...Imagine being out to sea for your first time onboard a Carnival Cruise ship on a three day/four night cruise to the Western Caribbean. The weather is perfect, the seas are calm, and outside on the sundeck the entertainment on board the ship (along with a few mixed drinks) relaxes all of your worries away when all of a sudden you smell something that you shouldn’t when you are 150 miles away from land; smoke. Smoke caused by a fire in the engine room on the Carnival Cruise Ship Triumph. That’s exactly what passengers told reporters after returning to port. What happened? What caused the fire? Did response crews respond quick enough to prevent the spread of the fire? Were the appropriate maintenance checks completed as scheduled? This case study will examine these questions and others in an attempt to identify potential risk associated with passenger vessels. The Problem Improper Maintenance Upkeep In December of 2011, the Staff Chief Engineer Handing-Over (SMS Procedures, 2011) reported that three of the six Diesel Generators were...
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...extinguish fires on board an ocean-going commercial vessel.This unit incorporates the content of the previous two units TDMMF901A Fight and extinguish fires and TDMMF1201A Minimise the risk of fire and maintain a state of readiness to respond to emergency situations involving fire as the content applied to ocean-going vessels. It aligns with the AMSA approved course: SC002 ? Fire Prevention and Firefighting. | Unit Sector | Operational Quality and Safety | Pre-Requisites | The unit may be assessed in conjunction with other units that relate to the functions of the occupation(s) concerned. | Performance Criteria | 1 Carry out fire minimisation procedures 1.1 Fire hazards on board vessel are identified and action is taken to eliminate or minimise them 1.2 Responsibilities for checking fire prevention equipment and systems are fulfilled and appropriate action is taken to ensure that they are operational 1.3 An awareness and understanding of the causes of fire and its minimisation is maintained through participation in fire drills and related instructional programs 1.4 A state of readiness to respond to fire emergencies is maintained at all times 1.5Where applicable, correct techniques are applied for the setting up of foam making equipment to extinguish B Class fires on board a vessel2 Respond to emergency situations involving fire 2.1 Emergency situations involving fire are correctly identified in accordance with established nautical practice 2.2 Type of fire is identified...
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...Fire Prevention and Fire Fighting on Board a Ship INTRODUCTION Every year more and more ships are lost through fire and collision. Shipboard fire alone, however, results in more total losses of ships than any other form of casualty. The most common causes of shipboard fire are: maintenance, burning and welding are responsible for nearly 40 percent of all outbreaks. Smoking leads to countless fires that break out when no one expects. Lack of attention, spontaneous combustion and electrical faults are the major causes. The engine room is at special risk from flashbacks in oilfired boilers, leaky pipings carrying oil, overheated bearings and even the accumulation of rubbish (oil rags, dirty oil, tins of oil, etc.). According to Mikhail Grigorevich Stavitskii 1983, if most shipboard fires can be prevented, then who is responsible for preventing them? The answer is that fire prevention is the shared duty of each and every member of the crew. No fire prevention effort or program can be successful unless it involves everyone aboard ship. We have noted that every crewmember is responsible for the fire aboard ship. Similarly, every crewmember has a role in the ship's fire prevention program. Because attitude is so much a part of the fire prevention, it is also the most important part of the fire prevention program. So as with the Fire Figthing, if there is a fire aboard ship, everyone aboard ship must form the emergency response team. According to Lobo Gruppe, Oslo 1987, the...
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...Topics Fire Prevention and Fire Fighting on Board a Ship In: Other Topics Fire Prevention and Fire Fighting on Board a Ship INTRODUCTION Every year more and more ships are lost through fire and collision. Shipboard fire alone, however, results in more total losses of ships than any other form of casualty. The most common causes of shipboard fire are: maintenance, burning and welding are responsible for nearly 40 percent of all outbreaks. Smoking leads to countless fires that break out when no one expects. Lack of attention, spontaneous combustion and electrical faults are the major causes. The engine room is at special risk from flashbacks in oilfired boilers, leaky pipings carrying oil, overheated bearings and even the accumulation of rubbish (oil rags, dirty oil, tins of oil, etc.). According to Mikhail Grigorevich Stavitskii 1983, if most shipboard fires can be prevented, then who is responsible for preventing them? The answer is that fire prevention is the shared duty of each and every member of the crew. No fire prevention effort or program can be successful unless it involves everyone aboard ship. We have noted that every crewmember is responsible for the fire aboard ship. Similarly, every crewmember has a role in the ship's fire prevention program. Because attitude is so much a part of the fire prevention, it is also the most important part of the fire prevention program. So as with the Fire Figthing, if there is a fire aboard ship, everyone aboard ship must form...
