PSSR Course PDF Handout

CHITKARA UNIVERSITY SCHOOL OF
MARITIME STUDIES
Basic Safety Training
Personal Safety & Social Responsibility

Course Handout
Chandigarh-Patiala National Highway, Punjab 140401.

Ph: +91 8288088578
Web: www.chitkara.edu.in
BST-PSSR Course Handout
COURSE OUTLINE
Topic Hours
Demo
Lecture Practical Total
Video
1. Introduction
1.1 Importance of the course
1.0 1.0
1 .2 Ship familiarization
2. Comply with emergency procedures

2.1. Types of emergency which may occur, such as collision, fire,
foundering
2.2. Knowledge of shipboard contingency plans for response to
emergencies
2.3. Emergency signals and specific duties allocated to crew members
in the muster list; muster stations; correct use of personal safety
1.5 0.5 2.0
equipment
2.4. Action to take on discovering potential emergency, including fire,
collision, foundering and ingress of water into the ship
2.5. Action to take on hearing emergency alarm signals
2.6. Value of training and drills
2.7. Knowledge of escape routes and internal communication and
alarm systems
3. Take precautions to prevent pollution of the marine

environment
3.1. Basic knowledge of the impact of shipping on the marine
environment and the effects of operational or accidental
4.0 4.0
pollution on it
3.2. Basic environmental protection procedures
3.3. Basic knowledge of complexity and diversity of the
marine environment
4. Observe safe working practices

4.1. Importance of adhering to safe working practices at all times
4.2. Safety and protective devices available to protect against potential
hazards aboard ship
4.3. Precautions to be taken prior to entering enclosed spaces 3.5 0.5 4.0
4.4. Familiarization with international measures concerning
accident prevention and occupational health*
"The ILO code of Practice on Accident prevention on board ship at sea and in port
5. Contribute to effective communications on board ship

5.1. Understand the principles of, and barriers to, effective
2.0 1.0 3.0
communication between individuals and teams within the ship
5.2. Ability to establish and maintain effective communications
6. Contribute to effective human relationships on board ship

6.1. Importance of maintaining good human and working
relationships aboard ship
6.2. Basic team working principles and practice, including
conflict resolution 3.0 3.0
6.3. Social responsibilities;; individual rights and obligations; dangers
of drug and alcohol abuse, eliminating harassment and bullying
on board
7. Understand and take necessary actions to control fatigue

7.1. Importance of obtaining the necessary rest
7.2. Effects of sleep, schedules, and the circadian rhythm on fatigue
7.3. Effects of physical stressors on seafarers 2.0 2.0
7.4. Effects of environmental stressors in and outside the ship and
their impact on seafarers
7.5. Effects of schedule changes on seafarer fatigue, rest hour records
8. Maritime Labour Convention (MLC 2006)

8.1 Purpose, Applicability to types of ships, Rights of seafarers
8.2 Minimum age, Medical fitness, Certification & training,
Recruitment
3.5 3.5
8.3 Agreement, Wages, Hours of work and rest, Leave, Repatriation
8.4 Accommodation, recreational facilities, food and catering
8.5 Medical care, Health protection, Welfare, Social security
8.6 Complaint Procedure, Grievance handling mechanism.
Sub Totals 20.5 2.0 22.5

9. Review and final assessments 1.5
Grand Total 24.0

CHAPTER 1
INTRODUCTION
This course provides familiarization, basic safety training and instruction for safe working procedures,
social responsibilities aboard ship. It is based on the guidance on training in section A-VI/1-4 of the
STCW 1995 as amended in 2010. This course aims to meet the standards of competence stipulated in
section A-VI/I-4 of STCW 2010.
Importance of the Course

A student successfully completing this course and meeting the required performance standards will be
able to identify potential areas of emergencies that may arise in the marine environment, whereby he
can take effective steps to observe "Safe working practices", to eliminate personal injuries and
accidents. It will also help trainee to create a conducive atmosphere designed to boost human/social
relationship amongst shipmates.
CHAPTER 2
TYPES OF EMERGENCY
Every Company should establish procedures to identify describe and respond to potential emergency
shipboard situations. The Company should also establish program for drills and exercises to prepare for
emergency actions. The safety management system should provide for measures ensuring that the
Company's organization can respond at any time to hazards, accidents and emergency situations
involving its ships. It is important that company shore and shipboard contingency planning is consistent
and appropriately integrated.
Shore based contingency plans may include:
• the composition and duties of the persons acting within the contingency plan;
• procedures for the mobilization of an appropriate company emergency respond (which may
include the establishment of an emergency respond team):
• procedures to follow in respond to different types of accidents or hazardous occurrences;
• procedures for establishing and maintaining contact between the ship and management ashore;
• the availability of ship particulars, plans, stability information, and safety and
environmental protection equipment carried on board; -
• checklists appropriate to the type of emergency which may assist in the systematic questioning
of the ship during the response;
• lists of contact names and telecommunication details of all relevant parties who may need to
be notified and consulted;
• reporting methods for both ship and shore based management;
• procedures for notifying and liaising with the next of kin of persons on-board;
• procedures for issuing information bulletins to and answering queries from the media and the public;
• back up arrangements for the company's initial respond in the event of a protracted emergency;
• The roistering of the company personnel and specialists dedicated to support the response
and adequate relief for the maintenance of their routine duties.
Shipboard contingency plans should take account of the various types of emergency which may arise
on a particular ship and may include:
• the allocation of duties and responsibilities on board;
• actions to be taken to regain control of a situation;
• communication methods to be used on board;
• procedures for requesting assistance from third parties;
• procedures for notifying the company and reporting to relevant authorities;
• maintaining communications between the ship and shore; and
• Procedures for dealing with the media or other outside parties.
Contingency plans should be established to describe how to deal with emergency situations related
to damage, fire, pollution, personnel, security and cargo.
Examples of emergency situations may include:

• structural failure;
• main engine failure;
• steering gear failure;
• electrical power failure
• collision;
• shifting of cargo;
• cargo spillage or contamination;
• fire;
• cargo jettisoning;
• flooding:
• abandoning ship;
• man overboard/search and rescue;
• entry into enclosed spaces; serious injury;
• terrorism or piracy;
• helicopter operations; and
• Heavy weather damages.
This list is by no means exhaustive and the company should attempt to identify all possible situations
where shipboard contingency planning would be required, relative to the ship, its construction,
equipment and trade. International regulation under MARPOL 73/78, Annex 1, and regulation 26
requires every oil tanker of 150 tons gross tonnage and above, and every ship other than oil tanker of
400 tons gross tonnage and above, to have a shipboard oil pollution emergency plan.
Emergency Drills
Actions to counter potential emergency situations should be practiced in drills. A program of such
drills, additional to those required by the SOLAS Convention, should be conducted to develop and
maintain confidence and proficiency on board. These drills should be developed to exercise the
emergency plans established for critical situations and should, as appropriate, mobilize the shore based
management emergency contingency plans under simulated conditions. Emergency drills and exercises
should be carried out regularly to test the effectiveness and clarity of emergency plans, and to develop
the confidence and competence of the personnel who may be involved in actual emergencies. Records
of all emergency drills and exercises conducted ashore and on board should be maintained be available
for verification purposes. Appropriate personnel should evaluate the results of these drills and exercises
as an aid to determining the effectiveness of documented procedures.
Development of Plans for Shipboard Operations:

• The Company should establish procedures for the preparation of plans and instructions for key
shipboard operations concerning the safety of the ship and the prevention of pollution. The
various tasks involved should be defined and assigned to qualified personnel.
• Emphasis should be placed on preventive actions while maintaining the ability to respond to
and correct non-conformities or hazardous situations should them OCCIT.
• Companies identify key shipboard operations and issue instructions on the manner in which
these operations are to be performed. Continuing supervision and verification of compliance
with these instructions is important.
• Relevant international and national rules that govern certain aspects of these operations need to
be incorporated into company procedures, plans and instructions. In addition, companies should
refer to helpful technical guides issued by various industry organizations.
All written procedures, instructions or plans should be kept simple and unambiguous. Checklists may
be of considerable help in ensuring that all routines in a particular operational phase are covered. While
recognizing that all shipboard operations can affect safety and pollution prevention, companies may
considered dividing safety related shipboard operations into two categories:
• Special operations.
• Critical operations.
This may be done to prioritize operational planning and allow the maximum level of attention to be paid to
those shipboard operations which are crucial to safety and to the protection of the environment. Special
shipboard operations are those where errors may become apparent only after they have created hazardous
situations or when accidents have occurred. Procedures and instructions for special operations should cover
precautions and checks that aim to correct unsafe practices before accidents occur.
Examples of special operations are (but are not limited to):

