Emergency procedures guide

U.V.
PATEL COLLEGE OF ENGINEERING – GANPAT UNIVERSITY
COURSE OUTLINE
Duration: 3 days Total hours: 21 hours
S.No Subject Area Hours
1. Observe safe working practices 3
Contribute to effective human relationships on board ship - Human

2 3
relationships on board ship
3. Contribute to effective communication on board ship 3
4. Comply with emergency procedures 4
5. Take precautions to prevent pollution of the marine environment 2
Contribute to effective human relationships on board ship (concluded) -

6. 3
Social responsibilities
7. Understand and take necessary actions to control fatigue 2
8. Review and Assessment 1
Total 21
Reference Publications: IMO Model Course 1.21 for PSSR, STCW as amended, SOLAS as
amended, MARPOL73/78, IMOLSA Code, Code of safe working practices for merchant seaman. ILO
code of practice on accident prevention on-board ship and at sea and port. Standard Marine navigational
vocabulary, International safety management code, Human resources Management for Marine personnel.
Video films/CDs/DVDs: IMO-safer shipping and cleaner seas, Personal safety on board ship
series, waste and garbage management, Fighting pollution-Prevention of pollution at sea, Safe mooring
practices, Personal protective equipment, Alcohol beware, Drugs-way of course, Entering into enclosed
spaces, Welding safety
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STCW -1978 - PERSONAL SAFETY AND SOCIAL RESPONSIBILITIES (PSSR)
U.V. PATEL COLLEGE OF ENGINEERING – GANPAT UNIVERSITY
INTRODUCTION
This course provides familiarization, basic safety training and instruction for safe working procedures,
social responsibilities aboard ship. It is based on the guidance on training in section A-VI/1-4 of the
STCW 1995 as amended in 2010. This course aims to meet the standards of competence stipulated in
section A-VI/I-4 of STCW 2010.
Importance of the Course
A student successfully completing this course and meeting the required performance standards will be
able to identify potential areas of emergencies that may arise in the marine environment, whereby he can
take effective steps to observe "Safe working practices", to eliminate personal injuries and accidents. It
will also help trainee to create a conducive atmosphere designed to boost human/social relationship
amongst shipmates.
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CHAPTER-1: TYPES OF EMERGENCY

The Company should establish procedures to identify describe and respond to potential emergency
shipboard situations. The Company should also establish program for drills and exercises to prepare for
emergency actions. The safety management system should provide for measures ensuring that the
Company's organization can respond at any time to hazards, accidents and emergency situations involving
its ships. It is important that company shore and shipboard contingency planning is consistent and
appropriately integrated.
Shore based contingency plans may include:
 the composition and duties of the persons acting within the contingency plan;
 procedures for the mobilization of an appropriate company emergency respond (which may
include the establishment of an emergency respond team):
 procedures to follow in respond to different types of accidents or hazardous occurrences;
 procedures for establishing and maintaining contact between the ship and management ashore;
 the availability of ship particulars, plans, stability information, and safety and environmental
protection equipment carried on board; -
 checklists appropriate to the type of emergency which may assist in the systematic questioning of
the ship during the response;
 lists of contact names and telecommunication details of all relevant parties who may need to be
notified and consulted;
 reporting methods for both ship and shore based management;
 procedures for notifying and liaising with the next of kin of persons on-board;
 procedures for issuing information bulletins to and answering queries from the media and the
public;
 back up arrangements for the company's initial respond in the event of a protracted emergency;
 The roistering of the company personnel and specialists dedicated to support the response and
adequate relief for the maintenance of their routine duties.
Shipboard contingency plans should take account of the various types of emergency which may arise on a
particular ship and may include:
 the allocation of duties and responsibilities on board;
 actions to be taken to regain control of a situation;
 communication methods to be used on board;
 procedures for requesting assistance from third parties;
 procedures for notifying the company and reporting to relevant authorities;
 maintaining communications between the ship and shore; and
 Procedures for dealing with the media or other outside parties.
Contingency plans should be established to describe how to deal with emergency situations related to
damage, fire, pollution, personnel, security and cargo.
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Examples of emergency situations may include:

 structural failure;
 main engine failure;
 steering gear failure;
 electrical power failure
 collision;
 shifting of cargo;
 cargo spillage or contamination;
 fire;
 cargo jettisoning;
 flooding:
 abandoning ship;
 man overboard/search and rescue;
 entry into enclosed spaces; serious injury;
 terrorism or piracy;
 helicopter operations; and
 Heavy weather damages.
This list is by no means exhaustive and the company should attempt to identify all possible situations
where shipboard contingency planning would be required, relative to the ship, its construction, equipment
and trade.
International regulation under MARPOL 73/78, Annex 1, and regulation 26 requires every oil tanker of
150 tons gross tonnage and above, and every ship other than oil tanker of 400 tons gross tonnage and
above, to have a shipboard oil pollution emergency plan.
Emergency Drills
Actions to counter potential emergency situations should be practiced in drills. A program of such drills,
additional to those required by the SOLAS Convention, should be conducted to develop and maintain
confidence and proficiency on board. These drills should be developed to exercise the emergency plans
established for critical situations and should, as appropriate, mobilize the shore based management
emergency contingency plans under simulated conditions. Emergency drills and exercises should be
carried out regularly to test the effectiveness and clarity of emergency plans, and to develop the
confidence and competence of the personnel who may be involved in actual emergencies. Records of all
emergency drills and exercises conducted ashore and on board should be maintained be available for
verification purposes. Appropriate personnel should evaluate the results of these drills and exercises as an
aid to determining the effectiveness of documented procedures.
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Development of Plans for Shipboard Operations:
 The Company should establish procedures for the preparation of plans and instructions for key
shipboard operations concerning the safety of the ship and the prevention of pollution. The various
tasks involved should be defined and assigned to qualified personnel.
 Emphasis should be placed on preventive actions while maintaining the ability to respond to and
correct non-conformities or hazardous situations should them OCCIT.
 Companies identify key shipboard operations and issue instructions on the manner in which these
operations are to be performed. Continuing supervision and verification of compliance with these
instructions is important.
 Relevant international and national rules that govern certain aspects of these operations need to be
incorporated into company procedures, plans and instructions. In addition, companies should refer
to helpful technical guides issued by various industry organizations.
All written procedures, instructions or plans should be kept simple and unambiguous. Checklists may be
of considerable help in ensuring that all routines in a particular operational phase are covered. While
recognizing that all shipboard operations can affect safety and pollution prevention, companies may
considered dividing safety related shipboard operations into two categories:
 Special operations.
 Critical operations.
This may be done to prioritize operational planning and allow the maximum level of attention to be paid
to those shipboard operations which are crucial to safety and to the protection of the environment. Special
shipboard operations are those where errors may become apparent only after they have created hazardous
situations or when accidents have occurred. Procedures and instructions for special operations should
cover precautions and checks that aim to correct unsafe practices before accidents occur.
Examples of special operations are (but are not limited to):
 ensuring watertight integrity;

 Navigational safety, including the correction of charts and publications;
 Operations affecting the reliability of the equipment (such as steering gear) and associated standby
machinery;
 Maintenance operations;
 bunkering operations and oil transfers in port;
 maintaining stability and preventing overloading and over stressing:
 lashing of containers, cargo and other items; and
 Ship security, terrorism and piracy.
Critical shipboard operations are those where an error may immediately cause an accident or a situation
which could threaten people, the environment or the ship. Particular attention should be drawn to the need
to adhere to strict instructions in the conduct of critical operations, and satisfactory performance should
be closely monitored.
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Examples of critical operations are (but not limited to):
 Navigation in confined waters or high density traffic areas;

