Safety Exercises second year Nautical College Antwerp 2005-2006

Hypothermia
Sources The essential of sea survival SOLAS, 2004 consolidated edition LSA Code http://www.hypothermia.org/ http://www.boatwashington.org/hypothermia.htm http://www.cdc.gov/nasd/docs/d000901-d001000/d000959/d000959.html http://www.machovec.com/ice_rescue/immersion_suit.htm http://www.viking-life.com

The term, "Hypothermia" refers to deep body or core cooling. The body core consists of the vital organs, which includes the heart, brain, lungs and abdominal organs. In health these are kept at a constant temperature of 36.9 degrees Celsius. When the core temperature drops to 35 degrees Celsius a person is considered to be suffering from hypothermia. Immersion Hypothermia results from immersion in cold water. The high thermal conductivity of water results in rapid body cooling. The extremities and surface of the body are its shell. The shell temperature is lower than the core temperature at about 33 degrees Celsius producing a temperature gradient and heat is transferred from the core to the shell and thence to the environment by the physical processes of conduction, convection and radiation. When the body is cooled, cold receptor input from the skin stimulates a special centre in the brain (the hypothalamus), which initiates a shutting down of the skin blood vessels (vasoconstriction). This has the effect of conserving heat. Also, shivering, which is an involuntary contraction of muscles, is initiated, and when maximal can produce an amount of heat equal to five times basal heat production. In addition there is a release of hormones, which increases cellular metabolism resulting in more heat being produced. Despite these compensatory mechanisms, heat losses exceed heat production in water temperatures below 20 degrees Celsius and the body cools rapidly. The lower the water temperature, the faster the rate of cooling. Initial immersion results in a sensation of cold, heart, respiratory and metabolic rates are increased at first, and then shivering commences becoming maximal at a body temperature of 35 deg C. As the body cools below 35 deg C mental confusion occurs; manual dexterity and strength are reduced to a point at which a victim might be unable to grab and hold a rescue line. Between 33 deg C and 30 deg C shivering is replaced by muscular rigidity. Unconsciousness occurs at about 30 deg C. Below 30 deg C pupils become fixed and dilated, reflexes are lost, heart, respiratory, and metabolic rates slow and muscles become flaccid. Cardiac rhythm changes occur between 28 and 26 deg C and cardiac arrest about 24 deg C. Survival times vary according to a number of factors. Or a person of average build, the following Table is a rough guide. Survival Times - Persons of Average Build Water Temperature 0 Deg C 9.5 deg C 11 deg C 14 deg C 18 deg C Survival Time 45 minutes 2 to 3 hours 4 hours 6 hours 10 hours

Factors affecting Survival Times Age - Due to their larger ratio of body surface to mass, very young children cool exceedingly rapidly and boys more rapidly than girls.

Alcohol - it has the effect of dilating or opening up the skin blood vessels allowing heat to be lost more rapidly. It can also affect brain function and the shivering mechanism is inhibited. Survival time is greatly diminished. Body build - The fat layer beneath the skin acts as an important insulator against heat loss. Consequently a fat person will survive much longer than a thin person. Experienced swimmers also build up their fat layers and develop an adaptation to the cold, which helps them to survive longer than a person of average build. Exercise - Surprisingly, exercise is not effective in maintaining heat when immersed in cold water. Exercise causes the skin blood vessels to dilate (open up) resulting in a greater heat loss than production. Other factors that increase survival time

Research into "areas of high heat loss" has resulted in the development of postures in the water that can decrease heat loss and thereby increase survival time. Also a jacket has been designed with particular reference to these areas of high heat loss. The areas of high heat loss are the head and neck, lateral sides of chest, maxillae or armpits, and groin areas. Forty per cent of heat loss is from the head and neck. Heat Escape Lessening Posture (HELP). This is achieved by placing the arms across the chest to protect the axillae or armpits, and flexing the legs to protect the groin area, and wearing headgear, and remaining still in the water. It will result in a 50% increase in survival time. Huddle It is also possible for three people to adopt the "HUDDLE" position to conserve heat loss.(See diagram)

"H.E.L.P." "HUDDLE" Be aware of the after drop. This is a sudden drop of the core temperature and can be as much as 3 deg C and can result in the death of a person suffering from hypothermia who has just been rescued. "After drop" results from the return of cold blood from the extremities to the core. There is always some "after drop", but the aim is to minimize it. It can be minimized by not massaging or warming the limbs and also by preventing the person from walking around immediately after rescue. The person should remain still for at least 30 minutes and be closely observed for signs of deterioration.

