STCW Combined Course Notes - 10.6.2021

STCW BASIC SAFETY
TRAINING
Personal Survival Techniques, Personal
Safety and Social Responsibility,
Elementary First Aid
Antibes, Palma, Fort Lauderdale

STUDENT STUDY GUIDE AND COURSE NOTES
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© Copyright. Bluewater Yachting (Antibes, France; Ft. Lauderdale, FL).

2018
STCW Basic Safety Training © Bluewater Crew Training USA

Course Notes 1 v. August 2018
TABLE OF CONTENTS
STCW Basic Safety Training 3
Personal Survival Techniques 4

Course Framework 5
Course Schedule 7
Introduction 8
1.0 Onboard Emergencies 8
2.0 Survival Needs 9
3.0 Familiarization Training 10
4.0 Importance of Drills 11
5.0 Survival Equipment 12
6.0 Actions Taken in Emergencies 23
7.0 Medical Aspects of Survival 34
Personal Safety and Social Responsibility 43

Course Framework 44
Course Schedule 46
Introduction 47
1.0 Accidents and Emergencies 48
2.0 Training and Drills 49
3.0 Emergency Procedures 50
4.0 Marine Pollution Prevention 52
5.0 Safe Working Practices 55
6.0 Fundamentals of Communication 60
7.0 Human Relationships 64
8.0 Drugs and Alcohol in the Workplace 70
9.0 Fatigue 75
10.0 Glossary of Nautical Terms 77
Elementary First Aid 82

Course Framework 83
Course Schedule 85
1.0 What is First Aid? 86
2.0 DR ABC 86
3.0 Shock 93
4.0 Burns 94
5.0 Fractures and Dislocations 96
6.0 Head Injuries 98
7.0 Transporting a Casualty 99
8.0 Oxygen Therapy 99
9.0 Heart Disease 100
10.0 Stroke: CVA 102
11.0 Adult Basic Life Support 103
Supplemental Course Syllabus 109
STANDARDS OF TRAINING, CERTIFICATION AND
WATCHKEEPING FOR SEAFARERS – STCW
BASIC SAFETY TRAINING
Seafarers employed or engaged in any capacity on board ship on the

business of that ship as part of the ship’s complement with designated
safety or pollution-prevention duties in the operation of the ship shall,
before being assigned to any shipboard duties:
1. Receive appropriate approved basic training or instruction in:

• Personal Survival Techniques as set in table A-VI/1-1
• Fire Prevention and Firefighting as set out in table A-VI/1-2
• Elementary first Aid as set out in table A-VI/1-3, and
• Personal Safety and Social Responsibilities as set out in table
A-VI/1-4
2. Be required to provide evidence of having achieved the required

standard of competence to undertake the tasks, duties and
responsibilities listed in column 1 of tables A-VI/1-1, A-VI/1-2, A-
VI/1-3, A-VI/1-4 through:
• Demonstration of competence, in accordance with the methods
and the criteria for evaluating competence tabulated in
columns 3 and 4 of those tables, and
• Examination or continuous assessment as part of an approved
training programme.
3. Seafarers shall be required every five years to provide evidence of

having maintained the required standard of competence, to
undertake the tasks, duties and responsibilities described by personal
Survival Techniques and Fire Prevention and Firefighting.

PERSONAL
SURVIVAL
TECHNIQUES

COURSE FRAMEWORK
Course Title: PERSONAL SURVIVAL TECHNIQUES
Scope:
A 12-hour course that will satisfy the requirements for Personal Survival
Techniques as described in STCW 2010 Basic Safety Training requirements.
Objective:
A student successfully completing this course will be able to demonstrate
proficient knowledge and satisfy examination requirements for Personal
Survival Techniques, as described in STCW Code Table A-VI/1-1 as amended,
and U.S. 46 CFR 11.302(a)(1) and 46 CFR 12.602(a)(1).
Entry Standards:
For USCG and MCA: Minimum sixteen years old and physically fit to participate
in all aspects of training.
Class Limitations:
The maximum number of students admitted to this class is 24. The student/
teacher ratio will not exceed 24:1 in the classroom, and 6:1 for practical
training for USCG courses and 10:1 for MCA courses.
Course Duration: 12 hours of instruction over 1.5 days.
Attendance Policy:
Students are required to attend all scheduled classes and participate in all
required activities. Students missing any class time must make arrangements
with the instructor to make up the lost instructional time. A student seeking
an MCA certification missing more than 10% (70 minutes) of instruction during
the course will be not be permitted to examine and will be required to re-sit
the course at their own expense for the full cost of tuition. A student seeking
a USCG certification must attend 100% of the course. Any time missed will
require the student to repeat the course at their own expense for the full cost
of tuition.
Course Completion Requirements

In order to successfully complete this course a student must pass the following
assessments:
1. Satisfactory completion of all practical evaluations.

2. A written, multiple-choice examination consisting of 25 questions. A
student must achieve a minimum passing score of 70% (18 questions or
more correct out of 25 questions). There is a 45-minute time limit.

Re-Test Policy
Students are permitted to take non-IAMI, non-SQA examinations up to two
more times should they fail the first examination. Each examination will be
new. A student must wait 24 hours from the first examination before
attempting the second. If they fail the second examination, they must wait at
least 72 hours before the third attempt. All attempts must be completed within
30 days from the start date of the course.
Student failing an examination or assessment three times will be required to

repeat the course in its entirety, at the full cost of tuition.
Course Completion Certificate:

Each successful course graduate will be issued a course completion certificate.
The certificate will include the student’s name, course name and code,
completion date, school name and location, course approval granting agency
and relevant STCW, CFR or other codes.
Facilities and Equipment:

The course will be held at International Crew Training, 750 West Sunrise Blvd.,
Fort Lauderdale, FL 33311. The classroom is approved for up to 30 students.
The classroom and facility are equipped with appropriate desks, chairs, good
lighting, emergency exits and restrooms, computers, projectors, wifi and
Smartboard technology. The facility has met approved course standards in
the past and remains the same.
Teaching Aids
A1 Lesson Plans and Instructor Notes
A2 Computer, Projector, Smartboard
A3 Lecture Presentations
A4 Swimming pool
A5 SOLAS approved Type 1 life jacket, immersion suit, life raft with survival
kit
A6 Demonstration equipment including EPIRB, SART, VHF Radio, hand-held
distress flares, Thermal Protective Aid, Hydrostatic Release Unit
References
R1: STCW 2010: Section A-VI, Table A-VI/1
Textbook
T1 ICT Course Notes
Lecture Presentation
P1 PowerPoint

COURSE SCHEDULE
TIME TOPICS
0800 -0830 Registration
Course Introduction
0830 – 0900 STCW and IMO
Maritime Emergencies
0900 – 0930 Safety Induction
0930 – 1000 Familiarization Training

Muster Lists
1000 – 1030 Life Jackets
1030 – 1100 Immersion Suits
1100 – 1130 Life Rafts
1130 – 1200 Life Rats

Hydrostatic Release Units
1200 – 1300 LUNCH
1300 – 1330 Visual Distress Signals
1330 – 1400 EPIRB

SART
1400 – 1430 Abandon Ship Procedures
1430 – 1500 Abandon Ship Procedures
1500 – 1530 Hypothermia, Heat Stress
1530 – 1600 Seven Steps to Survival

Review
1600 – 1630 Written Examination
1630 – 1700 Written Examination and Review
TIME Topics
0800 - 1200 Practical Pool Assessments

PERSONAL SURVIVAL TECHNIQUES
INTRODUCTION
This is a course in Survival at Sea as laid down in the STCW Code amended in
2010. Maritime emergencies can result from fires, collision, stranding, sinking,
mechanical breakdowns, falling overboard, personal injuries/medical emergencies
and heavy weather.
1.0 ONBOARD EMERGENCIES
Why do people abandon ship? Statistically the most common reason for
abandonment is fire. Fire prevention measures should be an important part of the
routine of any professional yacht. The crew should all be trained in basic firefighting
and the fire team should attend an intensive firefighting course at an approved
training centre.
The second most popular reason for abandonment is collision. Every watch
keeper should consider how well he/she knows the Collision Regulations.
Grounding or Stranding is next in order of frequency as a cause of

abandonment. Again, it is the routine of the yacht that determines the level of safety.
Good bridge procedures are essential. The fact that many yacht crew have not
received any formal navigational training means that this must not be taken for
granted.
The fourth cause of abandonment is foundering. This can be for a variety

of reasons. It means that the vessel is sinking for a reason other than those listed
above.
It could be capsized by a rogue wave (freak wave), caught in a hurricane, or
simply broken up in rough weather due to the bad condition of the hull (hull
failure) or mechanical failure. Foundering is not uncommon in large yachts
(Nadine, Harlequin Boy, Shiralee) and may or may not result from crew
negligence.
2.0 SURVIVAL NEEDS

The human animal is designed to function on land; if the crew of a vessel is
required to abandon ship in to the sea life suddenly becomes very simple. All the
normal cares and petty worries of everyday life evaporate and one is left with four
basic concerns.
• The need to breathe

• The need to keep warm
• The need for water
• The need for food
These are listed in the order of their importance. Without a supply of

oxygen, the brain will cease to function after approximately four minutes. In a cold
winter ocean and without adequate protection the core temperature of the body can
be cooled to a lethal level in 10 - 15 minutes (but unconsciousness and drowning
could well come first).
We cannot live beyond about 7 days without water and our survival time
without food could be in the region of 30 days.
• Drowning can occur in MINUTES

• Hypothermia can occur in MINUTES
• Dehydration can occur in DAYS
• Malnutrition can occur in WEEKS
Our strategy for survival must take into account these factors. In
abandonment situations, most deaths occur within minutes of the incident. Most
deaths after abandonment are from drowning and hypothermia - therefore carrying
out the correct immediate actions is crucial. If you are still alive after a couple of
hours you are well on the way to survival! Most of this course deals with actions
against the two main killers, drowning and hypothermia; you may not live long
enough to die from dehydration and malnutrition!

CAN YOU SURVIVE?
THE WILL TO SURVIVE
The will to survive abandonment is vital when conditions are extreme. Partly
it is determined by the personality of the individual but an important element in
generating this can be accomplished long before the emergency. Having the right
equipment and knowing how to use it gives a crew the confidence to believe that
survival is possible. If you believe you can live through a nightmarish experience,
then you will use every sinew of your strength to get through. If you are completely
overwhelmed by it and can see no possibility of escape, then there is a danger that
you will give in to the inevitability of your death.
3.0 FAMILIARIZATION TRAINING
When you first report onboard ship you should:
1. Check the Muster List / Station Bill

2. Find all exits
3. Find the location of all firefighting and safety equipment
4. Make sure your personal life saving appliances fit

A Muster List / Station Bill will include information related to:
• Alarm signals
• Emergency instructions
• Emergency duties
• The lifeboat/life raft you are assigned
All crew are required to communicate with other crew on board and
understand safety information, symbols, signs and alarm signals. It is the crew
member’s responsibility to make sure they know all relevant information and
responsibilities, and to ask questions for clarification, if necessary.
All crew are required to respond correctly to:

• A person falling overboard or alarm signal
• Fire / smoke detected or alarm signal
• Abandon ship order
• Muster, embarkation stations and emergency escape routes
• Locating and donning life jackets / immersion suits and other safety
equipment
• Raising fire alarms
• Basic use of portable fire extinguishers
• Immediate action needed in an accident or other medical emergency before
seeking further medical assistance
• Closing / opening fire, weather proof and watertight doors
• General alarm signal
4.0 THE IMPORTANCE OF DRILLS
The Merchant Shipping Regulations require you to have a muster list on

display. This should detail every member of the crew and specify their duties over a
range of evolutions. These lists must be posted conspicuously around the ship.
Aside from the statutory requirements, common sense dictates that if you do
not practice carrying out the abandonment routine then it will not be of much use in
an emergency. Drills have shown to increase crew proficiency in a real emergency
and have increased the ability to survive.
Safety Drills:
• Convert theoretical situations into real situations
• Promote crew teamwork and morale
• Develops your confidence in handling real situations
• Confirms who is responsible for which safety functions
• Helps to reduce or eliminate panic in real situations

As a crew member, you are responsible for maintaining all safety equipment
in good working order. You must report and problems or deficiencies to the captain
or mate immediately – your life may depend upon it!
Each crew member must participate in one abandon ship and one fire drill
each month, and within 24 hours of leaving port if 25% of the crew have not done
so in the previous month. It is always recommended to run drills when new crew
join the boat.
5.0 SURVIVAL EQUIPMENT
LIFE RAFTS
Life rafts are particularly important because of the degree of protection that
they offer. It is important to have the right one for the type of operation that your
vessel performs. Vessels operating commercially are required to carry life rafts that
conform to the standards set by SOLAS (Safety of Life at Sea). The raft must be
serviced annually.
The principle features of a SOLAS life raft are described below.

1. Be of good workmanship
2. Highly visible colour
3. Withstand exposure for 30 days
4. Withstand a drop from 18m
5. Be boardable from 4.5m
6. Fitted to be towed at 3 kts
7. Automatic erection of the canopy

8. Canopy of double thickness
9. Two entrances (more than 8 persons)
10. Be closeable
11. Ventilation when closed for all occupants
12. Fitted with a viewing port
13. Rain collection facility
14. Headroom for all
15. Have 2 buoyant chambers each capable of supporting the weight of full
occupancy
16. Insulated floor
17. Painter not less than twice the freeboard of the vessel
18. Water ballast pockets should be 225-250 litres
19. Have a boarding ramp or ladder
Contents of a 12 person SOLAS life raft

1 Buoyant rescue quoit attached to at least 30 metres of line
1 Safety knife
1 Bailer
2 Sponges
2 Sea anchors (drogues)
2 Paddles
1 Boat Hook
1 Repair outfit
1 Set of Leak Stoppers
1 Topping-up floor inflation pump
3 Safety tin openers
1 Rust-proof drinking vessel
1 Electronic torch with a spare set of batteries and a spare bulb
1 Signaling mirror
1 Whistle
4 Red parachute distress rockets
6 Red hand-held distress flares
2 Orange buoyant smoke signals
1 Fishing line and 6 hooks
1 Ration per day non-thirst provoking food - per person
1 Ration per day Barley sugar or other suitable sweets - per person
1.5 Litres fresh water - per person
6 Anti-seasickness pills - per person
1 Seasickness bag - per person
1 Set of Thermal Protective aids (2 or 10% of raft capacity, whichever is the
greater)
1 Set of survival instructions
1 Copy of SOLAS Rescue Signal Table
1 Radar Reflector and pole
ORC PACK (The Offshore Racing Club Pack)

This is permissible for Commercial vessels operating under the blue or yellow 24m
Codes
1 Buoyant rescue quoit & 30m of buoyant line
1 Safety knife
1 Bailer
2 Sponges
1 Sea anchor permanently attached to the life raft
2 Paddles
1 Repair outfit
1 Topping up pump
1 Waterproof electric torch
3 Red hand flares
6 Anti-seasickness pills for each person
1 Set survival instructions

Some vessels, including large yachts, carry davit-launched life rafts. These
are designed to be inflated boarded at deck level and then lowered to the water on
a single fall wire.
The equipment required may vary a little between manufacturers but in

general it consists of:
• the raft itself is normally in a GRP container an approved davit
• an approved release hook two deck cleats
• plated deck scuppers or a flat boarding area a guard rail opening about 1.7 m
wide
• a vertical face below the opening upon which the raft can rest
A special release hook is provided which is attached to a metal ring on top of

each life raft. It should never be cocked for release until the life raft is about two
metres above the surface in case there is a malfunction. Once cocked the hook is
designed to release only once the weight has been released from it as the raft lands
in the water. In the event of the hook not releasing the cocking line should be
pulled again - this can be done by somebody in the life raft entrance; ideally the
person in charge of the raft. Launching instructions are posted next to the raft.
Where davit launched life rafts are carried the instructions for launching must
be laid out in the training manual required by the rules. The procedure for
launching must be practiced at intervals of not more than four months, preferably
including the actual inflation and lowering of a raft.

HYDROSTATIC RELEASE UNITS
These are mandatory items. They release the life raft when there is
insufficient time to do so manually. They come as permanent serviceable types or
limited life disposable versions. They cut the retaining line of the life raft when they
reach a depth of between 1.5m and 4m as the vessel sinks.
LIFE JACKETS
There are two types of lifejacket that one needs on a yacht; one for working
in and one to be used only for abandoning ship. The regulations provide a scale of
lifejackets to be carried in both categories. The inflatable type of lifejacket has a
double chamber to counter the danger of puncture. These are intended for the
rescue boat crews to wear.

