Mornarske veščine Doc. dr. Peter Vidmar

Transcription

1 Univerza v Ljubljani Fakulteta za pomorstvo in promet Pot pomorščakov Portorož Tel.: (05) Mornarske veščine Doc. dr. Peter Vidmar 1 HISTORY OF SHIPS O LESU ZA BARKE NOMENCLATURE CONTEMPORARY SAILING SHIP RIGS (OPTIONAL) STANDING RIGGING (OPTIONAL) RUNNING RIGGING (OPTIONAL) SAIL THEORY (OPTIONAL FOR YACHT) MODULE 5.2 SAIL EVOLUTIONS (OPTIONAL FOR YACHT) POINTS OF SAIL (OPTIONAL FOR YACHT) MODULE 6.1 SAIL HANDLING (OPTIONAL FOR YACHT) MODULE 6.2 HELM AND DECK ORDERS (OPTIONAL FOR YACHT) MODULE 7.1 ROPE SPLICING (PLETENJE VRVI) (VAJE) MODULE 7.2 KNOTS, BENDS AND HITCHES (VAJE) SEIZINGS???? WHIPPINGS (ŠIVANJE) (OPTIONAL FOR YACHT) SERVINGS MODULE 9.1 BLOCKS AND TACKLES MODULE 10.1 ENGINE ROOM (OPTIONAL FOR YACHT) MODULE 10.2 ELECTRICAL SYSTEMS (VAJE) FIRE DRILLS AND APPLIANCES (STCW VI/1) CONCEPT AND APPLICATION OF THE FIRE TRIANGLE TO FIRE AND EXPLOSION Conditions for fires Properties of flammable materials TYPES AND SOURCES OF IGNITION Fire prevention principles FLAMMABLE MATERIALS COMMONLY FOUND ON BOARD Spread of fire Safe practices THE NEED FOR CONSTANT VIGILANCE

2 Need for constant vigilance Patrol systems FIRE HAZARD Fire hazards ORGANIZATION OF SHIPBOARD FIRE FIGHTING General emergency alarm Fire control plans and muster list Communications Personnel safety procedures Periodic shipboard drills LOCATION OF FIRE-FIGHTING APPLIANCES AND EMERGENCY ESCAPE ROUTES Ship construction arrangements Automatic fire alarm CLASSIFICATION OF FIRES AND APPLICABLE EXTINGUISHING AGENTS (0.25 HOUR) Classification of fires and appropriate extinguishing agents SELECTION OF FIRE-FIGHTING APPLIANCES AND EQUIPMENT Fire hoses and nozzles Mobile apparatus Portable fire extinguishers Fireman's outfit Fire blankets Knowledge of fire safety arrangements Fire alarms and first actions Fire fighting Fire-fighting mediums Fire-fighting procedures Small fires Extensive fires PRECAUTIONS FOR AND USE OF FIXED INSTALLATIONS General Smothering effect systems: carbon dioxide (C0 2 ) and foams Inhibitor effect systems: powders Cooling effect systems: sprinklers, pressure spray USE OF BREATHING APPARATUS FOR FIGHTING FIRES Breathing apparatus Drills in smoke-filled spaces USE OF BREATHING APPARATUS FOR EFFECTING RESCUES Use of breathing apparatus MODULE 11.2 EMERGENCY FIRE PUMP MODULE 12.1 ANCHORS AND ANCHORING. (VAJE) MODULE 12.2 TOWING (VAJE) MODULE 12.3 ANCHOR HANDLING (VAJE) MODULE 12.4 MOORING AND WARPS (VAJE) MODULE 13.1 SAFETY BOAT MODULE 13.2 LAUNCHING AND RECOVERY (VAJE) MODULE 13.3 SMALL BOAT HANDLING (POWERBOAT LEVEL I AND II) OPTIONAL MODULE 13.4 ROWING AND SCULLING (LONGBOATS) (VAJE) MODULE 13.5 SMALL BOAT SAILING (LONGBOATS) MODULE 14.1 DRY-DOCKING AND SLIPWAYS (VAJE) MODULE 14.2 DRYDOCK WORK (VAJE) MODULE 14.1 THE THEORY IN PRACTICE MODULE 14.3 PAINTS, OILS AND VARNISHES (VAJE) MODULE 15.1 SAFETY AT SEA (STCW VI/1)

3 34.1 PROFICIENCY IN PERSONAL SURVIVAL TECHNIQUES Safety guidance Principles of survival at sea Safety and lifeboat drills Definitions, survival craft and appliances SOLAS training manual Safety symbols EMERGENCY SITUATIONS (1.5 HOURS) Types of emergencies Precautions Fire provisions Foundering Crew expertise Muster list and emergency signals Crew and emergency instructions Extra equipment and survival Abandoning ship - complications EVACUATION Abandoning ship - last resort Personal preparation for abandoning ship Need to prevent panic Crew duties to passengers Crew duties - launching survival craft Master's orders to abandon ship Means of survival Prepare yourself Entering the water Immersion in water SURVIVAL CRAFT AND RESCUE BOATS Lifeboats Equipment Liferafts Davit-launched life rafts Rescue boats PERSONAL LIFE-SAVING APPLIANCES Lifebuoys Lifejackets Immersion suits/anti-exposure suit (AES) Thermal protective aids Emergency signals PERSONAL LIFE-SAVING APPLIANCES (DEMONSTRATIONS) Lifebuoys Lifejackets Inflatable lifejackets Immersion suits Thermal protective aids Personal survival without a lifejacket Boarding survival craft SURVIVAL AT SEA Dangers to survivors Best use of survival craft facilities EMERGENCY RADIO EQUIPMENT Portable radio apparatus for survival craft Emergency position-indicating radio beacons (EPIRBs) Testing EPIRBs Search and rescue transponders (SARTs) Operation Range HELICOPTER ASSISTANCE Communicating with the helicopter Evacuation from ship and survival craft Helicopter pick-up

4 Correct use of helicopter harness Review and final assessment MODULE 15.3 FIRST AID AT SEA (OPTIONAL) ONE DAY COURSE MODULE 15.5 MOB (VAJE) MODULE 16.1 RADIO. VHF AND GMDSS MODULE 16.2 RADIO OPERATORS LICENCE (OPTIONAL) MODULE 16.3 RADAR (OPTIONAL) MODULE 16.4 DEPTH AND LOG (VAJE-OPTIONAL) MODULE 17.1 CHARTWORK AND BASIC NAVIGATION (VAJE-OPTIONAL) MODULE 17.2 COASTAL PILOTAGE (VAJE-OPTIONAL) MODULE 17.3 PASSAGE PLANNING (OPTIONAL FOR YACHT) MODULE 17.4 COLLISION AVOIDANCE COL REGS (OPTIONAL FOR YACHT) MODULE METEOROLOGY (OPTIONAL FOR YACHT) MODULE 18.1 MANNERS AND CUSTOMS (OPTIONAL FOR YACHT) MODULE 18.2 PASSENGER CARE AND PROTOCOL PERSONAL SAFETY AND SOCIAL RESPONSIBILITY (STCW VI/1) OBSERVE SAFE WORKING PRACTICES Introduction Importance of the course Ship familiarization Movement about the ship Access to the ship Nature of shipboard hazards Groups the equipment provided on board to counter these hazards and lists the items in each group Painting Fire precautions & fire fighting Portable Fire Extinguishers Water Extinguishers Foam Extinguishers Dry Powder and Carbon Dioxide (CO 2 ) Extinguishers Use and demonstration of PPE (personal protective equipment) Lists operations that take place on board which can be hazardous to personnel or ship Lifting &mechanical appliances Loading and unloading of cargoes Danger cargoes Falling & moving objects Mooring and unmooring Mooring Hatches Enclosed spaces Entering enclosed & confined spaces Hot work TOOLS Hand Tools Portable Power Tools Welding & flame cutting operation Working aloft Working aloft & outboard Engine-room watchkeeping and maintenance Working machinery Working clothing Protective clothing & equipment Work in the galley CONTRIBUTE TO EFFECTIVE HUMAN RELATIONSHIPS ON BOARD SHIP

5 Interpersonal relationships (IPR) Team building Team work UNDERSTAND ORDERS AND BE UNDERSTOOD IN RELATION TO SHIPBOARD DUTIES Fundamentals of communication Methods of communication Barriers in communication Effective transmission skills Effective listening skills Effects and consequences of wrong communication Communication sum-up COMPLY WITH EMERGENCY PROCEDURES Explains the term 'emergency' Drills and muster Value and need of drills and training Internal communication TAKE PRECAUTIONS TO PREVENT POLLUTION OF THE MARINE ENVIRONMENT Define term 'pollution' Effects of operational or accidental pollution of the marine environment International measures for pollution prevention, pollution avoidance and containment of pollutants Pollution by sewage from ships Pollution by garbage from ships Control of oil discharge from machinery spaces and oil fuel tanks Contents of Oil Record Book Control of discharge of oil and special areas Introduces the contents of Annex VI of MARPOL CONTRIBUTE TO EFFECTIVE HUMAN RELATIONSHIPS ON BOARD SHIP SOCIAL RESPONSIBILITY Rights and obligations of crew Employment conditions, etc Drugs and alcohol Health and hygiene on board Health Summing up MODULE 20.1 SAILING SHIP STABILITY AND TRIM (OPTIONAL FOR YACHT) MODULE 21.1 WIRE SPLICING (OPTIONAL FOR YACHT) MODULE 21.2 WIRE SEIZINGS (OPTIONAL FOR YACHT) MODULE 22.1 SAIL MAKING (OPTIONAL FOR YACHT) MODULE 22.2 KIPPER/CANVAS BUCKET (OPTIONAL FOR YACHT) MODULE 23.1 SEAMANSHIP (VAJE) IZPITNI PROGRAM IN PROGRAM OSNOVNEGA USPOSABLJANJA ZA DELO NA LADJI HISTORY OF SHIPS Evolution of the wooden boat through the ages TRADICIONALNA PLOVILA NAŠE OBALE: Gradnja lesenih plovil Istrska in s tem naša današnja obala je bila nekoč nadvse bogata po številu različnih lesenih plovil. Slobodan Simič Foto: arhiv To dokazuje, da je bila nekoč na tem prostoru močno razvita obrt izdelovanja plovil. Na tako veliko število plovil sta vplivala predvsem geografski položaj in zgodovina naše obale. Tu sta se mešala severno jadranski lagunski slog gradnje, ki so ga obvladovali italijanski in dalmatinski 5

6 graditelji, ki je predvsem po drugi svetovni vojni prišel iz Dalmacije. Pomemben prispevek k raznolikosti plovil pa so dodale še soline. V naslednjih štirih do petih nadaljevanjih si bomo ogledali najpomembnejše predstavnike teh plovil. Kaj je tradicionalno? Pojem tradicionalnosti pri plovilih še zdaleč ni preprosto definirati, zato bomo privzeli, da so to plovila, ki so jih na tej obali stoletja izdelovali, kakor tudi plovila, ki so jih ribiči in lastniki naročali drugje (najpogosteje v bližnjih škverih na dobrem glasu) in so jih potem uporabljali na naši obali. Pojem tradicionalnega pa pogosto pripisujemo tudi plovilom, ki se tu pojavijo šele po prvi ali celo po drugi svetovni vojni, vendar je njihova uporabnost in prisotnost tako vidna, da smo jim skozi čas pripisali sloves tradicionalnosti. Tako smo na primer na naši obali stoletja srečevali nespremenjene bracere in trabakule (tudi gradili so jih v Piranskih in Koprskih škverih), spet druge, kot so pasara, gajeta in podobne pa so k nam prišla veliko kasneje ali celo po drugi vojni, kot na primer slavna solinarska maona. Ta mogočna plovila za prevoz soli od solin do velikih skladišč pa sploh niso bila narejena na naši obali in vendarle bi vsak domačin dal roko v ogenj, da je maona tradicionalno plovilo. Pod pojmom naša obala imam v mislih prostor današnje, politične slovenske obale, ne pa obale, kjer so npr. v času omenjenih plovil prebivali Slovenci in bi ravno tako lahko upravičeno nosila ime slovenska obala. Potrebno je tudi izpostaviti, da so bili do druge svetovne vojne graditelji tradicionalnih lesenih bark na naši današnji obali predvsem Italijani, les pa je najpogosteje prihajal iz štajerskih, kraških in drugih naših kontinentalnih gozdov, kakor tudi iz celotne Istre. 6

7 Kako se je vse začelo? Po drugi svetovni vojni, predvsem pa v petdesetih letih prejšnjega stoletja, se je večina italijanskih graditeljev odselila iz tega prostora in skupaj z njimi je šlo tudi znanje o gradnji tradicionalnih lesenih plovil. Ker Slovenci nismo imeli dovolj usposobljenega kadra za konstruiranje in gradnjo plovil, smo potrebovali pomoč izkušenih graditeljev bark iz sosednjih ladjedelnic, Reke, Cresa itd. S trebuhom za kruhom ali po priporočilu tedanjih oblasti je prišlo tudi veliko ljudi iz Dalmacije. Vsi ti so že od nekdaj živeli z morjem in mnogi so obvladali gradnjo lesenih plovil primernih za njihovo obalo. Niso pa izdelovali tudi manjših plovil za plitva morja, kakršna so stoletja gradili na našem območju. Tako se z njihovim prihodom na naši obali poveča prisotnost gajet, leutov, pasar itd., izginjajo pa plovila z ravnim dnom, kot so topi, bragoci, bateli, itd. Seveda ne smemo tega prehoda jemati preveč črno-belo. Nekatera tipično dalmatinska plovila srečujemo na naših obalah že mnogo prej, vendar jih niso gradili na naši obali, pač pa so prišla sem iz tega ali onega razloga. Tako npr. srečamo pri nas prve guce že v 19. stoletju, vendar pa njihovo število naraste v začetku 20. stoletja zaradi potreb turizma in zabave. Z njimi so barkajoli (veslači) popeljali goste iz vil in znanih hotelov Palace v Portorožu, S. Spirito v Strunjanu itd. ob obali. Kaj je vplivalo na konstrukcijo plovil? Severni Jadran, v katerem je tudi naša kratka obala, je drugačen od preostalega Jadrana. Vemo, da je tu morje plitvo, da ni strmih in globoko v morje segajočih obal, da je veliko rek, ki prinašajo s seboj tako veliko hrane, kot polucijo. Vemo, da je manj slano kot preostali Jadran itd. Flora in favna sta se tu prilagodili drugačnim razmeram. Nista pa se prilagajali le morska favna in flora. Poleg naštetega, so na razvoj in tipe plovil, ki so jih tradicionalno gradili in uporabljali skozi stoletja na slovenski obali bistveno vplivali tudi geografski položaj, vetrovi, lagunska obala in dno, prisotnost solin ter nekatere kulturne in zgodovinske danosti. Lagunsko, plitvo dno in soline so zahtevali manjša, okretna plovila s čim manjšim ugrezom. V severnem Jadranu je vsak škver, kjer so gradili bracere, barkine, tope itd. vedel, da bodo te barke uporabljene tudi v solinah, ki so bile svoj čas pri Trstu, Kopru, Piranu... In ne le v solinah. Po nekatere kmečke pridelke, les, oglje in drugo se je bilo potrebno z bracerami preriniti po ovinkastih rečicah in kanalih kar nekaj kilometrov daleč v zaledje. To je bilo seveda izvedljivo le ob ustrezni plimi z ustrezno barko. Lahko rečemo, da so oblike in konstrukcije plovil posledica vsaj treh vplivov: naravnega okolja (plitvo dno, lagunska obala, soline...), namena (ribarjenje, prevoz blaga...) in izročila. Slednje je prišlo do izraza predvsem pri manjših plovilih. 7

