Personal safety & Social responsibility

CHAPTER #1

EMERGNECY PROCEDURES ON BOARD

(1.1) INTRODUCTION

Emergency generally comes unalarmed. The strategy of all the personnel on board ship
should be such that as soon as an emergency strike we should be in a position to put
forward our best efforts to tackle the situation be reducing loss of life and property to the
minimum. For this we have to be always alert, agile and quick to react to the situation.
There are so many technique available by which we can avert the disaster.

The first principle to deal with any emergency is to never panic and use common sense.
This can be achieved only if the person has undergone extensive and thorough disaster
management training which simulate the actual conditions and thus prepare the person
the person to face the actual conditions in the best possible manner. If the training has
been successfully accomplished then the persons will be having the ideas to tackle the
emergency situations in his sub- conscious mind and a lot of time and energy is saved
which would otherwise go waste by thinking the right strategy on the spot.

In the emergency situation, the action of each person is vital. If they are working in a
group then there should be an element of cohesiveness in all their actions.

Some of the major emergency situation on ships, where risk to life and property is
involved may be listed as follows.

1. Fire
2. Abandon ship
3. Collision /flooding
4. Stranding/ grounding
5. Oil spill/ discharge
6. Enclose space entry/ evacuation, etc.
7. Rescue at sea
8. Man overboard
9. Main engine failure
10. Steering failure
11. Gyro / compass failure
12. Bridge control / telegraph failure
13. Heavy weather
14. Tank explosion
15. Anti piracy
16. Dragging anchor
(1.2) MUSTER AND DRILS

Muster and drills are required to be carried out regularly in accordance with merchant
shipping regulations. The guidelines contained in this chapter should be red in
conjunction with the guidelines given in the relevant merchant shipping notices.

Musters and drills have the objectives of preparing a trained and organized response to
the situation of great difficulty which may unexpectedly threaten loss of life at sea. It is
important that they should be carried out realistically, approaching as closely as possible
to emergency condition. Changes in the ships personnel duties should be reflected in
musters list as soon as possible after the changes have been made.

The muster list should be conspicuously posted at all times. In the ships classes ii A and
III should be supplemented by emergency instructions for each crew member (e.g. in the
form of a card issued to each crew member or affixed to individual crew berths or bunks).
These instructions should describe the allocated muster station, survival craft and
emergency duties and all types of emergency signals and actions to be taken hearing such
signals.

As soon as possible but not later than 6 hrs. after joining the ship the crew members
should also familiarize them with their emergency duties, the significance of the various
alarm signals and the locations of their life boat stations and locations of all life saving
and fire fighting equipment.

All the ships personnel should muster at emergency drill wearing life jackets properly
secure. The life jackets should always to be worn during life boat drill and launching of
survival craft.

The timing of emergency drills should be such that most of ships staff should be able to
attend it.

All doubts or deficiencies reflected during drills should be removed at once

(1.3) FIRE

The work FIRE can be considered as an acronym where each letter denotes an activity,
which is as following:

FIND the fire learns of its size, location and combustibles involved.

INFORM The bridge and sound the alarm immediately even if the fire appears small.

RESTRICT The fire by closing doors, isolating fuel and electric supply and closing
ventilation. Use boundary cooling.

EXTINGUISH- The fire by using the correct type of fire fighting material and
equipment in a planned way. Use of SCBA and protective clothing can be resorted to.
(1.3.1) FIRE DRILLS

Efficient fire fighting demands perfect coordination among all crew members. A fire drill
should be held simultaneously with the abandon ship drill. Fire fighting parties should
assemble at their designed station on sounding the alarm.

Engine room personnel should start the fire pumps in machinery spaces and see that full
pressure is put on fire mains. Any emergency pump situated outside machinery spaces
should also be started and 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 fire, taking with then emergency equipment such as axes and lamp and
breathing apparatus. The locations should be changed in successive drills to give practice
in different 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 hazards are
all covered from time to time with in three moths.

Adequate number of hoses to deal with the assumed fire should be realistically deployed.
At some sage in the drill, they should be tested by bringing them into use, first by water
provided from the machinery space pump and secondly with water from the emergency
pump alone.

The drill should extend to the testing and the demonstration of the remote controls for
ventilating fans, fuel pumps and fuel tanks valve and the closing of opening.

Fixed extinguishing installation should also be tested.

Portable fire extinguishers should also be made available for demonstration of their type
and method of operation. They should include the different types applicable to different
situations at each drills, ensuing that each members of the fire party gets a know the
method of operation of each type of extinguisher. extinguisher so used should be
recharged before being returned to their normal location or sufficient spare should
otherwise be carried for demonstration purpose.

Breathing apparatus should be worm by members of the fire fighting parties so that each
members gets experience of his own. Search and rescue exercise should be undertaken in
the various parts of the ship. The apparatus should be cleaned and verified and to be in
good order before it is stowed and cylinders of self contained breathing apparatus should
be recharged.

Fire appliances, fire and water tight doors and other closing appliances, fire detection and
alarm system which have not been use in the drill should be regularly inspected to ensure
if they are in working order. All the relevant statutory requirements also be complied
with. They should regularly be maintained and serviced as per the manufactures
instructions.
(1.32) ACTION IN THE EVENT OF FIRE

The risk of fire breaking out on board ship cannot be eliminated completely but its
chances can be reduced considerably if the proper precautions have been taken and
advice given in the safety code is religiously followed at all times.

Training in fire fighting procedures and maintenance of equipment should be assured by

regular drills in accordance with chapter 11-2 of SOLAS and it is also important that
there should be no obstruction in accessing the fire fighting equipment at all time and the
emergency escapes and passages are never blocked. A written down fire fighting plan
should always be available ob board the ship.

A fire in its first few minutes can be easily extinguished if prompt and correct action is
taken and the damage can be minimized.

If fire breaks out, the alarm should be raised and the bridge be informed immediately. If
the ship is in port the local fire authority should be called. If possible an attempt should
be made to extinguish or limit the fire by an appropriate means either using suitable
portable extinguisher or by smothering the fire depending on what type of fire taken
place.

The different type of portable fire extinguishers on board are appropriate to different
kinds of fire. They should be used very carefully. The water extinguishers should never
be used on electrical fires.

Opening to the space should be shut to reduce the supply of air to the fire and to prevent
its spreading. Any fuel lines feeding the fire or threatened by it should be isolated. If
possible combustible material adjacent to the fire should be removed.

If a space is filling with smoke and fumes all the person should leave that place
immediately and the person properly equipped with breathing apparatus should enter the
place for fighting the fire.
 Escape should be effected by crawling on hands and knees because air closed to the level
is likely to be relatively clear than the surroundings.

After a fire has been extinguished precautions, should be taken against its spontaneous re-
ignition and there should be a constant patrolling. Personnel without wearing breathing
apparatus should not re enter a place in which a fire has just occurred before it has been
fully ventilated.

(1.3.3)- CLASSIFICATION OF FIRES

CL- TYPE DESCRIPTION EXTINGUISHING IMPORTANT POINTS
ASS MEDIA
A Carbonaceous Wood fibers materials, Water Extinguishing by cooling
most furnishing etc Drench deep seated fit
B Volatile Flash point 60C Foam CO, (enclosed Smoother to extinguish.
Petroleum spaces Danger of re- ignition until cooled
Only)dry powder (small
fires)

Non volatile Flash point 60C and Foam water spray or fog Smoother to extinguish
Petroleum Above CO2 Danger of re- ignition until cooled
(enclosed spaces only)dry
Powder(small fires)
Some chemicals Vary widely Alcohol resistant foam Always obtain advance information
CO2 powder. regarding best medium possible to of
extinguish. Danger of toxin gases.
Oils and fats Frying and cooking Dry powder CO2, BCF, Never use water, water
Oils etc. very high foam Spray of foam. Danger
Flash points Type extinguisher. Re- ignition until cooled
Paints Foam water spray CO2- Danger of re-ignition until cooled
halon
(enclosed spaces only)
C Gases Methane propane, Dry powder Shut off fuel source before
Butane etc. extinguishing
Chemical gases Various incl. Dry powder Always obtain advance information
Ammonia. VCM etc regarding danger
Of toxin gases
D Metallic Boiler uptake fires Water Massive drenching
Alloys etc.
Electrical fires Circuit, switchboards Dry powder CO2, BCF Isolated electrical
Radio and navigation supply
Equipment
EXTINGUISHER COLUR CODES WATER RED DRY POWDER BLUE. CO2-
BLACK FOAM
(1.4) ABANDONSHIP

(1.4.1) SURVIVAL CRAFT DRILLS:

Arrangement for drills should also take into account the prevailing weather conditions.

Crew members taking part in life boat or life raft drills should muster wearing warm
outer clothing and life jackets properly secured.

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

When tuning out davits or when bringing boats or rafts onboard under power, seaman
should always keep clear of any moving parts.

The engine on motor life boats should be started and run ahead and astern. Care should
be taken to avoid over heating of the engine and the propeller shafts stern gland. All
personnel should be familiar with the engine starting procedures.

Hand operated mechanical propelling gear should also be examined and tested.

Water spray systems of totally enclosed lifeboats should be tested according to the
manufactures instructions.

When a drill is held in ports most of the life boats should be clear and swig out. Each life
boats should be launched and lowered in the water at least once in three months. Where
launching of free fall life boats is impracticable. The interval between such drills should
not exceed three months.

Where simultaneously 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 life rafts are carried on board, training including an inflation,
must be carried out at intervals not exceeding four months. Great care should be taken to
ensure that the hook is properly engaged before taking the weight of the rafts. The release
mechanism should not be unlocked until just prior to the rafts landing in the water. If the
raft used for the inflation is part of the ships statutory equipment and not a special
training rafts, then it must be repacked at an approved services station.

The handle of the lifeboats winch would rotate during the operation of the winch, it
should be removed before that boat is lowered on the brake or raised with an electric
motor. If a handle cannot be removed, personnel should keep well clear of it.

Personnel in a rescue boat or survival craft being lowered should remain seated, keeping
their hands inside the gunwale to avoid them being crushed against the ship side. Life
jacket should be worn. In totally enclosed lifeboats seat belts should be secured. Only the
launching crew should remain in a life boat being raised to securing position.

During drills, life buoys and lines should be readily available at point of embarkation.

While crafts are in the water crew should practice maneuvering the boat by oar. Sail or
power as appropriate and should operate the water spray system in enclosed life boats.
Seaman should keep their fingers clear of the long link when unhooking or securing
blocks on to lifting hooks while the boat is in water, and particularly when there is a swell
in the water. 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 boat should be provided with a clutch or have an
attachment to resist the torque. These should be checked. If none of the device is
available, the craft should be raised in position by hand.

Where life rafts are carried, instructions should be given to the ships personnel for
launching handling and operation. Methods of boarding them and the disposition of
equipment and stores should also be explained.

The statutory scale of life saving appliance must be maintained at all time if the use of a
life raft for practice would bring equipment below the specified scales, a replacement
must first be made available.

(1.4.2)- ABANDONSHIP BY LIFERAFT:

Launch raft according to instructions

Board life rafts keeping dry if possible
When all on board, cut painter (knife located at door)
When raft clear of danger, stream sea anchor
Jettison sharp object, retain footwear
Remove water using balers and sponges
Inflate floor in cold conditions, close doors
Every one to take sea sickness pills
(1.4.3) SURVIAL

PROTECTION Cold kills- when possible keep dry and warm

From elements Sub burns wear clothing, keep covered
LOCATION Contact outside world by:
EPIRB (By GMDSS Worldwide)
SART (Maximum 24 miles)
Flare 10 miles (at night)
Rockets 30 miles
Smoke, mirrors, flares 5 miles (day)
WATER Collect rain water
Issued no water for first 24 hours except for those
injured,
Hence 0.6 liters (1 pint) per person each 24 hours
Period.
Ration further 0.6 liters (1 pint ) per person remaining
Do not drink sea water or urine
FOOD Not essential to immediate survival
Frequent issue- quantities as per requirement
depending
Upon age and climate condition
Do not eat fish unless water is plenty
Everyone to take sea sickness pill

(1.5) ACTION TO BE TAKEN IN COLLISION/ FLOODING (CHECKLIST):

Alarm raised (internal & external ) ?

