Centro de Instruo Almirante Graa Aranha (CIAGA) Departamento de Ensino Bsico Disciplinas: INGLS V Professores: Jander Barbosa HANDOUT

ONE MODULE 01- Part I SAFETY ON BOARDING A SHIP General Safety on board ships is an important issue. Normally at sea and often very far from any possible assistance, there is nobody who can be called upon for help. Of course, the ship should be of good design, well maintained in seaworthy condition with sufficient stability, watertight and weather tight and properly equipped. However, safety on a ship is not guaranteed by availability on board of the compulsory safety items and systems. Safety cannot be bought. Most of the accidents on board ships are the result of human error. Prevention through recognition, rectification and avoidance of unsafe actions and/or situations at all times and at all places on board by all personnel is of utmost importance. All ships and their offices ashore have to be certified under the International Safety Management Code (ISM CODE) and the crew has to work in accordance with the Safety Management System (SMS).

The SMS is a set of rules describing in detail how to apply safety in general and how to use safety gear. Courses and regular drills are held in order to ensure that the crew is safety-conscious. Regulations Regulations concerning safety on ships are formulated by the IMO Marine Safety Committee (MSC), responsible for the SOLAS- Convention. The sub-committee on Standards of Training, Certification and Watchkeeping (STCW), have regulated the certification of seafarers in the STCW Convention, The SOLAS Regulations apply to all ships over 150 GT for radio and over 500 GT for radio and safety equipment. Ratification by the relevant flag states means that the states means that the states will adopt the regulations in their national laws. 2.0 Fire Protection, Detection and Extinguishing The most important issue of Course, is protection. It prescribes the positions of bulkheads, materials for subdividing structures, in combination with use of non-flammable materials, fireproof doors, fire-proof insulation etc. The three elements for combustion are: flammable material, heat and oxygen, which should not be allowed to combine and create fire. 2.1 Combustion Process Combustion is the act or process of burning. For combustion to occur, fuel, oxygen (air), and heat must be present together. Per definition combustion is the chemical reaction of a particular substance with an oxidant. Generally this will mean atmospheric oxygen and will be treated as such in the rest of this site. The combustion process is started by heating the fuel above its ignition temperature in the presence of oxygen. Under the influence of heat, the chemical bonds of the fuel are split. If complete combustion takes place, the elements carbon (C), hydrogen (H) and sulphur (S) react with the oxygen content of the air to form carbon dioxide CO2, water vapour H2O and sulphur dioxide SO2 and, to a lesser degree, sulphur trioxide SO3. If not enough oxygen is present or the fuel / air mixture is insufficient then the burning gases are partially cooled below the ignition temperature (too much air or cold burner walls), and the combustion process stays incomplete. The flue gases then still contain burnable components, mainly carbon monoxide CO, carbon C (soot) and various hydrocarbons C xHy. Since these components are, along with NOx, pollutants which harm our environment, measures have to be taken to prevent the formation of them.

To ensure complete combustion, it is essential to provide a certain amount of excess air. Combustion optimisation saves money! The quality of a combustion system is determined by a maximum percentage of complete combustion, along with a minimum of excess air (commonly 5 to 20% above the necessary level for ideal combustion )

AIR

+FUEL

>>>FLUE GAS Carbon dioxide (CO2) Carbon monoxide (CO) Sulphur dioxide (SO2) excess O2 Nitrogen oxides (NOx ) Nitrogen (N2) Water vapour Soot

Oxygen (O2) Carbon (C) Hydrogen (H2) Nitrogen (N2) Sulphur (S) Oxygen (O2) Water vapour Nitrogen (N2) Water (H2O)

Flue gas will generally contain a certain amount of CH4 (methane) if the combustion was not complete. Other hydrocarbons will not occur under normal conditions. higher hydrocarbons are only produced under conditions of high pressure and high temperature such as occur in an internal combustion engine. The ignition The heat that is necessary to start the Fire must possess certain elements. For a solid or a liquid to ignite there has to be some vapor or a gaseous product. This is the case when the compound is heated until enough vapors and gases have been generated to form a flammable mixture. To ignite a liquid, there has to be gas above the liquid. The liquid itself cannot burn, though the gas can when there is oxygem and the temperature is sufficiently high. The lowest temperature at which this situation occurs is called the flashpoint. 2.3 Fire-fighting

Fire-fighting is the act of extinguishing fires. A firefighter fights fires to prevent loss of life, and/or destruction of property and the environment. Firefighting is a highly technical skill that requires professionals who have spent years training in both general firefighting techniques and specialized areas of expertise. 2.4 Safety on boarding a ship Putting on lifejackets 1. Life jackets are stowed in the cabins. Additional life jackets are stowed in lockers adjacent to the lifeboats. 2. Each jacket is fitted with a whistle, retro-reflective tape and a light powered by a water-activated battery. You must know how to wear your life jacket correctly; instructions are displayed in the cabin. 3. Place lifejacket over head ensuring that arms pass over side tapes; 4. 2. Draw tape end downwards ensuring back pad is firmly pulled on to shoulders; 5. 3. Cross tapes behind: back and return to front; 6. 4. Tie tapes securely in the recess on your front; 7. 5. Whistle to aid recovery is in the pocket at the side of the shoulder 8. 6. Loop of tape is to be left free for recovery purposes. 2.5 Immersion suits 1. Immersion suits help reduce the loss of body heat and shock on entering cold water, immersion suits are critically important life saving appliances. 2. The suit covers the wearer's body with the exception of the face, and should be worn over warm clothing. Immersion suits used on many ships have an inherent buoyancy and an inflatable supporting collar. 3. The vessel carries enough immersion suits for everyone on board . They will be handed to you by the crew if necessary. 4. The suit's use will be demonstrated to all expeditioners prior to embarkation . Immersion suits must always be used with approved life jackets.

