“SAFETY INDUCTION & FAMILIARIZATION ONBOARD”

Staff Captain George A.Puzanov

ONBOARD FAMILIARISATION AND SAFETY INDUCTION B

CONTENTS

Part 1. COMPANY POLICIES Page 2 1.1. Safety and Environmental Protection Policy. 21.2. Hygiene and Public Health Policy. 4 1.3. Drugs & Alcohol Policy. 5 1.4. The Code of Conduct. 6 1.5. ISM, SMS & ISO 9002. 7 1.6. ISPS Code. 8 1.7 Security & the Gangway 9 1.8 In-Port Manning. 10 1.9 Personal Protective Equipment. 101.10 Use of Chemicals. 111.11 Vessel Occupational Familiarization (VOF) 111.12 Crew Welfare 11 Part 2. FIRE PREVENTION & BASIC FIRE-FIGHTING Page 12 2.1 Actions in case of a Fire. 12 2.2 Fire Screen Doors. 122.3 Watertight Doors. 13 2.4 Emergency Escape Breathing Devices (EEBD). 15 2.5 Low Locating Lighting System (L.L.L) 15 2.6 Emergency Escape Routes. 16 2.7 Alarms and Signals. 17 2.8 Crew Emergency Card. 18 2.9 Crew Emergency Muster Stations 19 2.10 Fire Plan, Signs and Symbols. 19 2.11 Fire Prevention Rules. 20 2.12 Theory of Combustion 21 2.13 Basic Rules for Fire Fighting 22 2.14 Fire Protection of the Ship / Fire Fighting Appliances 23 Part 3. LIFE SAVING APPLIANCES. Page 26 3.1 Pax Muster and Embarkation Stations. 263.2 Lifejackets. 26 3.4 Immersion Suits. 27 3.5 Thermal Protective Aids (T.P.A). 27 3.6 Life Rafts. 28 3.7 Lifeboats. 31 3.8 Rescue Boats 32 3.8 Hazard of Exposure. Hypothermia & Warm Clothing. 33 3.9 IMO Signs and Symbols for L.S.A. 34

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Part 1: Passat Management Policy 1.1 Safety, Quality and Environmental Protection Policy.

General Principles and Objectives

1. Each employee or crewmember employed by Crewing Management Companies and Concessionaires have to comply with the Safety, Quality and Environmental Protection Policy as defined and described in this Safety Management System.

2. Ships and equipment are maintained in order to conform to the provisions of all

relevant statutory and classification rules and regulations.

3. The basis for a good management is commitment and motivation from the Top Management to

meet our passengers’ and charterers’ requirements. 4. Well trained and motivated personnel aboard ships and ashore is the foundation to provide safe

practices and a safe working and living environment. 5. It is the duty of ship’s crew and personnel ashore to act responsibly in order to prevent any

injuries or damages and any pollution to the marine environment. 6. Potential risks are identified and analysed to develop and establish safeguards in a controlled and

defined manner. This should lead to a continuous improvement of safety, quality and environmental protection standards.

7. We are aware of the safety requirements to protect our passengers from any injury and

inconvenience. We will train them with regard to all necessary safety routines.

The company has established procedures to implement the policy. The objectives are verified by e.g. internal audits, analysing accidents and dangerous events and annual management reviews.

Accident prevention Accidents usually occur through failure to observe obvious precautions. As the consequences of any accident may be very serious, Officers must be alert to potential risks and to notice new sources of danger. Where fresh precautions can profitably be taken these should be reported to Management, in order that the matter can be brought to the attention of other ships in the Company. All Officers and Crew should make themselves familiar with COSWOP (The Code of Safe Working Practices for the Safety of Merchant Seamen), booklets “Accident Prevention Guidelines”, "Personal Safety Aboard the Ship" and relevant "Memo" Notices on safety. All Officers and Crew have access to these publications. Accident procedure If an accident happens to you, it is your responsibility to follow these steps: .1 Notify your immediate supervisor and / or Safety Officer as soon as possible; .2 Ensure you get prompt medical assessment and attention from the ship’s Doctor. .3 Make sure all accident / injury report forms are completed with the Safety Officer .4 Advise names of other employees (if possible) to verify circumstances of accident.

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Waste Management General It is absolutely prohibited for all crew members to throw any kind of garbage overboard. Any crew member found dumping garbage overboard at any time, will immediately get a written warning or will be dismissed. Should any crew member see anyone throwing anything overboard at any time or notice patches near the ship’s side, he should report it without delay to watch officer or Staff Captain. Staff Captain is the person in charge of arranging and supervising garbage disposal off the vessel at sea, in various ports. The personnel working in garbage room is directly responsible to the Staff Captain. All crew should be properly trained onboard for waste management as described below and developed onboard of each vessel.

Garbage Management Onboard of each vessel all garbage must be separated on location and waste created in various areas to be properly separated in following categories:

1- PAPERS & PLASTIC red colour 2- GLASS (bottles etc.) grey 3- CANS (metal etc.) green colour 4- WET GARBAGE (food waste) yellow

Additionally, the special containers for BATTERIES, COOKING OIL, DRYCLEANING LIQUID, should be available onboard of the vessel. Hotel Department is responsible for collecting and separating all waste from various outlets and guests and crew areas. As a way to implement a good control system onboard the following is recommended by the Company:

• all bins are properly labelled or colour-coded; • various colours of bags are used in various areas or these bags could be coded and cabin stewardess

bags could be tagged with section number. On developing ship’s garbage management system the following is to be taken into consideration: Passengers’ cabins area Largest area onboard and mostly paper waste, some food, batteries to be separated by cabin stewardess. Galleys One of the greatest volumes of different types of waste is accumulated from galleys. All waste to be properly separated at location. Cooking oil requested must be logged and used oil dispensed into marked container, which is to be landed in port (arrangements through Staff Captain). Restaurants, Dining Rooms, Mess rooms, Bars. All categories of waste created. Proper separation system should be in place. All smoking areas and rooms must have covered metal containers where to empty ashtrays from guest tables in the lounges. Offices, Public areas. Mostly paper waste created and should be stored in fireproof containers with lid. Regularly all waste to be delivered to Garbage room by cleaners. Laundry. Dry-cleaning liquid requested must be logged and whenever disposed off put into labelled containers, again amount logged and this type of waste to be landed (arrangements through Staff Captain) Crew Areas. Crew must keep their cabin garbage separate and deliver it to the Garbage Room when cleaning their cabins. No food or cooking permitted in cabins. Therefore, should be minimal food waste. Outside deck areas. This is one of the more difficult areas, as guests are not enough aware of the system onboard and mix the garbage. On these areas proper bins, containers for separation are available. Bins, containers to be emptied regularly by the deck stewards and all waste collected to the bags and brought to the garbage room. All Head Departments to be aware of MARPOL Regulations regarding Garbage Management and record keeping, which are in force as from 1st July 1998.

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1.2 Safety, Environmental Protection and Public Health Committee. The SEP&PH Committee meets once every month. It is chaired by the Captain and is made up of senior officers and representatives of all ranks and departments. The aim of this Committee is to: .1 Encourage an active interest by all staff in these matters. .2 Report and record where the ship is not complying with company requirements and to discuss remedial action. .3 Discuss working practices in all departments with a view to developing higher safety, environmental protection and public health standards. .4 Where appropriate or necessary, involve the Vessel Support Teams to progress relevant matters raised by those onboard. Crew safety deputies are elected from every department. You can pass your safety ideas and concerns to them for the attention of the Committee. The minutes of the SEP&PH Meeting are monitored on Safety Information Board, and also forwarded to the Company for consideration. Your safety or environmental concerns, if urgent, can also be passed directly to your supervisor for immediate attention. 1.2 Hygiene and Public Health. Every operation on our vessel has to conform to strict Health and Hygiene standards. Excellent health and hygiene standards are essential for passengers and crew comfort and therefore the success of this operation. As part of your occupational familiarization and your ongoing training, you will be briefed by your supervisor on the health and hygiene procedures that apply to your department. These procedures will deal with essentials of hygiene – Food Poisoning, Bacteria, Viruses, Viral Gastro-enteritis, Personal Hygiene, Pests, Cleaning and USPH. These procedures must be followed strictly for standards to be maintained, and therefore the successful operation of the ship to continue. The ship is regularly inspected to USPH standards by the ship’s onboard management. Personal Hygiene and Health All crew must practice personal hygiene and cleanliness. Hair, scalp and nails must be clean and well groomed at all times. A daily shower with soap is mandatory for all employees prior to going on duty. Special attention must be given to perspiration and body odor – deodorant must be used at all times. Employees must always give our guests the impression of self-confidence, poise and assurance and should be conscious of their total appearance at all times.

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1.3 Drug and Alcohol Policy. Drug and Alcohol Policy

1. It is strictly forbidden to drink alcoholics or intoxicating drugs during or at least 4 hours

before Watchkeeping duty. 2. During all period staying on the ship the blood alcohol level shall not be more than 0.4

promille.

3. In case of severe weather situations, reduced visibility and comparable dangerous

situations alcohol consumption should be avoided in general.

4. Any excessive alcohol or drugs consumption, which causes trouble to passengers and crew, will lead into dismissal.

5. Possession of illegal drugs, toxic inhalants and other habit forming substances is not allowed on board.

6. The doctor has to inform about any intoxicating effects of prescribed drugs and tablets

and to decide, if the patient is able to do his work in a safe manner.

7. If there is any suspicion of not allowed alcohol or drug consumption the Master will cause a test. The results of the investigation and the measures taken have to be documented in the Log Book.

