(skripta)

ENGLESKI JEZIK U struci (2. razred)

Jana Kegalj

2014./2015.

1) BASIC EXPRESSIONS FILL IN THE GAPS WITH: frayed, corroded, bend, crushed, cracked, worn, loose, leaking,

dented, scratched

1) It is hard to _______ an iron bar.

2) The wall is _________.

3) Do not use that rope, it is _________.

4) The back of the car was badly _________ in the collision.

5) The pipes are badly ___________ as a result of sea water effect.

6) A cooling water pipe joint is ____________ slightly on cylinder no. 2.

7) Look at the washer! It is all _____________.

8) After the collision, the ship’s hull is __________ at the port side.

9) The cylinder walls are ____________ because of particles in the cylinder.

10) The bolts are too _________, they will fall off.

FILL IN THE GAPS WITH THE APPROPRIATE WORD FOR REPAIRING:

1) The string is too short. It needs _____________.

2) The handle is in the wrong place. It needs _____________.

3) These screws are too loose. They should be ______________.

4) The battery is flat. You have to _______________ it.

5) The hole is too small. It has to be ______________.

6) The blades are too blunt. You should ______________ them.

7) The gears turn the wrong way. They should be ______________.

8) The lever is too stiff. It must be ______________.

9) The pipe is leaking. It needs _______________.

10) The shelves are rather weak. They need ________________.

MATCH THE TOOL WITH ITS OPERATIONS:

1) lathe a) tool used for screwing and unscrewing screws

2) grinding machine b) a machine which makes holes

3) milling machine c) tool used for turning nuts

4) boring machine d) machine used for various operations if suitable attachments are

added

5) pliers e) machine used for rectangular cutting

6) wrench f) a tool used to hold objects firmly, for bending and compressing

7) screwdriver g) tool with a blade used for cutting metal

8) hacksaw h) machine for smoothing a surface

PUT THE APPROPRIATE VERB IN THE SENTENCE:

1) If you leave an iron bar in water, it __________.

2) If you leave a bowl of water in the hot sun, the water ________________.

3) When you heat a metal bar, it _____________.

4) When you cool a metal bar, it _____________.

5) The thermostat ______________ the temperature if it gets too cold.

6) A spark from an engine _____________ the fuel.

2) Modern Engine Room

The modern engine room is a conglomeration of gears, generators, compressors, separators,

boilers and every kind of mechanical contrivance imaginable, all linked together by a network

of pipelines, regulators and valves to form a complex power house.

A modern engine room is many decks high and most of the decks are in the form of galleries

in order to permit the location of diesel alternators, air compressors and receivers, fuel oil and

lubricating oil treatment units, valves, pumps, tanks, etc.

The main machinery is usually located at the floor plate level so that there is a wide clear

opening over it. This arrangement enables removal of large machinery without the need of

tearing up decks, piping or other equipment.

An overhead gantry crane is used to lift the heavy components of machinery such as engine

blocks, cylinder liners, pistons, connecting rods, crankshafts or turbine casing and rotors

during repairs or inspections.

The decks in the engine room are usually made of special non-skid plates and steel gratings.

The advantages of gratings:

permit observation of activity below

are easily removed

What does the engine room of a modern ship look like?

Where is most auxiliary machinery located?

Why must the space over the main machinery be left clear?

What is the engine room gantry crane used for?

What are engine room decks made of?

What are the advantages of the floor gratings?

A) ER CONTROL ROOM

The engine room remote control station is usually located on a raised platform and is air-

conditioned as well as sound-insulated.

The control room is the place from where the engineers can remotely control:

the main engine

other vital machinery such as generators, main compressors, steering

gear unit pump, main pumps, etc.

Operating data such as pressures, temperatures, tank levels, speed, rev/min, etc. are

automatically displayed and recorded if necessary.

The station is equipped with a control stand (control desk), besides including the main

switchboard, divided in conscpicious sections containing the main remote controls, display

and alarm instruments.

A communication system connects the control station to the wheelhouse, engineers’ living

quarters as well as to other parts of the ship.

B) SHIPBOARD AUTOMATION

Most of newly-built ships today are provided with fully-automated unattended machinery

space (UMS).

Automated control

is more acurate and vigilant than manual control

improves supervision efficiency and spots incipient faults more readily

than human eyes

allows the ER staff more time to deal with maintenance problems

cuts down maintenance costs

prevents long delays due to engine failure

reduces consumption of fuel

reduces crew requirements = reduces operational costs...

