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EMPIRE STATE VI
SAFETY MANUAL
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 Muster Instructions
3
2 Internal Communications
8
3 Survival Equipment
19
8 Survival Craft
101
9 External Communication
154
Muster Instructions
Station Bills
The Station Bill, a.k.a. Muster List, is a sign that is posted for all the crew to
see outlining the duties of each crewmember in the event of an emergency,
the emergency signals and the persons responsible for the care and upkeep
of emergency equipment and signed by the master. It is one of the first
things a new crewmember should look for when joining a ship. International
regulations require a vessel familiarization to take place as soon as a new
crewmember joins. This familiarization focuses on the safety equipment
aboard the vessel, including the location of Emergency Gear Lockers and the
duties of the crewmember in various emergencies.
As per CFR requirements, vessels must post the Station Bill on the Bridge
and Engine Room and in conspicuous places throughout the vessel.
These conspicuous places would include areas such as the
passageways outside crew quarters, the messdecks, lounges, etc. A
Supplementary Station Bill is posted in each of the crewmembers
cabin. This is often referred to as a Bunk Card because it is
posted near the crewmembers bunk. These bunk cards contain the
emergency signals and the specific duties of that particular
crewmember.
This book is intended to fulfill the above stated requirements for Emergency
Instructions but will not include a copy of the vessels Station Bill. The size of
the Training Ships compliment is too large and duties change too often.
TS Empire State VI - Emergency Signals
WHEN THE ALARM SOUNDS GO TO YOUR STATION!
Fire And Emergency: Continuous ringing of the ships 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.
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.
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.
Man Over Board: A succession of three (3) prolonged blasts of the whistle
and the general alarm. 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. Tankers
often have a sound signal it indicate an Oil Spill. Check Station Bill for the Whistle Signals to
indicate different emergencies.**
Muster Locations:
Wheelhouse Lifeboat # 4 Boat deck,
Cadet Chart Room Port, outside Chief Engineers
Office
Engine Room Operating Lifeboat # 5 Sundeck, Stbd
Level Lifeboat # 6 Sundeck, Port
Emergency Diesel Generator Liferaft Stbd Upper Deck,
Room Upper Deck, Stbd Aft
Side Liferaft Port Upper Deck, Aft
Emergency Gear Locker # 1
Lifeboat # 1 Foredeck, Stbd Foredeck, After Doghouse,
Lifeboat # 2 Foredeck, Port Port
Lifeboat # 3 Boat deck,
Stbd, outside Chief Mates Emergency Gear Locker # 2
Office Second Deck, Athwartship
passage, Inboard of the
Barber Shop
Emergency Gear Locker # 3 Emergency Gear Locker # 5
Second deck, 6-hold, Stbd, AMS - Tank top, 4-hold, Fwd,
Aft Centerline
Emergency Gear Locker # 4 Sickbay Main deck, Port
Third deck, 5-hold, Stbd, 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.
Internal Communications
Emergency Communications onboard will mainly be through the use of hand
held UHF radios, the public address system, ships whistle and general alarm.
Groups of Zones
Individual Zone
Selector
To make a Pipe throughout the vessel, be sure the power switch in the On
position, flip the All Call toggle to the up position and use the microphone
to speak. Push the button on the side of the handset as you speak into it.
Hold the hand set very close to your mouth, speak loud and clear. Watch the
meter on the front of the P.A., it should register up to 3 or 2 when you are
speaking.
If you do not wish to make an All Call, you can limit where the message is
broadcast by selecting by Zone instead of All Call. The rest stays the
same.
Watch Meter when speaking
Proper Announcement:
Attention All Hands, attention all hands. <Message>, That is, <Message>,
That is All.
Pipes are to be made from 0600 to 2000 only. Always get permission from
the Mate on Watch prior to making any pipes.
Morning Reveille At 0700 make the following pipe to the Cadet & Crew
stations. DO NOT PIPE MESSAGE TO ALL CALL
Good Morning, the time is now 0700, ______ (brief wx report), That is the
time is now 0700, ______ (brief wx report), That is all.
Captain aboard:
Empire State Arriving.
This is said only once as the Captain steps onto the ship. No need to say
Attention all hands
Captain going ashore:
Empire State Departing.
The Admiral is announced the same as the Captain but he is SUNY
Maritime.
Fog Signal Generator on the P.A. is for the Fog Signal when at
anchor. This sounds Rapid Ringing of a bell forward for 5-seconds
followed by rapid ringing of a gong after for 5-seconds, every
minute.
To use this system, flip the Power button to the On Position and
flip the Fog Signal Generator toggle to the On position.
You do not have to select any zones. If you turn the zones to the
On position, then the bell and gong will sound in both zones at the
same time instead of sounding separately forward followed by aft.
Many phones are located throughout the vessel but they call different areas
with different numbers. In the event of an emergency, it is important to
know where the phones are and what locations they connect to.
New System
1. Wheelhouse (forward bulkhead)
2. Captain's Day Room
3. Chief Engineer's Office
4. Chief Mate's Office
5. First Assistant Engineer's Office
6. Second Assistant Engineer
7. Second Mate (no phone connected)
8. Officer's Chart Room (Radio Room)
9. Gyro Room
10. Forecastle (Aft of breakwater, to Starboard of the Ship's Bell)
11. Supply Office
12. Emergency Diesel Generator Room
13. Regimental Duty Office
14. Quarterdeck (Bosun's Watch Station)
15. Doctor's Office (Sick Bay)
16. Port and Starboard Side Ports
17. Officer's Saloon (Messdeck)
18. Welding and Machine Shop (6-hold, 2nd Deck)
19. Steering Gear Room
20. Engine Room
21. Auxiliary Machinery Space (AMS)
Original System
This system includes several phones throughout the vessel. You cannot call
every phone in the system from every location. Check the specific phone for
the number of another location & to determine if you can reach the desired
location from that particular phone.
The General Alarm is wired into the Wormald Fire Detection System aboard
the TSES. If the Fire Detection System is triggered and not silenced within 2-
minutes, the General Alarms will sound automatically. The Alarms that
sound when the Fire Detection System is triggered are very similar to the
sound of the General Alarm. There are only 3 bells that sound with the Fire
Detection System, located on the Bridge, Engine Room & Quarterdeck. If
you do not hear all the General Alarm bells ringing, the Fire & Emergency
Signal is not being sounded.
Upon hearing the Fire & Emergency, Abandon Ship or Man over Board
Signals, report to you stations as per the Station Bill & Supplementary
Station Bill (Bunk Cards.)
The General Alarm is also used to call the Captain when he is not easily
contacted in the obvious locations, his Stateroom or Messdeck. As per
Captain Smiths Standing Orders, 2 quick rings (jingles) on the general alarm
will notify the Captain that his presence is requested on the Bridge.
Whistle Controls
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.
Siren/Whistle Selector
To operate the whistle, push the lever to the right. Whistle pulls control the
Steam Whistle or Electric Typhoon Whistle (Siren) depending on the setting
of the Whistle/Siren knob on the Wheelhouse Consol.
If the Selector switch is set to Siren and the typhoon whistle does not sound
when the lever is pushed, check the circuit breaker in the doghouse between
#1 & 2-hatch.
Steam
Typhoon Whistle
Whistle
To trigger the All Call alarm, located on the Operation Level of the E/R, just
behind the Throttle Control, simply turn the key to the ON position. 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.
To sound the signal, depress the metal bar at the top of the contact maker
and slide the lever to the right (ON position).
Metal Bar
Lever
Survival Equipment
PERSONAL FLOTATION DEVICES (PFDs)
Personal flotation devices are one of the most important pieces of safety
equipment any and all boaters should have onboard their vessel. PFDs 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.
Lifejackets
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
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 Ships 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.
Machinery Space - 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. Exceptions may be made for personnel assigned to duty
stations immediately adjacent to a door providing a direct exit from the
machinery space. The total number of EEBDs provided in the machinery
space shall not be less than three, 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.
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:
Firemans 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)
Monthly Inspection
Insure an accurate inventory of all gear.
Inspect fire suits, check for rips and missing pieces. Wash as
necessary.
Inspect all nozzles and exercise.
Inspect all fire hoses, Fittings, and Gaskets.
Test battery operated lanterns, replace if necessary.
Inspect all SCBA units. Insure valves move freely, head straps
are in tact, and mask is clean. Insure all air bottles are in the green
and note hydro date.
Firemans Outfit
46 CFR 195.35-10 Fireman's outfit.
(a) Each fireman's outfit must consist of one self-contained breathing apparatus, one
lifeline with a belt or a suitable harness, one flashlight, one flame safety lamp, one rigid
helmet, boots and gloves, protective clothing, and one fire ax.
(b) Every vessel shall carry at least two fireman's outfits. The fireman's outfits must be
stored in widely separated, accessible locations.
Guidelines
If the Liners are detachable, they should be removed from the Shell
and laundered separately.
All closures should be fastened: Velcro hook covering pile, hooks &
dees fastened, zippers zipped and snaps closed. It is imperative that
you cover the hook portion of all Velcro to prevent snagging during
laundering.
We recommend a front loading washer machine, which does not have
an agitator, and preferably one that is designated specifically for
cleaning turnouts. A stainless steel tub should be utilized if available.
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).
Machine Washing The special fabrics that make up your Globe protective
clothing contain inherent flame and heat resistance properties, which cannot
be washed off or worn out. However, given the nature of the contaminants
to which garments are exposed, we recommend that you never, never, use
the same machine that you do your home laundry in. When machine
washing, always prepare the clothing as directed, by fastening all closure
systems. Use warm water and a normal cycle. Following each complete wash
cycle, thoroughly rinse your garments; we recommend a double rinse with
clear water.