To put on an immersion suit: 1. 1.Take the suit out of its bag and fully open. 2. 2. Put it on as you would a normal pair of overalls, taking care to avoid damaging the suit. 3. 3. Kneel to fasten the leg zips. 4. 4. Fasten the waterproof zip fully to the neck. 5. 5. Pull the hood over your head. Safety on board - Emergency signals Should an emergency situation arise, alarm signals will be sounded all over the ship. 1. Alarms are sounded by either the vessel's whistle or alarm bell, or both. 2. Two blasts separated by a short pause, then repeated -- only crew attend. 1. Seven short blasts, followed by one long blast, then repeated -- report fully dressed, with your life jacket, to your allocated muster station. 2. One short blast followed by one long blast, sounded at least three times in succession -abandon ship; follow the crew's instructions. The difference between Lifeboats and Liferafts on Cruise Ships 1. Modern lifeboats have a motor and use a davit or launching system, whereas Liferafts usually do not have a motor.The disadvantage of lifeboats is that launching may take longer than the liferafts. The disadvantage of liferafts is that they may not be as efficient because of inflation system failures. Boarding survival craft 1. Do not leave the preparation of survival craft until the last possible moment, otherwise important items could be left behind or critical mistakes made in the rush to leave sinking vessel. No Master will wish to give the order to abandon ship until he has to, especially in rough weather. If he has delayed this difficult decision, at least he can be reassured that his survival craft is fully prepared and ready for instant lowering.

2. Crew members should be acquainted with stowage positions, so that passengers can be quickly transferred to survival craft. Boarding and launching a lifeboat 1. The potential hazards of launching open lifeboats in a seaway are well known. Head protection, in the form ofhardhats, should be worn whenever possible in these craft and the person lowering the boat must be familiar with rough weather lowering techniques, particularly the need to allow the falls to slacken adequately when the boat iswaterborne. This is just as important when using off load release gear as it is for boats fitted with conventional steel lifting hooks. 1. Since all lifeboats must now be of the partially or totally enclosed type, there is considerably better protection for the occupants. In addition, in the event of a capsize, totally enclosed lifeboats are designed to be selfrighting, provided that the occupants are strapped into their seats. Good discipline is important and nobody should release their seat belt unless ordered to do so by the person in charge. The difference between Lifeboats and Liferafts on Cruise Ships 1. Modern lifeboats have a motor and use a davit or launching system, whereas Liferafts usually do not have a motor.The disadvantage of lifeboats is that launching may take longer than the liferafts. The disadvantage of liferafts is that they may not be as efficient because of inflation system failures. Boarding survival craft 1. Do not leave the preparation of survival craft until the last possible moment, otherwise important items could be left behind or critical mistakes made in the rush to leave sinking vessel. No Master will wish to give the order to abandon ship until he has to, especially in rough weather. If he has delayed this difficult decision, at least he can be reassured that his survival craft is fully prepared and ready for instant lowering. 2. Crew members should be acquainted with stowage positions, so that passengers can be quickly transferred to survival craft. Boarding and launching a lifeboat 1. The potential hazards of launching open lifeboats in a seaway are well known. Head protection, in the form ofhardhats, should be worn whenever possible in these craft and the person lowering the boat must be familiar with rough weather lowering techniques, particularly the need to allow the falls to slacken adequately when the boat iswaterborne. This is just as important when using off load release gear as it is for boats fitted with conventional steel lifting hooks.

1. Since all lifeboats must now be of the partially or totally enclosed type, there is considerably better protection for the occupants. In addition, in the event of a capsize, totally enclosed lifeboats are designed to be selfrighting, provided that the occupants are strapped into their seats. Good discipline is important and nobody should release their seat belt unless ordered to do so by the person in charge. Weekly inspection The following tests and inspections shall be carried out weekly and a report of the inspection shall be entered in the log book: All survival craft, rescue boats and launching appliances shall be visually inspected to ensure that they are ready for use. The inspection shall include, but is not limited to, the condition of hooks, their attachment to the lifeboat, and the on load release gear being properly and completely reset; All engines in lifeboats and rescue boats shall be run for a total period of not less than 3 min. provided the ambient temperature is above the minimum temperature required for starting and running the engine. During this period of time, it should be demonstrated that the gear box is engaging satisfactorily. Lifeboats on cargo ships shall be moved from their stowed position, without any persons on board, to the extent necessary to demonstrate satisfactory operation of launching appliances, if weather and sea conditions so allow for; 4 .The general emergency alarm system shall be tested. FIRE ZONES 1. The ship is divided into fire zones so that any outbreak of fire can be easily contained. Openings in thebulkheads between fire zones are fitted with fire doors. Under normal conditions the doors will generally remain open. The doors can be shut by remote control from the bridge or each door may be shut by a means of a switch or push button adjacent to the door, marked Fire door release. The crew will shut the doors. Some doors are hinged; others are sliding doors. All fire doors can be opened manually to allow you passage. The doors will close again automatically. A sign on or next to the door will show you how to open it. The car deck is isolated from the rest of the ship as a separate fire zone. Portable fire extinguishers 1. Spare charges for the extinguishers or a sufficient supply of all types of fire extinguisher are required to be stored on board.