 Operations that may cause a sudden loss of manoeuvrability in close or high density traffic waters;
 Navigation in conditions of reduced visibility;
 Operations in heavy weather conditions;
 The handling and stowage of hazardous cargoes and noxious substances;
 Bunkering and oil transfer at sea;
 Cargo operations on gas, chemical and oil tankers; and
 Critical machinery operations.
Arrangements should be put in place to monitor the operational competence of crew undertaking critical
shipboard operations.
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CHAPTER-2
EFFECTS OF OPERATIONAL OR ACCIDENTAL POLLUTION OF THE

MARINE ENVIRONMENT
Define the term "Pollution'
Pollution is an incident involving the actual or probable discharge into the sea of a harmful
substance or oil or effluents containing such a substance.
Effects of operational or accidental pollution of the Marine environment
Any operational or accidental pollution into the sea is liable to create hazards i.e. human health, harm
living resources and marine life, damage amenities, interfere with other legitimate users of the sea.
Every ship shall be provided with International Sewage Pollution Prevention Certificate after verifying
the following: fitting of disinfectant sewage system, sewage treatment plant, sewage holding tank and the
presence of pipelines leading to a convenient position on deck for the purpose of discharging to the shore
reception facility.
The sewage from a ship is prohibited to be discharged into sea unless following conditions are complied
with:
More than 3 nautical miles from the nearest land if commented and disinfected and more than 12 nautical
miles if not commented and disinfected; but the ship should be en-route in both the cases and the speed
shall not be less than 4knots and sewage stored in holding tank is not discharged instantaneously but at
moderate rate. A ship is not prohibited from discharging sewage provided she has sewage treatment plant
in operation, the test results are laid down in ISPP Certificate and additionally the effluent does not
produce visible floating solids nor cause discoloration of the surrounding water. Otherwise the sewage
overboard valves are kept shut in the port and sewage is collected in the holding tank.
International measures for pollution, avoidance and containment of pollutants MARPOL 73/78 is the
convention for prevention of pollution, control of pollution and operational wastes. This international
convention regulates all ships to comply with the applicable rules so as to ensure no pollution and only
controlled pollutants/operational wastes are discharged into the sea which will cause no harm/minimum
harm if introduced. Pollution by sewage from ships.
A sea bird killed by the Cosco Busan Oil Spill
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The Position on 19th February 1996
One more Example
MARPOL Annex IV regulates the discharge of sewage from ships.
Sewage means:
1. Drainage and other wastes from any form of toilets and urinals
2. Drainage from medical premises (dispensary, sickbay etc.) via wash basins, wash tubs, and Scuppers
located in such premises
3. Drainage from spaces containing living animals
4. Other waste waters when mixed with the drainage defined above.
5. Pollution from Garbage from ships.
MARPOL Annex V deals with regulations fire the prevention of pollution by garbage from ships.
Garbage means all kinds of victual, domestic and operational waste excluding fresh fish and parts thereof,
generated during the normal operation of the ship. Disposal of Garbage in the special areas is prohibited
which are, all plastics, including but not limited to synthetic ropes, synthetic fishing nets, plastic garbage
bags, and incinerator ashes from plastic products which may contain toxic or heavy metal residues.
Disposal into sea of food wastes in special areas shall be made, as far as practicable, not less than 12 nm
from the nearest land if comminute or ground to less than 25mm.
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Special Areas are:
1. Mediterranean Sea,
2. Baltic Sea,
3. Black Sea,
4. Red Sea,
5. The Gulfs Area,
6. North Sea,
7. Antarctic area-south of latitude 60 degrees south.
8. Wider Caribbean region.
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Pollution from Garbage from ships.
MARPOL Annex V deals with regulations for the prevention of pollution by garbage from ships. Garbage
means all kinds of victual, domestic and operational waste excluding fresh fish and parts thereof,
generated during the normal operation of the ship.
Garbage Disposal - outside special areas Within 3 miles of the nearest land & in all Waters You cannot
throw anything at all overboard within 3-12 miles Offshore You cannot throw overboard.
Plastic, Dunn age, lining and packing materials that float. Also the following if not ground-to less than
one inch (25mm).
Paper crockery, rags, metal, glass, food. Within 12-25 miles offshore outside 25 miles offshore
You cannot throw overboard. Plastic, Dunn age, lining and packing materials that float.
You cannot throw plastic overboard
Garbage Management Plan should be maintained. Garbage Record Book shall be filled up by the duty
officer when garbage is disposed at sea including when disposing to the shore reception facility. Master
should obtain receipt from the operator of port reception facilities. The receipt or certificates thus
obtained is to be kept along with the GRB and retained on board for 2 years.
The Master shall sign every page of the GRB.
Control of oil discharge from machinery spaces and oil fuel tanks.
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Discharge outside special areas: Any discharge of oil or oily mixtures from ships of 400 tons gross
tonnage and above, other than oil tanker, shall be prohibited except when the following conditions are
satisfied:
1. The ship is proceeding en route
2. The oily mixture is processed through an oil filtering equipment (oil content not exceeding 15 ppm
with alarms and automatic stopping arrangement)
An oil tanker of more than 150 gross tonnage can discharge into the sea of oil or oily mixtures when the
tanker is not within special area, she is more than 50 nautical miles from the nearest land, the tanker is
proceeding en route, the instantaneous rate of discharge of oil does not exceed 30 litres per nautical mile,
the total quantity of oil discharged into the sea does not exceed 1/15,000 of the total quantity of the
particular cargo of which the residue formed apart (for existing tankers), and for
New tankers 1/30,000 of the total quantity of the particular cargo of which the residue formed a part and
she has in operation ODMCS.
Control of discharge of oil in special areas.
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnages and above shall be
prohibited except when the following conditions are satisfied:
1. The ship is en route

2. The oily mixture is processed through oily filtering equipment
3. The oil content of the effluent without dilution does not exceed 15 ppm
4. The oily mixture does not originate from cargo pump room bilges on oil tankers,
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5. The oily mixture, in case of oil tankers is not mixed with oil, cargo residue
News hips of 400 gross tonnage and above other than oil tankers and in new oil tankers of ISO gross
tonnage and above, no ballast shall be carried in any oil fuel tank. Due to abnormal conditions, render it
necessary to carry ballast water in the fuel tanks which is not clean, such ballast shall be discharged to
shore reception facility. An oil tanker of more than 150 gross tonnage is prohibited from discharging oil
or oily mixture into the sea when she in special areas. Only segregated ballast or clean ballast can be
pumped out in special areas.
Contents of the Oil Record Book (ORB)
Every tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above, other than
oil tanker, shall be provided with an Oil Record Book Part I (Machinery Space Operations). Every tanker
of ISO gross tonnage and above shall also be provided with an Oil Record Book Part II (Cargo/Ballast
Operations). These ORB's shall be filled up on each occasion on tank to tank basis, if appropriate,
whenever any of the following operations take place on-board the ship. For machinery space operations-
ballasting/cleaning of oil fuel tanks, discharge of dirty ballast or cleaning water from oil fuel tanks,
disposal of oily residues (sludge), and discharge overboard or disposal otherwise of bilge water which has
accumulated in machinery spaces and bunkering of fuel oil/lubricating oil and any other exceptional
occurrences.
For cargo ballast operations-loading of cargo, internal transfer of cargo, unloading of cargo, COW, tank
cleaning, ballasting of cargo tanks (in CBT tankers), discharge of this ballast (CBT tankers), discharge of
slop water, disposal of residues, closing of valves after slop/ballast discharge operations. The officer or
officers responsible for the operation as required above shall sign the ORBI or II, the moment the
operation is completed. Every completed page shall be signed by the Master.
This ORB shall be kept on-board for a period of three years after the last entry was made.
Introduce the contents of Annex VI of MARPOL
MARPOL Annex VI deals with regulations for the prevention of air pollution from ships.
Emissions of Ozone depleting substances are prohibited. Some of these substances are halon 1211, halon
1301, halon2402, CFC-11, 12, 13 & 14 NOx (Nitrogen oxides) and SO2 (Sulphur Oxides) which are
emitted due to the fuel quality used by ship's engines and generators are also to be regulated to prevent air
pollution. For controlling the emissions to comply with the applicable regulations, quality of fuel should
be kept in check.
Also emission of volatile organic compounds (VOCs) & om tankers is to be regulated in ports or
terminals. However this regulation shall only apply to gas carriers and all tankers which are subject to
vapour emission Control. Since incineration on board also cause's air pollution, following shall be
prohibited:
Cargo residues of Annex I, II & III and rebated contaminated packing materials, polychlorinated
biphenyls (PCBs), garbage containing more than traces of heavy metals and refined petroleum products
containing halogen compounds.
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IMO type approved incinerator is PYCs (polyvinyl chlorides) otherwise incineration is prohibited.
Person operating incinerator shall be trained and capable of implementing the guidance provided in the
manufacturer's operating manual.
Booms can contain, exclude or deflect oil floating on the surface of the water. Boom size and style
depend on conditions and method of deployment
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Extensive effort was required to clean the heavy fuel oil from the shoreline.
Is this what we are looking forward?
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CHAPTER 3
OBSERVE SAFE WORKING PRACTICES

