PSSR PDF

PERSONAL SAFETY AND SOCIAL RESPONSIBILITY
S.NO CONTENT PAGE NO
CHAPTER 1 INTRODUCTION SAFETY AND SURVIVAL 2
CHAPTER 2 HUMAN RELATION SHIP ON BOARD 12
CHAPTER 3 COMMUNICATION 16
CHAPTER 4 EMERGENCY PROCEDURES 20
CHAPTER 5 MARINE ENVIRONMENT POLLUTION PREVENTION 25
CHAPTER 6 SOCIAL RESPONSIBILITY 33
CHAPTER 7 ACTIONS TO CONTROL FATIGUE
SEASKILLS MARITIME ACADEMY

CHAPTER 1
INTRODUCTION SAFETY AND SURVIVAL
1.1 INTRODUCTION
1.1.1 AIMS
This course, called the Personal Safety and Social Responsibility, aims to provide
familiarization, basic safety training and instruction for safe working procedures and social
responsibility aboard ship. It is based on the guidance on training in section A-VI/ 1 of the
STCW 1978 as amended in 1995 (STCW 1995) Section A-VI/1-4. Appendix M-VI/1D of Meta
Manual Vol.II and IMO Model course 1.21 has been used in preparation of material for this
course.
1.1.2 OBJECTIVE
Due to the vastly different environment on a ship as compared to ashore, this course is
designed to prepare new recruits for a life at sea. Working on ship can be hazardous
occupation for the uninitiated .This course will give new seafarers an insight into the various
elements of a ship and working procedures on board so that they adjust to the shipboard
environment and are better prepared to cope with any unforeseen circumstances. To that
extent this course is planned to make their transition from a shore to a sea career smooth and
give some knowledge of ship’s working before they actually step on board a ship.
1.2 IMPORTANCE OF THE COURSE

The person working on board a ship should fulfill the following requirements
1. Identify potential areas of emergencies and comply with emergency procedures.

2. Take precautions to prevent pollution of the marine environment
3. Observe safe working practices to eliminate personal accidents and injuries.
4. Understand orders and be understood in relation to shipboard duties
5. Contribute to effective humane/social relationship on board ship.
The student after completing this course will fulfill the above requirements.
1.3 SHIP FAMILIARIZATION

Every person exclusive of rank as soon as possible after joining ship familiarize with the
following things.
 Content of muster list and their responsibility incase of emergency

 The emergency signal, abandon ship signal and all other signals
 Location of muster station/emergency headquarters
 Location and use of life saving equipment
 Location and use of firefighting equipment
 Escape routes
 Emergencies involving sinking of the ship
 The means provided on ship and survival craft.

 SOPEP
 Garbage management plan
1.4 NATURE OF SHIPBOARD HAZARDS

 Slips, trips and falls – due to slippery surface (oil, garbage, grease, water, ice etc.) or
obstructions (pipe lines, welding cables, lashing eyes, wires, ropes etc.)
 Head injuries – due to low door way entrances, overhead loads, falling equipment,
materials etc.
 Falls through open manholes, unfenced ‘tween decks’ loose or missing grating etc.
 Clothing, fingers getting caught into moving machinery such as a grinding wheel, winch
drum, gears, fly wheels etc.
 Burns from steam pipes, hot machineries, welding sparks etc.
 Eye injuries through chipping, welding, chemicals etc.
 Injuries and sliding falls of unsecured equipment due to ship’s movement in rough
weather.
 Hazards of extreme weather.
 Lack of oxygen in confined spaces.
 Presence of hydrocarbon gas and toxic gases.
 Hazards of chemicals used on board ship.
 Fire
 Collision/grounding/ flooding/sinking.
 Pirates and stowaways.
1.5 EQUIPMENT TO COUNTERACT THESE HAZARDS
Oxygen analyzer Measures the oxygen content of the

compartment
Explosive meter Measure the content hydro carbon gases in

compartment
Tanks scope Measures the content hydro carbon gases in

compartment in an inerted atmosphere
SCBA Used to enter the oxygen deficiency places

PPA (Helmet, Shoes, Glows, etc ) Protection from accidents during the work
1.6 USE AND DEMONSTRATION OF PPE
Protective equipment includes but is not limited to protective clothing, safety helmets, eye and
face protection, hearing protection, gloves, safety foot wear, life lines, safety belts, breathing
apparatus, and respirators. Personal protective equipment should not be regarded as a
substitute for suitable design criteria and other control measures for safety and health.
Priority should be given to the elimination of hazards in order to prevent accidents or injury to
health. where this is not feasible effective control measures should be introduced. Failing
these solution personal protective equipment should be used but care should be taken to
prevent it from leading a false sense of security. Protective clothing or equipment does nothing

to reduce the hazard, it merely sets up a frail barrier against it. The first step in injury
prevention should be the elimination of the hazard to the extent that is reasonable and
practicable. Personal protective clothing and equipment should be relied upon to afford
protection against the hazards that remains.
Where there is an obligation on employers to provide protective

equipment they should not fail to do so and the seafarers
should use this equipment when the work is such that an
unavoidable hazard to health or safety would otherwise exist
because of the nature or location of the work.
Protective equipment should be:

 Always kept ready for use
 Properly maintained and
 checked at regular intervals by a designed person
It should be kept clean and disinfected as and when necessary

for health reasons.
Seafarers should be properly instructed in the use of any

protective equipment which they may need to use in their work.
Seafarers should use protective equipment in a proper manner.
Any damage or fault should be reported immediately to a

responsible person.
Defective or ineffective prospective equipment provide no defense. It is, therefore, essential that
the correct items of equipment are selected and that they are properly maintained at all times.
The manufacturer’s instructions should be kept safe with the relevant apparatus and when
necessary referred to before use and when maintenance is carried out.
1.6.1 PERSONAL PROTECTIVE CLOTHING CLASSIFIED AS FOLLOWS
HEAD PROTECTION
a) Safety helmets
Objects falling from a height present a hazard against which safety helmets are commonly
provided. Other hazards include abnormal heat, risk of sideways blow, or crushing or chemical
splashes.
The shell of a helmet should be of one piece seamless construction designed to resist impact.
The harness of suspension when properly adjusted forms a cradle for supporting the protector
on the wearers head. The crown straps help absorb the force of impact. The harness or
suspension should be properly adjusted before a helmet is worn.
The helmet should never be painted over as paint may hide any defects or cracks. Any helmet
that has been subjected to a heavy impact must be removed form further use. The chin strap
must always be securely fastened when in use to prevent it from being blown away in wind or
falling down when leaning over.

b) Bump caps
A bump caps is simply an ordinary cap with a hard penetration resistant shell. They are useful
as a protection against bruising and abrasion when working in confined spaces such as main
engine crank case or a double bottom tank. They do not however afford the same protection as
safety helmets and are intended only to protect against minor knocks.
c) Safety cap
Personnel working on or near moving machinery have always to be on their guard against the
possibility of loose clothing, jewelry or their hair entangling in the machinery. In the case of
long hair, hair net or safety caps should be worn where risks exist.
HEARING PROTECTION
 All persons exposed to high levels of noise e.g. in machinery spaces, should wear ear
protectors. Protectors are of three types – ear plugs, disposable or permanent, and ear
muffs.
 Ear plugs of rubber or plastic have only limited effect, in the extremes of high or low
frequency cause the plug to vibrate in the ear canal causing a loss in protection.
 Ear muffs provide a more effective form of hearing protection. They consist of a pair of
rigid cups designed to completely envelope the ears, fitted with soft sealing rings to fit
closely against the head around the ears. The ear cups are connected by a spring
loaded head band.
FACE PROTECTION
Main causes of eye injuries are:
 Infra red rays-gas wielding

 Ultraviolet rays-electric wielding
 Exposure to chemicals
 Exposure to particles and foreign
bodies
Protectors are available in a wide variety

to protect against these hazards. Face
protecting visors are to be used during
anchor work. Generally the box type
goggles offer the best full eye protection
for normal works on deck.
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
equipment may either be a respirator, which filters 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 hazard, the severity of the hazard, work requirements and conditions. Sometimes just
a dust mask is sufficient protection against dust in the air.

