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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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CHAPTER 1
SHIP FAMILIARISATION

SCOPE
This course covers the training recommended
in regulation VI/I read along with Section A/ VI 1-4 of
Code A of the STCW Convention 1978 as amended
in 1995 and as further amended in 2010.

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COURSE OBJECTIVE
On completion of this course, the trainee should be
able to identify potential areas of emergencies that

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may arise in the marine environment, whereby the
trainee can take effective steps to observe ‘Safe

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Working Practices’ to eliminate personal injuries and
accidents. It will also help the trainee to create a
conducive atmosphere designed to boost high-spirited

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human social relationship amongst the shipmates.

Bulk Carrier

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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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SHIP FAMILIARISATION
Merchant vessels are of two broad categories. One type is for carrying cargo of different kinds.
The other type is the passenger ship. There are ships which carry both cargo and passengers.
Cargo Vessels
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The main types of cargo vessels are described below:
Bulk Carriers
These vessels carry dry cargo in bulk i.e. in unpackaged form. The cargos carried are coal,
mineral ores, grain etc. The smaller bulk carriers have cranes fitted on them to discharge the cargo.
The larger ones are often not equipped with cranes.
Tankers
These carry liquid cargo in bulk. There are three categories of tankers,
1. Oil Tankers : These carry crude oil and petroleum products.
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chemicals, petroleum products, edible oils etc.,

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2. Chemical Tankers : These carry a wide variety of cargoes including organic and inorganic

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3. Liquefied Gas Carriers : These carry cargoes that are gases at normal ambient conditions.
These are carried at low temperatures or under increased pressure or both.

Liquefied Gas Carrier

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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Container Ships

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These are ships built for the carriage of steel containers. Dry cargo is packed inside these
containers. A great variety of cargoes can be carried quickly and efficiently by these ships.

Container Ship

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RO-RO Ships
These are ships designed to carry a variety of vehicles.
Apart from these four main categories there are other types such as car carriers, general cargo,
refrigerated cargo ships etc.
Passenger Ships
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Passenger ships are of the following general categories:

Ferries
These trade over short distances and carry cargo and vehicles in addition to passengers.

Cruise Ships
These are primarily for passengers on holidays.

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Passenger Ship

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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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DIRECTIONS IN A SHIP

Directions in a Ship

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Dimensions of a Ship
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SHIP TERMINOLOGY
Abaft Behind.
Abeam Area on either side of a ship near the mid section.
Aft Toward the stern or back area of a vessel.
Ahead In front of or forward of.
Amidships Center or middle of a vessel in either length or width.
Avast Stop.
Beam Width of a vessel at it's widest point.

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Binnacle Pedestal that houses a compass and sometimes a light near the helm (steering
wheel) of a ship.
Bow Front of a vessel.

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Bridge Area of a ship from which the vessel is steered and navigated. Sometimes referred
to as the wheelhouse.
Bulkhead

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Wall or partition dividing a ship into compartments. Also part of the skeleton (ribs)
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Bulwark Part of the hull of a ship that extends above the main deck from bow to stern
forming a rail.
Bunker Compartment used for storing fuel.
Davit A boom or crane type device used to raise and lower objects. Commonly used
for Lifeboats.
Deck Floor or horizontal surface extending from one side of a ship to another.
Draft The depth a vessel extends below the waterline.
Ebbing A tide falling or moving from high to low water.
Forecastle The upper deck located forward of the foremast.
Forepeak The area below the forecastle, near the bow.
Forward Toward the front or bow of a ship.
Freeboard Distance from the waterline to the top of the main deck.
G.P.S Global Positioning System that operates off at least (3) satellites to calculate
Ship’s position.
Hatch A cover used to close and seal a hatchway or opening.
Hatchway An opening in the deck through which cargo is transferred or persons enter and exit.
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Hold An area below decks used for storage of cargo.

Hull The frame or body of a ship below the main deck.
Inboard Toward the center of a ship. Also in smaller vessels, an engine mounted inside
the vessel driving a propeller shaft through the hull.
Keel The spine of a ship that runs from bow to stern at the lowest point.
Lee (Leeward) Direction the wind is blowing relative to the ship.

Lee side The side of the ship opposite that of which the wind is coming from.
List To lean exceedingly to one side or the other.
Log A book for maintaining complete daily records.
Mooring

Navigation
The means of tying a vessel to a pier, dock buoy or other vessel.

Directing the course of a vessel.

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Port A Harbor or Port of Call providing protection for vessels. Also the Left side of a
vessel, marked by a red light or day-mark.

Porthole

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A round window in the side of a vessel that may be opened or tightly closed to
seal out water.

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Quarter Either side of a ship near the stern.
Quartering Seas Waves approaching from the stern of the ship at an angle.
Reef A ridge of rocks, sand, or coral at or near the surface of a body of water.
Seaworthy A vessels ability to operate in conditions usually found when out to sea.

Ship's Bell A bell used to signal the time on a ship. Generally constructed of brass.
Shipshape A vessel operating in a clean, organized & proper order.
SOS A distress signal.
Starboard The right side of a vessel, marked by a green light or day-mark.

Stem The forward most part of a ship.

Stern The aft part of a ship.
Tide The regular rise and fall of the water level along a seacoast or in an ocean port.
Gravitational attraction of the moon is the primary cause of tides. With the moon
orbiting the earth every 24 hours and 50 minutes, low and high tides are about
12 hours and 25 minutes apart.
Waterline The line where ship’s hull meets surface of water.

Windward The side of a vessel that is nearest the direction the wind is coming from.
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SHIP OPERATION
Merchant vessels are owned by an organization or ship owner. Often the ship owner gets the
vessel managed by a different company called ship manager. The vessels are usually hired by
charterers for transporting cargo. Merchant vessels operate throughout the world in all kinds weather
around the clock and throughout the year. They are subject to various national, international and
professional regulations. The International Maritime Organisation (IMO) is the body which regulates
the operation of merchant vessels throughout the world.

These vessels are operated by seafarers from different nationalities. The common organizational
structure of a merchant vessel will be as given in the figure. There will be variations depending on the

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type and age of the vessel etc.

VESSEL ORGANISATION
Management Level Officers
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Master The Master is the company representative on board and he is in-charge of the
vessel. He is ultimately responsible for the safe operation of the vessel.

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Vessel Organisation
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Chief Engineer He is the head of the engineering department and in-charge of the Engine room
and all machinery onboard.
Chief Officer He is the head of the deck department. He is responsible for cargo operation,
day to day operation of the deck department and is usually the environment control
officer as well.
Second Engineer He is responsible for day to day operation of the engine room department.
Operational Level Officers
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Deck and engineer officers with appropriate certificates of competency make up the operational
level. They keep watch and assist the management level officers in the operation of the vessel.

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Support Level Members
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Officers under training, and ratings of the deck, engineering and catering departments make up
the support level.

Questions :
1. Have you understood the general features of merchant vessels?

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2. Have you understood the organization of workforce in a merchant ship?

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CHAPTER 2
EMERGENCY PROCEDURES ON BOARD
Emergency is defined as any continuing situation or occurrence which:
➻ Puts the lives of persons onboard the vessel in danger.
➻ Puts the lives of persons in the immediate vicinity of the vessel in danger.
➻ Puts the safety of the vessel and/or its cargo in danger or at risk.
➻ Puts the safety of another ship in the immediate vicinity in danger.
➻ Causes the vessel to pollute or threaten to pollute the environment.

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In any emergency the priorities are the safety of life, the safety of the ship, followed equally by the
protection of the environment and the cargo. All other considerations are secondary to these.
The common types of emergencies are:

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Types of Emergencies
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➻ Oil Pollution
Due to Overflow or Hose Burst
Hull Leakage
➻ Collision
➻ Grounding/Stranding

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➻ Flooding – Cargo and Machinery Spaces
➻ Fire in Port
➻ Fire and Explosion (Engine or Pump Room)
➻ Fire in Accommodation
➻ Cargo Fire on Deck
➻ Fire in Cargo Hold
➻ Emergency Towing/Salvage
➻ Enclosed Space Rescue
Car carrier heavily listed to portside
➻ Man Overboard
➻ Serious Injury or Illness/Death
➻ Hull Failure, Flooding and Excessive List
➻ Cargo Shifting
➻ Uncontrolled Venting or Cargo Jettisoning on Gas Tankers
➻ Loss of Stability during Cargo Operations
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➻ Accidents involving Dangerous Goods

➻ Breakaway from Jetty whilst Loading/Discharging
➻ Heavy Weather Damage
➻ Main Engine Failure
➻ Steering Failure
➻ Power Failure
➻ Epidemics
➻ Pirate Attack

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Contingency Planning
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Under the provisions of the ISM code, every vessel must develop contingency plans that are
ship-specific. This must take into consideration, among other factors, the type of the vessel,

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the vessel arrangements, and manning levels. The main element of dealing with an Emergency
Situation is a rapid response combined with a methodical approach to assessing, containing and
combating the situation and the contingency plans are made to assist ship’s staff in this process.

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Contingency planning can only be based upon an understanding of:

➻ Type of accidents which may occur;

➻ Possible consequences;
➻ Practical actions to be taken;
➻ Requirements relating to suitable locations in which to take those actions; and
➻ Possible reaction of the media and other bodies to the casualty, its handling and its
consequence.

The aim of the plan should be such that it ensures the most timely response, adequate in scope to
meet the size and varied nature of such accidents and thereby, as quickly as possible to remove any
threat that may be of a serious escalation of the situation. In addition to speed and adequate resources
in men and equipment, the plan should reflect the need for the assured flow of accurate information
and for the constant control of the action being taken. The plan should acknowledge priorities that,
in turn, protect life, environment and property.

The personnel involved must be familiar with the procedures of the plan and understand what may
be required of them. This necessitates that the plan be fully documented and available to those who
are concerned. Opportunity should be taken to exercise personnel in the planned procedures to enable
them to gain experience and to ensure effectiveness of the plans.
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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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The contingency plan should provide for the various checklists that are necessary to react to the
nature of emergencies, without losing time. Examples of such checklists are illustrated as follows:
Emergency Check Lists
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OIL POLLUTION

Oil Pollution due to Tank Overflow, Pipe Leak, Hose Rupture or Connection Leak.
Sound the Emergency Alarm.
Call Master, Chief Engineer.
Stop all Cargo and/or Bunkering, Transferring and Ballasting Operations.
Close Manifold Valves.
Notify Shore Terminal/Harbor Master or Barge.
Verify that all Scuppers are Plugged.
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Activate the Oil Pollution Prevention Plan.
Contain Spill on Deck.
Inform Company.

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Refer to the SOPEP (Shipboard Oil Pollution Emergency Plan) / VRP (Vessel Response Plan)

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(US waters) manual and inform concerned parties as required.
Refer to the SOPEP Manual for guidance regarding containment procedures.
In case of Tank Overflow, reduce Oil Level in relevant tank by dropping oil into an empty or
slack tank.
Asses Fire and Toxic (liquid / gas / vapour) release risk, take precautions to minimize/eliminate.
Determine extent of leakage and potential for greater pollution.
Commence clean up procedures on vessel using absorbents and permitted solvents.
For Oil in Water obtain permission from Shore Authorities before using dispersants.
Use portable pumps to transfer spilt oil to an empty or slack tank.
Stow residues from clean up carefully prior to disposal.
Maintain a record of all events in the Ships Log Book.

COLLISION

Sound the General Emergency Alarm.

Call Master.
Inform Engine Room.
Muster all crew and take head count.
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Switch on the NUC lights and the deck lights if night time.

Manoeuvre the ship so as to minimize effects of Collision without endangering other ships.

Close water tight doors and automatic fire doors.

Inform Company.

Alert vessels in the vicinity.

Broadcast DISTRESS ALERT and DISTRESS MESSAGE if ship is in grave and imminent
danger and immediate assistance is required otherwise broadcast an URGENCY message to
ships in the vicinity.

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Maintain watch on VHV CH 16. DSC 70.

Alert nearest Shore Stations/MRCC.

Preserve VDR or S-VDR records if not automatically protected.

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Sound Bilges and Tanks continuously to ascertain any water ingress.

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Consider the risks involved following a Collision such as:

➻ Fire, Adverse Stability, Pollution, Buoyancy Loss, Explosion, Heel / Trim,

Flooding, Black Out, Capsizing, Injury / Loss of Life

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Enter continuously all actions taken in the Vessel’s Log Book.
Assess extent of damage sustained, sea worthiness of the vessel.
Exchange information, Ship particulars with the other vessel involved in exchange.
Extend assistance to other vessel if requested.
Standby the other vessel if (Own Vessel not in danger & the other Vessel requires
further assistance).

Carry out Risk Assessment (Post Collision) and decide on next course of action in
consultation with office.
Keep Life Boats / Rescue Boats in readiness for Launching if necessary.

GROUNDING / STRANDING

Stop Engines, Inform E/R.

Sound General Emergency Alarm.

Muster all crew and check for missing or injured personnel.

Consider use of Anchor.

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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Close all Water Tight and Fire Doors (if fitted).

Exhibit Lights / Shapes and make appropriate Sound Signals.
Switch on Deck Lighting at night.
Sound Bilges and Tanks, check hull for damages.
Take soundings around vessel and assess grounding point/area.
Sketch the vessel with draft before and after the grounding indicating soundings taken
as well as the bottom nature.
Inform Company.
Inform nearest Shore Station / Harbour Master or MRCC.

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Obtain information on local currents and tides, particularly details of the rise and fall of tides.
Check for possibilities of environmental pollution or damage to cargo due to water Ingress.
Switch to high cooling water intakes.

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Consider reducing ships draft/trim by de-ballasting or transferring ballast and / or
transferring bunkers.

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Consider if necessary taking on additional ballast to prevent unwanted movement.
Fix time and position of the incident and enter continuously any actions taken in the
vessel’s logbook.

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Preserve VDR or S-VDR records if not automatically protected.
Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and imminent danger and
immediate assistance is required, otherwise broadcast an Urgency message to ships in vicinity
and MRCC.

FIRE AND EXPLOSION (ENGINE OR PUMP ROOM)

The first person who notices fire within the Engine Room area must immediately
sound the Fire Alarm using nearest Fire Alarm Switch or Contacting Bridge.
Call master if not already on bridge and inform engine room.
Stop all cargo pumps and cargo operations.
Efforts shall be made to contain the fire at the source, if possible.
Muster all crew, take head count, check for missing / injured crew members.
Activate quick closing valves and Close Entrance & Fire Doors to isolate
Pump Room / Engine Room from supply of Fuel and Air.
Shut off electrical supply to Pump Room/ Engine Room.
Ensure Emergency Generator and Emergency Fire Pumps are in Operation.
Inform Company.
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Assess Fire and determine the following:

The Class of Fire
Appropriate Extinguishing Agent
Appropriate Method of Attack
How to prevent the Spread of the Fire
Fire Fighting Methods to adopt and assignment of necessary personnel for same.
(For Pump Room Fire the Cargo Safety Data Sheets are to be referred for above).
Start Boundary Cooling.
Prepare Lifeboats and Life-saving Equipment.

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Switch On Deck Lighting at night.
In Case of Explosion consider risks of,
Loss of Stability due to Hull Failure.

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Pollution due to Hull Failure.
Standby First Aid and Stretcher.

PREPARING TO ABANDON VESSEL

Abandon Ship Order is only given by Master.