Head count done?
Damage assessment including possibility of pollution done ?
Are all water tight and auto fire doors shut ?
On tanker; Damage assessment for possibility of fire done ?
Has C/Eng. Been informed to ready inert gas system ?
Is fixed foam system for deck on line?
Stop water ingress. Sound all bilges/ tank etc?
Are vessels pumps, generators & auxiliary machinery operational?
Have measures been taken to prevent progressive flooding?
Are lifeboats lowered to embarkation deck?
Have checked with master of other vessel involved weather he requires any
assistance?
Have both vessels exchanged names, port of registry, last port, next port &
owners details?
Has written notice to master of other vessels been served?
Has effect of damage on the vessels stability and stress been verifies
Has effects of redistribution of weights on the vessels stability and stress been
checked?
Has owner been informed as per contingency plan formet?
 Has report to flag state been made?
When in controlled waterways has the local authority been advised, i.e. coast
guard?
No evidence is to be erased or corrected on;
Working charts, log books, deck engine radio movement books, deck and
engine course recorder echo sounder etc.
Have following details been noted?

Vessels position at the time of accident

Exact time of collision & clocks synchronized
Heading at time of collision
Estimated angle of blow by or to the other vessel
Estimated speed of each vessel at time of collision
Any alteration of curse and speed prior to collision
All crew members who were on bridge, witnessed incident to record their
account prior to and after the collision. These and all records and
statements are to addressed to Owner solicitor and be retained by
master.
Any scrape of paper which have been disposed on bridge waste basket
been retrieved.

If pilot on bridge has he signed movement book?

(1.6)- CHECKLIST FOR GROUNDING/ STRANDING:

Is engine stopped?
Emergency alarm sounded?
Water tight doors closed?
VHF watch maintained on ch.16?
Board cast to other vessels is made?
Damage assessment done/ damage control?
Vessels stability /stress verified cargo/ ballast transfer is required?
Owner /flag state/ classification society informed?
Diver arranged?
Sound signals made, light/ shapes exhibited?
Deck light switch on?
Bilges and tanks sounded?
Over-side sounding taken?
Vessels position available in radio room, satellite terminal and other automatic
distress transmitters updates as necessary?
No evidence to be erased/ corrected on navigational charts, log books course
recorder, echo sounder etc.

(1.10) TANK EXPLOSION (CHECKLIST)

 Raise alarm (internal & external)
Head count done ( at emergency head quarter)
Inform engine room
Ask fixed fighting systems/ foam system for deck line
Ask deck water through emergency fire pump
On tanker ask engine room to have IGS on line
Spray accommodation form bulkhead with sea water.
Adjust course and speed to minimize fire spread and smoke
Transmit urgency message
Keep stand bye life boats at embarkation deck
Ascertain pollution level at sea (if any)
Inform flag state.
(1.11) DRAGGING ANCHOR (own ship)

Inform engine room to prepare engine ASAP.

Inform master and chief engineer
Power is windlass
Call anchor station
Call quarter master
Test all controls (if time available)
Switch on steering motor, radar
Inform on VHF all vessel around
Keep record of all events in bell books
Pay out more cable
Keep second anchor ready for letting go (second anchor should be let go when
sheered away from first anchor. If require)
Inform harbour authority
Put wheel hard over away from first anchor
If anchor not holding again then pick up and re anchor

(1.12) HYDROSTATIC RELEASE UNIT (HRU):

This mechanism is designed to release the life rafts in its container, should the ship
founder. It is operated by the ingress of water through its apertures in the body of the
release mechanism. The pressure of the sea water at the depth of approximately 6 meter
below the surface, causes at diaphragm to trip the pawl of the hydrostatic release, thus
releasing the coat hanger from the jaws of the unit. The hydrostatic release must not be
painted. Foreign matter and paint blocks the apertures preventing the mechanism from
operating at the correct depth. The unit can be operated manually by removing the safety
R clip from operating arm and pressing hard on the push to release button

1.7) RESCUE AT SEA (CHECKLIST):

Has vessel to whose rescue proceeding been advised?
Has DF bearing/ position of distressed vessel been obtained?
Is distress frequency listening watch being maintained?
Maintain communication from SAR vessels and aircraft
Plot positions of other attending vessels whom have deviated for rescue.
 Has vessels charter/ owner been advised of vessels deviation?
Has character and owner permission of vessel in distress being taken for saving
property at sea.
Discuss plan of rescue with chief officer and chief engineer.
Prepare life boats and fast rescue boats.
Prepare boarding arrangement for rescued persons.
Report to flag state.

(1.8) MANOVERBOARD (CHECKLIST):

Release life buoys with light, flare/smoke signal

Take Williamson turn (towards man overboard side)
Raise alarm, inform master and calling emergency station
Head count
Post lookout for life buoy released/ radar on
Inform engine room and ask engine on stand bye for maneuvering
Maneuver vessel as per recommendation on wheel house poster.
Inform vessel all around on VHF ch. 16
Sound three long blast and repeat necessary.
Rescue boats crew assembled/ ready.
Plot vessels position relative to person overboard and update as necessary.
First aid squad is ready to receive person overboard.

(1.9) HEAVY WEATHER PREPARATION (CHECKLIST):

Inform master, chief officer. Chief steward and all crew members
Secure all mobile equipment on board.
Switch on radar and commence plotting, switch on navigational light
Try out ships horn/ whistle
Inspect track on chart.
Make anchor lashing double
Hawse pipe spur ling pipes covers in position and spur ling pipes cemented
All deck secured. All sounding pipe caps are in position and spanner tight
Life lines rigged
Cargo lashed into holds and on deck
All water tight doors are closed
HRU must be sent for inspection to approved work ship once every two years and
inspection certificate should be kept attached with annual life raft inspection certificates.
In market, there are approved disposable type HRU available which rejected after use (if
required) or every two years.
 CHAPTER #2

POLLUTION PREVENTION
(2.1) INTRODUCTION

Recent years have see spurt in the movement of large quantities of oil, chemicals and
liquefied gases across the seas. Release of these cargoes due to either operation or
accident causes pollution into sea/ air. Pollution affects the marine life in different ways,
which are highly detrimental. As such pollution of sea has become a matter of
international concern.

(2.2) POLLUTION OF SEA BY OIL

a) The most important polluted resulting from shipping operations is oil it has been
estimated that out of 3.54 million tons of oil entering the sea every years, 1.5
million tons result from the transport of oil by sea (the remainder comes from land
based source). Discharge of oil/ oily mixture into sea could be because of
operational or accidental causes.

b) Large quantity of oil enters the sea as a result of normal tanker operations such as
cleaning of cargo residues, ballasting of cargo tanks for the purpose of loading
different grades of oil cargo. Average cargo residue is about 0.4 percent of cargo
carrying of the tanker and during ballasting and cleaning operation as mush half
of the quantity can be lost overboard.

c) Other causes of oil pollution due to operational reasons include dry docking,
bilges and fuel oil

The best known cause of accidental oil pollution is tanker accident. The wrecks of M.T
Torrey M.T Cadiz and M.T. Exxon Valdez are example.

Estimated pollution by residue amount to 7 lakhs tons a year

a) Pollution by dry docking 30, 000 T

b) Pollution by bilges & fuel oil from dry cargo ad tankers- 300,000T
c) Pollution by non tankers accidents 20,000 T

(2.3) POLLUTION DUE TO ACCIDENT

Although this may contribute a comparatively small percentage of the total oil entering
the sea in a year, consequences of an accident can be nothing short of disaster to the
immediate surroundings. Where as of released into sea due to operational causes is well
dispersed over large areas in accidental release depending on the size of a tanker, a large
amount is spilled into sea over a limited area. Damage to pollution of sea and resulting
damage caused due to release of oil as a consequences of tankers accident is enormous
environment is much more if accident takes places close to the coastline.

(2.4) EFFECTS OIL POLLUTION ON MARINE ENVIRONMENT

It blankets the surface interfering with oxygen exchange between the sea and the
atmosphere.
Heavier constituents of oil blanket the sea interfering with the growth of marine
life.
Many constituent elements are toxic and get into food chain.
Oil on beach interfere with recreational uses of that beach.
Oil may enter seawater distilling inlets and it may be deposited on tidal mud flats
with detrimental results.
Oil sticks to the wings of the seabirds and they become helpless casualties of oil
spillage

(2.5) POLLUTION HAZARDS OF CHEMICALS

Like in the case of oil, chemicals transport across the sea also poses pollution hazards to
marine environment and aquatic life. Accidental spillage of substances might occur from
collision at sea. Chemical tanker operation may require tanks to be washed and washings
pumped overboard. All these factors constitute pollution hazards to the marine
environment.

(2.6) BIOACCUMULATION AND TAINTING

Bioaccumulation occurs if an aquatic organism takes up a chemical to which it is exposed

so that it contains a higher concentration of that substance than is present in he ambient
water. Exposure to chemicals over a prolonged period may result in poisoning and
damage to the organism due to accumulation. Further once accumulated, organism higher
in the food chain, including man, could be adversely affected. This process is known as
bio- magnification. Example are mercury compounds and DDT etc.
In some cases, there may be no adverse health effects but the palpability of the fish or
selfish is affected tainting of their flesh. This aspect of pollution by chemicals could
affect commercial fishing industry. Examples methyl pyridine camphor oil, carbolic oil
etc.

(2.7) HAZARDS TO HUMAN HEALTH

As a consequence of pollution of the sea by chemical might pose a hazard to humans:

By ingestion of fish or shellfish which have accumulated toxic substances.

By ingestion of the water containing the substances.
From the adverse action of the substances itself on the skin. Eyes or respiratory tract.
(2.8) REDUCTION OF AME NITIES

Presence of poisonous irritant or foul smelling substances. That may be released by the
ships. Near the beaches affects the recreational use of aquatic environment objectionable
slicks or other floating materials on the sea surface or on the beach and spoil their
appearances and visual appeal.

(2.9) AIR POLLUTION BY OIL TANKER

The loading and ballasting of tanks may case air pollution from oil tanker operation.
These operations result in inert gas and hydrocarbon gas being vented to the outside
atmosphere. Another operation resulting in air pollution is gas freeing.

(2.10) AIR POLLUTION HAZARDS BY GAS CARRIERS

Hazards due to liquefied gases (LPG, LNG and Chemicals) are mainly on account of
accidents due to rupture of cargo pipes during loading and discharging. Release of these
gases in the atmosphere will cause oxygen depletion on its immediate surroundings. If the
gases are toxic ad poisonous in nature, they will affect the living and depending on
concentration may well prove disastrous taking toll of human and other living beings
LPG & LNG release poses explosion hazards also.

(2.11) CHRONOLOGICAL EVENTS OF POLLUTION PREVENTION

1955: during first world war, pollution by ship was recognized as a problem

1954: adoption of OIL POL convention international for the prevention of pollution of
the sea by oil adopted
1962: IMCO calls for a conference to amend the 1954 OIL POL convention.

1967: convention comes into force

A marine environment protection committee formed for co- coordinating with
IMCO.
1969: OILPOL 1954 amended and load- on-top introduced to avoid
Pumping overboard of oily. Water mixture resulting from tank
Cleaning.
1973: IMCO adopted the first international convention for prevention of pollution from
ships (MARPOL).

1978: MARPOL amended. Concept of (SBT) segregated ballast tanks introduced.

1992: MARPOL 73/78 amended becomes mandatory for tankers of 500 DWT and above.
All orders placed after 6th July 1993 to have double hull.

(2.12) MARPOL 73/78

The international convention for the prevention of pollution from ships 1973, was
adopted by the international conference of 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 on tanker safety
and pollution prevention from (TSPP conference) convened by IMO from 6 to 17th
February 1978. the convention as modified by the protocol, is known as the international
convention for the prevention of pollution from ships 1973, as modified by the protocol
of 1978 relating thereto; or in short from MARPOL 73/78. Regulation covering the
various sources of ship generated pollution are contained the five annexes of the
convention.

