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Apostila de Inglês Técnico Marítimo Parte 1, Notas de estudo de Engenharia Naval

Apostila de Inglês Técnico Marítimo Parte 1

Tipologia: Notas de estudo

2012

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Centro de Instrução Almirante Graça Aranha (CIAGA)
Departamento de Ensino Básico
Disciplinas: INGLÊS V
Professores: Jander Barbosa
HANDOUT ONE
MODULE 01- Part I
SAFETY ON BOARDING A SHIP
1. General
Safety on board ships is an important issue. Normally at sea and oen very
far from any possible assistance, there is nobody who can be called upon for
help. Of course, the ship should be of good design, well maintained in seaworthy
condion with sucient stability, waterght and weather ght and properly
equipped.
However, safety on a ship is not guaranteed by availability on board of the
compulsory safety items and systems. Safety cannot be bought. Most of the
accidents on board ships are the result of human error.
Prevenon through recognion, rec�ficaon and avoidance of unsafe
acons and/or situaons at all mes and at all places on board by all personnel is
of utmost importance.
All ships and their oces ashore have to be cer�fied under the Internaonal
Safety Management Code (ISM CODE) and the crew has to work in accordance
with the Safety Management System (SMS).
The SMS is a set of rules describing in detail how to apply safety in general and
how to use safety gear.
Courses and regular drills are held in order to ensure that the crew is safety-
conscious.
2. Regulaons
Regulaons concerning safety on ships are formulated by the IMO Marine
Safety Commiee (MSC), responsible for the SOLAS- Convenon.
The sub-commiee on Standards of Training, Cer�ficaon and Watchkeeping
(STCW), have regulated the cer�ficaon of seafarers in the STCW Convenon,
The SOLAS Regulaons apply to all ships over 150 GT for radio and over 500 GT
for radio and safety equipment. Ra�ficaon by the relevant ag states means
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Centro de Instrução Almirante Graça Aranha (CIAGA) Departamento de Ensino Básico Disciplinas: INGLÊS V Professores: Jander Barbosa

HANDOUT ONE

MODULE 01- Part I

SAFETY ON BOARDING A SHIP

1. General

Safety on board ships is an important issue. Normally at sea and o�en very far from any possible assistance, there is nobody who can be called upon for help. Of course, the ship should be of good design, well maintained in seaworthy condi�on with sufficient stability, water�ght and weather �ght and properly equipped. However, safety on a ship is not guaranteed by availability on board of the compulsory safety items and systems. Safety cannot be bought. Most of the accidents on board ships are the result of human error. Preven�on through recogni�on, rec�fica�on and avoidance of unsafe ac�ons and/or situa�ons at all �mes and at all places on board by all personnel is of utmost importance. All ships and their offices ashore have to be cer�fied under the Interna�onal Safety Management Code (ISM CODE) and the crew has to work in accordance with the Safety Management System (SMS). The SMS is a set of rules describing in detail how to apply safety in general and how to use safety gear. Courses and regular drills are held in order to ensure that the crew is safety- conscious.

  1. Regula�ons

Regula�ons concerning safety on ships are formulated by the IMO Marine Safety Commi�ee (MSC), responsible for the SOLAS- Conven�on. The sub-commi�ee on Standards of Training, Cer�fica�on and Watchkeeping (STCW), have regulated the cer�fica�on of seafarers in the STCW Conven�on, The SOLAS Regula�ons apply to all ships over 150 GT for radio and over 500 GT for radio and safety equipment. Ra�fica�on by the relevant flag states means

that the states means that the states will adopt the regula�ons in their na�onal laws.

2.0 Fire Protec�on, Detec�on and Ex�nguishing The most important issue of Course, is protec�on. It prescribes the posi�ons of bulkheads, materials for subdividing structures, in combina�on with use of non-flammable materials, fire-proof doors, fire-proof insula�on etc. The three elements for combus�on are: flammable material, heat and oxygen, which should not be allowed to combine and create fire.