8. Spot checks to verify company's drug and alcohol policy should be made by the doctor on

behalf of the master. The results have to be documented in hospital log book. Heads of department are obliged to analyse any accident or dangerous event, if there will be evidence of alcohol or drug abuse. He has to report this to the Master or Designated Person Ashore. They decide if the drug and alcohol policy should be strengthened (see OCIMF-Guidelines). Consumption Within the limitations above, it is Company policy to permit moderate alcohol consumption at appropriate times. Consuming more than 2 units of alcohol may be viewed adversely by passengers and should be avoided on passenger decks by those with deck privileges. Alcohol consumption is normally a matter of personal control and self discipline. Crewmembers must remember that emergency duties may be required at any time. Standards of Intoxication A unit of alcohol is equivalent to one small ordinary beer, one glass of wine or one single measure of spirits. Generally speaking, one unit of alcohol takes one hour to dissipate. The maximum number of units to be in your system at any one time is four. Consumption of more than four units is, at best, borderline. Drugs Our Company operates zero-tolerance of non-prescribed drugs. Any member of the crew, who is found to be in possession of non-prescribed drugs, is liable for instant dismissal.

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1.4 The Code of Conduct. General Rules of Conduct shall apply to all crew members as well as cruise staff, artists, and concessionaire staff. Each crew member must be well familiar with these Rules, which are permanently exhibited on the Safety Board. 1.5 ISM and SQMS The Company, and the ship, operates to the standards of, and is certificated, for IMO Resolution A.741(18). ISM Code means the International Safety Management Code. The PURPOSE of this Code is to provide an international standard for the safe management and operation of ships and for pollution prevention. The OBJECTIVES of the Code are:

- To ensure safety at sea, prevention of human injury or loss of life, - Avoidance of damage to the environment, in particular, to the marine environment and to property. - Maintenance of the technical and operational standards for the ship. - Safe and efficient operation of the ship.

__________________________________________________________________________________________________ To ensure compliance with the Code, the Company has developed, implemented and maintaining an approved Safety Management System (SMS), which includes:

- A safety and environmental protection policy; - Drug and Alcohol Policy; - Instructions and procedures to ensure safe operation of ships and protection of the environment in compliance with international and flag state legislation; - Defined levels of authority and lines of communication between shore and shipboard personnel; - Procedures for reporting accidents and non-conformities with the provisions of the Code; - Procedures to prepare for and respond to emergency situations, i.e. programmes for drills and exercises to prepare the crew for emergency actions (Emergency Preparedness); - Procedures for internal audits and management’s reviews.

The ISM Code embraces aspects of most current conventions and regulations, with the following among them (but not limited to), which are most important:

- The International Convention for the Safety Life at Sea known as SOLAS-74: Covers a wide range of measures designed to improve the safety of shipping.

- International Convention for the Prevention of Pollution from Ships, better known as MARPOL 73/78 - STCW 78 (as amended by STCW 95): Containing regulations concerning the training and certification of seamen, as well as requirement for watch keeping, etc.

The following Manuals as per Safety Management System are available onboard: - Vessel Operational Manuals (including Safety and Environment Protection Manual);

- Emergency Contingency Plan; - Shipboard Oil Pollution Emergency Plan (SOPEP); - LSA and FFA Maintenance manual; - SOLAS Training Manual.

All those manuals are accessible for you and stored on the Bridge; SOLAS Training Manuals are also available in officers’ and crew mess rooms. DPA – Designated Person Ashore – is a person in the Company Management, designated to ensure safe operation of the ship and provide a link between the personnel in the Company and personnel onboard the ship. He is responsible for monitoring the safety and pollution prevention aspects of the vessel and ensuring that adequate resources and shore based support are applied as required. Our DPA is Mr.Valeriy Kazankin

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1.6 ISPS Code ISPS Code means International Ship and Port facility Security Code. The objectives of this Code is to establish an international framework, involving governments, agencies and administrations to detect security threats and take preventive measures against security incidents affecting ships or port facilities. To provide effective measures in security assessment, develop plans and procedures ensuring maritime security. Our ship has an approved Ship’s Security Plan, developed to ensure the application of measures on board the ship designated to protect persons on board, ship’s stores and the ship itself from the risk of a security incident. The Officers responsible for implementation of this Ship Security Plan are Company Security Officer from shore side and Ship Security Officer on board. They work in tight cooperation. Company Security Officer (C.S.O) means the person designated by the Company for ensuring that a ship security assessment is carried out, Ship Security Plan is developed, implemented and maintained and for liaison with Ship Security Officer and Port facility Security Officer. Our CSO is Mr. Valeriy Kazankin. Ship Security Officer (S.S.O) means the person on board the ship, designated by the Company as responsible for the security of the ship. SSO is Chief Officer or, in case of his absence Safety Officer. Port facility Security Officer (P.F.S.O) means the person responsible for the security of the port facility and for liaison with the ship security officers and company security officers. “Security Incident” means any suspicious act or circumstance threatening the security of the ship. Our ship operates under an “Alert System” system using States of Security Level. Security Level means the qualification of the degree of risk that a security incident will be attempted or will occur. The Company, responding to its security advisers, dictates these states: Security Level No.1 – means the level for which minimum appropriate protective security measures shall be maintained at all times. Threat of unlawful act against vessel or terminal is, though possible is not likely. Security Level No.2 means the level for which appropriate additional protective security measures shall be maintained for a period of time as a result of heightened risk of a security incident. Security Level No.3 means the level for which further specific protective security measures shall be maintained for a limited period of time when a security incident is probable or imminent. At Security Level No.1, the following activities shall be carried out in order to identify and take preventive measures against security incidents: 1. Ensuring the performance of all ship security duties; 2. Controlling access to the ship; 3. Controlling the embarkation of persons and their effects; 4. Monitoring restricted areas to ensure that only authorized persons have access; 5. Monitoring of deck areas and areas surrounding the ship; 6. Supervising the handling of ship’s stores; and 7. Ensuring that security communication is readily available. At Security Level No.2 the Ship’s security will be increased, it is necessary to be more vigilant while working and moving around the ship. If something suspicious noted, it should reported immediately to SSO.

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Security Level 3 is high alert level and no one is allowed to enter or leave the ship. Tight security is maintained on the ship and all the ship’s access points are guarded to prevent intrusion. Ship’s security roving watch of the other potential accesses to the vessel: mooring lines or anchors, a pier and sea in the proximity of the vessel. The special instructions are to be given by SSO. Restricted Areas means “spaces that are essential to the operation, control, or safety of the vessel”. Unauthorized access to Restricted Areas is prohibited. These are: Nav.Bridge, Engine room, Generator Room, Steering Gear Room, A/C and Fan Rooms, Provision Store Rooms, Crew and Pax Galley, Crew accommodation areas, any other service rooms. All doors to Restricted Areas are clearly marked “Restricted Area. Authorized personnel only” and/or appropriate signs “No entry”. Most important ship’s areas are Secured Areas and doors are locked. A crewmember who notices a person attempting to access restricted areas aboard the vessel should stop the person and ask what he or she was doing in the restricted location. - That crewmember should call the bridge and stay with the person at the location (the crewmember should be polite but firm). - The Officer on Watch should call ship’s SSO to the location of the incident. 1.7 Security & the Gangway Security is important at the gangway, as the gangway is the main access point of the vessel. Gangway security is the responsibility of the Ship’s Security Officer (SSO). The Gangway Quartermaster (QM) acts with authority of the SSO. His instructions at the gangway, therefore, must be followed by all ranks. Crew shore pass - On going ashore all members of the ship’s company must report to the gangway QM, to collect a shore pass. The shore pass should be surrendered to the QM on arrival back onboard. The shore pass must be given or taken from the QM personally, and not left on the desk or taken from the shore pass box. - Passengers using the gangway have priority, wait until they are clear. If large numbers of passengers are using the gangway at the same time, such as a tour, the gangway area should be avoided altogether. - The gangway is a passenger area. Crew should be suitably dressed when using it. Crew should not congregate the gangway either on the shipboard or shore side. - There are other openings in the ship’s side – Side shell doors, which are used for storing or bunker purposes. Authorized crew only should operate these side doors. Crew working at these side doors have a security responsibility to ensure they are never left unattended when open.

1.8 Drills and Safety Trainings Except of occupational duties each crew member is assigned for, and must be able to perform his emergency duties. These are given in ship’s Muster List and in individual Emergency Card. On joining the ship you will obtain your individual Emergency Card, Familiarization Guide for New Crew Members and Familiarization Check List form. The Familiarization Training will be performed for all new crew within and pass the Safety Familiarization training. The ship's crew must react immediately to an emergency to save the vessel and the lives on board. The actions taken by crew must be effective and everyone must know beforehand what they must do and why. This can only be achieved if everyone receives regular training and participates all ship’s drills. Our vessel works continuously and there is rarely a time when all of her complement can come together and conduct a full scale emergency control exercise. That should not be an excuse for failing to undertake proper training. Trainings and exercises are being fitted into the ship's program and the working practices this entails, so as not to disrupt passenger services and the vessel's schedule. While the ship is in port or at anchor, a minimum number of personnel are required to remain on board to deal with an emergency. This number concerns safety and does not reflect the number of crew members required to be on board to maintain operational standards. Remember: it is your primary duty to participate all Drills and Trainings onboard the ship and to improve your emergency performance and skills. 1.9 Personal Protective Equipment Personal Protective Equipment (PPE) is provided for use by crewmembers in the workplace. Personal protective clothing and equipment can be classified as follows: Head protection (safety helmets, hair protection); Hearing protection; Face and eye protection (goggles and spectacles, facial shields); Respiratory protective equipment (dust masks, respirators, breathing apparatus); Hand and foot protection (gloves, safety boots and shoes); Body protection (safety suits, safety belts, harnesses, aprons); Protection against drowning (lifejackets, buoyancy aids and lifebuoys). PPE should always be used when appropriate. You must clearly realize the purpose of PPE and its limitations, as well as the necessity of its use. PPE is NOT optional and includes the use of correct clothing and approved equipment and safety equipment. Your failure to use PPE is a breach of safety regulations and may lead to disciplinary action against you. Where an injury or partial injury occurs as a result of failure to use PPE, it is likely that any claim will be adversely affected.