HAND AND FOOT PROTECTION
Gloves
 The correct type of gloves should be chosen according to the hazard being faced and the
kind of work being undertaken. For .e.g. leather gloves are generally best when
handling rough or sharp objects.
 Heat resistant gloves when handling hot objects.
 Rubber, synthetic or PVC gloves when handling acids, alkalis, various types of oils,
solvents and chemicals in general.
 The exact type selected will depend upon the particular substance being handled.
 Safety shoes
 Foot injuries most often result from wearing of unsuitable footwear rather than from
failure to wear safety shoes or boots. It is nevertheless strongly advisable that all
personnel whilst at work on board ship, wear appropriate safety footwear.
 The hazard commonly encountered cause injury as result of impact, penetration
through the sole, slipping, heat, and crushing. Safety footwear is available which is
designed to protect against these or other specific hazards.
 Safety shoes for use on deck should have a steel toe cap, non-slip sole and acid and
chemical resistant.
PROTECTION FROM FALLS
All seamen who are working aloft, outboard or below decks or in any other area where there is
a risk of falling more than 2 meters, should wear a safety harness (or belt with shock absorber)
attached to a lifeline.
Likewise if a vessel is shipping frequent seas, persons on deck should wear a harness and,
where practicable, should be secured by lifeline as protection from falls and from being washed
overboard or against ships structure.
Body protection
 The best body protection is provided by boiler

suits or coveralls. They are made of durable
materials that afford protection from the dirt,
grease and oils.
 They should be worn with the full sleeves
buttoned; they should not be extremely loose
fittings as to entangle in machinery or moving
objects. They should be of bright colour so
that the person wearing it is better visible.
 Special outer wear may be needed for
protecting when the seaman is exposed to
contact with particular contaminating or
corrosive substances or rain.
Protection against drowning
Where work is being carried out over side or in an

exposed position where there is a reasonably
foreseeable risk of falling or being washed overboard or where work is being carried out in or
from a ships boat a lifebuoy with sufficient line should be provided. In addition and as
appropriate a lifejacket or inflatable work vest must be worn as a buoyancy provider.

1.7 HAZARDOUS OPERATION ON BOARD

The following operations are hazardous on board a ship
 Entering enclosed spaces

 Caro loading and discharging
 Working aloft
 Cargo shifting
 Cargo hold/tank cleaning
 Hot work and cold work
 Bunkering
 Anchoring and mooring
1.8 LOADING AND UNLOADING OF CARGO

The duty of Commanding Officers and all superiors at all levels to:
 Ensure that compartments and access thereto are kept in a safe condition.
 Ensure that equipment and machinery can be safely operated.
 Inform personnel who may be at risk of the existence of hazards and the precautions to
be taken.
 Ensure that material used can be handled and stowed safely.
 Provide sufficient training and supervision to maintain safe conditions.
The duty of all officers and ratings to:
 Take care of themselves and those with whom they work.

 Co-operate with others in health and safety matters e.g. by obeying lawful orders.
The duty of suppliers of materials to ships or installers of equipment to:
 Check that materials and equipment have been tested and are safe.
 Inform possible users of any hazards that could arise from material or equipment and of
the safety precautions and procedures.
1.9 MOORING AND UNMOORING

 The windlass anchors, Cables and chains should be carefully maintained and regularly
inspected for damage and defects.
 Any anchor, cable or chain showing defects.
 Any anchor, cable or chain showing defects should be properly secured by stoppers etc.
and such securing’s should be removed only when it is intended to raise or lower the
anchor.
 Raising and lowering of the anchor should be under the supervision of a responsible
officer
 Before the anchors are raised or lowered the responsible officers should ensure that
there are :-
 No persons in a dangerous position e.g. between the windless and the hawse pipe and
 No small craft or obstructions under the bow of the vessel

 The person operating the brake should wear safety goggles on face mask when letting go
the anchors.
 The person incharge of mooring operations should ascertain that there are no persons
in a dangerous position before any heaving or letting go operations is commenced.
 Any winch or capstan under use in mooring operations should be under the control of
an experienced seafarer at all times.
 Seafarers should be alert and ensure that they are in safe position when in attendance
at any mooring operation
 They should not stand in the bight of a rope or wire, not where practicable in the bight
formed the mooring winch and the coiled rope.
 They should not stand or move across a rope or wire that is under strain or being
worked, when possible they should stand behind the winch or capstan when any rope
or wire is under stain.
 When drums ends are being used to haul mooring ropes the following precautions
should be taken :-
 The person handling the rope should have a firm footing

 The deck behind the drum ends should be preferably provided with anti-slip
surfaces or treated with anti-slip paint
 The drum ends should be kept free form grease and paint
 Any rollers or fairleads used should be seen to turn smoothly
 The person heaving on the rope should stand on the opposite side of the drum
to the lead of the rope
 A second person should be employed to take up and coil the slack as it is taken
in.
1.10 ELCLOSED SPACE

1.10.1 ENCLOSED SPACE
Any space which has been closed and unventilated

for long period of time
 Enclosed space may contain harmful gases
because of previous cargo carried.
 Enclosed space may be contaminated by
leaking gases through bulk head or pipe line.
 Store rooms may contain harmful gases.

 Enclosed space may be deficient of oxygen.
1.10.2 ENTERING ENCLOSED SPACE
Any sort of entry into enclosed space should only be

carried out when permission has been obtained by
master or chief officer and persons entering are
experienced.
 Adequate ventilation and illumination

 Atmosphere tested and found safe
 Space secured for entry
 S.C.B.A sets available at entry

 Responsible person available at all times a entry point

 Communication – person entering tank top, bridge
 Personnel protective equipment to be used
 Where required breathing apparatus to be used
 The following equipment to be ready for use
O2 analyzer Oxygen deficiency

Explosive meter CH vapour and explosive limit
Tank scope Measures oxygen in inert atmosphere
Dragger tubes Measures oxygen in correct tube fitted
1.11 HOT WORK
Hot work in way of fuel tanks and fuel systems required the specific approval of the
Management. As long as a safe distance of at least 3m was maintained from DG and fuel
tanks and related systems, Management permission was not required.
The open deck, cargo holds, engine rooms and workshops were designated hot work areas
and therefore Technical Management permission for hot work was not required.
In all cases of hot work, a written Permit to Work (PTW) was required before work started.
The PTW was valid for only 24 hours, The risks to be identified before carrying out a hot
work and controls that needed to be in place, i.e. system isolations, so as to reduce risks
to as low as reasonably practicable.
Before work commences completion of check list was required to be conducted so that
those personnel involved were made fully aware of the scope of the work and their
responsibilities, and that the instructions were understood.
PRECAUTIONS PRIOR DOING HOT WORK
 Hot work permit issued by

 At sea-master or chief officer
 In port – shore authorities
 Area clear of dangerous material and gas-free
 Adjacent areas checked
 Ventilation adequate
 Fire watchman posted /instructed
 Equipment in good order
 Fire appliances in good order and accessible
 Personal protective equipment
 Hard hats, overalls, leather gauntlets/apron, safety spectacles, visor etc
 Fire patrol

1.12 WORKING ALOFT

Works above 2m from the deck considered as aloft work
and it is dangerous work.
Entry into a dangerous work should be planned in

advance and use should preferably be made of “permit to
work” system.
If during the course of the operation, unforeseen

difficulties or hazard develop, the work should be stopped
and the person evacuated to safe place.
The check list should be completed before the

commencement of work. The following factors should be
checked:
 Duty officer informed

 Warning notice posted
 On-deck supervisor indentified
 Equipment in good order
 Work on funnel
 Advice duty engineer

 Isolate whistle, if appropriate
 Work near radar scanners/radio aerials
 Isolate radar and scanner/radio

room notified
 Notices placed to stop use of
radar/radio
 Work over side
 Advise duty office/engineer