Portable fire extinguishers of CO2, Foam and Dry Chemical Powder are provided in accommodation, deck and machinery spaces carried along with number of spares as given by the regulation. 1. Larger capacity systems have to be available for a fire too big to be dealt with by portable extinguishers. Water Main fire line system and hoses The most versatile, easiest and cheapest medium available for extinguishing a fire. Ships are provided with : 1. Fire pumps 2. Pipe line system for water under pressure to reach every location on a ship 3. Hydrants at regular distances hoses. A hose with jet/spray nozzle must be stowed near each hydrant. The hydrants and the hoses are provided with fast-fit standard connections. Fire Pumps: As per regulation, a ship must have main fire pump and an emergency power pump of approved type and capacity. The location of the emergency fire pump must be outside the space where main fire pump is located. The emergency fire pump has sufficient output to supply two hoses. Splinkers 1. One or more splinker heads are fitted in the deck head of each cabin. These heads are connected to a pipeline supplied by a pressurized vessel filled with water. A glass bulb in the splinker head closes the pipe. 2. Splinkers have a heat detector. It breaks when heated and opens the nozzle. The water is driven out in the form of spray. Deck scuppers - It drains water so as not to cause loss of stability. What are the disadvantages of using water?

1. Ship stability can be endangered due to large quantities of water; 2. Water itself can also result in damage; 3. Water is not suitable for all fires. Foam 1. The extinguisher produces a chemical foam by mixing two liquids which react with one another. When the operator releases the T handle in the cap, the sealing valves are lifted, then the extinguisher is turned upside down and shaken , the liquids mix and form foam, which is discharged from the nozzle. 2. It should be inspected and the liquids tested every six months because the chemicals deteriorate with time. Water fog/ Water mist 1. Fresh water is pressurized through very fine nozzles so that the water comes out as a fog. Whereas splinkers splash everything from above with water, the fog fills the entire space with mist. 2. It has to be fitted near equipment which is at greater risk of fire such as the main and auxiliary engines, boilers... And also deep fryers in the galley.Each section is protected by smoke and flame detectors. 3. When one detector detects smoke or flame, na alarm is activated. When a second detector alarms, the system activates. The control unit opens the valve of the section, starts the fire mist pump, and the equipment is blanketed with water mist emitted from special nozzles. It can be: automatically; manually (locally by a push of a button) or remotely (from a panel outside the engine room). Advantages: 1. Minimal water damage; 2. Can be activated repeatedly; 3. Oxygen depleted by the steam which forms; Disadvantages

1. Bilge system necessary to discharge water; A bilge system's function is to remove water from the hull of a boat. Water could cause some additional damage. Carbon dioxide 1. It fills a space with a gas that reduces the oxygen content or is an anti-catalyst that will extinguish the fire. It reduces the oxygen content to a level at which fire cannot exist. This system can only be used in closed compartments. 2. Although it is a very effective oxygen reducer, it is very dangerous to people. 3. For a number of years Halon was used, but having a high ozone-depleting capacity, it was abandoned due to environmental concerns as agreed at the Kyoto conference 1996. Release into engine room Before CO2 gas can be released, some safety measures have to be taken: 1. A head count: to ensure that no people are left in the engine room; 2. All openings to the open air have to be closed, usually manually. Advantages 1. A relatively low cost material; 2. Transport over long distances throug pipeline possible. Disadvantages 1. High risk to personnel; 2. Large quantity of gas needed; 3. Cylinders have to be stored in an isolated space, outside the protected space; 4. Many safety devices needed; The action is not repeatable.

Dry chemical powder extinguisher 1. These extinguishers are for use against fires in aircraft on flight decks or in the vicinity of the helicopter landing area in smaller ships. The extinguisher consists of a container holding 30 lb of dry chemical powder which is discharged by the use of a small cylinder of CO2 fitted externally to the container. Fire Retardant Bulkhead: 1. Different Class of bulkhead such Class-A, Class-B and Class-C are used on board ship for construction of bulkhead in areas like accommodation, machinery space, pump room etc. The main applications of such bulkhead are to contain or restrict the spread of fire in sensitive areas. Fire doors and fire dampers 1. Fire doors are fitted in fire retardant bulkhead to provide access from the same. They are self closing type doors with no hold back arrangement. 2. Dampers are provided in the ventilation system of cargo holds, engine room, accommodation etc. in order to block out excessive oxygen supply to the fire. For this, it is necessary that open and shut position clearly marked for fire dampers. Fire Detectors and Alarms: 1. Fire detection and alarm systems are installed in Cargo area, accommodation, deck areas, and machinery spaces along with alarm system to notify any outbreak of fire or smoke at the earliest. 2. Remote Shut and Stop System: The remote station shutdown is provided to all fuel lines from fuel oil and diesel oil tanks in the machinery space and which is done by quick closing valves. Remote stop system is also provided to stop the machineries like fuel pumps, purifier, ventilation fans, boiler etc. in the event of fire in the engine room or before discharging fixed fire fighting system . Fire Main Piping and Valves 1. The Fire Main piping which is connected to the main and emergency fire pump must be of approve type and capacity. Isolation and relief valves must be provided in the line to avoid over pressure of the same. Fire Fighters Outfit

