Purpose of drills

 Equipment: To know what equipment is available, where it is located, how to use it

and to prove it to be in good working order
 Organisation: Does everyone know where to go and what to do? Can they actually
do it, or are they limited by their own shortcomings or those of the organisation? Is
the system flexible enough to cope with every contingency including removal of various
persons
To increase familiarity with and build confidence in the equipment, the organisation,
the individual and others
 To develop appropriate responses
 To reduce response times through practice, training and repetition
 To enable commanders and party leaders to manage the 'whole' situation

most common problems encountered during the alarm practices were:

 too long period of emergency response;

 mistakes in communication;
 lack of equipment or equipment unusable;
 taking actions which could be dangerous in case of real danger;
 other, unexpected problems.

Most common solutions to the problems which occurred were:

 to shorten the time of response;

 to improve a command chain;
 to improve communication patterns;
 to adjust the duties of the crew members;
 to order, repair or replace the necessary equipment;
 to reduce the time of response in case of unexpected event.
As the additional task, deck cadets were supposed to describe all the actions taken and
situations which arose during the drill and discuss them with the captain later.

Contingency Planning means preparing a documented plan for emergencies and to ensure all
on board are trained and exercised toward its execution. It also means preparing a documented
plan for emergencies and to ensure all on board are trained and exercised toward its execution.
Every seafarer is required to be prepared for emergencies. Such preparedness can only be built
in through well laid out plans, training programmes and properly worked out exercises. A study
of a number of casualties have shown that seafarers tend to panic in an emergency as there is
no contingency plan and most crew members are not aware of the task they should jump to in
an incident. This can only be avoided by suitable contingency plan, for each type of emergency
and by carrying out regular drills.

Engine Room Fire

What is an emergency? How do you asses the risks involved in case of a fire in the engine room
of your vessel?
An emergency is an unexpected and difficult or dangerous situation, especially an accident,
which happens suddenly and which requires quick action to deal with it.

As the engine room is the heart of the vessel and a quick action must be done before that fire
extend and cause an explosion, also quick fire fighting is essential as engine room has a
permeability of 100% so to avoid ingress of water.

Incase of fire in the engine room there is procedures to be followed.

1. Raise the alarm.

2. Inform the master
3. Reduce the vessels speed & Engage manual steering. Display NUC ( NOT UNDER
COMMAND) lights, Weather reports, open communication with other vessels in
the vicinity and send urgency signal.
4. Close all ventilation, fire and watertight doors.
5. Muster all crew- take a head count. Emergency fire p/p running.
6. Isolate all electrical units. Commence boundary cooling.
7. Fight fire by conventional means.
8. Main fire party to be properly equipped. Back up party ready at all times.
9. C/O not to enter as he monitors progress and communication with the bridge.
Proper communication between bridge and engine room. Keep bridge informed
accordingly of sequence of events.
10. At all times fire fighters to be well equipped with breathing apparatus and
fireman suit. Checks on apparatus must be carried out prior to entering space.

Emergency procedure related to ism

 Objective of ISM Code is to ensure safety at sea, prevention of human injury or loss of
life avoidance of damage to environment especially to marine environment.
 Purpose of ISM Code to provide an international standard for safe management,
operation of ships and for pollution prevention.
 Emergency Preparedness: ISM Code ensures the following procedures are implemented
 The Company should establish procedures to identify, describe and respond to
potential emergency shipboard situations.  
  The Company should establishes programmes for drills and exercises to prepare for
emergency actions.
 The SMS should provide for measures ensuring that the Company’s organization can
respond at any time to hazards, accidents and emergency situations involving its
ships.
 Emergency situations included in ISM code:
 Grounding
 Flooding in Engine Room
 Fire
 Collision
 Black out
 Oil Spill
 Leakage/ overflow during discharge
 Emergency steering
 Medical Emergency
  Abandon ship
 Piracy attack

Rest Hours comparison

Rest Hours – STCW 2010

 A minimum of 10 hours of rest in any 24-hour period

 77 working hours in any 7-day period
 The hours of rest may be divided into no more than two periods, one of which shall be at least 6
hours in length
The intervals between consecutive periods of rest shall not exceed 14 hours.

