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EMPIRE STATE VI SAFETY MANUAL
Sixth Edition, April 2006 Edited & Updated by: Ann Marie Barry
Originally prepared by Chief Officer Peter S. James Second Officer Elizabeth A. Christman
Updated by Captain Tom Bushy as Master of the TSES for Mass Maritime
TABLE OF CONTENTS
Page 1 2 3 4 5 6 7 8 9 10 Muster Instructions 3 Internal Communications 8 Survival Equipment 19 Emergency Gear Lockers 28 Fire Prevention & Fire Detection System 35 Watertight Doors & Ventilation Controls 49 Fire Extinguishing Systems 62 Survival Craft 101 External Communication 154 Survival Craft First Aid 169
Copies of the muster list must be posted in conspicuous places throughout the vessel including on the navigating bridge. Muster List. fire doors. in the engine room. lounges. and in crew accommodation spaces. As per CFR requirements. (5) The officers that are assigned to make sure that lifesaving and firefighting appliances are maintained in good condition and ready for immediate use. valves. Clear instructions must be provided on the vessel that details the actions each person on board should follow in the event of an emergency. the messdecks. . a. A “Supplementary Station Bill” is posted in each of the crewmember’s cabin. the emergency signals and the persons responsible for the care and upkeep of emergency equipment and signed by the master. and other similar openings in the vessel's hull. 46 CFR 199. International regulations require a vessel familiarization to take place as soon as a new crewmember joins. These bunk cards contain the emergency signals and the specific duties of that particular crewmember. It is one of the first things a new crewmember should look for when joining a ship. scuppers. (3) The actions to be taken by the persons on board when each signal is sounded. (2) The emergency signals. the master must either revise the existing muster list or prepare a new one.a. This is often referred to as a “Bunk Card” because it is posted near the crewmember’s bunk. vessels must post the Station Bill on the Bridge and Engine Room and in conspicuous places throughout the vessel. Each muster lists must at least specify— (1) The instructions for operating the general emergency alarm system and public address system.Station Bills The Station Bill. side scuttles. etc.80 . including the location of Emergency Gear Lockers and the duties of the crewmember in various emergencies. if any change takes place that necessitates an alteration in the muster list. skylights. These “conspicuous places” would include areas such as the passageways outside crew quarters. (a) General. portholes. Duties to be specified include— (i) Closing the watertight doors. is a sign that is posted for all the crew to see outlining the duties of each crewmember in the event of an emergency. (b) Muster list.k. After the muster list has been prepared.Muster list and emergency instructions. (4) How the order to abandon the vessel will be given. (6) The duties assigned to the different members of the crew. The muster list must be posted before the vessel begins its voyage. This familiarization focuses on the safety equipment aboard the vessel.
The size of the Training Ship’s compliment is too large and duties change too often. and must be conspicuously displayed at each muster station. (vi) Using communication equipment. Illustrations and instructions in English. taking into account that different emergencies require different actions. and (5) The method of donning lifejackets. (iii) Assembling passengers and other persons on board at muster stations. (iv) Preparing other lifesaving appliances. . (2) Their muster station. (3) The essential actions they must take in an emergency. Assigned duties to be specified include— (i) Warning the passengers and other persons on board. (ii) Seeing that passengers and other persons on board are suitably dressed and have donned their lifejackets or immersion suits correctly. (4) The location of lifejackets. including child-size lifejackets. This book is intended to fulfill the above stated requirements for Emergency Instructions but will not include a copy of the vessel’s Station Bill.(ii) Equipping the survival craft and other lifesaving appliances. must be posted in each passenger cabin and in spaces occupied by persons other than crew. (v) Mustering the passengers and other persons on board. and (8) The substitutes for key persons if they are disabled. and (v) Making sure that a supply of blankets is taken to the survival craft. and (viii) Using firefighting equipment and installations. (7) The duties assigned to members of the crew in relation to passengers and other persons on board in case of an emergency. and any other appropriate language as determined by the OCMI (Office in charge of Marine Inspection). The illustrations and instructions must include information on— (1) The fire and emergency signal. (iv) Keeping order in the passageways and on the stairways and generally controlling the movements of the passengers and other persons on board. (vii) Manning the emergency squad assigned to deal with fires and other emergencies. (iii) Preparing and launching the survival craft. (c) Emergency instructions.
Port Lifeboat # 3 – Boat deck. outside Chief Engineer’s Office Lifeboat # 5 – Sundeck. Stbd Side Lifeboat # 1 – Foredeck. Two (2) short blast of the whistle direct to stop lowering the boats Three (3) short blasts of the whistle direct to be dismissed from drill. Stbd Lifeboat # 2 – Foredeck. Inboard of the Barber Shop .TS Empire State VI . Man Over Board: A succession of three (3) prolonged blasts of the whistle and the general alarm. Tankers often have a sound signal it indicate an Oil Spill. Signals for handling the lifeboats by boat officers of the lifeboats shall be as follows: One (1) short blast of the whistle directs to lower the boats.Emergency Signals “WHEN THE ALARM SOUNDS GO TO YOUR STATION!” Fire And Emergency: Continuous ringing of the ship’s whistle and general alarm for a period of not less than ten (10) seconds. Abandon Ship: More than six (6) short blasts followed by one (1) long blast on the ships whistle and general alarm. Stbd Lifeboat # 6 – Sundeck. After Doghouse. Aft Emergency Gear Locker # 1 – Foredeck. Athwartship passage. outside Chief Mate’s Office Lifeboat # 4 – Boat deck.** Follow posted signs to Exits and Muster Stations Muster Locations: Wheelhouse Cadet Chart Room Engine Room – Operating Level Emergency Diesel Generator Room – Upper Deck. Port. Port Liferaft Stbd – Upper Deck. Check Station Bill for the Whistle Signals to indicate different emergencies. Signals to indicate side to which the incident occurred: One (1) short blast to indicate the Starboard side Two (2) short blasts to indicate the Port side **Many ships use the Fire & Emergency Signal for MOB instead of the 3 blasts. Aft Liferaft Port – Upper Deck. Port Emergency Gear Locker # 2 – Second Deck. Stbd.
Muster Instructions during Emergencies and Drills • Muster Sheets are in all TPA boxes (Lifeboats 1-6 and Life-raft Stations) on deck in addition to the normal distribution. Steering Gear. Emergency Gear Locker # 3 – Emergency Gear Locker # 5 – Second deck. AMS . • Emergency Gear Locker teams are to assist the Emergency Squad with the break out and restoring of gear. Aft Side Vessel emergency traffic patterns All persons shall proceed down and aft on the port side of the vessel and up and forward on the starboard side of the vessel during all emergencies and drills. • Only use approved muster sheets. • When taking the muster of your station or boat please circle the names of those absent. etc) on a clipboard in addition to the normal distribution. Fwd. Stbd. . 6-hold.Tank top. Port Third deck. • All hands should be instructed in their duties and the use of equipment during drills. Aft Centerline Emergency Gear Locker # 4 – Sickbay – Main deck. • Mustering officer of each station or boat is to sign the muster sheet before sending the muster sheet to the Navigation Lab. 5-hold. Stbd. • Muster sheets are also at each mustering station (Engine room. Emergency Gear Lockers. 4-hold.
2 Internal Communications .
1 for Lifeboats & Muster Ch. If the radio “chirps” after your communications. Emergency Communications: Ch. it should register up to –3 or –2 when you are speaking. Hold the hand set very close to your mouth. flip the “All Call” toggle to the up position and use the microphone to speak. If you do not wish to make an “All Call. ships whistle and general alarm. 3 for Emergency Squad to Public Address System Instructions Groups of Zones Individual Zone Selector Fog Signal Generator To make a Pipe throughout the vessel. speak loud and clear. the battery needs to be changed. Watch the meter on the front of the P. the public address system.” you can limit where the message is broadcast by selecting by Zone instead of “All Call. There is no “privacy” feature on these radios.Emergency Communications onboard will mainly be through the use of hand held UHF radios.. It is a basic “push talk” radio without any extras. Handheld UHF Radios Geographic Range is approximately 2-nm.” The rest stays the same.A. Push the button on the side of the handset as you speak into it. be sure the power switch in the “On” position. . Normal Operation is conducted on Channel 1.
<Message>. the time is now 0700. That is the time is now 0700. . There has been a report of ____________. keep on at all times Proper Announcement: “Attention All Hands. attention all hands. That is all. Rapid Response Team report to ___________. That is.” Operation to Talkback Station: The talkback option of the PA system allows those stations with call-in buttons and a speaker to have two-way communication with the bridge. That is. there has been a report of ____________. Always get permission from the Mate on Watch prior to making any pipes.” Announcement for Fire & Emergency Drill: After the Fire & Emergency Signal has been sounded. That is All. ______ (brief wx report). this is a drill. <Message>. No need to say “Attention all hands…” Captain going ashore: “Empire State Departing. That is All.” This is said only once as the Captain steps onto the ship. pipe: “Attention All Hands.” Captain aboard: “Empire State Arriving. ______ (brief wx report).” Pipes are to be made from 0600 to 2000 only. All Hands report to your Fire & Emergency Stations. DO NOT PIPE MESSAGE TO “ALL CALL” “Good Morning. These stations are located near the lifeboats. All Hands report to your Fire & Emergency Stations. Morning Reveille – At 0700 make the following pipe to the “Cadet & Crew” stations.” The Admiral is announced the same as the Captain but he is “SUNY Maritime. this is a drill. This is a drill. attention all hands.Watch Meter when speaking Power Switch. Rapid Response Team report to ___________.
Incoming call on the Bridge: 1. every minute. 2. You do not have to select any zones. It is important to keep the power on to the panel to keep the amplifiers. . 3. Using the microphone or handset. located in the Officer’s Chart Room above the Chart Table. To respond. Restore station switch to the "off' position. flip the Power button to the “On” Position and flip the Fog Signal Generator toggle to the “On” position. Fog Signal Generator on the P. This sounds Rapid Ringing of a bell forward for 5-seconds followed by rapid ringing of a gong after for 5-seconds. If you turn the zones to the “On” position. When you use the PTT position you must hold the toggle down the entire time you are speaking.To Call the Bridge: 1. you may push the toggle switch to the hands-free position or you may hold the toggle switch down the in PTT position. Select station that is calling in. The call-in light should now be steady. The bridge will acknowledge you signal by using the PA system to call your station. Call-in light on station module flashes and audible call signal is heard. when finished. 2. Press call-in button (next to speaker at talk back station) and release. This will signal the bridge that you wish to communicate. To use this system. is for the Fog Signal when at anchor. Speak clearly into the speaker nearest the toggle switch. 4. working properly without any moisture buildup. speak to the station calling. 3.A. then the bell and gong will sound in both zones at the same time instead of sounding separately forward followed by aft.
Gyro Room 10. Second Mate (no phone connected) 8. Supply Office 12. Speak clearly and slowly. New System 1. Crank handle rapidly to ring selected station. Officer's Chart Room (Radio Room) 9. Captain's Day Room 3. Second Assistant Engineer 7. In the event of an emergency. Emergency Diesel Generator Room . Chief Engineer's Office 4. 3. to Starboard of the Ship's Bell) 11. speak and to listen! You must keep the button depressed to Depress Button to talk & listen Many phones are located throughout the vessel but they call different areas with different numbers. 4. it is important to know where the phones are and what locations they connect to.Sound Powered Phone There are two sound powered phone systems that allow communication throughout the vessel. Forecastle (Aft of breakwater. Wheelhouse (forward bulkhead) 2. Select desired location by station number on the dial 2. Chief Mate's Office 5. Pick up receiver and depress the button. First Assistant Engineer's Office 6. These phones are “party lines” which requires the individual to listen first to ensure no one else is using the phone system. To operate: 1.
21. 19. Regimental Duty Office Quarterdeck (Bosun's Watch Station) Doctor's Office (Sick Bay) Port and Starboard Side Ports Officer's Saloon (Messdeck) Welding and Machine Shop (6-hold. You cannot call every phone in the system from every location.13. 14. 20. 16. 2nd Deck) Steering Gear Room Engine Room Auxiliary Machinery Space (AMS) Original System This system includes several phones throughout the vessel. 17. Check the specific phone for the number of another location & to determine if you can reach the desired location from that particular phone. 15. The following locations are in the original system: • Wheelhouse (Bridge Console) • Engine Room • Captain's State Room & Day Room (phone on the desk) • Chief Engineer's State Room & Office • Chief Mate's Office • First Assistant Engineer State Room • Second Mate (Navigator's Office listed as Purser's Office) • Officer's Chart Room (Radio Room) • Emergency Generator Room (Emergency Diesel Generator) • Steering Gear Room • Bow Lookout Station • After Steering Station (Stern Lookout) • After Docking Station (Fantail) . 18.
As per Captain Smith’s Standing Orders. The General Alarm is wired into the Wormald Fire Detection System aboard the TSES. You cannot hear the General Alarm sound when on the weather decks. Engine Room & Quarterdeck. the General Alarms will sound automatically. 2 quick rings (jingles) on the general alarm will notify the Captain that his presence is requested on the Bridge. If the Fire Detection System is triggered and not silenced within 2minutes. The Alarms that sound when the Fire Detection System is triggered are very similar to the sound of the General Alarm. Fwd part of room Whistle Controls . Abandon Ship or Man over Board Signals. Upon hearing the Fire & Emergency. Engine Room 3. his Stateroom or Messdeck.) The General Alarm is also used to call the Captain when he is not easily contacted in the obvious locations. It can be locked in the ON position. Bridge 2. Quarterdeck 4. Emergency Diesel Generator Room Lift handle and push to the right. located on the Bridge. There are only 3 bells that sound with the Fire Detection System. The General Alarm sounds in all interior spaces of the ship. Emergency Diesel Generator Room Inboard Bulkhead. If you do not hear all the General Alarm bells ringing. report to you stations as per the Station Bill & Supplementary Station Bill (Bunk Cards.General Alarm General Alarm Contact Makers: 1. the Fire & Emergency Signal is not being sounded.
Automatic Fog Signal Controls Siren/Whistle Selector Manual Steam Whistle Pull Location of Whistle Pulls Port Bridgewing Starboard Bridgewing Wheelhouse Console (controls for automatic fog signaling) Wheelhouse – Stbd Side Fwd Bulkhead After Steering Station (no longer connected) To operate the whistle. Whistle pulls control the Steam Whistle or Electric Typhoon Whistle (Siren) depending on the setting of the Whistle/Siren knob on the Wheelhouse Consol. push the lever to the right. Located on the Console: Switch Whistle Selector Switch Whistle Pull with Automatic Timer Aft Steering Whistle Cutoff (not Amber Whistle Light (not used) Whistle Manual Steam Whistle Pull Whistle Selector Whistle – Steam Whistle Siren – Typhoon Whistle used) Aft Steering Station Amber Lights may be used to supplement the whistle signals for passing arrangements according to the Rules of the Road. .The vessel is equipped with two (2) Fog Whistles – The Electric Typhoon Whistle (Siren) located on the forward King Posts and the Steam Whistle located on the False Stack.
The TSES no longer has the light connected. Lock the lever in place to the left to prepare for the automatic sounding of one prolonged blast at the time increment chosen. 1-1/2. Always call the E/R to be sure that the valve is open before you try to sound the Steam whistle. Whistle Pull – Push lever to the right for “at will” sounding of the whistle. Manual Whistle Pull for Steam Whistle – This is attached to a pulley system that actually opens the valve to the Steam Whistle in the stack. Automatic Controls for Fog Signal Time Selector Switch – set to 1. If the Selector switch is set to Siren and the typhoon whistle does not sound when the lever is pushed. Time Selector Start Button Typhoon Whistle Steam Whistle Engineer’s All Call Alarm . Start Button – Press the button to start the timer and automatic sounding of the fog signal. whether in Manual or Automatic Mode. or 2 minute increments. The Engineers do not always keep the steam supply open to the whistle. check the circuit breaker in the doghouse between #1 & 2-hatch. The Amber Light Whistle switch is no longer used.
This is sounded when an emergency situation arises and the Licensed Engineers do not want people in the way as they attempt to rectify the situation. located on the Operation Level of the E/R. simply turn the key to the ON position. To trigger the All Call alarm. To sound the signal. to alert all non-essential personnel to exit the E/R immediately. It alerts the Engineers outside the E/R that the Engineer on Watch needs assistance in an emergency situation. depress the metal bar at the top of the contact maker and slide the lever to the right (ON position). The alarm is tested each day at noon and is a loud horn. Metal Bar Lever Cadet Evacuation Light Internal E/R Request Light Located Above the Turbines . Cadet Evacuation Alarm The Cadet Evacuation Alarm is located on the Starboard Side of the Operating Level. between the Throttles and Boilers. just behind the Throttle Control. A Blue Light and Siren indicates Cadet Evacuation is required. To secure the alarm. place the key in the OFF position. This system cannot be operated without the key. therefore it remains in place at all times.This alarm sounds through the Accommodation Block of the House.
One stands by at the Operating Level while the other makes rounds throughout the E/R and the Auxiliary Machinery Space. an Amber Strobe Light is activated to alert the Engineer. This alarm is simply a light connected to a light switch. Amber Light in Shaft Alley . When the Engineer on Watch is needed. located above the Engineer’s All Call Contact Maker.The Training Ship always has two licensed Engineers on watch in the E/R when underway. behind the throttles. This alarm alerts the Engineer making the round that his/her presence is needed at the Operating Level.
3 Survival Equipment .
PERSONAL FLOTATION DEVICES (PFD’s)
Personal flotation devices are one of the most important pieces of safety equipment any and all boaters should have onboard their vessel. PFD’s must be Coast Guard approved and are classified by “type” according to their performance. TYPE I PFD - is any approved wearable device that is designed to turn most unconscious persons in the water from a face down position to a vertical or slightly backward position. The Type I has the greatest required buoyancy of 22 pounds. It provides the most protection to its wearer and is most effective for all waters, especially during offshore and ocean cruising where there is a probability of a delayed rescue. TYPE II PFD - is any approved wearable device designed to turn its wearer in a vertical or slightly backward position in the water. The turning action is not as pronounced as with a Type I, and the device will not turn as many persons under the same conditions as the Type I. An adult size device provides at least 15 pounds buoyancy, a medium child size provides 11 pounds, infant and small child sizes provide at least 7 pounds buoyancy. TYPE III PFD - is any approved wearable device designed so the wearers can place themselves in a vertical or slightly backward position. While the Type III has the same buoyancy as the Type II PFD, it has little or no turning ability. The Type III comes in a variety of styles, colors, and sizes and is usually designed to be particularly useful when water skiing, sailing, fishing, hunting, or engaged in other water sports. Several of this type also provide increased protection from hypothermia. The Coast Guard has approved some manually inflatable PFD's. Check with your state to see if an inflatable PFD is approved for use on personal watercraft. TYPE IV PFD - is any approved device designed to be thrown to a person in the water and grasped and held by the user until rescued. It is not designed to be worn. The most common Type IV are buoyant cushions and ring buoys. TYPE V PFD - is any PFD approved for restricted use. It is the least bulky PFD, but contains little inherent buoyancy. The TSES carries Type I Lifejackets and Type IV ring buoys.
Located: o Navigation Bridge o Officer & Crew Cabins o Engine Room o Each Cadet is issued their own Life Jacket o Quarterdeck o Lookout Stations Kapok Personal Floatation Device
Type 1 – Adult size Donning Instructions: 1. Put on as a vest 2. Tie tapes tightly to hold jacket against body 3. If lifting strap is inside, pull through armholes 4. Clip snap hook into ring 5. Pull strap tight to hold jacket close to body to prevent riding up 6. Tuck all straps into the jacket 7. Jacket is properly adjusted and ready for use Inspection o Insure the jacket is free from rips o The retro-reflective tape is in good order o Ship’s name is clearly stenciled on the back o Water light is in good condition and has not expired o The whistle is attached and working properly Stow in a clean, dry place, away from excessive temperatures. Inspect your lifejacket regularly and repair or replace any damaged PFD. Retro-reflective Material Unless its cover material is retro-reflective, a life jacket should be fitted with retro-reflective tapes sufficiently wide and long (approximately 5 x 10 cm). These tapes should be placed as high up on the jacket as possible in at least six places on the outside and inside of the jacket because it is reversible. The retro-reflective material to be used should, if possible, be of a type which can also act as an effective radar reflector, e.g. a tape with a metal foil backing.
• You may keep your Lifejacket on under the TPA. . • Ensure the zipper is unzipped and insert your legs into the TPA. • Sit down to make donning easier. • Pull TPA up and insert arms. Do not attempt to use while in the water. • Pull hood over head • Pull the zipper all the way up to your chin. It offers very low thermal conductivity to prevent heat loss and is tear and puncture resistant. The TPA does not have any floatation device attached. Stearns Thermal Protective Aid is made of a onepiece waterproof polymer coated fabric. Conserve energy and huddle together to maintain your body heat. Instructions for use: • Use TPA once you are in the survival craft. Universal size for wearing over PFD. Inspected and packed in individual storage pouches. • Remove TPA from the storage bag and unfold.Stearns TPA-001/Thermal Protective Aid The TPA provides protection against hypothermia during prolonged exposure in a life raft or lifeboat. one at a time. 64 square inches of SOLAS-grade reflective panels.
The compact EEBD can be belt worn in all confined spaces.2 compressed oxygen EEBD provides up to 32 minutes of protection but is rated for a minimum of 15-minutes. The compressed oxygen bottle does not require any hydrostatic testing like the large compressed air cylinders do.Emergency Escape Breathing Device (EEBD) The Ocenco M-20. It has a 15 year service life requiring only visual inspection by shipboard personnel annually. EEBD and Storage Case .
Follow the instructions on the case to use the EEBD. Many types are not required to undergo periodic testing of maintenance. Pull the hood over your head. 4. Pull out the unit. Machinery space EEBD’s should be kept at designated locations on each occupied level where they will be readily available for use. particularly at the bottom of vertical ladders. The oxygen will start to flow automatically and will be delivered on demand.One EEBD for each crew member normally assigned to continuous or periodic duty in the machinery space and at least one spare EEBD such that any person visiting the machinery space will have access to the unit. easy & possible even in a smoke filled space. 3. except that the number may be reduced to two for a small machinery space or a periodically unattended machinery space where no more than two persons will be present at any time. workshops. The total number of EEBD’s provided in the machinery space shall not be less than three. and along normal escape path. Unlatch the case. 2. plus two spare units per ship For all ships: EEBD’s for the accommodation areas should be stowed in the Emergency Squad lockers to allow their use for the rescue of trapped persons. only visual examination. . SOLAS Requirements as per USCG NVIC 6/02 EEBD Aboard the TSES – At least four units in each main vertical zone. EEBD’s are intended as one-time use equipment and are required to be marked with the manufacturing date and permissible shelf life. 1.Donning is quick. or they may be kept in a dedicated location at the ships fire control station or on the navigation bridge. Machinery Space . Recommended placement should be based on the layout of the engine room to ensure that the units are placed where they can be accessed from the normal duty stations. Typical storage locations include control rooms. It can be donned at any time during the escape. Exceptions may be made for personnel assigned to duty stations immediately adjacent to a door providing a direct exit from the machinery space. Insert the mouthpiece and nosepiece.
Locations of EEBD’s: • Emergency Gear Locker #2 – Quantity 4 • Emergency Gear Locker #3 – Quantity 3 • Emergency Gear Locker #4 – Quantity 3 • Emergency Gear Locker #5 – Quantity 3 • Auxiliary Machinery Space (AMS), near the Sound Powered Phone on the Port Side – Quantity 4 • Engine Room, Operating Level, aft of the throttles – Quantity 10 • Engine Room, Lower Level, Stbd side near the condenser – Quantity 10 • Engine Room, Lower Level, just fwd of Shaft Alley Water tight door – Quantity 12
Emergency Gear Locker
Location of Emergency Gear Lockers: 1. 2nd Dog House on Foredeck, Port Side, aft of 2-Hatch (U-60-2) 2. Second Deck, athwartship passageway, between the sideports, next to the barber shop (2-124-0) 3. Second Deck, Aft end of 6-hold, Starboard side (2-200-1) 4. Third Deck, 5-hold, Aft end of classrooms, Stbd side (3-167-1) 5. Tank top, 4-hold, fwd bulkhead of AMS, amidship (TT-96-0) Each Locker remains locked year round. A key storage box is mounted next to lock. Break the glass to retrieve the key in the event of an emergency. The lockers contain equipment used by the Emergency Squads in the event of an emergency. Each locker contains different amounts of equipment but they all contain the following types of equipment: • Fireman’s Outfit consisting of: Self Contained Breathing Apparatus (SCBA) and spare bottle Protective clothing o Helmet o Flash hood o Flame retardant gloves o Bunker Jacket o Bunker Pants with suspenders o Flame retardant, steel toe Boots Fire Ax Life Line with belt or suitable harness Flashlight • Fire Hoses • Fog Applicators • Vary Nozzles • Navy All Purpose Nozzles • Hose Couplings • Spanner Wrenches • CO2 Extinguishers • Dry Chemical Extinguishers • First Aid Kits • Eye Wash Kits • Water Gel Burn Kits (except for EGL #1) • 5-gallon Foam bottles and eductor (EGL #5 only)
35-10 Fireman's outfit. head straps are in tact. and Maintenance of protective clothing (NFPA 1851). NFPA published a new user document for the Selection. Simply put. clean protective clothing reduces the potential for health and safety risks. Insure valves move freely. and one fire ax. In lieu of the flame safety lamp. boots and gloves. one flame safety lamp. • Inspect all SCBA units. (a) …. Fireman’s Outfit 46 CFR 195. Fittings. Insure all air bottles are in the green and note hydro date. vessels may carry an oxygen depletion meter which is listed by a Coast Guard recognized independent laboratory as intrinsically safe. protective clothing. and Gaskets. In February of 2001. The fireman's outfits must be stored in widely separated. Care. check for rips and missing pieces. • Inspect all fire hoses. Globe Fire Fighting Gear Basic Care & Cleaning Guidelines Recently there has been a greater awareness among emergency responders for the need to have protective clothing laundered regularly. (a) Each fireman's outfit must consist of one self-contained breathing apparatus. This standard . accessible locations. one flashlight. (b) Every vessel shall carry at least two fireman's outfits. one rigid helmet. • Inspect all nozzles and exercise. 46 CFR 96. one lifeline with a belt or a suitable harness. and mask is clean. Wash as necessary. • Inspect fire suits.35-10 Fireman's outfit.Monthly Inspection • Insure an accurate inventory of all gear. replace if necessary. • Test battery operated lanterns.