 Lifebuoy and line ready
 Personal protective equipment to be done

 As necessary all tools to be taken aloft secured by lanyard/bag/belt

1.13 E/R WATCH KEEPING AND MAINTENANCE

Factors that decide on watch keeping requirements include the type of ship, the type of
machinery and degree of automation, qualification and experience of the members of the watch
any special condition such as weather, ship location, national and international regulation,
condition of machinery etc.
The watch keeper
1 Should have knowledge of the firefighting equipment with respect to location and
operation
2 Should be able to distinguish the different alarms and actions required
3 Understanding of communication system, how to summon help should be aware of
escape routes
Watch keeping involves following actions
1. All log readings should be verified with actual at the start of watch.
2. Verify if there are any special orders or instructions.
3. Evaluate the work in progress and its effect on safety etc.
4. Confirm levels of tanks for fuel, water, slop, ballast etc. Also note bilge levels.
5. Operating mode of all equipment and also standby for each machinery/operation.
6. At appropriate intervals, inspection should be made of main, auxiliary and steering
equipment along with all liquid levels including those mentioned above.
7. Bridge orders must be promptly carried out and recorded; special requirements if any of
the bridge should be carried while keeping the Chief
The watch keeping engineer well informed about
1 Duties like transfer of fuel etc. should be carried out carefully as it will need almost
continuous attention.
2 During the watch, a log or record of various parameters will have to either be taken
manually or will be provided automatically. All values should be within normal range.
3 Through log book, consumption of lubricating oil, fuel oil, fresh water and also
generation of fresh water during the watch will be known, and should be within normal
values.
4 Where situations occur in the machinery space which may affect the speed,
maneuverability, power supply or other essentials for the safe operation of the ship, the
bridge should be informed as soon as possible.
UMS
During the day maintenance tasks are carried out by engineers, while the duty engineer will
have additional responsibilities of watch keeping duties. When operating unmanned a duty
engineer will be responsible for supervision. He may make tour of inspection before retiring for
the day late in the night say at 2200 hours or so. Duty engineer or other engineer should
inform deck officer on watch, whenever entering engine room during unmanned operation.

CHAPTER 2
HUMAN RELATIONSHIP ONBOARD
2.1 INTERPERSONAL RELATIONSHIPS

Relations always spell harmony. On board a ship it is a small family and the achievement of
the family depends upon how good they interact with each other. This interaction can be
successful if the inter-personal relationships are strengthened.
IPR (Inter-Personal Relationships) means the relationship between different individuals as

person to person. It is not merely the official or business linkage: it is the human feelings you
put into your daily transactions.
Are you not 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 get changed because of a number
of influences internal as well as external. The internal influences are the “likes and dislikes”,
“preferences and prejudices”, “assertions and desertions”, etc.
The climate and spirit of togetherness on board depends greatly on the IPR values of the
individuals. Hence it is essential that all try to improve their IPR values. Psychological methods
as well as daily trying of the individual can modify him to be a better one with higher IPR value
day by day.
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 them
very easily form friendships that some times last forever. How far they go together will depend
on the individuals behavior patterns.
There are mainly two conditions to be satisfied before one falls into a relationship.
 The sociological factors
 The psychological factors
The above factors also influence the behavior of the individuals. So one must know how to
check on these factors. Knowing these factors, is there a way to improve the IPR skills? Yes,
but most of it 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 behavior and learn
Situations may differ, but you will always be involved in the relations. Hence learn how to gain
some of the above qualities. They can help you to form a good relationship. Here is something
from “One minute Manager”.

 Take a minute to look out at the people with you

 The results depend on people–care for them
 Catch them doing something good
 And invest at least a minute in people.
2.2 TEAM BUILDING

Running a ship is essentially about seafarers
working together and yet so often ship managers
fail to capitalize upon the full potential of this. A
team can accomplish much more than the sum of
its individual members and yet frequently groups
of people are seen to achieve less than could have
been accomplished by the individual members
working alone. Many ships have meeting which
dampen inspiration and departments which seem
to devote more energy to maintaining their own
position on board than the common good of the
ship as a whole.
Teamwork is individuals working together to

accomplish more than they could alone, but more
than that, it can be exciting, satisfying and
enjoyable.
Perhaps the simplest analogy is with that of our

cricket team. Were any of us given the task of
building up a new national team we know that the
task would involve much more than just obtaining
the eleven best players in the nation. The success of
the team would depend not only upon individual
skills but on the way those individuals supported
and worked with each other. The good cricket team is much more than a collection of
individual skills, it is these skills used in a way which produces a united effort similarly, with
almost any kind of team, its success, its very existence, depends upon the way in which all
play together.
Effective teamwork breeds happiness and the uninformed visitor can often get an immediate
impression of whether work is a happy place to be or whether seafarers are just marking time
waiting for their day of sign off from that vessel. Openness and honesty are the key indicators
of the health of the ship board atmosphere. When good teamwork exists there is generally no
need for locks on stores or drawers and dishonest statements to the ship staff.
Meetings are key indicator of teamwork. The main reason for having meetings is to utilize the
collective skills of a group of ship staff whilst working on common problems or opportunities.
Too often, however, we experience meetings which in no way use these skills. Meetings where
only one or a few people contribute, meetings where a witch-hunt is launched against a
personal or group of persons and meetings where the senior staff use the occasion as an
opportunity to lay down rules rather than use resources of the team are typical indicators
where teamwork has failed onboard. The quality of meetings can usually be determined by the
way in which individuals either look forward to or dread the normal weekly or monthly get
together.

On many ships the quality of relationship between the senior officers and the rest of the ship
staff is so low that effective teamwork just cannot be possible. Where people cannot confide in
or trust their superiors, where they are fearful f of him or where their conversations are on a
superficial or trivial level then real teamwork is unlikely to exist. Essentials teamwork
generates high quality relationships. Another sign of low quality relationships is often that the
superiors become increasingly isolated to his. The effective team leader needs to be very much
a part of his team.
Where effective teamwork does not exit people tend to work in isolation and neither offer not
receive the help of their shipmates. All of us need that help in order to perform our optimum
level.
2.3 TEAM WORK

The characteristics of effective teamwork on board
are:-
 Ship staff can and do express them honestly

and openly. Conversation about work is the
same both inside the work area and outside
in private. Mistakes are faced openly and
used as vehicles for learning and difficult
situations are confronted.
 Helpful competition and conflict of ideas are

used constructively and team members
have a pride in the success of their team.
Unhelpful competition and conflict have
been eliminated.
 Good relationships exist with other teams
and departments Each values and respects
the other and their respective leaders
themselves comprise an effective team.
Personal relationships are characterized by
support and trust meetings are productive and simulating with all participating and
feeling ownership of the actions which result from the decisions made. New ideas
abound and their use enables the team to stay ahead.
 The senior – Junior relationships on board are sound, each helping the other to perform
his role better, and the team feels that it is led in an appropriate way, Personal and
individual development is highly rated and opportunities are constantly sought for
making development happen.
 There is a clear agreement about and understanding of objectives and of the roles which
the team and its individual members will play in achieving them.
 External help will be welcomed and used where appropriate.
 Finally, the team regularly reviews where it is going; why it needs to go there, and hoe it
is getting there. If necessary, it alters its practices in the light of that review.

All of this means that “Ship” is a happy place to be: Ship staff enjoys themselves whenever
possible but this enjoyment is conductive to achievement not a barrier to it. People get
satisfaction from their work on board and work is one of the places where they meet their
needs and aspirations.
So the elements we can use in a very practical way to build effective team are:-
 Clear objective and agreed goals

 Openness and honesty
 Support and trust
 Co-operation and understanding
 Sound procedures
 Appropriate leadership
 Regular Review
 Individual development
 Sound inter – department relations.