If you still can, put on as much clothing as possible before entering the water. (although clothing when wet is not a good insulator, it will reduce the rate of cooling). Put on a life-jacket, adopt the "HELP" posture, hold still and stay whit your ship until rescued. The decision to strike out for land would depend on a number of factors, such as, water temperature, swimming experience, body build, tide and wave conditions, and proximity to land. Research has shown that at a water temperature of 10 deg C, about 0.85 miles would be the greatest distance that a person of average build is likely to survive before being overcome by hypothermia. After consideration of these factors if there are any doubts, hold still and STAY WITH YOUR BOAT until rescued. Search and Rescue * If there are a number of people in the water, children, adults with slight body build, and the very quiet, have top priority in order of rescue. The very quiet are likely to be suffering a more severe hypothermia than the noisy. * A victim suffering from moderate hypothermia may not have the manual dexterity to grab hold of a rescue line or buoy and may have to be physically rescued from the water. * To minimize "after drop" do not allow the victim to walk around after rescue from the water - keep the victim still for at least 30 minutes. Do not massage or warm the limbs. * The profoundly hypothermic victim who is unconscious may have the signs of being dead with fixed dilated pupils and undetectable breathing and pulse. If there is a short search and rescue history,(hours and not days), it may be possible to resuscitate the victim. CPR and urgent transport to hospital for warming up is required. (There are case reports of profoundly hypothermic victims who arrived at hospital with no recordable electrocardiogram, absent pulse and breathing who after warming and CPR have made a recovery without neurological damage). First Aid Principles in the marine situation * Remove the victim from the cold-inducing environment - be aware of the cooling effect of wind(wind chill) . Space blanket may be helpful in preventing further heat loss. * Minimize "after drop" by not allowing the conscious victim to walk around after rescue for at least 30 minutes, and by not massaging or warming the limbs. If possible warm the areas of high heat loss, or by core warming using warmed oxygen if this device is available. Body to body warmth has also proved a successful method of warming up. If the victim's condition deteriorates, perform CPR if necessary. * Perform CPR on the profoundly hypothermic victim who appears dead if the search history is short.(CPR should be at a reduced rate with profound hypothermia) * Transport victim to hospital in the slightly head down position to maintain blood pressure, and handle victim gently to avoid inducing a fatal cardiac arrythmia (ventricular fibrillation). A person suffering mild hypothermia, i.e. someone who is cold, shivering, conscious and alert and whose core temperature is not less than 35 deg C would benefit from a warm drink, and a warm shower, and would recover quickly. However DO NOT give any fluids to a victim suffering from moderate hypothermia (core temperature 34 - 31 deg C) due to the instability of this degree of hypothermia and the possibility of the victim lapsing into unconsciousness as a result of "after drop". Under these circumstances giving the victim oral fluids could result in aspiration of fluid into the lungs leading to a fatal outcome. In any case: NEVER give any alcohol!!

Protection against hypothermia: Immersion suits

SOLAS requirements LSA 2.3 waterproof materials donning in 2 minutes resists fire min 2 seconds cover the whole body with the exception of the face. arrangements to minimize or reduce free air in the legs of the suit no damage or water ingress after jump of 4.5 m Thermal performance requirements for immersion suits marked with instructions that it must be worn in conjunction with warm clothing; and so constructed that, when worn in conjunction with warm clothing, and with a lifejacket if the immersion suit is to be worn with a lifejacket, the immersion suit continues to provide sufficient thermal protection, following one jump by the wearer into the water from a height of 4.5 m, to ensure that when it is worn for a period of 1h in calm circulating water at a temperature of 5 C, the wearer's body core temperature does not fall more than 2 C. An immersion suit made of material with inherent insulation, when worn either on its own or with a lifejacket, if the immersion suit is to be worn in conjunction with a lifejacket, shall provide the wearer with sufficient thermal insulation, following one jump into the water from a height of 4.5 m, to ensure that the wearer's body core temperature does not fall more than 2 C after a period of 6 h immersion in calm circulating water at a temperature of between 0 C a nd 2 C. Buoyancy requirements A person in fresh water wearing either an immersion suit or an immersion suit with a lifejacket shall be able to turn from a face-down to a face-up position in not more than 5 s. Donning an immersion suit

STEP 1. Roll suit out on deck and sit on it. Insert your legs into suit using plastic bags to make it easier. Leave on boots and other clothing for insulation and protection in the water.

STEP 2. Place non-dominant arm into suit first (lefties-right and righties-left). Pull hood overhead with free hand. STEP 3. Place dominant arm in last. Pull the zipper up with care and secure flap over your face. STEP 4. Make sure that all straps and hoses are secure to avoid being snagged or injured. Do not inflate air bladder until you are in the water. A training variation on this procedure would be to try putting the suit on in the water. Sit on top the suit and slide in one leg at a time. Next insert one arm, put hood overhead and then the other arm. Your suit may now be filled with water but your body heat will warm it up.

Exercises:
Correct donning of the immersion suit Jumping into the water Donning a lifejacket while in the water Swimming in the water wearing an immersion suit and life jacket Boarding a life raft, with and without help Closing the life raft, look out position Turning a capsized life raft Climbing on board a mob boat, with and without help Helicopter rescue simulation These excercises will be combined with excercises on the MOB boat (see boat handling first year)

Fire fighting
Fire muster list: similar to the abandon ship muster, everybody has its task to optimise the chances of a succesfull combat in case of fire on board. The organisation will differ on board each ship, so you must familiarise with the procedures. A drill will be held at least every month. Remember to check the alarm signal

Fire drills: A fire drill shall AT LEAST consist of the following: 1. Each crewmember is to report to their assigned station, and exercise their duties. 2. Fire hose(s) is to be run out and tested at working pressure. Each hose and nozzles to be done once every two months. 3. Operations of fire doors, extended spindles, remote shutdowns, ventilation dampers etc. to be explained to crew responsible. 4. Fire extinguishers to be checked and at least one to be discharged during drill. 5. Emergency escape equipment to be checked (smoke hoods, Scat Paks, etc) 6. Alarms, bells, whistles, sprinklers and their systems to be tested. 7. When possible, combined fire and boat drills should be carried out simultaneously

You are free to make fire drills to the need of the crew or situation

Excercises:
A discussion will be held in class about fire muster, organisation and drills. Students have to make a muster list and task description for a crew of 15 people: Captain Chief mate 2nd officer 3rd officer Chief engineer 2nd engineer Bosun 2 AB (able bodied seaman) Cook Steward Fitter Wiper Electrician Apprentice Bridge team: * * * Engine room team: * * * First attack: * * * Second attack: * * * Overall command: * Spare/ helping hands: * * Students will have to sit in groups and create a safety drill of their own

SCBA Self contained compressed air open circuit breathing apparatus. The sets are of several different makes (Siebe Gorman, Drger) but in general have the same features. A low-pressure warning whistle will activate when there is approximately 50 bar of air left.