2.1 Combus�on Process Combus�on is the act or process of burning. For combus�on to occur, fuel, oxygen (air), and heat must be present together. Per defini�on combus�on is the chemical reac�on of a par�cular substance with an oxidant. Generally this will mean atmospheric oxygen and will be treated as such in the rest of this site. The combus�on process is started by hea�ng the fuel above its igni�on temperature in the presence of oxygen. Under the influence of heat, the chemical bonds of the fuel are split. If complete combus�on takes place, the elements carbon (C), hydrogen (H) and sulphur (S) react with the oxygen content of the air to form carbon dioxide CO 2 , water vapour H 2 O and sulphur dioxide SO 2 and, to a lesser degree, sulphur trioxide SO 3. If not enough oxygen is present or the fuel / air mixture is insufficient then the burning gases are par�ally cooled below the igni�on temperature (too much air or cold burner walls), and the combus�on process stays incomplete. The flue gases then s�ll contain burnable components, mainly carbon monoxide CO, carbon C (soot) and various hydrocarbons C (^) x H (^) y. Since these components are, along with NO (^) x , pollutants which harm our environment, measures have to be taken to prevent the forma�on of them.

To ensure complete combus�on, it is essen�al to provide a certain amount of excess air. Combus�on op�misa�on saves money!

The quality of a combus�on system is determined by a maximum percentage of complete combus�on, along with a minimum of excess air (commonly 5 to 20% above the necessary level for ideal combus�on )

AIR

+ FUEL

>>> FLUE GAS

Oxygen (O (^) 2) Carbon (C) Carbon dioxide (CO2) Hydrogen (H2) Carbon monoxide (CO) Nitrogen (N2) Sulphur (S) Sulphur dioxide (SO2) Oxygen (O2) excess O (^2) Water vapour Nitrogen (N (^) 2) Nitrogen oxides (NOx ) Water (H (^) 2O) Nitrogen (N2) Water vapour Soot Flue gas will generally contain a certain amount of CH 4 (methane) if the combus�on was not complete. Other hydrocarbons will not occur under normal condi�ons. higher hydrocarbons are only produced under condi�ons of high pressure and high temperature such as occur in an internal combus�on engine.

The igni�on

  • Two blasts separated by a short pause, then repeated -- only crew a�end.
  • Seven short blasts, followed by one long blast, then repeated -- report fully dressed, with your life jacket, to your allocated muster sta�on.
  • One short blast followed by one long blast, sounded at least three �mes in succession -- abandon ship; follow the crew's instruc�ons.

The difference between Lifeboats and Lifera�s on Cruise Ships

  • Modern lifeboats have a motor and use a davit or launching system, whereas Lifera�s usually do not have a motor. The disadvantage of lifeboats is that launching may take longer than the lifera�s. The disadvantage of lifera�s is that they may not be as efficient because of infla�on system failures. Boarding survival cra�
  • Do not leave the prepara�on of survival cra� un�l the last possible moment, otherwise important items could be le� behind or cri�cal mistakes made in the rush to leave sinking vessel. No Master will wish to give the order to abandon ship un�l he has to, especially in rough weather. If he has delayed this difficult decision, at least he can be reassured that his survival cra� is fully prepared and ready for instant lowering.
  • Crew members should be acquainted with stowage posi�ons, so that passengers can be quickly transferred to survival cra�. Boarding and launching a lifeboat
  • (^) The potential hazards of launching open lifeboats in a seaway are well known. Head protection, in the form of hard hats , should be worn whenever possible in these craft and the person lowering the boat must be familiar with rough weather lowering techniques, particularly the need to allow the falls to slacken adequately when the boat is waterborne. This is just as important when using “off load” release gear as it is for boats fitted with conventional steel lifting hooks.
  • Since all lifeboats must now be of the partially or totally enclosed type, there is considerably better protection for the occupants. In addition, in the event of a capsize , totally enclosed lifeboats are designed to be self righting , provided that the occupants are strapped into their seats. Good discipline is important and nobody should release their seat belt unless ordered to do so by the person in charge.

