T.S.

EMPIRE STATE VI SAFETY MANUAL

Sixth Edition, April 2006 Edited & Updated by: Ann Marie Barry
Originally prepared by Chief Officer Peter S. James Second Officer Elizabeth A. Christman
Updated by Captain Tom Bushy as Master of the TSES for Mass Maritime

TABLE OF CONTENTS
Page 1 2 3 4 5 6 7 8 9 10 Muster Instructions 3 Internal Communications 8 Survival Equipment 19 Emergency Gear Lockers 28 Fire Prevention & Fire Detection System 35 Watertight Doors & Ventilation Controls 49 Fire Extinguishing Systems 62 Survival Craft 101 External Communication 154 Survival Craft First Aid 169

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. 46 CFR 199.80 - Muster list and emergency instructions. (a) General. Clear instructions must be provided on the vessel that details the actions each person on board should follow in the event of an emergency. (b) Muster list. Copies of the muster list must be posted in conspicuous places throughout the vessel including on the navigating bridge, in the engine room, and in crew accommodation spaces. The muster list must be posted before the vessel begins its voyage. After the muster list has been prepared, if any change takes place that necessitates an alteration in the muster list, the master must either revise the existing muster list or prepare a new one. Each muster lists must at least specify (1) The instructions for operating the general emergency alarm system and public address system; (2) The emergency signals; (3) The actions to be taken by the persons on board when each signal is sounded; (4) How the order to abandon the vessel will be given. (5) The officers that are assigned to make sure that lifesaving and firefighting appliances are maintained in good condition and ready for immediate use; (6) The duties assigned to the different members of the crew. Duties to be specified include (i) Closing the watertight doors, fire doors, valves, scuppers, side scuttles, skylights, portholes, and other similar openings in the vessel's hull;

(ii) Equipping the survival craft and other lifesaving appliances; (iii) Preparing and launching the survival craft; (iv) Preparing other lifesaving appliances; (v) Mustering the passengers and other persons on board; (vi) Using communication equipment; (vii) Manning the emergency squad assigned to deal with fires and other emergencies; and (viii) Using firefighting equipment and installations. (7) The duties assigned to members of the crew in relation to passengers and other persons on board in case of an emergency. Assigned duties to be specified include (i) Warning the passengers and other persons on board; (ii) Seeing that passengers and other persons on board are suitably dressed and have donned their lifejackets or immersion suits correctly; (iii) Assembling passengers and other persons on board at muster stations; (iv) Keeping order in the passageways and on the stairways and generally controlling the movements of the passengers and other persons on board; and (v) Making sure that a supply of blankets is taken to the survival craft; and (8) The substitutes for key persons if they are disabled, taking into account that different emergencies require different actions. (c) Emergency instructions. Illustrations and instructions in English, and any other appropriate language as determined by the OCMI (Office in charge of Marine Inspection), must be posted in each passenger cabin and in spaces occupied by persons other than crew, and must be conspicuously displayed at each muster station. The illustrations and instructions must include information on (1) The fire and emergency signal; (2) Their muster station; (3) The essential actions they must take in an emergency; (4) The location of lifejackets, including child-size lifejackets; and (5) The method of donning lifejackets. 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.**

Follow posted signs to Exits and Muster Stations

Muster Locations: Wheelhouse Cadet Chart Room

Engine Room Operating

Level

Emergency Diesel Generator

Room Upper Deck, Stbd Side

Lifeboat # 1 Foredeck, Stbd

Lifeboat # 2 Foredeck, Port Lifeboat # 3 Boat deck, Stbd, outside Chief Mates Office

Lifeboat # 4 Boat deck, Port, outside Chief Engineers Office Lifeboat # 5 Sundeck, Stbd Lifeboat # 6 Sundeck, Port Liferaft Stbd Upper Deck, Aft Liferaft Port Upper Deck, Aft Emergency Gear Locker # 1 Foredeck, After Doghouse, Port

Emergency Gear Locker # 2

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. Muster Instructions during Emergencies and Drills Muster Sheets are in all TPA boxes (Lifeboats 1-6 and Life-raft Stations) on deck in addition to the normal distribution. Muster sheets are also at each mustering station (Engine room, Emergency Gear Lockers, Steering Gear, etc) on a clipboard in addition to the normal distribution. When taking the muster of your station or boat please circle the names of those absent. Only use approved muster sheets. Mustering officer of each station or boat is to sign the muster sheet before sending the muster sheet to the Navigation Lab. Emergency Gear Locker teams are to assist the Emergency Squad with the break out and restoring of gear. All hands should be instructed in their duties and the use of equipment during 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.

Handheld UHF Radios

Geographic Range is approximately 2-nm. Normal Operation is conducted on Channel 1. There is no privacy feature on these radios. It is a basic push talk radio without any extras. If the radio chirps after your communications, the battery needs to be changed. Emergency Communications: Ch. 1 for Lifeboats & Muster Ch. 3 for Emergency Squad to

Public Address System Instructions

Groups of Zones

Individual Zone Selector

Fog Signal Generator

To make a Pipe throughout the vessel, 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 Power Switch, keep on

at all times

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. Announcement for Fire & Emergency Drill: After the Fire & Emergency Signal has been sounded, pipe: Attention All Hands, attention all hands. This is a drill, this is a drill, this is a drill. There has been a report of ____________. All Hands report to your Fire & Emergency Stations, Rapid Response Team report to ___________. That is, there has been a report of ____________. All Hands report to your Fire & Emergency Stations, Rapid Response Team report to ___________. 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. Operation to Talkback Station: The talkback option of the PA system allows those stations with call-in buttons and a speaker to have two-way communication with the bridge. These stations are located near the lifeboats.

To Call the Bridge: 1. Press call-in button (next to speaker at talk back station) and release. This will signal the bridge that you wish to communicate. 2. The bridge will acknowledge you signal by using the PA system to call your station. 3. To respond, you may push the toggle switch to the hands-free position or you may hold the toggle switch down the in PTT position. When you use the PTT position you must hold the toggle down the entire time you are speaking. Speak clearly into the speaker nearest the toggle switch. Incoming call on the Bridge: 1. Call-in light on station module flashes and audible call signal is heard. 2. Select station that is calling in. The call-in light should now be steady. 3. Using the microphone or handset, speak to the station calling. 4. Restore station switch to the "off' position, when finished. 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. It is important to keep the power on to the panel to keep the amplifiers, located in the Officers Chart Room above the Chart Table, working properly without any moisture buildup.

Sound Powered Phone

There are two sound powered phone systems that allow communication throughout the vessel. To operate:

1. Select desired location by station number on the dial 2. Pick up receiver and depress the button. These phones are party
lines which requires the individual to listen first to ensure no one else is using the phone system. 3. Crank handle rapidly to ring selected station.

4. Speak clearly and slowly.

speak and to listen!

You must keep the button depressed to

Depress Button to talk & listen

Many phones are located throughout the vessel but they call different areas with different numbers. 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. 14. 15. 16. 17. 18. 19. 20. 21.

Regimental Duty Office Quarterdeck (Bosun's Watch Station) Doctor's Office (Sick Bay) Port and Starboard Side Ports Officer's Saloon (Messdeck) Welding and Machine Shop (6-hold, 2nd Deck) Steering Gear Room Engine Room 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 following locations are in the original system: Wheelhouse (Bridge Console) Engine Room Captain's State Room & Day Room (phone on the desk) Chief Engineer's State Room & Office Chief Mate's Office First Assistant Engineer State Room Second Mate (Navigator's Office listed as Purser's Office) Officer's Chart Room (Radio Room) Emergency Generator Room (Emergency Diesel Generator) Steering Gear Room Bow Lookout Station After Steering Station (Stern Lookout) After Docking Station (Fantail)

General Alarm
General Alarm Contact Makers: 1. Bridge 2. Engine Room 3. Quarterdeck 4. Emergency Diesel Generator Room Lift handle and push to the right. It can be locked in the ON position. The General Alarm sounds in all interior spaces of the ship. You cannot hear the General Alarm sound when on the weather decks. 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 2minutes, 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.

Emergency Diesel Generator Room

Inboard Bulkhead, Fwd part of room

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.
Automatic Fog Signal Controls Siren/Whistle Selector

Manual Steam Whistle Pull

Location of Whistle Pulls Port Bridgewing Starboard Bridgewing Wheelhouse Console (controls for automatic fog signaling) Wheelhouse Stbd Side Fwd Bulkhead After Steering Station (no longer connected) To operate the whistle, 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. Located on the Console: Switch Whistle Selector Switch Whistle Pull with Automatic Timer Aft Steering Whistle Cutoff (not Amber Whistle Light (not used) Whistle Manual Steam Whistle Pull Whistle Selector
Whistle Steam Whistle Siren Typhoon Whistle used) Aft Steering Station

Amber Lights may be used to supplement the whistle signals for passing arrangements according to the Rules of the Road.

The TSES no longer has the light connected. The Amber Light Whistle switch is no longer used. Automatic Controls for Fog Signal Time Selector Switch set to 1, 1-1/2, or 2 minute increments. Whistle Pull Push lever to the right for at will sounding of the whistle. Lock the lever in place to the left to prepare for the automatic sounding of one prolonged blast at the time increment chosen. Start Button Press the button to start the timer and automatic sounding of the fog signal. Manual Whistle Pull for Steam Whistle This is attached to a pulley system that actually opens the valve to the Steam Whistle in the stack. The Engineers do not always keep the steam supply open to the whistle. Always call the E/R to be sure that the valve is open before you try to sound the Steam whistle, whether in Manual or Automatic Mode. 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.
Time Selector Start Button

Typhoon Whistle

Steam Whistle

Engineers All Call Alarm

This alarm sounds through the Accommodation Block of the House. It alerts the Engineers outside the E/R that the Engineer on Watch needs assistance in an emergency situation. The alarm is tested each day at noon and is a loud horn. 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.

Cadet Evacuation Alarm

The Cadet Evacuation Alarm is located on the Starboard Side of the Operating Level, between the Throttles and Boilers, to alert all non-essential personnel to exit the E/R immediately. This is sounded when an emergency situation arises and the Licensed Engineers do not want people in the way as they attempt to rectify the situation. A Blue Light and Siren indicates Cadet Evacuation is required. 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

Cadet Evacuation Light

Internal E/R Request Light

Located Above the Turbines

The Training Ship always has two licensed Engineers on watch in the E/R when underway. One stands by at the Operating Level while the other makes rounds throughout the E/R and the Auxiliary Machinery Space. This alarm alerts the Engineer making the round that his/her presence is needed at the Operating Level. When the Engineer on Watch is needed, an Amber Strobe Light is activated to alert the Engineer. This alarm is simply a light connected to a light switch, located above the Engineers All Call Contact Maker, behind the throttles. Amber Light in Shaft Alley

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 Kapok Personal Floatation Device

Type 1 Adult size Donning Instructions: 1. Put on as a vest 2. Tie tapes tightly to hold jacket against body 3. If lifting strap is inside, pull through armholes 4. Clip snap hook into ring 5. Pull strap tight to hold jacket close to body to prevent riding up 6. Tuck all straps into the jacket 7. Jacket is properly adjusted and ready for use Inspection o Insure the jacket is free from rips o The retro-reflective tape is in good order o 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. The retro-reflective material to be used should, if possible, be of a type which can also act as an effective radar reflector, e.g. a tape with a metal foil backing.

Stearns TPA-001/Thermal Protective Aid

The TPA provides protection against hypothermia during prolonged exposure in a life raft or lifeboat. Stearns Thermal Protective Aid is made of a onepiece waterproof polymer coated fabric, 64 square inches of SOLAS-grade reflective panels. It offers very low thermal conductivity to prevent heat loss and is tear and puncture resistant. Universal size for wearing over PFD. Inspected and packed in individual storage pouches.

Instructions for use: Use TPA once you are in the survival craft. Do not attempt to use while in the water. The TPA does not have any floatation device attached. You may keep your Lifejacket on under the TPA. Remove TPA from the storage bag and unfold. Sit down to make donning easier. Ensure the zipper is unzipped and insert your legs into the TPA. Pull TPA up and insert arms, one at a time. Pull hood over head Pull the zipper all the way up to your chin. Conserve energy and huddle together to maintain your body heat.

Emergency Escape Breathing Device (EEBD)

The Ocenco M-20.2 compressed oxygen EEBD provides up to 32 minutes of protection but is rated for a minimum of 15-minutes. The compact EEBD can be belt worn in all confined spaces. It has a 15 year service life requiring only visual inspection by shipboard personnel annually. The compressed oxygen bottle does not require any hydrostatic testing like the large compressed air cylinders do. EEBD and Storage Case

Donning is quick, easy & possible even in a smoke filled space. Follow the instructions on the case to use the EEBD. 1. Unlatch the case. 2. Pull out the unit. 3. Insert the mouthpiece and nosepiece. The oxygen will start to flow automatically and will be delivered on demand. 4. Pull the hood over your head. It can be donned at any time during the escape. EEBDs are intended as one-time use equipment and are required to be marked with the manufacturing date and permissible shelf life. Many types are not required to undergo periodic testing of maintenance, only visual examination. SOLAS Requirements as per USCG NVIC 6/02 EEBD Aboard the TSES At least four units in each main vertical zone, plus two spare units per ship For all ships: EEBDs for the accommodation areas should be stowed in the Emergency Squad lockers to allow their use for the rescue of trapped persons, or they may be kept in a dedicated location at the ships fire control station or on the navigation bridge. 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. Machinery space EEBDs should be kept at designated locations on each occupied level where they will be readily available for use. Recommended placement should be based on the layout of the engine room to ensure that the units are placed where they can be accessed from the normal duty stations. Typical storage locations include control rooms, workshops, and along normal escape path, particularly at the bottom of vertical ladders.

Locations of EEBDs: Emergency Gear Locker #2 Quantity 4 Emergency Gear Locker #3 Quantity 3 Emergency Gear Locker #4 Quantity 3 Emergency Gear Locker #5 Quantity 3 Auxiliary Machinery Space (AMS), near the Sound Powered Phone on the Port Side Quantity 4 Engine Room, Operating Level, aft of the throttles Quantity 10 Engine Room, Lower Level, Stbd side near the condenser Quantity 10 Engine Room, Lower Level, just fwd of Shaft Alley Water tight door Quantity 12

Emergency Gear Locker

Location of Emergency Gear Lockers: 1. 2nd Dog House on Foredeck, Port Side, aft of 2-Hatch (U-60-2) 2. Second Deck, athwartship passageway, between the sideports, next to the barber shop (2-124-0) 3. Second Deck, Aft end of 6-hold, Starboard side (2-200-1) 4. Third Deck, 5-hold, Aft end of classrooms, Stbd side (3-167-1) 5. Tank top, 4-hold, fwd bulkhead of AMS, amidship (TT-96-0) Each Locker remains locked year round. A key storage box is mounted next to lock. Break the glass to retrieve the key in the event of an emergency. The lockers contain equipment used by the Emergency Squads in the event of an emergency. Each locker contains different amounts of equipment but they all contain the following types of equipment: 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. 46 CFR 96.35-10 Fireman's outfit. (a) . In lieu of the flame safety lamp, vessels may carry an oxygen depletion meter which is listed by a Coast Guard recognized independent laboratory as intrinsically safe.

