Lesson 1: Determine the means of survival at sea in the event of ship abandonment (DMSS)

Emergency - a situation is classified as an emergency every time a severe and /or destructive situation
turns out unexpectedly.

Types of Emergency Situations on board:

Abandon Ship
It is the moment that the ship is no longer safe for the crew to be onboard. Entirely to vacate a
ship and to relinquish, or to repudiate, all duties towards her preservation. Done only when the
carrying out of these duties is impossible, or when the destruction of the ship is imminent.

Machinery Failure/Breakdown
It occurs when steering or essential equipment fails to operate and major motor or equipment
fails to start.
Collision
A structural impact between two moving ships.
Fire/ Explosion
Fire and explosion can occur on board, even on the most controlled spaces and especially on
areas where it is least expected.

Flooding
-this is the unwanted ingress of seawater in large quantities either on the engine room, cargo
spaces, or ships accommodation. It is called also as taking on water.

Grounding
This is unintentional impact of a ship on seabed or waterway side.

Man Overboard
This is the situation in which a person has fallen from a ship into the water and is in need of
recue.

Oil spill/Pollution
This is an accident wherein oil leaks on deck during loading or discharging of cargo or bunkering
operation.
Convention means the SOLAS, 1974, as amended.

Regulation means a regulation contained in the Annex to the Convention.

Retro-reflective material is a material which reflects in the opposite direction a beam of light directed
on it.

Organization means IMO with all its committees.

Administration means Maritime administration of Flag state.

LIFEBUOYS AND LIFE-JACKETS

Every lifebuoy shall:

 have an outer diameter of not more than 800 mm and an inner diameter of not less than
400 mm;
 be constructed of inherently buoyant material; it shall not depend upon rushes, cork
shavings or granulated cork, any other loose granulated material or any air compartment
which depends on inflation for buoyancy
 be capable of supporting not less than 14.5 kg of iron in fresh water for a period of 24 hours

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  have a mass of not less than 2.5 kg;
 not sustain burning or continue melting after being totally enveloped in a fire for a period
of 2 seconds
 be constructed to withstand a drop into the water from the height at which it is stowed above
the waterline in the lightest seagoing condition or 30 m, whichever is the greater, without
impairing either its operating capability or that of its attached component
 if it is intended to operate the quick release arrangement provided for the self-activated smoke
signals and self-igniting lights have a mass sufficient to operate the quick release arrangement;
 Be fitted with a grab line not less than 9.5 mm in diameter and not less than 4 times the outside
diameter of the body of the buoy in length. The grab line shall be secured at four equidistant
points around the circumference of the buoy to form four equal loops.
Self-igniting lights shall:

 be such that they cannot be extinguished by water;

 be of white color and capable of either burning continuously with a luminous intensity of not
less than 2 cd in all directions of the upper hemisphere or flashing (discharge flashing) at a rate
of not less than 50 flashes and not more than 70 flashes per min with at least the corresponding

Life-jackets:
An adult life-jacket shall be so constructed that:

 shall not sustain burning or continue melting after being totally enveloped in a fire for a
period of 2 seconds.
 at least 75% of persons, who are completely unfamiliar with the lifejacket, can correctly don
it within a period of one min without assistance, guidance or prior demonstration;
 after demonstration, all persons can correctly don it within a period of one minute without
assistance;
 it is clearly capable of being worn in only one way or, as far as is practicable, cannot be
donned incorrectly;
 it is comfortable to wear;
 it allows the wearer to jump from a height of at least 4.5 m into the water without injury and
without dislodging or damaging the lifejacket.
 shall have buoyancy which is not reduced by more than 5% after 24h submersion in fresh water.
 shall be fitted with a whistle firmly secured by a cord

An adult lifejacket shall have sufficient buoyancy and stability in calm fresh water to:

 lift the mouth of an exhausted or unconscious person not less than 120 mm clear of the water
with the body inclined backwards at an angle of not less than 20° from the vertical position;
 turn the body of an unconscious person in the water from any position to one where the mouth
is clear of the water in not more than 5 s.
 shall allow the person wearing it to swim a short distance and to board a survival craft.

A child lifejacket shall be constructed and perform the same as an adult lifejacket except as follows:

 donning assistance is permitted for small children;

 it shall only be required to lift the mouth of an exhausted or unconscious wearer clear of the
water a distance appropriate to the size of the intended wearer;
 assistance may be given to board a survival craft, but wearer mobility shall not be significantly
reduced.

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In addition to the markings with approval information including the Administration which approved it,
and any operational restrictions, a child lifejacket shall be marked with:

 the height or weight range for which the lifejacket will meet the testing and evaluation criteria
recommended by the Organization in A.689.(17)
 a "child" symbol as shown in the "child's lifejacket" symbol adopted by the Organization in
A.760(18)

Inflatable lifejackets

A lifejacket which depends on inflation for buoyancy shall have not less than two separate
compartments and comply with the all requirements for ordinary lifejacket, and shall:

 inflate automatically on immersion, be provided with a device to permit inflation by a single

manual motion and be capable of being inflated by mouth;
 in the event of loss of buoyancy in any one compartment be capable of complying with the all
requirements for ordinary lifejacket;
 shall have buoyancy which is not reduced by more than 5% after 24h submersion in fresh
water after inflation by means of the automatic mechanism.

Life-jacket light shall:

 have a luminous intensity of not less than 0.75 cd in all directions of the upper hemisphere;
 have a source of energy capable of providing a luminous intensity of 0.75 cd for a period of at
least 8 hours;
 be visible over as great a segment of the upper hemisphere as is practicable when attached to a
lifejacket;
 be of white color.

If the light referred above is a flashing light it shall, in addition:

 be provided with a manually operated switch; and

 flash at a rate of not less than 50 flashes and not more than 70 flashes per min with an effective
luminous intensity of at least 0.75 cd.

Immersion suit

The immersion suit shall be constructed with waterproof materials such that:

 it can be unpacked and donned without assistance within 2 min, taking into account any
associated clothing*, and a lifejacket if the immersion suit is to be worn in conjunction with a
lifejacket;
 it will not sustain burning or continue melting after being totally enveloped in a fire for a period
of 2 seconds;
 it will cover the whole body with the exception of the face. Hands shall also be covered unless
permanently attached gloves are provided;
 it is provided with arrangements to minimize or reduce free air in the legs of the suit;
 following a jump from a height of not less than 4.5 m into the water there is no undue ingress of
water into the suit.

An immersion suit which also complies with the requirements of life-jackets may be classified as a life-
jacket.

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An immersion suit which has buoyancy and is designed to be worn without a lifejacket shall be
fitted with a light and the whistle complying with the requirements for life-jackets.

If the immersion suit is to be worn in conjunction with a lifejacket, the lifejacket shall be worn over
the immersion suit. A person wearing such an immersion suit shall be able to don a lifejacket
without assistance.

In that case immersion suit shall permit the person wearing it:
 to climb up and down a vertical ladder at least 5 m in length;
 to perform normal duties associated with abandonment;
 to jump from a height of not less than 4.5 m into the water without damaging or dislodging
the immersion suit, or being injured;
 to swim a short distance through the water and board a survival craft.

An immersion suit made of material which has no inherent insulation shall be:
 marked with instructions that it must be worn in conjunction with warm clothing;
 so constructed that, when worn in conjunction with warm clothing, and with a lifejacket
if the immersion suit is to be worn with a lifejacket, the immersion suit continues to
provide sufficient thermal protection, following one jump by the wearer into the water from
a height of 4.5 m, to ensure that when it is worn for a period of 1h in calm circulating
water at a temperature of 5°C, the wearer's body core temperature does not fall more
than 2°C. An immersion suit made of material with inherent insulation, when worn either on its
own or with a lifejacket, if the immersion suit is to be worn in conjunction with a lifejacket, shall
provide the wearer with sufficient thermal insulation, following one jump into the water from a
height of 4.5 m, to ensure that the wearer's body core temperature does not fall more than 2°C
after a period of 6h immersion in calm circulating water at a temperature of between 0°C and
2°C. A person in fresh water wearing either an immersion suit or an immersion suit with a
lifejacket, shall be able to turn from a face-down to a face-up position in not more than 5
seconds.

Thermal protective aids

A thermal protective aid shall be made of waterproof material having a thermal conductance of not
more than 7800 W/(m2.K) and shall be so constructed that, when used to enclose a person, it shall
reduce both the convective and evaporative heat loss from the wearer's body.

The thermal protective aid shall:

 cover the whole body of persons of all sizes wearing a lifejacket with the exception of
the face. Hands shall also be covered unless permanently attached gloves are provided;
 be capable of being unpacked and easily donned without assistance in a survival craft or rescue
boat;
 permit the wearer to remove it in the water in not more than 2 min, if it impairs ability
to swim.

The thermal protective aid shall function properly throughout an air temperature range -30°C to +20°C.

GENERAL REQUIREMENTS FOR LIFEBOATS

All lifeboats shall be properly constructed and shall be of such form and proportions that they have
ample stability in a seaway and sufficient freeboard when loaded with their full complement of persons
and equipment. All lifeboats shall have rigid hulls and shall be capable of maintaining positive stability
when in an upright position in calm water and loaded with their full complement of persons and
equipment and holed in any one location below the waterline, assuming no loss of buoyancy material
and no other damage.

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All lifeboats shall be of sufficient strength to:
 enable them to be safely launched into the water when loaded with their full complement of
persons and equipment;
 Be capable of being launched and towed when the ship is making headway at a speed of 5 knots
in calm water.
 Hulls and rigid covers shall be fire-retardant or non-combustible.
 No lifeboat shall be approved to accommodate more than 150 persons.
Free-fall lifeboats
Free-fall lifeboats shall comply with the requirements of totally enclosed lifeboats described above.
The carrying capacity of a free-fall lifeboat is the number of persons that can be provided with a seat
without interfering with the means of propulsion or the operation of any of the lifeboat's equipment.
The width of the seat shall be at least 430 mm. Free clearance in front of the backrest shall be at least
635 mm. The backrest shall extend at least 1,000 mm above the seat pan.

Each free-fall lifeboat shall make positive headway immediately after water entry and shall not come
into contact with the ship after a free-fall launching against a trim of up to 10° and a list of up to 20°
either way from the certification height when fully equipped and loaded with:
 its full complement of persons;
 occupants so as to cause the centre of gravity to be in the most forward position;
 occupants so as to cause the centre of gravity to be in the most aft position;
 its operating crew only.

Each free-fall lifeboat shall be of sufficient strength to withstand, when loaded with its full complement
of persons and equipment, a free-fall launch from a height of at least 1.3 times the free-fall certification
height. Each free-fall lifeboat shall be fitted with a release system which shall:
 have two independent activation systems for the release mechanisms which may only be
operated from inside the lifeboat and be marked in a color that contrasts with its surroundings;
 be so arranged as to release the boat under any condition of loading from no load up to at least
200% of the normal load caused by the fully equipped lifeboat when loaded with the number of
persons for which it is to be approved;
 be adequately protected against accidental or premature use;
 be designed to test the release system without launching the lifeboat;
 be designed with a factor of safety of 6 based on the ultimate strength of the materials used.

In addition to the requirements for fully enclosed lifeboat certificate of approval for a free-fall lifeboat
shall also state:
 free-fall certification height;
 required launching ramp length; and
 launching ramp angle for the free-fall certification height.

Lifeboat equipment

1) except for free-fall lifeboats, sufficient buoyant oars to make headway in calm seas.
2) two boat-hooks;
3) a buoyant bailer and two buckets;
4) a survival manual
5) an operational compass which is luminous or provided with suitable means of illumination. In a totally
enclosed lifeboat, the
compass shall be permanently fitted at the steering position; in any other lifeboat, it shall be provided
with a binnacle if
necessary to protect it from the weather, and suitable mounting arrangements;
6) a sea-anchor of adequate size fitted with a shock-resistant hawser which provides a firm hand grip
when wet. The strength of
the sea-anchor, hawser and tripping line if fitted shall be adequate for all sea conditions;

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7) two efficient painters of a length equal to not less than twice the distance from the stowage position
of the lifeboat to the
waterline in the lightest seagoing condition or 15 m, whichever is the greater. On lifeboats to be
launched by free-fall
launching, both painters shall be stowed near the bow ready for use. On other lifeboats, one painter
attached to the release
device required to come together with release mechanism shall be placed at the forward end of the
lifeboat and the other shall
be firmly secured at or near the bow of the lifeboat ready for use;
8) two hatchets, one at each end of the lifeboat;
9) watertight receptacles containing a total of 3 liters of fresh water for each person the lifeboat is
permitted to accommodate, of
which either 1 liter per person may be replaced by a desalting apparatus capable of producing an equal
amount of fresh water
in 2 days, or 2 liters per person may be replaced by a manually powered reverse osmosis desalinator
capable of producing an
equal amount of fresh water in 2 days;
10) a rustproof dipper with lanyard;
11) a rustproof graduated drinking vessel;
12) a food ration totalling not less than 10,000 kJ for each person the lifeboat is permitted to
accommodate; these rations shall be
kept in airtight packaging and be stowed in a watertight container;
13) four rocket parachute flares;
14) six hand flares;
15) two buoyant smoke signals;
16) one waterproof electric torch suitable for Morse signalling together with one spare set of batteries
and one spare bulb in a
waterproof container;
17) one daylight signalling mirror with instructions for its use for signalling to ships and aircraft;
18) one copy of the life-saving signals prescribed by regulation V/16 on a waterproof card or in a
waterproof container;
19) one whistle or equivalent sound signal;
20) a first-aid outfit in a waterproof case capable of being closed tightly after use;
21) anti-seasickness medicine sufficient for at least 48 h and one seasickness bag for each person;
22) a jack-knife to be kept attached to the boat by a lanyard;
23) three tin openers;
24) two buoyant rescue quoits, attached to not less than 30 m of buoyant line;
25) if the lifeboat is not automatically self-bailing, a manual pump suitable for effective bailing;
26) one set of fishing tackle;
27) sufficient tools for minor adjustments to the engine and its accessories;
28) portable fire-extinguishing equipment of an approved type suitable for extinguishing oil fires
[A.602(15)].
29) a searchlight with a horizontal and vertical sector of at least 6° and a measured luminous intensity of
2500 cd which can work continuously for not less than 3 h;
30) an efficient radar reflector, unless a survival craft radar transponder is stowed in the lifeboat;
31) thermal protective aids complying with the requirements of section 2.5 sufficient for 10% of the
number of persons the lifeboat
is permitted to accommodate or two, whichever is the greater;
32) in the case of ships engaged on voyages of such a nature and duration that, in the opinion of the
Administration a food ration and fishing tackle are unnecessary, the Administration may allow these
items to be dispensed with.