Ship familiarization
As a crew member who joins the ship should familiarize himself with ship in general whereby he will be
able to locate himself on board the ship with respect to his living quarters to start with. He should walk
around the ship with an experienced ship mate who has been on board long enough to explain to him
various compartments spaces from Foxed to Stem. Then thereafter, the Safety Officer/or the Officer
designated for the purpose of familiarization should show his muster station, the lifesaving and
firefighting appliances and its location whilst conducting the tour of the ship as soon as possible. The
same should be entered in the familiarization checklist and logged down. Once the basic familiarization is
over, the ship specific familiarization should be carried out for him. A person who has already been on-
board and familiarized, should be able to locate/operate the equipments which are necessary for his
emergency duties and his normal working duties. He should familiarize not only
With duties but also working precautions and safe procedures for doing the same. He should also be
aware of the limitations of any equipment and ways to overcome the same.
Nature of Shipboard hazards
The hazards that can occur on board are accidents resulting due to carelessness and human errors which
are mainly work related errors where persons may lose life or incapacitate themselves or damage ship's
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equipments or the damage the ship herself. This course trains personnel for maintaining accident free
environment and observation of safe working practices.
Groups the equipment provided on board to counter these hazards Use of Personal Protective Equipments
like helmets, gloves, boiler suits, safety shoes, nose masks and goggles etc. other than SCBA, ELSA, and
EEBD, which can help counter these hazards. This also includes walkie-talkies, which are intrinsically
safe, safety torches, appropriate gas detecting monitoring apparatus, for determining tank atmosphere and
proper tools so as to minimize the risks involved in any work creating a safe environment and inculcating
a safety culture is the ultimate aim.
REMEMBER, SAFETY DOUBLE CHECKED-SAFETY DOUBLY ASSURED.

Use and demonstration of PPE
PPE (Personal Protective Equipments) should be used on board at all times. Many accidents on board are
happening due to human error that can be avoided by normally by use of PPEs.
Many times persons consider it as a hindrance to the work forgetting it is the same hindrance, which is
going to protect them if something goes wrong during work. However, clear guidelines in implementing
safety which takes into account the nature of every work along with the safety of the individual carrying
out the same
Will ensure an accident free environment. Safety helmets, goggles, hand gloves, lifebelt, lifeline, safety
shoes, nose masks, etc., are some examples.
Safety helmets protect the head of a person wearing from head injuries caused due to falling items/debris
above the head, striking the head on some overhanging structures overhead or tripping and falling etc.
Nose masks/Goggles help protecting from any foreign materials falling onto the eyes/nose especially
from dust, paint or rust particles,
Hand gloves protect the wearer's hands while engaged in any manual operation. Lifebelt, life vest and
lifeline help when working over side/aloft. The validity period of this belt shall be one year from the date
of first use. It shall be renewed earlier in case of damage. In doubt, this should not be used since there is
going to be dynamic load jerk acting on it in case of Collapse of stage or boson's chair.
A safety shoe protects the feet and toes at all time from injury. One should always wear safety shoes
while carrying out work of any nature except where Gumboots are used.
List of operations that take place on board which can be hazardous. Mooring, unmooring, anchoring,
handling wires and ropes, taking a tug, working aloft, loading, unloading of cargoes, working in enclosed
space entry, tank cleaning, sludge removal, working over side and hot work (including this but not limited
to) are all some of the hazardous operations which take place on-board.
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Loading and Unloading Cargoes
Loading and unloading of cargoes is a hazardous operation if not carried out in a proper manner. More so
on-board a tanker if dangerous cargo precautions are not taken. In any case, the nature of the cargo being
loaded is kept in mind when dealing with it. The inherent nature of the cargo plays an important role not
only in stowage but also when handling it. The properties of the cargo are obtained and method of
handling the same is established. Proper securing of the same also is necessary for the voyage to be
encountered. Written procedures should be considered for any emergency, which should take into account
the cargo details. If necessary, if handling procedures are not available, owners/charterers advice should
be sought. At no time, we can have a cargo onboard about which we know nothing. Cargo data
sheets/material data sheets should be displayed in public places for the knowledge of the seafarers. Also
in case of any accidental spilling/contact of dangerous on the body, necessary medical attendance
procedures should also be known. Vessel should be aware of the behaviour of the cargo during its
temporary custody under her. Company procedures and international procedures (like ISGOTT checklist)
should be adhered to for prior loading and discharging cargo. Both loading and unloading should be
carried out as per plan and sequence.
Mooring and unmooring
Considerable care is required with the stowage of wires and ropes as well as the maintenance of roller
fairleads, bits, winch drums, brakes and clutches. Ropes and wires should be regularly inspected and
maintained. They should be carefully stowed, preferably off the deck on pallets or the like, and kept away
from moisture, chemicals and other substances, which may harm them. Ropes and wires should be
protected from direct sunlight whether they are stored on deck or on reels or drums. Wire ropes should be
treated with suitable lubricants, which should be worked into the core of the wire to avoid the rope drying
out.
When handling wires and ropes, seafarers should wear leather-palmed gloves to prevent hand injuries.
However when taming ropes on drum ends, extreme care should be exercised as gloves could become
entrapped between the rope and the drum.
Ropes and wires should be flaked out on the deck prior to port arrival and arranged to send the bight of
rope. Sufficient personnel should be assigned to the mooring operation and one person should be
designated as winch/windlass driver. While responsible for driving the winch he should remain at the
control station and in close communication with the officer in charge.
All seamen should be aware of the potential hazards and remain in positions of safety whenever possible.
Care should be exercised when throwing heaving lines to avoid hitting people with the "monkey's fist". It
should be remembered that nylon, polyester and polypropylene ropes, unlike natural fibre ropes, give no
audible indication of imminent failure due to overloading. If it appears that ropes are coming under
excessive strain load should be reduced.
When a rope is being run on the drum end, a maximum of three turns should be used and this should be
controlled by one man, with another coiling the rope as it comes off the drum end. When alongside, the
moorings should be constantly monitored and sufficient personnel allocated for tending and adjusting
moorings. This is particularly relevant in tidal waters and on vessels with high loading and discharging
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rates. The operation should be well planned and all personnel involved should be familiar with the
proposed sequence of events and what to do in the event of unforeseen circumstances such as adverse
weather condition.
When making fast a tug, it should be remembered that the tug can apply load at any time. Whenever
possible, ships line should be used as the ship has very little control over the condition of the tugs wire or
ropes. In some parts of the world, a tug's rope is generally given to the ship. They will be excellent
condition, but may not always be the case. Many people have sustained serious back and other injuries
during manual lifting or carrying heavy items. These operations have resulted in accidents. Seamanship
practices should be strictly observed.
Before employees are instructed to lift or carry by hand, the employer should ensure that the crew
member risks his health and safety. This should be evaluated and due precaution taken and correct
working methods used. When assessing the risks and considering adequate protection, full account should
be taken not only of the characteristics of the load and the physical effort required but also of the working
environment (ship movement, confined space, high or low, temperature, physical obstacles such as steps
or gangway, etc.) and any other relevant factors (e.g. The age and health of the person, the frequency and
duration of the work etc.).
During manual lifting and carrying, the proper procedure to be followed. As a matter of habit one should
size up the load to be lifted, look for sharp edges, protruding nails or splinters, for greasy or other surfaces
which may be difficult to get off the deck.
The deck or area over which the load is to be moved should be free from obstructions and nut slippery.
A firm and balanced stance should be taken close to the load with legs little apart, not too wide, so that
the lift will be as straight as possible. A crouching position should be adopted, knees bent and back
straight to share that the legs do the work - keeping chin tucked in. The load should be gripped with the
whole of the hand- not fingers only. If there is insufficient room under a heavy load to do this, a piece of
wood should be put underneath first. The size and shape of the load and not goods weight guide
distribution. If this information is not available, a careful trial lift should be made, and if there is any
doubt whether the load can be managed by one-man, help should be provided.
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Enclosed spaces: Procedure and precautions:
A Sample is a below and may vary from Ship to ship
ENCLOSED/CONFINED SPACE ENTRY