We do not suggest machine drying. detergents and soaps. When machine washing. always prepare the clothing as directed. since they are less likely to leave any residue on the clothing. We suggest using a laundry bag to protect the inside of the washing machine from the hooks & dees (and to protect the hooks & dees from the agitator of a washing machine when using a top load model). they should be removed from the Shell and laundered separately. do not overload the washing machine. by fastening all closure systems. hooks & dees fastened. Following each complete wash cycle. we recommend a double rinse with clear water. All cleaning agents are clearly labeled as being either detergents or soaps. Protective clothing should always be washed separately in a laundry bag. thoroughly rinse your garments. All closures should be fastened: Velcro® hook covering pile. care and cleaning of all protective elements. and NEVER use chlorine bleach. our recommendation is to hang in a shaded area that receives good cross ventilation or hang on a line and use a fan to circulate the air. Examples of some of the better known detergents would be Cheer or Tide. Guidelines • • • • If the Liners are detachable. which does not have an agitator. which cannot be washed off or worn out. . what follows is a much more comprehensive set of instructions for cleaning gear. and preferably one that is designated specifically for cleaning turnouts. A stainless steel tub should be utilized if available. detergents make the best cleansers because they are formulated to contain special agents that help prevent redeposition of soil. zippers zipped and snaps closed. do not use softeners. and we recommend liquid detergents. never. Of the two. however. Soil redeposition is soil which is first removed from a laundered article. Machine Washing – The special fabrics that make up your Globe protective clothing contain inherent flame and heat resistance properties. It is imperative that you cover the hook portion of all Velcro® to prevent snagging during laundering.sets minimum requirements for the inspection. given the nature of the contaminant’s to which garments are exposed. Cleansers – Cleansers generally fall into two categories. but later in the same wash cycle is redeposited as a thin soil film on the entire surface of the article. Use warm water and a normal cycle. we recommend that you never. However. The Globe label on every garment provides basic information for laundering. use the same machine that you do your home laundry in. We recommend a front loading washer machine.
lasts longer. Having dirt. An alternative method would be to pre-treat garment by applying liquid detergent directly from the bottle onto the soiled area and proceed as with pre-cleaners. this foam should be completely rinsed off with cool water prior to washing. or allow to air dry. and other debris clinging to your gear presents a safety hazard. they do add the cautionary statement that the garment must be thoroughly washed and rinsed to insure that all residual solvent is completely removed. says E. we recommend 1/2 cup of liquid oxygenated bleach to one cup of detergent. . recommend that the following guidelines be used for their product: 1) Damp wipe. Removing Oil or Tar – Oil based soils such as motor oil and tar can be removed with solvents such as "Varsol" prior to washing. and machine drying. using warm water and mild detergent.I. (3) Do not dry clean. most systems contain KEVLAR®. soot. the manufacturer of both Scotchlite™ and Triple Trim. Trim – 3M. DuPont. Squirt the pre-cleaner onto the soiled area and gently rub fabric together until a light foam appears on the surface. and is more visible than dirty turnout gear. However. such as a toothbrush may be used to gently scrub the soiled area for approximately one to one and a half minutes. We do encourage every department to keep their clothing clean and to routinely inspect and repair as needed. use warm water. Bleach – One of the most often asked questions concerns the decontamination of a turnout system. especially with chlorine bleach. strong solvents. A soft bristle brush. and KEVLAR® is completely destroyed by exposure to bleach. Rinse thoroughly. Any spot cleaning or pre-treating should be followed by machine washing prior to field use. They advise against abrasive cleaners. (2) If you choose to machine wash. dry with a soft cloth. If it is absolutely essential that a bleach be used. you must always remember that it features 3-piece layering and you must consider every single layer when deciding how to clean. nor is ironing ever allowed. They also point out that coated material should never be dry cleaned. Clean turnout gear is lighter in weight. The producers of Reflexite® trim state that dry cleaning is not permissible under any circumstances. You must always avoid using solvents on the leather or reflective trim. either as a blend or as the primary fiber. Their recommendation is that you use a soft rag or sponge and that denatured alcohol be used as a cleaning agent.Spot Cleaning and Pre-treating – Pre-cleaners can be used to clean light spots and stains on protective clothing. producers of NOMEX® fibers. CONCLUSION In caring for your turnout clothing. UNDER NO CIRCUMSTANCES should chlorine bleach be used on firefighters clothing.
Protective Barriers .All layers should be examined for charred. Fabric or Material Damage . All Protective Barrier material. and following any application where the clothing may have been damaged or contaminated. cut. should be checked for peeling or cracking. including sleeve well assemblies. It is difficult to determine with any certainty whether your Protective Barrier leaks by looking at either the film or the fabric it’s laminated to. The following represent minimum criteria for inspection and should be considered basic rather then all inclusive. or where you have detected other potential damage to the Shell. Thread or Seam Damage . ripped.Discoloration to any of the layers of the protective clothing should be evaluated.There is a simple field test you can perform to check any Protective Barrier: Place your gear on a flat surface (or over a bucket) with the dry Protective Barrier facing up.Clothing that has become torn. All clothing should be cleaned prior to inspection. burned. If the water passes through the Protective Barrier and wets the other side. Char and Heat Damage .All seams in each separate layer of the garment shall be inspected for thread or seam damage and re-stitched as necessary. Perform this simple test in high abrasion areas like the broadest part of the shoulders. abraded or otherwise damaged by wear should be repaired. Discoloration . Discoloration of the Protective Barrier layer may indicate abrasion or other damage that would render the fabric incapable of preventing water entry. or the seat of the trousers. your Liner should be removed from service and repaired or replaced. . This inspection should take place after each cleaning. which are signs of wear and require replacement.Basic Inspection Guidelines for Protective Clothing All protective clothing should be routinely inspected to insure continued serviceability. or discolored areas that may result in loss of tensile strength and material degradation. To check for weakening of fabric. Damaged clothing should be immediately removed from service until the decision to repair or retire has been made by the safety officer or his designee. Any loss of strength or weakening of the materials to the degree where the material can be torn with manual pressure is a sign of deterioration and the garment should be removed from service for repair or retirement. aggressively flex the material and attempt to push a finger or thumb through the fabric. Check all discolored or faded areas for tensile strength by aggressively flexing the material and attempting to push a finger or thumb through the fabric. Pour about 1/2 cup of water on the Moisture Barrier and wait a few minutes. at the knee.
Just knowing the age of the garments cannot do that and for safety sake. Reflective Trim . To check for continued reflectivity. nor any way in which to prevent further breakdown. including snaps and D-rings. If the reflected light is substantially less than that seen on the new trim. especially in high stress areas such as the Outer Shell inseam of Trousers. it should be retired. When considering retirement. the authority having jurisdiction should take into account things like the amount of ground-in soil contained in the garment.Knit Distortion . and overall condition of each individual layer. pocket snaps. any stains or clinging debris of unknown origin. Retirement . Note that the trim may appear to be undamaged to the human eye when it has actually lost much of the ability to reflect. hold a flashlight at eye level and aim the light beam at the sample to be evaluated. and still safe.All knit areas of the garments shall be examined for loss of strength. zippers. the trim needs to be replaced. Repair to garments with these conditions are usually not cost effective. maintained.In general. In conclusion. If the fibers of the various layers are beginning to show wear in the form of abrasion. The bottom line.Trim that is loose but still reflective may be restitched. once a garment has reached the point where repairs will cost more than 50% of the price of a new garment. loss of shape. while trim that has become burned or otherwise damaged must be replaced. there is no way to restore them to like new condition. each and every one of the items contained in this bulletin should be considered when trying to decide if a garment has reached its useful life span.Check all hardware. Hardware . any judgment call should be made erring on the side of caution. or loss of elasticity. perform a simple “flashlight” test. . regardless of when the clothing was produced. Velcro® should be inspected to insure that contamination has not affected functionality and that stitching remains secure. and take-up buckles to insure functionality. Standing a minimum of 40 feet from the trim sample to be examined. is that the safety officer or authority having jurisdiction must routinely inspect protective clothing in order to assure that it is clean. Compare the brightness of the reflected light coming back to a sample of “new” or unused trim.
5 Fire Prevention & Fire Detection System .
All personnel should be aware of the location of all fire-fighting and life-saving equipment. The Standards of Training. • Check electrical wiring to make sure there are enough circuits and outlets for all of the equipment or appliances you use. and ensure that “No smoking” and other safety signs are posted and followed. • Maintain good housekeeping by eliminating clutter and flammable substances. All crewmembers should be aware of the location. Smoking is one of the most dangerous activities aboard ship that can lead to fire. we can’t pick up the phone and call 911 for help. grease. sawdust improperly disposed of can lead to spontaneous or accidental ignition. Smoking Safety • Smoking is not permitted in the interior spaces of the TSES • Smoking is only permitted on the vessel’s Fantail. Although the Local Fire Department may be deployed. Fire Prevention is critical to the Safety of the Vessel. and appliances safely and check regularly for damage. their muster location and duties in the event of an emergency (see the Station Bill). Fire Prevention is everyone’s responsibility. like matches and electric sparks apart from fuels such as wood. This means you should: • Keep heat sources. oily rags. type. international shore connections. Take steps to prevent a fire before it starts. Remember. concentrating on ship specific Emergency Procedures. This means aft of the last doghouse. It is the Master’s Responsibility to contact local Fire Fighters while in port. Certification and Watchkeeping (STCW) Convention requires all personnel to be given a Vessel Familiarization. Waste. Good housekeeping is the key to Fire Prevention. Response and Equipment. Refer to the ship’s fire-fighting plans for placement and types of equipment and systems that are aboard. and grease. paper. we are the Fire Department while the ship is at sea. All smoking regulations must be followed at all times. not next to a paint locker • All cigarettes are to be extinguished and disposed of in the “Butt Cans” provided on the Fantail • Don’t throw trash in the “Butt Cans” . • Use equipment. It is the responsibility of each and every person aboard to do all in their power to prevent the fire before it starts.Fire Prevention The most successful means of Fire Fighting is to prevent the fire from ever starting. and number of fire-fighting devices in their work area and also in their fire-fighting team’s locker and the primary area of concern. the initial fire response will be conducted by the shipboard emergency teams. machinery.
Survival and safety of the crew are stressed. Never drop the butt & step on it. Definitions Flammability is the ease with which a material (gas. or (3) from a spark or open flame. The range between the LEL and UEL is called the explosive range of the gas or vapor.• • • Do not drop ashes on mooring lines. The greatest percentage of a gas (or vapor) in an ignitable air-vapor mixture is called its upper explosive limit (UEL). using teaching aids such as actual hands-on training. carrying fire-fighting gear. and critiques of drills. liquid. The fire-fighting rule of thumb is: F Find (Find the fire) I Inform (Sound the alarm) R Restrict (Restrict further spread of the fire) E Extinguish (Extinguish the fire) Once the presence of a fire has been established and the alarm has been sounded. The Master and the On-Scene Leader maintain communication. Weekly Drills are conducted aboard the Training Ship to prepare all personnel for potential emergency scenarios. The procedures practiced during drills are followed so that the fire can be contained and extinguished. The Station Bill assigns individuals to Fire Fighting teams where each crew-member assigned to the team has a task such as suiting up in protective clothing. Do not put out a cigarette on the side of the ship. (2) from exposure to a hightemperature environment (auto-ignition). If a mixture contains more gas than the UEL it is too rich to burn. The flammable range (or explosive range) is when a flammable gas or the flammable vapor of a liquid mixes with air in the proper proportion to make an ignitable mixture. donning breathing apparatus. If there is less gas in the mixture. . or solid) will ignite either (1) spontaneously (pyrophoric). crew-members go to their assigned stations. rags or other items that may catch fire Do not throw cigarette butts overboard – it is dangerous (fire hazard if it blows back) & illegal b/c the filter is plastic Do not use the steel of the ship as an ash tray. it is too lean to burn. videos. The smallest percentage of a gas (or vapor) that will make an ignitable air-vapor mixture is called the lower explosive limit (LEL) for the gas (or vapor). Question and answer periods should follow all drills to enable any personnel to obtain additional instruction or information or have a procedure clarified. or being a Team Leader. The Officers aboard the TSES are responsible for the training and education of the cadets and crew as they monitor the individual’s participation during drills. The type of fire and what type(s) of flammable material is involved are assessed carefully to ensure the safety of the crew.
An ignitable mixture is an air-vapor mixture which is capable of being ignited by an ignition source. The flash points and fire points of liquids are determined in controlled tests. Sustained combustion takes place at a slightly higher temperature. . NFPA). referred to as the fire point of the liquid. but which is usually not sufficient to sustain combustion.The flash point is the temperature at which a liquid or volatile solid gives off a vapor sufficient to form an ignitable mixture with the air near the surface of the liquid or within the test vessel (National Fire Protection Association. The ignition point (auto-ignition point) is the minimum temperature required to initiate or cause self-sustained combustion in any substance in the absence of a spark or flame.
Wormald Fire Detection System Multi-zone 20M
The Fire Detection System on board the training ship is a local protective signaling system. It is in continuous operation 24-hours a day, 365 days a year. It uses two (2) types of devices to detect smoke, one (1) one type of device to detect heat and manual pull stations to annunciate alarms. Located on the bridge are two (2) red Multi-zone 20M Control Panels. These Control Panels, mounted on the aft bulkhead, contain several components. • Processor control board containing the microprocessor and memory • Display board containing the alarm and trouble indicators • I/O Board which contains solid state logic for interfacing with supervised input and output circuits • Up to (2) two auxiliary relay boards, each containing eight relays • Regulated Power Supply The front door of each of the control panels displays four (4) Primary LED Indicators and two (2) LED indicators for each of the thirty (30) Supervised Field Circuits (Zones). The four Primary Indicators are located at the lower left corner of the panel. These indicators show the functional status of the system. 1. Power (green) – When lit, it indicates that the main line power is being used. 2. Alarm (red) – When lit, it indicates that one or more of the thirty (30) Supervised Field Circuits (Zones) are in alarm mode 3. General Service Fault (yellow) – When lit, it indicates a system trouble condition. This means that the system is not working properly in a particular zone. 4. Ground Fault (yellow) – When lit, it indicates that a ground fault condition exists.
Supervised Field Circuits
The two (2) LED Indicators for the Supervised Field Circuits show: 1. Circuit Alarm (red) – When lit, it indicates that one or more of the connected devices in this zone has been triggered and is in alarm mode. 2. Circuit Trouble (yellow) – When lit, it indicates a problem in the connected circuit. The detectors were not triggered but the system is not working properly. There are a total of thirty (30) zones throughout the vessel. A diagram indicating the location of each numbered zone is next to the Control Panels, behind the helm. Remote Alarm Indicators Alarm Bells ring on the Bridge, Quarterdeck and Engineroom to indicate a Circuit Alarm. These Alarm Bells sound exactly like the General Alarm but only sound at the specific locations. Located at the Quarterdeck (M-113-2) are an Annunciating Panel, Zone Diagram and Alarm which also indicates a Circuit Alarm or Circuit Trouble for each of the covered zones. At the Control Level of the Engineroom is an alarm bell which indicates a Circuit Alarm only (a detector or pull box has been triggered.) There is no annunciating panel in the E/R so the Engineers do not know which zone has been triggered, only that a detector is in Alarm Mode. This alarm is located near the overhead, above and to Starboard of the throttles. It is just below the Halon Alarm.
Quarterdeck Panel & Quarterdeck Readout & Silence Button Silence Button
E/R Alarm Bell Alarm Mode When a detector or Manual Pull Box triggers the System it sounds an Alarm bell in three (3) locations: • Bridge N-122-0 • Quarterdeck M-113-2 • Engineroom 3-121-0 (Operating Level)
To silence the Alarm Bells, push the Silence Button for 2-seconds, release it and then depress the button again for another 2-seconds. If the Alarm is not silenced within 2-minutes the General Alarm will be automatically Activated and ring throughout the vessel until manually silenced at one of the two Wormald Zone Display Panels (Bridge or Quarterdeck). When the alarm bells have been silenced the readout panels will still make a high pitched noise to indicate the system is still in alarm mode. If a zone is in alarm mode, it is unable to indicate another alarm condition within that zone, however Successive Zones will sound the alarm. Therefore the system should be reset as soon as possible after the original Alarm condition has bee investigated. Check the zone and take appropriate action. When the zone has been found safe so that the detectors will not trigger the alarm again, the system can be reset on the bridge. To reset the system: 1. Unlock and Open the Control Box that contains the alarmed zone 2. Push the Reset Button on the inside of the Control Box Door 3. If the alarmed zone was on the box to the left you must also reset the box to the right (the main Control Box.) 4. Close and lock the Control Panel Doors
Next to the reset button, inside the Control Box, is a test button to test the lights and high pitched alarm. This test button does not test the Alarm Bells. General Trouble Mode When this is indicated at a zone it means that there is a fault in the system and it is unable to monitor the zone properly. It may mean that there is a wiring defect, shorted wire or defective detector head. The indication of General Trouble will not sound the three Alarm bells; it only makes the high
A secondary AC power supply is connected to the system through the ship’s emergency generator. The only way to silence the General Trouble is to reset the system. A battery backup system of rechargeable gel-cell batteries is used in the event that AC power is lost. There are eight (8) 12-volt batteries installed in the red cabinets located below the Control Panels on the bridge. There is no visual indication that a detector is defective.pitched beeping alarm at the zone readout panels. The detection system has its own built in battery charger that continuously charges the batteries. 12 volt Batteries Volt & Ampere Meters . the entire system in that zone must be tested to determine the location of the fault. These batteries are sized so as to provide supervisory power for 7-days. It has no connection to the General Alarms the way an un-silenced Alarm Mode does. The volt meter indicates the voltage of the batteries and the DC Ampere meter indicates the amount of charge being sent to the batteries of each box. Power Supply The Detection System has an internal power supply that converts the 120volt AC input voltage to 24-volt DC output voltage that powers the system.
Deck & Engine Crew Berthing. Sickbay. Clean & Soiled Linen Lockers. Oil Pollution Equipment Storage. Halon Room. M&R Labs. Painting Supplies. Laundry Room & Lounge Officer's Staterooms. Galley. Motor Boats. Ship Store. Carpenter's Shop & Paint Storage Locker Cadet Berthing .Regimental. Snack Bar Emergency Gear Locker #3. Computer Room. Electrical Shop Paint Locker. Crew Lounge/Messdeck. Machine Shop. Lifeboat welded to hatch.Wormald Fire Detection Zones Zon e 1 2 3 4 5 6 7 8 9 10 11 Deck Bridge Cabin Boat Upper Main Main Main 2nd 2nd 2nd Compartment Zone Does not exist Old House Old House Old House Old House/New House 3 & 4-Holds Old House/New House Aft Doghouse 3-Hold 4-Hold Old House & 5-Hold Contents Wheelhouse. Crew Laundry Room. Weight Room Auxiliary Machinery Space (AMS).Oil Drums.20 & 156-man holds Cadet Berthing . Chartrooms. Carpenter's Cage Storage Anchor Windlass and 4 Bosun's Lockers Storage. Capstan Rooms. Emergency Gear Locker #2.20 & 138-man holds Operating Level Classrooms. Welding Lab Cadet Berthing . Monamoy 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 2nd 3rd 3rd 3rd 3rd Tank Top Tank Top Tank Top 17'00" Level Main Main Main 2nd 2nd 3rd 6-Hold & Steering Gear Flat 3-Hold 4-Hold Engine Room 5-Hold 3-Hold 4-Hold Engine Room 5-Hold 2-Hold 1-Hold Anchor Windlass Room 2-Hold 1-Hold 2-Hold . Steering Gear Room. Laundry Rooms & Emergency Diesel Generator Room 1/C Cadet Berthing Offices . Deck & Engine Tool Rooms. CO2 Room. Safety Cage Storage . Emergency Gear Locker #5 Lower Level Cadet Lounge. Reefers. Officer's Staterooms Officer's Staterooms. & Messdeck/Pantry Officer's Staterooms.51 & 81-man holds Dry Stores and Reefers Sideports. tiles. Library & Cardio Room Storage. Motor Boat. Emergency Gear Locker #4 Cadet & Commercial Laundry Room. Cadet Messdeck.
They are posted by the Classrooms and outside the Chief Mate’s Office so that everyone may become familiar with the layout of equipment. Welding Bench & Storage Mooring Lines. access to Aft Peak Fire Plan The location of All Detectors and Pull Boxes can be found on the Fire Plan. doors Tank Top .27 28 29 30 3rd & Tank Top Tank Top 17'00" Level 3rd 1-Hold 2-Hold 6-Hold Aft Rope Locker 3rd Deck .Mattresses.Storages . Copies of the Fire Gangway Fire Plan Plan are located in various locations throughout the ship.Engineer's Workshop.Empty MARAD Activation Containers and Monamoy "Lower 6-Hold" . . Fire Plan tubes are mounted at the top of the gangway. A copy is rolled up and stowed between the Wormald Control Panels on the Bridge for use during a fire or emergency. The Ship’s Fire Plan was updated in March 2006. Port and Starboard. for easy access by Shore-based Fire Fighters if there is a fire aboard while in port.
There are two chambers in the ionization detector. There are ~335 Ionization Detectors known to be located throughout the vessel. an inner chamber that is virtually closed and an outer chamber which is open so air can freely pass through the chamber. Ionization and Photoelectric Detectors. There is only 1 Photoelectric Detector still aboard in the Engineroom.Smoke Detectors There are two types of Smoke Detectors used aboard the vessel. A stainless steel screen is provided inside the detector to prevent foreign objects from entering the reference and sensing chamber. The presence of smoke or invisible gases changes the current flow in the in the outer chamber causing a voltage ratio change between the two chambers. An externally mounted LED indicator (light emitting diode) is provided which blinks as long as the detector is powered and is steady (solid light) when the detector has been triggered in alarm mode. operates by sensing a change in the intensity of . Operating Level. Both chambers are ionized by a single radioactive source (1.0 micro curie of Americium 241) that produces a very small current to flow in the circuit. Indicator LED Flashing = Monitoring Solid = Alarm There are some newer models of Ionization Detectors aboard that may look different or may have a different color LED flashing but the detector works in the same way. The single Photoelectric Detector. The ionization detector has a dual sensing chamber and a single radioactive source. aerosol spray or cigarette smoke enters the chamber. Stbd Side in the Generator Room. They have been known to be triggered when excessive dust. This change is then amplified inside the detector and transmitted to the control system. The LED indicator remains steady and the system will then be placed in alarm mode. The 3 photoelectric detectors that were aboard have been replaced by Ionization Detectors. The ionization detectors can be very sensitive to particles in the air. which will be replaced with an ionization detector when required.