8 Kje so jih izdelovali? Na slovenski obali je v različnih obdobjih obstajalo različno število škverov, majhnih obrtniških ladjedelnic, kjer so ročno izdelali lesena plovila od začetka do konca. Na teh slabih 50 km je delovalo, v odvisnosti od obdobja, celo osem in več takšnih ladjedelnic. V sredini 19. stoletja je npr. imel Piran kar tri škvere, Izola in Koper pa po dva. Malih priročnih škverov, v katerih ni bilo nobenega zaposlenega in so imeli manjše sani za potegnitev barke na kopno, ter so bili namenjeni predvsem vzdrževalnim delom na majhnih ribiških čolnih, je bilo še veliko več. Ob tem pa je potrebno poudariti, da so domačini za manjše posege na svoji barki uporabili vsak ustrezen kos obale ali celo pomola. Majhna plovila, kot so bateline, kaiči, batane in podobno pa so gradili kar v kleti ali na vrtu. Najpogostejši predstavniki tradicionalnih lesenih plovil na naši obali Na naši obali lahko v zadnjih treh stoletjih razločimo vsaj 25 tipsko in konstrukcijsko različnih tradicionalnih lesenih plovil. Med najznač ilnejše sodijo mala priobalna plovila, namenjena individualnemu ribištvu in kasneje športu in zabavi: batana, topo, pasara in guc; večje ribiško/tovorne jadrnice: bragoc, gajeta ter istrska bracera; velike tovorne jadrnice: trabakul in loger ter solinski plovili: barkin in solinska maona. V naslednjih prispevkih jih bomo podrobneje spoznali. 1.1 O lesu za barke Skozi stoletja se je izkazalo, da je za kakovost plovila in njegovo trajnost ključen les, ne pa npr. konstrukcijske značilnosti. Prenekateri škveri so uporabili slab les, ki je v težkih morskih razmerah hitro razpadel. Znani so primeri tožb, ki so bile vložene že dobro leto po splovitvi plovila. Tega so se zavedali tudi naročniki in nič nenavadnega ni bilo, da je naročnik zagotovil svoj les za naročeno plovilo. Ladijski les je moral zadovoljevati dvema pojmoma kakovosti: moral je biti naravno kvaliteten in odžagan v ustreznem času, potem pa pravilno sušen, konzerviran in prepariran, da je lahko dolgo služil namenu. Če empirično privzamemo, da se je hrast v globino sušil na zraku centimeter na leto in konzerviral v blatu cca 10 cm na leto, lahko vidimo, kako dolgo je trajala priprava lesa, preden so ga razžagali in vgradili. Priprava lesa je zahtevala veliko znanja in izkušnje, o čemer pa žal nekoč niso želeli ne preveč govoriti, še manj pa pisati. 8

9 Konstrukcije nekdanjih lesenih bark Konstrukcije lesenih plovil so bile ne le specifične za vsak tip plovila, pač pa so jih ladjedelci skrivali kot zlato. Le zakaj so nekatera plovila kljubovala še tako hudemu morju, druga pa so za večno ostala na dnu že pri majhnem vetru? Čemu so nekatera bila hitrejša od drugih, zakaj nekaterih valovi niso niti premaknili, druga pa so že na majhnih valovih poplesovala kakor balerine? Še mnogo je vprašanj, odgovori pa se skrivajo v konstrukciji plovila. To je ob kakovostnem in pravilno izbranem lesu drugi najpomembnejš i dejavnik vzdržljivosti plovila. Kljub različnim konstrukcijam lahko neke značilnosti lesenih plovil posplošimo in jih privzamemo za tipične na področju gradnje lesenih bark. Konstrukcija plovila je morala upoštevati tri ključne cilje: trdnost, kakovostne pomorske lastnosti (stabilnost, upravljivost, hitrost itd.) in preprosto vzdrževanje plovila (npr. kako zamenjati poškodovan del plovila, ne da bi razdrli celo barko). Na naši obali lahko skozi čas izdvojimo, konstrukcijsko gledano, dve osnovni skupini plovil. V prvo spadajo plovila z ravnim dnom, ki so bila najpogosteje brez kobilice in z zelo preprostim ogrodjem; v drugo, večinsko skupino, pa sodijo lesena plovila z ločenim ogrodjem. Kako so jih izdelovali? Ko govorimo o gradnji lesenih plovil je potrebno ločiti gradnjo, kjer sodelujejo mojstri, ladjedelci, ki gradijo zahtevnejša plovila, od gradnje majhnih plovil za individualne potrebe. Manjša plovila so se gradila brez načrtov, izključ no na podlagi izkušenj in ustnega izročila. Tisti, ki so veljali za pravi naslov za izdelavo batela (tako so se ob naši obali nekoč imenovala vsa manjša ribiška plovila za individualni ribolov z ravnim dnom) so imeli že pripravljene šablone, ki so jih potem le prerisali na ustrezne kose lesa. In če je bila pomoč kolikor toliko spretna, je najpreprostejša batelina, dolga cca 4 metre penila gladino morja po vsega nekaj dneh. Nič neobičajnega ni bilo, da sta take manjše čolne izdelala člana ene družine, oče in sin. Za majhna plovila z ravnim dnom je bilo najprej potrebno priskrbeti močno, ravno površino, npr. močan lesen tram, ki se je zasidral v tla, da je bil kar najbolj stabilen. Nanj so pritrdili in usločili srednjo desko dna. Na njo so pritrdili rebra, čez njih pa oplato. Na koncu je prišla na vrsto paluba. Teh plovil niso zatesnjevali in tudi katranizirali so jih malokrat, pač pa so jih najpogosteje le zaščitili z lanenim oljem ter prebarvali. Špranje je zaprla sama vlaga po tem, ko so plovila spustili v morje in je le-to napihnilo deske ter tako zaprlo špranje. Povsem drugače pa je bilo z večjimi, zahtevnejšimi plovili. Ta so vedno gradili z močnim ogrodjem, katerega temelj je bil gredelj ali kobilica z močnima premčno in krmno statvo. Na to osnovo so postavljali rebra, ki so zagotavljala trdnost plovila in 9

10 oporo oplati. Spone so zagotavljale povezavo in kompaktnost celotnega skeleta in omogočale pritrditev palube. Tako kot manjša, so tudi ta plovila potrebovala najprej močno, ravno in stabilno podlago. Povedano drugač e, izgradnja malega športnega guca ali pasare, ki so jih predvsem spretni Dalmatinci gradili v obdobju šestdesetih let v marsikateri kleti na naši obali je potekala zelo podobno kakor izgradnja velike trabakule. Ko je bilo plovilo zaprto, je bilo potrebno kimente (špranje) med deskami zatesniti. Ta proces se je imenoval kalafatanje. Sledila je zaščita lesa z raznimi premazi. Vrhunec je bila splovitev. To je bil vedno velik dogodek, ki si ga je ogledalo veliko meščanov ali prijateljev. Tradicija je narekovala lastniku, da poskrbi za dobro razpoloženje vseh prisotnih in da osebno dokonča plovilo. To je seveda bilo udejanjeno s kakšnim simboličnim zamahom kladiva, zabijanjem še zadnjega žeblja in podobno. Kaj pa danes? Žal, na naši obali vedno redkeje srečujemo nekdaj tipična in tradicionalna lesena plovila. Le tu in tam kdo izdela novo leseno plovilo. Razlog tiči predvsem v dejstvu, da potreb po stabilnih, težkih, močnih plovilih, ki so nekoč pomenila preživetje za ribiče, prevoznike peska in drugih surovin, solinarje itd. ni več, ker tudi teh obrti skoraj ni več. Drugi razlog je, da znanja o ladijskem lesu in lesnem ladjedelstvu pri nas preprosto ni. Če ni znanja, ni ne samozavesti, ne poguma, da bi udejanjili projekte izgradnje lesenih plovil. Tretji razlog pa najdemo v življenjskem slogu in z njim povezanim akutnim pomanjkanjem časa sodobne družbe. [ Types of Ships What is a 'ship'? Although many people often refer to anything larger than a rowboat as a 'ship', in fact for real sailors and pirates the term 'ship' applies only to vessels that meet certain criteria. The classification of ships is usually based mostly on the configuration of their rigging. To be called a ship the vessel must be square-rigged, and must have three full masts with at least three stages of sails - course, topsail and t'gallant. Any other vessel not meeting these criteria is a boat and is known by its class name - ie sloop, brig, xebec, etc. Creating one list that defines the different types of ships is difficult as, over the four or five centuries of the age of sail (and the Golden Age of Piracy itself covers some two centuries) the definitions of different classes of ships changed, some classes went out of use, and new classes came into use. The rating system for large warships described below, for example, only came into being relatively late, being used by the British Royal Navy from the late 1700s through the 1800s. 1st Rate: A ship of the line, the largest ship on the water at the time. Carries 100 great guns or more. Used by the established navies of the day. HMS Victory is a 1st rate. A great prize, but probably never used by a pirate since they required large crews (approx 800) and were expensive to operate: 10

11 2nd Rate: gun ship of the line, next largest 3rd Rate: gun ship of the line 4th Rate: gun ship of the line. 5th Rate: 36 gun ship, as long as a first rate, but fewer cannons 6th Rate: gun ship, also long and low. The HMS Surprise of "Master and Commander" fame was rated a 6th rate light frigate. Frigate: Frigate encompasses a wide range of sizes from 4th to 6th rate. U.S.S Constitution is considered to be a frigate. This is probably the largest ship a pirate would have. Schooner: Small class of ship, lightly armed carrying only 6 guns, well used for 300 years. Schooners come in both two-masted and three-masted varieties. But whether two or threemasted, schooners are fore-and-aft rigged. More common in the United States than elsewhere. Probably not a favoured ship. Sloop: ship type commonly used by pirates, had few guns, but a shallow draft, and was incredibly fast, great for negotiating shallow waterways, essential when running from pursuit. Jean Lafitte is known to have used these extensively. carried 20 guns on one gun deck. 11

12 Corvette: Light and fast, corvettes were lightly armed (10 guns, though some did carry more), but more than made up for their lack of armament with their speed. Not known whether pirates used them, commonly given to privateers because of their speed. Also sometimes referred to as a "sloop-of-war". Brig (and Brigantine): Small, fast two-masted ships. They took their name from the fact they were a favoured type of vessel for pirates or brigands. In earlier years brigantine referred to any small two-masted vessel that could be both sailed and rowed. Later the definition was more rigidly applied to certain rigging configurations. A brigantine is square-rigged on her foremast and upper mainmast, but her main sheet is actually rigged fore-and-aft on a gaff boom (as in the picture below). A brig is square-rigged on both masts. Carried around 10 guns. 12

13 Barque (or Bark): The term 'barque' is one that has been in use in nautical terminology for a very long time, and has changed in definition over the years. Through the 1400s, 1500s and 1600s barque was usually applied to smaller coastal merchant vessels. In the 1700s the Royal Navy used the term generally to apply to vessels that did not fit into its other classifications. In the 1800s came to refer to a three masted vessel with a particular rigging configuration - squarerigged on the fore and main masts and fore-and-aft rigged on the mizzen. Galleon: A class of ship developed and primarily used by the Spanish. Over several centuries galleons saw service both as merchant ships and warships. Galleons are large, heavy ships, broad in the beam, and usually characterized by high, multi-deck fore and aft castles. Those high structures, particularly the bulky fo'c'sles, tended to make galleons far less responsive in maneuverability. In later years the Spanish would cut down considerably on the size of the fo'c'sle in their galleon designs to improve performance handling, but they retained the high aft castles. Below is an artistic rendering of a Spanish Galleon circa 1588 featuring the typical high fore and aft castles and low waist. 13

14 Image source: Konstam, A. "Spanish Galleon ". Opsrey Publishing. Illustration by Tony Bryan Galley: The ship of choice for pirates of the mediterranean. Galleys rely on banks of long oars, sometimes as many as two or three decks of rowers, as their primary means of propulsion. Although most galleys would have shipped at least one mast with sails as a backup. In smooth water conditions galleys actually tend to be faster and more maneuverable than sailing ships which makes them far superior in areas like the Mediterranean Sea. However they do not fare well in the rougher waters of the Atlantic or English Channel. Caribbean waters are somewhat more suited to galleys, but only somewhat. Sailing ships were still the vessel of choice there. Fluyt: A Dutch class of large merchant cargo ships. Their chief notable design characteristic is a pear-shaped hull cross section, narrower at the main deck level, but broadening out considerably down to the waterline. One theory on the reason for this is that taxes on merchant ships in certain countries were based on the area of the main deck. The the pear shape reduces the main deck area while maximizing cargo space. Fluyts were common in European waters and, given the presence of Dutch colonies in the new world and the trading activities of the Dutch East India Company, would have been no strangers in the waters patrolled by Caribbean pirates. Merchantman: Another common type of vessel used by pirates. Encompasses a wide range of descriptions. These ships were built for carrying large amounts of heavy cargo, and were well built. Some merchantmen carried cannons, other did not, those that did carried large guns, and plenty of them. May be similar in size to a frigate, but certainly easier to take. 14

15 Gig: big rowboat. Whaleboat: really big rowboat. Dinghy: very small rowboat Fireship: floating molotov cocktail, might be made from any class of vessel. [ Different ships for different purposes The transition from wood to iron and steel 2 NOMENCLATURE Sailing ship and nautical terminology A-Z 3 CONTEMPORARY SAILING SHIP RIGS (OPTIONAL) Evolution of sailing rigs Breakdown of our period rigs. Identification of period sailing rigs Walk around ships and look at construction and proportions. 4 STANDING RIGGING (OPTIONAL) Identify the sections of a mast Identify parts of the standing rig Materials used in standing rig Description of how shrouds and stays are set up and secured Maintenance of standing rig 5 RUNNING RIGGING (OPTIONAL) 15

16 Identify parts of the running rigging Materials used for running rigging Use of correct bends and hitches Creating leads, prevention of chafe Maintenance of running rigging 6 SAIL THEORY (OPTIONAL FOR YACHT) How sails work the airflow dynamic Centre of effort Construction of sails Parts of a sail square and fore-and-aft Ships sail plans Care of sails 7 MODULE 5.2 SAIL EVOLUTIONS (OPTIONAL FOR YACHT) Tacking Wearing Boxhauling Reefing Heaving to Lying A-Hull 8 POINTS OF SAIL (OPTIONAL FOR YACHT) Understanding all points of sail within 360 degrees Ships sail plans and sheeting positions 9 MODULE 6.1 SAIL HANDLING (OPTIONAL FOR YACHT) Theory of setting and furling sails Stepping on/stepping off Sea stows Harbour stows Use of gaskets Gasket hitch Points of sail Explanation of bracing yards for maximum sail performance Use of bowlines when setting squares for windward performance 10 MODULE 6.2 HELM AND DECK ORDERS (OPTIONAL FOR YACHT) 16

17 Full knowledge of helm orders Full knowledge of deck orders 11 MODULE 7.1 ROPE SPLICING (PLETENJE VRVI) (VAJE) Soft eye Hard eye Short splice Long splice Back splice 12 MODULE 7.2 KNOTS, BENDS AND HITCHES (VAJE) Thumb Figure of 8 Reef Round turn and two half hitches Bowline Sheet bend Double sheet bend Rolling hitch Clove hitch Gasket hitch Timber hitch Wall knot Crown knot Wall and Crown Monkey s Fist (Heaving Line) Sheepshank Buntline hitch Marlinspike hitch Locking hitch Constrictor knot Slipped hitches/knots Matthew Walker Turk s Head Carrick bend Blackwall hitch Cow hitch Trucker s hitch Cock s combing Mouse 13 SEIZINGS???? Flat Round Racking 17