The difference between Lifeboats and Lifera�s on Cruise Ships

  • Modern lifeboats have a motor and use a davit or launching system, whereas Lifera�s usually do not have a motor. The disadvantage of lifeboats is that launching may take longer than the lifera�s. The disadvantage of lifera�s is that they may not be as efficient because of infla�on system failures. Boarding survival cra�
  • Do not leave the prepara�on of survival cra� un�l the last possible moment, otherwise important items could be le� behind or cri�cal mistakes made in the rush to leave sinking vessel. No Master will wish to give the order to abandon ship un�l he has to, especially in rough weather. If he has delayed this difficult decision, at least he can be reassured that his survival cra� is fully prepared and ready for instant lowering.
  • Crew members should be acquainted with stowage posi�ons, so that passengers can be quickly transferred to survival cra�. Boarding and launching a lifeboat
  • (^) The potential hazards of launching open lifeboats in a seaway are well known. Head protection, in the form of hard hats , should be worn whenever possible in these craft and the person lowering the boat must be familiar with rough weather lowering techniques, particularly the need to allow the falls to slacken adequately when the boat is waterborne. This is just as important when using “off load” release gear as it is for boats fitted with conventional steel lifting hooks.
  • Since all lifeboats must now be of the partially or totally enclosed type, there is considerably better protection for the occupants. In addition, in the event of a capsize , totally enclosed lifeboats are designed to be self righting , provided that the occupants are strapped into their seats. Good discipline is important and nobody should release their seat belt unless ordered to do so by the person in charge.

Weekly inspection

The following tests and inspections shall be carried out weekly and a report of the inspection shall be entered in the log book :

  1. All survival craft, rescue boats and launching appliances shall be visually inspected to ensure that they are ready for use. The inspection shall include, but is not limited to, the condition of hooks , their attachment to the lifeboat, and the “on load” release gear being properly and completely reset;
  2. All engines in lifeboats and rescue boats shall be run for a total period of not less than 3 min. provided the ambient temperature is above the minimum temperature required for starting and running the engine. During this period of time, it should be demonstrated that the gear box is engaging satisfactorily.
  3. Lifeboats on cargo ships shall be moved from their stowed position, without any persons on board, to the extent necessary to demonstrate satisfactory operation of launching appliances, if weather and sea conditions so allow for;

4 .The general emergency alarm system shall be tested.

FIRE ZONES

  • The ship is divided into fire zones so that any outbreak of fire can be easily contained. Openings in the bulkheads between fire zones are fi�ed with fire doors. Under normal condi�ons the doors will generally remain open. The doors can be shut by remote control from the bridge or each door may be shut by a means of a switch or push bu�on adjacent to the door,
  • When one detector detects smoke or flame, na alarm is ac�vated. When a second detector alarms, the system ac�vates. The control unit opens the valve of the sec�on, starts the fire mist pump, and the equipment is blanketed with water mist emi�ed from special nozzles. It can be: automa�cally; manually (locally by a push of a bu�on) or remotely (from a panel outside the engine room). Advantages:
  • Minimal water damage;
  • Can be ac�vated repeatedly;
  • Oxygen depleted by the steam which forms; Disadvantages
  • Bilge system necessary to discharge water; A bilge system's func�on is to remove water from the hull of a boat. Water could cause some addi�onal damage. Carbon dioxide
  • It fills a space with a gas that reduces the oxygen content or is an an�- catalyst that will ex�nguish the fire. It reduces the oxygen content to a level at which fire cannot exist. This system can only be used in closed compartments.
  • Although it is a very effec�ve oxygen reducer, it is very dangerous to people.
  • For a number of years Halon was used, but having a high ozone-deple�ng capacity, it was abandoned due to environmental concerns as agreed at the Kyoto conference 1996. Release into engine room Before CO2 gas can be released, some safety measures have to be taken:
  • A head count: to ensure that no people are le� in the engine room;
  • All openings to the open air have to be closed, usually manually. Advantages
  • A rela�vely low cost material;
  • Transport over long distances throug pipeline possible. Disadvantages
  • High risk to personnel;
  • Large quan�ty of gas needed;
  • Cylinders have to be stored in an isolated space, outside the protected space;
  • Many safety devices needed; The ac�on is not repeatable. Dry chemical powder ex�nguisher
  • These ex�nguishers are for use against fires in aircra� on flight decks or in the vicinity of the helicopter landing area in smaller ships. The ex�nguisher consists of a container holding 30 lb of dry chemical powder which is discharged by the use of a small cylinder of CO2 fi�ed externally to the container. Fire Retardant Bulkhead :
  • Different Class of bulkhead such Class-A, Class-B and Class-C are used on board ship for construc�on of bulkhead in areas like accommoda�on, machinery space, pump room etc. The main applica�ons of such bulkhead are to contain or restrict the spread of fire in sensi�ve areas. Fire doors and fire dampers
  • Fire doors are fi�ed in fire retardant bulkhead to provide access from the same. They are self closing type doors with no hold back arrangement.
  • Dampers are provided in the ven�la�on system of cargo holds, engine room, accommoda�on etc. in order to block out excessive oxygen supply to the fire. For this, it is necessary that open and shut posi�on clearly marked for fire dampers.