1. Fire fighters outfit is used to fight a fire on the ship made up of fire retardant material of approved type. For a cargo ship at least 2 outfits and for passenger ship at least 4 outfits must be present onboard. Breathing apparatus 1. There are two types of breathing apparatus. One is the self- contained breathing apparatus, sometimes called an oxygen breathing apparatus, and the other is the fresh air hose mask. 2. The self contained apparatus consists of a mouthpiece or face piede with bag and canister to purify the air and provide it to the wearer. A timer is provided so tubes inhalation and exhalation valves, and other necessary fittings. The type contains a breathing hat the wearer can set it before entering a compartment and be assured of not overstaying his time. 3. The second type contains oxygen under high pressure in a cylinder. Another variations of this type has no breathing bag, and the air or oxygen goes directly through a reducing valve to the head piece. 4. In using any type of respiratory equipment, the wearer should have a safetyline or lifeline attatched to him when he enters a space. The lifeline should be tended by someone who is alert for signals and who can pull his shipmate back to safety. The standard signals which should be written on a plate attatched to the lifeline are: 5. one pull -okay 6. two pulls advance 7. Three pulls coming out 8. Four pulls - help International Shore Connection (ISC): 1. ISC is used to connect shore water to the ship system to fight fire when the ship fire pump system is not operational and is on port, lay off or dry dock. The size and dimensions are standard for all the ship and at least one coupling with gasket must be present onboard. Means of Escape 1. Escape routes and passages must be provided at different location of the ship along with ladders and supports leading to a safe location. The size and location are designed as per the regulation.

Emergency generators 1. These generators use 12 cylinders under a 4-stroke cycle, meaning the piston moves up and backs down the cylinder twice to produce one power cycle. 2. Emergency generator on ship provides power in case the main generators of the ship fails and creates a dead or blackout condition. According to general requirement, at least two modes of starting an emergency generator should be available. The two modes should be battery start and hydraulic or pneumatic start. Testing of Emergency Generator The testing of ships emergency generator is done every week (as part of weekly checks) by running it unloaded to check if it starts on battery mode. The hydraulic start is done every month to ensure that it is working fine. Also every month automatic start of generator is also done to check its automatic operation and to see whether it comes on load. Porthole or side scuttles 1. On a ship, the function of a porthole or side scuttles, when open, is to permit light and fresh air to enter the dark and often damp below-deck quarters of the vessel. It also affords belowdeck occupants a limited, but often much needed view to the outside world. When closed, the porthole provides a strong watertight, weather tight, and sometimes light tight barrier. Watertight doors 1. A ships ability to withstand damage and contain flo oding and fire depends to a large degree on its watertight doors and other closures. Not only do the doors have to be in good operating condition, but the crew must be trained to close them during fire and emergency drills so that in time of emergency, they will be closed automatically. 2. There are several types of watertight doors. Some are closed by individual dogs and some have a hand wheel or lever which controls all the dogs. Some ships have watertight doors which can be operated remotely from the bridge. 3. Watertightness of the door is insured by rubber gaskets which are forced against the knife edges when the dogs are secured.

21. Working in machinery spaces 21.1. General provisions 21.1.1. All operations in machinery spaces should be performed by a competent person under the supervision of a responsible officer or senior rating.1 21.1.2. The regulations of the competent authority on the guarding of every dangerous part of a vessel's machinery should apply (see also Chapter 13). 21.1.3. Reference should be made to Chapter 5 concerning protective equipment. Particular attention should be paid to protecting seafarers from the effects of noise.2Spaces in which hearing protection needs to be worn should be indicated by warning signs. 21.1.4. No work other than routine duties should be undertaken except on the orders of a responsible engineering officer. Maintenance work should be carried out in compliance with manufacturer's instruction manuals. When necessary, specific work should be carried out within the "permit-to-work" system (see Chapter 4). 21.1.5. Moving parts of machinery should be provided with permanent guards or other safety devices such as railings or fencing. 21.1.6. If the use of any piece of machinery or equipment is considered to be temporarily unsafe, it should be immobilized or put in a safe place or condition immediately and, if necessary, a warning notice should be posted adjacent to or at the control position. 21.1.7. No guard, fencing or shielding should be removed for repair or maintenance except when the machinery to which it relates has been stopped. The machinery should not be restarted until the fencing or shielding has been replaced and secured. 21.1.8. All valves, pipes and fittings should be adequately supported and fixed or clamped to avoid vibration and possible fracture. All such fixtures and supports should be properly maintained and replaced after maintenance.

21.1.9. All items such as steam pipes, exhaust pipes and fittings which, because of their location and operating temperature present a hazard, should be adequately lagged or shielded. 1 At a minimum, in accordance with the STCW Regulations, Chapter III or any subsequent revision. Reference should be made to sections 20-25 of the IMO/ILO Document for Guidance. 2 See also the Guarding of Machinery Convention, 1963 (No. 119), and the Working Environment (Air Pollution, Noise and Vibration) Convention, 1977 (No. 148). Further guidance may be obtained from the ILO Code of Practice on Protection of Workers against Noise and Vibration in the Working Environment (Geneva, 1984). Accident prevention on board ship 86 21.1.10. The source of any oil leak should be located as soon as possible and the leak stopped. 21.1.11. Waste oil should not be allowed to accumulate in the bilges or on tank tops. Any accumulation should be removed as soon as possible in compliance with MARPOL.1 Tank top and bilge spaces should be washed down at regular intervals or as necessary for safety. 21.1.12. A procedure should be in place to ensure that, whenever a fuel oil tank is being filled, or the contents of one are being transferred to another, it does not overflow. Such a procedure may be in writing and may include permanently displayed line diagrams and particulars. Whenever fuel oil is being loaded or transferred, the operation should be supervised by a competent person. 21.1.13. Bilges and mud-boxes should be kept clear of rubbish and other substances so that the bilges can be easily pumped. 21.1.14. Special attention should be given to preventing leakages into machinery spaces of exhaust gases from boilers, inert gas plants, uptakes, etc. 21.1.15. (1) All areas should be suitably illuminated. Areas under floor plates