Facemask Polycarbonate high visibility visor with inner nasal mask to prevent misting up. The mask itself is constructed from neoprene rubber or silicon and is held in place by a five point adjustable harness with each point being adjustable. All sets are required to be positive pressure to prevent an inflow of toxic gases if the facemask is dislodged. Masks have a supplementary air flow button to allow extra air to be pushed onto the face if the need arises. The demand valve is usually activated on a first breath system, which switches the sets into positive mode. Cylinder The cylinder is usually a 9-litre water capacity of 1800 litre air charged to 200 bar. The content is 45 minutes using an average of 40 litres a minute. (THEORETICAL!!!!!!) Cylinders are at present changing to carbon composite lightweight. A slip on cover made from NOMEX or plastic is placed over the cylinder to prevent scuffing and general marking of the cylinder. Back plate Previously made from stainless steel but changing now to polycarbonate heat resistant plastic. The cylinder is held on via one or two straps. The back plate is designed with the comfort of the wearer in mind. Harness Made from black nylon webbing. The waist belt incorporates a stiffener so that it comes easily to hand when donning the set. Buckles are snap fit glass reinforced plastic. The shoulder harness is padded with loops for the air hoses. Tally The tally is a yellow plastic strip attached to the distress signal unit key. Station Name ...................... . Cyl press Cyl No. Time in

Before entering the incident he hands it to the Breathing Apparatus Entry Control Officer who puts it in the breathing apparatus incident board. On the tally is the Fire-fighters name / time in / contents of cylinder and station. This allows the B.A.E.C.O. to determine when the crew should be out and who and where they are. Personnel Line Small diameter line of 6 metres in length. It is in two sections with a clip, which releases to extend it to full length. The first section is 1.25 metres and the second 4.75 metres. it is used for fire-fighter to attach to each other or to a guideline or both. Torch Intrinsically safe, used to see in the dark!

Guide Lines A small line for the purpose of allowing subsequent BA teams to proceed directly to a fire in a smoke logged building by following the route of the line while attached to it via a snap hook. The line is housed in a small bag, which pays out the line as the team advances. It is 60m (200) long with 2 separate knots every 2.5m. These knots allow the team to tell by touch if they heading to the fire or the exit. Personal lines are used to attach to this line. Breathing Apparatus Procedures Main Points Minimum 2 maximum 5 on a breathing apparatus team. Must maintain physical contact via touch or personal line. Must be out before low pressure air whistle sounds Must deposit and collect tallies from B.A.E.C.O. Must don masks in fresh air and not remove until returned outside. Air and time out calculated on the lowest team members cylinder contents. Minimum contents on entry is 90% of a full cylinder i.e. 180 bar Working duration on full cylinder depends on personal capacity (average 30 min) EEBD: Ocenco Emergency Escape Breathing Device (EEBD) used as respiratory protection in atmospheres containing toxic gas or in atmospheres that do not have enough oxygen. Provides enough air for personnel to escape from below decks to the weather deck. Rated by NIOSH for a minimum of ten minutes. NOTE Testing has shown that unit can last between 15 and 20 minutes depending on breathing rate and up to 32 minutes, if user is trapped and waiting rescue. Can be wall mounted (orange case) or belt-worn to provide quick and easy access in emergency situation.

Excercise: Donning and actication

1. 2. 3. 4. 5. 6. 7.

Remove unit from case. Lift yellow lever and discard cover. Remove unit by pulling yellow neck strap upwards. Insert yellow mouthpiece, fit yellow nose clip. Escape. Fit and adjust yellow neck strap and face shield Remove when bag remains flat

Maintenance Every two years, wall mounted or belt-worn units should be inspected for any indications of high force impact. Check to make sure unit does not have: 1. case cracks 2. burns 3. deformities 4. excessively worn parts 5. damaged latch or cover band

6. bent gauge 7. broken indicator needle 8. dirt, debris or moisture visible through gauge window 9. broken belt loops 10. missing tamper indicating ball If any of these indications of high force impact are observed, or if the pressure gauge is out of the green zone, remove unit from service.