ANNEXURE -1 regulation for the prevention of pollution by oil.

Annexure 1 entered into forces on 2nd October 1983 and as between the parties to
MARPOL 73/78, supersedes the international convention for the prevention of pollution
of the sea by oil 1954, as amended in 1962 and 1969, which then in force.

ANNEXURE 11 Regulations for the control of pollution by noxious liquids

substances.
Annexure II entered into force on 6th April 1987 in a form amended by the MEPC by
resolution MEPC 17 (22) of 5th December 1985.

ANNES III Regulation for the prevention of pollution by harmful substances in

packages forms.

The entry into force condition of Annex- III was satisfied on 1st July 1991 and it entered
into force on 1st July 1992. It has been agreed the annex should be implemented through
the international prevention maritime dangerous goods code (IMDG code)

ANNEX IV- Regulation for the prevention of pollution by sewage

Annex IV is not yet in force.

ANNEX V Regulation for the prevention of pollution by garbage.

Annex v entered into force on 31st December 198. The adopted amendments to
Annex v to designate the north sea. Antarctic area ad water carib been region as
additional special area .

(2.13) CONTROL OF DISCHARGE OF OIL (ANNEX I REGULATION 9)

(By Oil Tanker Except as provided in section (b)

Is not within a special area

Is more than 50 miles form nearest land
Is proceeding in route
Instantaneous rate of discharge of oil contents does not exceed 30 liter per
nautical mile.
Total quantity of oil discharge into the sea does nor exceed for existing tankers
1/15,000, for new tankers 1/30,000 of the amount last transported.
 Has an operation as oil discharge monitoring and control systems (ODMCS) and a
slop tank arrangement.
(b) by ship other than oil tanker and above 400 GRT

Is not within a special area

Is more then 12 nautical miles from the nearest land
Is proceeding en route.
The oil content of the effluent is less than 100 PPM
The ship as in operation an oil discharge monitoring and control systems
(ODMCS), oil water separating equipment, oil filtering equipment.

In case of ships less than 400 GRT other than oil tanker whilst outside the special area,
holding tanks to store the slop on board.

(d) control of oil discharge from Machinery spaces bilges and oil fuel tanks

Vessel is to be provided with oily water separating equipment (100 PPM) and oil filtering
equipment (15 PPM). In the event of malfunctioning of equipment (oil content > 15
PPM) alarm must be sounded and also an automatic overboard device must be
operational (for discharging in special area.)

(2.14) SPECIAL AREASE (ANNEX I REGULATION 10): A sea area where for
recognized . technical reasons in relation to its geographical and ecological
condition and to the particular character of its traffic the adoption of special mandatory
for the prevention sea pollution by oil is required,

Special area include the following;

Mediterranean sea area Baltic sea area

Black sea area red sea area
Gulf area gulf Aden area
South of latitude 60 of Antarctic area

(2.15) ENVIRONMENTAL PROTECTION PROCEDURES

(a) segregated ballast tanks. As per 1978 protocol to MARPOL 73/78

(i) Tankers must be provided with segregated ballast (SBT) tanks of sufficient
capacity, so that only in extraordinary circumstances will there be a need to
take ballast water in cargo tanks. SBT reduce the need for tank washing and
therefore reduce oil water mixtures.
(ii) SBT are the defined as tanks. Which are completely separated from the cargo
oil and fuel oil systems. They are served by their own independent pumps and
piping.

(b) Double hull design. As per 1992 amendments to MARPOL 73/78 it becomes
mandatory for tankers of 5000 DWT and above constructed after 6th July 1993 to
have double hull in order to limit the out flow of oil in the event of side damage
due to collision/ bottom damage due to stranding.
 (c) Reception facilities. Oil loading terminals repair port and ports in which ships
have oily residues to discharge are provided with reception facility to receive such
residues and oily mixtures as remain from oil tankers and other ships.
(d) Duty to report. Reports on incidents involving harmful substances leading to
pollution of marine environment should be made without delay and to the fullest
extend possible.

When to report.

i. A discharge or portable discharge of oil or noxious liquid substances carried in

bulk resulting from damage to the or its equipment or for the purpose of securing
the safety of a ship or saving life at sea.

ii. A discharge or portable discharge of harmful substances in packaged form. Or

iii. A discharge during the operation of the ship of oil or noxious liquid substances in
excess of permitted quantity.

iv. whom to report

- coasted state nearest to the seat of incident

- if the ship is involved in pollution incident, report must be made both to
coastal state or port control as appropriate and to parties representing
interest in the ship.

(2.16) MEASURE TO LIMIT POLLUTION

(A) vapours return line . vapour return entails transferring all gas displaced from
cargo tanks to the installation ashore, this requires special provisions on oil
tankers.

Gas/ vapour displacement This method is not always possible, if a ship is being
discharged and cargo tanks being ballasting, it is possible to contain the gas/ vapour. In
this case venting system id closed to the atmosphere and the inert gas will be driven the
tanks being ballasting to those being discharged.

(2.17) POLLUTON BY SEWAGE FROM SHIPS

(a) what constitutes sewage ?

(i) Drainage and other waste from any form of toilets, urinal and W.C scuppers.
(ii) Drainage from medical premises (dispensary etc.) via wash basin, wash tubes
and scuppers located in such premises.
(iii) Drainage from spaces containing living animals or
(iv) Other waste waters when mixed the drainages defined above
(b) discharge of sewage- The discharge of sewage into the sea is prohibited, except
when.

(i) The ship is discharging comminuted and or disinfected at a distance of more

than 12n.m. from nearest land.
(ii) Sewage which is not comminuted and or disinfected at a distance of more than
12n.m. from nearest land.
(iii) Sewage stored in the holding tanks shall be discharged at a moderate rate
when the ship is en-route and proceeding at not less than 4 knots. Or
(iv) The ship has in operation an approved sewage treatment plant.

(2.18) POLLUTION BY GRABAGE FROM SHIPS

What is garbage Means all kinds of victual, domestic and operational waste excluding
fresh fish and parts thereof generated during the normal operation of the ship.

(a) Disposal of garbage outside special area;

( i) Within 3 N.M of the nearest land & in all inland waters.

You are not allowed to throw anything at all overboard.

(ii)Within 3 12 N. Miles off shore.

You are not allowed to throw overboard plastic, Dunn age, lining and packing
materials that float also the following if not ground to less than one inch (25mm)
paper, crockery, rags metal, glass & food.

(iii) within 12 25 N. Miles offshore

you are not allowed to throw overboard plastic, Dunn age, lining &
packing materials that float.

(iv) 25 Nautical Miles offshore and above

You can not throw plastic overboard.

Annex V of MARPOL treaty is an international law providing for a cleaner, safer marine
environment. Under this law it is illegal for any vessel to dump PLASTIC GARBAGE
anywhere in the ocean or in navigable waters. Violations of these requirements may result
in civil penalties being imposed upon offenders in the form of fines and/or imprisonment
as determined by current national legislation.
NOTE: The Mediterranean, Baltic black and red seas. The Arabian gulf. The north sea
and the English channel are defined as special area. In these areas it is illegal to discharge
any garbage except that food waste only may be discharged beyond 12 miles offshore.

(i) Incinerated (except plastic which must be landed ashore and certificate for
landing must be taken for record.
(ii) Compacted and stored for discharge to shore reception facility

(2.19) OIL RECORD BOOK- Following entries are required to be made;

(a) for Machinery space operations
 (i) Ballasting or cleaning of oil fuel tanks
(ii) Discharge of dirty ballast or cleaning water from tanks referred above in (1)
(iii) Disposal of oily residues (sludge)
(iv) Discharge overboard or disposal otherwise of bilges water which has
accumulated in machinery spaces.

(b) For cargo/ ballast operation (Oil Tanker)

(i) Loading/ unloading of oil cargo

(ii) Internal transfer of oil cargo during voyage.
(iii) Ballasting of cargo tanks and dedicated clean ballast tankers
(iv) Cleaning of cargo tanks including crude oil washing
(v) Discharge of ballast (except form SBT)
(vi) Discharge of water from slop tank
(vii) Closing of all applicable valves or similar devices after slop tank discharge
operation.
(viii) Closing of valve necessary for isolation of dedicated clean ballast tanks
from cargo and stripping lines after slop tank discharge operations.
(ix) Disposal of residues

(2.20) OIL TRANSFER OPERATIONS (annexure 1)

Deck scuppers plugged securely. Accumulated water on deck drained

off at internals.
Transfer procedures/ personnel duties/ spill contingency plan displayed
at local station and understood by all concerned.
Pollution avoidance equipment at site and ready for deployment.
Pump emergency stops tested. Pipeline (s) pressure tested.
Communication between pump/ manifold/ tank established and to be
maintained throughout ship/ shore/ transshipment vessel.
Visual watch throughout. Including over side.
Systems pipelines & valve double checked (sea valves tested on
tankers)
Valve lashed/isolated shut where necessary. top off tanks at reduced
rates.

(2.21) OTHER CONSIDERATIONS IN PORT

Funnel exhaust emissions clean.

Spilled paints in the water from over side work is a pollution.
Hydraulic machinery on deck checked free of leaks
I.G. scrubber overboard effluent on tankers checked clean
Hydrocarbon gas emissions from tankers in discharge port as per port
requirements.
Cleanup even the smallest quantities of oil immediately
 CHAPTER # 3
SAFETY PHILOSOPHY AND SAFE WORKING
PRACTICES

(3.1)- INTRODUCTION

Accidents have always causes- they do not just happen. Most can be foreseen and
prevented. This chapter is written to encourage seafarer to avoid accidents simply by
taking due care. No matter how routine your job is, make a habit of adopting the safe
working procedures which are recommended. In particular, make sure that you always
have regard for the safety of yourself and of others.

Accidents have often resulted from seemingly minor causes and the seriousness of the
consequences is often a matter of chance. Studies of accidents show that for every one
serious accidents, there have been six hundred near misses.

Carelessness, lack of concentration recklessness, in a hurry to get the job done are some
of the major causes of accident/ incidents. From ignoring recognized safe working
practices, lapses in concentration or miss- judgment or even in experiences are also the
various causes.

(3.2) PROTECTIVE EQUIPMENT

Personal protective clothing and equipment can be classified as follows:

Head protection (safety helmets, hair protection);

Hearing protection;
Face and eye protection (goggles and spectacles, facial shields);
Respiratory protective equipment (dust masks respirators, breathing apparatus);
Hand and foot protection (gloves, safety boots and shoes);
Body protection (safety suits, safety belts, harnesses, aprons);
Protection against drowning (life jackets, buoyancy aids and life buoys);

(3.2.1) HEAD PROTECTION

a) Hair nets and safety caps

Personnel working on or near the machinery should always be alert against the possibility
of loose clothing jewellery, or their hair becoming entangled in the machinery. In the case
of long hairs, the risk of long hairs being entangled in the machinery are higher. In this
case hair nuts or safety caps should be worn to avoid risk of entanglement.

b) Bump caps

A bump cap is simply an ordinary cap with a hard penetration resistant shell. They are
normally used in tanks to avoid frequent knocking.

Safety helmets

To protect against the objects falling from a height safety helmets are most commonly
provided. Other hazards include abnormal heat, risk of a sideways blow or crushing
or chemical splashes. These four different types of common risks are given only and
are not intended to be comprehensive.

Since the hazards are so varied in type therefore one type of helmet would never be
an ideal protection against every cause. Design details are normally decided by the
manufactures whose primary consideration will be compliance with an appropriate
standard and protection. These quality of materials and their effectiveness should be
considered before providing them for use.

The shell of a helmet should be of one piece seamless construction designed to resists
impact. The harness suspension when properly adjusted forms a cradle for supporting
the helmet on the wearers head. The crown straps help absorb the force of impact .
they are designed to permit a clearance of approximately 25mm between the shell and
the skull of wearer. The harness or suspension should be properly adjusted before a
helmet is worn.