Protective clothing should always be washed separately in a laundry bag; do
not overload the washing machine, do not use softeners, and NEVER use
chlorine bleach. We do not suggest machine drying; 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.
Removing Oil or Tar Oil based soils such as motor oil and tar can be
removed with solvents such as "Varsol" prior to washing, says E.I. DuPont,
producers of NOMEX fibers. However, they do add the cautionary
statement that the garment must be thoroughly washed and rinsed to insure
that all residual solvent is completely removed. They also point out that
coated material should never be dry cleaned. You must always avoid using
solvents on the leather or reflective trim.
CONCLUSION
In caring for your turnout clothing, you must always remember that it
features 3-piece layering and you must consider every single layer when
deciding how to clean. We do encourage every department to keep their
clothing clean and to routinely inspect and repair as needed. Clean turnout
gear is lighter in weight, lasts longer, and is more visible than dirty turnout
gear. Having dirt, soot, and other debris clinging to your gear presents a
safety hazard.
Basic Inspection Guidelines for Protective Clothing
All protective clothing should be routinely inspected to insure continued
serviceability. This inspection should take place after each cleaning, and
following any application where the clothing may have been damaged or
contaminated. 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. All clothing should be cleaned prior to inspection. The
following represent minimum criteria for inspection and should be considered
basic rather then all inclusive.
Char and Heat Damage - All layers should be examined for charred,
burned, or discolored areas that may result in loss of tensile strength and
material degradation. To check for weakening of fabric, aggressively flex the
material and attempt to push a finger or thumb through the fabric.
Fabric or Material Damage - Clothing that has become torn, ripped, cut,
abraded or otherwise damaged by wear should be repaired. All Protective
Barrier material, including sleeve well assemblies, should be checked for
peeling or cracking, which are signs of wear and require replacement.
Protective Barriers - 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. Pour about 1/2 cup of water on the
Moisture Barrier and wait a few minutes. If the water passes through the
Protective Barrier and wets the other side, your Liner should be removed
from service and repaired or replaced. Perform this simple test in high
abrasion areas like the broadest part of the shoulders, at the knee, or the
seat of the trousers, or where you have detected other potential damage to
the Shell. It is difficult to determine with any certainty whether your
Protective Barrier leaks by looking at either the film or the fabric its
laminated to.
Knit Distortion - All knit areas of the garments shall be examined for loss of
strength, loss of shape, or loss of elasticity.
Reflective Trim - Trim that is loose but still reflective may be restitched,
while trim that has become burned or otherwise damaged must be replaced.
Note that the trim may appear to be undamaged to the human eye when it
has actually lost much of the ability to reflect. To check for continued
reflectivity, perform a simple flashlight test. Standing a minimum of 40 feet
from the trim sample to be examined, hold a flashlight at eye level and aim
the light beam at the sample to be evaluated. Compare the brightness of the
reflected light coming back to a sample of new or unused trim. If the
reflected light is substantially less than that seen on the new trim, the trim
needs to be replaced.
Hardware - Check all hardware, including snaps and D-rings, pocket snaps,
zippers, and take-up buckles to insure functionality. Velcro should be
inspected to insure that contamination has not affected functionality and
that stitching remains secure.
Take steps to prevent a fire before it starts. This means you should:
Keep heat sources, like matches and electric sparks apart from fuels
such as wood, paper, and grease.
Use equipment, machinery, and appliances safely and check regularly
for damage.
Check electrical wiring to make sure there are enough circuits and
outlets for all of the equipment or appliances you use.
Maintain good housekeeping by eliminating clutter and flammable
substances.
Smoking Safety
Smoking is not permitted in the interior spaces of the TSES
Smoking is only permitted on the vessels Fantail. This means aft of
the last doghouse, not next to a paint locker
All cigarettes are to be extinguished and disposed of in the Butt Cans
provided on the Fantail
Dont throw trash in the Butt Cans
Do not drop ashes on mooring lines, 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. Do not put out a
cigarette on the side of the ship. Never drop the butt & step on it.
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, crew-members go to their assigned stations. The procedures
practiced during drills are followed so that the fire can be contained and
extinguished. The Master and the On-Scene Leader maintain communication.
The type of fire and what type(s) of flammable material is involved are
assessed carefully to ensure the safety of the crew.
Weekly Drills are conducted aboard the Training Ship to prepare all
personnel for potential emergency scenarios. The Officers aboard the TSES
are responsible for the training and education of the cadets and crew as they
monitor the individuals participation during drills. 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, donning breathing
apparatus, carrying fire-fighting gear, or being a Team Leader. Survival and
safety of the crew are stressed, using teaching aids such as actual hands-on
training, videos, and critiques of drills. Question and answer periods should
follow all drills to enable any personnel to obtain additional instruction or
information or have a procedure clarified.
Definitions
Flammability is the ease with which a material (gas, liquid, or solid) will
ignite either (1) spontaneously (pyrophoric), (2) from exposure to a high-
temperature environment (auto-ignition), or (3) from a spark or open flame.
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. 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). If there is less gas in the mixture, it is too lean to burn.
The greatest percentage of a gas (or vapor) in an ignitable air-vapor mixture
is called its upper explosive limit (UEL). If a mixture contains more gas than
the UEL it is too rich to burn. The range between the LEL and UEL is called
the explosive range of the gas or vapor.
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; NFPA). An ignitable mixture is an air-vapor mixture which is
capable of being ignited by an ignition source, but which is usually not
sufficient to sustain combustion.
Sustained combustion takes place at a slightly higher temperature, referred
to as the fire point of the liquid. The flash points and fire points of liquids
are determined in controlled tests.
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).
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.
Halon
Quarterdeck Panel &
Quarterdeck Readout & Alarm
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.
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.
Power Supply
The Detection System has an internal power supply that converts the 120-
volt AC input voltage to 24-volt DC output voltage that powers the system. A
secondary AC power supply is connected to the system through the ships
emergency generator. A battery backup system of rechargeable gel-cell
batteries is used in the event that AC power is lost. These batteries are sized
so as to provide supervisory power for 7-days.
There are eight (8) 12-volt batteries installed in the red cabinets located
below the Control Panels on the bridge. 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. The detection system has its own
built in battery charger that continuously charges the batteries.
Fire Plan
The location of All Detectors and Pull Boxes can
be found on the Fire Plan. Copies of the Fire Gangway Fire Plan
Plan are located in various locations throughout
the ship. They are posted by the Classrooms
and outside the Chief Mates Office so that
everyone may become familiar with the layout of
equipment. A copy is rolled up and stowed
between the Wormald Control Panels on the
Bridge for use during a fire or emergency. Fire
Plan tubes are mounted at the top of the
gangway, Port and Starboard, for easy access by Shore-based Fire Fighters if
there is a fire aboard while in port. The Ships Fire Plan was updated in
March 2006.
Smoke Detectors
There are two types of Smoke Detectors used aboard the vessel, Ionization
and Photoelectric Detectors. There are ~335 Ionization Detectors known to
be located throughout the vessel. There is only 1 Photoelectric Detector still
aboard in the Engineroom, Operating Level, Stbd Side in the Generator
Room. The 3 photoelectric detectors that were aboard have been replaced
by Ionization Detectors.
The ionization detector has a dual sensing chamber and a single radioactive
source. A stainless steel screen is provided inside the detector to prevent
foreign objects from entering the reference and sensing chamber. 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.
There are two chambers in the ionization detector, an inner chamber that is
virtually closed and an outer chamber which is open so air can freely pass
through the chamber. 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. 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. 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.
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 ionization detectors can be very sensitive to particles in
the air. They have been known to be triggered when excessive dust, aerosol
spray or cigarette smoke enters the chamber.
Heat Detectors
The Fenwal Detect-a-Fire Compensated Detector is the type of heat detector
used aboard the training ship. This detector has the ability to operate
whenever the surrounding air temperature reaches the selected protection
level under all conditions of rate of rise.
Two (2) contact points, made of silver, are mounted
near but electrically insulated from two (2) curved
struts that have a low coefficient of expansion. The
contacts and struts are mounted under compression
in a tubular stainless steel shell. The shells
coefficient of expansion is much higher than that of
the contact and struts.
There is no visual indication on the heat detector that it has been triggered.
These detectors are less prone to accidental triggering as compared to the
ionization detectors.
There are two (2) different temperature settings for these detectors aboard
the vessel. The heat detectors in the Engineroom are set to 190F and the
detectors outside the E/R (Cargo Holds and Emergency Diesel Generator
Room) are set to 140F. There are a total of 27 Detect-a-Fire Rate
Compensated Detectors installed throughout the training ship.
Glass Rod
There are a total of 60 manual Alarm Stations installed at the exits of most
spaces on the Training Ship. The protective plastic cover is installed on the
majority of pull stations. Anyone who sees smoke or a fire should activate
the Alarm by using these Pull Boxes. You may also report your findings by
Sound Powered Phone. The Patrolmans job is to walk throughout the vessel
looking for hazardous conditions while on the Detex Round. 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.
One of the first vessels to divide the hull into compartments below the
waterline was the Titanic. 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. The water started to run
over the top of the compartments much sooner than they would today. The
compartments are much higher now to maintain more reserve buoyancy
than the Titanic had.
The watertight bulkheads between each compartment must extend from the
bottom of the ship all the way up to Main Deck. 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, walk aft into 2-hold Main
deck and then climb down to 2-hold Lower tween. Due to operational
needs, a vessel often requires an opening below the Main Deck and between
compartments for personnel access, i.e. E/R to AMS. In the event of a
grounding, collision or allision, these opening must be able to be secured to
restore the compartmentalization. Watertight Doors have been designed
and installed for that purpose.
All three classes of doors must be capable of being closed with the ship listed
15 to either port or starboard.