Fire classes and fighting agents: See theoretical course

CO2
* Continious spray on fluids * Efficient on flames * Be aware for frostbite Auto 20 sec * Continious spray on fluids * Intermitted on solids * Quick and efficient on flames * Side effects * limited view during fire fighting

POWDER

Auto 15 sec

FOAM

Auto 60 to 90 sec distance pressure related

* Continious spray on solids * forms barrier between oxigen and combustible material * limited side effects * Slow

WATER

distance pressure related

* Continious spray on solids * Unlimited capacity * may be dangrous on fluids (spreading of the fire) * Not on electrical equipment

Facing the challenge of fire at sea By Hans van Rooij, Managing Director, SMIT Salvage B.V. What ship type is involved? Is it a cargo fire? Or an engine room/machinery fire? These are the key questions as the salver prepares to respond to a fire emergency at sea. While the salvage team is hardened to such situations, it is a different story for the crew. Fire at sea can be a terrifying experience. Circumstances may have forced the crew to abandon. The salver will want to know if they have left the ship. If they remain on board and the casualty still has power and can manoeuvre, it can be positioned in a way that minimises the spread of fire. If there is fire at the bow, the correct protective action is to keep the stern into wind. If, on the other hand, there is a stern fire, the bow should be kept into wind to prevent the flames spreading along the vessel. If the vessel has been abandoned, the protective positioning of the casualty will be a priority task for the first tug to arrive at the scene. The salvors fire-fighting tactics are shaped by ship type, cargo type and, of course, the specific circumstances. It is dangerous to generalise, but fires involving tankers, containerships and other specific types do require particular approaches. Certain cargoes also have special characteristics in fire situations. Cotton is an example. A cotton bale can be taken from a burning hold and immersed in water for half an hour, only to re-ignite almost immediately when exposed to the air once again. Smouldering fires are always a problem. Fires in cargoes such as coal and cocoa are extraordinarily difficult to extinguish, as these materials carry enough air to sustain a smouldering fire for long periods. Fires in passenger vessels It is rare for a salver to find himself fighting a major passenger ship fire. He is far more likely to be involved in a subsequent wreck removal. The reasons are straightforward: all too often, small fires in passenger vessels are allowed to spread with a catastrophic situation developing before the salver can intervene. One example is the 1990 fire on board the SCANDINAVIAN STAR. This began as a small scale fire which could have been extinguished with ease. This was not the case and the fire spread and produced a total loss. A contributing factor was the failure of some members of the ships emergency response team to wear the protective clothing provided. Fire-fighting tactics are shaped by ship type, cargo type and the specific circumstances. There are likely to be hundreds (possibly thousands) of people on board a passenger vessel. Inevitably, there will be confusion, at the very least, in a fire situation. There are also likely to be variations in the quality of the crews fire-fighting and emergency response training. These are important concerns for the salver. Passenger ship fires ending in total losses over the past 25 years include the PRINSENDAM incident, in Alaskan waters in 1980 and the ACHILLE LAURO off Somalia in 1995. Both were engine room fires. Both capsized before salvers had a chance to intervene in a decisive manner. All too often, a list develops, portholes fail in the fire, the rate of water ingress increases and the vessel eventually rolls over. Passenger ships are also vulnerable to flooding with fire-fighting water. This was a causal factor in the losses of the LEONARDO DA VINCI (La Spezia, 1980) and FIESTA (Piraeus, 1992). These ships also capsized; fire-fighting activities robbed them of stability. In the case of FIESTA, the local fire brigade arrived at the quay and began fire-fighting. They jetted a vast quantity of water over FIESTA. The vessel developed a list and water entered open portholes. FIESTA rolled over and sank in 30 metres of water, within an hour or so of the fire brigades arrival. They certainly put the fire out! Salvers performed the subsequent wreck removal. It goes without saying that a ship is not a building. Marine fire-fighting is different! Tanker fires require a major response Tanker fires happen infrequently but a major response is required when they do occur. Timely response is crucial. The longer a tanker fire burns, the greater the risk of catastrophic hull failure and the release of the entire cargo. It is crucial to deploy sufficient fire-fighting resources. Big tanker fires may require several days of boundary cooling before foam can be used with any chance of success. Hot steelwork vaporises foam as soon as it is applied. Even if a fire is extinguished, hot steelwork will almost certainly mean rapid re-ignition or, even worse, an explosion. The aim of a foam attack is to smother and kill the fire. Foam is often used, however, as a defensive tool to prevent the spread of fire, rather than extinguish it. It requires courage to board a burning tanker. There may be no choice if a tug is to connect up and prevent a laden tanker going aground. In this situation, the boarding party will make the most of the opportunity to reduce the flow of fuel to the fire, by closing every valve that will move. As they progress along the deck, it may be essential to shield them from the intense thermal radiation by jetting a water curtain over them. There are three components to every fire: oxygen, fuel and a source of ignition. The salver, of course, will