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Lifeboat markings

 The number of persons for which the lifeboat is approved shall be clearly marked on it in clear
permanent characters.
 The name and port of registry of the ship to which the lifeboat belongs shall be marked on each
side of the lifeboat's bow in block capitals of the Roman alphabet.
 Means of identifying the ship to which the lifeboat belongs and the number of the lifeboat shall
be marked in such a way that they are visible from above

LIFE RAFTS
 Every liferaft shall be so constructed as to be capable of withstanding exposure for 30 days
afloat in all sea conditions.
 The liferaft shall be so constructed that when it is dropped into the water from a height of 18 m,
the liferaft and its equipment will operate satisfactorily. If the liferaft is to be stowed at a height
of more than 18 m above the waterline in the lightest seagoing condition, it shall be of a type
which has been satisfactorily drop-tested from at least that height.
 The floating liferaft shall be capable of withstanding repeated jumps on to it from a height of at
least 4.5 m above its floor both with and without the canopy erected.
 The liferaft and its fittings shall be so constructed as to enable it to be towed at a speed of 3
knots in calm water when loaded with its full complement of persons and equipment and with
one of its sea-anchors streamed.
 The liferaft shall have a canopy to protect the occupants from exposure which is automatically
set in place when the liferaft is launched and waterborne.
 No liferaft shall be approved which has a carrying capacity of less than six persons
 Unless the liferaft is to be launched by an approved launching appliance or is not required to be
stowed in a position providing for easy side-to-side transfer, the total mass of the liferaft, its
container and its equipment shall not be more than 185 kg.
 The liferaft shall be fitted with an efficient painter of length equal to not less than 10 m plus the
distance from the stowed position to the waterline in the lightest seagoing condition or 15 m
whichever is the greater.

Davit-launched liferafts
In addition to the above requirements, a liferaft for use with an approved launching appliance shall:
 when the liferaft is loaded with its full complement of persons and equipment, be capable of
withstanding a lateral impact against the ship's side at an impact velocity of not less than 3.5
m/s and also a drop into the water from a height of not less than 3 m without damage that will
affect its function;
 be provided with means for bringing the liferaft alongside the embarkation deck and holding it
securely during embarkation.

Every passenger ship davit-launched liferaft shall be so arranged that it can be rapidly boarded by its full
complement of persons.

Every cargo ship davit-launched liferaft shall be so arranged that it can be boarded by its full
complement of persons in not more than 3 min from the time the instruction to board is given.

The marking required on liferafts equipped in accordance with LSA code regulation 4.1.5.1 shall be
"SOLAS A PACK" in block capitals of the Roman alphabet.

In the case of passenger ships engaged on short international voyages of such a nature and duration
that, in the opinion of the Administration, not all the items specified in paragraph 4.1.5.1 are necessary,
and "SOLAS B PACK" should be marked in block capitals of the Roman alphabet on liferaft.

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The liferaft painter system shall provide a connection between the ship and the liferaft and shall be so
arranged as to ensure that the liferaft when released and, in the case of an inflatable liferaft, inflated is
not dragged under by the sinking ship.

If a weak link is used in the float-free arrangement, it shall:

 not be broken by the force required to pull the painter from the liferaft container;
 if applicable, be of sufficient strength to permit the inflation of the liferaft; and
 break under a strain of 2.2 ± 0.4 kN.

The liferaft shall be packed in a container that is:

 so constructed as to withstand hard wear under conditions encountered at sea;

 of sufficient inherent buoyancy, when packed with the liferaft and its equipment, to pull the
painter from within and to operate the inflation mechanism should the ship sink;
 as far as practicable watertight, except for drain holes in the container bottom.

The container shall be marked with:

 maker's name or trade mark;
 serial number;
 name of approving authority and the number of persons it is permitted to carry;
 SOLAS;
 type of emergency pack enclosed;
 date when last serviced;
 length of painter;
 maximum permitted height of stowage above waterline (depending on drop-test height and
length of painter);
 launching instructions

RESCUE BOATS
Rescue boats may be either of rigid or inflated construction or a combination of both and shall:
 be not less than 3.8 m and not more than 8.5 m in length; and
 be capable of carrying at least five seated persons and a person lying on a stretcher.

Rescue boats shall be capable of manoeuvring at a speed of at least 6 knots and maintaining that speed
for a period of at least 4 hrs.

Rescue boats shall have sufficient mobility and manoeuvrability in a seaway to enable persons to be
retrieved from the water, marshal liferafts and tow the largest liferaft carried on the ship when loaded
with its full complement of persons and equipment or its equivalent at a speed of at least 2 knots.

A rescue boat shall be fitted with an inboard engine or outboard motor. If it is fitted with an outboard
motor, the rudder and tiller may form part of the engine. Arrangements for towing shall be permanently
fitted in rescue boats and shall be sufficiently strong to marshal or tow liferafts.

Inflated rescue boats shall be so constructed as to be capable of withstanding exposure:

 when stowed on an open deck on a ship at sea;
 for 30 days afloat in all sea conditions.

The buoyancy of an inflated rescue boat shall be provided by either a single tube subdivided into at least
five separate compartments of approximately equal volume or two separate tubes neither exceeding
60% of the total volume.

In addition to complying with the requirements lifeboats, inflated rescue boats shall be marked with a
serial number, the maker's name or trade mark and the date of manufacture.

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The inflated rescue boat shall be maintained at all times in a fully inflated condition.

ROCKET PARACHUTE FLARES

The rocket parachute flare shall:
 be contained in a water-resistant casing;
 have brief instructions or diagrams clearly illustrating the use of the rocket parachute flare
printed on its casing;
 have integral means of ignition;
 be so designed as not to cause discomfort to the person holding the casing when used in
accordance with the manufacturer's operating instructions
 burn with a bright red color;
 burn uniformly with an average luminous intensity of not less than 30,000 cd;
 have a burning period of not less than 40 s;
 have a rate of descent of not more than 5 m/s; and
 not damage its parachute or attachments while burning

HAND FLARES
The hand flare shall:
 burn with a bright red color;
 burn uniformly with an average luminous intensity of not less than 15,000 cd;
 have a burning period of not less than 1 min; and
 continue to burn after having been immersed for a period of 10s under 100 mm of water

BUOYANT SMOKE SIGNALS

The buoyant smoke signal shall:
 be contained in a water-resistant casing;
 not ignite explosively when used in accordance with the manufacturer's operating instructions
 have brief instructions or diagrams clearly illustrating the use of the buoyant smoke signal
printed on its casing.
 emit smoke of a highly visible color at a uniform rate for a period of not less than 3 min when
floating in calm water;
 not emit any flame during the entire smoke emission time;
 not be swamped in a seaway;
 continue to emit smoke when submerged in water for a period of 10 s under 100 mm of water

Lesson 2: Minimize the Risk of Fire and Maintained a state of readiness to respond to
Emergency Situations (MRFM)

Combustible liquid – liquids having a flashpoint at or above 100°F (37.8°C) and below 93.3°C (200°F).

Endothermic reaction – chemical reaction that absorbs heat.

Exothermic reaction – chemical reaction that produces more energy than needed for a reaction to
occur.

Flammable gases- are usually gases at ambient temperature (ranges from 15°C to 30°C)

Flammable liquids – liquids having a flashpoint below 100°F (37.8°C).

Flash point – the lowest temperature at which a combustible or flammable liquid gives off enough vapor
to form an ignitable mixture with air.

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Lower Explosive Limit (LEL) - also called as lower flammable limit; minimum concentration of a
flammable vapor in air that will burn; below the LEL, the mixture is too “lean” to burn (too little fuel)

Upper Explosive Limit (UEL) - also called as upper flammable limit; the maximum concentration of a
flammable vapor in air that will burn; above the UEL, the mixture is too “rich” to burn (not enough
oxygen)

FIRE
 It is a chemical reaction between a flammable or combustible material and oxygen.
 It is frequently referred to as “rapid oxidation with the evolution of light and heat.”

FIRE TETRAHEDRON

Fuel -Any material that will burn is classified as fuel

Oxygen- When oxygen content of air drops below 16%, the fire will normally go out for lack of oxygen.
In an atmosphere of pure oxygen, many substances not normally considered combustible will burn
rapidly. Atmosphere of pure oxygen or even oxygen enriched air will produce fire of great intensity.

Heat -Heat is produced by an exothermic reaction – chemical reaction that produces more energy than
needed for a reaction to occur.

Chemical Reaction - Further fire research shows that a fourth element, a chemical reaction, is necessary
to create a fire. The fire triangle was changed to fire tetrahedron. In this new fire model you have four
elements – oxygen to sustain combustion, sufficient heat to raise the material to its ignition
temperature, fuel or combustible material, and subsequently an exothermic chemical chain reaction in
the material to aid the transformation of chemical substances.

Classes of Fire

Class A - Ordinary Combustibles

Examples: wood, paper, dried grass, etc. Fire like this can create embers that can spread very fast

Class B - Surface Fire

Examples: oil, gasoline, kerosene, paints, thinners, etc.

Class C - Electrical Fire

Examples: faulty wiring, motors
Remember: as it spreads, fire feeds on class AB materials

Class D - Combustible Metals

Examples: magnesium, sodium, potassium

Class K - Kitchen Fire

This class of fire involves flammables in the kitchen such as cooking oil, fat, and greases.
An easy way to remember the classes of fire is to keep this mnemonic device in mind:

Class A leaves an ash.

Class B boils.
Class C has current.
Class D has dense material.
Class K for kitchen

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Safety Practices to Prevent Fire

Class A Fire
 Good house keeping
 Ventilating storage area
 Segregating garbage properly

Class B Fire
 Storing oil and petro chemical products properly
 Maintaining fuel handling systems
 Training personnel
 Avoiding leakage in the fuel system
 Not smoking
 Not using naked lights
 Operating fuel systems under supervision
 Disposing oily rags properly

Class C Fire
 Maintaining electrical equipment
 Ensuring proper electrical insulation
 Avoiding naked wires
 Using weatherproof, explosion proof fittings where necessary
 Switching off electrical equipment when not in use
 Avoiding prolonged use or overloading of equipment

Class D Fire
 Understanding the characteristic of the chemicals
 Implementing standard operating procedures when handling
 Avoiding mixing chemicals unless it is intended
 Returning the chemicals on their storage location
 Closing the lid of the chemical container after use.
 Not transferring the chemicals into unauthorized container

Principles of Fire Prevention and Control

 Prevent the Outbreak of Fire
 Provide for Early Detection
 Prevent the Spread of Fire

Extinguishments of Fire
 Removal of Fuel
 Excluding or Limiting Oxygen
 Cooling
 By Interrupting the Chain Reaction

Stopping fire in its initial stage

 For A fire - water is the best extinguisher
 For B fire - a metal cover, wet sack, towel, cloth, or blanket will do. Sand and soil are very useful
 For C fire - the main switch is the first consideration. Pull it down to cut off the current. What is
useful on A & B can also be useful here

Fire Detection
 Smoke Detectors
• Monitor changes within the area
• Provide early warning

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 • Changing stages in the development of fire
• When smoke is produced
 Heat Detectors
• Fixed temperature types
• Which respond when the detection element reaches a predetermined temperature
• Rate-of-rise type
• Which respond to an increase in heat at a rate greater than some predetermined value.
 Flame Detectors
• Infra-red
- sensing elements responsive to radiant energy outside the range of human
vision
- useful in detecting fire in large areas e.g. storage areas
• Ultra-violet
- sensing elements responsive to radiant energy outside the range of human
vision.

Fire Hazard

Fire hazards could include all types of live flames like candles and camp fires anything that
causes sparks, hot objects or objects that are good conductors of heat, electrical lines and outlets and
chemicals that can ignite or intensify fire when exposed to it.

Fire hazards also include situations wherein fire could thrive and develop like garbage cans,
kitchen and even where cleaning tools and liquids are kept. Any action that could cause fire like no
putting off cigarettes, putting cloth over the lamp and not unplugging outlets are also fire hazards.

Flammable Materials – Gases

 Flammable gases are usually gases at ambient temperature ( ranges from 15°C to 30°C)

 Compared to water that boils at 100°C, these gasses boils at 20°C.

 These gasses normally have lower explosive limit of less than 13% in air and upper explosive
limit of 74% in air.
 Flammable range of these gasses in air is at least 12% and they are flammable over a range of
61%.

Flammable Materials – Liquids

 It is not the liquid itself that burns but the vapor cloud above the liquid.

Flammable liquids – liquids having a flashpoint below 100°F (37.8°C).