Class 1 Doors Class 1 doors are constructed of steel. They are hinged,
and must be swung open or closed manually. When a class 1 door is closed,
a knife edge on the door fits against a rubber gasket on the bulkhead. The
door is secured in the closed position by hinged levers called dogs. There
are usually six dogs; when they are hand tightened, they cause the gasket
and knife edge to form a watertight seal.
Class 1 doors are used for all exterior deckhouse openings on weather deck
levels. Their use in these locations provides protection against inclement
weather and heavy seas. They may also be used during and after fire
fighting operations, as openings for venting heat and smoke to the outside.
Class 2 Doors Class 2 watertight doors are steel sliding doors used below
the waterline. Some are operated manually, by turning a wheel that moves
the door via a set of gears. However, most class 2 doors are operated by a
manual system with hydraulic assist. A rotary hand pump produces the
hydraulic pressure that opens or closes the door. A class 2 door must be
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.
A second means for closing (not opening) the door must be provided from an
accessible position above the bulkhead deck. This is usually a mechanical
means; 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, so
that anyone attempting to close the door can easily determine its 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. In the former, a switch activates an electric motor that drives the
hydraulic opening and closing mechanism. The manual hydraulic system is
similar to that installed on the class 2 watertight doors. 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.
Ships fitted with more than one class 3 door can be equipped with a central
control station. The doors can be operated simultaneously or separately
from the control station. Their positions are monitored, via electric circuits,
on a lighting display board. Display boards are usually located on the Bridge.
They allow the positions of the ships watertight doors to be evaluated
quickly in the event of a collision or during a fire, to determine if CO2
flooding systems can be deployed.
Testing Manually operated doors should be tested to ensure that they can
be opened easily, that they close properly and that all the dogs operate
freely. The seal can be tested by putting chalk on the knife edge, closing the
door and dogging it down. Chalk marks will show on the entire rubber
gasket if the door closes properly and the gasket is in good shape. If chalk
marks skip any part of the gasket, it should be adjusted or replaced. The
Coast Guard requires that all watertight doors be hose tested in the closed
position during installation.
Power
Supply
Expansion
Tank
Local Manual
Crank
Electric
Control
1
Marine Fire Prevention, Firefighting and Fire Safety - Marine Training Advisory Board,
Robert J. Brady Company
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, Next to Deck Training Office
WTD 4 Forward Entrance to Shaft Alley
Location entrance to shaft alley, to Stbd of the Shaft, 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. The Hydraulics can
be controlled electrically or manually from either side of the Watertight Door.
The hand cranks at the WTD are reversible, capable of both opening and
closing the WTD.
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, 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, when it is completely
closed.
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, when it is completely
open.
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, as indicated on the hand
crank, until the door is closed
An alarm will sound locally, 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, when it is completely
closed.
Remote Operation
Remote operation of the Watertight Doors may be accomplished manually
from the Main Deck or electrically from the Bridge. Remote operation only
permits the doors to be closed, not opened. The Bridge Remote Station,
Master Control Station, can also prevent the doors from remaining open,
once closed.
Bridge Operation
The Master Control Station is located in the Wheelhouse at N-123-1, aft
bulkhead, Stbd Side behind the Radars. The Master can close the Watertight
Doors from the Bridge but cannot open them. Keeping an individual Control
Switch or the Master Switch in the "Close" position will prevent the door from
remaining open, when operated locally. The door will open locally but as
soon as the operator puts the electric control in neutral or stops cranking the
manual handle, the door will close again.
Operating Instructions:
To close any door Move Control Switch to "Close"
Emergency Closing (All Doors) Move Master Switch to "Close"
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, because it is located below the Main Deck. This door
takes approximately 15-minutes to close and seal. It can only be operated
from one location, the manual hydraulic controls in the Athwartship
Passageway, to Stbd of the Door. In the event of an emergency, i.e. collision
and flooding, the ship could sink in the amount of time it takes to close the
door.
Operation of Watertight Door
1. Use a wrench to twist the
hinges so they ride properly on the top and Hinge riding
bottom track, clearing the door flange on Top Track
Control Lever
Door against
Stop
Dog Operating
Secured Lever
Class 1 Watertight Doors
Class 1 doors are used for all exterior deckhouse openings on weather deck
levels. Their use in these locations provides protection against inclement
weather and heavy seas. They may also be used during and after fire
fighting operations, as openings for venting heat and smoke to the outside.
The TSES also has Class 1 WTD's on the Main Deck interior passageways,
some of the deck was the weather deck, pre-conversion. These Doors
separate the holds on Main Deck, Anchor Windlass 1 Hold, 1 2 Hold (Port
& Stbd), 2 3 Hold (Stbd Side), 3 4 Hold (Port & Stbd) and 4 Hold House
at the Quarterdeck. These doors may be closed in the event of a fire to stop
the spread of smoke & flames into other areas of the ship. They can also be
used as entry points into the fire area.
When making entry into a fire space, a class 1 door should be undogged as
indicated in the picture below. The first door nearest the upper hinge should
be released; then the dog nearest the lower hinge, and then the center dog
on the hinge side of the door. (The hinges are attached through slotted or
elongated openings.) Then the dogs on the side opposite the hinges should
be released in the same order upper, then lower and center dog last.
3rd 6th
In the event of an actual fire, rather than running around to fan rooms to
secure the fans, all the ventilation (outside the E/R) can be secured with one
switch on the Bridge. On the Captains Order, break the glass and
push the lever to the OFF position. This will secure the ventilation fans
throughout the vessels, except the forced draft fans to the Engine Room.
There is no way to secure the E/R ventilation from the Bridge. This
switch secures the fans but does not close the dampers, the fusible link will
have to melt and break for the dampers to close. Securing the fans will stop
the forced flow of air through the ducts, reducing the amount of oxygen
being introduced into a fire space. The heat can still travel through the duct
via convection.
Fire Dampers
A fire damper is a thin steel plate at least 3.2 mm (1/8 inch) thick and
suitably stiffened. It is placed within a ventilation duct and held in the open
position by a fusible link. With the damper in the open position, air may flow
through the duct. When the air in the duct reaches a temperature of about
74C (165F), or 100C (212F) in hot areas such as galleys, the fusible link
melts, allowing the damper to close. Dampers can also be closed manually.
A visible indicator on the outside of the duct shows whether the damper is
closed or open.
Fire dampers will not prevent fires, but they can help stop fire from
spreading. They do this in two ways: First, they reduce or shut off the
supply of air to the fire. This reduces the rate at which the fire intensifies
and thus reduces the heat buildup. Second, they block heat, smoke and
flame, so that these combustion products do not spread the fire through the
ducting and into uninvolved spaces.2
2
Marine Fire Prevention, Firefighting and Fire Safety - Marine Training Advisory Board, Robert J. Brady Company
On the Training Ship, fire dampers are located throughout the vessel and are
most often located in or near a fan room. All fusible links are set to melt at
165F, except for the 4 dampers located in the Cadet Messdeck which are
set for 212F. Each damper is locked in the open position by a pin through
the manual handle. The damper will close when the fusible link melts or
when the pin is removed and the handle is moved to the closed position. On
the damper, the open/closed position and direction of air flow must be
indicated and FD is stenciled in red for easy identification.
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. The fans can be secured in the fan room but should
only be done under the direction of an Officer.
7
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 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 is connected to a Remote Start outside the E/R near the Halon
Room. The Fire Pump in the After End of Shaft Alley on the Starboard Side is
the only Fire Pump on the Emergency Bus. Two additional fire pumps are
located in the main E/R on the Port Side, tank top level. 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.
Pump
Sea Chest
Suction
Valve
Strainer
Each Fire Pump is a centrifugal pump and must be started in the proper
sequence.
1. Open the Suction
2. Unless started remotely, close the discharge
3. Start the pump
4. Slowly open the discharge valve
5. Watch the pressure
6. Open a bleeder, if necessary, to prevent over pressurization of the
system
If you have the time, the discharge valve should be kept closed when
starting a centrifugal pump. 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. If they start to spin too quickly, 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. 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. 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.
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,
forward and aft. It then branches out to the hydrants at the Fire Stations,
reaching all the areas of the vessel. This loop allows a branch to be closed
off, using block valves, in the event of a pipeline break. This will still allow
water to be pumped to the remaining branches. The loop is situated on the
Main Deck because it is the only continuous deck from Bow to Stern,
preventing the need for the pipeline to penetrate the watertight bulkheads
that provide the vessels compartmentalization.
Block Valve
International Shore Connection
One Way Check
The International Shore Connection is used when the Valve
ship is unable to use her own fire pumps to supply the
Fire Main System. It is an adapter that attaches to the
shore side fire hydrant using 4 bolts and a gasket and is Direction of
Water Flow
threaded with a female 2-1/2" Hose connection. 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, at
Frame 152, Port & Stbd Side, outside the Sickbay
entrance. After connecting the hose, the shore side
hydrant is opened to supply water for the Ship's Fire
Main. International Shore Connections are located
in Emergency Gear Lockers 1, 2 & 3.
Nozzles
Navy All Purpose Nozzles are multifunctional that are found at all the Fire
Stations to deliver water in different patterns for fire fighting. 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. 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. To achieve Low-Velocity Fog, the
high-velocity tip must be removed and replaced with a Low-Velocity Fog
Applicator with the bale set to Fog. This pattern may be used as a shield for
the firefighters.
Vary Nozzle provides multiple patterns without the need for applicators.
There are only two (2) positions for the bale, off when away from the hose or
on when placed closest to the hose. These are the only 2 positions that
should be used, do not throttle these nozzles. Rotating the nozzle head
provides the different patterns from straight stream to low-velocity fog.