Globe Fire Fighting Gear Basic Care & Cleaning Guidelines

Recently there has been a greater awareness among emergency responders for the need to have protective clothing laundered regularly. Simply put, clean protective clothing reduces the potential for health and safety risks. In February of 2001, NFPA published a new user document for the Selection, Care, and Maintenance of protective clothing (NFPA 1851). This standard

sets minimum requirements for the inspection, care and cleaning of all protective elements. The Globe label on every garment provides basic information for laundering; however, what follows is a much more comprehensive set of instructions for cleaning gear.

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. Cleansers Cleansers generally fall into two categories, detergents and soaps. Of the two, detergents make the best cleansers because they are formulated to contain special agents that help prevent redeposition of soil. Soil redeposition is soil which is first removed from a laundered article, but later in the same wash cycle is redeposited as a thin soil film on the entire surface of the article. All cleaning agents are clearly labeled as being either detergents or soaps; and we recommend liquid detergents, since they are less likely to leave any residue on the clothing. Examples of some of the better known detergents would be Cheer or Tide.

Spot Cleaning and Pre-treating Pre-cleaners can be used to clean light spots and stains on protective clothing. Squirt the pre-cleaner onto the soiled area and gently rub fabric together until a light foam appears on the surface; this foam should be completely rinsed off with cool water prior to washing. A soft bristle brush, such as a toothbrush may be used to gently scrub the soiled area for approximately one to one and a half minutes. An alternative method would be to pre-treat garment by applying liquid detergent directly from the bottle onto the soiled area and proceed as with pre-cleaners. Any spot cleaning or pre-treating should be followed by machine washing prior to field use. 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. Bleach One of the most often asked questions concerns the decontamination of a turnout system, especially with chlorine bleach. UNDER NO CIRCUMSTANCES should chlorine bleach be used on firefighters clothing; most systems contain KEVLAR, either as a blend or as the primary fiber, and KEVLAR is completely destroyed by exposure to bleach. If it is absolutely essential that a bleach be used, we recommend 1/2 cup of liquid oxygenated bleach to one cup of detergent. Trim 3M, the manufacturer of both Scotchlite and Triple Trim, recommend that the following guidelines be used for their product: 1) Damp wipe, using warm water and mild detergent. Rinse thoroughly, dry with a soft cloth, or allow to air dry. (2) If you choose to machine wash, use warm water. (3) Do not dry clean. The producers of Reflexite trim state that dry cleaning is not permissible under any circumstances, nor is ironing ever allowed. Their recommendation is that you use a soft rag or sponge and that denatured alcohol be used as a cleaning agent. They advise against abrasive cleaners, strong solvents, and machine drying. 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. Thread or Seam Damage - All seams in each separate layer of the garment shall be inspected for thread or seam damage and re-stitched as necessary. Discoloration - Discoloration to any of the layers of the protective clothing should be evaluated. Check all discolored or faded areas for tensile strength by aggressively flexing the material and attempting to push a finger or thumb through the fabric. Any loss of strength or weakening of the materials to the degree where the material can be torn with manual pressure is a sign of deterioration and the garment should be removed from service for repair or retirement. Discoloration of the Protective Barrier layer may indicate abrasion or other damage that would render the fabric incapable of preventing water entry. 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. Retirement - In general, once a garment has reached the point where repairs will cost more than 50% of the price of a new garment, it should be retired. When considering retirement, the authority having jurisdiction should take into account things like the amount of ground-in soil contained in the garment, any stains or clinging debris of unknown origin, and overall condition of each individual layer. If the fibers of the various layers are beginning to show wear in the form of abrasion, especially in high stress areas such as the Outer Shell inseam of Trousers, there is no way to restore them to like new condition, nor any way in which to prevent further breakdown. Repair to garments with these conditions are usually not cost effective. In conclusion, each and every one of the items contained in this bulletin should be considered when trying to decide if a garment has reached its useful life span. The bottom line, regardless of when the clothing was produced, is that the safety officer or authority having jurisdiction must routinely inspect protective clothing in order to assure that it is clean, maintained, and still safe. Just knowing the age of the garments cannot do that and for safety sake, any judgment call should be made erring on the side of caution.

Fire Prevention & Fire Detection System

Fire Prevention
The most successful means of Fire Fighting is to prevent the fire from ever starting. Fire Prevention is critical to the Safety of the Vessel. It is the responsibility of each and every person aboard to do all in their power to prevent the fire before it starts. Good housekeeping is the key to Fire Prevention. Waste, oily rags, grease, sawdust improperly disposed of can lead to spontaneous or accidental ignition. Smoking is one of the most dangerous activities aboard ship that can lead to fire. All smoking regulations must be followed at all times. The Standards of Training, Certification and Watchkeeping (STCW) Convention requires all personnel to be given a Vessel Familiarization, concentrating on ship specific Emergency Procedures, Response and Equipment. All personnel should be aware of the location of all fire-fighting and life-saving equipment, their muster location and duties in the event of an emergency (see the Station Bill), international shore connections, and ensure that No smoking and other safety signs are posted and followed. All crewmembers should be aware of the location, type, and number of fire-fighting devices in their work area and also in their fire-fighting teams locker and the primary area of concern. Refer to the ships fire-fighting plans for placement and types of equipment and systems that are aboard. Fire Prevention is everyones responsibility. Remember, we are the Fire Department while the ship is at sea, we cant pick up the phone and call 911 for help. It is the Masters Responsibility to contact local Fire Fighters while in port. Although the Local Fire Department may be deployed, the initial fire response will be conducted by the shipboard emergency teams. 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 hightemperature 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 ignition point (auto-ignition point) is the minimum temperature required to initiate or cause self-sustained combustion in any substance in the absence of a spark or flame.

Wormald Fire Detection System Multi-zone 20M

The Fire Detection System on board the training ship is a local protective signaling system. It is in continuous operation 24-hours a day, 365 days a year. It uses two (2) types of devices to detect smoke, one (1) one type of device to detect heat and manual pull stations to annunciate alarms. Located on the bridge are two (2) red Multi-zone 20M Control Panels. These Control Panels, mounted on the aft bulkhead, contain several components. Processor control board containing the microprocessor and memory Display board containing the alarm and trouble indicators I/O Board which contains solid state logic for interfacing with supervised input and output circuits Up to (2) two auxiliary relay boards, each containing eight relays Regulated Power Supply The front door of each of the control panels displays four (4) Primary LED Indicators and two (2) LED indicators for each of the thirty (30) Supervised Field Circuits (Zones). The four Primary Indicators are located at the lower left corner of the panel. These indicators show the functional status of the system. 1. Power (green) When lit, it indicates that the main line power is being used. 2. Alarm (red) When lit, it indicates that one or more of the thirty (30) Supervised Field Circuits (Zones) are in alarm mode 3. General Service Fault (yellow) When lit, it indicates a system trouble condition. This means that the system is not working properly in a particular zone. 4. Ground Fault (yellow) When lit, it indicates that a ground fault condition exists.

Supervised Field Circuits

Primary Indicators

The two (2) LED Indicators for the Supervised Field Circuits show: 1. Circuit Alarm (red) When lit, it indicates that one or more of the connected devices in this zone has been triggered and is in alarm mode. 2. Circuit Trouble (yellow) When lit, it indicates a problem in the connected circuit. The detectors were not triggered but the system is not working properly. There are a total of thirty (30) zones throughout the vessel. A diagram indicating the location of each numbered zone is next to the Control Panels, behind the helm. Remote Alarm Indicators Alarm Bells ring on the Bridge, Quarterdeck and Engineroom to indicate a Circuit Alarm. These Alarm Bells sound exactly like the General Alarm but only sound at the specific locations. Located at the Quarterdeck (M-113-2) are an Annunciating Panel, Zone Diagram and Alarm which also indicates a Circuit Alarm or Circuit Trouble for each of the covered zones. At the Control Level of the Engineroom is an alarm bell which indicates a Circuit Alarm only (a detector or pull box has been triggered.) There is no annunciating panel in the E/R so the Engineers do not know which zone has been triggered, only that a detector is in Alarm Mode. This alarm is located near the overhead, above and to Starboard of the throttles. It is just below the Halon Alarm.

Quarterdeck Panel & Quarterdeck Readout & Silence Button Silence Button

Halon Alarm

E/R Alarm Bell Alarm Mode When a detector or Manual Pull Box triggers the System it sounds an Alarm bell in three (3) locations: Bridge N-122-0 Quarterdeck M-113-2 Engineroom 3-121-0 (Operating Level)

To silence the Alarm Bells, push the Silence Button for 2-seconds, release it and then depress the button again for another 2-seconds. If the Alarm is not silenced within 2-minutes the General Alarm will be automatically Activated and ring throughout the vessel until manually silenced at one of the two Wormald Zone Display Panels (Bridge or Quarterdeck). When the alarm bells have been silenced the readout panels will still make a high pitched noise to indicate the system is still in alarm mode. If a zone is in alarm mode, it is unable to indicate another alarm condition within that zone, however Successive Zones will sound the alarm. Therefore the system should be reset as soon as possible after the original Alarm condition has bee investigated. Check the zone and take appropriate action. When the zone has been found safe so that the detectors will not trigger the alarm again, the system can be reset on the bridge. To reset the system: 1. Unlock and Open the Control Box that contains the alarmed zone 2. Push the Reset Button on the inside of the Control Box Door 3. If the alarmed zone was on the box to the left you must also reset the box to the right (the main Control Box.) 4. Close and lock the Control Panel Doors

Next to the reset button, inside the Control Box, is a test button to test the lights and high pitched alarm. This test button does not test the Alarm Bells. General Trouble Mode When this is indicated at a zone it means that there is a fault in the system and it is unable to monitor the zone properly. It may mean that there is a wiring defect, shorted wire or defective detector head. The indication of General Trouble will not sound the three Alarm bells; it only makes the high

pitched beeping alarm at the zone readout panels. There is no visual indication that a detector is defective, the entire system in that zone must be tested to determine the location of the fault. The only way to silence the General Trouble is to reset the system. It has no connection to the General Alarms the way an un-silenced Alarm Mode does. Power Supply The Detection System has an internal power supply that converts the 120volt AC input voltage to 24-volt DC output voltage that powers the system. 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.

12 volt Batteries

Volt & Ampere Meters

Wormald Fire Detection Zones

Zon e 1 2 3 4 5 6 7 8 9 10 11 Deck Bridge Cabin Boat Upper Main Main Main 2nd 2nd 2nd Compartment Zone Does not exist Old House Old House Old House Old House/New House 3 & 4-Holds Old House/New House Aft Doghouse 3-Hold 4-Hold Old House & 5-Hold Contents Wheelhouse, Chartrooms, Officer's Staterooms Officer's Staterooms, Laundry Room & Lounge Officer's Staterooms, & Messdeck/Pantry Officer's Staterooms, Laundry Rooms & Emergency Diesel Generator Room 1/C Cadet Berthing Offices - Regimental, Deck & Engine Crew Berthing, Crew Laundry Room, Sickbay, Electrical Shop Paint Locker, Welding Lab Cadet Berthing - 51 & 81-man holds Dry Stores and Reefers Sideports, Emergency Gear Locker #2, CO2 Room, Halon Room, Reefers, Crew Lounge/Messdeck, Cadet Messdeck, Galley, Snack Bar Emergency Gear Locker #3, M&R Labs, Machine Shop, Deck & Engine Tool Rooms, Steering Gear Room, Capstan Rooms, Carpenter's Shop & Paint Storage Locker Cadet Berthing - 20 & 156-man holds Cadet Berthing - 20 & 138-man holds Operating Level Classrooms, Emergency Gear Locker #4 Cadet & Commercial Laundry Room, Clean & Soiled Linen Lockers, Weight Room Auxiliary Machinery Space (AMS), Emergency Gear Locker #5 Lower Level Cadet Lounge, Ship Store, Computer Room, Library & Cardio Room Storage, Motor Boat, Carpenter's Cage Storage Anchor Windlass and 4 Bosun's Lockers Storage, Motor Boats, Safety Cage Storage - Oil Drums, Painting Supplies, tiles, Oil Pollution Equipment Storage, Lifeboat welded to hatch, Monamoy

12 13 14 15 16 17 18 19 20 21 22 23 24 25 26

2nd 3rd 3rd 3rd 3rd Tank Top Tank Top Tank Top 17'00" Level Main Main Main 2nd 2nd 3rd

6-Hold & Steering Gear Flat 3-Hold 4-Hold Engine Room 5-Hold 3-Hold 4-Hold Engine Room 5-Hold 2-Hold 1-Hold Anchor Windlass Room 2-Hold 1-Hold 2-Hold

27 28 29 30

3rd & Tank Top Tank Top 17'00" Level 3rd

1-Hold 2-Hold 6-Hold Aft Rope Locker

3rd Deck - Storages - Mattresses, doors Tank Top - Empty MARAD Activation Containers and Monamoy "Lower 6-Hold" - Engineer's Workshop, Welding Bench & Storage Mooring Lines, access to Aft Peak

Fire Plan The location of All Detectors and Pull Boxes can be found on the Fire Plan. 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. The single Photoelectric Detector, which will be replaced with an ionization detector when required, operates by sensing a change in the intensity of

light received by a photoreceptor. As smoke enters the detector, the light from the internal source is reflected onto the light sensitive photocell. The light causes the photocell to decrease in resistance, causing an increase in current flow. This current is electronically amplified to produce enough voltage to trigger the alarm. 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. If there is a slow rise of temperature, 0 to 5 degrees per minute, the unit is allowed to heat up evenly throughout. As the outer shell expands, the compression of the contacts and struts decreases. This expansion and reduction in compression continues until the two (2) contact points touch. This happens at the set point temperature of the detector. When this occurs, the system will go into alarm. 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. Manual Pull Boxes Manual Alarm stations are also used to signal an alarm by simply lifting the plastic cover and pulling down on the metal hand pull. Pulling down on this hand pull trips a toggle switch behind the pull and caused the system to alarm in that zone. A small glass rod is behind the hand pull and is broken by the movement of the pull. This gives an indication as to which pull box triggered the alarm. To reset the station, unscrew the Philips-head screw to the left of the word Alarm on the metal cover, lift up then pull the cover

toward you to open the metal pull box, reset the toggle switch and replace the glass rod before re-closing the metal pull box and plastic cover.