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

• Navigation in confined waters or high density traffic areas;
• Operations that may cause a sudden loss of manoeuvrability in close or high density traffic waters;
• Navigation in conditions of reduced visibility;
• Operations in heavy weather conditions;
• The handling and stowage of hazardous cargoes and noxious substances;
• Bunkering and oil transfer at sea;
• Cargo operations on gas, chemical and oil tankers; and
• Critical machinery operations.
Arrangements should be put in place to monitor the operational competence of crew undertaking
critical shipboard operations.
CHAPTER 3
EFFECTS OF OPERATIONAL OR ACCIDENTAL POLLUTION OF THE
MARINE ENVIRONMENT
Define the term "Pollution'

Pollution is an incident involving the actual or probable discharge into the sea of a harmful
substance or oil or effluents containing such a substance.
Effects of operational or accidental pollution of the Marine environment
Any operational or accidental pollution into the sea is liable to create hazards i.e. human health, harm
living resources and marine life, damage amenities, interfere with other legitimate users of the sea.
Every ship shall be provided with International Sewage Pollution Prevention Certificate after verifying
the following: fitting of disinfectant sewage system, sewage treatment plant, sewage holding tank and
the presence of pipelines leading to a convenient position on deck for the purpose of discharging to the
shore reception facility.
The sewage from a ship is prohibited to be discharged into sea unless following conditions are complied
with:
More than 3 nautical miles from the nearest land if commented and disinfected and more than 12 nautical
miles if not commented and disinfected; but the ship should be en-route in both the cases and the speed shall
not be less than 4knots and sewage stored in holding tank is not discharged instantaneously but at moderate
rate. A ship is not prohibited from discharging sewage provided she has sewage treatment plant in operation,
the test results are laid down in ISPP Certificate and additionally the effluent does not produce visible
floating solids nor cause discoloration of the surrounding water. Otherwise the sewage overboard valves are
kept shut in the port and sewage is collected in the holding tank.
International measures for pollution, avoidance and containment of pollutants MARPOL 73/78 is the
convention for prevention of pollution, control of pollution and operational wastes. This international
convention regulates all ships to comply with the applicable rules so as to ensure no pollution and only
controlled pollutants/operational wastes are discharged into the sea which will cause no harm/minimum
harm if introduced. Pollution by sewage from ships.
A sea bird killed by the Cosco Busan Oil Spill
The Position on 19th February 1996

One more Example

MARPOL Annex IV regulates the discharge of sewage from ships.
Sewage means:
1. Drainage and other wastes from any form of toilets and urinals
2. Drainage from medical premises (dispensary, sickbay etc.) via wash basins, wash tubs, and
Scuppers located in such premises
3. Drainage from spaces containing living animals
4. Other waste waters when mixed with the drainage defined above.
5. Pollution from Garbage from ships.
MARPOL Annex V deals with regulations fire the prevention of pollution by garbage from ships.
Garbage means all kinds of victual, domestic and operational waste excluding fresh fish and parts thereof,
generated during the normal operation of the ship. Disposal of Garbage in the special areas is prohibited
which are, all plastics, including but not limited to synthetic ropes, synthetic fishing nets, plastic garbage
bags, and incinerator ashes from plastic products which may contain toxic or heavy metal residues.
Disposal into sea of food wastes in special areas shall be made, as far as practicable, not less than 12 nm
from the nearest land if comminute or ground to less than 25mm.
Special Areas are:

1. Mediterranean Sea,
2. Baltic Sea,
3. Black Sea,
4. Red Sea,
5. The Gulfs Area,
6. North Sea,
7. Antarctic area-south of latitude 60 degrees south.
8. Wider Caribbean region.
Pollution from Garbage from ships:
MARPOL Annex V deals with regulations for the prevention of pollution by garbage from ships.
Garbage means all kinds of victual, domestic and operational waste excluding fresh fish and parts
thereof, generated during the normal operation of the ship.
Garbage Disposal - outside special areas Within 3 miles of the nearest land & in all Waters You cannot
throw anything at all overboard within 3-12 miles Offshore You cannot throw overboard.
Plastic, Dunn age, lining and packing materials that float. Also the following if not ground-to less than
one inch (25mm).
Paper crockery, rags, metal, glass, food. Within 12-25 miles offshore outside 25 miles offshore
You cannot throw overboard. Plastic, Dunn age, lining and packing materials that float.
You cannot throw plastic overboard

Garbage Management Plan should be maintained. Garbage Record Book shall be filled up by the duty
officer when garbage is disposed at sea including when disposing to the shore reception facility. Master
should obtain receipt from the operator of port reception facilities. The receipt or certificates thus
obtained is to be kept along with the GRB and retained on board for 2 years.
The Master shall sign every page of the GRB.
Control of oil discharge from machinery spaces and oil fuel tanks.
Discharge outside special areas: Any discharge of oil or oily mixtures from ships of 400 tons gross tonnage
and above, other than oil tanker, shall be prohibited except when the following conditions are satisfied:
1. The ship is proceeding en route

2. The oily mixture is processed through an oil filtering equipment (oil content not exceeding 15 ppm
with alarms and automatic stopping arrangement)
An oil tanker of more than 150 gross tonnage can discharge into the sea of oil or oily mixtures when the
tanker is not within special area, she is more than 50 nautical miles from the nearest land, the tanker is
proceeding en route, the instantaneous rate of discharge of oil does not exceed 30 litres per nautical
mile, the total quantity of oil discharged into the sea does not exceed 1/15,000 of the total quantity of
the particular cargo of which the residue formed apart (for existing tankers), and for
New tankers 1/30,000 of the total quantity of the particular cargo of which the residue formed a part and
she has in operation ODMCS.
Control of discharge of oil in special areas.
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnages and above shall be
prohibited except when the following conditions are satisfied:
1. The ship is en route
2. The oily mixture is processed through oily filtering equipment
3. The oil content of the effluent without dilution does not exceed 15 ppm
4. The oily mixture does not originate from cargo pump room bilges on oil tankers,
5. The oily mixture, in case of oil tankers is not mixed with oil, cargo residue
News hips of 400 gross tonnage and above other than oil tankers and in new oil tankers of ISO gross
tonnage and above, no ballast shall be carried in any oil fuel tank. Due to abnormal conditions, render it
necessary to carry ballast water in the fuel tanks which is not clean, such ballast shall be discharged to
shore reception facility. An oil tanker of more than 150 gross tonnage is prohibited from discharging oil
or oily mixture into the sea when she in special areas. Only segregated ballast or clean ballast can be
pumped out in special areas.
Contents of the Oil Record Book (ORB)

Every tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above, other than
oil tanker, shall be provided with an Oil Record Book Part I (Machinery Space Operations). Every
tanker of ISO gross tonnage and above shall also be provided with an Oil Record Book Part II
(Cargo/Ballast Operations).
These ORB's shall be filled up on each occasion on tank to tank basis, if appropriate, whenever any of
the following operations take place on-board the ship. For machinery space operations-
ballasting/cleaning of oil fuel tanks, discharge of dirty ballast or cleaning water from oil fuel tanks,
disposal of oily residues (sludge), and discharge overboard or disposal otherwise of bilge water which
has accumulated in machinery spaces and bunkering of fuel oil/lubricating oil and any other exceptional
occurrences.
For cargo ballast operations-loading of cargo, internal transfer of cargo, unloading of cargo, COW, tank
cleaning, ballasting of cargo tanks (in CBT tankers), discharge of this ballast (CBT tankers), discharge
of slop water, disposal of residues, closing of valves after slop/ballast discharge operations.
The officer or officers responsible for the operation as required above shall sign the ORBI or II, the
moment the operation is completed. Every completed page shall be signed by the Master.
This ORB shall be kept on-board for a period of three years after the last entry was made.
Introduce the contents of Annex VI of MARPOL

MARPOL Annex VI deals with regulations for the prevention of air pollution from ships.
Emissions of Ozone depleting substances are prohibited. Some of these substances are halon 1211,
halon 1301, halon2402, CFC-11, 12, 13 & 14 NOx (Nitrogen oxides) and SO2 (Sulphur Oxides) which
are emitted due to the fuel quality used by ship's engines and generators are also to be regulated to
prevent air pollution. For controlling the emissions to comply with the applicable regulations, quality of
fuel should be kept in check.
Also emission of volatile organic compounds (VOCs) & om tankers is to be regulated in ports or terminals.
However this regulation shall only apply to gas carriers and all tankers which are subject to vapour emission
Control. Since incineration on board also cause's air pollution, following shall be prohibited:
Cargo residues of Annex I, II & III and rebated contaminated packing materials, polychlorinated
biphenyls (PCBs), garbage containing more than traces of heavy metals and refined petroleum products
containing halogen compounds.
IMO type approved incinerator is PYCs (polyvinyl chlorides) otherwise incineration is prohibited.
Person operating incinerator shall be trained and capable of implementing the guidance provided in
the manufacturer's operating manual.
Booms can contain, exclude or deflect oil floating on the surface of the water. Boom size and style
depend on conditions and method of deployment
Extensive effort was required to clean the heavy fuel oil from the shoreline.
WHAT ARE WE LOOKING FORWARD TO……???