CHAPTER 3
COMMUNICATION
3.1 FUNDAMENTALS OF COMMUNICATION

No group or industry can exist without communication: the transference of meaning among its
members. It is only through transmitting meaning from one person to another that information
and ideas can be conveyed. Communication however is more than merely imparting meaning.
It must be0 understood as well. An idea no matter how great is useless until it is transmitted
by one person and is understood by others. Thus
Communication = transference + understanding of meaning.
Thus, in practice effective communication is a basic prerequisite for the attainment of

organizational goal.
The process of communication is a basic prerequisite for the attainment of organizational goal.
The process of communication can take two different forms. it can either allow both the sender
and receiver to get actively involved in the communication or it can restrict the individual
involvement and thus, placing the other person.
At the receiving end. The former would be described as a one – way communication process
and the latter is descriptive of a two – way communication process.
Communication takes many forms. If we are with another person, we are communicating. We
have no choice in such a situation. We cannot communicate. This reflects our first principle of
communication. Everything we do in the presence of another person gives out a message. Even
if we ignore the other person, this in itself is important information and communication.
The second principle of communication is that interpersonal behavior communicates at two

levels – Verbal and non – verbal. 0Communications at the content level are about tasks people
are working together, information that is conveyed and so on.
For example – your master tells you about a meeting that you need to attend:
The words he says are primarily conveying the content.
However there is another level of communication at the same time – a message about
relationship. These are usually conveyed0 through non-Verbal channels. Let us look in two
ways in which your master might tell you about a meeting:-
(Master speaks in a loud, belligerent voice while staring intensely at you and shaking a finger)
“There is a meeting for officers in one week at my office. Don’t even think about not being
there”. (Master approaches you and shakes your hand) “There is a meeting or all officers in my
office next week and it is very important that you attend”.

3.2 METHODS OF COMMUNICATION

Two way communication
Ineffective programs are dominated by downward. i.e. One way communication. Successful
programs balance downward and upward communication therefore the subordinates should be
in a position to communicate to each openly and unhibitedly.
Emphasis on face to face communication
One finds communicating tasks much more meaningful if one is involved in a face to face
verbal interaction since maximum amount of information can be transmitted accurately in this
fashion. In addition it ensures that adequate understanding is taking place devoid of any kind
of ambiguity or confusion.
Consistency between verbal and non-verbal behavior
There should be congruence between what you say verbally and what your non-verbal behavior
demonstrates. When there is a mismatch between verbal and non-verbal behavior it leads to a
confusion and misunderstanding of the information.
3.3 BARRIERS IN COMMUNICATION

Anything that prevents people from being understand each other which are
 Bad communication channels

 Difference in status of communicators
 Personal conflicts
 Misunderstanding
 Personal feelings
 Poor knowledge of language
 Poorly chosen words
 Lack of coherent
 Awkward sentence structure
 Inadequate vocabulary
 Unnecessary jargon (new terms)
 Interrupting when communicating
3.4 EFFECTIVE TRANSMISSION SKILLS

Features of effective transmission skills
 Clarity of goal
 Clear and descriptive
 Emphatic
 Sarcastic
 Corrective
 Hostile

 Defiant
 Defensive
 Accepting
 Respective
3.5 EFFECTIVE LISTERNING SKILLS
Hearing Listening
Receiving all kinds of sounds through the ear Hearing with attention to think of what you
are hearing
Guide to effective listening skills
 Take interest in listening. If you are not interested, no one can force you to listen
 Listen to what the person is saying not how he/she is saying it
 Keep cool, don’t get angry or excited even if the speaker is rude or abusive. Don’t stop
listening even if you don’t like the speaker
 Listen for the main ideas-for what is important
 Try to remember what the person is saying. If you cannot remember, take notes so that
you do not forger.
 Try to improve your listening. Listen carefully and attentively. Watch the speaker’s eyes
 While listening, try not to get distracted by other things (noise, people talking, music,
etc.)
 Listen with your mind and your eyes. Block out everything else and simply listen.
 Keep your mind open, listen attentively even if you do not agree
 Think carefully of what you are listening to. Try to understand the real meaning of what
is being said. Watch the speaker’s body language.
NOTE: If you do not understand please do not hesitate to ask for clarification.
3.6 EFFECTIVE AND CONSEQUENCE OF WRONG COMMUNICATION

The wrong communication results in
 Confusion at the receiver end

 Misunderstanding
 If good communication does not exist then actions will not be completed as this will
develop into problems within the team
 Wrong communication to the other ships will end up wrong decision

3.7 COMMUNICATION SUM UP

 Communication is of paramount importance in any organization, and this is
particularly so aboard ship, where there are so many hazards.
 Many problems will arise when a ship has a multinational crew in which there may be a
variety of cultures and languages; however, in most cases a commonsense approach,
with free discussion of any controversial issues will usually provide a solution.
 It is vital; therefore, that ship's personnel are well prepared for the routines and duties
aboard ship and that they understand the importance of communication when living
and working together in close contact on the ship.
 Every effort must be made to ensure that all personnel can communicate effectively,
particularly with respect to the operation of the ship and to compliance with safety and
anti-pollution measures.
 Communication must also be effective in carrying out the duties and responsibilities
connected with each post aboard ship and will be crucial in
 ensuring that safety aspects, such as fire fighting and personal survival, can be
properly developed and carried out.
 Communication is vital in the transfer of knowledge and understanding and is an
essential requirement in ensuring that an organization is effective and efficient
 in its operational procedures.
 In its simple form, communication consists of a verbal transfer of information between a
sender and a recipient, but it can be more complex and involve more persons and l or
other modes of transfer.

CHAPTER 4
EMERGENCY PROCEDURES
4.1 EXPLAINS THE TERM EMERGENCY

Dangerous situation, which threatens the safety of the ship and lives of persons onboard are
the emergency. Normally they are
 Collision
 Grounding
 Foundering
 Fire explosion
 Shifting of cargo
 Pollution

4.2 TYPES OF EMERGENCY

Emergency is a dangerous situation that threatens the safety of the ship, its cargo or its crew.
Emergency does not give advance notice of its arrival. It just comes, and it comes when you
least expect it.
There can be different kinds of emergencies e.g.
 Collision
 Man overboard
 Grounding
 Oil pollution
 Foundering
 Shifting of cargo
 Fire
4.3 CONTIGENCY PLANS

It has become mandatory for almost all vessels to have contingency plans for response to
emergencies.
The ISM code that incorporates this rule has become an international Law on;
1st July 1998 and will apply to all passenger and most of the other cargo ships of 500 GRT and
above.
The owners who do not obtain necessary certification could find themselves unable to operate
ships because no port will accept them without documentation to show that the code has
implemented.
The following documents will be available on board to deal with shipboard emergencies,
Pollution Control and0 emergency preparedness:-
a) Contingency Plans for response to emergencies from owners as per ISM

b) Muster lists and stations posted at conspicuous places on board
c) Shipboard Oil Pollution Emergency Plan (SOPEP)
d) LSA & FFA Plan
e) Garbage Control Plan
f) Various manuals for operation and maintenance of safety equipment
g) SOLAS Training Manual

4.4 ACTION INCASE OF FIRE, GROUNDING, COLLISION, FOUNDERING,

WATER INGRESS
4.4.1 FIRE
Action to be taken incase of fire
 Sound the emergency alarms

 Notify all concerned of seat of fire
 Ventilation, automatic fire doors
and watertight doors closed
 Deck lighting switched on
 Update vessels position available
in radio room, satellite terminal
and other automatic distress
transmitters as necessary
4.4.2 GROUNDING
Action to be taken incase of grounding
 Stop engines
 Sound emergency alarm
 Display aground lights and switch on deck lights
 Inform master and all departments
 Broadcast warning message to all vessels in the vicinity and continuous VHF watch
maintained
 Check hull for damage
 Sound bilges and tanks
 Sound around the ship
 Determine which way deep water lies
 Obtain information on local currents and tides, particularly details of rise and fall of
tide.
 Reduce draught of ship
 Make ships position available to Radio/GMDSS
 Broadcast urgency/distress message as required
4.4.3 COLLISION
Action to be followed incase of collision
 Stop engines and obtain an assessment of the situation. (it may be prudent to maintain
a few revolutions on the engines to avoid the other vessel from total flooding and
possible sinking when the two vessels separate)
 Sound the emergency signal and carry out a head count (To check complement for
casualties)
 Shut all watertight doors and fire doors
 Inform the master as soon as possible
 Communication officer to standby and obtain weather report and position from chart
 Inform engine room and all departments
 Order bilge pumps/ballast pumps to commence pumping if damage is below the
waterline

 Switch on deck lights and not under command (NUC) lights and shapes
 Muster damage control parties and details duties
 Prepare survival crafts and make ready for immediate launch if the situation demands
 Stand by life boat ready to embarkation
 Order chief officer for damage assessment
 Transmit urgency and distress signal if appropriate
4.4.4 WATER INGRESS
The ingress water occurs when the hull of the ship damaged or threw any large openings.
In addition to the action for collision the following action to be taken for water ingress
 Locate damaged part
 List the vessel over to raise damage area above water line
 Build and position collision patch
 Co-ordinate pumping out on to effected area
 Calculate damage stability
4.5 DRILLS AND MUSTER