where oil pipes are located should be painted a light colour. (2) Any light that fails should be replaced as soon as possible. (3) Temporary or portable lighting should be used to provide additional illumination as required, and should be removed immediately after use. 21.1.16. Care should be taken to keep the noise level as low as practicable, and to maintain or where necessary improve sound-absorbing arrangements. 21.1.17. Seafarers should be informed of the danger of removing hearing protection in areas where the noise level is high, even for short periods. When work has to be carried out in such areas, a suitable system of communication should be agreed upon before the work begins. 21.1.18. If there is a control room, doors should be kept closed and hearing protection should be worn when access is required to any area where the noise level is high. 21.1.19. (1) Ventilation should be maintained to ensure a comfortable atmosphere so far as is reasonably practicable in all areas, with special attention being given to working areas and control rooms. (2) Ventilation should be increased if necessary where maintenance and repair work have to be carried out in areas of high temperature or high humidity. 21.1.20. Unless properly equipped and authorized to be operated without persons in attendance, the boiler room and machinery space should be under the direct 1 MARPOL, Annex I. Working in machinery spaces 87 supervision of a competent person at all times and should be manned at all times by persons adequate for the duties required. 21.1.21. (1) All drains on such equipment as pipes and filters should be kept clear. (2) Care should be taken to ensure that any pressure in all relevant piping, system or container has been relieved before it is opened or any flange or joint is broken.

(3) As a precaution bolts should be only slackened back and not removed until the flange or joint is broken. (4) If the flange or joint does not part easily, separation should be made with a wedge and not by allowing pressure into the line. The pipe should be secured temporarily if necessary before the flange or joint is broken. (5) It should be remembered that valves may not be completely tight nor lines fully drained and that pressure, or accumulations of oil and scalding water, may build up in a pipe even after the pressure has been relieved. (6) Any valve controlling flow should be effectively locked or secured as long as the line remains open, and if necessary a warning notice should be posted. 21.1.22. All stores and tools should be properly stowed and adequate arrangements should be made, particularly with heavy stores, to secure each item in heavy weather. 21.1.23. When lifting weights, seafarers should avoid strains by using chainblocks or the engine room crane, as appropriate. When turning valves or handwheels, seafarers should avoid strains by using lever or wheel spanners. 21.1.24. (1) Where heavy items are lifted by chainblocks or by an engine room crane, the lifting device and lifting arrangements should be examined by a responsible person, who should ensure that the safe working load is not exceeded. (2) Slings should be examined for broken or ragged stands, and padded as required to avoid damage on sharp edges. 21.1.25. (1) Where lifting or eye bolts are to be used, the thread on the bolt and in the part to be lifted should be seen to be clean and in good condition, and the threaded part fully screwed home and locked as appropriate before any lifting effort is applied. (2) This is particularly important when lifting heavy machinery parts, when care should be taken that carbon is removed from the threaded recess, if necessary by running down the appropriate tap before screwing home the bolt. (3) Hoisting or lowering, whether by crane or by chain blocks, should be performed only after all persons involved have been informed of the intended action. 21.1.26. Any friction fit, tightness or adhesion of the part of any load being lifted

should be broken by wedges or tapping, and not by increasing the load on the lifting appliance. 21.1.27. Seafarers should always stand clear of any load being lifted and should not walk close to or underneath any load being lifted or while it is suspended. Accident prevention on board ship 88 21.1.28. (1) Any tools used at heights above platform level should be kept in a suitable bag or box, or secured so as to prevent them from falling. (2) After any repair or maintenance work, all tools and any spares or replaced parts should be checked, accounted for and properly stowed away in a safe and secure place. 21.1.29. When working alone, a person should arrange to communicate at regular and frequent intervals with other persons in the machinery spaces or on the bridge. 21.2. Boilers, unfired pressure vessels and steam pipes 21.2.1. No person should perform any operation on a boiler, unfired pressure vessel or steam pipe that could result in the release of steam, air, or oil except: (a) under the supervision of an engineer officer; and (b) with the knowledge and approval of the chief engineer. 21.2.2. All boilers and unfired pressure vessels and steam piping should be inspected internally and externally at regular intervals by a competent person as required by the national authority. 21.2.3. No boiler or unfired pressure vessel should be operated or kept at working pressure if unsafe for use or not provided with the properly maintained fittings necessary for safe operation. 21.2.4. (1) Before any boiler or unfired pressure vessel is opened for inspection, any pressure therein should be released, the contents cooled down to atmospheric temperature and the system effectively drained off. (2) No boiler or unfired pressure vessel should be opened or entered for inspection until adequate arrangements have been made to prevent any backflow of steam or working fluid by blanking off, or locking shut, any lines or valves that might allow such backflow of steam, hot water or exhaust gases to enter the boilers, combustion chamber or pressure vessel.

(3) The top manhole door should be knocked in first with the dogs slacked back but not removed. (4) The manhole door should be held by a rope or other means when the dogs are removed. (5) When the top manhole has been removed, the bottom manhole door may be knocked in. (6) At all times while a person is in the boiler, another person should be standing by at the manhole entrance and should communicate at frequent intervals with the person inside. 21.2.5. Spaces at the top and sides of boilers should not be used for storage. 21.2.6. Safety valves should be properly sealed and maintained in good operational condition at all times. Working in machinery spaces 89 21.2.7. Special care should be taken to maintain water gauges in proper order. They should be checked and blown through in a proper manner by a competent person at frequent intervals. Gauges should be replaced only by a competent person. 21.2.8. The water level should be checked at all times when fires are alight. Should the water level fall below the glass, the boiler should be immediately secured as required. 21.2.9. (1) Care should be taken to ensure that, when lighting up, the combustion chambers have been properly purged free of gas and that no loose oil has accumulated on the furnace floor. (2) Care should be taken to ascertain that all burners are clean and properly assembled. (3) Fuel oil should be recirculated until all parts of the system have reached a suitable temperature before admission to the furnace.