The Vary Nozzle is not found at the Fire Stations throughout the vessel. It is
only found in the 5 Emergency Gear Lockers. The Vary Nozzle can be used
with the in-line foam eductor but the Navy All-Purpose cannot.
The Spanner Wrench is used for breaking
connections, not making connections!
# Location
1 Old House, Bridge Deck, S/S Bridge Wing
2 Old House, Bridge Deck, P/S Interior Passageway
3 Old House, Bridge Deck, P/S Exterior, outside Officer's Rm
4 Old House, Cabin Deck, P/S Interior Passageway
5 Old House, Cabin Deck, P/S Exterior
6 Old House, Cabin Deck, S/S Interior Passageway
7 Old House, Cabin Deck, S/S Exterior
8 Old House, Boat Deck, P/S Exterior
9 Old House, Boat Deck, P/S Interior Passageway
1 Old House, Boat Deck, S/S Interior Passageway
0
1 Old House, Boat Deck, S/S Exterior
1
1 Old House, Upper Deck, P/S Exterior, below Lifeboat 4
2
1 Old House, Upper Deck, P/S Interior Passageway
3
1 Old House, Upper Deck, S/S Interior Passageway
4
1 Old House, Upper Deck, S/S Exterior, below Lifeboat 3
5
1 New House, Upper Deck, C/L, Aft Athwartship Passageway
6
1 Old House, Upper Deck, P/S Fwd House Exterior, under ladder
7
1 Old House, Upper Deck, S/S Fwd House Exterior, under ladder
8
1 Upper Deck, fwd, Doghouse to aft 3-hold ladder
9
2 Upper Deck, fwd, S/S of Doghouse just fwd of Spring winch
0
2 Upper Deck, fwd, S/S, aft bulkhead of Doghouse fwd of #2 Hatch
1
2 Upper Deck, fwd, P/S Doghouse to Windlass Room
2
2 Aft Doughouse, Main Deck, S/S Aft bulkhead, exterior
3
2 Aft Doghouse, Main Deck, P/S exterior, Fwd of Welding Shack
4
2 Main Deck, S/S Exterior Aft House, near ladder
5
2
6 New House, Main Deck, C/L Aft Athwartship Passage
2
7 New House, Main Deck, P/S Interior, Exit near Sickbay
2
8 New House, Main Deck, S/S Interior, Exit near Sickbay
2
9 Old House, Main Deck, P/S fwd of WTD #2 controls
3
0 Old House, Main Deck, S/S fwd of WTD #1 controls
3
1 4-Hold, Main Deck, P/S 1/C rooms, aft
3
2 4-Hold, Main Deck, S/S 1/C rooms, aft
3
3 3-Hold, Main Deck, P/S 1/C rooms, fwd
3
4 3-Hold, Main Deck, S/S 1/C rooms, fwd
3
5 Anchor Windlass Room, Main Deck, C/L, aft bulkhead
3
6 Steering Gear Flat, 2nd Deck, P/S, aft of Carpt. Shop
3
7 6-Hold, 2nd Deck, P/S, aft by EGL #3
3
8 6-Hold, 2nd Deck, S/S, fwd passageway, aft of tool room
3
9 5-Hold, 2nd Deck, S/S, fwd bulkhead in Cadet Mess, near drinks
4 5-Hold, 2nd Deck, P/S, fwd bulkhead in Cadet Mess, outboard of
0 Scullery
4 Old House, 2nd Deck, P/S passageway, near Reefers, aft of E/R
1 Ent.
4
2 Old House, 2nd Deck, S/S Passageway, fwd of WTD #1
4
3 3-Hold, 2nd deck, S/S of passageway, aft
4
4 3-Hold, 2nd deck, S/S of passageway, fwd, outside fan room
4
5 5-Hold, 3rd Deck, S/S of Passageway, across from Classroom #4
4
6 4-Hold, 3rd Deck, S/S in 138-man Hold, aft bulkhead of ladderwell
4
7 4-Hold, 3rd Deck, P/S, 138-man Hold, near sinks
4
8 3-Hold, 3rd Deck, 20-man Hold, aft & inboard, near 156 entrance
4 3-Hold, 3rd Deck, 156-man Hold, S/S, fwd, across from fan room
9 door
5 5-Hold, 17'00" Level, C/L, fwd part of foyer, outside Cardio
0 Rm/Library
5
1 Shaft Alley, Tank Top, S/S, Aft
5
2 Shaft Alley, Tank Top, S/S, Fwd
5
3 Engine Room, Lower Level, S/S, fwd of WTD 4
5
4 Engine Room, Lower Level, P/S Lower E/R, fwd of Fuel Oil pumps
5
5 Engine Room, Lower Level, S/S Fwd, outboard, on Drain Tank
5
6 4-Hold, Tank Top, P/S, fwd, under AMS Ladderwell
5 3-Hold, Tank Top, Passageway aft of Weight Rm, next to
7 ladderwell door
5
8 3-Hold, Tank Top, Inboard, fwd bulkhead of Cadet Laundry
Halon 1301 Fire Extinguishing System
The Halon System is the primary fire extinguishing system for the Engine
Room aboard the TSES. The Halon Room is located at 2-126-1, the Starboard
Passageway leading to the Crew Messdeck, and contains 12 322 lbs. Halon
cylinders, 2 50 lbs. pilot CO2 cylinders, 2 75 lbs. spare CO2 cylinders, a
pneumatic stop valve and a 60-second time delay. The system also contains
5 cut off switches and 2 remote system actuators.
3
Halon 1301 information obtained from FreeDictionary.com, a website by Farlex, Inc.
The Halon System is the primary fire extinguishing system for the Main
Engine Room aboard the TSES. The Halon Room is located at 2-126-1,
the Starboard Passageway leading to the Crew Messdeck, and contains 12
322 lbs. Halon cylinders, 2 50 lbs. pilot CO2 cylinders, 2 75 lbs. spare CO2
cylinders, a pneumatic stop valve and a 60-second time delay. The system
also contains 5 cut off switches and 2 remote system actuators.
The two CO2 pilot cylinders are used to activate
alarms in the E/R, 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 layout of the Halon Room is a series of Halon Cylinders separated into
three banks. Each bank is piped to go to a different level of the E/R. The 6
bottles on the aft bulkhead go to the Lower Level of the main E/R, excluding
Shaft Alley & AMS. The 5 bottles in the middle of the room go to the
Operating Level of the E/R. The lone bottle in the corner is piped to go to
2nd Deck, at the top of the boilers, around the Steam Drums. There are no
Halon nozzles on or above the Main Deck; therefore, the Fiddley (a.k.a. False
Stack or Upper E/R) has no Halon Protection.
The 5 cut off switches located at 2-124-1, just forward of the door to the
Halon Room, are operated by pneumatic pressure. The switches are tripped
to the OFF position by the CO2 that has been released from the pilot
cylinders. When tripped, all electrical power is cut to the equipment
connected to the switch. The button at the top of the switch will be in the up
position when tripped. To reset the switch, simply push down on the button
until it locks. 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, just aft of the Halon Room. The following pieces of
equipment are attached to the 5 cut off switches.
Halon Nozzle
Manual Operation of the Halon 1301 System
1. Secure all openings to the E/R
a. Close All Doors & Hatches
b. Be sure to close F.O. Settler Valves, Port & Stbd, 2nd Deck
c. Secure manual vents in the Plenum
d. Close Watertight Doors to Shaft Alley & the Auxiliary Machinery
Space (AMS)
2. Pull the locking pin on the CO2 Pilot Cylinders and push down on the
red plunger. This releases the CO2 into the system.
3. Manually open the stop valve (Valve Release) by pulling on the handle
4. The released CO2 will then flow simultaneously to the E/R alarm, trip
the cut offs and start filling the 60-second time delay.
5. After 60-seconds, the valve on the time delay will open and the
released CO2 will open the pneumatic valves on the Halon cylinders.
6. The Halon will then be discharged to the different levels of the E/R
through nozzles which are located neat the overheads.
Valve
Release
(pneumatic
stop valve)
60-sec.
Time
Delay
The order to dump the Halon System into the E/R must be given by
the Master upon the Chief Engineers recommendation. All efforts
must be made, prior to the release of Halon, to evacuate the E/R of all
personnel. The 60-second time delay is intended to allow time for any
remaining personnel to evacuate. If it is known that the E/R is clear and all
personnel have been evacuated, the time delay may be bypassed by
pressing down on the handle located at the top of the time delay. The E/R
must be fully ventilated and tested prior to re-entry by personnel. Entry
before this time must only be done to save a life or maintain control of the
vessel; such personnel MUST wear SCBA and a life line.
Inspection of the Halon System
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.
CO2 Fire Extinguishing System
There are 3 separate fixed CO2 Systems and 1 semi-portable CO2 system
aboard the Training Ship Empire State. 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 Main CO2 Room (cylinder room) is located at 2-122-1, next to the
Starboard Side Port, and contains 94 75 lbs. CO2 cylinders, 4 Emergency
cut off switches, 30-second time delay for the E/R, and an Engine Room
Dump valve. The Manifold to direct CO2 to the non-living spaces, instead of
the E/R, is located in the athwartship passageway on the after bulkhead.
The 30-second time delay prevents the discharge of CO2 into the E/R
for 30-seconds to allow for the evacuation of personnel. The time delay is
made up of 2 cylinders that fill with CO2 until a preset internal pressure is
reached. When the preset pressure is reached, the valve at the bottom of
the time delay opens allowing the CO2 to flow through the delay and onto the
Dump Valve. If necessary, the time delay can be by-passed by opening the
valve at the bottom by pulling the handle.
Time Delays for the Non-Living Spaces are located in the space
itself, not the cylinder room. A time delay (30 or 60-second) is located
on each deck of #1 & #2 holds and one in lower 6-hold. 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 60-
seconds, rather than 30-sec.