CHECKLIST
Maintenance Man ___________________________
Supervisor ___________________________
Master ___________________________
Commanding Officer's Permission required for entry if space is designated immediately dangerous to life
or health.
Initials
___________Type of work to be done in space is known.
___________Toxic/Flammable materials identified, risks are known.
___________Past history of the space for toxic gases reviewed.
___________Certified Gas Free Engineer must determine hazards, post access requirements,
specify type of work permitted and retest periodicity.
___________Maintenance personnel briefed on gas free certificate instructions and re-certification

requirements.
___________Means of communication available inside the space.
___________Personnel working alone must have an attendant.
___________Adequate lighting is available.
_________________________________________________________
Known Risks:
Lack of sufficient oxygen to support life
Excessive levels of oxygen which increases the danger of fire or explosions
Enclosed space is a space on board the ship which is totally enclosed and not ventilated which has not
been visited for a considerably long period; be it ballast or cargo space having carried oil/chemical/any
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cargo or not. This space has a bright chance for having insufficient oxygen to support life. Or has
dangerous gases to prevent the entry. Due to its present state, no enclosed space should be entered without
checking it properly and having complied with laid down company procedures/international
rules/regulations.
The space can be entered for any reason; including for normal inspection/for checking leakages/minor
repairs with without involving hot work. The atmosphere in the tank has to be ascertained for no gas and
sufficient oxygen by appropriate gas detectors/indicators. If not, ventilation should be continued to bring
it up to entry limits. Otherwise, tank can only be entered with SCBA on, which will limit the time frame.
Even in normal case of entry into enclosed space ventilation should be continuously on. It shall never be
stopped. Whoever is entering should enter with proper PPE's, safety torches and walkie talkie
(Intrinsically Safe) for communication. The time frame for communication shall be entered in the
enclosed space entry permit and adhered. There shall be a person kept standby on top of the tank/space
for emergency. SCBA, ELSAEEBD shall be kept standby on top for any eventual emergency.
Communication shall be established with the bridge informing the time of entry. If entry into the tank
with SCBA, bottle pressure should be noted down. Nobody to enter alone inside an enclosed space. There
shall be a heaving line kept standby on top for lowering picking up things. Since any particular pocket of
the tank can have some dangerous gases and since many accidents have happened in the past in enclosed
spaces, care should be taken to enter or exit safely. Only by following safe procedures, a safe operation
can be conducted. Before entering an enclosed space, Entry permit shall be signed by the team leader of
the group entering the space, responsible person entering the tank and the Master. No permit is valid for
more than 24 hours. Again the permit shall not be continued for the next day even if less than 24 hours.
The entry shall be abandoned if unable to meet the requirements of the permit or should the conditions
necessitate an evacuation because of violation, If the ventilation cannot be continued, the persons already
inside the tank should retreat
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How to work
Hot work is an involvement of a spark whether welding or cutting. This is a dangerous work, which
should be taken up with extreme caution, particularly onboard a tanker. However, it is not that this hot
work is never being done onboard, only thing is that precautions are to be observed for safe operation of
the same. Before doing any hot work, the location is searched thoroughly for breaking any formation of
fire triangle. Also, adjacent spaces are checked for any containment of
Flammable atmosphere or any loose materials, which can cause fire when hot work is on. All fire safety
measures are taken including keeping the fire hose and fire extinguisher ready before starting the work.
Hot work permit is obtained prior commencement of any hot work and the check list is filled up and
signed by responsible officer. Generally, only on board tankers the hot work is not allowed on deck. It can
be done in engine room workshop and in engine room with the permission of Chief Engineer. Hot work in
any other place needs to get the company's permission. The permit is issued to the ship once all the
checklists of the hot work are complied with. Master is responsible for overall safety.
The necessary hot work checklist can be seen from ISGOTT. This permit is to be kept near the place of
work so that persons are aware of its validity. Hot work permit is issued only during the working hours
and should not be used on different dates, Every time different hot work permit has to be sought. Before
doing hot work, it is better to call for a meeting among the involved team explaining that the effectiveness
of the work depends on the safety of everyone and following safe procedure. Once the work is completed,
all the items should be withdrawn and the person who is supervising the work should sign the withdrawal
of hot work items in the permit and keep it as a reference for the future.
Working aloft
Working aloft means having to work above some deck level high up in the air, say on the funnel or mast
or bridge front. This work does not expose the worker to the sea, However he has to take adequate
precautions from falling on deck and injuring/dying. The work should be planned and necessary
equipments are rigged (say bosun's chair/stage). Persons who are going to work sitting on the above
equipment should wear PPE's and life line/belt with harness secured to a strong point. So, in case even if
the stage/bosun's chair loses its balance, the person can still cling onto the lifebelt. The stage/chair is
always tended by proper gantlines tied to it. Persons who are attending to adjust the height, should do it
slowly/gradually and not suddenly. A heaving line also kept standby for picking up/lowering equipments
for intended task for those doing the job. This work shall not be carried out without proper inspection by
the officer concerned and Master's approval. The permit shall be signed and the workers' signatures
obtained and filed.
Engine Room Watch keeping and maintenance
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Normally a senior engineer officer will be in charge with a junior engineer and one or more ratings to
assist him during the watch. All the watch keepers must be familiar with their duties safety, and survival
equipments. They should also have knowledge of firefighting equipments with respect to location and
operation. They should able to distinguish between the different types of alarms and the actions to be
taken for the same. They must understand the different communication systems and know how to muster
assistance in case of dire necessities. They must also be knowledgeable about the various escape routes
from engine room.
At the beginning of the watch, a good round must be taken around the entire engine room and related
areas like the steering flat, the refrigeration compartments and the air conditioning compartments. The
current operation parameters must be checked with the entries in the engine room logbook during the last
watch. The watch keepers should check and find out if there are any special or standing instructions from
the chief engineer regarding any particular machinery or work in progress. The levels of the tanks
containing fuel, water, slops and ballast should be noted and the level of bilge at various engine room
sides should be noted. The operating mode of the equipments and the state of readiness of available
standby equipments must be checked.
At appropriate time intervals inspection should be made of the main propulsion plant, auxiliary
machinery, purifier spaces, compressor parts, the shaft tunnel if any, and steering gear compartments.
Any routine adjustments can be made. Malfunction or breakdown should be noted, reported and
corrected. All the pipelines and the systems must be checked for leaks and local indicating instruments
should be frequently checked. Bridge orders must be promptly carried out and record any changes in
speed or direction should be noted. Any breakdowns or holdups that could affect stability or navigation
should be brought to the notice of the bridge with the Master and the Chief Engineer informed.
Immediately
During the watch, a log or record will be made of all the operating parameters of pressures, temperatures,
RPM, voltage, current etc., of the Main, the Auxiliary and ancillary equipments. Fuel consumption,
available bunker quantities, lubricating oil tank levels, consumption of various types of lube oil, etc must
be recorded. A gradual fall in levels can be accepted but any abrupt either fall in level or increase in level
must be investigated to see if there is any leakages from the system to the atmosphere or from the
atmosphere into the system. The engine exhaust temperatures should read fairly uniform. Various
pressures and temperatures values for cooling water and lubricating oil should be near the maker's
recommendation. Any abnormal variation must be investigated and corrective action should be taken.
Aux equipments like the generator, the fresh water generator, the boiler and the purifiers must be given
due importance. Air compressors and air bottles must also be checked frequently and drained of water and
oil. The boiler water level, the boiler pressure, the condenser, the feed tank, the feed pumps also should be
Page 24 of 42
given due importance. Any leakages should be stopped immediately. The running hours of the various
machineries must also be progressively recorded as this determines the next overhaul activity. The water
from the settling tanks and the service tanks must be drained regularly. Soot
Blowing of the boiler should be done after informing the bridge to determine if the direction of the wind
flow is favourable.
Good housekeeping is very essential for the upkeep and maintenance of the engine room. Leaks of
anything like fuel, diesel, lube oil, water, and seawater steam should be avoided as they fill up the bilges.
The bilges must be kept low and the oily water separator should be utilized for lowering the bilges and for
pumping out. At no time, not even a drop of oil, should be pumped overboard either intentionally or
inadvertently. The trash and the rubbish like oil soaked rags or cotton wastes must be segregated in
different coloured bins with lids and burnt through the incinerator. The emergency equipments like the
emergency generator, the emergency compressor, the emergency fire pump; etc should be frequently tried
out and kept in a state of readiness.
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CHAPTER 4
UNDERSTAND ORDERS AND BE UNDERSTOOD IN RELATION TO