seek to eliminate oxygen or fuel, in order to destroy the fire triangle. An internal fire, such as fire in the engine room, is in an enclosed space, which can be evacuated, sealed and flooded with CO2, so excluding oxygen. In contrast, the only option in an open fire is to remove or reduce the fuel component. In a major tanker fire involving bunkers or cargo, the priorities are to gain control by boundary cooling and reducing or, better still, eliminating the fuel source, by isolating it from the fire. Collisions involving laden tankers may involve a large-scale initial outflow of oil. If this ignites, the resulting conflagration will destroy the ship unless it is kept moving. The casualty must not be allowed to sit in a lake of burning cargo. There are many specific risks associated with crude oil fires. They include the boil over. This can happen when a crust forms on the surface of crude oil within a burning tank. The crust becomes increasingly heavy as the lighter fractions are consumed. Eventually, the crust will sink into the cooler oil below, so renewing the fire. If the crust sinks very deep it may reach a water layer. The water is vaporised in an instant and the boil over occurs. Flames and boiling oil will spurt from all vents and place lives at risk. An experienced salvage master may detect the early warning signs of a boil over. Equally, it could happen with little or no warning. Challenging containership fires Fires involving container vessels are always a problem. The salvage team has to be ready for anything. The container vessels built over the last decade are so large that, almost certainly, the cargo will include a range of hazardous and toxic substances. It will take time to identify and locate the dangerous cargo. Even then, there is the worry of misdeclaration. This widespread abuse is a product of the desire of shippers to avoid paying a fair rate for transportation. Misdeclaration threatens lives in a salvage situation. There may be specific problems associated with a particular cargo. One recent example involved calcium hypochlorite (UN No. 2880, IMDG Class 5.1 oxidising substances). During the late 1990s a series of major containership fires occurred. They had one thing in common: the carriage of calcium hypochlorite (used for treating drinking water and swimming pools). This is an unstable product and can decompose and generate extreme heat. The risk is influenced by ambient temperature and size of packaging. Uncontrollable self-heating may occur, for example, if hold temperatures rise due to the heating of bunkers in the double bottom. New technologies are beginning to transform emergency response tactics. One of the golden rules of salvage is to prevent the situation deteriorating. The correct choices must be made. It may well be better to commit resources to cooling, rather than make any immediate attempt to put out the fire. In a containership fire, the cooling water volumes will be extremely high. In the 1990s, for example, the severe fire on board the EVER DECENT, following a collision with the cruise vessel NORWEGIAN DREAM, required over 100,000 cubic metres of cooling water. Containership fires present special problems. An open fire is relatively straightforward, but fires in containers are very different. Unfortunately, many of the packaging materials still in use are highly combustible and produce toxic smoke and fumes. Access will be difficult due to modern close stowage practices. Fire deep within a stack is a major headache. A massive cooling programme is essential, as containers transmit heat very efficiently. Indeed, the entire stack may well behave as one entity, with fire spreading in all directions unless subjected to constant high volume deluge. The situation may be aggravated if the force of the collision compresses the stack or a pronounced list encourages the fire to spread upwards. Furthermore, most modern container vessels have no discharge capability. The salver must have access to floating cranes with the height and reach to discharge containers. Given the sheer size of the latest generation of containerships, this means deploying very large sheer legs. This problem can only get worse as containerships continue to grow in size. Dealing with hazardous chemicals Access to accurate information is essential when facing a fire involving hazardous chemicals. As soon as the substances are identified, it takes only minutes to access response information specific to the hazardous chemicals concerned. This information allows the salver to mobilise appropriate equipment, including the personal protective equipment (PPE) to protect the salvage team. Modern PPE is of a very high standard, with equipment such as gas-tight suits offering excellent levels of protection. Access to such equipment is essential when responding to casualties such as the ro-ro JOLLY RUBINO. Fire broke out on board this vessel in September 2002, forcing the crew to abandon. Two days later JOLLY RUBINO grounded very close to a World Heritage Site on the South African coast. On grounding, this casualty suffered several explosions, filling the air with dense smoke and chemical fumes. Full chemical suits and breathing apparatus were essential during the fire-fighting and subsequent removal of all pollutants. There are several hazardous chemicals databases providing information on physical properties and health and environmental data. CHEMDATA holds information on some 20,000 chemical substances and

appropriate response/PPE precautions. ISIS is a toxicological database, while VOICE focuses on techniques for monitoring hazardous chemical concentrations. Prudent work regimes must continue after the fire has been extinguished. At that stage a wide variety of dangerous materials may need to be removed and decontamination performed. In some instances, the hazardous chemicals are categorised into several groups, according to degree of hazard. The prescribed PPE may range from rubber boots and gloves, goggles and a disposable suit for low hazard substances to positive pressure chemical resistant gas suits for more dangerous hazardous chemicals. New technologies New marine fire-fighting technologies are beginning to transform emergency response tactics. The most obvious example is the advent of the fire-fighting cooling agent. One such product, known as Pyrocool, was first used by SMIT ten years ago to extinguish a severe fire on the tanker NASSIA, following a collision in the Bosporus. These agents are not fire-fighting foams, in the traditional sense. They work by attacking the fires heat component, as opposed to the oxygen component. The cooling effect much reduces the risk of re-ignition. In essence, these cooling agents arrest the molecular process of combustion. In one early Pyrocool trial, the temperature of a magnesium fire was reduced from 1,700 C to 33 C within 30 seconds. There have been subsequent trials involving every class of fire (Class A, solid combustibles; Class B, flammable liquids; Class C, flammable gases; and Class D, metal fires). Dramatic temperature reductions were achieved in all cases. Pyrocool has also been used successfully to kill fires on containerships including the EVER DECENT. The availability of high efficiency cooling agents has influenced fire-fighting tactics. Fire teams, in appropriate circumstances, can now adopt more aggressive fire-fighting tactics and remain safe. This includes close-quarters fire-fighting at ranges which would otherwise prove fatal due to the intense thermal radiation. Furthermore, these new cooling agents use less water and this is a major advantage in situations where stability is a matter of concern. In addition, early extinguishment is a key issue in accommodation, liquid hydrocarbon and container fires. The prevention of heat transfer in a large container stack is a critical success factor in some cases. Other new fire-fighting technologies being developed include telescopic masts allowing fire-fighters to work above a burning container stack. Work is also under way on a remote-operated fire-fighting system able to drill into containers and inject foam/water mix. Extreme environmental awareness has led to new restrictions over the disposal of wastewaters arising from salvage. Large volumes of contaminated wastewater may be generated during fire-fighting. It is now very difficult to obtain approvals for the discharge of any wastewaters, even when contaminants in the waste stream are close to zero. Due to the lack of suitable high flow-rate portable wastewater systems, LDS, the Legal Discharge System, has been developed. It provides for containment, a range of physical, chemical and biological treatments, together with data demonstrating compliance with effluent contamination limits.