For abandoning ship, only one type of lifejacket should be considered and
this is the SOLAS solid lifejacket. It is uncomfortable, restrictive and difficult to
stow if space is scarce; in fact, it is quite useless for all purposes except that for
which it is intended and that is to save your life in the event of abandonment!
A SOLAS lifejacket has the following characteristics:
1 Non-flammable
2 Capable of being worn back to front or clearly marked if it can only be worn
one way
3 Allow jumping from 4.5m
4 Retain 95% buoyancy in 24 hours
5 Have a whistle
6 Carry an approved light.
7 Carry retro-reflective tape
8 Be of rot proof material
9 Function between -1 and +30°C (30 - 86°F)
10 Lift the mouth of an exhausted or unconscious person NLT 120mm clear of
the water, holding the body at between 20° to 30° from the vertical
11 Turn an unconscious person over to a position where the mouth is clear of
the water in no more than five seconds
12 Permit swimming MARKINGS
13 Be marked with the manufacturer’s name
14 Be marked person of 32kg or more
15 DOT (UK) or (USCG) approved
16 Year of manufacture
17 Front
EMERGENCY POSITION INDICATING RADIO BEACON
An EPIRB is an essential piece of survival equipment. It sends a distress

signal up to a satellite on 406 MHz. This can pin point your position by analysing
the Doppler shift to within about 5 miles. The satellite transmits the signal down to
a ground station and this initiates the rescue effort. The signal is coded so that the
rescue authority knows the name of the vessel and other information. A second
frequency, 121.5 MHz provides a homing signal for the rescue aircraft to pin-point
the position as they approach. The rescue authorities should have received the
signal within a very short period of time though in some remote parts of the world a
delay of some hours can be experienced.
An approved EPIRB should have the following features:

• Be capable of being manually operated and of being operated automatically
after breaking free of the vessel after immersion to a depth of not more than
4 metres
• Be capable of transmitting continuously for a period of not less than 48 hours
• Have batteries that do not need replacing at more than two year intervals
• Be of a highly visible colour
• Be fitted with retro reflective material
• Be capable of floating in calm water
• Have an indicating light to show that a signal is being transmitted
Typical EPIRB

SEARCH AND RESCUE TRANSPONDER
Search and Rescue Transponders (SART) are

designed to be triggered by the 9 GHz radars of searching
ships and aircraft and will cause a series of dots or similar
indication, to appear on their radar screens. The nearest of
these dots to the centre of the screen on a North Up
display will indicate the position of the transponder. The
use of the SART did not hitherto constitute a distress signal
but amendments to the International Regulations for the
Prevention of Collisions at Sea have recently changed this:
it is now an offence to activate the SART unless in distress
or carrying out testing.
THERMAL PROTECTIVE AIDS
These are lightweight bags or suits which cover the whole of the body, with
the exception of the face. They must be waterproof, of a highly visible colour and
be easily donned without assistance and permit the wearer to remove it if in the
water for not more than two minutes. Their function is to reduce both convective
and evaporative heat loss from the wearer’s body. The wearer should ideally be dry
inside the bag as they do not reduce conductive heat loss e.g. through the bottom
of the life raft.
These will probably not be a requirement for large yachts where a dry-shod
method of evacuation exists, such as a lifeboat or davit launched life raft. Since
there are few vessels so fitted, the requirement is for 100% immersion
suits for persons on board unless the vessel operates in water where the
temperature is in excess of 20°C (68°F) or is exempted upon application to the
MCA.

Immersion suits may be either insulated or un-insulated and either be
designed to be worn with a lifejacket or have sufficient buoyancy in their
construction to make this unnecessary. Un-insulated suits should always be worn
with warm clothing.
• The principal features of an approved immersion suit are:

• Capable of being unpacked and donned without assistance within two
minutes donning instructions are to be provided
• Allow the wearer to perform normal duties during abandonment
• Allow the wearer to jump from a height of not less than 4.5m or to climb
down a vertical ladder
• Allow the wearer to swim a short distance and to board a survival craft
• Provide sufficient thermal protection so that the wearer’s core body
temperature does not fall by more than 2°C (35.6°F)
- in one hour at sea temperature of 5°C (41°F) (un-insulated suit)
- in 6 hours at sea temperature 0° - 2°C (32 – 35.6°F) (insulated suit)
• Cover the whole body apart from the face. Hand covering may be provided
as an integral part of the suit or permanently attached gloves may be
provided
• Be of a highly visible colour with retro-reflective material. A whistle must be
provided on a cord

• Have a rescue loop or ring if the suit is
designed to be worn without a lifejacket
VISUAL DISTRESS SIGNALS

Equipment used to attract attention can
include the following:
• Red Parachute flares

• Red and White Hand-held flares
• Buoyant smoke canisters (Orange colored
smoke is an internationally recognized
distress signal)
• Dye markers
• Reflective mirror
• Distress flags
RADAR REFLECTOR
Radar Reflectors (more accurately called Radar Target Enhancers, or RTEs)

reflect radar energy from other vessels’ radars so that your boat shows up as a
larger and more consistent “target.” If you operate your boat in areas with
shipping traffic or where fog and low visibility are common, the ability to be seen
by radar-equipped ships can make the difference between being seen and being
sunk.
RTEs work by reflecting radar energy directly back to the radar antenna so that
your boat appears to be a larger target. The effectiveness of an RTE is
disproportionately related to its size. Assume that you have three theoretical
reflectors of the same design, but of different sizes. Look at how rapidly the RCS
(Radar Cross Section) increases with size. The RCS of a given reflector goes up
by the fourth power of the radius, resulting in this dramatic increase in
effectiveness. For example: a reflector of twice the size of a similar but smaller
model has a RCS that is 16-times larger. Moral: buy the largest RTE you can,
based on your budget, windage, weight, space available, and aesthetic judgment.
OTHER EQUIPMENT
We have been concerned mainly with equipment required by regulations but

of course there is much more available which should be considered if the budget is
available. Some items to be found on board which would not normally be
considered as survival equipment could nevertheless be extremely handy in such an
eventuality. There is no sense in letting the tenders go down with the yacht. Spare
rope, plastic bags, extra blankets, tender bilge hand pumps, hand operated reverse
osmosis pumps, jerry cans of fuel. ...... the list is endless. Some of these are
discussed in the next section under ‘’Preparations for Abandonment’’.
There is one piece of survival equipment which has not been mentioned here
although it is without question the best available on the market. It is very
expensive but extremely effective and should be considered before all others......
EQUIPMENT LOCATION
It imperative that you identify all of the locations of personal lifesaving

appliances when you first go onboard. For those specifically assigned to you, such
as your PFD and Immersion Suit, you must make sure you practice putting them
on, making sure they fit properly, and are stowed in a location that allows quick
access. Common locations for lifesaving appliances include the bow, bridge, engine
room, individual cabins, embarkation deck lockers and survival craft.
It is important for lifesaving equipment to be:

• Accessible
• In a float-free location
• Clear of rigging
• Protected from the elements
The Best Survival Aid on the Market …
… Is the Yacht that you are on!

6.0 ACTIONS TAKEN IN EMERGENCIES
STANDARD EMERGENCY SIGNALS:
General Alarm (Emergency Onboard): 7 short and 1 prolonged blast on ship’s

whistle along with general alarm bell.
Man Overboard: 3 prolonged blasts on the ship’s whistle.
Fire and Emergency: continuous sounding of ship’s whistle plus continuous

ringing of general alarm bell for 10 seconds.
Abandon Ship (ONLY by verbal order of the captain):

1 Blast: Lower lifeboats
2 Blasts: Stop lowering
3 Blasts: Dismiss from drill
FIRE ONBOARD SHIP
In the event of a fire onboard, you should do the following:
• Sound the alarm

• Attempt initial action
• Evacuate affected compartments
• Assemble at muster stations
• Take head count
• Don personal protective equipment
• Close doors, hatches and portholes to starve the fire of oxygen
• Shut down air conditioning and ventilation systems
• Remove all combustible materials from surrounding areas
• Attempt to contain the fire.
If you are unable to contain the fire, prepare to follow procedures for abandoning
ship.

MAN OVERBOARD
In the event of a Man Overboard:
• Give 3 prolonged blasts on the ship’s whistle (Morse “O”)

• Shout “Man Overboard on the port/starboard/stern”
• Throw a life ring or floatable abject into the water
• Assign a designated “pointer” to constantly watch the MOB
• Press MOB button on the chart plotter
• Prepare crew to launch rescue boat (if needed)
• Medical Person-in-Charge to prepare first aid equipment and response
• Send “MAYDAY” radio message if you lose sight of MOB or are unable to
retrieve.
ABANDON SHIP
This section deals with what you should do before, during and after abandoning a
vessel.
SEVEN STEPS TO SURVIVAL
1. RECOGNITION: Confront the fact an emergency exists, make a distress call,

initiate survival procedures
2. SIGNALS: If you have no radio contact, use all means available: EPIRB,
SART, flares, strobes, mirrors, flashlights, dyes, smoke, horns
3. SHELTER: If you must abandon ship, your life raft will be your home and
immersion suits, warm clothing and blankets will increase your chances of
survival
4. WATER: Fresh water is critical for survival. Obtain as much as possible,
ration immediately, devise a method of rain catchment, maintain a watch for
rain.
5. WILL TO SURVIVE: Create a will to survive and maintain it. Create a sense
of well-being, appoint jobs, lookouts, food distributer, first aid kit and flare
handler.
6. INVENTORY: Collect what you need to cope with the emergency – have a
ditch bag ready and anything else you might need
7. FOOD: High energy, low salt food. Take seasickness tablets immediately.
Do not eat for the first 24 hours to let stomach shrink. Ration accordingly.

EARLY PREPARATIONS
As with many emergency operations in a ship the necessary preparations to

abandon cannot be successfully adlibbed at the time but need to be prepared for in
advance.
The key is to start now by examining the make-up of your crew and the
characteristics of your yacht. You know that you should delay actually abandoning
the ship until the last possible moment. When this moment actually arrives, it will
normally be a decision for the Captain to make, sometimes not an easy one. There
will be a window of time between an incident occurring where a risk of eventual
abandonment arises and the actual evacuation of the ship. You do not know how
long this will be: it could be several hours or perhaps just a few minutes. By
preparing now you can optimise the performance of the crew during this crucial
period. What types of tasks should they be undertaking during this time?
Statistically, the biggest killers are hypothermia and drowning so the first
actions of the crew after the alarm has been raised are clear - put on extra clothing,
jumpers, thick trousers, waterproof gear etc. and then don lifejackets. If time
permits it is a good idea to have a drink of water at this stage. Seasickness tablets
should be taken as soon as possible after the alarm has been raised.
Potentially there is more that can be done during the window of opportunity
between the alarm and the abandonment.
Think again about the killers - the priorities are flotation, warmth, water and
food, in that order. Think of things that must be done or items that could be taken
with you and apportion tasks to the crew to ensure that they are. Make a list of
them and then allocate a task to each crew member. The larger the crew the more
you should be able to accomplish. The list that follows is not exhaustive and is only
in approximate order of priority.
• Spare Lifejackets - take them with you as you abandon
• Blankets and Spare Clothing - need to be protected in plastic bags to keep

them dry
• Water - in sealed plastic containers. Many yachts carry large quantities of

bottled water, have it taken to the abandonment point, or have empty clean
jerry cans for the purpose

• Food - NO PROTEINS as the digestion of these uses up water in the body
(the by product, uric acid, has to be flushed through the kidneys into the
bladder). Carbohydrates and sugars should be taken. Biscuits, sweets
chocolate, tinned fruit, tinned pasta, etc.
• Medical Stores - life rafts have a first aid kit but it is very basic. The yacht
should carry a medical scale of drugs. As much medical gear as possible
should be taken to the abandonment point as there may well be a need of it
• Location Aids - there should be a box of flares on the bridge; these should
be taken in the life raft. Other items on the bridge may be useful; GMDSS
waterproof hand held VHF sets and batteries, portable GPS units etc
• Deck Gear - spare ropes, torches, batteries, fenders, tools etc
Certain tasks must be achieved before abandonment - these should be allocated to

the individuals best placed to perform them.
• Prepare the life rafts for letting go (they should not be launched until just
prior to abandonment)
• Launch the tenders if sea conditions permit - it would be foolish to let them
go down with the boat. Don’t forget to take extra fuel
• What about the guests if there are any aboard. Or the owner and his family?
They will need guidance as to where to assemble, they may need help to don
their extra clothing and jackets. You need to make sure that you have
accounted for them all
Consideration needs to be given to the guests long before this stage. All of
the codes of practice for large and small yachts require a briefing to be given to
passengers when they embark.
ABANDONING THE VESSEL
Once the alarm sounds for abandoning the ship, you should:
1. Secure your workspace

2. Muster at your designated station
3. Don a PFD or Immersion Suit and other equipment as may be required
4. Carry out duties assigned on the station bill

Board Dry
Once the Captain has made the decision to abandon this should be done
quickly and calmly. Try to board your life raft without getting wet. Only jump a few
feet into the entrance of the life raft and never jump from too great a height, as
you may injure yourself or others in the raft. If you have to enter the water, jump
close to the life raft so that you can board rapidly. If you can, climb down a ladder
or scrambling net. Once you reach a life raft cling onto it, or it could drift away.
Entering the Water from a Height

It is unlikely that crew would have to jump from too great a height;
nevertheless, even from one metre the correct jump procedure should be adopted.
Referred to as the “Cross and Cover” method:
1. Make sure that it is clear to jump

2. Hold your nose
3. Hold down your lifejacket
4. Cross your feet together
5. Look ahead when you jump
Launching
The procedure for launching the life rafts should be understood by all the
crew; since most large yachts are unique there may be some variations from yacht
to yacht but all the launching arrangements should be approved.
• Ensure that the painter is made fast to a strong point on the vessel
• Remove the securing strap on the cradle or ramp
• Make sure that the water is clear of obstructions
• Double check the painter
• Throw the life raft into the water, or on a ramp stowage, hinge down the
raft’s securing plate and allow the raft to roll into the sea. Manoeuvre rafts to
boarding position before inflation. Pull out the painter to its fullest extent and
then jerk the painter to fire the CO2
The life raft will inflate in about 30 seconds once the painter has activated the
cylinder.
• DON’T LAUNCH TOO EARLY

• LAUNCH TO LEEWARD
• BOARD AS SOON AS POSSIBLE

Raft Capsize Drill
Sometimes a life raft may inflate in the inverted position or be capsized by
the wind and waves. This is most likely to occur when the life raft is empty. It can
be easily righted by one person, who should climb onto the raft from a position
close to the cylinder. Once on top of the life raft, he should grip the righting strap
or ladder firmly, then stand upright and turn the tilted raft into the wind. Once this
has been done, he should simply lean back and allow the life raft to come over.
Remain Facing Upwards

An important point to remember is that the individual should stay on his back
in the water as the raft comes over and should then use the righting strap to find
his way out from under the life raft - if unable to swim clear. This will ensure that
he will not be trapped under the life raft by the buoyancy of his lifejacket and that
he will emerge quickly on the opposite side of the raft to the cylinder. If the
individual has moved to the side as the raft is coming down on top of him then a
firm grip should be maintained on the strap.

Injured Persons
Use the towing loop on the back of the lifejacket to tow an injured person to
the life raft. Persons aboard the life raft can assist by throwing the rescue quoit,
which will be found close to one of the entrances. Once the injured person is at the
entrance, turn him so that his back is against the life raft and then use the
buoyancy of the lifejacket to assist in pulling him in. This can be done by two
people in the life raft gripping him under the arms and on top of the shoulders and
dunking him several times before lifting him in. People in the water can assist by
helping to keep the injured man upright and then by pushing on his legs as he is
lifted aboard.
No Life Raft Available

If conditions allow, leave the vessel on the windward side if she is stopped
and drifting, as you will make little leeway yourself, and could become trapped by
the lee drift of the vessel. Get clear of the immediate vicinity of the vessel, in order
to avoid becoming trapped, and then float quietly in your lifejacket until help
arrives. Join up with other swimmers and huddle together - you will keep warmer,
stay in one group and make a more conspicuous object for rescuers to see. If a life
raft or wreckage is in your vicinity get out of the water as quickly as possible.