Musters and drills are required to be carried out regularly in accordance with merchant
shipping regulations.
Musters and Drills have the objective of preparing a trained and organized response to
situations of 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
conditions. Changes in ships functions and changes in the ships personnel from time to item
should be reflected in corresponding changes in the muster arrangement.
The muster list should be conspicuously posted before the ship sails and should be
supplemented by emergency instructions for each crew member or affixed to individual bunk).
These instructions should describe the allocated muster station, survival craft station and
emergency duty and all emergency signals and action, if any, to be taken on hearing such
signal.
The abandon ship drill and a fire drill must be held within 24hrs of leaving port if more than
25% of the crew has not taken part in drill on board the ship in the previous month. As soon as
possible but not later than two weeks after joining the ship, on board training in the use of the
ship’s life-saving appliances, including survival craft equipment, should be given to crew
members. As soon as possible after joining the ship crew significance of the various alarms
signals and the locations of their lifeboat station and of all lifesaving and firefighting
equipment.
All ships personnel concerned should muster at a drill wearing lifejackets properly secured.
The lifejackets should continue to be worn during lifeboat drills and launchings but in other
cases they may be subsequently removed at master’s discretion if they would impede or make
unduly onerous the ensuing practice, provided they are kept ready to hand.
The timing of emergency drills should vary so that personnel who have not participated in a
particular drill may take part in the next.

Any defects or deficiencies revealed during drills and inspections which accompany them
should be made good without delay.
The correct use of personal safety equipment like lifejackets, lifebuoys, immersion suits,
thermal protective aids, etc., should be shown to the crew members. Their proficiency in
donning them should be checked and corrected if necessary at these drills.
During drills all safety equipment are tried out in rotation. Their operational condition is
verified each time and corrective action is taken if necessary.
Crew members become familiar with the equipment with training.
Joint drills with shore and owners office give realistic training for disaster management to
various agencies like coast guard, P& I, Class and owners and these exercises have become
mandatory by the ISM code.
4.6 VALUE AND NEED FOR DRILLS AND MUSTER

 The main objective of training and drill is whenever the ships life and property is
threaded by the natural forces such as fire, flooding, ship list, collision, explosion,
stranding, etc., save the life and property.
 The ship’s person are trained in organized manner to response control so that life of
people and the ship’s property can be saved out at sea
 The drill and muster is reduces fear and shock in emergency. Even in case of
passengers their regular attendance of drill and training will give them a certain
amount of confidence and familiarization.
 The training further enhances the chances of proper use of the life saving apparatus
and fire fighting apparatus.
 A well motivated trained and drilled crew of a ship will save potential delays in the event
of emergency.
4.7 KNOWLEDGE OF ESCAPE ROUTES, INTERNAL COMMUNICATION AND

ALARMS
Escape routes in machinery spaces and in accommodation
1. Other than the main entrance to machinery spaces and accommodation there should be
another route to leave the area in case of emergency.
2. This escape route should be clearly marked and painted with high visible colours. They
should be easily identified even by causal visitors or workmen visiting the vessel.
3. Arrows indicating the way to the escape route must be posted in a highly visible colour.
4. These arrows should be marked closer to the bottom of the bulkhead so that they may be
visible in smoke as well.
5. Escape routes should never be blocked, locked or otherwise made inaccessible.
6. Training in the familiarization and lay out of the routes should be given to crew during
drills b y blocking certain entrances.
The escapes routes must be regularly checked to ensure that they are free of obstruction

CHAPTER 5
MARINE ENVIRONMENT POLLUTION PREVENTION
5.1 DEFINE POLLUTION

Marine pollution occurs when harmful, or potentially harmful effects, can result from the entry
into the ocean of chemicals, particles, industrial, agricultural and residential waste, noise, or
the spread of invasive organisms.
Record years have seen spurt in the movement of large quantities of oil, chemicals, and
liquefied gases across the seas. Release of these cargoes due to either operational or accidental
causes into sea/ air results in pollution. Pollution affects the marine environment / life in
different ways which are highly detrimental. As such pollution of sea has become a matter of
International concerns.
The Pollutants that enter the marine environment from the ships can be broadly classified as
follows:
 Oil
 Noxious liquid substances
 Harmful substance in package form
 Sewage
 Garbage
5.2 EFFECTS OF POLLUTION ON MARINE ENVIRONMENT

Ecological effects resulting from a spill may include physical and chemical changes in habitats,
changes in growth, physiology and behavior of individual organisms and species, toxicity and
increased mortality in individual organisms and species and destruction or modification of
entire communities or organisms through the combined effects of toxicity and smothering.
Floating of oil may contaminate mammals and birds that swim or dive through the surfaced of
the water. In the open sea, many birds and animals may be able to avoid contact with an oil
slick, but in coastal areas, the organisms may be trapped between the shore and the
approaching spill and become contaminated. If finishing activities take place in the immediate
vicinity of spill, both fishing gear and catch are likely to be contaminated as a result of contact
with dispersed oil or water – in – oil emulsion that may be floating on the surface, suspended in
the water or settled on the sea bottom.
On fine sandy beaches, the oil is likely to remain on the surface which should be removed. On
beaches of cobble, gravel or even coarse sand, the oil may penetrate with the tidal water table
down to hard substrata. In sheltered tidal flats. Mangroves and salt –marshes, oil penetrates
into the anoxic mud’s, facilitated by animal burrows, decaying root masses and interstitial
water such areas, biota are susceptible to physical smoothing in the early stages of a spill and
are likely to exhibit chemical tainting of their tissues for extended periods.
Noxious liquid substances from chemical tankers are toxic to the marine organisms and much
of the mortality that occurs is due to the toxic nature of the chemicals involved.
Sewage water can carry diseases that may be discharged into the waters of the harbor and may
cause epidemics. They are not permitted to be discharged unless treated. Sewage water may

bring in harmful organism from other sea areas which may affect the fragile bio system of the
harbour.
Plastics are not biodegradable and can last for hundreds of years in the marine environment.
When discharged into the rivers, they enter the sea suction of the ships and block the sea
chest. Marine organism dies by the mortality of many organisms. Plastics are prohibited from
being discharges into the sea.
A major oil spill occurring within or in close proximity to ports and marinas could have far
reaching physical and economic effects. In major ports, the potential for serious consequences
is high, due to indirect costs associated with measures taken by the designated spill response
authority.
Aquatic birds are the most visibly vulnerable to oil spills. Many species depend on the sea and
coastal areas for food and nesting habitat. Some species reside permanently in one area, while
others migrate seasonally over long distances. Species that spend most of their time on the
water are particularly vulnerable to oil spill effects. In addition some species cannot fly during
their moulting period and others do not fly at all. Sea birds may come into contact with floating
Oil Sea by swimming into the slick diving.
5.3 POLLUTION AVOIDANCE, PREVENTION, CONTAINMENT

The pollutants may enter the marine environment operationally (e.g. Tank washings and
Ballast discharge by tankers and chemical carries) or be accidentally discharged into sea.
The MRPOL (Convention for the prevention of pollution from ships) details the procedures,
treatment and amount of these pollutants that can be discharges into the marine environment
legally.
PREVENTION OF POLLUTION FROM SHIPS MARPOL 73/78
ANNEX. I Regulation for the prevention of pollution by Oil

ANNEX. II Regulations for the control of pollution by Noxious Liquid substances in bulk
ANNEX III Regulation for the prevention of pollution by Harmful substance carried by sea in
packaged Form
ANNEX. IV Regulations for the prevention of pollution by sewage from ships
ANNEX. V Regulations for the prevention of pollution by Garbage from ships
ANNEX VI Regulations for the prevention of Air Pollution from Ships
The contracting states formulate their own laws to take action and impose deterrent penalties
on any ship violating the convention requirements.
5.3.1 ENVIRONMENTAL PROTECTION PROCEDURES
Segregated ballast tanks
Tankers must be provided with segregated ballast 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 oily water mixtures. SBT are defined as

tanks are completely separated from the cargo oil & fuel oil system. They are served by their
own pumps & piping.
Double hull design
In order to limit out flow of oil in the event of side damage due to collision/ bottom damage due
to stranding, tankers are requirement to be of double hull design.
Reception facilities
Oil loading terminals, repair port, and other 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.
Duty to report
Report on incident involving harmful substances leading to pollution of marine environment

should be made without delay and to the fullest extent possible.
5.4 POLLUTION BY SEWAGE
Sewage means:
 Drainage and other waters from any form of toilets and urinals.
 Drainage from medical premises (dispensary,sick bay,etc) via wash basins, wash tubs
and scuppers located in such premises.
 Drainage from spaces containing living animals or
 Other waste waters when mixed with the drainage defines above.
Holding tank is used for collection and storage of sewage.
The provision of this annex applies to:
 All ships > 400 grt.