Fire Detectors and Alarms :

  • Fire detec�on and alarm systems are installed in Cargo area, accommoda�on, deck areas, and machinery spaces along with alarm system to no�fy any outbreak of fire or smoke at the earliest.
  • Remote Shut and Stop System : The remote sta�on shutdown is provided to all fuel lines from fuel oil and diesel oil tanks in the machinery space and which is done by quick closing valves. Remote stop system is also provided to stop the machineries like fuel pumps, purifier, ven�la�on fans, boiler etc. in the event of fire in the engine room or before discharging fixed fire figh�ng system.

Fire Main Piping and Valves

  • The Fire Main piping which is connected to the main and emergency fire pump must be of approve type and capacity. Isola�on and relief valves must be provided in the line to avoid over pressure of the same. Fire Fighter’s Ou�it
  • Fire fighter’s ou�it is used to fight a fire on the ship made up of fire retardant material of approved type. For a cargo ship at least 2 ou�its and for passenger ship at least 4 ou�its must be present onboard. Breathing apparatus
  • There are two types of breathing apparatus. One is the self- contained breathing apparatus, some�mes called an oxygen breathing apparatus, and the other is the fresh air hose mask.
  • The self contained apparatus consists of a mouthpiece or face piede with bag and canister to purify the air and provide it to the wearer. A �mer is provided so tubes inhala�on and exhala�on valves, and other necessary fi�ngs. The type contains a breathing hat the wearer can set it before entering a compartment and be assured of not overstaying his �me.
  • The second type contains oxygen under high pressure in a cylinder. Another varia�ons of this type has no breathing bag, and the air or oxygen goes directly through a reducing valve to the head piece.
  • In using any type of respiratory equipment, the wearer should have a safety line or lifeline a�atched to him when he enters a space. The lifeline should be tended by someone who is alert for signals and who can pull his shipmate back to safety. The standard signals which should be wri�en on a plate a�atched to the lifeline are:
  • one pull -okay
  • two pulls – advance
  • Three pulls – coming out
  • Four pulls - help Interna�onal Shore Connec�on (ISC) :
  • ISC is used to connect shore water to the ship system to fight fire when the ship fire pump system is not opera�onal and is on port, lay off or dry dock. The size and dimensions are standard for all the ship and at least one coupling with gasket must be present onboard. Means of Escape
  • Escape routes and passages must be provided at different loca�on of the ship along with ladders and supports leading to a safe loca�on. The size and loca�on are designed as per the regula�on. Emergency generators
  • These generators use 12 cylinders under a 4-stroke cycle, meaning the piston moves up and backs down the cylinder twice to produce one power cycle.
  • Emergency generator on ship provides power in case the main generators of the ship fails and creates a “dead or blackout condi�on”. According to general requirement, at least two modes of star�ng an emergency

21. Working in machinery spaces 21.1. General provisions 21.1.1. All opera�ons in machinery spaces should be performed by a competent person under the supervision of a responsible officer or senior ra�ng. 21.1.2. The regula�ons of the competent authority on the guarding of every dangerous part of a vessel's machinery should apply (see also Chapter 13).