(4) When lighting up a boiler, seafarers should stand clear of any openings in order to avoid a possible blowback. 21.2.10. Should a furnace fail to light for any reason when the oil valve is opened: (a) the valve should be closed; (b) the combustion chamber should be properly purged. 21.2.11. Operating instructions should be displayed at each boiler. 21.3. Propulsion machinery 21.3.1. The propulsion machinery should be provided and maintained in accordance with the requirements of the competent authority and good practice. 21.3.2. Maintenance should be carried out by a competent person and a responsible officer should be informed immediately if any actual, or latent, fault or defect is observed, with remedial action being taken as appropriate. 21.3.3. The machinery should be stopped before any work is done by seafarers on, or using, machinery items which would constitute a hazard: (a) throttle or starting system should be closed; (b) turning gear or a suitable brake should be engaged; and (c) a warning notice should be posted. 21.4. Turbines 21.4.1. The governor, low lubricating oil pressure alarm and shutdown devices, and other speed limiting devices should be made ready to operate should abnormal operations occur. Accident prevention on board ship

90 21.4.2. Steam joints, valve gland and gland sealing arrangements should be maintained in good order to avoid excessively high humidity in the surrounding area. 21.5. Internal combustion engines 21.5.1. Internal combustion machinery should be maintained in safe condition and be regularly inspected as required by the manufacturer. 21.5.2. Scavenge trunks should be kept clean and free from loose oil and turbo blowers should be kept free of accumulations of oil and dirt. 21.5.3. A source of ignition, e.g. a portable electric light or naked flame, should not be brought near an open engine crank case until it has been cooled and well ventilated and until all explosive gases have been expelled. 21.6. Air compressors and reservoirs 21.6.1. Air compressors should be properly maintained an inspected by a competent officer. 21.7. Refrigeration systems 21.7.1. Adequate information stating the operating and maintenance safeguards of the refrigeration plant should be displayed on each vessel. 21.7.2. Refrigeration compressors and systems should be properly maintained to avoid leakage of refrigerant, either in the compressor room or in the refrigerated compartments. Where refrigerating equipment is isolated, a competent person should be notified before entering the room or compartment. 21.7.3. When leakage is suspected the proper detection method should be used.

21.7.4. No one should enter a refrigerated compartment without wearing protective clothing and informing a responsible person. 21.8. Oil-based systems 21.8.1. Special precautions should be taken when working on systems containing oil and, in particular, hot oil. 21.8.2. All protective covers on oil lines should be drained before removing same. Protective covers should be promptly replaced after completion of any work and after verification that no leaks are evident in the system. Working in machinery spaces 91 21.8.3. Attention is drawn to the potential fire hazard associated with the rupture of unprotected oil lines and joints. 21.8.4. Safety devices of oil pumps, oil heaters and coolers should be maintained in good and operative condition. 21.9. Steering gear 21.9.1. The operation of the steering gear should be checked or inspected at frequent intervals by the responsible officer and safety devices should be ready to operate at all times. 21.9.2. The steering gear should be tested in accordance with IMO requirements.1 21.10. Control-room operation and unattended machinery spaces 21.10.1. Only authorized persons should enter a control room or an unattended machinery space. 21.10.2. Seafarers should never enter, or remain in, an unattended machinery space unless permission has been received from, or instructions given by, the engineer officer in charge at the time. 21.10.3. When watchkeeping is carried out from a control room, the competent

person should ensure that the machinery space is patrolled at regular intervals by a person sufficiently knowledgeable to detect any unusual conditions. 21.10.4. The instrumentation and alarms on which the safety of an unattended installation depends should be maintained in good operational order in accordance with the manufacturer's instructions. 21.10.5. Unmanned machinery spaces should be properly lit at all times. 21.10.6. (1) Any alarms that have operated should be made reoperative before the machinery space is left. (2) No alarm system should be isolated without the permission of the chief engineer. 21.10.7. At any time when the machinery spaces are to be left unattended, a responsible officer should ensure that all alarm systems are set to operate and that all persons have been accounted for and have left the space. 21.10.8. Should the responsible officer enter the space alone for any reason, he should notify the bridge duty officer who should arrange to check on his well-being frequently and at specific times as long as he remains therein.2 1 SOLAS, 1974, Chapter V, Regulations 19-1 and 19-2, as amended. 2 STCW 1978, Annex-Regulations, Chapter III, Engine Department, or subsequent revisions. Accident prevention on board ship 92 21.10.9. Notices of safety precautions to be observed by seafarers working in control-rooms and unattended machinery spaces should be clearly displayed at entrances. 21.11. Hydraulic systems 21.11.1. Hydraulic systems should be frequently inspected by a responsible officer, properly maintained and kept free of leaks.