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Sound Abandon Ship Alarm on Masters Orders.
Inform Engine Room.
Take Head Count, ensure all personnel on board are safe.
If not, plan for search or rescue of missing personnel on board.
Consider prevailing weather conditions, Vessel’s list, possibility of capsizing and
availability of time.
Send Distress Alert & Message, Inform Local MRCC.
Inform Company.
Simultaneously, Inform all Vessels in Vicinity (consider any help available).
Preserve VDR or S-VDR records if not automatically protected.
Once all crew assembled with Life Jacket and Immersion Suits, Boat Station party to:
Prepare Boat(s) for Embarkation (as per duties assigned in Ships Muster List).
Prepare Liferaft for Launching.
Engine Room party to start Emergency Generator.
Engine Room party to shut off Main Engine, all auxiliary machinery and pumps,
all over side discharges.
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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Shut off all water tight doors and ventilators.

On Masters Orders, release Liferafts in water and inflate.

On Masters Orders, Ship’s staff to embark the respective Lifeboats standby for launching.

On Masters Orders, Launch Lifeboats to Water, start Lifeboat Engines.

Recover crew from water, round off Liferafts and secure to boat.

Institute survival techniques and keep re-sending distress calls.

Manoeuvre Lifeboats and rafts away from the vessel and stay together – if possible connect
with ropes or similar.

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MAIN ENGINE FAILURE

Call Master to Bridge, C/E to E/R.

Note vessels time and position.

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Post extra Lookouts / Switch on both the RADARS.

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Exhibit NUC Lights / Signals and appropriate sound signals.
Check for other vessels and / or navigational hazards in the vicinity.
Broadcast Urgency Message to Ships in Vicinity, if applicable.

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Take action to Manoeuvre Ship away from danger.
Prepare for Anchoring if in shallow waters.
Assess the sea swell, winds and currents, determine the set and drift of vessel.
Modify AIS status message to communicate relevant Information.
Inform VTS or port authority if in controlled or similarly monitored waters.
Monitor vessels position continuously.
Inform Company.
Establish if repairs possible by vessel’s staff and time required for repairs.
Repair fault and proceed on passage.
Periodically update Office with status of M/E.
Enter continuously all action taken in the vessel’s logbook.

If ME fault can not be repaired in time to avoid danger:

Inform Company.
Establish if towage resources are available & time to reach Vessel.
Prepare for Towing Operation.
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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STEERING FAILURE

Call Master to Bridge, C/E to E/R.

Engage Emergency Steering.
Inform Engine Room, prepare Engines for Manoeuvring.
Note vessels time and position.
Post extra Lookouts / Switch on both the RADARS.
Exhibit NUC Lights / Signals and appropriate sound signals.
Check for other vessels and / or navigational hazards in the vicinity.
Broadcast Urgency Message to ships in vicinity if appropriate.
Manoeuvre the vessel to an open area, away from danger.
Prepare for Anchoring if in shallow waters.

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Take all way off the ship. (Stop the vessel).
Asses the sea swell, winds and currents, determine the set and drift of vessel.

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Modify AIS status message to communicate relevant Information.
Inform VTS or port authority if in controlled or similarly monitored waters.

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Monitor Vessels Position continuously.
Inform Company.
Establish if repairs possible by vessel’s staff and time required for repairs.
Repair fault and proceed on passage.
Enter continuously all action taken in the Vessel’s Log Book.

MAN OVERBOARD

Release Lifebuoy with light and smoke signal (MOB Marker

on the side the crew member has fallen overboard.
- If possible release from both sides – makes it easier to find the
location).
Engage in hand steering, give helm hard over to the side man
has fallen overboard so as to keep the propeller away from the
man who fell overboard.
Activate GPS man overboard marker, tracking note ships position,
wind speed and direction and time.
Simultaneously Inform Master, if not already on bridge. Sound
General Emergency Alarm on Ship’s Alarm System. Lifebuoy to be used during MOB

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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Sound three prolonged blasts on the ships whistle and repeat as necessary.
Post extra look outs with Binoculars and instructions to maintain a continuous
watch on the man overboard.

Inform engine room, get engines ready for Manoeuvring.

Broadcast URGENCY message to all vessels in vicinity, and shore authorities

if search is required.

Inform local VTIS if in coastal area.

Commence a recovery Manoeuvre such as Williamsons turn.

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Muster rescue boat crew and prepare the rescue boat.

Lower rescue boats, manoeuvre same in water, rescue man in water re-hook,
hoist & secure the rescue boat.

Medical party stand by with towels, blankets and stretcher.

Render First Aid. Treat for Shock / Injury.

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Preserve VDR or S-VDR records if not automatically protected. M
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Inform Company.

Enter continuously a log of all events in the Ships Log Book.

EMERGENCY SIGNALS, MUSTER LIST, MUSTER STATIONS

General Emergency Alarm Signal:

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It is a signal for summoning crew and passengers to their muster stations when ever any emergency
including fire occurs.

The emergency signal is usually seven short blasts followed by a long blast of the ship’s whistle
accompanied by ringing of the electrical bell. The specific emergency will then be announced using
the public address system.

Fire alarms which are generated by the fire detection system will be continuous ringing of the bell.

The ship’s main power supply or the emergency source of electrical power shall power the
emergency alarm signal in case the ship’s power supply fails. The system shall be capable of operating
from the navigating bridge and also from the other strategic points, except for the ship’s whistle.
It shall be audible throughout the entire working places, engine room, and all the accommodation.
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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On hearing the emergency signal, all persons must go to their muster stations as per the muster
list. They must put on their warm clothing or waterproof clothing or extra clothing as required,
collect their life jacket or don their life jackets.
The Muster Lists & Muster Stations
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The Master of the vessel shall prepare the Muster Lists before the ship proceeds to sea and
format of the muster list for a passenger ship must be approved by the Government.
The Muster Lists shall specify:

1. The muster list shall show all the special duties assigned to the different members of the crew

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against their name and rank to ensure that:

a) Closing of watertight doors, fire doors, valves, scuppers, vent pipes, side scuttles, sky lights,
port holes, cowles and other similar openings;

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b) Equipping survival craft with extra food, biscuits, sugar cubes, tinned milk, tinned fruits, fresh
fruits and milk products, extra water, extra fuel and blankets etc.;

c) Name of the key persons;

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d) Substitutes of key persons, in case any one of the key persons who may become disabled
taking into account that different types of emergencies may call for personnel with a variety of
skills;

e) Mustering of passengers and donning of life jackets correctly and that they are suitably clad;

f) The general preparation of life saving appliances such as Lifeboats and Liferafts, to their
embarkation decks.

2. The muster list shall show all the special duties for fighting the fire, having regard to the ship’s fire
control plans, such as manning of fire parties, fire fighting equipment etc.

3. Carrying of portable VHF, EPIRB, SART as detection equipment.

4. Ship’s pyrotechnics (12 numbers from the bridge).

5. Sounding of an emergency signal.

In passenger ships, the list shall show the location of passenger muster stations. Usually, these
will be public rooms, so as to protect passengers from the weather. In such places illustrations and
instructions are to be posted including passenger cabins, at muster stations and other passenger
spaces. These illustrations inform them of their muster stations and how to don life jackets, general
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emergency signals, their Lifeboats/Liferaft stations, abandon ship signal and essential actions to be
taken in an emergency. They may be issued with a card. These cards are also posted at individual
cabins or berths.
Action to take on Discovering Potential Emergency
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Any crew member, on discovering a potential emergency situation must raise an alarm. Emergency
alarm switches are fitted in Bridge, ECR and CCR. Other locations such as accommodation are
provided with fire alarm manual call buttons. Any of these may be used to initiate an alarm.
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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A person having sounded the Emergency Alarms must report the location and nature of the
emergency to the Bridge and/or the Emergency Headquarters or if in ports, to the cargo control room
(If manned).
When emergency alarms are sounded crew members report to their muster stations and
report to the control centres. The emergency organization comes into action and the crew tackle the
emergency as per the vessel’s emergency response plan.
Action to take on Hearing Emergency Alarm Signals
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On hearing the Emergency Signal, every person will go to muster stations as per the muster list.
a) The emergency squad will muster at the Emergency Headquarters with the utmost speed;
The first officer to arrive at the Emergency Headquarters will contact the Bridge to advise or

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enquire about the nature and location of the emergency;
In any case, communications must be established with the Master. On leaving the Emergency
Headquarters, the Emergency Squad will use portable transceivers for communications;
b) Communications will be established between Bridge and Engine Room; and

emergency.
Boat Station Alarm
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c) The Emergency Squad will collect the necessary equipment and proceed to the scene of the

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On hearing the Boat Station Alarm, all the ship’s crew must secure their position and muster at the
boats assigned to them after donning their life jackets. A typical boat station muster list may be as
given below.

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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Abandon Ship Signal

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There is no statutory Abandon Ship Signal. It is to be given verbally and though the public address
system by the Master of the vessel only or the Officer-in-Charge in the event of the Master being
incapacitated. It may differ from ship to ship and company to company. Before giving abandonment
order, Fire Fighting, Damage Control Party, Wheelhouse, Engine Room, Radio Room teams must be
called off and final report made by each Lifeboat, to the bridge.
Remember: No ship is to be abandoned except by the order of the Master or the Officer-in-Charge in
the event of the Master being incapacitated.

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VALUE OF TRAINING AND DRILLS
Objective of Training and Drills
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The ship's personnel are trained in an organized manner to respond to such emergencies as fire,
flooding, ship list, collision, explosion, stranding, etc., and bring the situation under control so that the

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life of people and the ship’s property can be saved. Keeping in mind the frequently changing composition
of the crew, regular drills are an essential part of the training.

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On joining the ship, every person, at the earliest, must read the muster list, ascertain the
various signals for Boat, Fire, Emergency and Abandon Ship. Also ascertain, your Lifeboat / Liferaft
station and what are your tasks in each emergency.

The timing of every drill should vary so that personnel who have not participated in the previous drill
may take part in the next. Any person can detect any defects or deficiencies, in drills conducted.
This should be revealed during drills and rectification done without any delay.

During drills, any training aids specified, as being essential should be referred to if necessary.
Audio visuals may be screened in order to reinforce the learning process.

Safety precautions during drills should be kept in mind by everyone having regard to the nature of
drills and the facilities in use. Trainees should be fully aware of the safety precautions and be closely
supervised at all times by the officer or in-charge concerned.

During abandon ship drills and exercises in handling survival craft or rescue boat, life buoy and
lines must be kept ready. Night drills must not be performed unless, all people have been provided
with life jackets having retro reflective material and life jackets have lights.

The Importance of Training and Drills

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The importance of training and drills is that they reduce fear and shock. Even in the case of
passengers, their regular attendance at any previous boat and Liferaft drills will have given them a
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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certain amount of confidence and familiarity which will considerably assist in reducing panic.
They will be of great value to both passengers and crew of the ship.

Training is a method whereby knowledge and skill of any equipment can be transferred from the
people, who already have them to the personnel requiring them. Therefore on - board training programs
must be well organized so that, fire and abandon ship drills, would be efficient.

Training further improves the proper use of life saving and fire fighting apparatus. Needless
to mention, a well motivated, trained and drilled crew of a ship will eliminate potential delays,
in the event of any emergency.

Musters & Drills

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Musters and drills are required to be carried out regularly in accordance with Merchant Shipping
regulations.

Musters and drills have the objective of preparing a trained and organized response to situations of

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great difficulty that may unexpectedly threaten loss of life at sea. It is important that they should be

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carried out realistically, approaching as closely as possible to emergency conditions. Changes in the
ship's functions and change in the ship's personnel from time to time should be reflected in
corresponding changes in the muster arrangements.

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An abandon ship drill and a fire drill must be held within 24 hours of leaving port if more than 25%
of the crew have not taken part in drills onboard the ship in the previous month. As soon as possible
but not later than two weeks after joining the ship, onboard training in the use of the ship's life saving
appliances, including survival craft equipment, should be given to crew members. As soon as possible
after joining the ship, crew members should also familiarize themselves with their emergency duties,
significance of the various alarms and the location of their Lifeboat station and of all life saving and fire
fighting equipment.

New regulation in passenger ships requires mustering and drill of passengers to be conducted
prior to or immediately after departure from port.

Rescue from enclosed space drills to be conducted once in every two months.

All the ship's personnel concerned should muster at a drill wearing life jackets properly secured.
The life jackets should continue to be worn during Lifeboat drills and launchings but in other cases
they may subsequently be removed at the Master's discretion if they would impede or make unduly
difficult the ensuing practice, provided they are kept ready at hand.

The timing of emergency drills should vary so that personnel who have not participated in a
particular drill may take part in the next.

Any defects or deficiencies revealed during drills and the inspection which accompany them
should be made good without delay.
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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Fire Drills
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Efficient fire fighting demands the full co-operation of personnel in all departments of a ship.
A fire drill should be held simultaneously with the first stage of the abandon ship drill. Fire fighting
parties should assemble at their designated stations. Engine room personnel should start the fire
pumps in machinery spaces and see that the full pressure is put on fire mains. Any emergency pump
situated outside machinery spaces should also be started. All members of the crew should know how
to start and operate the pump.

The fire parties should be sent from their designated stations to the selected site of the supposed
fired, taking with them emergency equipment such as axes and lamps and breathing apparatus.

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The locations should be changed in successive drills to give practice in differing conditions and in
dealing with different types of fire so that accommodation, machinery spaces, store rooms, galleys
and cargo holds or areas of high fire hazard are all covered from time to time.

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An adequate number of hoses to deal with the assumed fire should be realistically deployed.

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At some stage in the drill, they should be tested by bringing them into use, firstly with water provided by
the machinery space pump and secondly with water from the emergency pump alone.

The drill should extend, where practicable, to the testing and demonstration of the remote controls

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for ventilating fans, fuel pumps and fuel tank valves and the closing of openings. Fixed fire extinguishing
installations should be tested to the extent practicable.

Portable fire extinguishers should be available for demonstration of the manner of their use.
They should include the different types applicable to different kinds of fire. At each drill, a member of
the fire party, a different member on each occasion, should operate one extinguisher or more.
Extinguishers so used should be recharged before being returned to their normal location or sufficient
spares should otherwise be carried for demonstration purposes.

Fire drill

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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Members of the fire-fighting parties should wear breathing apparatus so that each member in turn
has experience of its use. Search and rescue exercises should be undertaken in various parts of the
ship. The apparatus should be cleaned and verified to be in good order before it is stowed; Cylinders
of self-contained breathing apparatus should be recharged or sufficient spare cylinders otherwise
carried for this purpose.

Fire appliances, fire and watertight doors and other closing appliances and also fire detection and
alarm systems which have not been used in the drill should be inspected to ensure that they are in
good order, either at the time of the drill or immediately afterwards. Additionally the relevant statutory

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requirement should be complied with.

Survival Craft Drills

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Arrangements for drills should take account of the prevailing weather conditions.

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Where appropriate, the lowering gear and chocks should be inspected and a check made to
ensure that all working parts are well lubricated.

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When turning out davits or when bringing boats or rafts inboard under power, Seamen should
always keep clear of any moving parts.

The engines on motor Lifeboats should be started and run ahead and astern. Care should be
taken to avoid overheating the engine and the propeller shaft stern gland. All personnel should
be familiar with the engine starting procedure.
Hand - operated mechanical propelling gears if any, should be examined and similarly tested.