(3.2.2) HEARING PROTECTION

All persons exposed to high levels of noise, e.g. In machinery spaces, should wear ear
protectors of recommended type as suitable for the particular circumstances.
Protectors are of various types- ear plugs, disposable or permanent and ear muffs. For
further information see the code of practice noise levels in ships. Published by the
department of transport (DOT).

The simplest form of ear protection is the glass- down ear plug. This type however
has the disadvantage of limited capability of noise reduction. Ear plugs of rubber or
plastic also have only limited effects, in the extremes of high frequency it may causes
the plug to vibrate in the ear canal causing consequential loss in protection.

In general, ear muffs provide a more effective form of hearing protection. They
consist of a pair of rigid cups designed to completely envelop the ears, equipment
with soft sealing rings to fit closely against the head around the ears. The ear cups are
connected by a spring-loaded headband (or neck band which ensures that the sound
seals Around the ear are maintained. Different types of muffs are available and their
use should be done according to the circumstances.
 (3.2.3) FACE AND EYE PROTECTION

In selecting one eye or combined eye and face protectors, careful consideration
should be given for pre-use check by the wearer each time before use.

All personnel who may requires to use protective equipment should be properly
trained in its use and advised of its limitations.

Standard, which should be available to all those concerned with the use of respiratory
protective equipment the main causes of an eye injury are:

Infra red rays gas welding;

Ultra violet rays electric welding;

Exposure to chemicals;

Foreign bodies/ particles while chipping, grinding or attending anchor station.

Exposure to particles and foreign bodies protectors are available in a wide variety,
designed to British standard specifications to protect against these different types of
hazards.

Only the spectacles manufactured by adhering to all safety standard can protect and only
these should be used ordinary spectacles, unless manufactured to a safety standard, do not
afford protection. Certain box- type goggles are designed so that they can be worn over
ordinary spectacles.

(3.2.4) RESPIRATORY PROTECTIVE EQUIPMENT

Respiratory protective equipment of the appropriate type is essential for protection when
work has to be done in conditions of irritating dangerous or poisonous dust, fumes or
gases. The air before it is breathed, or breathing apparatus which supplies air or oxygen
from an uncontaminated source. The selection of the correct respiratory protective
equipment for any given situation requires consideration of the nature of the hazards, the
severity of the hazards, work requirements and condition and the characteristic and
limitation of available equipment. Advice on selection and the use and maintenance of the
equipment is contained in the relevant chapter of British.
It is most important that the face piece incorporated in respirators and breathing
apparatus is fitted correctly to prevent leakage. The wearing of spectacles, unless
adequately designed for the purpose or of breads and whiskers is likely to adversely
affect the face seal, one must be very careful about it.

a) Respirators

The respirator selected must be of the type/design specified to protected the hazards
being met.
The most common type is the dust respirator which gives protection against dust and
aerosol sprays but not against gases. These are many type of dust respirators available but
they are generally of the or nasal type, i.e. half mask covering the nose and mouth. Many
types of light, simple face masks are also available and are extremely useful for
protecting against the non toxic sprays but should never be used in place of proper
protection against harmful dust or sprays.

The positive pressure power dust respirator incorporates a face piece connected by tube
to a battery powered blower unit carried by the wearer to create a positive pressure. In the
face piece and thus make breathing easier and reduce face seal leakage.

The cartridge type of respirator consists of a full-face piece or half mask connected to a
replaceable cartridge containing absorbent or absorbent material contained in a
replaceable canister carried in a sling. This type gives considerably more protection than
the cartridge type.

The filters, canisters and cartridge incorporated in respirator are designed to provide
protection against certain specified dusts or gases. Different types are available to provide
protection against different hazards; hence it is important that the appropriate type is
selected for the particular circumstances or condition being encountered. It must be
remembered that they have a limited effectives life and must be replaced at the intervals
as per the manufacturers instructions.

Respirator provide no protection against oxygen deficient atmosphere. They should never
be used to provide protection in confined spaces such as tanks cofferdams, double
bottoms or other similar spaces against dangerous fume, gases or vapours. Only breathing
apparatus (self-contained or air- lined) is capable of doing protection in such
circumstances.

b) Breathing Apparatus

The type of breathing apparatus to be used when entering a spaces that is known to be or
suspected of being deficient in oxygen or containing toxic gases or vapors is described
earlier.
Breathing apparatus not be used under water unless the equipment is suitable for the
purpose and that too only in an emergency.

c) Resuscitators

it is recommended that the resuscitators of an appropriate kind should be provided when

any person may be required to enter any dangerous place.
(3.2.5) HAND AND FOOT PROTECTION
a) Gloves
The correct type of gloves should be chosen depending upon the hazard being faced and
the kind of work being undertaken. Leather gloves are generally best.

When handling rough or sharp objects. Heat resistant gloves when handling hot objects
and rubber synthetic or PVC gloves when handling acids. Alkaline, various types of oils
solvents and chemicals. The exact type selected will depend upon the particular
substances being handled and in these cases expert advice should be followed.
b) Footwear
Foot injuries most often result from the wearing of unsuitable footwear rather than
from failure to wear safety shoes or boots. It is strongly advisable that all personnel
while at work on board ship, wear appropriate safety foot wear. The hazards
commonly encountered cause injury as result of impact, penetration through the sole
slipping, heat and crushing. Safety footwear are available which are designed to
protect against above mentioned hazards, manufactured to various British standards
according to the danger involved.

(3.2.6) PROTECTION FROM FALLS

All seaman working aloft, outboard or below decks or in any other area where there is
a risk of falling from more than 2 meters, should wear a safety harness (or belt with
shock absorber) attached to a life line. There is tendency for seafarers to add lengths
of line to allow greater freedom of movement which can result in a larger distances or
travels (fall) before being brought up and consequent injury.

Likewise if a vessel is shipping seas persons on deck should wear a harness and
where practicable should be secured by life line as protection from falls and from
being washed overboard or against the adjacent ships structure.

Internal clamp devices allow more freedom in movement.

(3.2.7) BODY PROTECTION

Special outwear may be needed for protection when the seaman is exposed to contact
with irritating or corrosive. These apparels should be used for the particular purpose
they are meant for. There are many types of apparels provided for different purpose
for protection.

(3.2.8) PROTECTION AGAINST DROWNING

Where work is carried out over side or in an exposed position and there is a
reasonable risk of falling or being washed away overboard, or where work is being
carried out in or from a ships life buoy with sufficient life line should be provided. In
addition to above and as appropriate a life jackets should also be provided to each
 person involved in work. For guidelines, standard marine type lifejackets are not
suitable for outboard work. An inflatable type, operated by water is an answer to this
problem although it has been reported that heavy rain can trigger the mechanism.

CHAPTER #4

SAFE THINKING AND ACCIDENT PREVENTION ON

BOARD

(4.1) Accidents/ incidents and near misses

Apparently minor causes result often into major accidents. The data gathered. In
relation to the accidents show that for every single serious accident there have been
six hundred very close or near misses which would have otherwise been resulted into
the criteria of major accidents.

The major causes of accidents may be listed below:

Lack of concentration
Hurry
Careless handling of the job (or the careless attitude).
Not resorting to safe working practices.
Inexperience of doing a particular job.
Over confidence
Miss judgment
Working while under the influence of drugs or alcohol.
Inability to foresee an imminent danger.

These are some of the factors responsible for accidents. The aim of this chapter is to
develop a habit/ encourage to avoid accidents by resorting to safe working practices
which are established and recommended. The utmost aim should be take care of yourself
and others.

(4.2) ILO Code of practice on accidents prevention on board ship

The objective of this book is to provide practical guidelines on safety and health in
shipboard work in an order to:

Prevent accidents, diseases and other harmful effects on the health of seafarer arising
from employment on board ship at sea and in port.
Ensuring that the responsibility for safety and health is understood and remained a
priority for all concerned with in maritime transport including government, ship owners
and seafarers.

Promoting consultation ands cooperation among government as well as ship owners and
seafarers organization in the improvement of safety and health on board ship.

Code also provides guidelines in the implementation of provisions of the prevention of

occupational accidents to seafarer convention 1970 (no 134) and recommendation 1970
(no. 142) as well as other applicable ILO convention and recommendations.

(4.3) MAJOR HIGHLIGHTS OF THE CODES

Safety Officer: An officer designated by ship owner or the master and is/ are responsible
for the tasks associated with ship board safety and health.

Safety policy: this is in the form of a document in which the ship owners highlights
board terms the commitments, aims and objectives.

Safety programmes: It details the design to implement the ideals and intentions
expressed the safety policies.

Safety representatives: Is a member elected from the crew or appointed by them to

serve on ship board safety and health committee.

Ship board safety and health committee: This committee examines and deals in
relation to all aspects of ship board safety health and related issue.

Reporting of accidents: the purpose of accident reporting procedures are specified in

writing on a form issued to seafarer entrusted with hazardous work.

General ship board safety and health consideration: a good house keeping has a great
roll in the prevention of accidents and every crew member should be trained in this until
it takes the form of their working practices.

Ship board emergencies and emergency equipment: the national and international
requirements governing equipments muster drills and training should be strictly
complied.

Carriage of dangerous goods: the IMDG (International Maritime dangerous good

code) and national rules and regulation are to observed.

(4.4) ACCESS, TRANSIT AND DISEMBARKING

Access to and front the ship

Transit around the ship

Safe access routes

 Ship board slips and falls

From the very moment a person steps on a ships accommodation ladder, he should be
aware that he is treading into a potentially hazard area. This message should be clearly
indicated at the bottom on the gangway with personal protective equipment requirement,
smoking regulation and restricted access information etc.

Maritime administration places an obligation on ship owners (and their representative

the master) to provide a safe means of access to and from the vessel. This is usually
complied with by using an accommodation ladder. It is imperative that the
accommodation ladder or gangway is correctly rigged, adjusted to suit the prevailing
condition, well lit and easily accessible. A safety net correctly adjusted, should always be
fitted. If access is by means of shore facilities it is usually the responsibility of the master
to ensure that it is correctly rigged. The safe working load and maximum number of
persons allowed in an accommodation ladder must be clearly marked and never
exceeded.

If access to the vessel is by gang- way, gang- plank or rope ladder must be safety
rigged, well lit an must be in compliance with appropriate local legislation. Life buoys
with line and quoits attached should be available at all points of access to the vessel and
should be of type with self/ water activated lights.

Extreme care should be taken while embarking and disembarking any vessel. Whenever a
ladder or other means of access is being rigged, the personnel involved should wear the
basic safety equipment considered as the norm as well as additional safety gear, including
safety harnesses and buoyancy aids.

Safe access and transit routes around the ship should be clearly marked either by painted
lines on the deck or by using safety tape. These safe routes should avoid hazards such as
cargo lifts, operation, machinery spaces or pump, rooms etc. on vessel where cargo
operation moves around, vessel tape is a better as it can be moved from place to place as
to allow access clear of ongoing cargo work.

Decks should be kept clear, as far as possible, of cargo, debris tools and similar
obstructions and all potential tripping hazards such as securing lugs, sounding pipes,
butter worth lids and pad eyes should be painted in a contrasting color to highlight the
hazards. Personnel visiting the vessel, including pilots, superintendents, supernumeraries
and shore workers, should be escorted on board by a responsible member of the ships
crew and guided to their way to avoid hazards. Hard hats should be kept at the top of the
gangway in case people arrive without having their own. Any ladder stairway and access
routes should be well maintained and well lit. indeed all lighting should be regularly
checked, particularly prior to arrival in port.

If access is required to holds, cargo spaces by the surveyors or inspector then all the
potential hazards should be pointed out and the correct personnel protective equipment
should be donned. If the ship owners requirements are not met by visiting personnel then
the access should be denied until the situation is rectified.

Whatever the reason may be for individuals being on board ship, they must always be
aware of potential hazards and proceed with caution. Common sense should prevail as
slips and falls cause about 45% of personnel injuries. One should always be very agile,
careful and obey all safety rules/ regulations.