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1.10 Use of Chemicals Each department onboard is provided with chemicals. When handling chemicals care should always be taken and the manufacturer’s instruction strictly adhered to. Your supervisor has to train and instruct you in the departmental chemical procedures. The requirements regarding the Control of Substances Hazardous to Health (COSHH) are paramount with respect to cleaning products. Chemicals shall not be used unless an assessment is made for their correct use. Technical data sheets will be available to all staff and must be referred to when there is any doubt as to the safety of products. In the use of chemicals the following rules must be followed: .1 Never mix chemicals together; .2 Follow the instruction carefully; .3 Use approved labeled containers only; .4 Use the chemicals for their correct job only; .5 Use protective equipment and over clothing; .6 Never use food containers or vessels for chemicals; .7 Do not dispose of chemicals in the ship’s black or grey water system. Improper use of chemicals is dangerous, and can also damage the ship. If in doubt – consult your supervisor. 1.11 Vessel Occupational Familiarization You will be provided with Occupational Familiarization for the ship and workplace onboard. This means that you will be trained in all the important points for you work within the ship and within your department. If you are new to the ship, then your supervisor will appoint a Mentor. This is an experienced crew member who will guide and assist you in your first few days on board our ship. Your supervisor will verify that you have sufficient occupational familiarization before assigning you to unsupervised duties. 1.12 Crew Welfare The Crew Welfare is a high priority on our vessel. Any problems or concerns that you have can be brought to the attention of your supervisor. The Crew Welfare Committee was created to provide a forum for the crew to organize recreational and other activities. The Committee consists of representatives from all ranks and departments on board. Responsibilities of the Crew Welfare Committee are:

1. Organize crew activities and social occasions; 2. Provide a forum for crew concerns and problems; 3. Organize a fund raising for the crew Welfare Fund; 4. Provide the management of the Crew Welfare Fund 5. Provide management for Crew Bar.

Once a month committee meetings are open to all onboard personnel. The crew welfare committee is organized by the crew for the crew. You are encouraged to join in and support its meetings and activities.

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Part 2: Fire Prevention and Basic Fire-Fighting

2.1 Actions in case of a Fire. Fire is the most serious hazard onboard the ship. It is every crewmember’s duty to familiarize themselves with safety procedures and safety equipment onboard the ship. Steps to take if a fire is discovered:

Find – use all of your senses to be constantly alert and on the lookout for potential fires. If found: Inform – contact the bridge (by phone # 777, break glass alarm, messenger or any other available

means) informing them of the nature of the emergency and the exact location, including the deck (to eliminate any possible confusion)

Restrict – close the door(s) into the space in question, in order to limit the progress of the smoke throughout that section of the ship, and to contain the fire in as small area as possible. At the same time, call out to anyone who might be in the area to warn them of the danger.

Extinguish or Evacuate – if the fire is manageable for one person to try to control or put out (without the benefit of protective gear), you should attempt to do so. Use the proper sort of fire extinguisher to handle the type of fire. If the size of the fire poses too much danger for an unprotected person, you should isolate the fire further by closing additional FSD, evacuate the area and prepare the boundary area for the fire squads.

Manual Call Point

NOTE: Be clam and avoid causing panic among the crew and guests!

2.2 Fire Screen Doors (FSD). The ship is divided into main fireproof zones with fire resistant bulkheads. Bulkheads are penetrated by insulated, steel plated fire doors which have equal fire retarding capability as the bulkheads, provided they are closed correctly and latched shut. Purpose: Fire Doors are to prevent the spread of fire or smoke (which is a bigger killer) to adjacent areas. Importance: It is important that all of these doors are properly closed whenever there is a fire, irrespective of which space is affected, because this will prevent the fire and smoke spreading. As they isolate the fire and protect the area of risk, the effectiveness of Fire Screen Doors is a major fire-fighting tool. Operation: All fire screen doors are of self-closing type. Those of them, which are normally kept in open position – are fitted with magnet holders and local release buttons on each side for closing the FSD locally. There is the fire door control and indicator panel for remote closing and monitoring the status of each door. When door is open, an appropriate red bulb on the panel is lit. All FSD fitted with magnetic holders will be released in case of fire.

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Precautions: 1. Once a fire is in progress fire doors must not be opened except for escape, rescue or fire fighting purposes. 2. The greatest caution must be exercised when opening because there is no reliable way of knowing what is on the other side of the door. If there are flames, then these will leap out at the top of the doorway as soon as it is opened. It would be wise to feel the door frame at the top lintel with the back of the hand to see if it is hot (N.B. do not feel the door itself as this insulated and will not transmit the heat) and, in any event, crouch down as a precaution before opening. 3. Though fire doors in main fire zone bulkheads and stair towers are generally closed remotely from the bridge, anyone seeing a fire should immediately shut the fire doors about the affected space to prevent it spreading, unless this is likely to trap passengers or crew. 4. It is the duty of everyone on board to ensure, when the doors are closed from the bridge, that they are securely latched shut. 5. All fire doors are fitted with self-closing device, providing soft closure to avoid potential injury to any person, passing through the doorway in time of their remotely closure. Closing the door is slowed down in 70 to 20 degrees sector and then accelerated again to latch it shut. 6. Do not put your palm or fingers on Fire door’s frame, as the closing door can injure your fingers. 7. Always keep the door’s swing area clear of obstructions. 8. Newer wedging open a fire door, this practice can kill, and wedges in any way can damage the seal. Fire doors must never be held open by solid hook backs or furniture. They cannot close automatically in the event of a fire if this is done. Remember: A door that is open has no value, and it must always be remembered that careless opening might result in uncontrollable spread of fire. 2.3 Watertight Doors (WTD). Our ship is equipped with 19 hydraulic-powered sliding watertight doors, WTDs 7-19 are located on Deck D and WTDs 2-6 on Deck E (in Engine Rooms), Purpose: The main purpose of Water Tight Doors is to separate the ship into watertight compartments when ingress occurs due to collision or hull damage. Importance: 1. Closing all WTDs is the first defense in preventing flooding extending throughout the ship from one compartment to another. Ship can sink if these compartments are not intact in the event of water ingress and flooding. Ship will not sink if flooding is restricted to any two of these compartments. 2. Watertight doors, although they are not insulated, are effective and they will also prevent the spread of fire and smoke from one compartment to another. Operation: 1. All WTDs have local closure arrangements on either side of the door, both hand-operated and motor-

operated. 2. All Watertight Doors can be remotely closed from the Bridge – there is the WTD control and indicator panel

for remote closing and monitoring the status of each door. When door is open, an appropriate red bulb on the panel is lit. Note: only all WTDs can be closed/opened simultaneously from the Bridge, not one-by-one!

3. All Watertight Doors can be remotely closed/opened from remote stations, located on Deck C, opposite the Engine office and Crew Galley. WTD’s can be closed one-by-one from there by means of hand-activated hydraulic pump and/or all together by activation of the emergency hydraulic accumulators.

To operate the sliding W.T.D locally by motor power:

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Neutral

OPEN

CLOSE

To close: Turn the long lever up to position “Close” and short lever down. The audible alarm (bell ring) will start sounding and the door begins to move. The alarm will stop sounding after the door is closed completely.

To open: Turn the long lever down to position “Open” and hold in this position till door is completely open.

Levers in “Closed” position

To operate the sliding W.T.D by hand gear: This method should be used in case of electric power failure.

Red lever

socket

1. If the red lever is fixed on its storage position (in brackets on the wall near the door) – remove the lever from brackets and fit into the socket.

2. Set lever of reversing slide valve in “close” position. 3. Operate the lever by moving it up and down until the door is completely closed. 4. Operating the red lever, you will either close the door, or open it.

To open the WTD put the lever to “Open” position and operate the hand-pump.

HYDRAULIC ACCUMULATORS In case of power failure the hydraulic accumulator enables a three times actuation of the doors (closing-opening-closing). Precautions:

1. Watertight doors are not insulated and will rapidly heat up, no combustible material should ever be stowed against a watertight door.

2. Never leave dunnage or other material that may float unsecured in the vicinity of the WTD – it may jam it and breach the watertight integrity.

3. All watertight doors must be closed whenever there is a fire or flooding, unless this severely impedes fire fighting efforts, always remembering that individual doors can only be opened with the express permission of the master. No crew member must take it upon himself to open one of these doors.

4. There are alternative exits from each watertight compartment, on crew accommodation area on Deck 1 and in engine room spaces. You MUST know all emergency escapes and routes and when the WTDs closed use stairways and ladders leading over the bulkheads.

CAUTION: NEVER ATTEMPT TO PASS through the watertight door when it is being closed! The moving door will part any obstruction encountered on its way! Whenever you hear alarm ring and/or see the red light alarm that means the door is closing!

2.4 Emergency Escape Breathing Devices (EEBD). There are many units of Emergency Escape Breathing Device (EEBD) onboard. One EEBD set consists of an air cylinder, hood-mask, regulator reducer and a pressure gauge. All these packed in the carrying bag with the neck strap. Transparent plastic boxes with EEBD are mounted to the bulkheads at easily visible places, distributed throughout the ship inside accommodation and service spaces. Check prior to use:

1) Ensure the pressure gauge is indicating 200-220 bar 2) Ensure the anti-tamper tag on the lid of the bag is intact

CAUTION: 15 minutes duration begins from the time of activation the air supply, but not from the time when the hood was put on! The end of rated duration is at 10 bar cylinder pressure, readable on gauge indicator. At the end of rated duration remove the hood and take off the equipment.