SHIPBOARD DUTIES
Fundamentals of communication
No group or industry can exist without communication. The communication is transference of meaning
among its members. It is only through transmitting meaning from one person to another that information
and ideas can be conveyed. Communication however is more than merely imparting meaning. It must be
understood as well. An idea no matter how great is useless until it is transmitted by one person and is
understood by others.
Thus, Communication = Transference + understanding of meaning. Thus, in practice effective

communication is a basic pre-requisite for the attainment of organization goal. The process of
communications involves
1. Sender 2. Receiver 3. Feedback 4. Media of communication
The process of communication can take two different forms.
1. One-way communication Restrict the individual involvement by only allowing one person to transmit
all the information and thus, placing the other person at receiving ends.
2. Two-way communication
Allow both the sender and receiver to get actively involved in the communication Types of
communication
1. Verbal communication 3. Written communication 2. Non-verbal communication 4. Audiovisual
communication
2. Methods of Communication
The channels of communication define the network by which information flows.
The different channels are as follows:
A. Wheel Pattern Cantering- Transmitter:
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B. Chain Pattern Outer rings-receivers
This pattern follows rigidly the chain of command. Here, one individual makes decisions but information
is passed from one employee through another until all are informed. Like this pattern follows rigidly the
chain of command. Here, decisions
are made by one individual wheel pattern, this channel is also relatively fast in transmitting information
but at the same time it affects job satisfaction negatively.
C. Circle Pattern
Allows equal opportunity for everyone to communicate. Information flow is much stronger and decisions
making is typically de-centralized. Disadvantage - because the flow is slow messages may eventually
become distorted.
D. All Channels
Allows everyone to communicate with everyone else. Feedback is maximized, communication is more
accurate. Employees typically experience high levels of satisfaction.
Page 27 of 42
Barriers in communication
Due to improper channels of communication a sender might manipulate information so that the receiver
may see it favourably. This process is called filtering and is a major barrier to effective communication.
This can also happen due to language problem when more nationalities are involved.
Emergency Station Muster List:
The Emergency Station Muster List should be conspicuously posted on the ship. The list should indicate
emergency instructions for each crewmember.
These instructions should describe:
The allocated muster station for abandon ship and survival craft station
The allocated muster station known as Emergency station and Action, if any, to be taken on hearing such
signals
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ABANDON SHIPMUSTER LIST

Lifeboat station no 1 Duties Lifeboat station no.2 Duties
Name Rank Name Rank
Master Bridge over Ch.officer In charge
all in charge
Second officer In charge Third officer Assist in
charge
Cadet 1 Bridge Cadet 2 Life raft 2
IIC
Chief Eng Lifeboat Second Eng. Lifeboat
engine in engine in
charge charge
Third Eng Life raft IIIC Fourth Eng Life raft 1
I/C
Electrical Embarkation Fifth Eng Embarkation
Officer light light
Bosun Embarkation P'man Embarkation
Ladder Ladder
Lowerer Lowerer
NB1 Bowman AIB3 Bowman
INB2 Stern sheet MIM2 Stern sheet
MIM 1 Ford gripe ΜΙΜ3 Ford gripe
O/S 1 Aft gripe O/S 1 Aft gripe
Chief Cook Provision / a.s. Provision /
blanket blanket
EMERGENCY STATION EMERGENCY STATION MUSTER LIST
Emergency Signal of 7 or more short blasts followed by a prolonged blast on ship's emergency electric
bell / whistle and siren.
Muster Point: Boat deck starboard side
Alternate Muster Point: Boat deck port side
Substitute for Key persons: Master-Chief Officer
(if disabled) C/Off---2nd Off
2/Off---3rd Off
C/E/O---2/E/O
2/E/O---3/E/O
Alternate person for communication - 3rd Off.
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Combating the Emergency, Reporting the authorities

COMMAND TEAM DUTIES
Master Overall Incharge
2na Off Communications
A/B 1 Steering
Containing and fighting the emergency, at the seat of the incident. Chief Off/ Second Eng-in
charges/standby dependent upon the location.
EMERGENCY TEAM Duties

Name Rank
Ch. officer
Second Engr
Cadet 1
Cadet 2
Cadet 2
Fourth
Bosun
P'man
NB2
M/MI
Chief Cook
G.S.
Getting technical things organized as ordered by Master.
TECHNICAL TEAM DUTIES ENGINE ROOM DUTTIES

TEAM
Chief Eng. On orders from Third Eng. As ordered by
Command team C/E
Elec Off As ordered by M/M2 -do-
C/E
BOAT PREPARATION DUTIES