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. What to do when the Fire Alarm Rings, if you are on the Quarterdeck: Silence the Alarm Check which zone indicates an alarm Notify the Bridge that you are going to check the zone by radio or Sound powered phone (during SST) Do not go alone & bring the UHF radio with you to investigate When you reach the space, determine which alarm was triggered & why Notify the Bridge of your findings immediately, using the UHF Close the door to the space to prevent the fire from spreading and get yourself to safety. Await further instructions If a fire is discovered & it is small, you may be directed by an officer to attempt to extinguish the fire with a portable extinguisher. If it is more that a very small fire, closing the door may not be enough to control the spread of the fire, an officer may direct you to secure power and ventilation to the space. Do not do anything other than investigate and report your findings, unless specifically directed to by an officer! Inspection

 Inspect Battery Banks on Bridge deck and insure proper charging is occurring. Check for loose or frayed wiring. Inspect all fire plans, insure they are free from defect and readily accessible While at sea, the Empire State adheres to CFR Regulations. The Wormald system is tested weekly, using random zones throughout its sea terms. While she is docked the system is to be checked monthly by activating smoke detectors (photoelectric, ionization), or by a manual pull box. Silencing stations should be tested, rotating the location with each activation of the system.

Water Tight Doors & Ventilation Controls

Watertight doors
The combination of Load Lines and compartmentalization is intended to keep the vessel afloat in the event of a grounding, collision or allision. Load Lines - Samuel Plimsoll, a British Member of Parliament, introduced and promoted the widespread use of Load Lines in 1875. The Plimsoll mark was then created due to pressures by Marine Insurance Underwriters. Load lines and the Plimsoll mark indicate the draft that a vessel can be safely loaded to. If this draft is exceeded, the vessel is overloaded and unstable. The location of the Load Line is determined to maintain a minimum freeboard. Calculated Freeboard is the amount of reserve buoyancy the vessel is required to maintain. It is measured by vertical distance from the upper edge of the assigned deck line (first continuous deck, Main deck on the TSES) to the upper edge of the load line. This calculated height governs the maximum quantity of cargo a ship can legally take. The freeboard at any given time is the measurement from the waterline to the first continuous deck. Reserve Buoyancy is the watertight volume between the waterline and the uppermost continuous watertight deck is the reserve buoyancy of the ship. It enables the ship to take on additional weight, and it is closely related to the ability of the ship to survive damage. Compartmentalization maintain reserve buoyancy, preventing the entire hull to fill with water in the event of a hull penetration. When a compartment is breached, the water will flow in until the height of the water in the compartment is level with the water outside the ship. The flooding water adds weight to the vessel, increasing the vessels draft. It now sits lower in the water so the waterline will be much higher on the ship. If several compartments are breached, it can lead to the ship sinking so deep in the water that the flooding water does not level off until after it flows over the top into the next compartment. This becomes a domino effect that will eventually sink the ship completely. 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. Types of Watertight Doors A watertight door is, as its name implies, designed to prevent the movement of water through the doorway. Generally, the fire retarding capabilities of a watertight door match those of the bulkhead in which it is installed. Classifications. In terms of operation, there are three classes of watertight doors: Class 1 manually operated hinged doors Class 2 manually operated (with hydraulic assist) sliding doors Class 3 manually and power-operating sliding doors. 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. 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. 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. A manual hydraulic operating system is also provided at a remote location, usually a deck above the door. As for class 2 doors, the remote mechanism is used only to close the door. A door position indicator must be installed at the remote closing location. On passenger vessels, class 3 doors must be capable of being closed from a central location on the bridge. The doors must also be capable of closing automatically if they are opened at the bulkhead after being closed from the bridge. When a watertight door control is activated on the bridge, a warning signal at the door must sound, a minimum time interval of 20 seconds is provided from the time of the signal until the door reaches the closed position. Also, there must be a 1 second warning signal before the door moves into the clear opening. 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. The testing of the hydraulic doors is complex and requires particular mechanical skills and knowledge. These doors should be tested according to the manufacturers recommendations.1 TSES Watertight Doors The Vessel is equipped with four Class 3 Watertight Doors. Class 3 WTD's are hydraulic operated, capable of closing within 90-seconds with no list and operated from either side of the door and remotely. These Watertight Doors are located below the 1st Continuous Deck used to determine Load Line and Reserve Buoyancy Requirements. They may remain open while underway but should be closed immediately in the event of an emergency to maintain the vessel's compartmentalization.

Power Supply

Expansion Tank Local Manual Crank

Electric Control

WTD WTD

1 The foot of the ladderwell to the Crew Messdeck Location 2-139-1 Horizontal Sliding 30 x 76 Remote Manual Control: M-139-1 2 Between the Reefers and the Cadet Messdeck Location 2-139-2 Horizontal 30 x 76 Remote Manual Control: M-139-2

Marine Fire Prevention, Firefighting and Fire Safety - Marine Training Advisory Board, Robert J. Brady Company

WTD WTD

3 The after end of the tunnel connecting AMS to the E/R Location T-122-0 Vertical Sliding 30 x 60 Remote Manual Control: M-118-1, Next to Deck Training Office 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. Manual Operation from Main Deck Operation is similar to closing the doors manually at the door. 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 The Remote Station has a door position indicator to let you know when the door is completely Position closed Indicator Indicating lights on the Bridge Central Control Remote Panel will inform the Bridge that the door is in motion and finally, when Station it is completely 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" Signal Light Code: Green Light Door Closed Red & Green Lights Door Closing or Intermediate Position Red Light Door Open

Other Watertight Doors A horizontal sliding, hydraulic assist Watertight Door is located in the Fwd end of the 2nd Deck Athwartship Passageway at 2-119-0. It separates the Machinery Compartment from 4-Hold, Dry Stores and Reefers. The door is operated by a manual lever and is "pumped" closed using hydraulics, just like the Sideports. It must be dogged closed to achieve watertight integrity. 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 bottom track, clearing the door flange 2. Set Hydraulic Control Lever to the "Close" Position 3. Move the Hydraulic Operation Lever side to side until the door is reaches the Stop and is aligned to be closed 4. Use a to twist the hinges to bring the door snug to the door flange 5. Dog the Door and tighten dogs in a star pattern to ensure even sealing of the door.

Hinge riding on Top Track

Place wrench here to move hinge

Hinge riding on Lower Track

Access Door

WTD Closed

Control Lever

Control Lever Door against Stop

Dog Secured

Operating Lever

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.

1st

4th

Tighten the Dogs down all the way so the Door is Watertight. Ensure there is no light coming through as seen here.

3rd

6th

2nd

5th

Use the "Cheater Bar" that is provided to add extra leverage to close or open the Dogs.

Ventilation System
Fire can often spread throughout a vessel through its ventilation system; the heated air, smoke and flames travel from one space to the next through the duct work. Keeping the Ventilation running also introduces new Oxygen in the Fire Space to feed the fire. It is important to secure Power and Ventilation to a Space as soon as a fire is spotted. Power to the individual Fans is often secured inside the Fan Room. The Lighting Circuit Breakers for these locations are also often found here. Fan Rooms can be found in the following Locations: House: 1. Bridge Deck, Stbd Side Exterior Passage, Aft, N-138-1 2. Bridge Deck, Port Side Exterior Passage, Aft, N-138-2 3. Upper Deck, Aft Athwartship Passageway, New House Port Side 1& 2 Holds: 4. Upper Deck, Doghouse just fwd of #2 Hatch, Centerline 3-Hold: 5. Main Deck, Athwartship Passage, Stbd Side 6. 2nd Deck, Next to Fwd Ladder, Stbd Side, outside 51-man Hold 7. 3rd Deck, Next to Fwd Ladder, Stbd Side, inside 156-man Hold 4-Hold: 8. Main Deck, Quarterdeck, Stbd Side, Inboard 9. 2nd Deck, Fwd of Dry Stores Cage, Centerline 5-Hold: 10. 2nd Deck, Port Side, After end of Classrooms Centerline Passageway 6-Hold: 11. Main Deck, Exterior, just Fwd of 6-Hatch, Port Side

Ventilation Cut-off Switch on Bridge

Located in the Wheelhouse, slightly to Starboard of centerline on the aft bulkhead, behind the helm

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.

Fire Extinguishing Systems

Fire Main and Fire Stations

The ship has a Horizontal Loop Fire Main as the primary fire fighting system throughout. This covers all internal and external areas of the ship to deliver seawater through fire hydrants. These Fire Stations are strategically placed so that every location can be sprayed with water. 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.

Power Supply & Local Start Switch

Pressure Gauge

Discharge Valve

Pump Sea Chest Suction Valve

Strainer

Main Fire Pump located in AMS

A Centrifugal Pump uses centrifugal force to transfer fluid through the system. It consists of a rotation impeller (a rotating part with vanes to

impart centrifugal force on the fluid) enclosed within a stationary volute casing; during operations, the fluid is sucked through the centre of the casing and discharged tangentially. 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 The International Shore Connection is used when the 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 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.

One Way Check Valve

Direction of Water Flow

International Shore Connection Mount on Shore side hydrant using the bolts, and then connect Male End (nozzle end) of hose to the coupling. The female end of the hose attaches to the Ship's Fire Main Shore Connection, seen above.

Fire Stations Each station is numbered and marked with the appropriate ships structural frame number. Placement of the station and length of the hose has been determined to provide full coverage to all spaces around the vessel. The size of the hose, 1-1/2 or 2-1/2, is determined by the location of the station on the vessel. Typically, the 1-1/2 inch stations are in the interior spaces while the 2-1/2 inch stations are on the exterior decks. The 1-1/2 hoses are easy to maneuver around corners by only one person while the 2-1/2 hoses require at least three people to maneuver and they do not bend well around corners or objects.

Typical shipboard fire station Each Station contains the following equipment: Fire Hydrant Valve Spanner Wrench Valve thread cap with chain Hose Saddle Hose Navy All purpose Nozzle

Additional equipment may be found at a station including: Low-Velocity Fog Applicator Wye-gate (Y-Gate) Additional Hoses Fire Ax Additional Hose Portable Fire Extinguisher

Leave the women & children behind is a good memory aid to remember the female end of the hose gets connected to the fire hydrant while the male end connects to the nozzle. The female end of the hose has a swivel to allow connection of the hose to the hydrant without twisting the hose. 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.

Vary Nozzle

Patterns

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! A Fire Hose only needs to be tightened by hand. The o-ring on the female end of the hose will seal the connection.

Fire Station Locations:

# 1 2 3 4 5 6 7 8 9 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 4 2 5 Location
Old House, Bridge Deck, S/S Bridge Wing Old House, Bridge Deck, P/S Interior Passageway Old House, Bridge Deck, P/S Exterior, outside Officer's Rm Old House, Cabin Deck, P/S Interior Passageway Old House, Cabin Deck, P/S Exterior Old House, Cabin Deck, S/S Interior Passageway Old House, Cabin Deck, S/S Exterior Old House, Boat Deck, P/S Exterior Old House, Boat Deck, P/S Interior Passageway Old House, Boat Deck, S/S Interior Passageway Old House, Boat Deck, S/S Exterior Old House, Upper Deck, P/S Exterior, below Lifeboat 4 Old House, Upper Deck, P/S Interior Passageway Old House, Upper Deck, S/S Interior Passageway Old House, Upper Deck, S/S Exterior, below Lifeboat 3 New House, Upper Deck, C/L, Aft Athwartship Passageway Old House, Upper Deck, P/S Fwd House Exterior, under ladder Old House, Upper Deck, S/S Fwd House Exterior, under ladder Upper Deck, fwd, Doghouse to aft 3-hold ladder Upper Deck, fwd, S/S of Doghouse just fwd of Spring winch Upper Deck, fwd, S/S, aft bulkhead of Doghouse fwd of #2 Hatch Upper Deck, fwd, P/S Doghouse to Windlass Room Aft Doughouse, Main Deck, S/S Aft bulkhead, exterior Aft Doghouse, Main Deck, P/S exterior, Fwd of Welding Shack Main Deck, S/S Exterior Aft House, near ladder

2 6 2 7 2 8 2 9 3 0 3 1 3 2 3 3 3 4 3 5 3 6 3 7 3 8 3 9 4 0 4 1 4 2 4 3 4 4 4 5 4 6 4 7 4 8 4 9 5 0 5 1 5 2 5 3 5 4

New House, Main Deck, C/L Aft Athwartship Passage New House, Main Deck, P/S Interior, Exit near Sickbay New House, Main Deck, S/S Interior, Exit near Sickbay Old House, Main Deck, P/S fwd of WTD #2 controls Old House, Main Deck, S/S fwd of WTD #1 controls 4-Hold, Main Deck, P/S 1/C rooms, aft 4-Hold, Main Deck, S/S 1/C rooms, aft 3-Hold, Main Deck, P/S 1/C rooms, fwd 3-Hold, Main Deck, S/S 1/C rooms, fwd Anchor Windlass Room, Main Deck, C/L, aft bulkhead Steering Gear Flat, 2nd Deck, P/S, aft of Carpt. Shop 6-Hold, 2nd Deck, P/S, aft by EGL #3 6-Hold, 2nd Deck, S/S, fwd passageway, aft of tool room 5-Hold, 2nd Deck, S/S, fwd bulkhead in Cadet Mess, near drinks 5-Hold, 2nd Deck, P/S, fwd bulkhead in Cadet Mess, outboard of Scullery Old House, 2nd Deck, P/S passageway, near Reefers, aft of E/R Ent. Old House, 2nd Deck, S/S Passageway, fwd of WTD #1 3-Hold, 2nd deck, S/S of passageway, aft 3-Hold, 2nd deck, S/S of passageway, fwd, outside fan room 5-Hold, 3rd Deck, S/S of Passageway, across from Classroom #4 4-Hold, 3rd Deck, S/S in 138-man Hold, aft bulkhead of ladderwell 4-Hold, 3rd Deck, P/S, 138-man Hold, near sinks 3-Hold, 3rd Deck, 20-man Hold, aft & inboard, near 156 entrance 3-Hold, 3rd Deck, 156-man Hold, S/S, fwd, across from fan room door 5-Hold, 17'00" Level, C/L, fwd part of foyer, outside Cardio Rm/Library Shaft Alley, Tank Top, S/S, Aft Shaft Alley, Tank Top, S/S, Fwd Engine Room, Lower Level, S/S, fwd of WTD 4 Engine Room, Lower Level, P/S Lower E/R, fwd of Fuel Oil pumps

5 5 5 6 5 7 5 8

Engine Room, Lower Level, S/S Fwd, outboard, on Drain Tank 4-Hold, Tank Top, P/S, fwd, under AMS Ladderwell 3-Hold, Tank Top, Passageway aft of Weight Rm, next to ladderwell door 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. Halon 1301 is a trade name for Bromotrifluoromethane, the chemical formula is CF3Br. It is a Chlorofluorocarbon (CFC) and the production of such agents was banned by International Treaty starting in 1994. CFCs deplete the Ozone Layer of the Earth, the natural protective barrier or filter against much of the harmful UV Radiation from the Sun. It is believed that the depleted Ozone Layer is contributing to Global Warming and the Greenhouse Effect. The U.S. Military owns most of the Halon 1301 supply. If the TSES ever uses its Halon System, it must get the refills from the government or switch to a non-CFC Halon agent. Halon 1301 flood systems are typically used at concentrations no higher than 6% volume in air as compared to CO2 which requires 34% concentration. Halon 1301 causes only slight giddiness at its effective concentration of 5%, and even at 15% persons remain conscious but impaired, and suffer no long term effects. However, Halon fire suppression is not completely non-toxic; very high temperature flame, or contact with redhot metal, can cause decomposition to toxic byproducts. The presence of such byproducts is readily detected because they include hydrobromic acid and hydrofluoric acid, which are intensely irritating. Halons are very effective on Class A (organic solids), B (flammable liquids and gases) and C (electrical) fires, but they are totally unsuitable for Class D (metal) fires, as they will not only produce toxic gas and fail to halt the fire, but in some cases pose a risk of explosion. Halons can be used on Class K (kitchen oils and greases) fires, but offer no advantages over specialized foams. 3 Halon 1301 is stored and shipped as a liquid under pressure. When released in the protected area, it vaporizes to an odorless, colorless gas and is propelled to the fire by its storage pressure. It does not conduct electricity and is often used to protect machinery spaces. Halon extinguishes a fire by interrupting the Chain Reaction and is thought to be more effective than CO2 in many cases.