Sharks
Retain all clothing, especially on your legs and feet. Keep as quiet and as
stationery as possible and only move to keep the shark in sight. When in a group,
form a circle facing outwards. Bind bleeding wounds and if it is necessary to swim,
do so with rhythmic strokes. Getting into an oil patch will help, but your best
defense is to get out of the water. Fortunately, out of several hundred species of
sharks only a handful have ever been known to attack man without provocation.
Oil Fire
Discard your lifejacket and swim under water as far as you can. When forced
upwards to breathe, make a sweeping movement with your hands to force your
body clear of the surface, and when breaking surface, cover eyes, nose and mouth.
Get your back to the wind, sweep the flames clear with broad arm movements
across the surface, take a deep breath and get under water again rapidly. Cover
your face with your hands when submerging your head. Swim clear of the area.
ACTIONS ONCE IN THE LIFE RAFT

It cannot be emphasised too strongly that successful boarding of a life raft is
not, in itself, sufficient in all cases to ensure survival, particularly in rough seas and
cold weather. Experience has shown that certain vital actions must be taken as
soon as possible to maximise your chances of survival. These actions have priority
over others and can be memorised by the use of four key words:
Four Vital Actions
CUT - THE PAINTER

Assist other survivors to board the life raft and then cut the painter with the
safety knife which you will find in a clearly marked sheath at the raft
entrance closest to the painter attachment. Then use the paddles to
manoeuvre the life raft clear of the vessel’s side or obstructions in the water.
STREAM - THE DROGUE

When you are clear of the vessel - stream the drogue. This will open in the
water like a parachute and will help to reduce the drift rate of the life raft.
The life raft will then be prevented from drifting rapidly away from survivors
who may still be in the water and will also prevent the life raft from moving
an excessive distance from the distress position of the parent vessel and
possibly from the area of maximum search.
The drogue line is permanently attached to the life raft at a point to

one side of one of the raft entrances. When the drogue is streamed the life
raft will drift downwind until this line tightens. The taut line has the effect of
keeping the raft entrances at an angle to the prevailing winds and waves and

will also help to resist any tendency of the life raft to capsize, since any
capsizing moment is resisted by the downward pull of the line. Should the
original drogue be lost or inadequate, there is a spare in the emergency
pack.
CLOSE - THE LIFE RAFT ENTRANCE

In cold weather, close the raft entrances and inflate the raft floor with the
hand pump provided with the emergency pack. The body heat of the
occupants will then rapidly warm the interior of the life raft. If the life raft is
fitted with internal pressure relief valves for the main buoyancy tubes, do not
close the entrances until the valves have stopped venting, or there will be a
build-up of CO2 gas in the raft.
MAINTAIN - CARRY OUT SECONDARY ACTIONS
Seasick Remedy
Life rafts are known to make even the best sailors seasick and this incapacitating
illness may destroy the will to survive. In order to carry out survival procedures you
need to be physically fit and mentally capable, it is imperative to take seasickness
pills as early as possible. Seasickness is not only a physical handicap, but valuable
body fluid may be lost.
Injured Survivors
Treat injured survivors. A first aid kit with instructions is available in every life raft.
Bail Out
Continue to remove any water with the bailers provided and dry out with sponges.
One good tip is to try to save one sponge for the express purpose of mopping up
condensation in order to supplement water supplies.
Warm Up
If chilled or shivering, get everybody to huddle together, but be careful not to upset
the trim of the raft the closer the survivors get, the warmer they get. Use all
available spare clothing and blankets to cover survivors. Provided conditions are
reasonable, lifejackets may be sat upon in order to provide extra insulation. If
necessary, strip clothing from the dead. Although this is unpleasant, you may need
to do this in order to survive.
Congregation of Life Rafts

Join up and secure to other life rafts. Two or more crafts are easier to see than just
one and equipment can be shared. Use at least 10-15 metres of line and adjust the
length so that both life rafts are on a wave crest together. In cold weather ensure
that the maximum number of people join up in life raft for mutual warmth. In the
Tropics, it may be necessary to split people into small groups in order to keep cool.

When using lines to secure life rafts together ensure that they are tied to strong
points such as the painter or drogue attachment patches.
Check for Leaks

Check the life raft for leaks or damage, and plug and repair leaks with the repair kit
provided in the emergency pack. Remember that permanent patches cannot be
applied over damaged areas until the raft material is completely dry.
SUBSEQUENT ACTIONS
The senior person present will normally take charge, but in his absence a
leader will need to be appointed or elected, bearing in mind the expertise and
ability of the group of survivors. Different situations in the raft may require
different leaders to deal with them.
Sharp Objects
Collect sharp objects or potential weapons. Special care must be taken regarding
footwear - especially ladies’ high heeled shoes.
Roll Call
It is essential to have a roll call of survivors in order to establish the likelihood of
further survivors being found, the numbers available for watches, the numbers
injured and the expertise available in the craft.
Routine
Establish a routine and allocate duties to survivors, e.g. ration keeper, look-outs,
repair party, bailers. It is most important to keep the minds of all survivors fully
occupied whilst avoiding unnecessary exertion.
Watches
As a general rule, watches should be set in pairs for about one hour at a time, with
one person on outside look-out and the other on watch inside the life raft. The
individual on outside look-out should be suitably dressed and protected as far as
possible from the elements, as well as being secured to the raft in case of
accidents. This person is responsible for keeping a visual look-out for ships,
survivors, aircraft, land and any possible dangers. He should be fully briefed in their
duties - especially in the correct use of location aids. The person on the inside is
responsible for the maintenance of the raft (bailing, drying, ventilation and
inspecting buoyancy tubes) as well as supervising the raft management while the
others rest. This includes attending to injured persons, collecting rain water, and
looking after equipment and valuable items. One point worthy of mention is that a
closed down raft should be ventilated for a few minutes every half hour, so as to
vent any CO2 gas which may have built up inside the canopy.

Handbook
All survivors should read the life raft handbook as soon as possible, in order that
everyone aboard the craft can receive guidance concerning survival actions.
Within two hours of boarding the life raft all survivors should be encouraged to pass
water in order to avoid later problems due to urine retention.
DO NOT ISSUE any rations during the first twenty-four hours except
to conscious, injured people. It should be borne in mind that children are likely to
suffer from heat and fluid loss far more quickly than a healthy adult, and so may
require earlier attention with respect to rations and protection from the elements.
RAIN WATER should be collected from the outset.
LIFE RAFT MANAGEMENT - THE WAITING

Keep as warm and dry as possible by adjusting ventilation to the minimum
required and by huddling together for warmth. Wet clothing should be wrung out as
much as possible. When everybody is warm, oilskins should be opened up so that
body warmth is used to warm the life raft - every person is a radiator. Carry out
simple exercises such as stretching limbs and wriggling fingers and toes in order to
avoid cold injury. This will help to maintain blood circulation but will not waste
energy. Avoid the excessive exposure of look-outs to cold conditions outside the life
raft by frequently rotating watches.
In hot conditions attach the drogue line in line with the raft entrances in
order to ensure a cool breeze through the life raft. Do not inflate the raft floor.
Keep the life raft cool by wetting the outside of the canopy and keep yourselves
cool by wetting your clothing and staying in the shade of the canopy. Do not be
tempted to go swimming, or you may not have the strength to re-board the life
raft. There may also be sharks lurking in the shade under the raft floor. In general,
avoid all unnecessary exertion in order to avoid loss of valuable body fluids by
excessive perspiration.
Keep properly briefed look-outs with location aids to hand at all times. During
the day remember that the canopy light can be switched off in order to conserve
the battery. Congregating life rafts will increase the probability of being spotted and
wetting life raft canopies will increase their radar detection range.
Issue water and food at set times during the day - sunrise, mid-day, sunset.
It is most important for morale purposes that rations be seen to be issued fairly.
The effects of cold, seasickness, anxiety, thirst and hunger all combine to work
against the will to survive. Case histories have shown that people with a strong will
to survive have overcome seemingly impossible difficulties and it is important for

the raft leader to keep up spirits and to maintain confidence in eventual rescue.
There is a need for firm but understanding discipline, as well as a need to maintain
a look-out for abnormal behaviour.
A set routine of watches and rationing will help survivors to maintain

themselves and the life raft when they are tired or weak and having difficulty in
maintaining rational thought. The raft leader should ensure that this routine is
carried out right up to the point of rescue, since many hours could elapse between
being sighted and eventual rescue.
The actual rescue operation of survivors from a survival craft may be

extremely hazardous, particularly in rough weather. Survivors may be so elated at
seeing a rescue ship or helicopter that they take unnecessary risks during the
transfer operation. They may also not be aware of their weakened physical state
and attempt actions which they are too weak to perform, such as climbing a rope
ladder. The raft leader must be prepared to take firm control of the situation.
7.0 MEDICAL ASPECTS OF SURVIVAL
This section deals with some aspects of first aid as it affects casualties of
abandonment. First Aid is covered more fully in the Elementary First Aid Section.
Administering first aid in a survival craft situation can be difficult and the
importance of bringing extra equipment from the yacht cannot be over emphasized.
Drowning
Obviously, prevention is the best cure! Don’t forget that drowning and
hypothermia are the biggest killers in abandonment situations. Learn how to swim
in case you find yourself in the water without a lifejacket, trapping air under
clothing can give some support. Wear a lifejacket and protective clothing. Even a
good swimmer can quickly be disabled by hypothermia, or physical injuries suffered
prior to or during abandonment of a sinking vessel. People swimming in cold water
quickly become breathless and unable to control their breathing.
Get into a survival craft, or even support yourself with floating wreckage if
nothing else is to hand. Get clear of the vessel to avoid being trapped as she sinks.
Treatment for Drowning

If breathing has ceased it is essential to give rescue breaths as soon as
possible (see First Aid Section). Although a patient may be breathing,
ventilation may be inadequate because of the presence of small amounts of
water in the lung or because of areas of lung collapse.

Symptoms
Blue lips and general bluish colour will indicate inadequate oxygenation. If
conscious, the patient may be coughing and complaining of chest pain. Such
patients will require intermittent rescue breaths, as dictated by their
condition. If possible the rescue breathing should be synchronised with the
patient’s breathing.
It is important to encourage patients who have inhaled some water to cough

and take deep breaths when recovered from the water. This will help them to
restore normal oxygen levels.
Secondary Drowning
A patient who has had some water in his lungs may be at risk from
secondary drowning, where the lungs slowly fill with body fluid as a result of
damage caused by the salt water. This can occur up to 72 hours after rescue
and all such patients should be quickly transferred to hospital for a check X-
ray and other investigations.
Hypothermia
May result in death directly or incapacitate immersion casualties and make
them vulnerable to death by drowning. There are four stages to hypothermia.
First Stage of Hypothermia - Initial Immersion

Initial 2-3 minutes when Cold Shock reactions take place. Sudden immersion
in cold water, for those unaccustomed to it, produces a dramatic increase in
heart rate, blood pressure and breathing rate. Although these responses
decline after a few minute’s immersion, they have been known to
incapacitate or even kill immersion victims, particularly middle-aged or
elderly people already suffering from high blood pressure or heart disease.
Adequate protective clothing will help to reduce the effects of cold shock and
some authorities suggest that personnel lower themselves slowly into the
water, rather than jump, in order to make the temperature change more
gradual. Unless in immediate danger, it may also be an advantage to allow
the body to stabilise for a few minutes by remaining relatively still and
avoiding over exertion.
Second Stage of Hypothermia – Short-term Immersion

3-15 minutes - exhaustion & drowning. It has been found that normally
competent swimmers have become exhausted rapidly when immersed in cold
water, partly because it is difficult to maintain an adequate arm and leg
stroke rate when subjected to rapid gasping for breath, which is part of the
cold shock reaction. At this stage, casualties may inhale water and drown.
Since swimming is difficult, the importance of wearing a lifejacket cannot be

overstated. A lifejacket with a face visor fitted will give good protection from
wave splash and spray inhalation. This is particularly important for an
unconscious person, who will automatically be turned to face the wind and
sea when wearing a lifejacket.
Third Stage of Hypothermia – Long-Term Immersion

Over 30 minutes - effects of progressive cooling. Normal body temperature is
about 36-37.2°C (96.8° - 99°F). If this falls to below 35°C (95°F) a patient is
said to be suffering from hypothermia. The first signs of exposure to the cold
are shivering and increasing numbness of the body, particularly the
extremities. The onset of hypothermia is indicated by increasing slowness of
physical and mental responses accompanied by slurring of speech and vision
difficulties. The patient may also be irritable and behave irrationally. Cramp,
nausea and complete lethargy may occur. Later, shivering will be replaced by
persistent muscular rigidity and the patient will finally lapse into
unconsciousness, with depressed breathing and a slow pulse rate. The
patient will be very pale, cold to the touch and have dilated pupils; tendon
reflexes will also be absent. Finally, the patient will die as a result of heart
failure at about 24°C (75°F).
Fourth Stage of Hypothermia - Post Immersion

Post immersion collapse (20% of casualties rescued) & secondary drowning
(see above). Particular care needs to be given to hypothermic patients after
their rescue. The body has suffered a major trauma and the after effects
could be devastating.
SURVIVAL TECHNIQUES IN COLD WATER
You are at risk from hypothermia in water below a temperature of about

25°C (77°F). UK summer sea water temperatures are normally between 14 - 18°C
(57 – 64.5°F) and your probable survival time in ordinary clothing and a lifejacket
will be between 2.5 and 9 hours, depending on whether you are lightly or heavily
clad and on some of the other parameters mentioned. In winter the sea
temperature falls to 6 - 8°C (43 – 46.5°F) and survival time will be reduced to
about 3/4 to 2 hours.
Heat Loss in Water

Body heat loss to the water from a naked person wearing a lifejacket is about
27 times that which could occur if the person was in the same temperature
conditions on land, neglecting wind chill effects. This heat loss would increase if the
person exercised or swam in an attempt to feel warmer, as blood supply to the
muscles would be increased and warmed water would be forced out from beneath
waterproof clothing such as oilskins.

It is important that you spend as little time in the water as possible and that
in the absence of a life raft you should float quietly in your lifejacket.
THE H.E.L.P POSITION

Use the American HELP (Heat
Escape Lessening Posture) to minimise
heat loss in the water - keep your elbows
close to your chest and grip the neck of
your lifejacket. At the same time cross
your legs and bring them up to your chest.
THE HUDDLE POSITION

If there is a group of people in the water with you get close together in a
circle facing inwards. This is the HUDDLE position and as well as keeping you
together it will make a much easiest target for
rescuers to spot.
THE CROCODILE POSITION

The HELP and HUDDLE positions may not
be possible to maintain easily in a rough sea. If this is the case, survivors should at
least try to keep their backs to the wind and sea directions in order to protect
themselves from wave splash over their faces. An alternative to the HUDDLE
position is the CROCODILE or CHAIN, where everyone joins together in a straight
line - this will enable all survivors to face in the same direction. A lifejacket with a
face visor gives even better protection.

The Amount of Clothing Worn
You can at least double your probable survival time in normal clothing by
wearing extra layers of insulating clothing, such as woolen sweaters and thick
trousers, and by wearing a waterproof outer layer. Oilskins, or even better, a
proper immersion suit, will serve to prevent the rapid escape of heat from your
body. Do not forget the extremities of your body, which if not protected will cool
rapidly. Wear some form of head covering, gloves and some thick socks. 40% to
50% of heat loss occurs through the head and neck.
Age and Physical Fitness

Old people, children and persons suffering from illness or injury are at high
risk.
The Amount of Body Fat

Fat people are better protected from the cold than thinner people, as they
have their own built in layer of insulation! This has to be balanced against their
physical fitness.
The Amount of Water Movement

When it is calm, you are not being tossed about by waves and drenched with
spray and therefore have a better chance of survival.
The Effect of Wind

Once out of the water the chilling effect of the wind is a hazard, especially if
you are wearing wet clothing, and you should seek protection by sheltering under
the exposure cover of the life raft and by huddling close to other survivors for
warmth. If on wreckage, crouch down to reduce the area of your body exposed to
the wind.
Strip off wet outer clothing and replace with dry garments if available. Warm
the patient by covering him with extra layers of clothing and use lifejackets as extra
insulation.
Ensure that the head is well covered, as this is a high heat loss area. If a
thermal protective aid (TPA) is available, use this as well to prevent further heat
losses. Huddling close to the patient will assist in re-warming; but do not rub his
limbs, administer alcohol or allow the patient to exert himself, as all these actions
are detrimental to recovery.
TREATMENT IN SURVIVAL CRAFT
Remove Wet Garments

Handle semi-conscious and unconscious casualties gently, administer
artificial respiration if required and ensure that a clear airway is maintained.
Severely hypothermic casualties may well appear lifeless - do not give up
resuscitation attempts too soon. Cover the head and prevent further heat loss.
When a casualty has been immersed in cold water for a period his blood
pressure will be reduced. This is because during immersion the surface blood
vessels become constricted as a defensive mechanism to preserve heat in the
body’s central core. The shunting effect of blood, unable to be fully distributed in
the arms and legs, overloads the trunk, which disposes of the extra fluid mainly by
increasing urinary output. However, at a later stage the constriction of the surface
blood vessels is not fully maintained and blood pressure falls as a result. Whilst a
person is in the sea, the extent of blood pressure loss is lessened to some extent by
the compensating pressure of the surrounding water on the body-hydrostatic
squeeze.
Removal of the person from the water, particularly if lifted vertically, can
cause up to a 30% reduction to heart output, which may result in collapse or even
in death.
Hypothermia Reduces Blood Pressure

To prevent collapse, casualties should not be allowed to exert themselves
more than necessary and if possible should be helped aboard, rather than be
allowed to climb pilot ladders etc. unaided. Ideally, survivors should be lifted
aboard in a horizontal position, if this is possible in the circumstances.