This gives an indication as to which pull box triggered the alarm. Heat Detectors The Fenwal Detect-a-Fire Compensated Detector is the type of heat detector used aboard the training ship. If there is a slow rise of temperature. unscrew the Philips-head screw to the left of the word “Alarm” on the metal cover. There are a total of 27 Detect-a-Fire Rate Compensated Detectors installed throughout the training ship. The contacts and struts are mounted under compression in a tubular stainless steel shell. When this occurs. lift up then pull the cover . Two (2) contact points. There are two (2) different temperature settings for these detectors aboard the vessel. made of silver. are mounted near but electrically insulated from two (2) curved struts that have a low coefficient of expansion. To reset the station.light received by a photoreceptor. This detector has the ability to operate whenever the surrounding air temperature reaches the selected protection level under all conditions of rate of rise. the system will go into alarm. the light from the internal source is reflected onto the light sensitive photocell. Manual Pull Boxes Manual Alarm stations are also used to signal an alarm by simply lifting the plastic cover and pulling down on the metal hand pull. The light causes the photocell to decrease in resistance. This happens at the set point temperature of the detector. the unit is allowed to heat up evenly throughout. These detectors are less prone to accidental triggering as compared to the ionization detectors. A small glass rod is behind the hand pull and is broken by the movement of the pull. causing an increase in current flow. As the outer shell expands. Pulling down on this hand pull trips a toggle switch behind the pull and caused the system to alarm in that zone. As smoke enters the detector. This expansion and reduction in compression continues until the two (2) contact points touch. 0 to 5 degrees per minute. The shell’s coefficient of expansion is much higher than that of the contact and struts. This current is electronically amplified to produce enough voltage to trigger the alarm. The heat detectors in the Engineroom are set to 190˚F and the detectors outside the E/R (Cargo Holds and Emergency Diesel Generator Room) are set to 140˚F. There is no visual indication on the heat detector that it has been triggered. the compression of the contacts and struts decreases.
using the UHF • Close the door to the space to prevent the fire from spreading and get yourself to safety. if you are on the Quarterdeck: • Silence the Alarm • Check which zone indicates an alarm • Notify the Bridge that you are going to check the zone by radio or Sound powered phone (during SST) • Do not go alone & bring the UHF radio with you to investigate • When you reach the space. The Patrolman often has no means of communication with the other watch standers so the Pull boxes give him/her the ability to quickly report any emergency findings very quickly. reset the toggle switch and replace the glass rod before re-closing the metal pull box and plastic cover. The Patrolman’s job is to walk throughout the vessel looking for hazardous conditions while on the Detex Round. • Do not do anything other than investigate and report your findings.toward you to open the metal pull box. Glass Rod There are a total of 60 manual Alarm Stations installed at the exits of most spaces on the Training Ship. • If it is more that a very small fire. What to do when the Fire Alarm Rings. you may be directed by an officer to attempt to extinguish the fire with a portable extinguisher. closing the door may not be enough to control the spread of the fire. The protective plastic cover is installed on the majority of pull stations. determine which alarm was triggered & why • Notify the Bridge of your findings immediately. Anyone who sees smoke or a fire should activate the Alarm by using these Pull Boxes. unless specifically directed to by an officer! Inspection . You may also report your findings by Sound Powered Phone. an officer may direct you to secure power and ventilation to the space. • Await further instructions • If a fire is discovered & it is small.
or by a manual pull box.• Inspect Battery Banks on Bridge deck and insure proper charging is occurring. • Silencing stations should be tested. While she is docked the system is to be checked monthly by activating smoke detectors (photoelectric. rotating the location with each activation of the system. insure they are free from defect and readily accessible • While at sea. . Check for loose or frayed wiring. ionization). the Empire State adheres to CFR Regulations. • Inspect all fire plans. The Wormald system is tested weekly. using random zones throughout its sea terms.
6 Water Tight Doors & Ventilation Controls .
collision or allision. This calculated height governs the maximum quantity of cargo a ship can legally take. Main deck on the TSES) to the upper edge of the load line. This design was though to be unsinkable but the compartments ended just above the waterline and too many compartments were breached by the collision with the iceberg. introduced and promoted the widespread use of Load Lines in 1875. increasing the vessel’s draft.Watertight doors The combination of Load Lines and compartmentalization is intended to keep the vessel afloat in the event of a grounding. The Plimsoll mark was then created due to pressures by Marine Insurance Underwriters. The location of the Load Line is determined to maintain a minimum freeboard. walk aft into 2-hold Main deck and then climb down to 2-hold Lower ‘tween. Calculated Freeboard is the amount of reserve buoyancy the vessel is required to maintain. Compartmentalization – maintain reserve buoyancy. It enables the ship to take on additional weight. Due to operational . preventing the entire hull to fill with water in the event of a hull penetration. If this draft is exceeded. When a compartment is breached. Reserve Buoyancy is the watertight volume between the waterline and the uppermost continuous watertight deck is the reserve buoyancy of the ship. This becomes a domino effect that will eventually sink the ship completely. The flooding water adds weight to the vessel. a British Member of Parliament. it can lead to the ship sinking so deep in the water that the flooding water does not level off until after it flows over the top into the next compartment. It is measured by vertical distance from the upper edge of the assigned deck line (first continuous deck. the vessel is overloaded and unstable. and it is closely related to the ability of the ship to survive damage. To get from the Lower ‘tween of 1-hold to the Lower ‘tween of 2-hold (both different compartments) you must climb all the way up to 1-hold Main deck. The watertight bulkheads between each compartment must extend from the bottom of the ship all the way up to Main Deck. It now sits lower in the water so the waterline will be much higher on the ship. The freeboard at any given time is the measurement from the waterline to the first continuous deck. If several compartments are breached. One of the first vessels to divide the hull into compartments below the waterline was the Titanic. Load lines and the Plimsoll mark indicate the draft that a vessel can be safely loaded to. Load Lines .Samuel Plimsoll. The compartments are much higher now to maintain more reserve buoyancy than the Titanic had. the water will flow in until the height of the water in the compartment is level with the water outside the ship. The water started to run over the top of the compartments much sooner than they would today.
There are usually six dogs.e. Some are operated manually. as openings for venting heat and smoke to the outside. However. Class 1 Doors – Class 1 doors are constructed of steel. collision or allision. Their use in these locations provides protection against inclement weather and heavy seas. and then the center dog on the hinge side of the door.needs. E/R to AMS. when they are hand tightened. a vessel often requires an opening below the Main Deck and between compartments for personnel access. (The hinges are attached through slotted or elongated openings. there are three classes of watertight doors: Class 1 – manually operated hinged doors Class 2 – manually operated (with hydraulic assist) sliding doors Class 3 – manually and power-operating sliding doors. When a class 1 door is closed. then lower and center dog last. They may also be used during and after fire fighting operations. most class 2 doors are operated by a manual system with hydraulic assist. and must be swung open or closed manually. Watertight Doors have been designed and installed for that purpose. Types of Watertight Doors “A watertight door is. these opening must be able to be secured to restore the compartmentalization. they cause the gasket and knife edge to form a watertight seal. by turning a wheel that moves the door via a set of gears. a knife edge on the door fits against a rubber gasket on the bulkhead. i. Class 1 doors are used for all exterior deckhouse openings on weather deck levels. The first door nearest the upper hinge should be released. They are hinged.) Then the dogs on the side opposite the hinges should be released in the same order – upper. Generally. In the event of a grounding. All three classes of doors must be capable of being closed with the ship listed 15˚ to either port or starboard. then the dog nearest the lower hinge. the fire retarding capabilities of a watertight door match those of the bulkhead in which it is installed. The door is secured in the closed position by hinged levers called dogs. designed to prevent the movement of water through the doorway. A rotary hand pump produces the hydraulic pressure that opens or closes the door. Classifications. In terms of operation. Class 2 Doors – Class 2 watertight doors are steel sliding doors used below the waterline. A class 2 door must be . as its name implies. A class 1 door should be undogged as indicated in the picture below.
so that anyone attempting to close the door can easily determine its position. Their positions are monitored. a minimum time interval of 20 seconds is provided from the time of the signal until the door reaches the closed position. Class 3 Doors – The class 3 watertight door is a sliding steel door that may be operated by either an electric hydraulic system or a manual hydraulic system.capable of operation from either side of its bulkhead and must be able to close in 90 seconds or less when the vessel is not listing. closing the door and dogging it down. A door position indicator must be installed at the remote closing location. via electric circuits. usually a deck above the door. A manual hydraulic operating system is also provided at a remote location. a warning signal at the door must sound. Display boards are usually located on the Bridge. Chalk marks will show on the entire rubber gasket if the door closes properly and the gasket is in good shape. They allow the positions of the ship’s watertight doors to be evaluated quickly in the event of a collision or during a fire. A second means for closing (not opening) the door must be provided from an accessible position above the bulkhead deck. class 3 doors must be capable of being closed from a central location on the bridge. Both systems must be capable of operation from both sides of the bulkhead and must be able to close the door in 90 seconds or less when the ship is in an upright position. The doors can be operated simultaneously or separately from the control station. on a lighting display board. that they close properly and that all the dogs operate freely. a wheel valve is turned to operate gears that slide the door closed. A door position indicator must be installed at the remote closing location. the remote mechanism is used only to close the door. This is usually a mechanical means. to determine if CO2 flooding systems can be deployed. The manual hydraulic system is similar to that installed on the class 2 watertight doors. Also. a switch activates an electric motor that drives the hydraulic opening and closing mechanism. The seal can be tested by putting chalk on the knife edge. Testing – Manually operated doors should be tested to ensure that they can be opened easily. When a watertight door control is activated on the bridge. On passenger vessels. The . it should be adjusted or replaced. there must be a 1 second warning signal before the door moves into the clear opening. In the former. If chalk marks skip any part of the gasket. The doors must also be capable of closing automatically if they are opened at the bulkhead after being closed from the bridge. Ships fitted with more than one class 3 door can be equipped with a central control station. As for class 2 doors.
Power Supply Expansion Tank Local Manual Crank Electric Control WTD • • • WTD • • • 1 – The foot of the ladderwell to the Crew Messdeck Location 2-139-1 Horizontal Sliding 30” x 76” Remote Manual Control: M-139-1 2 – Between the Reefers and the Cadet Messdeck Location 2-139-2 Horizontal 30’’ x 76” Remote Manual Control: M-139-2 1 Marine Fire Prevention. Class 3 WTD's are hydraulic operated. capable of closing within 90-seconds with no list and operated from either side of the door and remotely. These Watertight Doors are located below the 1st Continuous Deck used to determine Load Line and Reserve Buoyancy Requirements.”1 TSES Watertight Doors The Vessel is equipped with four Class 3 Watertight Doors. These doors should be tested according to the manufacturer’s recommendations. The testing of the hydraulic doors is complex and requires particular mechanical skills and knowledge.Marine Training Advisory Board. Brady Company . Robert J.Coast Guard requires that all watertight doors be hose tested in the closed position during installation. Firefighting and Fire Safety . They may remain open while underway but should be closed immediately in the event of an emergency to maintain the vessel's compartmentalization.
to Stbd of the Shaft. The hand cranks at the WTD are reversible. indicating the door is being closed □ Indicating lights on the Bridge Central Control Panel will inform the Bridge that the door is in motion and finally. indicating the door is being closed . Next to Deck Training Office 4 – Forward Entrance to Shaft Alley Location entrance to shaft alley.WTD • • • WTD • • • 3 – The after end of the tunnel connecting AMS to the E/R Location T-122-0 Vertical Sliding 30” x 60” Remote Manual Control: M-118-1. The Hydraulics can be controlled electrically or manually from either side of the Watertight Door. when it is completely closed. as indicated on the hand crank. when it is completely open. until the door is closed □ An alarm will sound locally. capable of both opening and closing the WTD. □ Bring the lever back to neutral or "Off" once the door is completely open To close manually: □ Flip down the handle on the hand crank □ Rotate the handle in the clockwise direction. □ Bring the lever back to neutral or "Off" once the door is completely closed To open electrically: □ Ensure the Control Switch and the Master Switch on the Bridge Central Control Panel are in the "Reset" position □ Use the Electric Control Box on either side of the Watertight Door □ Turn the lever to the "Open" position & hold it there until the door is completely open □ Indicating lights on the Bridge Central Control Panel will inform the Bridge that the door is in motion and finally. To close electrically: □ Use the Electric Control Box on either side of the Watertight Door □ Turn the lever to the "Close" position & hold it there until the door is completely closed □ An alarm will sound locally. T-141-0 Vertical Sliding 24” x 54” Remote Manual control: M-119-1 in the cage at the top of the ladderwell to the Crew Mess Local Operation All four Watertight Doors are operated using hydraulics.
when it is completely closed. .□ Indicating lights on the Bridge Central Control Panel will inform the Bridge that the door is in motion and finally.
The Bridge Remote Station. as indicated on the hand crank. The Master can close the Watertight Doors from the Bridge but cannot open them. until the door is closed □ An alarm will sound locally. Stbd Side behind the Radars. Manual Operation from Main Deck □ Operation is similar to closing the doors manually at the door. can also prevent the doors from remaining open. indicating the door is being closed □ The Remote Station has a door position indicator to let you know when the door is completely Position closed Indicator □ Indicating lights on the Bridge Central Control Remote Panel will inform the Bridge that the door is in motion and finally. Master Control Station. Keeping an individual Control Switch or the Master Switch in the "Close" position will prevent the door from remaining open. □ Flip down the handle on the hand crank □ Rotate the handle in the clockwise direction. Operating Instructions: □ To close any door – Move Control Switch to "Close" □ Emergency Closing (All Doors) – Move Master Switch to "Close" Signal Light Code: □ Green Light – Door Closed □ Red & Green Lights – Door Closing or Intermediate Position □ Red Light – Door Open . The door will open locally but as soon as the operator puts the electric control in neutral or stops cranking the manual handle. when operated locally. once closed. not opened. Remote operation only permits the doors to be closed. Bridge Operation The Master Control Station is located in the Wheelhouse at N-123-1. aft bulkhead.Remote Operation Remote operation of the Watertight Doors may be accomplished manually from the Main Deck or electrically from the Bridge. the door will close again. when Station it is completely closed.
This door is NOT a Class 2 or 3 Water Tight Door and must remain CLOSED while underway to maintain the vessel's compartmentalization as per the Load Line Certificate. Dry Stores and Reefers. In the event of an emergency. i. just like the Sideports. hydraulic assist Watertight Door is located in the Fwd end of the 2nd Deck Athwartship Passageway at 2-119-0.Other Watertight Doors A horizontal sliding. It separates the Machinery Compartment from 4-Hold. It must be dogged closed to achieve watertight integrity. It can only be operated from one location. the ship could sink in the amount of time it takes to close the door. .e. The door is operated by a manual lever and is "pumped" closed using hydraulics. This door takes approximately 15-minutes to close and seal. to Stbd of the Door. the manual hydraulic controls in the Athwartship Passageway. because it is located below the Main Deck. collision and flooding.
Use a to twist the hinges to bring the door snug to the door flange 5. Move the Hydraulic Operation Lever side to side until the door is reaches the Stop and is aligned to be closed 4. clearing the door flange 2. Dog the Door and tighten dogs in a star pattern to ensure even sealing of the door. Hinge riding on Top Track Place wrench here to move hinge Hinge riding on Lower Track Access Door WTD Closed Control Lever Control Lever Door against Stop Dog Secured Operating Lever . Set Hydraulic Control Lever to the "Close" Position 3. Use a wrench to twist the hinges so they ride properly on the top and bottom track.Operation of Watertight Door 1.
as openings for venting heat and smoke to the outside. These doors may be closed in the event of a fire to stop the spread of smoke & flames into other areas of the ship. a class 1 door should be undogged as indicated in the picture below. Anchor Windlass 1 Hold. They may also be used during and after fire fighting operations. The TSES also has Class 1 WTD's on the Main Deck interior passageways. then lower and center dog last. 2 3 Hold (Stbd Side). The first door nearest the upper hinge should be released. They can also be used as entry points into the fire area. 1st 4th Tighten the Dogs down all the way so the Door is Watertight. 1 2 Hold (Port & Stbd). pre-conversion. When making entry into a fire space.) Then the dogs on the side opposite the hinges should be released in the same order – upper. and then the center dog on the hinge side of the door. .Class 1 Watertight Doors Class 1 doors are used for all exterior deckhouse openings on weather deck levels. some of the deck was the weather deck. These Doors separate the holds on Main Deck. 3rd 6th 2nd 5th Use the "Cheater Bar" that is provided to add extra leverage to close or open the Dogs. Their use in these locations provides protection against inclement weather and heavy seas. (The hinges are attached through slotted or elongated openings. then the dog nearest the lower hinge. Ensure there is no light coming through as seen here. 3 4 Hold (Port & Stbd) and 4 Hold House at the Quarterdeck.
Centerline 3-Hold: 5. smoke and flames travel from one space to the next through the duct work. Aft. Stbd Side. Keeping the Ventilation running also introduces new Oxygen in the Fire Space to feed the fire. just Fwd of 6-Hatch. Doghouse just fwd of #2 Hatch. Port Side Exterior Passage. Bridge Deck. Next to Fwd Ladder. 2nd Deck. Port Side. Upper Deck. 3rd Deck. Power to the individual Fans is often secured inside the Fan Room. outside 51-man Hold 7. The Lighting Circuit Breakers for these locations are also often found here. After end of Classrooms Centerline Passageway 6-Hold: 11. the heated air. N-138-1 2. Fan Rooms can be found in the following Locations: House: 1. 2nd Deck. New House Port Side 1& 2 Holds: 4. Main Deck. Main Deck. Aft Athwartship Passageway. Exterior. Aft. 2nd Deck. Main Deck. Athwartship Passage. Stbd Side Exterior Passage. Quarterdeck. Stbd Side. Next to Fwd Ladder. Port Side . Stbd Side. Centerline 5-Hold: 10. Upper Deck. N-138-2 3.Ventilation System Fire can often spread throughout a vessel through its ventilation system. Bridge Deck. inside 156-man Hold 4-Hold: 8. Fwd of Dry Stores Cage. Inboard 9. It is important to secure Power and Ventilation to a Space as soon as a fire is spotted. Stbd Side 6.
The heat can still travel through the duct via convection. Firefighting and Fire Safety . smoke and flame. Securing the fans will stop the forced flow of air through the ducts. This reduces the rate at which the fire intensifies and thus reduces the heat buildup. or 100˚C (212˚F) in hot areas such as galleys. behind the helm In the event of an actual fire. Second. They do this in two ways: First. This switch secures the fans but does not close the dampers.2 mm (1/8 inch) thick and suitably stiffened. With the damper in the open position. slightly to Starboard of centerline on the aft bulkhead.”2 2 Marine Fire Prevention. break the glass and push the lever to the OFF position. but they can help stop fire from spreading. A visible indicator on the outside of the duct shows whether the damper is closed or open. the fusible link will have to melt and break for the dampers to close. so that these combustion products do not spread the fire through the ducting and into uninvolved spaces. On the Captain’s Order. There is no way to secure the E/R ventilation from the Bridge.Marine Training Advisory Board. This will secure the ventilation fans throughout the vessels. Robert J. rather than running around to fan rooms to secure the fans. they reduce or shut off the supply of air to the fire.Ventilation Cut-off Switch on Bridge Located in the Wheelhouse. When the air in the duct reaches a temperature of about 74˚C (165˚F). all the ventilation (outside the E/R) can be secured with one switch on the Bridge. except the forced draft fans to the Engine Room. Dampers can also be closed manually. the fusible link melts. Fire dampers will not prevent fires. It is placed within a ventilation duct and held in the open position by a fusible link. reducing the amount of oxygen being introduced into a fire space. they block heat. Fire Dampers “A fire damper is a thin steel plate at least 3. Brady Company . air may flow through the duct. allowing the damper to close.
The fans can be secured in the fan room but should only be done under the direction of an Officer. Each damper is locked in the open position by a pin through the manual handle. All fusible links are set to melt at 165˚F. fire dampers are located throughout the vessel and are most often located in or near a fan room. except for the 4 dampers located in the Cadet Messdeck which are set for 212˚F. The damper will close when the fusible link melts or when the pin is removed and the handle is moved to the closed position. the open/closed position and direction of air flow must be indicated and “FD” is stenciled in red for easy identification. On the damper. It is advisable to secure power to the fan that is connected to the duct when closing a fire damper. This will stop the flow of air in the duct and prevent a buildup of pressure. .On the Training Ship.
7 Fire Extinguishing Systems .
Power Supply & Local Start Switch Pressure Gauge Discharge Valve Pump Sea Chest Suction Valve Strainer Main Fire Pump located in AMS A Centrifugal Pump uses centrifugal force to transfer fluid through the system. These “Fire Stations” are strategically placed so that every location can be sprayed with water. Two additional fire pumps are located in the main E/R on the Port Side.Fire Main and Fire Stations The ship has a Horizontal Loop Fire Main as the primary fire fighting system throughout. All seawater suction pumps in the E/R have hydrants in their piping system to allow a fire hose to be attached so the pump can supply water to the fire main. tank top level. This covers all internal and external areas of the ship to deliver seawater through fire hydrants. It is connected to a Remote Start outside the E/R near the Halon Room. The Fire Pump located on the Starboard side of the Auxiliary Machinery Space (AMS) is designated as the primary Fire Pump and remains lined up at all times getting its power supply from the Main Feeder. It consists of a rotation impeller (a rotating part with vanes to . Fire Pumps The Training Ship has a total of four fire pumps that are dedicated for use with the fire main system. The Fire Pump in the After End of Shaft Alley on the Starboard Side is the only Fire Pump on the Emergency Bus.
Block Valve . Open a bleeder. preventing the need for the pipeline to penetrate the watertight bulkheads that provide the vessel’s compartmentalization. using block valves. if necessary. You want to slowly fill up the discharge side of the pump to prevent these spikes and allow the liquid time to flow into the suction side. This loop allows a branch to be closed off. reaching all the areas of the vessel. Unless started remotely. This will still allow water to be pumped to the remaining branches. Loop System Horizontal Loop System is a type of fire main where the pumps feed to a pipeline on the Main Deck that loops around the Port and Starboard Side. Each Fire Pump is a centrifugal pump and must be started in the proper sequence. the fluid is sucked through the centre of the casing and discharged tangentially. The loop is situated on the Main Deck because it is the only continuous deck from Bow to Stern. to prevent over pressurization of the system If you have the time. the discharge valve should be kept closed when starting a centrifugal pump. close the discharge 3. Start the pump 4. This prevents a shock wave of water being sent through the system because these pumps require a constant flow of liquid on the suction side to run properly. This can cause pipeline shifts if the force of liquid is too great and the pump will cavitate if starved of a constant flow of liquid into the pump. If they start to spin too quickly. Watch the pressure 6. 1. in the event of a pipeline break. Open the Suction 2. during operations. It then branches out to the hydrants at the Fire Stations. Slowly open the discharge valve 5.impart centrifugal force on the fluid) enclosed within a stationary volute casing. they tend to grab the liquid in the pump and shoot it out to the discharge line before the suction side can fill the pump up again. forward and aft.
outside the Sickbay entrance. International Shore Connections are located in Emergency Gear Lockers 1. 2 & 3. at Frame 152. After connecting the hose. It is an adapter that attaches to the shore side fire hydrant using 4 bolts and a gasket and is threaded with a female 2-1/2" Hose connection. . The female end of the hose attaches to the Ship's Fire Main Shore Connection. and then connect Male End (nozzle end) of hose to the coupling.International Shore Connection The International Shore Connection is used when the ship is unable to use her own fire pumps to supply the Fire Main System. One Way Check Valve Direction of Water Flow International Shore Connection – Mount on Shore side hydrant using the bolts. Port & Stbd Side. seen above. This allows the ship to run out a length of 2-1/2" hose to connect the shore side fire hydrant to the ship's Fire Main Shore Connection located on the Main Deck. the shore side hydrant is opened to supply water for the Ship's Fire Main.
The 1-1/2” hoses are easy to maneuver around corners by only one person while the 2-1/2” hoses require at least three people to maneuver and they do not bend well around corners or objects. Placement of the station and length of the hose has been determined to provide full coverage to all spaces around the vessel. Typical shipboard fire station Each • • • Station contains the following equipment: Fire Hydrant Valve • Spanner Wrench Valve thread cap with chain • Hose Saddle Hose • Navy All purpose Nozzle Additional equipment may be found at a station including: • Low-Velocity Fog Applicator • Wye-gate (Y-Gate) • Additional Hoses • Fire Ax • Additional Hose • Portable Fire Extinguisher .Fire Stations Each station is numbered and marked with the appropriate ship’s structural frame number. is determined by the location of the station on the vessel. The size of the hose. Typically. the 1-1/2 inch stations are in the interior spaces while the 2-1/2 inch stations are on the exterior decks. 1-1/2” or 2-1/2”.
The Vary Nozzle can be used with the in-line foam eductor but the Navy All-Purpose cannot. . It is only found in the 5 Emergency Gear Lockers. The Straight Stream can be used to break up a Class A fire when the bale is moved all the way toward the nozzle-man and hose. do not throttle these nozzles. This pattern may be used as a shield for the firefighters. off when away from the hose or on when placed closest to the hose. Rotating the nozzle head provides the different patterns from straight stream to low-velocity fog. Vary Nozzle provides multiple patterns without the need for applicators.“Leave the women & children behind” is a good memory aid to remember the female end of the hose gets connected to the fire hydrant while the male end connects to the nozzle. High-Velocity Fog is achieved with the bale set at a 90˚ angle to the stream (straight up) and is the most common stream used in Marine Fire fighting. There are only two (2) positions for the bale. Vary Nozzle Patterns The Vary Nozzle is not found at the Fire Stations throughout the vessel. the high-velocity tip must be removed and replaced with a Low-Velocity Fog Applicator with the bale set to Fog. To achieve Low-Velocity Fog. These are the only 2 positions that should be used. Nozzles Navy All Purpose Nozzles are multifunctional that are found at all the Fire Stations to deliver water in different patterns for fire fighting. The female end of the hose has a swivel to allow connection of the hose to the hydrant without twisting the hose.