How to use: 1. Place the neck strap over your head and locate the carrying bag in center of your chest. 2. Pull upwards the “Pull Strap” to open the bag and lid. Since that time begins the air supply into the hood.

Remember: since that you have 15 minutes to escape! 3. Remove the hood from the bag, stretch the neck seal and put the hood-mask on your head.

LIMITATION: The EEBD is to be used in emergency only to ESCAPE from a compartment that has a hazardous atmosphere (smoke, gas, harmful vapors, etc.). It should be NOT USED for fighting fires, entering oxygen deficient voids or tanks, diving or to be worn for a complete shift.

2.5 Low Locating Lighting System (LLL). Definition: Low Locating Lighting (LLL) – photo luminescent indicators placed at points of the escape route to readily identify all routes of escape. “ASTORIA” is equipped with PHOTO LUMINESCENT (PL) system, which uses PL material, that has the quality of storing energy when illuminated by visible light. The L.L.L System consists of luminescent strip near the floor level along the corridors and stairs, complemented with all safety IMO symbols and signs. The LLL in every corridor, passageway or stairway leads to Exit Door handle by means of arrows.

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Fire extinguish.with IMO

signs EEBD

with IMO

In the event of an emergency, follow the lighted strip arrows and it will lead you to an exit door. If there is smoke in corridor, keep close to the floor and crawl if necessary to avoid breathing the smoke and to be able to see more clearly.

To escape one’s cabin if the corridors are filled with smoke: Keep cabin door closed until ready to leave. This will keep unnecessary amounts of smoke from entering the

space. Gather important things – lifejacket, warm clothing, shoes, flashlight, wet face cloth (to breathe through). Put on as much clothing as possible (depending on the degree of danger), and put on lifejacket (not necessary to

tie straps, if not practical to do so). Prior to leaving cabin, think about the locations of the exits, and pick a direction to go. Hold face cloth over nose and mouth (or tie in place), and exit cabin, staying low. Crawl below smoke, if

necessary. Follow the LLL arrows direction. Remember – they lead to Escape Door. One hand touching a bulkhead at all times, in order to keep track of progress and determine location. If the heat intensifies as you move in one direction, turn around! Close any FSD or WTD encountered – they will limit the spread of smoke and fire.

Continue moving through the corridors in this manner until an exit is located and then get to safety.

2.6 Emergency Escape Routes. Besides the main entrance to a space, vessels are provided with a secondary emergency escape route from accommodation and machinery spaces in case the main entrance is blocked by fire or smoke. These escape routes and their emergency exit doors should be kept clear at all times and must not be blocked by stores, spares or miscellaneous articles. The escape routes should be well lit. The emergency exits are also provided with secondary lighting powered from the emergency source. There are many emergency escapes (see List below) lead to the outside deck through a stair and/or vertical trunk and a hatch. These hatches must never be locked and must be capable of being opened from both sides. The vertical trunk space must not be used for storing and must be kept clean and clear at all times. All emergency exits are properly marked. Evacuation routes to Muster Station and Lifeboat stations are identified with appropriate photo-luminescent symbols.

List of Emergency Exits Fire Zone Number 1 Boat Thruster Deck E – Deck B (Chemical Store) – Bosun’s Store Deck A – Promenade Deck (Forward Mooring Deck) Fire Zone Number 3 Main Landry Deck E (Washing Machines) – Deck D (Near Cabin 928) Radio Office Bridge Deck Starboard – Life raft Station Starboard Emergency Window Fire Zone Number 4 Compressor Room Deck E – Deck D (Near Cabin 933) Main Engine Room Deck E – Deck C Portside (Corridor Near Crew Mess) – Deck A Portside (Near Cabin 240) – Funnel Deck Starboard Side Fire Zone Number 5 Incinerator Room Deck E – Deck D (Engine Workshop) – Deck C (Garbage Area) Main Shaft Room Deck E – Deck D (Provision Stores) Tank Room Deck E – Deck D (Beverage Store) – Deck C (Meat Store) Fire Zone Number 6 Paint Store Deck B – Deck A Portside (Aft Mooring Deck) Fan Room Line Store Deck B – Deck A Starboard (Aft Mooring Deck) Bakery Promenade Deck – Crew Deck (Behind Main Galley) Emergency Window Each crew member has to be familiar with all emergency escapes and routes throughout the ship. You must have an exact knowledge of the secondary escape routes and emergency exits from your accommodation area, as well as from your working place.

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2.7 Alarms and Signals. .1 Assessment Party Alert: Continuous ringing on Alarm Bells and over PA System followed by announcement over the P.A System. “Assessment Party - Assessment Party - Assessment Party proceed to …..(location of emergency)” repeated. Meaning of alarm: an emergency situation may exist (fire, collision, flooding, grounding or any other emergency), which jeopardise the safety of the ship, passengers or crew. Action to be taken: on hearing the P.A. announcement, crew members of the “Assessment Party” only, will proceed to the scene of incident and perform their duties. Additionally members of the following parties will report to their Muster Stations: - Command and Communication Party, - Machinery Space Party, - Fire Teams 1 and 2, - Security Team, - Search Team, - Evacuation Control Party All other crew members shall continue their normal duties promoting calm among passengers and shipmates until further instruction or signal is given.

.2 GENERAL EMERGENCY SIGNAL: Seven or more short blasts followed by one long blast on the ship's whistle and alarm bells followed by announcement over the P.A System. Meaning of Signal: The danger is imminent and Master decided to evacuate passengers to their designated Muster Stations. Action to be taken: Passengers have to proceed to their designated Muster Stations. Those crew members assigned to Evacuation Parties shall evacuate all zones and guide passengers to their respective Muster Stations. Zone personnel shall report to Evacuation Control when their assigned area is clear. The Evacuation Control will then report to the Bridge. .3 Abandon Ship (Boats & Rafts Mustering signal) – Consists of one short and one long signal “Ship’s company proceed to Lifeboat/Liferaft stations”- verbal announcement from the Bridge over P.A System. Meaning of signal: All passengers are mustered in their embarkation Muster Stations. All crew not involved in Pax evacuation then can be evacuated. There will be additional announcement for Stairway Guides, who will remain on their positions. Action to be taken: All crew except the stairway guides will proceed then to assigned lifeboat or life raft stations. This is not an order to abandon ship! .4 Order to Abandon Ship will be given by the Master only, on the P.A System. The verbal order can also be given by radio via Lifeboat/ Life raft Commanders. .5 Man Overboard Signal – consists of three long blasts on the ship’s whistle On hearing this signal the M.O.B Party will report to rescue boat station. All other crew members shall continue their normal duties promoting calm among passengers and shipmates. .6 Environmental pollution – an announcement for “Code Black”. Oil Pollution Preventing Team will be involved only. .7 Security Threat / Security Breach / Bomb Threat / Piracy Attack – An announcement of “Working Party Yellow” (repeated three times). All Department Heads report to the Bridge. The voice announcement of Coded signal is followed by indication of location onboard the ship, where the appropriate squad is to be directed.

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Immediate Actions which may be required from you: 1. If you discovered a SMOKE or FIRE – rise alarm immediately and take actions, described in Paragraph 2.1. 2. If you see someone falls overboard (M.O.B):

• Throw a life buoy or any floating object to the person (but do not try to hit him). If the ship is underway, do not secure the lifebuoy’s lifeline to the ship!

• Rise Alarm, shouting “Man Overboard on Portside (or: Starboard side)!” Ensure that your alarm is relayed toward the Bridge, or contact the Bridge by phone # 777 either by sending a messenger.

• Continue look-out, keeping the person in sight. 3. If you found a Casualty or are witness of an Accident:

• Look to your own safety – don’t become the next casualty; • Remove the casualty from danger; • Send for help – call to Reception # 800 / 801 or to the Bridge # 777 • Start giving treatment.

When reporting to the Bridge – always give the exact location of an accident and your brief assessment of the situation. 2.8 Crew Emergency Card. On joining the ship, each crew member is given a Crew Emergency Card and is instructed in his emergency duties. CABIN CARD

Muster Number: 007 Name: Busch, Jorje Position: Housekeeper FIRE: Zone Commander FLOODING: As fire ABANDON: Liferaft #6 MANOVERBOARD:

Emer. Duty: Control of Zone 1 evacuation

ASTORIA On the Card’s front page the following information is presented: - Your Name and Rank; - Muster Number: Your ship’s safety code number as per Muster List; - TEAM: Your Emergency Party as per Muster List; - MUSTER: Your Emergency Station – location. - Surv.Craft: the survival craft and its number, which you are assigned for; - Emer.Duty: Brief description of your emergency duties.