Liferaft and Life buoy Totally enclosed Lifeboat

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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Radio equipment should be examined and tested by the radio officer or another trained person and
the crew instructed in its use.
Water spray systems, where fitted, should be tested in accordance with the Lifeboat manufacturer's
instructions.
Where simultaneous off-load/on-load release arrangements are provided great care should be
exercised to ensure that the hooks are fully engaged before a boat is recovered, after it has been
stowed and prior to launching.
Where davit-launched Liferafts are carried then on-board training, including inflation must be
carried out at intervals not exceeding four months. Great care should be taken to ensure that the

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hook is properly engaged before taking the weight of the raft. The release mechanism should not be
cocked until just prior to the raft landing in the water. If, the raft used for the inflation is part of the
ship’s statutory equipment and not a special training raft, then it must be repacked at an approved

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service station.
Personnel in a rescue boat or survival craft being lowered should remain seated, keeping their

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hand inside the gunwale to avoid them being crushed against the ship's side. Lifejackets should be
worn in totally enclosed Lifeboats seat belts should be secured. Only the launching crew should

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remain in a Lifeboat being raised.
During drills, life buoys and lines should be readily available at the point of embarkation.
While craft is in the water, crew should practice manoeuvering the vessel by oar, sail or power as
appropriate and should operate the water spray system where fitted on enclosed Lifeboats.
Seamen should keep their fingers clear of the lifting-link when unhooking or securing blocks on to
lifting hooks while the boat is in the water and particularly if there is a swell.
Before craft in gravity davits are recovered by power, the operation of the limit switches or similar
devices should be checked.
A portable hoist unit used to recover a craft should be provided with a crutch or have an attachment
to resist the torque. These should be checked. If neither device is available, the craft should be raised
by hand.
Where Liferafts are carried, instructions should be given to the ship's personnel in their launching,
handling and operation. Methods of boarding them and the disposition of equipment and stores on
them should be explained.

The statutory scale of lifesaving appliances must be maintained at all times. If the use of a Liferaft
for practice would bring equipment below the specified scale, a replacement must first be made
available.
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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KNOWLEDGE OF ESCAPE ROUTES, INTERNAL COMMUNICATION AND

ALARMS SYSTEMS
Escape Routes
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In the past, during emergencies onboard a ship, most of the lives that had been lost are due
to the fact that they get trapped within the ship, being unaware of the escape routes, to the nearest
muster / boat stations.
Therefore, it is mandatory for every person joining a ship, to learn of its emergency escape plans,
at the first available opportunity.
Emergency exits from the machinery space are especially critical and every crew member must
be made familiar with these.
Onboard every ship, escape routes, other than the normal ladders, alleyways, there are
special such means of routes / ways provided for use during emergency. These routes are indicated
by specific large arrow signs, normally red in color, on the bulkheads along the entire route.
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Specific signs “Escape Way” also supplement these arrow markings.
Water tight doors, provided onboard a ship, are also similarly marked.

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Means of escape
Although, this varies from ship to ship depending on their types, they are easily identifiable by
even a new comer onboard.
Internal Communication
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Normal telephones are installed onboard the vessel connecting accommodation areas and
different control centres. In addition control centres have a back up telephone among themselves.
Walkie-talkies are widely used and are available in larger numbers nowadays. All members of the
ship’s staff must get familiar with the operation of the arrangements.

Questions :
1. If while working on deck at sea, one of your shipmates falls overboard what will be your action?
2. While you are sleeping at night, you hear the fire alarm. What will you do?
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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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CHAPTER 3
POLLUTION PREVENTION
Definition
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Pollution of the environment is caused by the discharge or release of harmful substances into the
sea or the atmosphere. The substances of concern include oil, harmful chemicals, sewage, garbage,
oxides of sulphur and nitrogen. The release could be during normal operation of the vessel or it may
be caused by an accident.

Life in our planet is dependent upon the oceans, which are the sources of wealth, opportunity and

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abundance. About 71% of the surface of this planet is covered by salt water. They provide us food,
energy and water and sustain the livelihoods of hundreds of millions of people.

They are the main highway for international trade as well as the main stabilizer of the world’s

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climate.

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Most of the pollution is caused by oil spills involving oil tankers and chemical carriers. In addition
a large amount of oil is discharged into the sea, due to illegal discharges of waste oil and water
contaminated with oil.

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Therefore, to avoid this pollution which endangers the environment, various measures have been
devised and regulations stipulated by IMO and other controlling bodies concerned with marine and
global environmental protection.

Pollution by Percentage
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Operational discharges from ships make up 45% of input of 457,000 tonnes / year (ships),
followed by shipping accidents at 36 % of the input. Fuel oil sludge from vessels is the major
routine operational input (186,000 tonnes / year), or 68% of ship operational inputs.

Oil tankers, which are often identified as being major routine polluters, account for 10.3% of ship
inputs as tank washings and oil in ballast waters, an operational input. However, tanker and
barge accidents are a major input (158,000 tonnes / year). Ship accidents are a major input still,
even with the decline of large spills from tankers in recent years.

Numbers of Large Spills (over 700 tonnes) 1970-2010

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Causes of Oil Spills
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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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An Oil Spill harms both the earth’s ecosystem and the economy. With large numbers of people
living and depending on coastal areas for fishing and tourism throughout the world, the consequences
of oil spills are very serious and so are the ensuing penalties. The fate, behavior and environmental
effects of spilled oil can vary, depending upon the type and amount of material spilled.

In general, lighter refined petroleum products such as diesel oil and gasoline are more likely to mix
in the water column and are more toxic to marine life, but tend to evaporate more quickly and
do not persist long in the environment.

Heavier crude or fuel oil, while of less immediate toxicity, can remain on the water surface or
stranded on the shoreline for much longer.

Shipboard Oil Pollution Emergency Plan (SOPEP) gives comprehensive advice on actions to be
taken in event of an oil pollution accident.

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Oil Pollution Prevention on board is achieved through:

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• Use of Oil Filtering Equipment in machinery spaces of all ships.

• Use of ODMCS (Oil Discharge Monitoring & Control System) on Tankers.

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• Incineration of Oily Waste and Sludge (and also their shore disposal).

Other precautions to prevent Oil Pollution include but are not limited to:

• Structural safeguards, for example double hull, bunker tank swash bulkheads on
certain ships, etc.

• Loading, carriage and discharge of oil cargo as per Manual.

• Handling of F.O. and D.O as per Manual.

• Keeping deck scuppers plugged in port at all times.

• Regular inspection of oil piping and associated equipment / structures.

• Extreme care in handling and disposal of any kind of oil, like incineration of used
cooking oil from galley.

• Regular training of crew in oil pollution drills and in keeping machinery and
other equipment free of any oil leakage.

When oily sludge / oily water from E/R is disposed off to shore reception facilities as necessary,
receipt is to be obtained and filed in the Oil Record Book. Oily sludge may also be incinerated on
board, at sea.
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Special Areas under Annexe I of Marpol

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Mediterranean Sea
Baltic Sea
Black Sea
Red Sea
"Gulfs" Area
Gulf of Aden
Antarctic Area
North West European Waters
Oman Area of the Arabian Sea
Southern South African Water

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# “Clean Ballast” is the ballast in a tank which has been so cleaned that the effluent there
from does not create a visible sheen or the oil content exceed 15 PPM (for the precise definition of
“Clean Ballast”, see Regulation 1(17) of Annex I of MARPOL 73/78).
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Ships less than 400 GT, in all sea areas except Antartica, can either retain oily mixtures for
discharge to shore facilities, or discharge mixtures, that are not mixed with oil cargo or originating
from the cargo pump room bilges, by complying with the 15 ppm, and enroute requirements.

MARPOL 73/78
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The International Convention for The Prevention of Pollution from Ships, 1973, was adopted by the
International Conference on Marine Pollution convened by IMO from 8th October to 2nd November
1973. This convention was subsequently modified by the protocol of 1978 relating thereto, adopted by
the International Conference and Tanker Safety and Pollution Prevention, from (TSPP Conference)
convened by IMO from 6th to 17th February 1978. The convention, as modified by the Protocol,
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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is known as the International Convention for Prevention of Pollution from Ships, 1973, as modified by
the protocol of 1978 relating thereto or in short, MARPOL 73/78. Regulations covering various sources
of ship - generated pollution are contained in the six annexes of the convention.

Annex I Regulations for the Prevention of Pollution by Oil (entered into force 2nd 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.

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Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
(entered into force 2nd October 1983).

Annex II details the discharge criteria and measures for the control of pollution by noxious liquid

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substances carried in bulk.

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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.

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In any case, no discharge of residues containing noxious substances is permitted within 12 miles
of the nearest land. More stringent restrictions applied to the Baltic and Black Sea Areas.

Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form
(entered into force 1st July 1992).

Annex III contains general requirements for the issuing of detailed standards on packing, marking,
labelling, documentation, stowage, quantity limitations, exceptions and notifications for preventing
pollution by harmful substances. The International Maritime Dangerous Goods (IMDG) Code has,
since 1991, included marine pollutants.

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

Annex IV contains requirements to control pollution of the sea by sewage.

Annex V Prevention of Pollution by Garbage from Ships (entered into force 31st December 1988)

This deals with different types of garbage and specifies the distances from land and the manner in
which they may be disposed of. The requirements are much stricter in a number of “Special Areas”.

Annex VI Prevention of Air Pollution from Ships (entered into force 19th May 2005).
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The regulations in this annex set limits on sulphur oxide and nitrogen oxide emissions from ship
exhausts as well as particulate matter and prohibit deliberate emissions of ozone depleting substances.
Emission control areas set more stringent standards.

Pollution by Sewage
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“Sewage” means:
1. Drainage and other waste from any form of toilet and urinals.
2. Drainage from medical premises (hospital etc.) via wash basins and scuppers
located in such premises.

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3. Drainage from spaces containing living animals.
4. Other waste waters when mixed with the drainage defined above.

Untreated sewage can contain harmful bacteria, pathogens, viruses, intestinal parasites, and

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harmful nutrients. Discharges of untreated or inadequately treated sewage can cause bacterial and
viral contamination of fisheries and shellfish beds, producing risks to public health. Nutrients in sewage,

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such as nitrogen and phosphorus, promote excessive algal blooms, which consumes oxygen in the
water and can lead to fish kills and destruction of other aquatic life. The general principle of preventing
such pollution is that, near to land only treated sewage can be discharged and untreated sewage can

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be discharged only away from land.

Prohibition on Sewage Discharge

The discharge of Sewage into the Sea is prohibited, except when:

• The ship has in operation an approved Sewage Treatment Plant which has been certified by the
flag state, and the effluent does not produce visible floating solids in, nor cause discoloration of
the surrounding water, OR
• The ship is discharging the sewage at a distance of more than 12 miles from the nearest
land, and proceeding at not less than 4 knots (in case of untreated sewage).
Where the vessel is operating in waters under the jurisdiction of a State where the local requirements
are more stringent than above, these shall be complied.

Air Pollution
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Exhaust emissions from ships are considered to be a significant source of air pollution, with
18 to 30 percent of all nitrogen oxide and 9 percent of sulphur oxide pollution. Sulphur oxides and
nitrogen oxides in the air creates acid rain which damages crops and buildings. SO2 and NOx can
become converted into sulphate and nitrate particles, which are very small and among the more
frequent of airborne particles.
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Exposure to fine particles (PM) can cause health problems specially from cardio-vascular and
cardio-pulmonary diseases.

Nitrogen oxides contribute also to the formation of ground-level ozone, which damages vegetation
as well as human health.

Ozone depleting substances such as some refrigerant gases and halons used for fire fighting
are also sources of air pollution.

In 1997 a new Annexe was added to the International Convention for the Prevention of Pollution
from Ships (MARPOL). The Regulations for the Prevention of Air Pollution from Ships (Annex VI) seek

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to minimize airborne emissions from ships (SOx, NOx, ODS, VOC) and their contribution to global air
pollution and environmental problems. Annex VI entered into force on 19th May 2005 and a revised
Annex VI was adopted in October 2008 which entered into force on 1st July 2010.

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Annexe VI of MARPOL sets limits on the emissions of Nitrogen Oxides (NOx) from marine diesel

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engines, requires ships to avoid using fuel with sulphur content exceeding 3.5% by mass, prohibits
deliberate emissions of ozone depleting substances, and prohibits the incineration of certain products
on board ships. Furthermore, if a ship is within a Sulphur Oxides (SOx) Emission Control Area, it has

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to use a fuel with a sulphur content not exceeding 0.1% by mass, or an exhaust gas cleaning system
or any other approved apparatus to limit SOx emissions.

Reductions in NOx emissions from marine engines also form part of the revised Annex VI.

Pollution by Garbage
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Garbage from ships can be just as deadly to marine life as oil or chemicals.

The greatest danger comes from plastic, which can float for years. Fish and marine mammals

can in some cases mistake plastics for food and they can also become trapped in plastic ropes, nets,

bags and other items - even such innocuous items as the plastic rings used to hold cans of beer and

drinks together.

For a long while, many people believed that the oceans could absorb anything that was

thrown into them, but this attitude has changed along with greater awareness of the environment.

Many items can be degraded by the seas - but this process can take months or years, as the following

table shows:
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Time taken for objects to dissolve at Sea

The MARPOL Convention sought to eliminate and reduce the amount of garbage being dumped
into the sea from ships.

Under Annex V of the Convention, Garbage means all kinds of food wastes, domestic wastes and
operational wastes, all plastics, cargo residues, cooking oil, fishing gear, and animal carcasses
generated during the normal operation of the ship and liable to be disposed of continuously or periodically
except those substances which are defined or listed in other Annexes to the present Convention.
Annex V totally prohibits of the disposal of plastics anywhere into the sea, and severely restricts
discharges of other garbage from ships into coastal waters and "Special Areas".

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The Annex also obliges Governments to ensure the provision of reception facilities at ports and
terminals for the reception of garbage.
The Special Areas established under Annex V are:
• the Mediterranean Sea
• the Baltic Sea Area
• the Black Sea Area
• the Red Sea Area
• the Gulfs Area
• the North Sea
• the Wider Caribbean Region and
• Antarctic Area
These are areas which have particular problems because of heavy maritime traffic or low water
exchange caused by the land-locked nature of the sea concerned.
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Summary of Garbage Disposal Requirements

All ships of 400 gross tonnage and above and every ship certified to carry 15 persons or more will
have to carry a Garbage Management Plan, to include written procedures for collecting, storing,

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processing and disposing of garbage, including the use of equipment on board. The Garbage
Management Plan should designate the person responsible for carrying out the plan and should be in
the working language of the crew. Vessels also maintain a Garbage record book.
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Garbage Bins with Color Code

The date, time, position of ship, description of the garbage and the estimated amount
incinerated or discharged must be logged and signed. The Garbage Record Book must be kept for a
period of two years after the date of the last entry.