18 Square lashing Frapping Robands Stays l hank lashings Use of heaving mallet, marlinspike, fids and pullers 14 WHIPPINGS (ŠIVANJE) (OPTIONAL FOR YACHT) Tape Common West Country Sailmaker s Needle and palm 15 SERVINGS Rope and wire Worming and parcelling Starting and finishing Repairs Serving mallets and boards Oiling and tarring 16 MODULE 9.1 BLOCKS AND TACKLES Block Work: Parts of a block Maintenance of blocks Types of blocks Strapping Means of attaching Purchases and Tackles: Parts of a tackle Mechanical advantage Reeving to advantage and disadvantage Examples of Purchases and Tackles: Single whip Runner Double Whip Gun Tackle Luff Jigger Handy Billy Two and threefold purchases Luff upon luff 18

19 17 MODULE 10.1 ENGINE ROOM (OPTIONAL FOR YACHT) Engine checks temp, oil pressure, gearbox, belts Generator checks. Start Stop Power supply Working knowledge of fire and bilge pumps Gas and fuel supplies safety shut off valves Awareness of engine room CO2 gas alarms and system 18 MODULE 10.2 ELECTRICAL SYSTEMS (VAJE) Fuse boards Electrical awareness - battery conservation Navigation lights power supply Anchor light power supply 19 FIRE DRILLS AND APPLIANCES (STCW VI/1) Course Outline Approximate time (hours) Knowledge, understanding and proficiency Lectures, demonstrations and practical work Introduction, safety and principles 0.5 Competence 1: Minimize the risk of fire Course Outline Approximate time (hours) Knowledge, understanding and proficiency Lectures, demonstrations and practical work Concept and application of the fire triangle to fire and explosion Conditions for fires 1.2 Properties of flammable materials Types and sources of ignition Fire prevention principles Flammable materials commonly found on board Spread of fire 1.5 Safe practices Need for constant vigilance Need for constant vigilance 1.7 Patrol systems Fire hazards Fire hazards Competence 2: Maintain a state of readiness to respond to emergency situations involving fires 19

20 Course Outline Approximate time (hours) Knowledge, understanding and proficiency Organization of shipboard fire fighting 2.1 General emergency alarm 2.2 Fire control plans and muster list 2.3 Communications 2.4 Personnel safety procedures Location of fire-fighting appliances and emergency escape routes 2.6 Ship construction arrangements 2.7 Emergency fire pump (cargo ships) 2.8 Chemical powder applicants 2.9 Emergency escape routes Lectures, demonstrations and practical work Fire prevention and fire fighting Course Outline Approximate time (hours) Knowledge, understanding and proficiency Lectures, demonstrations and practical work Fire spread in different parts of a ship 2.10 Fire spread Fire and smoke detection measures on ships and automatic alarm systems 2.11 Fire and smoke detection systems 2.12 Automatic fire-alarm Classification of fires and applicable extinguishing agents 2.13 Classification of fires and appropriate extinguishing agents Competence 3: Fight and extinguish fires Course Outline Approximate time (hours) Knowledge, understanding and proficiency Lectures, demonstrations and practical work 20

21 Selection of fire-fighting appliances and equipment Fire hoses and nozzles 3.2 Mobile apparatus 3.3 Portable fire extinguishers 3.4 Fireman's outfit 3.5 Fire blankets 3.6 Knowledge of fire safety arrangements 3.7 Fire alarms and first actions 3.8 Fire fighting 3.9 Fire-fighting mediums 3.10 Fire-fighting procedures Precautions for and use of fixed installations General 3.14 Smothering effect systrems: carbon dioxide (CCy and foams 3.15 Inhibitor effect systems: powders 3.16 Cooling effect systems: sprinklers, pressure spray Use of breathing apparatus for fighting fires Breathing apparatus 3.18 Drills in smoke-filled spaces Use of breathing apparatus for effecting rescues Use of breathing apparatus Specification of minimum standard of competence in fire prevention and fire fighting Column 1 Column 2 Column 3 Column 4 Compete nce Minimize the risk of fire and maintain a state of readiness to respond to emergenc y stuations involving fire Knowledge, understanding and proficiency Shipboard fire-fighting organization Location of fire-fighting appliances and emergency escape routes The elements of fire and explosion (the fire triangle) Types and sources of ignition Flammable materials, fire hazards and spread of fire The need for constant vigilance Actions to be taken on board ship Fire and smoke detection and automatic alarm systems Classification of fire and applicable extinguishing Methods for demonstrating competence Criteria for evaluating competence Assessment of evidence obtained Initial actions on from approved instruction or becoming aware of an attendance at an approved course emergency conform with accepted practices and procedures Action taken on identifying muster signals is appropriate to the indicated emergency and complies with established procedures 21

22 Fight and extinguish fires Fire-fighting equipment and its location on board Instruction in:.1 fixed installations.2 firefighter's outfits.3 personal equipment.4 fire-fighting appliances and equipment.5 fire-fighting methods.6 fire-fighting agents.7 fire-fighting procedures.8 use of breathing apparatus for fighting fires and effecting rescues Assessment of evidence obtained from approved instruction or during attendance at an approved course, including practical demonstration in spaces which provide truly realistic training conditions (e.g. simulated shipboard conditions) and, whenever possible and practical, in darkness, of the ability to:.1 use various types of portable fire extinguishers.2 use self-contained breathing apparatus.3 extinguish smaller fires, e.g. electrical fires, oil fires, propane fires.4 extinguish extensive fires with water, using jet and spray nozzles.5 extinguish fires with foam, powder or any other suitable chemical agent.6 enter and pass through, with lifeline but without breathing apparatus, a compartment into which high-expansion foam has been injected.7 fight fire in smoke-filled enclosed spaces wearing selfcontained breathing apparatus Clothing and equipment are appropriate to the nature of the fire-fighting operations The timing and sequence of individual actions are appropriate to the prevailing circumstances and conditions Extinguishment of fire is achieved using appropriate procedures, techniques and fire-fighting agents Breathing apparatus procedures and techniques comply with accepted practices and procedures Fight and extinguish fires (continued).8 extinguish fire with water fog or any other suitable fire-fighting agent in an accommodation room or simulated engine-room with fire and heavy smoke.9 extinguish oil fire with fog applicator and spray nozzles, dry chemical powder or foam applicators.10 effect a rescue in a smokefilled space wearing breathing apparatus 19.1 Concept and application of the fire triangle to fire and explosion Conditions for fires Lists conditions required for fire to occur as: 22

23 the presence of material which acts as a fuel a source of ignition, e.g. chemical, biological or physical the presence of oxygen Sketches how these three conditions can be represented as a triangle (the fire triangle) - concepts to prevent and extinguish fires. Sketches how the addition of a fourth condition, the "chain reaction", leads to the concept of the "fire tetrahedron", which represents a continuously burning fire Properties of flammable materials Ddefines: flammability ignition point burning temperature burning speed thermal value lower flammable limit (LFL) upper flammable limit (UFL) flammable range flashpoint auto-ignition Gives one example of how static electricity can occur. Explains reactivity. Explains ignition sources Types and sources of ignition Fire prevention principles Gives examples of how a fire can be prevented from spreading by reducing or blocking: conduction radiation convection currents Explains that removing any one element of fire triangle can prevent or extinguish a fire Flammable materials commonly found on board Spread of fire Defines: 23

24 conduction radiation convection currents States that spread of fire occurs as a result of equalization in temperature between fire and surroundings via: conduction radiation convection currents Lists examples of each method of propagation. Lists four phases of fire development as: ignition (incipient) developing (surface fire) absolute fire (fire in depth in solids) burning out States the temperature of a normal fire and the temperature in burning metals Safe practices Lists general safety procedures, including: no smoking in hazardous areas cleanliness good housekeeping ability to recognize fire hazards and to take the necessary steps to prevent fires For the engine-room, lists measures for reducing fire hazards, which include: ensuring insulation and lagging are kept in good condition eliminating oil leaks and preventing accumulation of oil taking proper fire precautions when welding or burning is being carried out checking that caps and cocks for sounding pipes to oil tanks are closed maintaining a clean engine-room, removing oil-soaked rags For the galley, lists measures for reducing fire hazards, which include: keeping extraction fan and flue-gas duct clean ensuring cooking oils do not spill on top of the stove or overheat in electrical cooking pans 24

25 keeping electrical installations well maintained For the accommodation areas, lists measure for reducing fire hazards, which include: no smoking in bed no unauthorized electrical fittings no emptying of ashtrays into wastepaper bins without ensuring all cigarette ends are extinguished For cargo spaces, lists measures for reducing fire hazards, which include: ensuring hatches are correctly cleaned ensuring cargo is stowed and ventilated in accordance with the rules prohibition of smoking during cargo-working periods securing of cargo inerting the atmosphere in cargo compartments when required Ensures hold/cargo compartment lights are switched off and cargo clusters disconnected, removed and stored away after use and before closing of hatches The need for constant vigilance Need for constant vigilance States that prevention is by far the best method of combatting a fire and this can be achieved by: constant vigilance preparedness fire patrol proper watchkeeping maintenance of equipment Patrol systems States that on ships having more than 36 passengers an efficient patrol system must be maintained. Lists the duties of the patrol. States that a fire patrol system is also advisable on other types of ships. 25

26 19.5 Fire hazard Fire hazards Lists fire hazards in the engine-room, including: combustible liquids - fuel and lubricating oils oil leaks and oil-soaked insulation hot surfaces, e.g. exhaust pipes, engine parts overheating defects in lagging hot work, e.g. welding, cutting by oxyacetylene torch auto-ignition, e.g. oil dripping on hot surface Lists hazards in galley, including: combustible liquids, e.g. cooking oil, hot fat hot surfaces, e.g. ovens, frying pans, flues defective electrical connections Lists hazards in accommodation, including: combustible materials, e.g. furnishings, personal effects matches and cigarette smoking defective electrical connections Lists hazards from cargoes, including: self-heating cargo and spontaneous combustion oxidizing cargoes and organic peroxides compressed flammable gas pyrophoric cargoes explosives Lists hazards from smokers and cigarettes, including: temperature of a burning cigarette, which is about 500 C carelessness with cigarettes and matches, setting fire to bedclothes, wastepaper bin contents and furnishings 19.6 Organization of shipboard fire fighting General emergency alarm Describes this signal as consisting of seven or more short blasts followed by one long blast on the ship's whistle and bells or klaxons or equivalent sounding elsewhere in the ship. Describes the purpose of the special alarm operated from the navigating bridge to summon the crew to fire stations. Lists other possible fire alarms as: 26

27 C0 2 pump room manually operated UMS fire-detection system Fire control plans and muster list Describes the fire control plans and where they are located. Describes the muster list. Gives examples of-the duties of individual crew members Communications Describes the methods of communication used during a fire emergency as: messengers telephones walkie-talkies ship-to-shore VHF public address system Personnel safety procedures Describes how a fire-fighting team is made up and states who is in charge. States that the fire zone may not be entered unless orders to do so have been given by the person in charge. States the need to be familiar with the area of the fire zone and with escape routes. States the need to be properly equipped to enter the fire zone, especially if the lights have failed and the space is full of smoke. States how one should be dressed. Lists what equipment is required, including: breathing apparatus hand lantern axe fireproof lifeline with fittings Explains the use of the lifeline for signalling. 27

28 States the need to be flexible in filling vacancies of key personnel in the fire parties Periodic shipboard drills States the purpose of these drills Describes typical exercises for use during fire drills as: extinguishing a fire in a deep fryer entering a closed room on fire extinguishing a major deck fire rescuing an unconscious person from a smoke-filled space 19.7 Location of fire-fighting appliances and emergency escape routes Ship construction arrangements???????? Lists the basic principles. States the location of emergency escape routes and how escape routes are protected. 28

29 .2 states the main types of automatic fire detectors.3 lists the alarms or actions which may be activated by a detector.4 states the benefit of an automatic sprinkler system in regard to fire detection in passenger and crew accommodation Required performance: Automatic fire alarm Describes the operation of an automatic fire alarm. Describes a system which has fire zones and states where such a system may be installed in a ship Classification of fires and applicable extinguishing agents (0.25 hour) Classification of fires and appropriate extinguishing agents Describes the classification of fires as: class A fires: involving carbonaceous solid materials of organic nature, e.g. wood, cloth, paper, rubber etc. class B fires: involving flammable liquid or liquefiable solids, e.g. oils, greases, tars, paints etc. class C fires: involving gases, e.g. cooking gas, welding gas class D fires: involving metals, e.g. magnesium, sodium and potassium Describes the extinguishing agents for various classes of fire as: class A: water spray, water jet, flooding, C0 2 class B: foam, C0 2, dry powder class C: dry powder, C0 2 class D: special dry powders States that electrical fires turn into any of these classes of fire, i.e. A, B, C or D once the circuit is turned off and dry chemical or C0 2 portable extinguishers are recommended Selection of fire-fighting appliances and equipment Fire hoses and nozzles States briefly the regulations concerning fire hoses and nozzles. 29

30 Explains how hoses are joined together and connected to fire hydrants. Explains how a nozzle can be adjusted to produce a concentrated jet, a spray or a mist, and for which purpose each is used. Explains correct maintenance and storage of hoses and nozzles Mobile apparatus Lists the types of mobile apparatus available, including: carbon dioxide cylinders powder containers with propellent gas foam-making equipment Describes areas where these are usually deployed Portable fire extinguishers Lists the different types of portable extinguishers as: water foam powder carbon dioxide AFFF Describes the operational principle of each type of extinguisher. States for which class of fire each type is suitable. States the normal capacity of each type of portable extinguisher. Explains the procedures for having empty extinguishers recharged. Describes a portable foam applicator and how it is connected to the fire main Fireman's outfit Lists the constituents of a fireman's outfit in three sections as: personal equipment 30

31 breathing apparatus fireproof lifeline with snaphook and harness Lists the two main types of breathing apparatus which may be used. Lists their relative advantages and disadvantages. States the requirements for the lifeline. Lists the constituents of personal equipment as: fire suit gloves and shoes (non conducting) hard helmet safety lamp fire axe Fire blankets Describes a fire blanket. Demonstrates how to use it. States where fire blankets are normally located Knowledge of fire safety arrangements States: the location and use of fire alarms the location and use of emergency controls States the necessity of knowing how fire-fighting equipment works States the necessity of being aware of potential fire hazards Fire alarms and first actions States as actions on discovering a fire: activate the alarm inform control station restrict try to extinguish the fire Fire fighting 31

32 Explains the factors to be considered in deciding on fire-fighting methods: accessibility of the location of the fire personnel present at the location of the fire reactions with the cargo/burning material equipment and fire-fighting agents appropriate to the fire Explains the reasons for a re-flash watch Fire-fighting mediums Lists the fire-fighting agents or mediums as: water in the form of solid jet, spray, fog or flooding foam as high, medium and low expansion carbon dioxide steam dry chemical powders Fire-fighting procedures States that when the fire alarm is given, fire procedures and emergency stations procedures are put into effect: crew assembles at the designated fire stations as given in muster list the fire parties assemble, on orders from the bridge, and carry out their tasks aimed at containing the fire and extinguishing it the pumps are started to supply extinguishing water the master decides the most appropriate method for fighting the fire States that the master controls the fire-fighting operations from the bridge. States that when fire is extinguished, a fire watch is kept. States that an investigation into the cause of fire is initiated by master to avoid recurrence. States that if fire is in port, the shore authorities are informed immediately. 32

33 Small fires Demonstrates the correct use of portable fire extinguishers suited, respectively, for the following types of fire: materials, e.g. wood oil fat plastics propane electrical Demonstrates how to extinguish fires using a hose with water jet and spray nozzles and with foam applicator Extensive fires Demonstrates the extinguishing of extensive fires of various types, including an oil fire, using as appropriate: water (jet, spray and fog application) foams, including aqueous-film-forming type (AFFF) powder, dry and wet C0 2 Using a lifeline but without breathing apparatus, demonstrates entering and passing through a compartment into which high expansion foam has been injected Precautions for and use of fixed installations General Lists the general requirements for a fixed system, including the following: the medium used must not produce toxic gases the quantity of the medium must be adequate for the spaces which are to be protected the piping system must have control valves the release of a gas medium must not be automatic the order to release the medium must be given by the master or a senior officer Lists typical fixed systems as: carbon dioxide sprinkler (wet and dry risers) 33