Far too many injuries and even fatalities happen when personnel are embarking or
disembarking vessel. So, extra caution is recommended during these activities.

Safe Gangway Ensure that the gangway is maintained safe for use of ship board and
shore personnel. A net must be made under the gangway. In case the gangway is not safe
or the net is not in its place than the duty quarter master should be informed immediately.

The gangway net should be made fast before any one goes ashore. The net
provides safety in case of accidental fall of any person while crossing the
gangway.
The net should cover the entire length of the gangway.
Gangway must be provided with proper lighting arrangements.
Gangway must be kept free from oil, grease, garbage, cargo etc. and should
always be clean. In the case of gangway being slippery a warning notice should
be displayed.
Gangway/boat/accommodation ladder should be put out in such a place where
there is no possibility of cargo falling on a person using the ladder.
Gangway railing and ropes should be always kept tight.
Gangway should be adjusted and tight properly as per changes in the tides.
All wires used for the gangway should be periodically checked and remain in
good conditions.
If a handle is used to heave or lower the gangway is should be immediately
removed.

(4.5) PAINTING: Since all the paints give out harmful gases which are inflammable
also, in this case becomes necessary to observe certain safety measures.

The place being painted should be well ventilated.

Use the mask while spray painting.
Never use naked light in a paint store or a place being painted.
Goggles and gloves should be used while painting.
Switch of the machinery before painting it.
Paint hose should be covered by plastic pipe to prevent its damage.
While painting shipside life jackets and safety harness should be donned and the
life buoys should be kept ready.
When painting the rear part keep the engineer informed so that he propeller is not
used.
When a raft is being used ensure that safety railing being provided.
(4.6) MOORING AND ANCHORING OPERATIONS

Anchoring
 Mooring operations
Good practices
Handling wires and ropes
Taking a tug

The fairly routine activities of mooring un breathing and anchoring vessels often lead to
serious injuries and even fatalities. With careful planning and relevant training, most of
these accidents can be avoided. The loads and forces experienced in ships ropes and
wires during mooring operations can be considerable and due caution needs to be
exercised at all times.

(4.6.1) ANCHORING

All personnel involved in anchoring operations should wear the basic personal safety
equipment. Goggles and dust masks should also be worn by all persons in the vicinity to
avoid the hazards of flying rusts, debris and mud as the anchor and cable is paid out. The
anchor should be paid out in a controlled manner, usually on the brake, with continuous
communication with the wheel house.

A potential hazards which is not always taken into account is that of sea snakes. Although
this is not a world wide problem but persons involved in stowing the anchor should be
aware of this potential danger. Personnel should not stand in line with the cable but
should stand to one side when letting go or heaving the anchor.

The working areas should be anti- slip and if raised platforms are used, correctly
secured gratings are recommended. Guards on windlasses should be secured and in good
conditions. Power supply lines or pipes for steam hydraulic oil, etc. should be maintained
in good condition, correctly secured and where necessary protected with covers and
insulation.

Anchor should be secured for sea with care. The guillotine should be dropped and
secured and additional securing wires arranged so as to avoid the anchors being
inadvertently dropped at sea. Spur ling pipe cover should be closed and cemented to
avoid flooding of chain lockers but they should only be attempted when anchors and
cables have been secured.

(4.6.2) MOORING OPERATIONS

This is very important on ship while entering and leaving dropped considerable care is to
be executed with the stowage of wire and ropes as well as the maintenance of roller fair-
leads, bits winch drums, brakes and clutches etc.

Mooring ropes and wires should be regularly inspected and maintained. They should be
carefully stowed, preferably off the deck on pellets on order to keep them away from
moisture, chemicals ad other substances which may harm them. Ropes should be protect
from direct sunlight and sea water when they are stowed on deck, on reels or drums.
Wires ropes should be treated wit suitable lubricants which should be worked into the
core of the wire to avoid the rope from corrosion.
When handling wires and ropes, seafarer should wear leather gloves to prevent hand
injuries. However, when turning ropes on drum ends, extreme care should be exercised as
gloves could become entrapped. Ropes and wires should be flagged out on the deck prior
to arrival at the port and arrange them to help the operation being smooth. Personnel
should never sand in the bight of the ropes. Sufficient personnel should be assigned to the
mooring operation and one person each should be designated as winch/windlass driver.

While responsible for driving the winch the driver should remain attentive and in close
communication with the officer in charge. All seaman should be aware of the potential
hazard involved in moorings and should remain in position of safety as far as possible.
Care should be exercised when throwing lines to avoid hitting people with the Monkeys
fist.

It should be remembered that Nylon, Polyester and Polypropylene ropes unlike natural
fiber ropes give no audible indication of imminent breaking due to overloading, if it
appears that ropes are coming under excessive strain the load should be reduced. When a
rope is being run on the drum a maximum of three runs should be used and this should be
control by one man with another coiling ropes as it comes off the drum end.

When alongside, the mooring should be constantly monitored and sufficient personnel
allocated for attending the moorings. This is particularly essential in tidal waters and on
vessel with high loading and discharging rates.

On some vessels, mooring operation can be quite awkward than on others. In either case,
the operation should be well planned and all personnel involved should be familiar with
the proposed mooring procedures and should work with utmost alertness.

When making fast a tug it should be remembered that the ship has little control over tugs
maneuvers and that the tug can apply load at any time. Wherever possible the ships lines
should be used in order to have control over the condition of the tugs wires or ropes. In
some parts of the world, the tug ropes are in excellent conditions, but this is not always
the case.

In conclusion, good seamanship and the use of the correct personnel protective
equipment plays a vital role in the prevention of injury during mooring and anchoring
operations.

(4.7) SHIP/SHORE SAFETY CHECK LIST

There are certain points which are covered in this check list and which help to determine
the safety practices being adopted on the ship/ tanker. These are as follows.

Is the ship securely moored?

Are emergency towing wires correctly positioned?
Is there safe access between ship and shore?
In the ship ready to move under its own power?
 Is there an effective deck watch in attached on board and adequate supervision on
the terminal?
Is the agreed ship/shore communication systems operative?
Has the emergency signal (to be used by the ship and shore) been explained and
understood?
Have the procedures for the cargo, bunker and ballast handling been agreed?
Have the hazards associated with toxic substances in the cargo being handled
identified and understood?
Has the emergency shutdown procedures been agreed?
Are fire hoses and fire fighting equipment on board and ashore positioned and
ready for use?
Are cargo and bunker hoses/ arms in good conditions properly rigged and
appropriate for the service intended?
Are scuppers effectively plugged and drip trays in position, both on board and
ashore?
Are unused cargo and bunker connections properly secured with blank flanges
fully bolted?
Are sea and over board discharge valve, when not in use, closed and visibly
secured?
Are all cargo and bunker tanks lids closed?
Has the operation of the P/V valve and/ or the high velocity vents being verified
are the hand torches of the approved type?
Are the ships man radio transmitter aerials earthed and radars switched off?
Are electric cables to the portable electric equipment disconnected from power?
Are all external doors and ports in the accommodation closed?
Are window type air-conditioning units disconnected?
Are air conditioning intakes, which may permit the entry of cargo vapours closed?
Are the requirements for use of galley equipment and other cooking appliance
being observed?
Weather smoking regulations being observed?
Weather necked light regulations being observed?
Is there any emergency escape provisions?
Are there sufficient personnel on board or shore to deal with the emergency?
Are ship and shore connections adequately insulated?
Have measures been taken to ensure sufficient pump room ventilation?
Is the ship capable of closed loading and the requirements for closed operations
being agreed?
Has vapour return line being disconnected/
If a vapour return line is connected, have operating parameters being agreed?
Are ship emergency fire control plans located externally?

(4.8) DANGERS OF STATIC:

While discharging oil cargo pressure tanks should not be used as it may
lead to fire or explosion?
Never allow water to fall from height if empty tank being filled. For this
lower the hose till it is resting on the top of the tank. This should be
connected to the ships structure, initially the tank should be filled up
slowly and when the hose is fully immersed the rate should be gradually
decreased?

Water hoses should be electrically earthed before putting the machine in

the tank and water supply opened for filling the hoses?

Machine should be first removed from the tank should not be more than
49C ?

Number of machines should be limited?

Sounding rods and ullage tapes should be made of plastic?

A static charge in a tank may take at least 6 hours to decay after the
washing of the tanks?

If the wash water is taken from slop tanks, oil contaminated water can
create higher static charges?

During the rolling and pitching of the ship, ballast water from slack tanks
can splash about and create statically charged mist in the ullage spaces?
(4.9) ENCLOSED SPACE ENTRY PERMIT

To be completed as applicable by officer in charge of entry and approved by master

before spaces is entered:

Space to be entered
Reason
Entry and exit points
Atmosphere checked by
Reading Oxygen ___ Toxic_____
HC ____
Name of person entering
Time/date of entry
Expected time to exit
Communication Method
Frequency
Link man outside space Name

Officer on bridge/ deck informed

Type of ventilation in use
Personal oxygen meter checked
S.C.B.A. ready outside spaces
S.C.B.A pressure guage reading
Resuscitation equipment ready and checked
Rescue line, harness and safety lamp ready

SIGNED____________________
________________________
OFFICER INCHARGE MASTER

Date: _______________ Time: ____________

 (4.10) ELECTRICAL ISOLATION CERTIFICATE

To be filled in whenever any person other than electrician is going to work on any
equipment where there could be a hazard of electric shock, if the electrical part is not
properly isolated.

This permit is valid from ---------------------------------------------- Date & Time

This permit is valid upto ------------------------------------------------Date & time

Equipment on which the work is done------------------------------------------------

Work to be done --------------------------------------------------------------

Work to be done by --------------------------------------------------------------

Supply isolated by electrician at ----------------------------------------------------------

Work completed and cleared by---------------------------------------------------------------

Name of person reporting work completion----------------------------------------------------

Supply reconnected by electrician at ------------------------------------------------------------

-------------------------------------------
Signature
Of
Responsible officer or electrician

Permit should be filled in and given to person doing the job, who must return to the
responsible officer after completion of the job
 (4.11) HOT WORK PERMIT
Date: _________________

Description of work:__________________________________________

Location:_____________________________________________________________

Duration of permit (maximum 6 hrs.) from __________ to _____________

SAFETY CHECKS

Area cleared of combustible materials

Weather adjacent compartments gas free/inerted
No bunker transfer operation/ballast movement in progress
All liquid and vapour lines isolate to area
Fire equipment made ready
Fire watchman posted and instructed
Communication established between fire watchman and bridge
Emergency procedures discussed
Port approval if required is obtained

SPECIAL PRECAUTIONS

Officer In charge Of Safety approval granted by

Name: ___________________ _________________

Rank:___________________ MASTER

Date:.

Time:..
 CHAPTER #5

COMMUNICATION

(5.1) INTRODUCTION

The word communication has been derived from Latin word communis which means
common. It is a process of transferring/ exchanging understanding/ sharing of ideas, facts
opinions, information between two or more persons. When people communicate
exchange of message takes places upon which decisions can be taken. For
communication to be successfully, both persons must understand each other in order to
know why the communication is taking place.

The following diagram shows the process of communication;

Sender
Receiver
Feedback
Media
(a) Interpersonal communication: communication between two or more people.
Small group of people that the does not involve mass communication or public
speaking
(b) Intra personal communication: communication with oneself or within oneself.

(5.2) IMPORTANCE OF COMMUNICATION:

Communication works as a backbone in any organized setup. Effective communication is

a must at all levels in any organization for creating an environment in which people work
together for achieving targets successfully. Communication is the most effective tool in
the hands of he management by which it can communicate with their employee about the
policies of the organization, set the targets, note their grievances and their expectations,
take them into confidence in order to avoid any misunderstanding thus establishing an
effective and successfully employer- employee relationship.

(5.3) OBJECTIVES OF COMMUNICATION:

The objectives of communication are:

Develop information and understanding needed for group effort.

 To check the flow of misinformation, rumors and any negative information not
conductive to healthy management workers relationship, organizational setup of
the working environment.
Employee motivation, cooperation and job satisfaction.
To invite ideas and suggestions from subordinates.
Improvement of Top/Middle/Lower management relationship.
To satisfy basic human needs i.e. need for recognition, self actualization and sense of
belonging.