CHAPTER 4
OBSERVE SAFE WORKING PRACTICES
As a crew member who joins the ship should familiarize himself with ship in general whereby he will
be able to locate himself on board the ship with respect to his living quarters to start with. He should
walk around the ship with an experienced ship mate who has been on board long enough to explain to
him various compartments spaces from Foxed to Stem. Then thereafter, the Safety Officer/or the Officer
designated for the purpose of familiarization should show his muster station, the lifesaving and
firefighting appliances and its location whilst conducting the tour of the ship as soon as possible. The
same should be entered in the familiarization checklist and logged down. Once the basic familiarization
is over, the ship specific familiarization should be carried out for him. A person who has already been
on-board and familiarized, should be able to locate/operate the equipments which are necessary for his
emergency duties and his normal working duties. He should familiarize not only
With duties but also working precautions and safe procedures for doing the same. He should also be
aware of the limitations of any equipment and ways to overcome the same.
Nature of Shipboard hazards

The hazards that can occur on board are accidents resulting due to carelessness and human errors which
are mainly work related errors where persons may lose life or incapacitate themselves or damage ship's
equipments or the damage the ship herself. This course trains personnel for maintaining accident free
environment and observation of safe working practices.
Groups the equipment provided on board to counter these hazards Use of Personal Protective
Equipments like helmets, gloves, boiler suits, safety shoes, nose masks and goggles etc. other than
SCBA, ELSA, and EEBD, which can help counter these hazards. This also includes walkie-talkies,
which are intrinsically safe, safety torches, appropriate gas detecting monitoring apparatus, for
determining tank atmosphere and proper tools so as to minimize the risks involved in any work creating
a safe environment and inculcating a safety culture is the ultimate aim.
REMEMBER, SAFETY DOUBLE CHECKED-SAFETY DOUBLY ASSURED.

Use and demonstration of PPE

PPE (Personal Protective Equipments) should be used on board at all times. Many accidents on board
are happening due to human error that can be avoided by normally by use of PPEs.
Many times persons consider it as a hindrance to the work forgetting it is the same hindrance, which is
going to protect them if something goes wrong during work. However, clear guidelines in implementing
safety which takes into account the nature of every work along with the safety of the individual carrying
out the same
Will ensure an accident free environment. Safety helmets, goggles, hand gloves, lifebelt, lifeline, safety
shoes, nose masks, etc., are some examples.
Safety helmets protect the head of a person wearing from head injuries caused due to falling items/debris
above the head, striking the head on some overhanging structures overhead or tripping and falling etc.
Nose masks/Goggles help protecting from any foreign materials falling onto the eyes/nose especially
from dust, paint or rust particles,
Hand gloves protect the wearer's hands while engaged in any manual operation. Lifebelt, life vest and
lifeline help when working over side/aloft. The validity period of this belt shall be one year from the
date of first use. It shall be renewed earlier in case of damage. In doubt, this should not be used since
there is going to be dynamic load jerk acting on it in case of Collapse of stage or boson's chair.
A safety shoe protects the feet and toes at all time from injury. One should always wear safety shoes
while carrying out work of any nature except where Gumboots are used.
List of operations that take place on board which can be hazardous. Mooring, unmooring, anchoring,
handling wires and ropes, taking a tug, working aloft, loading, unloading of cargoes, working in
enclosed space entry, tank cleaning, sludge removal, working over side and hot work (including this but
not limited to) are all some of the hazardous operations which take place on-board.
Loading and Unloading Cargoes

Loading and unloading of cargoes is a hazardous operation if not carried out in a proper manner. More so
on-board a tanker if dangerous cargo precautions are not taken. In any case, the nature of the cargo being
loaded is kept in mind when dealing with it. The inherent nature of the cargo plays an important role not
only in stowage but also when handling it. The properties of the cargo are obtained and method of handling
the same is established. Proper securing of the same also is necessary for the voyage to be encountered.
Written procedures should be considered for any emergency, which should take into account the cargo
details. If necessary, if handling procedures are not available, owners/charterers advice should be sought. At
no time, we can have a cargo onboard about which we know nothing. Cargo data sheets/material data sheets
should be displayed in public places for the knowledge of the seafarers. Also in case of any accidental
spilling/contact of dangerous on the body, necessary medical attendance procedures should also be known.
Vessel should be aware of the behaviour of the cargo during its temporary custody under her. Company
procedures and international procedures (like ISGOTT checklist) should be adhered to for prior loading and
discharging cargo. Both loading and unloading should be carried out as per plan and sequence.
Mooring and unmooring