34 foam (low expansion) foam (high expansion) fire mains, hydrants emergency generators, fire and bilge pumps pressure water spray in special category spaces chemical powder applicants Smothering effect systems: carbon dioxide (C0 2 ) and foams Explains how C0 2 smothers a fire. States the advantages and dangers of C0 2. States the actions to be taken when the C0 2 alarm sounds. States in which spaces C0 2 is used. Explains the action of foam on a fire. Describes the actions to be taken before C0 2 or foam is released into the fire zone. Describes the different types of foam Inhibitor effect systems: powders States on which types of fire powders are used Cooling effect systems: sprinklers, pressure spray Sprinklers Explains how a sprinkler system works. States in which spaces the sprinkler system is used. Defines the special category spaces in which manually operated pressure water spray systems are normally used. Fire hydrants States the reason for fitting a shut-off valve to serve each hose. States the reason for fitting isolating and crossover valves on the fire main. 34

35 Describes an international shore connection, giving the principal dimensions, and states its purpose. Describes how it is connected Use of breathing apparatus for fighting fires Breathing apparatus Describes a self-contained compressed air operated breathing apparatus (CABA). Demonstrates the correct way to fit the face mask of a CABA and to check that it is airtight. Lists the checks which must be made on a CABA before it is used and after it has been strapped on. Demonstrates the correct breathing technique to give a low air consumption for a particular exertion when using a CABA. Explains the reasons for not remaining in a toxic atmosphere until the CABA air bottles are empty. Explains that the pressure gauge is read at frequent intervals during use and action which must be taken when the warning signal is given on a CABA that air pressure is low. Describes a breathing apparatus having a smoke helmet, air pump, air line and fittings Drills in smoke-filled spaces Demonstrates how to check and use the following breathing apparatus: smoke helmet type with air pump and hose compressed air operated breathing apparatus (CABA) Demonstrates entering a small room using CABA when the room is filled with non-toxic artificial smoke. Demonstrates the use of the lifeline as a signal line in a smoke-filled space while wearing CABA. 35

36 Takes part in team exercise communicating with other team members while wearing CABA. Demonstrates the use of various types of portable fire extinguishers on fires in a smoke-filled space while wearing CABA. Demonstrates extinguishing an extensive fire when wearing CABA in smoke-filled enclosed spaces, including an accommodation room or simulated engine-room, and using as appropriate: water {jet, spray or fog) foam powder Use of breathing apparatus for effecting rescues Use of breathing apparatus Demonstrates how to search for persons (using dummies) in a smoke-filled space while wearing CABA. Use of breathing apparatus for rescue of casualties: takes a practical demonstration wearing CABA, consisting of two persons in a team, enters into the mock-up, carries out search for casualties and brings dummy casualty, after locating the casualty, to safer place on open deck for medical first aid carries out the exercise in same place in a dark compartment carries out the exercise in same place in a smoke-filled compartment carries out the exercise in same place in a dark, hot and smoke-filled compartment also carries out the same exercise by carrying a spare CABA for the use of casualty during rescue operation Correct procedure to be taken when dealing with fires at sea and in harbour Identification and location of fire fighting equipment Gas alarms CO2 system and procedures Search and rescue of casualties 36

37 Muster stations Muster stations are designated areas where you are to go when an emergency signal sounds. The location of your muster station is shown on a notice on the inside of your cabin door. Read the notice when first entering your cabin and make sure that you know the quickest way to your particular muster station. 20 MODULE 11.2 EMERGENCY FIRE PUMP Full working knowledge of the emergency fire pump 21 MODULE 12.1 ANCHORS AND ANCHORING. (VAJE) Types of anchor Advantages and disadvantages of anchor types Calibration of chain Prepare to come to single anchor (to include Lights and Shapes) Importance of an anchor watch Kedge anchors 22 MODULE 12.2 TOWING (VAJE) Theory and rules of towing Setting up in preparation for towing 23 MODULE 12.3 ANCHOR HANDLING (VAJE) Catting Fish tackle Weighing - communication with the helm Recovery Stowing 24 MODULE 12.4 MOORING AND WARPS (VAJE) Mooring ship Preparation for coming to, and slipping from a buoy Preparation of mooring lines for coming alongside The effects of springs, headlines, sternlines and breastlines Mooring in tidal waters Use of mooring lines when manoeuvring between berths Rigging hawsers/cables for extreme weather conditions Fenders types of and positioning of 37

38 25 MODULE 13.1 SAFETY BOAT Inflation Outboard checks Safety equipment Lifejackets Kill cord 26 MODULE 13.2 LAUNCHING AND RECOVERY (VAJE) Techniques Boat tackles Correct stowing of boat 27 MODULE 13.3 SMALL BOAT HANDLING (POWERBOAT LEVEL I AND II) OPTIONAL As per RYA Syllabus 28 MODULE 13.4 ROWING AND SCULLING (LONGBOATS) (VAJE) Terminology Coxing Solo Doubles 4 s, 6 s, 8 s Sculling 29 MODULE 13.5 SMALL BOAT SAILING (LONGBOATS) Double handed Full crewed 30 MODULE 14.1 DRY-DOCKING AND SLIPWAYS (VAJE) Theory of docking/slipping ships Annual hull surveys Health and safety around dry-dock and slipways Safe use of hazardous substances Safe use of hand and power driven tools Hull fastenings Repair of wooden hulls Pitch, oakum and its uses Preventative maintenance 38

39 Antifouling Galvanic action and methods to reduce erosion 31 MODULE 14.2 DRYDOCK WORK (VAJE) 32 MODULE 14.1 THE THEORY IN PRACTICE 33 MODULE 14.3 PAINTS, OILS AND VARNISHES (VAJE) Preparation of wood and metal surfaces for protective coatings The importance of priming Water, oil or synthetic based paints choosing the right paint for the job Protective oils for wood Varnishing Thinners Care and cleaning of paintbrushes and rollers 34 MODULE 15.1 SAFETY AT SEA (STCW VI/1) 34.1 PROFICIENCY IN PERSONAL SURVIVAL TECHNIQUES Safety guidance Principles of survival at sea States the safety rules laid down by the chief instructor, which must be obeyed during the course. (especially during practical drills) States the principles of survival at sea as: initial on-board familiarization regular training and drills preparedness for any emergency knowledge of actions to be taken when called to survival craft stations when required to abandon ship when required to jump in the water when in the water when aboard a survival craft knowledge of the main dangers to survivors 39

40 Safety and lifeboat drills The vessel's master is required to ensure that you are thoroughly conversant with the drills and responsibilities assigned to you. It is vital, and mandatory, that practice drills are held whenever expeditioners board the vessel during the voyage. It is equally vital that you attend drills when they are called, and that you are properly prepared and equipped to follow instructions given to you by crew members at your muster station. Whatever the weather, always dress warmly for drills. Keep your life jacket and suitable clothing in an easily accessible place in your cabin. When packing, include in your cabin baggage a warm hat, wool socks and mitts, warm jumper, trousers, soft-soled shoes and your issued outer clothing. You will need to keep these items in your cabin to use when you go out on deck in low temperatures Definitions, survival craft and appliances Defines and distinguishes: survival craft rescue boat float-free launching free-fall launching immersion suit inflatable appliance thermal protective aid or anti-exposure suits launching appliance A lifeboat is a small watercraft carried on a ship to provide a means of emergency evacuation in the event of a disaster aboard the ship. Lifeboats may be rigid or inflatable vessels; the inflatable type are sometimes referred to as liferafts. In the military, a lifeboat may be referred to as a whaleboat, dinghy, or gig. The ship's tenders of modern cruise ships are often designed to double as lifeboats and "lifeboat drills" are a part of the cruise experience. Inflatable lifeboats may be equipped with auto-inflation (carbon dioxide or nitrogen) canisters or mechanical pumps. A quick release and pressure release mechanism is fitted on board ships so that the canister or pump automatically inflates the lifeboat, and the lifeboat breaks free of the sinking vessel. Commercial aircraft are also required to carry auto-inflating life rafts in case of an emergency water landing, and are also kept on offshore platforms. Ship-launched lifeboats are designed to be lowered from davits on a ship's deck, and are unsinkable, with buoyancy that cannot be damaged. The cover serves as protection from sun, wind and rain, can be used to collect rainwater, and is normally made of a reflective or fluorescent material that is highly-visible. Lifeboats are usually equipped with flares and/ or mirrors for signaling, several days' worth of food and water, basic first aid supplies and oars. Some lifeboats are even more capably equipped to permit self-rescue; containing such supplies as a radio, an engine and/ or sail, heater, basic navigational equipment, solar water stills, rainwater catchments and fishing equipment. [Wikipedia] 40

41 SOLAS training manual States that training specific to the ship is documented in the ship's SOLAS Training Manual Required performance: Safety symbols Dentifies IMO safety symbols used on board ships 34.2 Emergency situations (1.5 hours) Types of emergencies Lists emergencies leading to fires or trie foundering of ships as: collision stranding adverse reaction of dangerous goods or hazardous bulk materials shifting of cargo engine-room explosion or fire hull failure Precautions Fire provisions Lists the precautions which are taken against such emergencies. Describes generally the means provided to combat fire Foundering Describes generally the means provided in case of foundering. 41

42 Crew expertise Explains that the effectiveness of the life-saving equipment depends on the expertise of the crew Muster list and emergency signals Explains the need for: muster list emergency signals emergency drills Crew and emergency instructions Extra equipment and survival Abandoning ship - complications States that as soon as possible after joining a ship, personnel must acquire knowledge of: the meaning of emergency signals instructions on the muster list and their duties the location and use of life-saving equipment the location and use of fire-fighting equipment escape routes and equipment emergencies involving the sinking of the ship the means provided for survival on ship and survival craft Lists extra equipment which is to be taken from the ship to the survival craft if time permits. Explains the complications in abandoning ship caused by: some of the survival craft not capable of being launched absence of lighting absence of personnel assigned to certain duties 34.3 Evacuation Abandoning ship - last resort States that the ship usually offers the best chance of survival and that abandoning ship should only be undertaken if all other measures fail Personal preparation for abandoning ship Explains how to prepare oneself for abandoning ship. 42

43 Need to prevent panic Explains the need to prevent panic Crew duties to passengers Describes duties with respect to passengers Crew duties - launching survival craft Describes duties with respect to the launching of survival craft Master's orders to abandon ship Means of survival States that the order to abandon ship comes from the master. Describes as essential for survival after the ship has been abandoned: a means of keeping afloat a means of keeping warm drinking water and food a means of communicating with ships or rescue services Prepare yourself Put on as much warm clothing as possible making sure, in particular, that your head, neck, hands and feet are covered. Replace heavy boots or shoes with soft-soled footwear such as sandshoes. Put on an immersion suit and life jacket. Take anti-seasickness tablets. (Vomiting accelerates dehydration, and seasickness can make you more prone to hypothermia.) Drink as much water as possible. Avoid jumping into the water. If you have to jump, get out of the water as soon as possible Entering the water Whenever possible board survival craft directly from the vessel's deck or by using the embarkation ladders. If this is not possible, use a rope or fire hose in preference to jumping. If you have to jump, enter the water from the lowest possible point of the vessel and swim to the survival craft. If the ship is listing to one side, try to leave by the bow, or the stern if the propeller is not turning. Ensure that your life jacket is securely tied. Keep your elbows to your side and cover your nose and mouth with one hand while holding the wrist with the other hand. 43

44 If it is necessary to jump onto a survival craft (and this should be avoided if at all possible), care should be taken to avoid jumping onto people already in the craft. Shoes and sharp objects should be removed first Immersion in water Hypothermia resulting from immersion, particularly in the low temperature waters south of Australia, represents the greatest threat to those forced into the water during abandonment. In cold water the skin and peripheral tissues become cooled and then the deep body temperature falls: this is hypothermia. It is important that personnel are recovered from the water as soon as possible and their temperature restored. If it is not immediately possible to board a survival craft adopt the Heat Escape Lessoning Posture - `HELP' position. This position minimizes heat loss, keeps your head clear of the water and gives an increase in predicted survival time by nearly fifty per cent. The inner sides of your arms should be held tight to your sides. Hug your legs. Once in a survival craft, huddle together, minimize ventilation and share dry clothing to provide body heat to those suffering from hypothermia. Wring any wet clothing and put it back on if dry clothing is not available Survival craft and rescue boats The International Convention for the Safety of Life at Sea (SOLAS) and the International Life- Saving Appliance Code (LSA) require a specific list of emergency equipment to be carried on each lifeboat and liferaft used on international voyages. Modern lifeboats should also carry an Emergency Position-Indicating Radio Beacon (EPIRB) and either a radar reflector or Search and Rescue Transponder (SART). In the United States, the US Coast Guard is responsible for making sure that the proper type and number of lifeboats are available and kept in good repair on any large ship. By the turn of the 20th century larger ships meant more people could travel, but safety rules in regard with lifeboats stayed out of date- for example, British legislation concerning the number of lifeboats was based on the tonnage of a vessel and only encompassed vessels of '10,000 gross tons and over'. It was after the sinking of the RMS Titanic on April 15, 1912, that a movement began to require a sufficient number of lifeboats on passenger ships for all people on board. The Titanic, with a gross tonnage of 46,000 tonnes and carrying 20 lifeboats, met and exceeded the regulations laid down by the Board of Trade, which required a ship of her size (i.e. over 10,000 tons) to carry boats capable of carrying a total of 1,060 people. The Titanic's boats had a capacity of 1,178 people on a ship capable of carrying 3,330 people. The need for so many more lifeboats on the decks of passenger ships after 1912 led to the use of most of the deck space available even on the large ships, creating the problem of restricted passageways. This was resolved by the introduction of collapsible lifeboats, a number of which (Berthon Boats) had been carried on the Titanic. [Wikipedia] 44

45 Lifeboats Each side of the vessel has sufficient lifeboat or davit-launched life raft capacity for the entire complement of crew and expedition personnel. Each lifeboat is mounted on a pair of davits, allowing the lifeboats to be lowered by gravity once the restraining brake is released. The vessel's crew will normally operate the equipment for lowering the lifeboats. Your involvement in launching and use of the lifeboat will be demonstrated to you before or on your departure Equipment The design, construction and testing of Survival Craft, including lifeboats, liferafts and rescue boats and associated equipment, are conducted to pre-determined rigorous standards that are described in the International Life-Saving Appliance (LSA) Code, which has been mandated by the IMO in compliance with requirements of the 1974 SOLAS Convention. The large number of manufacturers of this equipment has led to numerous combinations of lifeboat and davit arrangements, as well as currently over 70 different types of release hook mechanisms. Each combination has its own very similar, but also very different, way of operating, which has resulted in the seafarer being faced with a major challenge when it comes to understanding each and every type of equipment they may face at sea. Although the industry is striving to rationalise the functional design and ultimate standardisation of this equipment, this may take several years to achieve. In the interim, there are certain steps that can be taken to ensure that the equipment can be safely operated and maintained. Owners and Operators should consider: Standardisation of the equipment that they have within their fleet conducting detailed plan approval of the equipment provided on new build ships engaging the vendor(s) of the survival craft during final commissioning to ensure that equipment is correctly installed and to use the opportunity to provide vendor training ensuring that the operation and maintenance manuals provided use easily understood, concise wording, in English and the working language of those onboard ensuring that any modifications carried out on life saving appliances are undertaken in compliance with Flag State and Classification Society requirements. When new or replacement equipment is provided, ensure that robust management of change procedures are followed to ensure compatibility ensuring that any issues and concerns are fed back to the vendor to promote the continued development of safe equipment promoting the effective dissemination of lessons learnt from any incidents and near misses involving survival craft, both within their fleet and to the industry through established groups representing interests such as ship operators, P & I Clubs and Classification Societies. 45