The CO2 alarms are pneumatically activated at the same time the time delay
starts to fill, for spaces protected by time delays. They indicate that the CO2
has been released into the space protected by the alarm. If the space is also
protected by a time delay, the alarm warns that there are 60-seconds (30-
seconds for the E/R) prior to release of CO2 into the space and the evacuation
of personnel is required.
CO2 to the Main Engine Room
The cylinders can be released manually, in pairs, 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. 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, located in the cylinder room, operate
by pneumatic pressure if the CO2 is to be directed to the E/R. The switches
are tripped to the Off position by the CO2 that
has been released by the cylinders and
through the 270 Valve. When tripped, all
electrical power is cut to the equipment
connected to the switch. The button at the top
of the switch will be in the up position when
tripped. To reset the switch, simply push
down on the button until it locks. 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, just aft of the Halon Room. Emergency Cut
Off
The following pieces of equipment are
attached to the 4 cut off switches:
The CO2 nozzles are located in the E/R on the Operating Level, Lower
Level and Bilge. There are no nozzles from 2nd Deck up to the
Fiddley. The Upper E/R is still protected by the CO2 because the CO2
expands and rises as it is released and heated up.
Manual Operation from inside the cylinder room
Cylinder Release
Valve
Time
Release
Delay
1.
Secure all openings to the E/R. Dump
a. Close All Doors & Hatches Valve
b. Be sure to close F.O. Settler
Valves, Port & Stbd, 2nd Deck
c. Secure manual vents in the
Plenum
d. Close Watertight Doors to Shaft
Alley & the Auxiliary Machinery Space (AMS)
2. Pull the lever attached to bottles #83 & 85 to release the CO2 into the
3-1/2 piping
3. Open Valve Release by turning 270 counter clockwise to allow the
CO2 flow to the E/R alarm, shut offs and time delay
4. The 30-second time delay will fill while simultaneously
sounding an alarm in the E/R and tripping the
Emergency Stops. If all personnel have evacuated,
the time delay may be by-passed by pulling the handle
at the bottom of the cylinders
5. Once the time delay reaches its preset pressure, the
valve on the bottom will open, allowing the CO2 to flow
to & open the pneumatic Dump Valve, to the E/R
nozzles.
Remote Operation of CO2 to E/R
Remote pull boxes are located in the Starboard Passage to the Crew
Messdeck at 2-132-1, across for the E/R exit. It allows for remote operation
of the CO2 system to the E/R only. In order to send CO2 to the non-living
spaces, you must be at the cylinder room and manifold. There is no remote
operation for these spaces.
Hold Additional
Area of Protection Non- Hold Hold Prot
Lin E
Living Spaces F ecti
e# m
Direct CO2 to correct space by ul Ful on
pt
choosing line # on manifold l l
y (add length of
time delay)
Time Delay
1 1-Hold, Tank Top 2 4 4 & Alarm
Time Delay
2 1-Hold, 3rd deck (Lower 'Tween) 2 4 6 & Alarm
Time Delay
3 1-Hold, 2nd deck (Upper 'Tween) 2 6 8 & Alarm
Time Delay
4 1-Hold, Main Deck 2 6 8 & Alarm
Time Delay
5 2-Hold, Tank Top 10 20 28 & Alarm
Time Delay
6 2-Hold, 3rd deck (Lower 'Tween) 10 18 26 & Alarm
Time Delay
7 2-Hold, 2nd deck (Upper 'Tween) 10 18 26 & Alarm
Time Delay
8 2-Hold, Main Deck 6 12 18 & Alarm
16 4-Hold, 2nd deck, Stbd Reefer #1 2 4 4
17 4-Hold, 2nd deck, Port Reefer #2 2 4 4
18 4-Hold, 2nd deck, Stbd Reefer #3 2 2 2
19 4-Hold, 2nd deck, Port Reefer #4 2 2 2
20 4-Hold, 2nd deck, Stbd Reefer #5 2 2 2
21 4-Hold, 2nd deck, Port Reefer #6 2 2 2
Time Delay
31 Lower 6-hold, 3rd deck, fm. 171-193 8 16 24 & Alarm
34* 4-Hold, 2nd deck, Dry stores area 2 4 6 Alarm
Main deck, fwd S/S Bosun's Time delay
36 Locker and P/S aft Bosun's Locker 2 2 2 & 2 Alarms
After Paint Lockers, Main & 2nd
43 Decks 2 2 2
* To use CO2 in the Dry Stores Area, the Hydraulic Assist Watertight Door between Dry
Stores and the Athwartship Passage must be closed. This door takes approximately 15-
minutes to close and seal. This door is required to remain closed when the vessel is
underway to maintain the Watertight Integrity as per the Load Line Certificate. It is NOT a
Class 2 or 3 Watertight Door.
Emergency Diesel Generator CO2
Systems
Located in the Emergency Diesel Generator Room (U-
137-1) is a fixed CO2 System containing three 75 lbs.
cylinders, a CO2 alarm, a pneumatic heat actuator, 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. There is no time delay in this space.
Automatic Control
Head
3 ways to activate the system (Emergency Diesel Generator or E/R
Paint Locker)
1. Automatic activation by triggering the heat actuator
2. Remote Activation - Outside the space, break the glass and pull down
on the Cylinder Release handle
3. Manual Activation* At the CO2 Bottles, inside the space
a. hold your breath
b. Pull pin out of Automatic Control Head
c. push down on the switch
d. Evacuate the space immediately.
*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.
Remote
Pull to
Activate
The Remote Pull Station is located just outside the paint locker door, along
with the cut off switch. The cut off switch is connected to the spaces
ventilation system. The cylinder and heat actuator is located inside the paint
locker.
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 other components of the system are
fixed in place, usually because they are too heavy to move easily.
Semi-portable systems are usually set up to protect the same areas as fixed
systems. Where possible, a fire is first attacked with the semi-portable
system. If this attack controls or extinguishes the fire, then the large fixed
system need not be activated. Semi-portable systems may also be used a
primary extinguishing systems. Since they are initial attack systems, it is
essential that they be backed up with additional firefighting equipment.
The Semi-Portable CO2 Hose Reel is located in the E/R, on the Port
Side of the Operating Level (3-133-2), just Fwd of the Port Boiler.
The Hose Reel consists of two 75 lbs. CO2 bottles and 100 feet of 1 3500psi
Imperial Eastern hose. This system is activated by turning the valves on the
cylinders to the open position. Remember, Righty Tighty and Lefty Loosey!
The nozzle at the end of the hose controls the release of the CO2. This
system is required to be in place to protect the Boiler Front in the event of a
flashback or other fire.
Hose Reel
CO2 Control
Lever
CO2
Horn Handle Bottles
Horn
Operation:
The system is activated manually, by use of a control
lever mounted on top of the CO2 cylinder. If the
system uses two cylinders, only one lever needs be
operated; pressure from the first cylinder opens the
valve of the second, so both will be used.
1. Activate the cylinders by removing the locking
pin from the Hand wheel.
2. Turn the Hand wheel to open the cylinder valve.
3. Run out the CO2 hose-line to the fire area.
4. Hold Horn by the Horn Handle and the CO2
Control Lever.
5. Open the horn valve by squeezing the handle of
the CO2 Control Lever.
6. Direct the CO2 at the near edge of the fire. For
a bulkhead fire, direct the CO2 at the bottom
and work up. As the flames recede, follow
them slowly with CO2.
7. Continue to discharge until any smoldering
Squeeze
materials are covered with snow. Handle
8. To temporarily stop the flow of CO2, close the
CO2 Control Lever by releasing the handle.
In an attack on an electrical fire, the gas should be directed into all openings
in the involved equipment. After the fire is extinguished, the CO2 discharge
should be continued until the burned surfaces are covered with "snow."
Although carbon dioxide is a poorer conductor than air, the equipment
should be de-energized as soon as possible to prevent the fire from
spreading.
Excerpts from: Marine Fire Prevention, Firefighting and Fire Safety, Maritime Training Advisory Board, MARAD, pg.
155.
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 2-
hold, upper tween. All CO2 Extinguishers have a horn attached to allow
the gas to expand before it gets to the fire, this lets you know very quickly
what type of agent is in the extinguisher. The horn will get very cold so you
must hold the hose by the handle, not the horn. The release of CO2 creates
static accumulation, keep the extinguisher in contact with the steel deck to
ground it and bleed the static buildup.
7B U-136-1 S/S Interior Passage, Fwd of Emerg. Dies. Gen. Rm. CO 15#
65 T-169-1 Cadet Lounge, hidden around corner, outboard of aft ladder CO 15#
70 T-90-0 Aft part Comm. Laundry, around corner to Clean Linen Locker CO 15#
The system consists of one 2-1/2 quart wet chemical cylinder, a pressurized
nitrogen activation cylinder, a remote pull station and four 360 fire links.
The 2-1/2 quart cylinder is filled with and Aqueous Potassium Carbonate
(APC) wet chemical called Karbaloy II.
The cylinder can be activated
manually or automatically.
Nozzle
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.
The deep fat fryers are electrically connected to the Range Guard System by
a pneumatic switch. This switch will cut electric power to the fryers when
the system is activated.
Gaylord Hood System
The Gaylord Hood System is a multifunctional system and is installed over
the cooking areas in the main galley. The system serves as ventilation and
grease extraction system, an automatic wash down system and an internal
fire protection system. This system is used for fire prevention in the galley
exhaust.
Figure 1
Exhaust fans draw hot, contaminant-laden air rising from the cooking surface
and cool air from the galley up through the air inlet of the ventilator (fig. 1).