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2.9 Crew Emergency Stations. Your Emergency station is specified on your Crew Emergency Card and on the ship’s Muster List. The Emergency Station is a place, were your Emergency Party is gathered in an Emergency, when the Assessment Party signal or General Alarm signal sounded. You have to arrive your Emergency Station using a shortest and safe way and report to your Team Leader. In an emergency and when on drill, you must have head covering, long-sleeve clothes and hard shoes worn. All personnel involved in passenger evacuation must be properly dressed in uniform. When the Master’s order “Ship’s company proceed to your Lifeboat & Liferaft stations” is announced (and/or an additional announcement for Stairway Guides), all ship’s personnel who are not a part of Survival crafts preparation group shall proceed to their Survival Craft embarkation stations as indicated on their individual Crew Emergency Cards. On arrival to your embarkation station you should report to your boat or life raft commander and perform your survival craft duties. It is the duty of all personnel to be familiar with the survival crafts preparation and launching procedures. 2.10 Fire Plan, Signs and Symbols. Each crew member has to know meanings of Fire and Safety Signs and Symbols for identification the Fire Fighting Appliances (F.F.A), its locations and types. Look for these photo-luminescent signs as you walk around the ship. The same signs are used on ship’s Fire Plan for monitoring F.F.A disposition throughout the ship. See the Table below for international maritime Signs & Symbols

CO2 RELEASE

STATION

FOAM RELEASE

STATION

FIRE HOSE BOX WITH SPRAY/JET NOZZLE

MANUALLY OPERATED

CALL POINT

FIRE ALARM BELL

REMOTE CONTROLLED

FIRE PUMP OR EMERGENCY SWITCHES

FOAM FIRE

EXTINGUISHER

CO2 FIRE

EXTINGUISHER

DRY POWDER FIRE

EXTINGUISHER

PRIMARY MEANS OF

ESCAPE

FIRE FLAP FOR EXTERIOR

VENTILATION

INTERNATIONAL SHORE

CONNECTION

FIRE MAIN ISOLATING

VALVE

SPRINKLER SECTION

ISOLATING VALVE

SPACE PROTECTED

BY FOAM

EMERGENCY GENERATOR

EMERGENCY FIRE

PUMP

FIRE PUMP

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2.11 Fire Prevention Rules.

Fires on board can destroy accommodation, stores, equipment, human life and in extreme cases the ship. Fire fighting on board is difficult and, therefore, it is important to practice good fire prevention procedures. Each crewmember should be alerted to common fire hazards and taught how to eliminate them. Each should be advised as to his duties in the event of fire, and should be aware of all means of escape from interior spaces in case a fire occurs.

The factors, listed below are most risky and may result in Fire:

Spontaneous ignition, commonly called “spontaneous combustion”, is often overlooked as a cause of fire aboard ship, yet it can occur within many common materials. For example, a rag soaked with oil or paint and thrown into the corner of a workshop is an excellent candidate for spontaneous ignition. The area is warm and there is no ventilation. The oil on the rag begins to “oxidize” — to react chemically with the oxygen in the warm air around it —which in turn produces heat. Faulty electric circuits and equipment - when electrical equipment wears out, is misused or is poorly wired, electrical energy can turn to heat, and fire may be the result. Exposed light bulbs - can ignite combustible material by direct contact. Numerous fires have started when a crewmember left a lamp lit in unoccupied quarters. As the ship rolled curtains or other combustible material came in direct contact with the hot bulb and ignited. Careless smoking is a key fire hazard. Cigarettes and matches must be properly disposed of, in non-combustible receptacles. Ashtrays should be emptied into metal containers with lids, not cardboard boxes used as trash containers. In hazardous areas, no smoking warnings should are posted and should be observed. Smoking in bed is prohibited. Engine rooms are full of fire hazards. Water dripping from ruptured sea water lines can cause severe short-circuiting and arcing in electric motors, switch-boards and other exposed electrical equipment. This, in turn can ignite insulation and nearby combustible materials. More serious are ruptured fuel and lubrication lines above and near electrical equipment, or near hot engine exhausts. Un-insulated engine exhausts have also started fires where they come in contact with other combustible materials. Ship’s galley and pantries present particular fire risks. Care should be taken in particular to avoid overheating or spilling fat or oil and to ensure that burners or heating plates are shut off when cooking is finished. Extractor flues and ranges etc. should always be kept clean. Unsafe burning and welding practices - the high temperatures, molten metal and sparks produced in welding and burning can be a serious fire hazard. The Permit-To-Work system should be strictly followed by.

There are simple Rules on how to prevent the Fire:

.1 All private electrical equipment must be checked by the Chief Electrical Officer before being put into use.

.2 Clothes and towels should never be dried by hanging over radiators, hot pipes or equipment.

.3 Do not smoke in bed. Do not smoke when moving throughout the ship. Do not throw cigarette butts over the ships side.

.4 Cabins and lockers are to be kept tidy, and working gear is not to be left lying around.

.5 Electric irons and soldering irons are to be switched off when not in use, and are to be allowed to cool before being stowed away. These appliances should not be left unattended when they are switched on. .6 Paints and painting materials must never be left about the ship and they must only be stowed in the paint locker. .7 Flammable materials such as solvents, adhesives and gas canisters should be used in accordance with the manufacturer’s instructions and when not in immediate use must have their containers sealed. They must only be stowed in lockers or store rooms bounded by steel and never in the accommodation. .8 Rags and waste, particularly when wet or oily, must be disposed of in a secure container and not left in heaps about the ship. Biological reactions occur in wet or damp fabrics which can cause spontaneous combustion. Linen must always be stowed in lockers constructed for this purpose. .9 Spillages of oil, paint and other flammable liquids must be wiped up immediately and the rags disposed of in a secure container. .10 When any compartment is vacated all unnecessary lights and electrical circuits should be switched off. Doors to any empty cabin, mess room, lounge or other compartment should be kept shut. .11 When using the welding or burning equipment, you should always observe the code of practice for the use of such equipment. .12 Cleaning gear should be stowed in cleaning gear lockers when not in use, and not in fire hose boxes or sprinkler cabinets. .13 Waste bins in workshops, and waste baskets in cabins, should be emptied on a regular basis and always at the end of the working day. .14 TV sets, radios and electric fans etc. should be switched off and disconnected from the power source when not in use. When these items are in use, care should be taken that the ventilation grills on the equipment are not obstructed to cause overheating of the electrical components. .15 Constant vigilance by all members of the crew who should report any signs of smoke or heat to the duty officer. Remember: “Better care, than cure” - it means that is more convenient to follow these procedures than to fight a fire and risk the life.

2.12 Theory of Combustion Nature of Fire Fires on a ship can only occur if there is fuel, air and a heat source sufficient to cause ignition. Fires can only be extinguished by removing one of these, which practice is referred to as breaking the fire triangle. The three components essential for a fire to exist are the following: fuel, air and heat, each outlines one of the sides of the fire triangle. Fire occurs when Fuel and Oxygen are brought together with sufficient heat to cause ignition. The removal of any of these will break the triangle and extinguish the fire. Fuel This can be solid, liquid or gas which when heated gives off flammable vapors. Examples include paper, wood, cardboard, paint, oil, acetylene etc. Starvation is achieved by removing the fuel from fire. The principle of removing the fuel source is used to greatest effect in machinery spaces, where the fuel feeding a fire

can be shut off by closing the tank quickly, closing valves and stopping pumps and purifiers. Machinery rooms are possibly the only spaces on a ship where the fire triangle can be broken by removing the fuel source.

Oxygen Oxygen is normally present in the air in sufficient quantities to sustain a fire. Smothering means reducing the oxygen or air supply to the fire. Closing the fire flaps and dampers, as well as fire screen doors and watertight doors will substantially reduce the air

flow making extinguishing far easier. Stopping ventilation fans significantly increases the effectiveness of this action. Areas protected with CO2 System can be flooded with CO2, which forms an inert blanket and suffocates the fire.

Portable foam, dry powder and CO2 extinguishers, sand, fire blankets and steam all work on the same principle. Heat A critical temperature must be reached for ignition to occur, but once a fire has started, it will normally supply its own heat. Heat may be supplied deliberately or it may be accidental. Cooling means reducing the temperature of the burning substance below its ignition temperature. This can only be achieved on a ship with water. However, fire fighters must bear in mind that often, little can be saved

in a space by continuing to deploy hoses. It is safer to seal the chamber and prevent the fire spreading to adjacent spaces. This is achieved simply by taking advantage of the ship's built-in defense systems and employing boundary cooling.

Molecular Chain Reaction - This is a Fourth Element required for fire to exist. Flame Inhibition means break down the combustion in a flame by absorbing the energy of the molecular chain reaction. This can be achieved by using Dry Powder and/or Water Fog.

There are three ways the heat can be transferred by: Conduction – movement of heat through a material. Convection – movement upwards of hotter less dense gases. Radiation – heat transfer through the atmosphere. 20

TYPES OF FIRE When dealing with a fire it is important to recognize its type and, consequently, choose the correct method of fire combating. Class of a Fire: A B C D

Fires involving common combustibles and

materials: Wood, Paper, Clothes, Textile, etc.

Fires involving FLAMMABLE or COMBUSTIBLE LIQUIDS;

Oil, Paint, Grease, Petroleum products

Fires involving Gases and Liquid Gases

Fires involving

Metals

EXTINGUISHING AGENT WATER Code:

red YES

(The best) NO

(Spread the fire)

FOAM Code: cream YES YES

(The best)

CO2Code: black YES YES YES (in a liquid state)

POWDER Code: blue

YES (Good)

YES (Good)

YES (Good)

ELECTRICAL FIRE: Electricity itself does not burn. Any fire referred to as electrical fire would actually be a Class A,B,C or D fires, but with additional hazard of electrical circuits. Once the electricity is shut-off, the fir is treated as normal for its class. 2.13 Basic Rules for Fire Fighting A small fire is easily extinguished; however, if it is not dealt with quickly it will develop into a large fire which can cause loss of life and destruction of the vessel. The first few minutes of a fire are the most important and if the fire is attacked at that stage, it will be put out. Once the fire is deep seated then it is unlikely that efforts with hoses and extinguishers alone will be successful. It will be necessary to shut the space down, stop the fire spreading, starve it of air and wait until all the combustible materials within are consumed. In order to safely fight a fire and limit the damage it can cause, it is essential that the ship's complement follow these basic rules: .1 Immediately summon help by operating a fire alarm or sending a colleague to inform the bridge. .2 After raising the alarm, attack the fire with appropriate extinguishers:

- CO2 or dry powder for electrical fires; - Foam, CO2 or Dry Powder for oil fires; - CO2, Dry Powder and/or Fire Blankets for fat fires.