46 Seafarers should ensure that they are familiar with the specific equipment on their vessel by: Referring to the SOLAS training manual actively participating and supporting drills and exercises to gain hands on experience of the specific equipment on their ship if required, to carry out maintenance routines, ensuring that they are fully conversant with the safe operation and maintenance of the equipment under their care. It is important that all onboard are actively encouraged to provide feedback to the Master on any issues associated with survival craft, including safety concerns and operational difficulties, in order that owners or operators can be advised and implement corrective action. Identifies different types of lifeboats as: open partially enclosed self-righting partially enclosed totally enclosed totally enclosed with a self-contained air support system fire-protected States that for passenger ships the capacity of the lifeboats is generally sufficient for every person on board. States that for cargo ships the capacity of the lifeboats is generally twice the number of persons on board. Demonstrates how lifeboats are launched by: davits free-fall method Demonstrates precautions which have to be taken to ensure personal safety while launching lifeboats. Demonstrates embarkation from ship and from water Liferafts 46

47 Inflatable life rafts are carried on the vessel in enclosed fibreglass containers. They are strapped to deck fittings and are designed to be thrown overboard and boarded in the water. The securing straps incorporate a hydrostatic device designed to release the life raft from its fitting when at a depth of about 3 metres. Should the vessel sink with a life raft in its stowed position, the hydrostatic release activates and allows the raft to rise to the surface fully inflated. Releases can also be operated manually. While the vessel's crew will normally release inflatable life rafts, the classification of the vessel requires that all expeditioners have a knowledge of life raft release procedures. In summary these are: Remove any lift-out railings or safety chains which will hinder the life raft's release into the water. Check that the painter is connected to the hydrostatic release. Remove the securing strap by releasing the Senhouse sliphook. Hydrostatic release unit Await orders for launching. Check that the water below the launching point is clear and, on instruction, throw or roll the life raft overboard. Pull the painter to initiate inflation. The raft will inflate in 20 to 30 seconds. Use the painter to pull the raft alongside the vessel, and board using a ladder or other means. Avoid immersion. Two main types of liferafts as: inflatable rigid 47

48 Infratablje liferaft Davit-launched life rafts Aurora Australis carries six davit-launched life rafts which are designed to be boarded at deck level before being lowered to the water. Each davit services three life rafts, each of twenty-five person capacity. Like other life rafts, davit-launched life rafts are enclosed in fibreglass containers and are secured to their deck mountings by hydrostatic releases. Also, like other life rafts, davit-launched life rafts will float free and inflate should the vessel sink. While the vessel's crew will normally launch these rafts, the classification of the vessel requires that all expeditioners have a knowledge of davit-launched life raft release procedures. In summary these are: 1. Remove any lift-out railings or safety chains which will restrict the life raft's release into the water. Wind the davit outboard keeping the hook secured inboard. 2. Position the life raft, attach bowsing lines (which keep the raft parallel to the side of the vessel), and the inflation line. Attach the davit hook to the life raft suspension link. Lock the hook. 3. Await the order to inflate the life raft. When given, operate the davit winch to pull the life raft outboard. Inflate the raft by pulling on the painter (remember that the painter is 25 meters long). 4. When fully inflated, adjust the securing lines and inspect the raft. Before boarding remove shoes and any other objects likely to cause damage. Embark personnel seating them alternately forward and aft with feet towards the center. 5. When the life raft is loaded, release the securing lines and check that the water below is clear. 6. Lower the life raft using the davit winch. Someone inside the life raft should pull the red lanyard when the life raft nears the water. This allows the hook to release when the life raft reaches the water. The winch crew will retrieve the hook for the next launching. 7. Hold the painter. The life raft should then be secured to any other rafts nearby. 8. The remaining life rafts are launched in the same way and secured to others already alongside. 9. The launching crew of the last raft should untie the bowsing lines and board and lower the raft using the self-lowering device. The hook is released when near the water and the raft is secured to others once afloat. 10. Untie or cut any lines joining the life rafts to the vessel. A knife is fixed to the inside of the upper buoyancy tube close to the canopy entrance. Clear the rafts from the vessel's side with paddles. Stream the sea anchor or drogue. 48

49 Rescue boats States the minimum number of rescue boats for a: passenger ship cargo ship Describes the requirements which allow a lifeboat to be classed as a rescue boat Personal life-saving appliances Lifebuoys Lifebuoys are stowed so that they can be quickly thrown overboard in an emergency, including a person falling overboard. At least half the lifebuoys on the vessel have self-igniting lights, and on each side of the vessel there is at least one with a 27.5 metre buoyant line attached. A lifebuoy fitted with a combined light and orange smoke signal is carried on each wing of the bridge. Describes how lifebuoys are distributed over the ship. Describes the requirements for additional equipment attached to lifebuoys Lifejackets Your life jacket is stowed in your cabin. Additional life jackets are stowed in lockers adjacent to the lifeboats. 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 your cabin. States the total number of lifejackets provided for a passenger ship a cargo ship States that lifejacket buoyancy may be achieved by: packing with buoyant material inflating Identifies equipment on lifejackets as: fixed or flashing light whistle firmly secured by a cord 49

50 Immersion suits/anti-exposure suit (AES) Immersion suits help reduce the loss of body heat and shock on entering cold water, immersion suits are critically important life saving appliances. Describes an immersion suit. States that an immersion suit/aes should be available to every person assigned to crew the rescue boat. States that for passenger and cargo ships with non-enclosed lifeboats at least three immersion suits/aes shall be carried for each lifeboat Thermal protective aids States the main purpose of a thermal protective aid. States that for passenger and cargo ships with non-enclosed lifeboats a thermal protective aid must be provided for persons not provided with an immersion suit Emergency signals Alarms are sounded by either the vessel's whistle or alarm bell, or both Personal life-saving appliances (demonstrations) Lifebuoys Takes a lifebuoy from stowage, throws it into the water and checks: flotation self-igniting lights self-activating smoke signals buoyant lifelines 50

51 Lifejackets Dons a non-inflatable lifejacket correctly within a period of 1 minute, and without assistance. Jumps into the water from a height while wearing the life jacket. Swims a short distance while wearing the lifejacket. Tests the whistle on the lifejacket. Operates the flashing light if fitted Inflatable lifejackets Dons an inflatable lifejacket correctly within a period of 1 minute, and without assistance jumps into the water from a height while wearing the inflatable life jacket swims a short distance while wearing the inflatable life jacket. Tests the whistle on the lifejacket Tests the non-automatic methods of inflation Immersion suits 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. The vessel carries enough immersion suits for everyone on board unless you have already been provided with a suit by the Antarctic Division. They will be handed to you by the crew if necessary. The suit's use will be demonstrated to all expeditioners prior to embarkation at Hobart or on departure from stations. Immersion suits must always be used with approved life jackets. To put on an immersion suit: 1. Take the suit out of its bag and fully open. 2. Put it on as you would a normal overall, taking care to avoid damaging the suit. 3. Kneel to fasten the leg zips. 4. Fasten the waterproof zip fully to the neck. 5. Pull the hood over your head. 51

52 6. To vent the suit, turn valve anti-clockwise and press down. 7. To vent all air, adopt a crouching position and operate the valve. Unpacks and dons an immersion suit without assistance within 2 minutes. While wearing immersion suit and lifejacket: climbs up and down a vertical ladder at least 5 m in length jumps from a height of not less than 4.5 m into the water swims a short distance and boards a survival craft performs assigned duties during a simulated abandonment tests the whistle operates the flashing light if fitted Thermal protective aids Unpacks and dons a thermal protective aid without assistance whilst in a survival craft or rescue boat while wearing a lifejacket. Removes a thermal protective aid which impedes swimming in not more than two minutes. Puts a thermal protective aid on a person simulating unconsciousness in a liferaft Personal survival without a lifejacket Demonstrates how to keep afloat without the use of a life jacket, immersion suit or anti-exposure suit Boarding survival craft 52

53 Immediately after abandoning the vessel and entering the survival craft survivors are likely to be cold, wet, exhausted and in varying degrees of shock. Mental and/or physical let-down leading to collapse is a possibility, but must be resisted at least until the situation of all survivors is consolidated. Every effort must be made to take immediate action to enhance your chances of survival and rescue. The person in charge of each survival craft should decide the order in which these actions are undertaken. Many actions may be performed concurrently, for example, rescuing survivors in the water, joining the survival craft together, treating the injured and preventing sea- sickness. Some actions are of greater importance than others in this initial phase, such as rescuing survivors from the water and gathering the craft together. Measures for the comfort of survivors follows. When an inflatable life raft inflates upside down it may be righted by one person in the following manner: 1. Pull the raft around until the gas bottle is down-wind. 2. Climb onto the inverted floor of the raft. 3. Set your feet on the gas bottle and heave the raft over by pulling on the righting strap. Boards a liferaft from the ship and from the water while wearing a lifejacket. Helps others board. Demonstrates the use of equipment, including a drogue or seaanchor Rights an inverted liferaft while wearing a lifejacket Demonstrates how to abandon a liferaft 34.7 Survival at sea Dangers to survivors Describes dangers as: heat stroke, sun stroke, exposure to cold and hypothermia effects of seasickness failure to maintain body fluids correctly, causing dehydration drinking seawater fire or oil on water sharks Best use of survival craft facilities Describes how to clear away from ship. 53

54 Explains protective measures against heat stroke, sun stroke, exposure and hypothermia. States effects of seasickness, and how to combat them. Explains prudent use of fresh water and food and the need to avoid dehydration. Explains measures for survival in case of fire or oil on the water. Explains means of survival in shark-infested waters explains correct use of a drogue or seaanchor to reduce drift. Lists duties of a lookout. Describes means of facilitating detection by others. Lists the means of maintaining morale. Describes use and working of shark repellents. Explains means of survival if in water and not in lifeboat or liferaft Emergency radio equipment Portable radio apparatus for survival craft These units are designed to allow communications between searching vessels and survivors in liferafts. They operate on the VHF marine band in voice mode. DSC capability is not fitted. Performance standards The IMO performance standard requires that the equipment: provide operation on VHF channel 16 (the radiotelephone distress and calling channel) and one other channel be capable of operation by unskilled personnel be capable of operation by personnel wearing gloves be capable of single handed operation, except for channel changing withstand drops on to a hard surface from a height of 1 metre be watertight to a depth of 1 metre for at least 5 minutes, and maintain watertightness when subjected to a thermal shock of 45 degrees Celsius. not be unduly effected by seawater or oil 54

55 have no sharp projections which could damage survival craft be of small size and weight be capable of operating in the ambient noise level likely to be encountered on board survival craft have provisions for attachment to the clothing of the user be either a highly visible yellow/orange colour or marked with a surrounding yellow/orange marking strip be resistant to deterioration by prolonged exposure to sunlight Demonstrates the use of keying devices for transmitting alarm and distress signals. Demonstrates how to support the antenna at maximum practicable height. Demonstrates use of the receiver. GMDSS carriage requirements GMDSS vessels from 300 to 500 GRT are required to carry 2 VHF portables, and vessels over 500 GRT are required to carry Emergency position-indicating radio beacons (EPIRBs) EPIRBS are for use in maritime applications. There are two types of EPIRB. One type transmits an analog signal on MHz. The other type transmits a digital identification code on 406 MHz and a low-power "homing" signal on MHz. The 406 MHz EPIRBs are divided into two categories: Category I EPIRBs are activated either manually or automatically. The automatic activation is triggered when the EPIRB is released from its bracket. Category I EPIRBs are housed in a special bracket equipped with a hydrostatic release. This mechanism releases the EPIRB at a water depth of 3-10 feet. The bouyant EPIRB then floats to the surface and begins transmitting. If you own a Category I EPIRB, it's very important that you mount it outside your vessel's cabin where it will be able to "float free" of the sinking vessel. Category II EPIRBs are manual activation only units. If you own one of these, it should be stored in the most accessible location on board where it can be quickly accessed in an emergency. A new type of 406 MHz EPIRB, having an integral GPS navigation receiver, became available in This EPIRB will send accurate location as well as identification information to rescue authorities immediately upon activation through both geostationary (GEOSAR) and polar orbiting satellites. These types of EPIRB are the best you can buy Testing EPIRBs 55

56 406 MHz EPIRBs can be tested through its self-test function, which is an integral part of the device. 406 MHz EPIRBs can also be tested inside a container designed to prevent its reception by the satellite. Testing a 406 MHz EPIRB by allowing it to radiate outside such a container is illegal. States the purpose of EPI RBs. States how many are provided and where they are stowed. Demonstrates how they are activated. Describes dangers of accidental use. Differentiates between an EPIRB and a SART Search and rescue transponders (SARTs) SART is a self contained, portable and buoyant Radar Transponder (receiver and transmitter). SARTs operate in the 9 GHz marine radar band, and when interrogated by a searching ship's radar, respond with a signal which is displayed as a series of dots on a radar screen. Although SARTs are primarily designed to be used in lifeboats or liferafts, they can be deployed on board a ship, or even in the water. SARTs are powered by integral batteries which are designed to provide up to 96 hours of operation Operation When activated, a SART responds to a searching radar interrogation by generating a swept frequency signal which is displayed on a radar screen as a line of 12 dots extending outward from the SARTs position along its line of bearing. The spacing between each dot is 0.6 nautical miles. As the searching vessel approaches the SART, the radar display will change to wide arcs. These may eventually change to complete circles as the SART becomes continually triggered by the searching ship's radar. Some slight position error will also be caused by the SART switching from receive to transmit mode. SARTs will also provide a visual and audible indication to users when interrogated by a searching radar. 56

57 Although not an actual SART response, this radar picture gives an impression of how a SART signal would be displayed Range The range achievable from a SART is directly proportional to its height above the water. A SART mounted at 1m (ie: in a liferaft) should be able to be detected at 5 nautical miles by a ship's radar mounted at 15m. The same SART should be able to be detected at 30 nautical miles by an aircraft flying at 8000 feet. GMDSS carriage requirements GMDSS vessels from 300 to 500 GRT are required to carry 1 SART, and vessels over 500 GRT are required to carry 2. States the purpose of SARTs. States how many are provided and where they are stowed. Demonstrates how they are activated. Describes dangers of accidental use. Differentiates between a SART and an EPIRB Helicopter assistance Communicating with the helicopter Demonstrates the hand and arm signals used. Explains how to communicate with the helicopter through a shore station if the appropriate equipment is available Evacuation from ship and survival craft Explains the need to have a pick-up space on the ship which is clear of masts, rigging and other impediments. Describes the means of evacuation from lifeboats and liferafts. 57

58 Helicopter pick-up Descnbes methods of pick-up by harness, stretcher and rescue net. Explains hand and arm signals used for safe lifting. Describes how a member of the helicopter crew can assist in pick-up. Explains the importance of obeying instructions given by helicopter pilot or deputy Correct use of helicopter harness Describes the harness/strop. Demonstrates the correct way to don the harness and adopt a safe posture in it Review and final assessment 35 MODULE 15.3 FIRST AID AT SEA (OPTIONAL) ONE DAY COURSE 36 MODULE 15.5 MOB (VAJE) MOB Procedures Lifebuoys MOB marker buoys Smoke 37 MODULE 16.1 RADIO. VHF AND GMDSS Radio procedures Mayday calls 38 MODULE 16.2 RADIO OPERATORS LICENCE (OPTIONAL) One-and-a-half day course 39 MODULE 16.3 RADAR (OPTIONAL) 58