Working hours – MLC

 Eight hours a day, under normal circumstances, with one day as a rest day
 A maximum of 14 hours in any 24 hour period
 A maximum of 72 hours in any seven day period
 Provided with a minimum of 10 hours of rest in any 24 hours period

Rest hours – MLC

 A minimum of 10 hours in any 24 hour period

A minimum of 77 hours in any seven day period

MLC 2006

●Minimum age requirements: the minimum age is 16 years (18 for night work and work in
hazardous areas).
●Medical fitness: workers should be medically fit for the duties they are performing. Countries
should issue medical certificates as defined in the STCW (or use a similar standard).
●Training: Seafarers should be trained for their duties as well as have had a personal safety
training.
●Recruitment/placement services located in member states or for ships flying the flag of
member states should have proper placement procedures, registration, complaint procedures
and compensation if the recruitment fails.
●Contracts: the contract should be clear & legally enforceable.
●Payments: Wages should be paid at least every month, and should be transferable regularly to
family if so desired.
●Rest hours: The maximum hours of work should not exceed the maximum criteria.
●Leave: Seafarers have a right to annual leave as well as shore leave.
●Repatriation: Returning to their country of residence should be free
●Loss: If a ship is lost or foundered, the seafarers have a right to an unemployment payments.
●Manning: Every ship should have a sufficient manning level
●Accommodation: Accommodation for living and/or working should be "promoting the seafarers'
health and well-being". Detailed provisions (in rules and guidelines) give minimum requirements
for various types of rooms (mess rooms, recreational rooms, dorms etc.).
●Food and Catering: Both food quality and quantity, including water should be regulated in the
flag state. Furthermore, cooks should have proper training.
●Medical care on board ship and ashore:
●Ship owners' liability: Seafarers should be protected from the financial effects of "sickness,
injury or death occurring in connection with their employment".
●Health and safety protection and accident prevention: A safe and hygienic environment
should be provided to seafarers both during working and resting hours and measures should be
taken to take reasonable safety measures.
●Access to shore-based welfare facilities: Port states should provide "welfare, cultural,
recreational and information facilities and services" and to provide easy access to these
services.
●Social security: Social security coverage should be available to seafarers.

What must be done prior joining the vessel ?

List of STCW Certificates / Endorsements: Types of STCW certificates and requirements

& pathways for Seafarers as per the STCW convention - Before you join a ship, make
sure you have all the valid certificates you need to cover the functions you will be
performing on board.

STCW Medical Certificate Requirements: Seafarers are not allowed to work on a ship
unless they are certified as medically fit to perform their duties. The medical certificate
must have been issued by a duly qualified medical practitioner and must be still valid.

General Requirements for Officer: If you are a Merchant Ship Officer you must meet
minimum requirements in respect of standards of competence, seagoing service time,
medical fitness and age.

General Requirements for Rating: As a rating you are required to meet minimum
standards of medical fitness, minimum age, competence, and seagoing service time.

Requirements for Master: A Master's license states the area of operations and maximum
gross tonnage of vessel for which that license is valid.
According to the STCW Convention, officers must hold a valid certificate of competence to ensure
they meet the minimum requirements of competence, seagoing service time, medical fitness and
age. Also, ancillary certificates are required such as radar or ARPA, GMDSS, and those referring
to safety duties onboard specific types of ships.

Procedure for Reporting:

1. Sailing Plan:

Before departure from a port within the area or when entering the area.

2. Position Report (PR):

When necessary to ensure effective operation of the system.

3. Deviation Report (DP):

When vessel’s position varies significantly from the position that would have been predicted
from previous reports, or when changing the reported route.

4. Final Report (FP):

On arrival at the destination and when leaving the area.

5. Dangerous Goods Report (DG):

When an incident takes place involving the loss of packages of dangerous goods, into the sea.

6. Harmful Substances Report (HS):

When an incident takes place involving the discharge or probable discharge of oil (Annex 1) or
NLS (Annex II).

7. Marine Pollutants Report (MP):

When an incident takes place involving the discharge or probable discharge of harmful
substances in packaged form, identified in the IMDG as marine pollutants (Annex III of
MARPOL)

The advantages of implementing a VTS

 It permits identification and monitoring of vessels.