21.11.2. Care should be taken to avoid skin penetration from high pressure fluid during inspections and repair of hydraulic systems. 21.11.3. The system should be purged as necessary to avoid erratic operations which could be dangerous to seafarers. Questions 1. 1.1 General 1. What is the cause of most accidents on a ship? 1. What does ISM stand for? 1. What relation is there between the ISM-certificate of a ship and the safety on that ship? 1. Why are regular drills with the safety means necessary? 1. What precautions can be taken to prevent people from panicking in case of an emergency (e.g. a fire)? 1. What can happen when people panic in the case of fire on board of a ship and what could be the consequence for them? 2. How is the safety on ships regulated by the IMO? 1. What is meant by MSC? 1. What are the consequences of the SOLAS 1974-conference for National law? 1. To what ships do the SOLAS regulations apply? 1. Ships smaller than 500 GT do not fall within the SOLAS-rules. What regulations do these ships follow? 2. 2 Fire protection, fire detection and fire fighting 1. 2.1 Purpose

1. What is the most important issue regarding fire? 1. How can fire protection be realized through (ship) construction? 1. 2.2 Combustion Process 1. What are the basic three elements required for combustion? 1. What happens if a compound oxidises? 1. Give an example of a slow oxidation process. 1. What is fire prevention based on? 1. What is the main principle of fire fighting? 1. Give the components of the fire triangle and explain the connection between these? 1. What components are necessary to start a process of combustion? 1. What is the flashpoint? 1. How is it possible that when the flashpoint is reached, the combustion may cease after ignition? 1. What is the ignition temperature? 1. What is necessary for sustaining combustion after ignition? 1. How can combustion occur without ignition from outside? 1. What is the (self) combustion temperature? 1. Show by means of a sketch how a solid combusts and give an explanation. 1. Show by means of a sketch how a liquid combusts and give an explanation. 1. What is a catalyst? 1. Give an everyday example of a catalyst that catalyses combustion. 1. The fire triangle alone does not suffice in order to sustain a fire. Explain this statement.

1. What two factors are added to the fire triangle in order to produce the fire pentacle? 1. Give the five constituents of the fire pentacle. 1. Why is knowledge of the fire pentacle important in fire fighting? 1. What is the function of fire classes? 1. What is a fire class used for? 1. Give an overview in table form of fire classes and types of fuels. 1. What fuels are in fire classes A, B and C? 1. What metals are in fire classes D? 1. 2.3 Fire Fighting 1. In case of fire, what should be done? 1. Name different means of fire fighting and explain the objective(s) of each. 1. Sand is an excellent fire extinguishing medium, but nowadays not on ships. Why not? 1. What has replaced the sand extinguisher on board of ships? 1. A controlled explosion can extinguish oil fires when oil blows out of a hole at great pressure. Why is this not a suitable fire-fighting method on board? 1. 2.4 Fire Fighting Means 2. 2.7 Detection 1. Why is early detection of a fire on board important for successful fire fighting? 1. 2.7.1 Engine room 1. In what space(s) does a fire detection system have to be installed on board? 1. Where are fire detectors placed, for example, in the engine room and why in that exact location in the E.R.?

1. What type of detectors are used in a fire-fighting system? 1. How does a smoke detector work? 1. What is the alarm cabinet and where is this generally placed? 1. What does the alarm cabinet do in case of detection of fire? 1. What is meant by 'which loop is active'? 1. How does a heat detector work? 1. How does a flame detector work? 1. What is the advantage of smoke detection over heat detection? 1. How often should a (manually activated) fire detector be tested? 1. How can a (manually activated) fire detector be tested? 1. What happens if the fire detector has been activated in a certain zone? 1. 2.7.2 Cargo Holds 1. How can fire be detected in cargo holds? 1. How does the smoke indicating system of the CO2-installation work? 1. Give a schematic representation of a fire-alarm system and a fire-fighting system, name the components and explain the function(s). 1. 2.8 Fire Fighting 1. How many firemen's outfits complete with breathing apparatus are required by law on board of a cargo ship, not being a tanker? 1. What components make up a fireman's outfit on board? 1. What is a BA set? 1. What further action can be taken against an engine-room fire?

1. What is a quick closing valve, what do they close, where are they to be found on board and how do they work? 1. Who activates a quick closing valve, when, where and why? 1. What is a fire-control station, where is this to be found on board and what does it contain? 1. What is a fire control plan and where may this be found on board? 1. 2.9 Fire Alarm 1. What types of fire alarms are there on a ship and why are these different types used on board? 1. Give a schematic representation of a fire-alarm system and a fire-fighting system, name the components and explain the function(s). 1. 2.10 Muster list 1. What is a muster list and what its function? 1. 3 Life Saving Appliances 1. 3.1 Regulations 1. In what IMO-Issue are the regulations for life saving appliances laid down? 1. Which Committee is involved? 1. 3.2 Lifeboats 1. What are the rules regarding capacity and position of lifeboats on board of a ship? 1. What are the rules regarding capacity and position of free-fall lifeboats on board of a ship? 1. What is a man-over-board boat and where is it positioned? 1. What are the contents of the inventory of a lifeboat? 1. How often should the inventory of a lifeboat be checked? 1. Since a number of years, lifeboats have to be totally closed, why is this so?

1. What additional demands are made on lifeboats of oil, gas or chemical tankers? 1. Under what extreme conditions of list and trim must a lifeboat be able to be launched? 1. What is the stability demand on a lifeboat? 1. Why should the fuel of a lifeboat-engine never run on gasoline? 1. What measures are taken to ensure that a lifeboat-engine can operate under any circumstances? 1. What information should be on the outside skin of the lifeboat? 1. What is typical of lifeboats and davits regarding energy required to launch them? 1. In case the ship sinks suddenly, how is the lifeboat launched/detached from the ship? 1. Why are davits working on gravity? 1. Why is the free-fall lifeboat always placed at the aft of the ship? 1. Sketch a free-fall lifeboat and show the position of the crew on board. 1. What does the mate have to do prior to the launching of a free-fall lifeboat? 1. How can a free-fall lifeboat be lifted back on board? Sketch this retrieval system and show how it works. 1. Under what circumstances does a free-fall boat undergo a controlled launch? 1. What happens to the free-fall lifeboat if the ship keels over? 1. Why are stored-power davits often present on passenger liners? 1. What are stored-power davits and how do they work? Sketch such a system and show how it works. 1. What is the advantage of placing the free-fall boat on the aft of the ship? 1. What is the most common way of bringing the lifeboat back on board?

