Medical Forms For Working On Ships: Fill & Download for Free

History lesson time.The reason comes from the British Navy in the early to mid 1700s. They were very interested in trying to keep crews healthy, and certainly stopping outbreaks of disease on ships.At the time medical thinking was that diseases were a result of ‘noxious vapors’, or basically bad smells. While this isn’t exactly correct, as we know now, it did result in the physicians of the period recommending that the decks be well aired and that ships should be cleaned.The results from this were dramatic, which in turn meant that the Royal Navy became obsessive about cleaning their ships. Indeed the daily routine was to wash the decks at first light unless the weather was doing that for them.Now the British Navy’s successes resulted in other Navies’ copying them; this was helped by British officers sometimes serving in other Navies (the Russian Fleet was, at one point, actually commanded by a British Admiral). Thus the obsession with cleaning ships spread to other professional Navies.And of course the reasons remain the same; it reduces the risk of illness on board ships at sea.*Update*Some notes based on the comments;‘Swabbing was ‘make work’ to keep the crew occupied’;False. As I noted it was implemented as a (successful) attempt to reduce disease on ships, and the idea didn’t even come from the Navy itself but from the medical profession. There was a definite reason for the work, which sailors themselves no doubt understood and accepted. At least after initial grumbling one assumes.I should probably also have noted that cleaning the decks was part of keeping ships clean and tidy in general. Something that was reinforced by the weekly Captains inspection of his ship during the Sunday Muster.The logic and expansion of keeping Men of War tidy is something even the most obstinate of sailors could see was a good idea. Basically it made it a LOT easier to prepare a ship for action and made working the guns a lot safer; no slipping on loose rope, having a cannon recoiling into a barrel, or one of the gun crew slipping on a pile of human excrement. (Yes, it wasn’t unknown for sailors to go to the toilet somewhere other than the heads in bad weather or if they were lazy. This sometimes included next to or under one of the guns.)‘You had to wash in seawater to stop the planks from drying and cracking/going moldy’;No, in fact the Navy eventually worked out in the early 1800s that soaking the decks with water everyday increased the rate of decay in wooden planking. From this point they stopped washing the decks everyday, settling for basically sweeping it more than washing it.Nor should the planks ‘dry out and crack’; The timber used should have already been aged (dried) before it was used for ship construction. Indeed the Royal Navy built the largest brick building in the world during the 1700s specifically for storing timber while it aged.{Edit/Correction; Minor brain fart on my part in the above. Although the Royal Navy did indeed build the worlds largest brick building during the 1700’s. This building was, I believe the Ropehouse rather than for timber. The Ropehouse was built in 1786 in brick, but had been there since 1618. The Royal Navy did, however, invest heavily in brick buildings in which to store timber for use in shipbuilding. Hence my confusion. The Navy did arrange the timber by age, to ensure that only timber that was correctly seasoned would be used.}Mold and cracking was a result of using unseasoned timber. Not of washing the deck. It was also more usual on the overhead planking and beams not the deck, which was heavily trafficked.{Slight note; The above comments are for ships that were built in the Royal Yards, basically by the Navy itself. During the French Revolutionary and Napoleonic Wars the need for ships outstripped the Navy’s own construction capabilities. So they ended up having to contract private yards to build ships for them. Almost none of these private yards were capable of building ships to the same quality as the Navy. And some yards were notorious for corruption and poor quality work to put it mildly. However the obsession with cleaning ships came far earlier than this.}Yes, they did use seawater to clean the decks. But then the only freshwater available was limited and intended for drinking and cooking. There simply wasn’t enough to waste cleaning the decks, or for that matter clothing or even the men on board. Everything was washed using seawater.It was (I think) Lord St Vincent who stated that he disapproved of women on ships as they had a tendency to use up a ships freshwater to clean their clothing.‘Algae build up could cause men to slip in action’No. One of the things done when bringing a ship to quarters was to put sand on the decks. This was to soak up blood and provide good footing so men didn’t slip. Also worth noting that most of the areas men would be standing and moving around during action would also be areas that they would be walking or standing on anyway.*Update 2*;To be clear cleaning the deck during the age of sail involved pouring fine sand onto the deck, adding seawater and then moving blocks of holystone forward and backwards over the deck. Then seawater would be poured over the deck to remove the sand and the deck swabbed or flogged dry. ‘Swab’ in context means a mop and I’m guessing that the mops on a ship reminded sailors of the cat-o-nine tails. Hence ‘flogging the deck’ means to mop it dry.A bit of early naval humor apparently.By the time you get to the latter part of the 1800s and the early 1900s deck planking was for show since it was laid on top of the actual metal deck. As such the planks were most likely varnished and simply mopping the decks was good enough for cleaning. Indeed basically wet-sanding varnished planking wouldn’t be a great idea.*Edit/update to last comment; Ron Charest in the comments notes that the wooden decking on later battleships wasn’t varnished. In my defense it’s not like I’ve had the chance to look at a WW2 era battleship’s wooden decking.Traditional decking on sailing ships was made from fir or pine aged for three years. So rather well seasoned wood. Ships built in a hurry during wartime, especially between 1793–1815, most likely didn’t use such well seasoned timber. But such ships were not intended to remain in service for decades, just for the remainder of the war. The RN was building higher quality ships during this period, but these were intended for use in the post war Navy. The Unicorn and HMS Trincomalee, both of which are still afloat, are examples of the higher quality ships; Trincomalee was built using teak for her framing. She was built to such high standards that, when she was taken in for a rebuild/restoration, it was discovered that only three of her ribs needed to be replaced after almost 200 years.