  Vessel movements can be planned and navigational information and assistance
provided.
 It is also useful in pollution prevention and the co-ordination of pollution response.
 Collision avoidance
 More confidence instilled in the navigator Optimum use of space
 Increased turnover of ships
 Ready availability of navigational warnings
 Better monitoring and assistance to disabled ship
 Better monitoring and assistance to disabled ships

Documents required to be maintained onboard for Maritime Labour Certificate (MLC

2006)

– Declaration of Maritime Labour Compliance, Parts I and II

– Maritime Labour Certificate
– Recent Inspection report
– Evidence proving that all seafarers onboard are above sixteen (16) years of age
– Evidence showing the crewing agencies comply with the MLC requirements
– A Medical Certificate of maximum one year validity for seafarers under 18 years of age
– A Medical Certificate of maximum two years validity for seafarers above 18 years of age
– Evidence proving no dangerous work or night time work being undertaken for seafarers under
18 years of age
– A Seafarer’s Employment Agreement (SEA), signed by the seafarer and ship owner or an
authorized representative
– A copy of CBA or Collective Bargaining Act and its English version
– A valid COC or Certificate of Competency and valid training certificates for all seafarers
onboard
– Records of training in personal safety and safety meetings held onboard
– Records of all accidents, incidents, investigations and consequent analysis onboard
– Records of seafarer’s familiarisation and the records for seafarer’s rest / work hours

CLO3

Free pratique: is the license given to a ship to enter port on assurance from the captain to
convince the authorities that she is free from contagious disease. The clearance granted is
commonly referred to as free pratique. A ship can signal a request for pratique by flying a
Quebec flag.
Port health clearance procedures are regulated under the International health regulation. Ships
on being declared a healthy ship to can proceed to berth after getting free pratique. The
declaration of a free pratique being granted by either informing the port by radio or by hoisting
the „Q‟ flag.

A ship is not declared to be healthy due to any of the following reasons:

 ➢  Death of persons onboard

 ➢  Illness on board
 ➢  Suffering an infectious disease
 ➢  Circumstances causing spread of disease
 ➢  Animals on board – death or sickness amongst them
 ➢  Such occurrences occurred on board last 28 days

In such a case, the ship should inform port control 12 hrs prior arrival or 4 hrs prior
E.T.A., if not possible then on arrival.

International health regulation (2005)

International health regulation is about an international legal instrument that covers measures
for preventing the transnational spread of infectious diseases.

purpose and scope is to prevent, protect against, control and provide a public health response
to the international spread of disease in ways that are commensurate with and restricted to
public health risks, and which avoid unnecessary interference with international traffic and trade.

The International Health Regulations (IHR) (2005) can be a key international public health
document that's legally binding across 196 countries, including all World Health Organization
(WHO) Member States, requiring them to figure together for global health security. This
fundamental document requires that ratifying countries have the flexibility to detect, assess,
report and answer public health events. The IHR (2005) includes provisions for the utilization of
varied health documents that may be presented, if requested, to health authorities on arrival at
ports, The Ship Sanitation Certificate , the International Certificate of Vaccination and
Prophylaxis, the Maritime Declaration of Health (MDH), If these documents are used
inappropriately, it should end in an inadequate assessment of public health issues associated
with international traffic.

 International health organization regulates port health procedures. Most countries

implement these in national regulations. Health clearance is called a free pratique. It
literally means permission to disembark and commence cargo operations. Health
clearance is required if there has been on board during the previous 28 days any of the
occurrences which the master is required to report. If no such occurrences are there
then the Port health officer will generally give free pratique. Also under this regulation
every ship must carry a de-ratting or de- ratting exemption certificate as appropriate.
These certificates are issued by the port health authority and are valid for 6 months.

A de-ratting certificate states that any ship must either be:

  ✓  Periodically kept free of rodents or
 ✓  Periodically de-ratted

 A de-ratting certificate is issued when de-ratting is satisfactorily completed.