 All ships certified to carry more than 15 persons.
Every ship required to comply with these regulations shall under go an initial survey before the
ship is put into service to ensure that:
 The ship is fitted with a sewage treatment plant which complies with operational
standards developed by the organisation or
 A system to comminute and disinfect the sewage, of an approved type or
 A holding tank , the capacity of which is sufficient to retain sewage having regard to the
operation of the ship, number of persons and other factors and
 The ship is fitted with a pipe line leading to the exterior and a standard discharge
connection of the dimensions given in Reg:10 for the discharge of sewage to a shore
reception facility.

 After the survey the ship will be issued with a International Sewage Pollution Prevention
Certificate which is valid for a period of 5 years and subject to no alterations taking
place in the material, fittings, equipment or arrangement except for direct replacement.
Discharge of swage is prohibited except when:
 The sewage is comminuted and disinfected using an approved system and discharged
> 3 miles from the nearest land or
 Discharged > 12 miles from the nearest land if not comminuted and disinfected.
 Sewage from a holding tank should not be discharged instantaneously but at a
moderate rate when the ship is en route and proceeding at > 4 knots or
 The ship has in operation an approved sewage treatment plant which has been certified
and whose test results are laid down in the ISPP Certificate and whose effluent does not
produce visible floating solids or cause discoloration of the water.
 The ship is discharging sewage in a state where less stringent requirements are
imposed.
 Where sewage is mixed with waste water having different discharge

requirements, the more stringent requirements will apply.
 The requirements of this regulation do not apply to the discharge of sewage for
the purpose of securing the safety of a ship or those on board or saving life at
sea or due to damage to a ship.
 Governments should provide adequate reception facilities for the needs of the
ships using their ports with out undue delay.
5.5 POLLUTION BY GARBAGE

For the purpose of GRB (Garbage Record Book) the garbage is grouped into categories as
follows
1. Plastics
2. Floating dunnage, lining or packing material
3. Ground down paper products, rags, metal, bottles, crockery, etc.
4. Ungrounded paper products, rags, metal, bottles, crockery, etc.
5. Food waste
6. Incinerated ash
Garbage includes all kinds of victual, domestic and operational waste, excluding fresh fish,
generated during normal operations of the ship and liable to be disposed off continuously or
periodically.
Discharge of garbage is governed by annex V of MARPOL.
Special areas for disposal of garbage are
 Mediterranean Sea
 Baltic Sea, Black Sea
 Red Sea, Persian Gulf
 North Sea
 Wider Caribbean
 Antarctic
A Ship > or = 400 GRT or a Ship carrying > =15 persons shall:-

 Develop a garbage management plan, outlining procedures for collecting, storing,

processing and disposing of garbage.
 Provide equipment as per the above plan
 Designate a person to implement the above plan
 Maintain a garbage record book
NOTE: Garbage record books and receipts for shore discharge are to be preserved on board for
2 years after the date of last entry.
Discharge of garbage shall be in accordance with the following table:-
Garbage type Outside Special Area In Special Areas
Plastics – Includes synthetic

ropes and fishing nets and Disposal Prohibited Disposal Prohibited
plastics garbage bags
Floating dunnage, Lining 25 Miles Offshore Disposal Prohibited

and packing Materials
Paper, rags, glass, bottles,

metal, crockery, and similar 12 Miles Disposal Prohibited
refuse
All other garbage including

paper, rags, glass etc. 3 Miles Disposal Prohibited
communited or ground
Food waste – Not 12 Miles Disposal Prohibited

communited or ground
Food Waste – Comminuted 3 Miles Disposal Prohibited

or Ground
5.6 MACHINERY SPACE POLLUTION

Any ship of 400 tones gross tonnage and above and tankers:
Processed bilge water from machinery spaces may be discharged provided that all the following
conditions are satisfied.
 The bilge water does not originate from cargo spaces

 The bilge water is not mixed with oil cargo residue
 The ship is proceeding en route
 The oil content of the effluent without dilution does not exceed 15 ppm
 The ship has in operation oil filtering equipment
 The filtering system is equipped with a stopping device to ensure that the discharge is
automatically stopped when the oil content of the effluent exceeds 15 ppm

MARPOL, 73/78 – DISCHARGE CRITERIA

(MACHINERY SPACE AREAS)
SEA WATER SHIP TYPE & DISCHARGE CRITERIA

SIZE
WITHIN ANY WHERE OIL TANKER – No discharge except when:-
SPECIAL ALL SIZES - Ship is enroute
AREA OTHER SHIPS - The oil content of the effluent
– 400 GRT & without dilution does not exceed
COVER 15 ppm OWEF with stopping
device and
- For oil tankers the bilge water
does not originate from the cargo
pump room, bilges or is not mixed
with oil cargo residue
WITHIN WITHIN 12 OTHER SHIPS No discharge except when the oil content
SPECIAL NAUTICAL MILES > 400 GRT of the effluent without dilution not exceed
AREA FROM LAND 15 pp.
WITHIN MORE THAN 12 OTHER SHIPS No discharge except when either-
SPECIAL NAUTICAL MILES > 400 GRT a) the oil exceed 15 ppm
AREA FROM LAND b) when She is en-routed the oil
content of the efficient is less than
15 ppm

SEA WATER SHIP TYPE & DISCHARGE CRITERIA

SIZE
OUTSIDE WITHIN 12 OIL TANKER – No discharge except when the oil
SPECIAL NAUTICAL MILES ALL SIZE content of effluent without dilution
AREA FROM LAND OTHER SHIPS- does not exceed 15 PPM.
400 GRT &
COVER
OUTSIDE WITHIN 12 OTHER SHIPS As far as practicable same as above.
SPECIAL NAUTICAL MILES – LESS THAN
AREA FROM LAND 400 GRT
OUTSIDE MORE THAN 12 OIL TANKER – No discharge except when either:-
SPECIAL NAUTICAL MILES ALL SIZES a) The oil content of effluent does
AREA FROM LAND OTHER SHIPS not exceed 15 PPm or
– 400 GRT & b) When
COVER - ship is en-route
- The oil content of effluent is less
than 15 ppm
- The ship has in operation an
ODMCS or OWS or OWEF etc
- For oil tankers the oil does not
originate in the cargo, pump,
room bilges and not mixed with
oil cargo residue.
OUTSIDE MORE THAN 12 OTHER SHIPS As far as practicable same as

SPECIAL NAUTICAL MILES – LESS THAN above.