Considerable care is required with the stowage of wires and ropes as well as the maintenance of roller
fairleads, bits, winch drums, brakes and clutches. Ropes and wires should be regularly inspected and
maintained. They should be carefully stowed, preferably off the deck on pallets or the like, and kept away
from moisture, chemicals and other substances, which may harm them. Ropes and wires should be protected
from direct sunlight whether they are stored on deck or on reels or drums. Wire ropes should be treated with
suitable lubricants, which should be worked into the core of the wire to avoid the rope drying out.
When handling wires and ropes, seafarers should wear leather-palmed gloves to prevent hand injuries.
However when taming ropes on drum ends, extreme care should be exercised as gloves could become
entrapped between the rope and the drum.
Ropes and wires should be flaked out on the deck prior to port arrival and arranged to send the bight of
rope. Sufficient personnel should be assigned to the mooring operation and one person should be
designated as winch/windlass driver. While responsible for driving the winch he should remain at the
control station and in close communication with the officer in charge.
All seamen should be aware of the potential hazards and remain in positions of safety whenever
possible. Care should be exercised when throwing heaving lines to avoid hitting people with the
"monkey's fist". It should be remembered that nylon, polyester and polypropylene ropes, unlike natural
fibre ropes, give no audible indication of imminent failure due to overloading. If it appears that ropes
are coming under excessive strain load should be reduced.
When a rope is being run on the drum end, a maximum of three turns should be used and this should be
controlled by one man, with another coiling the rope as it comes off the drum end. When alongside, the
moorings should be constantly monitored and sufficient personnel allocated for tending and adjusting
moorings. This is particularly relevant in tidal waters and on vessels with high loading and discharging
rates. The operation should be well planned and all personnel involved should be familiar with the
proposed sequence of events and what to do in the event of unforeseen circumstances such as adverse
weather condition.
When making fast a tug, it should be remembered that the tug can apply load at any time. Whenever
possible, ships line should be used as the ship has very little control over the condition of the tugs wire
or ropes. In some parts of the world, a tug's rope is generally given to the ship. They will be excellent
condition, but may not always be the case. Many people have sustained serious back and other injuries
during manual lifting or carrying heavy items. These operations have resulted in accidents. Seamanship
practices should be strictly observed.
Before employees are instructed to lift or carry by hand, the employer should ensure that the crew member
risks his health and safety. This should be evaluated and due precaution taken and correct working
methods used. When assessing the risks and considering adequate protection, full account should be
taken not only of the characteristics of the load and the physical effort required but also of the working
environment (ship movement, confined space, high or low, temperature, physical obstacles such as steps
or gangway, etc.) and any other relevant factors (e.g. The age and health of the person, the frequency
and duration of the work etc.).
During manual lifting and carrying, the proper procedure to be followed. As a matter of habit one
should size up the load to be lifted, look for sharp edges, protruding nails or splinters, for greasy or
other surfaces which may be difficult to get off the deck.
The deck or area over which the load is to be moved should be free from obstructions and nut slippery.
A firm and balanced stance should be taken close to the load with legs little apart, not too wide, so that
the lift will be as straight as possible. A crouching position should be adopted, knees bent and back
straight to share that the legs do the work - keeping chin tucked in. The load should be gripped with the
whole of the hand- not fingers only. If there is insufficient room under a heavy load to do this, a piece of
wood should be put underneath first. The size and shape of the load and not goods weight guide
distribution. If this information is not available, a careful trial lift should be made, and if there is any
doubt whether the load can be managed by one-man, help should be provided.
Known Risks:
Lack of sufficient oxygen to support life
Excessive levels of oxygen which increases the danger of fire or explosions
Enclosed space is a space on board the ship which is totally enclosed and not ventilated which has
not been visited for a considerably long period; be it ballast or cargo space having carried oil/chemical/any
cargo or not. This space has a bright chance for having insufficient oxygen to support life. Or has dangerous
gases to prevent the entry. Due to its present state, no enclosed space should be entered without checking it
properly and having complied with laid down company procedures/international rules/regulations.
The space can be entered for any reason; including for normal inspection/for checking
leakages/minor repairs with without involving hot work. The atmosphere in the tank has to be ascertained for
no gas and sufficient oxygen by appropriate gas detectors/indicators. If not, ventilation should be continued
to bring it up to entry limits. Otherwise, tank can only be entered with SCBA on, which will limit the time
frame. Even in normal case of entry into enclosed space ventilation should be continuously on. It shall never
be stopped. Whoever is entering should enter with proper PPE's, safety torches and walkie talkie
(Intrinsically Safe) for communication. The time frame for communication shall be entered in the enclosed
space entry permit and adhered. There shall be a person kept standby on top of the tank/space for emergency.
SCBA, ELSAEEBD shall be kept standby on top for any eventual emergency. Communication shall be
established with the bridge informing the time of entry.
If entry into the tank with SCBA, bottle pressure should be noted down. Nobody to enter alone
inside an enclosed space. There shall be a heaving line kept standby on top for lowering picking up things.
Since any particular pocket of the tank can have some dangerous gases and since many accidents have
happened in the past in enclosed spaces, care should be taken to enter or exit safely. Only by following safe
procedures, a safe operation can be conducted. Before entering an enclosed space, Entry permit shall be
signed by the team leader of the group entering the space, responsible person entering the tank and the
Master. No permit is valid for more than 24 hours. Again the permit shall not be continued for the next day
even if less than 24 hours. The entry shall be abandoned if unable to meet the requirements of the permit or
should the conditions necessitate an evacuation because of violation, If the ventilation cannot be continued,
the persons already inside the tank should retreat.
How to work
Hot work is an involvement of a spark whether welding or cutting. This is a dangerous work, which
should be taken up with extreme caution, particularly onboard a tanker. However, it is not that this hot
work is never being done onboard, only thing is that precautions are to be observed for safe operation of
the same. Before doing any hot work, the location is searched thoroughly for breaking any formation of
fire triangle. Also, adjacent spaces are checked for any containment of
Flammable atmosphere or any loose materials, which can cause fire when hot work is on. All
fire safety measures are taken including keeping the fire hose and fire extinguisher ready before starting
the work. Hot work permit is obtained prior commencement of any hot work and the check list is filled
up and signed by responsible officer. Generally, only on board tankers the hot work is not allowed on
deck. It can be done in engine room workshop and in engine room with the permission of Chief
Engineer. Hot work in any other place needs to get the company's permission. The permit is issued to
the ship once all the checklists of the hot work are complied with. Master is responsible for overall
safety.
The necessary hot work checklist can be seen from ISGOTT. This permit is to be kept near the
place of work so that persons are aware of its validity. Hot work permit is issued only during the
working hours and should not be used on different dates, Every time different hot work permit has to be
sought. Before doing hot work, it is better to call for a meeting among the involved team explaining that
the effectiveness of the work depends on the safety of everyone and following safe procedure. Once the
work is completed, all the items should be withdrawn and the person who is supervising the work
should sign the withdrawal of hot work items in the permit and keep it as a reference for the future.
Working aloft
Working aloft means having to work above some deck level high up in the air, say on the funnel or mast or
bridge front. This work does not expose the worker to the sea, However he has to take adequate precautions
from falling on deck and injuring/dying. The work should be planned and necessary equipments are rigged
(say bosun's chair/stage). Persons who are going to work sitting on the above equipment should wear PPE's
and life line/belt with harness secured to a strong point. So, in case even if the stage/bosun's chair loses its
balance, the person can still cling onto the lifebelt. The stage/chair is always tended by proper gantlines tied
to it. Persons who are attending to adjust the height, should do it slowly/gradually and not suddenly. A
heaving line also kept standby for picking up/lowering equipments for intended task for those doing the job.
This work shall not be carried out without proper inspection by the officer concerned and Master's approval.
The permit shall be signed and the workers' signatures obtained and filed.
Engine Room Watch keeping and maintenance
Normally a senior engineer officer will be in charge with a junior engineer and one or more ratings to
assist him during the watch. All the watch keepers must be familiar with their duties safety, and survival
equipments. They should also have knowledge of firefighting equipments with respect to location and
operation. They should able to distinguish between the different types of alarms and the actions to be
taken for the same. They must understand the different communication systems and know how to
muster assistance in case of dire necessities. They must also be knowledgeable about the various escape
routes from engine room.
At the beginning of the watch, a good round must be taken around the entire engine room and related
areas like the steering flat, the refrigeration compartments and the air conditioning compartments. The
current operation parameters must be checked with the entries in the engine room logbook during the
last watch. The watch keepers should check and find out if there are any special or standing instructions
from the chief engineer regarding any particular machinery or work in progress. The levels of the tanks
containing fuel, water, slops and ballast should be noted and the level of bilge at various engine room
sides should be noted. The operating mode of the equipments and the state of readiness of available
standby equipments must be checked.
At appropriate time intervals inspection should be made of the main propulsion plant, auxiliary
machinery, purifier spaces, compressor parts, the shaft tunnel if any, and steering gear compartments. Any
routine adjustments can be made. Malfunction or breakdown should be noted, reported and corrected. All the
pipelines and the systems must be checked for leaks and local indicating instruments should be frequently
checked. Bridge orders must be promptly carried out and record any changes in speed or direction should be
noted. Any breakdowns or holdups that could affect stability or navigation should be brought to the notice of
the bridge with the Master and the Chief Engineer informed. Immediately
During the watch, a log or record will be made of all the operating parameters of pressures,
temperatures, RPM, voltage, current etc., of the Main, the Auxiliary and ancillary equipments. Fuel
consumption, available bunker quantities, lubricating oil tank levels, consumption of various types of
lube oil, etc must be recorded. A gradual fall in levels can be accepted but any abrupt either fall in level
or increase in level must be investigated to see if there is any leakages from the system to the
atmosphere or from the atmosphere into the system. The engine exhaust temperatures should read fairly
uniform. Various pressures and temperatures values for cooling water and lubricating oil should be near
the maker's recommendation. Any abnormal variation must be investigated and corrective action should
be taken. Aux equipments like the generator, the fresh water generator, the boiler and the purifiers must
be given due importance. Air compressors and air bottles must also be checked frequently and drained
of water and oil. The boiler water level, the boiler pressure, the condenser, the feed tank, the feed pumps
also should be given due importance. Any leakages should be stopped immediately. The running hours
of the various machineries must also be progressively recorded as this determines the next overhaul
activity. The water from the settling tanks and the service tanks must be drained regularly. Soot
Blowing of the boiler should be done after informing the bridge to determine if the direction of the wind
flow is favourable.
Good housekeeping is very essential for the upkeep and maintenance of the engine room. Leaks of
anything like fuel, diesel, lube oil, water, and seawater steam should be avoided as they fill up the bilges.
The bilges must be kept low and the oily water separator should be utilized for lowering the bilges and
for pumping out. At no time, not even a drop of oil, should be pumped overboard either intentionally or
inadvertently. The trash and the rubbish like oil soaked rags or cotton wastes must be segregated in
different coloured bins with lids and burnt through the incinerator. The emergency equipments like the
emergency generator, the emergency compressor, the emergency fire pump; etc should be frequently
tried out and kept in a state of readiness.
CHAPTER 5
UNDERSTAND ORDERS AND BE UNDERSTOOD IN RELATION TO SHIPBOARD DUTIES
Fundamentals of communication
No group or industry can exist without communication. The communication is transference of meaning
among its members. It is only through transmitting meaning from one person to another that information
and ideas can be conveyed. Communication however is more than merely imparting meaning. It
must be understood as well. An idea no matter how great is useless until it is transmitted by one
person and is understood by others.
Thus, Communication = Transference + understanding of meaning. Thus, in practice effective
communication is a basic pre-requisite for the attainment of organization goal. The process of
communications involves
1. Sender 2. Receiver 3. Feedback 4. Media of communication The process of communication can
take two different forms.
1. One-way communication Restrict the individual involvement by only allowing one person to
transmit all the information and thus, placing the other person at receiving ends.
2. Two-way communication
Allow both the sender and receiver to get actively involved in the communication Types of communication
1. Verbal communication 3. Written communication 2. Non-verbal communication 4.
Audiovisual communication
2. Methods of Communication
The channels of communication define the network by which information flows.