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...INTRODUCTION Every year more and more ships are lost through fire and collision. Shipboard fire alone, however, results in more total losses of ships than any other form of casualty. The most common causes of shipboard fire are: maintenance, burning and welding are responsible for nearly 40 percent of all outbreaks. Smoking leads to countless fires that break out when no one expects. Lack of attention, spontaneous combustion and electrical faults are the major causes. The engine room is at special risk from flashbacks in oilfired boilers, leaky pipings carrying oil, overheated bearings and even the accumulation of rubbish (oil rags, dirty oil, tins of oil, etc.). According to Mikhail Grigorevich Stavitskii 1983, if most shipboard fires can be prevented, then who is responsible for preventing them? The answer is that fire prevention is the shared duty of each and every member of the crew. No fire prevention effort or program can be successful unless it involves everyone aboard ship. We have noted that every crewmember is responsible for the fire aboard ship. Similarly, every crewmember has a role in the ship's fire prevention program. Because attitude is so much a part of the fire prevention, it is also the most important part of the fire prevention program. So as with the Fire Figthing, if there is a fire aboard ship, everyone aboard ship must form the emergency response team. According to Lobo Gruppe, Oslo 1987, the emergency response team are consist of the following...
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...WARSHIPS PULLING OUT, TO KEEP THEIR COUNTRY FREE. AND MOST OF US HAVE READ A BOOK; OR HEARD A LUSTY TALE, ABOUT THE MEN WHO SAIL THESE SHIPS; THROUGH LIGHTING, WIND AND HAIL. BUT THERE'S A PLACE WITHIN EACH SHIP, THAT LEGEND FAILS TO TELL IT'S DOWN BELOW THE WATERLINE, IT TAKES A LIVING TOLL A HEATED METAL LIVING HELL THAT SAILORS CALL "THE HOLE". IT HOUSES ENGINES RUN BY STEAM, THAT MAKES THE SHAFTS GO ROUND. A PLACE OF FIRE AND NOISE AND HEAT, THAT BEATS YOUR SPIRITS DOWN. WHERE BOILERS ARE THE HELLISH HEART, WITH BLOOD OF ANGRY STEAM; THESE MOLDED GODS WITHOUT REMORSE, LIKE NIGHTMARES IN A DREAM. THE ROARING FIRES POSE A THREAT LIKE LIVING LIFE IN DOUBT, FOR AT ANY MINUTE WITHOUT SCORN, COULD ESCAPE AND CRUSH YOU OUT. WHERE TURBINES SCREAM LIKE TORTURED SOULS, ALONE AND LOST IN HELL, WITH ORDERS FROM SOMEWHERE ABOVE, THEY ANSWER EVERY BELL. THE MEN WHO KEEP THE FIRES LIT, AND MAKE THE ENGINES RUN, ARE STRANGERS TO THE WORLD OF LIGHT, AND RARELY SEE THE SUN. THEY HAVE NO TIME FOR MAN OR GOD, NO TOLERANCE FOR FEAR, THEIR ASPECT PAYS NO LIVING THING THE TRIBUTE OF A TEAR. THERE'S LITTLE THAT MEN CAN DO, THAT THESE MEN HAVE NOT DONE, BENEATH THE DECKS, DEEP IN THE HOLE, TO MAKE THE ENGINES RUN. AND EVERY HOUR OF EVERY DAY, THEY KEEP THEIR WATCH IN HELL, FOR IF THE FIRES EVER FAIL, THEIR SHIPS A USELESS SHELL. WHEN SHIPS CONVERGE TO HAVE A WAR UPON AN ANGRY SEA, THE MEN BELOW JUST GRIMLY SMILE AT WHAT THEIR FATE MIGHT BE. THEY'RE LOCKED BELOW, LIKE...
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...towards Fire Onboard Chapter 1 Introduction to the Study Chapter one is divided into five parts: Background of the Study, Statement of the Problem, Significance of the Study, Definition of Terms, and Delimitation of the Study. Part one, Background of the Study gives the overview or rationale of the research problem. Part two, Statement of the Problem identifies the general and specific problems. Part three, Significance of the Study itemizes the benefactors and their respective benefits that they could derived from the result of the study. Part four, Definitions of Terms, includes the key terms used in the study, which are defined conceptually and operationally. Part Five, Delimitation of the Study, explains the nature, coverage, period of the study. Background of the Study Fire is combustion or burning, in which substances combine chemically with oxygen from the air and typically give out bright light, heat and smoke (Oxford Dictionary, 2013). Onboard the vessels there are tons of liquid fuel, electrical equipment, engine, boiler, and the cargo that is being loaded. Therefore, Fire onboard ship is one of the most dangerous and disastrous incidents that can happen onboard. Because, Fire onboard can damaged the environment, property including the ship itself and most of all the life of the person’s onboard. Every year more and more ships are lost through fire and collision. Shipboard fire alone, however, results in more total losses of ships than any...
