2.0 PSSR - Rev 09 - Handout JULY 2020

Rev No.
09, July 2020 Page 1 of 88
TRAINING SHIP RAHAMAN
PERSONAL SAFETY AND SOCIAL RESPONSIBILITY

Rev No.09, July 2020 Page 2 of 88
PERSONAL SAFETY AND SOCIAL RESPONSIBILITY

COURSE MANUAL
REVISED AS PER D.G SHIPPING CIRCULAR NO. 26 of 2020
S.No. Chapter Page No.

1. Emergency 03
2. Muster list 06
3. Know your ship well 09
4. Wearing apparel and safety 10
5. Protect your ears and eyes 11
6. Lifting weights 12
7. Fire 14
8. Dangers of static 16
9. Enclosed spaces 17
10. Gangway 18
11. Painting 20
12. Communication 21
13. Human relationship 25
14. Interpersonal relationship 26
15. Drugs and Alcohol policy 30
16. Social responsibilities 31
17. MARPOL 73/78 32
18. Annex-I 36
19. Annex-II 44
20. Annex-III 49
21. Annex-IV 50
22. Annex-V 52
23. Annex-VI 59
24. Ballast Water Management 62
25. Fatigue 65
26. MLC 2006 75
EMERGENCY
Emergency is a dangerous situation that threatens the safety of the ship & life or limb of
person onboard. There can be different kinds of emergencies. e.g.
1. Collision
2. Fire
3. Grounding
4. Stranding
5. Flooding
6. Foundering
7. Man overboard
8. Oil pollution
9. Shifting of cargo
10. Sea Piracy
Emergency does not give advance notice of its arrival. It just comes, and it comes when
you least expect it. Ashore, help is immediately available from different sources like fire
brigade, port authorities, coast guard, hospitals etc. But on the ship the responsibility
lies squarely on the shoulders of the ship’s officers and crew. They have to be ready to
handle any of the above emergencies without any notice.
To achieve this, the ship’s crew have to maintain a state of preparedness to effectively
combat not one, but any of the above emergencies. The Master, in consultation with
Chief Officer and Chief Engineer, plans a planned-response to each and any of the
emergencies that may prop-up on the ship. This planned response is also called a
Muster List. In this each crewmember is allotted a certain task for each emergency.
Mock drills are carried out frequently and each crewmember is made to do his part of
the work efficiently, so that ship’s crew can, as a team, effectively combat any
emergency.
GENRAL EMERGENCY ALARM

 At least seven short blasts followed by one
long blast on ship’s whistle/siren and on
electric bell followed by announcement
through PA system.
 Audible throughout the vessel
 Capable of being operated from bridge, engine
room, accommodation, and other strategic
points.
ABANDON SHIP SIGNAL: Verbal order given by the ship Master

MAN OVER BOARD ALARM:- Three long blast on ship’s whistle/siren

and on electric bell followed by announcement through PA system.
FIRE ALARM:-Continuous ringing of bell/ ship’s whistle followed by

announcement through PA system
ACTION TO BE TAKEN IN VARIOUS EMERGENCIES
GENRAL EMERGENCY ALARM

On hearing "General Emergency Alarm": -
 Put on additional clothing (warm).
 Put on lifejacket.
 Drink plenty of water.
 Rush to muster stations (as mentioned in muster list).
MAN OVERBOARD
On seeing a man falling overboard at sea: -
1. Throw the nearest life-buoy to the man.
2. Shout, “Man overboard” at the top of your voice to alert others.
3. Inform bridge immediately.
4. Follow Master’s orders.
FIRE
On seeing a “Fire” onboard the ship: -
1. Shout “Fire” at the top of your voice to alert others.
2. Check if somebody is trapped.
3. Inform bridge immediately.
4. If small fire, try to extinguish it with portable fire extinguisher.
5. Otherwise close the compartment’s ventilation, portholes, etc.
6. Await ship’s fire-fighting team to relieve you and then you go to your
emergency station.
ABANDON-SHIP
On hearing "Abandon-Ship" signal (as mentioned in muster list): -
1. Rush to embarkation station of your lifeboat and follow the instructions of

the person in-charge.
2. Avoid panic.
3. If Time permitting; take additional quantity of water, provisions,
blankets important documents, etc.
EMERGENCY DRILLS
PRACTICE DRILLS MUST BE HELD ON
CARGO SHIPS: -
  At least once in a month.
 If 25% crew changes, then within 24 hrs of sailing.
PASSENGER SHIPS: -
  At least once a week.

 Within 24 hrs of sailing (from port of embarkation).
  Drills to cover all emergencies.

 Drills to be as realistic as possible.
 All crew must participate.
MUSTER LIST
It is an emergency plan prepared by the ship regarding the emergency

duties of all personnel & all signals in details. it is exhibited at an easily and
common locations such as crew and passenger accommodation, alleyways,
public spaces, navigating bridge, engine control room, cargo control room
etc… for guidance of the ship’s personnel and passengers.
CONTENTS OF MUSTER LIST

1. The Emergency Signal, Abandon-Ship Signal, any Other Signals (Fire/Man
Overboard Signals).
2. Action to Be Taken By the Crew.
3. Officers In Charge Of Different Groups or Squads, duties of the Crew.
4. Officers In Charge Of Maintenance of Various LSA/FFA.
5. Substitutes for Key Persons.
6. Location of Muster Stations/Embarkation Station.
Emergencies Stations:
Bridge Party E/R Party

Master - Overall I/c C/E- overall I/C
3/O - Navigation 3/E - assist
A.B.- Steering ERR - assist
ERR - assist
Emergency Squad 1 Emergency Squad 2

( FIRE eme. In E/R)
(FIRE eme. On Deck)
C/O - Incharge 2/E – Incharge

Bosun E/O
Cadet(optinal) A.B.
A.B. ERR
ERR ERR
O.S. Viper
Fitter
ASST/ Med Party (L/Boat Party)

2/o - In Charge
4/E - Asst. I/C
G.S.
O.S.
Cook
MUSTER LIST (Contd.)

Abandon Ship Station: -
L/B No.1 (Stbd) L/B No. 2 (Port)

No Name Rank Duties Name Rank
1 Master In charge C/O
2 C/E Assist 2/E
3 2/O Assist 3/O
4 4/E M/B Engine 3/E
5 El/o Emergency Comm. AB
Equip.
6 AB Bowman OS
7 AB Stern sheet OS
8 Bosun Lowerer OS
9 AB Fwd Gripe (Painter) GS
10 ERR Aft Gripes (Aft Line) ERR
11 ERR Additional water ERR
12 ERR Additional stores ERR
13 Cook Additional rations GS
KNOW YOUR SHIP WELL
Every person joining a ship must as soon as possible get familiarized with his ship.
Following are some of the points for guidance:
1. Get to know the emergency stations (boat station, fire station, etc) i.e. the location
and the duties during a particular emergency. For example, if the assigned duty
is to bring the stretcher, the person should know where it is kept and if it is kept
under lock and key, then he should know the location of the key
2. Person should know the type (foam, powder, etc) and the location of the fire
extinguisher nearest to his cabin. He should read the instructions carefully;
understand its purpose and function.
3. He should note the location of the fire hose and connections (including the
International shore connection) nearest to his cabin.
4. He should familiarize himself with the shortest escape route in case of fire
and/or smoke in the accommodation/engine room. He should not consider the
possibility of escaping through the port hole.
5. He should know the location of his personal life jacket and the nearest life buoy.
6. He should familiarize himself with the switch for the power supply and various
ways of shutting off ventilation of his cabin, in case of fire.
7. He should know the location of ‘Shipboard oil pollution emergency plan
(SOPEP)’ equipment locker and his duties as per the SOPEP of his ship.
8. He should familiarize himself with his duties and responsibilities with respect to
the garbage management plan of the ship.
FAMILIARISATION
As soon as possible after joining ship, familiarize with: -
 Instructions on muster list (emergency plan).
 The emergency signal, abandon ship signal and

any other signals .
 Location of muster /embarkation stations,

emergency headquarters.
 Location and use of life saving equipment.
 Location and use of LSA/FFA.
 Escape routes.
 SOPEP.
 Garbage Management Plan.

WEARING APPAREL & SAFETY
A) Working clothes should be such that one can work comfortably but safely.
Clothes should not be too loose; otherwise they could get caught into winches /
machines and cause injury, or even death.
As far as possible full sleeve boiler suit should be worn for better protection.
B) Wearing of ornaments such as rings, chains, etc while working must be avoided.
Tying a kerchief around the neck can be quite dangerous.
C) When working on deck or in engine room safety shoes must be worn for protecting
the toes; Sandals or Chappals should never be worn. Shoes with torn heels or soles can
cause a person to fall and get badly injured
When required to work in the oil tank, wearing of non-slip footwear is recommended.
D) Different types of gloves are used to protect the hands depending on the kind of
work involved.
Canvas gloves – handling wires, heavy weights, chipping, painting, cleaning, etc.
Rubber / PVC gloves – handling acids, chemicals, etc
Cotton / woolen gloves - to provide warmth
Ill-fitting, wet or slippery gloves should be avoided.
E) Whether on deck or in the engine room, helmet must be worn which provides
protection to head against injury from falling objects such as spanner, nut, hammer etc.
PROTECT YOUR EARS AND EYES
 Working constantly in a place where noise level is high may cause deafness.
Eardrums may be adversely affected by the sound made by the turbines or
turbochargers. When working in a noisy place, ears must be protected by
wearing earmuffs.
 While chipping or grinding, flying piece of rust or metal may get embedded in
the retina of the eye, if the eyes are not protected by wearing safety goggles. It is
very difficult to deal with such a casualty on board a ship, for want of proper
medical attention until the ship reaches the next port. There have been cases
where the casualty lost his eyesight due to carelessness in protecting his eyes.
 Safety goggles must be worn: -

 When chipping or wire brushing.
 When working with chemicals.
 At the time of anchoring, as the mud and metal pieces fly off the chain.
 When loading or discharging powdery cargoes like bauxite, fertilizer,
grain, etc. as the dirt can cause serious damage to the eyes.
 When welding.
 When gas cutting.
LIFTING WEIGHTS
On ships weights have to be lifted every now and then, and yet many seafarers get hurt
while lifting or transporting heavy weights. Following points should be kept in mind
when lifting weights: -
1. Lift weights according to your strength. Do not show off. When it is not
possible to lift weight alone, call for additional help.
2. Before lifting the weight, make sure that the object you are lifting is free from
nails or oil, grease etc. that might cause the object to slip from hands and cause
injury.
3. In order to protect your toes from getting hurt due to accidentally falling heavy
weight, wear safety shoes.
4. Ensure that the place or the deck where you are standing is not slippery.
5. Lift the weight by bending the knees while keeping the back straight and
NEVER lift the weight by bending in the waist while keeping the legs straight.
6. If the weight is heavy, wedge it from underneath by a piece of wood so as to
get a firm grip on the object being lifted.
7. When lifting machines or machinery parts, remember that the weight
distribution may not be equal.
8. If heavy weight is required to be carried to a higher level, do it in as many
stages as possible.
9. When keeping a weight on the floor, take care of your fingers so as not to get
them crushed.
10. If a heavy weight is to be carried over a distance, take a few stops on the way.
11. It is dangerous to go up and down the ladder while the object being carried by
him obstructs the vision of the person carrying the weight.
12. Use trolleys or pulleys whenever possible.
13. Younger seamen should take upon themselves to do heavy work, leaving
lighter work for the older seamen.
FIRE
Fire is the cause of many accidents and loss of lives on a ship. Everyone on the ship
should be alert to avoid any fire from taking place. When carrying out any job on the
ship you must always think whether work carried out by you can cause fire and if fire
breaks out how you would fight it
You must make it a habit on your ship to think of fire at all times.
A) FIRE IN ENGINE ROOM

Heat, Oil, Gas is present in the engine room and therefore there is a greater risk
of fire in engine room than anywhere else on the ship.
1] Engine room must always be kept clean. Leaking pipes and oil in the trays can
cause fire.
2] Oily Cotton waste and rags should be stored in covered boxes and burnt in
the incinerator at the end of the day.
3] Paint, oil, diesel, and wooden articles should not be kept near the boiler or hot
places.
4] Cleaning cloth should not be kept on hot pipes or steam pipes.
5] All steam and exhaust pipes should be lagged.
6] If a leak in any pipe is seen, it must be immediately reported to the officer on
duty. If oil falls on a hot pipe or in a hot place it will catch fire.
7] Oil should not be permitted to accumulate in the bilge.
8] Never keep sounding pipes open. Oil may spill out of it and may fall on a hot
plate or pipe and catch fire.
B) WELDING
Special care should be taken when welding or gas cutting. Such work must not
be carried out on oily or greasy plates.
When welding or cutting, check if there is something that can catch fire on the
other side of the bulkhead or on deck below e.g. insulation, paint, etc.
There is a risk of fire breaking out long after welding is over (say, up to two
hours).
Fire hose and extinguisher must be kept in readiness where cutting/welding

work is going on.
No welding/cutting should be done until the tank or compartment is gas free

and certified by the inspector as fit for ‘hot work’.
C) GALLEY FIRE
Galley is one place on the ship where the risk of fire is ever present; hence
the following points must be kept in mind:-
 Oil must not be allowed to fall on hot plates.
 Pan in which oil is being heated should never be left unattended.
 Never throw water on burning oil.
 Hot plates should be switched off when galley is not manned or when hot
plates are not likely to be used for considerable period of time.
 Ventilators on top of the hot plates should always be kept clean.
Accumulated fat or grease on the vent meshing, which can catch fire,
should be periodically cleaned by chemical.
 All on board should be familiar with the location of vents and exhaust of
the galley and the procedure to shut them off in case of fire.
 All on board should know the location of fire extinguishers, fire hoses, fire
blankets, etc. inside and outside the galley.
 When in the galley, if the clothes catch fire, the fire blanket should be
wrapped around the body of the person and he/she should roll on deck.
D) PAINT ROOM/STORE
 Paint is highly inflammable.
 Paint drums/tins must always be kept closed.
 Paint room must be kept clean and free from rags and jute (cotton waste).
 Smoking should be strictly prohibited in and around the paint room.
 Paint store should be well ventilated.
 Sprinkler system should be in working order at all times.
E) CABIN
 Most cabin fires are due to the negligence of their occupants.
 Smoking in bed should be avoided at all costs.
 Cigarette or match must be properly extinguished before throwing away.
 Piece of cloth or paper should not be kept near a table lamp, which can
catch fire due to the heat generated by the bulb.
 All electrical appliances should be properly plugged. Ensure that there are
no broken electrical cables. Too many plugs in one socket are a fire
hazard.
F) CARGO FIRE
 Smoking should be strictly prohibited on deck or in the cargo spaces.

 Oily rags, paint stained rags or cotton waste should not be kept lying on
deck.
 All on board must be aware of the information and characteristics of the
cargo being loaded or discharged in connection with the fire hazards and
the ways to fight the fire.
 Spark arrestors on the ventilators should be intact so that while carrying
out the hot work the sparks will not find the way into the cargo
compartments.
 Cables of all electrical appliances, cargo lights, etc. should be in good
condition so as to avoid any chances of short circuits.
DANGERS OF STATIC
1. While discharging oil cargo, inert gas should be used to pressurize tanks. Air should
not be used to pressurize the tank as fire and explosion may result.
2. Before putting the tank-cleaning machine in the tank, water hoses should be
electrically earthed and afterwards water supply valve opened for filling the hoses.
Before disconnecting the hose between hydrant and machine, machine should be first
removed from the tank and afterwards hose should be disconnected.
3. Temperature of hot water used for washing the tank should not be more than 49°C.
4. Number of machines should be limited, as higher the water out put in a tank, the
greater is the formation of water mist, which could retain static charge and cause
explosion.
5. A static charge in a tank may take as long as 6 hours to dissipate after tank washing.
6. If the wash water is taken from slop tanks, oil contaminated water can create higher
static charges.
7. When the ship rolls and pitches, ballast water from slack tanks can splash about and
create statically charged mist in the ullage space.
ENCLOSED SPACES
Enclosed space - Any space, which has been closed and unventilated for long period of
time.
1) Enclosed space may contain harmful gases because of previous cargo carried.
2) Enclosed space may be contaminated by leaking gases through bulkhead or pipeline.
3) Store rooms may contain harmful gases.
4) Enclosed space may be deficient of oxygen.
• Enclosed spaces onboard: Cargo/ballast tanks, fuel tanks, sewage tanks, cargo
holds, store/pump rooms, chain lockers, void/bilge spaces, coffer dam, double
bottom tank etc. Even open tanks hatches can be defined as an Enclosed Spaces,
because often there are limited openings, entry/exit, little or no natural
ventilation.