The different channels are as follows:
A. Wheel Pattern Cantering- Transmitter:
B. Chain Pattern Outer rings-receivers
This pattern follows rigidly the chain of command. Here, one individual makes decisions but
information is passed from one employee through another until all are informed. Like this pattern
follows rigidly the chain of command. Here, decisions are made by one individual wheel pattern,
this channel is also relatively fast in transmitting information but at the same time it affects job
satisfaction negatively.
C. Circle Pattern
Allows equal opportunity for everyone to communicate. Information flow is much stronger and
decisions making is typically de-centralized. Disadvantage - because the flow is slow messages may
eventually become distorted.
D. All Channels
Allows everyone to communicate with everyone else. Feedback is maximized, communication is more
accurate. Employees typically experience high levels of satisfaction.
Barriers in communication
Due to improper channels of communication a sender might manipulate information so that the
receiver may see it favourably. This process is called filtering and is a major barrier to effective
communication. This can also happen due to language problem when more nationalities are involved.
Emergency Station Muster List:

The Emergency Station Muster List should be conspicuously posted on the ship. The list should indicate
emergency instructions for each crewmember.
These instructions should describe:
The allocated muster station for abandon ship and survival craft station
The allocated muster station known as Emergency station and Action, if any, to be taken on hearing
such signals
ABANDON SHIP MUSTER LIST

Lifeboat station no 1 Duties Lifeboat station no.2 Duties
Name Rank Name Rank
Master Bridge over Ch.officer In charge
all in charge
Second officer In charge Third officer Assist in
charge
Cadet 1 Bridge Cadet 2 Life raft 2
IIC
Chief Eng Lifeboat Second Eng. Lifeboat
engine in engine in
charge charge
Third Eng Life raft IIIC Fourth Eng Life raft 1
I/C
Electrical Embarkation Fifth Eng Embarkation
Officer light light
Bosun Embarkation P'man Embarkation
Ladder Ladder
Lowerer Lowerer
NB1 Bowman AIB3 Bowman
INB2 Stern sheet MIM2 Stern sheet
MIM 1 Ford gripe ΜΙΜ3 Ford gripe
O/S 1 Aft gripe O/S 1 Aft gripe
Chief Cook Provision / A.S. Provision /
blanket blanket
EMERGENCY STATION EMERGENCY STATION MUSTER LIST

Emergency Signal of 7 or more short blasts followed by a prolonged blast on ship's emergency
electric bell / whistle and siren.
Muster Point: Boat deck starboard side
Alternate Muster Point: Boat deck port side
Substitute for Key persons: Master-Chief Officer
(if disabled) C/Off---2nd Off
2/Off---3rd Off
C/E/O---2/E/O
2/E/O---3/E/O
Alternate person for communication - 3rd Off.
Combating the Emergency, Reporting the authorities
COMMAND TEAM DUTIES

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

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

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

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

These emergency alarm systems differ from the alarm signals used during emergencies to
summon people to their muster stations that have already been discussed earlier in this book.
These emergency alarm systems are strategically positioned all over the ship with control panel
positioned in places such as engine room, bridge, engine control room, radio room, cargo control room
etc, to indicate malfunctioning of various equipment/machinery, equipped onboard a ship. These
control panels indicate the equipment that is malfunctioning with their relevant position. These
indications enable the relevant technical personnel to attend to it immediately.
A fire alarm system control panel indicates the position or the compartment in which fire has broken
out. These are also inter-connected with the general electric bell system which detects fire whenever it
breaks out.
CHAPTER 6
EFFECTIVE HUMAN RELATIONSHIPS ON-BOARD SHIP
INTERPERSONAL RELATIONSHIPS
How to Develop Good Relations with Your Colleagues

1. Practice Courtesy at all times.
2. Be a positive influence to your colleagues
3. Respect people for what they are
4. Co-operate and offer a helping hand.
5. Avoid behaviours that are destructive to good interpersonal relationships,
6. Give recognition and emotional support
7. be diplomatic
8. Respect group standards and expectations,
9. Don't take undue credit
10. A void unholy alliances or coalition
11. Express interest in your colleagues
12. Focus on the positive,
What do people value?

• Family
• Friendship & Relationship
• Work career
• Financial and personal growth
• Appreciation.
Attitudes:
If we decide to have Negative Attitudes, then we are responsible for the results of our attitudes. If we
decide to have positive and supportive attitudes towards ourselves, our work and our jobs, then we are
in a position to enjoy the rewards of such attitudes.
Negative Thoughts/Action
Angry, Lazy, Critical, Careless, Egotistical Stressful, Greedy, Dishonest etc. If they become habitual,
they result in the breakdown of physical health and eventual external failure.
Positive Thoughts Actions:

Enthusiastic, Respectful, Harmonious, Tolerant, Honest, Happy, Understanding, Patience.
People Fear Each Other:
1. Because they don't know each other

2. Because they have not properly communicated with each
other, Team Building
Elements involved in Team Building

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

The qualities of a good team member may be listed as follows:
1. Good judgment, common sense, rationality, logic and a positive attitude
2. Ability to plan and organize
3. Responsible
4. Calm but alert
5. Dedicated, honest and loyal
6. Ability to direct and control
7. Good in communication
8. Co-operative
9. Good interpersonal relationships/teamwork and
10. Good technical/professional knowledge/competence
Team Work
Every officer should see his subordinates as a team of which he is the team leader. Every officer has the
professional responsibility of striving to obtain the maximum performance from his team. A high-
performance leader applies the following basic principles of human relations to gain respect and
motivate performance:
• He is supportive, friendly and helpful (not critical, hostile or remote)
• He shows confidence in his subordinates, which leads both leader and subordinate to have
high expectations of their performance
• He sees that subordinates are well trained; whenever possible he helps them to get promoted.
• He periodically assesses carry proficiency and coaches and assists personnel whose performance
is below standard.
• He is a leader who develops his subordinates into a working team with high group loyalty.
• He achieves this by using participation and other group leadership practices.
Two keys to become a high performance leader are:

• Recognizing that information includes knowledge of opportunities to develop human resources.
• That instruction is preferred to directing. The question' what motivates personnel to work
effectively?" is tied to job satisfaction. Designing a management strategy to enhance
performance means considering the extent to which the jobs provide opportunities for
meaningful achievement, recognition and advancement. Enjoyments of the work itself, as well
as the existence of opportunities to assume greater responsibility are key factors related to job
satisfaction. Thus, effective leadership involves motivating individuals to work cooperatively as
a group.
Rights and obligations of crew & employment condition etc.

Every crewmember who joins the ship has certain rights and duties to perform on board. All his rights,
duties and the terms of employment are as per the articles of the agreement (AOA), CBA. He is duty
bound to carry out all the works, which are assigned to him by his superiors. His salary, food and living
accommodation are as per the International Rules and as mentioned in AOA. He cannot refuse his
contractual obligation to serve onboard the ship. If he is not satisfied and he is having any grievance the
same shall be passed onto the senior member of the crew and in turn to the Chief Officer and to the
Master. The Master after verification and holding proper investigation should do the needful if the
grievances are in order, if it turns out to be incompetence of the member concerned, he should advise
him to correct himself with a verbal warning. A proper procedure shall be followed after this verbal
warning followed by a written one. Any crew member shall not be dismissed unless it is so serious that
there is no time for above procedure. The master
The AOA is between the employer/employer's agent and the seafarer. It subject to the condition that the
seafarer will serve in capacity/rank On wages as indicated with other terms of employment and service
conditions as per the relevant collective bargaining agreement (CBA) sector-wise as applicable. This
agreement shall be for serving in the area and for the period as agreed in applicable CBA into the date
of the first signature in this agreement. A copy of AOA is forwarded to the Shipping Master.
CHAPTER 7
UNDERSTAND AND TAKE NECESSARY ACTIONS TO CONTROL FATIGUE
Drug and Alcohol Abuse Screening Program Guidelines