TEAM/SUPPORT TEAM
Third Off Prep Boats/Life rafts
AfB3 -do-
M/M3 -do-
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Action to be taken on discovering potential emergency including fire, collision, foundering and ingress of
water into the ship
Fire: Emergency alarm shall be sounded in case if auto generated fire alarm or MCP (Manual Call Point)
is not raised. All persons to muster at the muster point. Once the emergency is declared by the Master,
immediately the firefighting begins. All the electrical circuit is isolated. Ventilation serving the area is cut
off all the openings to the area are shut. Any fuel supply is also cut off. Emergency fire pump is started
and the boundary cooling begins. Persons who are ready with SCBA (in case of deck fire CIO is in-
charge with 2IE as standby and vice versa in case of ER fire) should enter the compartment with the
charged hose to detect the fire. The location, the nature and the degree of fire should be ascertained and
the fire should be fought accordingly. Appropriate extinguishing methods are to be followed to quench
the fire. Meantime, the boats and rafts are kept ready for launching. Once the fire is controlled, nobody to
enter the compartment immediately and the boundary cooling should continue till the normal ambient
temperature is achieved in the entire area to prevent re-ignition. In case the fire is uncontrollable and ship
cannot be saved in the opinion of the Master, he should abandon the ship and save the lives of all
onboard.
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Collision, Foundering and Ingress of water into the ship: If the ship has collided and remain stuck to the
other ship, both the vessels should not try to pull out of other as this may cause flooding. Own vessel
should ascertain the survival capability and take action accordingly. The stability of the vessel should be
ascertained and the damage should be estimated. The ingress of water in any compartment should be
calculated to check whether the vessel has sufficient reserve buoyancy to withstand this. Since the
collision can lead to fire, all the firefighting precautions should also be observed. Also antipollution
precautions should be observed. The need to pump out water and the ability to cope up with the situation
should be established. The rate of pumping out has to be more than ingress for positive stability. Damage
stability has to be ascertained. All the authorities should be appraised about the situation/incident.
Drills and Muster: Drills are rehearsals to combat disasters, the object of all drill is preparedness. A good
crew is ready to deal with any calamity that can occur on their ship, but they only gain this ability if they
have rehearsed their emergency duties frequently and under conditions as close as possible to reality.
Every drill should be made as authentic as possible. Persons should assemble at their muster point for
head count, before an emergency is actually, fully declared. Every person should know his muster point
and muster duties.
Value and need of drills and training: Each man attending the drill should be asked questions about his
duties; the tasks assigned to another crewmember and directed to demonstrate some emergency
procedures. For example: if a pump room rescue drill is scheduled, explaining about the procedure is not
enough. It is appropriate dummy should be placed beforehand in the bottom of the pump room, permitting
Page 32 of 42
the crew the opportunity to rig up the equipment and rescue the dummy. Other drills should be created
according the special hazards of the ship. The concerns
Raised during on-board safety meetings, or scenarios derived from actual casualties on similar vessels
should be taken into account while carrying out drills. To make the drills more realistic:
1. Certain personnel, equipment, or areas of the ship can be declared 'out of bounds for purpose of the
drill.
2. Alternative means of communication should be verified operational.
3. Times required for each type of drill should be recorded and records/charts displayed of improvements
in time achieved.
Every drill should be conducted with all the seriousness of an actual event. Drills need not be
restricted to the official monthly/weekly event. Every officer should conduct discussions or mini drills of
emergency procedures with his watch as time permits. He should ask his watch members to describe how
they would deal with an oil spill event, a fire in paint locker or a man overboard event.
Records are essential to ensure that each employee completes all required training and that
training progress is documented. These records can have additional value in helping to defend the owner
against injury and pollution claims. They demonstrate that the seamen were given the training necessary
to recognize and avoid the hazards of their employment and that a conscientious program of anti-pollution
indoctrination was followed.
Vessel training records should be reviewed by the Superintendent/DP of ISM ashore to determine
the kind of training needed on board. Training records should be retained as proof of training conducted.
Training for engineering personnel should include operation of the fire pumps, firefighting foam
and carbon dioxide systems, emergency procedures, manual starting and connection of the emergency
generator and the details of the bilge and ballast system. A vessel's readiness to deal with any emergency
is a function of the level of training the crew has received. If training is slighted or neglected, a small
emergency can be mishandled into a major disaster.
Knowledge of escape routes and internal communication and alarm system
Escape routes: In the past, during emergencies onboard a ship, most of the lives that had been lost are due
to the fact that they get trapped within the ship, being unaware of the escape routes, to the nearest muster
boat stations. Therefore, it is mandatory for every person joining a ship, to learn emergency escape plans,
at the first available opportunity.
Onboard every ship, escape routes, other than the normal ladders and alleyways exists. Special escape
routes ways are provided for use during emergency. These routes are indicated by specific large arrow
signs, normally red in colour, on the bulkheads along the entire route. Specific signs "Escape Way" also
supplement these arrow markings.
Water tight doors and citadels, provided onboard a ship for emergency exit are also similarly marked.
This varies from ship to ship depending on their types, and are easily identifiable even by a new comer
onboard.
Escape routes are to be marked with retro reflective tapes and luminescent which are visible even in the
darkness. This shall be pasted (an adhesive tape) at a height of not more than 300mm from the deck so
that it will be clearly visible with thick smoke when a person crawl.
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Internal Communications
There are various means and type of internal communication systems, provided onboard a ship for both
normal and emergency communications.
The following are a few examples:

a) Intrinsically safe magneto telephone systems;
b) Voice powered telephone system;
c) Voice pipes;
d) Fixed intercoms between strategic points
e) Normal intercommunications telephone system;
f) Handheld radios;
g) Public announcement systems.
These systems are so positioned, that they provide communication between strategic positions, such as,
Bridge, engine room, radio room, control room, cargo control room, machinery control room, machinery
spaces, generator room, galleys, steering gear compartment, store rooms, wheel house, boat stations etc.
The first three systems mentioned are so vital, besides the handheld radios, that they play a significant
role, even in the event of ship's power failure, during emergencies.
Emergency Alarm Systems:
These emergency alarm systems differ from the alarm signals used during emergencies to
summon people to their muster stations that have already been discussed earlier in this book.
These emergency alarm systems are strategically positioned all over the ship with control panel
positioned in places such as engine room, bridge, engine control room, radio room, cargo control room
etc, to indicate malfunctioning of various equipment/machinery, equipped onboard a ship. These control
panels indicate the equipment that is malfunctioning with their relevant position. These indications enable
the relevant technical personnel to attend to it immediately.
A fire alarm system control panel indicates the position or the compartment in which fire has broken out.
These are also inter-connected with the general electric bell system which detects fire whenever it breaks
out.
Page 34 of 42
CHAPTER 5
EFFECTIVE HUMAN RELATIONSHIPS ON-BOARD SHIP

INTERPERSONAL RELATIONSHIPS
How to Develop Good Relations with Your Colleagues
1. Practice Courtesy at all times.

2. Be a positive influence to your colleagues
3. Respect people for what they are
4. Co-operate and offer a helping hand.
5. Avoid behaviours that are destructive to good interpersonal relationships,
6. Give recognition and emotional support
7. be diplomatic
8. Respect group standards and expectations,
9. Don't take undue credit
10. A void unholy alliances or coalition
11. Express interest in your colleagues
12. Focus on the positive,
What do people value?
 Family
 Friendship & Relationship
 Work career
 Financial and personal growth
 Appreciation.
Attitudes:
If we decide to have Negative Attitudes, then we are responsible for the results of our attitudes. If we
decide to have positive and supportive attitudes towards ourselves, our work and our jobs, then we are in
a position to enjoy the rewards of such attitudes.
Negative Thoughts/Action
Angry, Lazy, Critical, Careless, Egotistical Stressful, Greedy, Dishonest etc. If they become habitual, they
result in the breakdown of physical health and eventual external failure.
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Positive Thoughts Actions:
Enthusiastic, Respectful, Harmonious, Tolerant, Honest, Happy, Understanding, Patience.
People Fear Each Other:
1. Because they don't know each other