S/S of Doghouse just fwd of Spring winch Upper Deck. Main Deck. Bridge Deck. P/S Interior Passageway Old House. S/S Fwd House Exterior. S/S Bridge Wing Old House. near ladder . Upper Deck. S/S Interior Passageway Old House. under ladder Upper Deck. P/S Interior Passageway Old House. Boat Deck. outside Officer's Rm Old House. P/S Interior Passageway Old House. fwd. Boat Deck. S/S. S/S Exterior Aft House. fwd. Doghouse to aft 3-hold ladder Upper Deck. fwd. aft bulkhead of Doghouse fwd of #2 Hatch Upper Deck. Bridge Deck. Bridge Deck. P/S Exterior Old House. S/S Interior Passageway Old House. Fwd of Welding Shack Main Deck. Upper Deck. Cabin Deck. below Lifeboat 4 Old House. P/S Doghouse to Windlass Room Aft Doughouse. Boat Deck. P/S Exterior Old House. Upper Deck. P/S Exterior. under ladder Old House. S/S Exterior Old House. Cabin Deck. exterior Aft Doghouse. S/S Aft bulkhead. not making connections! A Fire Hose only needs to be tightened by hand. S/S Exterior Old House. P/S exterior. S/S Exterior. Boat Deck. below Lifeboat 3 New House.The Spanner Wrench is used for breaking connections. Main Deck. Upper Deck. Upper Deck. The o-ring on the female end of the hose will seal the connection. Upper Deck. fwd. P/S Fwd House Exterior. P/S Exterior. P/S Interior Passageway Old House. Cabin Deck. Aft Athwartship Passageway Old House. S/S Interior Passageway Old House. Fire Station Locations: # 1 2 3 4 5 6 7 8 9 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4 2 5 Location Old House. C/L. Upper Deck. Cabin Deck.
Lower Level. S/S. C/L. Main Deck. S/S. S/S. fwd of Fuel Oil pumps . 2nd deck. 2nd Deck. Old House. S/S of passageway. aft 3-Hold. S/S Passageway. S/S. Lower Level. C/L Aft Athwartship Passage New House. P/S passageway. P/S Interior. outside fan room 5-Hold. Fwd Engine Room. Tank Top. near Reefers. fwd part of foyer. near 156 entrance 3-Hold. fwd Anchor Windlass Room. fwd of WTD 4 Engine Room. fwd bulkhead in Cadet Mess. P/S. P/S. 2nd Deck. Main Deck. 3rd Deck. Main Deck. 3rd Deck. 17'00" Level. aft of E/R Ent. S/S. 2nd deck. 20-man Hold. aft of Carpt. S/S 1/C rooms. P/S fwd of WTD #2 controls Old House. Exit near Sickbay New House. Main Deck. 3rd Deck. S/S fwd of WTD #1 controls 4-Hold. S/S 1/C rooms. 3rd Deck. Shop 6-Hold. near drinks 5-Hold. fwd. aft & inboard. aft by EGL #3 6-Hold. aft of tool room 5-Hold. aft bulkhead of ladderwell 4-Hold. S/S of passageway. Main Deck. S/S of Passageway. outside Cardio Rm/Library Shaft Alley. Main Deck. 138-man Hold. P/S 1/C rooms. P/S. fwd 3-Hold. fwd passageway. C/L. 3rd Deck. near sinks 3-Hold. Exit near Sickbay Old House. Main Deck. across from Classroom #4 4-Hold. S/S. Main Deck. fwd. 2nd Deck. 2nd Deck. 156-man Hold. Tank Top.2 6 2 7 2 8 2 9 3 0 3 1 3 2 3 3 3 4 3 5 3 6 3 7 3 8 3 9 4 0 4 1 4 2 4 3 4 4 4 5 4 6 4 7 4 8 4 9 5 0 5 1 5 2 5 3 5 4 New House. 2nd Deck. P/S 1/C rooms. 2nd Deck. fwd of WTD #1 3-Hold. Main Deck. Aft Shaft Alley. aft bulkhead Steering Gear Flat. Main Deck. aft 3-Hold. fwd bulkhead in Cadet Mess. S/S in 138-man Hold. outboard of Scullery Old House. across from fan room door 5-Hold. P/S Lower E/R. 2nd Deck. P/S. S/S Interior. aft 4-Hold.
under AMS Ladderwell 3-Hold. Inboard. S/S Fwd. Tank Top. Tank Top. Lower Level. fwd bulkhead of Cadet Laundry . on Drain Tank 4-Hold. fwd. outboard. P/S. Passageway aft of Weight Rm. Tank Top.5 5 5 6 5 7 5 8 Engine Room. next to ladderwell door 3-Hold.
CFC’s deplete the Ozone Layer of the Earth. The system also contains 5 cut off switches and 2 remote system actuators. and suffer no long term effects. it vaporizes to an odorless. The presence of such byproducts is readily detected because they include hydrobromic acid and hydrofluoric acid. It is believed that the depleted Ozone Layer is contributing to Global Warming and the “Greenhouse Effect. Inc. Halon cylinders. B (flammable liquids and gases) and C (electrical) fires. it must get the refills from the government or switch to a non-CFC Halon agent. which are intensely irritating. Halon 1301 is a trade name for Bromotrifluoromethane. very high temperature flame. 3 Halon 1301 information obtained from FreeDictionary. pilot CO2 cylinders. However. or contact with redhot metal.S. . a website by Farlex. spare CO2 cylinders. can cause decomposition to toxic byproducts. Halon fire suppression is not completely non-toxic. but they are totally unsuitable for Class D (metal) fires. 2 – 75 lbs. a pneumatic stop valve and a 60-second time delay. “Halon 1301 flood systems are typically used at concentrations no higher than 6% volume in air as compared to CO2 which requires 34% concentration. as they will not only produce toxic gas and fail to halt the fire. but offer no advantages over specialized foams. When released in the protected area. the chemical formula is CF3Br. The Halon Room is located at 2-126-1. Military owns most of the Halon 1301 supply.com. It does not conduct electricity and is often used to protect machinery spaces.” 3 Halon 1301 is stored and shipped as a liquid under pressure. the Starboard Passageway leading to the Crew Messdeck. and even at 15% persons remain conscious but impaired. Halons are very effective on Class A (organic solids). the natural protective barrier or filter against much of the harmful UV Radiation from the Sun. If the TSES ever uses its Halon System. Halon extinguishes a fire by interrupting the Chain Reaction and is thought to be more effective than CO2 in many cases. Halon 1301 causes only slight giddiness at its effective concentration of 5%.” The U. and contains 12 – 322 lbs. colorless gas and is propelled to the fire by its storage pressure. It is a Chlorofluorocarbon (CFC) and the production of such agents was banned by International Treaty starting in 1994.Halon 1301 Fire Extinguishing System The Halon System is the primary fire extinguishing system for the Engine Room aboard the TSES. but in some cases pose a risk of explosion. 2 – 50 lbs. Halons can be used on Class K (kitchen oils and greases) fires.
the Starboard Passageway leading to the Crew Messdeck. The system also contains 5 cut off switches and 2 remote system actuators. spare CO2 cylinders. pilot CO2 cylinders. . The Halon Room is located at 2-126-1. 2 – 75 lbs. a pneumatic stop valve and a 60-second time delay. 2 – 50 lbs.The Halon System is the primary fire extinguishing system for the Main Engine Room aboard the TSES. and contains 12 – 322 lbs. Halon cylinders.
Valve Release CO2 Pilot The 60-second time delay prevents the Cylinders discharge of Halon into the E/R for 60-seconds to allow for the evacuation of personnel. the time delay can be by-passed by opening the valve at the top by pushing on the handle.The two CO2 pilot cylinders are used to activate alarms in the E/R. The time delay is made up of a cylinder that fills with CO2 Time until a preset internal pressure is reached.k. The layout of the Halon Room is a series of Halon Cylinders separated into three “banks. If necessary. Delay When the preset pressure is reached. The 6 bottles on the aft bulkhead go to the Lower Level of the main E/R.a. around the Steam Drums. the valve at the top of the time delay opens allowing the CO2 to flow through the delay to trigger the Halon bottles. . There are no Halon nozzles on or above the Main Deck. therefore. The lone bottle in the corner is piped to go to 2nd Deck.” is a check valve to help prevent accidental release of Halon in to the E/R. The 5 bottles in the middle of the room go to the Operating Level of the E/R. excluding Shaft Alley & AMS. False Stack or Upper E/R) has no Halon Protection. to trip the pneumatic cut off switches. to fill the 60-second time delay and to trip the pneumatic valves on the Halon cylinders. the Fiddley (a. labeled “Valve Release. at the top of the boilers.” Each bank is piped to go to a different level of the E/R. The pneumatic stop valve.
Remote Operation of the Halon 1301 System 1. just forward of the door to the Halon Room. The released CO2 will simultaneously sound the alarms in the E/R. Diesel Oil Transfer Pumps Automatic Actuator 4. Go to either pneumatic remote actuator box (2123-1 or 2-123-2). Fuel Oil Transfer Pumps The remote system actuators are located at 2123-1 (outside the Halon Room) and 2-123-2 (on the machinery casing) and are made up of a 2-1/2 lb. open the box and follow instructions posted in the box 3. 6. The released Nitrogen goes in two directions. just aft of the Halon Room. 1.The 5 cut off switches located at 2-124-1. When tripped. The Halon will then be discharged to the different levels of the E/R through nozzles which are located near the overheads. There are no . 7.) The CO2 gets released from the bottles into the system while the Nitrogen is re-circulating through the Valve Release. Be sure to close F. simply push down on the button until it locks. Some Nitrogen triggers the CO2 Pilot Cylinders while the rest of the Nitrogen trips the Pneumatic Stop Valve (Valve Release. After 60-seconds. Lift the Nitrogen cylinder handle until it punctures the cylinder 5. Turn Valve “A” 90° counter clockwise (to the Left) 4. Forced Draft Fans 2. Secure manual vents in the Plenum d. The Nitrogen is used to activate the pilot CO2 cylinders inside the Halon Room. Close All Doors & Hatches b. To reset the switch. Secure all openings to the Engine Room a. The following pieces of equipment are attached to the 5 cut off switches. Close Watertight Doors to Shaft Alley & the Auxiliary Machinery Space (AMS) Nitrogen 2. The cut off switches shut down the same pieces of machinery that are connected to the cut off switches in the main CO2 system and at the exit to the E/R. thus allowing the CO2 to continue through the system. Port & Stbd. The switches are tripped to the OFF position by the CO2 that has been released from the pilot cylinders. Fuel Oil Service Pumps 6. Settler Valves. all electrical power is cut to the equipment connected to the switch. 2nd Deck c. Machinery Space Ventilation 3. This recirculation keeps the valve open until the CO2 flows through with enough pressure to do the same.O. Ship’s Service Diesel Generator Trips Box 5. Nitrogen Cylinder and one small ball valve. trigger the cut off switches and start filling the 60-second time delay. are operated by pneumatic pressure. the valve on the time delay will open and the released CO2 will open the pneumatic valves on the Halon cylinders. The button at the top of the switch will be in the up position when tripped. 8.
Halon nozzles located on or above the Main Deck. is not covered by Halon. Halon Nozzle . Main Deck to the Fiddley. The Upper E/R.
Secure manual vents in the Plenum d.O. Secure all openings to the E/R a. . 5. This releases the CO2 into the system. Be sure to close F. Settler Valves. Manually open the stop valve (Valve Release) by pulling on the handle 4. 3. The Halon will then be discharged to the different levels of the E/R through nozzles which are located neat the overheads. 6. After 60-seconds. Pull the locking pin on the CO2 Pilot Cylinders and push down on the red plunger. trip the cut offs and start filling the 60-second time delay.Manual Operation of the Halon 1301 System 1. Port & Stbd. Close Watertight Doors to Shaft Alley & the Auxiliary Machinery Space (AMS) 2. Close All Doors & Hatches b. The released CO2 will then flow simultaneously to the E/R alarm. the valve on the time delay will open and the released CO2 will open the pneumatic valves on the Halon cylinders. 2nd Deck c.
such personnel MUST wear SCBA and a life line. Time Delay The order to dump the Halon System into the E/R must be given by the Master upon the Chief Engineer’s recommendation. Entry before this time must only be done to save a life or maintain control of the vessel. . All efforts must be made. the time delay may be bypassed by pressing down on the handle located at the top of the time delay. to evacuate the E/R of all personnel.Valve Release (pneumatic stop valve) 60-sec. The 60-second time delay is intended to allow time for any remaining personnel to evacuate. prior to the release of Halon. If it is known that the E/R is clear and all personnel have been evacuated. The E/R must be fully ventilated and tested prior to re-entry by personnel.
Check the pressure gauge on each bottle to ensure they are all still full. The needle must remain in the green sector to ensure proper pressure. . along with all the portable extinguishers. Halon Bottles do not require periodic hydrostatic testing the way SCBA and CO2 bottles do because the Halon does not tend to corrode the metal. usually Sea Safety. Insure the rooms are kept clean and there has been no tampering of equipment. Annual Inspection of system is conducted by an outside contractor. Replacement bottles may need to be ordered if one id found to be leaking.Inspection of the Halon System Monthly Inspection – The Halon Room is to be checked for general integrity to the system.
is located in the athwartship passageway on the after bulkhead. for spaces protected by time delays. instead of the E/R. . When the preset pressure is reached. They indicate that the CO2 has been released into the space protected by the alarm. not the cylinder room. the alarm warns that there are 60-seconds (30seconds for the E/R) prior to release of CO2 into the space and the evacuation of personnel is required. and contains 94 – 75 lbs. The 60-second time delay operates in the exact same manner as the 30-second delay for the E/R except for the fact that it delays the discharge of CO2 into the space for 60seconds. The 30-second time delay prevents the discharge of CO2 into the E/R for 30-seconds to allow for the evacuation of personnel. CO2 cylinders.CO2 Fire Extinguishing System There are 3 separate fixed CO2 Systems and 1 semi-portable CO2 system aboard the Training Ship Empire State. and an Engine Room Dump valve. The Main CO2 Room (cylinder room) is located at 2-122-1. Time Delays for the Non-Living Spaces are located in the space itself. If necessary. The time delay is made up of 2 cylinders that fill with CO2 until a preset internal pressure is reached. A time delay (30 or 60-second) is located on each deck of #1 & #2 holds and one in lower 6-hold. 30-second time delay for the E/R. the time delay can be by-passed by opening the valve at the bottom by pulling the handle. The Main CO2 System covers the Engine Room and non-living spaces aboard the vessel. The other 2 systems cover a specific space. the Emergency Diesel Generator Room on Upper Deck and the E/R Paint Locker in Shaft Alley. the valve at the bottom of the time delay opens allowing the CO2 to flow through the delay and onto the Dump Valve. The Manifold to direct CO2 to the non-living spaces. 4 Emergency cut off switches. next to the Starboard Side Port. The CO2 alarms are pneumatically activated at the same time the time delay starts to fill. rather than 30-sec. If the space is also protected by a time delay.
. Fuel Oil Service Pumps 12. There are no nozzles from 2nd Deck up to the Fiddley. Machinery Space Ventilation 9. in pairs. To reset the switch. The cylinder levers on cylinders #83 & 85 are connected to a remote pull station by a wire cable and can be activated by pulling this cable/lever. The four Emergency cut off switches. When tripped. Diesel Oil Transfer Pumps 10. Fuel Oil Transfer Pumps The CO2 nozzles are located in the E/R on the Operating Level. Ship’s Service Diesel Generator 11. The switches are tripped to the Off position by the CO2 that has been released by the cylinders and through the 270° Valve.CO2 to the Main Engine Room The cylinders can be released manually. Lower Level and Bilge. located in the cylinder room. Emergency Cut Off The following pieces of equipment are attached to the 4 cut off switches: 7. just aft of the Halon Room. Forced Draft Fans 8. by removing the locking pin and pulling the lever on each bottle starting at #2 or they can be released pneumatically by CO2 from other cylinders. all electrical power is cut to the equipment connected to the switch. simply push down on the button until it locks. The Upper E/R is still protected by the CO2 because the CO2 expands and rises as it is released and heated up. The cut off switches shut down the same pieces of machinery that are connected to the cut off switches in the Halon system and at the exit to Automatic the E/R. The button at the top of the switch will be in the up position when tripped. operate by pneumatic pressure if the CO2 is to be directed to the E/R.
Dump Valve . shut offs and time delay 4.Manual Operation from inside the cylinder room Cylinder Release Time Delay Valve Release 1. Settler Valves. The 30-second time delay will fill while simultaneously sounding an alarm in the E/R and tripping the Emergency Stops. Be sure to close F. Secure all openings to the E/R. a. Once the time delay reaches its preset pressure. Pull the lever attached to bottles #83 & 85 to release the CO2 into the 3-1/2” piping 3. Close Watertight Doors to Shaft Alley & the Auxiliary Machinery Space (AMS) 2. 2nd Deck c. the time delay may be by-passed by pulling the handle at the bottom of the cylinders 5. Port & Stbd.O. Secure manual vents in the Plenum d. Open Valve Release by turning 270° counter clockwise to allow the CO2 flow to the E/R alarm. allowing the CO2 to flow to & open the pneumatic Dump Valve. Close All Doors & Hatches b. the valve on the bottom will open. to the E/R nozzles. If all personnel have evacuated.
It allows for remote operation of the CO2 system to the E/R only. The alarm will sound in the E/R 5. . In order to send CO2 to the non-living spaces. 86 total. 3.Remote Operation of CO2 to E/R Remote pull boxes are located in the Starboard Passage to the Crew Messdeck at 2-132-1. Secure all openings to the E/R. 2nd Deck c. Close All Doors & Hatches b. a. Settler Valves. There is no remote operation for these spaces. Close Watertight Doors to Shaft Alley & the Auxiliary Machinery Space (AMS) Nitrogen 2. across for the E/R exit. Be sure to close F.O. Port & Stbd. you must be at the cylinder room and manifold. Secure manual vents in the Plenum d. This Releases CO2 from the required number of cylinders. Break glass and pull handle hard in pull box marked “Cylinder Release” – Right (connected to cylinders #83 & 85) a. Directions for remote manual release to the E/R 1. Discharge of CO2 is delayed 30 seconds to allow personnel to clear the fire area. Break glass & pull handle hard in pull box marked “Valve Control” – Left (connected to the 270° Valve) 4.
The CO2 manifold is located at 2-122-0. The manifold contains several valves to the protected spaces.e. fitted with a hand lever. Spaces are Protected with Time Delays and/or Alarms as listed below Time Delays & Alarms found in Protected Spaces outside the Main E/R Cylinders are arranged in groups of two. several other spaces are protected by the Main CO2 System. between the side ports. That means to discharge 18 bottles. berthing spaces. Always double check prior to cylinder release. etc. These nameplates do not line up perfectly with the cylinder group. These uncovered spaces used to be cargo holds but are now living quarters. Many of the pipes are blanked off here because they go to spaces that are no longer protected by the CO2 System. Discharge of the control cylinder simultaneously discharges CO2 from the other cylinder in that group.CO2 to the non-living spaces (Cargo Holds) In addition to the Engine Room. The diagram located next to the cylinder room door indicates the valves by number and the cargo space or storage locker connected to that valve. half full or empty. i. The air that takes up the volume of free space in the hold will need to be diluted by the CO2 in order to properly smother the fire. only the control cylinder in the 9th . Also indicated on the diagram is the number of cylinders to be discharged into each space. the labels appear slightly to the right of the cylinders. Each group is numbered with a nameplate indicating the total number of cylinders up to that point. athwartship passageway. lounge areas. One cylinder of each group is a control cylinder. the classrooms. depending on whether it is full. The cylinders downstream of the triggered cylinder will then be pneumatically triggered as well.
group (labeled 18) needs to have the lever moved. If you were required to send 18 bottles to a space & you activated the 18th bottle immediately. you can lose 18 bottles through an open vent. Conserve your resources! . The bottles are limited.
6. Hatches. Ensure all openings and ventilation to the space are secured a. Go to the CO2 manifold and pull the proper lever down all the way to ensure the valve is fully open. depending on the condition of the fire. discharge into the space the quantity of CO2 specified in the Operation Chart for the corresponding compartment at intervals of ½ to 6-hours. If any gas leakage from protected areas is observed. . During the above procedure. starting at lowest. a longer time between discharges can be allowed. This opens the piping to the space. 2. As the supply of CO2 is limited. iii. In order to keep the fire under control. To discharge. to prevent discharging more groups of cylinders than necessary. the seals need to be improved and adjacent areas vacated. 3. Take into account the distance the ship is away from port as well as the possibility of obtaining more CO2 in that port. b. This also allows you to ensure that the CO2 is being directed to the proper location & all opening have been properly secured before releasing all required cylinders. Check the diagram next to the cylinder room door to determine the number of the valves in the CO2 manifold that need to be opened and the number of cylinders to be discharged into the space. the discharge should be injected at closer intervals. The object is to keep the fire under control until an additional supply of CO2 can be obtained. expanding foam insulation. 7. Continue discharging cylinders until the required number of cylinders has been released. i. To maintain an inert atmosphere in the compartment to smother the fire: a. 5. If conditions are favorable.Manual Operation to the Non-living Spaces (Cargo Spaces) 1. One cylinder in each group is the control cylinder & is fitted with a hand lever. efforts should be made to keep all openings closed and made gas tight by use of wet tarpaulins. If smoke appears to increase in intensity or the plates or bulkheads get warmer. caulking with wet rags. i. Ensure the space has been evacuated of all personnel. a. Cylinders should be discharged in groups of 2. etc. Remember. ii. b. Gooseneck Vents. b. Begin discharging the cylinders in groups of 2. proper judgment should be exercised in its use. starting at #1. Close Doors. 1. if necessary. there are no automatic shutdowns for Power & Ventilation to these spaces. wicking or similar means whenever possible. remove the locking pin and pull the hand lever. 4. 2. not all spaces are protected with a Time Delay.
2nd deck (Upper 'Tween) 1-Hold. This door is required to remain closed when the vessel is Time Delay & Alarm Alarm Time delay & 2 Alarms . 2nd deck (Upper 'Tween) 2-Hold. fm. fwd – S/S Bosun's 36 Locker and P/S aft Bosun's Locker 2 2 2 After Paint Lockers. 4-Hold. 4-Hold. 2nd 2nd 2nd 2nd 2nd 2nd deck. Number of Cylinders to be released for Various Filling Levels of Holds Lin e# Area of Protection – NonLiving Spaces Direct CO2 to correct space by choosing line # on manifold 1-Hold. Dry stores area 2 4 6 Main deck. When all the has CO2 been discharges into the first space. 4-Hold. 2nd deck. 4-Hold. This door takes approximately 15minutes to close and seal. c. deck. 171-193 4-Hold. deck. open the line valve to the lower space first and discharge the required number of bottles into that space. Tank Top 1-Hold.ii. Stbd Reefer #1 Port Reefer #2 Stbd Reefer #3 Port Reefer #4 Stbd Reefer #5 Port Reefer #6 Hold F ul l 2 2 2 2 10 10 10 6 2 2 2 2 2 2 8 Hold ½ Ful l 4 4 6 6 20 18 18 12 4 4 2 2 2 2 16 Hold E m pt y 4 6 8 8 28 26 26 18 4 4 2 2 2 2 24 Additional Prot ecti on (add length of time delay) 1 2 3 4 5 6 7 8 16 17 18 19 20 21 31 34* Time Delay & Alarm Time Delay & Alarm Time Delay & Alarm Time Delay & Alarm Time Delay & Alarm Time Delay & Alarm Time Delay & Alarm Time Delay & Alarm Lower 6-hold. Keep control valve in the manifold cabinet closed between releases. DO NOT open the hatches or any other openings or ventilate the compartment of the fire until arrival in port in order to avoid any CO2 loss. 3rd deck (Lower 'Tween) 1-Hold. 3rd deck (Lower 'Tween) 2-Hold. Main Deck 4-Hold. d. Tank Top 2-Hold. deck. 3rd deck. Keep all fans shut down iii. When you have a fire in two or more spaces. Main & 2nd 43 Decks 2 2 2 * To use CO2 in the Dry Stores Area. Main Deck 2-Hold. deck. the Hydraulic Assist Watertight Door between Dry Stores and the Athwartship Passage must be closed. 4-Hold. deck. close the valve then open the line valve into the upper space and discharge the required number of cylinders.
when there is a rapid temperature rise. There is a gas is the chamber that will expand with a rise of temperature and trigger the system. This Rate of Rise Actuator is not a part of the Wormald Detection System. located on the overhead of the Emergency Diesel Generator Room. Emergency Generator’s fuel supply 2. Pull pin & push down on switch to manually activate Automatic Control Head . 3 cut off switches and a remote pull station.) Emergency Cut Offs Cylinder Release The CO2 alarm is located in the EDG room and is activated as the CO2 is released. Supply air for the Generator 3. There is no time delay in this space. The heat actuator. The three cut off switches are located at the entrance to the Emergency Diesel Generator Room and are connected to the: 1. is a pneumatic rate of rise type and will trigger the automatic release of CO2 into the space. a CO2 alarm. It is NOT a Class 2 or 3 Watertight Door. Emergency Diesel Generator CO2 Systems Located in the Emergency Diesel Generator Room (U137-1) is a fixed CO2 System containing three 75 lbs. cylinders. Ventilation to the space (system #4. a pneumatic heat actuator.underway to maintain the Watertight Integrity as per the Load Line Certificate.
hold your breath b. push down on the switch d. inside the space a.Outside the space. Remote Activation . Manual Activation* – At the CO2 Bottles.3 ways to activate the system (Emergency Diesel Generator or E/R Paint Locker) 1. Pull pin out of Automatic Control Head c. *Manual Activation is not recommended because there is no time delay and you will pass a CO2 nozzle on your way out of the space. Evacuate the space immediately. Automatic activation by triggering the heat actuator 2. Wormald Nozzle Rate of Rise Detector Heat Actuator for the CO2 CO2 . break the glass and pull down on the Cylinder Release handle 3.