Pollution By Ballast Water (Migration of Invasive Species)

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The purpose of the Ballast Water Management System is to minimize the transfer of Non-indigenous
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harmful aquatic organisms and pathogens from one area to another (arrival port) through the ship’s
ballast water system. Invasive Marine Species are one of the four greatest threats to the world’s

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oceans. Ballast water carried in ships contains number of plants, animals, bacteria, and pathogens.
These organisms range in size from microscopic to large plants and free-swimming fish.
These organisms have the potential to become an aquatic nuisance. These marine organisms are
transported from one part of the world to another and in the process it can affect the ecological

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system as they can displace native species, degrade native habitats, spread disease, and disrupt
human social and economic activities that depend on water resources.
Unlike other forms of marine pollution, such as oil spills, where corrective action can be taken and
from which the environment will eventually recover, the impacts of invasive marine species are most
often irreversible. Through the use of prescribed ballast water management practices, standard
operating procedures, and training, the objectives can be safely met.
Each vessel should be supplied a ship-specific “Ballast Water Management Plan”. This Plan gives
general guidance and requires additional input from the ship to take into account the vessel’s own
unique arrangements. The ballast water is usually exchanged during the voyage from deep sea and at
a distance from land.
It also includes a log for all ballast handling and is to be presented to port state inspectors
when required as a means of proof that correct procedures have taken place.
Even if a ship is trading in an area where ballast water information is not required, this
Log Book is still required to be completed to maintain a history of ballast source.
The ship’s safety during ballast handling supersedes any other requirement.
Questions :
1. If during a bunkering operation, you find that the manifold flange is beginning to leak what will you
do?
2. If you see a shipmate throwing a plastic bottle overboard, what will you do?
3. While on deck, if you notice black smoke coming from the funnel what will you do?
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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CHAPTER 4
SAFE WORKING PRACTICES

IMPORTANCE OF ADHERING TO SAFE WORKING PRACTICES

Preventing accidents onboard vessels is a continuous effort of various organisations throughout
the world. Any amount of improvement in equipment design and construction etc., will be no use if
human errors are not prevented. The primary method of reducing human errors will be better training
in safe working practices in their normal duties.
Personal Protective Equipment
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Ship owners should ensure that seafarers are

supplied with suitable personal protective equipment,
particularly when engaged in work involving a
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particular hazard which can be reduced by the
provision of personal protective equipment.
Seafarers should be reminded that the provision
of personal protective equipment does not mean that
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they can lower their own safety standards and that
such equipment does not eliminate hazards but gives
only limited protection in the case of accidents.
Personal protective equipment should be of a
type and standard as approved by the appropriate
authority. A wide variety of equipment is available and
it is essential that no items are ordered or received
on board unless they are suitable for the task for
which they are required.
The manufacturer’s instructions should be kept safely with the relevant equipment and consulted
for use and maintenance purposes.
The effectiveness of personal protective equipment depends not only on its design but also on its
maintenance in good condition. Such items should be inspected at regular intervals.
All seafarers should be trained in the use of personal protective equipment and advised of its
limitations. Persons using such items should check them each time before use.
Special personal protective equipment should be provided and worn by seafarers who may be
exposed to particularly corrosive or contaminating substances.
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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Working Clothes
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Clothing must be chosen to minimise working risks.

Working clothes should be close-fitting with no loose flaps, bulging pockets or ties since injuries
may result from clothing being caught up by moving parts of machinery or garments catching on
obstructions or projections and causing falls.
Working clothes should be appropriate for the work being carried out. Clothing worn in
galleys etc. where there is a risk of burning or scalding should adequately cover the body to
minimize this risk and be of a material of low flammability such as cotton or a cotton / terylene mix.
Clothes should be kept in good repair.
Shirts or overalls provide better protection if they have long sleeves. Long sleeves should not
be rolled up except where there is a risk of getting caught in moving machinery.
Scarves, sweat rags and other neck wear, loose clothing, finger rings and jewellery can be
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hazards when working with machinery. Long hair should be covered.

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Head Protection
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Helmets may be designed for different purposes. A helmet

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designed to provide protection from objects falling from above
may not be suitable for protecting seafarers from chemical
splashes. Thus it may be necessary to carry different types of
helmets on particular ships. In general the shell of the helmet
should be of one-piece construction with an adjustable cradle
inside to support the helmet on the wearers head and where
appropriate, a chin strap to prevent the helmet from falling off.

The cradle and chin strap should be properly adjusted as soon as the helmet is put on to ensure a
snug fit. The test for helmets is to bend the peak, this should be flexible to a certain extent and should
the peak resist bending and form cracks or lines, the helmet has become brittle and should be replaced.
Another test is to hold the helmet either side and push inwards, if the helmet creaks, again it has
become brittle and past its working life and should be replaced.

Hearing Protection
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Seafarers who by their duties are exposed to high levels of noise, such as those working in
machinery spaces, should be provided with and should wear ear protectors.
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Various types of hearing protectors are available for shipboard

use, including earplugs and earmuffs, each of which may be of
different design standards. Protectors should be of a type
recommended as suitable for the particular circumstances and
climatic conditions. In general, earmuffs give the most effective
protection.

Hearing protectors should be made available at the entrance to the machinery space.

Face and Eye Protection

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Face and eye protectors are available in a wide variety of designs. Careful consideration

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should be given to the characteristics of the respective hazard to ensure the selection of the
appropriate protector.
Eyes are particularly vulnerable parts of the body - flying fragments of paint, grit, metal and rust

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can cause painful injuries with severe discomfort, particularly if the fragment becomes embedded in

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the eye. This type of injury will be avoided by the correct use of the supplied goggles or safety glasses.
Goggles or safety glasses of an approved design must be worn when exposed to any task that
may result in an eye injury; for example, Working on the lathe, drilling machine, grinder or shaper,

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Chipping or using de-scaling tools, spray painting, dropping anchor, using portable grinders,
cold chisels and similar tools, and when working with batteries.

Respiratory Protective Equipment

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Appropriate respiratory protective equipment should be

provided for work in conditions where there is a risk of oxygen
deficiency or exposure to poisonous, dangerous or irritating fumes,
dust or gases.

The selection of correct equipment is essential. Since there is

a wide variety of equipment available for shipboard use, advice
should be sought on the appropriate equipment for use on particular
ships and for particular purposes. Seafarers should be trained in
the use and care of equipment.

The face-piece incorporated in respirators and breathing

apparatus must be fitted in correctly to prevent leakage. The wearing
of spectacles unless adequately designed for the purpose or
beards and whiskers is likely to interface with the face seal.
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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Hand and Foot Protection

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Gloves should give protection from the particular hazard of

the work being carried out and must be appropriate to that

type of work. For example, leather gloves are generally better for

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handling rough of sharp objects, heat-resistant gloves for handling

hot objects and rubber, synthetic or PVC gloves for handling acids,

alkalis, various types of oils, solvents and chemicals.

Suitable safety footwear should be worn at all times.

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Sandals and similar footwear are dangerous and should not be

worn when working since they offer little protection against

accidental scalds or burns or falling objects and add to the risks of

tripping and falling or slipping on ladders (as do old, worn out,

down-at-heel shoes). Shoes and Boots should have firm,

slip-resistant soles and reinforced toecaps.

PERMIT TO WORK SYSTEMS

Permit to work system has been designed to manage the hazardous tasks that need to be
undertaken.

It is a formal, written system that is used to control certain types of work. It delivers a risk based
approach to safety management and requires personnel to undertake and record risk assessments
in the development of a safe system of work. This ensures that protective and precautionary measures
are taken which will reduce the risks associated with a task to a level that is considered to be
As Low As Reasonably Practicable – ALARP.
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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The measures to be employed in carrying out a particular task should be determined by a risk
assessment and recorded. These records must be retained on board for a period of 5 years.
The same must be made available at the time of audits and inspections as may be applicable.
Revisions to the said records and permits must be implemented and obsolete documents removed
as may be necessary from time to time.

The ongoing implementation of the requirements of the permit and the identification of any deviations
from the specified controls or expected conditions are essential in safely completing the task.
A Permit to Work System should contain the following steps:
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Identify the task and location.

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Identify the hazards and assess the risks.
Ensure appropriate competency.
Define the risk control measures

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– state the precautions and personal protective equipment needed.

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Determine communication procedures.
Produce a procedure or initiate a permit to work.
Obtain formal approval to perform the work.

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Carry out a pre-work briefing.
Prepare the work.
Carry out the work to completion.
Return work site to a safe condition.
Work Activities that require Permit to Work
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When any member of the crew or contracted personnel are required to undertake certain hazardous
work activities that present a danger to life, ship and / or environment, permit-to-work is required to be
completed. Typical tasks are enumerated below:
Hot Work
Entry into Enclosed Spaces
Cold Work
Working Aloft
Working on Electrical Circuits
Working Outboard / Overside
Working on Pressure Systems
Working on Deck in Bad Weather
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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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ENCLOSED SPACE ENTRY

Procedures & Precautions

Enclosed Space

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The atmosphere of any enclosed or confined space may put at risk the health or life of any person
entering it. It may be deficient in oxygen and/or contain flammable or toxic fumes gases or vapors.
Such an unsafe atmosphere may be present or arise subsequently in any enclosed or confined space

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including;
Cargo Holds, Double Bottoms, Cargo Tanks, Pump Rooms, Compressor Rooms, Fuel Tanks,
Ballast Tanks, Cofferdams, Void Spaces, Duct Keels, Inter-Barrier Spaces, Sewage Tanks,
Cable Trunks, Pipe Trunks, Pressure Vessels, Battery Lockers, Chain Lockers, Inert Gas Plant
Scrubber, Blower Spaces and the Storage Rooms for CO, Halons and other Media used for
Fire Extinguishing or Inerting.
Precautions on Entering Dangerous Spaces
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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.
1. A competent person should make an assessment of the space and a responsible officer to
take charge of the operation should be appointed;
2. A complete risk assessment of the operation must be done after identifying the hazards;
3. The space should be prepared and secured for entry;
4. The atmosphere of the space should be tested;
5. A permit-to-work system should be used; and
6. Procedures before and during the entry should be instituted.
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Risk Assessment
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As per ISM code requirements, risk assessment and management is mandatory for hazardous
operations that could threaten life, result in pollution or cause serious financial loss.

The Master or a Responsible Officer must assess the risk involved when considering entry into an
enclosed space. Risk assessment involves identifying the hazards, the effectiveness of the control
measures in place and determining whether additional control measures are required.
The procedures to be followed will depend on the level of risk involved. Where there is no
conceivable risk to health or life, entry may be made without restriction. Where there is no immediate
risk but one could arise during the course of the work in the space the precautions listed in this space
apply.
The company is required to have a detailed procedure, for entry into spaces where hazardous
conditions are still present. IMO recommendations state that entry into spaces with unsafe
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for safety of life or vessel, and for essential operations.

IDENTIFYING POTENTIAL HAZARDS

Hazards of Enclosed Spaces
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atmospheres can be done, if there is no other practical alternative, using SCBA. Such entries are

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Respiratory hazards.

Presence of sludge / mud.

Weak metals / sharp edges of rusted tank structures.

Confined space.

Inadequate lighting.

Presence of sludge / mud may cause slip / trip injury.

Weak structures may cause personnel to trip and fall.

Respiratory Hazards

Respiratory hazards from a number of sources could be present in an enclosed space.

These could include one or more of the following:

The atmosphere may be deficient in Oxygen. The deficiency could be caused by the presence of
inert gas, oxidation (rusting) of bare steel surfaces, or by microbial activity. Lack of Oxygen may occur
in boilers or other pressure vessels particularly where oxygen-absorbing chemical have been used to
prevent rusting.

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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Hydrocarbon gases are flammable as well as toxic and may be present in fuel or cargo tanks,
which have contained crude oil or its products. The components in the vapor of some oil cargoes
such as benzene and hydrogen sulfide are very toxic.
The chemical cleaning, painting or the repair of tank coatings may involve the release of
solvent vapors. Solid residues from inert gas and particulates, such as those from asbestos, welding
operations and paint mists.

Preparing and Securing the Space for Entry

When opening the entrance to a dangerous space care should be taken to avoid the effect of a
possible release of pressure or vapor from the space.

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The space should be isolated and secured against the ingress of dangerous substances by
blanking off pipelines or other openings or by closing valves. Valves should then be tied or
some other means used to indicate that they are not to be opened.

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If necessary the space should be cleaned or washed out to remove as far as practicable any

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sludge or other deposit liable to give off dangerous fumes.

The space should be thoroughly ventilated by either natural or mechanical means to ensure
that all harmful gases are removed and no pockets of Oxygen deficient atmosphere remain.

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The officers on watch or person in-charge, on the bridge, on the deck, in the engine room or
the cargo control room should be informed as necessary, of any space that is to be entered.
So that they do not, for example, stop fans, start equipment or open valves by remote control,
close escape doors or pump cargo or ballast into the space and appropriate warning notices
should be placed on the relevant controls or equipment.

Testing the Atmosphere of the Space

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1. Only persons trained in the use of the equipment should carry out testing of a space.
2. Testing should be carried out before entry and at regular intervals thereafter.
3. Where appropriate, the testing of the space should be carried out at different levels.

Explosimeter Multigas Test Aspirator MultigasTest Ampules

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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Atmospheric conditions to be met for the Space to be considered safe

Oxygen level should be 20.8% by volume.
Hydrocarbon gases should not be more than 1% of the LEL value.
Toxic gases should as low as possible and in any case should not be more than
50% of TLV (TWA) value.

A few points to keep in mind

The combustible gas indicator (sometimes called an explosimeter) detects the amount of
flammable gas or vapor in the air. An instrument capable of providing an accurate reading at
low concentration should be used to judge whether the atmosphere is safe for entry.
Combustible gas detectors are calibrated on a standard gas and when testing for other

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gases and vapors reference should be made to the calibration curves supplied with the
instrument. Particular care is required should accumulations of hydrogen be suspected.

Procedures and Arrangements before Entry

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Access to and within the space should be adequate and well illuminated. The personal protective

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equipment to be used by people entering the space must be prescribed. The following items should
be considered:

Protective Clothing including Work Clothing or Protective Suits.

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Safety Boots, Safety Helmet, Gloves and Safety Glasses.
Approved Safety Torches, Approved UHF Radio.
A Safety Harness where appropriate,
Personal Gas Detector or an Area Gas Detector and Alarm.
Emergency Escape Breathing Device(s).
Approved Self-contained, Positive Pressure Breathing Apparatus and Resuscitation Equipment
is ready for use at the entrance to the space.
A rescue harness, complete with lifeline, is ready for immediate use at the entrance to the
space. A means of hoisting an incapacitated person from the confined space should also be
readily available when appropriate.
Fully-charged Safety Torch is ready for immediate use at the entrance to the space.
A responsible member of the crew is in constant attendance outside the enclosed space,
in the immediate vicinity of the entrance and in direct contact with a responsible officer.
These persons should be trained in the actions to be taken in the event of an emergency.
Lines of communications have been clearly established and are understood by all concerned.
The personnel undertaking the task should ensure that such safeguards are put into effect
prior to entering the space.
Period of reporting is agreed upon prior entry.
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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Procedures and Arrangements during Entry

1. Ventilation should continue during the period that the space is occupied and during temporary
breaks. In the event of a failure of the ventilation system any persons in the space should
leave immediately.
2. The atmosphere should be tested periodically whilst the space is occupied and persons should
be instructed to leave the space should there be any deterioration in the conditions.
3. If unforeseen difficulties or hazards develop, the work in the space should be stopped and
the space evacuated so that the situation can be re-assessed.
4. No one should enter any dangerous space to attempt a rescue, unless the laid down emergency
procedures are being followed, including taking suitable precautions for his own safety.

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Working Aloft
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Definition:- Working Aloft is defined as any

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task being undertaken requiring personnel to
carry out the works more than two (2) metres

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above a deck or fixed horizontal surface.

Procedures:- When any work is to be

carried out at a height above 2 meters above

taken.
Hazards of Working Aloft
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deck or surface, hazards of slip trip & fall is to
be kept in mind and all precautions must be

Fall from height causing injury.

Fall of tools from height causing injury

to personnel walking / working below.

Damage to equipment.

When working aloft checks must be made

to ensure ropes and stages / bosun chairs being
used are in sound condition. The safety harness
being used must also be checked prior use.
All the equipment being used aloft must be
secured to avoid any accidental fall.

All the personnel working aloft must wear

appropriate PPE. Where possible a safety net
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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must be rigged. Prior taking up any work aloft responsible officer must ensure that all the personnel
involved are wearing appropriate PPE, working aloft permit and risk assessment have been completed.
Overside Work
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Definition:- Overside Work is defined as any work carried out on outboard side of the ship’s
hull and / or superstructure.