As the air moves through the ventilator at a high speed, it is forced to make
a series of turns around four baffles. As the high velocity air turns around
each baffle, the heavier that air particles of grease, dust and lint are thrown
out of the air stream by centrifugal force. The extracted grease, dust and
lint are collected in the interior of the ventilator, remaining out of the air
stream until removed daily by the wash down cycle.
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, by pushing the
Start Wash buttons. Wash Cycle is illuminated on the control cabinet
each time the wash cycle comes on, and hot detergent injected water is
released into the interior of the ventilator for a programmed time.
Detergent Tank
Figure 2
This hot detergent water scrubs the days grease, dust and lint accumulation
from the interior of the ventilator drains. The water flows to the pre-flushed
drains of the ventilator by means of the sloped gutters. The spray nozzles
are located on the baffles number 2 & 4. At the end of the cycle, the water is
automatically shut off; and the interior ventilator is clean.
Figure 3 Figure 4
Daily Operation
All functions of ventilator, such as starting the wash cycle, etc. are controlled
by the Command Center located on the Control Cabinet (fig. 2). The exhaust
fans and wash cycle may be started manually or programmed for automatic
operation.
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.
Monthly
1. Detergent system fittings should be inspected. This is an airtight
system and fittings should be tight.
2. At least monthly, 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, dust and lint.
3. Check the main grease gutter of the ventilator and remove any foreign
material.
Survival Craft
OPERATION AND SAFETY MANUAL
FOR
STATIONS 3 - 6
(S0400-AC-MMA-010) The following information has been extracted from the manufacturers operation manual)
ENERGIZED EQUIPMENT
Before working on energized equipment, ensure against grounding. If
possible, make repairs/adjustments with one hand, leaving the other hand
clear of the equipment. Never work alone.
MOVING EQUIPMENT
If equipment must be repaired/adjusted while in motion, safety watch shall
be posted. 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.
SPECIFIC SAFETY NOTICES
The specific safety warnings and cautions summarized below appear in
appropriate chapters of this manual. Each is referenced to the text page on
which it appears.
SECTION I.
GENERAL INFORMATION
1.1 INTRODUCTION
This manual contains operating and safety instructions for the 9.4 M Totally
Enclosed Lifeboat (TEL) MK IV (FY94) and its associated handling system.
The lifeboat (figure 1-1) is a shallow draft, self-righting, glass reinforced
plastic (GRP) craft. It is equipped with a single, four-cylinder diesel engine
driving a single screw with a rotating steering nozzle/rudder blade assembly
and basic navigational equipment. Survival and boat equipment, food,
water, and fuel are stowed onboard. 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.
GENERAL INFORMATION
1.2 INTRODUCTION
This chapter describes the exterior and interior arrangement of the lifeboat
and its equipment. Installations, operating stations, and storage areas are
located with respect to easily identified features such as the engine
compartment, coxswains station, control console, etc.
1.3 EXTERIOR ARRANGEMENT
The following paragraphs describe the exterior surfaces of the boat as well
as identifying operational, handling, lifesaving, and safety equipment (figure
1-3).
a. One hatchet is rack-mounted at the extreme bow above the bench seats.
b. A sea painter is stowed beneath the forward single seat of the starboard
center cabin bench seat.
c. Emergency rowing oars and boat hooks are stowed overhead in the
forward center cabin section.
d. A document holder with a clear plastic cover is mounted on the port side
of the coxswains station. This holder contains a boat information book,
operations and safety manual, survival manual, equipment inventory, and
the engine and marine transmission technical manuals.
e. Two portable fire extinguishers are mounted on the control console.
f. 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.
g. Clips at the stem, adjacent to the rudderpost and port of the bilge pump
secure an emergency tiller.
h. A hatchet is mounted in a stowage bracket at the extreme stern above
the bench seats.
The control console is fitted with a direction and speed control lever to select
engine direction (forward, neutral, or astern propeller thrust) and engine
speed. The engine control and indicating panel is located adjacent to the
engine control lever and contains warning indicator lights for low oil
pressure, high water temperature, and alternator output and gauges for the
oil pressure and coolant temperature. An electrical power system on/off
engine control switch is also mounted on this panel. The shutdown knob for
the fuel injection pump is located on the control console beneath the engine
control lever. A battery isolation switch is located at the lower left of the
console to disconnect the batteries from the electrical system.
1.4.3.2 COMPASS
An illuminated magnetic compass is provided at the top center of the control
console for navigation.
Section III.
OPERATING INSTRUCTIONS
3.5.1 GENERAL
The operating instructions listed in this section should be used for routine
and emergency launching, and underway operations. The operational
checklist (table 3-6) located at the end of this section, summarizes the
operators required actions.
a. Prepare for launching. The coxswain and other assigned crewmen will
board the boat and conduct pre-launch checks. These checks include
those requirements in section II that time permits.
b. Lead out the sea painter if the sea painter has not already been rigged. 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, then secured to a cleat on the ship. Also
ensure enough slack has been provided for the boat to breast away from
the ship.
c. Boat crew, man your boat. All lifeboat crew must board and prepare to
receive passengers.
d. Passengers embark. After the boat has been readied, the passengers
should board and go directly to their seats, fasten their seat belts and
maintain quiet.
e. Lower away. The lifeboats are not lowered until the captain (master) or
Officer of the Deck passes the order.
f. Cast off. The bow tender should release the sea painter.
Embarkation opening
3.5.3 EMBARKATION
a. Accomplish the following items as a portion of the crews embarkation
procedure.
1.Disconnect the electrical service plug the boats canopy connection
(figure 3-8).
2.Slide open the embarkation door and enter the lifeboat using the
safety handrail.
b. After the crew is embarked, accomplish the following interior checks.
1.Turn the battery disconnect switch from the OFF position to position 1
on the dial. This action connects battery bank number 1 to the lifeboat
electrical system.
2.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.
3.Open the centerline access deck plate and secure the automatic bilge
drain plug. The plus is located forward of the engine compartment
under the centerline hinged deck access and just below the fuel tank
cutout valve.
4.Activate the canopy marker light by pulling the securing pin.
5.Trip the MacCluney hook release. (The gripes will hold the boat
securely in place after the pelican hook is released and until the brake
release cable is pulled. Gravity lowering of the davit arms will then
detach the boat gripes, causing the gripes to fall free of the securing
bobbins.)
6.When ordered by the coxswain or boat officer, passengers, with life
jackets on, should board the lifeboat using the safety handrail. Embark
a maximum of 71 passengers and 3 crewmembers (coxswain, bow
tender, and stern tender).
7.All passengers and crew should maintain quiet, proceed to their seats,
and fasten their seat belts.
8.As directed by the coxswain or boat officer, close the embarkation
door by sliding it forward. Ensure the door latch properly engages and
tightly secures the door.
a. Push the control handle forward as far as it will travel to its locking
position. The handles roller pins should be positioned above the slots in
the side plates. The handle is now in the position to reset the hooks.
b. Have the bow and stern tenders open the boat access hatches and reset
each lifting hook. 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
front of the hook tails. This will permit the release handle roller
pins to drop down fully into the locking slots in the side plates.
c. Have the bow and stern tenders ensure each hooks release cam pin is in
the correct position relative to the tail of the hook (figure 3-5).
d. Pull both hooks to ensure they are fully locked in the closed position.
e. Ensure the release handle is in the locked position and insert the T-handle
safety pin.
f. The release mechanism and lifting hooks are now ready and safe for re-
engagement of the suspension links.
When the coxswain has verified that the boat is properly connected to the
falls through inspection and crew reports, he will signal the winch operator to
hoist the boat. The hoist the boat, proceed as follows:
a. Ensure the handcrank is in the storage bracket and not engaged in the
hoisting winch crankshaft. Power must never be applied or the brake
handle raised while the handcrank is inserted.
b. Keep nonessential personnel away from the davit area. Ensure no one is
standing under the boat during recovery operations.
c. If the davit arm limit switches have been tested and operate properly,
switch the winch motor controller disconnect switch to the ON position
and proceed to step f.
d. If either davit or limit switch in inoperative, the boat must not be hosted
electrically; in that case, proceed to step e.
e. Upon a signal from the boat officer, commence hoisting the boat manually
as follows:
4. Manually rotate the handcrank until the lifeboat is hoisted to the stowed
position.
f. Ensure the davit arm limit switch levers are in the down position. The
boat is now ready for hoisting using the master hoisting switch and the
winch motor.
1. Upon a signal form the boat officer or coxswain, turn the controller
disconnect lever to the ON position.
2. Place the master hoisting switch in the HOIST position. In this position the
switch will energize the winch hoist motor and electrically raise the
lifeboat.
j. Move the indicating and starting circuit power supply switch on the
control panel to the OFF position.
n. When the boat has been raised to approximately 6 inches from the fully
stowed position, shift the master hoisting switch and the controller
disconnect lever to the OFF positions.
p. Remove the handcrank from the storage brackets, insert it into the
hoisting winch crankshaft, and manually raise the lifeboat to the fully
stowed position.
q. 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.
r. Attach the forward and aft davit arm shackles to the davit arm gripe
levers.
s. Reset the davit arm gripe span wire master link and MacCluney hook.
t. Adjust the davit arm gripe span wire turnbuckle, as required, to ensure
davit arm shackles are tight.
v. Adjust the forward and aft boat gripe wire turnbuckles to prevent boat
movement while in the davits. Do not overtighten.
3.13 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, the passengers and crew may disembark
according to the following steps.
a. Have the passengers unfasten their seat belts.
c. All passengers and any crew not required to prepare the boat for re-use
may disembark using the safety handrail.
d. The remaining crew should begin to prepare the lifeboat for re-use in the
event of an emergency.