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 pneumatic stop valve, labeled Valve Release, is a check valve to help prevent accidental release of Halon in to the E/R.
Valve Release

CO2 Pilot The 60-second time delay prevents the Cylinders discharge of Halon into the E/R for 60-seconds to allow for the evacuation of personnel. The time delay is made up of a cylinder that fills with CO2 Time until a preset internal pressure is reached. Delay When the preset pressure is reached, the valve at the top of the time delay opens allowing the CO2 to flow through the delay to trigger the Halon bottles. If necessary, the time delay can be by-passed by opening the valve at the top by pushing on the handle. 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. 1. Forced Draft Fans 2. Machinery Space Ventilation 3. Diesel Oil Transfer Pumps Automatic Actuator 4. Ships Service Diesel Generator Trips Box 5. Fuel Oil Service Pumps 6. Fuel Oil Transfer Pumps The remote system actuators are located at 2123-1 (outside the Halon Room) and 2-123-2 (on the machinery casing) and are made up of a 2-1/2 lb. Nitrogen Cylinder and one small ball valve. The Nitrogen is used to activate the pilot CO2 cylinders inside the Halon Room. Remote Operation of the Halon 1301 System 1. Secure all openings to the Engine Room 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) Nitrogen 2. Go to either pneumatic remote actuator box (2123-1 or 2-123-2), open the box and follow instructions posted in the box 3. Turn Valve A 90 counter clockwise (to the Left) 4. Lift the Nitrogen cylinder handle until it punctures the cylinder 5. The released Nitrogen goes in two directions. Some Nitrogen triggers the CO2 Pilot Cylinders while the rest of the Nitrogen trips the Pneumatic Stop Valve (Valve Release.) The CO2 gets released from the bottles into the system while the Nitrogen is re-circulating through the Valve Release. This recirculation keeps the valve open until the CO2 flows through with enough pressure to do the same, thus allowing the CO2 to continue through the system. 6. The released CO2 will simultaneously sound the alarms in the E/R, trigger the cut off switches and start filling the 60-second time delay. 7. After 60-seconds, the valve on the time delay will open and the released CO2 will open the pneumatic valves on the Halon cylinders. 8. The Halon will then be discharged to the different levels of the E/R through nozzles which are located near the overheads. There are no

Halon nozzles located on or above the Main Deck. The Upper E/R, Main Deck to the Fiddley, is not covered by Halon.

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 Monthly Inspection The Halon Room is to be checked for general integrity to the system. Insure the rooms are kept clean and there has been no tampering of equipment. Check the pressure gauge on each bottle to ensure they are all still full. Replacement bottles may need to be ordered if one id found to be leaking.

The needle must remain in the green sector to ensure proper pressure.

Annual Inspection of system is conducted by an outside contractor, usually Sea Safety, along with all the portable extinguishers. Halon Bottles do not require periodic hydrostatic testing the way SCBA and CO2 bottles do because the Halon does not tend to corrode the metal.

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 60seconds, 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 (30seconds 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: 7. Forced Draft Fans 8. Machinery Space Ventilation 9. Diesel Oil Transfer Pumps 10. Ships Service Diesel Generator 11. Fuel Oil Service Pumps 12. Fuel Oil Transfer Pumps 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 Time Delay

Valve Release

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 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.

Dump Valve

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.

Directions for remote manual release to the E/R 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) Nitrogen 2. Break glass and pull handle hard in pull box marked Cylinder Release Right (connected to cylinders #83 & 85) a. This Releases CO2 from the required number of cylinders, 86 total. 3. Break glass & pull handle hard in pull box marked Valve Control Left (connected to the 270 Valve) 4. The alarm will sound in the E/R 5. Discharge of CO2 is delayed 30 seconds to allow personnel to clear the fire area.

CO2 to the non-living spaces (Cargo Holds)

In addition to the Engine Room, several other spaces are protected by the Main CO2 System. The CO2 manifold is located at 2-122-0, athwartship passageway, between the side ports. The diagram located next to the cylinder room door indicates the valves by number and the cargo space or storage locker connected to that valve. Also indicated on the diagram is the number of cylinders to be discharged into each space, depending on whether it is full, half full or empty. The air that takes up the volume of free space in the hold will need to be diluted by the CO2 in order to properly smother the fire. The manifold contains several valves to the protected spaces. Many of the pipes are blanked off here because they go to spaces that are no longer protected by the CO2 System. These uncovered spaces used to be cargo holds but are now living quarters, i.e. berthing spaces, the classrooms, lounge areas, etc. Spaces are Protected with Time Delays and/or Alarms as listed below
Time Delays & Alarms found in

Protected Spaces outside the Main E/R

Cylinders are arranged in groups of two. Each group is numbered with a nameplate indicating the total number of cylinders up to that point. These nameplates do not line up perfectly with the cylinder group; the labels appear slightly to the right of the cylinders. Always double check prior to cylinder release. One cylinder of each group is a control cylinder, fitted with a hand lever. Discharge of the control cylinder simultaneously discharges CO2 from the other cylinder in that group. The cylinders downstream of the triggered cylinder will then be pneumatically triggered as well. That means to discharge 18 bottles, only the control cylinder in the 9th

group (labeled 18) needs to have the lever moved. If you were required to send 18 bottles to a space & you activated the 18th bottle immediately, you can lose 18 bottles through an open vent. The bottles are limited. Conserve your resources!

Manual Operation to the Non-living Spaces (Cargo Spaces)

1. Check the diagram next to the cylinder room door to determine the number of the valves in the CO2 manifold that need to be opened and the number of cylinders to be discharged into the space. 2. Ensure the space has been evacuated of all personnel, not all spaces are protected with a Time Delay. 3. Ensure all openings and ventilation to the space are secured a. Remember, there are no automatic shutdowns for Power & Ventilation to these spaces. b. Close Doors, Gooseneck Vents, Hatches, etc. 4. Go to the CO2 manifold and pull the proper lever down all the way to ensure the valve is fully open. This opens the piping to the space. 5. Begin discharging the cylinders in groups of 2, starting at #1. One cylinder in each group is the control cylinder & is fitted with a hand lever. To discharge, remove the locking pin and pull the hand lever. a. Cylinders should be discharged in groups of 2, starting at lowest, to prevent discharging more groups of cylinders than necessary. b. This also allows you to ensure that the CO2 is being directed to the proper location & all opening have been properly secured before releasing all required cylinders. 6. Continue discharging cylinders until the required number of cylinders has been released. 7. To maintain an inert atmosphere in the compartment to smother the fire: a. In order to keep the fire under control, discharge into the space the quantity of CO2 specified in the Operation Chart for the corresponding compartment at intervals of to 6-hours, depending on the condition of the fire. i. If smoke appears to increase in intensity or the plates or bulkheads get warmer, the discharge should be injected at closer intervals. ii. If conditions are favorable, a longer time between discharges can be allowed. iii. As the supply of CO2 is limited, proper judgment should be exercised in its use. 1. Take into account the distance the ship is away from port as well as the possibility of obtaining more CO2 in that port. 2. The object is to keep the fire under control until an additional supply of CO2 can be obtained. b. During the above procedure, efforts should be made to keep all openings closed and made gas tight by use of wet tarpaulins, expanding foam insulation, caulking with wet rags, wicking or similar means whenever possible. i. If any gas leakage from protected areas is observed, the seals need to be improved and adjacent areas vacated, if necessary.

ii. Keep all fans shut down iii. Keep control valve in the manifold cabinet closed between releases. c. DO NOT open the hatches or any other openings or ventilate the compartment of the fire until arrival in port in order to avoid any CO2 loss. d. When you have a fire in two or more spaces, open the line valve to the lower space first and discharge the required number of bottles into that space. When all the has CO2 been discharges into the first space, close the valve then open the line valve into the upper space and discharge the required number of cylinders. Number of Cylinders to be released for Various Filling Levels of Holds

Lin e#

Area of Protection NonLiving Spaces

Direct CO2 to correct space by choosing line # on manifold 1-Hold, Tank Top 1-Hold, 3rd deck (Lower 'Tween) 1-Hold, 2nd deck (Upper 'Tween) 1-Hold, Main Deck 2-Hold, Tank Top 2-Hold, 3rd deck (Lower 'Tween) 2-Hold, 2nd deck (Upper 'Tween) 2-Hold, Main Deck 4-Hold, 4-Hold, 4-Hold, 4-Hold, 4-Hold, 4-Hold, 2nd 2nd 2nd 2nd 2nd 2nd deck, deck, deck, deck, deck, deck, Stbd Reefer #1 Port Reefer #2 Stbd Reefer #3 Port Reefer #4 Stbd Reefer #5 Port Reefer #6

Hold F ul l 2 2 2 2 10 10 10 6 2 2 2 2 2 2 8

Hold Ful l 4 4 6 6 20 18 18 12 4 4 2 2 2 2 16

Hold E m pt y 4 6 8 8 28 26 26 18 4 4 2 2 2 2 24

Additional Prot ecti on

(add length of time delay)

1 2 3 4 5 6 7 8 16 17 18 19 20 21 31 34*

Time Delay & Alarm Time Delay & Alarm Time Delay & Alarm Time Delay & Alarm Time Delay & Alarm Time Delay & Alarm Time Delay & Alarm Time Delay & Alarm

Lower 6-hold, 3rd deck, fm. 171-193

4-Hold, 2nd deck, Dry stores area 2 4 6 Main deck, fwd S/S Bosun's 36 Locker and P/S aft Bosun's Locker 2 2 2 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 15minutes to close and seal. This door is required to remain closed when the vessel is

Time Delay & Alarm Alarm Time delay & 2 Alarms

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 (U137-1) 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. The three cut off switches are located at the entrance to the Emergency Diesel Generator Room and are connected to the: 1. Emergency Generators fuel supply 2. Supply air for the Generator 3. Ventilation to the space (system #4.)

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. The heat actuator, located on the overhead of the Emergency Diesel Generator Room, is a pneumatic rate of rise type and will trigger the automatic release of CO2 into the space, when there is a rapid temperature rise. There is a gas is the chamber that will expand with a rise of temperature and trigger the system. This Rate of Rise Actuator is not a part of the Wormald Detection System.

Pull pin & push down on switch to manually activate

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.

Wormald Nozzle Rate of Rise Detector

Heat Actuator for the CO2

CO2

Fuel Oil Cut-off Valves for Emergency Diesel Generator Located in the aft Athwartship Passageway on Upper Deck

FWD

The E/R Paint Locker in Shaft Alley is protected by its own fixed CO2 system. The system contains one 75 lbs. cylinder, one cut off switch, a remote pull station and a heat actuator. The system operates in the exact same manner as the system in the Emergency Diesel Generator Room.

Engineers Paint Locker CO2 System

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 provide a way of getting a sizable amount of extinguishing agent to a fire rapidly. This allows the operator to make a sustained attack. However, a semi-portable system is also a semi-fixed system. One disadvantage is that the protected area is limited by the length of hose connected into the system. Extinguishing agents are applied to the fire in the same manner as portable extinguishers containing the same agent. The main differences between semi-portable and portable extinguishers are a slight increase in the effective range (from nozzle to fire) and the increased amount of extinguishing agent available. 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

Horn Handle

CO2 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 materials are covered with snow. 8. To temporarily stop the flow of CO2, close the CO2 Control Lever by releasing the handle.

Squeeze Handle

To attack a bilge fire, it may be necessary to remove some floor plates to gain access to the fire. As few plates as possible should be removed. If it is necessary to drop the horn to attack an inaccessible fire, the horn valve may be locked in the open position. This is done by pushing the lock against the notch of the handle, with the handle forward. 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 2hold, 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. Instructions are always posted on the extinguisher in word and picture format. Be sure to read the instructions prior to use and always hold the horn by the handle to prevent freezing injury to your hands. 1. Pull Ring Pin. 2. Stand Back 8 feet. 3. Aim at Base of Fire. Use Extinguisher upright and touching the deck to keep it grounded. 4. Depress push lever, sweep side to side.