TREATMENT ABOARD RESCUE VESSEL
After rescue, the casualty should be carried in a slightly head down posture
in order to maintain an adequate blood supply to the brain and to the heart. Once
inside the ship’s accommodation, the unconscious or semi-conscious patient should
be laid horizontally in a recovery position, with the legs slightly raised.
Post Rescue Collapse

It is of course essential to maintain a clear airway. In order to avoid
excessive man-handling, loose outer clothing should only then be removed and the
patient should be insulated with a blanket or sleeping bag and allowed to re-warm
slowly himself. Hot water bottles and the rubbing of limbs should be avoided, as
these may dilate surface blood vessels. If the patient is not breathing, commence
artificial respirations as soon as possible.
If possible do not give chest compressions to a hypothermic patient, as his
heartbeat may be slow and feeble and very difficult to detect. Premature chest
compressions may actually precipitate ventricular fibrillation and cardiac arrest.
However, if there are no signs of life (breathing or movement) chest compressions
must be started without delay.
Casualties who are alert and conscious, but merely cold and shivering, may
be given a warm (40°C, 104°F) bath or shower. All re-warming cases should be
watched carefully, in case they faint after rescue. To lessen this possibility patients
being given a shower should be sat under it, rather than being allowed to stand up.
It would be dangerous to subject more severely hypothermic patients to this rapid
re-warming treatment, without proper medical supervision, as the dilation of the
surface blood vessels may well lead to collapse. If possible temperature should be
taken rectally.
Avoid Exertion and Keep Casualties Horizontal

Alert and conscious patients should then be rested and given a warm drink,
but not alcohol. Any person who has spent more than the briefest period in cold
water and who has suffered the effects of either drowning or hypothermia should
seek further medical advice as soon as possible, as there may be delayed effects.
You can live without water for between 7-10 days and without food for 20-30
days. The priority thereafter is to preserve body fluids whilst in a life raft. Excessive
fluid loss can be caused by: Dehydration and Starvation
SURVIVAL CRAFT AILMENTS - IN THE COLD
Frostbite usually occurs at the extremities of the body - fingers, toes, ears.
The flesh is frozen after exposure to cold wind and the affected areas appear white
and feel numb and hard. The first stage of frostbite is known as frost nip. Avoid

frostbite by wearing protective clothing and by keeping warm and under cover.
Reduce look-out periods in very cold weather and keep a watch on each other’s
condition. Wriggle nose and cheeks and exercise hands and feet in order to keep
circulation going.
Remove anything of a constrictive nature, such as rings or watches. Do not

massage the affected area once signs of frostbite have appeared. Warm the area by
holding your hand against it.
Refer to the Ship Captain’s Medical Guide or other medical guide. Treatment
is by re-warming the affected area in warm water - do not use dry or radiant heat.
Gently dry the area and cover it with a dry dressing. Morphine may have to be
given as re-warming is painful. Elevate the affected parts to relieve swelling and
pain.
The feet swell, become numb and then discoloured and ulcerated, as a result
of poor blood circulation due to chilling or wetting of feet in cold water. This is
known as immersion foot.
Wrap feet in dry clothing and do not massage them. Raise feet to reduce
‘pins and needles' effect when circulation returns.
As per the Ship Captain’s Medical Guide, feet should be dried gently without
rubbing. Give antibiotics to combat infection. After drying, dust with powder and
cover with a dry dressing.
SURVIVAL CRAFT AILMENTS - IN THE HEAT
Avoid excessive exposure to the sun by keeping under cover. Keep head,
neck and other exposed areas covered. A very gradually acquired sun tan may be
beneficial. If burning occurs, cool the skin by sponging gently with water.
Heat Exhaustion
This is caused by the loss of fluid and minerals after heavy sweating. Symptoms
include headache, exhaustion, nausea, cramp and possibly fainting after sudden
movement. The casualty’s face will be pale and his skin cold and clammy.
Breathing may become fast and shallow and the pulse rapid and weak. Body
temperature remains normal and may even fall.
Avoid by following the hot climate routine of resting as much as possible and
keeping the environment within the life raft as cool as possible (see section on
raft management). Keep the casualty cool and replace fluid by additional water
rationing when this is possible.

Heatstroke
This may occur if the environmental temperature is very high and develops
when the body can no longer control its temperature by sweating. The onset
may be sudden, with the casualty complaining of headache, dizziness and of
feeling hot. After becoming restless the patient may rapidly lapse into
unconsciousness. A casualty suffering from heatstroke will feel hot to the touch
(body temperature 40°C, 104°F or more) and will appear flushed, although the
skin surface will be dry, due to the body’s inability to sweat. The pulse will be
full and breathing may be noisy.
The aim is to reduce the casualty’s temperature as quickly as possible.

Immediate treatment is urgent, as this condition is dangerous to life. In a life
raft this can be done by stripping most of the casualty’s clothing and soaking the
remainder in water, whilst directing as much cool air as possible over him. Do
this until his temperature returns to normal and natural sweating is restored. On
a rescue vessel, further treatment will be necessary to replace fluid and saline
loss - refer to the Ship Captain’s Medical Guide.
OTHER SURVIVAL CRAFT AILMENTS
General Urine Retention

This can be dangerous, to overcome mental block before urine production is
reduced by rationing, drink plenty of water before leaving the vessel and try to
pass urine within 2 hours of boarding the survival craft. If retention occurs,
dangling your hands in the water may help. After a period in a life raft urine will
appear dark and smoky. This is normal and no action is necessary.
Constipation
This is normal as food intake has been greatly reduced. No treatment is
required; in fact laxatives can do harm.
Salt Water Boils

These are due to the skin becoming sodden with sea water. Do not squeeze or
prick boils. Keep them clean and cover with a dry dressing. Keep the area as dry
as possible to avoid chafing.
This is common and due to long periods spent in a sitting position; it will
subside without treatment after rescue.

PERSONAL SAFETY
AND SOCIAL
RESPONSBILITY

COURSE FRAMEWORK
Course Title: PERSONAL SAFETY AND SOCIAL RESPONSIBILITY
Scope:
A 4-hour course that will satisfy the requirements for Personal Safety and
Social Responsibility as described in STCW 2010 Basic Safety Training
requirements.
Objective:
proficient knowledge and satisfy examination requirements for Personal
Survival Techniques, as described in STCW Code Table A-VI/1-4 as amended,
and U.S. 46 CFR 11.302(a)(4) and 46 CFR 12.602(a)(4).
Entry Standards:
For USCG and MCA: Minimum sixteen years old.
Class Limitations:
teacher ratio will not exceed 24:1 in the classroom.
Course Duration: 4 hours of instruction over 0.5 days.
Attendance Policy:
of tuition.

assessments:
3. Satisfactory completion of all practical evaluations.


Re-Test Policy



Teaching Aids
References
R1: STCW 2010: Section A-VI, Table A-VI/1-4
Textbook
T1 BCT Course Notes
P1 PowerPoint

COURSE SCHEDULE
TIME TOPICS
1300 - 1400 Emergency drills and training review

MARPOL
Right Whale Reporting
1400 - 1500 Safe Working Practices

Code of Safe Working Practices
Personal Protective Equipment
Effective Shipboard Communications

1500 - 1600
Human Relations
1600 - 1700 Review

Written Examination

PERSONAL SAFETY AND SOCIAL RESPONSIBILITY
INTRODUCTION
The Personal Safety & Social Responsibilities portion of the basic safety
training course satisfies STCW A-VI/1-4. More importantly, when you complete this
course, you will find it necessary to apply as much of this course as possible in your
maritime career.
The minimum standard of competence in Personal Safety & Social

Responsibilities is listed in STCW Table A-VI/1-4 and includes the following:
1. Comply with emergency procedures, including:

• types of emergency which may occur, such as collision, fire or foundering
• knowledge of shipboard contingency plans for response to emergencies
• emergency signals and specific duties allocated to crew members in the
muster list; muster stations; correct use of personal safety equipment
• action to take on discovering potential emergency, including fire, collision,
foundering, and ingress of water into the vessel
• action to take upon hearing emergency alarm signals
• value of training and drills
• knowledge of escape routes and internal communication and alarm systems
2. Take precautions to prevent pollution of the marine environment, such

as:
• effects of operational or accidental pollution of the marine environment
• basic environmental protection procedures
3. Observe safe working practices:

• importance of adhering to safe working practices at all times
• safety and protective devices available to protect against potential hazards
• precautions to be taken prior to entering enclosed spaces
• familiarisation with international measures concerning accident prevention
and occupational health
4. Understand orders and be understood in relation to shipboard duties:

• ability to understand orders and to communicate with others in relation to
shipboard duties
5. Contribute to effective human relationships on board the vessel:

• importance of maintaining good human and working relationships aboard
ship
• social responsibilities; employment conditions; individual rights and
obligations; dangers of drug and alcohol abuse
In general, crew need to:
• Be physically fit
• Be well trained
• Be properly equipped
• Understand tasks
• Be aware of dangers
• Have a required depth of knowledge
• Know expected outcomes of actions
1.0 ACCIDENTS AND EMERGENCIES
Operating in the marine environment is inherently dangerous. However, with

the right equipment, a knowledgeable and well-trained crew and strong leadership,
many of these dangers can be avoided or successfully managed.
The common types of emergencies that may arise include:

• Personal injury
• Man overboard
• Mechanical breakdowns
• Collision
• Fire
• Flooding
• Foul weather
• Stranding
• Foundering
• Sinking
Accidents can be caused by a number of factors including:

• Human error through improper training or carelessness
• Not using or improper use of Personal Protective Equipment (PPE)
• No planning or bad planning
• Environmental factors
Human factors play the largest role in the cause of accidents onboard a vessel. In
fact, 80% of all accidents at sea are caused by Human Factors, including:
• Stress
• Fatigue
• Poor communication
• Poor health
• Social isolation
• Poor lifestyle choices

The most common locations for accidents to occur on a ship are:
• Galley
• Weather deck
• Engine room
• Laundry
• Aloft
• Over the side
• Machinery spaces
• Watersports equipment
Common causes of injuries and accidents:

• Movement about the yacht
• Galley stove, knives, hot oil
• Engine room equipment, hot moving parts
• Laundry lint
• Welding, soldering, grinding, “hot work”
• Lifting or carrying too much weight
• Handling lines, anchors
• Electrical work
• Painting
• Hazardous materials
2.0 TRAINING AND DRILLS
Disasters have a habit of striking suddenly and unexpectedly. In order to

avoid loss of life and damage to the vessel, all mariners should have station bills
giving alarm signals and emergency duties of each member of the crew. The alarm
signals must become second nature.
Training and refresher courses in safety, survival, first aid, and firefighting
should be taken every five years to ensure that crew members are prepared to
react properly and be familiar with their duties in time of emergency. Drills are the
best way of providing the crew with onboard preparation and familiarity with the
type of and location of the vessel’s safety and survival equipment.
The ILO (Internationl Labour Organisation) Convention adopted a code of

practice on the Prevention of Accidents for Seafarers in 1970 (Convention 1~134).
The UK has the Code of Safe Working Practice for Merchant Seamen (COSWP).
To access specific information about this code, go to www.lLO.org. It is the

entire crew’s responsibility to be prepared and to fulfill their responsibilities if an
emergency situation should arise.

Duties and Responsibilities
Each crewmember is responsible for orienting and familiarizing themselves onboard

a new vessel. This includes:
• Being familiar with contingency plans
• Knowing the location of muster lists, boat stations and fire stations
• Knowing signs, lights, alternative routes, escape routes
• Knowing type of alarms: lights, bells, audibles
• Knowing location of all safety equipment
• Locating and properly fitting your personal safety appliances
• Keeping equipment well maintained
• Informing department heads of any faults or problems
3.0 EMERGENCY PROCEDURES
Muster List / Station Bill

Muster Lists / Station Bills are designed to list each crewmember’s role in
reacting to an emergency. This will help to prevent panic in the crew or a general
sense of being unprepared should an emergency arise.
Emergency Station Assignments

The duties that are listed on the muster list may include:
• closing watertight doors, fire doors, fire screens, covers and all valves of
scuppers, sanitary, and other discharges through the hull
• the extinguishment of fire
• the equipment for life rafts, boats, and buoyant apparatus, and their
preparation for launching
• the muster of passengers, which includes warning the passengers, seeing
that they are dressed and have been properly fitted with life jackets, and
getting them to the appropriate life raft/boat stations, as well as generally
controlling/guiding their movement
• special duties to be assigned to each member of the crew, with the station
bills showing all these special duties and indicating the station each crew
member should go to and the duties they must perform. These duties should
be appropriate for the department in which they normally work. Station bills
must be framed and posted in the Crew Mess and the Bridge, to command
the attention of the entire crew and serve as a guide and constant reminder
of what is expected of them in an emergency situation

Alarm Signals
Alarms are sounded on board to indicate an emergency situation. All crew
members must be familiar with all alarm signal used on board.
General Emergency Signal (GES)

The GES signal can be seven or more short blasts followed by one long blast
on the ship’s whistle or other signal (horn/klaxon/buzzer or bell) provided this has
been described on the Muster List.
Fire Alarm ( ------------- )

The fire alarm should be described on the Muster List and will normally be a
continuous blast of the whistle/horn/klaxon/buzzer or bell.
Man Overboard Signal

The man overboard signal will probably be the letter 0 (three long blasts) on
the ship’s whistle/horn/klaxon/buzzer or bell and will be described on the ship’s
Muster List.
Abandon Ship
The signal given for abandon ship should be described on the Muster List. It
should different from other emergency signals so that they cannot be confused.
If you discover an emergency situation on board, you would immediately

RAISE THE ALARM, and if appropriate, TAKE INITIAL ACTION
Vessel Layout & Escape Routes
You should know your vessel. Know where all the entries and exits are to
every space. If there are two means of escape from a compartment and you know
of only one, your chances of getting out alive if that exit is blocked by fire, flooding,
or damage is very poor.
Preparation for an emergency may mean the difference between life and
death. Familiarise yourself with the terms in the attached nautical glossary.

4.0 MARINE POLLUTION PREVENTION
Common Types of Pollution Generated from Vessels

• Oil / Petroleum
• Plastic
• Garbage
• Air
• Sewage
• Chemical
The dumping of garbage at sea is a worldwide problem. Plastic can kill fish and
marine wildlife and foul vessel propellers and cooling water intakes. Other garbage
can litter the beaches and make people and animals sick. A large percentage of
pollution is caused by marine activities, in which the greatest pollutant is oil.
MARPOL
In 1973, the International Convention for the Prevention of Pollution

from Ships at Sea (MARPOL) was drafted and signed by a community of
seafaring nations.
It was updated in 1978 and more recently to include six annexes on pollution
of the marine environment. By signing onto MARPOL, countries agree to enforce
Annexes I (oil), II (noxious liquid substances), III (hazardous substances), IV
(sewage), V (plastics) and VI (air pollution).
Specific Rules:
Annex I: Oil discharge absolutely forbidden at any time.

Annex II: Noxious liquids discharge very restricted.
Annex III: Hazardous materials discharge very restricted.
Annex IV: Sewage discharge forbidden within three miles of shore.
Annex V: Garbage disposal varies, but no plastic ever.
Annex VI: Engine emission standards.
Annex I: Oil Pollution

3.2 million tons spilled annually due to:
• 33% vessel operations
• 12% marine accidents
• 37% in ports
• 7% natural spillage/seepage
• 2% drilling and rigs
• 9% other

Effects of oil pollution:
• A little oil can do a great deal of damage
• Costly to clean up
• Short and long-term harm to ecosystems
• Harm to wildlife
• Nuisance to beaches and water transportation
• Hazards from fire
• Potential harm to human health and safety
• Economic harm to fisheries, coastal businesses and local economies
Annex II: Noxious Liquid Substances

• Toxic – can kill on contact
• Smothering – can reduce oxygen in the water
• Ingestion – kills wildlife
• Causes harm to ecosystems
• Can take years to recover
Annex IV: Sewage

• Within three miles of shore – no discharge of sewage
• 3 to 12 miles – discharge only with approved treatment system or
disinfectant
• Beyond 12 miles – discharge of untreated sewage allowed when vessel is
making 4 knots or more or speed and discharge occurring at a controlled
rate.
• Baltic Sea – Special Area – no discharge area for passenger ships
Annex V: Garbage
• Plastics may not be discharged anywhere at sea
• 3 miles out – Ground food waste 25mm in size may be discharged
• 12 mile out – Non-ground food waste and cargo reside permitted
• Wider Caribbean and Mediterranean Sea Special Areas
Vessels over 100gt or which carry more than 15 people are required to have
a Garbage Management Plan, take special measures to explain how garbage is
controlled onboard and record how it is disposed of.
Docks and marinas are required to provide facilities to handle normal

amounts of garbage from their paying customers.
All vessels are required to report pollution. Violations of MARPOL may result
in fine of up to £25,000 for each incident.

Right Whale Sightings
The Right Whale Reporting System was developed to alert Merchant Vessels
to the presence of the Northern Right Whale. Collisions with Right whales,
especially along the east coast of the United States can lead to serious injuries, loss
of property and possible fatalities.
Yachts cannot approach closer than 455 meters / 500 yards of a Right Whale.
Those on watch on the bridge have a responsibility to keep a lookout for the
whales.

5.0 SAFE WORKING PRACTICES
Every crew member must always consider their safety, the safety of their co-
workers and the safety of the vessel. Safe working practices include:
• Competent staff trained for the task
• Staff well rested and alert
• Complying with the vessel’s safe working practices
• Always using Personal protective Equipment (PPE)
• Necessary tools and equipment properly maintained
• A safe platform to work, with adequate ventilation and light
• A safe system of work, adequately supervised.
The Code of Safe Working Practices for Merchant Seafarers (COSWP)

is a UK Maritime and Coastguard Agency publication describing best practices and
guidance on improving the health and safety of all on board ships. It is intended
for all merchant seafarers onboard UK-registered vessels.
The Safety Management System (SMS) is an organized system planned

and implemented by the shipping companies to ensure safety of the ship and
marine environment.
SMS is an important aspect of the International Safety Management

(ISM) code and it details all the important policies, practices, and procedures that
are to be followed in order to ensure safe functioning of ships at the sea. All
commercial vessels are required to establish safe ship management procedures.
SMS forms one of the important parts of the ISM code.
The safety management system (SMS) therefore ensures that each and
every ship comply with the mandatory safety rules and regulations, and follow the
codes, guidelines, and standards recommended by the IMO, classification societies,
and concerned maritime organizations.
General Safety Rules
1. Good housekeeping is essential. All equipment and tools are to be cleaned

and checked.
2. Known or suspected hazards or unsafe conditions or practices are to be
reported.
3. Maintain concentration.
4. Use common sense.
5. If in doubt, stop what you are doing and report to your supervisor.
6. Don’t take chances.
7. Flag State and Port State regulations and ship’s standing orders must be
followed.