21.1.3. Reference should be made to Chapter 5 concerning protec�ve equipment. Par�cular a�en�on should be paid to protec�ng seafarers from the effects of noise.2Spaces in which hearing protec�on needs to be worn should be indicated by warning signs.

21.1.4. No work other than rou�ne du�es should be undertaken except on the orders of a responsible engineering officer. Maintenance work should be carried out in compliance with manufacturer's instruc�on manuals. When necessary, specific work should be carried out within the "permit-to-work" system (see Chapter 4). 21.1.5. Moving parts of machinery should be provided with permanent guards or other safety devices such as railings or fencing. 21.1.6. If the use of any piece of machinery or equipment is considered to be temporarily unsafe, it should be immobilized or put in a safe place or condi�on immediately and, if necessary, a warning no�ce should be posted adjacent to or at the control posi�on. 21.1.7. No guard, fencing or shielding should be removed for repair or maintenance except when the machinery to which it relates has been stopped. The machinery should not be restarted un�l the fencing or shielding has been replaced and secured. 21.1.8. All valves, pipes and fi�ngs should be adequately supported and fixed or clamped to avoid vibra�on and possible fracture. All such fixtures and supports should be properly maintained and replaced a�er maintenance. 21.1.9. All items such as steam pipes, exhaust pipes and fi�ngs which, because of their loca�on and opera�ng temperature present a hazard, should be adequately lagged or shielded. 1 At a minimum, in accordance with the STCW Regula�ons, Chapter III or any subsequent revision. Reference should be made to sec�ons 20-25 of the IMO/ILO Document for Guidance. 2 See also the Guarding of Machinery Conven�on, 1963 (No. 119), and the Working Environment (Air Pollu�on, Noise and Vibra�on) Conven�on, 1977 (No. 148). Further guidance may be obtained from the ILO Code of Prac�ce on Protec�on of Workers against Noise and Vibra�on in the Working Environment (Geneva, 1984).

Accident preven�on on board ship 86 21.1.10. The source of any oil leak should be located as soon as possible and the leak stopped. 21.1.11. Waste oil should not be allowed to accumulate in the bilges or on tank tops. Any accumula�on should be removed as soon as possible in compliance with MARPOL.1 Tank top and bilge spaces should be washed down at regular intervals or as necessary for safety. 21.1.12. A procedure should be in place to ensure that, whenever a fuel oil tank is being filled, or the contents of one are being transferred to another, it does not overflow. Such a procedure may be in wri�ng and may include permanently displayed line diagrams and par�culars. Whenever fuel oil is being loaded or transferred, the opera�on should be supervised by a competent person. 21.1.13. Bilges and mud-boxes should be kept clear of rubbish and other substances so that the bilges can be easily pumped. 21.1.14. Special a�en�on should be given to preven�ng leakages into machinery spaces of exhaust gases from boilers, inert gas plants, uptakes, etc. 21.1.15. (1) All areas should be suitably illuminated. Areas under floor plates where oil pipes are located should be painted a light colour. (2) Any light that fails should be replaced as soon as possible. (3) Temporary or portable ligh�ng

threaded part fully screwed home and locked as appropriate before any li�ing effort is applied. (2) This is par�cularly important when li�ing heavy machinery parts, when care should be taken that carbon is removed from the threaded recess, if necessary by running down the appropriate tap before screwing home the bolt. (3) Hois�ng or lowering, whether by crane or by chain blocks, should be performed only a�er all persons involved have been informed of the intended ac�on. 21.1.26. Any fric�on fit, �ghtness or adhesion of the part of any load being li�ed should be broken by wedges or tapping, and not by increasing the load on the li�ing appliance. 21.1.27. Seafarers should always stand clear of any load being li�ed and should not walk close to or underneath any load being li�ed or while it is suspended.