CO2 Fire Extinguisher Locations

No . 1 1A 2 2A 3A 3B 4A 4B 6 7A 7B 8 15 16 17 18 Frame N-137-2 N-122-0 N-133-2 N-128-2 C-133-2 C-133-1 B-131-2 B-131-1 U-156-2 U-136-2 U-136-1 U-136-0 M-136-2 M-136-1 M-37-1 M-7-1

Location P/S, fwd bulkhead, Cadet Chart Room Bridge, aft bulkhead, slightly to Stbd P/S interior passageway, end of alley Officer's Chart Room, outboard, aft P/S Interior Passageway S/S Interior Passageway P/S Interior Passageway S/S Interior Passageway Aft Officer's Laundry, behind door P/S Interior Passage, fwd of Cleaning Gear Locker S/S Interior Passage, Fwd of Emerg. Dies. Gen. Rm. Emergency Diesel, in line with door P/S, inboard, fwd of WTD #2 controls S/S, inboard, fwd of WTD #1 controls Carpenter Cage, fwd, inboard bulkhead S/S Bosun's Locker, inside door

Type

Siz e 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15#

CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO

19 20 21 23 24 25 27 28 31 32 33 34 35 37 39 40 41 42 43 44 45 46 49 50 51 52 53 54 55 56 57 58 59 60 61 62

M-7-2 M-12-0 M-18-0 M-206-1 M-212-2 2-68-1 2-133-2 2-133-1 2-141-2 2-141-1 2-151-0 2-156-2 2-159-0 2-181-0 2-192-2 2-199-0 2-208-2 3-67-0 3-92-0 3-92-2 3-101-1 3-105-2 3-131-1 3-131-1 3-141-1 3-132-1 3-121-1 3-129-1 T-127-1 T-127-2 T-127-0 3-135-2 T-96-0 T-96-2 T-151-2 T-151-2

P/S Bosun's Locker, inside door Anchor Windlass, on pillar at foot of ladder Anchor Windlass, aft bulkhead, under ladder Paint Locker, forward, inboard bulkhead Welding Shack, aft bulkhead, just inside door Inside fwd door 51 man berthing, near scuttlebutt P/S passageway, fwd of WTD #2 Controls S/S passageway, fwd of WTD #1 Controls Passageway, Outside fwd galley door S/S Galley, fwd bulkhead near breakers Galley, next to door to Crew Mess P/S Cadet Mess, near scullery S/S Cadet Mess, left of aft galley door 6-Hold Machine Shop, inboard bulkhead 6-Hold Lab 4, fwd bulkhead 6-Hold, aft end of passageway, by EGL 3 P/S Steering Gear, outside Capstan Room 156-man Berthing, Fwd, next to F.S. 49 20S Berthing, aft bulkhead, near 156-man entrance 138 Berthing, P/S, fwd bulkhead, near sinks 138 Berthing, S/S, aft, near F/S 46 138 Berthing, P/S, near sinks, next to F/S 47 S/S Inside Generator Room, outboard, forward S/S Inside Generator Room, inboard, forward S/S of boiler, aft, by scuttlebutt S/S of boiler, fwd, by Gen. Rm. Door Lower E/R, S/S, fwd by steps up Fwd of Stbd Boiler, aft of Sand Bin Lower E/R, S/S, outboard by Cargo Refrig. Comp. Lower E/R, P/S, outboard, fwd of Fire Pumps P/S, Inboard, L. E/R, fwd part of I-Beam, fwd of Fuel Oil Pumps Next to Port Boiler, by fuel oil heater & fuel counter AMS, fwd, Right outside EGL #5 AMS, P/S, at foot of fwd ladder Comp Lab, inside locked cage, inboard bulkhead Comp Lab, fwd bulkhead, inline with door

CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO CO

15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 15# 20# 20# 20# 20# 15# 20# 15# 15# 15# 15# 15# 15# 15# 15#

64 65 66 68 69 70

T-158-0 T-169-1 T-147-0 T-69-2 T-81-0 T-90-0

Cadet Lounge, fwd bulkhead, near fwd exit door

Cadet Lounge, hidden around corner, outboard of aft ladder

CO CO CO CO CO CO

15# 15# 15# 15# 15# 15#

Cardio Room, aft bulkhead, next to door Cadet Laundry, fwd bulkhead, near door Aft end of Passageway, next to ladderwell door
Aft part Comm. Laundry, around corner to Clean Linen Locker

Dry Chemical Portable Extinguishers

There are two types of Dry Chemical Fire Extinguishers aboard the TSES. There are Rechargeable ABC Extinguishers and Pressurized Extinguishers. Instructions are posted on the bottle. Location of Rechargeable ABC Extinguishers:
5 9 10 11 12 A 13 14 22 26 29 36 38 47 48 63 67 U-150-0 M-68-2 M-69-1 M-103-2 M-103-1 M-149-2 M-149-1 M-169-0 2-65-0 2-83-1 2-178-0 2-189-1 3-143-0 3-169-0 T-149-0 T-147-0

Aft athwartship Passage, fwd bulkhead P/S Inboard, near fwd athwartship Passage S/S Inboard, near fwd athwartship Passage P/S Inboard, fwd of ladder to 4-hold S/S Inboard, fwd of ladder to 4-hold P/S, outboard, near Sickbay Exit S/S, outboard, near Sickbay Exit Aft athwartship Passage, fwd bulkhead 3-hold, Fwd bulkhead, between ladder doors 3-hold, S/S passageway, near aft doors S/S passageway, aft of Deck Tool Room S/S 6-Hold, aft of hatch, near detex key 24 Class Rooms, Fwd, outside Cleaning Gear Locker Class Rooms, aft end of Passageway Library, just inside fwd door by desk Outside Cardio Room Door

DC DC DC DC DC DC DC DC DC DC DC DC DC DC DC DC

RC RC RC RC RC RC RC RC RC RC RC RC RC RC RC RC

Location of Pressurized Dry Chem. Extinguishers:

30 71 72 2-139-1 T-172-2

Crew's Mess, Fwd bulkhead, by door Lower 6-hold, P/S, fwd bulkhead Lower 6-hold, loft, just inside door to MARAD VIDMAR Cabinet Cage Upper deck, E/R, centerline, by forced draft fans

DC DC DC DC

10# P 10# P 10# P 5# P

The Range Guard System

The Range Guard System is located in the Main Galley. It is a Wet Chemical System designed to work with the Gaylord Hood System to protect the deep fat fryers.

The system consists of one 2-1/2 quart wet chemical cylinder, a 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. The pressurized cylinder contains nitrogen and is used to pneumatically activate the wet chemical cylinder.
Wet Chem

The wire cable system is connected Nitrogen to one side of the valve handle on Cable the nitrogen activation cylinder. The cable holds the handle down in the closed position. A spring is connected to the top of the valve handle and is trying to pull the handle up to the open position.

The four 360 fire links are a part of the cable system that is connected to the pressurized nitrogen cylinder. The fire links are designed to melt and break at a specific temperature, 360 in this case. The remote pull station is located next to the Crew Messdeck door inside the galley. The remote pull station will activate the system when the locking pin is pulled.
Remote Pull

When either the remote station is pulled or the fire link breaks, the tension is released on the wire and the spring is allowed to pull up on the nitrogen handle to the open position. The nitrogen bottle is punctured, allowing the nitrogen to flow and pneumatically open the valve on the wet chemical cylinder, releasing the fire extinguishing agent. The wet chemical is discharged on to the deep fat fryers through nozzles located in the hoods above the fryers.

Nozzle

Cable & Fire Link

The wet chemical cylinder can be activated manually by pulling the locking pin out and pulling the valve handle located on the top of the cylinder. 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. As a ventilation and grease extraction system it can extract up to 95% of the grease, dust and lint particles from the air passing through it. These vents are located directly over the cooking surface and exhaust on the Upper deck below the after kingpost.

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. Adequate cleaning is dependant upon the water pressure, water temperature, daily grease accumulation, length of the wash cycle, frequency of the wash cycle and the type of detergent being used. The length of the wash cycle may be programmed from 1 to 10 minutes long. The Internal Fire Protection can be activated either automatically or manually. Automatic Fire Protection is accomplished by the action of the failsafe thermostats, which are located in the ductwork near the ventilator (fig.

1). When the temperature of the air in the ventilator reaches 250F, the system is activated and the following occurs: 1. The hinged grease-extracting fire damper baffle (Baffle #1) at the air inlet of the ventilator closes, stopping the natural air draft through the ventilator. 2. The exhaust fan serving this ventilator is shut off, stopping the mechanical induced air draft through the ventilator. 3. Fire smothering water spray is released into the interior of the ventilator through the cleaning system. 4. Fire Cycle on the command center illuminates. Manual operation of the internal fire protection system is accomplished by pulling the fire switch located on the control cabinet (fig. 3) or by opening the case and pushing the button to break the glass on the switch located by the Port Watertight door at 2-142-2 (fig. 4). Tripping either of these will duplicate the above sequence. Manual Pull for Fire

Figure 3

Figure 4

The Gaylord Hood System extinguishes a fire in the galley ventilation by spraying water to remove the heat and remove the fuel for the fire. By closing the ventilation it also removes the oxygen. This system attacks the fire from all three sides of the Fire Triangle. To resume normal operation, the tripped switch needs to be reset. To reset the switch on the cabinet, open the switch and flip the toggle switch back to the position marked normal. To reset the switch located at 2-142-2, replace the glass and close the cover. The water will run for 5-minutes after the switches have been reset before it shuts off. The water may be shut off prior to the end of the 5-minute cool down cycle by pushing the Emergency Stop Only button on the Command Center. 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. Starting the Exhaust Fan Starting the exhaust fan may be done manually by pushing the Start Fan on the Command Center, or may be programmed to start automatically at any desired time. The Fan On light will illuminate when the exhaust fan is running. It is important to start the exhaust fan before turning on the cooking equipment. Stopping the Exhaust Fan and Starting the Wash Cycle CAUTION: The cooking equipment must be shut off prior to shutting off the exhaust fan. Failure to do so will cause excessive heat buildup and could cause the surface fire protection system (Range Guard over Deep Fat Fryers) to discharge or trigger the Rate of Rise/Set Point Heat Detectors to the Wormald System. 1. Starting the wash cycle may be done manually by pushing the Start Wash on the Command Center or may be programmed to start automatically at any desired time. When the wash cycle is activated, the Wash Cycle light illuminates and the following occurs: a. The exhaust fan shuts off. b. Hot Detergent water is automatically released into the interior of the ventilator for the length of time programmed on the Command Center. The Length of the wash cycle may be programmed for up to 10-minutes. An average wash cycle is approximately 3 to 5 minutes for light duty equipment, 5 to 7 minutes for medium duty equipment and 7 to 10 minutes for heavy duty equipment. In very heavy cooking operations, it may be necessary to wash the ventilators more than once per day. The TSES usually sets the wash cycle to 10-minutes and is cleaned each day after dinner. 2. After the wash cycle is completed, wipe the exposed front surface of the movable grease extracting fire damper baffle at the air inlet of the ventilator to check for cleanliness, as well as other exposed exterior surfaces. 3. The ventilator is now clean. The exhaust fan may be re-started by pushing Start Fan on the Command Center. NOTE: The ventilator wash system is designed to remove daily accumulations of grease within the extraction chamber. If the ventilator is not washed a minimum of once per cooking day, a grease buildup could accumulate which the wash system cannot remove. If this occurs, it is recommended that the ventilator be put through several wash cycles by pushing Start Wash on the Command Center. If this does not remove the

grease, it will be necessary to remove the grease manually by using a scrapping tool, such as a putty knife. Periodic professional vent cleaning of the entire ventilation system is strongly recommended.

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. Every Six Months 1. Exhaust fans should be checked for belt tightness, belt alignment and lubrication of necessary moving parts. NOTE: Blue lithium based grease is best suited for high heat and speed bearing lubrication. 2. Check for proper velocity at the air inlet slot. 3. Trip damper control switch to check for proper damper closure. Reset damper when test is complete.

Survival Craft

OPERATION AND SAFETY MANUAL

FOR

9.4 M TOTALLY ENCLOSED LIFEBOAT (TEL), MK IV STATIONS 3 - 6

(S0400-AC-MMA-010) The following information has been extracted from the manufacturers operation manual)

GENERAL SAFETY NOTICES The following general safety notices supplement specific warnings and cautions appearing elsewhere in this manual. General and specific precautions must be understood and applied during operation and maintenance. The Commanding Officer or other authority will issue orders as deemed necessary for any situation not covered in the general and specific safety precautions.

KEEP AWAY FROM LIVE CIRCUITS

Operating personnel must observe all safety regulations at all times. Do not replace components, make adjustments, or perform internal equipment maintenance without first securing electrical power. Dangerous potential may exist when the electrical power is in the OFF position because of charges retained by capacitors. Before touching, always secure electrical power and discharge the circuit by shorting through a load to ground with a shorting probe.

DO NOT REPAIR OR ADJUST ALONE

Under no circumstances should any person reach into or enter equipment enclosures for the purpose of servicing or adjusting equipment except in the presence of personnel capable of rendering aid.

FIRST AID
An injury, no matter how slight, should never go unattended. Always obtain first aid or medical attention immediately.

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. A WARNING is an operating or maintenance procedure, practice, condition or statement which, if not strictly observed, could result in injury or death to personnel. A CAUTION is an operating or maintenance procedure, practice, condition or statement which, if not strictly observed, could result in damage to, or destruction of, equipment or loss of mission effectiveness. GENERAL INFORMATION AND SAFETY PRECAUTIONS 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. 1.1.1 HULL STRUCTURE FEATURES The lifeboat is a totally enclosed craft employing a round stern and a modified shallow V-bottom design. Both the hull and canopy are constructed of GRP in a continuous-ply lay-up of fiberglass woven roving and fireretardant polyester resin. The hull and canopy sections are permanently joined by through-bolts in a sealed perimeter flange with a black rubber fender. Interior decks and hatches are fabricated of molded GRP and plywood. Buoyancy flotation is molded into specific locations to prevent the boat from sinking and to provide self-righting capability.

1.1.2 HANDLING SYSTEM

The handling system (figure 1-2) consists of a double-arm davit set and a winch, which is designed to lower or raise the lifeboat to and from the sea. The gravity feature of the davit winch, however, can only lower the boat. Recovery is normally accomplished by power hoisting using the davit with a double-drum winch and wire rope arrangement. 1.1.3 LABEL PLATES AND MARKINGS The information label plate/boat alteration plate is permanently mounted on the exterior inboard bow (when stowed in the davit). Additional instructions/information/warning plates, decals, and stencils are located throughout the boat and on or near the winch and davit operating controls. Nameplates or stencils for machinery, valves, receptacle, switches, controls, and equipment are adjacent to the applicable item. Stencils, label plates, or decals indicate equipment and supply stowage locations. 1.1.4 PRINCIPAL CHARACTERISTICS Table 1-1 lists the principal characteristics of the lifeboat and table 1-2 contains a list of the technical manuals applicable to the lifeboat. 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). 1.3.1 OPERATIONAL SURFACES Exterior surfaces of the boat are GRP with an orange canopy for visual recognition and an orange lower hull. The boat has a black rubber fender around the perimeter. Light reflective markings are provided to facilitate night recognition and are strategically located around the canopy perimeter and on the cabin top. 1.3.2 HANDLING EQUIPMENT On-load type davit hook assemblies are mounted at the bow and stern to facilitate hoisting, davit stowage, and launching; each hook is provided with a maintenance pendant lug. A quick-release sea painter connection is also provided alongside the bow hook and a bollard is provided alongside the stern hook.

1.3.3 OPERATIONAL EQUIPMENT A breakaway, quick-disconnect electrical connector is provided atop the canopy. This connector provides power to the onboard battery charger. The engine exhaust pipe exits the canopy top, aft and port of the coxswains overhead hatch. Two automatic, self-closing canopy vents are provided; one

is adjacent to the coxswains hatch and the other is near the forward hook access hatch. An outward opening hatch is located above the coxswains station and at the bow of the boat and a single inward opening hatch is located at the stern release hook and bollard. Atmospheric vents for the batteries and fuel tank extend through the canopy to prevent accumulation of fumes within the boat. Two skates along with striking plates are provided on the inboard side of the boat. There is an under pressure valve located on the stern to control cabin pressure when all hatches and ports are sealed. A marker light is mounted atop the canopy, port and aft of the coxswains hatch. Also, three gripe bobbins are installed on the hull; two bobbins are on the bow and one is on the stern. 1.3.4 LIFESAVING AND SAFETY EQUIPMENT Two sealable, sliding-type embarkation doors with latches are installed, one port and one starboard. Each door is provided with a safety handrail. A third handrail is installed alongside and port of the forward hook access the hatch. Five observation/navigation windows are mounted in the raised canopy around the coxswains station. Lifelines with seine floats are secured at the fender and extend downward to within 12 inches of the water. The lifelines are installed on both sides of the boat from the bow to aft of each embarkation door. 1.4 INTERIOR ARRANGEMENT The lifeboat interior is essentially an open cabin arrangement with lockers, containers, and racks for equipment and supply storage (as below and figure 1-4). A control console with all the controls necessary for boat operation is located above the engine compartment. Non-movable, bench type seating equipped with four point safety harnesses is provided for a total capacity of 74 passengers/crew including the coxswain. The sealed engine compartment is separated from the main bilge for safety purposes. The following paragraphs identify the various interior facilities, equipment, and controls within the cabin, as well as storage, service, and utility features located beneath the cabin deck.