2. Because they have not properly communicated with each other,
2.2. Team Building
Elements involved in Team Building
A team is any set of individuals who co-operate in accomplishing a single overall task. Many activities
cannot be carried out and many problems cannot be solved on an individual basis. Therefore there is a
need for effective teamwork. A merchant ship has an organizational structure, with the Master of the
vessel having the supreme authority, conferred by a legal act governed by the Merchant Shipping Act.
Discipline, Self-control and Professionalism
Discipline is an attitude of mind, a product of a culture and a particular environment, which impalas
individual to willingly, co-operate, in the observance of the rules of the organizations to which he
belongs,
Qualified people, who realize their responsibilities, will fulfil their obligations willingly. The employees
selected by the employer have the requisite skills and abilities to do their jobs. Their superiors give
instructions to them and the rulebook of the company spells out the rewards and penalties for employees.
A worker is expected to perform according to the standards expected of him and analysing his own
actions. It is the supervision which should step in and adopt a constructive approach to bring the
employee up to the level of excepted efficiency by oral reminders. If this fails then the disciplinary
process starts.
If the employee does not show any inclination for correction, the negative phase of the disciplinary
process, in the form of warning and penalties, follow depending upon the gravity of the situation.
Disciplining is much better than the application of penalties. It is the result of training and behaviour
because of which the worker performance contributes to organizational and personal achievement. The
decline for normal standards in employee's performance may be due to a variety of reasons:
 His own intellectual level

 Organizational setting
 Union pressures
 Political influences
 Thinking of groups and to which one the employees belong and
 Family problems
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Indiscipline arises due to failure of training and motivating system of the company or due to the
employee's failure to measure up to the company's expectations. The manager should intervene at the
right time when the employee commits misconduct or when his efficiency declines.
Team Members- Desired Qualities
The qualities of a good team member may be listed as follows:
1. Good judgment, common sense, rationality, logic and a positive attitude

2. Ability to plan and organize
3. Responsible
4. Calm but alert
5. Dedicated, honest and loyal
6. Ability to direct and control
7. Good in communication
8. Co-operative
9. Good interpersonal relationships/teamwork and
10. Good technical/professional knowledge/competence
Team Work
Every officer should see his subordinates as a team of which he is the team leader. Every officer has the
professional responsibility of striving to obtain the maximum performance from his team. A high-
performance leader applies the following basic principles of human relations to gain respect and motivate
performance:
 He is supportive, friendly and helpful (not critical, hostile or remote)

 He shows confidence in his subordinates, which leads both leader and subordinate to have high
expectations of their performance
 He sees that subordinates are well trained; whenever possible he helps them to get promoted.
 He periodically assesses carry proficiency and coaches and assists personnel whose performance
is below standard.
 He is a leader who develops his subordinates into a working team with high group loyalty.
 He achieves this by using participation and other group leadership practices.
Two keys to become a high performance leader are:
 Recognizing that information includes knowledge of opportunities to develop human resources.

 That instruction is preferred to directing. The question' what motivates personnel to work
effectively?" is tied to job satisfaction. Designing a management strategy to enhance performance
means considering the extent to which the jobs provide opportunities for meaningful achievement,
recognition and advancement. Enjoyments of the work itself, as well as the existence of
opportunities to assume greater responsibility are key factors related to job satisfaction. Thus,
effective leadership involves motivating individuals to work cooperatively as a group.
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Rights and obligations of crew & employment condition etc.
Every crewmember who joins the ship has certain rights and duties to perform on board. All his rights,
duties and the terms of employment are as per the articles of the agreement (AOA), CBA. He is duty
bound to carry out all the works, which are assigned to him by his superiors. His salary, food and living
accommodation are as per the International Rules and as mentioned in AOA. He cannot refuse his
contractual obligation to serve onboard the ship. If he is not satisfied and he is having any grievance the
same shall be passed onto the senior member of the crew and in turn to the Chief Officer and to the
Master. The Master after verification and holding proper investigation should do the needful if the
grievances are in order, if it turns out to be incompetence of the member concerned, he should advise him
to correct himself with a verbal warning. A proper procedure shall be followed after this verbal warning
followed by a written one. Any crew member shall not be dismissed unless it is so serious that there is no
time for above procedure. The master
The AOA is between the employer/employer's agent and the seafarer. It subject to the condition that the
seafarer will serve in capacity/rank On wages as indicated with other terms of employment and service
conditions as per the relevant collective bargaining agreement (CBA) sector-wise as applicable. This
agreement shall be for serving in the area and for the period as agreed in applicable CBA into the date of
the first signature in this agreement. A copy of AOA is forwarded to the Shipping Master.
Drug and Alcohol Abuse Screening Program Guidelines
The administration should ensure that adequate measure are taken to prevent alcohol and drugs from
impeding the ability of watch keeping personnel, and should establish screening programs as necessary
which
1. Identify drug and alcohol abuse.

2. Respect the dignity, privacy, confidentiality and fundamental legal rights of the individuals concerned,
and
3. Take into account relevant international guidelines.
The OCIMF guideline on this subject, which is considered the most widely accepted international
guidelines, is given below
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Oil Companies International Marine Form Guidelines for the Control of Drugs and Alcohol. On Board
ship.
Drug and alcohol abuse and its adverse effects on safety is one of the most significant social problems of
our time. It is, appropriately, receiving attention both in the public eye and in government legislation. An
example specific to the marine industry, of government attention in this issue is the U.S Coast Guard
(USCG) regulations on the resting of personnel on national and foreign flagships. Recognizing the
potential, serious impact on marine incidents, the Oil Companies International Marine Forum (OCIMF)
and the marine industry in general, have over the years developed guidance aimed at encouraging safe
ship operation and protection of the environment. Whilst tanker companies have generally operated with
strict policies related to drug and alcohol on board their ships. OCIMF protection of the environment.
Whilst tanker companies have generally operated with strict policies related to drug and alcohol on board
their ships. OCIMF considers timely that the industry as a whole reassess the control of drugs and alcohol
on board ships.
OCIMF recommends that shipping companies should have a clear policy on drug and alcohol about that
is easily understood by seafarers as well as shore-based staff. In order to enforce their policy, companies
should have rules of conduct and controls in place, with the objective that I no seafarers will navigate ship
or operate it’s on board equipment whilst impaired by drug or alcohol
Abuse by means of a combined program of un-announced testing and screening the misuse of legitimate
drugs, or the use, possession, distribution or sale of illicit or un-prescribed controlled drugs on board ship
cannot be condoned and should be prohibited. In addition, any use of a prescribed controlled drug which
causes, or contributes to unacceptable job behaviour should require the seafarer to be excused it on duty
until such time he is repatriated, or treated. The suggested list of substances to be prohibited should
include but not limited to marijuana, cocaine opiates, phencyclidine (PCP) and amphetamines and their
derivatives. In this regard, the International Chamber of Shipping (ICS) has published guidelines on
recognition and detection of drug trafficking and abuse entitled. Drug Trafficking and Drug Abuse
Guidelines for: Owners and Masters on Recognition and Detection.
Company policy should provide for control of onboard alcohol distribution and monitoring of
consumption. This policy should support the principle that officers and ratings should not impair by
alcohol while performing schedule duties,
OCIMF recommends that officer and ratings observe a period of abstinence form alcohol prior to
scheduled watch-keeping duty. This may be either a fixed period, such as the 4 hours required by the
USCG, or minimum period of hour of abstinence for each unit of alcohol consumed (refer to section 3.4
for examples of approximately alcohol unit conversions). Whichever method is used to determine the
abstinence period, the objective should always be to ensure that prior to going on schedule duty, the blood
alcohol content of the seafarer is theoretically zero. Officers and ratings should be aware that local
regulations might be in place and where they exceed these guidelines.
Recognizing that all seafarers must be able to respond at any time to an emergency situation, the
International Maritime Organization (IMO) is considering including guidance to administrations on
maximum permissible blood alcohol content (BAC) permitted whilst on board as (0.04%),
Page 39 of 42
In the interest of health and safety, seafarers should be actively encouraged not to exceed consumption
levels, which could affect long-term health. Information should be provided to seafarers on alcohol
consumption in relation to impairment, its impact on behaviour and health, and availability of
rehabilitation programs. OCIMF is firmly of the opinion that it is the best interest of all sectors of the
maritime industry to positively respond to these guidelines and thus work to ensure a safe workplace for
seafarers and to protect the safety and well-being of the public and the environment.
1. Any consumption of Alcohol by persons onboard shall not result in blood alcohol concentration (BAC)
of more than 0.04% by weight at any time by individuals.
2. Officers and watch keeping ratings will not consume any alcoholic beverages 4 hours immediately
preceding their watch standing duty.
3. No alcoholic beverages are to be served on the dining table during meal hours.
4. Chronic Coughing. Throat Cancer, Colds, Pneumonia.
5. Heart Failure, Anaemia, Tuberculosis.
6. Numbness, Tingling, Neuritis, Trembling hands, Loss of Balance, Loss of sensation in the hands.
7. Impotence, Poor Sexual Performance, Liver Damage, Ulcers, Vomiting, Diarrhea, Stomach
Hemorrhage, Kidney Impairment, Pancreatic Damage.
8. Danger 36 Units (men), if drinking exceeds these levels, damage to health is likely. It is important to
reduce your drinking.
9. If you have difficulty cutting down, your company will offer confidential advice, If it proves necessary
your company will arrange counselling and treatment - again, in confidence.
Effects on health
1. Drinking to excess damages the liver,