What benefits does automatic control provide to the engine room staff?

What benefits does automatic control provide to the shipowner?

What items can be controlled from the ER station?

What does the control stand (control desk) consist of?

What is the engine room communication system linked to?

What is data logging?

3) STANDARD ENGINE ORDERS

1) Arrange the phrases:

Astern/full/emergency -

Half/thruster/starboard/to/stern -

Bow/stop/thruster -

Ahead/engine/half/starboard -

Slow/port/astern/engine/dead -

Port/full/thruster/to/bow -

Engine/slow/port/ahead –

2) Translate exercise 1:

3) Supply the missing words: slow, ahead, engines, affecting, both, manoeuvre, twin

In vessels fitted with ________ propellers, the word "both" should be added to all orders

__________ both shafts, e.g. "Full ahead ____", and „______astern both", except that the

words "Stop all __________" should be used, when appropriate. When required to

__________twin propellers independently, this should be indicated, i.e. "Full

________starboard", "Half astern port", etc.

4) Translate the phrases:

Lijevi stroj pola snage krmom -

Krmeni porivnik svom snagom desno -

Zaustavi pramčani porivnik -

Pozor u stroju -

Hitno punom snagom naprijed -

Desni stroj lagano naprijed -

Pramčani porivnik pola snage desno -

Zaustavite sve strojeve -

6) ENGINE ROOM LOG

During the watch a log is kept of the various parameters of the main and auxiliary equipment.

This may be a manual operation provided automatically on modern vessels by a data logger.

A typical log book page for a slow speed diesel driven vessel is shown below.

The hours and minutes columns are necessary since a ship, passing through time zones, may

have watches of more or less than four hours. Fuel consumption figures are used to determine

the efficiency of operation, in addition to providing a check on available bunker quantities.

Lubricating oil tank levels indicate engine oil consumption. The sump level is recorded and

checked that it does not rise or fall, but a gradual fall is acceptable as the engine uses some oil

during operation. If the sump level were to rise this would indicate water leakage into the oil

and investigation into the cause must be made.

The engine exhaust temperatures should all read about the same to indicate an equal power

production from each cylinder. The various temperature and pressure values for the cooling

water and lubricating oil should be at, or near to, manufacturer’s designed values for the

particular speed. Any high outlet temperature for cooling water would indicate a lack of

supply to that point.

Various parameters for the main engine turbo-blowers are also logged. Since they are high

speed turbines the correct supply of lubricating oil is essential. The machine itself is water

cooled since it is circulated by hot exhaust gases.

Various level and temperature readings are taken of heavy oil tanks, both settling and service,

sterntube bearing temperatures, engine room temperature, etc.

The operating diesel generators will have their exhaust temperatures, cooling water and

lubricating oil temperatures and pressures logged in much the same way as for the main

engine. Of particular importance will be the log of running hours since this will be the basis

for overhauling the machinery.

Other auxiliary machinery and equipment, such as heat exchangers, fresh water generator

(evaporator), boiler, air conditioning plant and refrigeration plant will also have appropriate

readings taken.

There will usually be summaries or daily account tables for heavy oil, diesel oil, lubricating

oil and fresh water, which will be compiled at noon. Provision is also made for remarks or

important events to be noted in the log for each watch.

The completed log is used to compile a summary sheet or abstract of information which is

returned to the company head office for record purposes.

1. In addition to the various duties, what is the watch engineer in charge of?

2. How are instruments readings taken and recorded in automated plants?

3. Why must engine operation constantly be monitored?

4. What parameters are entered in the log book?

5. Besides main engine particulars, what other data must be logged?

6. What is important to know about diesel generators?

7. What do daily account table indicate?

8. What is also noted in the log book besides particulars relating to engines and

equipment?

9. What must the Chief engineer prepare on the basis of the engine room log book?

7) INTERNAL COMBUSTION ENGINES Internal-combustion engines are machines that convert heat into mechanical energy.

In internal-combustion engines, burning of the fuel inside a tightly closed cylinder results in

expansion of gases. The pressure created on top of a piston makes it move. The back-and-

forth motion of a piston is known as the reciprocating motion (straight-line motion). This

motion must be changed to rotating (turning) motion to perform a useful function, such as

propelling a ship or driving a generator to produce electricity.