 If a ship is found free of rodents then a de-ratting exemption certificate is issued. It will
only be issued if the holds are empty or containing only ballast or material, which is
unattractive to rodents. Also the inspector should have free access to the holds
 It may be issued to a tanker while loaded

What is the procedure usually used for extension of ship sanitation certificate?

 are valid for a maximum of six months. This period may be extended by one month if the
inspection or control measures required cannot be accomplished at the port. However, if
a ship constitutes a serious risk for the spread of disease, the necessary disinfection,
decontamination, disinfection, derating or other measures to prevent the spread of the
infection or contamination must be performed at the next point of entry.
 an extension allows a ship to reach a port at which the inspection and necessary control
measures can be performed, without the necessity to travel with an expired certificate.
 An extension may be granted up to 30 days before the expiry date of the existing SSC.
However, the SSC cannot be extended for longer than 30 days after the expiry date

Describe various FAL forms used on the merchant vessel?

a list of documents which public authorities can demand of a ship and recommends the
maximum information and number of copies which should be required, IMO has
developed Standardized Forms for seven of these documents.

 IMO General Declaration ( FAL form 1)

IT is also known as FAL form 1. International maritime organization general form is a form that
provides clearance for the ships departing or arriving at any port.

 Cargo Declaration (FAL form 2 )

This is known as the second FAL form. The form is used for declaring the onboard cargo. This
includes both the good that is loaded at the port as well as the goods that are destined for a
foreign port.
  Ship's Stores Declaration (FAL form 3)

This is FAL form 3 which is used to declare the things present in the ship stores. Different
details on the form include the arrival and departure time, date, and name of the ports. Other
key information includes the IMO number, call sign, flag state of the ship, period of stay, and
place of storage. The form is used to declare the articles in the store, their quantity, and their
official use.

 Crew's Effects Declaration (FAL form 4)

FAL form 4 is known as the crew effect declaration form. The form is used to declare the crew
belongings that are relieved from taxes, customs duties, restrictions, or other prohibitions. The
form includes the crew member names, their rank, tax-free good declarations, and signature
from the shipmaster.

 Crew List (FAL form 5)

FAL form 5 is known as the crew list. It is used to declare the crew members, their designations,
ranks, and role on the ship.

 Passenger List (FAL form 6) 

FAL form 6 is another declaration form that is used for declaring the passengers on board along
with their credentials.

 Dangerous Goods (FAL form 7) 

From 7 also known as dangerous goods form is used to declare chemical, hazardous, or
combustible material present on the ship. The form also acts as a guideline for any preventive
measures required to avoid any mishaps or accidents.

Note of Protest

Note of Protest or a NOP is a solemn declaration made on oath by a Ship Master that

circumstances beyond his control have or may have given rise to loss and/or damage to
his ship or its cargo or have caused him to take action which may render owners liable to legal
action by another party.
When to Note Protest?

1. Whenever during the voyage, the ship has encountered conditions of wind and sea which
may result in damage to cargo.
2. When from any course, the ship is damaged or there is a reason to fear that damage may
be sustained.
3. When through the stress of weather, it has not been practicable to adopt normal
precautions. eg. ventilation of perishable cargo.
4. When the cargo is shipped in such a condition that it is likely to suffer deterioration during
the voyage.
5. When any serious break of charter party terms is committed by the charterer or his agent.
Eg. unduly delaying loading, refusal to pay demurrage or refusal to accept B/L in the form
signed by Master.
6. When Consignee fails to discharge cargo or take delivery thereof and pay the freight in
accordance with the charter party of B/L terms.
7. In all cases of General Average. Please now General Average is a mechanism of sharing
the maritime burden by all the stakeholders involved in a sea venture, which accounts for
the allocation of costs (and sacrifices) made in the common interest of the vessel and
cargo to protect the vessel and cargo from risk. A classic example of the general average
is cargo jettison.

How to make Note of Protest (NOP)

Contact the agent and seek his assistance as the NOP is to be made before a person in a
capacity of rotary or somebody who is legally empowered.

Total 3 originals of NOP are required: - 1 Original for the vessel and 2 originals for the
shipowner.

Protest should be noted as soon as possible certainly within 24 hrs of the arrival in port and in
the case of cargo protest before breaking bulk. Witnesses signatures may be required.
Supporting documents required:

1. Deck Logbook pages

2. Official Logbook pages
3. Weather Reports
4. Any Picture evidences

Why make Note of Protest

It is for the reason that NOP is readily available and can be used in courts for arbitration
purposes at a later date if required.

Letter of Protest
An LOP is a written communication intended to convey and record dissatisfaction concerning
some matter over which the recipient has some control and holding the recipient responsible for
any legal or financial consequences arising out of the subject matter being complained about.
It is always addressed to a named party. If the recipient refuses to sign LOP, then another LOP
can be issued stating that the presented LOP has not been signed.