(5.4) TYPE OF COMMUNICATION:

1) Oral/Verbal (speaking)
2) Non Verbal ( Body Language)

a) Written (signs and Symbols)

b) Audio Visual ( TV, VCR Tape recorder etc)
c) Gestures / Body language

(5.5)- ADVANTAGES OF ORAL COMMUNICATION:

Being direct it involves gestures making it more effective and personalized, less time
consuming involves effective use of body language making it dramatized hence adding
element of effectiveness.
It is a two way communication (questions asked, ideas exchanged), flexible,
Effective and less time consuming

(5.6) ADVANTAGE OF WRITING COMMUNICATION:

The written communication has a distinct edge over oral communication in the following
manners:

Authority

Permanence

Economical

Accuracy

Coverage

(5.7)- PARTS OF COMMUNICATION:

Speaking - 30%
Listening 40%
Reading 16%
Writing 9%

Whole purpose of communication is to obtain feedback Reply/ Response/Action

(5.8) EFFECTIVE COMMUNICATION:

The most significant factor in communication is the persons commitment to the

importance of effective communication. Effective communication is vital to achievement
of organizational goals. The attitude of casualness in communication can create
interpersonal difference in any organization, making it non- functional. To be able to
relate well to other, it is very essential that we communicate clearly and effectively.
effective communication mans the right way of speaking and listening to others.

(5.9) EFFECTIVE TRANSMISSION AND LISTENING:

The important attitude people adopt while listening to or transmitting a message are;

LISTENING ATTITUDE TRANSMITTING ATTITUDE

Emphatic Advising
Sympathetic Blaming
Attentive Emphatic
Hostile Sarcastic
Sceptic Corrective
Reflective Hostile
Indifferent Defiant
Rejective Defensive
Biased Accepting
Filtered Respecting
Blocked Honest
Prejudiced Sympathetic
Selective Criticizing

(5.10) MEANS/WAYS OF RESPONSE:

Affirmative yes. (Suitable phrase in full)

Negative - no (Appropriate phrase)
If information not immediately available but will soon be, use stand by
Where information not available, use no information
When message is not properly heard, say again
Where message is not understood, message not understand

(5.11) FUNCTIONS OF COMMUNICATION: These are divided into 4 specific

categories

1) Information function- provides information needed for management.

2) Command and instructive functions- serve to make the employee aware of

their obligations to the formal organizations and provide guidance as to how to
perform their duties adequately.

3) Motivational functions- messages used to motivate persons to work better for

the organization.
 4) The integrative function- communication helps a lot to work in an organization
rather haphazard one.

(5.12) THERE ARE THERE CIRCUITS OF INFORMATION:

Upwards knowing feedback about orders,

Ideas, action, reactions attitude,
Downward involving instructions, directions,
Clarifications, regulations, orders,
Policies & procedures.
Cross contact between 2 equal ranking officers

(5.13) FEEDBACK

For effective communication feedback plays a crucial role. For feedback to be effective,
the implication of effective and effective feedback should be properly understood.

EFFECTIVE FEEDBACK INEFCTIVE FEEDBACK

Intends to help the employee Intends to belt the employee
Is specific Is general
Is descriptive Is evaluated
Is useful Is inappropriate
Is timely Is untimely
Is considered important Makes the employee defensive
Is clear Is not understandable
Is valid Is inaccurate

Past grievances should not overlap with current sources of dissatisfaction as the
beneficial effect will be diminished, the only result being as angry retaliation.
In other words if A wants to communicate something to B the various elements to
importance are;

What A thinks he says

What A actually says
What B thinks he hears
What B actually hears
What B actually says in reply
What A thinks he hears B says

The following eight behaviors are associated with effective communication skills;

Eye contact
Exhibit affirmative head nods and appropriate expression
 Avoid destructive actions
Ask questions at appropriate times
Paraphrase
Avoid interrupting the speaker
Dont over talk
Make smooth transition between the roles of speaker and listener.

(5.14) CRITICL FEEDBACK: if you feel it is necessary to give critical feedback. Use
the +ive ive +ive response pattern respectively. That is, to, to begin and end with
positive statement.
e.g. you have been very good about meeting the deadlines (+ive) until now, so I
was disappointed to find that your current piece of work was not ready on time (-ive).
However I have great faith in your ability to complete it as quickly as possible (+ive)
also when doing so, you should deal with one point at a time for its to be truly effective.

(5.15) BODY LANGUAGE OR NON VERBAL COMMUNICATION:

Body language is the language spoken by your body in the form of,

a) Gestures :- sings, which a person can read and understand

b) Postures :- position of your body the way you sit, stand, walk or hold yourself.
c) Facial expressions :- changes in the appearances of the face i.e. anger happiness
sadness
(related to eyes) hate etc

Un- assertive (Not sure) Assertive (Sure)

Rounded shoulders, head down, eyes Straight shoulders, head straight up, relaxed
down, holding hands tightly, shuffling arms and hands, fast walk, standing
walk, no gestures, touching hair/face/body straight, gestures, head movements.
parts, fingers in mouth scratching
Shifting eyes, not looking at the person, Looking directly at other when speaking
looking into space, biting lips, covering smiling relaxed face, interested eyes.
mouth, when talking serious worried face
licking lips, putting out tongue, nervous
laugh, cough
Speaking too softly, slowly, starting loud, Speaking with expression loudly, clearly,
fading away whispering saying something speaking surely, briefly, positively, using
negative, as if asking question, crying correct words, ending positively.
voice, no expression, stammering, saying
you know, I means laughing etc

(5.16) COMMUNICATIVE DISTANCES:

Effective distances in various interactions for effective communication are

a) When talking to a person stand neither too close nor too far. Comfortable
distance while talking is handshake distance
b) Dont touch another person unless required.
 (5.17) BARRIER TO EFFECTIVE COMMUNICATION:

1) Cross Cultural Communication: cross cultured factors create the potential for
increased communication problems. There is a number of contributing factors leading
to communication breakdown across cultures. The main problem includes;

a) Barriers caused by semantics- words means different things to different

people. This is particularly true for people of different cultures.

b) Barriers caused by word connotation- words imply different things in

different languages.

c) Barriers caused by tone differences in some cultures it is formal, in other

it is informal and consequently the tone change depending on the context.

d) Barriers caused by differences among perception - people speaking

different languages view the world in different ways, they are taught to see
things in different way.

2) prejudices/ Biased: Every individual has his own set of attitudes towards a
particular issue/ situation. This positive or negative attitudes called prejudice may
disturb a smooth flow of communication and can strain relationship between
superiors and subordinates leading them to become completely non functions.

3) stereotyping problem: another barriers to communication is stereotyping, which

is a tendency to perceive the other person as belonging to a signals class/ category. It
is very simple, widely used way of constructing and assuming overall profile of the
other person.
For example, people who believe all Arabs are Muslim, all Italian belong to
Mafia, all Australians drinks nothing except beer, all Norwegians are good
seaman. Of course preceding statements are not correct but nevertheless stereotype of
other exit in each one of us.

4)The Block Mind; as a hypothesis for consideration, the major barrier to effective
communication is our very natural tendency to judge, to evaluate, to approve or
disprove statement made by people

5) Differing in status of communication; A difference in status of

communication lead to inhibitions and apprehensiveness among them, and
hinders the smooth flow of communication

6) Filtering of information; due to improper channels of

Communication, a sender might
Manipulate information so that it might be seen more favorably by the receiver. This
process is called filtering, and is a major barrier to effective communication.

HUMAN SEMANTIC TECHNICAL

Personal evaluation World interpretations Geographical distances

Basic Gesture decoding Mechanical failure
Perceptual variation (Handshake, yawns Physical obstructions
Etc)
Competencies Language translation Technological
malfunctions
Sensual abilities Sign & symbols Concrete obstacles
Mental faculties Cue meaning Time lags
Sight, Touch, Hearing
Taste)

I didnt say that I didnt say it. I said that I didnt

Say that I said it. I want to make that very clear.
-G. Romney

This above statement explains the complexity of ineffective transference and the
importance of effective communication. Thus as a simple rule to follow one should
emphasize on clear and understandable modes of communication, otherwise there is a
chance of miscommunication and information distortion from reality.

(5.18) REMOVAL OF COMMUNICATION BARRIERS:

Important message/ information should be communicated in writing.

To ensure that message has been received at the other end.
The disadvantages of the distance barrier should be overcome.
It should be a continuous process
The speaker should be sensitive toward his/her audience and considerate.
Feedback should be used to improve the communication process.
Repetition of message is useful
Message should be timely communicated.

(5.19) CONDITIONS FOR EFFECTIVE COMMUNICATION:

Scholz describes some of the factors which influences the effectiveness of

communication. These are as under:

The credibility of the communication and the motive attributed to him have a
influence on the reception of his message.
The most successful communication are those which reinforce at least some of the
audience belief.
People are interested first in people, then in styles and then in ideas.
Better to communicate information little by little over a period of time than at
once.
It should be interesting by making short sentences.
For changes of opinion. Oral communication tends to be more effective than
written word.
 Mass communication is an effective agent of change.

(5.20) COMMUNICATION IN ENGLISH:

English is widely accepted as the international language of shipping and fact the
international convention on standards of training, certification and watch keeping for
seafarer 1978 (STCW78) requires the master and all deck officers to be capable of
speaking English. However the convention does not requires engineer officer and chief
stewards to speak English and yet chief stewards have to negotiate with ship chandlers.
For the commercial efficiency of ships it is just as important for chief engineer and chief
stewards to speak English as it is for the master an deck officers.
In the past when certain British liner companies has long term polices of
employing Indian Ratings, officer were encouraged to learn Hindustani. But today when
officers may sail with ratings from different countries is successive ships, it is difficult if
not impossible to encourage them to learn to speak the language of any ratings who might
be employed.
For day to day management of the ship it is a common and quite acceptable
practice to appoint a leading ratings (e.g. Bosun) to act as translator between the chief
mate and ratings. However this is a dangerous way of manning a ship for, in crisis
situation the one translator may not be at the scene of the crisis, or worse still, may have
been killed or injured.
Another aspect of this dangerous practice of employing a single translator is that a
rating may call out a warning in a ships language. Ways of upgrading safety standard in
multi- language crew should be considered by the ship owner/manager and recruiting
agents etc.

(5.21) ALARM SYSTEM:-

The general emergency alarm system should be capable of sounding the general alarm
signal consisting of seven or more short blast followed by one long ballast on the ships
whistle or siren and other additionally on a electrically operated bell or Klaxon or other
equipment warning system, which shall be powered by ships main supply and
emergency source of electric power.

The system shall be capable of operation from the navigation. Bridge except of ships
whistle and also from other strategic points. The systems shall be audible throughout all
the accommodation and normal crew working spaces.

All emergency means comprising either fixed or portable equipment or both shall be
provided for two way communication between emergency control stations, muster and
embarkation stations and strategic positions on board.

A general emergency alarm systems shall be provided and shall be used for summoning
passenger and crew to muster station and to initiate the actions included in the muster list.
Either a public address systems or other suitable means of communication shall
supplement the systems.

The public address systems should have a loud speaker installation enabling the broadcast
of message into all spaces where crew and passenger are present. It should allow for the
broadcast of message form navigation bridge and other places as administration deems
necessary, should be protected against unauthorized use and installed with regard to
acoustically marginal conditions.

(5.22) METHODS OF COMMUNICATIONS/ ATRACTING ATTENTION AND

INDICATING POSITION;

a) VHF, Radio Telephony, Radio Telephony (between ships Coast station)

b) Walkie talkie (can establish contact within 24 NM)
c) Sound signals (continuous ringing of bell, Klaxon etc)
d) Semaphore
e) Distress rockets, flare smoke floats
f) Aldis lamp /search lights
g) EPIRB (world wide in colabration of GMDSS)
h) SART (Max. range 24MM/subject to quality of radars )
i) Lifeboat radio (Obsolete)
j) Auto alarm / R.T. receiver

(5.23) GMDSS is a worldwide plan for maritime safety through international

cooperation. This systems brings together MF, HF, VHF and satellite systems to ensure
that a ship in distress is assured of assistance, irrespective of its distances
It does not have any ranger restriction as in MF, HF and VHF,
To assist a ship in distress it is imperative that

Search and rescue authorities ashore are alerted.