8. Obey all safety signs and instructions, and heed all warning notices.
9. Follow safe working practices, policies and procedures.
10. Work areas must be maintained in a safe, clean and tidy condition.
11. All accidents and injuries must be reported to the captain.
12. Do not misuse any equipment and do not indulge in horseplay.
13. Never operate any machinery unless all safeguards and other safety devices
are in place.
14. Never operate machinery or equipment while under the influence of alcohol
or drugs.
15. Work areas must be properly lit and ventilated.
16. No work may be carried out on any machinery or equipment unless a Permit
to Work has been issued and the equipment has been isolated, locked or
secured as necessary.
17. No work may be carried out in any confined space unless the space has been
thoroughly vented and proved safe, and a rescue harness is worn.
18. Ladders should be lashed top and bottom before use.
19. Do not try to lift or move any object if you think it is too heavy to do so.
20. Never attempt any task unless the correct equipment and sufficient people
are available.
21. Never operate any equipment or machinery unless you are qualified to do so.
Personal Protective Equipment (PPE)
It is very important for all crew members to receive training in the use of
protective gear and equipment available onboard the vessel, such as:
• Life jackets
• Immersion suits
• Face and eye protection
• Hearing protection
• Emergency escape breathing apparatus
• Lumbar support belts
• Respirators
• Clothing to protect from weather extremes
• Safety helmets
• Safety boots and shoes
Enclosed & Confined Space Entry
Common areas on the vessel that should be considered confined spaces:

cargo, peak, ballast, water, or sewage tanks; bow thruster or machinery spaces;
spaces where people don’t normally operate.

The dangers and hazards involved in this type of situation include poor air
quality or insufficient oxygen and hazardous vapours which may render a person
unconscious or worse.
Training for enclosed or confined space entry is essential to be aware of the

correct procedures, for example:
• follow established policies and procedures;
• no one should enter unless there is no alternative; there should be adequate
ventilation (test air quality);
• never go in without having support or emergency crew available to help you;
wear protective clothing, equipment.
Permit To Work
“There are many types of operations on board ship where the routine actions
of one person may inadvertently endanger another, or when a series of action steps
need to be taken to ensure the safety of those engaged on a specific operation. In
all instances, it is necessary before the work is done, to identify the hazards and
then to ensure that they are eliminated or effectively controlled.”
That is a direct quote from the 'Code of Safe Working Practices for Merchant
Seamen' (COSWP). The sea is a dangerous work environment with many
dangerous jobs to do. A Permit to Work system describes the processes fo an
organized and predefined safety procedure and that, while not in itself making the
job safe, it contributes to measures for safe working. In other words, it is designed
to cut out unnecessary risks.
With a Permit to Work:

• Authorized and properly trained personnel have considered all potential
hazards
• All reasonable precautions have been taken to reduce risk to personnel
involved in performing the task
• All personnel who sign the permit fully understand their responsibilities
Permits to work includes:

• Scope of work
• Checklist and isolation data
• Authorization
• Receipt of permit
• Clearance of permit

Risk Assessment
Something with the potential to cause harm (this can include substances or
machines, methods of work and other aspects).
Risk: The likelihood and severity of that harm from a particular hazard being
realised.
What is Risk Assessment?

A risk assessment is a careful examination of the work activities and
premises which could cause harm to people. These risks should be evaluated to
decide if adequate precautions have already been taken or whether more can be
done. The aim is to prevent people becoming injured or suffering work-related ill
health.
Who should Perform the Risk Assessment?

Assessments should be carried out by a competent person. Competency can
be defined as a combination of training, knowledge, experience and personal
qualities including the ability to make sound judgments. In practice the person who
carries out the assessment will depend on the risks and the resources available.
Risk Assessment in Practice

There are different ways to undertake a risk assessment in the workplace:
• study each activity
• study hazards and risks in groups e.g. machines, chemicals
• study each section or area of the workplace e.g. store room, office,
corridor
To be a suitable and sufficient risk assessment and comply with legal requirements,
you must consider five main stages:
• identify hazards
• identify people at risk
• evaluate the risks and decide whether existing precautions are
adequate or recommend further control measures
• record your findings
• review and revise when necessary
Step 1 - Identify the Hazards

Walk around the workplace and identify hazards which are significant and
could cause serious harm or affect many people. Ask employees and safety
representatives for their comments. Do not forget to include non-routine activities
e.g. open days, breakdowns, etc.

Step 2 - Identify People at Risk
We have a higher duty of care towards those who may be more vulnerable.
New crew members, day-workers and those unfamiliar with your vessel all fall into
this category.
Step 3 - Risk Evaluation

For each hazard identified it is necessary to evaluate the significant risks
always considering the worst likely outcome.
Next you need to decide the level of risk by considering the chance of harm
occurring and the seriousness of injury. This can be done by either simple
qualitative assessment techniques (i.e. low, medium or high) or alternatively using
quantitative techniques.
A simple equation is used to assess risk:

Risk = Hazard Severity x Likelihood of Occurrence
Severity should be assessed on a scale of one to five:

5 Very High: Causing multiple death or wide-spread destruction
4 High: Causing death or serious injury to an individual
3 Moderate: Causing injury or disease capable of keeping an individual off
work for three days or more
2 Slight Causing minor injury allowing individual to continue work after
first aid treatment
1 Nil Trivial injury
Likelihood of occurrence should also be assessed on a scale of one to five:

5 Very likely
4 Likely
3 Quite possible
2 Possible
1 Not likely
100% certainty that an accident will happen or common occurrence
• Regular occurrence. The accident may happen with additional factor

• Accidents will only happen if several factors precipitate it
• Possible occurrence but risk is minimal. There is no real risk present
A risk factor can be found using the equation, ranging from 1 (no severity
and unlikely to happen) to 25 (just waiting to happen with disastrous results).
However, it is important to judge both the severity and likelihood independently.

Having worked on the risk factors for each hazard, you can use the risk grid to
determine the urgency of action.
To determine the action considered to be reasonably practicable, the

assessment of risk should be balanced against the time, trouble, cost and difficulty
of doing anything about it.
Wherever possible you should make changes which allow the risk to be avoided
altogether. Where this is not possible or practical, one of the following should be
used to minimise the risk:
• substitute with something less risky
• enclose the hazard to control the risk
• use guarding or segregation of people
• use a safe system of work to reduce risks to an acceptable level
• use written procedures for key workers
• provide adequate supervisors
• train employees
• provide information and instruction (e.g. signs)
• use personal protective equipment
Step 4 - Record your Findings

The significant hazards and conclusions of the assessment must be recorded.
Step 5 - Review your Assessment

Risk assessment is a continuous and on-going process. Any significant
changes (e.g. introduction of new equipment) could introduce new or unfamiliar
hazards and affect the risk assessment. Accidents and incidents may also identify
hazards that are not adequately controlled (flashover awareness).
In any event, it is good practice to review the risk assessment at regular

intervals (annually for many activities).
6.0 FUNDAMENTALS OF COMMUNICATIONS
Shipboard Organisation
The flow of communications depends on organisation. Unlike many shore side
companies, a vessel operates on a twenty-four hour per day, often seven-day a
week, schedule for weeks, or months at a time. To be effective, proper organisation
is necessary.

The elements of shipboard organisation are listed and defined as:
• flow of communications: determining the chain of command
• information: communicating knowledge derived from observations or
experience. In the shipboard environment, it is important to communicate
information regarding the vessel’s equipment, personnel, cargo, weather and
any other pertinent information
• decisions: reaching a conclusion based on the information available
• advice: suggestions of what to do or what decision should be made. Advice
is usually given based on an opinion, information or experience
• authority: the power or right to exert influence based on status
responsibility: liable to give an account of one’s actions
The different organisations/departments onboard may include: deck

department, navigation and anchor watches; engineering department; steward
department; cargo operations; safety, such as - fire patrol, firefighting, man
overboard, abandon ship, miscellaneous others, based on vessel type.
Human relations rely on organisation and communication between

management and crew: the organisation has responsibilities to the individuals;
the individual has responsibilities to the organisation.
The functions of management are:

• work planning
• organisation
• flexibility
• decision-making
• delegation
• responsibility
The constraints of management include:

• law and ethics
• economics
• company policy
• responsibilities
Methods of Communication
Onboard, communication may take on many forms. Communication between

two or more people may occur face-to-face, on the internal telephone system, via
handheld VHF radios, via walkie-talkies, through the public-address system and
through intercoms. Selecting the proper manner for communicating can be as
important as the content of the communication. You must decide whether private

conversation or communication heard by many or all is the most appropriate
vehicle.
It is also important to use common terminology. Vessels and marine

operations have very specific terms used to identify or describe components or
operations. Since many crew are made up of individuals from a variety of
backgrounds and whose native languages vary, using the proper maritime
terminology helps to bridge certain language barriers, particularly during
emergency situations.
Principles of Communication
Communication is the art or form of passing a message from one person to

another, as well as the transfer of information and understanding and requires a
sender and a recipient.
Effective communication is an essential contribution to good organization, safety,

productivity and morale.
Types of communication include:

• one-way communication: person to person (telling someone something)
• two-way communication: discussing something
• verbal communication: by speeches, lectures, conversation
• written communication: by papers, books, magazines etc.
• visual communication: by pictures, videos, slides etc.
A communication barrier is an interference that places a limit on the transfer of

information, which in turn, limits understanding. These barriers include:
• personal: a different attitude or perspective
• semantic: a difference in the understanding of words or phrases
• physical: noise or distance may hinder communication
Common factors which produce barriers to communication are:

• lack of organisation
• communication channels
• differences in the status of communicators
• language and terminology
• personal conflicts
• misunderstanding
• feelings and emotional responses

Methods to improve communication include:
• avoidance of oversimplification
• checking who is responsible
• checking the language
• awareness of personal conflicts
• the use of informal channels to improve the formal approach
• using effective listening techniques
• providing constructive feedback, focusing on actions and not personalities
You may have heard the old adage “it is not what you said, it is how you said
it”. There is a lot of truth in that statement. Studies show that the messages we
send are communicated by more than just words. Tone of voice and body language
are major components in communication. The results of those studies are displayed
below.
Transfer of Information
7% of the interpretation of the message is our choice of words - what you say
38% of the interpretation of the message is our tone of voice - how you say it
55% of the interpretation of the message is our body language
Contracts
One form of communication that is important for crew are employment

contracts. Crew should ensure that they have a written contract or agreement that
specifies at a minimum:
• Compensation, including gratuities

• Pay schedules
• Payment methods
• Paid time off / Holidays
• Probationary periods – usually 3 months
• Dismissal conditions
Other topics that should be included:

• Repatriation to country of origin
• Venue of jurisdiction in the event of legal action
• Drug, alcohol and smoking policies
• Special issues – confidentiality
• Personal appearance, hygiene, behaviors
It is important that employment agreements are done in writing, as

verbal agreements are binding but difficult to enforce. It is also to your benefit to
have an individual agreement and not a group/crew agreement. There are
statutory form agreements available through the MCA.

7.0 HUMAN RELATIONSHIPS
Human relationships have existed since early man began to congregate in

groups. They related to each other for basic purposes and later developed social
reasons for gathering such as:
• self-preservation from animal attacks
• food gathering
• companionship
• social reasons
The formation of groups progressed and developed into a more structured

society whose members lived closely together because of a commonality of cultural
attitudes and beliefs in social, religious, and political aspects as well as the desire to
live and work within a framework of government and law.
There is a great potential for conflicts when people are integrated from
varying cultures with differing rules or standards of living and/or work together in
close proximity.
This is applicable in the maritime industry when multi-cultural crews are

commonplace. Not only do the crewmembers have to work together in a confined
environment, but they also eat together and sleep in somewhat confined areas for
sometimes lengthy amounts of time. At sea, if a conflict arises, the workers cannot
just go home for the night and sleep it off. For this reason, it is extremely important
to establish and enforce a set of guidelines for crewmembers to follow.
The following items are established as general rules of conduct, and will be covered
in greater detail later in this module:
• drug & alcohol use/abuse

• personal health and hygiene
• ship sanitation
• conflict resolution
• offensive behaviour
• sexual harassment
Conflict Resolution
Each human being is a unique individual. No two people are exactly alike
physically and mentally (except for identical twins). The nature of a human being is
often considered to be an inborn characteristic, dependent upon biological make-up
and inheritance and influenced greatly by environmental and cultural backgrounds.
Human nature reveals itself as a state of mind and as feelings which are often
expressed in some or all actions, literature, pictures, music, etc.

This human nature will tend to govern the manner in which people react to
one another in particular situations. Such reactions will usually be different between
people from the same culture and that of people from different cultures.
To function cohesively and effectively, a group must operate within a

properly constructed framework of direction and control which is acceptable and
agreed by all members. The way in which people react to situations and behave
under imposed constraints is not easy to predict or understand, particularly when
the impact of technology and the rate at which it advances is imposed on cultural
factors involving social, religious, and political feelings and beliefs.
Conflicts or disputes may arise whenever there is a group of people working

and living in a confined space. This is true at sea; often multi-cultural crews are
living and working together for extended periods of time in very confined and
sometimes crowded areas. Often going to sea requires hard work and long working
hours, this can be stressful and lead to conflict amongst crew members.
The best way to resolve a dispute or a conflict is to avoid them completely. This is
easier said than done, but here are a few pointers:
• clear communication and an understanding of what is expected and who is

expected to do it (their role)
• respectful and tolerant attitude of other crew members’ privacy and beliefs
A role is a pattern of actions expected of a person in activities involving

others. It reflects a person’s position in the social system, with its associated rights,
obligations, power and responsibilities. A clear understanding of each
individual’s role and duties will minimise conflict.
Status can be regarded as the social rank of a person within a group and
represents the recognition, honour, and acceptance given to a person by the other
members of the group.
Conflicts can be the result of the different perceptions and perspectives of

the crew members involved. Clear communication assists the individuals in conflict
to see the situation through the other person’s eyes. Perception is a personal
viewpoint gained from observing or hearing a situation or event. Perspective is an
outlook or viewpoint of a situation based on previous experiences. It is important
during a conflict to avoid the tendency to place blame. Try to see past that and be
part of the solution and not part of the problem.

Offensive Behaviour
Every member of the crew has the responsibility to conduct themselves in a

professional and appropriate manner. Even minor offensive behaviors can threaten
the safety onboard a vessel. If you know of a crew member who is acting, or
threatening to act, inappropriately, you must report to the captain or corporate
representative. This behaviour cannot be tolerated. Reporting it is in the best
interest of the entire crew. Offensive behaviour includes aggression and sexual
harassment.
In many ways, the workplace is safer than it has ever been. We need to be
aware when situations occur that are threatening to us or those around us. Often
when people are aggressive or violent, or threaten violence at work, it occurs after
a long history of aggressive behaviour. As with most problems, taking the time to
listen and communicate effectively usually prevents many long-term problems from
developing.
Examples of Offensive Behavior can include:

• Noise
• Poor personal hygiene and accumulated dirty laundry
• Use of others belongings or space without permission
• Invasions of privacy
• Gossiping, Cliques
Examples of Aggressive Behaviour:

• any act of violence where an individual expresses anger by hitting, pushing,
or otherwise physically assaulting any crew member or guest
• any verbal threat of harm that is intended to intimidate or threaten the
safety of an individual, whether the threat is made in person, through the
mail, over the phone, via e-mail, or through another crew member or person
• unusual, bizarre or menacing behavior, focused on a grudge, grievance or
romantic interest in another crew member
• acts, words, and gestures adversely affecting the safety and security of
another individual
• bringing a gun, weapon, or other exploding device to the vessel without prior
authorisation
Offensive sexual behavior/harassment can be in the form of verbal and non-verbal

communication or behavior.

Examples of Offensive Sexual Behaviour/Harassment:
• displaying sexually suggestive material
• making suggestive gestures with hands, or mouth, etc.
• personal gifts
• writing unwanted love letters, poetry
• touching, massaging someone’s or rubbing against a person
• exhibiting sexual parts of your body
• making comments about someone figure, looks, hair or body
• calling someone a babe, hunk, etc.
• making suggestive sounds such as whistling, groaning, etc.
• telling sexual jokes or stories
• describing pornography or sexual acts
• suggesting that someone goes on a date with you over and over
Sexual Harassment
Legal Definitions:
Sexual Harassment: is unwanted sexual or gender based behaviour that

occurs when one person has formal or informal power over the other.
Quid Pro Quo: harasser requires sexual favours of victim in return for some
action by harasser, or harasser retaliates against victim for refusing sexual
favours.
Sexual Misconduct: occurs between consensual adults on company

property or company time
Sexual Discrimination: unfair treatment due to gender i.e. not getting a

job or promotion due to gender Sexism: attitudes, conditions or behaviours
that promote stereotyping of social roles based on gender or of gender
superiority
The victim is usually subjected to unwelcome repeated sexual comments,

innuendoes or touching, which alter conditions or interfere with employment
performance or access to opportunities provided by the institution.
Conduct is gender-based or orientation-based and creates an intimidating or

offensive place for employees to work:
• usually requires a pattern of this sort of behaviour, but sometimes one
incident is enough, if severe or outrageous
• can occur off premises
• can be caused by vendors, or temporary crew or others on the vessel

There are three elements to sexual harassment:
• the behaviour is unwanted or unwelcome
• the behaviour is sexual or related to the gender of the person
• the behaviour occurs in the context of a relationship where one person has
more formal power than the others (such as a supervisor over an employee)
or more informal power (such as one peer over another)
Sexual harassment exists when any of four conditions are met:

• submission to the conduct is made a term or condition, either explicitly
implicitly, of obtaining employment or advancement OR
• submission or rejection of the conduct is used as a factor in decisions
affecting that person’s employment OR
• the conduct has either the purpose or effect of substantially interfering with a
person’s employment OR
• the conduct creates an intimidating, hostile or offensive work environment
Who gets harassed more often?