.3 In case of fat fires in a galley, cover the entire pan with a fire blanket. Close the steel lid over the pan if this is possible. Attack the fire with portable CO2 extinguisher and never use a water extinguisher or hose. .4 Close fire and watertight doors as quickly as possible. .5 For a fire in the main machinery rooms:

- shut off the fuel supply as quickly as possible; and, - stop all fuel and lubricating pumps, purifiers etc from the emergency control panel.

.6 Close ventilation dampers and stop fans.

.7 Ensure all automatic fire flaps in way of boundary bulkheads and decks have closed.

.8 Use fire hoses, spray lances, and/or fire extinguishers to fight fires in accommodation spaces.

.10 Evacuate passengers and crew from the fire zone as quickly as possible.

.11 Close all cabin and office doors. Always follow proper instructions given by the Master, his heads of departments and squad leaders. Never, under any circumstances, prop open a fire door even for 'a few minutes' because they cannot be closed from the bridge if this is done. Deep fat fires can be extremely dangerous. If found at an early stage, cover the fryer with a metal lid or a fire blanket. On no account should such a fire be fought with a water extinguisher. This may cause an explosion, spread the fire and badly burn the fire-fighter. 21

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2.14 Fire Protection of the Ship / Fire Fighting Appliances Fire safety objectives: .1 Prevent the occurrence of fire and explosion; .2 Reduce the risk to life caused by fire; .3 Reduce the risk of damage caused by fire to ship, its cargo and environment; .4 Contain, control and suppress fire and explosion in the compartment of origin; and .5 Provide adequate and readily accessible means of escape for passengers and crew. Functional requirements: In order to achieve the fire safety objectives the following functional requirements are embodied as appropriate: .1 Division of the ship into main vertical and horizontal zones by thermal and structural boundaries; .2 Separation of accommodation spaces from remainder of the ship by thermal and structural boundaries; .3 Restricted use of combustible materials; .4 Detection of any fire in zone of origin; .5 Containment and extinction of any fire in the space of origin; .6 Protection of means of escape and access for fire fighting; .7 Ready availability of fire-extinguishing appliances; and .8 Minimization of possibility of ignition of flammable cargo vapor. Division and separation: Our ship is divided into six (6) main vertical zones, numbered from fore to aft, by fire-resistant steel bulkhead (class A-60), insulated with thermal protective mountain-wool. All FSD penetrating this bulkhead are of the same fire-protection class A-60. Horizontal division is achieved by fire-resistant steel decks. All stair-cases, galley and engine casing are separated from accommodation spaces by the same Class A-60 bulkheads and structural boundaries. All ventilation ducts are protected against the smoke or fire spreading by Smoke and Fire dampers – (the flaps inside the ducts), which will be closed automatically either locally in the event of a fire. Fire Detection on our ship is provided by: - Smoke Detection System, consisting of numerous smoke-detection sensors located in all spaces aboard the ship.

These sensors are activated by smoke and send a signal to the Bridge Alarm panel. Manually Operated Call Points – M.C.P red boxes – distributed throughout the ship in stairways, corridors, public areas and service rooms.

- Sprinkler system consists of water-piping system, sprinkler stations with isolating valves, pumps and numerous sprinkler heads – covering all ship’s spaces except of the engine room. In case of fire, the temperature in the room rises to a certain level where the glass in the sprinkler nozzle bursts. As the pipes are filled with water under pressure up to the nozzles, water comes out of the nozzle. At the section station, a sensor detects the water flow and gives alert to the sprinkler central. The alert is distributed to the bridge. At the same time, the pump starts pumping sea water into the sprinkler tank. There is an indicator panel on the Bridge with audible and visible alarms. - Fire Patrol System is maintained from 2200 to 0600, roving through all ship’s areas hourly so that outbreak of fire

may be promptly detected. From 0600 to 2200 there is always one Fire Patrolman designated on duty fire call. Two-way communication with the Bridge is provided with UHF hand-radio.

Fire-Fighting Appliances Our ship is equipped with the following fire-fighting systems and equipments: - Fire Main system, consisting of water piping, fire pumps and emergency fire pumps, fire hydrants with fire hoses

and isolating valves. They cover all the ship’s areas, passengers and crew accommodation, open decks and machinery. There are two fire pumps supplying the fire line and these are operated from the main switch board and one emergency fire pump which may be operated from the main and emergency switch board.

- Sprinkler System is an independent automatic system, using water as extinguishing agent. This system is very efficient at extinguishing fires because the water is sprayed through the sprinkler nozzle in small droplets, distributed all over the fire. The steam generated in this way forms an inert blanket to deny oxygen to the fire. System covers all ship’s areas except of engine room spaces.

- High Pressure Water Mist System – is manually activated system, protecting machinery spaces (engine room). The system consists of 300L stainless steel tank automatically filled from the ship’s fresh water tank, high pressure pump unit, section valves, control cabinet, stainless steel nozzles.

- CO2 Fixed Systems – there are one main installation protecting main engine and generator rooms, incinerator room; and 3 local installations, protecting main and crew galley exhaust ducts and emergency diesel generator room. CO2 System release stations are located outside the above spaces, close to their doors and are distinctively marked with photo-luminescent signs.

- Portable and semi-portable fire extinguishers – there are 3 types of fire extinguishers available onboard: Dry Powder, CO2 (carbon dioxide) and Foam extinguishers. These are distributed throughout the ship and located in properly marked positions and cabinets, in alleyways, close to entry to public or service areas, in all work stations, inside lifeboats and tender boats.

- Fire Blankets – are available on the Main and Crew Galleys and in Fire Stations 1&2. - Fire Fighting Squads – we have two Fire Parties on board. Fire Party 2 would tackle the fires in engine/machinery compartments, Fire Party 1 – all the rest. BASIC INSTRUCTIONS TO USE PORTABLE EXTINGUISHERS

Portable fire extinguishers can be used for fast attack the fire at an initial stage. Crew members should realize that a portable fire extinguisher contains a limited supply of extinguishing agent. The agent is quickly used up and continuous application can exhaust the extinguisher in as little as 8 seconds and it is important to back up the extinguisher with additional ones. Untrained crewmen often waste extinguishing agent through improper application. Each crewmember has to be trained in a right way to use all types of fire extinguishers carried onboard. CO2 EXTINGUISHER Contains liquefied CO2 gas Two types available: 1) with a Valve 2) with Handles.

1. USE UPRIGHT. 2. REMOVE THE LOCKING PIN 3. AIM THE HORN AT BASE OF FIRE 4. SQUEEZE HANDLES / OR OPEN THE VALVE 5. COVER THE FIRE WITH CO2 For temporary stop close the valve or release handles.

Use for A, B and C Class fires. Aim the discharge at the base of the fire, starting at the near edge. Move the jet back and force across the fire, sweeping of the flame off the burning surface. Safe Distance:

CAUTIONS: 1. CO2 displaces oxygen. This gas does not support life and may cause suffocation when used in a confined space. 2. Grasp the hose, but not the horn! The horn may get cold enough to frost over and cause severe frostbite.

DRY POWDER EXTINGUISHER (Contains dry chemical powder and cartridge with propellant – CO2)

1. USE UPRIGHT 2. PULL OUT SAFETY CLIP 3. PRESS AND HOLD NOZZLE BUTTON, AIM NOZZLE AT BASE OF FIRE 4. SQUEEZE LEVER AND RELEASE NOZZLE BUTTON AFTER 6 SECONDS Use for A, B and C Class fires. Safe distance – 3 meters. Direct the discharge at the seat of the fire, starting at the near edge. The stream should be moved from side to side with rapid motion to sweep the fire off the fuel. For temporary shut-off release handles. Discharge duration is from 8 to 30 seconds. Attention: Follow operator’s instruction given on the label on each extinguisher! 23

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SEMI-PORTABLE WHEELED FOAM FIRE EXTINGUISHERS

P Extinguisher with handle-type

valve. Nozzle fitted with release lever

Extinguisher with Pilot-Cylinder. To operate the semi-portable wheeled fire extinguisher:

Located in Engine room, those fire extinguishers intended for use as a foam blanketing system, which will flood the tank tops with foam and smother any fire in that area. There are four wheeled powder fire extinguisher located in engine rooms (deck E) and one on Deck C nearstarboard side bunker station, opposite the garbage storage area.. I i i 50 k

1. Use upright, uncoil the hose and layout. 2. Remove the safety pin. 3. Open the valve on pilot CO2 cylinder slowly; 4. Point the nozzle at base of fire and squeeze the handle on the pistol to release.

Min safe distance: 1 meter. FOAM EXTINGUISHER (Contains water, foam concentrate and propellant – CO2)

Foam fire extinguisher

1. USE UPRIGHT 2. PULL OUT SAFETY PIN 3. AIM NOZZLE TO COVER THE FIRE WITH FOAM 4. SQUEEZE HANDLES Foam produces a blanket of bubbles that smothers a fire. The bubbles are formed by mixing water and foam concentrate. The water in foam also has a cooling effect. Use for A and B Class fires. Best for flammable liquids and oil. To avoid scattering the foam or the liquid, foam should be applied gently on burning liquids by “bouncing” it off a nearby surface and allowing it to run down onto the liquid until the entire surface is covered. Never point the foam directly to the burning liquid! For Class A fire – apply foam as a blanket, or use the force of the stream to cover the seat of the fire. Discharge duration is approximately 1 minute.

CAUTION: NEVER use foam extinguisher for fires involving energized electrical equipment!

PORTABLE FOAM APPLICATORS

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When used for extinguishing “class B fires”, the foam must cover the burning oil surface as a blanket. It gives a “smothering” effect - reducing the oxygen or air supply to the fire, and, finally, suffocates the fire. FIRE BLANKETS

Intended for use with fire-hose to produce a foam blanket whenextinguishing fires of classes A and B. Applicator consists of foam monitor (long tube with coupling for firehose and nozzle on other end) fitted with flexible hose and container withhigh-expansion foam concentrate (20 – 25 L). When connected to fire hose, the water stream ejects the foamconcentrate from container. Water mixed with concentrate in the monitorproducing high-expansion foam jet. Provides smothering and cooling.