59 On Off Standby Tuning VRM EBL Ring Ranges Target ID Clutter At anchor 40 MODULE 16.4 DEPTH AND LOG (VAJE-OPTIONAL) Digital depth sounder Lead line Walker Log 41 MODULE 17.1 CHARTWORK AND BASIC NAVIGATION (VAJE- OPTIONAL) Understanding Latitude and Longitude Variation and deviation The nautical mile Tides springs and neaps Position fixing GPS Plotting a course Use of hand bearing and ships compass for taking bearings Writing up the ships official log book Charts and almanacs Effect of ferrous metals and local anomalies to a magnetic compass Basic knowledge of navigation buoys, lights and dayshapes 42 MODULE 17.2 COASTAL PILOTAGE (VAJE-OPTIONAL) Effects of wind and tide Leeway Currents Tidal streams Lighthouses Understanding transits 43 MODULE 17.3 PASSAGE PLANNING (OPTIONAL FOR YACHT) Weather to go? Secondary ports Tidal factors on departure and arrival Tidal gates 59

60 Preparing for sea Provisioning/Victualling 44 MODULE 17.4 COLLISION AVOIDANCE COL REGS (OPTIONAL FOR YACHT) Duties and responsibilities of Lookouts Methods of reporting contacts Assessing a risk of collision Col Regs 45 MODULE METEOROLOGY (OPTIONAL FOR YACHT) Take down a shipping forecast from the radio Knowledge of weather forecast sources The Beaufort Scale Weather simplified high and low pressure systems Barometer readings pressure trends 46 MODULE 18.1 MANNERS AND CUSTOMS (OPTIONAL FOR YACHT) Flag Etiquette Clean Seas Policy Rules that apply when alongside another vessel in harbour Consideration for others - silent ship 47 MODULE 18.2 PASSENGER CARE AND PROTOCOL Greeting passengers Use of foul language and personal behaviour Dress codes when assisting corporate functions aboard Table manners Smoking and drinking Over-familiarity with passengers 48 PERSONAL SAFETY AND SOCIAL RESPONSIBILITY (STCW VI/1) 48.1 Observe safe working practices Introduction States the aims and objectives of the course. 60

61 All mariners know the hazards of working at sea. Every year more than 1000 marine incidents are reported to the Canadian Marine Administration of Transport Canada. Although work on board ship can be dangerous, many incidents could be avoided if proper safety procedures, as laid down in Canada s Safe Working Practices Regulations, were followed. This booklet has been prepared by the Canadian Coast Guard to explain those regulations. References to specific sections of the official regulations are included so you can find more detailed information if you need it Importance of the course States that working on ship is a hazardous occupation to which one is exposed as soon as one steps on board. Explains the necessity of understanding the hazards on board and equipment and procedures provided to avoid the hazards Ship familiarization Identifies likely hazards concerning: gangway and safety net main deck holds and hatches forecastle and poop deck windlass, anchors and winches cranes or derricks manifold and deck pipeline system (on a tanker) accommodation bridge engine-room Movement about the ship Most accidents on board ship are caused by slips, trips or falls. Watch for slippery patches, obstructions on deck, trailing leads and unguarded openings. Be on guard against any sudden lurch or movements of the ship. On stairs and in companionways, keep one hand free to grasp the handrail. When climbing vertical ladders, you should carry equipment on an equipment belt, leaving your hands free to climb. Wearing proper safety shoes will help prevent slipping or tripping. Prevention is better than cure, so always try to keep the decks clear and uncluttered. You should properly secure or stow away all loose equipment. Clean up spillage and spread sand over icy or slippery areas. Openings, through which a person might fall, such as an open hatchway, or in the engine room where floor plates have been removed, should be effectively fenced or guarded. There should be adequate lighting on board wherever you are working or moving about. Keep clear of operations if you are not involved, especially during mooring and cargo handling or when work is being done aloft. 61

62 Access to the ship Statistics show that seafarers are more likely to drown in port than at sea and their danger is greatest when returning from a night ashore. Accidents may happen at any time, however, if gangways or accommodation ladders are not properly rigged, secured and fenced, with adjustments made to take account of tidal movements or changes of trim and freeboard. Wherever practicable, rig a safety net. If the means of access goes over the rail, firmly fix the bulwark steps, with their fencing continuous from the gangway so that there is no gap to fall through. Do not use portable ladders and other makeshift arrangements unless absolutely necessary. If these are required, take great care in their assembly and use. For example, ladders should extend at least one meter above the upper landing place; you must secure them against slipping sideways. There also are hazards on the dock, especially in container berths. Avoid the dock edge as much as are marked out, use these; avoid shortcuts underneath straddle carriers Nature of shipboard hazards Lists the various shipboard hazards as: slips, trips and fails due to slippery surfaces (oil, grease, garbage, water, ice, etc.) or obstructions (pipelines, welding cables, lashing eyes, wires, ropes, etc.) head injuries due to low doorway entrances, overhead loads, falling equipment or material, etc. falls through open manholes, unfenced 'tween-decks, loose or missing gratings, etc. clothing, fingers, etc. getting caught in moving machinery such as grinding wheels, winch drums, gears, flywheels, etc. burns from steam pipes, hot machinery, welding sparks, etc. eye injuries through chipping, welding, chemicals, etc 62

63 injuries and sliding/fall of unsecured equipment due to snip movements in rough weather hazards of extreme weather lack of oxygen in confined spaces presence of hydrocarbon gas and toxic gases hazards of chemicals used on board fire collision/grounding/flooding/sinking pirates and stowaways Groups the equipment provided on board to counter these hazards and lists the items in each group Personal protective equipment: helmet goggles gloves safety shoes dust masks and respirators protective clothing self-contained breathing apparatus Painting Paints can contain poisons or irritants, and some solvents produce flammable or potentially explosive vapors that may also be toxic. To be sure that you are aware of any special hazards, and are using the best method of application, always read the manufacturer s instructions, which should be available even if they are not on the paint container. In general, you should work in well ventilated conditions, and wear appropriate protective clothing when necessary. Remember particularly the risk of eye damage. Do not smoke in interior spaces. Always return the paint to the paint locker after use. Life-saving appliances: lifejackets lifebuoys liferafts lifeboats line-throwing apparatus EPIRBs and SARTs TPAs and immersion suits Fire-fighting appliances: fire hoses, nozzles, hydrants and fire main portable fire extinguishers fire axe fire-detecting system fixed extinguishing system 63

64 Fire precautions & fire fighting Fire at sea is one of the worst hazards. Don t invite fire by letting rubbish accumulate in corners. Keep your quarters clean and tidy. Piles of oily rags and waste can catch fire by themselves if left long enough in open air. Don t keep inflammable materials like paint or solvents in your cabin. Keep clothing and other articles away from direct sources of heat. A discarded match or cigarette can start a fire, so always use an ashtray or some other suitable container, and make sure that you put out lighted matches and cigarettes before leaving them. Never smoke in your bunk. Crewmen have died because they fell asleep while smoking in their beds. At work, smoke only in authorized places Fires sometimes result from faulty electrical appliances or fittings. If you have a TV or other electrical equipment, disconnect the plugs when you leave the cabin. You should report any defects in equipment at once and leave repair work to qualified persons. Never overload circuits with too many appliances connected to a single socket or plug. When working in machinery spaces, guard against oil spills and leaks. If you discover fire, raise the alarm at once and, if possible, tackle the blaze with a portable extinguisher. You should then proceed to your emergency station. If caught in smoke and fumes, put a wet cloth over your nose and mouth and crawl along close to the deck where the air is clearer. Be sure that you know where the nearest emergency exits are in your ship. Smoke detectors are installed for your benefit. Never remove their batteries except for renewal Portable Fire Extinguishers Before you can use a portable fire extinguisher, you must know how to use it - during an emergency there is no time to hunt for the instructions. First you must make sure that the extinguisher used is the right one for the kind of fire you are fighting. Using the wrong type could result in a much more serious fire, even death. (Some extinguishers may be color coded to ease recognition.) Next, take up a position where access to the fire is unrestricted but where you can quickly and safely retreat. Crouching and using the extinguisher as a shield will enable you to get closer to the fire, avoiding smoke and heat. 64

65 Water Extinguishers All types of water extinguishers are effective against fires involving free-burning materials such as wood, paper or clothing. But you must not use them for any electrical fire or one involving flammable liquids. Direct the jet at the base of the flame and keep it moving across the area of the fire. If the fire is spreading vertically, attack it at its lowest point and follow it up. Look for any hot spots after the main fire is extinguished Foam Extinguishers Foam extinguishers are designed to extinguish fires by blanketing them with a layer of foam to exclude air. Use them against burning flammable liquids, but not on fires involving live electrical equipment. When using a foam extinguisher on an oil fire, direct the stream of foam across the fire to strike a vertical surface or obstruction behind it. If this is not possible, allow the foam to drop down and lie on the surface of the liquid with a gentle sweeping motion. Do not direct the jet into the liquid because this would drive the foam beneath the surface where it would be useless, and also might splash the fire around Dry Powder and Carbon Dioxide (CO ) Extinguishers 2 Both dry powder extinguishers and CO 2 extinguishers act mainly as smothering agents, depriving the fire of oxygen. They are effective against fires in electrical equipment or on burning liquids. On fires involving either liquid in containers or spilled liquids, direct the jet or discharge horn toward the near edge of the fire. Then, with a rapid sweeping motion, drive the near edge toward the far edge until all flames are extinguished. For fires in electrical equipment, direct the jet or discharge horn straight at the fire. If the fire has taken hold and you cannot use a portable extinguisher, close doors and other openings feeding air to it. Unless it is too dangerous to do so, remain near the fire to keep the area sealed off and to identify the fire s location when the fire party arrives. 65

66 Medical equipment: resuscitator stretcher medicines medical equipment Oil spill equipment: absorbent pads absorbent rolls chemical dispersant sawdust, brooms, dust pans, shovels and barrels Use and demonstration of PPE (personal protective equipment) Head protection: importance of the helmet parts of the helmet and functions of each part when to use the helmet care of the helmet Gloves: necessity for gloves types of gloves and suitability of each type for different jobs Eye protection: importance of eye protection causes of injury to eye types of eye protection and differentiation between them Ear protection: danger of excessive noise types of ear protection Respiratory protection: need for respiratory protection types of respiratory protection and suitability for use description and checks prior to use of SCBA Safety footwear: need for safety shoes features of a safety shoe and differences from an ordinary shoe Safety harness 66

67 Lists operations that take place on board which can be hazardous to personnel or ship loading/unloading of cargoes mooring working aloft handling of chemicals engine-room watchkeeping and maintenance lifting loads (manually and mechanically) entry into enclosed spaces hot work anti-piracy and stowaway operations Lifting &mechanical appliances A qualified person should regularly inspect, examine and test all appliances and gear used for lifting, lowering and handling loads on a ship. Records including particulars of such checks should always be kept up to date. Never use any appliance or gear which has not been checked, or is in any way defective. If you notice any defect during use, stop the operation and report the problem immediately. Do not exceed the safe working loads marked on appliances or gear, and follow the directions shown on controls. Each year, many seafarers are injured through incorrect lifting, carrying, pulling and levering of loads. Remember, your legs are much stronger than your back, and so they should take the strain in any lifting operation. The main principles are: 1) Stand close to the load with your feet slightly apart, so that the lift will be as straight as possible. 2) Bend your knees, keeping the back straight to ensure that your legs do the work. Keep your chin tucked in. 3) Grip the load with your whole hand, not just fingertips. If there isn t enough room under a heavy load to do this, place a piece of wood underneath first. 4) Lift by straightening your legs, keeping the load close to your body. Don t twist your body. If the load is too heavy, ask for help in lifting it. Never carry a load in such a way that you cannot see where you are going. 67

68 Loading and unloading of cargoes Lists the various ship types as general cargo vessels, bulk carriers, container ships, ro-ro and car carriers, tankers, chemical andlgas carriers and passenger ships. States that, in general, cargo vessels, bulk carriers and container ships cargo is lifted on and off the vessel by cranes or derricks. Bulk cargo is poured into the ship's hold by conveyor belts. States that the hazards on these vessels, in the holds and on the jetty alongside are mainly from overhead loads, lifting gear and cargo handling equipment such as trucks and forklifts. States that no unauthorized persons should be allowed into the workirtg area. States that all personnel should use the offshore side of the deck. States that ro-ro ships and car carriers have several decks connected by ramps and cargo is driven on and off the vessel and up to the various decks via the ramps. States that cargo is driven at high speeds and any person standing in the way is likely to be run over. States that in tankers, chemical carriers and gas carriers cargo is in the liquid state and is pumped into and out from the ship through pipelines. States that the main hazard is from gas, which could be flammable, toxic or could cause a lack of oxygen. States that personnel working on these types of vessels must have special knowledge of the hazards involved am working procedures, which is covered in the tanker familiarization training course. States that passenger ships also may carry cars or other cargo, and includes ferries. 68

69 States that in addition to deck and engineroom staff, ther may be a large number of cooks, waiters, housekeeping staff, shop and other service assistants, entertainment, medical and religious attendants, etc. and that personnel working on these ships must have a knowledge of crowd control, especially in emergency situations Danger cargoes Dangerous cargoes and goods are hazardous in different ways. Don t take liberties with any of them. Tanker crews will find useful information in booklets Safety in Oil Tankers and Safety in Chemical Tankers produced by the International Chamber of Shipping. Self-unloader crews will find more information in Safe Working Practices for Self-unloaders. When dangerous goods are carried with general cargo, they should be labelled and segregated in accordance with the requirements of Emergency Procedures for Ships Carrying Dangerous Goods. Keep an eye open for spills, leaks and damage to containers. Report these at once and keep clear until the appropriate action can be taken Falling & moving objects Falling and moving objects are common causes of serious injury on board. The general rule, not always easy to follow, is to be aware of such possibilities wherever you are working, and find the safest place you can. You should lash or stow securely anything on board liable to shift or move. Do not leave doors free to swing. Secure hatches open when in use (Code, Chapter 1&18). When working cargo, beware of swinging loads and hooks and cargo falling from sets. As much as possible, keep clear and don t work or pass under swinging or suspended loads. When acting as signaller, make sure that the load is secure and that all other persons are clear before giving the signal to hoist. 69

70 Mooring and unmooring Describes mooring as the tying up of a ship lo a jetty, berth or pier. States that the lines used to tie up the ship are known as mooring lines or mooring wires. Using a diagram, shows the disposition ot headlines and stern lines, breastlines and backsprings. States that mooring lines are extremely heavy synthetic ines around 100 mm diameter or more and wires too are heavy around 50 mm diameter, depending on the size ol the ship. States that all mooring equipment - ropes, wires, heaving lines, stoppers, shackles, winches and windlass, etc. -must be checked to be in good order and condition before the operation. States that the ship is brought alongside by passing one or more lines ashore and heaving on these lines, using the windlass and mooring winches. States that these ropes and wires are risky to handle and can be extremely dangerous to those in the vicinity, especially when under stress. States that when the ropes or wires part under stress, they can cause a whiplash that can kill or dismember a person. States that persons engaged in mooring operations must be extremely careful and aware of the risks and stay well clear of a rope or wire under tension. 70

71 States that this operation is more risky during strong winds, heavy seas or swell or rain or by the need for speed. States that persons should never stand in the bight of a rope or wire. States that the persons heaving the rope on the drum must hold it loosely and be ready to slacken it, should it slip under tension. States that mooring lines must be constantly checked and always maintained taut. States that special attention must be paid when: loading or unloading at a high rate there is a large tidal range in the port or strong currents there are strong winds or at berths exposed to sea Mooring Ropes under strain, during mooring or towing, may whiplash with considerable force if they break. This is particularly true of artificial fiber ropes. During these operations you should always stand well clear of the danger areas, particularly rope bights and the bight between the drum and the fairlead. Artificial fibre ropes, especially polypropylene, also have a relatively low melting point - this can lead to sticking and jumping of turns on the winch barrel. Use the minimum number of turns needed to prevent unnecessary surging. When working the winch, remain at the controls throughout the entire mooring operation, and be ready to take immediate action to reduce the load if any part of the system appears to be under too much strain or if there is evidence of danger to personnel Hatches When you are working on a hatch, make sure that the beams and covers are properly stacked and secured against movement. Also make sure that they are not removed or replaced while work is going on below. Keep well clear of mechanical hatch covers when they are being raised or lowered. Always secure open mechanical covers properly Enclosed spaces 71