• females in non-traditional fields
• women in graduate school
• women and girls of color
• young, inexperienced, unassertive, socially isolated girls or boys, women or
men
• lesbian and gay persons
• persons with disabilities, physical and emotional
• persons temporarily vulnerable due to a life crisis
• persons who are single or divorced
• persons who are economically disadvantaged
• persons who have been sexually abused or assaulted, including victims of
incest
Why don’t people report harassment?

• embarrassment
• belief that the behaviour will end if ignored
• fear of losing one’s job
• fear of retaliation
• fear of being blamed for inviting the harassment
• concern about not being believed
• concern about being labelled a troublemaker
• fear of harmful rumours and loss of privacy
• conviction that nothing will be done about the problem
• fear that the complaint process could be worse than the harassment
What can you do to try to stop the harassment early on?

Targets of sexual harassment can do a number of things themselves to stop the
conduct.
• tell the offender that the conduct is unwelcome and must stop
• adopt an icy approach (I beg your pardon! )
• refuse to answer personal questions
• place a copy of the company’s sexual harassment policy in their office or
message box
• send the harasser a letter
• provide a factual account of what happened
• describe how the incident(s) made you feel
• explain what you want to happen next
• deliver the letter in person or mail it
• keep a copy
• if this doesn’t work, share a copy of the letter with your supervisor
Examples of Sexual Harassment:

• mooning or streaking
• exposing genitals
• biting someone
• shouting obscenities
• leaving obscene messages on e-mail or voice mail
• bra, pants, shorts or skirt snapping
• pulling down someone’s pants, shorts or skirt
• flipping up skirts
• teasing females or males about their sexuality, breasts or genitals
• touching or grabbing
• telling someone what sexual behaviours the speaker would like to engage in
with that person
• whistling or yelling at women who walk by or rating them
• threatening rape
• pressing one’s body against someone
Summary: What is Sexual Harassment?
It is sometimes difficult to define and prosecute sexual harassment for three

reasons:
1. what is inappropriate for one person may be acceptable to another
2. there is no single test for distinguishing sexual harassment from merely
offensive or inappropriate conduct, although there are guidelines
3. context is important
Sexual harassment is different from the natural, normal tension that exists between
co-workers when someone is attracted to another.

So when does-
• a look become a leer?
• a touch become a grope?
• a joke become a taunt?
• a tease become harassment?
When the behaviour is unwelcome by the person for which it was intended.
A mariner has the right and responsibility to report ALL problems. Even if you are
not the target of aggressive or harassing behavior, you have a responsibility to
report what you see or hear to the proper authorities onboard your vessel.
8.0 DRUGS & ALCOHOL IN THE WORKPLACE
The inappropriate use of alcohol and drugs, including legally prescribed

drugs, can have a damaging effect not only on the individual concerned but also on
those they contact at work as well as home.
Your employer has no desire to interfere with your personal life or to reduce
any social activities carried out in a reasonable manner. However, you should
understand that the psychological and physical effects of alcohol and other
substances which affect behaviour can inadvertently be brought to the workplace.
Because of this, your employer could consider measures which will actively
encourage crew to manage their lives in such a way that safety is not jeopardised.
These measures can include:
a. a formal policy which includes clear rules regarding alcohol and drug abuse
b. procedures to test employees in certain circumstances including a random
amount of unannounced testing for safety critical employees
c. giving employees information which will allow them to make responsible
judgment regarding their use of alcohol and drugs
The policy and associated procedures should take into account the fact that
we are all human. In the unlikely event a crew member has a problem and
voluntarily seeks assistance employers should offer all reasonable help in a positive
and sympathetic manner. Confidentiality should be maintained as far as possible.
Background
• Approximately 60% of fatal accidents at work in the UK are alcohol related
• Alcohol is associated with 43% of deaths from falls
• Alcohol is estimated to cause 3.5% of all absences from work

As a crew member, your terms and conditions of employment could include
disciplinary action which may be taken in the event you are found to be unfit to
carry out your duties due to the influence of alcohol and drugs.
It is obvious that active management of safety is essential to minimise the

risk of major disaster. This also helps reduce the likelihood of accident and injury.
It should be remembered that the proliferation of illegal ‘’designer’’ drugs,

which are considered by some to be socially acceptable, as well as the ability to buy
stronger legal drugs over the pharmacist’s counter, mean that the risk of drug
impaired performance by an employee is getting higher.
The risk of alcohol-impaired performance is well documented and for many

years we have accepted that driving under the influence of alcohol is not socially
acceptable. Currently the UK legal drink drive limit is 80mg per 100ml (i.e.
8Omg%). There is an increasing weight of evidence to support reducing the
statutory limit to 4Omg% or even less. In the U.S., the legal limit for Blood Alcohol
Content or Breath content is 0.08 or above.
Alcohol in the Workplace
Few people realise that alcohol is a poison. If undiluted it will quickly kill you.
There is also a commonly held misconception that it is a stimulant. It is, in fact, a
depressant. That is to not say it will always make people depressed. Alcohol can
depress feelings of anxiety, but it can equally intensify feelings of unhappiness or
aggression.
Like many toxic substances however, alcohol in small quantities can actually
be beneficial. It is when those quantities become too large or too frequent that
problems occur.
Alcohol is absorbed into your bloodstream within a few minutes of being

drunk and is carried to all parts of your body including the brain. The concentration
of alcohol in the body depends on many factors, but principally, how much you
have been drinking, whether you have eaten and your size and weight.
It takes a healthy liver about one hour to break down and remove one unit of
alcohol. A unit is equivalent to 8gm or 10ml (cl) of pure alcohol. Typically accepted
as a unit are:
• half a pint of average strength beer, lager and cider (3.5% ABV)
• a small glass of wine (9% ABV)
• a standard pub measure of spirits/fortified wine 25ml (40% ABV)
Men should drink no more than 3-4 units per day and women should drink no
more than 2-3 units per day to avoid significant risks to health. If you are drinking

this amount regularly there is an increased risk to health. U.S. Department of
Transportation limits Blood Alcohol Content to 0.04% (about 2 drinks).
An alcohol problem does not necessarily mean a dependence problem. If we

consider solely the traditional image of an alcoholic, then only severely dependent
drinkers within the crew would be identified. It is better to promote a broader
perspective on alcohol problems, remembering that early intervention and
education can prevent a problem arising.
Drugs in the Workplace
This problem is not confined to illegal drugs such as cannabis, cocaine,

heroin and so on.
Illegal Drugs
These can be categorised into three categories - Depressants, Stimulants or
Hallucinogens. These drugs are covered by the Misuse of Drugs Act 1971 in
which they are classified as either Class A, B or C (as defined in Schedule to
the Act).
Depressants
Opoids such as Heroin, Morphine, Codeine and Opium are in this category
and are either sniffed, swallowed, smoked or injected. These drugs are also
classed as narcotics and are classified as Class A. Use of these drugs can lead
to increased tolerance leading to both physical and psychological
dependency. Sustained use of these drugs will cause the user to centre his
lifestyle around the drug’s procurement and use.
Stimulants
Amphetamines are sniffed, swallowed or injected. These increase pulse rate
and blood pressure. Use can result in anxiety and panic and increasing risk of
both emotional and physical dependence with increasing use. Chronic effects
can also lead to a reduced resistance to infection and a loss of appetite
leading to weight loss.
Cocaine, and its derivatives, are either sniffed, smoked or injected. Use can
lead to psychosis and delusions. Repeated use can lead to high risk of
dependence. Extreme effects can be encountered using cocaine when
prepared as crack, such as heart failure or heart attack.
Hallucinogens
These can include Lyseric acid diethylamide (LSD) and hallucinogenic
amphetamines (MDMA, ecstasy). These drugs are generally ingested and

effects can range from anxiety and panic to extreme perceptual disorders
leading to reckless behaviour.
Phencyclidine (PCP, angel dust) can be sniffed or smoked and can lead to I
regular breathing.
Legal Drugs Barbiturates

Barbiturates are swallowed as capsules or injected. These can produce a high
risk of dependence especially when mixed with other drugs or alcohol.
Solvents
Solvents are volatile substances that can include lighter fluids (as associated
hydrocarbons), cleaning fluids and adhesives and aerosol preparations.
Misuse of these items can lead to severe intoxication and disorientation with
increasing risk of heart and brain damage with increasing use.
Medicines/Restricted Drugs
Prescribed drugs can be misused. These are drugs that have been prescribed
by a doctor or have been obtained through a pharmacist which can have
considerable health risks if misused, or if used in conjunction with other
types of drugs.
Examples of medicines/prescribed drugs can be Tranquillisers (Valium,

Librium, Activan, Serenid, Normisson) which can be swallowed or injected.
These drugs have severe risks of both physical and psychological
dependence. Other examples can be Anti-Depressants, Sleeping Pills and
some medicines such as remedies for coughs and colds.
Signs of Drug Abuse

• Sudden changes in mood
• Unusual irritability
• Loss of appetite
• Loss of interest in work, hobbies or social life
• Bouts of drowsiness or sleepiness
• Strange behavior or evidence of telling lies
• Petty theft and unexplained loss of money and personal possessions
• Unusual smells, stains or marks on the body, on clothing or in the cabin
What to Do If You Have a Problem
Whether you have a drug or alcohol problem, or you believe a fellow crew
member has, do not pretend that it does not exist.

You should be encouraged to communicate concerns responsibly and
confidentially to a senior crew member. The overall purpose of this policy is to
enable the employer to help employees deal with impairment of behaviour and job
performance in the workplace arising from substance abuse.
General Provisions
To ensure the correct implementation of a Drugs Policy throughout the crew,

there are a number of general provisions that have to be met.
• You may be required to have read and signed off a Drugs Policy having fully
understood the contents and the implications.
• You may also have access to relevant information regarding drug abuse in
the workplace.
• Records may be kept to demonstrate that crew members have read and
understood this Drugs Policy Document. These records will be confidential.
Monitoring of Staff
You may be asked to take periodic drug tests and this will be outlined in your
employment conditions.
Your employer should undertake periodic reviews of any Drugs Policy and the
procedures contained therein. This review will incorporate any relevant results of
post-testing investigations, feedback from employee consultations and any changes
in legislation, best practice etc.
In the U.S., the U. S. Coast Guard requires random drug testing on a

random basis and after a marine casualty or serious marine incident.
Summary of Policy
The overall purpose of a drugs policy is to help ensure the safety and welfare
of crew members, guests and third parties, by reducing the chance of an
employee’s behaviour and job performance being impaired due to subsequent
abuse.
Substance means any controlled drug defined by the Misuse of Drugs Act
1971 (or any amendment thereto or re-enactment thereof), any prescribed or over
the counter drugs or any other substance, including alcohol, which can impair
behaviour, judgment or job performance.
In the context of the policy, abuse would mean the deliberate use of any
substance otherwise than in accordance with prescription or manufacturer’s
recommendation of in such a way as to change behaviour or mood.

9.0 FATIGUE
One of the greatest threats to safety onboard a vessel is fatigue. There are a
number of factors unique to working on boats that can lead to increases in fatigue
among crew. The captain and officers must take steps to ensure that crew receive
adequate rest periods and monitor behaviors to make sure crew are operating to
the best of their ability.
Causes of Fatigue
• Weariness or exhaustion
• Overexertion
• Inadequate or poor quality of sleep
• Physical and emotional stress
• Poor lifestyle choices
• Poor health
For mariners, stress can come from factors both on and off the ship. Living
and working in confined spaces, close quarters with other crew members, constant
concern for safety, weather and other related emergencies, isolation from loved
ones, and long-term routine can all lead to stress. One study even suggested that
working onboard a ship could be likened to serving time in prison.
Fatigue can lead to

• Poor decision-making
• Poor visual perception
• Poor mental calculations
• Slow reaction time
• Decreased effectiveness with memory tasks
• Low productivity
• Poor morale and motivation
• Accidents
• Sleeping on watch
As you can imagine, any of those behaviors could put the boat, crew and
passengers at great risk.
Causes of Sleepiness
• Rough seas or gently rocking seas
• Background vibration
• Background “white noise”
• Failure to manage off-watch time for sleep

Circadian Rythms
The following is taken from the National Institute of General Medical Science,
www.nigms.nih.gov.
Circadian rhythms are physical, mental and behavioral changes that follow a
roughly 24-hour cycle, responding primarily to light and darkness in an organism's
environment. They are found in most living things, including animals, plants and
many tiny microbes. The study of circadian rhythms is called chronobiology
Circadian rhythms are produced by natural factors within the body, but they
are also affected by signals from the environment. Light is the main cue influencing
circadian rhythms, turning on or turning off genes that control an organism's
internal clocks
Circadian rhythms can influence sleep-wake cycles, hormone release, body

temperature and other important bodily functions. They have been linked to various
sleep disorders, such as insomnia. Abnormal circadian rhythms have also been
associated with obesity, diabetes, depression, bipolar disorder and seasonal
affective disorder
Circadian rhythms are important in determining human sleep patterns. The

body's master clock, or SCN, controls the production of melatonin, a hormone that
makes you sleepy. Since it is located just above the optic nerves, which relay
information from the eyes to the brain, the SCN receives information about

incoming light. When there is less light—like at night—the SCN tells the brain to
make more melatonin so you get drowsy.
The Maritime Labour Convention (MLC 2006, amended 2016) provides for
standard rest periods:
• 10 hours rest per 24 hour period

• 77 hours rest in a 7 day period
• Daily rest – no more than 2 periods, with one being at least 6 hours
• Drills must not disturb rest periods
Watchkeeping schedules must be posted in prominent location.
It is important for seafarers to keep to their schedules as much as possible.

Changing watches/shifts can interfere with adequate rest periods, leading to stress,
fatigue and errors in judgement and action.
10.0 GLOSSARY OF NAUTICAL TERMS
Accommodation Spaces: Spaces designed for living purposes for people aboard
a vessel.
Admiralty Law-Maritime Law: A court exercising jurisdiction over maritime
cases.
Aft: Toward the stern of the vessel.
Anchorage: An area identified for safe anchoring.
Athwartship: Side to side, at right angles to fore and aft centerline of a ship.
Ballast: Weight, liquid or solid, added to a ship to ensure stability.
Ballast Tank: A watertight compartment to hold liquid ballast.
Barge: A long, large vessel, usually flat-bottomed, self-propelled, towed, or
pushed by another vessel, used for transporting materials.
Beam: The breadth, width of a ship at the widest point.
Berth: 1. Mooring of a boat alongside a bulkhead, pier, or between piles.
2. A sleeping space.

Berthing Area: 1. Bed or bunk space on a ship. 2. A space at a wharf for a ship
to dock.
Bilge: The lowest inner part of a ship’s hull
Boom: 1.A long pole extending upward at an angle from the mast of a derrick to
support or guide objects lifted or suspended. 2. A floating barrier used to contain
materials upon the surface of the water. such as oil.
Bow: Front end of boat or vessel.
Break Bulk Terminal: Terminal where commodities packaged in bags, drums,
cartons, crates, etc., are commonly but not always palletised and loaded and
unloaded.
Bulk Terminal: Terminal where unpackaged commodities carried in holds and
tanks of cargo vessels and tankers and generally transferred by such means as
conveyors, clamshells, pipeline, etc. are handled.
Bulkhead: 1. One of the upright, vertical partitions dividing a ship into
compartments and serving to retard the spread of leakage or fire. 2. A fixed pier or
wall back-filled to be continuous with the land.
Buoyancy: 1. The tendency or capacity to remain afloat in a liquid. 2. The upward
force of a fluid upon a floating object.
Car Terminal: Terminal where the commodity handled is automobiles.
Centerline: Also known as the “lubbers line”; a line that runs from the bow to
the stern of the vessel and is equidistant from the port and starboard sides of the
vessel.
Chief Mate: Deck officer immediately responsible to the vessel’s master;
commonly referred to as “mate.”
Coaming: Name given to any raise framework around deck or bulkhead openings
to prevent entry of water.
Cofferdam: A void between compartments or tanks of a ship for purposes of
isolation.
Companionway: Interior stair-ladder used to travel from deck to deck, usually
enclosed.
COTP: United States Coast Guard Captain of the Port. The Captain of the Port has
broad powers over all vessels in the area.
Damage Control Locker/Emergency Gear Locker: A locker used for the
storage of emergency equipment.
Deck: A platform (floor) extending horizontally from one side of a ship to the
other.
Dewatering: Process of removing water from a vessel.
Double Bottom: Void or tank space between the outer hull of the vessel and the
floor of the vessel.
Draft: The depth of a vessel’s keel below the waterline.
Drafting: The act of acquiring water for fire pumps from a static water supply by
creating a negative pressure on the vacuum side of the fire pump.
Dry Bulk Terminal: Terminal equipped to handle dry goods that are stored in
tanks and holds about the vessel.