Foam Foam monitor with flexible hose

Fire hose

Fig.8 Portable foam applicator

A fire blanket is a safety device designed to extinguish small incipient (starting) fires. It consists of a sheet of fire retardant material which is placed over a fire in order to smother it (see below). In using a fire blanket, it is important to protect the hands; the correct procedure is when the blanket is folded round the hands to protect them from the heat whilst it is applied. These are available in the Main and Crew Galleys on the bulkheads in easily accessible locations. HOW TO USE: Remove the blanket. FOR FIRE EXTINGUISHING:

Approach the fire, holding the blanket like a shield in front of you. Place blanket over the area of fire to smother flames. Do not drop blanket into burning liquid, but cover it.

FOR PROTECTION AGAINST FLAMES AND HEAT:

- Hold blanket as screen between you and flames, or wrap/drape around entire body.

- Spread blanket over burning debris to allow passage over fire area.

(Use excess Water-Gel to cover exposed skin areas and shoes.)

FOR EMERGENCY 1st ASSISTANCE If possible, knock burning victim down. Wrap blanket around victim. Mold blanket close to victim’s body, forcing out air. Use water or Water-Gel to penetrate clothing. Leave victim wrapped in blanket. Seek medical attention!

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Part 3: Life Saving Appliances 3.1 Passengers Muster and Embarkation Stations.

There are three Muster Stations (or Assembly Stations) for passengers on our ship, located as follows: - Muster Station A located on Promenade Deck, forward, in Astoria Lounge. - Muster Station B located on Promenade Deck, middle, in Captain’s Club Bar. - Muster Station C located on Boat Deck, aft, in Clipper Salon.

All passengers will be allocated a Muster Stations according to the cabin that they occupy. All passengers on Muster Stations will be divided into eight groups which are numbered the same as the lifeboats which they will serve. In general those passengers berthed in cabins on the starboard side will be accommodated in Lifeboats 1, 3, 5 and 7, and those in cabins on the port side in Lifeboats 2. 4. 6 and 8. The groups are located within the Muster Station under the control of a Muster Group Leaders. If Abandon Ship order is given by Master, these groups will be guided to respective Lifeboat Stations for boat embarkation. Lifeboat Embarkation Stations on our ship are located on Boat Deck port and starboard and numbered. There are four lifeboats stowed in their davits on Deck 5. There are eighteen (18) life rafts located on Bridge Deck forward, port and starboard sides and eighteen Life raft Embarkation stations for crew only. Capacity of each life raft is 25 persons.

3.2 Lifejackets. A Life-Jacket is provided for every person on board the ship, these for guest are located in each passenger’s cabin. All crew’s lifejackets are stored in a readily accessible locations in your cabin. Report to Safety Officer any deficiency such as missing Whistle, Light, Reflective Tape, etc. 1. 2. 3. 4. 1. Take Lifejacket with both hands > 2. Put it over your head > 3. Pass the belt-strap behind your back > 4. Fasten the belt using the buckle (front) and pull the free strap end to adjust the belt around your waist. All manned watch stations, such as Navigating Bridge, Engine Control Room and Hospital are also provided with lifejackets. There are spare lifejackets for passengers and children stowed in boxes on Bridge Deck, clearly marked with IMO symbols. If you have to enter into the sea, try to get as close to the water as possible. Press your elbows to your sides and take a grip at the top of the jacket front and pull down to prevent the jacket from hitting your chin or neck when you hit the water. Do not jump, but step forward with your crossed legs first and body straight. Avoid jumping from heights greater than 4.5 meters. The jacket maintains its buoyancy even if it is punctured or ripped. It will give you a stable floating position with face up and the body inclined backwards. Swimming is best performed with backstroke. The jacket has a whistle. It is also provided with retro-reflective tape in order to facilitate discovery with the aid of searchlight. Every lifejacket is fitted with a light with battery, which is self-activated when immersed in the water, providing a luminous intensity of 0.75 cd for a period of at least 8 hours. 3.3 Immersion Suits. There are by 6 immersion suits stored in boats 1 and 2 and by 3 in each lifeboats 2, 4, 5 and 6. - Take the suit out of its container, and pull it on as you would coveralls. - Pull the hood over your head, close the zipper with a slow, even pull, and then close the face cover. - Cross your arms and hold onto your shoulders, and enter the water feet first. If you jump into the sea with the suit, the air in the suit will be pressed out through the face lining. This may cause a dislocation of the lining and some water may enter the suit. It is thus important to press as much air out of the suit as possible before you jump. Even if the suit is damaged and becomes swamped it will render protection as wet suit. It may, however, be virtually impossible to enter a survival craft with a water filled suit, even if you are assisted. It may become necessary to take off the suit or cut it so that water drains from the legs. In most instances where the suit has become water filled this has been due to inadequate tightening of the chin flap or inadequate closure of the zipper. The face lining may feel uncomfortably tight; however this is necessary to ensure water tight ness. Although the suit itself is well insulated, the use of warm clothing underneath will increase survival time. The suit will float a person on his back and swimming is best performed by backstroke. The suit is provided with retro-reflective tape in order to facilitate discovery with the aid of searchlight. A hook is arranged in front to facilitate retrieval.

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3.4 Thermal Protective Aids (T.P.A). Thermal Protection Aids have been provided in each life boat and life raft for full compliment. Purpose: To reduce the loss of survivor’s body heat. Stowage: In lifeboat - stowed in watertight containers under seat benches; In Life raft - included in to emergency pack. Unpack: Tear along top seal, remove T.P.A. and open out How to use: 1. Open T.P.A. out, make sure zip fastener is at front, pull it over your feet and body.

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2. Put T.P.A. to shoulders, make sure hood is pulled over head before zipping up. Grasp zip by zip cord and pull up to just below chin.

3. Remove in the water: Grasp zip cord and slide downwards, remove hood. Remove arms from T.P.A. and swim away. Note: Ability to swim in T.P.A. may be impaired. To swim remove T.P.A. in accordance with item 3.

3.5 Life Rafts. “ASTORIA” is equipped with 18 Life rafts with a maximum capacity of 25 persons each. The Life rafts are located on Bridge Deck forward, port and starboard (by 9 rafts on each side).

1. Container lower case 2. Container upper case 3. Fast painter 4. Lashing strap with Hydrostatic Release Unit 5. 4 Bursting bands 6. Rubber flap covering raft-lifting shackle and two (2) bowsing lines.

There are three ways to deploy a life raft: 1. Normal Solution – Davit Launching. 2. Emergency Solution – throwing overboard manually.

293. Last Chance – Automatic Release.

Davit Method of launching the life rafts. The Liferaft Preparation Party will follow the sequences as outlined below:

1. Release raft from its stowage position by manually releasing Hydrostatic Release Unit and lashings (1); 2. Open black flap on the upper case of life raft container (2); 3. Position the davit/crane’s arm above the raft and attach the lifting hook to the raft lifting shackle (2); 4. Check that the hook is correctly locked; 5. Hoist the raft container to the davit/crane head block, using the red crank on crane’s gear-box;

1 6. Secure container securing line and the painter line and tended whilst the raft is swung outboard; 7. Make fast the container securing line on the handrail as far to the left as possible (red line 1 on pic.3). 8. Secure the bowsing lines on the deck cleats provided – leave some slack in the lines (cleats 3 on pic.3); 9. Ensure that container securing lines and the painter line are always on the left (lines 1 &2 on pic.3); 10. Swing the davit arm out by using the red crank, to align the red marks (arrows) on the davit post; 11. Pull the painter all the way out (about 35m) and pull it firmly to inflate the raft (pic.4) 12. When the raft is fully inflated, adjust position of the raft securely alongside the shipside by tightening the bowsing lines. Check both main upper and lower chambers & the canopy chamber are properly inflated (pic.5) 12a. Start boarding the raft with weight evenly distributed to all sides (pic.6) 30

14. Release the raft bowsing lines by cutting them with the knife provided on the side of the raft (pic.7). 15. Life raft Commander is to make sure that no lines are attached to the ship’s side (pic7). 16. Life raft Commander pulls the remote brake control to lower the raft into the water (pic.7). 17. One meter above the water the Life raft Commander primes the “Off Load” release hook. Emergency Solution - To launch the raft manually: (1) Release manually Hydrostatic Release Unit and securing (lashing) straps. (2) Take the container to the lee side of the ship. (3) Fasten the inflating painter on ship’s handrail or other strong point onboard. (4) Look for possible obstacles on the water surface. (5) Pull the painter out its full extend (36m). (6) Push the raft over the side into the water. (7) Wait until the raft container stops rolling. (8) Pull the painter sharply to activate the raft's inflation system. (9) The painter secured to handrail or other strong point onboard will keep the raft to ship’s side while boarding. (10) Board the raft using embarkation ladder or from the water. (10) Cut the painter when all persons have boarded. Warnings: 1. The height of life raft stowage on deck 5 is above the max. permitted jumping height with lifejacket donned. 2. Do not jump to the water unless it is absolutely necessary. Do not jump onto raft’s canopy. Last Chance – Automatic Release. 1. Sinking ship takes life raft down. 2. At a depth of approximately 3 meters the Hydrostatic Release Unit is triggered by water pressure. It releases the container and raft floats free toward the surface of the water. 3. As ship sinks, painter pays out to full extent and activates the gas raft’s inflation system. If ship continues to sink the weak link attached to the painter will brake and life raft will float clear.