Fuel Oil Cut-off Valves for Emergency Diesel Generator Located in the aft Athwartship Passageway on Upper Deck .
The system operates in the exact same manner as the system in the Emergency Diesel Generator Room. Engineer’s Paint Locker CO2 System Remote Pull to Activate The Remote Pull Station is located just outside the paint locker door. cylinder. along with the cut off switch. . The system contains one 75 lbs. The cut off switch is connected to the space’s ventilation system. one cut off switch. The cylinder and heat actuator is located inside the paint locker.The E/R Paint Locker in Shaft Alley is protected by its own fixed CO2 system. a remote pull station and a heat actuator.
it is essential that they be backed up with additional firefighting equipment. CO2 bottles and 100 feet of 1” 3500psi Imperial Eastern hose. just Fwd of the Port Boiler. then the large fixed system need not be activated. This system is activated by turning the valves on the cylinders to the open position. If this attack controls or extinguishes the fire. Semi-portable systems provide a way of getting a sizable amount of extinguishing agent to a fire rapidly. However. a fire is first attacked with the semi-portable system. Extinguishing agents are applied to the fire in the same manner as portable extinguishers containing the same agent. Righty Tighty and Lefty Loosey! The nozzle at the end of the hose controls the release of the CO2. on the Port Side of the Operating Level (3-133-2). The Hose Reel consists of two 75 lbs. Remember. One disadvantage is that the protected area is limited by the length of hose connected into the system. The Semi-Portable CO2 Hose Reel is located in the E/R. Semi-portable systems may also be used a primary extinguishing systems. Hose Reel CO2 Control Lever Horn Handle CO2 Bottles Horn . Semi-portable systems are usually set up to protect the same areas as fixed systems.Semi-Portable CO2 System A semi-portable fire extinguisher (or extinguishing system) is one from which a hose can be run out to the fire. The main differences between semi-portable and portable extinguishers are a slight increase in the effective range (from nozzle to fire) and the increased amount of extinguishing agent available. This allows the operator to make a sustained attack. Since they are initial attack systems. usually because they are too heavy to move easily. a semi-portable system is also a semi-fixed system. This system is required to be in place to protect the Boiler Front in the event of a flashback or other fire. Where possible. The other components of the system are fixed in place.
This is done by pushing the lock against the notch of the handle. 1. the gas should be directed into all openings in the involved equipment. 155. 7. Activate the cylinders by removing the locking pin from the Hand wheel. 8. If the system uses two cylinders. only one lever needs be operated. Run out the CO2 hose-line to the fire area. 4. For a bulkhead fire. pg. Open the horn valve by squeezing the handle of the CO2 Control Lever. Direct the CO2 at the near edge of the fire. Maritime Training Advisory Board. After the fire is extinguished. In an attack on an electrical fire. Continue to discharge until any smoldering materials are covered with snow. As the flames recede. with the handle forward. it may be necessary to remove some floor plates to gain access to the fire." Although carbon dioxide is a poorer conductor than air. MARAD. 2. If it is necessary to drop the horn to attack an inaccessible fire. so both will be used. To temporarily stop the flow of CO2. direct the CO2 at the bottom and work up. Squeeze Handle To attack a bilge fire. pressure from the first cylinder opens the valve of the second. the CO2 discharge should be continued until the burned surfaces are covered with "snow.Operation: The system is activated manually. Hold Horn by the Horn Handle and the CO2 Control Lever. Turn the Hand wheel to open the cylinder valve. Firefighting and Fire Safety. 5. close the CO2 Control Lever by releasing the handle. 3. by use of a control lever mounted on top of the CO2 cylinder. follow them slowly with CO2. . Excerpts from: Marine Fire Prevention. the horn valve may be locked in the open position. 6. the equipment should be de-energized as soon as possible to prevent the fire from spreading. As few plates as possible should be removed.
end of alley Officer's Chart Room. Dies. behind door P/S Interior Passage. Fwd of Emerg. inside door Type Siz e 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² . fwd of WTD #1 controls Carpenter Cage. Use Extinguisher upright and touching the deck to keep it grounded. not the horn. Pull Ring Pin. Gen. Cadet Chart Room Bridge. inboard. Stand Back 8 feet. Emergency Diesel. 1. 2. aft bulkhead. The release of CO2 creates static accumulation. inboard. Be sure to read the instructions prior to use and always hold the horn by the handle to prevent freezing injury to your hands. fwd.CO2 Portable Extinguishers There are approximately 57 CO2 extinguishers located throughout the vessel and additional units in the Emergency Gear Lockers and Safety Cage in 2hold. fwd of WTD #2 controls S/S. Instructions are always posted on the extinguisher in word and picture format. CO2 Fire Extinguisher Locations No . 3. aft P/S Interior Passageway S/S Interior Passageway P/S Interior Passageway S/S Interior Passageway Aft Officer's Laundry. 1 1A 2 2A 3A 3B 4A 4B 6 7A 7B 8 15 16 17 18 Frame N-137-2 N-122-0 N-133-2 N-128-2 C-133-2 C-133-1 B-131-2 B-131-1 U-156-2 U-136-2 U-136-1 U-136-0 M-136-2 M-136-1 M-37-1 M-7-1 Location P/S. sweep side to side. Depress push lever. upper ‘tween. 4. Aim at Base of Fire. inboard bulkhead S/S Bosun's Locker. keep the extinguisher in contact with the steel deck to ground it and bleed the static buildup. The horn will get very cold so you must hold the hose by the handle. slightly to Stbd P/S interior passageway. this lets you know very quickly what type of agent is in the extinguisher. Rm. All CO2 Extinguishers have a ‘horn” attached to allow the gas to expand before it gets to the fire. in line with door P/S. fwd bulkhead. fwd of Cleaning Gear Locker S/S Interior Passage. outboard.
fwd bulkhead. by scuttlebutt S/S of boiler. Door Lower E/R. at foot of fwd ladder Comp Lab. fwd of WTD #2 Controls S/S passageway. fwd of Fire Pumps P/S. S/S. near sinks. inboard bulkhead Welding Shack. inboard bulkhead Comp Lab. outboard by Cargo Refrig. fwd of Fuel Oil Pumps Next to Port Boiler. left of aft galley door 6-Hold Machine Shop. near scullery S/S Cadet Mess. by EGL 3 P/S Steering Gear. forward. aft. fwd by steps up Fwd of Stbd Boiler. forward S/S of boiler. fwd bulkhead 6-Hold. Lower E/R. by fuel oil heater & fuel counter AMS. near 156-man entrance 138 Berthing. fwd. next to F/S 47 S/S Inside Generator Room. near F/S 46 138 Berthing. Fwd. by Gen. inside locked cage. next to door to Crew Mess P/S Cadet Mess. Right outside EGL #5 AMS. inline with door CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² CO² 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 20# 20# 20# 20# 15# 20# 15# 15# 15# 15# 15# 15# 15# 15# . aft of Sand Bin Lower E/R. near scuttlebutt P/S passageway. E/R. next to F. fwd. Rm. fwd part of I-Beam. on pillar at foot of ladder Anchor Windlass. under ladder Paint Locker. P/S. S/S. Outside fwd galley door S/S Galley. S/S. inside door Anchor Windlass. P/S. aft end of passageway. outboard. forward S/S Inside Generator Room. outboard. aft. 49 20S Berthing. P/S. aft bulkhead.S. aft bulkhead. outside Capstan Room 156-man Berthing. fwd bulkhead. L. near sinks 138 Berthing. Comp.19 20 21 23 24 25 27 28 31 32 33 34 35 37 39 40 41 42 43 44 45 46 49 50 51 52 53 54 55 56 57 58 59 60 61 62 M-7-2 M-12-0 M-18-0 M-206-1 M-212-2 2-68-1 2-133-2 2-133-1 2-141-2 2-141-1 2-151-0 2-156-2 2-159-0 2-181-0 2-192-2 2-199-0 2-208-2 3-67-0 3-92-0 3-92-2 3-101-1 3-105-2 3-131-1 3-131-1 3-141-1 3-132-1 3-121-1 3-129-1 T-127-1 T-127-2 T-127-0 3-135-2 T-96-0 T-96-2 T-151-2 T-151-2 P/S Bosun's Locker. aft bulkhead. fwd of WTD #1 Controls Passageway. inboard bulkhead 6-Hold Lab 4. inboard. P/S. fwd bulkhead near breakers Galley. just inside door Inside fwd door 51 man berthing. Inboard.
Fwd bulkhead. Location of Rechargeable ABC Extinguishers: 5 9 10 11 12 A 13 14 22 26 29 36 38 47 48 63 67 U-150-0 M-68-2 M-69-1 M-103-2 M-103-1 M-149-2 M-149-1 M-169-0 2-65-0 2-83-1 2-178-0 2-189-1 3-143-0 3-169-0 T-149-0 T-147-0 Aft athwartship Passage. by door Lower 6-hold. S/S passageway. near door Aft end of Passageway. loft. hidden around corner. outboard. aft bulkhead. fwd of ladder to 4-hold S/S Inboard. just inside door to MARAD VIDMAR Cabinet Cage Upper deck. near fwd exit door Cadet Lounge.64 65 66 68 69 70 T-158-0 T-169-1 T-147-0 T-69-2 T-81-0 T-90-0 Cadet Lounge. outside Cleaning Gear Locker Class Rooms. near aft doors S/S passageway. just inside fwd door by desk Outside Cardio Room Door DC DC DC DC DC DC DC DC DC DC DC DC DC DC DC DC RC RC RC RC RC RC RC RC RC RC RC RC RC RC RC RC Location of Pressurized Dry Chem. fwd bulkhead P/S Inboard. Fwd. P/S. aft of hatch. next to door Cadet Laundry. fwd bulkhead Lower 6-hold. aft of Deck Tool Room S/S 6-Hold. Fwd bulkhead. around corner to Clean Linen Locker Dry Chemical Portable Extinguishers There are two types of Dry Chemical Fire Extinguishers aboard the TSES. near Sickbay Exit S/S. near fwd athwartship Passage S/S Inboard. by forced draft fans DC DC DC DC 10# P 10# P 10# P 5# P . outboard. aft end of Passageway Library. Extinguishers: 30 71 72 2-139-1 T-172-2 Crew's Mess. fwd bulkhead. There are Rechargeable ABC Extinguishers and Pressurized Extinguishers. near fwd athwartship Passage P/S Inboard. E/R. outboard of aft ladder CO² CO² CO² CO² CO² CO² 15# 15# 15# 15# 15# 15# Cardio Room. fwd of ladder to 4-hold P/S. centerline. Instructions are posted on the bottle. Laundry. between ladder doors 3-hold. next to ladderwell door Aft part Comm. fwd bulkhead 3-hold. near Sickbay Exit Aft athwartship Passage. near detex key 24 Class Rooms. fwd bulkhead.
Wet Chem The wire cable system is connected Nitrogen to one side of the valve handle on Cable the nitrogen activation cylinder.The Range Guard System The Range Guard System is located in the Main Galley. The cable holds the handle down in the closed position. The cylinder can be activated manually or automatically. a remote pull station and four 360˚ fire links. . The pressurized cylinder contains nitrogen and is used to pneumatically activate the wet chemical cylinder. It is a Wet Chemical System designed to work with the Gaylord Hood System to protect the deep fat fryers. The system consists of one 2-1/2 quart wet chemical cylinder. A spring is connected to the top of the valve handle and is trying to pull the handle up to the open position. The 2-1/2 quart cylinder is filled with and Aqueous Potassium Carbonate (APC) wet chemical called Karbaloy II. a pressurized nitrogen activation cylinder.
360˚ in this case. The deep fat fryers are electrically connected to the Range Guard System by a pneumatic switch. The remote pull station is located next to the Crew Messdeck door inside the galley. The remote pull station will activate the system when the locking pin is pulled. . The nitrogen bottle is punctured. Remote Pull When either the remote station is pulled or the fire link breaks.The four 360˚ fire links are a part of the cable system that is connected to the pressurized nitrogen cylinder. releasing the fire extinguishing agent. The wet chemical is discharged on to the deep fat fryers through nozzles located in the hoods above the fryers. The fire links are designed to melt and break at a specific temperature. Nozzle Cable & Fire Link The wet chemical cylinder can be activated manually by pulling the locking pin out and pulling the valve handle located on the top of the cylinder. allowing the nitrogen to flow and pneumatically open the valve on the wet chemical cylinder. the tension is released on the wire and the spring is allowed to pull up on the nitrogen handle to the open position. This switch will cut electric power to the fryers when the system is activated.
This system is used for fire prevention in the galley exhaust. contaminant-laden air rising from the cooking surface and cool air from the galley up through the air inlet of the ventilator (fig. As a ventilation and grease extraction system it can extract up to 95% of the grease. remaining out of the air stream until removed daily by the wash down cycle. dust and lint are thrown out of the air stream by centrifugal force. dust and lint particles from the air passing through it. The automatic wash down system is activated each time the exhaust fans are shut off as pre-programmed on the Gaylord Command Center (fig 2) located at 2-158-1 (aft bulkhead of the galley) or manually. it is forced to make a series of turns around four baffles. The system serves as ventilation and grease extraction system.Gaylord Hood System The Gaylord Hood System is a multifunctional system and is installed over the cooking areas in the main galley. Figure 1 Exhaust fans draw hot. an automatic wash down system and an internal fire protection system. These vents are located directly over the cooking surface and exhaust on the Upper deck below the after kingpost. dust and lint are collected in the interior of the ventilator. The extracted grease. As the air moves through the ventilator at a high speed. 1). As the high velocity air turns around each baffle. by pushing the . the heavier that air particles of grease.
The spray nozzles are located on the baffles number 2 & 4. “Wash Cycle” is illuminated on the control cabinet each time the wash cycle comes on.“Start Wash” buttons. which are located in the ductwork near the ventilator (fig. The Internal Fire Protection can be activated either automatically or manually. Adequate cleaning is dependant upon the water pressure. The length of the wash cycle may be programmed from 1 to 10 minutes long. dust and lint accumulation from the interior of the ventilator drains. daily grease accumulation. At the end of the cycle. the water is automatically shut off. . and hot detergent injected water is released into the interior of the ventilator for a programmed time. and the interior ventilator is clean. frequency of the wash cycle and the type of detergent being used. The water flows to the pre-flushed drains of the ventilator by means of the sloped gutters. length of the wash cycle. Automatic Fire Protection is accomplished by the action of the failsafe thermostats. water temperature. Detergent Tank Figure 2 This hot detergent water scrubs the day’s grease.
By closing the ventilation it also removes the oxygen. The water may be shut off prior to the end of the 5-minute cool down cycle by pushing the “Emergency Stop Only” button on the Command Center. Manual operation of the internal fire protection system is accomplished by pulling the fire switch located on the control cabinet (fig. Fire smothering water spray is released into the interior of the ventilator through the cleaning system. This system attacks the fire from all three sides of the Fire Triangle. stopping the mechanical induced air draft through the ventilator. To resume normal operation. 3) or by opening the case and pushing the button to break the glass on the switch located by the Port Watertight door at 2-142-2 (fig. open the switch and flip the toggle switch back to the position marked “normal. The hinged grease-extracting fire damper baffle (Baffle #1) at the air inlet of the ventilator closes.1). 3. 4. 4). The exhaust fan serving this ventilator is shut off. “Fire Cycle” on the command center illuminates. To reset the switch on the cabinet. Daily Operation . the tripped switch needs to be reset. Manual Pull for Fire Figure 3 Figure 4 The Gaylord Hood System extinguishes a fire in the galley ventilation by spraying water to remove the heat and remove the fuel for the fire. stopping the natural air draft through the ventilator. The water will run for 5-minutes after the switches have been reset before it shuts off. the system is activated and the following occurs: 1. When the temperature of the air in the ventilator reaches 250˚F. 2. replace the glass and close the cover.” To reset the switch located at 2-142-2. Tripping either of these will duplicate the above sequence.
etc. After the wash cycle is completed. Failure to do so will cause excessive heat buildup and could cause the surface fire protection system (Range Guard over Deep Fat Fryers) to discharge or trigger the Rate of Rise/Set Point Heat Detectors to the Wormald System. NOTE: The ventilator wash system is designed to remove daily accumulations of grease within the extraction chamber. 2. the “Wash Cycle” light illuminates and the following occurs: a. The TSES usually sets the wash cycle to 10-minutes and is cleaned each day after dinner. Starting the Exhaust Fan Starting the exhaust fan may be done manually by pushing the “Start Fan” on the Command Center. 3. Stopping the Exhaust Fan and Starting the Wash Cycle CAUTION: The cooking equipment must be shut off prior to shutting off the exhaust fan. such as starting the wash cycle. as well as other exposed exterior surfaces. When the wash cycle is activated. The exhaust fan shuts off. a grease buildup could accumulate which the wash system cannot remove. 1. In very heavy cooking operations. If the ventilator is not washed a minimum of once per cooking day. are controlled by the Command Center located on the Control Cabinet (fig. or may be programmed to start automatically at any desired time. Hot Detergent water is automatically released into the interior of the ventilator for the length of time programmed on the Command Center. b. If this occurs. The exhaust fans and wash cycle may be started manually or programmed for automatic operation. it is recommended that the ventilator be put through several wash cycles by pushing “Start Wash” on the Command Center. 2). If this does not remove the .All functions of ventilator. wipe the exposed front surface of the movable grease extracting fire damper baffle at the air inlet of the ventilator to check for cleanliness. Starting the wash cycle may be done manually by pushing the “Start Wash” on the Command Center or may be programmed to start automatically at any desired time. The “Fan On” light will illuminate when the exhaust fan is running. 5 to 7 minutes for medium duty equipment and 7 to 10 minutes for heavy duty equipment. An average wash cycle is approximately 3 to 5 minutes for light duty equipment. The exhaust fan may be re-started by pushing “Start Fan” on the Command Center. it may be necessary to wash the ventilators more than once per day. The Length of the wash cycle may be programmed for up to 10-minutes. The ventilator is now clean. It is important to start the exhaust fan before turning on the cooking equipment.
Monthly 1. Exhaust fans should be checked for belt tightness. it will be necessary to remove the grease manually by using a scrapping tool. Every Six Months 1. This is an airtight system and fittings should be tight. dust and lint. At least monthly. Check for proper velocity at the air inlet slot. Trip damper control switch to check for proper damper closure. 3. belt alignment and lubrication of necessary moving parts. 2. . 3. Detergent system fittings should be inspected. Preventative Maintenance The following should be checked periodically in order to keep the Gaylord Ventilator operating at design efficiency: Weekly Detergent tank should be checked and kept full with a recommended detergent. such as a putty knife. Periodic professional vent cleaning of the entire ventilation system is strongly recommended. Reset damper when test is complete.grease. 2. NOTE: Blue lithium based grease is best suited for high heat and speed bearing lubrication. Check the main grease gutter of the ventilator and remove any foreign material. at the conclusion of a wash cycle open the doors to the ventilator and check to ensure that the interior has been cleaned of grease.
8 Survival Craft .
always secure electrical power and discharge the circuit by shorting through a load to ground with a shorting probe. General and specific precautions must be understood and applied during operation and maintenance. . Before touching. KEEP AWAY FROM LIVE CIRCUITS Operating personnel must observe all safety regulations at all times. MK IV STATIONS 3 .4 M TOTALLY ENCLOSED LIFEBOAT (TEL). The Commanding Officer or other authority will issue orders as deemed necessary for any situation not covered in the general and specific safety precautions. make adjustments. DO NOT REPAIR OR ADJUST ALONE Under no circumstances should any person reach into or enter equipment enclosures for the purpose of servicing or adjusting equipment except in the presence of personnel capable of rendering aid.6 (S0400-AC-MMA-010) The following information has been extracted from the manufacturer’s operation manual) GENERAL SAFETY NOTICES The following general safety notices supplement specific warnings and cautions appearing elsewhere in this manual. Do not replace components. Dangerous potential may exist when the electrical power is in the OFF position because of charges retained by capacitors.OPERATION AND SAFETY MANUAL FOR 9. or perform internal equipment maintenance without first securing electrical power.
Always obtain first aid or medical attention immediately. leaving the other hand clear of the equipment. Never work alone. no matter how slight. safety watch shall be posted. If possible. The safety watch must have a full view of the repair/adjustment operation and immediate access to controls that can stop the equipment in motion. should never go unattended. ensure against grounding. ENERGIZED EQUIPMENT Before working on energized equipment. . MOVING EQUIPMENT If equipment must be repaired/adjusted while in motion.FIRST AID An injury. make repairs/adjustments with one hand.
1. condition or statement which. glass reinforced plastic (GRP) craft. The lifeboat (figure 1-1) is a shallow draft. Interior decks and hatches are fabricated of molded GRP and plywood. or destruction of. Buoyancy flotation is molded into specific locations to prevent the boat from sinking and to provide self-righting capability. A CAUTION is an operating or maintenance procedure. self-righting. could result in injury or death to personnel. Survival and boat equipment. practice.SPECIFIC SAFETY NOTICES The specific safety warnings and cautions summarized below appear in appropriate chapters of this manual. It is equipped with a single. water. and fuel are stowed onboard. equipment or loss of mission effectiveness. if not strictly observed.1. GENERAL INFORMATION AND SAFETY PRECAUTIONS SECTION I. Both the hull and canopy are constructed of GRP in a continuous-ply lay-up of fiberglass woven roving and fireretardant polyester resin.1. The boat has an overall capacity of 74 personnel including crew and is designed to be launched and/or recovered by a winch and davit system.1 HULL STRUCTURE FEATURES The lifeboat is a totally enclosed craft employing a round stern and a modified shallow V-bottom design. four-cylinder diesel engine driving a single screw with a rotating steering nozzle/rudder blade assembly and basic navigational equipment. food. 1.2 HANDLING SYSTEM . A WARNING is an operating or maintenance procedure. The hull and canopy sections are permanently joined by through-bolts in a sealed perimeter flange with a black rubber fender.4 M Totally Enclosed Lifeboat (TEL) MK IV (FY94) and its associated handling system.1 INTRODUCTION This manual contains operating and safety instructions for the 9. GENERAL INFORMATION 1. practice. if not strictly observed. condition or statement which. Each is referenced to the text page on which it appears. could result in damage to.
1. GENERAL INFORMATION 1. coxswain’s station. controls. . The gravity feature of the davit winch. can only lower the boat.3 LABEL PLATES AND MARKINGS The information label plate/boat alteration plate is permanently mounted on the exterior inboard bow (when stowed in the davit). however.4 PRINCIPAL CHARACTERISTICS Table 1-1 lists the principal characteristics of the lifeboat and table 1-2 contains a list of the technical manuals applicable to the lifeboat. receptacle.1. and stencils are located throughout the boat and on or near the winch and davit operating controls. and storage areas are located with respect to easily identified features such as the engine compartment.The handling system (figure 1-2) consists of a double-arm davit set and a winch. Stencils. Recovery is normally accomplished by power hoisting using the davit with a double-drum winch and wire rope arrangement. etc. which is designed to lower or raise the lifeboat to and from the sea. valves.2 INTRODUCTION This chapter describes the exterior and interior arrangement of the lifeboat and its equipment. Additional instructions/information/warning plates. Nameplates or stencils for machinery. control console. Installations. operating stations. or decals indicate equipment and supply stowage locations. decals. switches. and equipment are adjacent to the applicable item. 1.1. label plates.