Flammable liquids Flashpoint

°F °C
Gasoline -45 -42.8
Ether -49 -45
Acetone 0 -17.8
Alcohol 55 12.8

Combustible liquid – liquids having a flashpoint at or above 100°F (37.8°C) and below 93.3°C (200°F).

Combustible Substances Flashpoint

°F °C
Fuel Oil 100 37.8
Kerosene 100 37.8

12
Quenching Oil 365 185.0
Mineral Oil 380 193.3

Flammable Materials – Solids

 Any solid material is likely to cause fires through friction or retained heat from manufacturing or
processing.
 Pyrophoric solid material that even in small amounts and without an external ignition source
can ignite within five minutes after coming into contact with air. ( Potassium, Lithium and
Sodium metal)
 Self- heating material is liable to heat up when contact and even without energy supply.
 Materials that are thermally unstable and that can undergo a strongly exothermic
decomposition even without participation of oxygen are highly hazardous.
 Any material that by contact with water is likely to become spontaneously flammable or to give
off flammable or toxic gas at a rate greater than 1 liter per kilogram of the material per hour.

Fire Hazard on Ships

The ships are one of the working environments that are very much susceptible to fire. Ships are
equipped with so many machineries with different functions cramped in small space , making it
susceptible to malfunctions that could lead to fire. Fuel, gas, or hydraulic pipelines could leak and start
fire.
Cargoes are considered as fire hazards. The biggest ships which carry petroleum and natural
gases which by nature are flammable. Containerized cargoes could store substances that ignite when
they come in contact with water or cargoes that could self-heat and create fire.
There are several locations and actions on board that should be considered to be highly
susceptible to fire and could be considered as fire hazards. Here are some of the locations and situations
that are predisposed to fire:

Galley
The galley or kitchen houses a lot of fire hazards. Most of the causes include the following:
 Heating up of grease or oil
 Leaving heating equipment such as toasters, stoves and hot plates switched on and unattended.
 Wet and grounded electrical sockets during washing and cleaning.

Cabins
The following are potential fire hazards inside the cabin or the quarters:
 Forgetting to put out cigar rete when smoking in the cabin while lying on bed.
 Using unauthorized electrical extensions and doing octopus connection.
 Tampering electrical outlets and sockets.
 Using defective second hand equipment

Paint Rooms
The paint room or locker is where the paints and solvents are stowed. This liquids create fumes that
combustible and flammable.
 Fumes building up into combustible volumes when the room is not ventilated.
 Used rags and papers left inside the room causing the fuel combustion.
 Smoking inside the paint room.

HEAT TRANSFER

Conduction – transfer of heat from molecule to molecule

Convection – caused by movement of heat gasses produced by any burning material
Radiation – transfer of heat rays in straight rays

13
Lesson 3: Determine the appropriate action to be undertaken during an accident or other
medical emergencies (DAAU)

Common body parts that are prone to injury onboard ship:

 Head
The head is a very common part that gets injured aboard ships. A head injury is a result from the
following incidents:
- Inability to duck when in low areas like under the machinery systems
- Head-butt between two seafarers working together
- Unexpected falling objects
- Trips, falls then hit a hit on the head on the floor or other objects
- Failure to wear protective headgear
 Eye
There are certain jobs on board that can cause harm to seafarer’s eye, this include the following:
- Welding
- Painting
- Chipping
- Handling of hazardous chemicals
- Tank cleaning
 Hand and arm
Hand or arm injuries occur when protective gloves and suits provided are not use accordingly.
This injuries happen when:
- Loosing grip of objects
- Thread gloves caught in machines
- Burns and scalds when handling hot pipelines, steams and fire
- Cuts and bruises due to misuse of tools and equipment
 Foot, leg or knee
An injury on foot, leg or knee arises when protective shoes or boots are not worn even if
provided by the vessel. Common causes of these injuries are the following:
- Falling objects
- Trips and falls because of slippery floors, oily surfaces and tool lying around.
 Back
Seafarer should observe proper posture (ergonomics) when lifting heavy loads to avoid strained backs
muscles or, at worst case, a back injury. Common causes of getting a back injury on board are:
- Repetitive motion or twisting
- Forward bending
- Increased force or stress
- Poor posture
- Poor physical fitness
- Improper lifting techniques

To avoid such strain on the back, the following techniques are recommended for lifting:
Plan how and where you are going to lift beforehand.
- Stand with your feet, shoulder- with apart
- Bend the knees, and keep the back straight.
- Test the object for weight and shifting contents
- Keep the item close to the body and grab opposite corners
- Lift with legs
- Lift with smooth motion
- Never twist or bend at the waist when turning; move your feet instead.

14
Ten main personal protective equipment used onboard a ship to prevent injuries:

1. Helmet – for the head

 Made of hard plastic
 Provided with chin strap to keep the helmet in place

2. Safety shoes or boots – for the feet

 Made of strong materials and a metal tip to protect the toes
 Prevent working crew from slipping on wet deck
 Provide protection from extreme weather condition

3. Protective clothing – coverall for body protection

 Popularly known as boiler suit or dungaree
 Provides protection from hazardous substances like hot oil, welding sparks

4. Safety hand gloves – for the hands and arms

 Used in operations wherein it becomes necessary to protect hands

5. Goggles – for the eyes

 Used to make sure that the eyes are provided with outmost protection.

6. Ear Muff or plugs – for the ears

 Protects the ears from a very loud sound, specifically from the sound produced by the engine
room that is very high for the human ears
 Using ear muff or plugs dampens the noise to a bearable decibel value

7. Safety harness – for the whole body

 Avoids fall when working at a great height
 Used during painting or maintenance on high and elevated surfaces
 Donned by the operator at one end and tied to a strong point on the other end

8. Face mask – for the face

 Provides the face a shield form hazardous particles
 Used on insulated surfaces, painting, or carbon cleaning that involves minor hazardous particles
that are harmful when inhaled by a human body

9. Chemical suit – for the whole body

 Worn to avoid very dangerous chemicals from coming into direct contact with human skin.

10. Welding shield or mask– for the whole face

 Protects the eyes and whole face from coming into direct contact with ultraviolet rays of the
spark of the weld.

First Aid
Is the emergency treatment given to the ill or injured before professional medical services can
be obtained.
All crew member should be prepared to administer first aid. They should have sufficient
knowledge of first aid to be able to apply true emergency measures and decide when the treatment can
be safely delayed until more skilled personnel arrived. Those not properly trained must recognized their
limitations. Procedures and techniques beyond the rescuer’s ability should not be attempted. More
harm than good might result.

First Aid Priorities

15
On finding a casualty:
 Look to your own safety: do not become the next casualty;
 If necessary, remove the casualty from danger or remove danger from the casualty. If there is
only one unconscious or bleeding casualty, give immediate treatment to that casualty only, and
then send for help.

If there is more than one unconscious or bleeding casualty:

 Send for help
 Then start giving appropriate treatment to the worst casualty in the following order of priority:
severe bleeding; stopped breathing/heart; unconsciousness.

HYPOTHERMIA
It is a medical emergency that occurs when your body loses heat faster than it can produce heat,
causing a dangerously low body temperature. Normal body temperature is around 98.6 F (37 C).
Hypothermia (hi-poe-THUR-me-uh) occurs as your body temperature falls below 95 F (35 C).

FRACTURE
It is a medical condition where the continuity of the bone is broken.

TYPES OF FRACTURES

CLOSED FRACTURE
A closed fracture is a broken bone that does not penetrate the skin. This is an important
distinction because when a broken bone penetrates the skin there is a need for immediate treatment,
and an operation is often required to clean the area of the fracture. Furthermore, because of the risk of
infection, there are more often problems associated with healing when a fracture is open to the skin.

OPEN FRACTURE
An open fracture, also called a compound fracture, is a fracture in which there is an open wound
or break in the skin near the site of the broken bone. Most often, this wound is caused by a fragment of
bone breaking through the skin at the moment of the injury.

INCOMPLETE FRACTURE
In an incomplete fracture, your bone doesn’t break completely. In other words, it cracks without
breaking all the way through.

COMPLETE FRACTURE
In Complete Fracture the bone breaks completely. It’s snapped or crushed into two or more
pieces.

KINDS OF FRACTURE

Avulsion fracture - a muscle or ligament pulls on the bone, fracturing it.

Comminuted fracture - the bone is shattered into many pieces.

Compression (crush) fracture - generally occurs in the spongy bone in the spine. For example, the front
portion of a vertebra in the spine may collapse due to osteoporosis.
Fracture dislocation - a joint becomes dislocated, and one of the bones of the joint has a fracture.

Greenstick fracture - the bone partly fractures on one side, but does not break completely because the
rest of the bone can bend. This is more common among children, whose bones are softer and more
elastic.

16
Hairline fracture - a partial fracture of the bone. Sometimes this type of fracture is harder to detect with
routine x-rays.

Impacted fracture - when the bone is fractured, one fragment of bone goes into another.

Intra-articular fracture - where the break extends into the surface of a joint

Longitudinal fracture - the break is along the length of the bone.

Oblique fracture - a fracture that is diagonal to a bone's long axis.

Pathological fracture - when an underlying disease or condition has already weakened the bone,
resulting in a fracture (bone fracture caused by an underlying disease/condition that weakened the
bone).

Spiral fracture - a fracture where at least one part of the bone has been twisted.

Stress fracture - more common among athletes. A bone breaks because of repeated stresses and
strains.

Torus (buckle) fracture - bone deforms but does not crack. More common in children. It is painful but
stable.

Transverse fracture - a straight break right across a bone.

SYMPTOMS OF FRACTURE

 Intense pain
 Deformity - the limb looks out of place
 Swelling, bruising, or tenderness around the injury
 Numbness and tingling
 Problems moving a limb

FIRST AID ON FRACTURE

Stop any bleeding: If they’re bleeding, elevate and apply pressure to the wound using a sterile
bandage, a clean cloth, or a clean piece of clothing.

Immobilize the injured area: If you suspect they’ve broken a bone in their neck or back, help them as
still as possible. If you suspect they’ve broken a bone in one of their limbs, immobilize the area using
a splint or sling.

Apply cold to the area: Wrap an ice pack or bag of ice cubes in a piece of cloth and apply it to the
Injured area for up to 10 minutes at a time.

Treat them for shock: Help them get into a comfortable position, encourage them to rest, and
reassure them. Cover them with a blanket or clothing to keep them warm
.
Get professional help: Call for help them get to the emergency department for professional care.

If the person doesn’t appear to be breathing, is unconscious, or both, obtained RADIO MEDICAL ADVICE
for medical help and begin CPR. You should also call if:

 you suspect they’ve broken a bone in their head, neck, or back

17
  the fractured bone has pushed through their skin
 they’re bleeding heavily

SHOCK
It is a life-threatening medical condition as a result of insufficient blood flow throughout the
body. It is a medical emergency and can lead to other conditions such as lack of oxygen in the body's
tissues (hypoxia), heart attack (cardiac arrest) or organ damage.

SYMPTOMS OF SHOCK
 The main symptom of shock is low blood pressure.
 Other symptoms include rapid, shallow breathing; cold, clammy skin; rapid, weak
pulse; dizziness, fainting, or weakness.

TYPES OF SHOCK

SEPTIC SHOCK
- is a serious medical condition that occurs when sepsis, which is organ injury or damage in
response to infection, leads to dangerously low blood pressure and abnormalities in cellular
metabolism. Septic shock caused by bacteria

ANAPHYLACTIC SHOCK
- An extreme, often life-threatening allergic reaction to an antigen to which the body has
become hypersensitive. Anaphylactic shock caused by hypersensitivity or allergic reaction.

CARDIOGENIC SHOCK
-is a condition in which your heart suddenly can't pump enough blood to meet your body's
needs. The condition is most often caused by a severe heart attack, but not everyone who has a heart
attack has cardiogenic shock. Cardiogenic shock from heart damage.

HYPOVOLEMIC SHOCK
- is an emergency condition in which severe blood or fluid loss makes the heart unable to pump
enough blood to the body. This type of shock can cause many organs to stop working

NEUROGENIC SHOCK
-is a distributive type of shock resulting in low blood pressure, occasionally with a slowed heart
rate, that is attributed to the disruption of the autonomic pathways within the spinal cord. It can occur
after damage to the central nervous system, such as spinal cord injury.

TREATMENTS FOR SHOCK

 Septic shock is treated with antibiotics and fluids.
 Anaphylactic shock is treated with diphenhydramine (Benadryl), epinephrine and steroid
medications.
 Cardiogenic shock is treated by identifying and treating the underlying cause.
 Hypovolemic shock is treated with fluids (saline) in minor cases, and blood transfusions in
severe cases.
 Neurogenic shock is the most difficult to treat as spinal cord damage is often irreversible.
Immobilization, anti-inflammatories such as steroids and surgery are the main treatments.

BURNS
Damage to the skin or other body parts caused by extreme heat, flame, contact with heated
objects, or chemicals.

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TYPES OF BURN
There are three primary types of burns: first-, second-, and third-degree. Each degree is based
on the severity of damage to the skin, with first-degree being the most minor and third-degree being the
most severe.

FIRST DEGREE BURNS

A first degree burn is superficial and causes local inflammation of the skin. Sunburns often are
categorized as first degree burns. The inflammation is characterized by pain, redness, and a mild amount
of swelling. The skin may be very tender to touch.

SECOND DEGREE BURNS

Second-degree burns (also known as partial thickness burns) involve the epidermis and part of
the dermis layer of skin. The burn site appears red, blistered, and may be swollen and painful.

THIRD DEGREE BURN

A third-degree burn is referred to as a full thickness burn. This type of burn destroys the outer
layer of skin (epidermis) and the entire layer beneath (the dermis).