2. It kills brain cells and can damage the nervous system.
3. It can cause high blood pressure, obesity and diabetes and increases the danger of heart attacks. It can,
also lead to cancer of the mouth and throat.
4. It takes the body one hour to get rid of unit of alcohol from the bloodstream and there is no way of
speeding up the process. So if you drink a pint of beer, there will be alcohol in your blood for two hours
afterwards.
5. If there is alcohol in your blood, it will affect your work performance and make accidents more likely.
So to be safe, there should be no alcohol in your blood when you report for duty. It is brought to attention
of all persons onboard that 2 units of alcohol consumed within the hour will result in BAC of 0.04% by
weight.
Approximately Alcohol Unit Conversions - I unit of alcohol may be defined as follows:
Volume Units Volume Units

Beers, Cider and Lagers Tables Wines. Others 6.0% Lcc I litre 1.0
<12% Ale. By Vol. Bottle 10.0
Extra Strength 10cz 2.5 Sherry Fortified 6el 1.0
(>4,0%<6% Alc 30el 2.5 Wines others 1 Litre 16.0
Page 40 of 42
Long Term Effects OF Excessive Alcohol Consumption

Arguments, Violence, Depression, Anxiety, Hallucinations, Epilepsy, Dementia, Blackouts, Nerve
Damage, Skin Deterioration especially, facially puffiness of veins and aged look.
HEALTH AND HYGIENE ON BOARD
The following safe working practices are discussed in this chapter.

1. Personal hygiene 2. Injuries involving sharp objects 3. Galley cleanliness
4. Refrigerated spaces 5. Isolating galley equipment
All ships personnel should take particular care when cleaning themselves to prevent dermatitis and skin
infections. The use of specialist hand cleaners should be actively encouraged. This is particularly the case
with catering staff working in galleys, mess rooms, saloons, and pantries. Hands and fingernails must be
cleaned prior to the handling or preparation of foodstuffs. This is especially important after visiting
toilets, handling galley waste, and garbage, Cleaning and handling cooked foods. All catering staff should
wear the correct personal safety equipment and such equipment and clothing should be maintained in a
clean and tidy condition. Utensil cleanliness is imperative. Cracked or damaged china wear should be
destroyed.
Personnel working in catering areas should wear anti-slip steel toe capped boots and never use slippers,
sandals, training shoes etc. All spills must be cleared up immediately.
Another area in which many injuries occur is refrigerated spaces. These spaces should be well lit, fitted
with duckboards on the deck and personnel alarms. Doors should be secures open during stn ring and the
in-room door release mechanisms tested regularly. Refrigerant leakage detectors should be fitted or
personnel entering refrigerated spaces should be issued with portable detectors. Items stored in fridge
should be secured to avoid injury in heavy weather; frozen meat for example, can be very heavy. Persons
entering refrigerated spaces should wear suitable thermal clothing including gloves, hats and thermal suits
to prevent frostbite and exposure to extreme cold and should advise a responsible officer prior to entering
a refrigerated space.
In the galley there is always a serious risk of burns, scalds and other injuries, and this is a problem that
can be exaggerated when the vessel is riding in a seaway. Range bars, or fiddles as they are often known,
should be fitted on galley to safe levels. Extreme care should be taken when removing large dishes and
similar heavy items from hot ovens tidy. All galley equipment galley ranges, bakers ovens, deep fat
fryers, toasters and similar appliances should all be isolated at the end of each working day.
High standards of personal hygiene for all ship's staff should be maintained and all clothing should be
regularly washed. The use of oil soaked boiler suits and similar working clothes should be avoided. When
washing clothing ensure all soap is washed out thoroughly rinsed. Infections/diseases such as ringworm
dermatitis and "dhobi rash" can result if this simple step is not taken.
Page 41 of 42
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PATEL COLLEGE OF ENGINEERING – GANPAT UNIVERSITY

1. Observe safe working practices 3

Contribute to effective human relationships on board ship - Human

3. Contribute to effective communication on board ship 3

4. Comply with emergency procedures 4

5. Take precautions to prevent pollution of the marine environment 2

Contribute to effective human relationships on board ship (concluded) -

7. Understand and take necessary actions to control fatigue 2

8. Review and Assessment 1

Importance of the Course

CHAPTER-1: TYPES OF EMERGENCY

Shore based contingency plans may include:

Examples of emergency situations may include:

Development of Plans for Shipboard Operations:

Examples of special operations are (but are not limited to):

 ensuring watertight integrity;

Examples of critical operations are (but not limited to):

 Navigation in confined waters or high density traffic areas;

EFFECTS OF OPERATIONAL OR ACCIDENTAL POLLUTION OF THE

Define the term "Pollution'

Effects of operational or accidental pollution of the Marine environment

A sea bird killed by the Cosco Busan Oil Spill

The Position on 19th February 1996

One more Example

MARPOL Annex IV regulates the discharge of sewage from ships.

Special Areas are:

Pollution from Garbage from ships.

You cannot throw plastic overboard

The Master shall sign every page of the GRB.

1. The ship is proceeding en route

Control of discharge of oil in special areas.

1. The ship is en route

Contents of the Oil Record Book (ORB)

Introduce the contents of Annex VI of MARPOL

Is this what we are looking forward?

OBSERVE SAFE WORKING PRACTICES

Nature of Shipboard hazards

REMEMBER, SAFETY DOUBLE CHECKED-SAFETY DOUBLY ASSURED.

Loading and Unloading Cargoes

Mooring and unmooring

Enclosed spaces: Procedure and precautions:

A Sample is a below and may vary from Ship to ship

ENCLOSED/CONFINED SPACE ENTRY

___________Type of work to be done in space is known.

___________Toxic/Flammable materials identified, risks are known.

___________Past history of the space for toxic gases reviewed.

specify type of work permitted and retest periodicity.

___________Maintenance personnel briefed on gas free certificate instructions and re-certification

___________Means of communication available inside the space.

___________Personnel working alone must have an attendant.

___________Adequate lighting is available.

Excessive levels of oxygen which increases the danger of fire or explosions

Engine Room Watch keeping and maintenance

UNDERSTAND ORDERS AND BE UNDERSTOOD IN RELATION TO

Thus, Communication = Transference + understanding of meaning. Thus, in practice effective

1. Sender 2. Receiver 3. Feedback 4. Media of communication

The process of communication can take two different forms.

A. Wheel Pattern Cantering- Transmitter:

B. Chain Pattern Outer rings-receivers

Emergency Station Muster List:

ABANDON SHIPMUSTER LIST

EMERGENCY STATION EMERGENCY STATION MUSTER LIST