All internal-combustion engines rely on three things: fuel, air and ignition. Fuel contains

energy for engine operation, air contains oxygen necessary for combustion, and ignition starts

the process of combustion.

All internal-combustion engines consist of one or more cylinders that are closed off at one end

and have a piston driving up the other end. Cylinders may be arranged either in a straight line

(in-line) or in a V shape. When a piston slides downward as a consequence of the pressure of

expanding gases inside a cylinder, the upper end of the connecting rod moves downward

together with the piston. The lower end of the connecting rod moves down in a circular

motion. This makes the crankshaft rotate.

There are different kinds of internal-combustion engines. The most commonly used nowadays

are diesel and petrol engines. Diesel engines are extensively used in ship propulsion, and

petrol engines in the automotive industry.

DIESEL ENGINE TYPES

A diesel engine operates with a fixed sequence of events which are achieved either during

four or two strokes. A stroke is defined as the distance the piston travels between its top and

bottom points.

Various engine designs can also reflect the way the piston acts. According to this, diesel

engines may be classified as single acting, when one side of the piston and one end of the

cylinder are used to develop power, and double acting, if both piston sides and both cylinder

ends are used to produce power.

Considering the way the piston is attached to the upper end of the connecting rod we can

distinguish two types: a trunk-piston engine (if the piston is directly connected with it) and the

crosshead engines (if indirectly connected).

Diesel engines usually have three general speeds ranges, in which they are classified: low -

speed diesels – 50 – 300 rpm, medium-speed diesels – 300 – 1000 rpm, and high -speed

diesels – above 1000 rpm.

According to their drive, engines may be classified as direct-coupled engines, i.e. coupled

directly to the propeller shaft (also called direct drive engines) and geared engines, i.e.

coupled to a reduction gear mechanism (indirect drive engines). If engines can rotate in both

clockwise and anticlockwise direction, they are known as reversible engines. When they

cannot run in the opposite direction, they are called non-reversible.

8) FOUR-STROKE ENGINE

The four stroke cycle is so called because it takes four strokes of the

piston to complete the processes needed to convert the energy in the

fuel into work. Because the engine is reciprocating, this means that the

piston must move up and down the cylinder twice, and therefore the

crankshaft must revolve twice.

The four strokes of the piston are known as the induction stroke, the

compression stroke, the power stroke, and the exhaust stroke. Students

sometimes remember this as "suck, squeeze, bang, blow."

1. INDUCTION: The crankshaft is rotating clockwise and the piston is moving down the

cylinder. The inlet valve is open and a fresh charge of air is being

drawn or pushed into the cylinder by the turbocharger

2. COMPRESSION: The inlet valve has closed and the charge of

air is being compressed by the piston as it moves up the cylinder.

Because energy is being transferred into the air, its pressure and

temperature increase. By the time the piston is approaching the top

of the cylinder (known as Top Dead Centre or TDC) the pressure is

over 100 bar and the temperature over 500°C

3. POWER: Just before TDC fuel is injected into the cylinder by

the fuel injector. The fuel is "atomised" into tiny droplets. Because

they are very small these droplets heat up very quickly and start to

burn as the piston passes over TDC. The expanding gas from the

fuel burning in the oxygen forces the piston down the cylinder,

turning the crankshaft. It is during this stroke that work energy is

being put into the engine; during the other 3 strokes of the piston,

the engine is having to do the work.

4. EXHAUST: As the piston approaches the bottom of the cylinder (known as Bottom

Dead Centre or BDC) the exhaust valve starts to open. As the piston now moves up the

cylinder, the hot gases (consisting mostly of nitrogen, carbon dioxide, water vapour and

unused oxygen) are expelled from the cylinder.

As the Piston approaches TDC again the inlet valve starts to open and the cycle repeats

itself.

TWO-STROKE ENGINE

It may surprise you to learn that the biggest diesel engines in use operate on the two stroke

principle. If you have experience of the two stroke petrol engine you will

know that it causes more pollution than a four stroke petrol engine. This

is because oil is mixed with the petrol to lubricate the crankshaft

bearings, and a lot of unburnt petrol/oil/air mixture is discharged to the

atmosphere.

The two stroke Diesel engine does not mix fuel or oil with the

combustion air. The crankshaft bearings are lubricated from pressurised

oil in the same way as a four stroke engine.