1.4.1 PASSENGER AND CREW SEATING Each bench seating position is equipped with a safety harness and a headrest for a total of 74 persons, and is arranged throughout the cabin in the following manner: a. Three fore and aft benches are located in the center cabin area and accommodate a total of 25 persons. b. One athwartship row accommodates three persons and is located immediately forward of the coxswains station. c. Two athwartship rows accommodate six persons and are located aft of the coxswains station. d. A perimeter bench seat, which is provided around the cabin, accommodates 38 persons and allows clear access of one body space to each embarkation door. e. The coxswains station accommodates the coxswain and one additional person. 1.4.2 LOCKERS, CONTAINERS, AND STORAGE RACKS Storage facilities within the cabin are arranged in a manner to effectively utilize available space while allowing a maximum number of persons in the boat. The passenger compartment has five equipment stowage areas and two provision lockers on the starboard side. The port side is provided with two equipment storage areas and two provision lockers. Several items of equipment are provided with individual storage brackets or locations as follows: 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,

e. f. g. h.

operations and safety manual, survival manual, equipment inventory, and the engine and marine transmission technical manuals. Two portable fire extinguishers are mounted on the control console. 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. Clips at the stem, adjacent to the rudderpost and port of the bilge pump secure an emergency tiller. A hatchet is mounted in a stowage bracket at the extreme stern above the bench seats.

1.4.3 COXSWAINS STATION The coxswains station (figure 1-5) is located in the aft cabin on the engine compartment enclosure. The arrangement provides the coxswain the necessary height to navigate over the rise of the boats canopy. A control console located at the front of the coxswains station has all the necessary controls for safe boat operation. A maintenance access cover, which is located beneath the steering wheel, provides a means to service the equipment located on the interior of the console. There is a fire extinguisher mounted just below the access. The starboard side of the console has an air intake port for engine combustion air, the quick-release mechanism and a fire extinguisher. There is also a covered port at the base of the console, below the steering wheel, and on top of the engine enclosure that provides a means to flood the engine compartment with a fire-extinguishing agent. Additionally, there is a document holder on the port side of the console for instruction manuals and an illuminated compass is installed at the top center.

1.4.3.1

ELECTRICAL AND MECHANICAL CONTROLS

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. 1.4.3.3 LIGHTNING SYSTEM CONTROLS Circuit breakers that provide power to the searchlight, panel lights, and cabin lightning are located on the circuit breaker control panel on the upper starboard side of the control console. The circuit breaker switches are marked OFF and ON, and are protected by a clear plastic cover. A consolemounted lighting fixture illuminates the circuit breaker panel. 1.4.3.4 LAUNCHING CONTROLS An on-load hook release mechanism is mounted on the starboard side of the console. Three locking mechanisms maintain the release handle in the latched position. These locking mechanisms are a spring-loaded latch pin, a pushbutton T-handle, and a hydrostatic locking assembly. There is also a winch brake remote release cable provided in the cabin overhead above the control console. This cable enables the coxswain to start or stop the descent of the boat when lowering from the davits. 1.4.3.5 ENGINE AIR INTAKE Combustion air for the engine is taken from the passenger compartment through an intake port located on the starboard side of the control console. 1.4.3.6 MAINTENANCE ACCESS COVER An access cover located beneath the steering wheel permits access to the interior of the console for maintenance of the shifting mechanism and the battery selector switch.

1.4.4 ENGINE COMPARTMENT

The engine compartment is located beneath the coxswains station. It is constructed of molded GRP and bolted to the cabin floor. Intake and exhaust vent lines and four removable access panels are provided. The compartment encloses the propulsion engine, marine transmission, the hydrostatic release safety unit, a bilge pump suction intake, associated controls, accessories, and valves. The enclosure also provides athwartship bench seating on both the forward and aft ends. 1.4.5 BATTERY COMPARTMENT Two battery banks are located in the battery compartment, which is beneath the aft bench seat of the engine enclosure. Each battery bank is comprised of two, maintenance free, 12-Vdc, rechargeable lead-acid batteries connected in parallel to provide 12-Vdc system current. An onboard battery charger, which uses power from the host ships electrical system, maintains the four batteries at peak charge during periods of lifeboat storage. 1.4.6 FUEL TANK The fuel tank is located beneath the cabin floor, forward of the engine compartment and along the centerline. The fuel tank fill cap is accessible through an opening in the cabin floor between the fore and aft bench seats. A dipstick is used through the fill cap pipe to determine the amount of available fuel. The tank is fitted with a fuel pump suction line with a tank cutout valve, a return line, and vent line. 1.5.1 BILGE PUMP A manually operated, diaphragm-type bilge pump is located at the stern of the lifeboat. Suction for the pump is taken from the main bilge or the engine compartment bilge through a plastic tubing suction header. A three-way, three-port selector valve located immediately aft of the fuel tank determines suction selection. 1.5.2 HOISTING WINCH AND DAVIT The davit set and winch are arranged in multi-deck levels (figure 1-6). The davit set consists of forward and aft davit stands; forward and aft davit arms; and crossbeams. (Figure 107 shows the davit arms rotated outboard to their maximum extent.) The hoisting winch is located a deck below the davit set deck mounting. The wire rope reeving diagram (figure 1-8) shows the interconnection of the various sheaves.

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. 3.5.2 LAUNCHING COMMANDS The system of commands used to launch the lifeboat and the corresponding actions are as follow:

Span Wire Pelican Hook closed with lanyard mousing a. 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. 3.8.1 STARTING THE ENGINE The engine may be started while the boat is in the stowed position. (The heat exchanger will provide for sufficient coolant heat transfer for the engine to run approximately five minutes while running the engine at idle out of the water). a. Ensure the coxswain observes the following precautions in order to prevent damage to equipment after the engine has started. 1.Maintain a continual check of the coolant high temperature-warning indicator on the console. Immediately secure the engine if the red indicating lamp is illuminated. 2.In order to prevent damage to the water-cooled stern tube bearings, ensure the transmission is in the neutral position and the shaft does not turn. b. Have the coxswain start the engine as follows: 1.Push the engine shutdown knob to the full-in (run) position. This actions opens the fuel supply valve to the engine feel pump. 2.Pull the engine control lever out from the control head and advance the lever slightly. 3.Switch the engine power supply switch from OFF to ON. The low oil pressure and the alternator charging lights should come on. The electric starter can now be used to start the engine. 4.Depress the starter pushbutton. However, do not depress the pushbutton for more than 20 seconds at a time. When the engine starts, release the button. 5.If the engine fails to start with the electric starter, proceed as follows: a. Ensure the engine shutdown know and the throttle are in the positions cited in steps 1 and 2 and that the power supply to the starting circuit is on as cited in step 3. Repeat step 4. b. If the engine does not fire, ensure the throttle is fully opened and repeat step 4.

c. If the starter does not turn the engine, immediately turn the battery disconnect switch to battery bank position 2. Attempt to start the engine as per step 4. d. If repeated attempts to not start the engine, refer to the procedure to rig the oars (section 4-9). 6. As soon as the engine fires, return the throttle to idle (neutral position) until the boat is waterborne. 7. Ensure the engine low oil pressure and alternator charging lamps on the control and indicating panels have gone out. 3.8.2 LAUNCHING AND OPERATING a. Keep non-essential personnel away from the davit area. No one should be standing under the boat during the launching operation. b. The maximum speed of the loaded lifeboat is approximately six knots. Therefore, the speed of the host ship must be adjusted to provide for adequate steerageway for the lifeboat while being towed by the sea painter. c. When ordered by the boat officer, if embarked, the coxswain will gravity launch the lifeboat by pulling the brake remote release cable to its fullest extent. The pull should be maintained until the lifeboat is waterborne. (If the brake remote release cable is let go during the lowering process, the winch brake will automatically reset and lowering will stop). d. During a non-emergency launch, proceed as follows: 1. Ensure a winch operator and a safety observer are stationed in the vicinity of the winch to keep the area clear of nonessential personnel and to observe proper unspooling of the wire and correct operation of the davit. 2. Ensure a sea painter tender is stationed to adjust the sea painter length, if required, and to tend the sea painter lizard, which is used to keep the painter clear of the water. Also, depending upon sea and wind conditions, tenders for the frapping line or traveling lizard lines may also be required. 3.9.1 RELEASING HOOKS 3.9.1.1 HOOK RLEASE OPERATION The on-load lifting hooks can be operated at any time, even when the boat is hoisted on the davit or if it is being towed by the falls. a. Remove the T-handle safety pin by pressing the release button in the center of the pin and pulling the pin out. b. Ensure the hydrostatic release lever has moved to the unlocked position. However, it the boat is waterborne and the hydrostatic release lever remains in the locked position, manual release of the lever is required. Refer to paragraph 3-9.l.2 c. Firmly grasp the release control handle and pull upwards against the spring. (The upward motion will clear the roller pin on the control handle from the side plate slots.)

d. To release the boat from the davit falls, pull the release control handle aft to its fullest extent. e. The boat is now free of the falls and riding on the sea painter. 3.9.1.2 RELEASE MECHANISM EMERGENCY OPERATION The hydrostatic release lever device prevents the operation of the hook releasing mechanism until the boat is waterborne. However, if the hydrostatic device malfunctions, the release lever can be manually rotated to the unlocked position as follows: a. Ensure the boat is in or near the water before manually unlocking the release lever. b. Push in the clear cover (forcibly). c. Rotate the hydrostatic release lever to the unlocked position and hold until the release unit control handle is pulled back to release the hook mechanism. 3.9.2 LIFEBOAT OPERATION The following paragraphs should be adhered to when operating the lifeboat. a. Once the boat is waterborne, the coxswain must immediately maneuver away from the side of the ship while riding on the painter. (Use of the sea painter tends to sheer the bow away from the ships side.) b. As soon as the boat is waterborne, apply engine power in the forward direction by moving the throttle from the neutral (idle) position to the forward position. 3.9.2.1 PAINTER RELEASE When the control of the boat has been achieved, the coxswain will order the painter released. Trip the painter (figure3-7) by pulling the release cable, which is located on the starboard side (forward), inside the passenger compartment. 3.9.2.2 AFTER LAUNCH PROCEDURE After the lifeboat has been launched, follow the steps outlined below. a. Ensure all passengers are seated and have their seat belts fastened. An overturning roll could capsize the boat and unbelted passengers could cause a load shift instability that may prevent the boat from self-righting. b. After the boat is clear of the ship, proceed to the designated assembly point. At the assembly point, rig the sea anchor to keep the boats bow into the wind and sea and to prevent rapid drifting. c. Be alert for a possible recovery signal from the ship. (The signal to recall and recover the boats is one short, one long, and one short blast.) d. Once the boat is free of any toxic environment, open the automatic vents by removing the securing wedges. e. Check engine operation as follows: 1. Ensure the oil pressure, coolant water temperature, and alternator charging lamps are not lit.

2. Remove the starboard engine compartment access panel and check for fuel, engine and transmission lube oil, and coolant leaks. 3. Check the liquid level of the engine compartment bilge. If necessary, pump the bilge as follows: a. Align the handle of the three-way bilge suction valve in-line with the engine compartment suction line. (The bilge suction valve is located at the deck level, forward of the engine compartment and under the centerline seating bench.) b. Using the hand bilge pump, which is located on the centerline in the stern, stroke the bilge pump until the engine compartment bilge is dry. 4. Ensure the stern tube land leakage into the engine compartment is not excessive. (The gland should be adjusted so the leakage is three to four light drips per minute. This leakage is required to provide cooling and lubrication of the stern tube shaft bearings.) 5. Replace the starboard engine access panel. 6. Check the liquid level of the main bilge. If necessary, pump the bilge as required. a. Rig the radar reflector. b. Use the following emergency signaling equipment to signal or attract aircraft or ships. 1. Emergency radio 2. Parachute flares and pistol 3. Hand-held distress flares 4. Orange-smoke signals 5. Signaling mirror 6. Searchlight 3.10 BOAT PREPARATIONS FOR RECOVERY Preparations to recover the lifeboat primarily consist of resetting the lifting hooks and quick-release mechanism. Also included in the precautions is the provision to pump the engine and main bilge compartments to reduce the weight required to be lifted during recovery. The recovery checklist (table 37), located at the end of this section, summarizes all required actions. 3.10.1 RESETTING HOOKS AND RELEASE GEAR Before approaching the ship for recovery, the quick-acting release control handle and both bow and stern lifting hooks must be reset as follows: 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

c. d. e. f.

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. 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). Pull both hooks to ensure they are fully locked in the closed position. Ensure the release handle is in the locked position and insert the T-handle safety pin. The release mechanism and lifting hooks are now ready and safe for reengagement of the suspension links.