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...Philippines INTERNATIONAL SHIP AND PORT FACILITY SECURTIY CODE In partial fulfillment of the Case Study and presentation for: Issues and problems in the Maritime Industry being addressed by ISPS Sunken Ships Submitted to: ENS. GRACIANO C. CONSORIO PCG (Ret) Instructor Submitted by: Group Number 2 I. Introduction The sea is a large body of salt water that is surrounded in whole or in part by land. More broadly, the sea is the interconnected system of Earth's salty, oceanic waters—considered as one global ocean or as several principal oceanic divisions. Moreover, it has served as a home for marine and aquatic environment and also as defined roads for marine transportation in the conduct of trade and civilization. In spite of the glorious facts accounted, the sea was also the venue and sole witness of such tragedies, catastrophes known as maritime incidents. By definition, maritime incident means any occurrence, other than an accident, that is associated with the operation of a ship and effects or could affect the safety of operation. From the initiation of transport at sea up to the present, tremendous accounts of maritime incidents can be noted and such incidents lead to countless loss of lives, property, and the environment. With these adverse effects at hand, major approaches can further explain the importance of such incidents. From a historical approach, the first transport at sea was accounted as trade using small wooden boats which later grew to ships and other vessels...
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...intrigued by the Between Action and the Uknown the Art of Kazou Shiraga and Sadamasa Montonaga exhibit. Several of the works that stood out to me used a variety of color and evoked feelings of sadness. In this paper I will analyze the feelings created by Kazou Shiraga in Difficult Voyage. The intense texture, use of contrasting colors, and the subject matter of a sinking ship culminates in feelings of sadness and despair while looking at Difficult Voyage. At the Dallas Museum of Art I saw Difficult Voyage by Kazou Shiraga and the painting really stuck with me. The painting tells a story through time about an accident on a ship. In the painting there are three recreations of the same ship in various states of being. The first ship towards the top is light and floating through the water normally with a relaxed passenger appearing safe and innocent. The second ship is on brighter as it is on fire and the passenger onboard is no longer calm but is working to stop the fire from sinking the ship. The third ship is partially submerged and the passenger is now dead and whiter than a ghost but the ship is covered in red. The painting has a very rough texture to it that alters how the light hits separate parts of the painting causing them to appear differently as the sun passes overhead. In addition the colors used shine daylight from the paintings light source on part of the painting while other parts are left in relative darkness. The painter uses a combination of pale...
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...Grade-Lieutenant Surface Warfare Officer-1110 Community Overview. Surface Warfare Officers are Navy officers whose training and primary duties focus on the operation of Navy ships at sea and the management of various shipboard systems. Their ultimate goal is to command a Navy surface ship. Navy systems such as the vertical launch system that fires surface-to-air and cruise missiles require the skills and expertise of people trained in high-tech fields. The Navy provides this training. Like all Navy officers, surface warfare officers are graduates of civilian or military colleges Job Description As the CICO onboard an USS naval war ship, the junior officer will be starting their second tour division officer tour. The junior officer will work for the Operation Officer onboard, in the Operation department. The description of the job blends in with the understanding that SWO’s are dynamic beings, that are required to conduct a variety of jobs onboard a ship. The following are basic descriptions of what the job as a CICO details. 1. Overall in charge of proper watch standing and execution of CIC personnel ( Operation Specialist and Cryptologic Technician-Technical) 2. Enforcing proper protocol is followed by all personnel while in CIC, per CO’s instruction 3. CIC properly prepared for all evolutions, ensuring the ship...
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...Julius. He probably took enough troops with him to guard the prisoners, or even kill them if necessary. As a Roman Citizen Paul had greater privileges than the other prisoners. It is also clear that Julius liked Paul and treated him with respect. Aristarchus of Thessalonica is mentioned as a fellow passenger. He too was on his way to trial. The narrative changes from third person to first suggesting that Luke was on board with Paul. Some scholars suggest that he may have signed up to be the ships doctor. It was not a direct journey to Italy. Passengers could travel as far as a ship was going was going in their direction, disembark and then join on another ship whenever one was available. The first ship used sailed out of Adramyttium, a port on the northwest coast near Traos. It stopped at Sideon to unload and load cargo and Julius let Paul visit his friends although he was accompanied by a soldier. Fernando describes how this was one of Julius’ first acts of kindness towards Paul. The ship sailed north up the east side of Cyprus, headed north to the coast of Cilicia and turned West past Pamphylia. Paul and...