The two stroke cycle is so called because it takes two strokes of the

piston to complete the processes needed to convert the energy in the

fuel into work. Because the engine is reciprocating, this means that the

piston must move up and down the cylinder, and therefore the

crankshaft must revolve once.

1. The crankshaft is revolving clockwise and the piston is moving up

the cylinder, compressing the charge of air. Because energy is being

transferred into the air, its pressure and temperature increase. By the

time the piston is approaching the top of the cylinder (known as Top

Dead Center or TDC) the pressure is over 100 bar and the temperature

over 500°C

2. Just before TDC fuel is injected into the cylinder by the fuel

injector. The fuel is "atomised" into tiny droplets. Because they are

very small these droplets heat up very quickly and start to burn as

the piston passes over TDC. The expanding gas from the fuel

burning in the oxygen forces the piston down the cylinder, turning

the crankshaft. It is during this stroke that work energy is being put

into the engine; during the upward stroke of the piston, the engine is

having to do the work.

3. As the piston moves down the cylinder, the useful energy from the burning fuel is

expended. At about 110° after TDC the exhaust valve opens and the hot exhaust

gas (consisting mostly of nitrogen, carbon dioxide, water vapour and unused oxygen)

begin to leave the cylinder.

4. At about 140º after TDC the piston uncovers a set of ports known as

scavenge ports. Pressurised air enters the cylinder via these ports and

pushes the remaining exhaust gas from the cylinder in a process known

as "scavenging". The piston now goes past Bottom Dead Centre and

starts moving up the cylinder, closing off the scavenge ports. The

exhaust valve then closes and compression begins

11) KEEPING WATCH

The watch consists of an Engineer Officer in charge with one or more ratings. Each member

of the watch should have a thorough knowledge of his duties, the safety equipment in the

machinery space and the survival procedures in case of emergency. In addition with being

familiar with the location and operation of the fire-fighting equipment, he should be able to

distinguish the different alarms and perform the action required, use the communication

systems to summon help and be aware of the escape route from the machinery space.

At the beginning of the watch the Engineer Officer in charge should note if there are any

special orders or instructions relating to the operation of the main machinery or auxiliaries. He

should verify the current operational parameters and the condition of all machinery and see if

these correspond to the log readings.

All records are important but a careful watch should be kept on exhaust temperatures. A

sudden rise in the temperature of the exhaust gas from the cylinder is a certain indication that

some part in that cylinder needs attention.

Upon taking over duty the Engineer Officer should verify that the amount of fuel oil in the

service tank is sufficient for the duration of the watch. The level of the other tanks containing

fresh water, lubricating oil, slop, etc. should also be checked.

At appropriate intervals inspections should be made of the main propulsion plant, auxiliary

machinery and steering gear spaces.

Any routine adjustment may then be made and malfunction and breakdowns can be noted,

reported and corrected. During these tours of inspection bilge levels should be noted, piping

and systems observed for leaks and local indicating instruments can be read.

In addition to these regular tasks other repair or maintenance tasks may be required of the

watchkeeping personnel. Bridge orders must be promptly carried out and a record of any

changes in speed and direction should be kept. When under standby or manoeuvring

conditions with the machinery being manually operated the control unit or console should be

continually manned.

Where a situation occur in the machinery space which may affect speed, manoeuvrability,

power supply or other events essential for the safety of the ship, the bridge should be

informed as soon as possible.

This notification should preferably be given before any changes are made to enable the bridge

to take appropriate action.

The Engineer in charge should notify the Chief Engineer of any serious occurrence or a

situation where he is unsure of the action to take, as for example, if any machinery suffers

severe damage or a malfunction occurs which may lead to serious damage. However, where

immediate action is necessary to ensure the safety of the ship, its machinery and crew, it must

be taken by the Engineer in charge.

1. What system of watches is usually adopted on board traditionally manned vessels?

2. What must each watchkeeper be perfectly acquainted with?

3. What should each crew member be able to do in case of emergency?

4. Why does the engineer first look at the Notice-board (engine room black board) when

taking over the watch?

5. Why must particular attention be given to the exhaust temperature?

6. When is the watchkeeping engineer required to be at the control unit or console?

7. What may personnel be required to do besides current watchkeeping tasks?

8. What orders come there from the bridge?

9. What situation should immediately be notified to the bridge?

10. When should the Chief Engineer be summoned to the engine room?

12) FIRE ON BOARD

A fire on a ship is one of the most dangerous incidents which can happen on board. If the fire

is detected in good time, the crew can prevent larger damages by taking immediate measures

– such as fighting the fire by use of a fire hose under breathing protection.