Dunnage: Loose packing (usually wood) material protecting a ship’s cargo from
damage or movement during transport.
Escape Trunk: A vertical trunk fitted with a ladder to permit personnel to escape
if trapped.
Fantail: The stern overhang of a ship.
Fire Control Plan: A set of general arrangement plans showing for each deck the
fire control stations, fire-resisting and fire-retarding bulkheads, together with
particulars of the fire detecting, manual alarm, and fire extinguishing systems, fire
doors, means of access to different compartments, and ventilating systems
including locations of dampers and fan controls. It is required to be stored in a
prominently marked weather tight enclosure outside the deckhouse for the
assistance of shore side firefighting personnel.
Fire Station: A location for the firefighting water supply outlet, hose, and
equipment on board ship.
Fire Warp: Wire rope or other fireproof materials of sufficient strength to tow the
vessel in event of fire. It should be hung from the forward and after end of the
vessel at a position that would allow for easy retrieval by a vessel for towing; the
other end of the fire warp is attached securely to the vessel.
Forecastle. (fo’c’s’le): The section of the upper deck of a ship located at the
bow, forward of the foremast. A superstructure at the bow of a ship where
maintenance shops, rope lockers, and paint lockers may be located.
Forward: Toward the bow of the vessel.
Frame: Structural members of a vessel that attach perpendicularly to the keel to
form the ribs of the vessel.
Freeboard: The vertical distance between water line and main deck.
Gangway: Opening through bulwarks (sides) of a ship or a ship’s rail to which an
accommodation ladder used for normal boarding of the ship is attached.
Gunwale: The upper edge of a side of a vessel or boat designed to prevent items
from being washed overboard.
Heeling: To tip to one side. To cause a ship to list.
Hogging: Straining of the ship that tends to make the bow and stern lower than
the middle portion.
House: Superstructure that is above the main deck.
International Shore Connection: A universal connection to the vessel’s fire
main to which shore side firefighting water may be connected. This allows use of
the vessel’s fire stations and associated hoses. Required on all vessels over 500
gross tons, subject to SOLAS, and on U.S. inspected vessels over 1000 gross tons.
Jacob’s Ladder: A rope or chain ladder with rigid rungs.
Keel: The principal structural member of a ship, running fore and aft on the
centerline. Extending from bow to stern, forming the backbone of the vessel to
which the frames are attached.
Ladder: All staircases, often almost vertical, onboard vessels.
List: An inclination to one side, a tilt.

Main Deck: The upper most continuous deck of a ship, which runs from bow to
stern.
Master: The captain of a merchant ship.
Mate: A deck officer on a merchant ship ranking below the master.
Mooring: 1. Equipment, such as anchors, chains, or lines, for holding fast a
vessel. 2. The act of securing a vessel. 3. A place at which a vessel can be
moored. 4. Any place where a boat is wet stored or berthed. Locally, may be used
to differentiate between permanent anchored moorings and slips.
Overhead: A vessel’s equivalent to a ceiling.
Passageway: A corridor or hallway.
Platforms: 1. Any flat top vessel, such as a barge, capable of providing a working
area for personnel or vehicles. 2. A partial deck in the machinery space.
Port Side: The left-hand side of a ship as one faces forward.
Riser: A pipe leading from the fire main to fire station (hydrants) on upper deck
levels.
Roll-On-Roll-Off (ro/ro): A form of cargo handling utilising a vessel designed to
load or unload cargo that “roll-on” or “roll-of” such as automobiles or tractor trailer
units.
Sagging: Straining of the ship that tends to make the middle portion lower than
the bow and stern.
Sail Area: The area of the ship that is above the water line and that is subject to
the effects of wind, particularly a crosswind on the broad side of a ship.
Scupper: An opening in the side of a vessel through which rain, sea, or firefighting
water is discharged.
Shaft Alley: A narrow, watertight compartment through which the propeller shaft
passes from the aft engine room bulkhead to the propeller.
Shaft way: A tunnel or alleyway through which the drive shaft or rudder shaft
passes.
SOLAS: The International Convention for the Safety of Life at Sea, 1974.
Starboard Side: The right-hand side of a ship as one faces forward.
Stern: After end of boat or vessel.
Superstructure: Enclosed structure above the main deck, which goes from one
side of the vessel to the other side.
Tank Top: Lowest deck, top plate of the bottom tanks.
Tides: The periodic variation in the surface level of the oceans and of bays, gulfs
inlets, and tidal regions of rivers, caused by the gravitational attraction of the sun
and moon.
Towboat: A powerful small vessel designed for pushing larger vessels
Tug: A powerful small vessel designed for towing larger vessels.
Tween Decks: Cargo decks between main deck and lower hold.
Ullage Hole: An opening in a tank hatch to allow measure of liquid cargo.
Vertical Sone: The area of a vessel between adjacent bulkheads.
Watertight Bulkhead: A bulkhead (wall) strengthened and sealed to form a
barrier against flooding in the event that the area on one side of it fills with liquid.

Watertight Door: A door that is designed to keep water out.
Watertight Transverse Bulkhead: A bulkhead that has no openings through it
and extends from tank top up to the main deck, built to control flooding.
Winches: A stationary motor-driven hoisting machine having a drum around
which a rope or chain winds as the load is lifted.

ELEMENTARY
FIRST AID

COURSE FRAMEWORK
Course Title: ELEMENTARY FIRST AID
Scope:
An 8-hour course that will satisfy the requirements for elementary first aid as
described in STCW 2010 Basic Safety Training requirements.
Objective:
proficient knowledge and satisfy examination requirements elementary first
aid, as described in STCW Code Table A-VI/1-3 as amended, and U.S. 46 CFR
11.302(a)(3), 46 CFR 12.602(a)(3) and 46 CFR 11.201(i)(1)
Entry Standards:
For USCG and MCA: Open to all seafarers who are to serve onboard sea-going
commercial vessels. There are no particular educational standards
Class Limitations:
teacher ratio will not exceed 14:1.
Course Duration: 8 hours of instruction over 1 day or 2 evenings.
Attendance Policy:
of tuition.

assessments:
5. Practical evaluations after thorough instruction.


Re-Test Policy



Teaching Aids
A4 Resuscitation mannequins, demonstration AED, ventilation assistance
equipment, choking mannequinns
References
R1: STCW 2010: Section A-VI, Table A-VI/1-3
R2: American Heart Association, Heartsaver AED
R3: Ship Captain’s Medical Guide, 1999, MCA
R4: International Maritime Organization Elementary First Aid
Textbook
T1 ICT Course Notes
P1 PowerPoint

COURSE SCHEDULE
TIME TOPICS
0800 -0830 Registration
The Goals of First Aid
0830 – 0900 Primary Survey DRABC
0900 – 0930 The Unconscious Patient
0930 – 1000 The Unconscious Patient
1000 – 1030 Bleeding
1030 – 1100 Shock
1100 – 1130 Burns
1130 – 1200 Fractures and Dislocations
1200 – 1300 LUNCH
1300 – 1330 Head Injuries
1330 – 1400 Transporting a Patient

Oxygen Administration
1400 – 1430 Heart Disease, heart Attack and Stroke
1430 – 1500 Choking and CPR
1500 – 1530 CPR and AED
1530 – 1600 CPR Practical Assessment
1600 – 1630 Written Examination
1630 – 1700 Written Examination and Review

ELEMENTARY FIRST AID
1.0 WHAT IS FIRST AID?
First aid is the emergency treatment given to the ill or injured before
professional medical services can be obtained.
The goals of First aid are;
• Preserve life / prevent death
• Prevent further injury
• Promote recovery
Most first aid situations are not life or death, however some conditions
such as;
• Choking, asphyxiation, stopped breathing
• Cardiac arrest
• Severe bleeding
require immediate and effective treatment if the patient is to survive
2.0 DR ABC
The primary survey (initial steps of patient assessment)

• Danger- is the scene safe, any obvious risks / hazards to
rescuers?
• Response- check the patient for response, call for help,
• Airway- is there an open and clear airway?
• Breathing- look listen & feel for patient breathing.
• Bleeding-is there any severe bleeding? Stop it immediately
• Compressions- If the patient is not breathing start chest
compressions.
• Circulation- if the patient is breathing check the pulse
DR ABC is the primary survey (initial steps of patient assessment) and

the purpose of the primary survey is to rapidly identify patients that
require immediate intervention(s) to prevent dying

DANGER: Protect Yourself First
A common sense assessment: do any of these conditions pose a
danger to you, the patient or others?Weather
• Sea conditions
• Infectious pathogens
• Electrical
• Atmosphere, confined spaces
• Obstructions
• Running machinery
• Chemical spills
• Fuel leaks
• Entrapment
• Etc.
RESPONSE: unconsciousness
When a patient is found unconscious or minimally conscious there are
many potential causes;
• High or low body temperature
• Brain injury or stroke
• Chemical exposure
• Alcohol or drugs
• Cardiac arrest
• Epilepsy
• Shock
• Many other causes

The treatment of the unconsciousness varies with the cause. However
regardless of the cause, unconsciousness is a threat to life
AIRWAY
The airway is an open passage from the outside into the lungs.
Unconsciousness is a threat to the airway:
1. By position; when lying flat on the back, the tongue of the
unconscious casualty can rest on the back of the throat and block
the airway
The head tilt - chin lift technique moves the tongue and opens the
airway
2. By aspiration; if the unconscious patient vomits they can inhale the
vomit into their lungs. This causes Aspiration Pneumonia which has
a 70% mortality
The recovery position allows the tongue to fall forward and prevents
aspiration and thereby protects the airway
The recovery position means placing the patient lying on their side
with the head down and back. They are stabilized in position by raising
one leg and bracing with the arms

BLEEDING
All the blood in the body is located inside the blood vessels (arteries,
veins and capillaries) where it is constantly moving - carrying nutrients
and oxygen to all the cells of the body. Bleeding occurs when blood
escapes from the blood vessels.
Bleeding can be internal or external.
The most immediate consequence of severe bleeding is that less
oxygen is delivered to the cells of the body.
The types of bleeding are classified by the source:

• Arterial: arteries are high pressure blood vessels that bring
blood from the heart. The blood in arteries is high in oxygen,
looks bright red and tends to spurt. Arterial bleeding is the most
serious type of bleeding
• Venous: veins are lower pressure than arteries and bring blood
back to the heart. The blood in veins is low in oxygen, looks dark
red and tends to flow steadily.
• Capillary: capillaries are tiny hair-like blood vessels that are
located in all the tissues of the body. All the oxygen delivery
takes place in the capillaries. Capillaries blood looks red and
oozes slowly

Internal bleeding is more difficult from a first aid perspective for
several reasons.
• It is difficult if not impossible to assess since it occurs inside the
body.
• There are no effective first aid treatments to stop internal
bleeding.
• It ultimately requires the highest level of medical care- surgical
intervention. This affects evacuation decisions
Internal bleeding is caused by;

• An internal disease- ex. ulcers, infection, cancer, etc.
• As a result of some type of external trauma.
There are sometimes signs or indications of possible internal bleeding;

• bruising on chest or abdomen
• swollen fractures, fractured ribs
• vomiting or coughing up blood
• shock
Treatment for Bleeding

The first aid treatment for internal bleeding is to;
• treat for shock
• arrange rapid evacuation to an appropriate (surgical) destination
External bleeding is readily apparent and so is easy to assess. To the
inexperienced rescuer it often looks worse than it actually is. However
all bleeding must be treated quickly. There are several effective first
aid treatments for external bleeding.
These methods to control bleeding are;

• direct pressure
• elevation
• pressure dressing
• pressure point
• hemostatic agents
• tourniquet

Bleeding: Direct Pressure
Direct pressure is using your hand(s) or body to stop bleeding
• Lie the patient down or place the wound against a firm surface.
• Expose the wound, cut or remove clothes
• Remove any superficial debris from the wound.
• Fold gauze, dressing material, or even cloth or towel into a wad
• Press the wad of material against the wound with steady
pressure directly over the wound for a full 15 minutes or until
bleeding stops
• Wear gloves if at all possible
Bleeding: Direct Pressure and Elevation

While applying direct pressure, raise the wound above the level of the
heart. This uses gravity to help to reduce blood flow to the injury site.
Elevation works with direct pressure, not instead of.
Bleeding: Pressure Points

While applying direct pressure, use your other hand, or have a second
rescuer press over the closest artery above the wound. Find the artery
by locating a pulse. Compress this pulsing artery over the bone to help
stop bleeding. Pressure points work with direct pressure not instead of.
Bleeding: Pressure Dressings

A pressure dressing is a specialized type of dressing that applies
pressure over the wound through wad of material or a device
incorporated into the dressing itself. It is usually applied after initial
bleeding control with direct pressure or other means.
Bleeding – Hemostatic Agents

Hemostatic agents are artificial clotting agents that are packed directly
into the wound. Direct pressure is applied and an artificial clot forms
and stops bleeding. Even severe (arterial) bleeding can often be
successfully stopped with these agents.

Bleeding – Tourniquet
A tourniquet is a bandage that is applied tight enough to stop all blood
flow to an extremity (limb). A tourniquet is applied when the patient’s
life is in danger due to uncontrollable bleeding. When a tourniquet is
applied, all the blood flow stops, and so all oxygen delivery stops, and
the cells of that limb will die due to lack of oxygen. The limb can often
be saved up to 6-7 hours after a tourniquet is applied. Cooling the limb
with ice packs may extend cell survival time.
The tourniquet itself is likely thousands of years old. The C.A.T.
Combat Application Tourniquet was created in 2005-2006 and since its
inception it has saved many lives in combat operations.
✓ It is very quick and easy to use
✓ It is designed for one handed use and so can be self-applied
✓ It is likely more effective than improvised tourniquets
To improvise a tourniquet;
1. Apply pad or wad of material over the artery – above the injury
2. Wrap the limb with a wide material and twist tight. Create a
“windlass” with a rigid object

3. Twist the windlass tight enough to stop blood flow. Tie down
lever & secure tails
3.0 SHOCK
Shock is inadequate oxygen delivery to all the cells of the body.
Shock results from impairment of one of the components of the
cardiovascular system; heart (pump), blood vessels (pipes), or blood
(fluid)
Loss of blood is the most common cause of shock.
Shock Symptoms:
• Rapid pulse (over 100). May be weak ("thready")
• Sustained rapid breathing
• Restlessness anxiety, nervousness
• Cool skin
• Pale skin, bluish skin (cyanosis)
• Sweating, moist skin
• Weakness, thirst, tiredness
• Eventually low blood pressure

Treatment for Shock
• Stop bleeding! Treat or manage the cause of shock if possible
• Reduce body’s workload-put the patient to rest in the Shock
position
• The Shock position is lying on the back with the legs elevated
• Keep the patient warm & calm-cover with a blanket. Maintaining
body temperature is vital
• Give Oxygen preferably by mask
• Pain relief as necessary with radio medical advice
4.0 BURNS
Thermal Burns:
First degree: is a reddening of the superficial layer of skin (ex;
sunburn)-painful
Second degree; blistering of the deeper layers of skin-painful
Third degree: black charred, or dry hard white skin. All the layers of
skin & deeper tissue may be burned-may not be painful

Significant burns are often very challenging for the patient to survive.
Even modest appearing burns can be a very serious injury.
The most life-threatening consequences of burns are;

• Shock
• Infection
Most burn patients will require evacuation for adequate care
Burn Treatments
• Stop the burning process- cool the burn with tepid water
• Assess the burn
• Apply burn dressing or sterile dry non adherent dressing
• May need pain relief immediately
• Always treat for shock
• Monitor for infection
Don’t:
• Use ice
• Break blisters
• Use butter or other home remedies
To assess the patient and determine the percentage of their body

surface that is burned remember that the patients palm is equal to 1%
of their body surface
Burns: Electrical
• Use caution, turn off the power
• Check ABC’s first, anticipate cardiac arrest, and access AED
• Electricity causes muscular contraction. Patients can have
fractures from intense muscular contractions so consider spinal
protection when moving the patient
• Much of electrical burns are internal and impossible to assess so
all electrical burn patients should be rapidly evacuated

Burns: Chemical
Chemical burns treatment;
• When caustic or acidic chemicals are splashed onto the skin the
treatment is to flush the chemicals away with large amounts of
water.
• When dry powder chemicals (lime) are on the skin first brush
away as much as possible then flush with large amounts of
water.
• With chemical splashes to the eyes the water flush should last
for at least 20 minutes after burning stops
• When flushing an eye avoid contaminating the non-affected eye
5.0 FRACTURES AND DISLOCATIONS
A fracture is a break, chip, tear or splinter of a bone.