ENTRY INTO AN ENCLOSED SPACE

Enclosed spaces should not be entered unless Master or person in-charge gives
authority. Before entering follow the procedure mentioned below:-
1) Ventilate the space.
2) Test the atmosphere for toxicity and oxygen deficiency.
3) Continue ventilation.
4) Have breathing apparatus standing by.
5) Have resuscitation unit at the entrance stand by.
6) Have rescue equipment, such as stretcher etc. stand by at the entrance.
7) Ensure rescue team is readily available.
8) Have a man stand by watching for trouble and to raise alarm.
9) Agree on a system of communication before entry.
10) Continue to ventilate and test the atmosphere frequently.
11) Ensure adequate illumination.
12) When you are in the compartment inform your condition at regular intervals.
13) If you feel unwell, come out at once.
14) If you are instructed to come out, do it immediately.
15) Once out of the compartment, report to the Master or the person in-charge from
whom the permission to enter was obtained.
ENTERING ECLOSED SPACE SUSPECTED TO BE UNSAFE

When the atmosphere is known or suspected to be unsafe, follow the safety precautions
already listed above and in addition following precautions should be taken while using
the breathing apparatus.
 Ensure the wearer is properly trained to use the breathing
apparatus.
 Check the equipment thoroughly.
 Check that the facemask fits properly.
 Stand by man should note the time of entry and ensure that the wearer
leaves the space in proper time.
 Check that air cylinders are fully charged prior entry.
 While in the compartment if the low-pressure audible alarm sounds,
wearer should leave the compartment immediately. Wearer should not
totally rely on sounding of low-pressure audible alarm. He should also
watch the gauge frequently
 Mask should never be taken off while in the enclosed space.
 Establish communication before entering the enclosed space.
 Never attempt to rescue alone from the enclosed space.
GANGWAY
It is the duty of the ship to provide a safe gangway to persons who wish to come on the
ship or leave the ship. A net must be made fast under the gangway. If gangway is not
safe or the gangway net is not in its place, the duty quartermaster should be
immediately informed.
 When a ship comes to port and makes fast to the jetty, ship's gangway is
lowered. The gangway net should be made fast before anyone goes ashore. If any
person coming up or going down the gangway falls in water he may get injured
badly or may even die. Gangway safety net is rigged to prevent this from
happening.
 Gangway net must cover the entire length of the gangway. If there is no place on
the jetty to tie the net, the net is taken from under the gangway and tied to the
railings. Net should be made fast in such a way that no person should fall from
the gangway in water.
 The gangway must be lighted properly. If the light is not enough one may get
hurt. Some gangways have a fixed light. If that is not sufficient to cover the entire
length of the gangway, another portable light or cargo light to light the gangway
should be rigged.
 Gangway must be kept free from oil, grease, garbage, cargo, etc and should
always be clean. When gangway wires, blocks, motors are greased or oiled there
is a possibility of oil or grease falling on the gangway. Warning notice must be
displayed in case there is a possibility of anyone slipping on the gangway steps
due to rain or any other reason.
 Gangway / accommodation ladder should be as far as possible put out in such a

place where there is no fear of cargo falling on the person coming up or going
down.
 Gangway railings and ropes should always be kept tight.
 The ship when alongside a jetty may rise and fall with the tide or due to
discharging or loading. Gangway should accordingly be lowered or heaved up,
and ships ropes slackened or tightened.
 If there is a large fender between the ship and jetty, wooden planks are often
used between lower platform of the gangway and the jetty. Any ladder used in
this way should be strong and reliable, have railings and a net underneath.
All wires used for gangway should be checked regularly. They should be in good
condition. All sheaves of the blocks should also be checked for their condition
PAINTING
All paints give out harmful gases. They may be inflammable and cause explosion.
 The place, which is being painted, should be well ventilated. When a tank
or poorly ventilated space is being painted blower / exhaust fan shou1d
be used.
 If a tank or a poorly ventilated space is being painted or when spraying

machine is being used, mask (Paint respirator) must be worn.
 Most paints are highly inflammable and give out toxic fumes. Naked
lights and smoking should be strictly prohibited in the area being painted
or in the paint store.
 Paint removers and rust removers are chemicals and are very dangerous
substances. They are generally made from acids. When handling these,
goggles and gloves should be worn.
 Ensure that the main switch is switched off / fuse removed before
painting machinery to avoid getting hurt due to machine starting
accidentally.
 Whole body in general and eyes in particular, must be well protected

when using spray painting machines as they are operated by air under
high pressure, and paint spray comes out with great force.
 Before opening the spray gun, put off the compressor and release the
pressure in the pipe. Put the safety lock on the spray gun handle before its
nozzle is cleaned.
 Right size nozzles should be used with spray machine.
 A plastic pipe should cover paint hose so that if it bursts while under
pressure, the paint will not cause any damage or injury to the person
handling the machine.
 When painting shipside, life jacket and safety harness must be worn.
Lifebuoy must be kept handy.
 When painting the after part of the ship, E/R must be kept informed, so
that the propeller is not used.
 If a raft is used for painting, make sure that a safety railing is provided.
Ships passing by will make the raft go up and down, particularly if it is
made of empty barrels.
COMMUNICATIONS
Communication is of paramount importance in any organization, and this is

particularly so aboard ship, where there are so many hazards.
Many problems will arise when a ship has a multinational crew in which there may be a
variety of cultures and languages; however, in most cases a commonsense approach,
with free discussion of any controversial issues will usually provide a solution.
It is vital; therefore, that ship's personnel are well prepared for the routines and duties
aboard ship and that they understand the importance of communication when living
and working together in close contact on the ship.
Every effort must be made to ensure that all personnel can communicate effectively,
particularly with respect to the operation of the ship and to compliance with safety and
anti-pollution measures.
Communication must also be effective in carrying out the duties and responsibilities
connected with each post aboard ship and will be crucial in ensuring that safety aspects,
such as fire fighting and personal survival, can be properly developed and carried out.
Communication is vital in the transfer of knowledge and understanding and is an

essential requirement in ensuring that an organization is effective and efficient in its
operational procedures.
In its simple form, communication consists of a verbal transfer of information between a

sender and a recipient, but it can be more complex and involve more persons and/or
other modes of transfer.
Some basic modes are: -
 One-way (person to person)

 Two-way (group involvement)
Modes of transfer may be: -

 Verbal (speech, talks, lectures, conservation)
 Written (papers, books, magazines)
 Visual (pictures, slides, videos, films)
THE COMMUNICATION BARRIER

A communication barrier is an interference, which has a limiting effect on the transfer of

knowledge, which in turn frustrates understanding and receipt of knowledge.
Three main forms of barrier can be identified as: -
1) Personal 2) Semantic 3) Physical
and the reasons why such barriers arise can be listed as:-
 Organizational
 Bad communication channels
 Difference in status of communicators
 Language
 Personal conflicts
 Misunderstanding
 Personal feelings
A simple test to illustrate a communication barrier is where a message is passed

verbally (by whispering) by one person to another in a group and a comparison made
between the actual message delivered by the first person and the message as received
by the last person in the chain.
An important contribution of effective communication between the shipping company

and its personnel aboard ship is through face-to-face contact, when issues of importance
to either party can be raised and discussed. In most cases this will take place when a
company representative visits the ship while it is in port, and such meetings tend to be
short and very often informal rather than formal.
When the ship is in port, and probably working cargo, there may be difficulties in
getting all personnel together at one time for a meeting. Some personnel may be absent
from the ship on leave or for other reasons. Even so, it is useful to endeavor to get as
much communication as possible between company representatives and crew
whenever the opportunity presents itself; in order for meetings to be worthwhile, some
basic principles should be kept in mind.
It is essential, for any meeting to be effective and to achieve its objectives that proper
preparation is made prior to the meeting.
Some preparatory considerations are: -

 Collect all relevant information and facts, which it is wished to raise
during the meeting.
 Investigate suitable times and venues - and double check that all that
participants can attend.
 Matters which are important or which are controversial and may require
discussion should be set out in print as a position paper and circulated to
all participants prior to the meeting.
Depending on what is to be raised during a meeting, it is important that the atmosphere

during the meeting is in accordance with the topics, which are to be raised and
discussed. There are whole range of attitudes and atmospheres between strictly formal
and very informal. There should be someone to take notes. A true account of the
business of the meeting is vital if;
 A record is required for future use and action.
 It is wished to ensure clarity and accountability.
 A considered communication is to be made.
 It is required to analyze something and to compile statistics.
 An understanding is to be confirmed.
In most meetings it is necessary to have a chairman, to direct and control the business of
the meeting. The chairman should as far as possible, be impartial in attitude to the
matters under discussion, although at the end of each discussion he will be required to
sum up the pros and cons and suggest a possible outcome or decision for the meeting to
consider.
During the meeting the chairman should ensure that:

 Presentation and discussion are restricted to those items and topics on the
agenda.
 The participants are attentive to the matter under discussion.
 The time allocated for each item is sufficient to 'ensure that there is adequate
discussion, allowing all points of view to be presented.
 The time allowed for the meeting as a whole is not seriously under or over the
estimated.
Some further general observations on meetings are:
 Listen and have an understanding of what is being presented.
 Have patience.
 Keep cool.
 Never become aggressive.

 Present a view or an argument in an ordered, structured manner with carefully
chosen words and use logical reasoning.
 Identify clearly those aspects, which can be considered important, or

posses’ priority.
 When presenting a view or argument it should have been analyzed, and possible
outcomes should be properly thought through.
Although a meeting on board ship would tend to be informal in most cases, it would
arise from a visit to the ship by a company representative. The matters raised and
discussed during such a visit could cover a wide range of topics of importance or
interest to personnel and would not necessarily be confined to operational aspects.
In most cases the master of the vessel will provide the link between the company and
the ship's personnel or depending on the matters to be dealt with, an appropriate senior
officer to whom the master has delegated the responsibility.
An agenda for such meetings could deal with matters related to company policy and
activities in addition to operational aspects and personnel welfare.
Agenda items could relate to:

(a) Future company policy.
(b) Improving operational safety.
(c) Matters related to pay, leave, etc.
(d) Introduction of stricter requirements to prevent pollution.
The visit of the company representatives could involve a number of short meetings with
appropriate personnel rather than one formal large meeting involving the whole crew.
Trainees should draw on their own experiences to investigate how such aspects could
be improved.
HUMAN RELATIONSHIPS
Each human being is a unique individual and, normally, no two people are exactly alike
physically and mentally (discounting multiple births such as twins).
The nature of a human being is often considered to be an inborn characteristic,

dependent to a large extent on biological make up and inheritance, but also greatly
influenced by the environmental and cultural background into which the human being
is born and raised to be an adult, which will eventually be tempered by knowledge and
experience.
Human nature reveals itself as a state of mind and as feelings which are often expressed
in some or all of actions, words (oratory), literature (writing) pictures, music, etc., and
which is often identified to be of a particular kind, through emotion, habit, learning,
memory, sentiment, intelligence, etc. Human nature will tend to govern the manner in
which people react to one another in particular situations. Such reaction will usually be
different between people from the same culture from that between people from
different cultures.
To function cohesively and effectively, a group must operate within a properly

constructed framework of direction and control, which is acceptable and agreed to by
all members. The way in which people react to situations and behave when under
imposed constraints (such as rules and regulations) is not easy to predict or to understand,
particularly when the impact of technology, and the rate - at which it advances, is
imposed on to cultural factors involving social, religious and political feelings and
beliefs.
A modern merchant ship, with a multinational crew, presents a situation in which
difficulties and problems will arise stemming from the way in which the ship must
operate with a group of people from different cultural backgrounds, with a high
probability of communication problems involving language being present.
It should be remembered that it is a "whole person" who is employed, not one with
certain separate, but desirable, characteristics. When dealing with personnel, the whole
person must be taken into account and an attempt made to develop a better person
through growth and fulfillment. Motivation should be encouraged by demonstrating
how, by following specified courses and by certain actions; a person's sense of
fulfillment can be increased.
"Role" can be defined as a "a pattern of actions expected of a person in activities
involving others". It reflects a person's position in the social system, with its associated
rights, obligations, power and responsibilities.
"Role conflict" can be defined as "others having a different perception or expectation of
a person's role". Role conflict is a fairly common problem where large groups live and
work in close proximity.
"Status" can be regarded as the social rank of a person within a group, and represents
the recognition, honour and acceptance given to a person by the other members of the
group.
Loss of status is akin to "losing face", and for many people represents a serious event. In
order to protect status, many people develop a high sense of responsibility.
Higher status provides:
1) Power and influence 2) More privileges

3) Larger participation in-group activities
4) Greater interaction with other persons in the group
5) The opportunity to have a more important and responsible role.
Lower status often means that people feel isolated from mainstream activities and there
is a tendency to show symptoms of stress.
INTER-PERSONAL RELATIONSHIP
Relations always spell harmony. On board a ship it is a small family and the
achievement of the family depends upon how good they interact with each other. This
interaction can be successful if the inter-personal relationships are strengthened.
IPR (Inter-Personal Relationships) means the relationship between different

individuals as a person to person. It is not merely the official or business linkage: it is
the human feelings you put into your daily transactions.
Are you not familiar with words like “love”, “friendship”, “respect”, “loyal”, etc.
these are some of the words that spells a positive IPR. In the normal run, these get
changed because of a number of influences internal as well as external. The internal
influences are the “likes and dislikes”, “preferences and prejudices”, “assertions and
desertions” etc.
The climate and spirit of togetherness on board depends greatly on the IPR values
of the individuals. Hence it is essential that all try to improve their IPR values.
Psychological methods as well as daily trying of the individual can modify him to be a
better one with higher IPR value day by day.
There are a number of areas where a relationship can be sowed, created and
nourished. Let us look into the facts first. How do individuals come together? What is
the basis for start of a relationship? Many people do come across, but they do not form
friendship.
But few of them very easily form friendships that some times last forever. How far
they go together will depend on the individual’s behavior patterns.
There are mainly two conditions to be satisfied before one falls into a relationship.
1) The sociological factors. 2) The psychological factors.
The above factors also influence the behavior of the individuals. So one must know
how to check on these factors. Knowing these factors, is there a way to improve the IPR
skills? Yes, but most of it depends on you. Some of the points, which can be of help, are
given below.
1) Be a good communicator.
2) Be a genuine person.
3) Do not impersonate.
4) Consider all as your friends to start with.
5) Be open and welcome others.
6) Manage yourself and your time well.
7) Help others.
8) Be sincere.
9) Look into your own behaviour and learn.
Situations may differ, but you will always be involved in the relations. Hence learn how
to gain some of the above qualities. They can help you to form a good relationship.
Here is some thing from “One minute Manager”.
 Take a minute to look out at the people with you.
 The results depend on people–care for them.
 Catch them doing something good.
 And invest at least a minute in people.
1 YOUR SELF CONTROL  Your vanity

 Your temper
 Your likes and dislikes
 Your stray thoughts

2 APPRECIATE AND  Give importance to others

PRAISE
 Search for something to praise
 Praise even a new man
 Make your suggestions modestly
 Let him use his ingenuity
 Don’t hover around him
 Show your appreciation
“ Appreciate in open and punish in dark ”
3 CRITICIZE TACTFULLY  Criticize only if needed

 Criticize individually
 Find something to praise at the same

time
 Use gentle words to criticize
 Don’t show your superiority in brain
4 MINIMIZE  Fear may some times paralyze men

PUNISHMENTS
 Stress the advantages of good work
 Avoid petty discipline
 Don’t try too hard to convince
 Don’t show the application of pressure

“ Communicate is the key to know them. So communicate ……………….”
5 ALWAYS LISTEN  Encourage them to talk to you

 Learn to listen without interrupting
 Look for the real reason of trouble
 Give them a chance to express
6 EXPLAIN LISTEN  Give all information as needed

 Don’t let them feel that thinking is only
your job, not theirs
 Spike rumors with facts
 Accept suggestions
 Explain why it is good or why it is bad
7 THEIR INTERESTS ARE  If your men give serious grievances, take

YOURS them upstairs.
Give credit to good work

 Give a chance for able ones to develop
 Look for their safety

Keep them healthy

 Encourage good feelings
 Show them you are interested in them
8 TAKE THEM WITH YOU  Lead them towards the goal

 Motivate them
 Guide them
 Watch them and control them
DRUGS AND ALCOHOL POLICY
Most of shipping companies today have a zero alcohol policy on board their ships,
which means you cannot have a drink while attached to a ship. It is all right to have a
drink ashore, but when you come back to the ship, the alcohol content in your blood
must be zero. There are surprise checks carried out by the Master to ascertain alcohol
levels in the blood of crew and officers. There are severe consequences if anybody is
found to break the company's alcohol policies. This testing is normally carried out by
breath analyzer apparatus carried on board.
The problems caused by excessive drinking or taking drugs are many and,
consequences are very heavy. Here are a few examples:
 Personal health hazard.

 Affects the perceptive system of body.
 Personal safety problems.
 Public safety problems.
 Danger to ship, cargo and its crew.
 Impaired actions may cause personal accidents.
 Loss of friendships on board.
 Low esteem of self.
 Addiction.
The list is endless. Once the addiction sets in, it becomes very difficult to let go. You get
deeper and deeper into the mire. You lose your self respect, your stamina, your health,
your friends and eventually your job. Even your family members treat you as a liability.
Being addicted, with no job, no money, and body demanding drugs, one starts stea1ing
and going further downhill.
At this stage rehabilitation is the only solution and one must get Medical treatment to
remove all the toxins from the body. It is a lengthy process but with a strong
determination rehabilitation can be achieved.
“PREVENTION IS BETTER THAN CURE”
Therefore “Do not follow the road to drugs and alcohol”
Not only the use of drugs is prohibited on board, the possession of drugs itself is a very
serious offence and in some countries, the penalties can be death sentence. So beware.
SOCIAL RESPONSIBILITIES
 Crew are engaged on board the ship in the presence of a Shipping Master and sign
the “Articles of Agreement”
 “Articles of Agreement” or a service contract is an agreement of service conditions

between the Master and its crew.
 It contains all terms and conditions of service, e.g.