If the fire has already spread, professional aid is absolutely needed, which can be rendered

via helicopter or by ship.

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 the most obvious: maintenance burning and

welding are responsible for nearly 40 per cent 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.).

Fire fighting at sea includes three distinct stages: detection, -locating the fire; alarm-

informing the rest of the ship; control –actuating the means of extinguishing the fire.

The causes of engine room fires can usually be traced back to a lack of maintenance or bad

watchkeeping practices. They are usually caused by fuel spills, overheating components or

careless use of electric welding or gas brazing gear.

There are two ways of fighting fire on board a ship - by using portable marine fire fighting

equipment or by using different types of fixed fire fighting installations.

The type of system used for fighting fire depends on the intensity and type of fire. Moreover,

not all types of fixed fire installation systems can be used for any type of ship.

A specific type of fixed fire fighting installation can be used only for a certain type of ship. In

this article we will learn about a ship's fire main or the main fire fighting installation system.

A ship's main emergency fire system consist of a specific number of fire hydrants located at

strategic positions across the ship. A series of dedicated pumps are provided to supply to

these fire hydrants. The number and capacity of pumps required for a particular type of ship is

decided by an international governing authority.

All these pumps are supplied power from the main power system. Apart from that, an

emergency fire pump is also provided, which is located remote from the machinery space.

The emergency fire pump has its own independent means of power source, which can be

used to take over in case of main power failure.

Moreover, all the hydrant outlets are provided with an isolating valve so as to isolate those

valves which are not in use. The fire hydrants are also provided with standard size flanges in

order to attach hoses which have nozzles attached to them. All the hoses are provided with

snap in connectors for easy and quick engaging and disengaging operation.

The nozzles attached to the hoses are generally of two types - jet and spray, depending on the

type of discharge required for extinguishing the fire. Both the nozzles can be adjusted

according to the type of spray and flow required, which could be played over the fire to cool it

without spreading.

The pumps are connected with the main seawater connection, having appropriate head to

prevent any type of suction problem.

The valves supplying water to these pumps are always kept open to provide a constant supply

of sea water to fight fire at any point of time.

Though sea water is the best mode of fighting fire, the main emergency fire fighting system

can only be used on fires of Type A.

However, in case of class B fires, if all modes for extinguishing fire fails, seawater from main

emergency system can be used.

Type of fire Fuel

Class A (General fire) Wood,Paper,Cloths etc.,

Class B (Oil fire) Flammable liquids – gasoline, oil, grease etc.,

Class C (Electrical fire) Electrical cables and electrical motors,switchboards

etc.,

Class D (Chemical fire) Chemicals – Reactive chemicals and Active metals

1. Dry Powder Fire Extinguisher– it has a black band around the body and is used for

extinguishing electrical and liquid fires.

2. Foam Fire Extinguisher – this has a yellow band around the body and is used for

extinguishing oil fires.

3. Water Fire Extinguisher – this has a red band contained between two thin white bands

around the body. It is used to extinguish paper, wood and cloth.

4. CO2 Fire Extinguisher – this has a black band around the body and is used to

extinguish electrical and liquid fires.

Remember, only the Dry Powder and CO2 extinguishers should be used on electrical fires.

A fire, if detected quickly, can be fought and brought under control with a minimum of

damage. The use of fire detection devices is, therefore, increasing particularly in view of

reduced manning and unmanned machinery spaces.

Three phenomena associated with fire are used to provide the alarm: smoke, flames, and heat.

The smoke detector makes use of two ionisation chambers, one open to the atmosphere and

one closed. Smoke detectors are used in machinery spaces, accomodation areas and cargo

holds.

Heat detectors are used in places such as the galley and laundry where other types of

detectors would give off false alarms.

Ships engine rooms are susceptible to fires and explosions, as well as the engines themselves.