When to make Letter of Protest (LOP)?

1. Ship Shore differences in cargo quantity.

2. Rate of Loading/Discharging too slow or too fast.
3. Berth rendering arrangements are inadequate.
4. Shore workers misusing ship’s equipment and ignoring duty officer’s advice.
5. Cargo not loaded in satisfactory condition.
6. Any delay caused.

7. Difference between Note of Protest (NOP) and Letter of Protest (LOP)

Note of Protest (NOP)

1. Generally made in the cases where nobody has any control over the subject matter being
complained about.

2. Generally addressed as “To Whomsoever It May Concern”.

3. Supporting documents may be required while making a NOP.

4. Signature of witnesses may be required while making NOP.

5. Has to be attended by a person legally empowered to do so according to the law of the land

in which it is being made.

6. It is sworn statement made under oath.

7. There is no provision for the signature of the recipient.

8. Generally should be made within 24hrs of the vessel’s arrival at next port after the event has

occurred.

Letter of Protest (LOP)

1. Always made in cases where the recipient has some control over the subject matter

being complained about.

2. Always addressed to a named Party or Person.

3. Supporting documents are not required while making LOP.

4. Signature of witnesses not required while making LOP.

5. Attestation by a legally empowered person not required.

6. It is not a sworn statement.

7. There is a provision for the signature of the recipient.

8. It should be made as soon as possible after the event has occurred.

General declaration of the ship prior arrival in port

The General Declaration shall be the basic document on arrival and departure providing
information required by public authorities relating to the ship.

The same form of General Declaration should be accepted for both the arrival and the departure
of a ship.

In the General Declaration public authorities should not require more than the following
information:

- Name and description of the ship - Nationality of ship

- Particulars regarding registry
- Particulars regarding tonnage - Name of master
- Name and address of ship's agent
- Brief description of the cargo
- Number of crew
- Number of passengers
- Brief particulars of voyage
- Date and time of arrival, or date of departure - Port of arrival or departure
- Position of the ship in the port.
inward Clearance is an operation which should be performed for the vessels calling Ports &
terminals minimum 72 hours before arrival via port agent. This arrangement is very important for
the vessels’ turnaround.

 ➢  5 copies of general declaration

 ➢  4 copies of cargo declaration
 ➢  4 copies of ship‟s store declaration
 ➢  2 copies of crew‟s effect declaration
 ➢  4 copies of the crew list
 ➢  4 copies of the passengers list
 ➢  1 copy of the maritime declaration of health
 ➢  Port clearance from Last Port
 ➢  Declaration of security measures as per ISPS requirements

Outward Clearance is an operation which should be performed when vessels completed her

Loading/Discharging & bounded for any destination. On time port agent’s arrangement definitely
will save owner/charterer & vessel’s costs.

 ➢  5 copies of general declaration

 ➢  4 copies of cargo declaration
 ➢  3 copies of ship‟s store declaration
 ➢  2 copies of the crew list
 ➢  2 copies of the passengers list

ISPS implication to Port Clearance

Master is to send at least 96 hrs notice „Notice of vessel‟s arrival‟ (NVA) to the „National
vessel movement centre‟ (NVMC). The notice is to be as per the prescribed format
which should have the last 10 ports called, their arrival and departure dates, Security
level on board vessel etc.

What are the points the master will consider in the calculation of crew wages ?

1.  for the purpose of calculating basic pay, the normal hours of work at sea and in port
must not exceed 8 hours per day;
 2. for the purpose of calculating overtime, the normal hours of work covered by basic pay
must not exceed 48 hours per week, except that any applicable collective agreement
may provide for a different but not less favourable treatment of the seafarer; and
3. the rate or rates of compensation for overtime must not be less than one and one-
quarter times the basic pay per hour unless an applicable collective agreement provides
otherwise.

 For a seafarer whose wages are fully or partially consolidated, if hourly overtime is
payable for hours worked in excess of those covered by the partially consolidated wage,
the hourly rate must not be less than one and one-quarter times the basic pay; the same
principle applies to the overtime hours included in the consolidated wage.

Wages must be denominated in legal tender and paid directly to the seafarer’s designated bank
account unless the seafarer requests otherwise in writing.