3.10.1.1 PUMPING BILGES Remove any water in the bilges according to the following steps. a. Rotate the handle of the bilge suction valve in-line with the main bilge compartment suction plastic piping. b. Stroke the bilge pump until the main bilge is dry. c. Shift the bilge pump until the engine compartment bilge is dry. d. Stroke the bilge pump until the engine compartment bilge is dry. 3.11 WINCH AND DAVIT SET PREPARATION FOR RECOVERY Hoisting of the lifeboat is accomplished in the power mode until the davit arms are within 6 inches of the stored position. The remaining travel is achieved by the use of the winch handcrank. The pre-operational checks provided in paragraphs 3-3 and 3-4 should be conducted if the lifeboat was launched under emergency conditions and the checks for the winch and davit set were not accomplished. a. Ensure all nonessential personnel are kept away from the davit area. b. If the empty falls were recovered after launch, they should be repositioned to a height just above the lifeboat canopy. 3.11.1.1 LOWERING THE FALLS a. To lower the falls, the winch operator should release the winch brake and lift up on the brake handle. Ensure the handcrank has been removed to avoid the possibility of the handle spinning backwards. Lifting of the brake handle should permit the empty falls to be lowered by gravity to the desired position. If the falls do not lower due to insufficient weight, the operator, the operator must manually lower them using the payout wheel on the winch. b. Manually lower the falls using the pay-out handwheel as follows: 1.Raise the hand brake lever. 2.Rotate the payout handwheel until the desired position of the falls is achieved. Ensure proper unspooling of the wire from the drums. 3.When the falls are in the desired position, lower the brake handle to reengage the winch brake. 3.11.1.2 CHECKING THE LIMIT SWITCHES

Prior to each recovery, check the handcrank safety limit switch and the davit arm limit switches according to the following steps: a. Energize the winch by moving the winch motor controller disconnect switch to the ON position. Ensure the davit has been lowered enough to permit power hoisting, i.e., the limit switch will no longer be affected by proximity actuator bracket(s) mounted on davit arm(s). b. Verify correct operation of the handcrank safety switch as follows: 1. Rotate the master hoisting switch to the TAKE-IN position. 2. While the falls are being raised, manually rotate the handcrank opening safety switch lever; ensure the upward motion of the falls is stopped and that power to the winch has been interrupted. 3. Return the master hoisting switch to the OFF position and release the handcrank opening safety switch lever. c. Verify correct operation of the davit arm limit switches as follows: 1. Rotate the master-hoisting switch of the TAKE-IN position. 2. While the falls are being raised, manually place a piece of mile steel plate (equivalent to the size of actuator in the sensing zone of the Limit (proximity) Switch. 3. Ensure the upward motion of the falls is stopped and that power to the winch has been interrupted. 4. Repeat steps 1 through 3 for the aft davit arm limit switch. 5. Return the master hoisting switch to the OFF position. d. Limit switches found inoperative during testing must be repaired before the davit set and winch can be used to hoist the lifeboat under power. If repairs cannot be accomplished, the winch controller disconnect lever must be shifted to the OFF position and the boat hoisted with the handcrank. e. When testing is complete, use the payout wheel and the procedure listed in paragraph 3-11.1 to reposition the suspension link close to the water. 3.12 LIFEBOAT RECOVERY 3.12.1.1 APPROACHING THE SHIP a. Recovery of the lifeboat requires that the coxswain be skilled in maneuvering the boat alongside the ship to position the boats lifting hooks beneath the suspension links. The approach should be at a 45degree angle to the ships side, heading for the boats recovery station, and with adjustments for wind or current. b. The maximum speed of the loaded lifeboat is approximately six knots. Ensure the speed of the host ship is adjusted to provide for adequate steerageway for the lifeboat until the sea painter is rigged. Normally the ships speed should not be greater than five knots in order to permit safe handling of the boat during recovery. 3.12.1.2 PREPARATIONS FOR HOISTING a. Ensure lifeboat recovery is accomplished with a full recovery crew stationed as follows:

1.Ensure a winch operator and safety observer is stationed in the vicinity of the winch to keep the area clear of nonessential personnel and to observe proper spooling of the wire and correct operation of the davit. 2.Ensure a sea painter tender is stationed to assist in passing the sea painter to the lifeboat and to tend the sea painter lizard, which is used to keep the painter clear of the water. Also, depending upon sea and wind conditions, a frapping line or traveling lizard line tenders may be required. 3.Ensure that at least one person is assigned to operate the davit arm securing levers and to reset the MacCluney hook. 4.Ensure two personnel are assigned to secure the boat gripe wire levers and adjust the turnbuckles. b. As the boat approaches the boat recovery station, connect the sea painter as follows: 1. Bow tender hooks painter eye with boat hook. 2. Attach it to the painters quick-release mechanism (figure 3-7). 3. Ensure the other end of the painter is securely fastened to a bitt on the ship. c. Connect the suspension links as follows: 1. Lower the falls the remaining distance to the bow/stern tenders to permit the lower block suspension links to connect to the lifting hooks. 2. If required, pay out the falls according to paragraph 3-1.1.1. 3. Keep the winch brake lever raised until hook up is complete. 4. Since the suspension links may be engaged separately on the hooks, ensure the forward link is secured first. 5. Slip the link on the lifting hook, past the double-guard plates, and up into the throat of the hook (figure 3-4). 6. Ensure the links are secured by the hook guard plates and cannot drop out. 7. Ensure the falls are not fouled and are ready for hoisting. 8. Ensure the quick-release control handle is in the locked position and the T-handle safety pin is fully installed.

3.12.1.3 HOISTING AND STOWING IMPORTANT SAFETY NOTE: All passengers must disembark the lifeboat before hoisting. Only a crew of three persons may remain aboard for hoisting. Full load may remain aboard for hoisting, but not once the traveling block engages the head of the davit arm. 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: 1. Ensure the motor controller disconnect switch is in the OFF position. 2. Remove the handcrank from the storage brackets. 3. Insert handcrank on the hoisting winch crankshaft. 4. Manually rotate the handcrank until the lifeboat is hoisted to the stowed position. 5. Proceed to step h for the remainder of the recovery procedure. 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. g. Place the control lever in neutral and idle the engine. h. Maintain a constant check of the winch drums to ensure proper spooling of the wire rope as the boat is hoisted.

i. When the boat is completely clear of the water and wave crests, stop the engine by pulling the engine shutdown knob. j. Move the indicating and starting circuit power supply switch on the control panel to the OFF position. k. Open the automatic bilge drain by unscrewing the plug. l. Replace the marker light-activating pin to turn the light off. m. Continue hoisting the lifeboat to a point approximately 6 inches from the fully stowed 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. o. Ensure the motor controller disconnect switch is in the OFF position. 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. u. Remove the handcrank and return it to the storage bracket. 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. b. Open the inboard embarkation door (leading to the ships embarkation station) by rotating the door latch and sliding the door aft. 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. 3.14 SECURING AFTER USE After the lifeboat has been used, it should be immediately prepared for reuse as follows: a. Ensure the hydrostatic release lever is in the locked position in the quickrelease 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. f. Push the engine shutdown knob to its full-in (run) position. g. Refuel according to paragraph 3-3.3.2. h. Check the engine oil level; add oil, as required. Refer to paragraph 33.3.3. 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. n. Close the automatic vents using the attached securing wedges. 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. q. Turn the battery disconnect switch to the OFF position. r. Disembark, then close and secure the embarkation door.

OPERATION AND SAFETY MANUAL

FOR

37 FOOT LIFEBOAT (Type 37-40) STATIONS 1 AND 2

Station 1 & 2 Schat-Marine Corp. Type 37-40 Gravity Davit with Type BE 7800-MKII Winch for a 37 ft. F.R.P. Diesel Propelled Open Lifeboat The following instructions have been extracted from: (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. These original manuals should be referred to for maintenance and adjustment instructions. The launch equipment described herein is provided for evacuation of ships personnel in time of emergency. This equipment is fully U.S. Coast Guard approved and meets the requirements of the 1974 SOLAS convention. It is designed for launching the fully loaded lifeboat from the stowed position, with the ship experiencing up to 15 degrees of list and/or 10 degrees of trim. Two launching systems are provided of each type, I port/l starboard. 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. An electric motor is provided on each winch for retrieving their respective lifeboat (with a maximum of nine (9) persons aboard). Hand power hoisting is available as a backup means of and for taking the boats to their final stowed position. 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.

Regularly scheduled drills should be held to assure that the ship's personnel are familiar with the operation of this equipment. It should be properly maintained so that it remains in an "at ready" condition at all times. 1. Gravity Davits

This equipment is designed to launch, retrieve, and stow a lifeboat. Each gravity davit consists of a pair of crescent shaped arms, each with two shafts mounted on rollers at then, feet, which permit the arms to travel from the inboard to the outboard positions. The boat is lowered to the water by gravity, under control of centrifugal and manual brakes on tile winch. The boat is hoisted from the water and the arms are brought to then, stowed position by the winch, which can be hand cranked in the event of a power failure. Lifeboat Station No. Davit Type Weight per Set Outreach Working Load per Set Operating Range/ List Trim U.S.C.G. Approval Nos. (Solas 74) 1&2 37 -40 15,568 lb. 9'-Il" 40,000 lbs. 15 Inboard or Outboard 10 Fwd or Aft 160.032/245/0

2. Winch 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, Lifeboat Station No. Winch Type Weight of Winch Working Load at Drum Total Working Load/Fall Hoisting Speed (approx.) Lowering Speed (approx.) Light Boat Fully Loaded Boat WL, Height Restriction U.S.C.G. Approval Nos. 1&2 BE 7,800 MKII 3,500 lbs. 17,950 lbs. 8,975 lbs. 20 FPM 40 FPM 120 FPM None 160.015/161/0 (Solas 74) Variant U.S.C.G. Approval 9 Aug 1989

1.

Gravity Trackway Davit

(a) Davit Arm: Each arm is fabricated from steel plate and/or shapes. The four cast rollers, on which the arms travel from inboard to outboard positions, are bronze bushed. The wire rope falls are reeved around sheaves mounted on the davit arm. All sheaves are shrouded to keep the wire rope in place at all times. On the extreme upper ends of the arms, steel lifting hooks are provided to suspend the boat when slowed and during transfer from the inboard to outboard positions. (b) Trackway: Each trackway consists of two inclined steel channels spaced with the flanges facing each other. These hold the davit rollers as the arm travels between the inboard and outboard positions. (c) Gripe and Stopper Release Mechanism: Mounted on each trackway there is a latch with an integrated gripe release mechanism to assure simultaneous release of arm and gripe. This can be released under load. Also mounted on the trackway, further inboard, is a keeper bar, which engages the arm and prevents it from traveling inboard when slowed. The inboard end of the gripe attaches to this keeper bar.

(d) Wire Rope: Four Lifeboat Stations No. 1 & 2: Refer to the Rigging Drawing D3-B2130. (e) Floating Block Assembly: The lifting bar assembled on the upper end of the block engages with the lifting hook of the davit arm, supporting the block assembly when traversing between inboard and outboard positions. A club link and/or chain are incorporated within the assembly to make up the necessary bite to bite distance. The end link is used for attachment to the lifeboat release hook. 2. Winch (a) Centrifugal Brake: A centrifugal brake is provided to limit the lowering speed of the boat to a maximum of 120 feet per minute. The design of this unit is such that, when hoisting, the shoes do not engage the centrifugal brake drum. (b) Brake Unit: The brake unit houses the centrifugal and manual brakes as well as a free wheel unit. The manual brake consists of a brake lever coupled to a disc clutch/brake assembly. When the brake lever is raised, the clutch/brake disengages and lowering is actuated. The counterweight on the brake lever is designed to hold a load equal to 150% of the fully loaded lifeboat. During lowering, the motor shaft is bypassed by the brake unit, thus protecting the motor and the crankshaft from reverse rotation at high lowering speeds. The freewheel unit enables the winch to be operated in the hoisting mode without having to lift the brake lever. (c) Handwheel A handwheel is permanently attached to the manual brake shaft for the purpose of paying out additional falls when launching or retrieving the boat. NOTE: THE BRAKE LEVER MUST BE RAISED IN ORDER TO PAYOUT THE FALLS. (d) Removable Handcrank: WARNING: HANDCRANK IS TO BE REMOVED BEFORE RUNNING THE WINCH IN EITHER THE HOIST DIRECTION UNDER POWER OR IN THE LOWERING DIRECTION UNDER GRAVITY. THE EMERGENCY DISCONNECT SWITCH SUIOULD BE IN THE OFF POSITION DURING ALL HAND CRANKING OPERATIONS. A handcrank is provided to be attached to the end of the crank shaft for manual operation of the winch in the "Hoist" direction only. (f) Rope Drums: The winch uses two (2) rope drums driven by a common pinion. The drums are grooved and arc designed to hold a maximum of two layers of wire rope.

Lifeboat Winch - Electrical Motor System 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, The controller is installed in a watertight enclosure, having an external operating handle ("EMERGENCY DISCONNECT SWITCH"). There is also a "motor running" lamp and an overload reset button. The electrical power from the ship is fed directly to the controller and then to the motor mounted on the lifeboat winch. NOTE: Whenever the davit is not in use, the controller "EMERGENCY DISCONNECT" should remain in the "OFF" position. Be sure this switch is in the "OFF" position before proceeding with maintenance and inspection of the davits, winches and electrical equipment. This switch does not need to be turned "ON" for lowering of the lifeboat during evacuation or drills. It is only needed during hoisting or recovery of the lifeboat.

OPERATING INSTRUCTIONS
The following operating instructions are only recommendations. Actual launching and covering operation may differ. 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, GENERAL SAFETY REQUIREMENTS Electrical 1) Under no circumstances should any person reach into any electrical device for any purpose unless work is to be accomplished. A licensed electrician should conduct this work and all electrical power to the device should be turned off. 2) Personnel working with or near high voltage should be familiar with modern methods of resuscitation. 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. 2) Always give clear and sufficient advance notice to personnel in the area when the lifeboat is to be launched.

3) Ensure that all personnel are clear of the lifeboat, Davits and Winch when conducting lifeboat drill. 4) Never load the Davit/Winch System beyond its rated capacity. 5) Use only the steel rope designed for the Davit. 6) If the equipment fails to operate correctly, refer to the fault finding section of the technical manual. 7) The lifeboat launching systems must be thoroughly maintained at all times. Refer to the technical manual for lubrication and maintenance procedures. 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.

INSTRUCTIONS FOR THE OPERATION OF

37 FT.FT. (145 PERSON) F.R.P. DIESEL PROPELLED LIFEBOATS The following instructions have been extracted front Part IV of "Instruction Book, Type 37-40 Gravity/ Davit with Type BE 7800-MKII Winch for a 37 Ft. FR.P. Diesel Propelled Open Lifeboat", SMS Book No, 2129/31, September 1989. This original manual should be referred to for lubrication instructions. For diesel engine maintenance refer to the "Workshop Manual for BUKH Diesel Engine Type DV36/48". 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) 3. Operating Lifeboat With Diesel Engine

As the boat becomes waterborne, release lifeboat hoisting gears. Start diesel engine. Refer to starting instructions, Paragraph 4, for details. Use tiller for directional control. 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. 4. Starting Instructions-Bukh Diesel Engine 1. Check oil level, transmission oil level and coolant level. 2. Lift DECOMPRESSION LEVER on engine to the up position. 3. Engage CRANKING HANDLE at after end of engine box. Crank engine with increasing speed. When turning engine quickly, push DECOM PRESSION LEVER DOWN to its original position. Engine will start, remove crank. 4. With engine speed at idle, push Shift Lever "FORWARD" for AHEAD and pull "AFT" for REVERSE.

To Stop Engine
1. Pull stop control lever all the way up until engine shuts down. After engine shuts down push control lever in all the way. 5. Periodic Inspection - Fiberglass Lifeboats A routine visual examination should be conducted of outer and inner hulls in order to determine if stains, abrasion cracks, and/or Gel Coat defects due to operating or environmental conditions have occurred, F.R.P. lifeboats should be cleaned and waxed regularly. Steel items are either stainless steel or galvanized for corrosive resistance. DO NOT paint grease fittings. Periodically examine the lifeboat to insure proper condition and stowage of U.S.C.G. Required equipment. Refer to equipment stowage plan and list. Many of these equipment items are dated and subject to U.S.C.G. inspection. Be sure that all such items are kept properly up to date and ready for use in time of an emergency.

INSTRUCTIONS FOR THE OPERATION OF THE LIFE RAFT LAUNCHING DAVITS

FLOAT FREE INFLATABLE LIFE RAFTS INTRODUCTION AND SURVIVAL MANUAL FOR INFLATABLE LIFE RAFTS Instructions for the Operation of the Life Raft Launching Davits

Schat-Marine Safety Corp. Type SRR/360/3.65/21 Davit With Model 08-02 Winch USCG Approval No. 160.163/1/0 Solas 74/83
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 Outreach Radius Slewing Gear

S R R radial davit 12 ft. or 3.65 m

Design Working Load 4725 lbs. or 21.4 Kn.