After the lifeboat has been used, it should be immediately prepared for re-
use as follows:
a. Ensure the hydrostatic release lever is in the locked position in the quick-
release mechanism.
b. Ensure all batteries are fully charged by having an electrician take voltage
readings on all batteries. (Discharged batteries may indicate a
malfunction of the alternator.)
c. Re-insert the ships power supply plug to the lifeboats electrical service
plug.
d. Place the battery charger switch in the ON position and ensure the power
on lamp is lit.
e. Ensure the battery charger high current and reverse polarity lamps are
not lit.
h. Check the engine oil level; add oil, as required. Refer to paragraph 3-
3.3.3.
i. After the engine has cooled, check the engine coolant level and add
coolant, as required. Refer to paragraph 3-3.3.3.
j. Replenish all consumed survival items and replace any boat equipment
that was damaged. If required, install fresh batteries in the strobe light
and flashlight.
k. Stow all loose equipment in the appropriate lockers and stowage
locations. Refer to paragraph 3-3.3.10.
l. Reinsert the brake remote control cable through the canopy wire gland to
the coxswains station.
m. Ensure the main bilge and the engine compartment bilge are clean and
dry.
o. Ensure all the hatches are closed and that the securing doors are tight.
p. Switch all breakers in the circuit breaker panel to the OFF position.
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. F.R.P. Diesel Propelled Open Lifeboat
(1) Instruction book, Type 37-40 Gravity Davit with Type BE 7800-MKII
Winch for a 37 ft. F.R.P. Diesel Propelled Open Lifeboat, SMS Book No.
2129/31, September 1989.
Each boat is stowed in a gravity davit. The boats lowered to the water by
means of a gravity-lowering winch. Lowering speed is controlled by means
of the winch hand with maximum speed regulated by means of a centrifugal
brake.
1. Gravity Davits
The Schat lifeboat winch is designed for gravity lowering with electric
power hoisting. This double-drum winch has a totally enclosed gear case
lubricated by an oil bath. The centrifugal and manual brake mechanisms are
completely enclosed in watertight casings. Thus, all the moving parts am
protected from icing-up, corrosion, etc., and die winch is kept in a free
running state under the most adverse climactic conditions,
2. Winch
The electrical system wiring must be in accordance with U.S. Coast Guard
Regulations. This electrical system is designed to be located within
immediate range of the winch operator for hoisting and recovery operations.
It is not needed for lowering the lifeboat during evacuation or drills. Motors
are furnished mounted to their respective winches and ready for wiring,
OPERATING INSTRUCTIONS
To Launch:
a. Release gripes and stopper but and clear them away. 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.
b. Raise brake handle. Control speed with hand brake and ease davit
down to ships side. The tricing pendant will bring the lifeboat to the
ship's side.
c. Secure frapping lines,
d. Pass out sea painter and put in boat plug.
e. Load all persons.
f. Ease off frapping line and raise boat under power, until tension is off
tricing pendants, release tricing pendants, re-secure frapping lines.
g. Lower boat to the water. Control operations with hand brake.
h. When boat reaches the water, release the Rottmer Release Hooks by
throwing the release handle 180 degrees in the boat. This handle
releases both hooks simultaneously,
i. Release the sea painter and maneuver the lifeboat away treat the
ship.
To Recover:
a. Reset Rottmer Release Hooks at both ends of the boat into their
original position. Secure by throwing the release handle 180 degrees
back into it's original Position and securing it with its toggle pin.
b. Approach ship and secure sea painter to thwart.
c. Engage both floating blocks oblong rings into Rottmer Release Hooks
simultaneously. If necessary release hand brake to pay out
additional falls with manual payout unit.
d. Throw emergency disconnect switch to "ON".
e. Operate winch with the push button control.
f. Hoist sufficiently to secure tricing pendants.
g. Lower lifeboat to the embarkation deck and disembark all persons.
h. Re-stow trapping lines and sea painter and remove boat plug.
i. Hoist boat up trackways until limit switch cuts power.
j. Throw emergency disconnect switch to "OFF".
k. Using the hand crank, crank lifeboat up to the stowed position.
l. Replace stopper bar and gripes and secure lifeboat for sea,
Electrical
General
1) At all times, 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.
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.
1. Fiberglass Lifeboats
The fiberglass reinforced plastic (F.R.P.) lifeboats are designed and built
to USCG specifications. These boats are constructed of layers of fiberglass
material, each impregnated with fire retardant resins. This type of
construction offers lightweight combined with low maintenance. Other
advantages are built-in, foamed-in-place flotation, making stripping and
inspection of individual buoyancy units unnecessary. Boats are fitted with
required survival equipment and provisions as per USCG specifications.
This is lifesaving equipment, the importance of which cannot be
overemphasized. Precautions should be taken to see that this vital
equipment is not tampered with. This equipment should be operated,
maintained and serviced by appropriately qualified personnel.
2. Specifications
a. U.S.C.G. Approval No. 160.035/516/1
b. Service Ocean
c. Propulsion Diesel
d. Length Overall 37"-5"
e. Length between perpendiculars 37"-O"
f. Beam (molded) 12"-6"
g. Depth (molded) 5'-5"
h. Seating Capacity 145 Persons
i. Total foam volume 290.22 cu. ft.
j. Weight of boat (empty) 9600 lbs.
k. Total lowering weight 35873 lbs.
l. Distance between hooks 33'-O"
m. Diesel Engine Bukh Model DV-36ME
(water cooled)
n. Minimum Speed 6 Knots
o. Type of starting Hank Crank
P. Propeller 20 X 12.5 (RH)
Since the fuel carried will suffice for only 24 hours at 6 knots,
unnecessary engine operation should be eliminated. In an emergency the
four oars can maneuver the boat and the steering oar provided.
1. Pull stop control lever all the way up until engine shuts down. After
engine shuts down push control lever in all the way.
The following instructions have been extracted from Slewing Davits Operation and
Maintenance Instruction Manual, SMS S.O. 2125/28, Marad Contract No.91-89-C-90000.
This original manual should be referred to for maintenance instructions.
General
Type S R R radial davit
Slewing Gear
Winch
Type S R R davit winch
Operation Specifications
Manual "Hoist" Speed 1.50 Ft./Sec. 0.46 M/Sec
"Quick Return Mode"
Gravity Lowering Speed 3.28 Ft./Sec. 1.00
M/Sec
@ Max. Working Load
General
Slewing
With the aid of the slewing gear fitted, 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; the
slewing gear is self-braking.
To reach that position, 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.
Lowering
As long as the hand crank remains inserted on to the squared shaft extension, the brake control handle cannot
be actuated and the brake released (on the other hand, the crank cannot be inserted as long as the brake
release is not discontinued).
If so required, the winch is further equipped with an extra cranking
facility enabling a rapid recovery of the light hook alone; 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- please see the
accompanying drawings,.
To the purpose of facilitating the launching of possible subsequent rafts, the davit arm is fitted with a recovery
tricing line, attached to the so-called 'jockey pulley' permanently remaining on the wire rope fall. With the aid
of the above facility, the release book sufficiently hoisted may be easily recovered aboard.
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,
there is a facility available, enabling the raft launching to be achieved by
releasing the winch safety brake remotely from within the raft itself.
This facility - the so-called 'Let Go' remote control gear - enables a non
stop raft launching to be remotely triggered from within the raft, thus
offering the possibility of saving the winch operator simultaneously with all
the other persons aboard the raft together.
This facility employs a flexible stainless steel control line, led via a
mechanical system of non corroding lead pulleys to end at the brake control
handle attachment.
Container
SWITLIK inflatable life rafts are stored in a gleaming fiberglass case. The
finish of this container is impregnated into the fiberglass making it
completely maintenance free, not affected by sunlight and weathering
conditions. There are no painted surfaces to be chipped or scratched. This
sturdy material prevents any damage to the raft and assures correct
operation when needed. The life raft is mounted in a cradle on deck its
shown in figures 1 and 2.
Launching
a. The life raft can be thrown overboard, and with a sharp pull on the
painter, the raft will inflate within 30 seconds.
c. Following a disaster at sea, the life raft will float free of its cradle and float
to the surface. The painter line remains attached to the vessel. As the
vessel continues to sink, the CO-TWO system is triggered when the sea
painter becomes taught. Within 30 seconds, inflation is complete and the
raft is ready for boarding. Finally the weak link attaching the painter to
the vessel parts, completely releasing the raft from the sinking vessel.
The following pages have been copied (enlarged from the Switlik manual
of the same title. A copy of the Switlik manual is included with the
equipment stowed in each life raft. Most of the information included in this
manual is just as important for survival in a lifeboat as it is in a life raft.
1. Shackle
2. Lifting arrangement/suspension straps
(fitted on davit-launched liferafts only)
3. Rainwater catchment and collecting unit.
Rainwater collecting bags and operational
instructions inside
4. Internal grab line
5. Suspension strap
6. Patch for lifting arrangement
7. Upper buoyancy tube
8. Lower buoyancy tube
9. External grab line
10. Stabilizing pockets
11. Floor in middle
12. Floor at bottom
13. Boarding ladder
14. C02 cylinder
15. Arch tube
16. External, automatically activated light
17. Internal, automatically activated light
18. Arch tube
19. Inner canopy
20. Outer canopy
21. Retro-reflective tape
22. Viewing port
23. Double floor
24. Bilge arrangement
25. Drain
26. Double zip closure
27. Emergency pack
Rescue quoit & line Bailer Buoyant safety knife Rainwater collecting
bags & instructions
9
External Communications
Distress Signals
Category I EPIRB
details
COSPAS-SARSAT is
an international
satellite-based
search and rescue
system established
by the U.S., Russia,
Canada and France
to locate emergency
radio beacons
transmitting on the
frequencies 121.5,
243 and 406 MHZ.