2 HANDLING EQUIPMENT On-load type davit hook assemblies are mounted at the bow and stern to facilitate hoisting.1 OPERATIONAL SURFACES Exterior surfaces of the boat are GRP with an orange canopy for visual recognition and an orange lower hull. 1. self-closing canopy vents are provided. 1.3. lifesaving. davit stowage. handling. Two automatic.1.3. and safety equipment (figure 1-3). each hook is provided with a maintenance pendant lug. quick-disconnect electrical connector is provided atop the canopy. aft and port of the coxswain’s overhead hatch.3 EXTERIOR ARRANGEMENT The following paragraphs describe the exterior surfaces of the boat as well as identifying operational. A quick-release sea painter connection is also provided alongside the bow hook and a bollard is provided alongside the stern hook.3 OPERATIONAL EQUIPMENT A breakaway.3. 1. This connector provides power to the onboard battery charger. The boat has a black rubber fender around the perimeter. and launching. The engine exhaust pipe exits the canopy top. Light reflective markings are provided to facilitate night recognition and are strategically located around the canopy perimeter and on the cabin top. one .
and controls within the cabin. as well as storage. and racks for equipment and supply storage (as below and figure 1-4). Each door is provided with a safety handrail. A marker light is mounted atop the canopy. There is an under pressure valve located on the stern to control cabin pressure when all hatches and ports are sealed. The sealed engine compartment is separated from the main bilge for safety purposes.is adjacent to the coxswain’s hatch and the other is near the forward hook access hatch. port and aft of the coxswain’s hatch. equipment. A third handrail is installed alongside and port of the forward hook access the hatch. . and utility features located beneath the cabin deck. 1. bench type seating equipped with four point safety harnesses is provided for a total capacity of 74 passengers/crew including the coxswain. Lifelines with seine floats are secured at the fender and extend downward to within 12 inches of the water. 1. containers. The following paragraphs identify the various interior facilities. Non-movable. The lifelines are installed on both sides of the boat from the bow to aft of each embarkation door. two bobbins are on the bow and one is on the stern. Atmospheric vents for the batteries and fuel tank extend through the canopy to prevent accumulation of fumes within the boat. three gripe bobbins are installed on the hull. service. Also. one port and one starboard. A control console with all the controls necessary for boat operation is located above the engine compartment.3. An outward opening hatch is located above the coxswain’s station and at the bow of the boat and a single inward opening hatch is located at the stern release hook and bollard.4 LIFESAVING AND SAFETY EQUIPMENT Two sealable. Two skates along with striking plates are provided on the inboard side of the boat. sliding-type embarkation doors with latches are installed.4 INTERIOR ARRANGEMENT The lifeboat interior is essentially an open cabin arrangement with lockers. Five observation/navigation windows are mounted in the raised canopy around the coxswain’s station.
One athwartship row accommodates three persons and is located immediately forward of the coxswain’s station. 1. Three fore and aft benches are located in the center cabin area and accommodate a total of 25 persons. c. The coxswain’s station accommodates the coxswain and one additional person. e. d. A sea painter is stowed beneath the forward single seat of the starboard center cabin bench seat.4.1 PASSENGER AND CREW SEATING Each bench seating position is equipped with a safety harness and a headrest for a total of 74 persons. Emergency rowing oars and boat hooks are stowed overhead in the forward center cabin section. CONTAINERS. Several items of equipment are provided with individual storage brackets or locations as follows: a. d. b. A perimeter bench seat.2 LOCKERS.4. c. and is arranged throughout the cabin in the following manner: a. which is provided around the cabin. The port side is provided with two equipment storage areas and two provision lockers. The passenger compartment has five equipment stowage areas and two provision lockers on the starboard side. Two athwartship rows accommodate six persons and are located aft of the coxswain’s station. . This holder contains a boat information book.1. AND STORAGE RACKS Storage facilities within the cabin are arranged in a manner to effectively utilize available space while allowing a maximum number of persons in the boat. accommodates 38 persons and allows clear access of one body space to each embarkation door. One hatchet is rack-mounted at the extreme bow above the bench seats. A document holder with a clear plastic cover is mounted on the port side of the coxswain’s station. b.
Clips at the stem. A maintenance access cover. provides a means to service the equipment located on the interior of the console. and on top of the engine enclosure that provides a means to flood the engine compartment with a fire-extinguishing agent. A hatchet is mounted in a stowage bracket at the extreme stern above the bench seats. below the steering wheel. Two oar port access covers are secured by chains adjacent to rowing ports and one is provided adjacent to rowing ports and one is provided adjacent to the oar steering port.3 COXSWAIN’S STATION The coxswain’s station (figure 1-5) is located in the aft cabin on the engine compartment enclosure. there is a document holder on the port side of the console for instruction manuals and an illuminated compass is installed at the top center. The starboard side of the console has an air intake port for engine combustion air. and the engine and marine transmission technical manuals. The arrangement provides the coxswain the necessary height to navigate over the rise of the boat’s canopy. . survival manual. There is also a covered port at the base of the console. h. f.e. equipment inventory. There is a fire extinguisher mounted just below the access. g.4. which is located beneath the steering wheel. 1. Additionally. A control console located at the front of the coxswain’s station has all the necessary controls for safe boat operation. Two portable fire extinguishers are mounted on the control console. adjacent to the rudderpost and port of the bilge pump secure an emergency tiller. operations and safety manual. the quick-release mechanism and a fire extinguisher.
panel lights.2 COMPASS An illuminated magnetic compass is provided at the top center of the control console for navigation.3 LIGHTNING SYSTEM CONTROLS Circuit breakers that provide power to the searchlight. This cable enables the coxswain to start or stop the descent of the boat when lowering from the davits. neutral. 1. 1.4 LAUNCHING CONTROLS An on-load hook release mechanism is mounted on the starboard side of the console. The engine control and indicating panel is located adjacent to the engine control lever and contains warning indicator lights for low oil pressure.3.4.3. and a hydrostatic locking assembly.1 ELECTRICAL AND MECHANICAL CONTROLS The control console is fitted with a direction and speed control lever to select engine direction (forward. high water temperature.4. A consolemounted lighting fixture illuminates the circuit breaker panel. and alternator output and gauges for the oil pressure and coolant temperature.1. The shutdown knob for the fuel injection pump is located on the control console beneath the engine control lever.4.3.3. 1.4 ENGINE COMPARTMENT .4. Three locking mechanisms maintain the release handle in the latched position. and are protected by a clear plastic cover.3. and cabin lightning are located on the circuit breaker control panel on the upper starboard side of the control console.4.3. A battery isolation switch is located at the lower left of the console to disconnect the batteries from the electrical system.4. The circuit breaker switches are marked OFF and ON. 1.5 ENGINE AIR INTAKE Combustion air for the engine is taken from the passenger compartment through an intake port located on the starboard side of the control console.6 MAINTENANCE ACCESS COVER An access cover located beneath the steering wheel permits access to the interior of the console for maintenance of the shifting mechanism and the battery selector switch. An electrical power system on/off engine control switch is also mounted on this panel. 1.4. 1. or astern propeller thrust) and engine speed. There is also a winch brake remote release cable provided in the cabin overhead above the control console. a pushbutton T-handle. These locking mechanisms are a spring-loaded latch pin.
6 FUEL TANK The fuel tank is located beneath the cabin floor. three-port selector valve located immediately aft of the fuel tank determines suction selection. The davit set consists of forward and aft davit stands. The enclosure also provides athwartship bench seating on both the forward and aft ends. rechargeable lead-acid batteries connected in parallel to provide 12-Vdc system current.) The hoisting winch is located a deck below the davit set deck mounting. maintenance free. and valves. Each battery bank is comprised of two. Suction for the pump is taken from the main bilge or the engine compartment bilge through a plastic tubing suction header. forward of the engine compartment and along the centerline.2 HOISTING WINCH AND DAVIT The davit set and winch are arranged in multi-deck levels (figure 1-6). associated controls. A dipstick is used through the fill cap pipe to determine the amount of available fuel.The engine compartment is located beneath the coxswain’s station.5. 1. diaphragm-type bilge pump is located at the stern of the lifeboat. accessories. marine transmission. A three-way. 1. 1.4. (Figure 107 shows the davit arms rotated outboard to their maximum extent. which is beneath the aft bench seat of the engine enclosure. a bilge pump suction intake. The wire rope reeving diagram (figure 1-8) shows the interconnection of the various sheaves. 12-Vdc. forward and aft davit arms. and crossbeams. The tank is fitted with a fuel pump suction line with a tank cutout valve. The fuel tank fill cap is accessible through an opening in the cabin floor between the fore and aft bench seats. OPERATING INSTRUCTIONS . 1. Section III. Intake and exhaust vent lines and four removable access panels are provided.1 BILGE PUMP A manually operated. the hydrostatic release safety unit.5. a return line. maintains the four batteries at peak charge during periods of lifeboat storage.4. An onboard battery charger. The compartment encloses the propulsion engine. It is constructed of molded GRP and bolted to the cabin floor. and vent line. which uses power from the host ship’s electrical system.5 BATTERY COMPARTMENT Two battery banks are located in the battery compartment.
the passengers should board and go directly to their seats. Cast off. fasten their seat belts and maintain quiet. c. The operational checklist (table 3-6) located at the end of this section. d. 3. Prepare for launching. and underway operations. man your boat. These checks include those requirements in section II that time permits. All lifeboat crew must board and prepare to receive passengers. Also ensure enough slack has been provided for the boat to breast away from the ship. After the boat has been readied. summarizes the operator’s required actions. Passengers embark. .5. then secured to a cleat on the ship. The lifeboats are not lowered until the captain (master) or Officer of the Deck passes the order. b. The bow tender should release the sea painter.3. Lower away. Lead out the sea painter if the sea painter has not already been rigged.1 GENERAL The operating instructions listed in this section should be used for routine and emergency launching. f.5. Boat crew. The coxswain and other assigned crewmen will board the boat and conduct pre-launch checks.2 LAUNCHING COMMANDS The system of commands used to launch the lifeboat and the corresponding actions are as follow: Span Wire Pelican Hook closed with lanyard mousing a. e. A crew member should pass one end of the sea painter to the bow tender and the painter should be led well forward and outboard of everything except the forward boat falls.
(The gripes will hold the boat securely in place after the pelican hook is released and until the brake .5. After the crew is embarked.Open the console-mounted circuit breaker box clear plastic cover and switch the panel lighting breaker and the cabin lighting breaker to the ON position. 4.Slide open the embarkation door and enter the lifeboat using the safety handrail.Disconnect the electrical service plug the boat’s canopy connection (figure 3-8). 1.3 EMBARKATION a. accomplish the following interior checks. 3. The plus is located forward of the engine compartment under the centerline hinged deck access and just below the fuel tank cutout valve.Trip the MacCluney hook release. This action connects battery bank number 1 to the lifeboat electrical system.Activate the canopy marker light by pulling the securing pin.Embarkation opening 3.Turn the battery disconnect switch from the OFF position to position 1 on the dial.Open the centerline access deck plate and secure the automatic bilge drain plug. 2. 1. 2. 5. b. Accomplish the following items as a portion of the crew’s embarkation procedure.
Have the coxswain start the engine as follows: 1. causing the gripes to fall free of the securing bobbins. Embark a maximum of 71 passengers and 3 crewmembers (coxswain.Push the engine shutdown knob to the full-in (run) position. and stern tender). 7. Repeat step 4. .If the engine fails to start with the electric starter. Immediately secure the engine if the red indicating lamp is illuminated. 8. 3.All passengers and crew should maintain quiet. ensure the throttle is fully opened and repeat step 4.8. close the embarkation door by sliding it forward.) 6.Depress the starter pushbutton.Maintain a continual check of the coolant high temperature-warning indicator on the console. proceed as follows: a. The electric starter can now be used to start the engine. do not depress the pushbutton for more than 20 seconds at a time. This actions opens the fuel supply valve to the engine feel pump. b. with life jackets on. 2. b. 5.When ordered by the coxswain or boat officer.As directed by the coxswain or boat officer. should board the lifeboat using the safety handrail. (The heat exchanger will provide for sufficient coolant heat transfer for the engine to run approximately five minutes while running the engine at idle out of the water).1 STARTING THE ENGINE The engine may be started while the boat is in the stowed position. The low oil pressure and the alternator charging lights should come on. release the button. proceed to their seats.release cable is pulled. and fasten their seat belts. 2.Switch the engine power supply switch from OFF to ON. 3. However. bow tender. 1. Ensure the door latch properly engages and tightly secures the door. Gravity lowering of the davit arms will then detach the boat gripes.Pull the engine control lever out from the control head and advance the lever slightly.In order to prevent damage to the water-cooled stern tube bearings. If the engine does not fire. ensure the transmission is in the neutral position and the shaft does not turn. 4. Ensure the engine shutdown know and the throttle are in the positions cited in steps 1 and 2 and that the power supply to the starting circuit is on as cited in step 3. Ensure the coxswain observes the following precautions in order to prevent damage to equipment after the engine has started. a. passengers. When the engine starts.
immediately turn the battery disconnect switch to battery bank position 2. Therefore. c. 6. The pull should be maintained until the lifeboat is waterborne. and to tend the sea painter lizard.9. 3.2 c. depending upon sea and wind conditions. Keep non-essential personnel away from the davit area. manual release of the lever is required. the speed of the host ship must be adjusted to provide for adequate steerageway for the lifeboat while being towed by the sea painter. Ensure the hydrostatic release lever has moved to the unlocked position. 7. the winch brake will automatically reset and lowering will stop). Ensure a sea painter tender is stationed to adjust the sea painter length. the coxswain will gravity launch the lifeboat by pulling the brake remote release cable to its fullest extent.l. it the boat is waterborne and the hydrostatic release lever remains in the locked position. Firmly grasp the release control handle and pull upwards against the spring.2 LAUNCHING AND OPERATING a.1 HOOK RLEASE OPERATION The on-load lifting hooks can be operated at any time. b. However. b. even when the boat is hoisted on the davit or if it is being towed by the falls. Attempt to start the engine as per step 4. Remove the T-handle safety pin by pressing the release button in the center of the pin and pulling the pin out. which is used to keep the painter clear of the water.1. d. No one should be standing under the boat during the launching operation. if required.) .1 RELEASING HOOKS 3. Ensure the engine low oil pressure and alternator charging lamps on the control and indicating panels have gone out. if embarked.8. If the starter does not turn the engine. When ordered by the boat officer. (If the brake remote release cable is let go during the lowering process. return the throttle to idle (neutral position) until the boat is waterborne. 3.c.9. proceed as follows: 1. As soon as the engine fires. tenders for the frapping line or traveling lizard lines may also be required. Refer to paragraph 3-9. The maximum speed of the loaded lifeboat is approximately six knots. a. refer to the procedure to rig the oars (section 4-9). If repeated attempts to not start the engine. 2. Ensure a winch operator and a safety observer are stationed in the vicinity of the winch to keep the area clear of nonessential personnel and to observe proper unspooling of the wire and correct operation of the davit. During a non-emergency launch. d. Also. (The upward motion will clear the roller pin on the control handle from the side plate slots.
c. b. Ensure the boat is in or near the water before manually unlocking the release lever.) b. a. proceed to the designated assembly point. 3. Once the boat is waterborne.) d. As soon as the boat is waterborne. Be alert for a possible recovery signal from the ship. Check engine operation as follows: 1.1. if the hydrostatic device malfunctions. Ensure the oil pressure. e. . The boat is now free of the falls and riding on the sea painter. rig the sea anchor to keep the boat’s bow into the wind and sea and to prevent rapid drifting. apply engine power in the forward direction by moving the throttle from the neutral (idle) position to the forward position. and alternator charging lamps are not lit.2. the coxswain will order the painter released.2 LIFEBOAT OPERATION The following paragraphs should be adhered to when operating the lifeboat. To release the boat from the davit falls. (Use of the sea painter tends to sheer the bow away from the ship’s side. and one short blast. b. At the assembly point.9. (The signal to recall and recover the boats is one short. inside the passenger compartment. An overturning roll could capsize the boat and unbelted passengers could cause a load shift instability that may prevent the boat from self-righting. e.9. which is located on the starboard side (forward). open the automatic vents by removing the securing wedges.2 RELEASE MECHANISM EMERGENCY OPERATION The hydrostatic release lever device prevents the operation of the hook releasing mechanism until the boat is waterborne. the release lever can be manually rotated to the unlocked position as follows: a. pull the release control handle aft to its fullest extent. the coxswain must immediately maneuver away from the side of the ship while riding on the painter. 3. one long.9. However. a. Once the boat is free of any toxic environment.d.9. Trip the painter (figure3-7) by pulling the release cable. 3. Rotate the hydrostatic release lever to the unlocked position and hold until the release unit control handle is pulled back to release the hook mechanism. 3.1 PAINTER RELEASE When the control of the boat has been achieved.2. coolant water temperature.2 AFTER LAUNCH PROCEDURE After the lifeboat has been launched. Ensure all passengers are seated and have their seat belts fastened. After the boat is clear of the ship. Push in the clear cover (forcibly). follow the steps outlined below. c.
This leakage is required to provide cooling and lubrication of the stern tube shaft bearings. This procedure to reset the hooks is as follows: Rotate the hook tail clockwise to the upright and closed position to engage the release cam pins in their correct locked position in . (The gland should be adjusted so the leakage is three to four light drips per minute. pump the bilge as required. Check the liquid level of the main bilge. 3. stroke the bilge pump until the engine compartment bilge is dry. Align the handle of the three-way bilge suction valve in-line with the engine compartment suction line. Rig the radar reflector. Emergency radio 2. The handle is now in the position to reset the hooks. Also included in the precautions is the provision to pump the engine and main bilge compartments to reduce the weight required to be lifted during recovery. Ensure the stern tube land leakage into the engine compartment is not excessive. b. If necessary. located at the end of this section. 6. The recovery checklist (table 37). pump the bilge as follows: a. engine and transmission lube oil.) b. a. 3. Parachute flares and pistol 3. (The bilge suction valve is located at the deck level. 4. Use the following emergency signaling equipment to signal or attract aircraft or ships.10 BOAT PREPARATIONS FOR RECOVERY Preparations to recover the lifeboat primarily consist of resetting the lifting hooks and quick-release mechanism. Signaling mirror 6.1 RESETTING HOOKS AND RELEASE GEAR Before approaching the ship for recovery.10.2.) 5. summarizes all required actions. forward of the engine compartment and under the centerline seating bench. Using the hand bilge pump. Searchlight 3. Replace the starboard engine access panel. Remove the starboard engine compartment access panel and check for fuel. If necessary. Check the liquid level of the engine compartment bilge. Orange-smoke signals 5. 1. b. The handle’s roller pins should be positioned above the slots in the side plates. which is located on the centerline in the stern. Hand-held distress flares 4. the quick-acting release control handle and both bow and stern lifting hooks must be reset as follows: a. Have the bow and stern tenders open the boat access hatches and reset each lifting hook. Push the control handle forward as far as it will travel to its locking position. and coolant leaks.
Rotate the payout handwheel until the desired position of the falls is achieved. Pull both hooks to ensure they are fully locked in the closed position. b. Stroke the bilge pump until the main bilge is dry. Shift the bilge pump until the engine compartment bilge is dry. a. the operator must manually lower them using the payout wheel on the winch. b. 3. 2. lower the brake handle to reengage the winch brake.When the falls are in the desired position. the operator. f.10. Ensure proper unspooling of the wire from the drums. front of the hook tails. they should be repositioned to a height just above the lifeboat canopy. a. Ensure the handcrank has been removed to avoid the possibility of the handle spinning backwards.11 WINCH AND DAVIT SET – PREPARATION FOR RECOVERY Hoisting of the lifeboat is accomplished in the power mode until the davit arms are within 6 inches of the stored position. If the empty falls were recovered after launch.2 CHECKING THE LIMIT SWITCHES . b.Raise the hand brake lever.1 LOWERING THE FALLS a. The release mechanism and lifting hooks are now ready and safe for reengagement of the suspension links.1. Manually lower the falls using the pay-out handwheel as follows: 1. 3. 3. 3. c. d.1. Rotate the handle of the bilge suction valve in-line with the main bilge compartment suction plastic piping. Ensure the release handle is in the locked position and insert the T-handle safety pin. e. Stroke the bilge pump until the engine compartment bilge is dry.11. The pre-operational checks provided in paragraphs 3-3 and 3-4 should be conducted if the lifeboat was launched under emergency conditions and the checks for the winch and davit set were not accomplished. If the falls do not lower due to insufficient weight. Lifting of the brake handle should permit the empty falls to be lowered by gravity to the desired position. The remaining travel is achieved by the use of the winch handcrank.1 PUMPING BILGES Remove any water in the bilges according to the following steps.11. d. Ensure all nonessential personnel are kept away from the davit area. the winch operator should release the winch brake and lift up on the brake handle. Have the bow and stern tenders ensure each hook’s release cam pin is in the correct position relative to the tail of the hook (figure 3-5). To lower the falls. This will permit the release handle roller pins to drop down fully into the locking slots in the side plates. 3.1.c.
the winch controller disconnect lever must be shifted to the OFF position and the boat hoisted with the handcrank. d..12. 5. Ensure lifeboat recovery is accomplished with a full recovery crew stationed as follows: .12.Prior to each recovery.1. 3.1 APPROACHING THE SHIP a. Ensure the speed of the host ship is adjusted to provide for adequate steerageway for the lifeboat until the sea painter is rigged. e. check the handcrank safety limit switch and the davit arm limit switches according to the following steps: a. c. Energize the winch by moving the winch motor controller disconnect switch to the ON position. Verify correct operation of the handcrank safety switch as follows: 1. Return the master hoisting switch to the OFF position and release the handcrank opening safety switch lever. b. ensure the upward motion of the falls is stopped and that power to the winch has been interrupted. i. Rotate the master-hoisting switch of the TAKE-IN position.12 LIFEBOAT RECOVERY 3. 4. Rotate the master hoisting switch to the TAKE-IN position. Return the master hoisting switch to the OFF position. 3.1. manually place a piece of mile steel plate (equivalent to the size of actuator in the sensing zone of the Limit (proximity) Switch. Recovery of the lifeboat requires that the coxswain be skilled in maneuvering the boat alongside the ship to position the boat’s lifting hooks beneath the suspension links. The approach should be at a 45degree angle to the ship’s side. If repairs cannot be accomplished. b.2 PREPARATIONS FOR HOISTING a. While the falls are being raised. 2. 2. The maximum speed of the loaded lifeboat is approximately six knots. Normally the ship’s speed should not be greater than five knots in order to permit safe handling of the boat during recovery. When testing is complete. 3. and with adjustments for wind or current.e.1 to reposition the suspension link close to the water. Verify correct operation of the davit arm limit switches as follows: 1. Limit switches found inoperative during testing must be repaired before the davit set and winch can be used to hoist the lifeboat under power. 3. Repeat steps 1 through 3 for the aft davit arm limit switch. While the falls are being raised. the limit switch will no longer be affected by proximity actuator bracket(s) mounted on davit arm(s). heading for the boat’s recovery station. use the payout wheel and the procedure listed in paragraph 3-11. Ensure the upward motion of the falls is stopped and that power to the winch has been interrupted. Ensure the davit has been lowered enough to permit power hoisting. manually rotate the handcrank opening safety switch lever.
b. Lower the falls the remaining distance to the bow/stern tenders to permit the lower block suspension links to connect to the lifting hooks. which is used to keep the painter clear of the water. depending upon sea and wind conditions.1. past the double-guard plates.3 HOISTING AND STOWING IMPORTANT SAFETY NOTE: All passengers must disembark the lifeboat before hoisting. Ensure the links are secured by the hook guard plates and cannot drop out. c. he will signal the winch operator to hoist the boat. and up into the throat of the hook (figure 3-4). ensure the forward link is secured first. 3.Ensure two personnel are assigned to secure the boat gripe wire levers and adjust the turnbuckles. proceed as follows: .1. a frapping line or traveling lizard line tenders may be required. 7. 4. Also. If required. pay out the falls according to paragraph 3-1.1. 2. Keep the winch brake lever raised until hook up is complete. Since the suspension links may be engaged separately on the hooks. 5. 8. connect the sea painter as follows: 1. Connect the suspension links as follows: 1. As the boat approaches the boat recovery station. 3. When the coxswain has verified that the boat is properly connected to the falls through inspection and crew reports. 3.12. Slip the link on the lifting hook. 3.Ensure that at least one person is assigned to operate the davit arm securing levers and to reset the MacCluney hook. 2. Ensure the falls are not fouled and are ready for hoisting. Ensure the other end of the painter is securely fastened to a bitt on the ship. 2. 6. Attach it to the painter’s quick-release mechanism (figure 3-7). Full load may remain aboard for hoisting. Only a crew of three persons may remain aboard for hoisting.Ensure a winch operator and safety observer is stationed in the vicinity of the winch to keep the area clear of nonessential personnel and to observe proper spooling of the wire and correct operation of the davit.1.Ensure a sea painter tender is stationed to assist in passing the sea painter to the lifeboat and to tend the sea painter lizard. Ensure the quick-release control handle is in the locked position and the T-handle safety pin is fully installed. but not once the traveling block engages the head of the davit arm. 4. Bow tender hooks painter eye with boat hook. The hoist the boat.