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

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

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

1. Personal hygiene
2. Injuries involving sharp objects
3. Galley cleanliness
4. Refrigerated spaces
5. Isolating galley equipment
All ships personnel should take particular care when cleaning themselves to prevent dermatitis
and skin infections. The use of specialist hand cleaners should be actively encouraged. This is
particularly the case with catering staff working in galleys, mess rooms, saloons, and pantries. Hands
and fingernails must be cleaned prior to the handling or preparation of foodstuffs. This is especially
important after visiting toilets, handling galley waste, and garbage, Cleaning and handling cooked
foods. All catering staff should wear the correct personal safety equipment and such equipment and
clothing should be maintained in a clean and tidy condition. Utensil cleanliness is imperative. Cracked
or damaged china wear should be destroyed.
Personnel working in catering areas should wear anti-slip steel toe capped boots and never use
slippers, sandals, training shoes etc. All spills must be cleared up immediately.
Another area in which many injuries occur is refrigerated spaces. These spaces should be well
lit, fitted with duckboards on the deck and personnel alarms. Doors should be secures open during stn
ring and the in-room door release mechanisms tested regularly. Refrigerant leakage detectors should be
fitted or personnel entering refrigerated spaces should be issued with portable detectors. Items stored in
fridge should be secured to avoid injury in heavy weather; frozen meat for example, can be very heavy.
Persons entering refrigerated spaces should wear suitable thermal clothing including gloves, hats and
thermal suits to prevent frostbite and exposure to extreme cold and should advise a responsible officer
prior to entering a refrigerated space.
In the galley there is always a serious risk of burns, scalds and other injuries, and this is a
problem that can be exaggerated when the vessel is riding in a seaway. Range bars, or fiddles as they
are often known, should be fitted on galley to safe levels. Extreme care should be taken when removing
large dishes and similar heavy items from hot ovens tidy. All galley equipment galley ranges, bakers
ovens, deep fat fryers, toasters and similar appliances should all be isolated at the end of each working
day. High standards of personal hygiene for all ship's staff should be maintained and all clothing should
be regularly washed. The use of oil soaked boiler suits and similar working clothes should be avoided.
When washing clothing ensure all soap is washed out thoroughly rinsed. Infections/diseases such as
ringworm dermatitis and "dhobi rash" can result if this simple step is not taken.
DRUGS
Any seafarer who has used drugs other than on approved medical grounds or been involved in the
possession or distribution of drugs will be subject to company disciplinary procedures & liable to
summary dismissal from employment.
This sanction will be applied if an offence is committed while the seafarers are employed. Whether on
or off a crew agreement on board or ashore. In most countries drug abuse is regarded as a very serious
offence. In some, the penalty is death, in others a long prison sentence. The presence of drugs on board
can also lead to detention of the ship an heavy fines.
So don't be tempted by drugs. They can lead to ill health and death, cause accidents and cost you your
job and career.
DRUGS THAT YOU SHOULD KNOW
It is estimated that there are in excess of 10,000 regular abuses of “hard drugs” such as heroin and
cocaine in the UK. There are also many thousands of other abusers of the so-called: soft drugs lide
cannabis and amphetamines.
Drug user comes from every social group & every type of background. Abuse of any drug can lead to
addiction & overdoses of “hard drug” can lead to death. Intravenous drug abuse is also well recognized
as a source of transmission of the Hepatitis B and AIDS viruses. Contrary to widely held belief there are
no safe drugs. They can all lead to physical and mental deterioration, affect behavior adversely and
impair the ability to work.
This can jeopardize personal safety, the safety of the others, the ship & the environment.
The most commonly abused drugs are:
DEPRESSANTS
Depress the central nervous system.
Opioids: heroin (II, smack, junk), morphine, codeine, opium, methadone, path dine. Cannabis (grass,
pot, weed, hash, dope, joint, refer) Barbiturates (downers, barbs). Tranquillizers (tranks); Valium,
Librium
STIMULANTS
Stimulate the central nervous system.
Cocaine (coke, snow, crack). Amphetamines (speed, uppers, whizz, blues, sulpha)
HALLUCINOGENS
Alter moods and perception.
Lysergic acid diethylamide (LSD, acid) Magic mushrooms.
SOLVENTS
Alter moods and perception
Solvents of glue, paint, nail varnish remover, dry cleaning fluids etc.
SAFETY THINKING & ACCIDENT PREVENTION ON BOARD

International Measures Covering Accident Protection & Occupational Hazards:
On all the international hazards dealing with maritime safety, the most important is the international.
Convention for safety of life at life at sea. (SOLAS). It is also one of the oldest, versions having been
adopted in 1914. The incident which led to this convention was sinking of Titanic on her voyage when
more than 1500 passengers & crew died. It lays down rules regarding construction, life saving
appliances, communication, carriage of grains & dangerous goods. MARPOL 73/78 deals with
protection of Marine Environment due to oil discharges, noxious substances, sewage & garbage from
ships. Collision regulation of 1972 (COLREGS) contain mandatory rules to be observes by ships when
navigating in the seaway and have contributed immensely in the prevention of accidents due to
collisions.
STCW’95 Convention is also aimed at furthering the cause of safety on board by laying down minimum
standards of competence for the seafarers in the prevention of fatigue accidents by setting out minimum
rest periods. Load line rules of 1966 establish the minimum free board requirements so that the sea
worthiness of the ship maintained in all condition of loading.
Monitoring of the requirements of the conventions is carried out by post State Control inspectors who
have the authority to detain un seaworthy or unsafe ships due to construction or manning deficiencies.
Dock regulation of the individual countries, code of safe working practice for merchant seaman (UK),
M-Notices, international health regulation & other ILO regulations covering crew safety have
also contributed to minimizing the occupational hazards on board. In addition to the international
measures, the companies have their own safety / health requirements, which are covered in their safety,
drug & alcohol & operational manuals.
IMO has instituted safety management code (ISM code) for safe operation of ships and pollution
prevention. Its objective is to prevent human injury or loss of life, to avoid damage to the environment
& to the property. This is ensured by requiring the shipping companies to provide safe working
practices & environment, establish safe guard against all identified risks & continuously improve safety
management skills of personnel for emergencies.
INTERNATIONAL SAFETY MANAGEMENT CODE (I.S.M. CODE)

The International Safety Management Code (I.S.M.Code) for the safe operation of ships & pollution
prevention was established by IMO in 1993, which can be termed as the marine Equivalent to ISO
9000.
Purpose:
• To provide an International Standard for the safe management & operation of ships & for
pollution prevention.
• Ensure safety at sea, prevention of human injury or loss of life & avoidance of damaging the
environment, particularly the marine environment & to property.
• To take account & to follow the mandatory rule & regulations recommended by organization,
administration, classification societies & marine industry.
ACCIDENT PREVENTION ON BOARD

1. Seafarers should participate in ensuring safe working conditions & should be encouraged to
express view on working procedures.
2. Seafarers should have the right to remove themselves from dangerous situation or operation
when there is an eminent & serious danger to their safety & health.
3. Should co-operate with the ship owners.
4. Use and take care of protective clothing / equipment their disposal
5. Participate in safety and health meeting
6. Seafarer should not operate or interfere with equipment, which they are not authorized
7. Orders should be given and taken clearly and understood.
CAUSES OF ACCIDENT
Avoidable Causes:
§ Carelessness - Lack of proper attitude
§ Unawareness - Lack of instructions
§ Ignorance - Lack of onboard training
§ Fatigue - Lack of sleep, rest
§ Machinery failure - Mostly is avoidable through routine inspection & prevention maintenance
Unavoidable Causes:
§ ACT OF GOD - Lightening, bad weather etc.
§ Lack of Control of Operation:
a) Unsafe actions:
1) Procedures not followed, 2) Shortcuts taken, 3) Poor attitude
b) Productivity only concerned
1) Too busy for safety, 2) Safety only in words, 3) Safety during stock period only.
c) Inadequate onboard training
1) Poor or incomplete instructions, 2) Insufficient written procedures, 3) No job safety
analysis
d) Poor work environment
1) Unsafe conditions, 2) Inadequate & improper tools/equipments, 3) Poor house
keeping, 4) Inadequate rust, vapor, noise control
COMMON CAUSES OF INJURY:

a. Striking against or being struck by object.
b. Caught in, on or to between objects.
c. Falling at the same level or to a different level.
d. Contact with cold and hot object.
e. Inhaling / absorbing through the skin / swallowing.
f. Over exertion while lifting / pulling / pushing.
TECHNIQUE FOR PREVENTION ACCIDENTS

a. Determine the cause of all accidents.
b. Investigate (loss or injury) all accidents.
c. Investigate crew member complaints / grievances.
d. Follow safety suggestions
e. Review work procedures
f. Perform job safety analysis on hazardous job.
CHAPTER 8
MARITIME LABOUR CONVENTION (MLC 2006)
The relevant extracts of the MLC 2006 are given below:-