Slewing range
Speed reducer gear Powered by Winch Type

360 degrees
self-braking worm gear manual cranking S R R davit winch

Permissible Drum load 5506 lbs. or 25 Kn.

Drum diameter 324 mm Effective drum length 220 mm

Mode of Operation Lowering by Hoisting by Slewing by Wire Rope Fall Construction Req. min. Break Strgth Wire rope diameter Length per davit

gravity manual cranking manual cranking 12 x 6 + 3 x 24 27755 lbs. or 126 Kn. 5/8" or 16 mm 150 ft. or 47.5 m

Operation Specifications Manual "Hoist" Speed 1.50 Ft./Sec. 0.46 M/Sec "Quick Return Mode" Gravity Lowering Speed M/Sec @ Max. Working Load

3.28 Ft./Sec. 1.00

TYPE SRR RAFT LAUNCHING RADIAL DAVIT

General

The above radial davit is capable of launching inflated liferafts having a diameter or air equivalent typical over-all dimension not exceeding approximately 4.3 m. or 14 ft. The permissible working load follows together with the out-reach value and other particulars of design from the precedent page and the accompanying arrangement plan.
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 To the above purpose, a winch is incorporated in the davit design capable of lowering fully equipped and boarded rafts by gravity. During the gravity lowering procedure, the rate of descent is automatically kept at a preset constant level, situated within the permissible limits, by a governor brake gear, accommodating a pair of hinged brake shoes fitted mostly leading the pivots to the brake disc and held in position by traction springs. Commencing with a certain rotational speed of the brake disc shaft, the spring effort holding the brake shoes off the brake drum will be exceeded by the centrifugal force exerted on them, making their linings to be firmly pressed into contact with the inner friction face of the brake drum, thus governing the rate of descent automatically and with a braking power proportional to the rate of descent. To the purpose of starting or finishing the launching procedure, the winch is further equipped with a safety brake, releasable with the aid of a counter-balanced, 'Dead Man' type, control handle. The brake release coincides with the control handle actuation - i.e. with maintaining the lifted position to apply the brake, the control handle has to be reset down back to its rest position. Manual hoisting - Model No. 08-02 Manual Winch
To the purpose of hoisting, a manual cranking facility is provided; the crank rotation coinciding with hoisting is conspicuously arrow marked on the winch cladding.

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,. Jockey Pulley Equipment
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.

Remote Control Facility

Apart from the above safety brake gear allowing for a full control of the raft launching procedure to be performed all the way down to the water, 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. Once triggered, the launching cannot however be interrupted or stopped at will, the winch safety brake being then impossible to be remotely re-set into its applied condition as a result of a pawl lever control system used.

FLOAT FREE INFLATABLE LIFE RAFT Location of the Cabin Deck 1 Port 20 Person (Fig.1) (Fig.2)

1 Starboard 15 Person

Float Free Liferaft, in stowed position. 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. INSTRUCTION AND SURVIVAL MANUAL FOR INFLATABLE LIFR RAFTS SWITLIK PARACHUTE CO., INC. (8) 25-Man Inflatable Life Raft USCG Approval 160.051/59/0 (1) 20-Man Inflatable Life Raft USCG Approval 160.051/58/0 (1) 15-Man Inflatable Lift, Raft USCG Approval 160.051/57/0 OCEAN SERVICE EQUIPMENT 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

Life Raft Survival Equipment

Parachute rocket signal

Hand flare

Smoke signal

Signal lamp/spare dry cells, bulb & whistle

Signaling mirror

Emergency ration (kg)

Drinking water (l)

Drinking vessel

Medicine box

Anti-seasickness tablets

Seasickness bag

Thermal Protective Aid (TPA)

Fishing tackle

Safety tin opener

Scissors

Buoyant safety knife

Bailer

Sponge

Instructions for survival + Table of life-saving signals

Sea anchor & cord

Paddles (set of 2)

Repair kit

Bellows

Rescue quoit & line

Bailer

Buoyant safety knife Rainwater collecting bags & instructions

External Communications

Distress Signals
16 COLREGS Distress Signals - Rule 37 International

Additional Signal for Rule 37 - Inland A high intensity white light flashing at regular intervals from 50 to 70 times per minute.

EPIRB Emergency Position Indicating Radio Beacon

The TSES carries two EPIRBS that are mounted on either Bridgewing. They are mounted in a box like the one seen to the left and will float free when the ship sinks and the Hydrostatic Release cuts the plastic bar that keeps the box closed. This EPIRB is always in the Armed/Off Position. When testing the unit; flip the lever on the top right to the vertical position. To turn to the On or Transmit position, flip the lever 180. All GMDSS vessels are required to have one (1) Category I EPIRB aboard. Category I EPIRBs are described as a 406/121.5 MHz, float-free, automatically activated EPIRB and detectable by satellites anywhere in the world. Reminder GMDSS vessels are all passenger vessels (12 or more passengers) on international voyages and all cargo vessels over 300 GRT on international voyages. (SOLAS Approved vessels) 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. The Category I EPIRB (float free, satellite EPIRB) sends out 3 signals:
406 MHz to the COSPAS-SARSAT satellites 121.5 MHz as a homing beacon for aircraft

Strobe light to be used as a visual signal Battery Life 48 hours of transmitting, lithium battery must be replaced every 5 years. Unit must be registered with NOAA every 2 years. Hydrostatic Release allows the EPIRB to float free when the vessel sinks. It must be replaced every 2 years. 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.

TSES EPIRB Instructions

ACR Satellite 406 EPIRB, Category I it will automatically deploy and activate when in contact with water (floats free at depth of less than 13feet/4-meters). Unit can be manually activated while in its bracket or manually deployed and activated. Single, three position switch for easy test and operation. Steady green LED indicates the unit has passed full functional test, flashing red LED indicates unit is "ON" and transmitting. The unit is watertight to 33-feet (10-meters.) 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. The sequence of tests is: 1. Check Data Integrity.................Beep and lights up LEDs if passed ...................................................Stop if failed 2. Check 406 MHz Synthesizer.....Beep and lights up LEDs if passed ...................................................Stop if failed 3. Check RF Power/Battery...........Beep and lights up LEDs if passed ...................................................Stop if failed 4. Turn on green LED to indicate Successful Test. 5. Flash Strobe Light to test Strobe. If all of the above occurs, the test has been successful. NOTE: The homing beacon at 121.5 MHz is inhibited during self test. 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) 4373700 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. The Inmarsat Satellite System used to offer distress service in competition to COSPAS-SARSAT using L-Band EPIRBs. Inmarsat did not get the number of users they expected so they are discontinuing that service by the end of 2005. They will replace the L-Band EPIRBs in use with 406MHz EPIRBs with GPS input.

SART Search & Rescue Radar Transponder

1 located on each side of the wheelhouse & one in each enclosed Lifeboat as well as one in the Rescue Boat. SARTS aboard the TSES are

different manufacturers for the ones stowed in the boats vs. the wheelhouse but they fulfill the same requirements. The TSES is only required to have 2 SARTs aboard. 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 SART Radar off so that it does not trigger the activation of the SART.

Battery Life of a SART: 96-hours in Standby, followed by 8-hours in transmit mode

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.
GMDSS vessels of 300-500 GRT must have 2 units aboard

GMDSS vessels over 500 GRT must have 3 units aboard Hand-held VHF Radio for Lifeboats A.K.A. 16/6 GMDSS Radio Lifeboat Radio Lifeboat VHF Required to Tx/Rx on Ch. 16 and one other channel (usually Ch. 06) Channel 16 156.8 MHz
Channel 06 156.3 MHz

Channel 06 is usually chosen because it is Reserved for On-scene search & rescue communications. Ch. 06 may be used as a working frequency as long as no on-scene distress communications are being conducted on that channel. VHF Radio Direct waves, line of sight reception Volume Button, PTT, channel selector. Internal squelch control. Instructions posted on the front of the radio. Lithium battery cannot use rechargeable battery for distress purposes but may use one to test the units. Battery life requirement: 8-hours in transmit mode Testing requirements once a year.

Volume

Channels Microphone & Speaker Instructions

Removable Battery

Pyrotechnics
Pyrotechnics are stowed in the Lifeboats, life rafts, Bridgewings and on the Flying Bridge above the Wheelhouse. Use caution whenever operating or transporting these items. Never point in the direction of persons or equipment and keep the wind at your back when firing. If one miss fires, it should be immediately be disposed of in the water. Total # of pyrotechnics to be carried aboard as per 46 CFR 199.60, not less than 12 parachute flares.

TSES Pyrotechnics - Flying Bridge 12 Hand-Held Red Parachute Flares 9 Orange Smoke Signals 4 Speedline 250 Line Throwing Apparatus Various Expired Pyrotechnics Kept In Separate Locker

Lifeboats

Each lifeboat is required to have 6 hand flares, 4 parachute flares, and two smoke flares as per 46 CFR 199.175. See boat inventories (pgs 2-18) for exp dates 15-min. Orange Smoke Canister attached to the Port and Starboard Bridgewing Life Rings along with a water light. These Life Rings are used in the event of a Man-over-board emergency.

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. OPERATION USE IN DAYLIGHT ONLY AND WHEN VESSEL OR AIRCRAFT IS SIGHTED. The unit has been designed for maximum ease of operation: 1). Unscrew plastic top cap. 2). Grasp ring firmly. 3). Pull sharply upwards. 4). Throw signal overboard downwind. Red HandflareMk2 (for night distress signaling) A Hand-held red distress flare, designed for use in short range signaling situations. It can easily be activated by hands that are cold and wet. Burning time: 60 seconds at a minimum of 15,000 candelas. Visibility: 10 km at sea level and up to 20 km from an aircraft on a clear dark night. They can also be used in daylight over shorter distances.

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)

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. Contents of the first aid kit are as follows: Bandage compress 4 Bandage compress 2 Waterproof adhesive Compress-1 Eye dressing packet, 1/8 Oz. Ophthalmic ointment, Adhesive strips, cotton pads Bandage, gauze, compressed 2 x 6 yards Tourniquet, forceps Scissors 12 safety pins Wire splint Ammonia inhalants Iodine applicators, (1/2 ml Swab type) Aspirin, phenacetin and Caffeine compound, 6 1/2 gr. Tablets Vials of Sterile petrolatum Gauze, 3" x 18"

Instructions

Location of Arteries and Pressure Points

Rescue Breathing Artificial respiration is not as easy to accomplish in an inflatable life raft especially in heavy weather. The most practical method is the mouth to mouth method. (1) Open the patient's mouth and remove any foreign articles, including false teeth, and insure the patients tongue is forward. (2) When the victim's mouth is clean, place him on his back, tilting the head backwards until the front of his neck is stretched lightly and his jaw jutting out. (a) If the victim is an adult and his mouth can be opened readily, approach the victim's head from his side and lift his jaw with your thumb between his teeth. If the victim is an infant, or if the mouth cannot be opened readily, raise the lower jaw by lifting it upward on both sides from the jaw hinge beneath the earlobes. NOTE: IT IS IMPORTANT TO HOLD THE JAW UP THROUGHOUT THE RESCUE BREATHING. (3) Take a deep breath. (4) Cover victims nose as follows: (a) If you are lifting his lower jaw with your thumb between the jaws, Pinch his nose with your other hand. (b) If you are lifting his lower jaw with both hands and he is not an infant, seal his nose by resting your cheek against it. For an infant, cover both his nose and mouth with your mouth. (5) Seal your mouth tightly over the victim's open mouth, or in the case of an infant, over his mouth and nose. (6) Blow into the victim's mouth. (For an infant, only small amounts as the lungs are delicate and must not be damaged.) (7) While blowing, watch the victim's chest. When his chest rises, stop blowing and remove your mouth from his. (8) Let the victim exhale without assistance. (9) Repeat blowing 12 to 20 times per minute until the victim breathes for himself. 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. Salt Water Sores Do not open or squeeze them. Keep them as dry as possible. Apply antiseptic, if available. To Prevent Infection Cut away clothing to get to the wound. Do not touch the wound with fingers or dirty objects if possible. Wash the wound as thoroughly as possible with clean water and apply a sterile bandage. Secure the dressing so as not to restrict the flow of blood. Iodine may be used to sterilize the skin areas surrounding the wound, but should not be poured directly into an open wound. Let the iodine dry in the air before a bandage is applied. Keep the wounded part at rest. Urine and Constipation The dark color of urine and the difficulty of passing it is normal. Do not get worried. Lack of bowel movement is normal also. Do not be disturbed about it. Do not take a laxative, even if available. Exercise as much as possible. Frostbite Frostbite is the freezing of some part of the body. It is a constant hazard in sub-zero temperatures, especially when the wind is strong. As a rule, the first sensation of frostbite is numbness rather than pain. You can see the effects of frostbite, a grayish or yellow-white spot on the skin, before you can

feel it. Use the buddy system. Watch your buddy's face to see if any frozen spots show and have him watch yours. Warm the frozen part rapidly. Frozen parts should be thawed in water until soft, even though the treatment is painful. This treatment is most effective when the water is exactly 107' F., but water either cooler or warmer can be used. If warm water is not available, wrap the frozen part in blankets or clothing and apply improvised heat packs. Use body heat to aid in thawing. Hold a bare, warm palm against frostbitten ears or parts of the face. Grasp a frostbitten wrist with a warm bare hand. Hold frostbitten hands against the chest, under the armpits, or between the legs at the groin. Hold a frostbitten foot against a companion's stomach or between his thighs. When frostbite is accompanied by breaks in the skin, apply sterile dressing. Do not use strong antiseptics such as tincture of iodine. Do not use powdered sulfa drugs in the wound. Never forcibly remove frozen shoes and mittens. Place in lukewarm water until soft and then remove gently. Never rub frostbite. You may tear frozen tissues and cause further tissue damage. Never apply snow or ice; that just increases the cold injury. For the same reason, never soak frozen limbs in kerosene or oil. Do not try to thaw a frozen part by exercising. Exercise of frozen parts will increase tissue damage and is likely to break the skin. Do not stand or walk on frozen feet. You will only cause tissue damage. Immersion Foot (Trench Foot) Immersion foot is a cold injury resulting from prolonged exposure to temperature just above freezing. In the early stages of immersion foot, your feet and toes are pale and feel cold, numb and stiff, Walking becomes difficult. If you do not take preventive action at this state, your feet will swell and become very painful. In extreme cases of immersion foot, your flesh dies, and amputation of the foot or the leg may be necessary. Because the early stages are not very painful, you must be constantly alert to prevent the development of immersion foot. To prevent this condition: Keep your feet dry by wearing waterproof footgear and keeping your raft dry. Clean and dry your socks and shoes at every opportunity. Dry your feet as soon as possible after getting them wet, wrm them with your hands, apply foot powder, and put on dry socks When you must wear wet socks and shoes, exercise your feet continually by wiggling your toes and bending your ankles.

 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.