Accident preven�on on board ship 88 21.1.28. (1) Any tools used at heights above pla�orm level should be kept in a suitable bag or box, or secured so as to prevent them from falling. (2) A�er any repair or maintenance work, all tools and any spares or replaced parts should be checked, accounted for and properly stowed away in a safe and secure place. 21.1.29. When working alone, a person should arrange to communicate at regular and frequent intervals with other persons in the machinery spaces or on the bridge. 21.2. Boilers, unfired pressure vessels and steam pipes 21.2.1. No person should perform any opera�on on a boiler, unfired pressure vessel or steam pipe that could result in the release of steam, air, or oil except: (a) under the supervision of an engineer officer; and (b) with the knowledge and approval of the chief engineer. 21.2.2. All boilers and unfired pressure vessels and steam piping should be inspected internally and externally at regular intervals by a competent person as required by the na�onal authority. 21.2.3. No boiler or unfired pressure vessel should be operated or kept at working pressure if unsafe for use or not provided with the properly maintained fi�ngs necessary for safe opera�on. 21.2.4. (1) Before any boiler or unfired pressure vessel is opened for inspec�on, any pressure therein should be released, the contents cooled down to atmospheric temperature and the system effec�vely drained off. (2) No boiler or unfired pressure vessel should be opened or entered for inspec�on un�l adequate arrangements have been made to prevent any backflow of steam or working fluid by blanking off, or locking shut, any lines or valves that might allow such backflow of steam, hot water or exhaust gases to enter the boilers, combus�on chamber or pressure vessel. (3) The top manhole door should be knocked in first with the dogs slacked back but not removed. (4) The manhole door should be held by a rope or other means when the dogs are removed. (5) When the top manhole has been removed, the bo�om manhole door may be knocked in. (6) At all �mes while a person is in the boiler, another person should be standing by at the manhole entrance and should communicate at frequent intervals with the person inside. 21.2.5. Spaces at the top and sides of boilers should not be used for storage. 21.2.6. Safety valves should be properly sealed and maintained in good opera�onal condi�on at all �mes.

Working in machinery spaces

21.2.7. Special care should be taken to maintain water gauges in proper order. They should be checked and blown through in a proper manner by a competent person at frequent intervals. Gauges should be replaced only by a competent person. 21.2.8. The water level should be checked at all �mes when fires are alight. Should the water level fall below the glass, the boiler should be immediately secured as required. 21.2.9. (1) Care should be taken to ensure that, when ligh�ng up, the combus�on chambers have been properly purged free of gas and that no loose oil has accumulated on the furnace floor. (2) Care should be taken to ascertain that all burners are clean and properly assembled. (3) Fuel oil should be recirculated un�l all parts of the system have reached a suitable temperature before admission to the furnace. (4) When ligh�ng up a boiler, seafarers should stand clear of any openings in order to avoid a possible blowback. 21.2.10. Should a furnace fail to light for any reason when the oil valve is opened: (a) the valve should be closed; (b) the combus�on chamber should be properly purged. 21.2.11. Opera�ng instruc�ons should be displayed at each boiler. 21.3. Propulsion machinery 21.3.1. The propulsion machinery should be provided and maintained in accordance with the requirements of the competent authority and good prac�ce. 21.3.2. Maintenance should be carried out by a competent person and a responsible officer should be informed immediately if any actual, or latent, fault or defect is observed, with remedial ac�on being taken as appropriate. 21.3.3. The machinery should be stopped before any work is done by seafarers on, or using, machinery items which would cons�tute a hazard: (a) thro�le or star�ng system should be closed; (b) turning gear or a suitable brake should be engaged; and (c) a warning no�ce should be posted. 21.4. Turbines 21.4.1. The governor, low lubrica�ng oil pressure alarm and shutdown devices, and other speed limi�ng devices should be made ready to operate should abnormal opera�ons occur. Accident preven�on on board ship 90 21.4.2. Steam joints, valve gland and gland sealing arrangements should be maintained in good order to avoid excessively high humidity in the surrounding area. 21.5. Internal combus�on engines 21.5.1. Internal combus�on machinery should be maintained in safe condi�on and be regularly inspected as required by the manufacturer. 21.5.2. Scavenge trunks should be kept clean and free from loose oil and turbo blowers should be kept free of accumula�ons of oil and dirt. 21.5.3. A source of igni�on, e.g. a portable electric light or naked flame, should not be brought near an open engine crank case un�l it has been cooled and well ven�lated and un�l all explosive gases have been expelled. 21.6. Air compressors and reservoirs 21.6.1. Air compressors should be properly maintained an inspected by a competent officer. 21.7. Refrigera�on systems 21.7.1. Adequate informa�on sta�ng the opera�ng and maintenance safeguards