Keep nonessential personnel away from the davit area. Place the master hoisting switch in the HOIST position. 4. In this position the switch will energize the winch hoist motor and electrically raise the lifeboat. d. Ensure no one is standing under the boat during recovery operations. switch the winch motor controller disconnect switch to the ON position and proceed to step f. proceed to step e. 2. If the davit arm limit switches have been tested and operate properly. h. Remove the handcrank from the storage brackets.a. e. Manually rotate the handcrank until the lifeboat is hoisted to the stowed position. c. g. . The boat is now ready for hoisting using the master hoisting switch and the winch motor. Upon a signal form the boat officer or coxswain. 3. Insert handcrank on the hoisting winch crankshaft. f. Ensure the handcrank is in the storage bracket and not engaged in the hoisting winch crankshaft. Upon a signal from the boat officer. turn the controller disconnect lever to the ON position. Place the control lever in neutral and idle the engine. Ensure the davit arm limit switch levers are in the down position. Power must never be applied or the brake handle raised while the handcrank is inserted. 1. 5. If either davit or limit switch in inoperative. Maintain a constant check of the winch drums to ensure proper spooling of the wire rope as the boat is hoisted. 2. commence hoisting the boat manually as follows: 1. Ensure the motor controller disconnect switch is in the OFF position. Proceed to step h for the remainder of the recovery procedure. the boat must not be hosted electrically. in that case. b.
Rig the forward and aft boat gripes wires around the boat gripe bobbins and secures the boat gripe master links to the boat gripe levers. to ensure davit arm shackles are tight. v. Remove the handcrank from the storage brackets. m. j. 3. When the boat has been raised to approximately 6 inches from the fully stowed position. Adjust the davit arm gripe span wire turnbuckle. t. n. Replace the marker light-activating pin to turn the light off. Ensure the motor controller disconnect switch is in the OFF position. shift the master hoisting switch and the controller disconnect lever to the OFF positions. u. Continue hoisting the lifeboat to a point approximately 6 inches from the fully stowed position. Open the automatic bilge drain by unscrewing the plug. l. Adjust the forward and aft boat gripe wire turnbuckles to prevent boat movement while in the davits. p. o. Do not overtighten. Move the indicating and starting circuit power supply switch on the control panel to the OFF position. When the boat is completely clear of the water and wave crests.13 DISEMBARKING After the davit arm gripe span wire master link has been fastened to the MacCluney hook and tightened and the forward and aft lifeboat gripes have been reinstalled and tightened. . Remove the handcrank and return it to the storage bracket. s. as required. and manually raise the lifeboat to the fully stowed position. k. the passengers and crew may disembark according to the following steps. Reset the davit arm gripe span wire master link and MacCluney hook. stop the engine by pulling the engine shutdown knob. r. Attach the forward and aft davit arm shackles to the davit arm gripe levers. q.i. insert it into the hoisting winch crankshaft.
If required. . as required. check the engine coolant level and add coolant. Have the passengers unfasten their seat belts. Place the battery charger switch in the ON position and ensure the power on lamp is lit.14 SECURING AFTER USE After the lifeboat has been used. i. Refuel according to paragraph 3-3. Refer to paragraph 3-3. c.) c. The remaining crew should begin to prepare the lifeboat for re-use in the event of an emergency. b.3.3.2. d. d. Ensure the battery charger high current and reverse polarity lamps are not lit. as required. Ensure the hydrostatic release lever is in the locked position in the quickrelease mechanism.3. Open the inboard embarkation door (leading to the ship’s embarkation station) by rotating the door latch and sliding the door aft.a. Check the engine oil level. (Discharged batteries may indicate a malfunction of the alternator. Push the engine shutdown knob to its full-in (run) position. Refer to paragraph 33. b. install fresh batteries in the strobe light and flashlight. g.3.3. Ensure all batteries are fully charged by having an electrician take voltage readings on all batteries. add oil. it should be immediately prepared for reuse as follows: a. After the engine has cooled. Re-insert the ship’s power supply plug to the lifeboat’s electrical service plug. j. h. 3. Replenish all consumed survival items and replace any boat equipment that was damaged. f. e. All passengers and any crew not required to prepare the boat for re-use may disembark using the safety handrail.
Stow all loose equipment in the appropriate lockers and stowage locations. Turn the battery disconnect switch to the OFF position. p.10. r.3. Refer to paragraph 3-3. then close and secure the embarkation door. l. Ensure the main bilge and the engine compartment bilge are clean and dry. Switch all breakers in the circuit breaker panel to the OFF position. m. q. o. n. Disembark. . Close the automatic vents using the attached securing wedges. Ensure all the hatches are closed and that the securing doors are tight.k. Reinsert the brake remote control cable through the canopy wire gland to the coxswain’s station.
The launch equipment described herein is provided for evacuation of ship’s personnel in time of emergency.P. The boats lowered to the water by means of a gravity-lowering winch. Precautions should be taken to see that this vital equipment is not tampered with.S.OPERATION AND SAFETY MANUAL FOR 37 FOOT LIFEBOAT (Type 37-40) STATIONS 1 AND 2 Station 1 & 2 Schat-Marine Corp. Type 37-40 Gravity Davit with Type BE 7800-MKII Winch for a 37 ft. Diesel Propelled Open Lifeboat The following instructions have been extracted from: (1) “Instruction book. 2129/31. These original manuals should be referred to for maintenance and adjustment instructions. Diesel Propelled Open Lifeboat”. This equipment is fully U. Two launching systems are provided of each type. Hand power hoisting is available as a backup means of and for taking the boats to their final stowed position.R. F. maintained and serviced by appropriately qualified personnel. It is designed for launching the fully loaded lifeboat from the stowed position. September 1989. This is lifesaving equipment. F. Type 37-40 Gravity Davit with Type BE 7800-MKII Winch for a 37 ft. . Coast Guard approved and meets the requirements of the 1974 SOLAS convention. SMS Book No. I port/l starboard. An electric motor is provided on each winch for retrieving their respective lifeboat (with a maximum of nine (9) persons aboard). the importance of which cannot be overemphasized.P. with the ship experiencing up to 15 degrees of list and/or 10 degrees of trim.R. Lowering speed is controlled by means of the winch hand with maximum speed regulated by means of a centrifugal brake. This equipment should be operated. Each boat is stowed in a gravity davit.
The boat is lowered to the water by gravity. retrieve.G. stowed position by the winch. under control of centrifugal and manual brakes on tile winch.C.S.Regularly scheduled drills should be held to assure that the ship's personnel are familiar with the operation of this equipment. 1. Each gravity davit consists of a pair of crescent shaped arms. It should be properly maintained so that it remains in an "at ready" condition at all times. which permit the arms to travel from the inboard to the outboard positions. (Solas 74) 1&2 37 -40 15.032/245/0 . Gravity Davits This equipment is designed to launch. and stow a lifeboat. Davit Type Weight per Set Outreach Working Load per Set Operating Range/ List Trim U. 9'-Il" 40. The boat is hoisted from the water and the arms are brought to then. Lifeboat Station No.568 lb. feet. Approval Nos. each with two shafts mounted on rollers at then. which can be hand cranked in the event of a power failure. 15˚ Inboard or Outboard 10˚ Fwd or Aft 160.000 lbs.
Approval Nos. corrosion. Gravity Trackway Davit (a) Davit Arm: Each arm is fabricated from steel plate and/or shapes.015/161/0 (Solas 74) Variant U. (c) Gripe and Stopper Release Mechanism: Mounted on each trackway there is a latch with an integrated gripe release mechanism to assure simultaneous release of arm and gripe. The centrifugal and manual brake mechanisms are completely enclosed in watertight casings. which engages the arm and prevents it from traveling inboard when slowed. steel lifting hooks are provided to suspend the boat when slowed and during transfer from the inboard to outboard positions. Winch Type Weight of Winch Working Load at Drum Total Working Load/Fall Hoisting Speed (approx.950 lbs. 20 FPM 40 FPM 120 FPM None 160. 1&2 BE 7.S. These hold the davit rollers as the arm travels between the inboard and outboard positions. This can be released under load.G.500 lbs.. on which the arms travel from inboard to outboard positions.C. further inboard. The four cast rollers. 8. The inboard end of the gripe attaches to this keeper bar. etc.) Lowering Speed (approx. Also mounted on the trackway. are bronze bushed. .800 MKII 3. and die winch is kept in a free running state under the most adverse climactic conditions. Height Restriction U.S. is a keeper bar. (b) Trackway: Each trackway consists of two inclined steel channels spaced with the flanges facing each other. This double-drum winch has a totally enclosed gear case lubricated by an oil bath. Thus.G. all the moving parts am protected from icing-up. Lifeboat Station No. 17. Approval 9 Aug 1989 1.) Light Boat Fully Loaded Boat WL. Winch The Schat lifeboat winch is designed for gravity lowering with electric power hoisting.975 lbs. All sheaves are shrouded to keep the wire rope in place at all times.C. The wire rope falls are reeved around sheaves mounted on the davit arm.2. On the extreme upper ends of the arms.
During lowering. The end link is used for attachment to the lifeboat release hook. THE EMERGENCY DISCONNECT SWITCH SUIOULD BE IN THE OFF POSITION DURING ALL HAND CRANKING OPERATIONS. 1 & 2: Refer to the Rigging Drawing D3-B2130. (d) Removable Handcrank: WARNING: HANDCRANK IS TO BE REMOVED BEFORE RUNNING THE WINCH IN EITHER THE HOIST DIRECTION UNDER POWER OR IN THE LOWERING DIRECTION UNDER GRAVITY. the clutch/brake disengages and lowering is actuated. The counterweight on the brake lever is designed to hold a load equal to 150% of the fully loaded lifeboat. when hoisting. The drums are grooved and arc designed to hold a maximum of two layers of wire rope. When the brake lever is raised. A club link and/or chain are incorporated within the assembly to make up the necessary bite to bite distance. The manual brake consists of a brake lever coupled to a disc clutch/brake assembly. (f) Rope Drums: The winch uses two (2) rope drums driven by a common pinion. Winch (a) Centrifugal Brake: A centrifugal brake is provided to limit the lowering speed of the boat to a maximum of 120 feet per minute. The design of this unit is such that. (e) Floating Block Assembly: The lifting bar assembled on the upper end of the block engages with the lifting hook of the davit arm. . (b) Brake Unit: The brake unit houses the centrifugal and manual brakes as well as a free wheel unit.(d) Wire Rope: Four Lifeboat Stations No. the motor shaft is bypassed by the brake unit. supporting the block assembly when traversing between inboard and outboard positions. NOTE: THE BRAKE LEVER MUST BE RAISED IN ORDER TO PAYOUT THE FALLS. The freewheel unit enables the winch to be operated in the hoisting mode without having to lift the brake lever. A handcrank is provided to be attached to the end of the crank shaft for manual operation of the winch in the "Hoist" direction only. 2. thus protecting the motor and the crankshaft from reverse rotation at high lowering speeds. (c) Handwheel A handwheel is permanently attached to the manual brake shaft for the purpose of paying out additional falls when launching or retrieving the boat. the shoes do not engage the centrifugal brake drum.
CAUTION: Swing stopper bars clear of trackways and secure them in the open position with toggle pins to prevent stopper bars from swinging back in to the path of the davit arms. Secure frapping lines. The electrical power from the ship is fed directly to the controller and then to the motor mounted on the lifeboat winch. . To Launch: a.Lifeboat Winch . It is only needed during hoisting or recovery of the lifeboat. Load all persons. g. until tension is off tricing pendants. Coast Guard Regulations. It is not needed for lowering the lifeboat during evacuation or drills. Motors are furnished mounted to their respective winches and ready for wiring. having an external operating handle ("EMERGENCY DISCONNECT SWITCH"). b.Electrical Motor System The electrical system wiring must be in accordance with U. Be sure this switch is in the "OFF" position before proceeding with maintenance and inspection of the davits. the controller "EMERGENCY DISCONNECT" should remain in the "OFF" position. Raise brake handle. re-secure frapping lines. The controller is installed in a watertight enclosure. winches and electrical equipment. Lower boat to the water. Control operations with hand brake. NOTE: Whenever the davit is not in use. Release gripes and stopper but and clear them away. There is also a "motor running" lamp and an overload reset button.S. Actual launching and covering operation may differ. This switch does not need to be turned "ON" for lowering of the lifeboat during evacuation or drills. e. release tricing pendants. Pass out sea painter and put in boat plug. d. This electrical system is designed to be located within immediate range of the winch operator for hoisting and recovery operations. f. Ease off frapping line and raise boat under power. c. Control speed with hand brake and ease davit down to ship’s side. OPERATING INSTRUCTIONS The following operating instructions are only recommendations. The tricing pendant will bring the lifeboat to the ship's side.
Throw emergency disconnect switch to "ON". Using the hand crank. 2) Always give clear and sufficient advance notice to personnel in the area when the lifeboat is to be launched. To Recover: a. c. Throw emergency disconnect switch to "OFF". This handle releases both hooks simultaneously. Secure by throwing the release handle 180 degrees back into it's original Position and securing it with its toggle pin. . Re-stow trapping lines and sea painter and remove boat plug. Release the sea painter and maneuver the lifeboat away treat the ship. Reset Rottmer Release Hooks at both ends of the boat into their original position. Approach ship and secure sea painter to thwart. l.h. A licensed electrician should conduct this work and all electrical power to the device should be turned off. General 1) At all times. Lower lifeboat to the embarkation deck and disembark all persons. 2) Personnel working with or near high voltage should be familiar with modern methods of resuscitation. k. the crank handle should be removed from its operating position On the winch and stored on the stowage brackets when not being used in actual use of hoisting. g. e. GENERAL SAFETY REQUIREMENTS Electrical 1) Under no circumstances should any person reach into any electrical device for any purpose unless work is to be accomplished. j. If necessary release hand brake to pay out additional falls with manual payout unit. Engage both floating blocks oblong rings into Rottmer Release Hooks simultaneously. Hoist sufficiently to secure tricing pendants. h. crank lifeboat up to the stowed position. Hoist boat up trackways until limit switch cuts power. Operate winch with the push button control. d. When boat reaches the water. Replace stopper bar and gripes and secure lifeboat for sea. i. release the Rottmer Release Hooks by throwing the release handle 180 degrees in the boat. i. b. f.
refer to the fault finding section of the technical manual. 7) The lifeboat launching systems must be thoroughly maintained at all times. FR. SMS Book No. For diesel engine maintenance refer to the "Workshop Manual for BUKH Diesel Engine Type DV36/48". September 1989. 2129/31.P.P. (145 PERSON) F. INSTRUCTIONS FOR THE OPERATION OF 37 FT. each impregnated with fire retardant resins. Davits and Winch when conducting lifeboat drill.R. This type of construction offers lightweight combined with low maintenance. 6) If the equipment fails to operate correctly.P.3) Ensure that all personnel are clear of the lifeboat. 1.) lifeboats are designed and built to USCG specifications. 4) Never load the Davit/Winch System beyond its rated capacity. Fiberglass Lifeboats The fiberglass reinforced plastic (F. These boats are constructed of layers of fiberglass material. making stripping and inspection of individual buoyancy units unnecessary. 8) Ensure that the lifeboat is correctly secured in the Davit with gripes when not in use to prevent movement of the lifeboat against the Davit structure whilst in a seaway. Refer to the technical manual for lubrication and maintenance procedures. 5) Use only the steel rope designed for the Davit. Type 37-40 Gravity/ Davit with Type BE 7800-MKII Winch for a 37 Ft.FT. . DIESEL PROPELLED LIFEBOATS The following instructions have been extracted front Part IV of "Instruction Book. Boats are fitted with required survival equipment and provisions as per USCG specifications. This original manual should be referred to for lubrication instructions. foamed-in-place flotation. Diesel Propelled Open Lifeboat".R. Other advantages are built-in.
U. Engine will start. l. 4. Specifications a. push DECOM PRESSION LEVER DOWN to its original position. remove crank. Check oil level. 2. unnecessary engine operation should be eliminated. With engine speed at idle. j. Since the fuel carried will suffice for only 24 hours at 6 knots. 2. Use tiller for directional control.035/516/1 b. Operating Lifeboat With Diesel Engine As the boat becomes waterborne. Minimum Speed 6 Knots o.C. ft. Weight of boat (empty) 9600 lbs. Start diesel engine. Engage CRANKING HANDLE at after end of engine box. 3. Precautions should be taken to see that this vital equipment is not tampered with. Length between perpendiculars 37"-O" f. .5 (RH) 3. This equipment should be operated. Approval No. 160. Propeller 20 X 12. release lifeboat hoisting gears. Propulsion Diesel d. for details. Crank engine with increasing speed. 4. transmission oil level and coolant level. Paragraph 4. the importance of which cannot be overemphasized. Depth (molded) 5'-5" h. In an emergency the four oars can maneuver the boat and the steering oar provided. push Shift Lever "FORWARD" for AHEAD and pull "AFT" for REVERSE.22 cu. Total foam volume 290. Service Ocean c. k. Seating Capacity 145 Persons i. Distance between hooks 33'-O" m. Type of starting Hank Crank P. Lift DECOMPRESSION LEVER on engine to the up position. Beam (molded) 12"-6" g. Total lowering weight 35873 lbs. maintained and serviced by appropriately qualified personnel. Diesel Engine Bukh Model DV-36ME (water cooled) n. Length Overall 37"-5" e. When turning engine quickly.S.This is lifesaving equipment. Starting Instructions-Bukh Diesel Engine 1.G. Refer to starting instructions.
inspection. After engine shuts down push control lever in all the way.S. and/or Gel Coat defects due to operating or environmental conditions have occurred. Steel items are either stainless steel or galvanized for corrosive resistance. abrasion cracks. Be sure that all such items are kept properly up to date and ready for use in time of an emergency. Periodically examine the lifeboat to insure proper condition and stowage of U. Required equipment.R. Periodic Inspection .To Stop Engine 1.G. Many of these equipment items are dated and subject to U. .C. Pull stop control lever all the way up until engine shuts down. lifeboats should be cleaned and waxed regularly.C.G.S.P. Refer to equipment stowage plan and list. 5. F.Fiberglass Lifeboats A routine visual examination should be conducted of outer and inner hulls in order to determine if stains. DO NOT paint grease fittings.
Type SRR/360/3. or 3. or 21.65/21 Davit With Model 08-02 Winch USCG Approval No. Drum diameter 324 mm Effective drum length 220 mm .91-89-C-90000.INSTRUCTIONS FOR THE OPERATION OF THE LIFE RAFT LAUNCHING DAVITS FLOAT FREE INFLATABLE LIFE RAFTS INTRODUCTION AND SURVIVAL MANUAL FOR INFLATABLE LIFE RAFTS Instructions for the Operation of the Life Raft Launching Davits Schat-Marine Safety Corp. This original manual should be referred to for maintenance instructions.O.4 Kn. Marad Contract No.65 m Design Working Load 4725 lbs. 160.163/1/0 Solas 74/83 The following instructions have been extracted from “Slewing Davits Operation and Maintenance Instruction Manual”. General Type Outreach Radius Slewing Gear S R R radial davit 12 ft. Slewing range Speed reducer gear Powered by Winch Type 360 degrees self-braking worm gear manual cranking S R R davit winch Permissible Drum load 5506 lbs. or 25 Kn. SMS S. 2125/28.
/Sec. 5/8" or 16 mm 150 ft.5 m Operation Specifications Manual "Hoist" Speed 1.50 Ft.46 M/Sec "Quick Return Mode" Gravity Lowering Speed M/Sec @ Max. or 47. the slewing gear is self-braking.3 m./Sec.28 Ft. min. Break Strgth Wire rope diameter Length per davit gravity manual cranking manual cranking 12 x 6 + 3 x 24 27755 lbs. Working Load 3. the davit arm can be slowed by manual cranking against an adverse list of up to 20 degrees to bring the raft into a position favorable for a safe boarding and launching. .Mode of Operation Lowering by Hoisting by Slewing by Wire Rope Fall Construction Req. 1. or 126 Kn.00 TYPE SRR RAFT LAUNCHING RADIAL DAVIT General The above radial davit is capable of launching inflated liferafts having a diameter or air equivalent typical over-all dimension not exceeding approximately 4. Slewing With the aid of the slewing gear fitted. or 14 ft. 0. The permissible working load follows together with the out-reach value and other particulars of design from the precedent page and the accompanying arrangement plan.
08-02 Manual Winch To the purpose of hoisting. the crank rotation coinciding with hoisting is conspicuously arrow marked on the winch cladding. .e. releasable with the aid of a counter-balanced. To the purpose of starting or finishing the launching procedure. the rate of descent is automatically kept at a preset constant level. situated within the permissible limits. a manual cranking facility is provided. by a governor brake gear.i. a winch is incorporated in the davit design capable of lowering fully equipped and boarded rafts by gravity. with maintaining the lifted position to apply the brake. 'Dead Man' type. The brake release coincides with the control handle actuation . the brake control handle cannot be actuated and the brake released (on the other hand. the spring effort holding the brake shoes off the brake drum will be exceeded by the centrifugal force exerted on them. the control handle has to be reset down back to its rest position. thus governing the rate of descent automatically and with a braking power proportional to the rate of descent. Commencing with a certain rotational speed of the brake disc shaft. control handle. making their linings to be firmly pressed into contact with the inner friction face of the brake drum. the crank cannot be inserted as long as the brake release is not discontinued). it will in the most cases be sufficient to only make use of that proportion of the slewing range available which is necessary for the raft to just clear the vessel's side and closely adjace it.To reach that position.Model No. During the gravity lowering procedure. accommodating a pair of hinged brake shoes fitted mostly leading the pivots to the brake disc and held in position by traction springs. As long as the hand crank remains inserted on to the squared shaft extension. Manual hoisting . Lowering To the above purpose. the winch is further equipped with a safety brake.
Remote Control Facility Apart from the above safety brake gear allowing for a full control of the raft launching procedure to be performed all the way down to the water. This facility employs a flexible stainless steel control line. the release book sufficiently hoisted may be easily recovered aboard.the so-called 'Let Go' remote control gear . With the aid of the above facility. this gear employs its own crank incorporating a sort of throw-out coupling to the purpose of non rotating during the other mode of operation. Jockey Pulley Equipment To the purpose of facilitating the launching of possible subsequent rafts.If so required.. This facility . the launching cannot however be interrupted or stopped at will. the winch safety brake being then impossible to be remotely re-set into its applied condition as a result of a pawl lever control system used. led via a mechanical system of non corroding lead pulleys to end at the brake control handle attachment. Once triggered.please see the accompanying drawings.enables a non stop raft launching to be remotely triggered from within the raft. enabling the raft launching to be achieved by releasing the winch safety brake remotely from within the raft itself. attached to the so-called 'jockey pulley' permanently remaining on the wire rope fall. there is a facility available. the winch is further equipped with an extra cranking facility enabling a rapid recovery of the light hook alone. . the davit arm is fitted with a recovery tricing line. thus offering the possibility of saving the winch operator simultaneously with all the other persons aboard the raft together.
Launching a. Within 30 seconds.1) (Fig. and with a sharp pull on the painter.FLOAT FREE INFLATABLE LIFE RAFT Location of the Cabin Deck 1 Port 20 Person (Fig. the raft will inflate within 30 seconds. There are no painted surfaces to be chipped or scratched. inflation is complete and the . c. The life raft can be thrown overboard. Container SWITLIK inflatable life rafts are stored in a gleaming fiberglass case. the life raft will float free of its cradle and float to the surface. The painter line remains attached to the vessel. the CO-TWO system is triggered when the sea painter becomes taught. This sturdy material prevents any damage to the raft and assures correct operation when needed. The finish of this container is impregnated into the fiberglass making it completely maintenance free. The life raft is mounted in a cradle on deck its shown in figures 1 and 2.2) 1 Starboard 15 Person Float Free Liferaft. in stowed position. not affected by sunlight and weathering conditions. Following a disaster at sea. As the vessel continues to sink.
A copy of the Switlik manual is included with the equipment stowed in each life raft.051/57/0 OCEAN SERVICE EQUIPMENT The following pages have been copied (enlarged from the Switlik manual of the same title.051/58/0 (1) 15-Man Inflatable Lift. Finally the weak link attaching the painter to the vessel parts. INSTRUCTION AND SURVIVAL MANUAL FOR INFLATABLE LIFR RAFTS SWITLIK PARACHUTE CO.. INC. . Raft USCG Approval 160.raft is ready for boarding.051/59/0 (1) 20-Man Inflatable Life Raft USCG Approval 160. (8) 25-Man Inflatable Life Raft USCG Approval 160. completely releasing the raft from the sinking vessel. Most of the information included in this manual is just as important for survival in a lifeboat as it is in a life raft.
Double zip closure 27. Double floor 24. Viewing port 23. Internal. Inner canopy 20. Suspension strap 6. Shackle 2. Internal grab line 5. automatically activated light 18. Bilge arrangement 25. Rainwater catchment and collecting unit. C02 cylinder 15. Drain 26. Boarding ladder 14. External. Floor in middle 12.1. automatically activated light 17. bulb & whistle Signaling mirror Emergency ration (kg) Drinking water (l) Drinking vessel . Patch for lifting arrangement 7. Retro-reflective tape 22. Floor at bottom 13. Lifting arrangement/suspension straps (fitted on davit-launched liferafts only) 3. Upper buoyancy tube 8. Arch tube 19. Emergency pack Life Raft Survival Equipment Parachute rocket signal Hand flare Smoke signal Signal lamp/spare dry cells. Stabilizing pockets 11. Arch tube 16. Rainwater collecting bags and operational instructions inside 4. Lower buoyancy tube 9. External grab line 10. Outer canopy 21.