 Duties.
 Wages and allowances.
 Length of-service.
 Penalties for disobedience, misbehavior, negligence, wrongful act etc.
 Provision of food and accommodation.
 Repatriation to home port.
 Crew are expected to behave in orderly and obedient manner to Master, Officers
and other Crew Members. It is their duty to ensure that no wrongful action on their
part would cause hurt or injury to any other person, damage the ship or its cargo.
MARPOL 73/78
The international convention for the prevention of pollution from ship was adopted by
the international conference on marine pollution convened by IMO (International
Maritime Organization) from 08th October to 02nd November 1973. this convention was
subsequently modified by the protocol of 1978 relating thereto, which was adopted by
the international conference on tanker safety and pollution prevention (TSPP)
conference conveyed by IMO from 06 to 17 February 1978. The convention, as modified
by the protocol, is known as the international convention for the prevention of pollution
from ships, 1973, as modified by the protocol of 1978 relating thereto, or, in short
MARPOL 73 / 78. Regulations covering the various sources of ship-generated pollution
are contained in the seven annexes of the convention.
Regulation 1 Definitions
Oil means petroleum in any form including crude oil, fuel oil, sludge oil refuse and
refined products (other than those petrochemicals which are subject to the provisions of
annex ii of the present convention) and without limiting the generality of the foregoing,
includes the substances listed in appendix i to this annex i (ex. diesel oil, lubricating oil,
mineral oil etc)
Crude oil means any liquid hydrocarbon mixture occurring naturally in the under earth
whether or not treated to render if suitable for transportation and includes.
Crude oil from which certain distillate tractions may have been removed and crude oil
to which certain distillate tractions may have been added.
Oily mixture means a mixture with any oil content.
Oil fuel means any oil used as fuel in connection with the propulsion and auxiliary
machinery of the ship in which such oil is carried.
Oil tanker means a ship constructed or adopted primarily to carry oil in bulk in its cargo
spaces and includes combination carries, any ‘nls taker” as defined in annex ii of the
present convention and any gas carrier as defied in regulation 320 of chapter ii-i of solas
74, when carrying a cargo of part cargo of bill in bulk.
Crude oil tanker means an oil tanker engaged in the trade of carrying crude oil.
product carrier means an oil tanker engaged in the trade of carrying oil other than
crude oil.
Combination carrier means a ship designed to carry either oil or solid cargoes in bulk.
Instantaneous rate of discharge means the rate of discharge of oil in liters per hour at
any instant divided by the speed of the ship in knots at the same instant.
Tank means and enclosed space which is formed by the permanent structure of a ship
and which is designed for the carriage of liquid in bulk.
Wing tank means any tank adjacent to the side shall plating.
Centre tank means any tank inboard of a longitudinal bulkhead.
Slop tank means a tank specifically designated for the collection of tank draining, tank
washings and other oily mixtures.
Clean ballast means the ballast in a tank which, since oil was last carried therein, has
been so cleaned that effluent there from if it were discharged from a ship which
stationary into clean calm water on a clear day would not produce visible traces of oil
on the surface of the water or on adjoining shore lines.
Segregated ballast means the ballast water introduced into a tank which is completely
separated from the cargo oil and oil fuel system and which is permanently allocated to
the carriage of ballast or to cargoes other than oil or noxious liquid substances.
Nearest land: means from the baseline from which the territorial sea of the territory in
question is established in accordance with the international law.
Special area means a sea area where for recognized technical reasons in relation to its
oceanographically and ecological condition and to the particular character of its traffic
the adoption of special mandatory methods for the prevention of sea pollution by oil is
required.
A particularly sensitive sea area (PSSA)
A particularly sensitive sea area (PSSA) is an area that needs special protection through
action by IMO because of its significance for recognized ecological or socio-economic or
scientific reasons and which may be vulnerable to damage by international maritime
activities. the criteria for the identification of particularly sensitive sea areas and the
criteria for the designation of special areas are not mutually exclusive. in many cases a
particularly sensitive sea area may be identified within a special area and vice versa.
What is convention?
1. a way in which something is usually done.
2. An agreement between states covering particular matters.
What is agreement?
A negotiated and typically legally binding arrangement between parties as to a course
of action
What is protocol?
The original draft of a diplomatic document, especially of the terms of a treaty agreed to
in conference and signed by the parties.
When a major amendment is to be incorporated on regulations of the convention, a
protocol is called among the countries, who are signatory of the original convention
when it was signed and approved. e.g. for MARPOL 73/78, the year1973 in which the
act was passed was the convention and in1978 what was passed was the protocol.
MARPOL 73/78: THE OBJECTIVE OF THIS CONVENTION

a) Preserve the marine environment in an attempt to completely eliminate pollution by
oil and other harmful substances to minimize accidental spillage of such substances.
c) The original MARPOL was signed on 17 February 1973, but did not come into force at
the signing date. The current convention is a combination of 1973 convention and the
1978 protocol. It entered into force on 2 October 1983.
e) As of 2015, 152 states, representing 99.2 % of the world's shipping tonnage, are state
parties to the convention.
g) All ships flagged under countries that are signatories to MARPOL are subject to its
requirements, regardless of where they sail and member nations are responsible for
vessels registered under their respective nationalities.
ANNEXES OF THE CONVENTION
ANNEX CONTENT Entry In Force

Annex I Regulation for prevention of pollution by oil & oily 2nd Oct 1983
mixture
Annex II Regulation for prevention of pollution by noxious 6th April 1987
liquid substances in bulk
Annex III Regulation for prevention of pollution by harmful 1st July 1992
substances carried by sea in packaged form
Annex IV Regulation for prevention of pollution by sewage from 27th Oct 2007
ships
Annex V Regulation for prevention of pollution by garbage 31st Dec 1988
from ships
Annex VI Regulation for Prevention of air pollution from ships 19th May 2005
POLLUTION PREVENTION
INTRODUCTION
Recent years have seen spurt in the movement of large quantities of oil,
chemicals and liquefied gases across the seas. Release of these cargoes due to
either operational or accidental causes into sea/air results in pollution. Pollution
affects marine environment/life in different ways, which are highly detrimental.
As such pollution of sea has become a matter of International concern.
Annex-I
1. POLLUTION OF SEA BY OIL

The most important pollutant resulting from shipping operations is oil.
Discharge of oil / oily mixture into sea could be because of operational or
accidental causes.
Operational Causes Large quantity of oil enters the sea as a result of normal
tanker operations such as cleaning of cargo residues, ballasting of cargo tanks for
the purposes of loading different grades of oil cargo. Average cargo residue is
about 0.4 percent of cargo carrying capacity of the tanker and during ballasting
and cleaning operation as much as half of the quantity can be lost overboard.
Other causes of oil pollution due to operational reasons include tank cleaning,
bilge cleaning carried out during dry-docking (engine room bilge pumping)
2. POLLUTION DUE TO ACCIDENTS

Pollution of sea and resulting damage caused due to release of oil as a
consequence of tanker accidents is enormous. Although this may contribute a
comparatively small percentage of the total oil entering the sea in a year the
consequences of an accident can be nothing short of disaster to the immediate
surroundings. Where as oil released into sea due to operational causes is well
dispersed over large areas, in accidental release, depending on the size of a
tanker, a large amount is spilled into sea over a limited area. Damage to
environment is much more if the accident has taken place close to the coastline.
3. EFFECTS OF POLLUTION BY OIL ON MARINE ENVIRONMENT

3.1 It blankets the surface, interfering with oxygen exchange between the sea and
the atmosphere.
3.2 Heavier constituents of oil blanket the sea floor interfering with the growth of
marine life.
3.3 Many constituent elements are toxic and get into food chain.
3.4 Oil on beach interferes with recreational uses of that beach.
3.5 Oil may enter seawater-distilling inlets and it may be deposited on tidal mud
flats, with detrimental results.
3.6 Oil sticks to the wings of the seabirds and they become helpless casualties of
oil spillage.
PREVENTIVE METHODS:
a) Double hull design

In order to limit the out flow of oil in the event of side damage due to collision/bottom
damage due to stranding, tankers are required to be of double hull design.
b) Segregated ballast tanks

Tankers must be provided with segregated ballast tanks of sufficient capacity, so that
only in extraordinary circumstances will there be a need to take ballast water in cargo
tanks. SBT reduce the need for tank washing and therefore reduce oily water mixtures.
SBT are defined as tanks which are completely separated from the cargo oil and fuel oil
system. They are served by their own pumps and piping.
c) COW: Crude oil washing to minimize thank residues from 0.4% to 0.2%. Further
tanks are cleaned by water and that water is stored in slop tanks.
d) Reception facilities
Oil loading terminals, repair port, and other ports in which ships have oily residues to
discharge are provided with reception facility to receive such residues and oily
mixtures as remain from oil tankers and other ships.
SPECIAL AREA
Means a sea area where for recognized technical reasons in relation to its
oceanographically and ecological condition and to the particular character of its traffic,
the adoption of special mandatory methods for the prevention of sea pollution by oil is
required. Special areas include the followings:
Adoption, entry into force & date of taking effect of Special Areas
Date of Entry In Effect
Special Areas Adopted #
into Force From
Mediterranean Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983
Baltic Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983
Black Sea 2 Nov 1973 2 Oct 1983 2 Oct 1983
Red Sea 2 Nov 1973 2 Oct 1983
"Gulfs" area 2 Nov 1973 2 Oct 1983 1 Aug 2008
Gulf of Aden 1 Dec 1987 1 Apr 1989
Antarctic area 16 Nov 1990 17 Mar 1992 17 Mar 1992
North West European Waters 25 Sept 1997 1 Feb 1999 1 Aug 1999
Oman area of the Arabian Sea 15 Oct 2004 1 Jan 2007
Southern South African
13 Oct 2006 1 Mar 2008 1 Aug 2008
waters
A PARTICULARLY SENSITIVE SEA AREA (PSSA): Is an area that needs special

protection through action by IMO because of its significance for recognized ecological
or socio-economic or scientific reasons and which may be vulnerable to damage by
international maritime activities. The criteria for the identification of particularly
sensitive sea areas and the criteria for the designation of special areas are not mutually
exclusive. in many cases a particularly sensitive sea area may be identified within a
special area and vice versa.
PARTICULARLY SENSITIVE SEA AREAS guidelines on designating a "particularly

sensitive sea area" (PSSA) are contained in resolution A.982 (24) revised guidelines for the
identification and designation of particularly sensitive sea areas (PSSAs). These guidelines
include criteria to allow areas to be designated a PSSA if they fulfill a number of criteria,
including: ecological criteria, such as unique or rare ecosystem, diversity of the
ecosystem or vulnerability to degradation by natural events or human activities; social,
cultural and economic criteria, such as significance of the area for recreation or tourism;
and scientific and educational criteria, such as biological research or historical value.
The provisions of the United Nations convention on the law of the sea (UNCLOS) are
also relevant. When an area is approved as a particularly sensitive sea area, specific
measures can be used to control the maritime activities in that area, such as routing
measures, strict application of MARPOL discharge and equipment requirements for
ships, such as oil tankers; and installation of vessel traffic services (VTS).
List of adopted PSSAS: The following PSSAS have been designated:

- The great barrier reef, Australia (designated a PSSA in 1990)
- The Sabana-Camagüey Archipelago in Cuba (1997)
- Malpelo island, Colombia (2002)
- The sea around the Florida keys, United States (2002)
- The Wadden sea, Denmark, Germany, Netherlands (2002)
- Paracas national reserve, Peru (2003)
- Western European waters (2004)
- Extension of the existing Great Barrier Reef PSSA to include the Torres Strait
(proposed by Australia and Papua New Guinea) (2005)
- Canary islands, Spain (2005)
- The Galapagos archipelago, Ecuador (2005)
- The Baltic sea area, Denmark, Estonia, Finland, Germany, Latvia, Lithuania, Poland
and Sweden (2005)
CONTROL OF DISCHARGE OF OIL
Table I - oil tankers of all sizes

Discharge of oil from the area of the cargo tank including pump room regulation 34 of
Annex I MARPOL 73/78
- In special areas or outside special areas but within 50 nautical miles (nm) from
the nearest land, any discharge is prohibited with the exception of clean or
segregated ballast.
- Outside special areas but more than 50 nm from the nearest

land any discharge is prohibited, with the exception of clean
or segregated ballast, or except when:
1. The tanker is proceeding en route.

2. The instantaneous rate of discharge of oil does not exceed 30 liters/NM.
3. the total quantity of oil discharged into the sea - does not exceed - for tankers
delivered on or before 31 December 1979 - 1/15,000 of the total quantity of the
particular cargo of which the residue formed a part - and - for tankers delivered after
31 December 1979 – 1/30,000 of the total quantity of the particular cargo of which the
residue formed a part.
4. The tanker has in operation an oil discharge monitoring and control system and a
slop tank arrangement as required by regulations 29 and 31, respectively.
CONTROL OF OIL DISCHARGE FROM MACHINERY SPACE BILGES

AND OIL FUEL TANKS – OWS/OBS
Vessel is to be provided with oily water separating equipment (100 PPM) and oil
filtering equipment (15PPM). In the event of malfunctioning of equipment (oil content
>15 PPM) alarm is sounded and also an automatic stopping device (for discharging in
special area) is turned on.
Table II - all ships of 400 gross tonnage and above

- discharge of oil from machinery spaces regulation 15a and b of Annex I
MARPOL 73/78
- In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures
from any ships shall be prohibited.
Discharges in special areas: any discharge of oil or oily mixtures is prohibited except
when:
1. The ship is proceeding en route.
2. The oil content of the effluent without dilution does not exceed 15 PPM.
3. the oily mixture is processed through an oil filtering equipment meeting the
requirements of regulation 14.7 of this annex (oil content of the effluent does not exceed
15 PPM, alarm arrangement and automatic 15 PPM stopping device are in place).
4. The oily mixture is not mixed with cargo pump room bilges or, in case of oil tankers,
with oil cargo residues.
Discharges outside special areas any discharge of oil or oily mixtures is prohibited
except when:
2. The oil content of the effluent without dilution does not exceed 15 PPM.
3. The oily mixture is processed through oil filtering equipment meeting the
requirements of regulation 14 this annex.
4. The oily mixture is not mixed with cargo pump room bilges or, in case of oil tankers,
Table III ships of less than 400 gross tonnage
Discharge of oil from machinery spaces regulation 15C of Annex I MARPOL 73/78.
- in the case of a ship of less than 400 gross tonnage, oil and all oily mixtures shall
either be retained on board for subsequent discharge to reception facilities or
discharged into the sea in accordance with the following provisions:
Any discharge of oil or oily mixtures is prohibited except when:
2. The ship has in operation equipment of a design approved by the administration that
ensures that the oil content of the effluent without dilution does not exceed 15 ppm.
3. The oily mixture is not mixed with cargo pump room bilges or, in case of oil tankers -
Shipboard Oil Pollution Emergency Plan (SOPEP)Regulation-37
What is Shipboard Oil Pollution Emergency Plan (SOPEP).

 It is an emergency plan to be followed at the time of oil pollution.
 MARPOL 73/78 Annex 1 Regulation 37 - Every ship of 400tons gross tonnage
and above and every oil tanker of 150 ton gross tonnage and above shall carry on
board a Shipboard oil Pollution Emergency Plan approved by the administration.
 The purpose of SOPEP is to provide guidance on the steps to be taken in the
event of oil pollution incident.
The SOPEP Consists of,

 General information about Ship, owner of the ship, pumping arrangement, mid-
ship section plan etc
 Procedure to be followed to report an oil pollution, by Master and other persons
having the charge of ship
 Procedure to be followed to reduce the oil pollution by the persons on board.
 Authorities to contact if the pollution occurs
 Location of SOPEP locker and List of equipment to reduce or stop the oil
pollution (contents of locker)
 It should be kept with master and chief engineer
SOPEP contains the following things:

 The action plan contains duty of each crew member at the time of spill, including
emergency muster and actions.
 SOPEP contains the general information about the ship and the owner of the ship
etc.
 Steps and procedure to contain the discharge of oil into the sea using SOPEP
equipments.
 On board Reporting procedure and requirement in case of oil spill is described.
 Authorities to contact and reporting requirements in case of oil spill are listed in
SOPEP. Authorities like port state control, oil clean up team etc are to be notified.
 SOPEP includes drawing of various fuel lines, along with other oil lines on board
vessel with positioning of vents, save all trays etc.
 General arrangement of ship is also listed in SOPEP, which includes location of
all the oil tanks with capacity, content etc.
The location of the SOPEP locker and contents of the locker with a list of inventor
List of MARPOL SOPEP KIT Equipment Requirements

 Piping diagrams
 Port address
 Agent address
 Deep pan shovel.
 Disposable bags 10
 Container 2 no.
 Bucket 1no.
 Brooms 6 no.
 Goggle
 Boots
 Gloves
 Cotton rags
 Oil seals
 Oil cushions
 Oil scoop
 Scupper plugs
 Cement for plugging
 Sand
 Weldon pump
OIL RECORD BOOK
a) Under regulation 17 all other ships above 400GRT they have to maintain one oil
record book that is part I that is for bunker oil.
b) Under regulation 36 all oil tankers above 150GRT they have to maintain oil
record books part II .
Following entries are required to be made:
a) For machinery space operations

1) Ballasting or cleaning of oil fuel tanks.
2) Discharge of dirty ballast or cleaning water from tanks referred above in (1).
3) Disposal of oily residues (sludge).
4) Discharge overboard or disposal otherwise of bilge water which has
accumulated in machinery spaces
b) For cargo/ballast operations (oil tanker)

1) Loading of oil cargo.
2) Internal transfer of oil cargo during voyage.
3) Unloading of oil cargo.
4) Ballasting of cargo tanks and dedicated clean ballast tanks
5) Cleaning of cargo tanks including crude oil washing.
6) Discharge of ballast except from S.B.T.
7) Discharge of water from slop tanks.
8) Closing of all applicable valves or similar devices after slop tank discharge
operations.
9) Closing of valves necessary for isolation of dedicated clean ballast tanks from
cargo and stripping lines after slop tank discharge operations.
10) Disposal of residues.
INTERNATIONAL OIL POLLUTION PREVENTION CERTIFICATE

(IOPP Certificate)
The IOPP certificate is issued to each new ship after an appointed surveyor has
inspected it and found it to be in compliance with the MARPOL convention. The IOPP
certificate gives details of all oily water separation and filtering equipment and also the
associated monitoring equipment required under the convention.
REG.06 –Survey of ship for oil pollution prevention.