Exercise: Different fires on board

How would you combat the following fires:

2 3 1

1: fire in the forepeak rope store. Only accessible through a stair from the main deck. Contains ropes, cables, grease, paper bags 2: fire in the kitchen: an overheated deep fat fryer standing under the ventilation exit caught fire. 3: fire in the cargo spaces: cargo consists of cotton bails. 4: fire in the engine room: leaking fuel supply valve caught fire

Fire Fighting Bayer Brief review of the Fire theory, explanation through experiments: Fire triangle, Transfer of heat and flames Evolution of a fire, Ignition of a fire Classes of fire, Extinction of fire Fire fighting equipment: SCBA Donning procedure and tests Danger of hyperventilation Restricted air supply Entry of a smoke of fire filled compartment: Door and stairs procedure, Searching a victim First aid: Helicopter stretcher, Transport of injured persons Chemical suits Donning procedure and tests Closing of leaking flange or valve wearing SCBA and Chemical suit Atmosphere testing Oxygen deficiency, Toxic gasses, Explosive gasses Vertical transport: use of mechanical advantage Temporary repair of a leaking line or hose with IT bandage Video film concerning basic fire fighting Fighting basic fires: Person on fire with fire blanket Electrical switchboard with CO2 Small liquid fire with powder Running fire with powder Larger fire with 2 powder extinguishers

How to combat a fire: basic principles

WRONG
never fight a fire facing the wind. Always keep a safe distance of 2.5 to 5 meter

RIGHT

push the fire away from the front to the back.

fight the fire from bottom to top

When fighting liquid fires, don't jet the powder into the fire but form a cloud above the liquid

For larger fires, you must use several extinghuishers together

Don't spill your fire fighting agent

ALWAYS face the fire

Fire Fighting St-Kruis AM: Demonstration boundary cooling Demonstration use of foam on a large fire Entering a smoke filled area Deep fat frying pan extinguishing with fire blanket Large round compartment with water Entering procedure in open air PM: Horizontal and vertical re-entry in closed compartment

Lashing and securing

Lashing in the hold Special attention is given on the safe lifting of heavy materials.

Back injuries are most likely when the spine is bent forward and twisted at the same time

Always check the weight of the load and get help if necessary Wherever possible, lift and carry heavy items with a crane, hoist or forklift. Instead of carrying parcels, use a hand trolley Repackage heavy articles to reduce the size and weight of individual loads. Wear comfortable clothing and flat, non-slip shoes Store loads that you move regularly at waist height so that you don't have to bend your spine or lift overhead Make sure that the pathway is clear

General: Unsecured cargo will move under the influences of the ships ' movements:

Most attention must be given to the rolling of the ship, although pitchin is as important in the first 2 holds of the ship. It is impossible to learn the lashing of cargo out of a book. The "Practice makes perfect" rule applies. Here are some basic principles: KIS: Keep it Simple Put some dunnage wood under the cargo. If you put 2 layers, make sure the bottom layer is put abrest of the ship, allowing condensation or other fluids to be evacuated to the bilges

A single lashing uses 2 rope parts, a double lashing uses 4. To tighten the lashing, use a piece of wood Other possibilities for tightening:

Nowdays, straps are taking the place of convetional ropes for lashing

When using Bulldog grips, make sure you use them correctly

Exercises: lashing of deck cargo

An explanation will be given a bout the basics of lashing. Hereafter, students willl have to secure: some wooden boxes 40 polycans 10 drums A coil 10 metal pipes Containerlashing Container securing: what will you use where:

Fittings:

Stacking cones:

bridge fittings:

twistlocks:

left closing twistlock

3 position left closing twistlock

left closing twistlock

semi automatic twistlock

semi automatic twistlock

lashing bars and turn buckles:

lashing chains:

Container lashing THE BASIC CAUSE of many collapsed container stows and the loss of containers overboard can be attributed to inadequate or incorrect securing, resulting from lack of instructions/information on-board concerning an approved stowage and securing arrangement. Also there has been no International Standard for Container Securing Equipment. SOLAS Amendments to the International Convention for the Safety of Life at Sea (SOLAS), 1974, Chapter 6 (Carriage of Cargoes), Regulation 5, originally required that from 1st July 1996, cargo units, including containers, shall be loaded, stowed and secured throughout the voyage in accordance with a Cargo Securing Manual approved by the Administration. The Cargo Securing Manual shall be drawn up to a standard at least equivalent to the guidelines developed by the International Maritime Organisation. Maintenance Whatever regulations, standards or codes of practice are issued the integrity of a ships container stowage and securing arrangements can only be maintained by regular periodic inspection of the securing equipment. The securing arrangement can amongst other things be undermined by one or more of the following: Rogue securing equipment Improperly maintained securing equipment Insufficient supply of correct securing equipment Overloading of the securing arrangement When considering the first two points it should be borne in mind that the stowage and securing of containers is more often than not undertaken by stevedores appointed by either the Ship Operator or the Charterer. The human nature of stevedores means that they will use the first item of equipment which comes to hand, be it rogue or damaged, without due consideration to its suitability. If substandard equipment is used it can fail at a lower load than its designed rating, thereby resulting in a failure of the overall securing system and the possible collapse of the container stow. Supervision by ships officers is therefore essential. The aspects which should be considered during the periodic inspection of the container securing equipment should include the following: Inspection of the twistlock complement to ensure that rogue twistlocks, i.e. ones with an opposite locking action to the ships standard compliment, have not made their way onboard. It has been unfortunate that the lack of any standard has resulted in both left-hand and right-hand locking twistlocks being manufactured. The transfer of lashing cages (which are used to hold and transport portable securing equipment during cargo operations) between ships has been one of the prime sources of the unintentional acquirement of rogue twistlocks. When left-hand and right-hand locking twistlocks are fitted with similar shaped handles, which can be the case, it is not always possible to differentiate between them once used in the same stow. Even if the stevedores are aware of the difference, any subsequent checks by other people could allow disengagement if the handles were all actuated in the same direction on the premise that some twistlocks had not been properly locked in the first instance. (If the ISO Standard takes effect the unified direction of handle locking for manual twistlocks will be clockwise when viewed from above, i.e. Left-hand locking) Checks to ensure that the spring holding the twistlock cones in a closed position are in a resilient condition. If a spring looses its resiliency the cone(s) will not be held in position in a positive manner. The movement and flexing of a ship in a seaway has been found sufficient to allow twistlocks to unlock themselves if their spring action is failing or has failed. No structural defects which would compromise the proper use of the equipment, e.g. Twistlocks with missing handles Twistlocks with fractured housings Double cones with fractured base plates Seized/Buckled turnbuckles, bridge fittings To maintain a ships portable container securing equipment in good order requires considerable time and effort. Fixed Deck Fittings Regular inspection of fixed deck fittings is essential to establish whether progressive wear has undermined their integrity. Areas requiring particular attention include: Reduction in the thickness of securing points where for example a turnbuckle may have chafed,

 Wastage in the way of the key holes of deck foundations, Wastage and cracking of the plating to which fittings are welded, The responsibilities of an Owner for ensuring that containers can be safely carried can be summarised under the following points: Providing and maintaining an adequate supply of container securings; Ensuring that they are of the required strength; Ensuring that they are properly maintained; Warranting the adequacy of the design of the securing arrangement; and Providing a comprehensive stowage and securing manual, and ensuring that the ships staff understand and use the manual. Photo 1 - Chamfered edge of deck fitting distorted sufficiently to allow twistlock to be removed vertically.

Photo 2 - Incompatible locating cone which is too small for deck fitting and can be removed vertically.

Photo 3 - Perennial problem of left-hand & right-hand locking twistlocks, which occurring on the same ship can undermine the integrity of the securing arrangement.

Exercises: lashing of containers

After an explanation of the material used on board,students will have to lash containers with different type of lashing gear They will have to get familiar with the lashing equipment and the safe use of it. They will clim on top of the containers to put the bridge fittings

Confined space entry Permit Required Confined Space - Definition

1. 2. 3. 4.

Large enough to bodily enter Restricted means of entry/exit Not designed for continuous worker occupancy Presence of hazards: Atmospheric Electrical Mechanical Fall Engulfment Chemical Internal Configuration Heat/Cold Boilers Manholes Tanks Crawlspaces Pits

Examples:

Do NOT enter a confined space until the following questions have been answered and the proper procedures have been established, used, and enforced. Example of a written permit CONFINED SPACE ENTRY PROGRAM Have you performed an assessment to determine if you have and enter confined spaces? Have you identified those spaces and documented them in a written program? Have you documented all procedures and steps taken to protect any employee entering a confined space to include the following areas? 1. Atmospheric testing 2. Forced air ventilation 3. Designated roles and responsibilities 4. Communication procedures 5. Training 6. Equipment 7. Personal Protective Equipment 8. Labeling 9. Written Permit system 10. Additional permits (ie. Hot work) 11. Rescue procedures 12. Disciplinary procedures 13. Accountability Is entry necessary? Can the use of engineering controls prevent entry? TESTING Are the instruments used in atmospheric testing properly calibrated? Was the atmosphere in the confined space tested? Was the oxygen at least 19.5% and not more than 21%? Were toxic, flammable, or oxygen-displacing gases/vapors present? Hydrogen Sulfide Carbon Monoxide Methane Carbon Dioxide Other : (List)

YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES

NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO

YES YES

NO NO

YES YES YES YES YES YES YES YES YES

NO NO NO NO NO NO NO NO NO

MONITORING Will the atmosphere in the space be monitored while the work is being performed? Continuously? Periodically? (If yes, give interval _______________)

YES YES YES

NO NO NO

REMEMBER: ATMOSPHERIC CHANGES OCCUR DUE TO THE WORK PROCEDURE OR THE PRODUCT STORED. THE ATMOSPHERE MAY BE SAFE WHEN YOU ENTER, BUT CAN CHANGE VERY QUICKLY.