Medicine box Anti-seasickness tablets Seasickness bag Thermal Protective Aid (TPA) Fishing tackle Safety tin opener Scissors Buoyant safety knife Bailer Sponge Instructions for survival + Table of life-saving signals Sea anchor & cord Paddles (set of 2) Repair kit Bellows Rescue quoit & line Bailer Buoyant safety knife Rainwater collecting bags & instructions .
9 External Communications .
Rule 37 – International Additional Signal for Rule 37 .Distress Signals 16 COLREGS Distress Signals .Inland – A high intensity white light flashing at regular intervals from 50 to 70 times per minute. .
5. 243 and 406 MHZ. float-free.. flip the lever 180°. (SOLAS Approved vessels) Category I EPIRB details COSPAS-SARSAT is an international satellite-based search and rescue system established by the U. Reminder – GMDSS vessels are all passenger vessels (12 or more passengers) on international voyages and all cargo vessels over 300 GRT on international voyages.Search and Rescue Satellite-Aided Tracking The 406 MHz EPIRB uses the COSPAS-SARSAT Satellites as the primary means to transmit the Distress Message to a Mission Control Center (MCC) which forwards the message to the correct Rescue Coordination Center . This EPIRB is always in the Armed/Off Position. Category I EPIRBs are described as a 406/121. To turn to the On or Transmit position. Russia. flip the lever on the top right to the vertical position.EPIRB – Emergency Position Indicating Radio Beacon The TSES carries two EPIRBS that are mounted on either Bridgewing.S. COSPAS Cosmicheskaya Sistyema Poiska Avariynich Sudov (a Russian acronym meaning Space System for Search of Distress Vessels) SARSAT . When testing the unit. All GMDSS vessels are required to have one (1) Category I EPIRB aboard. Canada and France to locate emergency radio beacons transmitting on the frequencies 121. automatically activated EPIRB and detectable by satellites anywhere in the world. They are mounted in a box like the one seen to the left and will float free when the ship sinks and the Hydrostatic Release cuts the plastic bar that keeps the box closed.5 MHz.
FCC rules allow Class A. they cannot determine the vessel’s position.” The footprint is the area of the world that satellite can see at any given time. Hydrostatic Release allows the EPIRB to float free when the vessel sinks. Unit must be registered with NOAA every 2 years. or an AM radio tuned to any vacant frequency and located close to an EPIRB. The orbit provides global coverage but also creates blind spots and can create delays up to 1-1/2 hours for the satellites to receive the distress signal and transmit it to the Coast Station. A series of 6 Polar Orbiting Satellites receive a hexadecimal code to identify the vessel in distress.5 MHz. The delay is caused by the vessel being outside of the satellite’s “footprint. Since these satellites do not move in relation to the Earth. Testing The Coast Guard urges those owning EPIRBs to periodically examine them for water tightness. Signal presence can be detected by an FM radio tuned to 99. It basically takes bearings of the signal and advances them to form a running fix. The 406 MHz EPIRBs can be tested through its self-test function. the geostationary NOAA weather satellites that are constantly viewing the same footprint of Earth will receive the distress signal and forward it onto the Coast Station.(RCC). or one second only) during the first five minutes of each hour. battery expiration date and signal presence. To reduce the time delay. along their path. GMDSS regulations require the EPIRB to be tested monthly. It does not send a position (unless fitted with a GPS) because the movement of the satellites. Testing a 406 MHz EPIRB by allowing it to radiate outside such a container is illegal. and S EPIRBs to be turned on briefly (for three audio sweeps. The Category I EPIRB (float free. The RCC can refer to AMVER reports to determine the vessel’s approximate position and get the rescue effort underway while it waits to receive the vessel’s position from the COSPAS-SARSAT satellites.5 MHz as a homing beacon for aircraft Strobe light to be used as a visual signal Battery Life – 48 hours of transmitting. uses the “Doppler Shift” to determine the vessel’s position. lithium battery must be replaced every 5 years. which is an integral part of the device. satellite EPIRB) sends out 3 signals: 406 MHz to the COSPAS-SARSAT satellites 121. B. Fines . It must be replaced every 2 years. 406 MHz EPIRBs can also be tested inside a container designed to prevent its reception by the satellite.
Two conditions must be satisfied for the EPIRB to automatically activate: 1) It must be out of its bracket. The FCC will prosecute cases based upon evidence provided by the Coast Guard. Coast Guard routinely refers cases involving the non-distress activation of an EPIRB (e. The unit is watertight to 33-feet (10-meters.g. flashing red LED indicates unit is "ON" and transmitting. as a hoax.S. carelessness or improper storage and handling) to the Federal Communications Commission.5 MHz and 406 MHz signal will not occur until 50 seconds after activation. 2) It must be in the water. Steady green LED indicates the unit has passed full functional test.. three position switch for easy test and operation. Note: Either condition by itself will not activate the beacon. Automatic deployment and activation occurs when the vessel sinks and a hydrostatic release device frees the beacon from the bracket allowing it to float to the surface.) AUTOMATIC ACTIVATION Because many users failed to properly place earlier generation beacons in the “ARMED” or “READY” positions when installing them in their brackets. removing the cover. This condition will automatically activate the beacon. Built-in sensors detect that the beacon is no longer in its bracket and is in water. The U. and International specifications require the elimination of the “OFF” switch position and the inclusion of sensors to automatically activate the beacon under specific conditions. Transmissions of the 121. TSES EPIRB Instructions ACR Satellite 406 EPIRB. MANUAL ACTIVATION The EPIRB can be manually deployed by removing the retaining pin.S. Category I – it will automatically deploy and activate when in contact with water (floats free at depth of less than 13feet/4-meters). U. and will issue warning letters or notices of apparent liability for fines up to $10. through gross negligence.000. then removing the beacon from the bracket. Activating the beacon in this manner breaks off the Activation Indicator Plastic Pin and exposes the "ON" symbol on the thumb switch indicating that the beacon is turned "ON". The EPIRBs on the TSES are equipped with sensors to detect when it is no longer in its bracket (a deployment condition) and other sensors to determine if it's in water. Unit can be manually activated while in its bracket or manually deployed and activated. the beacon can be activated by being placed in water or by lifting the thumb switch towards the antenna and placing the thumb switch back down on the opposite side of the EPIRB. Single. . Once removed.You may be fined for false activation of an unregistered EPIRB.
...... date..... NOTE: The homing beacon at 121......... Tel: (510) 4373700 From any location— USCG HQ Command Center... Return it to a service center for repair................ Check Data Integrity. or Placing the beacon back into the release bracket...... The initiation of the test is indicated by a beep and the simultaneous lighting of the green and red LED's.. duration..The EPIRB can be activated while still in its bracket by placing the thumb switch in the ON position.. TEST The EPIRB can be tested in or out of the release bracket... Flash Strobe Light to test Strobe.......Stop if failed 2.... Contact the following to report false alarms (US): Atlantic Ocean/Gulf of Mexico— USCG Atlantic Area Command Center... FALSE ALARMS Should there be.... Turn on green LED to indicate Successful Test... Check 406 MHz Synthesizer.... time. it must be reported to the nearest search and rescue authorities. DEACTIVATION The EPIRB can be deactivated by: If manually activated: Returning the thumb switch to the original OFF position... If the beacon continues to operate after it has been deactivated. If automatically activated: Removing the beacon from the water... and cause of activation......... and the location at the time of activation..... an inadvertent activation or false alarm.. the test has been successful..... Check RF Power/Battery.Beep and lights up LED’s if passed ..........Stop if failed 4........ Tel: (800) 323-7233 ..... Activation by this method overrides all sensors and turns the beacon “ON”.... 5......... Tel: (212) 668-7055 Pacific Ocean Area— USCG Pacific Area Command Center..... The information that should be reported includes the satellite EPIRB Unique Identifier Number (UIN)...... A Self Test is initiated by lifting the thumb switch to a vertical position and holding it in this position for at least one second...............Beep and lights up LED’s if passed .. remove the four screws holding the unit together and unplug the battery to disable the unit..................... The sequence of tests is: 1.... If all of the above occurs.... for any reason. The beacon normally takes up to 15 seconds to deactivate.....Stop if failed 3.....5 MHz is inhibited during self test...Beep and lights up LED’s if passed .....
and INSAT-2B (in-orbit spare). nor can it route unregistered 406 MHz alerts to a rescue authority. at 75 deg W. The Inmarsat Satellite System used to offer distress service in competition to COSPAS-SARSAT using L-Band EPIRBs. SARTS aboard the TSES are . south of the east coast of Australia. Coverage is not continuous. They will replace the L-Band EPIRBs in use with 406MHz EPIRBs with GPS input. INSAT-2A. and the area surrounding the Sea of Okhotsk near Russia. Inmarsat did not get the number of users they expected so they are discontinuing that service by the end of 2005. These types of EPIRB are the best you can buy. SART – Search & Rescue Radar Transponder 1 located on each side of the wheelhouse & one in each enclosed Lifeboat as well as one in the Rescue Boat. COSPAS-SARSAT has 406 MHz EPIRB repeaters aboard three geostationary satellites.New EPIRBs A new type of 406 MHz EPIRB. and it may take up to a couple of hours for an EPIRB alert to be received. The major advantage of the 406 MHz low earth orbit system is the provision of global Earth coverage using a limited number of polar-orbiting satellites. as well as polar areas. 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.5 MHz alerts. GOES-E.5 deg E. unless the beacon has an integral GPS receiver. Note that GEOSAR cannot detect 121. plus one spare: GOES-W. became available in 1998. at 93. at 135 deg W. Except for areas between the United Kingdom and Norway. Ground stations capable of receiving 406 MHz. at 74 deg E. GEOSAR provides continuous global coverage of distress alerts from 406 MHz EPIRBs. having an integral GPS navigation receiver. To overcome this limitation. however. GEOSAR cannot calculate the location of any alert it receives.
The signal starts as 12 dots radiating away form the SART (it will be the closest dot to the center of the scope) As the SART gets closer the dots turn into arcs and when within 1-nm will become concentric circles. 9GHz Radar (will not be displayed on the 10-cm. . satisfies the GMDSS Functional Requirement: “Transmit Signals for Locating” Called a “Transponder” because it transmits as a response to the 3-cm Radar signal Distinct 12 “blip” pattern shows up on 3-cm radar radiating away from the SART. The best signal is to use the VHF Radio! TSES Enclosed When Abandoning Ship. Do not want to get it too high b/c you want to hear/see the change in the sound/light signal to know that it is being interrogated. When the SART is interrogated you know that a vessel is in the area and you should start sending out other Distress Signals. The TSES is only required to have 2 SART’s aboard. the longer the range. the wheelhouse but they fulfill the same requirements. S-Band Radar) Homing Beacon.different manufacturers for the ones stowed in the boats vs. The sound &/or visual signal will then change. Legal Range Requirement is 5nm when 1meter above the water • • • • • • • • Turning the unit to the “ON” position just puts the SART into standby mode – a visual &/or sound signal will be displayed When the SART is interrogated by radar (it receives a 3cm-radar signal) the unit will wake up and start transmitting the 12-blip pattern. The SART works with “Direct Wave” Propagation so the higher you get it. Requirements: Wheelhouse GMDSS vessels of 300-500 GRT must have 1 unit aboard SART GMDSS vessels over 500 GRT must have 2 units aboard If your vessel requires 2 SART’s they must be stowed in such a manner so that they may be easily carried to any survival craft (except life rafts) and 1 on each side of the vessel (Port/Stbd.) • • • Works with the 3-cm. X-Band. be sure to turn your vessel’s 3-cmLifeboat SART Radar off so that it does not trigger the activation of the SART.
• Battery Life of a SART: 96-hours in Standby. followed by 8-hours in transmit mode .
K.” Ch. line of sight reception Volume Button.SCT – Survival Craft Transceiver SCT’s must be stowed in such a location that they can be carried to any of the survival craft (except the life rafts. six SCT’s are stowed in a wooden box mounted on the inboard bulkhead of the Officer’s chartroom (as seen below. Battery life requirement: 8-hours in transmit mode Testing requirements – once a year. channel selector. GMDSS vessels of 300-500 GRT must have 2 units aboard GMDSS vessels over 500 GRT must have 3 units aboard • Hand-held VHF Radio for Lifeboats • A. – 16/6 GMDSS Radio Lifeboat Radio Lifeboat VHF • Required to Tx/Rx on Ch. 06) Channel 16 – 156. Lithium battery – cannot use rechargeable battery for distress purposes but may use one to test the units. 06 may be used as a working frequency as long as no on-scene distress communications are being conducted on that channel.3 MHz • • • • • • Channel 06 is usually chosen because it is “Reserved for On-scene search & rescue communications. 16 and one other channel (usually Ch.8 MHz Channel 06 – 156.) The TSES is required to carry 3 SCT’s. PTT.) On the TSES. Instructions posted on the front of the radio. Internal squelch control. VHF Radio – Direct waves.A. .
Volume Channels Microphone & Speaker Instructions Removable Battery .
• Total # of pyrotechnics to be carried aboard as per 46 CFR 199.Flying Bridge 12 Hand-Held Red Parachute Flares 9 Orange Smoke Signals 4 Speedline 250 Line Throwing Apparatus Various Expired Pyrotechnics Kept In Separate Locker Lifeboats Each lifeboat is required to have 6 hand flares. Lifesmoke Mk5 . Orange Smoke Canister attached to the Port and Starboard Bridgewing Life Rings along with a water light. See boat inventories (pgs 2-18) for exp dates 15-min. TSES Pyrotechnics . life rafts.60. it should be immediately be disposed of in the water. and two smoke flares as per 46 CFR 199. If one miss fires. not less than 12 parachute flares. Bridgewings and on the Flying Bridge above the Wheelhouse.175.Pyrotechnics Pyrotechnics are stowed in the Lifeboats. Never point in the direction of persons or equipment and keep the wind at your back when firing. 4 parachute flares. Use caution whenever operating or transporting these items. These Life Rings are used in the event of a Man-over-board emergency.
OPERATION USE IN DAYLIGHT ONLY AND WHEN VESSEL OR AIRCRAFT IS SIGHTED. Burning time: 60 seconds at a minimum of 15. Red HandflareMk2 (for night distress signaling) A Hand-held red distress flare. designed for use in short range signaling situations. Throw signal overboard downwind. 4). They can also be used in daylight over shorter distances. It can easily be activated by hands that are cold and wet. The unit has been designed for maximum ease of operation: 1). The signal consists of a metal case containing smoke composition and is fitted with a simple pull-cord ignition. also suitable for use in other commercial and recreational boats. rockets.000 candelas. and smokes are free from defects. It is required in ships lifeboats and liferafts. Applications Intended for daylight distress signaling. Take . Inspection of Pyrotechnics/Speedline • Insure flares. Visibility: 10 km at sea level and up to 20 km from an aircraft on a clear dark night. 2). Grasp ring firmly. 3). Pull sharply upwards. Unscrew plastic top cap.A buoyant orange smoke signal safe to operate on petrol or oil covered water.
ear protection) . face shield. Insure proper safety gear for launching is free from defects (gloves.• • • note of expiration dates Inspect Speedline line throwing apparatus. Inspect strikers and insure they are connected properly. Take note of rocket expiration dates as well as spares. Take note of expiration dates as well as spares.
9 Survival Craft First Aid .
Contents of the first aid kit are as follows: Bandage compress – 4” • Bandage compress – 2” • Waterproof adhesive Compress-1” • Eye dressing packet. 1/8 Oz. The contents are limited and care should be taken to see they are used effectively. cotton pads Bandage. Whenever the kit is opened. phenacetin and Caffeine compound. 6 1/2 gr. Adhesive strips. Tablets • Vials of Sterile petrolatum Gauze. remove only those items that are needed for immediate use and return the remainder to the waterproof package. gauze.SURVIVAL CRAFT FIRST AID A first aid kit is contained in the emergency pack of all survival craft. compressed 2” x 6 yards Tourniquet. Ophthalmic ointment. (1/2 ml Swab type) • Aspirin. forceps Scissors 12 safety pins • Wire splint • Ammonia inhalants • Iodine applicators. 3" x 18" .
• Instructions .
Location of Arteries and Pressure Points .
If the victim is an infant. or if the mouth cannot be opened readily. Figure 3-1 shows the location of main arteries and pressure control points. place him on his back. If the bleeding is severe. over his mouth and nose. (4) Cover victim’s nose as follows: (a) If you are lifting his lower jaw with your thumb between the jaws. or in the case of an infant. Pinch his nose with your other hand. When his chest rises. clean the wound thoroughly with water and apply a sterile pad directly on the wound. elevate the limb until the bleeding has stopped. NOTE: IT IS IMPORTANT TO HOLD THE JAW UP THROUGHOUT THE RESCUE BREATHING. . stop blowing and remove your mouth from his. (2) When the victim's mouth is clean. only small amounts as the lungs are delicate and must not be damaged. ONLY USE A TOURNIQUET AS A LAST RESORT. tilting the head backwards until the front of his neck is stretched lightly and his jaw jutting out. endeavor to control it by finger pressure. (3) Take a deep breath. seal his nose by resting your cheek against it. cover both his nose and mouth with your mouth. and insure the patient’s tongue is forward. (9) Repeat blowing 12 to 20 times per minute until the victim breathes for himself. The most practical method is the mouth to mouth method. approach the victim's head from his side and lift his jaw with your thumb between his teeth. applying firm pressure either by hand or by bandaging. watch the victim's chest. (b) If you are lifting his lower jaw with both hands and he is not an infant. Arteries are easily found and gentle pressure with the fingers will indicate the best position in order to control bleeding. (For an infant. (1) Open the patient's mouth and remove any foreign articles.) (7) While blowing. (a) If the victim is an adult and his mouth can be opened readily. For an infant.Rescue Breathing Artificial respiration is not as easy to accomplish in an inflatable life raft especially in heavy weather. Bleeding If possible. If practicable. (6) Blow into the victim's mouth. (5) Seal your mouth tightly over the victim's open mouth. (8) Let the victim exhale without assistance. raise the lower jaw by lifting it upward on both sides from the jaw hinge beneath the earlobes. including false teeth.
They many also be confused or unconscious. Shock In case of shipwreck or abandonment for any cause. In which case the dressing should be removed and the burn treated as an infected wound. breathe rapidly and have a weak pulse. the two being covered with any additional clothing or blankets that may be available. APC tablets taken every three hours will help relieve the pain. use a sterile needle to pierce the blister at the edge near good skin and obtain drainage by this method. Except in the tropics.A tourniquet should only be used as a last resort when the bleeding cannot be controlled by hand or dressing. If the case is a bad one. and loosen the dressing if they appear. Burns Apply petroleum gauze bandage in at least two layers over the burned surface and extending about two inches beyond it. important that survivors are kept warm as possible. another survivor whose body is relatively warm should lay on top of the shock victim. Apply the tourniquet above the wound and release for several seconds every 15 minutes. Some personnel will suffer more than others and may have pale cold skin. changing only the outer dry bandage as needed for at least 10 days. . the tourniquet should be released at more frequent intervals and every effort should be made to keep the treatment area as warm as possible. release the tourniquet more frequently. Body warmth is the quickest and surest way of assisting survivors suffering from shock. It is therefore. Should the extremity become cold and bluish in color. If it is necessary to open a blister because of pain. The first dressing should be allowed to remain in place. or pressure. but not overheated. In extreme cold. Keep the burned part at rest. For personnel in this condition. the entrances should be closed and the temperature in the raft raised as quickly as possible. Watch for blueness and coldness of the skin beyond the dressing. all survivors will suffer from shock in one degree or another. unless signs of infection develop after several days. size. lay them flat with feet raised and keep them as warm as possible. They may sweat.
Sprains Bandage the sprain and keep the area at rest. Application of a cold compress may prevent swelling. Elevate the injured extremity. Six to eight hours, after the swelling has decreased, the application of heat to the local area will ease the pain. If necessary to use the sprained limb, immobilize the injured area as much as possible with a splint or heavy wrapping. If no broken bones are involved, a sprained limb can be used to certain limits. Fractured Bones Handle injured person with care to avoid causing additional injury. Do not attempt to remove clothing from a broken limb. If a wound exists, cut away clothing (most easily cut at the seams) and treat the wound. A wire splint is provided in the first aid kit and additional splints may be improvised by the use of sections of the paddles (see figure 3-2). Pad the paddles with soft materials. The splint should be long enough to incorporate the joints both above and below the fracture. Do not attempt to reset any broken bones. Give victim APC tablets to reduce the pain and keep him quiet.
Chest Wounds Open chest wounds through that air can be heard passing, should be covered with a large dressing. Air entering the wound will collapse the lungs. Consequently, the patch should be firmly applied at the moment of maximum exhalation, just before more air is inhaled. The patch should be firm enough to seal the wound but not tight enough to restrict chest movements. Eye Injury Clean the eye as thoroughly as possible by rinsing it with clean water. A foreign body not stuck in the eye may be removed by filling the eye with boric acid ointment that will bring the particle to the edge of the eye where it can be removed. Do not attempt to remove foreign bodies embedded in the eye. Fill the eye with eye ointment and cover the eye with dressing. Give APC tablet for pain. Sore Eyes Glare from sky and water may cause eyes to become blood-shot, inflamed, and painful. Improvise an eye shield from cloth and bandage the eye lightly if they hurt, moisten a piece of gauze or cotton with sea water and lay it over the eyes before bandaging. Salt Water Sores Do not open or squeeze them. Keep them as dry as possible. Apply antiseptic, if available. To Prevent Infection Cut away clothing to get to the wound. Do not touch the wound with fingers or dirty objects if possible. Wash the wound as thoroughly as possible with clean water and apply a sterile bandage. Secure the dressing so as not to restrict the flow of blood. Iodine may be used to sterilize the skin areas surrounding the wound, but should not be poured directly into an open wound. Let the iodine dry in the air before a bandage is applied. Keep the wounded part at rest. Urine and Constipation The dark color of urine and the difficulty of passing it is normal. Do not get worried. Lack of bowel movement is normal also. Do not be disturbed about it. Do not take a laxative, even if available. Exercise as much as possible. Frostbite Frostbite is the freezing of some part of the body. It is a constant hazard in sub-zero temperatures, especially when the wind is strong. As a rule, the first sensation of frostbite is numbness rather than pain. You can see the effects of frostbite, a grayish or yellow-white spot on the skin, before you can
feel it. Use the buddy system. Watch your buddy's face to see if any frozen spots show and have him watch yours. Warm the frozen part rapidly. Frozen parts should be thawed in water until soft, even though the treatment is painful. This treatment is most effective when the water is exactly 107' F., but water either cooler or warmer can be used. If warm water is not available, wrap the frozen part in blankets or clothing and apply improvised heat packs. Use body heat to aid in thawing. Hold a bare, warm palm against frostbitten ears or parts of the face. Grasp a frostbitten wrist with a warm bare hand. Hold frostbitten hands against the chest, under the armpits, or between the legs at the groin. Hold a frostbitten foot against a companion's stomach or between his thighs. When frostbite is accompanied by breaks in the skin, apply sterile dressing. Do not use strong antiseptics such as tincture of iodine. Do not use powdered sulfa drugs in the wound. Never forcibly remove frozen shoes and mittens. Place in lukewarm water until soft and then remove gently. Never rub frostbite. You may tear frozen tissues and cause further tissue damage. Never apply snow or ice; that just increases the cold injury. For the same reason, never soak frozen limbs in kerosene or oil. Do not try to thaw a frozen part by exercising. Exercise of frozen parts will increase tissue damage and is likely to break the skin. Do not stand or walk on frozen feet. You will only cause tissue damage. Immersion Foot (Trench Foot) Immersion foot is a cold injury resulting from prolonged exposure to temperature just above freezing. In the early stages of immersion foot, your feet and toes are pale and feel cold, numb and stiff, Walking becomes difficult. If you do not take preventive action at this state, your feet will swell and become very painful. In extreme cases of immersion foot, your flesh dies, and amputation of the foot or the leg may be necessary. Because the early stages are not very painful, you must be constantly alert to prevent the development of immersion foot. To prevent this condition: Keep your feet dry by wearing waterproof footgear and keeping your raft dry. Clean and dry your socks and shoes at every opportunity. Dry your feet as soon as possible after getting them wet, wrm them with your hands, apply foot powder, and put on dry socks When you must wear wet socks and shoes, exercise your feet continually by wiggling your toes and bending your ankles.
Do not wear tight shoes. Treat immersed foot by keeping the affected part as dry and warm as possible. . warm your feet put on dry socks. keep the foot and let in a horizontal position to increase circulation. When sleeping in a sitting position. If possible. and elevate your legs as high as possible.
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