Information on the amount of wages or wage rates should be made available to each seafarer in
a language which the seafarer understands.

Discuss in detail the ship operator’s procedures for the prevention of stowaways, including
those within the Safety Management System required by the ISM Code?

General

1. Access to the ship restricted to the gangway only.

2. Security personnel from a reputable shore company employed if necessary.

Gangway

3. Full-time gangway watch kept.

4. All embarkation and disembarkation movements tallied.

5. Pass system in operation for visitors.

6. Pass system in operation for stevedores.

Deck

7. Full-time watch kept at loading arms, ro-ro ramps and other potential access points.
8. Roving deck patrol

9. Decks and potential access points well illuminated.

10. Mooring lines fitted with rat guards.

11. Covers fitted and locked over hawse pipes.

12. Pilot ladders and other ladders turned inboard.

13. Accommodation entrances locked and sealed where safe to do so...................

14. Engine room entrances locked and sealed where safe to do so.

15. Store room entrances locked and sealed where safe to do so.

16. Internal cabins, storerooms and other spaces locked.

Cargo spaces

17. Cargo space accesses locked and sealed where safe to do so , Hatch covers closed when
cargo work has stopped, or been completed and safe to do so.

19. Pontoon type hatch covers that have been landed ashore inspected before being replaced
on the ship.

20. Warning notices posted about fumigation of cargo spaces.

21. Audible warning given before fumigation of cargo spaces.

Containers and ro-ro trailers

22. Seals checked prior to loading to ensure they are intact.

23. Empty units inspected and sealed prior to loading.

24. Open-sided and / or open-topped units inspected prior to loading.

Stowaway search

25. Simultaneous stowaway search of the accommodation, engine room,cargo spaces and main
deck carried out immediately prior to sailing.

26. Second stowaway search carried out after sailing.

27. Details and results of the searches recorded in the log book.

. According to the amended FAL convention, the list of minimum security arrangements to be
put in place is as follows (not exhaustive):

shipowner: The shipowner must ensure that each vessel has formal plans for preventing
stowaways boarding the vessel and a stowaway search must be undertaken upon departure
from ports where there is a high risk of stowaways. these requirements do not apply to
passenger vessels.

• Lock all doors, hatches and means of access to the vessel whilst in port.

• Keep the number of access points to a minimum and ensure they are secure.

• Secure areas seawards.

• Keep adequate deck watch.

• Maintain adequate lighting at night; both inside and along the hull.

• Tally embarkations and disembarkations sheets.

• Maintain adequate means of communication.

Stowaway A person who, at any port or place secretes himself in a ship without the consent of
the ship owner or master or any other person in charge of ship and who is onboard after that
ship has left that port or place.

Describe the action(s) of vessel's Master if an injured crew dies on board whilst the vessel is
sailing within coastal waters?

 Emergency Contingency Plan

In all instances of death on board, the Master should make immediate reference to the
vessel Emergency Contingency Plan.

 The Master should always consider seeking medical advice over

the vessel's radio or other means of communication to ascertain
how to establish with certainty that the person is dead.

 the Master should seek instructions how to preserve the corpse

- if such instructions are not part of the procedures under the
vessel's SMS

 if the deceased is to be carried to the next port, the body should

be kept cool in an empty reefer compartment.

 if preservation is not possible for whatever reasons, the Master

should seek further instructions from the Company and the P&I
insurer regarding.
  deviating to land the body ashore if close to the coast, or
burial at sea.

 the Company, the P&I insurer and the correspondent must be

informed if the Master decides to deviate, enabling them to assist
and inform the relevant authorities as required by the laws of the
relevant country.

 if a burial at sea is permitted, the Master should seek advice from

the P&I insurers or local correspondent concerning any religious
requirements

 if in port or at anchor, call a doctor and/or the lacal

correspondents immediately, enabling them to assist and inform
the authorities as required by the laws of that particular country.

 all medical radio messages exchanged prior to the death should

be recorded
• the Company should he contacted requesting that the next of kin
be informed

 all personal effects of the deceased should he recorded and

packed, preferably in the presence of two officers, and delivered
to the agent to be sent to the Company together with a copy of
the inventory list, for forwarding to the next-of-kin

 the correspondents should be requested to inform he deceased's

local consulate.

 replacement of the crew member should be considered.