As I have stated many times previously, a carrier is a floating city. It has everythig that your hometown has, including a place to go to work, places to shop, eat, a TV station, and a place to live. Every crew member on a navy ship has several jobs. In addition to a professional job, everybody has a firefighting, damage control, general quarters, man overboard, ship’s upkeep job, or watch standing and other assignments. The purpose of the carrier is “Flight Operations” and everything revolves around that. “keep ’em flying” is the standard order of the day.Personnel are assigned, more or less, on a revolving schedule. They work at their professional job during their shift, and standby to be called away t perform all other training and evolutions as necessary.It’s impossible here to explain what each of 6,500 men & women do on a daily basis, ust as it would be impossible for you to tell us what every person in your town does 24 hours a day for work, recreation, duty, entertainment etc.Time is divided into work time and “off” time as much as possible. The needs of the ship come first. If the ship needs to take on food, ammo, or store stock at sea, a work detail of sailors is called away to do the ob until it is done.Those working, go about their jobs in a regular daily manner, whatever it is. There are carpenters, plumbers, personnel, medical & dental, logistics, cooks, bakers, repairmen, and equipment operators of all kinds. On the flight deck, there are plane handlers, people to refuel, rearm, repair, fight fires, tie down aircraft, man the catapults, and many more. Below the waterline there are mechanics, machinists, enginemen and operators. Plus above the flight deck s the bridge, with the guys who actually maneuver the ship, stand the lookout watches, stay in contact with communcations and radar operators and keep us on course.The shifts change every few hours, so that new people take over doing the jobs, and off-going crews get a chance to rest and get a little recreation, food, etc.When the ship arrives at a Port-of Call ( an overseas country ) it has two possibilities of entry, depending upon local laws, water depth, and other limitations. It may pull in and moor ( tie up ) to the pier, or it may stand off the coast,& drop it’s anchor. In both cases flight operations stop, and integrity and security watches are established at predetermined locations ( or roving ) on the carrier. The “On - Off” schedule continues. Regular ( professional ) work days & schedules are maintained. At the end of each work day, normally, those not assigned “Duty” status are free to go ashore on “Liberty”…to return the following morning before breakfast, and in time to begin the work day.In Port, Priority is given to loading food, fuel, stores, ammo, repair parts, and consumable supplies for the next underway period. The time ashore is equally divided into “Duty” sections, so that every sailor gets a maximum opportunity to visit the port country, and tae advantage f his/her time off.A carrier may stay “In Port” for a coupe of weeks at a time before it has to leave again to re-assume it’s position and duties in the fleet. At the scheduled time, the sailors return aboard, and the carrier puts back to the open sea.Time at sea includes training, competition, patrols, and flight ops. necessart to keep the crew sharp, ready, and up-to-date on latest qualifications.This, in lieu of writing an entire book of eccentricities, has been but a glimpse of life on a carrier. I hope it answers at east some of your questions.

The 'steps' are fairly simple. 1) Enlist in the US Navy under a contract that explicitly states your BUD/S intention (Get as much as you can in that contract before joining.) 2) Go to Boot Camp (take advantage of the BUD/S PT and Stroke Development while there) 3) Go to A school (pick one that's short) 4) Report to BUD/S - Hydrate, take care of your body, and don't quit.Prior to BUD/S, take Crossfit style workouts and mix with long runs and swims. That said, working out will prepare your body for BUD/S, but actually making it will be mental. Guys who don't make it, chose to quit (exception to health or behavior expulsions). The trick is to get up every morning and follow the class to chow. When it's dark, cold, painful, and zero light at the end of the tunnel - just remember that quitting will only be a tempory fix that will have a permanent effect on your life.Make sure you going after it for the right reasons because there is no turning back once you join the Navy. If you quit or don't make it, you are virtually stuck on ship for 4 years of basic service. A lot of guys 'think' they want it, but over 80% of those don't follow through. Having a 'why' combined with the right amount of 'intestinal fortitude' will make all the difference.Last notes: Its a good play to finish college before joining if possible. Document all medical issues once in the Teams (to be VA service connected). Take care of your credit and finances. And have fun, be bold, but don't get into too much trouble. You'll never regret becoming a Naval Commando :)To your last question: Don't mess around with S&R, EOD, or Dive programs (unless you determine thats a more suitable option). Go for it. (You one fallback would be to option for SWCC.)