control-rooms and una�ended machinery spaces should be clearly displayed at entrances. 21.11. Hydraulic systems 21.11.1. Hydraulic systems should be frequently inspected by a responsible officer, properly maintained and kept free of leaks. 21.11.2. Care should be taken to avoid skin penetra�on from high pressure fluid during inspec�ons and repair of hydraulic systems. 21.11.3. The system should be purged as necessary to avoid erra�c opera�ons which could be dangerous to seafarers.

Ques�ons

  • 1.1 General
  • What is the cause of most accidents on a ship?
  • What does ISM stand for?
  • What rela�on is there between the ISM-cer�ficate of a ship and the safety on that ship?
  • Why are regular drills with the safety means necessary?
  • What precau�ons can be taken to prevent people from panicking in case of an emergency (e.g. a fire)?
  • What can happen when people panic in the case of fire on board of a ship and what could be the consequence for them?
  • How is the safety on ships regulated by the IMO?
  • What is meant by MSC?
  • What are the consequences of the SOLAS 1974-conference for Na�onal law?
  • To what ships do the SOLAS regula�ons apply?
  • Ships smaller than 500 GT do not fall within the SOLAS-rules. What regula�ons do these ships follow?
  • 2 Fire protec�on, fire detec�on and fire figh�ng
  • 2.1 Purpose
  • What is the most important issue regarding fire?
  • How can fire protec�on be realized through (ship) construc�on?
  • 2.2 Combus�on Process
  • What are the basic three elements required for combus�on?
  • What happens if a compound oxidises?
  • Give an example of a slow oxida�on process.
  • What is fire preven�on based on?
  • What is the main principle of fire figh�ng?
  • Give the components of the fire triangle and explain the connec�on between these?
  • What components are necessary to start a process of combus�on?
  • What is the flashpoint?
  • How is it possible that when the flashpoint is reached, the combus�on may cease a�er igni�on?
  • What is the igni�on temperature?
  • What is necessary for sustaining combus�on a�er igni�on?
  • How can combus�on occur without igni�on from outside?
  • What is the (self) combus�on temperature?
  • Show by means of a sketch how a solid combusts and give an explana�on.
  • Show by means of a sketch how a liquid combusts and give an explana�on.
  • What is a catalyst?
  • Give an everyday example of a catalyst that catalyses combus�on.
  • The fire triangle alone does not suffice in order to sustain a fire. Explain this statement.
  • What two factors are added to the fire triangle in order to produce the fire pentacle?
  • Give the five cons�tuents of the fire pentacle.
  • Why is knowledge of the fire pentacle important in fire figh�ng?
  • What is the func�on of fire classes?
  • What is a fire class used for?
  • Give an overview in table form of fire classes and types of fuels.
  • What fuels are in fire classes A, B and C?
  • What metals are in fire classes D?
  • 2.3 Fire Figh�ng
  • In case of fire, what should be done?
  • Name different means of fire figh�ng and explain the objec�ve(s) of each.
  • Sand is an excellent fire ex�nguishing medium, but nowadays not on ships. Why not?
  • What has replaced the sand ex�nguisher on board of ships?
  • A controlled explosion can ex�nguish oil fires when oil blows out of a hole at great pressure. Why is this not a suitable fire-figh�ng method on board?
  • 2.4 Fire Figh�ng Means
  • 2.7 Detec�on