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...International Convention for the Unification of Certain Rules of Law relating to Bills of Lading ("Hague Rules"), and Protocol of Signature (Brussels, 25 August 1924) The President of the German Republic, the President of the Argentine Republic, His Majesty the King of the Belgians, the President of the Republic of Chile, the President of the Republic of Cuba, His Majesty the King of Denmark and Iceland, His Majesty the King of Spain, the Head of the Estonian State, the President of the United States of America, the President of the Republic of Finland, the President of the French Republic, His Majesty the King of the United Kingdom of Great Britain and Ireland and of the British Dominions beyond the Seas, Emperor of India, His Most Supreme Highness the Governor of the Kingdom of Hungary, His Majesty the King of Italy, His Majesty the Emperor of Japan, the President of the Latvian Republic, the President of the Republic of Mexico, His Majesty the King of Norway, Her Majesty the Queen of the Netherlands, the President of the Republic of Peru, the President of the Polish Republic, the President of the Portuguese Republic, His Majesty the King of Romania, His Majesty the King of the Serbs, Croats and Slovenes, His Majesty the King of Sweden, and the President of the Republic of Uruguay, HAVING RECOGNIZED the utility of fixing by agreement certain uniform rules of law relating to bills of lading, HAVE DECIDED to conclude a convention with this object and have appointed the following...
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...Home Front in WW1 Recruitment Volunteers * At beginning army was only small with only 250 000 men, needed 1 mill at least * Germany and enemies armies already bigger * Used propaganda * “pals battalions” large groups encouraged to sign up together as guaranteed to fight together * Half a million signed up In the first month * March 1916-2.5 mill volunteers * Downside * Families and towns lost all men * Questioned their return * Why did they join? * Posters * Get away from dull everyday life * Share in the excitement * Thought it their duty Conscription * Clear war not over by Christmas * Casualties had to be replaced, prepare from battle of the Somme November 1916 and replace thousands of dead after * Volunteers were running out – released harsh truths as people returned injured or not at all * Jan 1916 – unmarried men 18-40 * March 1916 – married men also * 1 in 3 conscripted between 1916 -18 * Meant gov had more control over work forces at home as the not conscripted were skilled workers that stayed to do jobs that couldn’t be replaced and helped the war effort Contentious objectors * Object to war for religious or humanitarian reasons * Had to convince a tribunal if they were genuine or coward * If convinced then they would help on the front line eg drive ambulances or war work at home eg mining * If rejected then sent to army, if they...
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...International Business Law Incoterms 2000 (International Rules for the Interpretation of Trade Terms) supports business groups including manufacturing, shipping and banking industries worldwide. Inconterms include thirteen trade terms classified into four groups (E,F,C and D) plus their variations. The terms are grouped in Exibit 5.5 which arranges the terms with the minimum responsibility of the seller and maximum of the buyer appearing at the top and oppose to that minimum responsibility of the buyer and maximum of the seller appear at the bottom. E Terms place the lowest amount of responsibility on the seller. The seller needs to make goods available at its factory and present the buyer with an invoice for payment. The buyer must arrange all transportation and bear all risks and expenses of the journey for payment and also have to clear the goods for export by obtaining export licenses from the U.S. government. F Terms are shipment contracts, under these terms seller is required to deliver the goods to the designated point of departure ‘‘free’’ of expenses or risk to the buyer. The risk of loss passes from seller to buyer, buyer arranges the transportation and pays all freight costs. F terms are also used when the buyer has contracted for a complete shipload of materials or commodities and thus had reason to assume the responsibility for arranging carriage. These terms can also be used because the buyer feels that it can obtain better freight rates than the seller...
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...discussed. Key Words: Problem identification, shipbuilding industry, Shipyards. INTRODUCTION Bangladesh is a maritime nation with 1,66,000 sq. km area of sea, abundance with living and nonliving resources1. There are more than 200 rivers all around the country, with a total length of about 22,155 km, which occupy about 11% of total area of the country. Here rivers and water transports play a vital role for economical and commercial activities in Bangladesh. Major export and import of Bangladesh (about 85%) is also traveled by sea2. At present more than 5,000 inland/coastal ships have been plying all over the country, which carry more than 90% of total oil product, 70% of cargo and 35% of passengers. More than 1,00,000 skilled workers and 150,000 semi-skilled workers are employed in this laborintensive industry3. All inland ships are constructed and repaired in local shipyards. Bangladesh harbours the second largest ship breaking industries in the world. They are the prime source of raw material including plate, frame,...
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