Hydrostatic Release Unit Weak Link

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3.6 Lifeboats. M/S ASTORIA is equipped with eight (8) motor lifeboats. Total number of seats in lifeboats is for 654 persons. LB No.1- 58 pers., LB No.2 - 64 pers., LB No.3,4,5,6 - by 78 pers., LB No.7,8 - by 110 pers. Lifeboats # 1, 3, 5, and 7 are located on starboard side; Lifeboats # 2, 4, 6 and 8 are located on ship’s portside. All lifeboats are normally stowed on their davits in secured position on Bridge deck level. In an event of an emergency, when G.E.S sounded the Lifeboat Preparation Party members have to report to their Emergency Stations on Boat deck and prepare all lifeboats for launching (see instruction below)

DIRECTIONS FOR LAUNCHING LIFE BOATS Nos. 7 and 8. 32

DIRECTIONS FOR LAUNCHING LIFE BOATS Nos. 3 - 8.

"Prepare for launching" 1. Check and set bottom PLUGS. 2. Take out the SAFETY PINS. 3. Lower the EMBARKATION LADDER. 4. Release the LASHING LINES (GRIPES).

“Lower to embarkation deck” 5. Lower the lifeboat to EMBARKATION DECK. (by lifting up the brake lever) 6. Rig TOGGLE PAINTER

“Boat crew, man your boat” 7. Make fast BOWSING TACKLES Fwd and AFT.

“Let go tricing pendants” 8. Let Go TRICING-IN PENDANTS. “Passengers embark” 9. Board the Lifeboat when Master Ordered. 10. Sit down and keep hands inside the boat.

“Lower away” 11. EASE OFF and let go BOWSING-IN TACKLES. 12. Lower Boat until FALLS are released.

“Release the falls” 13. UNHOOK falls – rig tiller. 14. Embark Launching crew. “Cast off” 15. LET GO TOGGLE PAINTER. 16. FEND OFF with boathook.

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All lifeboats will be lowered to embarkation position on Boat deck level and secured close to ship’s side with bowsing tackles, providing the safe passengers and crew embarkation directly from their boat’s Muster stations. There are crew members assigned for each lifeboat as the lifeboat crew, including the Boat Commander. They will release the bowsing tackles, start the engine, lower the lifeboat waterborne by pulling the red handle of the winch brhen afloat, boat crew release the hooks locally on boat’s fore and aft and cast off the painters. The mandatory lifeboat equipment is stored inside the marked watertight lockers and contains:

1. buoyant oars to make headway in calm seas. 2. two boathooks; 3. a buoyant bailer and two buckets; 4. a survival manual; 5. A binnacle containing an efficient compass; 6. sea-anchor; 7. two painters; 8. two hatchets, one at each end of the lifeboat; 9. watertight receptacles with drinkable fresh water (3 liters for each person onboard); 10. a rustproof dipper with lanyard; 11. a rustproof graduated drinking vessel; 12. a food rations; 13. four rocket parachute flares; 14. six hand flares; 15. two buoyant smoke; 16. one waterproof electric torch; 17. one daylight signaling mirror; 18. one copy of the life-saving signals; 19. one whistle or equivalent sound signal; 20. a first-aid outfit m a waterproof case; 21. six doses of anti-seasickness medicine and seasickness bags for each person onboard; 22. a jack-knife to be kept attached to the boat by a lanyard; 23. three tin-openers; 24. two buoyant rescue quoits, attached to not less than 30 m of buoyant line; 25. a manual pump; 26. one set of fishing tackle; 27. sufficient tools for minor adjustments to the engine and its accessories; 28. portable Dry Powder fire-extinguishers; 29. a searchlight; 30. an efficient radar reflector; 31. thermal protective aids.

3.7 RESCUE BOAT Ship’s lifeboats No.1 & 2 are certified as rescue boats. As the name implies the rescue boat is primarily meant for rescue actions be it persons from own ship or other persons in peril. During such actions the boat will normally be manned by 4 persons wearing immersion suits. One person maneuvers the boat and the others retrieve persons from the sea. The rescue boat is also part of the ships own life-saving appliances with a capacity of persons as lifeboat. The boat is equipped with davit hooks with on-load release after the boat is waterborne. This facilitates launching when the ship is making way. Care must be taken so that swinging blocks do not cause injury to people in the boat. The rescue boat may be recovered with persons on board. Make sure to study the enclosed detailed instructions regarding safety devices which must be checked, before hoisting with people onboard is initiated. The rescue boat is provided with radar reflector. Even if this is not particularly effective it is better than nothing and may make it easier for the ship to keep track of the boat in bad visibility. The reflector should therefore be rigged if conditions are such that the ship may loose sight of the rescue boat.

3.8 Hazard of Exposure; Hypothermia & Warm Clothing. Hypothermia – the loss of body heat – is the greatest danger for anyone in the water. As the body loses its heat, body functions slow down. This can quickly lead to death.

There are three critical areas where the body loses heat most quickly: - the head and neck, - the sides of the chest, - the groin region.

Remember that cold is the greatest killer. Every attempt should be made to pump or bail out the liferaft and to dry out the interior by using the sponges provided in the survival pack, extra clothing, etc. If your clothing is wet, remove it, wring it out as dry as possible and put it back on. In general, clothing should be shared among survivors, but take special care of the sick and injured. Waterproof or windproof clothing should be made available to those on lookout duty in the open. Once the liferaft has been dried out as much as possible, make every effort to raise the body temperature of the survivors. This is vital in cold weather or when survivors have had prolonged immersion m the water. Keeping dry also helps guard against immersion foot (also known as trench foot — see the chapter on Medical Emergencies at Sea for details). Close the canopy entrances, inflate the floor and have the survivors huddle together for warmth. The body heat of the occupants will raise the temperature inside the raft and maintain it. Tests in sub-zero temperatures have shown that the temperature inside a liferaft can be raised to 60 degrees F in an hour. It is important to realize that you are not helpless to effect your own survival in cold water. Research shows that in calm water at 5°C a normally dressed person has only a 58 % chance of surviving for one hour. Loss of body heat in the water is 26 times greater than on the land. It is a gradual process and simple self-help techniques can extend survival time, particularly if the person is wearing a lifejacket. The body gives off its heat to the surrounding in the following ways: • Conduction is the transfer of heat by direct contact with cold water or other materials. Heat is passed from your body,

which is at a relatively high temperature, to a substance which is lower in temperature. Certain substances are better conductors of heat than others. Water conducts heat many times faster than air.

• Convection is the transfer of heat by air or water currents. Moving air is far cooler to the body than still air. Cooling by

wind is known as the “wind chill” effect. Similarly, disturbed or moving water around your body is more chilling than still water at the same temperature.

• Radiation is the transfer of heat by rays of energy without direct contact with other substances, such as a radiator

heating a room. • Evaporation is the vaporization, or “drying up” of liquid, such as sweat or moisture from wet clothing. When the body

gets too hot, sweating will occur and the evaporation of this sweat will help to cool the skin. Although sweating can be very useful in providing you with a comfortable cooling effect on a hot day, evaporation of moisture from clothing can rob you of valuable body heat on a cold day.

In almost all parts of the world, man cannot survive without the aid of clothes. Clothes by themselves do not warm the body; the body is actually warmed by its own heat production. The body heat warms the layer of air trapped between the skin and clothing. It is this layer of air that provides insulation. If the layer of trapped air is lost, then the insulation is diminished. This layer of trapped air between skin and clothing may be disturbed by movement or displaced by water. In either case, valuable warm air is displaced and skin temperature will fall. If heat loss from the skin remains unchecked, body core temperature will fall. That is why all crew and passengers are required to have warm clothes when arriving at their Muster Stations.

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In the water

The Heat Escape Lessening Position (HELP) – protects the critical body areas and slows down the loss of heat. Get into this position if you are alone in the water.

If two or more people are in the water together, form a huddle so that the sides of your bodies are close together.

Treating Hypothermia Handle hypothermia victims gently, avoiding jolts that could damage the heart. • Get the victim out of the water to a dry, sheltered place. • Remove wet clothing only if dry clothing is available or if the environment is warm. • Prevent further heat loss by covering the head and neck. Wrap the victim in blankets. • Do not rub the surface of the body. • Use Rescue Breathing if the casualty’s breathing has stopped. • Do not lift the casualty by arms or legs. Elevating the limbs could cause a heart attack. • Apply heat (40 degrees Celsius) slowly and gently to increase the victim’s body temperature. Use things like warm towels, water bottles, or hand warmers applied to the head, neck and trunk. Be careful to avoid burns. • In severe cases, rescuers could remove their upper clothing and huddle with the victim in blankets or a sleeping bag. • Give warm drinks such as coffee, tea or cocoa – not alcohol – only if the victim is conscious and alert. • The condition is critical if the victim is getting stiff, is unconscious, or is showing signs of clouded consciousness such as slurred speech – even though the victim may not be shivering. Get medical assistance immediately.

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3.9 IMO SIGNS AND SYMBOLS FOR L.S.A USED ONBOARD

EMERGENCY EXIT

DAVIT LAUNCHED LIFE RAFT

LIFEBUOY

LIFEBUOY WITH LINE

LIFEBUOY WITH LIGHT

”MAN OVER BOARD” LIFEBUOY

LIFEJACKET FOR ADULT

LIFEJACKET FOR CHILD

IMMERSION SUIT

GMDSS VHF HANDSET RADIO

EPIRB

SART

DISTRESS SIGNAL ROCKET

PARACHUTE ROCKET

LINE THROWING APPLIANCE

MASTER STATION

EEBD

LIFEBOAT

ESCAPE ROUTE DIRECTION

EMBARKATION LADDER

ESCAPE DIRECTIONS

NOTE: Refer to SOLAS TRAINING MANUAL for more details (located in Crew Mess and Officers Dining Rooms).

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