Ships in the vicinity be known, identified and informed accordingly.

To achieve this purpose, Navigable area are divided into four sectors and ships are
adequately equipped as per their respective area.
A1 Upto 40KM of VHF coast station.
A2 Upto 250 KM of MF coast station
A3 Beyond 250 KM but within Inmarsat range
A4 All the above plus Cospass- Sarsat range (polar region)

GMDSS requirements pertaining to communication are to be fitted in ships 300 GRT and
above with effect from 01/02/1999.

(5.24) SATELLITE COMMUNICATION:-

INMARSAT; International maritime satellite organization with operation control center

(OCC) in London established in 1982 for providing global communication for

a) Efficient management of shipping

b) Public correspondences
c) Assistance in distress and search and rescue
INMARSAT A :- provides voice and telex communication.

INMARSAT B :- provides digital version of INMARSAT A

INMARSAT C :- provides only telex communication

INMARSAT M :- provides only voice communication

Satellite are available over every ocean and thus immediate communication can be
established which reduces atmosphere disturbance and available 24 hours.

EPIRB (Emergency position indicating radio beacon) :- vessel now must be equipped
with EPIRB that immediately sends signals received by coast. Earth station via satellite
when released in water. It also has hydrostatic release that release the EPIRB in case a
vessel sinks.

SART (Search & rescue Transponder) :- assists vessel in locating survival crafts when
interrogated ships radar.

(5.25)- SHIP STATION LICENCE:

No station can operate unless appropriate authority issue license, namely

The wireless adviser

To the government of India
Ministry of communication, new Delhi, India

This license is known as ship station license and renewed every calendar years.

Use of wireless in Indian harbors is prohibited

Communication should preferably be carried out on VHF and is restricted to,

a) Port operation
b) Private channel licensed by the government
c) Safety traffic through coast station
d) Inter ship communication
(must avoid working channels of ports, channel 16 etc)

(5.26) DISTRESS MESSAGE:

Whenever vessel is in distress and needs immediate assistance, master or officer- in-
charge sends distress message in the following format,
May day ( thrice)
This is . (name and/ or call sign of the vessel in distress) (thrice)
May day (one time)
Name and/ or call sign of vessel (one time)
Position of vessel
Nature of distress
Type of assistance required
Number of persons on board
Any additional information to facilitate rescue.

Ship Acknowledging receipt of Distress;

Furnish soon as possible to the ship in distress

Name and/ or call sign of his ship
Proceeding for rescue
Her position
Her speed
Estimated time of arrival at the position of distress

Urgency communication:- concerns safety of ship or person

Safety communication :- concerns navigational or meteorological warning.

CHAPTER #6

INTER PERSONAL RELATIONSHIP

(6.1) INTRODUCTION

Productivity of any organization or work unit depends upon the people working in that
unit. Given the same input people can produce more if they work more thus increasing
the productivity of the unit. The question is how to make people achieve more or better
their achievement? this issue requires an understanding of what motivates people to
work more and in better from..

A chief Executive by definition is on who is involved in planning, organizing,

coordinating and executing the various activities to achieve its stated goal and is
constantly interacting with people or his subordinates (in the office or on ship) and
Supervision their work. As an administrator he also subordinates to some higher authority
and with fellow workers. Thus all his interactions with different group of people
influence his administration. He needs to understand the dynamics of human behaviour.
He will be able to perform his tasks much better if he has some insight into questions.
Such as the followings.

Why do the people behave the way they do?

What are some of the significant things people look for in their job?
 How could work be designed or personnel be motivated to provide maximum
satisfaction to people and their needs?
How can one understand the motives or needs of a particular employee?
How can a climate be created where the maximum utilization of human talents is
possible.
How can the staff be helped to perform to their maximum?
How to gain the commitment of an employee?

Actually, a persons behavior is directed by several needs which are as follows:

Basic needs
Safety and security
Love and affection
Power, prestige, recognition, achievement, status and other higher social needs.
Self actualization or self esteem..

(6.2) SELF ESTEEM

Once all these needs are satisfied, one should know his own ability and potential and use
them to their maximum. Their behaviour is directed by the self esteem need or social ned,
these are several in numbers.
Some important motives or factors relevant to influences a persons behavior

Motives Meaning Behavior indicator

Achievement Person motivated by this strive for Persons dominated by this
excellence. motive are quality
conscious and drive
pleasure in diligently
achieving their targets.
Affiliation Desire for keeping Persons are gregarious in
Affectionate relationship nature
Power Desire to be superior Extrovert
Extension Supportive Philanthropist in nature
Aggression Garrulous Argumentative
Dependence Not self reliant Introvert. Follower
Independence Self- reliant Ability to exert
Security Assurance Insecurity leading to
frustration
Status and prestige Seeking reverence. Automatic in nature

Recognition Identification Will to be recognized

Activity Belief in action Constantly on move

People having need for affiliation, work well if such work satisfies their desire to get love
and affection from those who matter. It is essential to design a warm and healthy work
environment which may simulate people to work hard and yield best results. While it may
be too ambitious for a administrator to aim at creating conditions that help people to
reach self actualization level or self esteem level. An administrator can do well in
creating conditions that keep people away from frustration and keep them constantly
striving to put forth their best in achieving their objective.

They can work on following dimensions:-

Create conditions where workers energies are not expanded totally in meeting
their basic needs.
Create a climate for inter- dependent work rather than dependency.
Create a competitive climate through recognition of work
Crete productive climate through personal examples.
Create a climate of approach and problem solving rather then avoidance.
Motivate individually through guidance and counseling

(6.3) TRANSACTIONAL ANALYSIS

Eric Berne is credited with starting the TA movement with his best selling book Games
people play and it was further popularized by Thomas Harries in the book IM OK.
YOURE OK. It is based on well developed psychoanalytic theoretical base.

There are 3 major areas of transactional analysis:

1. Ego states
2. Strokes and games
3. Transactions

(4.6) EGO STATES:

The ego plays a very important role in personality development of an individual .it
represents reality. It is not observable; it is used to help explain the complex dynamics of
the human psychology. Transactional analysis uses this psycholoanalytic theory as
background three important ego states:

1.Child ego state

2. Adult ego state
3. Parent ego state

Child ego state

In this state people behave like an impulsive child. This child state could be
characterized by being submissive and conforming or emotional, joyful or rebellious. It
shows a very immature behavior. An example shows how a junior cadet responds to his
boss in a ship : sometime he responds by saying you know best. Whatever you say, sir.
It shows an immature state of a cadet.

Adult ego state

In this particular state the person acts like a mature adult. People attend problems in a
cool headed and rational manner, before making any decision they gather relevant
information, analyze it carefully and generate alternative and then make logical choice
and opt for the best one. Their actions are not impulsive. In dealing with other people this
state is characterized by fairness and objectivity.

Parent ego state

People in the parent ego state acts as a domineering parents. A person can be either over
protective and loving or stern and critical. This state of min is also characterized by those
who set standards and rules for others. They behave like a mature person an treat other as
child.

An example is that a senior officer in a ship says to his subordinates, Okay, you guys,
stop fooling and get to work immediately.

(6.5)- DEVELOPMENT OF EGO STATE

When first born, the infants awareness is centered on personal needs and comforts. The
baby seems to avoid painful experience and responds as the feeling level. Almost
immediately the infants unique child ego state emerges.
The parent ego state develops nest. It is often first observed when the young child
plays at parenting, imitating parental behaviors.
The adult ego state develops as the child tries to make sense out of the world and figures
out that other people can be manipulated, e.g. a child may ask why do I have to eat when
I am not hungry? And may try to manipulates others by faking a stomach ache in order to
avoid eating

(6.6) STROKES

What do you understand by stroke?

stoke means when a person meets with another person with a cheerful smile, nod, a
frown, a verbal greeting etc,. this recognition in Transactional analysis language is called
a stroke. One or more strokes make a transaction. Everyone needs stroke for e.g. a pat on
the back, or a word of recognition etc. Everybody wants some kind of stroking, pleasant
or unpleasant. A stroke that keeps you happy Is a positive stroke on the other hand if its
effect is otherwise then it is called negative strokes.

(6.7) TRANSACTION are of three types,

1. Complementary
2. Crossed
3. Ulterior

Complementary transactions
In this transaction a message is sent by one persons ego state and receive the appropriate
and expected response from the other persons ego state. The lines of communication are
open and they can continue with each other.

Body posture, facial expressions, gestures, tone of voice all contribute to the meaning in
every transaction.

Crossed transaction

It occurs when the message sent or the behaviors exhibited by one persons ego state is
reacted to by an unexpected, incompatible manner on the part of the other persons ego
state. For e.g. the boss treats his subordinates as a child but the subordinates attempts to
responds on an adult basis.

Ulterior transaction

The most complex is the ulterior transaction. These can be very subtle but like the
crossed transaction, generally they are very damaging to interpersonal relationships. In
this transaction the person is always involved in at least two ego states and it is more
difficult to identify that in which ego state/he/she is operating.

A common problem that can lead to trouble is called contamination, which means
messing, The parent or child part of you can interfere with your adult and mess up
whatever you are doing or feeling.
For example, in some situations you may think that you are using your adult but if you
are prejudiced, the parent in you may be doing the talking, Suppose if your mother
believed that people of another race are not good, the parent in you may talk the same
way she did. Your adult may then be contaminated by your parent. That is you may take
what your mother said as fact without really checking

(6.8) DIAGRAM OF CONTAMINATION MESSING

Un contaminated adult adult adult

Contaminated ,contaminated contaminated
By parent by child by paren & child
 P P
P P

A A
A A

C C
C C

Your adult can also be contaminated by your child. For example if someone thinks that
people are against him when they are really not, it may be scared little , little Kid in him
that is messing up your adult thinking.

(6.9) TEAM

A Team consists of group of homogeneous people having a common objective or goal to

be achieved their actions are directed by their objective. It is a precondition of a team that
the activities of its constituent members should not be counterproductive to each other
but should be supporting and unidirectional towards achieving their targets which is
easier to achieve in an organized team. It is the building block of any organization. God
team work enhances productively, quality and the work environment. It helps people to
analyze and solve operational problems and take advantage of opportunities that could
not have been exploited on the individual basis. In a team the energies of all the
constituent members are utilized in a collective manner and the approach is united which
enhance the productivity and result of the group as a whole.

(6.10) ELEMENTS OF AN EFFECTIVE TEAM: An effective team has four basic

elements.

1) GOLAS; are the statements of what needs to be accomplished. These must be

understood and accepted by all team members, although a crisis situation is an
exception. A team can priorities and make necessary changes from regular duties.

2) ROLES; Role clarity implies knowing exactly what each members of the tam
including leader except of each other. This requirements the who of effective
teamwork.

3) PROCEDURES; It refers to the ways, work technique and the norms the team
uses for getting the work done. It contains the acceptable and not- acceptable
 work procedures the how of team work can refer to how problem are solved,
decision are made, conflicts are resolved etc.

4) RELATIONSHIP : In a team it refer to the extent to which people trust, support,

respect, cooperate and feel comfortable with one another which would that way
they work together. Relationship cover interpersonal interactions as well as inter
departmental group dynamics.

(6.11) THE CHARACTERISTICS OF A TEAM

A defined membership
A shared sense of purpose
Group pride our ship, our company
A visible accepted interdependence between different departments.
Easy interaction among the members of different departments
The group functions as a signals unit.
Term has an implicit faith in each other to form a team spirit.