Lesson 4: Explain how to Comply with Emergency Procedures (CEP) (4 hrs.)

Muster station
- An area of the ship where the crew and /or passengers assemble during emergency.

Muster list
- The list of emergency situations and the duties and responsibilities of the crew and or the
passengers in response to different emergency cases.

Emergency Alarm Signal

Fire
- Fire and explosion can occur on board, even on the most controlled spaces and especially on
areas where it is least expected.
- Alarm: intermittent / or continuous ringing of ships alarm and siren/whistle.

Abandon ship
- It is the moment that the ship is no longer safe for the crew to be onboard. Entirely to vacate a
ship and to relinquish, or to repudiate, all duties towards her preservation. Done only when the
carrying out of these duties is impossible, or when the destruction of the ship is imminent.
- Alarm: Seven (7) short blast followed by one (1) long blast in ship’s whistle or siren, with
announcement on the public address by the Master.

Importance of Training and Drills

- Musters and drills are designed to prepare a trained and organized response to dangerous
situations, which may unexpectedly threaten loss of life and property at sea, and are also for protection
of the marine environment. It is important that they should be carried out realistically, approaching
emergency conditions as closely as possible while ensuring the safety of personnel. Changes in a ship’s
function and personnel from time to time should be reflected in corresponding changes in the muster
arrangements.

19
Abandon Ship
It is the moment that the ship is no longer safe for the crew to be onboard. Entirely to vacate a ship and to
relinquish, or to repudiate, all duties towards her preservation. Done only when the carrying out of these duties is
impossible, or when the destruction of the ship is imminent.
PERFORMED
ACTION
BY
Send out Distress messages via Inmarsat-FBB, Inmarsat-C and Distress
OOW
Alerts by DSC on VHF/MF/HF as instructed by the Master.
Sound the Abandon Ship signal on the general alarm and/or whistle. OOW
Proceed to lifeboat. All personnel
Verbally order the vessel to be abandoned. Master
Abandon the vessel. All personnel

RANK LIFEBOAT No. 1 RANK LIFEBOAT No. 2

Boat Commander. Carry 2-way
2nd Off.
portable radio & transceiver
Assist Master as necessary. Carry
Deck Cadet
signalling & registry flag.
Ch. Eng’r. Check and prepare lifeboat engine.
Assist Chief Engineer, carry torch
3rd. Eng’r.
lamps & tools.
Boat Commander. Carry important
Ch. Off
documents, 2-way radio and transceiver.
Carry EPIRB, charts/ communication
3rd Off.
devices & transceiver.
In-charge of lifeboat engine, carry torch
2nd Eng’r.
lamps & tools.
Operate lifeboat engine, assist 2nd
Electrician
Engineer. Carry torch lamps.

Assist as required. Carry repair kit &
Engine Cadet
tools.
Prepare lowering of lifeboat. Carry
Bosun
transceiver & torch lamps.
Assist lowering the lifeboat, check/put
on the bottom plugs. Release boat
AB 2
hook of fall forward. Carry Line
Throwing Apparatus & torch lamp.
Assist lowering the lifeboat. Release
OS 1 boat hook of fall aft. Carry Distress
Signals & Radar Transponder
Make Jacob’s ladder ready. Carry
Motorman 1 blankets, torch lamp and thermal
protective aids.
Carry first aid kit, additional provisions
Chief Cook
& blankets.
Prepare lowering of lifeboat. Carry
AB 1
transceiver & torch lamps.
Assist lowering the lifeboat, check/put on
the bottom plugs. Release boat hook of
AB 3
fall forward. Carry Distress Signals &
Radar Transponder.
Make fast lifeboat painter. Release boat
OS 2
hook of fall aft. Carry torch lamp.
Make fast lifeboat painter. Carry blankets
Fitter
& torch lamps.
Make Jacob’s ladder ready. Carry
Motorman 2 blankets, torch lamp and thermal
protective aids.
Carry first aid kit, additional provisions &
Messman
blankets.

Supernumerar Supernumerar
Assist as ordered Assist as ordered
y1 y2

Machinery Failure/Breakdown
It occurs when steering or essential equipment fails to operate and major motor or equipment fails to
start.
ACTION PERFORMED BY
Bring the Telegraph lever to STOP position. OOW
Notify the Master & Chief Engineer. OOW
If Engine Room manned, activate Engineer’s alarm and report probable cause of M/E
failure to Chief Engineer. From the alarms activated, try and determine the cause of
Duty Engineer
M/E failure and act prudently till Chief Engineer reaches the Control Room. If M/E can
be re-started immediately, consult with the Bridge and re-start M/E.
Take the vessel on Hand Steering. Duty AB
Make announcement on the P.A. system. OOW
Establish communications with E/Room. OOW
Takes way off ship OOW
Change over from Bridge Control to Engine Room Control. OOW
Relieve OOW. 3rd Officer
Relieve the AB on watch. AB (3)

20
 Record of events and communications. Display the “NUC” lights/ shapes and if
required sound the fog signal 3rd Officer
On Master’s instructions broadcast DSC alert & SAFETY message.
Notifies Management Centre MASTER
At the con MASTER
RE-STARTING OF THE MAIN ENGINE FROM ENGINE ROOM
Report to the Engine Control Room. All the Engine staff
Re-start M/E from Engine Room Control or Local Control.
Co-ordinate trouble shooting and keep updating the Bridge. Ascertain the cause and Chief Engineer
rectify the problem.
Find the cause of failure by referring to M/E manual and diagrams. If reversing
2nd Engineer
problem then prepare for manual reversing.
Check fuel lines, valves, especially quick closing valves. Check for any air leakage when
3rd Engineer
movement is given. Stop external air supply to conserve air for M/E kicks.
Find the cause of failure by referring to M/E manual and diagrams. Check electrical
El. Officer
relays for failure of response.
On re-starting, inform company. Report on Undesired Events. Master
IF THE VESSEL IS IN DANGER & POSES A HAZARD TO SHIPPING
Manoeuvre the vessel to a safe location. Ask for thruster power. Master
If in depths suitable for anchoring, call anchor stations. Master
Prepare to let go anchor. Chief Officer, Bosun, OS (1)
On Master’s instructions broadcast DSC alert & URGENCY message. 3rd Officer
Request for assistance from ashore: Tugs Master

Collision a structural impact between two moving ships.

PERFORMED
ACTION
BY
Raise the Emergency Alarm. Make announcement on the P.A. system. Notify the
OOW
Master & Duty Engineer.
Stop the engines when necessary. Switch on deck lighting at night. OOW
Take the vessel on Hand Steering. Duty AB
Record the following: Name & Port of Registry of other vessel, Time of collision,
OOW
position and state of weather.
Relieve OOW. 3rd Officer
Relieve the AB on watch. AB (3)
Set up Emergency Command Centre (ECC) on the Bridge. Establish communications
Master
with the other vessel and ascertain if assistance is needed. Send Collision Notice.
Record of events and communications.
Broadcast DSC alert followed by URGENCY/ DISTRESS message and notify authorities 3rd Officer
as instructed by the Master.
Stopping S-VDR data and take backup Master
Close watertight doors. Assess the visual extent of damage externally all around the
Chief Officer assisted by
vessel & within cargo compartments. Ascertain immediate threat to vessel. Report to
Bosun, AB (1), OS (1)
ECC.
Close watertight doors. Assess the extent of damage within the E/Room, to Main & Chief Engineer assisted by 2nd
Aux. Machinery, to Steering gear etc. Ascertain immediate threat to the vessel. Engineer, El. Off, Fitter, MTM
Report to ECC. (2)
Maintain a vigil for signs of pollution around the vessel and report the same. Prepare 2nf Officer, AB (2)
life boats when instructed by Master MTM (1)
Sound all the ballast tanks and hold bilges, when instructed to do so. Deck Cadet & OS (2)
Sound all fuel tanks and tanks/bilges in the E/Room, when instructed to do so. 3rd Engineer & Engine Cadet
Stability and stress calculations. Chief Officer
Ascertain the risks associated if the vessels were to be disengaged (check with the
Master
other vessel). Order launching of boats to pick up survivors if another vessel sunk.
Report and Notifies Management Centre. Master
Alcohol Test Master
At the Con Master
Treat injured personnel. First Aid Team

First Aid Team 2nd Officer, Chief Cook, Messman

Fire/ Explosion

21
 Fire and explosion can occur on board, even on the most controlled spaces and especially on areas where
it is least expected.

ACTION PERFORMED BY
Raise the alarm; by activating Fire Alarm push buttons; or by announcing on the PA
Person at scene
system (dial 0); or by voice. Notify OOW.
Attempt to extinguish the fire with portable extinguishers, if possible. If the fire
cannot be readily extinguished, close all openings to the space and report to the Person at scene
Muster Station.
Sound Fire alarm if not already done so. Shut vent. fans for the compt. on fire, start
OOW
fire pump and have Main engines on standby.
On hearing the Fire Alarm proceed to Muster Station or to their assigned stations. All personnel
Proceed to Engine room, prepare Main engines for manoeuvring, check fire pump
and report situation in E/Room to the ECC. Stop all F.O., L.O. or any on-going 3rd Engineer
transfers. Be ready to stop Auxiliary engines and prepare to abandon the E/Room.
Relieve the OOW. 3rd Officer
Relieve the AB on watch. AB (3)
Set up Emergency Command Centre (ECC) on the Bridge. Master
Record of events and communications. Display necessary lights and/or day signals.
On Master’s instructions broadcast DSC alert and SAFETY/ URGENCY/ DISTRESS 3rd Officer
message. Notify authorities as instructed by Master. Fill up form DE-27.
Organize personnel and gear to combat the fire, declare entry point/s. Keep the ECC Chief Engineer
informed of all fire fighting operations. (Fire Chief)
Shut all ventilators & doors to the compt. on fire. Isolate circuits, and report the same
Technical Squad
to the Fire Chief when each task is completed.
Identify location, seal off the area and assess the extent of fire and give a report to
the Fire Chief. Prepare fire hoses and fight fire till Fire Team 1 and 2 arrive. Then Support Team
commence boundary cooling.
Bring SCBA and fire suits from Fire Station. If fire in Cargo Holds, Deck or
Accommodation, make entry into the compt. on fire after donning SCBA and fire suit
Fire Team 1
with charged fire hose and/or extinguishers. Back up Team 2 if the fire is in Engine
spaces.
Bring SCBA and fire suits from Fire Locker 2 (Steering Platform) If fire in E/Room,
Boiler or Steering flat, make entry into the compt. on fire after donning SCBA and fire
Fire Team 2
suit with charged fire hose and/or extinguishers. Back up Team 1 if the fire is outside
Engine spaces.
Bring drill and gas torch to the entry point; use the same when ordered to do so by the
Technical Squad
Fire Chief. Refill empty SCBA bottles.
Bring first aid kit, can of drinking water, water-gel blankets, stretcher etc near the
Medical Support Squad
site. When instructed, evacuate victim to a safe area.
When ordered by the Master, prepare the lifeboats for launching. Inform Fire Chief
Lifeboat Team
when leaving the site to prepare the boats.
RELEASE OF CO2 INTO THE COMPARTMENT ON FIRE
Instruct Fire Chief to release CO2 into the compartment on fire. Master
Ensure machinery has been stopped (in case of E/Room fire), all openings have been
closed, and all personnel have evacuated the area and have been accounted for at Fire Chief
the Muster Station. Inject CO2 into the compartment on fire.
Report to company. Master

Fire Team 1 Chief Officer, Deck Cadet, AB 1, OS 2,Deck Boy 1

Fire Team 2 2nd Engineer, AB 2 , Engine Cadet, MTM/OLR 1, Deck Boy 2
Technical Squad Electrical Officer, Engine Fitter
Support Team 2nd Officer, Bosun, OS 1
Medical Support Squad Chief Cook, Mess man

Flooding
-this is the unwanted ingress of seawater in large quantities either on the engine room, cargo spaces, or
ships accommodation. It is called also as taking on water.

PERFORMED BY
Person who discovers the
Notify OOW/ Master, giving details of the compartment that is flooding.
flooding
Raise the Emergency Alarm. Announce on the PA system. OOW
Reduce the RPM to Half Ahead or lower if required. Notify the Master & Duty Engineer. OOW
Relieve the OOW. 3rd Officer

22
 Relieve the AB on watch. AB (3)
Set up Emergency Command Centre (ECC) on the Bridge. Master
Record of events and communications. Display necessary lights and/or day signals. On
Master’s instructions broadcast DSC alert, URGENCY/ DISTRESS message and notify 3rd Officer
authorities.
At the con Master
PHASE – I (ASCERTAIN EXTENT OF DAMAGE)
Assess the visual extent of damage within cargo compartments. Ascertain immediate Chief Officer assisted by
threat to vessel. Report to ECC. Bosun, AB (1), OS (1)
Assess the extent of damage within the E/Room, to Main & Aux. Machinery, to Chief Engineer assisted by 2nd
Steering gear etc. Ascertain immediate threat to the vessel. Report to ECC. Eng, El. Off, Fitter, MTM (2)
Isolate electrical power to the affected area if required El. Off
Sound all the ballast tanks and hold bilges, when instructed to do so. Deck Cadet & OS (2)
Sound all fuel tanks, tanks and bilges in the E/Room, when instructed to do so. 3rd Engineer & Engine Cadet
Stability and stress calculations. (use Damage Stability Booklet) Chief Officer
Prepare Port & Stbd. lifeboats for launching. Boat Preparation Team
Report to company & other Management Centre. Master
PHASE – II (ATTEMPT TO MITIGATE FLOODING)
The following factors are to be considered:
1. Alter course and/or speed, anchoring, setting aground.
2. The state of tide, currents, swells and weather forecast.
3. Listing/ trimming of vessel by ballasting/de-ballasting, shifting of cargo, transfer of bunkers.
4. Lightening of vessel by de-ballasting and/or jettisoning of bunkers. Pumping of bilges.
5. Seek assistance from salvage companies.
Effect temporary repairs in the breached compartment and/or part. Damage Control Team
PHASE – III (IMMINENT DANGER TO CREW)

Refer to Abandon Ship Contingency Plan.