REG.07 – Issuance of IOPPC
REG.10 – Duration of IOPPC
DUTY TO REPORT
Reports on incidents involving harmful substances leading to pollution of marine
environment should be made without delay and to the fullest extent possible.
WHEN TO REPORT
1) A discharge or probable discharge of oil or noxious liquid substances carried in
bulk resulting from damage to the ship or its equipment or for the purpose of
securing the safety of a ship or saving life at sea. Or
2) A discharge or probable discharge of harmful substances in packaged form. Or
3) A discharge during the operation of the ship of oil or noxious liquid substances in
excess of permitted quantity.
WHOM TO REPORT
1) Coastal state nearest to the seat of incident.
2) If the ship is involved in a pollution incident reports must be made both to coastal
state or port contacts, as appropriate, and to contacts, representing interest in the
ship.
Annex-II
POLLUTION BY NOXIOUS LIQUID SUBSTANCES IN BULK
Like in the case of oil, chemicals transported across the sea also pose pollution hazards
to marine environment and aquatic life. Accidental spillage of substances might occur
from collision at sea. Chemical tanker operation may require tanks to be washed and
washings pumped overboard, all these factors constitute pollution hazards to the
marine environment.
5.1 Bioaccumulation and tainting

Bioaccumulation occurs if an aquatic organism takes up a chemical to which it is
exposed so that it contains a higher concentration of that substance than is present in
the ambient water. Exposure to chemicals over a prolonged period may result in
poisoning and damage to the organism due to accumulation. Further, once
accumulated, organisms higher in the food chain, including man, could be adversely
affected. This process is known as bio-magnification. Examples are mercury compounds
and DDT.
5.2 Hazards to human health

As a consequence of pollution of the sea, a chemical might pose a hazard to humans (1)
by ingestion of fish or shellfish, which have accumulated toxic substances. (2) By
ingestion of the water containing the substances (3) from the adverse action of the
substances itself on the skin, eyes, or respiratory tract. Example: Benzene, I-Hexanol.
5.3 Reduction of Amenities

Presence of poisonous, irritant or foul smelling substances, which may be released by
the ships, near the beaches affects the recreational use of aquatic environment.
Objectionable slicks or other floating materials on the sea surface or beach spoil their
appearances and visual appeal. Example:- Benzene, 2-Methylpyridine, 1 - Hexanol.
1. General Classification of noxious substances in 4 categories: Regulation 6, Annex II,

MARPOL 73/78 Category Hazard to marine resources or human health Harm to
amenities or other legitimate use of the sea X Major hazard Serious harm Y Hazard
Harm Z Minor hazard Minor harm OS* (other substances) No classification under X, Y,
or Z according to Regulation 6.1 Considered to present no harm OS* These substances
are not subject to the provisions in Annex II Discharges of non-classified substances are
prohibited. 2. Discharge of cargo residues Regulation 13, Annex II, MARPOL 73/78
Before any prewash or discharge procedure is carried out in accordance with this
regulation, the relevant tank shall be emptied to the maximum extent in accordance
with the procedures prescribed in the Manual. In the Antarctic area, any discharge into
the sea of Noxious Liquid Substances or mixtures containing such substances is
prohibited Category X, Y, and Z - ship is proceeding en route - minimum speed 7 kn
(self-propelled) or 4 kn (not self-propelled) - not less than 12 nm from the nearest land -
discharge below the waterline - minimum water depth 25 metres and X The tank must
be prewashed before the ship leaves the port. The resulting residues must be discharged
to a reception facility until the concentration of the substance in the effluent to such
facility is at or below 0.1% by weight; remaining tank washings must be discharged to
the reception facility until the tank is empty. Any water subsequently introduced into
the tank may be discharged into the sea in accordance with the above criteria. Y High-
viscosity or solidifying substances, Regulation 1, nos. 15 and 17, Annex II A prewash
procedure as specified in Appendix 6 of Annex II must be applied. The residue/water
mixture generated during the prewash must be discharged to a reception facility until
the tank is empty. Any water subsequently introduced into the tank may be discharged
into the sea in accordance with the above criteria. Y and Z If the unloading of a
substance of Category Y or Z is not carried out in accordance with the Manual, a
prewash has to be carried out before the ship leaves the port of unloading. The resulting
tank washings of the prewash must be discharged to a reception facility.
1. General classification of noxious substances in 4 categories: regulation 6,

category of NLS depends on hazard to marine resources or human health
harm to amenities or other legitimate use of the sea.
2. X major hazard serious harm, Y hazard harm, Z minor hazard minor
harm & OS (other substances) no classification under X, Y, or Z according
to regulation 6.1 considered to present no harm OS these substances are
not subject to the provisions in annex ii discharges of non-classified
substances are prohibited. ACCORDING TO REGULATION 6 OF
ANNEX II “NLS” HAS BEEN LISTED IN TO FOUR CATEGORIES.
Category Hazard to marine resources or to Harm to amenities or
human health other legitimate use of
sea
X Major hazard Serious harm
Y Hazard Harm
Z Minor hazard Minor harm
OS No categorization under group X,Y,Z as Considered to present
per reg. 6.1 no harm
Discharge of cargo residues regulation 13, before any prewash or discharge

procedure is carried out in accordance with this regulation; the relevant tank
shall be emptied to the maximum extent in accordance with the procedures
prescribed in the manual. In the Antarctic area, any discharge into the sea of
noxious liquid substances or mixtures containing such substances is prohibited.
Category X, Y, and Z
Ship is preceding en route - minimum speed 7 KN (self-propelled) or 4 KN (not
self-propelled). Ship is not less than 12 nm from the nearest land Discharge
below the waterline. Minimum water depth 25 meters and x the tank must be
prewashed before the ship leaves the port. the resulting residues must be
discharged to a reception facility until the concentration of the substance in the
effluent to such facility is at or below 0.1% by weight; remaining tank washings
must be discharged to the reception facility until the tank is empty. Any water
subsequently introduced into the tank may be discharged into the sea in
accordance with the above criteria. y high-viscosity or solidifying substances,
regulation 1, nos. 15 and 17, annex ii a prewash procedure as specified in
appendix 6 of annex ii must be applied. The residue/water mixture generated
during the prewash must be discharged to a reception facility until the tank is
empty. Any water subsequently introduced into the tank may be discharged into
the sea in accordance with the above criteria. y and z if the unloading of a
substance of category y or z is not carried out in accordance with the manual, a
prewash has to be carried out before the ship leaves the port of unloading. The
resulting tank washings of the prewash must be discharged to a reception
facility.
DISCHARGE OF CARGO RESIDUES REGULATION 13
In Antarctica area any discharge into the sea of noxious liquid substance or mixture
containing such substance is prohibited.

category conditions
X,Yand Z  Ship is proceeding enroute
 Minimum speed 7 knots (self propelled) 4kn (non self
propelled)
 Not less than 12 nm form nearest land
 Discharge below water line
 Minimum water depth 25 meters.
X  The tank must be prewashed before the ship leaves port.

the resulting residue must be discharged at reception
facility concentration in the effluent is at or below 0.1%.
 Any water subsequently introduced into tank may be
discharge at sea.
Y - high viscosity  The residue/water generated during prewash must be

or solidifying discharged to reception facility.
substances
 Any water subsequently introduced into tank may be
discharge at sea.
Y and Z  If the unloading of a substance is not carried out in

accordance with the manual.
 The tank washing to be carried out and prewash must be
discharged to reception facility
SMPEP
"Shipboard marine pollution emergency plan for noxious liquid substances" is to be

seen as information from the owners to the master of a particular ship advising the
master how to react in case of a spill of noxious liquid substances to prevent or at least
mitigate negative effects on the environment. The plan contains operational aspects for
various spill scenarios and lists communication information to be used in case of such
incidents
A shipboard marine pollution emergency plan (SMPEP) is a flag or class approved
document carried onboard that gives guidance to the master and crew in the case of a
collision or a fire on a ship. The SMPEP details the emergency plans and the pollution
prevention team together with the relevant contact details. regulation 16 of ANNEX II
of MARPOL 73/78 (prevention of pollution by noxious liquid substances) requires
every ship of 150 GT and above certified to carry noxious liquid substances in bulk
to have on board an approved shipboard marine pollution emergency plan for
noxious liquid substances. Such a plan is required to be drawn up in accordance with
the "guidelines for the development of shipboard marine pollution emergency plans for
oil and/or noxious liquid substances" adopted by resolution mepc.85(44). this

requirement came into force on 1 January 2003. the SMPEP should be combined with a
shipboard oil pollution emergency plan (SOPEP), since most of their contents are the
same and the combined plan is more practical than two separate ones in case of an
emergency. to make it clear that the plan is a combined one, it should be referred to as a
shipboard marine pollution emergency plan (SMPEP).
CONTENTS OF A SMPEP
 Reporting requirements
 Steps to control discharge
 National and local co-ordination
 Additional information
 List of coastal state contacts
 List of ship interest contacts
 Flow chart and checklists
 IΜΟ resolution a.851(20) & resolution mepc.138(53)
 Vessel specific information
CARGO RECORD BOOK

 Required as per MARPOL Annex II Regulation 15
 Applicable to all ships to which Ann II applies i.e., All ships certified to carry NLS in
bulk
 Entry to be made promptly after completion of any operation
 Each entry to be signed by officer in charge and each page to be signed by the
master of the ship
 Entries in English, French, Spanish or national language of flag state
 To be retained for 3 years after last entry
 Copies may be made by competent authority of PSC OR FSI and same will be
required by the master to certify as true
Entries to be made:
1) Loading of cargo
2) Internal transfer of cargo
3) Unloading of cargo
4) Mandatory pre-wash in accordance with ship’s P&A Manual
5) Cleaning of cargo tanks except mandatory prewash (other prewash operations, final
wash, ventilation etc)
6) Discharge into the sea of tank washings
7) Ballasting of cargo tanks
8) Discharge of ballast water from cargo tanks
9) Accidental or other exceptional discharge
10) Control by authorized surveyors
11) Additional operational procedures and remarks
Annex-III
Harmful Substances carried in Packaged Form
It contains regulations which include requirements on packaging, marking, labeling,

documentation, stowage and quantity limitations.
It aims to prevent or minimize pollution of the marine environment by harmful

substances in packaged forms or in freight containers, portable tanks or road and rail
tank wagons, or other forms of containment specified in the schedule for harmful
substances in the International Maritime Dangerous Goods (IMDG) Code.
The term dangerous cargoes includes any empty uncleaned packages, tank-containers,

empty receptacles, freight containers and portable road and rail tank wagons unless
these and packaging have been sufficiently cleaned of the residue of
the dangerous cargoes and has been purged of vapors so as to nullify any hazard or
have been filled with a non-hazardous dangerous substance.
Marking and labeling

(1) Packages containing a harmful substance shall be durably marked with the correct
technical name (trade names alone shall not be used) and, further, shall be durably
marked or labeled to indicate that the substance is a marine pollutant. Such
identification shall be supplemented where possible by any other means, for example,
by use of the relevant United Nations number.
(2) The method of marking the correct technical name and of affixing labels on
packages containing a harmful substance shall be such that this information will still be
identifiable on packages surviving at least three months' immersion in the sea. In
considering suitable marking and labeling, account shall be taken of the durability of
the materials used and of the surface of the package.
(3) Packages containing small quantities of harmful substances may be exempted from
the marking requirements.
It requires the packages to be adequate to minimize the hazard to marine environment.
Annex IV
Prevention of Pollution by Sewage from Ships
An International Sewage Pollution Prevention Certificate (1973) shall be issued, after
survey in accordance with the provisions of regulation 3 of this Annex, to any ship
which is engaged in voyages to ports or offshore terminals under the jurisdiction of
other Parties to the Convention.
Regulations for the prevention of pollution by sewage are contained in Annex IV of
MARPOL.
The discharge of raw sewage into the sea can create a health hazard. Sewage can also
lead to oxygen depletion and can be an obvious visual pollution in coastal areas - a
major problem for countries with tourist industries.
The main sources of human-produced sewage are land-based - such as municipal
sewers or treatment plants. However, the discharge of sewage into the sea from ships
also contributes to marine pollution.
Annex IV contains a set of regulations regarding the discharge of sewage into the sea
from ships, including regulations regarding the ships' equipment and systems for the
control of sewage discharge, the provision of port reception facilities for sewage, and
requirements for survey and certification.
It is generally considered that on the high seas, the oceans are capable of assimilating
and dealing with raw sewage through natural bacterial action. Therefore, the
regulations in Annex IV of MARPOL prohibit the discharge of sewage into the sea
within a specified distance from the nearest land, unless otherwise provided.
Governments are required to ensure the provision of adequate reception facilities at
ports and terminals for the reception of sewage, without causing delay to ships.
The Annex entered into force on 27 September 2003. A revised Annex IV was adopted
on 1 April 2004 and entered into force on 1 August 2005.
The revised Annex applies to new ships engaged in international voyages of 400 gross
tonnage and above or which are certified to carry more than 15 persons. Existing ships
are required to comply with the provisions of the revised Annex IV five years after the
date of entry into force of Annex IV, namely since 27 September 2008. The Annex
requires ships to be equipped with either an approved sewage treatment plant or an
approved sewage comminuting and disinfecting system or a sewage holding tank.
The discharge of sewage into the sea is prohibited, except when the ship has in
operation an approved sewage treatment plant or when the ship is discharging
comminuted and disinfected sewage using an approved system at a distance of more
than three nautical miles from the nearest land. Sewage which is not comminuted or
disinfected may be discharged at a distance of more than 12 nautical miles from the
nearest land, and the rate of discharge of untreated sewage shall be approved by the
Administration (see resolution MEPC.157(55))
The MEPC also adopted a standard for the maximum rate of discharge of untreated
sewage from holding tanks at a distance of more than 12 nautical miles from the nearest
land (see resolution MEPC.157(55)).
SPECIAL AREA
A special area established under Annex IV is the Baltic Sea area.
In July 2011, MEPC 62 adopted, by resolution MEPC.200(62), the most recent
amendments to MARPOL Annex IV, which entered into force on 1 January 2013. The
amendment introduces the Baltic Sea as a special area under Annex IV and adds new
discharge requirements for passenger ships while in a special area.
The discharge of sewage from passenger ships within the special area will generally be
prohibited under the new regulations, except when the ship has in operation an
approved sewage treatment plant which has been certified by the Administration (see
resolution MEPC.227(64)). The sewage treatment plant installed on a passenger ship
intending to discharge sewage effluent in special areas should additionally meet the
nitrogen and phosphorus removal standard when tested for its Certificate of Type
Approval by the Administration (resolution MEPC.227(64), section 4.2).
The date on which the requirements in respect of the special area will take effect
depends on sufficient notifications to IMO from the Parties bordering the Baltic Sea, on
the availability of reception facilities for sewage.
Chapter 3 - Equipment and control of discharge

Regulation 11 - Discharge of sewage

1) Subject to the provisions of regulation 3 of this Annex, the discharge of sewage into
the sea is prohibited, except when:
The ship is discharging comminuted and disinfected sewage using a system
(sewage treatment plant) approved by the Administration in accordance with
regulation 9.1.2 of this Annex at a distance of more than 3 nautical miles from the
nearest land, or sewage which is not comminuted or disinfected at a distance of
more than 12 nautical miles from the nearest land, provided that, in any case, the
sewage that has been stored in holding tanks shall not be discharged
instantaneously but at a moderate rate when the ship is en route and proceeding
at not less than 4 knots; the rate of discharge shall be approved by the
Administration based upon standards developed by the Organization; or the ship
has in operation an approved sewage treatment plant which has been certified by
the Administration to meet the operational requirements referred to in regulation
9.1.1 of this Annex, and
2) The test results of the plant are laid down in the ship's International Sewage Pollution
Prevention Certificate; and Additionally, the effluent shall not produce visible
floating solids nor cause discoloration of the surrounding water.
Annex-V
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 ships.
GARBAGE ON BOARD SHIP CAN BE:

a) Incinerated.
b) Compacted and stored for discharge to shore reception facility.
i) Food waste dispensed at sea beyond three Nautical miles after crushing in to crusher
below 25mm.
ii) Plastic compacted in to bundles and handed over to shore authority.
Procedure for ships waste via Marine incinerator

Shipboard generated wastes can only be disposed of legally by the following two
methods –
1. Disposal by onboard Incineration
The availability and cost of disposal to shore based facilities and the trading constraints
such as time in port, access at tanker terminals and other restrictions have made option
“b” less attractive. Oil and sewage sludge incineration may take place in main or
auxiliary power plants or boilers, but not whilst in ports or enclosed water.
Waste incineration onboard sea going ships is regulated by IMO MARPOL 73/78
Resolution MEPC.176(40), adopted 10 October 2008 and IMO MARPOL Annex VI,
Chapter III Regulation 16 and Appendix IV – Requirements for Control of Emissions
from Ships – Shipboard Incineration. All new Incinerators installed onboard a ship on
or after 1st January 2000 require compliance with the above regulations and shall have
IMO Type Approved Certificate.
It is prohibited to incinerate:
 Residues of cargoes subject MARPOL Annex I, II, III

 Polychlorinated biphenyls (PCB)
 Garbage containing heavy metals, defined in Annex V
 Refined petroleum products containing halogens
 Sewage sludge and sludge oil either of which are not generated onboard the ship
 Exhaust gas cleaning system residues.
Polyvinyl chlorides (PVCs) can only be incinerated in IMO type approved incinerators.
All ships are prohibited to use their incinerators whilst in the Baltic Sea area.
The following conditions must also be met:
 Personnel responsible for operation of any incinerator shall be trained.