However, there is firefighting equipment in a ship’s engine room to combat these hazards,

such as hand held fire extinguishers and seawater hydrants/ hoses; CO2 or mist injection

being used in engine spaces

Ship's engine rooms are the usual sources of shipboard fires; either from a fire in the engine

room, or an engine internal fire or explosion causing a subsequent fire. The main portable

means of fire fighting equipment are the different types of hand held extinguishers. These are

located throughout the engine room at different levels, along with hoses and hydrants

supplied by the seawater pumps. Fires in the engine internal spaces can be attacked and

extinguished using inert gas such as CO2, foam, or water mist sprays.

The causes of engine room fires can usually be traced back to a lack of maintenance or bad

watchkeeping practices. They are usually caused by fuel spills, overheating components or

careless use of electric welding or gas brazing gear.

It is imperative to combat the risk of engine room fires by maintaining the fuel and lube oil

systems, more so on diesel engine ships than steam turbines; although I have had a few hairy

oil-fired boiler room moments where the donkey man has used sawdust to mop up burner oil

spills, instead of sand from the old red-painted sand bucket. There must be constant vigilance

against leaking oil of any type, pipes and unions being especially vulnerable. Any leaking or

damaged fuel pipe should be reported to the senior engineer immediately. There is not much

you can do about oil spraying onto a hot exhaust, except shut off the supply and fight the

fire, however but engine room housekeeping is another matter, this is something that we can

all participate in.

The engine room should be kept clean and tidy, free from inflammable materials such as

wooden crates, cardboard boxes, oily rags and paper. Any oil spills should be cleaned up

immediately and the source investigated, repaired and logged. An engine room No Smoking

Policy should be enforced, which should stop people stubbing out their cigarette ends in a

sand bucket!

Sprinkler system: The more modern type of water nozzles supply a very fine mist rather than

a flow of water. These systems cover of different areas of the engine room, but not the

switchboard or the electrical generating component of the power generators. The sprinkler

system can be operated automatically by sensors or manually by the engineer. This starts the

water booster pump and opens up the compressed air supply which can be from dedicated

high pressure air bottles or the engine air-start receivers.

As we all know water is not normally used on oil fires but, because fine mist is injected into

the area it not only starves the fire of oxygen, but also dissipates the smoke.

Fire Extinguishers: There are four main types of fire extinguishers all colored red nowadays,

with a different colored band around the top of the body, denoting the type of medium it

contains. They are operated by removing the protective pin, before pulling the trigger

smartly.

Fire extinguishers are usually stored in a container together as shown below in a group of

four; one of each type. The containers are positioned at different levels in the engine room at

high fire risk locations.

Fire Hydrants and Hoses: These are positioned throughout the engine room; a fire axe is

sometimes alongside the fire hoses. The hydrant valves should be opened; hoses run out and

discharged to the bilges at regular intervals to ensure operation.

Aqueous Film Forming Foam (AFFF): Known as AFFF and (pronounced A triple F) was

developed in the sixties and is a great innovation to firefighting not only in ship’s engine

rooms, but on oil and gas platforms worldwide. AFFF is supplied in its own containers and

added to an AFFF storage tank and is operated by pressurized seawater. The seawater mixes

with the specialist liquid and exits the 11/2" rubber hose through a brass nozzle as a

pressurized film of thick, viscous foam. This is directed to the base of the fire, quickly

smothering the flames, dissipating the heat, smoke and fumes.

Firefighting Team and Equipment

This is a dedicated team with a team leader in charge, who attend regular courses when on

leave. The team is usually made up from members of the crew, engine room and deck

officers. They practice fire drill, evacuation and rescue operations regularly on the deck,

accommodation and engine room areas.

Breathing Apparatus Set

The BA set consists of an oxygen tank which is strapped to the firefighters back, supplying a

full face mask with oxygen.

Personal Protection

This consists of loose fitting fire retardant clothes, fire retardant boots and a yellow fireman's

safety helmet; team leader having a red band around his helmet.

Radio Medical Radio Medical is an advanced medical consultation service by telephone, telegraphy or by

other communication means, where a specially trained doctor makes a diagnosis, prescribes

medicine, and gives advice and instructions about the treatment of the patient onboard. In the

case of an emergency he makes the decision about evacuation if the ship’s position allows it.

Sometimes Radio Medical advice can be obtained from another ship in the vicinity carrying a

doctor onboard. It is better to exchange information in a language common to both parties.

However, in many cases English is used.

Every hour, every day throughout the year there must be a doctor available who can assist the

seafarers, even if he does not meet the patients face to face.