Damage Control Team Chief Officer, Bosun, AB (1), OS (1), 2nd Eng, El. Off, Fitter, MTM (2)
Boat Preparation Team 2nd Officer, AB (2), MTM (1)

Grounding
This is unintentional impact of a ship on seabed or waterway side.

ACTION PERFORMED BY
Stop M/E. OOW
Raise the Emergency Alarm & announce on the P.A. system. Notify the Master and
OOW
Duty Engineer.
Record: Position, time, state of weather/ tide/ swell/ current, depth. OOW
Relieve the OOW. 3rd Officer
Relieve the AB on watch. AB (3)
Set up Emergency Command Centre (ECC) on the Bridge. Master
Stopping of the S-VDR & Back up data. Alcohol test Master
At the con Master
Record of events and communications. Display necessary lights and/or day signals. On
Master’s instructions broadcast DSC alert, URGENCY/ DISTRESS message and notify 3rd Officer
authorities.
PHASE – I (ASCERTAIN EXTENT OF DAMAGE)
Close watertight doors. Assess the visual extent of damage externally all around the
Chief Officer assisted by
vessel & within cargo compartments. Ascertain immediate threat to vessel. Report to
Bosun, AB (1), OS (1)
ECC.
Close watertight doors. Assess the extent of damage within the E/Room, to Main &
Chief Engineer assisted by 2nd
Aux. Machinery, to Steering gear etc. Ascertain immediate threat to the vessel. Report
Engineer, El. Off, Fitter, MTM (2)
to ECC.
Ascertain the draft, depth and nature of bottom using the hand lead line around the
2nd Officer & AB (2)
vessel.
Sound all the ballast tanks and hold bilges, when instructed to do so. Deck Cadet & OS (2)
Sound all fuel tanks, DB tanks and bilges in the E/Room, when instructed to do so. 3rd Engineer & Engine Cadet
Stability and stress calculations. (use Damage Stability Booklet) Chief Officer
Maintain a vigil for signs of pollution around the vessel and report the same. Prepare
Boat Preparation Team
lifeboats when instructed by Master.
Broadcast Safety/ Urgency/ Distress message, as instructed. 3rd Officer

23
 Report to company and other Management Centre. Master
PHASE – II (ATTEMPT TO RE-FLOAT THE VESSEL)
The following factors are to be considered:
6. If any structural failure has occurred.
7. Use of M/E, thrusters, tugs, ground tackle. Assistance from salvage companies.
8. The state of tide, currents, weather & nature of bottom.
9. Listing/ trimming of vessel by ballasting/deballasting, shifting of cargo, transfer of bunkers.
10. Lightening of vessel by deballasting and/or jettisoning of bunkers.
11. E/Room water intakes – shut and/ or change to high suction.
Boat Preparation Team 2nd officer, AB (2), MTM (1)

Man Overboard
This is the situation in which a person has fallen from a ship into the water and is in need of recue.

ACTION PERFORMED BY
Throw a life buoy to the casualty. Person at the scene
Notify OOW. Person at the scene
Put the wheel hard over to the side of the casualty. Release the MOB marker buoy
OOW
from the bridge wing. Press the “MOB” button on the GPS.
Helmsman. Duty AB
Inform Engine room to standby for manoeuvring. OOW
Raise the Emergency Alarm and announce on the P.A. system. Notify Master and
OOW
Duty Engineer.
At the con Master
Conduct the “Single Turn” or “Williamson Turn” to return to the datum. Master/ OOW
Relieve OOW. 3rd Officer
Relieve Duty AB. AB (3)
Report to Engine Room. Prepare to Stop M/E. 3rd Engineer
Record of events and communications. On Master’s instructions broadcast DSC alert
and DISTRESS message. Hoist “O” flag, if required. Sound the signal “O” 3rd Officer
on whistle.

Look out duty at various locations. Use binoculars and searchlight, if required. All spare hands
Rig pilot ladder / net / to assist in recovery Bosun
On instructions from the Master, lower Rescue Boat and rescue the casualty. Rescue Boat Team
Make preparations for the retrieval of the Rescue Boat. Ch. Officer & Deck Crew
2nd / Chief Officer assisted by
Treat the victim for hypothermia and injury, if required.
Medical Support Squad
Inform to the company. Report on Undesired Events. Master

Rescue Boat Team 2nd Officer, AB (2), 3rd Engineer

Medical Support Squad Chief Officer, Chief Cook, Messman

Oil spill/Pollution
This is an accident wherein oil leaks on deck during loading or discharging of cargo or bunkering
operation.

ACTION

PERFORMED BY

Announce on the PA system. Notify OOW/ Master, giving details of the spill. Person at the scene

Take measures to contain the spill onboard. Person at the scene

Raise the Emergency Alarm and announce on the PA system. OOW

Set up Emergency Command Centre (ECC) on the Bridge. Master

Relieve the OOW. Record of events and communications. Fill up IMO Reporting Form. 3rd Officer

Report to Bridge AB(3)

Proceed to Engine room. 3rd Engineer

24
 At the con Master

Notify authorities as per the attached checklist. Master

Chief Officer
Establish communications with each other, decide on a course of action to contain
Containment Co-ordinator
and clean up the spill, activate team members, give clear directives and allot duties.
Chief Engineer
Keep the ECC informed of the progress.
Clean-up Co-ordinator
Stop all transfer of oil/transfer oil, shut valves as per Chief Engineer’s instruction shut
3rd Engineer
valves and stand-by in the E/Room.

CLEAN-UP TEAM
Carry out emergency clean-up procedures using all available material onboard, such as portable pumps, absorbents and
chemicals, if and when approved by the authorities. Fire precautions to be observed at all times.
Chief Engineer Team Coordinator
2nd Engineer In charge of clean-up team.
Fitter,
Bring portable pump and transfer spilled oil into empty collection drums.
MTM (2)

Chief Cook, Engine Cadet, Use sorbent sheets, pillows, and all other available equipment to clean
OS 1, Deck Boy 2 up the spill.

CONTAINMENT TEAM
Carry out emergency containment procedures to stop or minimize pollution by operating booms, pumps etc. Where oil
has spilled into the water, all efforts should be made to limit extent of the spill by rigging around the ship: booms,
mooring ropes, air filled hoses, etc.
Chief Officer Team Coordinator
Bosun Rig fire hoses and foam applicator unit near the site of the spill.
2nd Officer
Electrical Officer
Life Boat team. Rig boom and clean up spill.
AB (2)
MTM (1)
Deck Cadet
Prepare booms, sorbent roll and pads, sweep etc.
Messman, Deck Boy 1
AB 1) Lower booms, sweep, and sorbent pads into the life boat.

Lesson 5: Explain the Precautions to Prevent Pollution of the Marine Environment (TPPP)

Marine Pollution - is defined as “an introduction of man directly or indirectly, of substance or energy into the
marine environment (including estuaries) resulting in such deleterious effect as harmful to living resources, hazard
to human health, hindrance to marine activities including fishing, impairment of quality for use of sea water and
reduction of amenities.
MARPOL 73/78
Adoption: 02 November 1973
Entry into force: 02 October 1983
The International Convention for the Prevention of Pollution from Ships (MARPOL) is the main
international convention covering prevention of pollution of the marine environment by ships from
operational or accidental causes.

The MARPOL Convention was adopted on 2 November 1973 at IMO. The Protocol of 1978 was adopted
in response to a spate of tanker accidents in 1976-1977. As the 1973 MARPOL Convention had not yet
entered into force, the 1978 MARPOL Protocol absorbed the parent Convention. The combined
instrument entered into force on 2 October 1983. In 1997, a Protocol was adopted to amend the
Convention and a new Annex VI was added which entered into force on 19 May 2005. MARPOL has been
updated by amendments through the years.

25
The Convention includes regulations aimed at preventing and minimizing pollution from ships - both
accidental pollution and that from routine operations - and currently includes six technical Annexes.
Special Areas with strict controls on operational discharges are included in most Annexes.

Annex I Regulations for the Prevention of Pollution by Oil (entered into force 2 October
1983). Covers prevention of pollution by oil from operational measures as well as from accidental
discharges; the 1992 amendments to Annex I made it mandatory for new oil tankers to have double
hulls and brought in a phase-in schedule for existing tankers to fit double hulls, which was subsequently
revised in 2001 and 2003.

Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
(entered into force 2 October 1983). Details the discharge criteria and measures for the control of
pollution by noxious liquid substances carried in bulk; some 250 substances were evaluated and
included in the list appended to the Convention; the discharge of their residues is allowed only to
reception facilities until certain concentrations and conditions (which vary with the category of
substances) are complied with. In any case, no discharge of residues containing noxious substances is
permitted within 12 miles of the nearest land.

Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged

Form (entered into force 1 July 1992). Contains general requirements for the issuing of detailed
standards on packing, marking, labeling, documentation, stowage, quantity limitations, exceptions and
notifications.

For the purpose of this Annex, “harmful substances” are those substances which are identified as
marine pollutants in the International Maritime Dangerous Goods Code (IMDG Code) or which meet
the criteria in the Appendix of Annex III.

Annex IV Prevention of Pollution by Sewage from Ships (entered into force 27 September
2003).

Contains requirements to control pollution of the sea by sewage; the discharge of sewage into the sea is
prohibited, except when the ship has in operation an approved sewage treatment plant or when the
ship is discharging comminuted and disinfected sewage using an approved system at a distance of more
than three nautical miles from the nearest land; sewage which is not comminuted or disinfected has to
be discharged at a distance of more than 12 nautical miles from the nearest land.

In July 2011, IMO adopted the most recent amendments to MARPOL Annex IV which are expected to
enter into force on 1 January 2013. The amendments introduce the Baltic Sea as a special area under
Annex IV and add new discharge requirements for passenger ships while in a special area.

Annex V Prevention of Pollution by Garbage from Ships (entered into force 31 December
1988). Deals with different types of garbage and specifies the distances from land and the manner in
which they may be disposed of; the most important feature of the Annex is the complete ban imposed
on the disposal into the sea of all forms of plastics.

In July 2011, IMO adopted extensive amendments to Annex V which are expected to enter into force on
1 January 2013. The revised Annex V prohibits the discharge of all garbage into the sea, except as
provided otherwise, under specific circumstances.

Annex VI Prevention of Air Pollution from Ships (entered into force 19 May 2005). Sets
limits on Sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits deliberate
emissions of ozone depleting substances; designated emission control areas set more stringent
standards for SOx, NOx and particulate matter.

In 2011, after extensive work and debate, IMO adopted ground breaking mandatory technical and
operational energy efficiency measures which will significantly reduce the amount of greenhouse gas
emissions from ships; these measures were included in Annex VI and are expected to enter into force on
1 January 2013.

26
An easy way to remember the Six Annexes of MARPOL73/78 is to keep this mnemonic device in mind:

O – Oil Annex 1
No - Noxious Liquid Substances in Bulk Annex 2
Ha - Harmful Substances Carried by Sea in Packaged Form Annex 3
Se – Sewage Annex 4
Ga – Garbage Annex 5
A – Air Annex 6

Effects of Marine Pollution

 It blankets the surface interfering with the oxygen exchanged between the sea and the
atmosphere.

 Blankets the seabed, interfering with the growth of marine life elements are mostly toxic and
can enter the food chain

 oil may enter sea water distilling inlets and it may be deposited on tidal mudflats again with
detrimental result

 interferes with the recreational uses of beaches

Lesson 6: Explain how to observe Safe Working Practices (OSWP)

Safety Management System

- It is an integral component of the ISM Code as it underlies all the important policies, practices, and
procedures that are to be followed to ensure safety of crew and cargo.

Seafarer duties:
- Seafarers must wear the protective equipment or clothing supplied when they are carrying out a task
for which it is provided, and follow appropriate instructions for use.

- PPE should always be checked by the wearer each time before use. Seafarers should comply with the
training they have received in the use of protective items, and follow the manufacturer’s instructions
for use.

Risk awareness and risk assessment

Risk awareness
If seafarers are fully informed and aware of the risks to their health, safety and welfare, they are
much more likely to ensure they avoid the risks and remain safe. This knowledge is attained through risk
assessment and in other ways throughout our lives including training in theory and practical application,
information, observation, instructions, supervision and personal experience.

Hazard - is a source of potential injury, harm or damage. It may come from many sources, e.g. situations, the
environment or a human element.
Risk has two elements:
 The likelihood that harm or damage may occur.
 The potential severity of the harm or damage.

A key tool in ensuring that all involved in the work have a clear understanding and awareness of any hazards and
their associated risks is the carrying out of a toolbox talk before the work commences.

Application of the knowledge in the workplace is influenced by our values, beliefs, attitudes and behaviours and by
the views of others.

27
Risk assessment
The risk assessment process identifies hazards present in a work undertaking, analyses the level of risk, considers
those in danger and evaluates whether hazards are adequately controlled, taking into account any measures
already in place.

Effective risk assessments:

 correctly and accurately identify all hazards;
 identify who may be harmed and how;
 determine the likelihood of harm arising;
 quantify the severity of the harm;
 identify and disregard inconsequential risks;
 record the significant findings;
 provide the basis for implementing or improving control measures; and
 provide a basis for regular review and updating.