Procedures:- For any work on ship side responsible officer must ensure that checklist for such
work and risk assessment has been completed. Where required by port authorities, permission for
carrying out overside work must be obtained prior starting such work. Any work on outboard side
must not be done when vessel is underway.
Working on Deck in Bad Weather
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Definition:- Working on deck in bad weather is defined as work that is carried out on deck, or an
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unprotected space, during heavy weather. Heavy weather conditions will vary according to the

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vessel’s size. This can be generally defined as a wind force of Beaufort scale 6 or above, and sea
height 4m or more. Work includes checking and adjusting of cargo or other lashings, inspection of
cargo or hatch cover.

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Heavy weather is deemed to be when the ship’s motion is such that work which would be carried
out in normal circumstances is considered to be hazardous due to the ship’s motion or to the presence
of water and/or spray on deck. This also includes work in ice conditions.

Procedure:- Working on deck in heavy weather must be carried out only for unavoidable jobs and
under master’s supervision and must be closely monitored. Vessel’s course and / speed must be
adjusted so that vessel’s rolling / pitching is minimised, and seas are not shipped on deck. Personnel
going on deck must wear buoyancy aid / life jackets and carry a walkie-talkie so as to communicate
closely with the Officer on Watch.
Working on Electrical Circuits
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Procedures:- Any work on any electrical apparatus shall be carried out under the supervision
of Chief Engineer. Hazards on electrical units are electrical shock, short circuit within the
unit and fire. Prior to any such work hazards associated with electrical units must be considered and
precautions taken.

Prior starting any work on electrical units all safety guidelines must be followed and working on
electrical circuit checklist and risk assessment must be completed. Safe isolation and lock out
procedures have to be followed.
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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Accident Prevention during Working

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Preventing Slips, Trips and Falls:- Trips and falls is often the number one cause of personal
injuries on board ships. Such accidents can be prevented if the following precautions are taken:
Slip-resistant soles should be worn at all times;
Decks, and particularly stairs, should be regularly inspected and maintained so that
cracks and worn areas do not cause a trip hazard;
Decks and gratings should be kept clear of from grease, rubbish and ice etc., to avoid slipping.
Any spillage should be cleaned up immediately;
The area of deck immediately outside the entrance to refrigerated rooms should have an

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anti-slip surface;
Care should always be taken when using stairs and companionways; one hand should always
be kept free to grasp handrails, and carrying heavy objects needing both hands which prevents

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proper use of handrails should be avoided;
Trays, crates, cartons etc., should not be carried in such a fashion that sills, storm steps or

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other obstructions in the path are obscured from view;
When using wrenches, make sure that footing is stable in case the wrench slips or releases
quickly;

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Tripping hazards which cannot be removed must be marked clearly.
The following areas are to be marked clearly with black and yellow stripes:
First and last steps of ladders on open decks.
Landing areas for gangways.
Openings (such as man holes, cut places, removed floor plates etc.) are to be adequately fenced
(only display of danger signs is not enough). Further the warning signs are to be positioned in such
away that they can be viewed from normal approach route to that area. The openings may be manned
where needed;
NEVER RUN; and
Never use a ladder that is not in good condition. Always place the foot approximately
one quarter of the length of the ladder from the vertical surface and secure it.

Manual Handling
This type of accidents includes any transport or supporting of a load, lifting, putting down, pushing,
pulling, carrying or moving by hand or by bodily force. Manual handling accidents form the second
largest group, of the total accidents identified. It is easy to strain muscles when manual handling.
However, pulled muscles may be avoided if proper lifting techniques are used. Relating to this type of
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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injuries, the following advice would be appropriate. First, use any mechanical aids possible.
Second, always follow instructions and, last but not least, take sensible precautions to be
aware of risks of being injured from manual handling.

INTERNATIONAL MEASURES
Concerning Accident Prevention and Occupational Health
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The international nature of seafaring requires a unification of practice in health and safety in national
legislation, in which the IMO and the ILO play vital roles. The ILO is an UN specialised agency,
which has wide-ranging legislation concerning the health and safety of seafarers – about

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50 conventions and recommendations.

States are required to prescribe measures for the prevention, control of and protection against
occupational hazards in the working environment due to air pollution, noise and vibration

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(Art.4, ILO Con.148). The Prevention of Accidents (Seafarers) Convention, 1970, suggests that national

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legislation should lay down compulsory provisions for the prevention of occupational accidents in
maritime employment (Arts. 4 and 7). Governments of member states are required to ensure that
occupational accidents are reported, investigated and their causes analysed (Arts 1, 2 and 4,

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ILO Con.134). Specific and useful measures for preventing accidents on board ship are required,
for example, the posting of notices and other publications. A suitable person or a committee should
be appointed by the competent authority for accident prevention and air pollution, noise and vibration
(Art. 7, ILO Con.134, and Art. 15, ILO Con.148).

Medical examinations are a means of protecting individual seafarers from exposure to the risks of
work at sea. The ILO Medical Examination (Seafarers) Convention provides that no persons should
be engaged on board ship unless they have obtained a certificate attesting to their fitness for the work
in which they are to be employed, signed by an approved medical practitioner (Art.3).

ISM Code
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The ISM Code was adopted by the International Maritime Organization (IMO) by resolution
A.741(18). The objectives of the ISM Code are to ensure safety at sea, prevention of human injury or
loss of life, and avoidance of damage to the environment, in particular, to the marine environment, and
to property. Unlike many other initiatives of the IMO, the ISM code focuses on the human element in
accident prevention. Companies must develop, implement and maintain a Safety Management
System (SMS) which includes functional requirements as listed in section 1.4 of the ISM Code.
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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Applicability of the ISM Code

SOLAS, Chapter IX, and the ISM Code applies to ships, regardless of the date of construction,
as follows:
Passenger ships, including passenger high-speed craft, from 1st July 1998.
Oil tankers, chemical tankers, gas carriers, bulk carriers and cargo high-speed craft of
500 gross tons or more, from 1st July 1998.
Other cargo ships and mobile offshore drilling units (MODUs) of 500 gross tons or more,
from 1st July 2002.

In 1989, IMO adopted Guidelines on management for the safe operation of ships and for pollution
prevention “to provide those responsible for the operation of ships with a framework for the proper

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development, implementation and assessment of safety and pollution prevention management in
accordance with good practice.”

These guidelines were revised in November 1991 and the ISM Code itself was adopted as a

Code was so important that it should be mandatory.

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recommendation in 1993. However, after several years of practical experience, it was felt that the

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It was decided that the best way of achieving this would be through the International Convention
for the Safety of Life at Sea, 1974 (SOLAS). This was done by means of amendments adopted on

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24 May 1994, which added a new Chapter IX to the Convention entitled Management for the
safe operation of ships.

The main purpose of the new chapter is to make the International Safety Management (ISM) Code
mandatory. By adding the ISM Code to SOLAS it is intended to provide an international standard for
the safe management of ships and for pollution prevention.

The ISM Code establishes Safety Management Objectives which are:

to provide for safe practices in ship operation and a safe working environment;
to establish safeguards against all identified risks; and
to continuously improve safety management skills of personnel, including preparing
for emergencies.
The Code requires a safety management system (SMS) to be established by “the Company”,
which is defined as the shipowner or any person, such as the manager or bareboat charterer,
who has assumed responsibility for operating the ship. This system should be designed to ensure
compliance with all mandatory regulations and that codes, guidelines and standards recommended
by IMO and others are taken into account.
Companies are required to prepare plans and instructions for key shipboard operations and
to make preparations for dealing with any emergencies which might arise.
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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The importance of maintenance is stressed and Companies are required to ensure that regular
inspections are held and corrective measures taken where necessary.
Code of Safe Working Practices for Merchant Seamen
This code is published by the Maritime and Coast Guard agency of the Department of Trade U.K.
The guidance given in this document covers safe working practices for most of the situations that
commonly arise on ships.
The aim has been to state what is accepted as normal, safe practice but ships differ in construction,
layout and equipment, in function and in conditions of service. Many copies of this guide are available
on board the vessel and the vessels SMS manual contains specific instructions and procedures that
are based on this code.
The experienced seafarer who uses the Code should be able to follow this guidance and also to
adapt it and apply it in principle to many other work situations that the Code does not specifically
cover.
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Recommendations are necessarily framed in broad terms covering only aspects related to the

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particular operation described. It is the responsibility of those concerned in carrying out the operation
to ensure that it is done in all other respects efficiently and safely even though details of very necessary
precaution may not have been explicitly stated in the relevant provision of the Code.

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Accident Prevention Onboard Ship at and in Port
This document is published by the International Labour Organisation (ILO) of the UN.
Its object is to provide guidance to shipowners and seafarers and others concerned with the
framing of provisions of this kind in both the public and private sectors. Much of the information
contained in this code has been taken from national codes of practice and safety-related publications.
The objective of this code is to provide practical guidance on safety and health in shipboard work
with a view to:
(a) preventing accidents, diseases and other harmful effects on the health of seafarers arising
from employment on board ship at sea and in port;
(b) ensuring that the responsibility for safety and health is understood and remains a priority for all
concerned with maritime transport, including governments, shipowners and seafarers; and
(c) promoting consultation and cooperation among governments, as well as ‘shipowners' and
‘seafarers' organizations in the improvement of safety and health on board ship.

Questions :
1. What is the meaning of the term TLV (TWA) ?
2. How will you check that the enclosed space that you are entering is safe?
3. What precautions will be necessary when the vessel is facing heavy weather?
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CHAPTER 5
COMMUNICATION ONBOARD
Fundamentals of Communication
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Communication is a process of transferring / understanding information ideas, knowledge and

feelings between two or more persons. For communication to be successful, both persons must
understand each other in order to know why the communication is taking place.
Any form of communication involves the following elements:

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Sender : The person transmitting the information
Receiver : The person to whom the information is being sent
Data : The information that is being transmitted

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Mode : Method of communication (Such as verbal, written etc.)

Types of Communication

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Oral / Verbal (Speaking)

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Written (both in Words and Images)
Audio-Visual (TV)
Non-Verbal (Signals, Gestures etc.)

Communication Onboard Ships

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Much of the operations and activities onboard vessel, require effective communication.
Verbal, and written communications are constantly used. The perception of the sender and the
receiver should be the same with positive verification that the communication is well understood and
that it will be carried out exactly in the manner it was intended to. It is easy to understand the importance
of clear and effective communication for example in the bridge during the berthing and unberthing of
a vessel. Miscommunication can and often has caused serious accidents onboard ships.

Written Communication
A few examples onboard are:
Instruction Manuals, Guides, Written Procedures etc.,
Standing Orders of Master, Chief Engineer etc.,
Messages to and from the Vessel to the Company, Charterer etc.,
Posters and Signs, Muster List.
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Written communication is effectively used under the following circumstances.

When a record is required for later reference.
The message is complex and requires study by the receiver.
The message includes a step by step procedure.
Oral communication is not possible because people are not in the same place at
the same time.
There are many receivers.

Advantages of Written Method

Highly technical topics can be presented using words and diagrams.
Written material provides a permanent record that can be referred to from
time to time or passed on to others.
Written material is preferred when it is desirable to get the same information to a
group of people.
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Written records and reports are sometimes useful in legal matters.

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Written words avoid possible errors due to accent, tone etc.

Disadvantages of Written Method

People seldom take the time and effort to read technical materials.

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The preparation of written documents is time-consuming.
Once prepared in large quantities, printed documents are difficult to change.
Written material provides little feedback in realtime for the sender.
Written method of communication requires a different set of skills. i.e reading and writing
when compared to verbal. Especially when the language is not native to the persons involved,
it can be difficult.

However onboard the vessel much critical information is exchanged in written mode.
Use Verbal Communication When:
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It is important to get feedback. Verbal communication is more realtime and it is possible to

ensure clear understanding by verification.
Emotions are high. Oral communication provides more opportunity for both the sender and
the receiver to let off steam, cool down, and create a suitable climate for understanding.
Oral communication provides more flexibility, opportunity for emphasis, chance to listen, and
opportunity to remove resistance and change attitudes.
When discussion is needed. A complicated subject frequently requires discussion to be sure
of understanding.
When the receiver prefers one-to-one contact.
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 PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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The receiver is not particularly interested in receiving the message. Oral communication provides
more opportunity for getting and keeping interest and attention.
Verbal communication can be with visual contact. Or it could be without any visual contact such as
over the phone, walkie-talkie etc.

Verbal Communication face to face has three elements:

1. What is said : This is based on the words that are used. For better communication, use simple
language; avoid jargon.

2. How it is said : Often more importance is given to the way the words are expressed.
The tone, pitch and the emphasis on words convey a meaning of their own. When we are

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angry or excited, our speech tends to become more rapid and higher pitched. When we are
bored or feeling down, our speech tends to slow and take on a monotone quality. When we are
feeling defensive, our speech is often abrupt.

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3. Body language: Gestures, postures, eye contact etc., are also part of the oral communication
and convey a lot of meaning.

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The face is perhaps the most important conveyor of emotional information. A face
can light up with enthusiasm, energy, and approval, express confusion or boredom, and

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scowl with displeasure. The eyes are particularly expressive in telegraphing joy, sadness, anger, or
confusion.

For example, when someone faces us, sitting quietly with hands loosely folded in the lap,
a feeling of anticipation and interest is created. A posture of arms crossed on the chest portrays
a feeling of inflexibility. Similarly the speaker’s body language and voice quality will have a
strong influence on the listener.

Effective Transmission and Listening Skills

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Barriers to effective communication between individuals and teams within the ship.

Material or Physical Barrier

This barrier is due to factors such as large size of the workplace, distracting and masking noise etc.

a) Poor environmental condition such as high temperature, high humidity which can cause
discomfort.
b) If there is loud noise in the background and there is distance between sender and receiver then
it becomes very difficult to send the correct message by the sender to the receiver.
c) Due to bad health, too much mental stress, lack of proper sleep or consumption of medicines,
the receiver may not understand the message appropriately.
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Language Barrier
Different language and vocabulary is another barrier in communication. Language is vague in
nature and its words are symbols which hardly represent only one meaning. The meanings of these
symbols or words are understood by the sender and receiver in their own way which can result in
misinterpretation. If communicator uses difficult or inappropriate words or if message is not explained
in proper manner then it can result in misinterpretation. It is the language only that plays vital role in
every field so it should be kept in mind that proper language and words are used.
Given the international character of maritime industry, the reliance on voice communication from
ship to ship and ship to shore, the increasing use of multinational crew, and the concern that the crew
members should be able to communicate with the passengers in an emergency, adoption of a common

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language for maritime communication would promote safe practice by reducing the risks of human
error in communicating essential information.
Although not universal, by practice English is readily becoming the standard language of

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communication for maritime industry. Administration should consider the benefits of ensuring that
seafarers have an ability to use at least an elementary English vocabulary, with an emphasis on
nautical terms and conditions.

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Considering the above, all seafarers, especially, those who cannot understand and communicate

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in English, are encouraged to learn English to the extent to fulfill the above requirements.
Cultural Barrier
Even if the language is common other factors such as culture, social status, difference in
personality etc., can be barriers. Even gestures and facial expressions are interpreted differently in
different cultures.
Emotional Barrier
Every person takes the situations and affair in his own way as everyone differs from each other.
Many times thoughts of the person become strong base for communication. There are many emotions
which can be the cause of effective communication barrier. Examples include anger, fear, or hostility.
Methods to Improve Communications
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The Guide To Good Listening

To Hear - To receive all kinds of sounds through the ear.
To listen - To hear with attention - to think of what you are hearing.
1. Take interest in listening. If you are not interested, no one can force you to listen.
2. Listen to what the person is saying not how he / she is saying it.
3. Keep cool, don't get angry or excited even if the speaker is rude or abusive.
Do not stop listening even if you do not like the speaker.
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4. Listen for the main ideas- for what is important.