AREA FROM LAND 400 GRT

SEA WATER DISCHARGE CRITERIA
WITHIN SPECIAL AREA No discharge except clear or segregated ballast

OUTSIDE SPECIAL WITHIN 50 No discharge except clear or segregated ballast
AREA NAUTICAL
MILES FROM
LAND
OUTSIDE SPECIAL MORE THAN No discharge except when either:-
AREA 50 NAUTICAL Clean or segregated ballast or
MILES FROM When :
LAND Tanker is enroute
The instantaneous rate of discharge of oil does not
exceed 60 liters per nautical mile
The total quantity of all discharged does not exceed
1/15000 (existing tankers) or 1/30000 (new tankers) of
the total quantity of cargo carried on the previous
voyage.
Tanker has in operation an oil discharge monitoring
and control system and stop tank arrangement.
5.7 CONTENTS OF OIL RECORD BOOK

Every oil tanker of 150grt and above and every vessel of 400grt and above other than a tanker
shall be provided with an oil record book part 1 (machinery space operations)
Every oil tanker of 150grt and above shall also be provided with oil record book part 2
(cargo/ballast operations)
ENTRIES: any movement of oil in and out of the vessel and internal shifting of oil.
NON TANKERS
 Ballasting or cleaning of fuel tanks

 Discharge of ballast or water from fuel oil tanks, which have been ballasted or cleaned
 Disposal of oil residues

 Discharge overboard or disposal otherwise of bilge water which has accumulated in

machinery space.
 Bunkering operations
TANKERS
 Loading of oil cargo

 Discharge of oil
 Internal transfer of oil during the voyage
 Ballasting of cargo tanks and dedicated clean ballast tanks
 Cleaning of cargo tanks including crude oil washing
 Discharge of ballast except from segregated ballast tanks
 Discharge of water from slop tanks
 Closing of all applicable valves or similar device after slop tank discharge operations
 Closing of valve necessary for isolation of dedicated clean ballast tanks from cargo and
stripping lines after slop tank discharge operations
5.8 SPECIAL AREAS – DISCHARGE OF OIL
Means a sea area where for recognized technical reasons in relation to its oceanographically
and ecological condition and to the particular character of its traffic the adoption of special
mandatory methods for the prevention of sea pollution by oil is required. Special area includes
the followings:
 Mediterranean Sea
 Baltic Sea
 Black Sea
 Red Sea
 Persian Gulf
 Gulf of Aden
 Antarctic Area
5.9 CONTENTS OF ANNEX-6

 Annex 6 applies to all ships except in few conditions such as the emission is necessary
for the purpose of securing the safety of life or ship.
 The emission of nitrogen oxides from the engine is within the following limits
 17.0g/k W.h when n is less than 130rpm

 45.0n-0.2 g/kW.h when n is 130 or more but less than 2000rpm
 9.8 g/kW.h when n is 2000rpm or more
 The sulphur content of any fuel oil used on board ships shall not exceed 4.5% m/m
 For the purpose of these annex sox emission control areas are
 Baltic sea
 North sea

 The sulphur content of fuel oil used inside the so x area should not exceed 1.0%m/m
 The fuel oil for combustion purposes on boar ships meet the following requirements
 The fuel oil shall be blends of hydrocarbons derived from petroleum refining.
 The fuel oil shall be free from inorganic acid
 The fuel oil shall not include any added substance or chemical waste which
either
 Jeopardizes the safety of ships or adversely affects the performance of

the machinery or
 Is harmful to personnel
 Contributes overall to additional air pollution
CHAPTER 6
SOCIAL RESPONSIBILITIES
6.1 RIGHTS AND OBLIGATIONS OF CREW

RIGHTS OF CREW
 Every seaman has a right to wages and provisions and it shall be taken to begin either
at the time which he commences work or at the time specified in the agreement for his
commencement of work or presence on board, whichever first happens.
 Every seaman has a right to recover wages and salvage and this cannot be forfeited by
any agreement. He shall also be not deprived of any remedy to recover same.

 Whether the vessel earns freight or not, the seaman is entitled to demand and recover
any wages that are due to him
 A seaman also has the right to wages on termination of service by wreck, illness or by
reason of his being left ashore. He shall also be compensated for premature discharge.
 The seaman shall receive allowances for short or bad provisions supplied to him on
board during the course of the voyage.
 The seaman shall receive allowances for short or bad provisions supplied to him on
board during the course of the voyage.
 The seaman shall be provided with bedding, towels, mess utensils and medicines as
required for his personal use
 All expenses for medical attendance in case of illness shall be defrayed by the owner of
the ship without any deduction on that account form his wages.
 If a seaman state to the master that he desires to make a complaint to a judicial
magistrate then the master shall at first opportunity allow the seaman to go ashore or
send him ashore under proper protection so that he may be enabled to make the
complaint.
OBLIGATION OF CREW
 No seaman or apprentice shall do anything knowingly:

 To cause immediate loss, destruction or damage to the ship, endanger life or
cause injury to any person on board the ship or
 Refuse or omit to do any lawful act proper and requisite to be done by him for
preserving the ship from immediate loss, destruction or damage or preserve life
of any person on board.
 No seaman or apprentice lawfully engaged shall desert the ship or shall neglect or
refuse to join ship or to join ship or to proceed to sea in his ship or be absent without
leave.
 A seaman or apprentice shall be guilty of an offense against discipline if he commits any
of the following acts
 If he quits the ship without leave after her arrival at her port of delivery
 If he is guilty of willfully disobedience to any lawful command ore neglect of duty
 If he assaults the master or any other officer of, or a seaman or an apprentice
belonging to the ship
 If he combines with any crew to disobey lawful commands or to neglect duty or
to impede the navigation of the vessel or retard the progress on the voyage
 If he willfully damages his ships or commits criminal misappropriation or breach
of trust in respect of, or willfully damages any of, her stores or cargo
 If a seaman or apprentice engages in smuggling, he shall be liable to pay to the master
or the owner a sum sufficient to reimburse the loss or damage
 If a seaman is convicted of an offense of smuggling opium, hemp or any narcotic drug,
then his seaman’s discharge certificate be canceled or suspended
6.2 EMPLOYMENT CONDITIONS

 The government of India makes the rules for the classification of seamen and prescribes
the minimum manning scale of seaman for different classes of ships
 The shipping master facilitates the engagement and discharge of seamen and makes
provisions for their boarding after they are engaged. He also hears and decides disputes
between a master, owner or agent of a ship and any of the crew of the ship.

 The seaman’s employment offices regulate and control
 The supply of various categories of seaman for different classes of ships

 Recruits persons for employment as seaman and retires seamen from such
employment
 Promotes or changes the categories of seamen and
 Maintains a register of seamen
 The central government makes the rules for the qualifications and medical examination
of the seaman and no seaman can be engaged who does not possess the prescribed
qualification
 No seaman can be engaged from India unless he is in possession of a valid certificate of

discharge or a continuous discharge certificate
 The master of every Indian ship enters into an agreement with every seaman whom he
engages, in and carries to sea as one of his crew from any port n India. This document
is called the articles of agreement.
 The form and contents of the agreement are as follows
 An agreement is a standard prescribed from, it is dated at the time of first signature

and is signed by the owner or agent and the master before any seaman signs the
same
 The agreement with crew contains the following terms:
 Name of the ship or ships the seaman undertakes to serve

 Either the nature3 and as far as practicable the duration of the intended voyage
or engagement or the maximum period of voyage or engagement
 The number and description of the crew of different categories in each
department
 The time at which each seaman is to be on boarded or to begin work
 The capacity in which each seaman is to serve
 The amount of wages each seaman is to receiver
 A scale of provisions which are to be furnished to each seaman
 A scale of warm clothing and a scale of additional provisions to be issued to each
seaman during period of employment in specified cold regions
 Regulations as to conduct on board and as to fines or other lawful punishments
for misconduct
 Payment of compensation for personal injury or death caused by accident out of
and in course of employment
6.3 DRUGS AND ALCOHOL

Drug and alcohol abuse and its adverse effects on safety is one of the most significant problems
of our time. Recognizing the potential serious impact of marine incidents, the marine industry
have over the years developed guidance aimed at encouraging safe ship operation and
protection of the environment. Most companies are now operating with strict policies related to
drug and alcohol use on board their ships. Most companies have a clearly written drug and

alcohol policy they have rules of conduct and control in place, with the objective that no
seafarer will navigate a ship or operate its on board equipment whilst impaired by drugs and
alcohol. Seafarers are now subjected to testing and screening for drugs and alcohol abuse by
means of a combined program of unannounced testing and routine medical examination.
The misuse of legitimate drugs or the use possession, distribution or sale of illicit or un
prescribed controlled drugs on board ship cannot be condoned and should be prohibited. In
addition, any use of prescribed controlled drug which causes, or contributes to unacceptable
job performance or unusual job behavior should require the seafarer to be excused from duty
until such times as he is repatriated, or treatment and its after effects cease.
The problem caused by excessive or taking drugs are many and, consequences are very heavy.
Here are a few examples:
 Personal health hazards