When should Radio Medical be used? The officer responsible for medical care onboard must

not hesitate to contact Radio Medical, even if it is a matter of a simple question about the

contents of a medicine. On a scale ranging from 'moderately ill' through 'ill' to 'very ill' then

'seriously ill', contact with a doctor should be made when the patient's condition is somewhere

between 'moderately ill' and 'ill'.

A vessel in port is allowed to make contact with Radio Medical only if the assistance cannot

be obtained by any other means.

Before making contact with the e.g. desired MRCC or radio station in order to be transferred

to the doctor the following information should be compiled:

• Use the special medical report form for consultation with a doctor from the ship (or a

similar form) and check the general condition of the patient´s temperature, pulse and

respiration, results from the tests taken etc.

• Name of ship, call sign, contact numbers, course, speed, position, port of destination,

nearest port and other relevant information.

• The contents of your medical chest; type of drugs and equipment onboard.

• Patient´s name, sex, age and rank. Under certain circumstances it is recommended to

withhold the name (and rank) to preserve confidentiality. This information can be

added later to complete the doctor´s record.

• In the case of illness: when and how the illness first began. In the case of injury: when

exactly the injury arose. Make a list of complaints and symptoms.

• Give possible past illnesses, injuries and operations where relevant.

• Have a list of all the treatments and medicines given and how the patient responded.

Give the relevant information and write down any advice you receive. Repeat the information

back to avoid any misunderstandings. If you can record the information, it could be played

back later to clarify written notes. It is important that all the information, advice and directives

are clearly understood.

Despite modern telecommunications many medical officers verify that it is still the basic

things that let them down: merchant ships do not stock the recommended drugs or when they

do they are out of date. Lack of proper equipment is another reason for failing to give proper

medical care.

An interview with a doctor who has worked for Radio Medical

“Radio Medical Advice

Radio Medical Advice is available, by radio telegraphy, or by direct radio-telephonic contact

with the doctor, from a number of ports in all parts of the world. It may, on occasion, be

obtained from another ship in the vicinity which has a doctor on board. In either instance, it is

better if the exchange of information is in a language common to both parties. Coded

messages are a frequent source of misunderstandings and should be avoided as far as possible.

It is very important that all the information possible should be passed on to the doctor and that

all his advice and directives should be clearly understood and fully recorded. A

comprehensive set of notes should be ready to be passed on to the doctor, preferably based on

the format given on pages…” International Medical Guide for Ships. 1988 WHO Geneva

(Introduction)

Q. Can you introduce yourself?

A. My name is Karin Mattsson, and I am a coordinator at the Swedish Radio Medical

Department at Sahlgrenska University hospital.

Q. How long have you been working for Radio Medical in Sweden?

A. I have been working as a coordinator at the Swedish Radio Medical Department at

Sahlgrenska University hospital since 1996. Well…the RM center at the hospital is national,

as you probably know, but we also work with international cases all over the world.

Q. Which nationalities have the vessels you worked with represented – I mean which flags

have they had?

A. Most of them have Swedish flags.. er.. I think 60-70 % are actually Swedish. The rest

come from all different countries.

Q. Which are the common means of communication used for contacting a doctor at Radio

Medical, for example, have they contacted you by VHF, radio telegraphy or by other

channels?

A. The most common ways to contact us is by telephone , via satellite of course. The next is

fax but communication by e-mail is growing and becoming more and more common… that is

something that has changed recently.

Q. Where have the vessels been situated when they have contacted you?

A. I must say that we have cases from all over the world… but of course ..erm ..the majority

of vessels which contact us come from nearby areas ..I mean..approximately 2 out of 3 cases

come from the Baltic Sea, Kattegat Skagerak and the North Sea.

(FAQs)

Q. What is the most common piece of advice you have given?

A. I think almost 15 % of the cases are about some kind of pain in the abdominal region and

15 % are respiratory tract infections. Well.. er ..these are definitely the two biggest groups.

Then comes musculo-sceletal pains .. backpain is excluded here.. various accidents followed

by eye and teeth problems, and then..finally I could mention back- and chest-pains. Quite a

variety of advice to give! Certainly, there are many kinds of problems I haven’t even

mentioned here, but, but they are not as frequent as the ones I mentioned.

Q.What is the normal result after consulting a doctor.. for example does it often lead to an

evacuation by helicopter?