COSPAS -
Cosmicheskaya
Sistyema Poiska
Avariynich Sudov (a
Russian acronym
meaning Space System for Search of Distress Vessels)
SARSAT - 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
(RCC). A series of 6 Polar Orbiting Satellites receive a hexadecimal code to
identify the vessel in distress. It does not send a position (unless fitted with
a GPS) because the movement of the satellites, along their path, uses the
Doppler Shift to determine the vessels position. It basically takes bearings
of the signal and advances them to form a running fix.
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. The delay is caused by the vessel being
outside of the satellites footprint. The footprint is the area of the world
that satellite can see at any given time. To reduce the time delay, 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. Since these satellites do not move in relation to the Earth,
they cannot determine the vessels position. The RCC can refer to AMVER
reports to determine the vessels approximate position and get the rescue
effort underway while it waits to receive the vessels position from the
COSPAS-SARSAT satellites.
Testing
The Coast Guard urges those owning EPIRBs to periodically examine them for
water tightness, battery expiration date and signal presence. GMDSS
regulations require the EPIRB to be tested monthly. FCC rules allow Class A,
B, and S EPIRBs to be turned on briefly (for three audio sweeps, or one
second only) during the first five minutes of each hour. Signal presence can
be detected by an FM radio tuned to 99.5 MHz, or an AM radio tuned to any
vacant frequency and located close to an EPIRB. The 406 MHz EPIRBs can be
tested through its self-test function, which is an integral part of the device.
406 MHz EPIRBs can also be tested inside a container designed to prevent its
reception by the satellite. Testing a 406 MHz EPIRB by allowing it to radiate
outside such a container is illegal.
Fines
You may be fined for false activation of an unregistered EPIRB. The U.S.
Coast Guard routinely refers cases involving the non-distress activation of an
EPIRB (e.g., as a hoax, through gross negligence, carelessness or improper
storage and handling) to the Federal Communications Commission. The FCC
will prosecute cases based upon evidence provided by the Coast Guard, and
will issue warning letters or notices of apparent liability for fines up to
$10,000.
AUTOMATIC ACTIVATION
Because many users failed to properly place earlier generation beacons in
the ARMED or READY positions when installing them in their brackets,
U.S. and International specifications require the elimination of the OFF
switch position and the inclusion of sensors to automatically activate the
beacon under specific conditions. 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.
Two conditions must be satisfied for the EPIRB to automatically activate:
1) It must be out of its bracket,
2) It must be in the water,
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. Built-in sensors detect that the beacon is no longer in its
bracket and is in water. This condition will automatically activate the beacon.
Transmissions of the 121.5 MHz and 406 MHz signal will not occur until 50
seconds after activation.
MANUAL ACTIVATION
The EPIRB can be manually deployed by removing the retaining pin,
removing the cover, then removing the beacon from the bracket. Once
removed, 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. 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 EPIRB can be activated while still in its bracket by placing the thumb
switch in the ON position. Activation by this method overrides all sensors and
turns the beacon ON.
DEACTIVATION
The EPIRB can be deactivated by:
If manually activated:
Returning the thumb switch to the original OFF position.
If automatically activated:
Removing the beacon from the water. The beacon normally takes
up to 15 seconds to deactivate, or
Placing the beacon back into the release bracket.
If the beacon continues to operate after it has been deactivated, remove the
four screws holding the unit together and unplug the battery to disable the
unit. Return it to a service center for repair.
TEST
The EPIRB can be tested in or out of the release bracket. 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. The initiation of the test is indicated by
a beep and the simultaneous lighting of the green and red LED's.
FALSE ALARMS
Should there be, for any reason, an inadvertent activation or false alarm, it
must be reported to the nearest search and rescue authorities. The
information that should be reported includes the satellite EPIRB Unique
Identifier Number (UIN); date, time, duration, and cause of activation; and
the location at the time of activation.
Contact the following to report false alarms (US):
Atlantic Ocean/Gulf of Mexico USCG Atlantic Area Command Center, Tel:
(212) 668-7055
Pacific Ocean Area USCG Pacific Area Command Center, Tel: (510) 437-
3700
From any location USCG HQ Command Center, Tel: (800) 323-7233
New EPIRBs
A new type of 406 MHz EPIRB, having an integral GPS navigation receiver,
became available in 1998. This EPIRB will send accurate location as well as
identification information to rescue authorities immediately upon activation
through both geostationary (GEOSAR) and polar orbiting satellites. These
types of EPIRB are the best you can buy.
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.
Coverage is not continuous, however, and it may take up to a couple of
hours for an EPIRB alert to be received. To overcome this limitation,
COSPAS-SARSAT has 406 MHz EPIRB repeaters aboard three geostationary
satellites, plus one spare: GOES-W, at 135 deg W; GOES-E, at 75 deg W;
INSAT-2A, at 74 deg E; and INSAT-2B (in-orbit spare), at 93.5 deg E. Ground
stations capable of receiving 406 MHz. Except for areas between the United
Kingdom and Norway, south of the east coast of Australia, and the area
surrounding the Sea of Okhotsk near Russia, as well as polar areas, GEOSAR
provides continuous global coverage of distress alerts from 406 MHz EPIRBs.
Note that GEOSAR cannot detect 121.5 MHz alerts, nor can it route
unregistered 406 MHz alerts to a rescue authority. GEOSAR cannot calculate
the location of any alert it receives, unless the beacon has an integral GPS
receiver.
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 SARTs 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, 9GHz Radar (will not be displayed on the
10-cm, S-Band Radar)
Homing Beacon, 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.
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 sound &/or visual
signal will then change.
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.
The SART works with Direct Wave Propagation so the
higher you get it, the longer the range. 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 best signal is to use the VHF Radio!
TSES Enclosed
When Abandoning Ship, be sure to turn your vessels 3-cmLifeboat
Radar off SART
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
SCT Survival Craft Transceiver
SCTs must be stowed in such a location that they can be carried to any of
the survival craft (except the life rafts.) On the TSES, six SCTs are stowed in
a wooden box mounted on the inboard bulkhead of the Officers chartroom
(as seen below.)
The TSES is required to carry 3 SCTs.
Channels
Microphone
Lifeboats
Each lifeboat is required to have 6 hand flares, 4 parachute flares, and two
smoke flares as per 46 CFR 199.175. See boat inventories (pgs 2-18) for exp
dates
Lifesmoke Mk5
A buoyant orange smoke signal safe to operate on petrol or oil covered
water. The signal consists of a metal case containing smoke composition and
is fitted with a simple pull-cord ignition.
Applications
Intended for daylight distress signaling. It is required in ships lifeboats and
liferafts, also suitable for use in other commercial
and recreational boats.
Inspection of Pyrotechnics/Speedline
Insure flares, rockets, and smokes are free from defects. Take
note of expiration dates
Inspect Speedline line throwing apparatus. Take note of rocket
expiration dates as well as spares.
Inspect strikers and insure they are connected properly. Take
note of expiration dates as well as spares.
Insure proper safety gear for launching is free from defects
(gloves, face shield, ear protection)
9
Survival Craft
First Aid
SURVIVAL CRAFT FIRST AID
A first aid kit is contained in the emergency pack of all survival craft. The
contents are limited and care should be taken to see they are used
effectively. Whenever the kit is opened, remove only those items that are
needed for immediate use and return the remainder to the waterproof
package.
Bleeding
If possible, clean the wound thoroughly with water and apply a sterile pad
directly on the wound, applying firm pressure either by hand or by
bandaging. If practicable, elevate the limb until the bleeding has stopped. If
the bleeding is severe, endeavor to control it by finger pressure, ONLY USE A
TOURNIQUET AS A LAST RESORT. Arteries are easily found and gentle
pressure with the fingers will indicate the best position in order to control
bleeding. Figure 3-1 shows the location of main arteries and pressure
control points.
A tourniquet should only be used as a last resort when the bleeding cannot
be controlled by hand or dressing. Apply the tourniquet above the wound
and release for several seconds every 15 minutes. Should the extremity
become cold and bluish in color, release the tourniquet more frequently. In
extreme cold, the tourniquet should be released at more frequent intervals
and every effort should be made to keep the treatment area as warm as
possible.
Shock
In case of shipwreck or abandonment for any cause, all survivors will suffer
from shock in one degree or another. It is therefore, important that survivors
are kept warm as possible, but not overheated. Except in the tropics, the
entrances should be closed and the temperature in the raft raised as quickly
as possible. Some personnel will suffer more than others and may have pale
cold skin. They may sweat, breathe rapidly and have a weak pulse. They
many also be confused or unconscious. For personnel in this condition, lay
them flat with feet raised and keep them as warm as possible. If the case is
a bad one, another survivor whose body is relatively warm should lay on top
of the shock victim, the two being covered with any additional clothing or
blankets that may be available. Body warmth is the quickest and surest way
of assisting survivors suffering from shock.
Burns
Apply petroleum gauze bandage in at least two layers over the burned
surface and extending about two inches beyond it. The first dressing should
be allowed to remain in place, changing only the outer dry bandage as
needed for at least 10 days, unless signs of infection develop after several
days. In which case the dressing should be removed and the burn treated as
an infected wound. Watch for blueness and coldness of the skin beyond the
dressing, and loosen the dressing if they appear. APC tablets taken every
three hours will help relieve the pain. Keep the burned part at rest, If it is
necessary to open a blister because of pain, size, or pressure, use a sterile
needle to pierce the blister at the edge near good skin and obtain drainage
by this method.
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.
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.
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.
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.
When sleeping in a sitting position, warm your feet put on dry
socks, and elevate your legs as high as possible.
Do not wear tight shoes.
Treat immersed foot by keeping the affected part as dry and warm as
possible. If possible, keep the foot and let in a horizontal position to increase
circulation.