Risks to the health and safety of seafarers must be identified and assessed. It will often not be possible to remove
all risks, but attention should be given to control measures that will make the working environment and working
methods as safe as reasonably practicable.

Personal protective equipment (PPE) must be used only when risks cannot be avoided or reduced to an
acceptable level by safe working practices. This is because PPE does nothing to reduce the hazard and can only
protect the person wearing it, leaving others vulnerable.

Controls should be chosen taking into account various factors. In order of effectiveness these are:
 elimination;
 substitution by something less hazardous and risky;
 enclosure (enclose the hazard in a way that eliminates or controls the risk);
 guarding/segregation of people;
 safe system of work that reduces the risk to an acceptable level;
 written procedures that are known and understood by those affected;
 reviewing the blend of technical and procedural control;
 adequate supervision;
 identification of training needs;
 information/instruction (signs, hand-outs); and
 PPE (last resort) – cannot be controlled by any other means.

PPE can be classified as follows:

Type Examples
Head protection Safety helmets, bump caps, hair protection
Hearing protection Earmuffs, earplugs
Face and eye protection Goggles and spectacles, facial shields
Respiratory protective equipment Dust masks, respirators, breathing apparatus
Hand and foot protection Gloves, safety boots and shoes
Body protection Safety suits, safety belts, harnesses, aprons,
high-visibility clothing
Protection against drowning Lifejackets, buoyancy aids and lifebuoys
Protection against hypothermia Immersion suits and anti-exposure suits

Enclosed Space - is defined in the regulations as ‘any enclosed or confined space in which it is foreseeable that
the atmosphere may at some stage contain toxic or flammable gases or vapours, or be deficient in oxygen, to the
extent that it may endanger the life or health of any person entering that space.’

Examples of such spaces are:

 cargo spaces;
 double bottoms;
 fuel tanks;
 ballast tanks;
 cargo pump rooms;

28
  cargo compressor rooms;
 cofferdams;
 chain lockers;
 void spaces;
 duct keels;
 inter-barrier spaces;
 boilers;
 engine crankcases;
 engine scavenge air receivers;
 CO2 rooms;
 battery lockers;
 sewage tanks; and
 adjacent connected spaces, e.g. cargo space access ways

Precautions before entering a dangerous space

The following precautions should be taken as appropriate before a potentially dangerous space is
entered, so as to make the space safe for entry without breathing apparatus and to ensure it remains safe whilst
persons are within the space.

 A competent person should make an assessment of the space and an authorised officer to take charge of
the operation should be appointed.
 The potential hazards should be identified.
 The space should be prepared, vented and secured for entry.
 The atmosphere of the space should be tested.
 A permit to work system should be used.
 Procedures for preparation and entry should be agreed.
 Emergency procedures should be in place.

Potential hazards of Enclosed Space

 Oxygen deficiency
 Oxygen-enriched atmosphere
 Toxicity of oil
 Toxicity of other substances
 Flammability

Enclosed Space Entry Permit

THIS PERMIT RELATES TO ENTRY INTO ANY ENCLOSED SPACE AS DESCRIBED IN SSMM Ch.
7.13 (ON TANKERS REF. TO ISGOTT Ch.10) AND SHALL BE FILLED BY HAND

GENERAL (See Note 1)

Location / Name of Space

Reason for entry

PERMIT ISSUED TO – (List

Names of Persons)
To
This permit is valid from (Hrs)
* Note :
 Permit is valid for the duration of the job and shall cease when the job is completed and persons and tools
extracted. This is normally expected to happen within 8 hours of commencement.

29
  If the job exceeds 8 hours then a fresh assessment shall be made of conditions at the end of 8 hours and the
permit extended under signature of the Master upto a maximum of 12 hours.
 If the job is continuous involving shifts then the maximum validity of the permit shall be 12 hours where
after a fresh permit shall be issued
 The permit is only valid for the specific space named

SECTION 1 – PRE-ENTRY PREPARATIONS

To be checked on-site in pen together by the Safety Officer & Head of Department.

1.1 Has the space been segregated by blanking off or isolating all connecting pipelines? Yes
Ref. to SSMM Ch. 7.29 – lockout / tag-out system.

1.2 Have valves on all pipelines serving the space been secured to prevent their Yes
accidental opening? Ref. to SSMM Ch. 7.29 – lockout / tag-out system.

1.3 If water washing is required prior entry has this been done? Yes

1.4 Has the space been thoroughly ventilated? Yes

1.5 The correct gas indicators are available for measuring concentrations of hydrocarbon
gas in non-inerted atmospheres, of toxic gases and of oxygen. Yes

The following confirmed:

1.6 1. Measuring equipment is calibrated just before use by using the test-kit with correct
span gas as stated on the gas indicators.
2. Sampling lines are long enough to reach tank bottom structures or any “dead- Yes
spots” and is not leaking.
3. Appropriate filters in sample lines or to the sensor is fitted or available. (especially
if checking atmosphere in wet conditions).
4. Entries regarding outcome of calibration made in logbook BD10.

1.7 Sufficient accurate record of pre-entry atmosphere tests and readings entered to
confirm tank is Gas-Freed? Yes

1.8 Gas-Free status shows following: Just before

1. Oxygen is 21% volume. entry:
2. Hydrocarbon is less than 1% LFL (tanks free of inert gas & measured using O2 %
Catalytic Filament Combustible Indicator / Explosimeter). (See Note 2) vol
3. Toxic gases in ppm below recommended TLV as per MSDS. H2S, benzene etc.
depending on MSDS of previous cargo carried MUST be tested .(See Note 3). Hc %
NOTE: Aromatics Hydrocarbons i.e. benzene, Toulene, Zylene carried on LFL
product / chemical tankers HAVE LOWER TLV than Hydrocarbons
carried on crude oil tankers. Toxic Gases in
ppm.
1)
2)
3)

1.9 Have arrangements been made for frequent atmosphere checks to be made and Yes
recorded on the back of this form while the space is occupied and after work breaks?

1.10 Have arrangements been made for the space to be continuously ventilated Yes
throughout the period of occupation & during work breaks?

1.11 Is adequate illumination provided? Yes

1.12 Yes

30
 Is rescue and resuscitation equipment available for immediate use by the entrance to
the space?

1.13 Has a responsible person been designated to stand by the entrance to the space? Yes

1.14 Has the Officer of the Watch (bridge, engine room, cargo control room) been advised Yes
of the planned entry?

1.15 Has a system of communication between the person at the entrance and those Yes
entering the space been agreed and tested?

1.16 Are emergency and evacuation procedures established and understood? Yes

1.17 Is there a system for recording who is in the space? Yes

1.18 Is all equipment used of an approved type? Yes

SECTION 2 – PRE-ENTRY CHECKS

To be checked by the person authorised as leader of the team entering the space.

Section 1 of this permit has been checked on-site & completed fully in permanent ink.

I am aware that the space must be vacated immediately in the event of ventilation failure or if
atmosphere tests change from agreed safe criteria.

I have understood and have agreed to the communication procedures.

I have agreed upon a reporting interval of minutes.

Emergency and evacuation procedures have been agreed and are understood.

I confirm the checks were made on-site & in the circumstances it is considered safe to proceed
with this task.

Signed by:
Master: Sign :
Time/Date:
Authorized Team Leader supervising Sign: Sign:
entry & Safety Officer. Time/Date: Time/Date:

SECTION 3 -
The inspection has been completed and all persons * under my supervision, materials and
equipment have been withdrawn.
Checked by: Verified by:
Authorized Team Leader supervising Sign: Sign:
entry & Head of Department. Time/Date: Time/Date:
* The list of persons entering the space with time in and out is to be maintained by the OOW and
confirmed by the head of department.

THIS PERMIT IS RENDERED INVALID SHOULD VENTILATION OF THE SPACE

STOP OR IF ANY OF THE CONDITIONS NOTED IN THE CHECK LIST CHANGE
Notes:

1. In order to obtain a representative cross-section of the compartment’s atmosphere, samples should be taken
from several depths and through as many openings as possible. Ventilation should be stopped for about 10

31
 minutes before pre-entry atmosphere tests are taken (Ref. ISGOTT and SSMM Chap. 7.13).

2. Tests for specific toxic contaminants, such as benzene and hydrogen sulphide, should be undertaken
depending on the nature of the previous contents of the space. Tthe TLV- TWA for benzene is 1 ppm and
H2S is 5 ppm over a period of eight hours. However, working procedures should aim at ensuring the
lowest possible gas concentrations are achieved in work locations.

Lesson 7: Discuss the Importance of Effective Communication on Board Ship (CECB)

IMO STANDARD MARINE COMMUNICATION PHRASES (SMCPs)

 The Maritime Safety Committee, at its sixty-eighth session (28 May to 6 June 1997), considered draft
"Standard Marine Communication Phrases (SMCPs)" prepared by the Sub-Committee on Safety of
Navigation and approved their dissemination by this circular.

 The Committee invited Member Governments and international organizations concerned to conduct trials
using the SMCPs attached hereto. Trials, preferably in non-English speaking areas, should be conducted
on board ships, by maritime training institutes, search and rescue organizations, hydrographic offices, VTS
personnel, pilots, port authorities and by any others involved in maritime communications who may be
expected to use the SMCPs in the future.

Spelling
When in external communication spelling is necessary, only the following spelling table should be used:

Letter Word Pronunciation

A Alfa Al Fah
B Bravo Brah Voh
C Charlie Char Lee
D Delta Dell Tah
E Echo Eck Oh
F Foxtrot Foks Trot
G Golf Golf
H Hotel Hoh Tell
I India In Dee Ah
J Juliett Jew Lee Ett
K Kilo Key Loh
L Lima Lee Mah
M Mike Mike
N November No Vem Ber
O Oscar Oss Car
P Papa Pah Pah
Q Quebec Keh Beck
R Romeo Row Me Oh
S Sierra See Air Rah
T Tango Tang Oh
U Uniform You Nee Form
V Victor Vik Tah
W Whiskey Wiss Key

Letter Word Pronunciation

X X-Ray Ecks Ray
Y Yankee Yang Key
Z Zulu Zoo Loo

32
Number Word Pronunciation

0 Nadazero Nah Dah Zay Roh

1 Unaone Oo Nah Wun
2 Bissotwo Bees Soh Too
3 Terrathree Tay Rah Tree
4 Kartefour Kartay Fower
5 Pantafive Pan Tah Five
6 Soxisix Sok See Six
7 Setteseven Say Tay Seven
8 Oktoeight Ok Toh Ait
9 Novenine No Vay Niner

Message Markers
In shore-to-ship and ship-to-shore communication or radio communication in general, the following eight Message
Markers may be used:
(i) Instruction
(ii) Advice
(iii) Warning
(iv) Information
(v) Question
(vi) Answer
(vii) Request
(viii) Intention

Responses
When the answer to a question is in the affirmative, say:

"Yes, .... " - followed by the appropriate phrase in full.

When the answer to a question is in the negative, say:

"No, ..." - followed by the appropriate phrase in full.

 When the information requested is not immediately available, say:

"Stand by" - followed by the time interval within which the information will be available.
 When the information requested cannot be obtained, say:
"No information."

Standard organisational phrases

"How do you read?"
"I read you ...
 bad/one with signal strength one (i.e. barely perceptible)
 poor/two with signal strength two (i.e. weak)
 fair/three with signal strength three (i.e. fairly good)
 good/four with signal strength four (i.e. good)
 excellent/five with signal strength five (i.e. very good)

Corrections
When a mistake is made in a message, say:

"Mistake ..." - followed by the word:

"Correction ... " plus the corrected part of the message.

Example: "My present speed 14 knots - mistake.

“Correction, my present speed 12, one-two, knots."

33
Repetition
If any part of the message are considered sufficiently important to need safeguarding, say:
"Repeat ... " - followed by the corresponding part of the message.
Example:
- "My draft 12.6 repeat one-two decimal 6 metres."
- "Do not overtake - repeat - do not overtake.“
- When a message is not properly heard, say:
- "Say again (please)."

Numbers
Numbers are to be spoken in separate digits:

"One-five-zero" for 150

"Two decimal five" for 2.5

Note: Attention! When rudder angles e.g. in wheel orders are given, say:

"Fifteen" for 15 or
"Twenty" for 20 etc..

Positions
When latitude and longitude are used, these shall be expressed in degrees and minutes (and decimals of a minute
if necessary), north or south of the Equator and east or west of Greenwich.

Example:

"WARNING. Dangerous wreck in position 15 degrees 34 minutes north 61 degrees 29 minutes west."

When the position is related to a mark, the mark shall be a well-defined charted object. The bearing shall be in the
360 degrees notation from true north and shall be that of the position FROM the mark.

Example:

"Your position bearing 137 degrees from Barr Head lighthouse distance 2.4 nautical miles."

Bearings
The bearing of the mark or vessel concerned, is the bearing in the 360 degree notation from north (true north
unless otherwise stated), except in the case of relative bearings. Bearings may be either FROM the mark or FROM
the vessel.

Examples:

"Pilot boat bearing 215 degrees from you."

Relative bearings can be expressed in degrees relative to the vessel's head or bow. More frequently this is in
relation to the port or starboard bow.

Example:

"Buoy 030 degrees on your port bow.“

(Relative D/F bearings are more commonly expressed in the 360 degree notation.)

Courses
Always to be expressed in 360 degree notation from north (true north unless otherwise stated).Whether this is to
TO or FROM a mark can be stated.

Distances
Preferably to be expressed in nautical miles or cables (tenths of a mile) otherwise in kilometres or metres, the unit
always to be stated.