5. Try to remember what the person is saying. If you cannot remember,
take notes so that you do not forget.
6. Try to improve your listening. Listen carefully and attentively. Watch the speaker's eyes.
7. While listening, try not to get distracted by other things (noise, people talking, music etc.).
8. Listen with your mind and your eyes. Block out everything else and simply listen.
9. Keep your mind open, listen attentively even if you do not agree.
10. Think carefully of what you are listening to. Try to understand the real meaning of
what is being said. Watch the speaker's body language.
Note: If you do not understand please do not hesitate to ask for clarification.

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Effective Speaking
1. If you are speaking, use words that the other person will understand.
2. If you are speaking or answering, speak slowly, clearly and loudly enough (without shouting)

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to help the other person to listen.
3. Never speak without thinking - wait a little (1 or 2 seconds) before answering a question.

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4. If you are speaking, make sure that the other person is listening, otherwise don't speak.
5. Whenever you speak, look at the person (especially his / her eyes).
6. If language can be a problem use visual cues such as gestures to supplement

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what you are saying.
7. Since verbal communication is realtime, always cross check and ensure the listener understands.
8. Encourage the listener to ask doubts.
9. Remember body language and the tone of the voice convey a lot.

Basic Principles for Giving Instructions

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1. Ask if the person has done the job before.

2. Make sure that he/she is listening to you.
3. Now tell him/her the following clearly;
What is to be done (the job).
Where it is to be done (on deck, below deck).
How it is to be done (the exact process).
When it is to be done (immediately, later).
Why it is to be done (the reason),
if he knows this he/she will do the job better.
4. Check that he/she knows about the job to be done.
Ask him /her to repeat your instructions in his/her own words.
“I didn’t say that I didn’t say it. I said that I didn’t say that
I said it. I want to make that very clear.” - G. Romney.
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This statement clearly brings out the complexity of ineffective transference and the importance of
effective communication. Thus, as a simple rule to follow one should emphasise on clear and easily
understandable modes of communication, otherwise there is a chance of miscommunication and
information distortion.
Shipboard Communication
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Standard Orders
Onboard ships it is usual to use standard orders to convey instructions and for reporting.
For example on the Bridge, the OOW instructs the helmsman with standard wheel orders.

Order Meaning

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Midship Rudder to be held in the fore and aft position
Port five 5 deg. of port rudder to be held
Hard-a-port Rudder to be held fully over to port

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Starboard five 5 deg. of starboard rudder to be held

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Hard-a-starboard Rudder to be held fully over to starboard
Ease to five Reduce amount of rudder to 5 deg. and hold
Ease to ten Reduce amount of rudder to 10 deg. and hold

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Steady Reduce swing as rapidly as possible
Steer a steady course on the compass heading indicated at the time of
the order. The helmsman is to repeat the order and call out the compass
Steady as she goes
heading on receiving the order. When the ship is steady on that heading,
the helmsman is call out "Steady on....
Nothing to port//stbd Do not allow the vessel to port/stbd side.

* Note: All wheel orders given should be repeated by the helmsman and the officer of the watch
should ensure that they are carried out correctly and immediately. Helmsman should report completion
after action. All wheel orders should be held until countermanded. The helmsman should report
immediately if the vessel does not answer the wheel.
When there is concern that the helmsman is inattentive he should be questioned and respond in
accordance with the terminology in Part III. Sub-paragraphs of the Standard Marine Navigational
Vocabulary. This is a reminder to the helmsman to mind your helm.
The officer of the watch requires a course to be steered by compass the direction in which he
wants the wheel turned should be stated and each numeral is to be said separately, including zero,
for example:
On repeat of an order to steer 182 degrees, the helmsman should repeat and bring the ship round
steadily to the course ordered. When the ship is steady on the course ordered, the helmsman is to
call out “Steady on one eight two”. The person giving the order should acknowledge the helmsman's
call out by saying “ Very Good”.
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Order C ourse to be Steered

Port, steer one ei ght two 182 degrees
Starboard steer zero ei ght two 082 degrees
Starboard steer three zero fi ve 305 degrees

Standard Engine Orders

Any engine order given should be repeated by the person operating the bridge telegraph(s) and
the officer of the watch should ensure the order is carried out correctly and immediately.

Order Meaning (see note)

Full ahead Maxi mum manoeuvri ng engi ne revoluti ons for ahead propulsi on.

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Half ahead Revoluti ons as i ndi cated i n shi p's orders
Slow ahead Revoluti ons as i ndi cated i n shi p's orders
D ead slow ahead Revoluti ons as i ndi cated i n shi p's orders

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Stop engi ne(s) No engi ne revoluti ons

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D ead slow astern Revoluti ons as i ndi cated i n shi p's orders
Full astern Revoluti ons as i ndi cated i n shi p's orders

Engi ne room personnel fully ready to maneuver and bri dge manned
Stand by Engi nes

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wi th personnel to relay engi ne orders.

In ships fitted with twin propellers, the word "both" should be added to all orders affecting both
shafts, e.g., "Full ahead both", and "Slow astern both", except that the words "Stop all engines"
should be used, when appropriate. When required to manoeuvre twin propellers independently,
this should be indicated, i.e., "Full ahead starboard", "Half astern port", etc.
In addition to such phrases, many other standard orders are commonly used. Some are
given below as example.

Order Meaning
S ay agai n Repeat what was said
Negative No
Affirmative Yes
All hands Full Crew
Secure Tie up rope or Terminate Assembly

Questions :
1. If your Senior officer gives an order, which you cannot understand, what will you do?
2. Repeat commonly used words and phrases used on ships, which are not common on land.
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CHAPTER 6
EFFECTIVE HUMAN RELATIONSHIP ON BOARD
Importance of Human Relationships
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As in any organisation, human resources are very important on any vessel. However when compared
with shore based organisations, there are many peculiarities in the nature of work onboard.
Seafarers serve onboard for a few months at a stretch. After their leave periods, often they join
back on a different ship. This means that the personnel working onboard the vessel are constantly
changing. They are also away from their family and friends for extended periods of time. These result

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in additional stressful conditions. The limited number of personnel onboard require that everyone has
an important role to play and team work is essential. The ability to get along with one’s ship mates
even in the presence of many differences is very valuable.

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A team is any set of individuals who co-operate in accomplishing a single overall result.
Many operations both normal and especially during emergencies cannot be done by a single person.
Hence it is necessary to form efficient teams.
For example,

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1. During the berthing and unberthing of the vessel, on the bridge and in the engine room,
effective team work is critical to vessel safety.
2. Similarly during cargo loading and discharging, especially on tankers, deck and engine room
officers and ratings have to function effectively as a team.
3. During any major machinery o’haul and during operations such as entry into enclosed spaces,
bunkering of fuel etc., failures can result in accidents.
Team Members - Desired Qualities
The qualities of a good team member may be listed as follows:
1. Good judgement, common sense, rationality, logic and a positive attitude
2. Ability to plan and organise
3. Responsible
4. Calm but alert
5. Dedicated honest and loyal
6. Ability to direct and control
7. Good in communications
8. Co-operative
9. Good interpersonal relationships / teamwork and
10. Good technical / professional knowledge / competence
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Team Building
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It is obvious that in order to achieve maximum efficiency team work and team spirit is required.
The most significant factor in team building is a sense of group identity, a feeling of social support and

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cohesion that comes with increased worker interaction.

ELEMENTS INVOLVED IN TEAM BUILDING

Stages of Team Building
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The Forming Stage

In the Forming stage, team members are getting to know one another and getting comfortable
with one another. Members will naturally try to understand their own roles, the roles of the other team
members and their purpose in the group. This is entirely natural and to be expected. On Board a
vessel an example will be when a vessel is being taken over by the company with a set of completely
new crew. The team is effective if the boss has the wisdom, energy and time to make all the decisions.
Since duty cycles overlap in general, subsequently new members will replace others.

The most significant changes happen when team leaders are replaced. For example when a new
Chief Engineer or Master takes over, initially there will be uncertainties in the way of working. Established
procedures for routine operations will go a long way in eliminating uncertainties and ensuring continuity.

The new leader should take time to get to know the members. He should also make his expectations
clear to the members. The new Master and Chief Engineer issue a set of standing orders for the clear
understanding of their requirements.
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The Experimenting Team

Once the team works together for a while,
disagreements can surface. Team members will be more
ready to express their opinions. Disagreements can be
either very obvious or subtle. The problems are faced more
openly, wider options are considered before decisions are
taken When team members begin to trust one another
enough to air differences, this signals readiness to work
things out. Meetings are characterized by more listening Team work

and thinking and less talking. Onboard a vessel Management committee meetings, Safety committee

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meetings etc., are occasions where new ideas may be expressed and differences in opinions may
surface, especially with new members joining.
The Consolidating Team

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At this stage of development conflict has been resolved and harmony emerges. In this new spirit of
friendliness, openness and cooperation, members begin to feel secure in expressing their views.

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The most significant improvement is that people start listening to each other. They determine how
effective communication can be maintained even when disagreements occur, and they establish

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work methods that are recognized by the whole team. Team members agree on who has the power,
who is the leader, and what team member’s roles are.
The Mature Team
When a team is able to perform its work effectively and productively, it has reached the
fourth stage and is a real team. Members are honest with one another and act as a cohesive unit.
Everyone's energies are utilized for team, because individual commitment to team success exists.
Often in a vessel this stage may not be reached due to the short duty cycles of key personnel.
To sum up, the characteristics of effective team work are:
1. The "atmosphere" tends to be informal, comfortable, relaxed.
2. Lots of discussion in which virtually everyone participates, but it remains relevant to the
task of the group.
3. The task or the objective is well understood and accepted by the members.
4. The members listen to each other.
5. There may be disagreement.
6. Decisions are reached by a kind of consensus in which it is clear that everybody is in
general agreement and willing to go along.
7. Criticism is frank and relatively comfortable.
8. When action is taken, clear assignments are made and accepted.
9. The issue is not who controls, but how to get the job done.
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Symptoms of Bad Teamwork

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1. Blame culture.
2. Unhealthy competition - trying to run others down.
3. Reluctance to accept responsibility.
4. Reluctance to face challenges.

If one applies the above principles of team work to a shipboard situation, such as vessel navigation
under pilotage through a river, the members of the bridge team will be the Master, Pilot, Officer of the
watch, helmsman and a lookout. The pilot will be a new member who would have just boarded the
vessel; the pilot is the advisor and the master is the team leader. This team has had very little time to
form, develop etc. Hence the roles of each person has to be clearly understood.

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In a vessel where good team work principles are in place, the passage plan would have been
made in detail, discussed among officers in advance. Once the pilot boards the vessel, he and the
master would discuss and understand the Pilot’s intended action. The pilot in turn would be briefed
about the vessel and her manoeuvering characteristics. The officer of the watch and the master
would keep a close watch on the vessel’s position and the pilot’s actions. Deviations from the plan
would be detected and warnings given in time. When all the personnel involved work as a good team,
an error by one person will not result in an accident.

Where the bridge team is unable to function effectively, communication among the members may
be poor. The master may not get sufficient support from the other members, other members may not
bring deviations to the notice of the master as they may be unsure of themselves or the master may
not trust the others and may take on too much of the work load himself. Any of these circumstances
can easily lead to an accident.
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Barriers to Successful Teamwork:

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- Everyone wants to exhibit their own personality.

- Everyone has their own way of solving the problems from their previous experience.
- Cross cultural interests.
- Different believes and life styles.
- Harassment : any form of discrimination against a person on account of gender, nationality,
colour or disability. It will polarise the crew and reduce the team spirit in a disastrous way.
(any such action has to be immediately reported and corrective action has to be initiated)

Conflicts and Resolution

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a) Hierarchical Conflict:- This a vertical conflict often within a department. For example between
the second engineer and the electrical officer, or between the bosun and one of the other
seamen. This conflict is more about “control” and authority.
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b) Functional Conflict:- There may conflict between departments. For example, the chief

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officer and second engineer, are not able to get along which creates friction between
the deck and engine departments. This type is more due to lack of understanding regarding
co-operation. Mutual respect and realization of interdependency helps to resolve conflicts.

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Strategies for Managing Organizational Conflict
On a practical level, the following steps are suggested.
1. Perceiving / unacceptable conflict.
2. Diagnosing the sources of the conflict, and
3. Intervening.

There are three major conceptual approaches to managing organizational conflicts.

a) Managing Resources

Often the conflict among team members is due to the competition for limited resources.
Often the resource lacking may be manpower. The strategy revolves around either the attempt
to increase the pool of available resources or to decrease the demands of the competing
parties. Prioritising operations is an important step in managing limited resources.
This is more suited for resolving functional conflicts.

b) Bureaucratic

This type of conflict deals with the vertical authority relationship in a structure. Conflict appears
when superiors attempt to control subordinates and they resist such controls. The strategy to
resolve the conflict is to substitute impersonal bureaucratic rules for personal control. Team
members have to understand that every member of the team, including the leader has a role.
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c) Systems Approach
When the conflict is more to do with co-ordination, either
within a group or between groups, a systems approach
may work better.

Functional interdependence is reduced by reducing

dependence on common resources, by reducing the need for
consensus and by loosening up schedules.

Discipline, Self-control and Professionalism

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Discipline is an attitude of mind, a product of a

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culture and a particular environment, which impels an
individual to willingly, co-operate, in the observance of
the rules of the organizations to which he belongs.

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Qualified people who realize their responsibilities

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will fulfil their obligations willingly. The employees
selected by the employer have the requisite skills and
abilities to do their jobs. Their superiors give instructions

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to them and the rule book of the company spells out
the rewards and penalties for employees. A worker is
expected to perform according to the standards
expected of him and analyzing his own actions, it is
available for him to correct himself. If this does not
happen the supervision should step in and adopt a
constructive approach to bring the employee up to the
level of expected efficiency by oral remainders. If this
fails then the disciplinary process starts.

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If the employee does not show any inclination for correction, the negative phase of the disciplinary
process, in the form of warning and penalties follow depending upon the gravity of the situation.

Disciplining is much more than the application of penalties. It is the training and regulating
of behavior (preferably through self-control). So that worker performance contributes to
organizational and personal achievement.

The decline of normal standards in employee performance, may be due to a variety of reasons;
A) His own intellectual level,
B) Organizational setting,
C) Union pressures,

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D) Political influences,
E) Thinking of groups and to which ones the employees belong, and
F) Family problems.

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Indiscipline arises due to the failure of training and motivating system of the company or due to the
employee's failure to measure up to the company's expectations. The manager should intervene at

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the right time when the employee commits misconduct or when his efficiency declines.

If you treat an individual as he is, he will stay as he is. But if you treat him as he ought to be, he will

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become what he ought to be and could be.

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Fear of the Unknown

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People Don't Get Along

Because They Fear Each Other
They Fear Each Other
Because They Don't Know Each Other
THEY DON'T KNOW EACH OTHER
Because they have not properly communicated with each other
(Martin Luther King)
Common needs of Man
Want to feel important.
Want to contribute to something worthwhile.
Wants to be unique in the eyes of those we care about.
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We don’t like unwarranted criticism.

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We don’t like to be taken for granted.
Want to be treated justly.
Want discipline if done in fairness.

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How to develop good relations with your colleagues

Practice courtesy at all times.