VENTILATION Has the space been ventilated before entry? Will ventilation be continued during entry? Is the air intake for the ventilation system located in an area that is free of combustible dusts and vapors and toxic substances? If atmosphere was found unacceptable and then ventilated, was it re-tested before entry? ISOLATION Has the space been isolated from other systems? Has the electrical equipment been locked out? Have disconnects been used where possible? Has mechanical equipment been blocked, chocked, and disengaged where necessary? Have lines under pressure been blanked and bled?

YES YES YES YES

NO NO NO NO

YES YES YES YES YES

NO NO NO NO NO

CLOTHING/EQUIPMENT/PPE Is special clothing required? (boots, chemical suits, glasses, etc.) If so, specify:_________________________________________ Is special equipment required? (Rescue equip., Communication equip.) If so, specify:_________________________________________ Are special tools required? (sparkproof, etc.) If so, specify:_________________________________________

YES YES YES

NO NO NO

ILLUMINATION Is the space properly illuminated? If an explosive atmosphere, is explosion-proof lighting provided?

YES YES

NO NO

RESPIRATORY PROTECTION Is respiratory protection required? (Air purifying, supplied air, self-contained breathing apparatus, etc.) Are NIOSH - approved respirators, of the type required, available at the worksite? Can you get through the opening with a respirator on? (If you do not know, find out before you try to enter). TRAINING Have you been trained in proper use of a respirator? Have you received first aid/CPR training? Have you been trained the hazards associated with confined space entry? Have you been trained to recognize the physical symptoms associated with atmospheric hazards? (Oxygen deficiency, carbon monoxide, etc.)

YES YES YES

NO NO NO

YES YES YES YES

NO NO NO NO

STANDBY/RESCUE Will there be a standby person on the outside in constant visual or auditory communication with the person inside? Has the standby person (s) been trained in rescue procedures? Will the safety lines and harness be required to remove a person? Are school/district rescue procedures available to be followed in the event of an emergency? Are you familiar with emergency rescue procedures? Are outside sources available for backup? Do you know who to notify and how in the event of an emergency?

YES YES YES YES YES YES YES

NO NO NO NO NO NO NO

PERMIT A permit must be obtained from supervisory personnel. The permit is an authorization in writing that states that the space has been tested by a qualified person, that the space is safe or entry; what precautions, equipment, etc. are required, and what work is to be done.

Pollution prevention and dangerous cargo International Conventions like MARPOL 73/78 demand that the crew combats pollution when it occurs. What, When and how will be studied in the following years of your education. This course deals only with some practical aspects and the use of safety material, codes and books on board. Pollution can happen accidentally (collision, stranding, act of God) or operational (bunkering, transfer, passing operational limits). Therefore, the crew need to be alert all the time Check lists can help during normal operations, The SOPEP (Shipboard Oil Pollution Emergency Plan) in case of a real pollution. Similar to fire and abandon ship procedures. Pollution station, drills and material exists. Examples of pollution drills executed on board:

INSCANNEN DRILLS

You can see that the knowledge of the cargo you transport is essential. For packaged cargo, the IMDG Code gives all the information The products are divided into 9 categories 1. Explosives 2. Gases: flammable, toxic, non toxic and non flammable 3. Flammable liquids 4. Flammable solids, Spontaneously combustible, Dangerous when wet 5. Oxidizing substances and organic peroxides 6. Toxic materials, infectious substances 7. Radioactive materials 8. Corrosives 9. Miscellaneaous dangerous substances

Exercise: IMDG container stowage

A small container vessel has to load 6 containers of dangerous cargo. There are 6 container spaces left: 02-01-82 02-01-84 10-04-82 14-02-02 14-02-04 14-02-82 It concerns a container vessel with 17 bays, 5 rows, 4 containers below deck and 2 on top of the deck 6 closed containers need to be loaded: 1 container acetone 1 container UN nr.1825 1 container UN nr.2725 1 container hydrazine, Anhydrous 1 container Boron Fluoride 1 container UN nr. 1467 ??? Questions ????? Can you load the 6 containers. If yes, where will you put each of them What will you do if the container Acetone catches fire

The container UN 1467 starts leaking. Wich precautions will you take. What are the dangers to human health? There is a possibility of a spill. Who will inform? Search for the correct reporting procedure Someone has a drop of the product in the eye. What will you do

Information to solve the exercise: All the information needed can be found in the IMDG Code + appendix: Product information, UN and name index exist Stowage table segregation table Emergency scedules First aid information Reporting procedures For your information: Container vessel: BAY / ROW / TIER:

Bays: Bays are counted from the stem to the stern of the vessel 20 foot containers have an impair bay number: 01, 03, 05, 07... 40 foot containers have a pair bay number: 02, 06, 10, 14, 18... Rows: Port side stored containers have a pair row number: 02, 04, 06, 08... Starboard side stored containers hav an impair row number: 01, 03, 05, 07... Tiers: Under deck stored containers have a pair tiernumber: 02, 04, 06, 08... On deck stored containers have a tier number starting from 82: 82, 84, 86, 88...

Survival craft manoeuvres Theoretical background on this topic can be found in the hand out of the first year

Exercises with open and closed survival boat:

Lowering and hoisting procedure Manoeuvring ahaed and astern Propeller effect Anchoring MOB manoeuvre Stopping at a bouy Berthing Manoeuvring under the hooks Berthing with the stern