 Affects the perceptive system of body
 Personal safety problem
 Public safety problem
 Danger to ship, cargo and its crew
 Impaired actions may cause personal accidents
 Loss of friendships on board
 Low esteem of self
 Addiction
Recognizing that all seafarers’ must be able to respond at any time to emergency situation, the
International Maritime Organization (IMO) is including guidance to administrations on
maximum permissible blood alcohol content and abstinence periods in the part B of the revised
STCW convention.
Officers and ratings should be aware that local regulations may be in place and where this is
the case, it is recommended that these be strictly adhered to.
6.4 HEALTH AND HYGEINE ON BOARD

 It is seafarer’s responsibility to look after his own health and fitness. High standards of
personal cleanliness and hygiene should be maintained.
 Good health depends on an even and thoughtful balance of work, rest and active play,
on sensible and regular meals, on adequate sleep and an avoidance of excesses of rich
food, alcohol and tobacco.
 On board ship, simple infections can easily be spread from one person to others. Thus
preventive measures, as well as easily effective treatment, are essential.
 Cuts abrasions should be cleansed at once and given first aid treatment as necessary to
protect against infections.
 Inoculation and vaccination can guard against many serious infections. These should
be kept up to date as necessary to meet the requirements of the international voyages to
be undertaken.

 The risk of contracting malaria in certain parts of the world can be much reduced by
taking precautions to avoid bites from mosquitoes carrying the disease, e.g. by the use
of mosquito wire-screening and nets, keeping openings closed, and the use of anti-
mosquito preparations or insecticides. Clothing also affords a degree of protection
against mosquito bites and seafarers should therefore avoid going about after dusk with
any part of the arms or legs exposed. On a ship bound for malarias, port all members of
the crew should also take appropriate anti-malarial medication to control the risk of
infection. The most effective treatment varies geographically according to the nature
and resistance of local malarial germs. Further guidance is included in the relevant
merchant shipping notice.
 Barrier creams may help to protect exposed skin against dermatitis and also make
through cleaning easier.
 Prolonged exposure to mineral oils may cause dermatitis and skin cancer. All traces of
oil should be thoroughly washed from the skin but hydrocarbon solvents should be
avoided. Working clothes should be launched frequently. Oil-soaked rags should not be
put in pockets.
 Anthrax is a dangerous disease. it can be contracted by handling the hides, wool,
bristles, bones, horns, hooves or other products from infected animals and from any
wrapping materials which have contained them. Overalls head covering and protective
gloves should be worn to protect the skin as fast as possible. Fuller information is given
in guidance note EH23 (anthrax health hazards) published by the health and safety
executive.
 Rats and other rodents may be carriers of infection and should never be handled, dead
or alive, with bare hands.
 Inadvertent exposure to or contact with toxic chemicals or other harmsul substaces
should be reported immediately and the appropriate remedial action taken.
 Prolonged exposure to synthetic domestic cleansers and detergents is a potential cause
of alkali dermatitis. Cotton-lined rubber or PVC gloves should be worn when using such
substances
 Some domestic substances, for example caustic soda and bleaching powders or liquids,
can burn the skin. They may react dangerously with other substances and ought not to
be mixed indiscriminately.
 High humidity and heat can lead to heat exhaustion and heat stroke, which may be
fatal. When working in these conditions it is advisable to drink at least 4.5 litters
(8pints) of cool water daily. It is best to take small quantities at frequent intervals. Extra
salt is essential this can be in the form of two salt tablets of water each morning and
again in the evening, or added to food. If the work is in enclosed spaces they should be
well ventilated.
 In tropical areas especially, exposure to the sun during the hottest part of the day
should be avoided as far as possible. When it is necessary to work in very strong
sunlight, appropriate clothing offering protection to both head and body should be
worn, whatever the degree of acclimatization may be.
 Where it is required to work in exceptionally hot and/or humid conditions or when
wearing respiratory equipment, it should be recognized that breaks at intervals in the
fresh air or in the shade might be necessary.
 As a general rule fresh fruit and salad should be thoroughly washed in fresh water
before being eaten.
 Breathing irritant dust can cause coughs and lung damage. Different substances to
which general guidance applies may produce this. Dust containing asbestos fibers is
particularly hazardous since this can cause lung cancer and other serious lung
diseases when inhaled. The risk is usually much greater for person who smokes than
for a non-smoker.

HYGIENE SYMBOLS
6.5 SUMMING UP
 Crew is engaged on board the ship in the presence of a Shipping Master and signs
the “Articles of Agreement”.
 “Articles of Agreement” or a service contract is an agreement of service –conditions
between the Master & its crew.
 It contains all terms and conditions of service, e.g.
 Duties
 Wages and allowances
 Length of service
 Penalties for disobedience, misbehavior, negligence, wrongful act etc.,
 Provision of food and accommodation
 Repatriation to home port.
 Crew is expected to behave in orderly and obedient manner to Master, Officers and
other Crew Members. It is their duty to ensure that no wrongful action on their part
would cause hurt or injury to any other person, the ship, and its cargo or ship
owner.

PSSR PDF

Caricato da

Informazioni sul documento

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

PSSR PDF

Caricato da

Copyright:

Formati disponibili

PERSONAL SAFETY AND SOCIAL RESPONSIBILITY

S.NO CONTENT PAGE NO

CHAPTER 1 INTRODUCTION SAFETY AND SURVIVAL 2

CHAPTER 2 HUMAN RELATION SHIP ON BOARD 12

CHAPTER 4 EMERGENCY PROCEDURES 20

CHAPTER 5 MARINE ENVIRONMENT POLLUTION PREVENTION 25

CHAPTER 6 SOCIAL RESPONSIBILITY 33

CHAPTER 7 ACTIONS TO CONTROL FATIGUE

SEASKILLS MARITIME ACADEMY

1.2 IMPORTANCE OF THE COURSE

1. Identify potential areas of emergencies and comply with emergency procedures.

1.3 SHIP FAMILIARIZATION

 Content of muster list and their responsibility incase of emergency

SEASKILLS MARITIME ACADEMY

1.4 NATURE OF SHIPBOARD HAZARDS

1.5 EQUIPMENT TO COUNTERACT THESE HAZARDS

Oxygen analyzer Measures the oxygen content of the

Explosive meter Measure the content hydro carbon gases in

Tanks scope Measures the content hydro carbon gases in

SCBA Used to enter the oxygen deficiency places

1.6 USE AND DEMONSTRATION OF PPE

SEASKILLS MARITIME ACADEMY

Where there is an obligation on employers to provide protective

Protective equipment should be:

It should be kept clean and disinfected as and when necessary

Seafarers should be properly instructed in the use of any

Seafarers should use protective equipment in a proper manner.

Any damage or fault should be reported immediately to a

1.6.1 PERSONAL PROTECTIVE CLOTHING CLASSIFIED AS FOLLOWS

SEASKILLS MARITIME ACADEMY

Main causes of eye injuries are:

 Infra red rays-gas wielding

Protectors are available in a wide variety

Respiratory protective equipment:

SEASKILLS MARITIME ACADEMY

HAND AND FOOT PROTECTION

PROTECTION FROM FALLS

 The best body protection is provided by boiler

Protection against drowning

Where work is being carried out over side or in an

SEASKILLS MARITIME ACADEMY

1.7 HAZARDOUS OPERATION ON BOARD

 Entering enclosed spaces

1.8 LOADING AND UNLOADING OF CARGO

The duty of all officers and ratings to:

 Take care of themselves and those with whom they work.

The duty of suppliers of materials to ships or installers of equipment to:

1.9 MOORING AND UNMOORING

SEASKILLS MARITIME ACADEMY

 The person handling the rope should have a firm footing

1.10 ELCLOSED SPACE

Any space which has been closed and unventilated

 Store rooms may contain harmful gases.

1.10.2 ENTERING ENCLOSED SPACE

Any sort of entry into enclosed space should only be

 Adequate ventilation and illumination

SEASKILLS MARITIME ACADEMY

 Responsible person available at all times a entry point

O2 analyzer Oxygen deficiency

1.11 HOT WORK

PRECAUTIONS PRIOR DOING HOT WORK

 Hot work permit issued by

SEASKILLS MARITIME ACADEMY