Resolution 871 guidelines and recommendations

The Shipowner

Ensure each vessel has formal plans for preventing stowaways boarding the vessel and a
stowaway search must be undertaken upon departure from ports where there is a high risk of
stowaways. These requirements do not apply to passenger vessels.

 Lock all doors, hatches and means of access to the vessel whilst in port. 
  Keep the number of access points to a minimum and ensure they are secure. 
 Secure areas seawards. 
 Keep adequate deck watch. 
 Maintain adequate lighting at night; both inside and along the hull. 
 Tally embarkations and disembarkations sheets.
 Maintain adequate means of communication. 

The port/terminal authorities

  Patrol port areas

 Establish a secure storage area for types of cargo which may serve as hiding
places for stowaways.
 Monitor persons and cargo entering the above area.
 Make arrangements with the stevedoring company concerning authorised
personnel. 

Master’s Responsibility

 Master must inform flag state, next port of call, and port authorities of embarkation
on discovery of a stowaway.
 Establish identity and nationality of the stowaway.
 Take appropriate actions to ensure the general health, welfare and safety of the
stowaway until deportation.

Ship's Flag State

  Assist master and port authority with documentation for disembarkation of the
stowaway.
  Provide representation for the relevant authority to assist deportation at the next port of
call.
  Assist master, ship owners and port authority with deportation and repatriation planning.

Country of First Port of Call after detection of Stowaway

  Accept stowaway for examination according to local law.

  Allow disembarkation at the expense of ship owner and agent.

Country at Original Port of Embarkation

  Accept any such person if he belongs to that country with its nationality.
   If stowaway is detected in the port where he/she boarded the ship, he/she must be
detained with no charges imposed on ship owner or agent.

Countries of Transit during Repatriation

  Allow stowaway valid visa for transit through their ports or airports under the
direction of authority where the stowaway has been disembarked.

Leadership

10 core of leadership qualities

1)Confidence and Authority

Instill respect and command authority
Admit mistakes when you are sure you are wrong
Demonstrate staff care and respect
Earn respect through your actions
Try to achieve better mutual ship-shore management understanding

2) Lead the team by example

Always be seen to follow simple, visible safety rules during everyday activities
Be seen to be playing an active role

3) Draw on knowledge and experience

Ensure that you are up-to-speed on safety requirements
Consider your own strengths and weaknesses in people skills, obtain training if necessary
Be prepared to acknowledge your own knowledge gaps and seek advice when needed

4) Remain calm in a crisis

Develop excellent knowledge of, and confidence in, the crew’s abilities
Implement a firm policy on compulsory attendance at emergency safety training and response
drills
Empathy and Understanding

5) Practice ‘tough empathy’

Encourage crew to provide feedback on their situation, feelings and motives
Acknowledge, mirror or summarize feedback to demonstrate understanding, and explain your
conclusions and intended course of action

6) Be sensitive to different cultures

Ensure as far as possible that one ‘working language’ is used even in social situations
Consciously seek to build trust, familiarity and integration of disparate social groups

7) Recognize the crew’s limitations

Monitor and be aware of the signs of excessive fatigue in crew members
Be able to decide when it is necessary to slow or halt operations temporarily
Motivation and Commitment

8) Motivate and create a sense of community

Involve staff in aspects of management; ensure that feedback is always given on staff
suggestions or questions
Demonstrate interest in, and care for, crew welfare issues
Take part in and encourage social activities involving the staff

9) Place the safety of crew and passengers above everything

Make it clear that you are empowered to act according to your own judgement on safety matters
Ensure that safety issues are integrated into other everyday operational activities
Openness and Clarity.

10) Communicate and listen clearly

Ensure that your listening skills are adequate
Implement an ‘open door’ policy for crew members who wish to see you
Demonstrate commitment to addressing root causes
Cultivate an atmosphere of openness

Leadership skills are the strengths and abilities individuals demonstrate that help the oversee
processes, guide initiatives and steer their employees toward the achievement of goals.

Leadership skills are an essential component in positioning executives to make thoughtful

decisions about their organization's mission and goals, and properly allocate resources to
achieve those directives. Valuable leadership skills include the ability to delegate, inspire and
communicate effectively