• Fractures may be open or closed
• A dislocation is a separation of a joint
• It may be difficult to tell a fracture from a dislocation
• Both are treated by splinting
Splinting
A splint is any material or device attached outside a body part(s) with
the purpose of immobilizing that body part(s)
We splint to:
• control pain and
• prevent further injury
Reasons to apply a splint:
A heavy blow or force has been applied to body or limbs and;
• There is continued pain on pressure or movement
• The limb is distorted, angulated, or swollen
• The patient is unable to use the limb or bear weight
The best reason of all to splint is simply the rescuer’s suspicion

Three rules of fracture care are;
1. When in doubt splint. Don’t overthink the decision to splint and
exercise a high degree of suspicion
2. Splint them as you find them. Angulated limbs are usually not
straightened unless they are pulseless or it is necessary in order
to move the patient.
3. Life before limb. The ABC’s take precedence over splinting
fractures
The principles of splinting are

• A splint must be secure but never restrict blood flow.
• When splinting always leave fingers or toes exposed to
continuously evaluate circulation –CMS (color, motion &
sensitivity) after splinting
• May combine splinting with ice packs to limit swelling and help
with pain relief
• Maintain position of function – splint in a resting position
• When splinting a broken bone- the splint should extend to
immobilize also the joint above and below
• When splinting a joint- the splint should extend to immobilize
also the bone above and below
• May combine splints to achieve this such as with a sling &
swathe
• Fractures and Dislocations
Open fractures are when the bone end(s) have broken through the
skin. In this case the first concern is always bleeding
• Apply a sterile dressing over the bone ends
• Try to splint in a neutral position
❖ Do not bring ends of the bone back under the skin unless advised
to do so by the doctor
The back board (long spine board- LSB) is the preferred splint for
suspected fractures of;
• Neck or Back
• Hip & pelvis
• Also often used for leg fractures

6.0 HEAD INJURIES
Head trauma is the leading cause of trauma death
• Head injury symptoms can range from mild confusion to deep
unconsciousness
• Symptoms may occur immediately after the accident or days to
weeks later.
• Because of the variable nature of symptoms and time of onset it
can be very difficult to accurately assess head injuries so
evacuation is prudent for all head injuries
• Changes in consciousness are a threat to the patient’s airway
Head Injuries signs / symptoms

• Personality changes or changes in temperament
• Changes in consciousness from confusion to coma or seizures
• Blurred, double or other visual changes
• Slurring of speech, loss of speech
• Persistent or recurring headache
• Nausea or vomiting
• Loss of balance
• Hemiparesis, or hemi anesthesia

Treatment
• Protect the airway
• Protect the cervical spine
• Head injuries are difficult to evaluate in the field –all should be
evacuated.
7.0 TRANSPORTING A CASUALTY
• The One-Person Arm Carry- is used for small children. It is not

practical for unconscious adults.
• The Pack-Strap Carry- often used for removing a patient from
surf or for water rescue
• The Four-Handed Seat Carry can be used when the injured
person is conscious and can help support themselves. It is useful
for moderate distances
• The Two Person Carry is often used when the patient is unable
to, or too weak to walk.
• The Chair Carry is an improvised lifting and carrying device. It
enables two rescuers to move or carry a patient easily and for
distances. This carry is more comfortable for patients with
fractures or dislocations
• The Firefighters Drag is an outdated method of dragging an
incapacitated patient. It is slow, cumbersome and ineffective
• Drags are useful when it is necessary for one rescuer to move an
incapacitated person out of danger quickly. The Blanket Drag is
the preferred drag. A blanket, tarp, rug, beach towel or other
material reduces friction is the easiest and most effective
method to drag an incapacitated person.
8.0 OXYGEN THERAPY

• Oxygen administration is a safe initial therapy in medical
emergencies
• Many medical emergencies can result in hypoxia at a cellular
level
• It quick and easy to administer and it is often life saving
• It is a benign intervention and will cause no harm

9.0 HEART DISEASE
• There are approximately 1.1 million heart attacks annually in the
US
• There are about 480,000 deaths due to coronary heart disease
• Of those heart attacks about 250,000 will experience prehospital
cardiac arrest.
Heart attack and cardiac arrest are not the same thing. They are two
separate events although they sometimes occur simultaneously.
Cardiac Arrest can be thought of as an electrical problem of the heart

while the Heart Attack is a “plumbing” problem in the heart.
Cardiac Arrest
• Cardiac arrest is when there is no pulse or breathing- the heart
is not pumping
• Cardiac arrest has many causes
• Regardless of the cause the treatment is CPR and AED
Heart Attack (Myocardial Infarction)

• A blockage of blood flow in one of the arteries of the heart. This
results in an interruption of oxygen delivery and death of a
portion of the heart muscle from lack of oxygen.
• The blockage is most often a blood clot which forms in the artery
• The longer the heart attack goes on, the more heart muscle dies
Heart Attack signs and symptoms:

• Chest pain-often described as dull, heaviness, pressure or
tightness
• The pain may radiate out to shoulders, arms, neck, jaw or thru
to the back
• Feels “short of breath”, “can’t catch their breath” or “trouble
breathing”
• May look pale or ashen with cool and clammy skin
• Dizziness, lightheadedness or fainting
• Feels weak or exhausted
• Sudden Cardiac Arrest
• Nausea / vomiting
• Palpitations
Treatment:
• Raise the alarm-911
• Reduce the body’s workload- put to rest
• Calm and reassure- psychological first aid
• Administer Oxygen
• Chew 2-4 baby Aspirin (1/2 -1adult)
• Arrange rapid evacuation
“The first symptom of a heart attack is denial!”
A study of 567 men who experienced sudden cardiac arrest, 53% had
symptoms prior to their cardiac arrest. 56% had chest pains, 13% had
shortness of breath, 4% had dizziness, fainting or palpitations. Almost
80% of these symptoms occurred between 4 weeks and one hour prior
to the cardiac arrest. Denial = cardiac arrest

10.0 STROKE: CVA
Caused by either;
• a blood clot blocking a cerebral artery- ischemic stroke
• or a rupture of a cerebral artery (aneurysm)- hemorrhagic stroke
Symptoms:
• Personality changes or changes in temperament
• Changes in consciousness from confusion to coma
• Blurred, double or other visual changes
• Slurring of speech, loss of speech
• Persistent or recurring headache
• Nausea or vomiting
• Loss of balance
• Seizures
• Hemiparesis, or hemi anesthesia
Treatment:
• Raise the alarm-911
• May administer oxygen with radio medical advice
• Position patient head up if possible
• Protect the airway. Recovery position on the affected side
• Radio medical advice
• Rapid evacuation
Heart Attack & Stroke: Risk Factors

• Hypertension (high BP)
• Smoking
• Obesity
• Excessive alcohol intake
• Diabetes
• Lack of exercise, sedentary lifestyle
• High fat diet
• Age
• Gender
• Family history
• Race

Adult Chain of Survival
• Early recognition of symptoms
• Early CPR
• Early defibrillation
• Early post resuscitation care
11.0 ADULT Basic Life Support Sequence

BLS is shown in the flow chart above and described in the following
sequence.
1. Make sure the victim, any bystanders, and yourself are safe
2. Check the victim for a response:

• shake his shoulders and ask loudly, ‘’Are you all right?’’
3. If he/she responds:
• leave them in the position in which you find them,
provided there is no further danger
• try to find out what is wrong with the person and get help
• reassess them regularly
If he/she does not respond:

• shout for help
• turn the victim onto his back and then open the airway
using head tilt and chin lift
• place your hand on his forehead and gently tilt his head
back
• with your fingertips under the point of the victim's chin, lift
the chin to open the airway
4. Keeping the airway open, look, listen, and feel for normal
breathing:
• look for chest movement
• listen at the victim's mouth for breath sounds
• feel for air on your cheek
In the first few minutes after cardiac arrest, a victim may be barely
breathing, or taking infrequent, noisy gasps. Do not confuse this with
normal breathing.
Look, listen, and feel for no more than 10 seconds to determine if the
victim is breathing normally. If you have any doubt whether breathing
is normal, act as if it is not normal.

If he is breathing normally:
a. turn him into the recovery position
b. send or go for help, or call for an ambulance
c. check for continued breathing
If he is not breathing normally:

Ask someone to call for an ambulance or, if you are on your own, do
this yourself; you may need to leave the victim. Start chest
compression as follows:
• kneel by the side of the victim
• place the heel of one hand in the center of the victim’s chest
• place the heel of your other hand on top of the first hand
• interlock the fingers of your hands and ensure that pressure
is not applied over the victim's ribs. Do not apply any
pressure over the upper abdomen or the bottom end of the
bony sternum (breastbone)
• position yourself vertically above the victim's chest and,
with your arms straight, press down on the sternum 4-5 cm
• after each compression, release all the pressure on the chest
without losing contact between your hands and the sternum.
Repeat at a rate of about 100 times a minute (a little less
than 2 compressions a second)
• compression and release should take an equal amount of time

Combine chest compression with rescue breaths:
• after 30 compressions open the airway again using head tilt
and chin lift
• pinch the soft part of the victim’s nose closed, using the
index finger and thumb of your hand on his forehead
• allow his mouth to open, but maintain chin lift
• take a normal breath and place your lips around his mouth,
making sure that you have a good seal
• blow steadily into his mouth whilst watching for his chest
to rise; take about one second to make his chest rise as
in normal breathing; this is an effective rescue breath
• maintaining head tilt and chin lift, take your mouth away
from the victim and watch for his chest to fall as air comes
out
• take another normal breath and blow into the victim’s
mouth once more to give a total of two effective rescue
breaths. Then return your hands without delay to the
correct position on the sternum and give a further 30 chest
compressions
• continue with chest compressions and rescue breaths in a
ratio of 30:2
• stop to recheck the victim only if he starts breathing
normally; otherwise do not interrupt resuscitation

If your rescue breaths do not make the chest rise as in normal
breathing, then before your next attempt:
• First recheck that there is adequate head tilt and chin lift
• check the victim's mouth and remove any visible obstruction
• do not attempt more than two breaths each time before
returning to chest compressions
If there is more than one rescuer present, another should take over
CPR about every 2 min to prevent fatigue. Ensure the minimum of
delay during the changeover of rescuers.
1. Chest-compression-only CPR:
• if you are not able, or are unwilling, to give rescue breaths, give
chest compressions only
• if chest compressions only are given, these should be continuous
at a rate of 100- 120 a minute
• stop to recheck the victim only if he starts breathing normally;
otherwise do not interrupt resuscitation
2. Continue CPR until:
• qualified help arrives and takes over,
• the victim starts breathing normally, or
• you become exhausted.
Heart Rhythm
Sinus Rhythm is the normal electrical flow through the heart. It is a

regular, organized electrical pattern causing a regular organized
beating (pumping) of the heart. When the heart is injured from trauma
or heart attack the electrical flow can become chaotic and this can
cause sudden cardiac arrest called Ventricular Fibrillation. This is the
most frequent electrical rhythm in sudden cardiac arrest. Ventricular
Fibrillation is a quivering of the heart with no pulse or blood flow and
defibrillation is the only effective treatment for Ventricular Fibrillation.
Time and AEDs
It is important to apply the AED as soon as it becomes available as the

heart’s ability to respond to a defibrillation shock declines every
minute by 7%-10%.

• Approximately 50% survival after 5 minutes
• Survival reduced by 7% to 10% each minute
• Rapid defibrillation is the key, CPR helps extend survival time
Summary
• Be safe: don’t become another casualty
• Call for help early
• Remember the ABC’s of first aid

STCW Basic Safety Training
Supplemental Course Syllabus
Personal Survival Techniques:
Students should be able to:

1. Identify the emergencies that may occur onboard a vessel
2. Identify the four basic survival concerns, in order of importance
3. Understand the timeline for survival, including protection of your core temperature,
drowning, hypothermia, dehydration, and malnutrition
4. Know the steps to take when first reporting to a vessel
5. Know what is included in a muster list/station bill
6. Understand why we do safety drills and your responsibilities during the drill
7. Know how often safety drills are required
8. Identify the different types of safety equipment
9. Have a strong understanding of the principal features and required content of a Safety of
Life at Sea (SOLAS) raft
10. Understand the types of lifejackets, as well as the required characteristics
11. Know the difference between lifejackets and buoyancy aids
12. Identify an Emergency Position Indicating Radio Beacon (EPIRB) and its features
13. Identify a Search and Rescue Transponder (SART) and its characteristics
14. Identify the different Visual Distress Equipment and signals and when they might be used
15. Understand the features of Thermal Protective Aids, such as Immersion suits
16. Be familiar with the actions to be taken in a fire emergency and heavy weather
17. Know the steps to take if there is a Man Overboard
18. Identify the 7 steps to survival
19. Know who is in charge of making emergency decisions
20. Understand the steps for abandoning the vessel and actions to take once in a liferaft
21. Know what hypothermia is and treatment
22. Understand the different effects that can impact hypothermia

Personal Safety and Social Responsibility:

1. Identify the different types of emergencies that may occur
2. Understand the factors that can cause accidents (including human factors)
3. Identify the most common location for accidents
4. Be familiar with the common causes of injuries and accidents
5. Identify the duties on a muster list
6. Know the different types of Alarm Signals
7. Have an understanding of the International Convention for the Prevention of Pollution from
Ships at Sea (MARPOL) and its 5 Annexes (Oil pollution; Noxious Liquid Substances;
Sewage; Garbage)
8. Know what a Garbage Management Plan consists of and when it is required
9. Understand the rules and guidelines around Right Whales
10.Have a general understanding of the Code of Safe Working Practices for Merchant
Seafarers (COSWP); Safety Management Systems (SMS) and the International Safety
Management Code(ISM)
11.Be familiar with general safety rules
12.Know the different types of Personal Protective Equipment (PPE) and when they would be
used
13.Understand what a Risk Assessment is and the steps involved in assessing risk
14.State why shipboard communication is important
15.Have a strong understanding of the barriers to strong communication
16.Identify the different shipboard communication strategies to improve communication
17.Understand what may be included in a contract
18.Identify what are offensive or aggressive behaviors or actions
19.Identify the signs of drug/alcohol use/abuse
20.Know what sexual harassment is and how to identify it
21.Understand the causes and effects of fatigue
22.Identify the Maritime Labour Convention (MLC 2006) Rest Standards

Elementary First Aid:

1. Know what first aid is and the goals of first aid
2. Identify and describe the Primary Survey (DR ABC)
3. Understand the types and treatment of bleeding
4. Identify the symptoms and treatment of shock
5. Identify the three degrees and treatment of burns
6. Identify what a facture and dislocation are
7. Know what a splint is and when it would be used
8. Understand the three rules of fracture care
9. Know the signs and symptoms of a head injury
10.Identify the 7 strategies for transporting a casualty
11.Identify the difference between Cardiac Arrest and Heart Attack
12.Know the signs, symptoms, and treatment of a heart attack
13.Know the signs, symptoms (BE FAST) and treatment of a stroke
14.Identify the risk factors of a heart attack and stroke
15.Know the chain of survival for Basic Life Support
16.Know the process and procedures for CPR
17.Understand when to use an AED


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STCW BASIC SAFETY

Antibes, Palma, Fort Lauderdale

All rights reserved. No part of this publication may be reproduced, stored

This publication is a training aid - under no circumstances should it be

© Copyright. Bluewater Yachting (Antibes, France; Ft. Lauderdale, FL).

STCW Basic Safety Training © Bluewater Crew Training USA

STCW Basic Safety Training 3

Personal Survival Techniques 4

Personal Safety and Social Responsibility 43

Elementary First Aid 82

BASIC SAFETY TRAINING

Seafarers employed or engaged in any capacity on board ship on the

1. Receive appropriate approved basic training or instruction in:

2. Be required to provide evidence of having achieved the required

3. Seafarers shall be required every five years to provide evidence of

STCW Basic Safety Training © Bluewater Crew Training USA

STCW Basic Safety Training © Bluewater Crew Training USA

Course Title: PERSONAL SURVIVAL TECHNIQUES

Course Duration: 12 hours of instruction over 1.5 days.

Course Completion Requirements

1. Satisfactory completion of all practical evaluations.

STCW Basic Safety Training © Bluewater Crew Training USA

Student failing an examination or assessment three times will be required to

Course Completion Certificate:

Facilities and Equipment:

STCW Basic Safety Training © Bluewater Crew Training USA

0930 – 1000 Familiarization Training

1030 – 1100 Immersion Suits

1100 – 1130 Life Rafts

1130 – 1200 Life Rats

1300 – 1330 Visual Distress Signals

1330 – 1400 EPIRB

1430 – 1500 Abandon Ship Procedures

1500 – 1530 Hypothermia, Heat Stress

1530 – 1600 Seven Steps to Survival

1630 – 1700 Written Examination and Review

STCW Basic Safety Training © Bluewater Crew Training USA

1.0 ONBOARD EMERGENCIES

Grounding or Stranding is next in order of frequency as a cause of

The fourth cause of abandonment is foundering. This can be for a variety

2.0 SURVIVAL NEEDS

• The need to breathe

These are listed in the order of their importance. Without a supply of

• Drowning can occur in MINUTES

STCW Basic Safety Training © Bluewater Crew Training USA

THE WILL TO SURVIVE

3.0 FAMILIARIZATION TRAINING

When you first report onboard ship you should:

1. Check the Muster List / Station Bill

STCW Basic Safety Training © Bluewater Crew Training USA

All crew are required to respond correctly to:

4.0 THE IMPORTANCE OF DRILLS

The Merchant Shipping Regulations require you to have a muster list on

STCW Basic Safety Training © Bluewater Crew Training USA

5.0 SURVIVAL EQUIPMENT

The principle features of a SOLAS life raft are described below.

STCW Basic Safety Training © Bluewater Crew Training USA

Contents of a 12 person SOLAS life raft

ORC PACK (The Offshore Racing Club Pack)

STCW Basic Safety Training © Bluewater Crew Training USA

The equipment required may vary a little between manufacturers but in

A special release hook is provided which is attached to a metal ring on top of

STCW Basic Safety Training © Bluewater Crew Training USA