Regulation 2.3 – Hours of work and hours of rest
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. 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.
b) Minimum hours of rest shall not be less than:-
i. Ten hours in 24-hour period; and
ii. 77 hours in any seven-day period.
3. 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.
4. Masters, fire-fighting and lifeboat drills, and drills prescribed by national laws and regulation and by
international instruments, shall be conducted in a manner that minimizes the disturbance of rest periods
and does not induce fatigue.
5. 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 all-outs to work.
6. 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 4 or 5 of this Standard are inadequate, the
competent authority shall determine such provisions to ensure the seafarer concerned
have sufficient rest.
7. 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 or the minimum hours of rest required by national laws or regulation or
applicable collective agreements.
8. The table referred to in paragraph 7 of this standard shall be established in a standardized format in
the working language or languages of the ship and in English.
9. Each Member shall require that records of seafarer’s daily hours of work or of their daily hours, of
rest be maintained to allow monitoring of compliance with paragraphs 2 to 7 inclusive of this Standard.
The seafarer 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.
10. 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 seafarer who have performed
work in as scheduled rest period are provided with an adequate period of rest.
So what is the new convention all about?

§ It provides comprehensive set of Mandatory standards for seafarers employment conditions and
rights.
§ It clarifies employers responsibilities.
§ It enables fair competition within the industry by establishing minimum labour standards.
§ These core rights and principles are:
§ Included in the Articles of the convention underpinned by a code.
§ Divided into five sections called ‘Titles’.

§ Each Title in turn contains relevant Regulations, Standards and Guidelines which describe in
details how the convention must be implemented.
§ Title 1: Minimum requirements for seafarers to work on a ship.
§ Title 2: Conditions of employment.
§ Title 3: Accommodation, recreation facilities, food and catering.
§ Title 4: Health protection, medical care, welfare and social security protection.
§ Title 5: Compliance and enforcement – designing in compliance, design and
construction costs – substantial equivalence.
Title 1: Minimum requirements for seafarers to work on a ship.

1.1 Minimum age
• The employment, engagement or work on board a ship of any person under the age of 16 shall be
prohibited.
• Seafarers of less than 18 years of age shall not be engaged in Night work. Seafarers of less than 18
years of age are prohibited from being engaged in any work which is likely to jeopardize their health
or safety.
1.2 Medical Certification

• Prior to beginning work on a ship, seafarers must hold a valid medical fitness certificate for the Flag
of the vessel to be joined attesting that they are medically fit to perform the duties they are to carry
out at sea. Medical fitness certificates will be issued by medical practitioners recognized by the Flag
State.
• Medical certificate shall be provided in English in a format prescribed by the Flag State or in the
absence of such the ILO format may be used.
• Medical certificates shall be in a format and criteria prescribed under ILO/WHO/MLC2006
guidelines for conducting pre-sea and periodical medical fitness examinations for seafarers.
• Medical certificates shall be valid for a period of not more than 2 years. In the event of the seafarer
being under the age of 18 years, such a medical certificate shall not be valid for more than 1 year.
Certification of colour vision shall be valid for a maximum period of six years
1.3 Qualification of Seafarer

• Seafarers recruited or placed shall not work on a ship unless they are trained or certified as
competent or otherwise found qualified to perform their duties. Seafarers shall hold the
documents necessary for the job concerned.
Title 2: Condition of Employment

2.1 Seafarer’s employment agreement
• The seafarer’s employment agreement shall be issued to all new employees upon
commencement of employment. All criteria relevant to the applicable MLC standard A 2.1,
shall be included in the letter of offer which in all cases shall contain the following particulars:
• The seafarer’s full name, date of birth or age, and birthplace;
• The ship owner’s name and address;
• The place where and date when the seafarers’ employment agreement is entered into;
• The capacity in which the seafarer is to be employed;
• The amount of the seafarer’s wages or, where applicable, the formula used for calculating them;
• The amount of paid annual leave or, where applicable, the formula used for calculating it;
• The termination of the agreement and the conditions thereof, including:
• If the agreement has been made for an indefinite period, the conditions entitling either party to
terminate it, as well as the required notice period, which shall not be less for the ship-owner than
for the seafarer;
• If the agreement has been made for a definite period, the date fixed for its expiry; and
• If the agreement has been made for a voyage, the port of destination and the time which has to
expire after arrival before the seafarer should be discharged;
• The health and social security protection benefits to be provided to the seafarer by the ship-
owner;
• The seafarer’s entitlement to repatriation;
• The employment agreement shall be signed by both seafarer and ship owner or his
representative (i.e. In the case of EA/CBA/EBA, the Union Representative and/or delegate of
the company). Each party shall maintain one original signed employment contract. The signed
CBA/EA/EBA shall be available to the seafarer on board and shall be available in English
(except on ships engaged in domestic trade) and be kept available for PSC inspection.
• In reference to a signed Seafarers Employment Agreements (EA/CBA/EBA) all seafarers or
their representative, shall be given an opportunity to examine and seek advice on the agreement
before signing. By the Seafarer signing or their representative signing of their behalf, the
seafarer acknowledges that they have freely entered into such agreement, with a sufficient
understanding of their rights and responsibilities.
2.2 Payment of wages
• Shall ensure that a the seafarer is given a monthly statement of payments due, amounts paid,
including wages, additional payments and rate of exchange used in a currency different from the
one agreed to. Payments shall be made at no greater than monthly intervals.
• Master shall prepare the monthly account of wages with the deduction to be presented to the
seafarer. Seafarer shall request for part or entire wages to be sent ashore by means of an
allotment.
• No deduction shall me made for retaining employment.
• Seafarers shall be able to transmit all or part of their earnings to their families by bank transfers.
2.3 Hours of work or rest
• Hours of work and rest are regulated by the Master.
• Max hours of work and min hours of rest are defined. Max hours of work 14 hrs in any 24 hour
period. 72 hours in a 7 day period. Min hours of rest are 10 hrs in a 24 hour period and 77
hours a week. Hours of rest may be divided in to no more than 2 periods of which one shall be
at least 6 hours and intervals between 2 consecutive rest periods shall not exceed 14 hrs.
• Any drills required to be conducted shall be undertaken to minimize disturbance to rest periods.
• Shipboard working arrangement shall be posted in an easily accessible position which contains a
schedule for service at sea and service in port and the maximum hours of work or the minimum
hours of rest.
2.4 Entitlement to leave
• All full-time employees are entitled to paid annual leave for each completed year of service and
part-time employees have a pro-rata entitlement.
• The amount of paid annual leave or, where applicable, the formula used for calculating it.
2.5 Repatriation
Seafarer’s are entitled to repatriation at no cost to themselves in the following circumstances
(a) if the seafarers’ employment agreement expires while they are abroad;
(b) when the seafarers’ employment agreement is terminated:
(i) by the shipowner; or
(ii) by the seafarer for justified reasons; and also
(c) when the seafarers are no longer able to carry out their duties under their employment
agreement or cannot be expected to carry them out in the specific circumstances.
2.6 Seafarer compensation for the ship loss or foundering

• In case of Ship Wreck, Foundering or sale of ship, the crew managers are obliged to repatriate
all the crew according to the CBA/EA from the vessel to the nearest International Airport.
• In case of ship loss or foundering each seafarer shall be paid an indemnity towards
unemployment resulting out of such loss. Such an indemnity payable shall commence from the
day of the loss, but limited to 2 basic months wages. The wages payable will be as per the same
rate as payable under the employment agreement.
2.7 Manning levels for the ship
• Ships manning shall be such that the number of seafarer employed on board are sufficient to
ensure that’s the ships are operated safely, efficiently with due regard to security under all
conditions, taking into account concerns about seafarer fatigue and the particular nature of the
voyage in accordance with the minimum safe manning document.
2.8 Career & skill development & opportunities for seafarer’s employment
Career and skill development and opportunities for seafarers employment.
Title 3: Accommodation, recreational facilities, food and catering.