Be a positive influence to your peers.
Respect people for what they are.
Cooperate and offer a helping hand.
Avoid behaviors that are destructive to good inter personal relationships.
Give recognition and emotional support.
Be diplomatic.
Respect group standards and expectations.
Don't take undue credit.
Express interest in your colleagues.
Focus on the positive.
Seafarer’s Rights and Obligations
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1. Every seafarer has the right to a safe and secure workplace that complies with safety standards.
2. Every seafarer has a right to fair terms of employment.
3. Every seafarer has a right to decent working and living conditions on board ship.
4. Every seafarer has a right to health protection, medical care, welfare measures and other
forms of social protection.
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Seafarers shall perform their work in a way that does not risk their own health and safety, or the
health and safety of others. Seafarers are also required to help others, including the shipowner,
to meet their responsibilities.

Seafarers should:
(a) cooperate as closely as possible with the ship owner in the application of the prescribed
safety and health measures;
(b) take care of their own safety and health and of other persons who may be affected by their
acts or omissions at work;
(c) use and take care of personal protective equipment and clothing at their disposal and
not misuse any means provided for their protection or the protection of others;
(d) report forthwith to their immediate supervisor any situation which they believe could pose
a hazard and which they cannot properly deal with themselves;
(e) comply with the prescribed safety and health measures; and
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(f) participate in safety and health meetings.

DRUG AND ALCOHOL

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Alcohol consumption leads to impairment in carrying out routine work and thereby affecting safety

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of personnel, environment and the vessel. Abuse of alcohol also results in health problems for the
seafarer. As awareness in this aspect has increased, throughout the industry there is very little tolerance
towards drug and alcohol abuse. Under the requirements of the ISM code, the company’s
Safety Management System must include a Drug and Alcohol Policy.

Typical Alcohol and Drug Control Policy

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Objectives
This procedure describes the activities required for the control of Drugs and Alcohol on board in
compliance with International requirements and guidelines.
Responsibilities
The Master is responsible for ensuring that the vessel is at all times manned with no drug or
alcohol impaired seafarers and that all of them are able to respond to any emergency situation.

Consumption of alcohol is limited to beer, wine and similar alcoholic beverages with an
alcohol content of less than 17%,
1 hour of abstinence for each unit of alcohol consumed.
Total abstinence from alcohol for 4 hours prior to a period of scheduled responsibility,
i.e Watch keeping duties, port arrival / departure etc.
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Flag, Port or Coastal State requirements, or Policies of Owners, Charterers, or other

interested parties which exceed the requirements of this policy shall be adhered to as
if included in this Policy.
It is often the case that many vessels will in fact be ‘dry’, with respect to alcohol consumption,
due to policies of owners or charterers.

Alcohol consumption levels to always be within the safe limits as per the consumption guidelines

The maximum permissible limit for blood alcohol content is 40mg/100ml or 0.04%. Ship’s personnel
are not allowed to commence scheduled duties with a blood alcohol concentration greater than 0.04%.
No alcohol shall be consumed within four hours of a scheduled duty period or during a duty period.

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1 hour of abstinence is required for every unit of alcohol consumed.

No alcohol of any description may be brought onboard by any of the ships’s crew members.
Alcohol abuse by any crew member will result in strict disciplinary action.

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All ship’s personnel reporting for duty and appearing to be under the influence of alcohol must be
reported to the Master. It is the duty of the Master to take whatever action he considers appropriate to

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protect the safety of the ship. In such circumstances, the seafarer will be subject to disciplinary action
which may include termination of employment.

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In the interest of the health of seafarers and in line with the recommendation of OCIMF,
it is usually recommended that individual alcohol consumption should not exceed 21 units per week.

Effect of Alcohol Consumption on Blood Alcohol Content (B.A.C).

For the average man BAC increases by 0.015% to 0.020% for each unit consumed BAC drops at the
rate of 0.015% per hour.

Approximate Alcohol Unit Conversions

ALCOHOLIC DRINK WITH ALCOHOL CONTENT VOL. UNITS

B EER S Extra Strength >4% & <6% Alc by Vol 300 ml 2.5
Ordinary Strength >1% & <4% Alc by Vol 300 ml 1.0
Low alcohol >0.05% & <1% Alc by Vol 300 ml 0.5
WINES Table Wines, Others >6.0% & <12% Alc by Vol 100 ml 1.0
Sherry, Fortified Wines, Others >12% & <16% by Vol 60 ml 1.0
SPIRITS Spirits, Liquor, Liqueurs, Others >16% & < 40% by Vol 6 ml 1.0
Any Other Low Alcohol Beverage >0.5% & <1.0% by Vol 300 ml 0.5

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Drug and Alcohol Testing Frequency

All seafarers shall be tested prior to joining for the presence of controlled substances
(Like marijuana, cocaine, opiates, amphetamines, phencyclidine (PCP) and alcohol) and with
reasonable cause will be subject to periodic, random, and post accident drug and alcohol testing.

The master may conduct random unannounced alcohol tests at least monthly.

The company may conduct random unannounced drug and alcohol tests onboard all its owned or
managed vessels especially tanker vessels by use of a contracting laboratory at least annually.

In some countries, in particular the U.S.A., the seafarers may be subjected to random testing for
alcohol by local authorities. This happens in tanker terminals in other countries as well. If required so,

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the seafarer must submit himself to this testing.

Total Alcohol Ban

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Total Alcohol Ban is enforced on vessels where the owners so require. In case the Owner’s
Alcohol policy is stricter than the Company’s policy, then the Owner’s policy will be enforced and

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alcohol carriage and consumption will be banned.

This ban may also be enforced while the vessel is in ports where alcohol consumption and

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possession is banned by local laws (like in Saudi Arabia), all beverages containing alcohol must be
stored inside the bonded store and under customs seal. No beverages containing any quantity of
alcohol must be left outside the bonded store for on board use and/or distribution purposes.

All vessels entering or operating in waters subject to the jurisdiction of the United States, must
prohibit the consumption of all alcoholic beverages by the vessel personnel twenty-four hour prior to
entering U.S. Territorial waters. This ruling will remain in effect until the vessel clears the U.S. Territorial
waters.

Drug Control
The use possession or distribution of illicit drugs
such as but not limited to Marijuana, Opium and
Derivatives (Heroin), Cocaine, Lysergic Acid (LSD),
Amphetamines and Phencyclidine (PCP) is strictly
prohibited and any breach of this policy will result in
immediate termination of employment and will render
the person liable to legal proceedings.

Furthermore, appropriate authorities will be notified so that criminal proceedings may be instituted
against the carrier / consumer.
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Where an officer or rating is carrying any medicine prescribed by a doctor, it is their duty to
inform office of consumption of such medicine so that office can verify with a doctor that
such medicine will not impair the performance of the personnel. This will also be communicated to the
Master on joining the vessel.
It is the policy of many Shipping Companies to assist Law Enforcement Agencies in their
efforts to detect and prevent illegal possession, distribution or use of drugs.
Ship’s personnel are reminded that an increasing number of countries are introducing the
death penalty for drug trafficking. If charged with such an offence there is little that the company
can do to help and once found guilty there is no chance of remission of the death sentence.
Implications of use of Narcotics

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If one should be found to have in his possession any form of narcotics the individual will
face immediate dismissal and may be charged for a criminal offence.
Use of narcotics can becomes a hazard to the himself and his fellow crew members as

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it may lead to accident at work.
The crew member will be personally held responsible for any fine or penalty incurred.

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If the vessel is detained, the crew member may be even required to reimburse financial
loss to the company.
If some crew member is suspected of bringing on board narcotics, the master will search

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his cabin and all his belongings.
According to law in most countries, if charged with being in possession of narcotics,
one will be faced with stiff penalties and years of imprisonment. In some countries penalty for
being in possession of drugs is death. The death penalty can be the result if one is caught with
even the smallest amount of drugs.
REMEMBER THAT NARCOTICS ARE VERY DANGEROUS TO YOUR HEALTH.
NARCOTIC SUBSTANCES MAY AFFECT YOUR STATE OF MIND EVEN AFTER A SHORT TIME OF USE.
ABUSE MAY CAUSE LONG-LASTING INSANITY AND DESTRUCTION OF THE BODY, i.e. DEATH.

HYGIENE
Hygiene Tips for Galley Staff
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Catering staff should have a basic knowledge of food safety and hygiene as they have a responsibility
for ensuring that high standards of personal hygiene and cleanliness of the galley, pantry and
mess rooms are always maintained. To ensure this the following regulations must be implemented
by the master:
1. Smoking is prohibited in galleys, pantries, store rooms or other places where food is prepared.
2. Hands and fingernails should be washed with soap after using the toilet, blowing your nose, or
handling refuse or contaminated food and before handling food.
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3. All injuries, cuts, Illness, rashes, spots & abrasions however small, must be reported
immediately & the medical officer’s advise sought to prevent infection. Infected areas
should be covered with a colored waterproof dressing which must be changed regularly.
4. Persons suffering from diarrhea and vomiting should avoid working in food handling areas
until cured.
5. Galley staff must wear clean protective clothing when handling food and preparing meals &
must not wear jewellery apart from a plain wedding band.
6. Cleanliness of all food, crockery, cutlery, linen, utensils, equipment and storage is important.
Cracked or chipped crockery and glassware should be destroyed. Food stuffs which may have
come into contact with broken glass or broken crockery should be thrown away.

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7. As a general rule fresh fruit and salad should be thoroughly washed in fresh water before
being served.
8. Food stuffs and drinking water should not be stored where germs can thrive.
9. Frozen food must be defrosted in controlled conditions, i.e. an area separate from other foods.

which has been defrosted must not be refrozen.

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Food should be prevented from sitting in the thaw liquid by placing it on grids. Deep frozen food

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10. The risks of cross contamination should be eliminated by thoroughly stripping and cleaning the
relevant parts of equipment when successive different foods are to be used (especially raw and

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cooked foods). It is important to wash hands after handling raw meat, fish, poultry or vegetables.
11. Raw food should be kept apart from cooked food or food that requires no further treatment before
consumption (e.g. milk). The raw food must always be placed at the bottom to avoid drips
contaminating ready prepared food. Food should also be covered to prevent drying out,
cross contamination and absorption of odour.
12. Separate work surfaces, chopping boards and utensils should be set aside for the
preparation of raw meat and must not be used for the preparation of foods which will be
eaten without further cooking.
13. Ensure all food is kept at the correct temperature to prevent the multiplication of bacteria.
14. Crockery and glassware should not be left submerged in washing up water where it may
easily be broken and cause injury. All items should be washed up individually as should knives and
any utensils or implements with sharp edges.
15. Some domestic cleaning substances contain bleach or caustic soda (sodium hydrochloride whilst
some disinfectants contain carbolic acid (phenol). These substances can burn the skin and they
are poisonous if swallowed. They should be treated with caution and should not be mixed together
or used at more than the recommended strength. Inadvertent contact with toxic chemicals or
other harmful substances should be reported immediately and the appropriate remedial action
taken. Cleaning substances, materials, should be stored in a suitable locker/cupboard separate
from food handling areas.
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16. Galley staff must diligently comply with garbage disposal requirements.
17. In addition they must comply with the following:
Maintain a high standard of good house keeping in mess rooms, pantries and accommodation.
Clean accommodation spaces as directed.
When using chemicals for cleaning use rubber gloves.
Maintain high levels of personal hygiene.
Galley staff MUST wear clothing that covers the whole of the body and also, particularly when
handling food stuffs, suitable head cover to prevent bodily hair falling into the food.
Safety shoes are to be worn at all times.
Hygiene for other Crew

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It is the responsibility of individuals to ensure high standards of personal hygiene and to look after their
own health. Attention should be paid to:
Personal cleanliness

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Sensible diet
Adequate sleep during rest periods

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Regular exercise
Avoidance of excess tobacco / alcohol
Prompt attention to cuts / abrasions

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Maintenance of working clothes and protective equipment in a clean condition
Appropriate dress for the work and climate
Maintaining clean and hygienic conditions in living quarters
In hot climates to drink plenty of salt containing liquids to replace body fluids
lost through perspiration.
Ship Sanitation Certification
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The Ship Sanitation Certification regime is aimed at controlling the international spread of human
diseases by controlling any animal vectors (rodents and mosquitoes) of diseases that could potentially
be carried on a ship. This is achieved by inspecting for and controlling animal vectors, preventing the
discharge of untreated ballast water, checking certification of potable water and sewage, and quarantine
measures for human carriers of disease.
The Ship Sanitation Control Exemption Certificate and the Ship Sanitation Control Certificate are
issued in accordance with Article 39 of the International Health Regulations (2005) and replaces the
Derating Certificate from the International Health Regulations (1969).
Questions :
1. If one of your shipmates is constantly telling that you made a mistake by joining sea, what will you
do?
2. If one of your shipmates is feeling depressed due to bad news from home, what will you do?
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CHAPTER 7
FATIGUE

Fatigue is the state of feeling very tired, weary or sleepy resulting from insufficient sleep, prolonged
mental or physical work, or extended periods of stress or anxiety. Boring or repetitive tasks can
intensify feelings of fatigue.

Fatigue can be either physiological or subjective. Physiological fatigue reflects the body’s need
for replenishment and restoration. Fatigue is typically caused by delayed sleep, sleep loss,

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desynchronisation of normal circadian rhythms and concentrated periods of physical or
mental stress or exertion. It can only be satisfied by rest and eventually, a period of sleep.

Subjective fatigue is an individual’s perception of how sleepy they feel. This is not only affected by

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when they last slept and how good the sleep was but other factors, such as degree of motivation.

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The average seafarer spends between three to six months working and living away from home,
on a moving vessel that is subject to unpredictable environmental factors (i.e. weather conditions).
While serving on board the vessel, there is no clear separation between work and recreation.

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Today’s crew is composed of seafarers from various nationalities and backgrounds who are
expected to work and live together for long periods of time. The operational aspects associated with
shipping become more complex compared with standard industries, for reasons such as: variety of
ship-types, pattern and length of sea passage, port-rotation, and length of time a ship remains in port.
All these aspects present a unique combination of potential causes of fatigue.

Causes of Fatigue
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The most common causes of fatigue known to seafarers are lack of sleep, poor quality of rest,
stress and excessive work load. There are many other contributors as well, and each will vary depending
on the circumstance (i.e. operational, environmental).

There are many ways to categorize the causes of fatigue. To ensure thoroughness and to provide
good coverage of most causes, they have been categorized into 4 general factors.
Crew-specific Factors
Management Factors (ashore and aboard ship)
Ship-specific Factors
Environmental Factors
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The Crew-specific Factors include the following:

Sleep and Rest
Quality, Quantity and Duration of Sleep
Sleep Disorders / Disturbances
Rest Breaks
Biological Clock / Circadian Rhythms
Psychological and Emotional Factors, including Stress
Fear
Monotony and Boredom
Health
Diet

Stress
Illness

Skill, knowledge and training as it relates to the job

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Personal problems
Interpersonal relationships
Ingested Chemicals
Alcohol
Drugs (prescription and non-prescription)
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Age
Caffeine

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Shift work and Work Schedules
Work Load (mental / physical)
The Management Factors relate to how ships are managed and operated. These factors can potentially
cause stress and an increased work load, ultimately resulting in fatigue. These factors include:

Organizational Factors
Staffing policies and Retention
Role of riders and shore personnel
Paperwork requirements
Economics
Schedules-shift, Overtime, Breaks
Company culture and Management style
Rules and Regulations
Resources
Upkeep of Vessel
Training and Selection of crew
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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 / work load while in port

Ship-specific Factors
These factors include ship design features that can affect/cause fatigue. Some ship design features

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affect work load (i.e. automation, equipment reliability), some affect the crew’s ability to sleep, and
others affect the level of physical stress on the crew (i.e. noise, vibration, accommodation
spaces, etc.). The following list details ship-specific factors:

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Ship design
Level of Automation

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Equipment reliability
Inspection and Maintenance
Age of vessel

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Physical comfort in work spaces

Environmental Factors

Exposure to excess levels of environmental factors, e.g. temperature, humidity, excessive noise
levels, can cause or affect fatigue. Long-term exposure may even cause harm to a person’s health.
Furthermore, considering that environmental factors may produce physical discomfort, they can
also cause or contribute to the disruption of sleep.