1. 3.3 Man-over-board boat/Rescue boat 1. When does a ship have to have an MOB boat? 1. Give an example of a ship's lifeboat configuration and state where the MOB is. 1. How is an MOB generally launched and retrieved? Sketch such a system and show how it works. 1. What is the compulsory inventory of an MOB? 1. For what tasks is the MOB-boat suitable? 1. What conditions are MOB-boats required to satisfy? 1. What auxiliary is used to launch an MOB-boat? 1. 3.4 Life rafts 1. What are the rules regarding capacity and position of life rafts on board of a ship? 1. How are life rafts to be launched? 1. In case the ship sinks suddenly, how is the life raft launched/detached from the ship? 1. What are the demands for large ships regarding capacity and position of life rafts? 1. What is the demand regarding one life raft on board when the vessel is equipped with a free-fall lifeboat? 1. Sketch a life raft in stowed position and in inflated condition. 1. How is a life raft inflated? 1. How is a life raft secured to the ship in stowed condition? 1. What is a hydrostatic release system? Sketch such a system and name the components and explain the function(s). 1. 3.5 Life Jackets

1. What are the rules regarding capacity and position of life jackets on board of a ship? 1. What are the demands placed on life jackets regarding buoyancy, material, ability to preserve life in the water? 1. What components should a life jacket be provided with and why? 1. Sketch a life jacket with necessary equipment. Name the components and explain the function(s). 1. 3.6 Life Buoys 1. What are the rules regarding capacity and position of life buoys on board of a ship? 1. What are the demands placed on life buoys regarding buoyancy, material, ability to preserve life in the water? 1. What components should a life buoys be provided with and why? 1. Sketch a life buoy with necessary equipment. Name the components and explain the function(s). 1. 3.7 Immersion suits (Survival Suits) 1. What are the rules regarding capacity and position of survival suits on board of a ship? 1. What are the demands placed on survival suits regarding preservation of life in the water or in a lifeboat? 1. What components should a survival suit be provided with and why? 1. What is a TPA and what is its function? 1. What is demand placed on the insulating quality of immersion suits? 1. Sketch a survival suit with necessary equipment. Name the components and explain the function(s). 1. 4 Precautionary Measures 1. 4.1 Training

1. What are the demands for obtaining a certificate of competence? 1. How can one obtain a certificate of competence? 1. Reproduce the training matrix in accordance with 1995 STCW treaty. 1. What are the additional courses that the crew of a passenger liner has to follow? 1. 4.2 Tests and drills 1. Why are regular safety-drills on a ship a necessity? 1. What should happen after the drill? 1. Why are drills on board with life rafts difficult to realize? 1. Where are drills with life rafts usually carried out and why? 1. Reproduce a table with test and drill exercises and the frequency of these exercises on board. 1. What is a boat drill? 1. What is a fire drill? 1. 4.3 Personal safety gear 1. What safety measures should be taken during normal daily work and why? 1. Name a number of personal safety items for normal work. 1. What is the purpose of wearing protective clothing? 1. What does 'a false sense of security' mean in relation to protective clothing? 1. When are dust and filter masks used? 1. Under what conditions can a ship have only one type of dust or filter mask on board? 1. When can dust or filter masks NOT be used? 1. In what three situations is a respirator necessary?

1. Why is foot protection necessary? 1. Of what material is a lifebelt made? 1. What demands are there for lifebelts? 1. To attract attention, what is attached to the lifebelt? 1. What demands are made on the thermal insulation of a survival suit? 1. 4.4 Tankers 1. What special safety measures are found on board tankers and why? 1. 5 Markings 1. What is the purpose of the markings in and on a ship? 1. What colour should the escape route markings have according to IMO? 1. Why do the pipes have a colour-code? 1. 6 Global Marine Distress and Safety System (GMDSS) 1. 6.1 GMDSS 1. What does GMDSS stand for? 1. What is in GMDSS? 1. What book has all the information regarding GMDSS? 1. 6.2 SART (Search and Rescue Transponder) 1. What does SART stand for? 1. What is the aim of SART? 1. Who is responsible for bringing the SART from the bridge to the life raft or lifeboat? 1. On what list can a crew member see who is responsible for the SART transport on board?

1. What is the range of the SART? 1. Where is the SART positioned on board the ship? 1. 6.3 EPIRB (Emergency Position Indicating Radio Beacon) 1. What does EPIRB stand for? 1. What is the goal of EPIRB? 1. Where is the EPIRB stored on board and why? 1. How is the EPIRB activated? 1. What happens between the activation of EPIRB and determining its position? 1. How can the position of the EPIRB be determined and by whom? 1. Sketch an EPIRB in stored position on board. 1. 6.4 Voyage Data Recorder 1. What is the function of the Voyage Data Recorder 1. What values and data does it store? 1. 1. 7 Pyrotechnics 1. Name a number of visual means of communication in case of distress signals. 1. How does the parachute rocket signal work and when should it be used? 1. What demands are placed on parachute signals on board? 1. When should the hand torch flares be used? 1. What demands are placed on hand torch flares on board? 1. In what circumstances should the smoke signal be used?

1. What is a line throwing apparatus and what is it used for? 1. Where is a line throwing apparatus to be found on board and how many?