 Manufacturer’s manual for the incinerator shall be available onboard.
 Minimum flue gas temperature is 850 degrees Centigrade.
 The unit shall reach 600 degrees Centigrade within 5 minutes after start up.
 Monitoring of flue gas outlet temperature required.
New amendments of MARPOL Annex V came into force on 1st

January 2013
Revised MARPOL Annex V sets new regulatory requirements regarding the disposal of
garbage from ships and has came into force on 1 January 2013. The new amendments
prohibit the disposal of almost all kinds of garbage at sea with the exemption under
specific requirements of food waste, animal carcasses, cargo residues contained in wash
water and environmental friendly cleaning agents. As a result of these regulations more
and more ships will dispose their ship-generated waste to reception facilities ashore.
MARPOL Annex V applies to all ships.
Generally, discharge is restricted to food wastes, identified cargo residues, animal

carcasses, and identified cleaning agents and additives in wash water which are not
harmful to the marine environment. Garbage discharge regulations do not apply when
the discharge of garbage from a ship was a necessary action for the purpose of securing
the safety of a ship and those on board or saving life at sea. In such cases an entry
should be made in the Garbage Record Book, or in the ship’s official log-book for ships
of less than 400 gross tonnages.
According to revised MARPOL Annex V shipboard generated garbage is to be grouped

into the following categories:
1. Plastics - Garbage that consists of or includes plastic in any form, including

synthetic ropes, synthetic fishing nets, plastic garbage bags and incinerator ashes
from plastic products. Garbage under this category is prohibited to be
discharged at sea.
2. Food wastes – Spoiled or unspoiled food substances. Food wastes may be
discharged at sea under specific circumstances/requirements (refer to the
simplified overview of the discharge provisions of the revised MARPOL Annex
V developed by IMO).
3. Domestic Wastes – Garbage generated mainly in the accommodation spaces on
board the ship (e.g. drinking bottles, papers, cardboard etc). Garbage under this
category is prohibited to be discharged at sea.
4. Cooking Oil – Edible oil or animal fat used for the preparation or cooking of
food. Garbage under this category is prohibited to be discharged at sea.
5. Incinerator ashes - Ash and clinkers resulting from shipboard incinerators used
for the incineration of garbage. Garbage under this category is prohibited to be
discharged at sea.
6. Operational wastes - Solid wastes (including slurries) that are collected on board
during normal maintenance or operations of a ship, or used for cargo stowage
and handling. Operational wastes also includes cleaning agents and additives
contained in cargo hold and external wash water that may be harmful to the
aquatic environment. Operational wastes does not include grey water, bilge
water, or other similar discharges essential to the operation of a ship
(boiler/economizer blowdown, gas turbine washwater, machinery wastewater
etc). Garbage under this category is prohibited to be discharged at sea.
7. Cargo residues - Remnants of any cargo which remain on the deck or in holds
following loading or unloading. This category does not include cargo dust
remaining on the deck after sweeping or dust on the external surfaces of the ship.
Such garbage may be discharged at sea under specific
circumstances/requirements (refer to the simplified overview of the discharge
provisions of the revised MARPOL Annex V developed by IMO). It is essential to
remember that besides other requirements (e.g. distance from shore) cargo
residues in order to be discharged at sea they should not be harmful to the
marine environment. Cargo residues which are considered harmful to the marine
environment are classified according to the criteria of the United Nations
Globally Harmonized System for Classification and Labeling of Chemicals (UN
GHS) meeting parameters such as: acute aquatic toxicity category 1, chronic
aquatic toxicity category, carcinogenicity, mutagenicity, reproductive toxicity etc
8. Animal Carcasses – Bodies of any animals that are carried on board as cargo and
that die or are euthanized during the voyage. Discharge of such wastes
permitted at sea under specific circumstances/requirements (refer to the
simplified overview of the discharge provisions of the revised MARPOL Annex
V developed by IMO).
9. Fishing Gear - Physical device that may be placed on or in the water or on the
sea-bed with the intended purpose of capturing marine or fresh water
organisms. Garbage under this category is prohibited to be discharged at sea.
These new categories represent the categories to be used for record purposes in the
Garbage Record Book. The superseded MARPOL Annex V defined six categories
whereas the revised annex defines nine.
Regarding the cleaning agents mentioned above, a cleaning agent or additive is

considered as not harmful for the marine environment when:
1. SPECIAL AREA
Means certain areas declared as special areas in which for technical reasons relating to
their oceanographically and ecological condition & to their sea traffic, the adoption of
special mandatory methods for the prevention of sea pollution by garbage is required
for a higher level of protection.
 The Mediterranean Sea

 The Baltic Sea
 The Black Sea
 The Red Sea
 The Gulfs area
 The North Sea
 The Wider Caribbean Region and
 Antarctic Area.
Simplified overview of the discharge provisions of the revised

MARPOL Annex V which entered into force on 1 January 2013
This simplified overview is for information or reference purposes only and is not meant
as a substitute for the comprehensive provisions in the revised MARPOL Annex V
(resolution MEPC.201(62)) or the 2012 Guidelines for the Implementation of MARPOL
Annex V (resolution MEPC.219(63)).
Offshore platforms
Ships outside special Ships within special and all ships within
Type of garbage areas areas 500 m
of such platforms
Food waste Discharge permitted Discharge permitted Discharge permitted

≥3 nm from the nearest land ≥12 nm from the nearest

comminuted or ground ≥12 nm from the nearest land
and en route land and en route
Discharge permitted
Food waste not
≥12 nm from the nearest land Discharge prohibited Discharge prohibited
comminuted or ground
and en route
Cargo residues1 not

Discharge prohibited Discharge prohibited
contained in wash water
Discharge permitted
≥12 nm from the nearest land Discharge only
permitted
and en route
Cargo residues1 in specific circumstances2
and ≥12 nm from the Discharge prohibited
contained in wash water nearest
land and en route
Discharge only
permitted
Cleaning agents and 2
in specific circumstances
additives1 contained in and ≥12 nm from the Discharge prohibited
nearest
cargo hold wash water
land and en route
Discharge permitted
Cleaning agents and
additives1 contained in
Discharge permitted Discharge prohibited
deck and external
surfaces wash water
Carcasses of animals
Discharge permitted
carried on board as
as far from the nearest land Discharge prohibited Discharge prohibited
cargo and which died
as possible and en route
during the voyage
All other garbage

including plastics,
domestic wastes,
Discharge prohibited Discharge prohibited Discharge prohibited
cooking oil, incinerator
ashes, operational
wastes and fishing gear
When garbage is mixed with or contaminated by other substances prohibited from

discharge
Mixed garbage
or having different discharge requirements, the more stringent requirements shall apply
1 These substances must not be harmful to the marine environment.
2 According to regulation 6.1.2 of MARPOL Annex V, the discharge shall

only be allowed if: (a) both the port of departure and the next port of
destination are within the special area and the ship will not transit outside
the special area between these ports (regulation 6.1.2.2); and (b) if no
adequate reception facilities are available at those ports (regulation 6.1.2.3).
GARBAGE MANAGEMENT PLAN –REG.9
Every ship of 12 m or more in length overall and fixed or floating platforms shall
display placards which notify/inform the crew and the passengers regarding the
discharge requirements that apply to the ship. The placards shall be written in the
working language of the ship’s crew and in English or French or Spanish (this
requirement remains the same with the one of the superseded regulation of MARPOL
Annex V.
Every ship of 100 gross tonnage (instead of 400 GT required by the superseded
MARPOL Annex V) and above, and every ship which is certified to carry 15 or more
persons, shall carry a garbage management plan (based on IMO Guidelines
MEPC.220(63) and in working language of the crew containing procedures on
1. Garbage minimization
2. Garbage collection
3. Garbage storage
4. Garbage processing
5. Garbage disposal
6. Equipment used onboard for handling of garbage
7. The designation of the person or persons in charge for implementing the
Garbage Management Plan
In addition to the Garbage Management Plan every ship of 400 gross tonnage and above
and every ship which is certified to carry 15 or more persons engaged in voyages to
ports which are under the jurisdiction of another Party to the Convention should
maintain a Garbage Record Book in the form specified in the appendix of the revised
Annex. The requirement to maintain a Garbage Record Book remains the same with the
superseded MARPOL Annex V with the difference that the layout of the form which
will record the garbage discharges is different from the superseded one.
Apart from the above which are requirements of the revised MARPOL Annex V, in
order to enhance the implementation of the onboard Garbage Management Plan and to
exercise better garbage handling procedures in overall, meaning from the generation of
the garbage onboard to the appropriate disposal of them, ships’ crews and agents could
make use of IMO’s developed standard format for the advance notification of waste
delivery to port reception facilities as defined in IMO Circular MEPC.1/Circ.644.
In addition, where a ships’ Master or agent finds reception facilities in a port inadequate
(for example the facility required is not available or is inconveniently located, has
unreasonable charges and/or cause undue delay) the Master should forward the
information contained in
MEPC.1/Circ.469/Rev.1, together with any supporting documentation, to the

Administration of the flag State and, if possible, to the competent Authorities in the port
State.
Finally, following a ships’ use of port reception facilities the ships’ crews and agents
should encourage waste reception facilities service providers to use the IMO standard
format for the waste delivery receipt as outlined in MEPC.1/Circ.645.
Annex-VI
AIR POLLUTION HAZARD
IMO has included this in to MARPOL 73/78 in 1997 as a separate annex as annex-VI, a
new annex was added to the International Convention for the Prevention of Pollution
from Ships (MARPOL). The regulations for the Prevention of Air Pollution from
Ships (Annex VI) seek to minimize airborne emissions from ships (SO x, NOx, ODS, VOC
shipboard incineration) and their contribution to local and global air pollution and
environmental problems. Annex VI entered into force on 19 May 2005 and a revised
Annex VI with significantly tightened emissions limits was adopted in October 2008
which entered into force on 1 July 2010.
1.1 Exhaust gases from engine and boiler contain atmospheric pollutants, which are
principally nitrogen oxides (NO X), Sulphur Oxides (NOx), carbon oxides and
unburned hydrocarbon particles. These various pollutants contribute to smog and acid
rain, and carbon oxides contribute to the green house effect, which is increasing global
temperatures (warming).
The IMO marine environmental protection committee (MEPC) is considering ways to
reduce the pollutants in exhaust emissions; the SO x contents of emission may be
reduced by either a reduction of the Sulphur content in fuels or an exhaust gas
treatment system. New engine technology may reduce NOx formation and thus
emissions while carbon oxides can be reduced by good plant maintenance.
Selective catalytic reduction system is in use on some vessels, which are said to reduce
NOx emission by 90 per cent and carbon oxides by 80 per cent.
1.2 Hazards due to liquefied gases (LPG, LNG, and Chemical) are mainly on account of
accidental causes – rupture of cargo pipes during loading and discharging. Release of
these gases in the atmosphere will cause oxygen depletion on its immediate
surroundings. If the gases are toxic and poisonous in nature, they will affect the living
and depending on concentration may well prove disastrous taking heavy toll of human
and other living beings. LPG & LNG release poses explosion hazards also.
1.3 AIR POLLUTION - OIL TANKER
Air pollution from oil tanker operation may be caused by the loading and ballasting of
tanks. These operations result in inert gas and hydrocarbon gas being vented to the
outside atmosphere. Another operation resulting in air pollution is gas freeing.
Measure to limit air pollution:
a) Vapor returns line
Vapour return entails transferring all displaced vapour from cargo tanks to the
installation ashore; this requires special provisions that are normally not found on oil
tankers.
b) Gas/Vapour Displacement
This method is not always possible, if a ship is being discharged and cargo tanks are
being ballasted, it is possible to contain the gas/vapour. In this case venting system is
closed to the atmosphere and the inert gas will be driven from the tanks being ballasted
to those being discharged.
Amendments to Annex VI of MARPOL Convention – Ship Energy Efficiency
Management Plan & Energy Efficiency Design Indices (EEDI)
Under MARPOL Annex VI, a New Chapter 4 providing regulations on energy
efficiency for ships was introduced in 2013. Under the new Chapter 4 all vessels of 400
GT and above are required to carry a Ship Energy Efficiency Management Plan
(SEEMP) and be issued with an International Energy Efficiency (IEE) Certificate. SEEMPs
and IEE Certificates are required no later than the first intermediate or renewal survey
for the existing International Air Pollution Prevention Certificate after 01 January 2013.
Ozone depleting substances

Ozone depleting substances (ODSs) are those substances which deplete the ozone layer
and are widely used in refrigerators, air conditioners, fire extinguishers, in dry cleaning,
as solvents for cleaning, electronic equipment and as agricultural fumigants.
Ozone depleting substances controlled by Montreal Protocol include:
 Chlorofluorocarbons (CFCs)
 Halon
 Carbon tetrachloride (CCl4), Methyl chloroform (CH3CCl3)

 Hydrobromofluorocarbons (HBFCs)
 Hydrochlorofluorocarbons (HCFCs)
 Methyl bromide (CH3Br)
 Bromochloromethane (CH2BrCl)
There are other ozone depleting substances, but their ozone depleting effects are very
small in comparison to these controlled substances.
The Commonwealth Ozone Protection and Synthetic Greenhouse Gas Management Act 1989
controls the manufacture, import and export of these ozone depleting substances in
Australia.
All bulk imports of these substances (except HCFCs and methyl bromide) are banned
into Australia. See Legislation and Regulations: Ozone and Synthetic Greenhouse
Gases.
Ozone depleting substances
Annex VI prohibits any deliberate emissions of ozone-depleting substances.
Ozone-depleting substances, and equipment containing such substances, shall be
delivered to appropriate reception facilities when removed from a ship. Installations
which contain ozone-depleting substances, other than hydro chlorofluorocarbons
(HCFC), are prohibited:
Ozone-depleting substances record book. (Example of The Antigua and Barbuda
Administration given below)
Annex VI requires that from 1st July 2010 (the date of entry into force of the revised
Annex) every ship that is issued with an International Air Pollution Prevention
Certificate (IAPPC) which is required for ships of 400 GT or more, and that has on
board any rechargeable systems that contain ozone-depleting substances must maintain
an ozone-depleting substances record book.
Hydrofluorocarbons (HFC's).
These are refrigerants containing Hydrogen, Fluorine, and Carbon. Therefore they do
not contain any ozone depleting Chlorine. Besides containing no ozone depleting
elements they usually have an even lower global warming potential than HCFCs.
Unfortunately they are targets of the Kyoto_Protocol because they have activity in an
entirely different realm of greenhouse gases. These are the eco-friendly refrigerant
gases.
R23, R134a, R404A, R407C, R410A, R417A, R422A, R422B, R422D, R507, R508B
The two of the most environmentally safe HFC's are HFC-32 and HFC-152a. These two
refrigerants have zero ODP values and extremely low GWP values.
Emission control areas

The emission control areas established under MARPOL Annex VI for SOx are: the Baltic
Sea area; the North Sea area; the North American area (covering designated coastal
areas off the United States and Canada); and the United States Caribbean Sea area
(around Puerto Rico and the United States Virgin Islands).
Sulphur oxides (SOx)

SOx and particulate matter emission controls apply to all fuel oil, as defined in
regulation 2.9, combustion equipment and devices onboard and therefore include both
main and all auxiliary engines together with items such boilers and inert gas generators.
These controls divide between those applicable inside Emission Control Areas (ECA)
established to limit the emission of SOx and particulate matter and those applicable
outside such areas and are primarily achieved by limiting the maximum sulphur
content of the fuel oils as loaded, bunkered, and subsequently used onboard. These fuel
oil sulphur limits (expressed in terms of % m/m – that is by mass) are subject to a series
of step changes over the years.