3.1 Accommodation and On-board recreational facilities.
• With the entry into force of the Maritime Labour Convention 2006 all new ships (that is ships
that have the keel laid after entry into force) and flagged to a ratifying state must be built in
accordance with the requirements in the new convention.
• Circumstances permitting, the Master should make regular inspections of the vessel. These
inspections should include the mess rooms and the galley, storerooms and refrigerated stores,
communal washrooms and toilets. Once a month the Master, and department heads must
conduct a formal inspection of the vessel to ensure that the seafarer’s accommodation is clean,
decently habitable and maintained in a good state of repair. This must be recorded in the Official
Log Book.
3.2 Food and catering.
• Seafarers are provided meals free of charge.
• Ships catering staff are trained, qualified and found competent for the position in accordance
with requirements set out in the laws and flag state regulations. Catering staff shall 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
• No seafarer under the age of 18 shall be employed or engaged or work as a ship’s cook.
• Qualification requirements for Cooks:
• Served at sea for a minimum period of 6 months.
• Passed an examination or equivalent examination at an approved training course for cooks.
• On ships operating with a prescribed manning of less than ten which, by virtue of the size of the
crew or the trading pattern, may not be required by the competent authority to carry a fully
qualified cook, anyone processing food in the galley shall be trained or instructed in areas
including food and personal hygiene as well as handling and storage of food on board ship.
• No seafarer under the age of 18 shall be employed or engaged or work as a ship’s cook.
Title 4: Health protection, medical care, welfare and social security protection
4.1 Medical care on-board ship and ashore
• Seafarers are covered under P&I for medical care whilst they are on board. When on leave they
are covered under a comprehensive medical insurance.
• Medical care as defined above includes:
• Medical care on board ships, ships shall be equipped with a medical chest, medical equipment
and medical guide. Ships that do have a qualified doctor, one of the seafarer shall be assigned
the duty of being in charge of medical care and administer medicines. He/she shall be trained in
accordance with STCW convention as amended. Such persons shall undergo a refresher course
every 5 years.
• Seafarer shall have the right to visit a qualified medical doctor or dentist during port calls, where
practicable. Such visits and medical care shall be provided to the seafarer free of cost.
• Company shall ensure by a prearranged system that medical advice by radio or satellite
communication to ships at sea, including specialist advice, is available 24 hours a day.
• Medical chest should be inspected at regular intervals not exceeding 12 months, by competent
authority.
4.2 Ship owner’s liability

• Ship-owners shall be liable to bear the costs for seafarers working on their ships in respect of
sickness and injury of the seafarers occurring between the date of commencing duty and the date
upon which they are deemed duly repatriated, or arising from their employment between those
dates;
• Ship-owners shall provide financial security to assure compensation in the event of the death or
long-term disability of seafarers due to an occupational injury, illness or hazard, as set out in
national law, the seafarers’ employment agreement or collective agreement;
• Ship owners shall be liable to defray the expense of medical care, including medical treatment
and the supply of the necessary medicines and therapeutic appliances, and board and lodging
away from home until the sick or injured seafarer has recovered, or until the sickness or
incapacity has been declared of a permanent character.
• Ship-owners shall be liable to pay the cost of burial expenses in the case of death occurring on
board or ashore during the period of engagement.
4.3 Health and safety protection and accident prevention
• Not Applicable. No procedure/system required, but guidelines given by the flag state should be
available onboard. Flag specific requirements to be verified.
• Flag States can implement different requirements and those may be more detailed when it comes
to how to handle health and safety aspects.
4.4 Access to shore-based welfare facilities
• Where such facilities exist, access shall be granted.
• NA to ship owner.
4.5 Social security
• Ship owner shall ensure that the seafarer is protected for medical care, sickness benefit,
unemployment benefit, old age benefit, employment injury benefit, family benefit, maternity
benefit, invalidity benefit and survivor benefit. Social Security policies shall be in accordance
with the applicable flag state requirements of the vessel.
• Flag specific requirements are to be followed.
MLC 2006 Complaint Procedure

These complaint procedures should be provided to the seafarer along with a copy of their seafarer’s
employment agreement before joining a vessel. Seafarers shall have the right to the following:
To Lodge a complaint with their head of department and to have that complaint investigated providing
the grievance is associated with a breach of the seafarer’s rights under the Maritime Labour Convention.
• The seafarer will not be subject to any kind of victimization for lodging a complaint.
• To be accompanied by a representative of their choosing and/or represented by a designated
labour organization which is party to a labour contract entered into by the seafarer.
• To file a complaint directly to the Master and where they consider it necessary, the Ship
Manager or their designee for conciliation.
• To file a complaint to an external authority such as; respective Flag State Administration
representative, Port State Control official, Seafarer labour organization or a seafarer welfare
assistance service.
• Be provided with a record of the complaint and associated conclusions.
• If the head of department cannot resolve the grievance within five (5) days then the seafarer may
wish to refer the complaint to the master who should handle the matter personally.
• In accordance with respective Flag State Administration guidelines specific to complaint
procedures, company shall ensure:
• Relevant contact information is displayed for the Office of the Flag State Administrator,
Competent
• Authority of the seafarer’s country of residence and the name of the person(s) on board ship
who can, on a confidential basis, provide seafarers with impartial advice on their complaint and
assist them in following the complaint procedures. This information shall be displayed in a
prominent location onboard the vessel.
• Ensure any complaints are resolved at the lowest possible level but where necessary are elevated
to the next level and investigated to the appropriate degree.
Masters Responsibilities;
Should a complaint reach the level of the Master, the Master shall;
• Conduct an investigation or inquiry, as appropriate;
• Reference the terms and conditions of employment; and
• Seek the advice of the Ship Manager or his/her designee where necessary.
• If the Master cannot reconcile the complaint, the matter should be formally referred within 10
days to the Ship Manager, or his/her designee, who must conciliate the matter in accordance
with the terms and conditions of employment.
• If a matter is to the prejudice of the Master, then a seafarer should present his/her case directly
to the Ship Manager or his/her designee.
• Until such time as the Companies decision has been received, the Master’s decision shall be
binding on all parties.
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CHITKARA UNIVERSITY SCHOOL OF

Basic Safety Training

Personal Safety & Social Responsibility

Chandigarh-Patiala National Highway, Punjab 140401.

2. Comply with emergency procedures

3. Take precautions to prevent pollution of the marine

4. Observe safe working practices

5. Contribute to effective communications on board ship

6. Contribute to effective human relationships on board ship

7. Understand and take necessary actions to control fatigue

8. Maritime Labour Convention (MLC 2006)

Sub Totals 20.5 2.0 22.5

Grand Total 24.0

Importance of the Course

Examples of emergency situations may include:

Development of Plans for Shipboard Operations:

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

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

Define the term "Pollution'

A sea bird killed by the Cosco Busan Oil Spill

The Position on 19th February 1996

One more Example

Special Areas are:

Pollution from Garbage from ships:

You cannot throw plastic overboard

1. The ship is proceeding en route

Control of discharge of oil in special areas.

Contents of the Oil Record Book (ORB)

Introduce the contents of Annex VI of MARPOL

WHAT ARE WE LOOKING FORWARD TO……???

Nature of Shipboard hazards

REMEMBER, SAFETY DOUBLE CHECKED-SAFETY DOUBLY ASSURED.

Use and demonstration of PPE

Loading and Unloading Cargoes

Mooring and unmooring

The channels of communication define the network by which information flows.

Emergency Station Muster List:

ABANDON SHIP MUSTER LIST

EMERGENCY STATION EMERGENCY STATION MUSTER LIST

COMMAND TEAM DUTIES

EMERGENCY TEAM Duties

Getting technical things organized as ordered by Master.

TECHNICAL TEAM DUTIES ENGINE ROOM DUTTIES

BOAT PREPARATION DUTIES

Emergency Alarm Systems:

How to Develop Good Relations with Your Colleagues

What do people value?

Positive Thoughts Actions:

People Fear Each Other:

1. Because they don't know each other

Elements involved in Team Building

Team Members - Desired Qualities

Two keys to become a high performance leader are:

Rights and obligations of crew & employment condition etc.

Drug and Alcohol Abuse Screening Program Guidelines

Volume Units Volume Units

Long Term Effects OF Excessive Alcohol Consumption

HEALTH AND HYGIENE ON BOARD

The following safe working practices are discussed in this chapter.

SAFETY THINKING & ACCIDENT PREVENTION ON BOARD

INTERNATIONAL SAFETY MANAGEMENT CODE (I.S.M. CODE)

ACCIDENT PREVENTION ON BOARD

COMMON CAUSES OF INJURY:

TECHNIQUE FOR PREVENTION ACCIDENTS