34
Speed
To be expressed in knots:
- without further notation meaning speed through the water; or,
- "Ground speed" meaning speed over the ground.

Time
Times should be expressed in the 24 hour notation indicating whether UTC, zone time or local
time is being used.

Distress, urgency and safety signals

 MAYDAY is to be used to announce a distress message

 PAN - PAN is to be used to announce an urgency message
 SÈCURITÈ is to be used to announce a safety message

Standard Distress Message in the GMDSS

“MAYDAY 3x”
This is”
- the 9-digit Maritime Mobile Service Identity code (MMSI) plus name/call sign or other identification of the vessel
- the position of the vessel
- the nature of distress
- the assistance required
- any other information which might facilitate rescue.

Example:

"MAYDAY 3x”
- THIS IS TWO-ONE-ONE-TWO-THREE-NINE-SIX-EIGHT-ZERO
MOTOR VESSEL "BIRTE" CALL SIGN DELTA ALPHA MIKE KILO
- POSITION SIX TWO ONE ONE DEGREES NORTH
ZERO ZERO SEVEN FOUR FOUR DEGREES EAST
- I AM ON FIRE AFTER EXPLOSION IN HOLD
- I REQUIRE FIRE FIGHTING ASSISTANCE
- SMOKE NOT TOXIC OVER"

Standard Urgency Message in the GMDSS

"PAN-PAN (repeated three times)

ALL STATIONS (repeated three times)
This is"
- the 9-digit MMSI of the vessel plus name/call sign or other identification
- the position of the vessel
- the text of the urgency message.

Example:

"PAN-PAN PAN-PAN PAN-PAN

ALL STATIONS ALL STATIONS ALL STATIONS
- THIS IS TWO-ONE-ONE-TWO-THREE-NINE-SIX-EIGHT-ZERO
MOTORVESSEL "BIRTE" CALL SIGN DELTA ALPHA MIKE KILO
- POSITION SIX TWO ONE ONE DEGREES NORTH
ZERO ZERO SEVEN FOUR FOUR DEGREES EAST
- I HAVE PROBLEMS WITH MAIN ENGINE
- I REQUIRE TUG ASSISTANCE OVER"

Standard Safety Message in the GMDSS

"SECURITE (repeated three times)

ALL STATIONS (or all ships in a specific geographical area, or to a specific station)

35
(repeated three times)
this is"
- the 9-digit MMSI of the vessel plus name/call sign or other identification
- the text of the safety message.
Example:

"SECURITE SECURITE SECURITE

ALL STATIONS ALL STATIONS ALL STATIONS
- THIS IS TWO-ONE-ONE-TWO-THREE-NINE-SIX-EIGHT-ZERO MOTORVESSEL "BIRTE" CALL SIGN DELTA ALPHA MIKE
KILO
- MARION BIGHT LIGHTBUOY BRAVO THREE POSITION TWO NAUTICAL MILES SOUTH OF PETER HEAD UNLIT OVER"

Lesson 8: Explained the dynamics of Sociocultural Diversity and Stereotyping (ADSD)

INTERPERSONAL FACTORS ON BOARD

Diminishing Line between Work and Home

Unlike working on land, there is a distinct line to compartmentalize work and home. After the day’s work
you can leave your worktable and go home with a completely different mind-set. This is distinction that could help
set boundaries on how we interact with people around us. The change in the environment serves as a good
catalyst on how people act and project themselves.
On the other hand, situations on board are the complete opposite. The most change you will experience
in environment is when you enter your private room or cabin where you can at least feel a representation of home
and privacy. This is where the problem starts. Crew working on board may find it hard to compartmentalize as
there is no change in environment. This could affect relationships especially if the work relationship is maintained
by the crew even off-duty hours or vice versa.

Emotional Anchor
Because of the nature of their work, seafarers are always detached to their loved ones or to somebody
that they can identify as an emotional anchor. These people are a source of comfort, happiness, and strength for
an individual. Because of their absence working on board becomes emotionally challenging especially for the
young and inexperienced. Add the rigorous and challenging work atmosphere working on board demands a strong
emotional foundation.

Hierarchy
The maritime community has its history intertwined with its naval counterpart. Because of its background,
the environment on board imbues the culture until now. Respect those in positions of authority; obey first before
complaining- these are just few examples. Although in some aspects these could be helpful in building a tough
emotional core, they also get in the way of building real and lasting interpersonal relationships.
For example lower ranks like the ratings will have the difficulty relating to and opening up sensitive issues
that are safety-related because of the line that divides the every rank. Senior officers sometimes undermine the
ideas and opinion of their subordinates as they see them incapable of understanding management perspective.
Sometimes animosity develops because of the lack of communication and understanding.

Ethnic and Cultural Diversity

The ship is one of the most ethnically and culturally diverse working environment. People from different
places or backgrounds and with different values come on board to work without any information on or emotional
connection to each other. People will be emotionally guarded and contextually sensitive.
Stereotyping becomes common and they begin to believe that they understand one another without even
communicating. This is very dangerous especially for those cultures or nationalities with history of hostility.

Gender Inequality
Gender plays sensitive issue even nowadays at least in an on board setting. The maritime industry is
mostly associated with men and the involvement of women especially in operating the ship is not accepted widely.
If there is a position on board for women it is relegated to stewarding, cooking, and house-keeping. Although in
recent years shipping to start to recognize the capability of women in seafaring. Today there are female captains
operating ships all over the globe.

36
Time Factor
Working on board is a contractual scheme. Some shipping companies go as short as four weeks while
others stretch to nine months. Because of this predisposed situation, seafarers tend to not invest in building
relationships. For some, going on board is strictly a work thing. This kind of mind set affects how each crew
functions around each other. As previously mentioned work and personal life could easily slip into one another.
For some people, working on board is already a stressful endeavour. For others, connecting and making
friends or socializing is important to make living more tolerable in spite of many uncomfortable factors. With these
two kinds of people on board misunderstanding and arguments are bound to happen.

Lesson 8: Discuss the dynamics of sociocultural diversity and stereotyping (ADSD) (16 Hrs.)

INTERPERSONAL FACTORS ON BOARD

Diminishing Line between Work and Home

Unlike working on land, there is a distinct line to compartmentalize work and home. After the day’s work
you can leave your worktable and go home with a completely different mindset. This is distinction that could help
set boundaries on how we interact with people around us. The change in the environment serves as a good
catalyst on how people act and project themselves.
On the other hand, situations on board are the complete opposite. The most change you will experience
in environment is when you enter your private room or cabin where you can at least feel a representation of home
and privacy. This is where the problem starts. Crew working on board may find it hard to compartmentalize as
there is no change in environment. This could affect relationships especially if the work relationship is maintained
by the crew even off-duty hours or vice versa.

Emotional Anchor

Because of the nature of their work, seafarers are always detached to their loved ones or to somebody
that they can identify as an emotional anchor. These people are a source of comfort, happiness, and strength for
an individual. Because of their absence working on board becomes emotionally challenging especially for the
young and inexperienced. Add the rigorous and challenging work atmosphere working on board demands a strong
emotional foundation.

Hierarchy

The maritime community has its history intertwined with its naval counterpart. Because of its background,
the environment on board imbues the culture until now. Respect those in positions of authority; obey first before
complaining- these are just few examples. Although in some aspects these could be helpful in building a tough
emotional core, they also get in the way of building real and lasting interpersonal relationships.

For example lower ranks like the ratings will have the difficulty relating to and opening up sensitive issues
that are safety-related because of the line that divides the every rank. Senior officers sometimes undermine the
ideas and opinion of their subordinates as they see them incapable of understanding management perspective.
Sometimes animosity develops because of the lack of communication and understanding.

Ethnic and Cultural Diversity

The ship is one of the most ethnically and culturally diverse working environment. People from different
places or backgrounds and with different values come on board to work without any information on or emotional
connection to each other. People will be emotionally guarded and contextually sensitive.

Stereotyping becomes common and they begin to believe that they understand one another without even
communicating. This is very dangerous especially for those cultures or nationalities with history of hostility.

Gender Inequality

Gender plays sensitive issue even nowadays at least in an on board setting. The maritime industry is
mostly associated with men and the involvement of women especially in operating the ship is not accepted widely.
If there is a position on board for women it is relegated to stewarding, cooking, and housekeeping. Although in
recent years shipping to start to recognize the capability f women in seafaring. Today there are female captains
operating ships all over the globe.

37
Time Factor

Working on board is a contractual scheme. Some shipping companies go as short as four weeks while
others stretch to nine months. Because of this predisposed situation, seafarers tend to not invest in building
relationships. For some, going on board is strictly a work thing. This kind of mind set affects how each crew
functions around each other. As previously mentioned work and personal life could easily slip into one another.
For some people, working on board is already a stressful endeavor. For others, connecting and making
friends or socializing is important to make living more tolerable in spite of many uncomfortable factors. With these
two kinds of people on board misunderstanding and arguments are bound to happen.

WAYS TO IMPROVE INTERPERSONAL RELATIONSHIP

Building interpersonal relationships at some level is both instinctual and skill-based. The instinctual part is
the inherent side which comes as being a human. The skill part is the side we can harness and develop. Skills can
surely improve how you build relationships especially in unfavorable circumstances.

Interpersonal skills are life skills we use on a daily basis. Communicating especially listening is a powerful
interpersonal skill. One thing you have to understand when making connection is it is not about winning the
approval of the other person; it is about understanding the other person.

INTERPERSONAL SKILLS

Listening Actively

Listening is different from hearing. Listening includes a conscious decision to understand and react
accordingly to the message being transmitted. Hearing is an instinctual process of sensing sound.
People need someone to talk to and listen to them. This is one way of showing empathy. Although
listening might be seen as more passive response compared to speaking, it does not mean that you cannot actively
listen. In fact, active listening is a powerful way of conveying care and understanding.

QUICK ACTIONS

 Maintain eye contact. Look the other person in the eye while he or she speaks. This will signal that he or
she got your attention and that you are interested to listen. However, do not stare as it make people feel
uncomfortable. So avoid prolonged eye contact; blink from time to time.

 Paraphrase. Repeat the information given by stating it in your own words. This verifies if you understand
the other person and if not, will prompt him or her to elaborate the information. This also shows that you
want to understand and are interested in what he or she is saying.

 Use open body language. Since listening is a passive form of communication, it must be supported with
nonverbal interaction. Do not cross your hands or play with anything while listening. Your physical actions
should also coincide with the natural emotion the conversation requires. You cannot be smiling while the
other person is conveying his or her work frustrations to you.

 Avoid giving advice. Sometimes, people just want another person to listen. Sometimes, we are eager to
give our point of view or too quick to judge the person or the situation. Remember that you are there to
listen. Focus on the message, and understand what the other person is telling. If he or she wants your
advice, they will ask for it.

Making Them Feel Included

We, as humans, are inherently collective. We live in groups, value our family, and need companionship.
However, inclusion could also be conservative in nature. Groups tend to accept members with values, physicality,
or goals similar to most of the members. On board, regionalism occurs among its crew. Also, a crew member tends
to identify his or her affiliation based on the department he or she works with.

The crew on board is very diverse with different cultures, ethnicities, backgrounds, beliefs, etc. Including
all crew endeavor and using each distinctive experience, idea and knowledge could be beneficial for the safe
conduct of work on board.

QUICK ACTIONS

38
  Remember that two heads are better than one. Always remember in a team, everyone must be given the
opportunity to speak and voice their own opinion. In return, the more opinion and ideas, the better the
chance in finding the best solution.

 Be open to suggestions. Do not dismiss any opinion because of how the person looks or acts. Focus on
the message and not speaker. Does the message warrant attention? If it does, then acknowledge it and
the person.

 Give opportunity. Sometimes, we have already found the best option, and we are to focus to enact it. For
a change, offer the opportunity to your teammates. Take the backseat, and instead, help your teammates
figure things out by asking the right questions.

Giving Appreciation

Showing gratitude and valuing the effort done by another person are some of the ways how to
demonstrate appreciation.

Appreciation gives a person a boost on his or her self-esteem. It gives us reason to pursue and excel on
the things we are recognized for. This makes the action of giving appreciation as one of the most interpersonal
needs.

QUICK ACTIONS

 Always say “thank you”. Saying thank you is the simplest form of appreciation. No matter how small the
deed or big the gesture, do not forget to say thank you.

 Focus on the positive side. People are always quick to say what is missing or wrong. See the effort too.
Most of the time, focusing on the good things people do inspires them to do better.

 Aim to help. Appreciation builds people’s confidence. The appreciation you give becomes their inspiration
to strive harder and be better.

TEAMWORK

- is a process where a group of people work together to achieve a common goal

Importance of Teamwork

Teamwork in the workplace offers the organization to become more familiar with each other, thereby
fostering understanding and learning. When working in an environment like on board ships, teamwork is
important especially as all its crew members have not work together that long. There are several ways in which
teamwork is important and vital to the success of the company and to the development of each employee.
Understanding those important elements will assist in developing company policies geared toward encouraging
team growth in the workplace.

Core Social Responsibility

ISO 26000: Guide on Social Responsibility underlines seven core social responsibility subjects:

1. Organizational governance
2. Human rights
3. Labor practices
4. Environment
5. Fair operating practices
6. Consumer issues
7. Community involvement and development

Key Principles
In addition to the core subjects, ISO 26000 also integrates these seven key principles of socially
responsible behavior:

1. Accountability
2. Transparency

39
 3. Ethical behavior
4. Respect for stakeholder interest
5. Respect for the rule of law
6. Respect to international norms of behavior
7. Respect for human rights

SOLAS - Safety of Life at Sea, 1974

Adoption: 1 November 1974
Entry into force: 25 May 1980

The first version was adopted in 1914, in response to the Titanic disaster, the second in 1929, the third in
1948 and the fourth in 1960.
The main objective of the SOLAS Convention is to specify minimum standards for the construction,
equipment and operation of ships, compatible with their safety.