Outside an ECA established to limit Inside an ECA established to limit
SOx and particulate matter emissions SOx and particulate matter emissions
4.50% m/m prior to 1 January 2012 1.50% m/m prior to 1 July 2010
3.50% m/m on and after 1 January
1.00% m/m on and after 1 July 2010
2012
0.50% m/m on and after 1 January 0.10% m/m on and after 1 January
2020* 2015

Ballast water Management
When a ship is empty, it fills in ballast water for safety of navigation; when it loads
cargo; the ballast water is discharged.
Shipping moves over 80% of the world’s commodities and transfers around 10 billion
tons of ballast water across the globe each year.
Dirty /polluted ballast water may pose serious ecological, economic and health
problems due to marine species carried in ships ballast water.
There are literally thousands of marine species that may be carried in ships ballast
water. Basically any thing that is small enough to pass through ships ballast water
intake ports of pumps. This includes bacteria and other small microbes, small
invertebrates and eggs, cysts and larvae of various species. in one case healthy live fish
was found swimming in a ships ballast tank.
Some of these species could be dangerous e.g. shellfish such as an oyster can absorb the
toxic dinoflagellates and when eaten by human these contaminated shellfish can cause
paralysis and even death. It is feared that diseases such as cholera might be able to
transport in ballast water.
THE GLOBAL RESPONSE CAPITAL

In response to this threat the United Nations conference on environment and
development (UNCED) in 1992 called on the international maritime organizations take
action to address the transfer of harmful organisms by ships.The member countries of
IMO have developed voluntary guidelines for the control and management of ships
ballast water to minimize the transfer of harmful aquatic organisms and pathogens and
were adopted by the IMO assembly in 1997 and recommendations include:
i) Minimize the uptakes of organisms during ballasting, by avoiding areas in ports
where populations of harmful organisms are known to occur in shallow water
and darkness.
ii) Cleaning ballast tanks and removing mud and sediments that accumulates in
these tanks on a regular basis. which may harbor harmful organisms.
iii) Avoiding unnecessary discharge of ballast.
iv) Undertaking ballast water management procedure including :
1. Exchanging ballast water at sea, replacing it with cleans open ocean water.
Any marine species taken on port are less likely survival in open sea.
2. Non-release or minimal release of ballast water.
3. Discharging to onshore reception and treatment facilities.
To develop a more complete solution to this problem options are being considered
include:
a) Physical treatment methods such as filtration, separation and sterilization using
ozone, ultraviolet light, electric currents and heat treatments.
b) Chemical treatments methods such adding biocides to ballast water to kill
organisms.
c) Biological treatment method such as adding predatory or parasitic organisms to
ballast water to kill any other organisms it may contains
Any control method, which has been adopted, must meet a number of criteria such as:
i) It must be safe.
ii) It must be environmentally accepted.
iii) It must be cost effective.
iv) It must work.
The IMO’s ‘MEPC’ and its ballast water-working group are well advanced with
developing this regime and it is hoped that member countries will agree to it. This
program will assist developing (European) countries to implement effective measures
to control the introduction of foreign marine species.
“International convention for the control and management of ships' ballast water and
sediments”, adopted by the international maritime organization (IMO) on 13 February
2004.
The BMW convention has been ratified by IMO on 08/09/2016 and will enter in force
W.E.F. 08/09/2017.The total number of contracting states has reached to 35.14 % of
world merchant shipping tonnage which satisfies the condition of entry in force.
All ships of 400 gt and above intending to discharge ballast water are required to use an
approved ballast water management plan and a ballast water record book. Vessels to be
surveyed and issued with international ballast water management certificates.
BALLAST WATER MANAGEMENT PLAN

ALL SHIPS ABOVE 400GRT
March 2012 USCG amendments on ballast water management and the ballast water
management convention requires.
i) A ship specific ballast water management plan approved by the Administration.
ii) A ballast water record book on board.
iii) Ballast water exchange (regulation d-1)
iv) An approved ballast water treatment plant (regulation d-2).
v) An International ballast water management certificate.
a) Under regulation – d1 – ballast water exchange system.
- whenever possible, conduct ballast water exchange at least 200 nautical miles from the
nearest land and in water at least 200 meters in depth, taking in to account guidelines
developed by IMO.
- in case where the ship is unable to conduct ballast water exchange as above, this
should be as far from the nearest land as possible, and in all cases at least 50 nautical
miles from nearest land and in water at least 200 meters in depth.
b) New vessels commissioned on or after 1 st Dec 2013 should have a BWTP under
regulation d-2 approved by flag administration.
- Filtration
- UV and electro chlorination
- UV dis-dinfection – micron rated disc or membrane element to inactive smaller
plankton bacteria and viruses
PORT STATE CONTROL INSPECTION MAY CONSIST OF FOUR

STAGES.
- First stage – documentation – nominated trained officer responsible for BWMS.
- Second stage – more detailed inspection operation of BWMS has been operated
adequately.
- Third stage – indicative analysis to identify whether the ship is meeting or
grossly exceeding the convection’s d-2 standards. Sampling is likely to occur.
- Fourth stage – detailed analysis to confirm compliance with the d-2 standards.
Detailed deficiencies may include.

- Absence of a BWMC.
- Absence of BWMP.
- Absence of BWRB
- Ship officer or crew not familiar with ballast water management procedures..
- No designated officer nominated on board.
BALLAST WATER RECORD BOOK
Ballast water operation record and specific information for discharge.

- Ballast water taken onboard.
- Ballast water circulated or treated.
- Ballast discharge into sea.
- Ballast discharge to reception facility.
- Ballast accidently taken onboard.
- When BWE or BWT not carried out as per regulation.
- Date, time and location.
- Estimated volume discharged.
- Whether approved BWM procedures followed.
- General remark.
- Signature of officer in charge.
- Signature of master on every completed page.
FATIGUE
Fatigue Meaning: Definition and Causes
Are you suffering from fatigue? It is also called lethargy, exhaustion, or being
exhausted. The meaning of fatigue is a state of extreme tiredness that is usually
associated with physical and/or mental weaknesses that affect your daily tasks. Fatigue
decreases your normal amount of energy.
Fatigue can also be a normal response to physical exertion or stress. Physical fatigue can
be referred to as muscle weakness and can be a result of heavy exercise. On the other
hand, mental fatigue is a result of brain over-activity, or when our brains go into
overload.
Common Causes of Fatigue:
 Physical or Mental stress

 Working to hard
 Lack of exercise
 Lack of sleep
 Worrying
 Depression
 Boredom
 Illegal drugs
 Prescription and nonprescription medicines
 Alcohol
 Caffeine
 Massive blood loss
 Illnesses such as a cold or the flu may also cause fatigue
Is your fatigue lasting longer than 2 weeks?
Please visit your doctor when fatigue lasts longer than 2 weeks and occurs along with
more serious symptoms, such as increased breathing difficulties, signs of a serious
illness, abnormal bleeding, or unexplained weight loss or gain. This type of fatigue may
be caused by a more serious health problem such as the following:
 Heart problems, such as coronary artery disease or heart failure, that limit the
supply of oxygen-rich blood to the heart muscle or the rest of the body.
 Metabolic disorders, such as diabetes, in which sugar (glucose) remains in the
blood rather than entering the body’s cells to be used for energy.

 A decrease in the amount of oxygen-carrying substance (hemoglobin) found in
red blood cells (anemia).
 Problems with the thyroid gland, which regulates the way the body uses energy.
- A low thyroid level (hypothyroidism) can cause fatigue, weakness, lethargy, weight
gain, depression, memory problems, constipation, dry skin, intolerance to cold, coarse
and thinning hair, brittle nails, or a yellowish tint to the skin.
- A high thyroid level (hyperthyroidism) can cause fatigue, weight loss, increased heart
rate, intolerance to heat, sweating, irritability, anxiety, muscle weakness, and thyroid
enlargement.
 Kidney disease and liver disease, which cause fatigue when the concentration of
certain chemicals in the blood builds up to toxic levels.
Is your fatigue lasting six months or more?
Chronic Fatigue Syndrome or CFS is an uncommon cause of severe, persistent fatigue

usually lasting longer than six months. Diseases and/or lifestyle conditions can be
causes of Chronic Fatigue Syndrome. These include the following:
 Depression
 Eating Disorders (lack of proper nutritions)
 Endocrine Diseases (Diabetes, Thyroid Disorders, etc.)
 Fibromyalgia
 Cancer
 Heart Disease
 Liver failure
 Autoimmune Diseases (Celiac Disease, multiple sclerosis, and
spondyloarthropathy)
 Blood Disorders (Anemia, Hemochromatosis, etc.)
 Infectious Diseases (Mononucleosis, Influenza, etc.)
 Leukemia or Lymphoma
 Drug Abuse
 Neurological disorders (Narcolepsy, Parkinson's, post-concussion syndrome,
etc.)
 Pain-Causing Conditions (Arthritis, Post-Traumatic Stress Disorder, etc)
 Sleep Disorders
 Uremia
If you are experiencing signs of persistent fatigue, please contact your doctor. This
information is not intended to replace the advice of a doctor. FatigueMeaning.com
disclaims any liability for the decisions you make based on this information.
What is Stress?
Stress is a term that is commonly used today but has become increasingly difficult to
define. It shares, to some extent, common meanings in both the biological and
psychological sciences. Stress typically describes a negative concept that can have an
impact on one’s mental and physical well-being, but it is unclear what exactly defines
stress and whether or not stress is a cause, an effect, or the process connecting the two.
With organisms as complex as humans, stress can take on entirely concrete or abstract
meanings with highly subjective qualities, satisfying definitions of both cause and effect
in ways that can be both tangible and intangible.
The term stress had none of its contemporary connotations before the 1920s. It is a form
of the Middle English destresse, derived via Old French from the Latin stringere, "to draw
tight." It had long been in use in physics to refer to the internal distribution of a force
exerted on a material body, resulting in strain. In the 1920s and 1930s, the term was
occasionally being used in biological and psychological circles to refer to a mental
strain, unwelcome happening, or, more medically, a harmful environmental agent that
could cause illness.
Biology has progressed in this field greatly, elucidating complex biochemical
mechanisms that appear to underlie diverse aspects of stress, shining a necessary light
on its clinical relevance and significance. Despite this, science still runs into the problem
of not being able to settle or agree on conceptual and operational definitions of stress.
Because stress is ultimately perceived as a subjective experience, it follows that its
definition perhaps ought to remain fluid. For a concept so ambiguous and difficult to
define, stress nevertheless plays an obvious and predominant role in the every day lives
of humans and nature alike.
Spinal cord
The spinal cord plays a critical role in transferring stress response neural impulses from
the brain to the rest of the body. In addition to the neuroendocrine blood hormone
signaling system initiated by the hypothalamus, the spinal cord communicates with the
rest of the body by innervating the peripheral nervous system. Certain nerves that
belong to the sympathetic branch of the central nervous system exit the spinal cord and
stimulate peripheral nerves, which in turn engage the body’s major organs and muscles
in a fight-or-flight manner.
Effect of stress on the immune system
Stress is the body’s reaction to any stimuli that disturb its equilibrium. When the
equilibrium of various hormones is altered the effect of these changes can be
detrimental to the immune system. Much research has shown a negative effect stress
has on the immune system, mostly through studies where participants were subjected
to a variety of viruses. In one study, individuals caring for a spouse with dementia,
representing the stress group, saw a significant decrease in immune response when
given an influenza-virus vaccine compared to a non-stressed control group. A similar
study was conducted using a respiratory virus. Participants were infected with the
virus and given a stress index. Results showed that an increase in score on the stress
index correlated with greater severity of cold symptoms. Studies with HIV have also
shown stress to speed up viral progression. Men with HIV were 2-3 times more likely to
develop AIDS when under above average stress.
Effects of chronic stress
Chronic stress is defined as a “state of prolonged tension from internal or external

stressors, which may cause various physical manifestations–eg, asthma, back pain,
arrhythmias, fatigue, headaches, HTN, irritable bowel syndrome, ulcers, and suppress
the immune system”. Chronic stress takes a more significant toll on your body than
acute stress does. It can raise blood pressure, increase the risk of heart attack and stroke,
increase vulnerability to anxiety and depression, contribute to infertility, and hasten the
aging process. For example, results of one study demonstrated that individuals who
reported relationship conflict lasting one month or longer have a greater risk of
developing illness and show slower wound healing. Similarly, the effects that acute
stressors have on the immune system may be increased when there is perceived stress
and/or anxiety due to other events. For example, students who are taking exams show
weaker immune responses if they also report stress due to daily hassles.
Mechanisms of chronic stress
Studies revealing the relationship between the immune system and the central nervous
system indicate that stress can alter the function of white blood cells involved in
immune function. People undergoing stressful life events, such as marital turmoil or
bereavement, have a weaker lymphoproliferative response. After antigens initiate an
immune response, these white blood cells send signals, to the brain and neuroendocrine
system. Cytokines are molecules involved with cell signaling. Cortisol, a hormone
released during stressful situations, affects the immune system greatly by preventing
the production of cytokines. During chronic stress, cortisol is over produced, causing
fewer receptors to be produced on immune cells so that inflammation cannot be ended.
A study involving cancer patient’s parents confirmed this finding. Blood samples were
taken from the participants. Researchers treated the samples of the parents of cancer
patients with a cortisol-like substance and stimulated cytokine production. Cancer
patient parents’ blood was significantly less effective at stopping cytokine from being
produced.
Clinical symptoms and disorders
Symptoms Signs of stress may be cognitive, emotional, physical, or behavioral.

Cognitive symptoms
 Memory problems
 Inability to concentrate
 Poor judgment
 Pessimistic approach or thoughts
 Anxious or racing thoughts
 Constant worrying
Emotional symptoms
 Moodiness
 Irritability or short temper
 Agitation, inability to relax
 Feeling overwhelmed
 Sense of loneliness and isolation
 Depression or general unhappiness
Physical symptoms
 Aches and pains
 Diarrhea or constipation
 Nausea, dizziness
 Chest pain, rapid heartbeat
 Loss of sex drive
 Frequent colds
Behavioral symptoms
 Eating more or less
 Sleeping too much or too little
 Isolating oneself from others
 Procrastinating or neglecting responsibilities
 Using alcohol, cigarettes, or drugs to relax
 Nervous habits (e.g. nail biting, pacing)
Generalized anxiety syndrome
The areas of the brain affected by generalized anxiety disorder

During passive activity, patients with generalized anxiety disorder (GAD) exhibit
increased metabolic rates in the occipital, temporal and frontal lobes and in the
cerebellum and thalamus compared with healthy controls. Increased metabolic activity
in the basal ganglia has also been reported in patients with GAD during vigilance tasks.
These finding suggest that there may be hyperactive brain circuits in GAD.
The areas of the brain affected in generalized anxiety disorder (advanced)
Patients with generalized anxiety disorder (GAD) exhibit increased metabolic rates in
several brain regions compared with healthy controls. Hyperactive neurotransmitter
circuits between the cortex, thalamus, and hypothalamus have been implicated in the
disorder. Hypofunction of serotonergic neurones arising from the dorsal raphe nucleus
and GABAergic neurones that are widely distributed in the brain may result in a lack of
inhibitory effect on the putative GAD pathway. Furthermore, over activity of
noradrenergic neurones arising from the locus coeruleus may produce excessive
excitation in the brain areas implicated in GAD.
Panic disorder
The areas of the brain affected in panic disorder
There are a number of areas of the brain affected in panic disorder. Decreased serotonin
activity in the amygdala and frontal cortex induces symptoms of anxiety, whereas
decreased activity in the periaquaductal grey results in defensive behaviors and
postural freezing. The locus coeruleus increases norepinephrine release mediating
physiological and behavioural arousal, while the hypothalamus mediates the
sympathetic nervous system.
The areas of the brain affected in panic disorder (advanced)
Hyperactive neurotransmitter circuits between the cortex, thalamus, hippocampus,

amygdala, hypothalamus and peri-adqueductal grey matter have been implicated in
panic disorder. Hypofunction of serotonergic neurones arising from the rostral raphe
nucleus may result in a lack of inhibitory effect on the putative panic pathways in the
brain. While, overactivity of norepinephrine neurons arising from the locus coeruleus
may produce excessive excitation in the regions implicated in panic disorder.
Physiological symptoms of the panic response are medicated by the autonomic nervous
system through connections with the locus coeruleus and hypothalamus.
The areas of the brain affected in phobia

There are a number of areas of the brain affected in phobia. Activation of the amygdala
causes anticipatory anxiety or avoidance (conditioned fear) while activation of the
hypothalamus activates the sympathetic nervous system. Other regions of the brain
involved in phobia include the thalamus and the cortical structures, which may form a
key neural network along with the amygdala. Stimulation of the locus coeruleus
increases noradrenaline release mediating physiological and behavioural arousal.
Seafarer fatigue
The long-awaited research study on seafarer fatigue, sponsored by the UK Maritime

and Coastguard Agency (MCA), the UK Health and Safety Executive, Nautilus UK and
the Seafarers' International Research Centre, Cardiff has just been published. The aim of
this research programme was to provide a knowledge base to predict worst case
scenarios for fatigue, health and injury; to develop best practice recommendations
appropriate to ship type and trade; and to produce advice packages for seafarers,
regulators and policy makers. The results of the research show that the potential for
fatigue at sea is high due to seafarers' exposure to a large number of recognizable risk
factors, both operational (e.g. port frequency), organizational (e.g. job support), and
environmental (e.g. physical hazards). But, it is the combined effect of these risk factors
that is most strongly associated with fatigue and its both short and long term
consequences (fatigue symptoms, personal risk and reduced health and well-being).The
research has also shown that the consequences of fatigue are not only felt in terms of
impaired performance and reduced safety but decreased wellbeing and increased risk
of mental health problems, also known to be risk factors for future chronic disease. The
report makes a number of recommendations with regard to:
• How working hours are recorded.