72 Defines enclosed spaces as spaces where the ventilation is not kept running on a round-theclock basis. Lists the possible enclosed spaces as forepeak tank, chain lockers, cofferdams, topside tanks, cargo tanks, ballast tanks, duct keel, after peak tank, bunker tanks, etc. States that careless entry into such spaces has resulted in accidents, sometimes fatal, if the person is overcome by a lack of breathable atmosphere or is injured and not rescued in time. Divides the hazards into: atmospheric hazards and physical hazards States that atmospheric hazards could result from: presence of hydrocarbon gas presence of toxic gas or deficiency in oxygen States that due to the presence of hydrocarbon gas, a toxicity and flammability hazard arises. States that hydrocarbon vapours can be present due to: petroleum leakage retention in tank structure retention in pipeline disturbance of sludge/scale States that other gases, such as NO, N0 2 S0 2, CO, benzene, H 2 S, etc., can be a toxic hazard. States that these gases can evolve from cargo, ship's stores or ship operations. Defines a toxic hazard as harmful or poisonous to the body. Defines Threshold Limit Value and states that such gases should not be present in concentrations more than their TLVs. States that the atmosphere may be rendered deficient in oxygen due to the causes listed below: ingress of inert gas (in inerted tank or leakage across from inerted tank into adjoining enclosed space) rusting 72

73 paint drying hydrogen electrical cleaning fluids solvents/emulsifiers refrigerants burning flooding with C0 2 to fight a fire welding and gas cutting without proper ventilation running an internal combustion engine in a confined space decay of organic matter, e.g. vegetables, grain, fruits, etc. States that oxygen deficiency can result in anoxia. States that the symptoms commence with giddiness, breathlessness and unconsciousness and progress onto brain damage causing memory loss, mental instability, paralysis, coma or death. States that physical hazards could cause a person to be physically or even fatally injured. States that physical hazards could include: darkness unsecured ladders slippery surfaces obstructions unguarded openings unsecured objects left from previous visit flooding getting trapped in accidentally States that the following precautions are to be followed prior to entry into enclosed spaces: an enclosed space entry permit system must be strictly followed the space is to be thoroughly ventilated and confirmed by testing of the atmosphere there must be: o sufficient oxygen to support life - 21 % o insufficient flammable gas for the purpose and toxic gas must be less than the TLV States that proper protective equipment - overalls, hard hat, safety shoes, etc. and approved torchlights, non-sparking tools, etc. must be used. 73

74 States that vigilance and alertness must be exercised, the atmosphere must be monitored and all precautions observed while the job is under way Entering enclosed & confined spaces States that personnel must be cautioned against overconfldence or negligence. States that protective clothing and the workplace is to be cleaned up after the job is done and things left neat and tidy. Discusses in brief the contents of an enclosed space entry permit. Many deaths have occurred in recent years when crew members have entered spaces where the air could not support life. Such spaces are likely to be short of oxygen; some may contain asphyxiating or toxic gases. This does not apply just to pump rooms or to tanks that have contained petroleum or chemicals. Some casualties have occurred recently in cargo spaces containing, or that have contained, seemingly harmless cargoes such as steel cuttings, wood chips, tallow and even vegetables. Any confined space may be deficient in oxygen. So don t take a chance. Never enter an enclosed or confined space without the permission of the Master or a responsible officer. These persons must ensure that the possible. Where designated routes space is safe to enter by testing and ventilating before entry, and by having spare breathing apparatus, safety lines and another person standing by. If, when inside a space, you feel dizzy or have difficulty breathing, get out at once. If you are on standby outside and the person inside collapses, raise the alarm immediately but do not rush in without thinking. Speed in rescue is vital, but putting a second life at risk will just add to the problems. Rescuers must wear breathing apparatus; lives have been lost when precautions were not take despite obvious danger Hot work 74

75 Defines hot work as any work which generates heat or sparks of sufficiently high temperature or intensity to ignite a flammable gas - air mixture. Lists welding, cutting, burning, heating, chipping and use of some power tools generating heat, open flame, electric arc or continuous sparks as some examples of hot work. Lists the hot work hazards as fire, explosion, heat injuries, strong light injuries (ultraviolet light affecting eyes) and shock injury to personnel. Groups the areas on board where hot work is carried out in ascending order of danger as: engineer's workshop engine-room poop deck and accommodation cargo area Discusses in brief the contents of a hot work permit TOOLS Hand Tools Always use the right tool for the job and make sure that it is in good condition. Handles of hammers, screwdrivers and chisels should be secure. Wooden handles should be smooth and free of splinters, and the edges of chisels and punches should be clean and true. Store tools in a suitable tool rack, box or carrier, with cutting edges protected Portable Power Tools Portable power tools can be dangerous unless properly maintained, handled and used. Always inspect the tool and its cable or power supply lead before use and leave repairs to a competent person. Where a safety guard is needed for a particular operation, make sure that it is securely fixed before you begin the work. Always disconnect the tool from its power supply when not in use or when you change accessories or guards. Never use electrical tools in wet conditions. 75

76 Keep electrical leads and pneumatic hoses clear of sharp edges and hot surfaces, or anything else that might damage them. If leads and hoses have to pass through doorways, secure the door open and, where they trail across decks or passageways, suspend them high enough for people to pass underneath. Handle paint sprayers like power tools; don t try to clean them or change nozzles with the power on. Make sure the nozzle is pointing the right way before starting to spray Welding & flame cutting operation All operators should be competent; they should be familiar with the equipment, wear the proper special precautions are necessary. In general, written permission should be obtained for welding and flame cutting not carried out in workshops. Firefighting equipment always should be close by Working aloft Describes working aloft as working at a height above the ground or deck where the primary hazard is of falling and consequent injury. States that working overside can also be considered to be working aloft. Lists examples of various jobs aboard where working aloft is necessary, e.g.: painting bridge front bulkhead, masts, engine-room deckhead cleaning or painting funnel greasing, maintenance or repair of radar scanner, crane or derrick blocks and wires chipping, painting, cleaning or inspecting tanks or holds painting the ship side, underside of flying bridge wings, etc. Lists the hazards of working aloft as: falling from a height due to loss of balance, failure of ropes, etc. injury due to falling material or equipment burns due to contact with hot surfaces such as the funnel or steam from the whistle emission of carbon dioxide or toxic gases from the funnel due to combustion, incineration, soot blowing, etc. exposure to wind and cold electric and radiation hazard due to proximity with radar scanners or radio aerials 76

77 States that prior notice must be given to the responsible person concerned prior to commencement of work, e.g.: duty engineer when working in the vicinity of the funnel to refrain from soot blowing or incineration or to shut off steam to the whistle when working near it bridge watchkeeping officer when working near radar scanners bridge watchkeeping officer or radio officer when working near radio aerials or satellite communication dome chief officer when working on deck States that equipment whose operation is a hazard to the work is to be locked or tagged with the responsibilities vested in a responsible officer. States that these checks and procedures may be covered by a checklist or a permit-to-work system. Lists the equipment used for working aloft as: gantlines safety lines wooden stages or bosun's chairs hooks and shackles fall arrester ladders, scaffolding, etc. States that this equipment should be stowed in a separate locker away from paints or chemicals. States that this equipment is not to be used for any other purpose except working aloft. States that this equipment is to be checked every time prior to use by a person who is competent to detect faults in wood and rope. States that knots, hitches and turns should be correctly and carefully made to prevent slipping, especially when synthetic ropes are used. States that stages or bosun's chairs should not be hoisted or lowered by winch. States that anchoring points for safety lines or suspension points for gantlines should be strong and not subject to movement. 77

78 States that ropes should not run over hot surfaces or sharp edges. States that a safety net should be rigged whenever possible, especially under a free hanging stage. States that stages should be secured against ship movement, especially if they are free hanging. States that work aloft should not be carried out while the ship is moving violently in a seaway. States that tools or materials should be passed in a bucket or by a rope and never thrown. States that ladders should be used for climbing onto or from a stage, and not the ropes that suspend the stage. States that rigid ladders should be placed on a firm base. States that tools or equipment should be secured and not placed at the edge, where they can fall. States that inexperienced persons or those under 18 years of age should not be sent to work aloft or overside. States that work overside should not be carried out while the ship is underway. States that, in addition to normal protective equipment, a buoyant vest or lifejacket should be worn. States that lifebuoys with heaving line and light should be kept in readiness Working aloft & outboard Every year there are serious and often fatal accidents involving falls from stages, bosun s chairs, portable ladders, and other working places aloft. You should get into the habit of wearing a safety device. When working outboard or overside, you should also wear some form of personal buoyant device. When coming back on board avoid the temptation to ride the hoist. Use a Jacob s ladder, gangway, or accommodation ladder. Take care to avoid risks to anyone working 78

79 or passing below. Make sure that tools and stores are sent up and lowered by line in suitable containers, or wear a tool belt. If working aloft near the funnel, whistle, radio antenna or radar scanner, make sure that the persons in charge of these items know that you are there, so that they can isolate this equipment from the power source to prevent risk. Ropes Before working aloft, always inspect and test all rope, whether a safety lifeline, gantline or stage rope. Your life could depend on it! Many types of artificial and natural fibre ropes are used on ships. All are affected, and some seriously weakened by contaminating substances such as rust removers, bleaches, oils, solvents and detergents. Take care to minimize exposure to these agents. It also is important to select the right type of rope for the job. Further guidance is given in The Code of Safe Working Practices and in the manufacturers literature. Cradles and Staging The modern cradle-type stages are safest because they have permanent guard rails. When using an ordinary plank stage, you should ensure that the materials are strong enough for the job and free from defect. The standard method of rigging the stage is shown. Before lowering or raising a stage, make sure that other persons on the stage are informed, that the movements are closely controlled, and that safety lines are secured. When they are not in use, stow the stage or the planks in a dry ventilated space away from heat. Bosun s Chairs 79

80 Always inspect the chair and gantline before use. When using a chair for riding topping lifts or stays, make sure that the bow of the shackle, and not the pin, rides on the wire. In any case, seize the pin. Use only your hands, never a winch, to haul a person aloft in a bosun s chair. Portable Ladders If you have to work from a ladder, it should rest on a firm base and be secured as close as possible to its uppers resting place. Make sure it is in good condition before use. Use both hands for climbing; carrying tools in a belt or haul them up on a line as with other materials and equipment. It s easy to overreach while working on a ladder; take care that you don t lean out too far and overbalance Engine-room watchkeeping and maintenance Working machinery All dangerous parts of machinery should be securely guarded, and you should make sure that these guards are in position before the equipment is used. The danger of fire in machinery spaces is particularly great, so guard against oil leaks or spills, and accumulations of rubbish. Never enter machinery space or a refrigerated compartment alone without proper authority. The precautions to be taken should be posted outside the door and must be strictly followed. Before carrying out any repair or maintenance work, make sure that the machinery has been completely isolated from its power source to prevent it from turning or starting accidentally. On pressurised systems, ensure that all pressure has been relieved from the system before opening it up. Post notices at the controls to warn against using the machinery concerned. Do not attempt repairs to any machine or appliance unless you are qualified to do the work. Wear appropriate protective clothing and equipment. Shows the general layout of an engine-room with the help of movies, slides or photographs. Lists the machinery located in the engine-room: main engines generators or alternators boilers compressors pumps motors electrical equipment 80

81 Boiler Blow-back Operating instructions should be displayed at each boiler, and any information provided by the manufacturers should be posted in the boiler room. To avoid a blow-back when lighting, always follow the correct flashing-up procedure. In general, there should be no loose oil on the furnace floor, the oil should be at the correct temperature for the grade being used; the furnace should be blown through with air to clear any vapour, and the special torch for lighting should be used (unless an adjacent boiler in the furnace is already lit. If there is too much oil on the torch, it can drop and cause a fire. If the oil does not light immediately, turn the fuel supply off and ventilate the furnace for two or three minutes to clear any vapour before trying again. Electric Hazards When working on electrical or electronic equipment on a ship, the risks of electric shock are usually much greater than they are ashore because wetness, high humidity and high temperature (inducing sweating) reduce the contact resistance of the human body. In such conditions, severe and even fatal shocks may be caused at voltages as low as 60V. Before starting work on electrical equipment, always isolate it from the power supply by removing the plug from the socket, removing fuses or locking circuit-breakers open. Always test the circuit to make sure that it is dead. Never work on or near live equipment unless absolutely necessary. Under such circumstances, avoid contact with bare metal; remove your wrist watch and rings and stand on a dry insulating mat if possible. Take care when using solvents to clean electrical equipment; some are toxic, particularly carbon tetrachloride (which should never be used). Always follow manufacturers instructions. When a battery is being charged, it gases, giving off hydrogen and oxygen, which form an explosive mixture. You should take care, therefore, not to bring any naked flame into the compartment or use portable electric lamps or tools that might generate sparks. The electrolyte from batteries - whether acidic or alkaline - is strongly corrosive, so you should avoid contact with it. States that other equipment which may be located in the engineroom includes: steeri ng gear 81

82 refrigeration machinery hydraulic or pneumatic equipment two-way portable VHF lead-acid batteries States that injuries suffered in the engine-room could be: burns through contact with steam pipes, hot surfaces, welding sparks, etc. head injuries through overhead obstructions or falling objects slips, trips or falls on companion ways, from open floor plates, protruding parts or incautious haste hearing loss through constant exposure to high decibel noise contact with moving parts of machinery such as grinder wheels, flywheels, propeller shaft States that use of proper protective equipment is absolutely necessary Working clothing In general, the more complete the cover, the better. Working clothes should be comfortable but sufficiently close-fitting so as not to catch on projections or machinery parts when you are working in cramped positions or are moving about the ship. Gaping pockets, trailing straps, sweat rags, watch straps and rings are easily caught in moving machinery. Wear proper industrial footwear with slip-resistant soles and reinforced toe caps. Casual shoes such as sandals, moccasins and filip-flops are dangerous on board ship because they offer little protection and add to the risk of tripping or slipping on ladders. Wear suitable gloves to protect against the dangers of ropes, sharp or rough objects, acids and chemicals Wet or oily gloves may be slippery, however, and so you should take care, especially when climbing ladders Protective clothing & equipment 82

83 The Code of Safe Working Practices lists different types of work where protective clothing or equipment may be needed. For head protection, there is either the bump cap - an ordinary cap with hard, penetration-resistant shell - or a proper safety helmet. The bump cap protects against knocks and bruises when you are working in confined spaces such as the main engine crankcase or a double-bottom tank. But in areas with more serious risks you should wear a proper safety helmet. Where the only risk is long hair becoming entangled in machinery a third type of head gear - the safety cap -is good enough, but offers no protection against head injury. Always wear goggles or combined face and eye protectors to protect your eyes when you are welding, grinding, scaling or when there is a risk of splashes from chemicals. When working in noisy environments such as the engine room, you should wear proper hearing protectors. Ear muffs are generally more effective than ear plugs. You should also use dust masks, respirators or breathing apparatus when working in dusty or toxic atmospheres, or with paint sprays. Remember, protective clothing is provided for your safety; be sure to use it. States that accidents can be prevented by good housekeeping and safe working practices. Gives examples of good housekeeping as: oil or water leaks should be immediately attended to oil spills should be immediately cleaned and oil-stained lagging replaced oily rags or cotton waste should be properly disposed of in a closed container and not left lying around to ignite spontaneously tools should be attended to during work, so that they do not fall off ledges or platforms, and be properly collected and stowed after work guards for moving parts of machinery should be in position and in good condition equipment, stores and parts of opened-up machinery should be lashed and secured against movement all parts of the engine-room should be adequately lighted bilges should be kept clean and dry bottom platform gratings should never be left open unless the area is fenced and warning signs are posted access to fire-fighting equipment, escape routes and emergency exits should not be obstructed by stores or equipment States that safe working practices should include: proper locking and tagging of machinery under repair to prevent inadvertent starting proper checks of equipment used for lifting or other purposes prior to use 83