(6.12) HOW TO DEVELOP TEAM SPIRIT

Setting clear objective goals

Setting standards procedures
Develop openness and franking Relationship
Rewarding cooperation/ encouraging trust roles
Making effective decisions
Regular review modification

(6.13) MAKING THE BEST OF A TEAM

Each individual is a prized possession

Every person is unique
Emphasize the stronger and more useful traits of the personality and gives
constructive suggestions/ training for weaker areas
A team has a number of useful personalities.

(6.14) HUMAN FEELING L.P.R (Inter Personal Relationship)

a) Interpersonal relationships mean the relationship between different individuals as

person. It is not merely the official or business linkage; it is the human feelings
you put into yours daily transactions.
b) WE are all familiar with words like love, Friendship Respect, Loyal etc.
these are some of the words that spells a positive IPR. In the normal run, these
gets changed because of a number of influences internal as well as external. The
internal influences are the likes and dislikes, preferences and prejudices,
assertion and desertions etc.
 c) The climate and spirit of togetherness on board depends greatly on the IPR valve
of the individuals. Hence it is essential that all try to improve the IPR valves.
Psychological methods as well as daily trying of the individual can modify him to
be a better one with higher IPR valve day by days.

(6.15) NURTURING RELATIONSHIPS

There are a number of areas where a relationship can be sowed, created and nourished.
Let us look into the facts first. How do individuals come together? What is the basis for
start of a relationship? Many people do come across, but they do not form friendship. But
few of then very easily form friendship that some times last for ever. How far they go
together will depend on the individuals behaviour patterns.

They are mainly two conditions to be satisfied one falls into a relationship
The sociological factors
The psychological factors

The above factors also influence the behaviors of the individuals. So one must know how
to check on these factors. Knowing these factors, is there a way to improve the IPR
shills? Yes, but most of its depends on you. Some of the points which can be of help are
given below.

Be a good communicator
Be a genuine person
Do not impersonate
Consider all as your friends to start with
Be open and welcome others
Manage yourself and your time well
Help others
Be sincere
Look into your own behaviors and learn

Situation may differ, but you will always be involved in the relation. Hence learn how to
gain some of the above qualities. They can help you to form a good relationship. Here is
some thing from one minutes manager

Take a minutes to look out at the people with you

The result depends on people care for them
Catch them doing something good- appreciate and encourage
If found guilty Forgive them
And invest at least a minute in people

Practice above valuable tips and you will find world cheering at you

CHAPTER #7

SOCIAL RESPONSIBILITY
(7.1) INTRODUCTION

Social responsibility is a new term coined by the pundits of the modern management. A
place or activity where a group of persons or a person is involved have the twin
responsibility. The first is that the person of the group of persons are responsible for by
their deeds. Character and conduct to the organization they are working for especially to
their aim, objective and achievements and secondly at the same time since they are not
working in isolation, they in turn are also affecting the environment around them and in
turn being affected by the environment. They have a social responsibility both for the
internal environment (the environment of the working place) and external environment.

Social responsibility encompasses both the above aspects. The environment around the
person effects his working and output. If both the environment are conductive to the work
then the best of the result are achieved. Any thing which is going to affect it weather man
made or inherent affects the output directly.

Restricting our discussion to the ship conditions, the social conditions on the ship are
very important for the smooth and trouble free sailing of ship than any other condition
affecting the whole operation. The most lethal thing for the ship and the seafarer is not
from collision, accidents or explosions but rather from poor social conditions prevailing
onboard the ship.

The database analysis of the causes of the accidents of ships have revealed that one of the
most astounding causes for accidents at sea is not the mechanical failure but human errors
or sub- standard actions. Of these 80% have been associated with human error out of that
64% is management error and 16% due to operators error.

The effect of poor social conditions causes social casualties in the form of suicide, drug
addiction and homicide. Most of these reasons can be tract to low status, lack of
education and insecure social relationships. These factors, collectively or alone can lead
to fatal accidents and they most certainly have a negative impact on crew performance
and ships safety

All the rules regulations aimed to safeguard the life and the property of the seafarer
should also consider the human aspect on the ship along with the machinery part.

Safety on the ship as a place of work is a responsibility of government administrations.

While the social systems on the ship is the concern of management and trade unions.

It is in the interest of every seafarer and the management that the social conditions on the
ship should improve and the seafarer should understand their rights.

It is imperative to understand that the better social conditions on board the ship will
certainly lead to better work performance and accidents free sailing.

(7.2) SOCIAL AND WORK ENVIRONMENT

a) The need to avoid conflict between employer and employees should have the
highest priority, and to this end there should be a properly negotiated which is
clearly and explicitly documented on all matters connected with the social and
work environment. Seafarers work within the conditions stipulated in their
Maritime articles of agreement.

b) An example of where it is imperative to have agreement is in the area of the

conduct of an employee. Such situations are not simple and clear cut, the matter
could be concerned with four basic situations:
On the job
Off the job
Job related
Not job related
.
c) The seriousness with which the matter is to be viewed can have a whole range of
values from very high to very low and there needs to be some guideline, which
will allow the matter to be settled fairly and without any resentment. This aspect
is sometimes referred to as Legitimacy of interest,

d) Properly negotiated agreements will ensure a measure of satisfaction on both

sides because power will not be tripped too heavily against on part a power
balance being the goal to be aimed at.

e) In most cases today a formal contract is used which specify what the employer
will provide and carry out in return for the employees commitment to the
services of the company in a specified role carrying out specified duties and tasks.

f) Personal, in turn, will have a duty to protect the interests of the employer as fare
as they are able to, providing that, in doing so no national and international
requirements is infringed. All actions must be within the bounds of the law, and as
far as possible employee should not be required to make moral Judgments

g) Some examples of privacy right are;

- Information Only information that is relevant should be provided and

stored with periodic review to remove obsolete data.

Personal data no personal data should be stored which is unknown to

personnel.

Access personnel should have access to their own personal records.

Confidentially No personal information should be disclosed to a third party

without the prior consent of the employee.
 Security All personal information should be secured and maintained against
unauthorized access.

Surveillance No surveillance systems (audio or visual )should be used of

which personal are unaware .

(h Actions which may invade privacy usually relate to private life or to the unauthorized
release of information, and such activities would include.

- personal data complied by an organization (employer or other body)

- confidential services, medical or other secret record
- investigations of personal for purpose of appraisal
- treatment for alcohol or drug abuse
- searches for cabins, etc for contraband articles or drugs etc.

(7.3) ASSESSMENT AND DISCIPLINE

a) In most organizations a systems of assessment and reporting is used to monitor

the performance of employee which would be an important indicator as to
continued employment or advancement.

b) A certain amount of control over employee is essential to ensure that business is

conducted and objectives are achievement. Intrinsic in such control is a
framework of discipline.

c) There a re two types of discipline

o preventive discipline: This encourage employees to keep within the agreed
rules and thus avoid infringement.
o Corrective discipline: This is action which follows an infringement and
which it is hope will deter further infringement

d) Disciplinary rules and standards have to be observed and kept to, and penalties
may be applied when there are infringed. Depending on the seriousness of the
offence, counseling may be used initially

Monetary sanction
Suspension from duty
Transfer, probably to less responsible position .
Dismissal from services

e) Monetary sanctions depends on legal aspects and in many cases only involves
withholding bonuses or other voluntary payments.

f) Whatever the nature of infringement, a written record should be made and

retained of any interview or actions, and with the signature of the employee that
he has read and noted and understood the written record. Such record also be
countersigned and dated by the interviewer and his superior.
g) The purpose of discipline is to assess and identify cases where personnel have not
achieved the prescribed standards of services in their duties and responsibilities or
have had some lapse of conduct. The aim should be to try and restore the
situation, not to make it worse. Private discussions and interview should be used
to try and identify what has happened and why. Attempts should be made to
correct any gaps in knowledge and understanding in case this is the reason behind
the infringement or failure.

h) However there should be limits clearly defined, for example, a code of practice
related to behaviour and performance which must be promptly checked and
investigated and report compiling concerning it. All personnel should be fully
aware of what is expected of them and what penalties will be imposed for
breaches of regulations or failure in duty and responsibility.

(i) The employment relationship is two way in that

The organization has responsibilities to personnel
The personnel have responsibilities to the organization

(j) for the association between employer and employee to work harmoniously and
to the benefit of both parties, it is vital that each party recognizes its own
responsibilities and duties and makes every effort to honour them

(7.4) THE RIGHTS OF A SEAFARER

Right to safety against accidents

Right to social security
Right to education, employment and training.
Right to avoid errors
Right to survival

(7.5) THE BASIC HUMAN RIGHTS EVERYBODY SHOULD KNOW

There are some basic human rights we should be aware of these are as follows.

You have the right to do any thing as long as it does not hurt someone else.
You have the right to maintain your digaty by being properly assertive
even if it hurt someone else-as your motive is not aggressive but assertive.
You always have the right to make a request to another person as long as
you realize that the other persons has a right to say No.
You must release that there are certain borderline cases in interpersonal
situation in which you have the right to discuss the problem to clearly it.
You have the right to attain your rights
Right to your convictions
Rights to ones own competency
Right to make mistake and learn from them. These mistakes are avoided
by proper training

DURG AND ALCOHOL POLICY

(7.6) ALCOHOL AND DRUG ABUSE:

Alcohol is used by many people during social occasions to help them relax and have and
enjoyable time; the same can not be said of drug. Immoderate use of alcohol, particularly
if it makes it unpleasant for others, can be termed abuse. Alcohol and drug abuse is found
in all walks of life and spans all age groups and cases of society

Contributing factors to alcoholism include;

Job environment
Personal habits
Personal problems

Alcoholism should be treated as an illness and medical treatment should be sought. Once
the illness has been identified. The seafarer should seek medical treatment ashore to
alleviate or correct any physical problems, and help should to sought through counseling
and/or support bodies such as alcoholics anonymous to develop a program of
rehabilitation. The international medical guide for ships (WHO) contains information and
advice on how to deal with alcohol and drug abuse.

The drugs mainly used are marijuana, heroin and cocaine, in one forms or another.
Prolonged use of tranquilizers without medical supervisions is probably one contributing
factors to addiction, other factors are the same as listed for alcoholism, although the
traumas related to cessation are more severe than for alcohol, particularly for the hard
drugs.

The main consequences of these abuses for seafarer is the hazard presented to the safe
operation of the ship and the safety of other crew members. In a job situation, alcohol and
drug abuse can be disastrous.

(7.7) GUIDANCE ON PREVENTION OF DRUG AND ALCOHOL ABUSE

Drug and alcohol abuse directly affect the fitness and the ability of seafarer to perform
watch keeping duties. Seafarer found to be under the influence of drug or alcohol should
not be permitted to perform watch keeping duties until they are not longer impaired in
their ability to perform those duties.

Administrations should considers developing national legislation:

Prescribing a maximum of .8% blood alcohol content (BAC) during watch keeping duty
as a minimum safety standards on their ships; and
Prohibiting the consumption of alcohol within in 4 hours prior to serving as a member of
a watch.

(7.8) THE DRUG AND ALCOHOL ABUSE SCREENING PROGRAMME

GUIDELINES

The administration should ensure that adequate measures are taken to prevent
alcohol/drug from impairing the ability of watch keeping personnel, and should run
regular screening programs as necessary which;
 Identify drug and alcohol abuse.
Respect the dignity, privacy confidentially and fundamental legal rights of the
individuals concerned
Take into account relevant international guidelines

The OCIMF (Oil companies international marine forum) guidelines on this subject are
considered most widely accepted international guidelines. These are as follows:

(7.9) GUIDELINES FOR THE CONTROL OF DRUGS AND ALCOHOL ON

BOARD (BY OCIMF):

Drug and alcohol abuse and its adverse effects on safety is one of the most significant
social problems of our time. It is appropriately, receiving attention both in public eye in
and government legislation. An example, specific to the marine industry, regarding
government attention to this issue is the U.S Coast guard (USCG) regulations on the
testing personnel on national and foreign flag ships.

Recognizing the potentially serous impact of marine incidents, the oil companys
international marine forum (OCIMF), and the marine industry in general, have over the
years developed guidance aimed at encouraging safe ship operation and protection of the
environment.