Knowing how long seafarers are working for is critical in terms of evaluating how safe
current operating standards are. The study shows the current method for recording and
auditing working hours is not effective and should therefore be reviewed.
• Fatigue management training and information campaigns.
Fatigue management training and information campaigns for seafarers are likely to
prove effective but only as part of a unified approach involving all levels of authority.
This study on fatigue in the shipping industry was commissioned by the Dutch
Ministry of Transport, Public Works and Water Management. Central to the study was
the relation between fatigue and the occurrence of collisions and groundings. The aims
of the project were to assess the relationship between fatigue and collisions and
groundings; to inventory measures to prevent and manage fatigue; and to map the
consequences of these measures for the competitiveness of the sector as well as for
maritime education. The study concludes that fatigue may be a causal factor in 11 to 23
percent of collisions and groundings, but that fatigue as a cause of collisions and
groundings is likely to be under-reported. However, any causal link between the two-
shift system and fatigue was not proven. The study report proposes a number of
measures to reduce fatigue, through the proper implementation of the ISM Code; the
optimization of the organization of work onboard; the lengthening of one of the resting
periods per 24 hours;
ACTION TO CONTROL FATIGUE
International Shipping Federation news release 23 December 2011
ICS reminds ship owners to comply with STCW in 2012
ICS is advising shipping companies to ensure they comply with the Manila
amendments to STCW, particularly in relation to seafarers’ rest hours and the more
stringent requirements for preventing drug and alcohol abuse that will apply
worldwide from January 1st 2012.
The International Chamber of Shipping (ICS) and the International Shipping Federation
(ISF) led employer representation at the IMO Diplomatic Conference which adopted the
Manila amendments to the International Convention on Standards of Training,
Certification and Watch keeping for Seafarers (STCW 2010). The Manila amendments
begin a phased entry into force from January 1st 2012.
ICS is reminding ship-owners that the new STCW minimum rest hour requirements are
likely to be vigorously enforced by Port State Control Officers who will have the
authority to check that ships maintain accurate records for individual seafarers which
demonstrate they have been provided with the required minimum rest. For example,
seafarers must now always have at least 10 hours rest in any 24 hour period. To help
further reduce the possibility of fatigue, much of the flexibility that previously applied
under STCW has now been removed.
The new STCW rest hour requirements were developed to ensure that they were
compatible with those stipulated in the ILO Maritime Lab our Convention (MLC) which
is expected to enter into force in 2013.
Peter Hinchliffe, ICS Secretary General, explained: “It is particularly important that
companies comply with the new IMO rest hour requirements and record and monitor
seafarers’ rest periods. Apart from the importance of preventing fatigue, Port State
Control can be expected to begin checking the authenticity and accuracy of any records
by comparing them with other vessel documentation. Seafarers must also confirm that
their hours are accurately recorded.”
ICS advises that, because the STCW Convention already has widespread ratification,
the 2010 amendments will be enforced on a global basis earlier than the ILO MLC
standards.
In practice, from January 2012 it is therefore expected that STCW 2010 will become the
principal regime for rest hours that will be checked by Port State Control.
For the first time under STCW, mandatory limits for alcohol consumption are also being
introduced (a limit of not greater than 0.05% blood alcohol level (BAC) or 0.25 mg/l
alcohol in the breath), although individual flag states may choose to apply stricter
limits.
Why is a fatigue management needed?
It is recognized that shipping differs from some other transport modes in that the
nature of risk exposure and the capacity to act is extremely variable. The probability of
danger at sea will be highest when night watches are combined with prior reduction of
sleep opportunities, combined with passages through narrow or very densely travelled
waters, or during reduced visibility.
Findings suggest that owners, regulators, seafarers and others should pay special
attention to the potential risks in difficult waters in combination with the 6/6 watch
system (because of sleep loss), night watches, the last portion of most watches
(especially night watches), and watches after reduced sleep opportunity. A variety of
methods (some of which are already commonly
deployed) may be used to address this potential risk, including alarm systems to alert
crew before important waypoints, encouragement not to use chairs on the bridge
during night watches, additional crew, training crew to recognize symptoms of fatigue,
and special protection of sleep periods for watch keepers.
How will a fatigue management toolkit work?
It is well known that working hours which deviate from conventional patterns (shift
work, roster work, and irregular watch schedules) always entail a high probability of
reduced sleep and of increased fatigue, with an ensuing accident risk. In recent years,
scientists have developed mathematical models for alertness or performance prediction

– and these have most notably been applied in the aviation industry. Researchers have
used the results of their work to develop a maritime alertness regulation version of
these models.
What action is being taken to control fatigue ?
ICS (International Chamber of Shipping) is reminding ship-owners that as per new

STCW Convention minimum rest hour requirements are likely to be vigorously
enforced by Port State Control Officers, who will have the authority to check that ships
maintain accurate records for individual seafarers which demonstrate they have been provided
with the required minimum rest.
For example, seafarers must now always have at least 10 hours rest in any 24 hour
period.
• THE REGULATIONS FOR HOURS OF WORK AND REST

• Standards for maximum hours of work (time during which seafarers are
required to do work on account of the ship) Pursuant to the Maritime Labour
Convention(MLC) 2006, which came into force on 20th August 2013, the max
hours of rest (time outside hours of work; this term does not include short
breaks).
 MAXIMUM HOURS OF WORK shall not exceed:

• (i) 14 hours in any 24-hour period.
and
• (ii) 72 hours in any seven-day period.
 MINIMUM HOURS OF REST shall not be less than:

• (i) 10 hours in any 24-hour period.
and
• (ii) 77 hours in any seven-day period.
 Hours of rest may be divided into not more than two periods, one of which shall
be at least six hours in length, and the interval between consecutive periods of
rest shall not exceed 14 hours.
The Maritime Labour Convention, 2006 or MLC, 2006

Purpose, Applicability to types of ships, Rights of seafarers
The Maritime Labour Convention, 2006 (“MLC, 2006”) establishes minimum working
and living standards for all seafarers working on ships flying the flags of ratifying
countries. It’s also an essential step forward in ensuring a level-playing field for
countries and shipowners who, until now, have paid the price of being undercut by
those who operate substandard ships.
The Maritime Labour Convention, 2006 or MLC, 2006 is an international labour
Convention adopted by the International Labour Organization (ILO). It provides
international standards for the world’s first genuinely global industry.
Widely known as the “seafarers’ bill of rights,” the MLC, 2006 was adopted by
government, employer (ship owners) and workers (seafarers) representatives at a
special ILO International Labour Conference in February 2006.
It is unique in that it aims both to achieve decent work for seafarers and to secure
economic interests through fair competition for quality ship owners.
MLC, 2006 is the "fourth pillar" of the international regulatory regime for quality shipping,
complementing the key Conventions of the International Maritime Organization (IMO)
dealing with SOLAS, STCW & MARPOL.
Application of MLC,2006 to type of vessels
MLC applies to all the registered commercial vessels regardless of the flag state they
belong to. This will also include leisure and commercial yachts, which are engaged on
international voyages besides a few exceptions as stated in their circular discussing
application of MLC on types of vessels. Vessels must be over 500 GRT to carry the
MLC certificate. For vessels under 500 GRT, guidelines recommend the vessels to be
voluntarily complying with the convention and as documented by the flag states.
Rights of Seafarers
The Convention is comprehensive and sets out, in one place, seafarers' rights to decent
working conditions. It covers almost every aspect of their work and life on board
including:
 minimum age
 seafarers’ employment agreements
 hours of work or rest
 payment of wages
 paid annual leave
 repatriation at the end of contract
 onboard medical care

 the use of licensed private recruitment and placement services
 accommodation, food and catering
 health and safety protection and accident prevention and
 seafarers’ complaint handling
On August 20, 2013, the MLC, 2006 has entered into force and became binding
international law for the “first 30” - the 30 countries with registered ratifications on
August 20, 2012. For all other countries that have ratified, it will enter in force 12 months
after their ratifications were registered.
Who is covered by the Convention and where?

All seafarers working on board ships that fly the flag of countries that have ratified the
MLC, 2006 are covered, once it enters into force for the country concerned, (12 months
after its ratification is registered by the ILO).
The MLC, 2006 defines seafarers as “all persons who are employed or are engaged or
work in any capacity on board a ship to which the Convention applies.” This includes not
just the crew involved in navigating or operating the ship but also, for example, persons
working in hotel positions that provide a range of services for passengers on cruise
ships or yachts.
It applies to a wide range of ships operating on international and national or domestic

voyages. It covers all ships other than those which navigate exclusively in inland waters
or waters within, or closely adjacent to sheltered waters or areas where port regulations
apply. The Convention applies to all those ships, whether publicly or privately owned,
that are ordinarily engaged in commercial activities, except:
a) ships engaged in fishing or in similar pursuits
b) ships of traditional build such as dhows and junks
c) warships or naval auxiliaries
COMPLIANCE
On August 20, 2013, all commercially operated ships of 500 gross tonnage or over that
fly the flag of any of the 30 countries that brought the MLC, 2006 into force will, if they
operate on international voyages, be required to carry, among other things, two specific
documents: the Maritime Labour Certificate (MLC) and the Declaration of Maritime
Labour Compliance (DMLC).
These documents will provide prima facie evidence that the ships are in compliance
with the requirements of the Convention, including areas such as minimum age,
seafarers’ employment agreements, hours of work or rest, payment of wages, onboard
medical care, the use of licensed private recruitment and placement services,
accommodation, and food and catering and health and safety protection and accident
prevention.
The MLC and DMLC will be subject to inspection when ships enter the ports of other
countries that have ratified the MLC, 2006.
In addition, ships flying the flag of countries that have not ratified the MLC, 2006 are
also subject to inspection with respect to working and living conditions for seafarers
when those ships enter in port of countries where the MLC, 2006 is in force. This
inspection, called “no more favourable treatment,” is an important aspect of the
Convention, aimed at helping to ensure fair competition for ship-owners who comply
with the MLC, 2006 by providing decent work for seafarers.
The Regulations, the standards (part A) and Guidelines (Part B) in the code are
integrated and organised under 5 Titles.
Title 1: Minimum requirements for seafarers to work on a ship

Title 2: Conditions of employment
Title 3: Accommodation, recreational facilities, food and catering
Title 4: Health protection, medical care, welfare and social security protection
Title 5: Compliance and enforcement
Title 1. Minimum requirements for seafarers to work on a ship
 Minimum age
 Medical certificate
 Training and certifications
 Recruitment and placement
Regulation 1.1 – Minimum age
Purpose: To ensure that no under-age persons work on a ship

1. No person below the minimum age shall be employed or engaged or work on a ship.
2. The minimum age at the time of the initial entry into force of this Convention is 16
years.
3. A higher minimum age shall be required in the circumstances set out in the Code.
Standard A1.1 – Minimum age

1. The employment, engagement or work on board a ship of any person under the age
of 16 shall be prohibited.
2. Night work of seafarers under the age of 18 shall be prohibited. For the purposes of
this Standard, “night” shall be defined in accordance with national law and practice. It
shall cover a period of at least nine hours starting no later than midnight and ending no
earlier than 5 a.m.
3. An exception to strict compliance with the night work restriction may be made by the
competent authority when:
(a) the effective training of the seafarers concerned, in accordance with established
programmes and schedules, would be impaired; or
(b) the specific nature of the duty or a recognized training programme requires that the
seafarers covered by the exception perform duties at night and the authority
determines, after consultation with the shipowners’ and seafarers’ organizations
concerned, that the work will not be detrimental to their health or well-being.
4. The employment, engagement or work of seafarers under the age of 18 shall be
prohibited where the work is likely to jeopardize their health or safety. The types of such
work shall be determined by national laws or regulations or by the competent authority,
after consultation with the shipowners’ and seafarers’ organizations concerned, in
accordance with relevant international standards.
Guideline B1.1 – Minimum age

1. When regulating working and living conditions, Members should give special
attention to the needs of young persons under the age of 18.
Regulation 1.2 – Medical certificate
Purpose: To ensure that all seafarers are medically fit to perform their duties at sea
1. Seafarers shall not work on a ship unless they are certified as medically fit to perform
their duties.
2. Exceptions can only be permitted as prescribed in the Code. Standard A1.2 –
Medical certificate
1. The competent authority shall require that, prior to beginning work on a ship,
seafarers hold a valid medical certificate attesting that they are medically fit to perform
the duties they are to carry out at sea.
2. In order to ensure that medical certificates genuinely reflect seafarers’ state of health,
in light of the duties they are to perform, the competent authority shall, after consultation
with the shipowners’ and seafarers’ organizations concerned, and giving due
consideration to applicable international guidelines referred to in Part B of this Code,
prescribe the nature of the medical examination and certificate.
3. This Standard is without prejudice to the International Convention on Standards of
Training, Certification and Watchkeeping for Seafarers, 1978, as amended (“STCW”). A
medical certificate issued in accordance with the requirements of STCW shall be
accepted by the competent authority, for the purpose of Regulation 1.2. A medical
certificate meeting the substance of those requirements, in the case of seafarers not
covered by STCW, shall similarly be accepted.
4. The medical certificate shall be issued by a duly qualified medical practitioner or, in
the case of a certificate solely concerning eyesight, by a person recognized by the
competent authority as qualified to issue such a certificate. Practitioners must enjoy full
professional independence in exercising their medical judgement in undertaking medical
examination procedures.
5. Seafarers that have been refused a certificate or have had a limitation imposed on
their ability to work, in particular with respect to time, field of work or trading area, shall
be given the opportunity to have a further examination by another independent medical
practitioner or by an independent medical referee.
6. Each medical certificate shall state in particular that:
(a) the hearing and sight of the seafarer concerned, and the colour vision in the case of
a seafarer to be employed in capacities where fitness for the work to be performed is
liable to be affected by defective colour vision, are all satisfactory; and
(b) the seafarer concerned is not suffering from any medical condition likely to be
aggravated by service at sea or to render the seafarer unfit for such service or to
endanger the health of other persons on board.
7. Unless a shorter period is required by reason of the specific duties to be performed
by the seafarer concerned or is required under STCW:
(a) a medical certificate shall be valid for a maximum period of two years unless the
seafarer is under the age of 18, in which case the maximum period of validity shall be
one year;
(b) a certification of colour vision shall be valid for a maximum period of six years.19
Minimum requirements for seafarers to work on a ship
8. In urgent cases the competent authority may permit a seafarer to work without a valid
medical certificate until the next port of call where the seafarer can obtain a medical
certificate from a qualified medical practitioner, provided that:
(a) the period of such permission does not exceed three months; and
(b) the seafarer concerned is in possession of an expired medical certificate of recent
date.
9. If the period of validity of a certificate expires in the course of a voyage, the certificate
shall continue in force until the next port of call where the seafarer can obtain a medical
certificate from a qualified medical practitioner, provided that the period shall not exceed
three months.
10. The medical certificates for seafarers working on ships ordinarily engaged on
international voyages must as a minimum be provided in English.
Guideline B1.2 – Medical certificate

Guideline B1.2.1 – International guidelines
1. The competent authority, medical practitioners, examiners, shipowners, seafarers’
representatives and all other persons concerned with the conduct of medical fitness
examinations of seafarer candidates and serving seafarers should follow the ILO/WHO
Guidelines for Conducting Pre-sea and Periodic Medical Fitness Examinations for
Seafarers, including any subsequent versions, and any other applicable international
guidelines published by the International Labour Organization, the International
Maritime Organization or the World Health Organization.
Regulation 1.3 – Training and qualifications
Purpose: To ensure that seafarers are trained or qualified to carry out their duties on
board ship
1. Seafarers shall not work on a ship unless they are trained or certified as competent or
otherwise qualified to perform their duties.
2. Seafarers shall not be permitted to work on a ship unless they have successfully
completed training for personal safety on board ship.
3. Training and certification in accordance with the mandatory instruments adopted by
the International Maritime Organization shall be considered as meeting the
requirements of paragraphs 1 and 2 of this Regulation.
4. Any Member which, at the time of its ratification of this Convention, was bound by the
Certification of Able Seamen Convention, 1946 (No. 74), shall continue to carry out the
obligations under that Convention unless and until mandatory provisions covering its
subject matter have been adopted by the International Maritime Organization and
entered into force, or until five years have elapsed since the entry into force of this
Convention in accordance with paragraph 3 of Article VIII, whichever date is earlier.
Regulation 1.4 – Recruitment and placement
Purpose: To ensure that seafarers have access to an efficient and well-regulated

seafarer recruitment and placement system
1. All seafarers shall have access to an efficient, adequate and accountable system for
finding employment on board ship without charge to the seafarer.
2. Seafarer recruitment and placement services operating in a Member’s territory shall
conform to the standards set out in the Code.
3. Each Member shall require, in respect of seafarers who work on ships that fly its flag,
that shipowners who use seafarer recruitment and placement services that are based in
countries or territories in which this Convention does not apply, ensure that those
services conform to the requirements set out in the Code.
Title 2. Conditions of employment
 Seafarer’s Employment Agreement

 Wages
 Hours of rest and hours of work
 Entitlement to leave
 Repatriation
 Seafarer compensation for ship’s loss or foundering
 Manning levels
 Career and skill development and opportunities for seafarer’s employment
Regulation 2.1 – Seafarers’ employment agreements
Purpose: To ensure that seafarers have a fair employment agreement

1. The terms and conditions for employment of a seafarer shall be set out or referred to
in a clear written legally enforceable agreement and shall be consistent with the
standards set out in the Code.
2. Seafarers’ employment agreements shall be agreed to by the seafarer under
conditions which ensure that the seafarer has an opportunity to review and seek advice
on the terms and conditions in the agreement and freely accepts them before signing.
3. To the extent compatible with the Member’s national law and practice, seafarers’
employment agreements shall be understood to incorporate any applicable collective
bargaining agreements.
Regulation 2.2 – Wages
Purpose: To ensure that seafarers are paid for their services

1. All seafarers shall be paid for their work regularly and in full in accordance with their
employment agreements.
Regulation 2.3 – Hours of work and hours of rest
Purpose: To ensure that seafarers have regulated hours of work or hours of rest
1. Each Member shall ensure that the hours of work or hours of rest for seafarers
are regulated.
2. Each Member shall establish maximum hours of work or minimum hours of

rest over given periods that are consistent with the provisions in the Code.
Standard A2.3 – Hours of work and hours of rest