84 proper calibration of test equipment proper tests of enclosed spaces prior to entry use of proper tools for the job and in the proper way Work in the galley Health and Hygiene Catering staff should maintain high standards of personal hygiene and cleanliness in the galley, pantry and mess rooms. Slips, Falls and Tripping Hazards Most injuries to catering staff are caused by slips, trips and falls. Take care when moving about the ship, keep decks and gratings free from grease, spills and rubbish, and wear suitable shoes with slip-resistant soles. Galley Stores and Steam Boilers The indiscriminate use of water in hosing down and washing equipment in the galley can be dangerous. Before washing down the deck, make sure that electric ranges and all electrical equipment have been isolated from the power supply. Always follow the set procedures of lighting oil-fired galley stoves, and keep clear of the burners when lighting them to avoid flashbacks. If the first attempt is unsuccessful, or the burners go out, ventilate the stove before relighting. Ensure that the galley fuel control valve is set correctly and that the stove does not overheat. Don t stand directly in front of an oven when the door is opened; the initial heat blast can cause burns. 84

85 You should use range guard rails, particularly in rough weather. Never fill pots and pans so full that the contents slop over when the ship rolls. Cloths for handling hot pans and dishes should be dry; wet ones conduct the heat and this may cause burns. Do not melt grease in ovens. If forgotten, it may overheat and catch fire. Never use water to put out a grease fire. The water turns into steam, throwing the grease considerable distances, which can cause severe burns and may start a fire. Smother the flames of a grease fire with a lid or fire blanket; turn off the heat source when possible, or remove the container from the source of heat. Otherwise, use a suitable fire extinguisher - a foam, carbon dioxide or dry power type, depending on which is handy. Catering Equipment Before using catering machines, make sure that guards are securely in position around dangerous parts. Don t operate electrical equipment when your hands are wet. When cleaning or removing a blockage from a poweroperated machine, first switch off the machine and isolate it from its power supply. Some machines continue to run down for a while after they are switched off, so you should ensure that dangerous parts have come to rest before you clean them. Knives, Saws, Choppers, etc. Keep all knives, saws and choppers sharp and clean, and see that handles are secure and free from grease. Store knives in a rack or drawer; do not leave them on benches or submerged in sinks where unseen blades may be grasped. When chopping foodstuffs, keep your fingers bent in towards your palm with thumb overlapped by forefinger. The knife should be held at an angle so that the movement of blade is away from your fingers. Don t force a meatsaw. Use the forefinger of your free hand to guide and steady the blade. Always be careful when using a chopper or cleaver and pay full attention to what you are doing. Refrigerated Rooms and Store Rooms Before entering a refrigerated store room, make sure that someone knows you are there. Secure the door open firmly when handling stores. Never enter a refrigerated room if you suspect that the refrigerant is leaking. Accidents don t just happen. Most can be foreseen and prevented. No matter how routine your job, make a habit of adopting the recommended safe working procedures. The Canadian Coast Guard issues public reports on serious casualties and accidents aboard ship. You may find that a few minutes spent reading them will give you some insights into what causes accidents and how to prevent them. Ask your officers if these reports are available Contribute to effective human relationships on board ship 85

86 Interpersonal relationships (IPR) States that good relationships make the life of all seafarers more comfortable, healthy and less prone to accidents. Describes the elements which help in better relationships like: policies of company function of shipboard management clarity of responsibilities with reference to shipboard functions structure and flow of authority importance of understanding needs: individual needs ship needs company needs social needs States that everyone should respect each other's individuality, value, culture and purpose of work. States that open communication will enhance IPR. States that shipboard environments demand better IPR from seafarers during both on-duty or offduty hours. Describes methods to improve IPR on board evolved from: introducing and understanding each other commitment of senior officers valuing of individual differences rather than maximizing weakness fairness in dealing with personnel true appraisals and reporting discipline on board Team building States that the shipboard operation is team work and effectiveness of it depends on effectiveness of the team member. States that team helps in better decision making. Describes: team goals/aims/objectives 86

87 role of individual members need of cohesiveness Lists deterrents to team operation. Discusses deterrents such as: distortion of aims inflexible behaviour of members groupism status/ego problems hidden agendas communication problems physical/environmental problems handling of grievances/counselling Describes each in short with reference to the shipboard environment Team work Explains that team work is essential on board for reasons such as: the shipping company comprises a number of small mobile industrial units (the ship) which may at any particular moment be distributed over large distances throughout the world when making a voyage, the ship can undergo considerable climatic changes, which may adversely affect personnel ships are operational for 24 hours each day, and the crew must be organized in regulated shift system, such that the people on board are well rested and fit for duty at all times the personnel on the ship must be organized to operate the ship safely and effectively with numerous operations being performed simultaneously, e.g. o watchkeeping at sea and in port (navigation and machinery operation) o cargo operations o maintenance of hull, machinery and equipment o safety checks and drills, emergency actions o repair/dry-docking o stocking provisions, cooking food, housekeeping o communication ship - shore - ship 87

88 o the crew must be able to operate with a high degree of responsibility and flexibility 48.3 Understand orders and be understood in relation to shipboard duties Fundamentals of communication States that good communication is the most essential element of safety and pollution prevention on board. States that people's co-operation can be achieved by effective communication. States that effective communication is the basic element for human survival. States that language is a means of transmitting ideas, views, instructions, etc Methods of communication Lists basic elements of communication as: sender receiver modes of transmission methods of transmission barriers to communication feedback States that feedback is essential in ship's communication.3 lists methods of communication. Classifies them under the following heads: verbal, e.g. reading, speaking, writing and any communication using words non-verbal, e.g. body language, sounds, gestures iconic, e.g. signs, figures, diagrams, pictures and photographs States that all three methods need to be effectively used on board for proper understanding. States that verbal communication includes all communication pertaining to words, including reading, writing and speaking. 88

89 States that body language and pictorial symbols are more powerful means of communication than verbal means alone. 89

90 Barriers in communication States that there are barriers in each step of the basic communication process. Lists the barriers as: transmitter's conceptualization stage transmitter's capability mode of transmission media of transmission receiver's capability receiver's understanding of the concept feedback stage receipt of feedback by transmitter Demonstrates barriers at each of above Effective transmission skills States that the effectiveness of communication lies primarily with the sender. States that the sender should define the purpose of the particular communication. Explains the importance of time, place and person addressed in the context of initiating the communication. States importance of language and vocabulary, e.g., examples of usage of maritime English. States that understanding the different kinds of barriers in communication helps in better transmission. States that the sender must be capable of effectively speaking, writing, acting, drawing and using available sound signalling apparatus. Demonstrates above skills to the trainer. Describes that effectiveness of transmission can be checked by the feedback from the receiver. Describes that this responsibility lies with the sender. 90

91 Effective listening skills States that listening is the responsibility of the receiver. Explains difference of hearing versus listening. Demonstrates difference of hearing / listening. States that understanding the various barriers of listening will improve listening capabilities. States that there are internal and external barriers to listening and appreciating the effect of barriers on listening described earlier. Describes that human beings are capable of speaking at a rate of 150 words per minute whereas they can listen at a rate of about 1000 wpm. States that this results in idle time of 850 wpm, which makes the mind wander. States that ideally this idle time should be used for paraphrasing the body language and other signals from the speaker Effects and consequences of wrong communication States that a wrong communication can affect safety of life, property and the environment. States that it causes human problems and problems in relationships on board. States that improper communication causes stress, loss of time, loss of resources and even ship's profitability. Demonstrates cause / effect through an exercise Communication sum-up 91

92 States that effective communication creates the atmosphere conducive to safe working, happy living and sociable relationship among fellow shipmates. States that habits, values and attitudes can also be modified by effective communication and knowing the basics of interpersonal relationships, learning skills and team skills Comply with emergency procedures Explains the term 'emergency' Emphasizes an emergency being a situation of imminent danger: of loss of life of injury of loss of or damage to property of damage to environment Emphasizes the need of immediate action in case of an emergency. Lists various emergencies which may occur on board ships: fire collision grounding foundering man overboard ingress of water heavy weather oil spill, etc. Describes shipboard contingency plans for response to emergencies mentioned above. States the alarm systems available on board ships and their locations: ship general alarm fire alarm ship's whistle, etc. States the various emergency signals to indicate emergency situations. 92

93 Drills and muster Describes general structure of muster lists: specific duties allocated to crew members division of crew in various squads and teams muster station emergency headquarters, etc. States action to be taken on hearing emergency alarm signals and discovering potential emergencies as mentioned above: attire yourself adequately and properly go to muster station find out nature of the emergency take action as per muster list or duty list Value and need of drills and training States three aspects of needs of drills and training, e.g.: regulatory or legislative needs, i.e. requirements of SOU\S, MARPOL, STCW, ISM, etc. operational need - to ensure correct and effective action, can only be achieved by regular and realistic drills state of mind, e.g. on exposure to an emergency, all persons are affected and there is general dip or reduction in performance. This dip in performance can only be compensated for by regular and realistic drills Internal communication Explains various internal communications in use on board ships - especially for emergency situations, e.g.: telephone emergency powered or sound-operated phone public address systems lifeboat VHF walkie-talkies emergency alarms, etc. Lists their location and operation. 93

94 Describes probable location of emergency escape routes on board ships. Explains need of knowledge of number and locations of escape routes Take precautions to prevent pollution of the marine environment Define term 'pollution' Explains pollution caused by human activities and nature. Lists main sources of marine pollution. States pollutants discharged or likely to be discharged by ships due to operational or accidental causes. Explains causes resulting in marine pollution at sea by ships as a result of: strandings and collisions lightening operations unchecked garbage and sewage disposal tank cleaning, washing and line flushing unchecked chemical disposal in bulk or packaged form deballasting Effects of operational or accidental pollution of the marine environment States impact of pollution on marine life and food chain. Explains hazards posed by chemical, sewage and garbage disposal. Explains hazards to human beings, animals and livelihood of human beings due to pollution of marine environment International measures for pollution prevention, pollution avoidance and containment of pollutants Briefly describes contents of MARPOL 73/78. Describes segregated ballast tanks. 94

95 Describes double-hull design. Describes reception facilities. Explains sewage disposal arrangements and garbage management plan / record book. Explains contents and purpose of the shipboard oil pollution emergency plan (SOPEP). Describes garbage disposal arrangements and handling. States shipboard organization to deal with pollution. Describes interface between shipboard and shore organizations. Explains obligation to report pollution incidents. States when to report pollution incidents. States to whom to report pollution incidents. Describes structure of oil spill response team and assigned duties to officers and crew. Explains measures for control of oil spills. Describes shipboard response to oil spills due to various causes. Explains importance of shipboard drills to deal with pollution of the marine environment Pollution by sewage from ships Defines what constitutes sewage. Explains prohibition on discharge of sewage and exceptions depending upon distance from nearest land. Defines comminuted and disinfected sewage, briefly gives details of holding tanks and approved sewage treatment plant. 95

96 Pollution by garbage from ships Defines what garbage is. Describes disposal of garbage outside special areas / prohibited zones Control of oil discharge from machinery spaces and oil fuel tanks Gives brief details of oily-water separating equipment and oil filling equipment MARPOL requirements Contents of Oil Record Book Control of discharge of oil and special areas States purpose of Oil Record Book. Lists entries which are made in the Book. Gives details of special areas. States requirements of regulation IX of MARPOL 73/78. Describes provisions of methods for the prevention of oil pollution from ships while operating in special areas Introduces the contents of Annex VI of MARPOL States that Annex VI sets limits on sulphur oxide and nitrogen oxide emissions from ships Contribute to effective human relationships on board ship social responsibility Rights and obligations of crew States that each crew member has a social responsibility to his ship, himself, his colleagues, to the company, and to the environment. Describes his rights, such as: right to his convictions right to express his convictions 96

97 right to make a request of another as long as he can appreciate that the other has a right to say no right to clarify communications to enhance interpersonal relationships Describes his obligation towards employer. States that shipping is a commercial entity and profit making is part of the operation. States that the employee must discharge his duties sincerely to the fullest of his capabilities. States that he should be responsible towards the three elements of the shipping operation, namely, company, government and individual. States that there is dignity in labour. States that there are responsibilities towards: obedience, respect, discipline and following orders of his superiors abiding by company's policies as laid down in the safety manuals and rules and regulations governing flag State requirements and other mandatory legislation adhering to the safety and environment protection policy at all times and to assist fellow seamen in distress, search and rescue operations and oil pollution mitigation operations Employment conditions, etc Describes the employment conditions such as: employment contracts his rights national and international requirements Drugs and alcohol States that there are international and national regulations against the use, carrying or distributing of any drug or alcohol. States that the punishment for above could be very, very severe. Describes some examples from recent reports. 97

98 Describes dangers of drug and alcohol abuse: how drugs and alcohol affect a human body - their harmful effects and some misconceptions regarding alcohol providing heat to the body in cold climates dangers of getting involved in drug trafficking/smuggling company's drug and alcohol policy narcotics and contraband search Describes Port State, Flag State and other authorities' methods of detecting drug/alcohol consumed Health and hygiene on board States that it is a moral responsibility of all on board to observe hygiene and promote good health. States that cleanliness and good housekeeping is fundamental to good health. States that ship's personnel must be highly motivated: states that there is a definite relation between human needs and motivation states that delegation can be a powerful tool in motivating people Health Keeping fit and staying healthy are at least as important on a ship as elsewhere. Illness may reduce your ability to concentrate on a job and increase the risk of accident. Good health depends on a balance of work, rest and recreation, regular, nutritious meals, adequate sleep; and moderate use of alcohol and tobacco. Misuse of alcohol or drugs not only affects your general fitness, but also increases your liability to accidents. Never drink alcohol while undergoing treatment with drugs; even common remedies such as aspirin or seasickness tablets may be dangerous when taken with alcohol. Many serious infectious diseases can be prevented by inoculations and vaccinations, and you should ensure that these are kept up to date. Precautions should be taken against the risk of contracting malaria when visiting certain countries. 98

99 Personal cleanliness is also essential, particularly in jobs where prolonged exposure to mineral oils can cause problems, such as dermatitis. You should wash frequently to get rid of the oil. Synthetic detergents, solvents and degreasers, such as turpentine, take the natural oils out of your skin, leaving your hands cracked and vulnerable to damage by other substances. So, use a protective cream or wear rubber or plastic gloves. Other chemicals such as scale and rust removers have the same effect but can be corrosive; thus, when using these, avoid getting splashes on your face and arms. To prevent infection, clean all cuts and abrasions, treat them without delay, and protect the areas until they are healed. When working with asbestos, always wear a face mask and protective clothing. In hot or humid conditions, take extra salt and drink plenty of water to avoid heat exhaustion and heat stroke, which can be fatal. In tropical areas, take care to avoid the risks of sunburn and sunstroke. Sufficient clothing for protection from the cold is the first and most important requirement for survival in cold climates. It not only improves working conditions but is most important in combating hypothermia in survival situation Summing up Sums up this module by stating the importance of IPR. States that delegation, trust and good relations are motivational. States that drug and alcohol abuse can be very costly and may lead to prosecution of ship or/and the individual, and may also result in dismissal and/or permanent loss of sea career. 49 MODULE 20.1 SAILING SHIP STABILITY AND TRIM (OPTIONAL FOR YACHT) Deck edge immersion Downflooding 50 MODULE 21.1 WIRE SPLICING (OPTIONAL FOR YACHT) Soft eye (Admiralty splice; Liverpool splice) Hazards and precautions 99