Environmental factors can also be divided into factors external to the ship and those internal to
the ship. Within the ship, the crew is faced with elements such as noise, vibration and temperature
(heat, cold, and humidity). Excessive levels of these interfere with sleep. External factors include
port and weather condition and vessel traffic.

Ship motion is an environmental factor. Motion affects a person’s ability to maintain physical balance.
This is due to the extra energy expended to maintain balance while moving, especially during harsh
sea conditions. There is a direct relation between a ship’s motion and a person’s ability to work.
Excessive ship movement can also cause nausea and motion sickness. Ship motion also interferes
with sleep and further adds to the problem.
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EFFECTS OF FATIGUE

Alertness is the optimum state of the brain that enables us to make conscious decisions.
Fatigue has a proven detrimental effect on alertness – this can be readily seen when a person is
required to maintain a period of concentrated and sustained attention, such as looking out for the
unexpected, (e.g. night watch).

When a person’s alertness is affected by fatigue, his or her performance on the job
can be significantly impaired. Impairment will occur in every aspect of human performance
(physically, emotionally, and mentally) such as in decision-making, response time, judgement,
hand-eye coordination, and countless other skills.

Performance Impairment Signs / Symptoms

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1. Inability to Concentrate
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Unable to organize a series of activities

Pre-occupied with a single task

Focuses on a trivial problem, neglecting more important ones

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Reverts to old but ineffective habits

Less vigilant than usual

2. Diminished Decision-making Ability

Mis-judges distance, speed, time, etc.,

Fails to appreciate the gravity of the situation

Overlooks items that should be included

Chooses risky options

Difficulty with simple arithmetic, geometry, etc.,

3. Poor Memory
Fails to remember the sequence of task or task elements

Difficulty remembering events or procedures

Forgets to complete a task or part of a task

4. Slow Response
Responds slowly (if at all) to normal, abnormal or emergency situations
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5. Loss of Control of Bodily Movements

May appear to be drunk
Inability to stay awake
Affected speech e.g. it may be slurred, slowed or garbled
Feeling heaviness in the arms and legs
Decreased ability to exert force while lifting, pushing or pulling
Increased frequency of dropping objects like tools or parts
6. Mood Change
Quieter, less talkative than usual

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Unusually irritable
Increased intolerance and anti-social behavior
Depression
7. Attitude Change
Fails to anticipate danger
Fails to observe and obey warning signs
Seems unaware of own poor performance
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Too willing to take risks
Ignores normal checks and procedures
Displays a “don’t care” attitude
Dislike for work

In addition to the behavioral changes listed in the table (symptoms), there are also a number of other
changes associated with fatigue that will manifest in physical discomfort, such as:

Headaches
Giddiness
Irregular heart beats
Rapid breathing
Loss of appetite
Insomnia
Sudden sweating fits
Leg pains or cramps
Digestion problems
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In an emergency, the effects of fatigue become critical, and may result in:
1. Spatial disorientation (proximity and location of hazards, escape routes, and safety zones)
2. Loss of vigilance (impairment of self-preservation behavior and situational awareness)
3. Workload monitoring (miscalculating task requirements)
4. Failure to consider consequences of actions
(e.g. not developing a backup plan, or performing double checks)
5. Increased multi-tasking (splitting attention)

EFFECTS OF SLEEP, SCHEDULES, AND THE CIRCADIAN RHYTHM ON FATIGUE

A. Sleep
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Sleep is a natural state of reduced consciousness involving changes in body and brain physiology
which is necessary to man to restore and replenish the body and brain. Sleep can be resisted for a
short time, but various parts of the brain ensure that sooner or later, sleep occurs. When it does,

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it is characterised by five stages of sleep:

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Stage 1 : This is a transitional phase between waking and sleeping. The heart rate slows and muscles
relax. It is easy to wake someone up.

Stage 2 : This is a deeper level of sleep, but it is still fairly easy to wake someone.

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Stage 3 : Sleep is even deeper and the sleeper is now quite unresponsive to external stimuli and
so is difficult to wake. Heart rate, blood pressure and body temperature continue to drop.

Stage 4 : This is the deepest stage of sleep and it is very difficult to wake someone up.
Stage 5 : Rapid Eye Movement or REM Sleep: Even though this stage is characterised by brain
activity similar to a person who is awake, the person is even more difficult to awaken
than stage 4. It is therefore also known as paradoxical sleep. Muscles become totally
relaxed and the eyes rapidly dart back and forth under the eyelids.

Stages 1 to 4 are collectively known as non-REM (NREM) sleep. Stages 2-4 are categorised as
slow-wave sleep and appear to relate to body restoration, whereas REM sleep seems to aid the
strengthening and organisation of memories. Sleep deprivation experiments suggest that if a person
is deprived of stage 1-4 sleep or REM sleep he will show rebound effects. This means that in subsequent
sleep, he will make up the deficit in that particular type of sleep. This shows the importance of both
types of sleep.

Typically, the first REM sleep will occur about 90 minutes after the onset of sleep. The cycle of
stage 1 to 4 sleep and REM sleep repeats during the night about every 90 minutes. Most deep sleep
occurs earlier in the night and REM sleep becomes greater as the night goes on.
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All sleep does not have the same quality and does not provide the same recuperative benefits.
In order to satisfy the needs of the human body, sleep must have three characteristics to be
most effective.

Duration: Everyone’s sleep needs are unique; however, it is generally recommended that a person
obtain, on average, 7 to 8 hours of sleep per 24-hour day. A person needs the amount of sleep that
produces the feeling of being refreshed and alert.

Alertness and performance are directly related to sleep. Insufficient sleep over several consecutive
days will impair alertness. Only sleep can maintain or restore performance levels.

Continuity: The sleep should be uninterrupted. Six one-hour naps do not have the same benefit as

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one six-hour period of sleep.

Quality: People need deep sleep. Just being tired is not enough to ensure a good sleep. An individual
must begin sleep in synch with the biological clock to ensure quality sleep. If the time of sleep is out

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of synchronization with his/her biological clock, it is difficult to sleep properly.

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Many factors contribute to sleep disruption, some are within our control while others are not:

1. Environmental factors

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(e.g. ship’s violent movement, weather, heavy vibration, noise or poor accommodation)
2. Food and consumption of chemicals (e.g. alcohol intake, coffee, medication, etc.)
3. Psychological factors (e.g. stress, family worries, on-duty responsibilities)
4. Sleep disorders (e.g. one, insomnia–prolonged inability to obtain adequate sleep or e.g. two,
sleep apnea–a condition where breathing stops when sleep occurs due to a collapse of the
upper airway or the diaphragm not moving causing the person to wake up)
5. Operational factors (e.g. disruptions caused by drills, loading and unloading)

Effects of Sleep Loss

Sleep deprived people are much more accident-prone than well-rested people. This is partly due
to the person being groggy or sleepy due to lack of rest. It is also partly due to the fact that sleep
deprived people tend to fall into sleep for very brief periods at unforeseen times. These brief periods
of sleep are the body’s way of making up for its lack of sleep. This is especially dangerous if a person
is operating machinery or keeping watch on bridge.

The person deprived of sleep will find it difficult to concentrate. This will affect his performance at
work and, the person will also experience a lack of energy. He might not have the energy to complete
everything he has to do during the day. The sleep-deprived person is likely to be quite irritable.

Sleep loss also affects vision. Chronic sleep loss has health hazards.
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B. Biological Clock and Circadian Rhythm

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Each individual has a biological clock, and this clock regulates the body’s circadian rhythm.
To best understand both of these features, it is first necessary to understand how the circadian
rhythm functions.
Our bodies move through various physical processes and states within a 24-hour period, such as
sleeping / waking, and cyclical changes in body temperature, hormone levels, sensitivity to drugs, etc.
This cycle represents the circadian rhythm. The biological clock regulates the circadian rhythm.
The biological clock is perfectly synchronised to the traditional pattern of day time wakefulness and
night-time sleep.

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The biological clock makes a person sleepy or alert on a regular schedule whether they are
working or not. In normal conditions, the sleep/wake cycle follows a 24-hour rhythm, however,
the cycle isn’t the same for everyone. Although individual rhythms vary, each person’s cycle has two
distinctive peaks and dips. Independent of other sleep-related factors that cause sleepiness,

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there are two times of low alertness (low-points or dips) in each 24- hour period. These commonly
occur between 3-5 am and 3-5 pm. Preceding these lowest alertness periods, are maximum
alertness periods (peaks).

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The states of sleep / wakefulness and circadian rhythms interact in several ways:

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1. The two can work against one another and thereby weaken or negate each other’s effect.
For example, a well-rested person is still affected by a circadian low-point; conversely,
a person who is sleep deprived may feel a momentary increase in alertness due to a peak in
circadian rhythm.
2. The two can also work in the same direction, thereby intensifying the effect they each have
on a person’s level of alertness. For example, when someone is sleep deprived, a circadian
low point will further increase the feeling of sleepiness.
For many seafarers, working patterns conflict with their biological clock. Irregular schedules caused
by shifting rotations, crossing time zones, etc. cause the circadian rhythms to be out of synchronization.
Although, circadian rhythms are controlled by the brain, they are influenced and synchronised by
external (environmental) factors such as light. An example of disrupting circadian rhythms is by taking
a flight that crosses time zones. This will interfere with the normal synchronisation with the light and
dark (day / night). This throws out the natural link between day-light and the body’s internal clock,
causing jet lag, resulting in sleepiness during the day, etc. Eventually however, the circadian rhythm
re-adjusts to the revised environmental cues.
Further, the internal clock can only adjust by an hour or two each day. Sometimes, depending on
the new schedule, it takes several days to adjust. In the meantime, the internal clock wakes a person
up when they need to sleep and puts them to sleep when they need to be awake.
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Stress
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Stress occurs when a person is confronted with an environment that “poses” a threat or demand, and
the individual becomes aware of his/her inability or difficulty in coping with the environment
(a feeling of being overwhelmed). This can result in reduced work performance and health problems.
Stress can be caused by a number of things, including:
Environmental Hardships (noise, vibration, exposure to high and low temperatures, etc)
Weather (i.e. ice conditions)
Personal problems (family problems, home sickness, etc.)
Broken rest

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Long working hours
On-board interpersonal relationships
Importance of Obtaining the Necessary Rest
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ISM Code

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This Code introduces safety management requirements on ship owners to ensure that conditions,
activities, and tasks (both ashore and afloat) that affect safety and environmental protection
are planned, organized, executed and verified in accordance with company requirements.

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The fatigue related requirements include:
1. manning of ships with qualified and medically fit personnel;
2. familiarization and training for shipboard personnel; and
3. issuance of necessary support to ensure that the ship master’s duties can be adequately
performed.
STCW Convention and STCW Code
The STCW Convention requires that Administrations, for the purpose of preventing fatigue,
establish and enforce rest period requirements for watch keeping personnel. In addition, the Convention
sets minimum periods and frequencies of rest. Part A of the Code requires posting of the watch
schedules. Part B of the Code recommends that record keeping is useful as a means of promoting
compliance with the rest requirements.
STCW Rest Hours
Under the Manila Amendments to the STCW Convention, all persons who are assigned duty as
officer-in-charge of a watch or as a rating forming part of a watch and those whose duties involve
designated safety, prevention of pollution and security duties shall be provided with a rest period of
not less than: a minimum of 10 hours of rest in any 24-hours period; and 77 hours in any 7-days
period. The hours of rest may be divided into no more than two periods, one of which shall be at least
6 hours in length, and the intervals between consecutive periods of rest shall not exceed 14 hours.
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To ensure a continued safe operation of ships in exceptional conditions, the Conference unanimously
agreed to allow certain exceptions from the above requirements for the rest periods.

Under the exception clause, parties to allow exceptions from the required hours of rest provided
that the rest period is not less than 70 hours in any 7 days period and on certain conditions, namely
such exceptional arrangements shall not be extended for more than two consecutive weeks;
the intervals between two periods of exceptions shall not be less than twice the duration of the
exception the hours of rest may be divided into no more than three periods, one of at least 6 hours and
none of the other two periods less than one hour in length; the intervals between consecutive periods
of rest shall not exceed to 14 hours; and exceptions shall not extend beyond two 24-hours period
in any 7-days period.
Effects of Schedule Changes on Seafarer Fatigue
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Officers and crew on ships have to work according to schedule which change frequently.
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Bridge and Engine room watch keepers normally follow a 4 hours on and eight hours off watch

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routine. Reduced manning level and high work load mean that the eight hours off is often not possible.
When the vessel is coming in to port and out of ports, these cycles are disrupted. During cargo
operations vessels a different duty cycle of 6 hours on and six hours off, is normally followed.

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The normal sleep-wake cycle of human beings is controlled by a temperature rhythm,
referred to as the circadian rhythm. This rhythm actively promotes sleep at night and wakefulness
during the day. As a result, work at night is likely to be more fatiguing and an individual is less likely
to be able to accumulate restful sleep during the daytime period when they are off watch.
These persons will generally get less sleep during the day, than if they were sleeping for an equivalent
period at night. Furthermore, day sleepers sleep lightly and are thus easily disturbed by noise,
temperature, etc. It is clear the management process must take this factor into account to effectively
cope with crew fatigue. Frequent changes in work schedule mean that a person is required to be
awake and working during a time when he normally would have rested or slept. It also means that he
will need to try to sleep when he is normally awake. Thus it is easy to get fatigued due to insufficient
and poor quality sleep.
Reducing the Effects of Fatigue
The following steps can be implemented to reduce the effects and the possibility of fatigue
Ensuring compliance with maritime regulations
(minimum hours of rest and / or maximum hours of work).
Using rested personnel to cover for those traveling long hours to join the ship and
who are expected to go on watch as soon as they arrive on board.
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PERSONAL SAFETY & SOCIAL RESPONSIBILITIES
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Scheduling drills in a manner that minimizes the disturbance of rest / sleep periods.
Establishing on-board management techniques when scheduling shipboard work and rest
periods, and using watch keeping practices and assignment of duties in a more efficient manner.
Assigning work by mixing up tasks to break up monotony and combining work that
requires high physical or mental demand with low-demand tasks (job rotation).
Scheduling potentially hazardous tasks for daytime hours.
Emphasizing the relationship between work and rest periods to ensure that
adequate rest is received.
Ensuring that shipboard conditions, within the crew’s ability to influence, are maintained in a
good state (e.g., maintaining the heating, ventilation and air-conditioning (HVAC) on schedule,

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replacing light bulbs, and contending with the sources of unusual noise at the first opportunity).
Increasing awareness of the long-term health care of appropriate life-style behavior
(e.g. exercise, relaxation, nutrition, smoking and alcohol consumption).

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In addition, individual members of the ship’s staff should follow these guidelines:

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Get sufficient sleep, especially before a period when you expect that time for adequate sleep will not
be available.
Ensure continuous periods of sleep.

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Take breaks when scheduled breaks are assigned.
Develop and maintain good sleep habits, e.g. develop a pre-sleep routine.
Maintain fitness for duty including medical fitness.
Eat regular, well-balanced meals.
Exercise regularly.

Questions :
1. If due to a change in your work schedule, you find it difficult to fall asleep, what will you do?
2. If you are working without rest and you find yourself dozing off, what will you do?

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