A. Well, as far as the figures are concerned…almost 70 % receive full treatment onboard,

which is good. 10-15 % will see a doctor in next the scheduled port and around 10-15% lead

to evacuation by helicopter or another vessel.

Q. Have you ever been online and conducted for example an operation? - And how often does

online guidances take place?

A. Well online guidance does take place from time to time.. but as for operations – they are

extremely rare.

Q. Have you experienced any communication problems with seafarers? If so, what kind of

problems?

A. As a matter of fact not very often. Sometimes we have had difficulties in communication

with vessels due to their lack of knowledge in English or because of a bad telephone

connection.

Q. And my last question: how frequently do people make contact with Radio Medical?

A. Quite frequently…in fact we have consultations practically every day. The Swedish Radio

Medical department handled 450 cases during 2004 which meant several contacts per day.

Q. Is there anything else you think seafarers should know about using Radio Medical?

A. Yes sure, there are many things but - I think the most important thing is to know When to

take contact Why and How, but also What should I measure.. I mean..what kind of

information should I gather before I call Radio Medical.

Thank you Karin Mattsson! We really appreciate you taking the time to answer our questions!

13) EVACUATION

The general emergency alarm

In case of emergency seven short blasts and one prolonged blast will be given with the ship's

whistle and the alarm system.

Remain calm when you hear the general emergency alarm.

When the general emergency alarm is sounded, which consists of seven short blasts and one

prolonged blast, all passengers have to go to their assembly station. Take your lifejackets and

blankets with you. Lifejackets are stored in your cabins under your beds and at your assembly

stations. You are encouraged to try on your lifejacket.

All passengers must put on

- warm clothing

- long trousers, long-sleeved shirts / jackets

- strong shoes and head covering.

All passengers with their lifejackets and blankets are requested to go to their assembly

stations/ the lounge / the ...immediately.

From your assembly stations you will be escorted to your lifeboats / liferafts.

All passengers are requested to carefully study the safety instructions behind their cabin

doors.

All passengers are requested to follow the escape routes shown.

Do not use lifts / elevators.

All passengers are requested to strictly obey the instructions given by the officers or crew.

When you hear the abandon ship alarm, which consists of one prolonged and one short blast

repeated continuously, please act in the same manner as under the general emergency alarm.

During the voyage you may hear some other sound signals. These are exclusively for the

information of the crew. Please, act only if you hear the general emergency alarm or the

abandon ship alarm.

If you have any questions regarding safety, do not hesitate to ask any of the officers or crew.

Briefing on how to put on lifejackets (dependent on type of lifejacket used)

- pull the lifejacket over your head

- tighten the strings well

- pull the strings around your waist and tie in front.

Ordering evacuation

Evacuate all rooms Napustite sve prostorije

Evacuate engine room and report Napustite strojarnicu i izvijestite.

Report missing persons. Izvijestite o osobama koje nedostaju.

Provide first aid. Pružite prvu pomoć.

All persons are outside the danger area. Sve osobe su izvan opasnog područja.

Report injured persons. Izvijestite o osobama koje su ranjene.

Report casualties. Izvijestite o osobama koje su poginule.

Evacuate superstructure and report. Napustite nadgrađe i izvijestite.

Ordering abandon vessel

Swing out no. ... lifeboat(s) and report. Izvucite na bok brodicu(ce) za spašavanje br.

... i izvijestite.

Lower no. ... lifeboat(s) alongside the

embarkation deck and report.

Spustite brodicu(ce) za spašavanje br. ... uz

palubu za ukrcaj i izvijestite.

Enter the liferaft(s) over the deck. Ukrcajte se u splav(i) za spašavanje na palubi

Assist injured persons. Pomognite povrijeđenoj osobi.

Enter the lifeboat over the manropes. Ulazite u brodicu za spašavanje konopcem.

Clear the entrance of the lifeboat. Oslobodite ulaz u brodicu za spašavanje.

Let go no. ... liferaft and report. Otpustite splav za spašavanje br. ... i

izvijestite.

Inform vessels in vicinity about the

number of lifeboats launched and report.

Obavijestite brodove u blizini o broju brodica

za spašavanje koje su u moru i izvijestite

Person overboard

If you see anybody fall overboard, act as follows:

- call out "Person overboard"

- throw lifebuoys overboard

- keep your eyes on the person in the water

- show / tell an officer / crew the person's position in the water, or telephone the bridge

immediately, the number is ... .