  • Why is early detec�on of a fire on board important for successful fire figh�ng?
  • What types of fire alarms are there on a ship and why are these different types used on board?
  • Give a schema�c representa�on of a fire-alarm system and a fire-figh�ng system, name the components and explain the func�on(s).
  • 2.10 Muster list
  • What is a muster list and what its func�on?
  • 3 Life Saving Appliances
  • 3.1 Regula�ons
  • In what IMO-Issue are the regula�ons for life saving appliances laid down?
  • Which Commi�ee is involved?
  • 3.2 Lifeboats
  • What are the rules regarding capacity and posi�on of lifeboats on board of a ship?
  • What are the rules regarding capacity and posi�on of free-fall lifeboats on board of a ship?
  • What is a man-over-board boat and where is it posi�oned?
  • What are the contents of the inventory of a lifeboat?
  • How o�en should the inventory of a lifeboat be checked?
  • Since a number of years, lifeboats have to be totally closed, why is this so?
  • What addi�onal demands are made on lifeboats of oil, gas or chemical tankers?
  • Under what extreme condi�ons of list and trim must a lifeboat be able to be launched?
  • What is the stability demand on a lifeboat?
  • Why should the fuel of a lifeboat-engine never run on gasoline?
  • What measures are taken to ensure that a lifeboat-engine can operate under any circumstances?
  • What informa�on should be on the outside skin of the lifeboat?
  • What is typical of lifeboats and davits regarding energy required to launch them?
  • In case the ship sinks suddenly, how is the lifeboat launched/detached from the ship?
  • Why are davits working on gravity?
  • Why is the free-fall lifeboat always placed at the a� of the ship?
  • Sketch a free-fall lifeboat and show the posi�on of the crew on board.
  • What does the mate have to do prior to the launching of a free-fall lifeboat?
  • How can a free-fall lifeboat be li�ed back on board? Sketch this retrieval system and show how it works.
  • Under what circumstances does a free-fall boat undergo a controlled launch?
  • What happens to the free-fall lifeboat if the ship keels over?
  • Why are stored-power davits o�en present on passenger liners?
  • What are stored-power davits and how do they work? Sketch such a system and show how it works.
  • What is the advantage of placing the free-fall boat on the a� of the ship?
  • What is the most common way of bringing the lifeboat back on board?
  • 3.3 Man-over-board boat/Rescue boat
  • When does a ship have to have an MOB boat?
  • Give an example of a ship's lifeboat configura�on and state where the MOB is.
  • How is an MOB generally launched and retrieved? Sketch such a system and show how it works.
  • What is the compulsory inventory of an MOB?
  • For what tasks is the MOB-boat suitable?
  • What condi�ons are MOB-boats required to sa�sfy?
  • What auxiliary is used to launch an MOB-boat?
  • 3.4 Life ra�s
  • What are the rules regarding capacity and posi�on of life ra�s on board of a ship?
  • How are life ra�s to be launched?
  • In case the ship sinks suddenly, how is the life ra� launched/detached from the ship?
  • What are the demands for large ships regarding capacity and posi�on of life ra�s?
  • What is the demand regarding one life ra� on board when the vessel is equipped with a free-fall lifeboat?
  • Sketch a life ra� in stowed posi�on and in inflated condi�on.
  • How is a life ra� inflated?
  • How is a life ra� secured to the ship in stowed condi�on?