Structure of SOLAS
The current SOLAS Convention includes Articles setting out general obligations, amendment procedure
and so on, followed by an Annex divided into 12 Chapters.

Chapter I - General Provisions

Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations
- The steering gear requirements of this Chapter are particularly important.

Chapter II-2 - Fire protection, fire detection and fire extinction

- Includes detailed fire safety provisions for all ships and specific measures for passenger
ships, cargo ships and tankers.

Chapter III - Life-saving appliances and arrangements

- The Chapter includes requirements for life-saving appliances and arrangements,

including requirements for life boats, rescue boats and life jackets according to type of
ship.

- The International Life-Saving Appliance (LSA) Code gives specific technical

requirements for LSAs and is mandatory under Regulation 34, which states that all life-
saving appliances and arrangements shall comply with the applicable requirements of
the LSA Code.

Chapter IV - Radio communications

- The Chapter incorporates the Global Maritime Distress and Safety System (GMDSS).
EPIRB - Emergency Position Indicating Radio Beacons
SART - Search and Rescue Transponders

Chapter V - Safety of navigation

- The chapter makes mandatory the carriage of voyage data recorders (VDRs) and
automatic ship identification systems (AIS) for certain ships.

Chapter VI - Carriage of Cargoes

- The Chapter requires cargo ships carrying grain to comply with the International Grain
Code.

Chapter VII - Carriage of dangerous goods

- This chapter makes mandatory the International Maritime Dangerous Goods (IMDG)
Code

Chapter VIII - Nuclear ships

- Gives basic requirements for nuclear-powered ships and is particularly concerned with
radiation hazards. It refers to detailed and comprehensive Code of Safety for Nuclear
Merchant Ships which was adopted by the IMO Assembly in 1981.

Chapter IX - Management for the Safe Operation of Ships

40
 - The Chapter makes mandatory the International Safety Management (ISM) Code,
which requires a safety management system to be established by the ship-owner or any
person who has assumed responsibility for the ship (the "Company").

Chapter X - Safety measures for high-speed craft

- The Chapter makes mandatory the International Code of Safety for High-Speed Craft
(HSC Code).

Chapter XI-1 - Special measures to enhance maritime safety

- The Chapter clarifies requirements relating to authorization of recognized organizations
(responsible for carrying out surveys and inspections on Administrations' behalves);
enhanced surveys; ship identification number scheme; and port State control on
operational requirements.

Chapter XI-2 - Special measures to enhance maritime security

- The Chapter was adopted in December 2002 and entered into force on 1 July 2004.
Regulation XI-2/3 of the new chapter enshrines the International Ship and Port
Facilities Security Code (ISPS Code).

Chapter XII - Additional safety measures for bulk carriers

- The Chapter includes structural requirements for bulk carriers over 150 meters in
length.

Alcohol
- A substance consume in a form of drink that is highly intoxicating

Signs of Alcohol Abuse

 Disinterest in other activities aside from work and school

 Inattention in work and school
 Despair
 Neglect of family or friends
 Obsession with drinking
 Impatience
 Incapability to manage drinking
 Unpredictable conduct
 Aggressive manners

Effects of Alcohol Abuse

Short-term effects of alcohol abuse:

 Unsettled stomach
 Vomiting
 Headache
 Garbled speech
 Blight decision-making

Long-term effects of alcohol abuse:

 Collapses and unconsciousness

 Memory loss
 Liver disease
 Thiamine deficiency
 Brain damage
 Cancer
 Immune system obstruction

Drug Abuse
- This abuse happens when a prohibited drugs or at times prescribe drug, is being
purposely or involuntary taken in in an incorrect manner.

Most common drugs that seafarers encounter at sea and on places or cities visited by the vessel:

41
  Amphetamines
 Cannabis or marijuana
 Cocaine
 Crack
 Ecstasy
 Solvents
 Gamma-hydroxybutyrate (GHB)
 Heroin
 Ketamine
 Lysergic acid diethylamide (LSD)
 Methadone
 Morphine
 Opium
 Sedatives

Dangers of Drug Abuse

Health problems
- Weakened immune system
- Heart failure
- Liver disease
- Brain damage
- Major body changes

Behavioral problems
- Mistrust
- Violence
- Restlessness
- Obsession
- Harmful attitude
- Recklessness
- Disobedience
- Mood changes

Environmental or workplace danger

- Irritability to fellow seafarers even without acceptable reasons

- Confusion of task and routines
- Lack of concentration on a task
- Bad performance of duty
- Tardiness
- Short-term memory letdown
- Decline relation with fellow crew
- Theft on ship’s properties and fellow seafarer’s belongings
- Sudden financial instability

Sexually Transmitted Diseases

Chlamydia
This infection is easily spread because it often causes no symptoms and may be unknowingly passed to
sexual partners.

Symptoms:
In women:
 Having abnormal vaginal discharge that may have an odor
 Bleeding between periods
 Painful periods
 Abdominal pain with fever
 Pain when having sexual intercourse
 Itching or burning in or around the vagina
 Pain when urinating

42
 In men:
 Having small amounts of clear or cloudy discharge from the tip of the penis
 Painful urination
 Burning and itching around the opening of the penis
 Swelling around the testicles

Treatment:
 Take azithromycin or doxycycline
 Allow partner to be treated to prevent reinfection and further spread of the disease
 Undergo retesting after taking antibiotics for three months to be sure the infection is cured.

Genital herpes
This is a sexually transmitted infection (STI) and is caused by the herpes simplex virus (HSV).

Symptoms:
 Having sores or very mild symptoms that go unnoticed or are mistaken for insect bites or another
skin condition
 Decreasing appetite
 Fever
 Sick feeling (malaise)
 Having muscle aches in the lower back, buttocks, thighs, or knees
 Having swollen and tender lymph nodes in the groin during an outbreak
 Having small, painful blisters filled with clear or straw-colored fluid

Treatment:
 Follow the health care provider’s advice on how to care for the herpes symptoms at home
 Take antiviral medicines to relieve pain and discomfort during an outbreak

Gonorrhea
This is also called the “clap” or “drip”, and is a contagious disease transmitted most often through sexual
contact with an infected person.

Symptoms:
In women:
 Greenish yellow or whitish discharge from the vagina
 Lower abdominal or pelvic pain
 Burning when urinating
 Conjunctivitis (red, itchy eyes)
 Bleeding between periods
 Spotting after intercourse
 Swelling of the vulva (vulvitis)
 Burning in the throat (due to oral sex)
 Swollen glands in the throat (due to oral sex)

In men:
 Greenish yellow or whitish discharge from the penis
 Burning when urinating
 Burning in the throat (due to oral sex)
 Swollen glands in the throat (due to oral sex)
 Painful or swollen testicles

Treatment:
 Take an oral or injectable antibiotic
 Your partner should be also treated at the same time to prevent reinfection and further spread
of the disease.
 Never take someone’s medication to treat your illness. By doing so, you may make the infection
more difficult to treat.
 Abstain from sex until you have completed taking all of your medicine.

You are high risk of developing or acquiring a STD if you:

 having more than one sex partner
 having sex with someone who had many sex partners
 do not use condom when having sex
 share needles when injecting intravenous drug

43
Causes of STD’s
1. Bacterial STD’s include chlamydia, gonorrhea and syphilis
2. Viral STD’s include:
 HIV, genital herpes, genital warts (HPV) and hepatitis B
 Trichomoniasis, which is caused by parasite
 Germs that hide in semen, blood, vaginal secretions, and sometimes saliva and are spread
through vaginal, anal, or oral sex.

Lesson 9: Explain the necessary actions to control fatigue (UTNA) (16 Hrs.)

Health and Medical Requirements for Seafarers

The International Labor Organization (ILO) has set the guidelines on the medical examinations of seafarers
to guarantee a standard requirement to all assisting medical practitioners, ship-owners, seafarer’s representative,
seafarers and other relevant persons in carrying out medical fitness examinations for existing seafarers and
applicants.
Its main objective is to offer maritime administrations with internationally recognized set of criteria for
the use of competent authorities whether direct or as basis for implementing national medical examination
standards that will be attuned with international requirements.

Vision Standards
 All seafarer should achieve the minimum eyesight standard of 0.1 unaided in each eye.
 Distance vision or visual acuity should be tested using Snellen chart.
Snellen chart – eye chart that can used to measure visual acuity
 Near vision should be tested with reading test type.
 Color vision should be tested by color confusion plates or the Ishihara test
Ishihara test – test for color blindness in which the subject is asked to distinguish
numbers or pathways printed in colored spots on a background of spots of different
color or colors.
 Visual fields may be initially assessed using confrontation test.

Hearing Standards
 Pure tone audiometer is the suggested hearing examination for hearing standards. Seafarer
acting on deck or bridge duties are expected to be able to hear a whispered speech from a 3-
meter distance.
 Hearing capacity on seafarers within the frequencies 500, 1,000, 2,000, and 3,000 Hz.
- Better ear – 30dB (unaided)
- Less good ear – 40dB (unaided)
Decibel (dB) – unit used to measure the intensity of sound or the power level of an electrical
signal by comparing it with a given level on a logarithmic scale.

Physical Capability Requirements

 Strength
 Stamina
 Flexibility
 Balance and coordination
 Size – compatible with entry into confined spaces
 Exercise capacity – heart and respiratory reserve
 Fitness for specific task – wearing breathing apparatus

Personal Sanitation and Hygiene

Sanitation is the hygienic means of upholding health through avoidance of human contact with the
hazards of wastes products as well as the management and appropriate disposal of sewage or wastewater.

In general, personal hygiene must be practiced not just in workplaces but in the premises of our homes.
Here are some of the basic practices to maintained good personal sanitation, cleanliness, hygiene, and good
grooming.

 Always keep the body clean by taking a bath or shower daily

 Wash hair regularly
 Brush or comb hair daily
 Change into clean clothing, most especially the underclothing, daily
 Change wet clothes as soon as possible to avoid getting cold or flu

44
  Avoid body odor by using underarm deodorant
 Brush and floss teeth at least twice a day
 Visit a dentist at least twice a year
 Always cover your mouth and nose when coughing or sneezing
 Always wash hands after using the comfort room
 Always wash hands before and after eating
 Make sure to only use clean utensils when eating
 Never drink untreated water until it is confirmed to be safe
 Avoid venereal diseases or sexually transmitted diseases by staying loyal to one partner only.

Regulations for Hours of Work and Rest

Pursuant to the Maritime Labor Convention (MLC) 2006 which came into force on the 20 th of August 2013,
the standards for (A) maximum hours of work and (B) minimum hours of rest, under the title 2 are:

A. No more than 14 hours in any 24-hour period and no more than 72 hours in every seven-day period
B. At least 10 hours in any 24-hour period and at least 77 hours in any seven-day period.

Fatigue Onboard

Crew-specific Factors
This factors are related to lifestyle behavior, personal habits, and individual attributes, though fatigue
from one person to another and its effects are often reliant on the specific activity being acted upon.

The crew-specific factors are:

 Sleep and rest
- Quality, quantity, and duration of sleep
- Sleep disorders or disturbances
- Rest breaks
 Biological clock or circadian rhythms
 Psychological and emotional factors including stress
- Fear
- Monotony and boredom
 Health
- Diet
- Illness
 Stress
- Skill, knowledge, and training as it relates to the job
- Personal problems
- Interpersonal relationships
 Ingested chemicals
- Alcohol
- Drugs
- Caffeine
 Age
- Shift and work schedules
- Workload
- Jet lag
Management- Specific Factors
These factors are related to how ship is managed and operated. These factors can potentially cause stress
and increase workload.

 Organizational factors
- Staffing policies and retention
- Role of riders and shore personnel
- Paperwork requirements
- Economics
- Schedules or shift, overtime, and breaks
- Company culture and management style
- Rules and regulation
- Resources
- Upkeep of vessel
- Training and selection of crew

45
  Voyage and scheduling factors
- Frequency of port calls
- Time between ports
- Routing
- Weather and sea condition on route
- Traffic density on route
- Nature of duties or workload while in port

Ship –specific Factors

These factors include ship design features. These ship design features could affect workload such as
equipment reliability and automation. Some of the factors that affect the crew’s ability to sleep or the level of
physical stress, noise, vibration, and accommodation spaces, etc.

This include:

 Ship design
 Level of automation
 Level of redundancy
 Equipment reliability
 Inspection and maintenance
 Age of vessel
 Physical comfort in work spaces
 Location of quarters
 Ship motion
 Physical comfort of accommodation spaces

Environmental-specific Factors
Excessive levels of these factors can cause and affect fatigue. Meanwhile, long term exposure may even
cause harm to person’s health. Considering that these factors may produce physical discomfort, they can also
cause or contribute to the disruption of sleep.

The following are the environmental specific factors:

 External factors
- Port and weather condition
- Vessel traffic
- Ship motion
 Movement of the ship due to bad weather condition
 Excessive ship movement that can cause nausea and motion sickness
 Internal factors
- Temperature
- Humidity
- Noise level
- Vibration
Causes of fatigue
Here are some causes of the factors that may cause fatigue:

 Lack of sleep
 Poor quality of sleep
 Insufficient rest time between work periods
 Poor quality of rest
 Stress
 Boring and repetitive work
 Noise or vibration
 Ship movement
 Food (timing, frequency, content and quality)
 Medical conditions and illness
 Ingesting chemicals
 Jet lag
 Excessive workload

46