1. For the purpose of this Standard, the term:
(a) hours of work means time during which seafarers are required to do work on
account of the ship;
(b) hours of rest means time outside hours of work; this term does not include short
breaks.
2. Each Member shall within the limits set out in paragraphs 5 to 8 of this Standard fix
either a maximum number of hours of work which shall not be exceeded in a given
period of time, or a minimum number of hours of rest which shall be provided in a given
period of time.
3. Each Member acknowledges that the normal working hours’ standard for seafarers,
like that for other workers, shall be based on an eight-hour day with one day of rest per
week and rest on public holidays. However, this shall not prevent the Member from
having procedures to authorize or register a collective agreement which determines
seafarers’ normal working hours on a basis no less favourable than this Standard.
4. In determining the national standards, each Member shall take account of the danger
posed by the fatigue of seafarers, especially those whose duties involve navigational
safety and the safe and secure operation of the ship.
5. The limits on hours of work or rest shall be as follows:

(a) maximum hours of work shall not exceed:
(i) 14 hours in any 24-hour period; and
(ii) 72 hours in any seven-day period;
or
(b) minimum hours of rest shall not be less than:
(i) ten hours in any 24-hour period; and
(ii) 77 hours in any seven-day period.
6. Hours of rest may be divided into no more than two periods, one of which shall be at
least six hours in length, and the interval between consecutive periods of rest shall not
exceed 14 hours.
7. Musters, fire-fighting and lifeboat drills, and drills prescribed by national laws and
regulations and by international instruments, shall be conducted in a manner that
minimizes the disturbance of rest periods and does not induce fatigue.
8. When a seafarer is on call, such as when a machinery space is unattended, the
seafarer shall have an adequate compensatory rest period if the normal period of rest is
disturbed by call-outs to work.
9. If no collective agreement or arbitration award exists or if the competent authority
determines that the provisions in the agreement or award in respect of paragraph 7 or 8
of this Standard are inadequate, the competent authority shall determine such
provisions to ensure the seafarers concerned have sufficient rest.
10. Each Member shall require the posting, in an easily accessible place, of a table
with the shipboard working arrangements, which shall contain for every position at least:
(a) the schedule of service at sea and service in port; and
(b) the maximum hours of work or the minimum hours of rest required by national laws
or regulations or applicable collective agreements.
11. The table referred to in paragraph 10 of this Standard shall be established in
a standardized format in the working language or languages of the ship and in English.
12. Each Member shall require that records of seafarers’ daily hours of work
or of their daily hours of rest be maintained to allow monitoring of compliance with
paragraphs 5 to 11 inclusive of this Standard. The records shall be in a standardized
format established by the competent authority taking into account any available
guidelines of the International Labour Organization or shall be in any standard format
prepared by the Organization. They shall be in the languages required by paragraph
11 of this Standard. The seafarers shall receive a copy of the records pertaining
to them which shall be endorsed by the master, or a person authorized by the master,
and by the seafarers.
13. Nothing in paragraphs 5 and 6 of this Standard shall prevent a Member from having
national laws or regulations or a procedure for the competent authority to authorize or
register collective agreements permitting exceptions to the limits set out. Such
exceptions shall, as far as possible, follow the provisions of this Standard but may take
account of more frequent or longer leave periods or the granting of compensatory leave
for watchkeeping seafarers or seafarers working on board ships on short voyages.
14. Nothing in this Standard shall be deemed to impair the right of the master of a ship
to require a seafarer to perform any hours of work necessary for the immediate safety of
the ship, persons on board or cargo, or for the purpose of giving assistance to other
ships or persons in distress at sea. Accordingly, the master may suspend the schedule
of hours of work or hours of rest and require a seafarer to perform any hours of work
necessary until the normal situation has been restored. As soon as practicable after the
normal situation has been restored, the master shall ensure that any seafarers who
have performed work in a scheduled rest period are provided with an adequate period
of rest.
Guideline B2.3 – Hours of work and hours of rest

Guideline B2.3.1 – Young seafarers
1. At sea and in port the following provisions should apply to all young seafarers under
the age of 18:
(a) working hours should not exceed eight hours per day and 40 hours per week and
overtime should be worked only where unavoidable for safety reasons;
(b) sufficient time should be allowed for all meals, and a break of at least one hour for
the main meal of the day should be assured; and
(c) a 15-minute rest period as soon as possible following each two hours of continuous
work should be allowed.
2. Exceptionally, the provisions of paragraph 1 of this Guideline need not be applied if:
(a) they are impracticable for young seafarers in the deck, engine room and catering
departments assigned to watchkeeping duties or working on a rostered shift-work
system; or
(b) the effective training of young seafarers in accordance with established programmes
and schedules would be impaired.
3. Such exceptional situations should be recorded, with reasons, and signed by the
master.
4. Paragraph 1 of this Guideline does not exempt young seafarers from the general
obligation on all seafarers to work during any emergency as provided for in
Standard A2.3, paragraph 14.
Regulation 2.4 – Entitlement to leave
Purpose: To ensure that seafarers have adequate leave

1. Each Member shall require that seafarers employed on ships that fly its flag are given
paid annual leave under appropriate conditions, in accordance with the provisions in the
Code.
2. Seafarers shall be granted shore leave to benefit their health and well-being and
consistent with the operational requirements of their positions.
Regulation 2.5 – Repatriation

Purpose: To ensure that seafarers are able to return home
1. Seafarers have a right to be repatriated at no cost to themselves in the circumstances
and under the conditions specified in the Code.
2. Each Member shall require ships that fly its flag to provide financial security to ensure
that seafarers are duly repatriated in accordance with the Code.
Regulation 2.6 – Seafarer compensation for the ship’s loss or foundering
Purpose: To ensure that seafarers are compensated when a ship is lost or has
foundered
1. Seafarers are entitled to adequate compensation in the case of injury, loss or
unemployment arising from the ship’s loss or foundering.
Regulation 2.7 – Manning levels

Purpose: To ensure that seafarers work on board ships with sufficient personnel for the
safe, efficient and secure operation of the ship
1. Each Member shall require that all ships that fly its flag have a sufficient number of
seafarers employed on board to ensure that ships are operated safely, efficiently and
with due regard to security under all conditions, taking into account concerns about
seafarer fatigue and the particular nature and conditions of the voyage.
Regulation 2.8 – Career and skill development and opportunities for seafarers’
employment
Purpose: To promote career and skill development and employment opportunities for
seafarers
1. Each Member shall have national policies to promote employment in the maritime
sector and to encourage career and skill development and greater employment
opportunities for seafarers domiciled in its territory.
Title 3. Accommodation, recreational facilities, food and catering
 Accommodation and recreational facilities

 Food and catering
Regulation 3.1 – Accommodation and recreational facilities

Purpose: To ensure that seafarers have decent accommodation and recreational
facilities on board
1. Each Member shall ensure that ships that fly its flag provide and maintain decent
accommodations and recreational facilities for seafarers working or living on board, or
both, consistent with promoting the seafarers’ health and well-being.
2. The requirements in the Code implementing this Regulation which relate to ship
construction and equipment apply only to ships constructed on or after the date when
this Convention comes into force for the Member concerned. For ships constructed
before that date, the requirements relating to ship construction and equipment that are
set out in the Accommodation of Crews Convention (Revised), 1949 (No. 92), and the
Accommodation of Crews (Supplementary Provisions) Convention, 1970 (No. 133),
shall continue to apply to the extent that they were applicable, prior to that date, under
the law or practice of the Member concerned. A ship shall be deemed to have been
constructed on the date when its keel is laid or when it is at a similar stage of
construction.
3. Unless expressly provided otherwise, any requirement under an amendment
to the Code relating to the provision of seafarer accommodation and recreational
facilities shall apply only to ships constructed on or after the amendment takes effect
for the Member concerned.
Regulation 3.2 – Food and catering

Purpose: To ensure that seafarers have access to good quality food and drinking water
provided under regulated hygienic conditions
1. Each Member shall ensure that ships that fly its flag carry on board and serve food
and drinking water of appropriate quality, nutritional value and quantity that adequately
covers the requirements of the ship and takes into account the differing cultural and
religious backgrounds.
2. Seafarers on board a ship shall be provided with food free of charge during the period
of engagement.
3. Seafarers employed as ships’ cooks with responsibility for food preparation must be
trained and qualified for their position on board ship.
Title 4. Health protection, medical care, welfare and social security protection
 Medical care on board and ashore

 Ship owner’s liability
 Health and safety protection and accident prevention
 Access to shore based welfare facilities
Social Security
Regulation 4.1 – Medical care on board ship and ashore
Purpose: To protect the health of seafarers and ensure their prompt access to medical
care on board ship and ashore
1. Each Member shall ensure that all seafarers on ships that fly its flag are covered by
adequate measures for the protection of their health and that they have access to
prompt and adequate medical care whilst working on board.
2. The protection and care under paragraph 1 of this Regulation shall, in principle, be
provided at no cost to the seafarers.
3. Each Member shall ensure that seafarers on board ships in its territory who are in
need of immediate medical care are given access to the Member’s medical facilities on
shore.
4. The requirements for on-board health protection and medical care set out in the Code
include standards for measures aimed at providing seafarers with health protection and
medical care as comparable as possible to that which is generally available to workers
ashore.
Regulation 4.2 – Shipowners’ liability

Purpose: To ensure that seafarers are protected from the financial consequences of
sickness, injury or death occurring in connection with their employment
1. Each Member shall ensure that measures, in accordance with the Code, are in place
on ships that fly its flag to provide seafarers employed on the ships with a right to
material assistance and support from the shipowner with respect to the financial
consequences of sickness, injury or death occurring while they are serving under a
seafarers’ employment agreement or arising from their employment under such
agreement.
2. This Regulation does not affect any other legal remedies that a seafarer may seek.
Regulation 4.3 – Health and safety protection and accident prevention

Purpose: To ensure that seafarers’ work environment on board ships promotes
occupational safety and health
1. Each Member shall ensure that seafarers on ships that fly its flag are provided with
occupational health protection and live, work and train on board ship in a safe and
hygienic environment.
2. Each Member shall develop and promulgate national guidelines for the management
of occupational safety and health on board ships that fly its flag, after consultation with
representative shipowners’ and seafarers’ organizations and taking into account
applicable codes, guidelines and standards recommended by international
organizations, national administrations and maritime industry organizations.
3. Each Member shall adopt laws and regulations and other measures addressing the
matters specified in the Code, taking into account relevant international instruments,
and set standards for occupational safety and health protection and accident prevention
on ships that fly its flag.
Regulation 4.4 – Access to shore-based welfare facilities

Purpose: To ensure that seafarers working on board a ship have access to shore-
based facilities and services to secure their health and well-being
1. Each Member shall ensure that shore-based welfare facilities, where they exist, are
easily accessible. The Member shall also promote the development of welfare facilities,
such as those listed in the Code, in designated ports to provide seafarers on ships that
are in its ports with access to adequate welfare facilities and services.
2. The responsibilities of each Member with respect to shore-based facilities, such as
welfare, cultural, recreational and information facilities and services, are set out in the
Code.
Regulation 4.5 – Social security
Purpose: To ensure that measures are taken with a view to providing seafarers with
access to social security protection
1. Each Member shall ensure that all seafarers and, to the extent provided for in its
national law, their dependants have access to social security protection in accordance
with the Code without prejudice however to any more favourable conditions referred to
in paragraph 8 of article 19 of the Constitution.
2. Each Member undertakes to take steps, according to its national circumstances,
individually and through international cooperation, to achieve progressively
comprehensive social security protection for seafarers.
3. Each Member shall ensure that seafarers who are subject to its social security
legislation, and, to the extent provided for in its national law, their dependants, are
entitled to benefit from social security protection no less favourable than that enjoyed by
shore workers.
Title 5. Compliance and enforcement
 Flag state responsibility

 Authorization of recognized organizations
 Maritime labour certificate and declaration of maritime labour compliance
 Inspection and enforcement
 On board compliance procedures
 Port State Responsibilities
 Marine Casualties
 Labour Supplying responsibilities
1. The Regulations in this Title specify each Member’s responsibility to fully implement
and enforce the principles and rights set out in the Articles of this Convention as well as
the particular obligations provided for under its Titles 1, 2, 3 and 4.
2. Paragraphs 3 and 4 of Article VI, which permit the implementation of Part A of the
Code through substantially equivalent provisions, do not apply to Part A of the Code in
this Title.
3. In accordance with paragraph 2 of Article VI, each Member shall implement its
responsibilities under the Regulations in the manner set out in the corresponding
Standards of Part A of the Code, giving due consideration to the corresponding
Guidelines in Part B of the Code.
4. The provisions of this Title shall be implemented bearing in mind that seafarers and
shipowners, like all other persons, are equal before the law and are entitled to the equal
protection of the law and shall not be subject to discrimination in their access to courts,
tribunals or other dispute resolution mechanisms. The provisions of this Title do not
determine legal jurisdiction or a legal venue.
Regulation 5.1 – Flag State responsibilities

Purpose: To ensure that each Member implements its responsibilities
under this Convention with respect to ships that fly its flag
Standard A5.1.1 – General principles
1. Each Member shall establish clear objectives and standards covering the
administration of its inspection and certification systems, as well as adequate overall
procedures for its assessment of the extent to which those objectives and standards are
being attained.
2. Each Member shall require all ships that fly its flag to have a copy of this Convention
available on board.
Regulation 5.1.2 – Authorization of recognized organizations
Regulation 5.1.3 – Maritime labour certificate and declaration of maritime labour

compliance
Regulation 5.1.4 – Inspection and enforcement
Regulation 5.1.5 – On-board complaint procedures
1. Each Member shall require that ships that fly its flag have on-board procedures for
the fair, effective and expeditious handling of seafarer complaints alleging breaches of
the requirements of this Convention (including seafarers’ rights).
2. Each Member shall prohibit and penalize any kind of victimization of a seafarer for
filing a complaint.
3. The provisions in this Regulation and related sections of the Code are without
prejudice to a seafarer’s right to seek redress through whatever legal means the
seafarer considers appropriate.
Regulation 5.1.6 – Marine casualties

1. Each Member shall hold an official inquiry into any serious marine casualty, leading
to injury or loss of life, that involves a ship that flies its flag. The final report of an inquiry
shall normally be made public.
2. Members shall cooperate with each other to facilitate the investigation of serious
marine casualties referred to in paragraph 1 of this Regulation.
Regulation 5.2 – Port State responsibilities

Purpose: To enable each Member to implement its responsibilities under this
Convention regarding international cooperation in the implementation and enforcement
of the Convention standards on foreign ships
Regulation 5.2.1 – Inspections in port
Regulation 5.2.2 – Onshore seafarer complaint-handling procedures
Regulation 5.3 – Labour-supplying responsibilities

Purpose: To ensure that each Member implements its responsibilities under this
Convention as pertaining to seafarer recruitment and placement and the social
protection of its seafarers

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Rev No.

09, July 2020 Page 1 of 88

TRAINING SHIP RAHAMAN

PERSONAL SAFETY AND SOCIAL RESPONSIBILITY

PERSONAL SAFETY AND SOCIAL RESPONSIBILITY

S.No. Chapter Page No.

GENRAL EMERGENCY ALARM

ABANDON SHIP SIGNAL: Verbal order given by the ship Master

MAN OVER BOARD ALARM:- Three long blast on ship’s whistle/siren

FIRE ALARM:-Continuous ringing of bell/ ship’s whistle followed by

ACTION TO BE TAKEN IN VARIOUS EMERGENCIES

GENRAL EMERGENCY ALARM

1. Rush to embarkation station of your lifeboat and follow the instructions of

  At least once a week.

  Drills to cover all emergencies.

It is an emergency plan prepared by the ship regarding the emergency

CONTENTS OF MUSTER LIST

Bridge Party E/R Party

Emergency Squad 1 Emergency Squad 2

C/O - Incharge 2/E – Incharge

ASST/ Med Party (L/Boat Party)

MUSTER LIST (Contd.)

Abandon Ship Station: -

L/B No.1 (Stbd) L/B No. 2 (Port)

KNOW YOUR SHIP WELL

As soon as possible after joining ship, familiarize with: -

 Instructions on muster list (emergency plan).

 The emergency signal, abandon ship signal and

 Location of muster /embarkation stations,

 Location and use of life saving equipment.

 Location and use of LSA/FFA.

 Garbage Management Plan.

WEARING APPAREL & SAFETY

Rubber / PVC gloves – handling acids, chemicals, etc

Cotton / woolen gloves - to provide warmth

Ill-fitting, wet or slippery gloves should be avoided.

PROTECT YOUR EARS AND EYES

 Safety goggles must be worn: -

A) FIRE IN ENGINE ROOM

Fire hose and extinguisher must be kept in readiness where cutting/welding

No welding/cutting should be done until the tank or compartment is gas free

 Smoking should be strictly prohibited on deck or in the cargo spaces.

ENTRY INTO AN ENCLOSED SPACE

ENTERING ECLOSED SPACE SUSPECTED TO BE UNSAFE

 Gangway / accommodation ladder should be as far as possible put out in such a

 Gangway railings and ropes should always be kept tight.

 If a tank or a poorly ventilated space is being painted or when spraying

 Whole body in general and eyes in particular, must be well protected

 Right size nozzles should be used with spray machine.

Communication is of paramount importance in any organization, and this is

Communication is vital in the transfer of knowledge and understanding and is an

In its simple form, communication consists of a verbal transfer of information between a

Some basic modes are: -

 One-way (person to person)

Modes of transfer may be: -

THE COMMUNICATION BARRIER

A communication barrier is an interference, which has a limiting effect on the transfer of

1) Personal 2) Semantic 3) Physical

A simple test to illustrate a communication barrier is where a message is passed

An important contribution of effective communication between the shipping company

Some preparatory considerations are: -

Depending on what is to be raised during a meeting, it is important that the atmosphere

During the meeting the chairman should ensure that: