BT Training Manual PDF

EXCELLENCE AND COMPETENCY TRAINING CENTER, INC.
Basic Training
(BT)
Not for sale
This hand-out is for training purposes only

EMERGENCY FIRST AID

First Aid …………………………………………………………………………………………. 1
The Body Structure ……………………………………………………………………………. 1
Emergency Action Principles …………………………………………………………………. 5
Basic Life Support ……………………………………………………………………………... 7
Wound …………………………………………………………………………………………... 11
Shock ……………………………………………………………………………………………. 13
Burns ……………………………………………………………………………………………. 14
Bandaging ………………………………………………………………………………………. 15
Emergency Rescue and Transfer ……………………………………………………………. 17
Methods of Transfer …………………………………………………………………………… 18
PERSONAL SURVIVAL TECHNIQUES

Principles of Survival ………………………………………………………………………….. 20
Priorities in Survival Protection ………………………………………………………………. 22
Emergency Situations …………………………………………………………………………. 23
Evacuation ……………………………………………………………………………………… 25
Marshaling Liferaft and Rescuing Survivors from the Sea ………………………………… 27
Launching Arrangements ……………………………………………………………………... 28
Survival Craft and Rescue Boat………………………………………………………………. 31
Lifeboats ……………………………………………………………………………….. 31
Liferafts ………………………………………………………………………………… 34
Rescue Boats ………………………………………………………………………….. 39
Personal Life-Saving Appliances …………………………………………………………….. 40
Lifebuoys ………………………………………………………………………………. 40
Lifejackets ……………………………………………………………………………… 41
Immersion Suits ……………………………………………………………………….. 42
Signaling Equipments …………………………………………………………………………. 43
List of Contents for the Lifeboat Survival Instructions or Manual ………………………… 48
BASIC FIRE FIGHTING

Fire Prevention and Fire Fighting ……………………………………………………………. 51
The Fire Theory ………………………………………………………………………………... 52
Conditions for Fire to Occur …………………………………………………………………... 52
The Fire Tetrahedron ………………………………………………………………………….. 53
Properties of Flammable Materials …………………………………………………............. 53
Classification of Fire ………………………………………………………………….............. 54
Methods of Distinguishment ………………………………………………………………….. 55
Fire Prevention …………………………………………………………………………………. 57
Basic Ways in Preventing Fire ………………………………………………………. 57
Safe Practices …………………………………………………………………………. 58
Emergency and Fire Alarms …………………………………………………………. 58
Fire Control Plan System ……………………………………………………………………... 59
Fire Hazard and Spread of Fire ………………………………………………………………. 61
Safe Practices ………………………………………………………………………………….. 62
Fire Detection System ………………………………………………………………………… 64
In Compliance with the 2010 Manila Amendments of the STCW Convention 1

Temperature Classifications ………………………………………………………………….. 65

Supervised Patrols and Watchmen System ……………………………………….............. 66
Portable Fire Extinguisher Guide …………………………………………………………….. 67
Breathing Apparatus …………………………………………………………………………... 73
PERSONAL SAFETY AND SOCIAL RESPONSIBILITY

Safe Working Practices ……………………………………………………………………….. 78
Different Type of Ships ………………………………………………………………………... 84
Effective Human Relationships Onboard Ships ……………………………………………. 93
Abraham Maslow’s The Hierarchy of Needs ……………………………………………….. 94
Article 1: Effective Transmission Skills ……………………………………………………… 96
Annex 1: Regulations for the Prevention of Pollution by Oil ……………………………… 101
List of Items to be Recorded ………………………………………………………………….. 105
Management Plan Record Book ……………………………………………………………... 107
Social Responsibilities on Board Ships ……………………………………………………… 110
Guidelines on the Prevention and Management of Severe Acute Respiratory
Syndrome (SARS) ……………………………………………………………………............. 113

FIRST AID - It is the immediate and continuing care given to a person who has been injured or
suddenly taken ill.
Objectives First Aid

1. To alleviate human suffering
2. To prevent added injury or danger
3. To prolong life
Roles of First Aider

1. It is the bridge that fills the gap between the victim and the physician.
2. It is not intended to complete with or to take the place of a physician.
3. It ends when the service of the physician begins.
BODY STRUCTURE
A. Skeletal System
Skeleton – bones that serve as a framework of the body

Joint – union of two bones
– provides range of motion
PARTS OF THE HUMAN SKELETAL SYSTEM

Major Bones:
1. Skull
Division:
a. Frontal
b. Parietal
c. Temporal
d. Occipital
2. Spinal Column (backbone) principal support

system of the body
a. Spinal cord
b. Spinal nerve
THE SECTIONS OF THE SPINAL COLUMN

3. Shoulder Girdle
a. Collarbone (clavicle)
b. Shoulder blade (Scapula)
4. Upper Extremity
a. Arm – humerus
b. Forearm – radius and ulna
Carpals
c. Hands Metacarpals
Phalanges
5. Ribs – 12 pairs of ribs

a. Sternum – xyphoid process
Substernal notch
6. Pelvis

7. Lower Extremity
a. Thigh – femur and patella (knee cap)
b. Leg – tibia and fibula
Tarsal
c. Feet Metatarsals
Phalange
B. Muscular System
Muscle – movement of the body
Kinds of muscles:
a. Striated / Skeletal muscle (voluntary) - Under the control of a person’s will
b. Smooth / visceral muscle (involuntary) - Person has little or very limited control or no
control over these muscles and usually is not conscious of them.
c. Cardiac muscle (heart) - able to stimulate itself into contraction
C. Respiratory System
1. Lungs – organ for respiration / breathing
2. Alveoli – where exchange of O2 and CO2 take place
3. Trachea – windpipe
D. Circulatory System
Heart – pumping organ

– located at the center of the chest

Chambers:
1. Atrium
2. Ventricles
Heart rate – 60-100 beats/min (adult)

– 80-120 beats/min (child)
– 120-160 beats/min (infant)
CIRCULATION OF THE BLOOD
Blood Vessels:
1. Artery – passageway of oxygenated blood
– distributor
2. Veins – passageway of unoxigenated blood
– collector
3. Capillaries – aid in distribution of nutrients to the body

Blood
1. Red Blood Cell – carry oxygen to the rest of the body
2. White Blood Cell – designed to fight infections
3. Platelets – help control bleeding
4. Plasma – liquid part which contains the blood clothing factors, other nutrients and
antibodies
EMERGENCY ACTION PRINCIPLE (EAP)

A. Survey the Scene
Safety – first aider (use necessary protection, universal precautions)

– victim / patient
Unsafe safe Safe area Safer Area (hospital / medical

practitioner)
Emergency Rescue Emergency Transfer
Check for unresponsiveness

-“Tap shoulders”
- Say: “Hey! Hey! Are you Okay?” (2x)

Ask for Help

- Shout “Help!” by raising a hand
- Activate Medical Assistance
B. Do the Primary Survey – life threatening problems
“ABC” of Life
A – Airway – maintain open airway
Method in opening airway

a. Head tilt, chin lift
b. Modified jaw thrust
Assure an adequate open airway by the head tilt/ chin lift
B – Breathing
1. Check for normal breathing in unresponsive victim

2. Check for presence or absence of breathing in unresponsive victim
L – look – rise and fall of the chest – eyes – chest

L – listen – breathing sound – ear – nose
F – feel – air coming out – cheek – mouth
Assessment:
a. If with breathing – check for difficulty of breathing
b. If not breathing – give 2 initial ventilator maneuver (IVM) to check for the patency of the
airway
If 2 IVM enters – airway is patent

If 2 IVM does not enter – there is an obstruction
Check the breathing

Look, Listen and feel Method
Check the carotid pulse. Palpate the thyroid cartilage in the

midline with your index and middle finger laterally to the
groove between the trachea and the sternocleidomastoid
muscle, and gently feel for the carotid pulse. If you do not
feel the pulse, immediately try the opposite side. If you feel
no pulse, begin compressions.

C – Circulation – carotid pulse artery (slightly beside the Adam’s Apple)
Assessment:
a. No pulse, no breathing - CPCR
b. With pulse, no breathing – AR / Rescue Breathing
C. Activation of Medical Assistance (calling for rescue / get some personnel for help and
assistance)
D. Do the secondary Survey – head to the toe examination

– checking other injuries
D – Deformities B – Burns
C – Contusions T – Tenderness
A – Abrasions L – Laceration
P – Punctures S – Swelling
D – Taking Good History (For conscious patients only) “PAIN” – commonly body
symptoms
S – Signs / Symptoms O – Onset of pain

A – Allergies P – Provocation
M – Medication Q – Quality
P – Past medication History R –
Radiation
L – Last meal taken S – Swelling
E – Events prior to an emergency T – Timing
Vital Signs Normal Range

T Temperature 36.5 – 37.5 ˚C
P Pulse Rate 60-100 beats/min
R Respiratory Rate 16-24 breath/min
BP Blood Pressure 110/70 – 130/90 mmHg
BASIC LIFE SUPPORT

It is the early recognition and immediate application of management for airway obstruction,
respiratory arrest, and cardiac arrest.
A. Airway Obstruction
Kinds:
1. Anatomical – tongue, swelling in the air passages
2. Mechanical – foreign object

Types:
1. Partial Airway Obstruction with good air exchange – can speak
2. Partial Airway Obstruction with poor air exchange – conscious but can’t speak
3. Complete airway obstruction – unconscious
B. Respiratory Arrest
1. No breathing with pulse
2. Give artificial respiration / Rescue breathing
Causes:
1. Drowning
2. Electrical shock
3. Poisoning
4. Suffocation / inhalation of toxic gas
MANUAL PROCEDURES OF RESCUE BREATHING
First Aider Victim

1. Mouth to Mouth
2. Mouth to Nose
3. Mouth to Mouth and Nose (infant)
4. Mouth to Stoma
5. Mouth to Mask / Face Shield
6. Use of ambu bag
Application of Rescue Breathing
Adult – One (1) breathe enough to make the victim’s chest rise every 5 seconds
Min. 1:5 x 24 cycles per 2 mins. / 1:5 x 12x/min
Start with 1 ventilation and count…………

“1-1002-1003-1001” = 1 ventilation
“1-1002-1003-1002” = 1 ventilation
“1-1002-1003-1003” = 1 ventilation
“1-1002-1003-1004” = 1 ventilation
“1-1002-1003-1005” = 1 ventilation 2X
“1-1002-1003-1006” = 1 ventilation
“1-1002-1003-1007” = 1 ventilation
“1-1002-1003-1008” = 1 ventilation
“1-1002-1003-1009” = 1 ventilation

“1-1002-1003-1010” = 1 ventilation
“1-1002-1003-1011” = 1 ventilation
“1-1002-1003-1012” = 1 ventilation
Children – 1 breathe enough to make the victim’s chest rise every 3 seconds (1:3)
– 40 times per 2 minutes / 20x / min
Infants – 1 gentle breath enough to make the victim’s chest rise every 3 second (1:3)
– 40 times per 2 minutes / 20x / min
C. Cardiac Arrest
- No breathing
- Apply CPR
Cardio Pulmonary Cerebral Resuscitation or lay Rescuer

- It is a combination of rescue breathing and external chest compression (AR = ECC)
Don’ts in External Cardiac Compression (ECC)

1. Jerker
2. Bender
3. Bouncer
4. Rocker
5. Massager
6. Double Crosser
Rate: 80-100 compression/min
One man rescuer CPR
30 chest compression: 2 ventilation = 30:2 x 5 cycles per 2 mins.
"1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,1,2,3,4,5,6,7,8,9&1 + 2 ventilation (1st)

"1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,1,2,3,4,5,6,7,8,9&2 + 2 ventilation (2nd)
"1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,1,2,3,4,5,6,7,8;9&3 + 2 ventilation (3rd)
"1,2,3,4,5,6,7,8,9,10,11,12,13,14,1516,17,18,19,20,1,2,3,4,5,6,7,8;9&4 + 2 ventilation (4th)
"1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,1,2,3,4,5,6,7,8,9&5 + 2 ventilation (5th)
Two man rescuer CPR

30 chest compression: 2 ventilation = 5 cycles per 2 mins.
1st Rescuer 2nd Rescuer

“1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,1,2,3,4,5,6,7,8,9&1 + 2 ventilation (1st)
‘1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,1,2,3,4,5,6,7,8,9&2 + 2 ventilation (2nd)

“1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,1,2,3,4,5,6,7,8,9&3 + 2 ventilation (3rd)

“1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,1,2,3,4,5,6,7,8,9&4 + 2 ventilation (4th)
“1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16,17,18,19,20,1,2,3,4,5,6,7,8,9&5 + 2 ventilation (5th)
Chest Compression:
Summary of Lay Rescuer CPR for Adults, Children and Infants
(New Born / Neonatal information not included)
STEP / ACTION ADULT: 8 YEARS CHILD: 1 TO 8 INFANT: UNDER 1

AND OLDER YEARS YEAR
Airway Head tilt – chin lift
Breaths Initial 2 breaths at 1 second/breath
Foreign-body airway Back slaps and chest
Abdominal thrust or chest thrust
obstruction thrust
COMPRESSIONS
Compression
In the center of the chest, between nipples Just below nipple line
Landmark
2 hands: Heel of 1 hand
Compression method 2 hands : Heel of 1
with second on top or 1
Push hard and fast hand second hand on 2 fingers
Hand: Heel of 1 hand
Allow complete recoil top
only
Compression depth 1 ½ to 2 inches About ¹/ 3 to ½ the depth of the chest
Compression rate About 100/min
Compression
30:2
ventilation ratio
Cycle 5x / 2min.
When to stop CPR:

S : Spontaneous breathing and pulses are restored
T : Transfer facilities arrived
O : Operator (First Aider) is already exhausted
P : Physician assumes responsibility (declares drainage of secretion)
NOTE: Recovery Position – side lying position to facilitate drainage of secretion. (Best
recommended is left lateral)
Procedure:
1. Hand nearest rescuer tacked under buttock with palm faced up
2. Hand farthest from rescuer placed across the chest with palm faced up on the cheeks
3. Knee farthest from rescuer best with flat on the floor
4. Pull victim towards rescuer
D – Disability
A – Alert / Awake (conscious)
V – Verbal Response (drowsy)
P – Painful Stimuli (stuporous)
U – Unresponsive (comatose)

Proper Hand Placement for CPR
Emergency Action Principles

(Sequence for Lay Rescuers/CPR)
Survey the scene
“The scene is safe”
Identify yourself and ask for permission to help
Position (kneel n both knees, wide base support)
Check for the responsiveness of the victim
1. “Hey! Hey! Are you ok?” (2x, while tapping the shoulder of the victim)
2. “Victim is unresponsive!”
3. “Help! Help!” (while one hand is raised)
4. “Activate medical assistance!”
Do the primary survey (ABC of Life)

A – Open Airway – Head Tilt Chin Lift Maneuver
Check for obstruction / possible obstruction
“THE MOUTH AND NOSE ARE CLEAR”
B - Check breathing – LOOK, LISTEN and FEEL (LLF) at least five seconds
“1001, 1002, 1003, 1004, 1005”
“Victim is breathless!”
“I will give 2 Initial Ventilation Maneuver(IVM)!”
C – Check for circulation using the Carotid Pulse (Maximum of 10 seconds)
“1001, 1002, 1003, 1004, 1005, 1006, 1007, 1008, 1009, 1010!”

State the victim condition

(Negative breath, Positive Pulse = Respiratory arrest)
(Negative breath, Negative Pulse = Cardiac arrest)
Do AR/CPR depends on the condition of the victim
NOTE: You can combine checking of breathing and pulse for 10 seconds using LLF
EMERGENCY CARE FOR OBSTRUCTION BY A FOREIGN
OBJECT
Administering
the abdominal
thrust in a
standing patient
choking?”
WOUND - Is a break in the continuity of the skin either internal or external.

Kinds:
A. Open wound – injury resulting to the break in the continuity of the skin externally.
Types of Open Wounds: (A.L.I.P.A)
1. Abrasion – scrapping or rubbing against rough surfaces

2. Laceration – rough – edged instruments like broken glasses, tin cans, barbed wire, blunt
instruments
3. Incision – cut by sharp instruments like razors, knives, bolos
4. Puncture – penetrating, pointed instruments like nails, icepick, daggers, knives, bottles,
pins.
5. Avulsion – motor vehicle accidents, wreaks, explosions, animal bites
Kinds of Bleeding:
1. Arterial Bleeding
a. Bright red in color
b. Blood spurts from the blood vessels
2. Venous Bleeding
a. Dark red
b. Blood oozes from the wound
3. Capillary Bleeding

a. Dark red turning bright red

b. Little blood can be lost
c. Clothing is spontaneous
Ways to Control Bleeding
D – Direct pressure
E – Elevate the affected part
P – Pressure on the supplying artery
P – Pressure bandage
Tourniquet – last resort
Pressure Points:
1. Temporal artery
2. Facial artery
3. Subclavian artery
4. Brachial
5. Radar
6. Iliac
7. Femoral
8. Popliteal
9. Anterior and posterior tibial artery
10. Dorsalis pedis

B. Closed Wounds – there is no break in the continuity of the skin
Signs and symptoms:

1. pain and tenderness
2. swelling and discoloration of the soft tissue
3. deformity

Ex: Hematoma and contusion
First Aid:
I – ice application
C – Compression
E – Elevate the injured part
S – Splinting (if necessary)
SHOCK - A depressed condition of many of the body functions due to the failure of enough
blood to circulate through the body
A. Causes
1. Primary Pump Failure
2. Fluid Losses
3. Vasodilatation / relative hypovolema
B. Factors Contributing to Shock:
P – Pain
R – Rough Handling
I – Improper transportation
C – Continuous bleeding
E – Extreme Temperature
F – Fatigue
C. Signs and Symptoms:
1. Early Stage
a. eyes vacant, lack luster
b. Face (pale) – pupils dilated
c. Skin (cold and clammy)
d. Respiration (rapid, shallow) S – Saline Solution
e. Pulse (rapid, faint) H – Heat
f. Nausea and vomiting O – Oxygen
g. Temperature (low) C – Careful Handling
K – Keep the injured in a
b. Late Stage comfortable position
a. Restless
b. Very weak
c. Unconscious
D. Management for Shock:

1. Proper position
2. Proper temperature and ventilation

3. Proper transfer
BURNS – It is an injury to the skin due to exposure to heat, chemicals, electricity and
radiation
A. Classification of Burns According to

depth:
1. First Degree Burns

a. Caused by a flash , flame,
scald, sun
b. Skin reddened and dry with
slight swelling, no blister occur
c. Painful
d. Epidermis is the only one
affected
2. Second Degree Burns

a. Often results from contact with
hot liquids or solids, flash or
flame contact with clothing,
direct flame from the fire, and
contact with chemical substances.
b. Skins appears moist aid mottled and ranges in color from while to cherry red
c. Blister formation
d. Extremity painful
e. Burn extended to dermal layer
3. Third Degree Burns

a. They result from prolonged contact with hot
liquids or solids, flames, chemical or electricity
b. Skin becomes dry and leathery, charred blood
vessels are often visible.
c. No pain
d. Burn extended to subcutaneous fatty tissue,
bone and vital organs
e.
B. Dressing and Bandages
Dressing – any sterile material used directly to cover

the wound
– made out of cloth, gauze or any available
materials

1. Uses:
a. To control bleeding
b. Absorbs bleeding from the wound
c. Prevent germs from entering the exposed area
2. Types:
a. Commercially prepared
b. Improvised
Bandaging
Bandage – any clean cloth or material used to hold the dressing
1. Uses:
a. To control bleeding
b. To secure a splint
c. To immobilize and support body parts
2. Standards in Bandaging
S – Square knot
C – Careful handling
A – Accurateness
N – Neatness
S – Speed
3. Open Phase
a. Top of the head bandage
b. Front / back of the face bandage
c. Front / back of the chest bandage
d. Arm sling / under arm sling
e. Speed
4. Broad Cravat
a. Knee bandage
5. Semi broad Cravat

a. Shoulder/hip bandage
b. Arm/leg bandage
c. Elbow bandage (straight/bended)
6. Narrow Cravat
a. Forehead
b. Eye Bandage
c. Neck bandage
d. Ear check and jaw
e. Open palm Bandage

f. Palm pressure
g. Sprained ankle – shoe off/shoe on
Triangular Bandage
Parts Phases
apex Broad cravat
Semi-broad
Open cravat
Side Side
phase
FACE
Narrow
cravat
end base end
BANDAGING
A. Open Phase B. Semi – Broad Cravat
Arm Sling Knee Bandage

EMERGENCY RESCUE AND TRANSFER
Emergency Rescue – is a procedure of moving a victim from an unsafe pace to a place of

safety
A. Indications:
1. Danger of fire or explosion
2. Danger of exotic gases or asphyxia due to lack of oxygen
3. Risk of drowning
4. Danger of electrocution
5. Danger of collapsing wall
6. Exposure to cold, or intense weather conditions
7. Danger of pinning by machinery
B. Methods:
1. For immediate rescue without assistance drag or pull the victim in the direction of the
long axis of his body.
2. If possible, minimize lifting on carrying the injured before checking injuries unless you
are sure there is no injury or major fracture involving the neck or spine
Transfer – is a procedure of moving a victim from a safe place to a much safer place
A. Cautions:
1. The first aider may need to initiate a transfer or a casualty to hospital or medical aid.
2. Skill in the use of simple techniques of transfer must be practiced to avoid the casualties’
condition from becoming worse.
3. Careful selection and use of the correct transfer method is essential.
B. Factors to be considered
1. Nature and severity of injury
2. Size and weight of the victim
3. Physical capabilities of the first aider’s
4. Number of available personnel and equipment
5. Distance to be travelled
C. Basic Principles
1. The airway is maintained open
2. Hemorrhage is controlled
3. The victim is safely maintained in the correct position
4. The victim is secured
5. Regular checks of the victims condition are made
6. Supporting bandages and dressing remain effectively applied
7. The victim body is moved as a unit

Methods of Transfer
A. One man carry

1. Assist to walk
2. Carry in arms (lovers carry)
3. Pack strap carry
4. Fireman’s carry
5. Piggy back carry
B. Two Man Carry

1. Four hand seat
2. Hands as a litter
3. Carry by extremities
4. Chair as a litter

C. Three Man Carry

1. Bearers along the side
2. Hammock carry
D. Six to Eight Man Carry

1. Use of Stretcher
2. Use of long spine Board

PRINCIPLES OF SURVIVAL
I. TRAINING AND DRILLS
A. Each member of the crew participates in at least one abandon ship drill and one fire drill
every month. The drills of the crew happened within 24 H of the ship leaving the port if more
than 25% of the crew have not participated in abandon ship and fire drills on board that
particular ship in the previous month.
B. On a ship engaged on an International voyage which is not short international voyage,

musters of the passengers shall takes place within 24 H after their embarkation. Passengers
shall be instructed in the use of lifejackets and the action to take in an emergency. If only a
small number of passengers embark a port after the muster has been held it shall be
sufficient, instead of holding another muster, to draw the attention of these passengers to
the emergency instructions.
C. On a ship engaged on a short international voyage, if the muster of the passengers is not
held in departure the attention of the passengers shall be drawn to the emergency
instruction.
D. Each abandon ship drill shall include:

1. Summoning the passengers and crew to muster stations with the alarm and ensuring
that they are made aware of the order to abandon ship specified in the muster list.
2. Reporting to stations and preparing for the duties described in the muster list
3. Checking that passengers and crew are suitably dressed
4. Checking that lifejackets are correctly donned
5. Lowering of at least one lifeboat after the necessary preparations for launching
6. Starting and operating the lifeboat engine
7. Operation of davits used for launching life rafts.
a. Different lifeboats shall, as practicable, be lowered as successive drills.
b. Drills shall, as far as practicable, be conducted as if there were an actual emergency
c. Each lifeboat shall be launched with its assigned operating crew aboard and
maneuvered in the water at least once-every 3 months during an abandon ship drill
and launched annually.
d. Rescue boats other than lifeboats which are also rescue boats, shall be launched
each month with their assigned crew aboard and maneuvered in the water. This
requirement shall be complied with at least once every month.
e. If lifeboat and rescue boat launching drill and carried out with the ship making
headway, such drill shall, because of the dangers involved, be practiced in sheltered
waters only and under the supervision of an officer experienced in such drills.
f. Emergency lighting for mustering and abandonment shall be tested each abandon
ship drill.

E. On-board Training and Instructions

1. On-board training in the use of the ship’s life-saving appliances, including survival craft
equipment, shall be given as soon as possible but later than 2 weeks after the crew
member joins the ship. However, if the crew member is on a regularly scheduled rotating
assignment to the ship, such training shall be given not later than 2 weeks after the time
of first joining the ship.
2. Instructions in the use of the ship’s life-saving appliances and in survival at sea shall be
given at the same intervals as the drill. Individual instructions may cover different parts of
the ship’s life saving system, but all the ship’s life-saving member of the crew shall be
given instructions which shall include but not necessarily be limited to:
a. Operation and use of the ship’s inflatable life rafts.
b. Problems of hypothermia, first-aid treatment of hypothermia and other appropriate
first-aid procedures
c. Special instructions necessary for use of the ship’s life-saving appliances in severe
weather and severe sea conditions.
On-board training in the use of davit-launched life rafts shall take place at internals of
not more than 4 months on every ship fitted with such appliances. Whenever
practicable this shall include the inflation and lowering of a life raft. This life raft may
be specially intended to training purposes only, which is not part of the ship’s life-
saving equipment, such a special life raft be conspicuously marked.
F. Records
The date when muster is held, details of abandon ship drills and fire drills, drills of other life-
saving appliances and on-board training shall be recorded in such log-book.
If full muster drill training session is not held at the appointed time, an entry shall be made in
the log-book stating the circumstances and the extent of the muster, drill or training session
held.
G. Training Manuals
1. A training manual shall be provided in each crew mess room and recreation, or in each
crew cabin.
2. The training manual, which may comprise several volumes, shall contain instructions
and information, in easily understood terms whenever possible, on live-saving
appliances provided in the ship and on the best methods of survival
H. Any part of such information may be provided in the form of audiovisual aids in term of the
manual. The following shall be explained in details:
1. Donning of lifejackets and immersion suit
2. Muster at the assigned stations
3. Boarding, launching and clearing the survival craft and rescue boats
4. Methods of launching from within the survival craft
5. Release from launching appliances
6. Methods and use of devices for protection in launching areas, where appropriate
7. Illumination in launching areas

8. Use of all survival equipment

9. Use of all detection equipment
10. With the assistance of illustrations, the use of radio life-saving appliances
11. Use of drogues
12. Use of engine and accessories
13. Recovery of survival craft and rescue boats including stowage and securing
14. Hazards of exposure and the use of warm water
15. Best use of the survival craft facilities in order to survival
16. Methods of retrieval, including the use of helicopter rescue gear (sling, baskets,
stretchers), breeches buoy and shore life-saving apparatus and ship’s line throwing
apparatus
17. All other functions contained in the muster list and emergency instructions
18. Instructions for emergency repair of the life-saving appliances
II. ACTIONS TO BE TAKEN WHEN CALLED TO SURVIVAL CRAFT STATIONS
A. Put on plenty of warm clothing. Wooly clothing is best; as many layers as possible with an
anorak or oilskin as the outer layer.
B. Put on the lifejacket
C. Go to the muster station in an orderly manner
Note: Do not panic. Don’t waste time after the alarms have sounded. Final adjustment to
clothing and lifejacket may be made on the way to the muster station or after arrival there.
PRIORITIES IN SURVIVAL PROTECTION
I. PRIORITIES IN SURVIVAL
A. Protection – from the element and the effects id

exposure
B. Location – try to establish where you are and
the best way of attracting rescue
C. Water – ration at once
D. Food – do not eat, unless you have sufficient
water
II. ACTIONS TO BE TAKEN WHEN

REQUIREED TO ABANDON SHIP
A. Preparation for Abandoning Ship

1. Follow instructions in preparing the ship’s
survival craft

2. When the order is given, launch throw-over life rafts
B. Abandoning Ship: Precautions to be Taken

1. When the order is given, get into lifeboats and/or davit-launched life rafts at the
embarkation deck
2. When the order is given, launch throw-over life rafts
3. If possible, board lifeboat or life raft without entering the water
4. If it is necessary to enter the water, choose a suitable place from which to leave the ship,
bearing in mind the following points.
5. Do not jump into the water unless essentials; use over-side ladders or, if necessary,
lower yourself by means of a rope or fire hose. Unless it is unavoidable, do not jump
from higher than 20ft into the water.
III. ACTIONS TO BE TAKEN WHEN IN WATER
A. Avoid remaining in the water for one second longer than is necessary
B. Get into a survival craft as soon as possible. Otherwise get clear of the ship
C. After getting clear of the ship do not swim aimlessly. Float as still a possible in your
lifejacket if you cannot get into a survival craft
D. Use the whistle attached to your lifejacket to attract attention
E. If possible, form a group with other survivors in the water
BOARDING A LIFE RAFT FROM THE SEA

EMERGENCY SITUATIONS
I TYPES OF EMERGENCY
A. Fire in Ships: In order to be safe, every officer and crew member must know how to:
1. Prevent
2. Control
3. Extinguished fire
B. Collision: The master of the vessel involved in collision shall:

1. Render all possible assistance to save the ship
2. Prevent dangers arising from the collision
3. Standby until his assistance is no longer necessary
C. Stranding: The immediate and correct reactions are:

1. Stop the engine and engineers should be informed immediately of the situation
2. Change over to the high injection valves for supply of salt water to machinery
D. Adverse reaction of dangerous goods or bulk materials: if the stability of the ship is
dangerously small, the correct reactions are:
1. Deck cargo should be securely lashed
2. In livestock, ample protection to the animal
3. Large supply of food and water should be provided in case men are enable to reach the
animals at the height of the storm
E. Shifting of Cargo: When this situation occur, the following must be done:
1. The condition must be recognized immediately
2. Alter the course rapidly in order to change the apparent wave period
F. Foundering: If a vessel strikes another head-on, it is advisable to:

1. Stop the engine immediately on impact and remain embedded in the gash.
2. Ascertain the extent of the damage and determine which of the area are liable to the
flooded
II EMERGENCY SIGNALS
A. The General Emergency Alarm is at least seven (7) short and one (1) long blast.
B. Fire alarm signal is a continuous rapid or intermittent ringing of the ship’s bell for a period of
not less than ten seconds supplemented by the continuous ringing of the general alarm bell
for not less than 10 seconds
C. Abandon ship is given verbally by the Master or in the absence of the Master, the most
senior and capable officer on board

III MUSTER LIST
The muster list shall specify details of the general emergency alarm signal and also the action to
be taken by crew and passengers when this alarm is sounded. It also specify how to order that
abandon ship will be given
A. The muster list shall show the duties assigned to the different members of crew including:
1. Closing of the watertight doors, fire doors, valves, scuppers, side scuttles, skylight,
portholes and other opening of the ship
2. Equipping of the survival craft and other life-saving appliances
3. Preparation and launching of survival craft
4. General preparation of other life-saving appliances
5. Muster of passengers
6. Use of communication equipment
7. Manning of fire parties assigned to deal with fire
8. Special duties assigned in respect of the use of fire-fighting equipment and installations
B. The muster list shall specify which officers to assigned to ensure that lifesaving and fire
appliances are maintained in good condition and are ready for immediate use
C. The muster list shall also specify substitute for the key person who may disabled, taking into
account that different emergencies may call for different actions
D. The muster list shall show the duties assigned to members of the crew in relation to
passengers in case of emergency. These duties shall include:
1. Warning the passengers
2. Seeing that they are suitably clad and donned their lifejackets correctly
3. Assembling passengers at muster station
4. Keeping order in passageways and on the stairways and generally controlling the
movements of the passengers
5. Ensuring that the supply of blankets is taken to the survival craft
E. The muster list shall be prepared before the ship proceeds to the sea. After he muster list
has been prepared, if any change takes place in the crew which necessities the alteration in
the muster list, the muster shall either revise the list or prepare a new list.
F. The format of the muster list used on passenger’s ships shall be approved.
EVACUATION
I LAUNCHING LIFEBOATS
A. The following routine should be adopted when lowering lifeboats from gravity davits:

1. The cover and strong backs are removed and plug is put in the plug hole. The boat
painter is made fast well forward and brought into ship’s side with light lashing
2. The gripes are released, beginning outboard
3. The handle of the winch break is engaged and the boat lowering is controlled with the
break until the lifeboat reaches the embarkation deck where the lifeboat’s crew and any
passengers normally board. The lifeboat is then held alongside by the falls and tracing
pendants so that while suspended from the davits it does not swing as the ship rolls.
4. Before passengers or crew aboard the boat is kept at the embarkation deck level by
means of browsing tackles, lines which pass round which the crew kept firm, by hand,
from the side.
5. Once the launching crew are on board, the tricing pendant are released, by letting go the
seahouse slip (Mc Clunney hook) Then, the reminder of the crew and passengers may
board while the lifeboat is still held alongside by the browsing tackles, the lines which
holds the boat against the side, are released so that it swung out, this operation should
be done slowly to avoid boat swinging violently as it is released.
6. With all boat still suspended from the davits, it may now be lowered into the water and
freed from the sling hooks. While being lowered, the crew in the lifeboat should pay out
the davit wire pendant lifelines. These lifelines have knots at regular intervals and are
hung from a wire which runs between both the davits heads. The bowman and the man
in the stern of the lifeboat are always stationed inside falls, holding into the lifelines. The
sling hooks should be released when the boat is afloat in the water. The released
mechanism is arranged so that boat hooks are released simultaneously.
7. Accidents released of sling hooks, when launching the lifeboat special are must be taken
not to operate the released lever accidentally.
B. Life raft could be safely launched by using the following:

1. Remove the portable rail and turn out the davit
2. Bring the raft in its valise, to the ship’s side, having the browsing line in board
3. Breakout the bowsing lines and makes them fast to the deck cleats which are provided,
leaving some slack, breakout.
4. Hook the davit fall into the raft
5. Heave away on the davit fall (to the pre-set mark, if the fall is marked) taking the raft
over side.
6. If the life raft does not inflate automatically, inflate by pulling out the rest of the painter
and tugging it hard
7. When inflation is complete, bowse the life raft into the ship’s side, and inspect the interior
for any defect.

8. With two men tending the entrance, board passengers’, seating them in the raft, feet
towards the center, on alternate sides. Commencing outboard and working into inboard,
having to remove first all the footwear, brooches, etc.
9. When the raft is loaded, make sure it is clear below the bowsing lines, and THROW
BOTH BOWSING LINES AND THE PAINTER INTO THE RAFT, this is most important.
10. Lower away and pull down the red lanyard to operate the hook safety catch as the raft
reaches the water. The hook will release itself when the raft is waterborne. Get the raft
away from the ship’s side as quickly as possible and in cold weather inflate the floor.
Stream the sea anchor and endeavor to remain in the vicinity with the other rafts and
boats. One man trained in the use of life rafts is to go in each raft. On board the crew will
rise the fall, recovering it by means of the tracing line, and continue with the next raft.
Note: Remember to always throw the bowsing lines and the painter into the raft before
lowering it, because if one of these lines become foul on deck as the raft is being lowered, it
could cause a nasty tear to the raft and so render it useless.
II ACTIONS TO BE TAKEN WHEN CLEARING THE SHIP
A. Immediate actions for the raft

1. Cut painter and get clear of the ship
2. Look for and pick survivors from the water
3. Ensure that sea-anchor streamed when clear of the ship
4. Rig exposure cover of foldable canopy
5. Administer first-aid, if appropriate
6. Issue anti-sickness medicines and sea-sickness
7. Dry life raft floor and inflate
8. Prepare and use detection equipment including rapid equipment
9. Take measure to maintain morale
10. Make sanitary arrangements to keep (lifeboat) habitable
11. Arrange watches and duties
12. Post a lookout
B. The boat and/or rafts should clear the ship’s side at a distance of at least ¼ miles.
C. Maneuver towards other survival craft, secure together and distribute survivors and
equipments between survival crafts
D. Uses of a sea-anchor
1. To keep the boat’s head into the wind and sea
2. Beaching a lifeboat in a surf
3. To prevent drift
E. Adjust canopy openings to give the protection from weather or ventilate the life raft

F. Instructions concerning action upon entering the survival crafts should be written in easily
eligible type and waterproof materials in one of the official language of the organization, and
displayed so as to be easily seen by a person entering the survival craft.
G. Clearing the ship’s side:

1. Once the lifeboat is in the water with the crew and the passengers on board the most
important is maneuver to get away from the side of the ship as soon as possible. Even in
calm sea, the crew and the boat can suffer injuries cause by the boat and ship banging
against each other because of the wave action
2. If the ship still has a way on, the painter can be used to keep the boat clear of the ship
by heaving on it then letting it go later.
3. If the ship is stopped, the boat can get clear using the boat hook fend off and rowing
when clear.
4. If the boat has an engine, care should be taken to see that the propeller is clear to the
floating debris before using it.
5. Once clear of the ship and out of danger, the lifeboat should stay in the vicinity in order
to pick up as many survivors as possible. Also if the distress signal has been sent the
rescue services will head for the position given in the distress message
6. If one of the boats is carrying the portable radio it will be located more easily than the
others.
7. If it seems that the rescue services will be slow in arriving, the person in charge of the
lifeboat should organize the duties and keep up the morale of the occupants. It should
be kept in mind that the rescue ships will use the radar to find the boats, so the radar
reflector should be hoisted at the master head or, if there is no reflector, then any mesel
object which offers a good reflecting surface may be used. At the same time, all means
available for signaling or attracting attention should be kept ready for immediate use.
MARSHALING LIFE RAFT AND RESCUING SURVIVORS FROM THE SEA
I. The number of lifeboats and rescue boats that are to be carried on passenger ships shall
sufficient to ensure that in providing for abandonment by the total number of persons on
board not more than six life rafts need to be marshaled by each lifeboat or rescue boat.
II. The number of lifeboats and rescue boats that are carried on board passengers ship
engaged on short international voyages and complying with the especial standards of
subdivision shall be sufficient to ensure that in providing for abandonment by the total
number of persons on board not more than nine life rafts need be marshaled by each
lifeboat or rescue boat.

LAUNCHING ARRANGEMENTS
I. LAUNCHING APPLIANCES OR ARRANGEMETS

Means of transferring a survival craft or rescue boat from its stowed position safely to the
water
II. BOAT DAVIT
A. Each survival craft must be stowed:

1. So that neither the survival craft nor its stowage arrangements will interfere with the
operation of any other survival craft or rescue boat of any other launching stations;
2. As near the water surface as is safe and practicable and, in the case of a survival craft
other than life raft intended for throw board launching, in such a position that the survival
craft in the embarkation position is not less than 2 m above the waterline with ship in the
fully loaded condition under unfavorable conditions of trim and listed up to 20 deg either
way, or the angle at which the ship’s weather deck edge becomes submerged,
whichever is less.
3. In a state of continuous readiness so that two crew members can carry out preparations
for embarkation and launching in less than 5 mins.
4. Fully equipped
5. As far as practicable, in a secured and sheltered position and protected from damage by
fire and explosion.
B. Lifeboat for lowering down the ship’s side shall be stowed as far forward of the propeller as
practicable. On cargo ships of 80m in lengths and upwards but less than 120 m in length,
each lifeboat shall be stowed that the after end of the lifeboat is not less than the length of
the lifeboat forward of the propeller. On cargo ships of 120 m length and upwards and
passenger ships of 80 m in length and upwards, each lifeboat shall be stowed that the after
end of the lifeboat is not less than 1.5 times the length of the lifeboat forward of the
propeller. Where, appropriate, the ship shall be so arranged that lifeboats, in their stowed
positions, are protected from damage by heavy seas.
C. Lifeboats shall be stowed attached to the launching appliances.
D. In addition, life rafts shall be stowed a to permit manual release from their securing
arrangements
E. Davit-launched liferafts shall be stowed within reach of the lifting hooks., unless some
means of transfer is provided which is not rendered inoperable within the limits of trim and
list or by ship motion or power failure.
F. Liferafts intended for throw overboard launching shall be stowed as to be readily

transferable for launching an either side of the ship unless liferafts, of the aggregate

capacity to be capable of being launched on either side, are stowed on each side of the
ship.
III. LIFERAFT DAVITS
A. Every Liferaft Launching Appliances shall comply with the requirements, except with regards
to use of gravity for turning out appliance, embarkation with the stowed position and
recovery of the loaded liferaft. The launching appliance shall be so arranged as to prevent
premature release during lowering and shall release the liferaft when waterborne.
B. Gravity Davits
1. Gravity davits are any davit which use the weight of the boat to do the work required to
launch the boat overside, they may operate in pivots or have a carriage mounted on
roller-track ways which are fixed either to the deck or overhead. The boat is launched by
lifting of a brake handle. The brake is required to apply itself automatically, immediately
the handle is released by the brake operator. The rate of the boat’s descent is controlled
by an independent centrifugal brake. These davits are all fitted with air rope falls and
winches. On ships constructed after 1st July 1986, they are required to be capable of
launching a survival craft or rescue boat against an adverse list of 25 degrees. They are
required to be fitted with tricing pendants to bring the boat alongside and bowsing-in
tackles to replace the tricing pendants and keep the survival craft alongside. The tricing
pendants must be released and the weight of the boat transferred to falls before persons
embarked in the boat.
2. Gravity davits are provided with a safety device which will prevent the davits from
operating while it’s in the position. This device usually takes the form of a trigger to
which the gripes are attached and is so adjusted that while the gripes are on, the davit
cannot operate. In addition, holes are normally provided into which the bolt can be
shipped to prevent the davits being inadvertently operated in port. These bolts, known as
harbour safety pins are to be shipped only in port. When the falls and winches are being
overhauled, the lifeboat must be floated or landed before the falls are let-go for o0ver-
hauling. Harbour safety pins are always to be unshipped before the vessels proceeds to
sea, so that the boats are at all times ready for immediate.

C. Free-fall Launching
1. Definition: means the method of launching
a survival craft whereby the craft with its
complement of persons and equipment on
board is released and allowed to fall into the
sea.
2. Without any restraining apparatus.

Every free-fall launching appliance using an
inclined plane shall:
a. The launching appliance shall be so
arranged so that excessive forces are
not experienced by the occupants of the
survival.
b. Craft during launching. The launching
appliance shall be a rigid structure with a
ramp
c. Angle and length sufficient to ensure that
the survival craft effectively clears the
ship. The launching appliance shall be
efficiently protected against corrosion and be so constructed as to prevent indecisive
friction or impact sparking during the launching of the survival craft.
D. Free-fall boat
1. Is embarked in its stowage position. From the control panel on board the boat, the
navigator can take the lifeboat into the lowering of free-fall positions. If the navigator
chooses the free-fall mechanism, push the FREE-FALL button. This button activates an
alarm signal allowing the persons on board to bet ready for the fall itself. The boat will
be released from the davit by the second push of the button.
2. If the navigator chooses to use the lowering mechanism, push the “LOWERING” button.
The lowering wire will then be connected to the boat itself. A new push takes the boat
and the davit into position, and lowering starts automatically. In case the automatic
release buttons do not work, the boat may be also release by means of a manually
operated hydraulic pump.
E. Free-fall Davit
1. The system based on enclosed lifeboats constructed to withstand a free-fall from great
heights. A precondition for this among other things that the persons in the boat sit in
shock absorbing chairs and are strapped by means of a four-point east belt and a head
strap when the lifeboat is released. It can be used also on types on ships and mobile
rigs of minimum height of 12 meters and maximum heights of 20 meters at the place of
launching.

2. From the mastering position, the lifeboat is automatically released and floats up if the
ship sinks.
F. Float-free launching
1. Float-free launching – Means the method of launching a survival craft whereby the
craft is automatically released from a sinking ship and is ready for use.
2. Float-free arrangements for liferafts

a. The liferaft painter system shall provide a connection between the ship and the
liferaft and shall be so arranged as to ensure that the liferaft when released and, in
case on an inflatable liferaft, inflated is not dragged by the sinking ship.
b. If a wink link is used in the float-free arrangement, it shall:

1) Not be broken by the force required to pull the painter from the liferaft container
2) If applicable be of sufficient strength to prevent the inflation of the liferaft
3) Break under the strain of 2.2+0.4 kn
3. Hydrostatic Release Units

a. If a hydrostatic release unit is used in the float-free arrangements, it shall be:
1) Constructed of compatible material so as to prevent malfunction of the unit.
Galvanizing or other forms of metallic coating on parts of the hydrostatic release
unit shall not be accepted
2) Automatically release the liferaft are a depth of not more than 4m
3) Drained to prevent the accumulation of water in the hydrostatic chamber when the
unit is in its normal positions
4) Sop constructed so as to prevent release when seas wash over the unit
5) Permanently marked on its exterior with its type and serial number
6) Be such that each part connected to the painter system has strength of not less
than that required for this painter.
SURVIVAL CRAFT AND RESCUE BOAT
I. LIFEBOATS
A. Partially enclosed lifeboats

1. Partially enclosed lifeboats shall be provided with permanently attached rigid covers
extending over not less than 20% of the length of the lifeboat from the aftermost part of
the lifeboat. The lifeboat shall be fitted with a permanently attached fordable canopy
which together with rigid covers completely encloses the occupants of the lifeboat in a
waterproof shelter and protects them from exposure. The canopy shall be arranged that:
a. It is provided with adequate rigid sections to permit the erection of the canopy.
b. It can be easily erected by not more than two persons

c. It is insulated to protect the occupants against heat and clod by means of not less
than two layers of material separated by an air gap or other equally efficient means
d. Its exterior is of highly visible colour and its interior is of a colour which does not
cause discomfort to the occupants.
e. It has entrance at the both ends and on each side, provided with efficient adjustable
closing arrangement which can be easily and quickly opened and closed from inside
or outside so as to permit ventilation but exclude seawater, wind and/or cold; means
shall be provided for holding the entrances securely in the open and closed position.
f. With the entrance closed, it admits sufficient air for the occupants at all times
g. It has a means for collecting water
h. The occupants can escape in the event of the lifeboat capsizing.
2. The interior of the lifeboat shall be of highly visible colour.
3. The radiotelegraph installation shall be installed in a cabin large enough to

accommodate both the equipment and the person using it. No separated cabin is
required if the construction of the lifeboat provides a sheltered space.
Typical lifeboat / davit

installation.
B. Self-righting partially enclosed lifeboats

a. Enclosure - Permanently attached rigid covers shall be provided extending over not
less than 20% of the length of the lifeboat from the stem and not less than 20% of
the length of the lifeboat from the aftermost part of the lifeboat.
b. The rigid covers shall form two shelters. If the shelters have bulkheads, they shall
have openings of sufficient size to permit easy access of persons each wearing an
emersion suit or a warm clothes and a life-jacket. The interior height of the shelters

shall be sufficient to permit persons easy access to their seats in the bow and stem
of the lifeboat.
c. The rigid covers shall be arranged that they include windows of translucent panels to
admit sufficient daylight to the inside or the life-boat with the openings or canopies
closed so as to make
artificial light unnecessary.
d. The rigid cover shall have

railings to provide a secure
handhold for persons
moving about the exterior
about the lifeboat.
e. Open parts of the lifeboat

shall be fitted with a
permanently attached
fordable canopy so
arrangement:
1) It can be easily erected
by not more than two
persons in not more
than 2 mins
2) It is insulated to protect
the occupants
against cold by
means of less than
two layers of material separated by an air gap or other equally sufficient
means.
f. The enclosed form by the rigid covers and canopy shall be arranged.
1) As to allow launching and recovery operations to be performed any occupant
having to leave the enclose;
2) That it has entrances at both ends and on each sides, provided with adjustable
closing arrangements which can be easily and quickly opened and closed from
inside and outside so as to permit ventilation but exclude seawater, wind and
cold means shall be provided for holding the entrances securely in the open and
in the close position
3) That with the canopy erected and all entrances closed, sufficient is admitted for
the occupants at all times
4) That it has means for collecting rainwater
5) That the exterior of the rigid covers and canopy and the interior of that part of the
lifeboat covered by canopy is of highly visible colour. The interior of the shelter

shall be of colour which does not cause discomfort to the occupants; that it is
possible to row the boat.
1. Capsizing and Re-righting

a. A safety belt shall be fitted at each indicated seating position. The safety belt shall be
so designed as to hold a person of a mass of 100kg securely in place when the
lifeboat is in capsized position
b. The stability of the lifeboat shall be such that it is inherently or automatically self-
righting when loaded with its full or a partial complement of persons and equipment
and the persons secured with safety belt.
2. Construction and Fendering

a. A self-righting partially enclosed lifeboat shall be as constructed and fendered as to
ensure that the lifeboat renders protection against harmful accelerations resulting
from an impact of the lifeboat, when loaded with its full complement, against the
ship’s side at an impact velocity of not less than 3.5 m/s.
C. Totally Enclosed Lifeboats

a. Enclosure - Every totally enclosed lifeboat shall be provided with a rigid watertight
enclosure which completely encloses the lifeboat. The enclosure shall be so
arranged that:
1) It protects the occupants against heat and cold
2) Access to the lifeboat is provided by hatches which can be closed to make the
lifeboat watertight
3) Hatches are positioned so as to allow launching and recovery operations to be
performed without any occupant having to leave the enclosure.
4) Access hatches are capable
of being opened and closed
from both inside and outside
and are equipped with means
to hold them securely in open
position
5) It is possible to row the
lifeboat
6) It is cable, when the lifeboat
is in the capsized position
with the hatches closed
without significant leakage, of
supporting the entire mass of
the lifeboat, including all
equipment, machinery and its
full complement of persons
7) It includes windows or
translucent panels on both

sides which admit sufficient daylight to the inside of the lifeboat with the hatches
closed to make artificial light unnecessary
8) Its exterior is of highly visible colour and its interior of a colour which does not
cause discomfort to the occupants
9) Handrails provides a secure handhold for persons moving about the exterior of
the lifeboat, and aid embarkation and disembarkation
10) Persons have access to their seats from an entrance without having to climb over
thwarts or other obstructions
11) The occupants are protected from the effects of dangerous sub-atmospheric
pressures which might be created by the lifeboat engine
1. Capsizing and Re-righting

a. A safety belt shall be fitted at each indicated seating position. The safety shall be
designed to hold a person of a mass of 100 kg securely in place when the lifeboat is
in a capsized position
b. The stability of the lifeboat shall be such that it is inherently or automatically self-
righting when loaded with the full complement of persons and equipment and all
entrances and openings are closed watertight and the persons are secured with
safety belts
c. The lifeboat shall be capable of supporting its full complement of persons and
equipment when the lifeboat is in damaged condition and its stability shall such that
in the event capsizing; it will automatically attain a position that will provide an above-
water escape for its occupants
d. The design of all engine exhaust pipes, air ducts and other openings shall be such
that water is excluded from the engine when the lifeboat capsizes and re-rights.
2. Construction and Fendering

A self-righting partially enclosed lifeboat shall be so constructed and fendered as to
ensure that the lifeboat renders protection against harmful accelerations resulting from
an impact of the lifeboat, when loaded with its full complement, against the ship’s side at
an impact velocity of not less than 3.5m/s.
D. Lifeboat with Self-contained Air Support System

A lifeboat with a self-contained air support system shall be so arranged that when
proceeding with all entrances and openings closed, the air in the lifeboat remain safe and
breathable and the engine runs normally for a period of not less than 10 minutes. During
this period, the atmospheric pressure inside the lifeboat shall never fall below the outside
atmospheric pressure not shall it exceed it by more than 2 members. The system shall
have a visual indicator to indicate the pressure of the air supply at all times.
E. Water Spray System - A lifeboat which has a water spray fire protection system shall
comply the following:

1. Water for the system shall be drawn from the sea by the self-printing motor pump. It
shall be possible to turn “on” and “turn off” the flow of water over the exterior of the
lifeboat
2. The sea water intake shall be so arranged as to prevent the intake of flammable liquids
from the sea surface
3. The system shall be arranged for flushing with fresh water and allowing complete
drainage.
4. Fire – Protected lifeboats
a. A fire-protected lifeboat when waterborne shall be capable of protecting the number
of persons that is permitted to accommodate when subjected to a continuous oil fire
that envelopes the lifeboat for a period of not less than 8 mm
II. LIFERAFTS
A. Inflatable Liferafts
1. Construction of the Inflatable Liferafts

a. The main buoyancy chamber shall be provided into not less than two separate
compartments, each inflated through a non return inflation valve in each
compartment. The buoyancy chambers shall be so arranged that, in the event of any
one of the compartment shall be able to support, with positive freeboard over the
liferafts is permitted to accommodate, each having a mass of 75 kg and seated in
their normal positions.
b. The floor of the liferafts shall be waterproof and shall be capable of being sufficiently
insulated against cold weather, by:
1) Means of one or two compartments that the occupants can inflate, or which
inflate automatically and can be deflected and reinflatted by the occupants
2) Other equally efficient means not dependent on inflation
c. The liferaft shall be inflated with non-toxic gas. Inflation shall be completed with a
period of one minute at an ambient temperature of between 18˚C to 20˚C and within a
period of 3 mins. at air ambient temperature of -30˚C. After inflation, the liferaft shall
complement of persons and equipment.
d. Each inflatable compartment shall be capable of withstanding a pressure of equal to
at least 3 times the working pressure exceeding twice the working pressure either by
means of relief valves or by limited gas supply. Means shall be provided for fitting the
topping-up pump or below so that the working pressure can be maintained.
2. Carrying capacity of Inflatable Liferafts

The number of persons in which a liferaft shall be permitted to accommodate shall be
equal to the lesser of:
1) The greatest whole number obtained by dividing 0.096 the volume, measured in
cubic meters of the main buoyancy tubes (which for this purposes shall include
neither the arches not the thwarts if fitted) when inflate; or

2) The greatest whole number obtained by dividing by 0.372, the inner horizon
cross-sectional area of the liferaft measured in square meters (which for this
purpose may include the thwarts, if fitted) measured to the innermost edge of the
buoyancy tubes.
3) The number of persons having an average mass of 775 kg., all wearing
lifejackets, that can be seated with sufficient comfort and headroom without
interfering with the operations of
any liferafts equipments.
3. Access into Inflatable Liferafts

a. At least entrance shall be fitted with
a semi-rigid boarding ramp to enable
persons to board the liferaft from the
sea so arranged as to prevent
significant deflation of the liferaft if
the ramp is damage in the case of a
davit launched liferaft having more
than one entrance, the boarding
ramp shall be fitted at the entrance
opposite the bowsing lines and
embarkation facilities.
b. Entrance not provided with a
boarding ramp shall have a boarding
ladder, the lowest step of which shall
be situated not less than 0.4m below
the liferafts light waterline.
c. There shall be no means inside the liferaft to assist persons to pull themselves into
the liferaft from the ladder.
4. Stability of Inflatable Liferafts

a. Every inflatable shall be so constructed that, when fully inflated and floating with the
canopy uppermost, it is stable in a seaway.
b. The stability of the liferaft when in the inverted position shall be such that it can be
righted in a seaway and in calm water by one person
c. The stability of liferaft when loaded when its full complement of persons and
equipment shall be such that it can be towed at speed of up to 3 knots in calm water.
5. Inflatable Liferaft Fittings

a. The breaking strength of the painter system including its means of attachment to the
liferaft, except the weak link shall be not less than 10.0 kn for a liferaft permitted to
accommodate 9 persons or more, and not less than 7.5 kn for any liferaft. The liferaft
shall be capable of being inflated by one person
b. A manually controlled lamp visible on a dark night.

6. Containers for Inflatable Liferafts

a. The liferaft shall be packed in a container that is:
1) So constructed as to withstand hard ware under conditions encountered at sea
2) Of sufficient inherent buoyancy, when packed with the liferafts and its equipment,
to pull the painter from, within and to operate the inflation mechanism should the
ship sink
3) As far as practicable watertight, except for drain holes in the container bottom.
i. The liferaft shall be packed in its container in such a way as to ensure, as far
as possible, that the waterborne liferaft inflates in an upright position in
breaking free from its container.
ii. The container shall be marked with :
 Marker’s name or trade mark
 Serial number
 Name of approved authority and the number of persons is permitted to
carry
 SOLAS
 Type f emergency pack enclosed
 Date when last service
 Length of painter
 Maximum permitted height of stowage above waterline (depending on
drop-test height and length of painter).
 Launching instructions
b. Marking of inflatable liferafts shall be marked with:

1) Markers name or trademark
2) Serial number
3) Date of manufacture (month and year)
4) Name of approving authority
5) Name of place of servicing station where it was last service
6) Number of person is permitted to be accommodated over each entrance in
characters not less than 100 mm in height of a colour contrasting with that of a
liferaft
c. Davit-launched inflatable liferafts. A liferaft for use with an approved launching

appliance shall, when suspended from its lifting hook or bridle , withstand a load of:
1) 4 times the mass of its full complement of persons and equipments, at an
ambient temperature and a stabilized liferaft temperature and a stabilized liferaft
temperature of 20+3 ˚C with all relief valves-inoperative; and
2) 1.1 times the mass of its full complement o0f persons and equipment at an
ambient temperature and a stabilized liferaft temperature of -30˚C with all relief
valves operative.
3) Rigid containers for liferafts to be launched by a launching appliance shall be so
secured that the container or parts of it are prevented from falling into the sea
during and after inflation and launching of the contained liferaft.

d. Righting a Capsized Liferaft

1) Even in the event of an apparently correct launching, a capsized occurring within
a short time of inflation is a distinct possibility. The reasons for this may be
numerous but will be likely to include any of the following:
i. Time delay occurring prior to the deployment of sea anchor
ii. Water stability pockets ineffective until water filled.
iii. Severe surface winds, destroying liferaft contact with the water, causing
combined wind and wave actions to turn the liferaft
iv. Lack of body weight inside the liferaft following immediate launching.
2) The practical dangers of righting the liferafts is the close proximity of potential
hazards such as wreckage or close into an installation must be given due
consideration. Would be survivors should attempt to tow the liferaft into clear
water, if circumstances permit prior to an attempt of righting.
3) The direction of the wind should be noted in the liferaft positioned with the gas-
bottle at the downward side
4) The righting strap, fixed the underside of the liferaft, should be cleared and seen
to be free of obstructions.
7. Rigid Liferafts
a. Construction of Rigid Liferafts
1) The buoyancy of the liferaft shall be provided by approved inherently buoyant
material placed as near as possible to the periphery of the liferaft. The buoyant
material shall be fire-retardant or be protected by a fire-retardant covering.
2) The floor of the liferaft shall prevent the ingress of water and shall effectively
support the occupants out of the water and insulate them from cold.
b. Carrying capacity of rigid liferafts. The number of persons which a liferaft shall be
permitted to accommodate shall be equal to the lesser of:
1) At least one entrance shall be fitted with a rigid boarding ramp to enable persons
to board the liferaft from the sea. In case of davit-launched liferaft having more
than on entrance, the opposite ramp shall be fitted at the entrance opposite to
the bowsing and embarkation facilities
2) The greatest whole number obtained by dividing by 0.372 the horizontal cross-
sectional area of the floor of the liferaft measured in square meters
3) The number of persons having an average mass of 75 kg, all wearing lifejackets
that can be seated with sufficient comfort and headroom without interfering with
the operation of any of the liferafts equipment.
c. Access into Rigid Liferafts

1) At least one entrance shall be fitted with a rigid boarding ramp to enable persons
to board the liferaft from the sea. In the case of davit-launched liferaft having

more than on entrance, the opposite ramp shall be fitted at the entrance opposite
to the bowsing and embarkation facilities.
2) Entrances not provided with a boarding ramp shall have boarding ladder, the
lowest of which shall be suited not less than 0.4 m below the liferafts light
waterline.
3) There shall be means inside the liferaft to assist persons to pull themselves into
the liferaft from the ladder
d. Stability of Rigid Liferaft

1) Unless the liferaft is capable of operating safety whichever way it is floating, its
strength and stability shall be such that it is either self righting or can be readily in
a seaway and in one person.
2) The stability of a liferaft when loaded with its full complement of persons and
equipment shall be such that it can be towed at speeds of up to 3 knots in calm
water
e. Rigid Liferafts Fittings

1) The liferaft shall be fitted with an efficient painter. The breaking strength of the
painter system, including its means of attachment to the liferaft, except the weak
link shall be not less than 10.0 kn for liferafts permitted to accommodate nine
persons or more, and not less than 7.5 kn for any other liferaft.
2) A manually controlled lamp visible on dark night with a clear atmosphere at a
distance of at least 2 miles for a period of not less than 12H shall be fitted to the
top of the liferaft canopy. If the light is a flashing it shall flash at rate of not less
than 50 flashes per minute for the first 2 H operation of the 12 H operating
period. The lamp shall be powered by a sea-activated cell or a dry chemical cell
and shall light automatically when the liferaft canopy is set in place. The cell shall
be of the type that does not deteriorate due to damp or humidity in the stowed
liferaft.
3) A manually controlled lamp shall be fitted inside the liferaft, capable of
continuous operation for a period of at least 12 H. it shall automatically when the
canopy is set in place and be of sufficient intensity to enable reading of survival
and equipment instructions.
f. Marking of Rigid Liferafts

1) Name and port of registry of the ship to which it belongs;
2) Marker’s name or trade mark
3) Serial number
4) Name of approving authority
5) Number of persons it is permitted to accommodate over each entrance in
characters not less than 100 mm in height of a colour contrasting with that of a
liferaft.
6) SOLAS

7) Type of emergency pack enclosed

8) Length of painter
9) Maximum permitted height of stowage above waterline
10) Launching instructions
g. Davit-launched Rigid Liferafts

A rigid liferaft for a use with an approval launching appliance shall, when suspended
from its lifting hook or brindle, withstand a load of 4 times the mass of its full
complement of persons and equipments.
h. Stowage of Liferafts
1) On passenger ships, every liferaft shall be stowed with its painter permanently
attached to the ship and with a float free-arrangement so that the liferaft floats
free and, if inflatable, inflates automatically when the ship sinks.
2) On cargo ships, every liferaft, other than those required shall stowed its painter
permanently attached to the ship and with a float free arrangement so that the
liferaft floats free, and if inflatable, automatically when the ship sinks.
III. RESCUE BOATS
A. Rescue Boat - Means a designed to rescue persons in distress and Marshall Survival craft.
B. General requirements:
1. Rescue boats may be either of rigid or inflated construction or a combination of both and
shall:
a. Be not less than 3.8 m and nor more than 8.5 m in length
b. Be capable of carrying at least five seated persons and a person lying down

2. Rescue boats which are combination of rigid and inflated construction shall comply with
the appropriate requirements
3. Unless the rescue boat has adequate sheer, it shall be provided with a bow cover
extending for no less than 15% of its length
4. Rescue boats shall be capable maneuvering at speeds up to 6 knots and maintaining at
that for a period of at least 4H.0
5. Rescue boats shall have sufficient mobility and maneuverability in a seaway to enable
person to be from the water, marshal liferafts and tow the largest liferaft carried on ship
when loaded with its full complement of persons and equipment or its equivalent at a
sped of at least 2 knots.
6. A rescue boat shall be fitted with an inboard engine or outboard motor, If it is fitted with
an outboard motor, the rudder and tiller ma form part of the engine. Notwithstanding the
requirement petro driven outboard engines with an approved fuel system may be fitted in
rescue boards provided the fuel tanks are specially protected against fire and explosion.
7. Arrangements for towing shall be permanently fitted in rescue boat and shall be
sufficient string to marshal or tow liferafts as required.
8. Rescue boats shall be fitted with watertight stowage for small items of equipment.
PERSONAL LIFE – SAVING APPLIANCES
I LIFEBUOYS
A. Every lifebuoy shall:

1. Have an outer diameter of not more than 800 mm and an
inner diameter of not less than 400 mm
2. Be constructed on an inherently buoyant material, it shall
not depend upon rushes, cork hiving or cork granulated,
any other loose granulated material or any air compartment
which depends on inflation for buoyancy.
3. Be capable of supporting not less than 14.5 kg of iron in
fresh water for a period of 24H.
4. Have a mass of not less than 2.5 kg
5. Not sustain burning or continue melting after being totally
enveloped by a fire for a period of 2s
6. Be constructed to withstand a drop into the water from the
height at which it is stowed above the waterline in the lightest seagoing condition or
30m, whichever is the grater, without impairing either its operating capability or that of its
attached compartments
7. If it is intended to operate the quick-release arrangement provided for the self-activated
smoke signals and self-igniting light, have a mass sufficient to operate the quick-release
arrangement or 4kg, whichever is the greater
8. Be fitted with grabline not less than 9.5 mm in diameter and less than 4 times the outside
diameter for the body of the equidistant points around the circumference of the buoy to
form the four equal loops.

B. Lifebuoy self-igniting lights shall be:

1. Such that they cannot be extinguished by water
2. Capable of either being burning continuously with a luminous intensity of not less than 2
cd in all direction of the upper hemisphere or flashing (discharge flashing) at a rate of not
less than 50 flashes per minute with at least the corresponding effective luminous
intensity
3. Provided with a source of energy capable for a period of at least 2 hours
4. Capable of withstanding the drop test
C. Lifebuoy self-activating smoke signals shall:

1. Emit smoke of highly visible colour at a uniform rate for a period of at least 15 minutes
when floating in calm water
2. Not ignite explosively or emit any flame during the entire smoke emission time of the
signal
3. Not be swamped in a seaway
4. Continue to emit smoke when fully submerged in water for a period of at least 10
seconds
5. Be capable of withstanding the drop test
D. Buoyant Lifelines shall:

1. Be non-kinking
2. Have a diameter of not less than 8 mm
3. Have a breaking strength of not less than 5 kn
II LIFEJACKETS
A. General Requirements for Lifejackets
1. A lifejacket shall not sustain burning or continue

melting after being totally enveloped in a fire for a
period of 2s.
2. A lifejacket shall be so constructed that:

a. After demonstration, a person can correctly
do it within a period of 1 min without
assistance
b. It is capable of being worn inside-out or is
clearly capable of being worn in only one
way and, as far as possible, cannot be
donned incorrectly.
c. It is comfortable to wear
d. It allows the wearer to jump from a height of
at least 4.5 m into the water without injury

and without dislodging or damaging the lifejacket
3. A lifejacket shall have sufficient buoyancy and stability in calm fresh water to:
a. Lift the mouth of an exhausted or unconscious person not less than 120 mm clear of
the water with body inclined backwards at an angle of not less than 20˚ and not more
than 50˚ from the vertical position
b. Turn the body of an unconscious person in the water from any position to one where
the mouth is clear of the water in not more than 5s
4. A lifejacket shall have buoyancy which is not reduced by

more than 5 % after 24H submersion in fresh water
5. A lifejacket shall allow the person wearing it to swim a
short distance and to board a survival craft
6. Each lifejacket shall be fitted with a whistle firmly secured
by a cord
B. Inflatable Lifejackets
A lifejacket which depends on inflation for buoyancy shall
have not less than two separate compartments and comply
with requirement and shall:
1. Inflate automatically on immersion, be provided with a
device to permit inflation by a single manual motion and
be capable of being inflated by mouth
2. In the event of loss of buoyancy in any one compartment be capable of complying with
requirements
3. Comply with requirements by means of the automatic mechanism
C. Lifejacket Lights
Each lifejacket shall: have a luminous intensity of not less than 0.75cd
1. Have a source of energy capable of providing a luminous intensity of 0.75 cd for a
period of at least 8H
2. Be visible over as great a segment of the upper hemisphere is practicable when
attached to a lifejacket
3. Flash at a rate of not less than 50 flashes per minute with an effective luminous intensity
of at least 0.75 cd
III. IMMERSION SUITS
A. Definition – is a protective suit which reduces the body heat-loss of a person wearing it in
cold water
B. General Requirements for Immersion:

1. The immersion suit shall be constructed with waterproof material such that:

a. It can be unpacked and donned without assistance within 2 mins., taking into
account any associated clothing, and a lifejacket if the immersion suit is to be worn in
conjunction with a lifejacket
b. It will not sustain burning or continue melting after being totally enveloped in a fire for
a period of 2s
c. It will cover the whole body with the exception of the face. Hands shall also be
covered unless permanently attaché gloves are provided
d. I
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arrangements to minimize or reduce free air in legs of the suit
2. An immersion suit which also complies with the requirements may be classified as a
lifejacket
3. An immersion suit shall permit the person wearing it, and also wearing a lifejacket if the
immersion suit is to be worn in conjunction with a lifejacket to:
a. Climb up down the vertical ladder at least 5 m in length
b. Perform normal duties during abandonment
c. Jump from a height of not less than 4.5 m into the water
without damaging or dislodging the immersion suit, or being
inquired
d. Swim a short distance through the water
IMMERSION SUIT DONNING INSTRCUTIONS
IV THERMAL PROTECTIVE AIDS
A. Thermal protective aid is a bag or suit made of waterproof

material with low thermal conductivity

B. A thermal protective aid shall be made of waterproof material having a thermal conductivity
of not more than 0.25 W and shall be constructed that, when used to enclose a person, it
shall reduce both the convective and evaporative heat loss from wearer’s body.
C. The thermal protective aid shall:

1. Cover the whole body of a person wearing a lifejacket with the exception of the face.
Hands shall also be covered unless permanently attached gloves are provided;
2. Be capable of being unpacked and easily donned without assistance in a survival craft or
rescue boat
3. Permit the wearer to remove it in the water in not more than 2 mins., if it impairs the
ability to swim
D. The thermal protective aid shall function properly throughout an air temperature ranging -
30˚C to +20˚C
SIGNALING EQUIPMENT AND PYROTECHNICS

I. LIST OF SIGNALING EQUIPMENTS
A. Whistle
B. Signaling Mirror or heliograph
C. Search light
D. Flashlight
II. PYROTECHNICS
A. The racket parachute flares shall:

1. Be contained in a water-resistant casing;
2. Have a brief instruction or diagrams clearly illustrating the use of
racket parachute flare printed in its casing
3. Have integral means of ignition
4. Be so designed not causing discomfort to the person holding the
casing when used in accordance with the manufacturer’s operating
instructions
B. The rocket shall, when fired vertically, reached an altitude of not less than 300 m. at or near
the top of its trajectory, the rocket shall eject a parachute flare, which shall:
1. Burn with a bright colour
2. Burn uniformly with an average luminous intensity of not less than 30,
000cd
3. Have a burning period of not less than 40s
4. Have a rate of descent of not more than 5m/s not damage its
parachute or attachments while burning.

C. The Hand flares shall:

1. Be contained in a water-resistant casing
2. Have a brief instructions or diagrams clearly illustrating the use of the hand flare printed
on its casing
3. Have a self-contained means of ignition
4. Be so designed as not to cause discomfort to the person holding the casing and not to
endanger the survival craft by burning or glowing residues when used in accordance
with the manufacturer’s operating instructions
D. The Hand flares shall also:

1. Be burn with a bright color
2. Be burn uniformly with an average luminous intensity of not less than 15, 000 cd
3. Have a burning period of not less than 1 min
4. Continue to burn after having been immersed for a period of 10s under 100mm of water
III. BUOYANT SIGNALS
A. The buoyant Signal Smoke shall:

1. Be contained in a water-resistant casing
2. Not ignite explosively when used in accordance with the manufacturer’s
operating instructions
3. Have a brief instructions or clearly illustrating the use of the buoyant
smoke signal printed on its casing
4. Emit a smoke of a highly visible color at a uniform rate for a period of
not less than 3 min when floating in calm water
5. Not emit any flames during the entire smoke emission time
6. Not be swamped in a seaway
7. Continue to emit smoke when submerged in water for a period of 10 sec
under 100mm of water.
Actions to be taken when aboard the Survival Craft
A. Routine for Survival
1. Leadership and moral aboard survival craft. Below are list of duties and
responsibilities of a leader:
a. Must know the job
b. Know the men and look for their welfare
c. Keep the men well informed
d. Set as example
e. Insure that the task is understood, supervised and accomplished
f. Train men as a team
g. Make sound and timely decision
h. Develop sense of responsibility among subordinates

i. Take responsibility for its actions
2. Qualities of Leader
a. Leader as a seaman
1) Expert in handling, working and navigating a ship or boat at sea
2) Possesses a skill of a good seamanship and be able to follow the seaway of life
b. Leader as a man
1) Expert in handling, working and navigating a ship or boat at sea
2) Have a spirit of firm less and courage that refuses to succumb in any
circumstances
3) Has a strength and resoluteness and can face opposition unflinchingly
c. Role of a leader
1) The final authority in all matters, but must also give everybody the chance to be
heard
2) Directs everybody while on distress
3) The determining factor in decision making, for high rate of survival.
3. Maintenance of Moral
a. Maintenance of moral – Means a moral and mental condition as regards to courage,
zeal, confidence, enthusiasm or willingness to endure hardship and is also known as
a state of mind that back up with courage and confidence.
b. A man nothing himself any of the systems of low moral must snap out of it. Gloomy
or hopeless thought once started; grow rapidly and harder to overcome. If this
danger sign are noted in others, immediate efforts should be made to check the
group. The mood of depression and hopelessness are not permanent and they can
be offset by good moral. When each man makes an effort to keep his moral high, the
group will be happier better conducted and more comfortable and even ration will be
used to greater advantage. Above all, good humor can do much to lighten the tense
of grim moments which are certain to arise.
4. Survival at Sea
a. Lookout duties aboard survival craft. Established schedule of lookout duties. The
leader will assign watch to everyone by turns except those who are weak. The watch
may last for one hour but should not extend over two hours. Generally, two-man
watch is considered appropriate however; it depends on the number of individual
aboard a liferaft or a lifeboat.
b. Duties of the lookout includes:

1) To see if any more drifters is on the water
2) To search for the land
3) To see whether rescuing ships or aircraft are in the vicinity

4) To see the lifeboat or raft is approaching any danger life dead rock
5) To look the condition of the raft or boat constantly
6) To listen to the whistle or shout of any drifters
7) Should watch for any light in the dark; use flashlight to search for any drifters in
the water
8) Must report to the leader immediately any changes detected during his tour of
duty and pass any important matters to the incoming watch or lookout at the time
of sitting
B. Standard Survival Craft Equipment
1. The normal equipment of every lifeboat shall consist of:

a. Buoyant oars
b. Two boat hooks
c. Survival manuals
d. Buoyant bailer and buckets
e. A binnacle containing an efficient compass
f. Sea anchor
g. Two efficient painters of a length equal to not less than twice the distance from the
stowage position of the lifeboat
h. Two hatches
i. Water receptacles containing a total of 3 liters (6 pints) of fresh water each person
j. Rustproof graduated drinking water
k. Rustproof dipper with lanyard
l. Food ration totaling not less than 10, 000 kg or 16 oz (453 gms) non-thirsty (biscuit)
and 16 oz (453 gms) suitable sweet/barely sugar for each person
m. Four rocket parachute flares
n. Six hand flares
o. Two buoyant smoke signals
p. One waterproof electric torch
q. One daylight signaling mirror
r. One copy of life-saving signal
s. One whistle or equivalent sound signal
t. first aid outfit
u. six doses of anti-seasickness medicine and one seasickness bag for arch person
v. jack knife
w. Three tin-openers
x. Two buoyant rescue quoits, attached to not less than 30m of buoyant line
y. Manual pump
z. One set of fishing tackles
aa. Sufficient engine tools
C. The normal equipment of every liferaft shall consist of:

1. One buoyant rescue quoits, attached to not less than 30m of buoyant line

2. One knife of non-folding type having a buoyant handle and lanyard

3. Buoyant bailer
4. Two sponges
5. Two sea anchors with a shock resistant hawser and tripping line
6. Two buoyant paddles
7. Three tin-openers
8. Four rocket parachute flares
9. Six hand flares
10. Two buoyant smoke signals
11. One waterproof electric torch
12. An efficient radar reflector
13. One daylight signaling mirror
14. One first aid outfit
15. One copy of life saving signals
16. One set of fishing tackles
17. Food ration totaling not less than 10, 000 kj or 1’2 oz (350 gm) non-thirsty (biscuit) an 6
oz (170) gm suitable barely sugar for each person
18. Water receptacles containing a total of 1.5 liters of fresh water for each persons
19. One rustproof graduated drinking vessel
20. Six doses of anti-seasickness medicine and one sea-sickness bag for each person
21. Instructions on how to survive
22. Instruction for immediate actions
23. Thermal protective aids
D. Apportioned of Food and Water
Quantities of food and Water carried on board

1. Lifeboat
a. A ration totalizing not less than 10, 000 kj per person the liferaft is permitted to
accommodate; these rations shall be kept in airtight packaging and be stowed in a
watertight container
b. Watertight receptacles containing a 3-liter fresh water for each person the lifeboat is
permitted to accommodate, of which one liter per person may be replaced by a de-
salting apparatus capable of producing an equal amount of fresh water in 2 days.
2. Liferaft
a. A ration totaling not less than 10, 000 kj per person the liferaft is permitted to
accommodate; these rations shall be kept in airtight packaging and be stowed in a
watertight container
b. Watertight receptacles containing a total of 1.5 liter of fresh water for each person
the liferaft is permitted to accommodate, of which 0.5 liter per person may be
replaced by a de-salting apparatus capable of producing an equal amount of fresh
water in 2 days.

3. Standard allotment of drinking water and food

a. 2/3 of the total amount to be consumed with the total number of
days estimated until the rescuer arrives
b. 1/3 of the total amount for reservation in case rescuer failed to
come during expected days of rescue
4. Recommended consumption per day:

a. 500 ml/day/person
b. 1/3 before sunrise
c. 1/3 during noontime
d. 1/3 after sunset
5. Rules in Drinking water for survival

a. For the first 24 hours, abstain from drinking water
b. Drink water slowly, first wet your lips, to moisten your mouth,
drink little by little until ration is consumed
c. do not drink sea water; sea water should not be drink even with
plain water
6. The dangers of drinking seawater

a. Dehydration – it reduces the water in the body
b. Diarrhea and vomiting – victim will become weakened
c. It will make consciousness cloudy and finally would be driven mad
d. It stimulates the large brain (cerebrum) that makes a person want more water.
Note: Eating of fish and foods other than the survival craft rations is prohibited if there’s no
enough supply of drinking water
Instructions on how to survive on liferaft

1. Identify person in charge of liferaft
2. Post a look-out
3. Open equipment pack
4. Issue anti-seasickness medicine and seasickness pack
5. Dry liferaft and inflate, if appropriate
6. Administer-first aid
7. Maneuver towards other liferafts, secure liferaft together and distribute survivors and
equipments between survival crafts
8. Arrange watches and duties
9. Check liferaft for correct operation and any damage and repair as appropriate 9ventilate
if CO2 is leaking into the liferaft)
10. Check functioning of canopy light and if possible conserve power during day light
11. Adjust canopy openings to give protection from whether or to ventilate the liferaft as
appropriate

12. Prepare against heat, cold and wet conditions

13. Gather up any useful floating objects
14. Protect against heat, cold and wet conditions
15. Decide on food and water rations
16. Take measures to maintain morale
17. Make sanitary arrangements to keep liferaft habitable
18. Maintain liferaft including topping up of buoyancy tubes and canopy support
19. Make proper use of available survival equipment
20. Prepare action for
a. Arrival or rescue units
b. Being taken in low
c. Landing and beaching
LIST OF CONTENTS FOR THE LIFEBOAT SURVIVAL INSTRUCTIONS OR

MANUAL
A. The person in charge of the lifeboat shall immediately, after clearing the ship, organize the
following:
1. Looking for a picking up other survivors from the water
2. Marshall liferafts
3. Secure a survival craft together, distributes survivors and equipment between survival
craft
4. Steam sea-anchor
5. If appropriate, rig exposure cover or affordable canopy
B. Issue anti-seasickness medicine and seasickness bags
C. Administer first-aid, if appropriate
D. Arrange watches and duties
E. Prepare and use detection equipment including radio equipment
F. Gather up any useful floating conditions

G. Protect against heat, cold and wet conditions
H. Decide on food and water rations
I. Take measures to maintain morale
J. Make sanitary arrangements to keep lifeboat habitable
K. Prepare for onset of adverse weather
L. Make proper use of survival equipment
Recommendations on performance standards for floating-free satellite EPIRBs

operating on 406 MHZ
A. Introduction
The satellite emergency position-indicating radio beacon (EPIRB) should, in addition to
meeting the requirements of the Radio Regulations, the relevant CCIR Recommendations

and the general requirements set out in solution A. 596 (14), comply with performance
standards
B. General
1. The satellite EPIRB should be capable of transmitting a distress alert to a polar orbiting
satellite
2. The EPIRB should be an automatic float-free type. The equipment, mounting and
releasing arrangements should be reliable even under extreme conditions
3. The satellite EPIRB should:
a. Be fitted with adequate means to prevent inadvertent activation
b. Be so designed that the electrical portions are watertight at a depth of 10m for at
least 5 min. Consideration should be given to a temperature variation of 45°C during
transitions from the mounted position to immersion. The harmful effects of a marine
environment, condensation and water leakage should not affect the performance of
the beacon
c. Be automatically activated after floating free
d. Be capable of manual activation and manual deactivation
e. Be provided with means to indicate that signals are being emitted
f. Be capable of floating upright in calm water and have positive stability and sufficient
buoyancy in all sea conditions
g. Be capable of being dropped into the water without damage from a height of 20 m
h. He capable of being tested, without using the satellite system, to determine that the
EPIRB is capable of operating properly
i. Be of highly visible yellow/orange color and be fitted with retro reflecting materials
j. Be equipped with a buoyant lanyard suitable for use a s a tether, which should be so
arranged as to prevent its being trapped in the ship’s structure when floating free
k. Be provided with a low duty cycle light (0.75 cd) activated by darkness to indicate its
position for the survivors nearby and rescue units
l. Not be unduly affected by seawater or oil; and
m. Be resistant to deterioration in prolonged exposure to sunlight
4. The battery should have sufficient capacity to operate the satellite EPIRB for a period of
at least 48 H
5. The satellite EPIRB should be so designed as to operate under any of the following
environmental conditions:
a. Ambient temperature of -20°C to 55°C
b. Icing
c. Relative wind speeds up to 100 knots; and
d. After stowage at temperature between -30°C and +65°C
6. The installed satellite EPIRB should:

a. Have local manual activation; remote activation may also be provide from the
navigating bridge, while the device is installed in the float-free mounting

b. Be capable, while mounted on board, of operating properly over the ranges of shock
and vibration and other environmental conditions normally encountered above deck
on sea going vessels
c. Be designed to release itself and float free reaching a depth of 4m at a list or trim up
to 45°
C. Labeling
In addition to the item specified in resolution A. 569 (14) on general requirements, the
following should be clearly indicated on the exterior of the equipments:
1. Brief operating instructions
2. Expiry date for the primary battery used

FIRE PREVENTION AND FIRE FIGHTING
Aboard ship as well as shore, fire can either a friend or an enemy, harnesses and controlled, fire
is so much a part of our everyday lives that we take it and its uses for granted. But uncontrolled
fire brings disaster- loss of lives and millions of money and property damage. For example, in
the past years there were fire incidents involving domestic and foreign vessels.
Fires have occurred and will continue to occur on vessels that never had a fire before, it is up to
the crew to minimize the possibility of fire and to minimize the damage that a fire can do if one
occurs.
THE PRINCIPLES OF SURVIVAL IN RELATION TO FIRE

1. Regular training and drills
2. Preparedness for Fire Emergency
3. Action to be taken when called to fire station
4. Smoke and toxic fumes
DEFINITION OF TERMS
1. FIRE – is the rapid oxidation of combustible materials accompanied by the released of
energy and usually in the form of heat and light.
2. OXIDATION – is chemical process wherein vapors mix with oxygen creating heat
3. OXYGEN – is a colorless, odorless gas and one of the compositions of air, which is
approximately 21% by volume
4. HEAT – A form of energy generated by transformation from, CHEMICAL, BIOLOGICAL
and PHYSICAL. As in combustion or burning.
SOURCES OF HEAT: (ex) Open flame, hot surface, sparks, etc.
5. FUEL – is any substance which reacts chemically with oxygen and produces flames or
burn. It may be found in any three states as follows.
a. Solid – molecules are closely packed together
b. Liquid – molecules are closely packed together
c. Gas – molecules are free to move
6. FIRE TRIANGLE – a graphical representation of the three elements of fire namely:

OXYGEN, HEAT and FUEL
7. CHAIN REACTIONS – a series of events, each of which cause or influence its
succeeding events. Example; The burning vapor from a fire produces heat (radiation
feedback) which releases and ignites more vapor; the additional vapor burs, producing
more heat which releases and ignites more vapor, and etc.
8. FIRE TETRAHEDRON – a solid figure with four triangular faces illustrating how the
chain reaction sequences intersect with heat, fuel and oxygen to support and sustain a
fire.

THE FIRE THEORY:
Knowledge of fire and fire extinguishing builds on chemical and physical laws. All substances
are made up of extremely small particles called molecules.
A substance comprised of only one type of atom is called an element. The letters are usually the
first letter of the Latin names of the elements. The most important letter symbols with regard to
fire theory are:
O – Oxygen
C – Carbon
H – Hydrogen
N – Nitrogen
The process leading up to chemical combination is called a chemical reaction. The result of a
chemical reaction is the formation of one or new substances. In some cases, the reaction
produces heat. Heat is sometimes needed to start the reaction when a substance enters into a
chemical reaction with Oxygen and the result is an instance of Oxidation.
If the Oxidation process is very much quick and takes place at temperatures of 500 – 600
degrees C the light phenomenon occurs. This is popularly called fire. In other words, fire is a
case of oxidation where light and heat occur. This type of oxidation is also called combustion.
Fire then is really flamed which is out of control.
CONDITIONS FOR FIRE TO OCCUR ARE:

Combustible Substance Fuel
Sufficient amount of oxygen Oxygen
High enough temperature Heat
Unbroken Chain Reaction Chain reaction
It is obvious that three things are required for combustions; it

also illustrates two facts of importance in preventing and
extinguishing fires.
1. If any sides of the fire triangle is missing, a fire cannot

start
2. If any side of the triangle is removed, the fire will go out.
BURNING – is the rapid oxidation of millions of vapor molecules. The molecules oxidize by
breaking apart into individual atoms and recombining with oxygen into new molecules. It is
during the breaking – recombining process that energy is released as heat and light.

THE CHAIN REACTION – This is the start of a chain reaction. The burning vapor produces
heat which releases and ignites more vapor, etc.
THE FIRE TETRAHEDRON

The fire triangle is a simple illustration of the three requirements for the existences of fire.
However, it does not explain the nature of fire. It does not include the chain reaction that result
from chemical reactions among the fuel, heat and oxygen.
The basic difference between the fire triangle and the fire tetrahedron is:
1. The tetrahedron illustrates how flaming combustion is supported and sustained through
the chain reaction.
2. The chain reaction keeps the other three faces from falling apart.
PROPERTIES OF FLAMMABLE MATERIALS:
1. FLAMABILITY – Means to measure how readily a material ignites. We classify materials

by their flammability.
a. A self-igniting material – is one which can oxidize so quickly that ignites when heat is
not lead away fast enough. (Ex: Twist soaked linseed oil or lacquer).
b. A highly flammable material – is one which can be ignited with a match and that will
continue to burn by itself. (Ex: paper, wood, textiles, oil, gas, etc.)
c. Non-flammable materials – require heating before it will ignite; fire will immediately
go out if extra heat is not supplied.
2. IGNITION POINT – The temperature at which a material oxidizes so quickly that it starts
to burn.
3. BURNING TEMPERATURE – common combustible materials lies between 149 to 538

degrees C.
4. BURNING SPEED – depends on the quantities and ratio of the reacting substances, the
temperature and the oxygen supply. – SOLID – depends on its configuration – LIQUID –
depends on the viscosity of the fuel.
5. THERMAL VALUE – The effect or significance of a rising current of hot air. Energy
derives from a substance in a chemical reaction.
6. LOWER FLAMABLE LIMITS – This is the minimum proportion of vapor air mixture that
can undergo ignition if ignited. All mixtures below this proportion cannot be ignited. The
term applied to this mixture is TOO LEAN (little gas, too much air).
7. UPPER FLAMMABLE LIMITS – This is the maximum proportion of vapor air mixture
that can be ignited. All mixtures exceeding the UFL cannot undergo ignition if ignited.
The term applied to this mixture is TOO RICH (Too much vapor little air).

8. FLASH POINT TEMPERATURE – The minimum temperature at which a liquid fuel

gives off sufficient vapor to form an ignitable mixture with air near the surface. At this
temperature the ignited vapor will flash but will not continue to burn.
9. FIRE POINT TEMPERATURE – The temperature at which a liquid fuel will produce
vapors sufficient to support combustion independent of the heating source.
10. AUTO IGNITION TEMPERATURE - The temperature of the vapor/air mixture mixed in
the correct proportion that will self-ignite without outside influences.
SPREAD OF FIRE:
1. CONDUCTION – Means the transfer of

heat through a solid body. For example,
on a hot stove, heat is conducted through
the pot to its content; wood is a poor
conductor of heat but metal is a good
conductor. Fire can be moved from one
place to another and one compartment to
another via conduction.
2. RADIATION – Means the transfer of heat

through a source across an intervening
space, and no materials and substances
are involved. The heat travels outward
from the fire, the same manner as light,
and a straight line. When it contacts the
body is absorbed or transmitted. Proper
shielding can prevent the effect of
radiation.
3. CONVECTION – Means the transfer of heat through the motion of heated matter. Ex: -
the smoke. Hot air, heated gasses produce by the fire and flying embers. As these
heated combustion production rise, it may ignite flammable materials in its path.
FOUR PHASES OF FIRE DEVELOPMENT
1. Ignition phase (incipient)

2. Developing phase (surface burning)
3. Absolute fire (depth fire in solid)
4. Burning out phase

NOTE: if the fire is in the third phase, after raising the alarm one must concentrate on restricting
the fire.
As the fire develops, the temperature will rise, usually to about 800 deg C to 1000 deg C
(normal fire). In burning metals the temperature may exceed to 2,000 deg C. The rate of chain
reaction wills in turn, double each time the temperature raises 10 deg C.
CLASSIFICATION OF FIRE:
Class A – (Solid Fire) Fire involving ordinary combustible materials – (Wood, Cotton, Paper,
Plastic, Rope, Rubber and etc.)
Characteristics: Deep seated that leaves embers and ashes.
Class B – (Liquid and Gas Fire) Fire involving flammable liquids and gases (Gasoline, Diesel,
Paint, Grease – LNG, LPG, Acetylene, and etc.)
Characteristics: Surface burning, explosion Hazard
Class C – (Electrical Fire) Fire involving energized electrical equipment. (Generators, Electric
Motors, Transmitters, Switches, Fuses and etc.)
Characteristics: Shock hazard
Class D – (Metal Fire) Fire involving combustible metals. – (Magnesium, Potassium, Titanium,
Rhodium, aluminum, Sodium and etc.)
Characteristics: Explosion Hazard
METHODS OF DISTUINGISHMENTS:
1. COOLING – to reduce the temperature of a fuel below its ignition temperature. This is a
direct attack on the heat side of the fire tetrahedron.
2. SMOTHERING – To separate fuel from oxygen. This can be considered as an attack on the
edge of the fire tetrahedron where the fuel and oxygen meet
3. OXYGEN DILUTION – To reduce the amount of oxygen below the needed amount to
sustain combustion. This is an attack to the oxygen side of the fire tetrahedron.
4. CHAIN BRAKING – To disrupt the chemical process that sustains the fire. This is
considered an attack on the chain reaction side of the fire tetrahedron.
5. FUEL – removing fuel is called FUEL STARVATION

WATER – Extinguishes by cooling

FOAM – Extinguishes by smothering
DRY CHEMICAL - Extinguishes by chain breaking
DRY POWDER - Extinguishes by Chain breaking
CARBON DIOXIDE - Extinguishes by Oxygen dilution
Note: smothering – The method of separating fuel from oxygen and also the most widely
used method of extinguishments.

FIRE PREVENTION
I BASIC WAYS IN PREVENTING FIRE:
A. Formal and Informal Training – It is a most important factor in any fire prevention program.
A continuing process that includes both formal training sessions and informal discussions.
1. Theory of fire
2. Classes of Fire
3. Maintenance and use of Portable Fire Extinguisher
4. Good Housekeeping
a. Cleaning rags and waste should be stored in covered metal containers
b. Accumulations of oil rags should be place in cover metal containers and discarded
as soon as possible.
c. Accumulation of packaging materials should be disposed of immediately
d. Dunnage should only be stored in proper area.
e. Accumulation of sawdust (especially oil or chemical soaked sawdust), wood chips or
shavings should be disposed of properly.
f. Accumulation of flammables in crew or passengers quarters should be avoided.
g. Oil-soaked clothing or other flammables should never be stored in crew lockers.
h. Paints, varnish and so forth should be stored in the paint locker when not in use even
overnight.
i. Leaks in product, furl-oil or lubricating-oil piping and spilled oil or greased should be
cleaned up, also oil bilges or on tank tops and floor plates.
j. Kerosene and solvents should be stored in appropriate containers and approved
locations.
k. Oil-burner cleaning substances should not be left in open containers in the boiler
room.
l. Oil soaked clothing should not be worn
m. Grease filters and hoods over gallery ranges should be cleaned regularly.
n. Avoid soot accumulations in boiler uptakes and air heater.
B. Elimination and Control of Ignition Sources:

1. Not smoking in restricted area; discarding ashes, butts and matches carefully
2. No overloading of electrical circuits
3. Keeping flammable materials clear of steam pipes, light bulbs and other sources of
ignition.
4. Thoroughly cleaning cargo holds before any cargo is loaded.
5. Removing cargo lights from holds when loading is completed.
6. Observing all precaution when welding or burning including the positioning of the fire
watch.
7. Eliminating the cause of static electricity
8. Awareness of the possibilities of spontaneous ignition, and how to avoid it.
9. Using approved flashlight and portable lights and non-sparking tools on tank vessels
10. Not using electric tools where a fire hazard may exist.

11. Following the instructions of the senior deck officer on tank vessel when loading or
discharging cargo.
12. Continually observing cargo pumps during transfer operations. (Loss of suction or
prolonged operation when tank are empty may overheat the pump and result in
explosion).
II SAFE PRACTICES
Four Plural Safety Procedures

1. No smoking in hazardous area
2. Ability to raise the alarm in case of fire quickly
3. Ability to extinguish fire using portable fire extinguisher or other method
4. Ability to recognize fire hazard and take the necessary steps to prevent fire.
III EMERGENCY AND FIRE ALARMS
General Emergency Alarm – Seven or more short blasts followed by one long blast on the
ships whistle and bells or klaxons or equivalent sounding in the ship.
Special alarm operated from the bridge to summon the crew to fire stations.
Some of the more common emergency signals are as follows:
a. Fire and emergency: Continuous blast of the whistle for at least 10 seconds followed by
continuous ringing of the general alarm for at least 10 seconds.
b. Man over board: Letter O (three long blasts about 5 seconds each) sounded at least
four times on the whistle followed by the same signal sounded on the general alarm.
c. Abandon ship: At least 7 short blasts followed by the same signal sounded on the
general alarm.
d. CO 2 Alarm
e. Boat Handling: One short blast on the whistle means to lower lifeboats; two short blasts
means stop lowering lifeboats.

FIRE CONTROL PLAN SYMBOLS
Fire Control Plan Push Button Switch Space Protected by Main

Vertical Zone
For Fire Alarm CO 2
Emergency Fire A - Class Division A – Class Fire Door A–

Class Fire Door Pump
Self Closing
Fire Pump International Shore B - Class Division B–

Class Fire Door Connection
B – Class Fire Door CO 2 Battery High Expansion Foam

Monitor Powder
Self Closing Supply Trunk

Inert Gas Installation Water Spray Emergency Generator Fire
Alarm Panel
System Valves CO 2
Water Fog Applicator Emergency Switchboard Smoke Detector
Gas Detector

Heat Detector Primary Escape Secondary Escape

Skylight R
PERSONNEL SAFETY PROCEDURES
Firefighting Team in charge
Fire Zone may not be entered unless ordered
Familiarity with the fire zone and escape route
Need to be properly equipped in entering the fire zone, No lights and full of smoke
What equipment is required?

FIXED FIREFIGHTING EQUIPMENT
Major Types of Fixed Firefighting Equipment

1. Fire main system:
a. First line of defense against fire
b. Supplied water to all areas of the vessel
2. Automatic and manual sprinkling system
3. Foam system
4. Dry chemical suppression system
5. Carbon dioxide system
FIRE HAZARD AND SPREAD OF FIRE
A. Fire Hazards in the Engine and Boiler Room

1. Combustible liquids, e.g. fuel and lubricating oils, oil soaked insulation
2. Hot surfaces. e.g. exhaust pipes, engine parts over heating
3. Defect in lagging, short-circuiting and overheating of electrical motors, excess
accumulation of oil in the bilge
4. Hot works, e.g. welding and burning
5. Auto-ignition of oil dripping on hot surfaces
B. Fire Hazard in the Galley

1. Combustible liquids, e.g. cooking oil, hot fat
2. Electric ranges, oven, deep fryers, frying pan, and fan flues
3. Open flames, fuel lines, rubbish and grease accumulation
4. Overloaded circuit, electrical equipments, circuit brittle, cracked insulation on wire,
improper repair, leaks in fuel lines and fittings, towels and rags.
C. Hazard in the Accommodation

1. Combustible materials, e.g. furnishing, personal effects, matches and smoking
2. Unauthorized electrical connections (jury rigging or octopus connection)
3. Defective electrical connection
Hazard from Cargoes; Regulated cargoes or hazardous cargoes – should be properly secured
with lashing and stowed in compartments, holds with proper humidity temperature and
ventilation.
1. Oxidizing cargo, e.g. metal powder
2. Organic peroxide, e.g. timber, kerosene, gasoline
3. Explosives shall be stowed in magazine, which shall be securely closed while at sea.
Such explosives shall be segregated from detonators.
4. Self-heating and spontaneous combustion. – soft coal, grain, Alfa, Alfa meal, fishmeal,
corn meal, fish oil, cod liver oil.
5. Compressed flammable gases – LPG, LNG
6. Pyrophoric Cargoes – metal sodium and potassium (react with water / dangerous when
wet) metallic aluminum

Non-regulated cargoes can present a fire hazard if its packing is combustible.

1. It may be subjected to spontaneous ignition
2. Careless smoking or faulty electrical equipment may ignite it; it could then act as a fuse if
hazardous cargoes are stowed nearby.
Hazards from smokers and cigarettes; a burning cigarette has a temperature of 500 degree C
which is sufficiently high enough to ignite beddings, waste papers in thrash can and furnishings.
PERIODIC INSPECTION
PREVENTIVE MAINTENANCE AND REPAIR

1. Lubrication and care
2. Testing and inspection
3. Repair or replacement
4. Record keeping
SAFE PRACTICES
A. Safety Procedures:
1. No smoking in hazardous areas
2. Ability to raise the alarm in case of fire quickly
3. Ability to extinguish fire using portable fire extinguisher or other method
4. Ability to recognize fire hazard and take the necessary steps to prevent fire
B. Measures for reducing fire hazard in the engine room:

1. Causes, including:
a. Combustible liquids leaking through faulty or damaged connections
b. Oil-soaked insulation
c. Hot surfaces, e.g. exhaust pipes, engine parts overheating in close proximity to oil
lines
d. Hot work, e.g. welding, cutting by oxy-acetylene torch
e. Auto ignition, e.g. oil dripping in hot surface
2. Methods of containment, including:

a. Watertight doors
b. Fire doors
c. Dampers
d. Water sprays and screens, and remote control of these where applicable.
3. Methods of detection, including:
a. Smoke detectors
b. High-temperature probes
c. Rate-of-rise of temperature probes
d. Patrols
4. Fire Appliances, including:

a. Fixed systems, e.g. water, foam and carbon dioxide

b. Portable, e.g. water, foam, carbon dioxide and powder
c. Mobile, e.g. foam, carbon dioxide and powder
C. Measure for reducing the fire hazard in the galley

a. Overheating of combustible liquids and fats
b. Overheating of deep-fat fryers
c. Hot surfaces
d. Defective electrical connections
e. Greasy fuels
a. Fire doors, ventilation and flue dampers
b. Fire blankets

a. Patrols
4. Fire Appliances, including:

a. Fixed system, e.g. water hydrants and hoses
b. Portable, e.g. water (not for fat or oil fires), carbon dioxide and powder
D. Measures for reducing fire hazard in the accommodation

a. Combustible materials
b. Matches and cigarette smoking, including careless disposal of burning cigarettes or
ash
c. Textiles adjacent to hot objects such as radiators and lamps
d. Defective and overloaded electrical systems
e. In a laundry, incorrect installation of a tumble drier or failure to keep it clean

a. Fire doors and dampers
b. Sprinkler system
c. Fire-retardant materials in construction
d. Fire-retardant deck coverings
e. Fire retardant furnishings

a. Smoke detectors
b. Temperature probes
c. Sprinkler system
d. Patrols

4. Fire appliances, including:

a. Fixed system, e.g. water hydrants and hoses
b. Portable, e.g. water
E. Measures for reducing fire hazard in the cargo

1. Potentially hazardous materials, which includes:
a. Paints and varnishes approved by an Administration
b. Lubricating oils
c. Cleaning fluids, paint thinners, paraffin
d. Fuel for motor lifeboats and emergency engines
e. Oxygen and acetylene cylinders
2. Approved storage areas for such materials, e.g.

a. Paint store
b. Deck locker
3. Prohibited storage area for paints, oils, cleaning fluids, e.g.

a. Accommodation
b. Machinery spaces
4. Approved methods of handling between shore and ship in order to avoid:
a. Spillage Ignition from any cause
b. Delay in transporting the materials from shore to storage
FIRE DETECTION SYSTEM – consist of normal and emergency power supplies, a fire
detection control unit, fire detectors and vibrating bells.
THE MAIN REQUIREMENTS OF A FIRE DETECTIONSYSTEM ARE:

♣ Maximum speed of response to fire
♣ Identification of the area involved
♣ Safe to be installed in a hazardous area
♣ Free from defects giving rise to false alarms
♣ Capable of operating in difficult environmental conditions
A. Normal Power Supplies

1. Maybe supplied either separate branch circuit from main switchboard or by batteries
2. Power supplied by storage batteries must be used only for fire alarm and fire detection
only.
3. It must be in pairs, one in used, and the other being charged.
B. Emergency power supplies
1. Maybe supplied by separate branch circuit taken from the emergency lighting and power
system switchboard or by storage batteries. If duplicate storage batteries supply the
normal power the battery being charged may serve as the emergency power source.
C. Fire detection control unit:

Consist of a drip-proof control panel containing the fire alarm signaling, trouble alarm and
power failure alarm devices. These devices must register both a visual and audible signals.
The visible signals are lights;
1. A red light indicates fire or smoke
2. A blue light indicates trouble in the system
3. A white light indicates that the power is on in the system.
D. Fire detectors – Sense and initiate a signal in response to heat, smoke, flame and other
indication of fire.
HEAT-ACTUATED FIRE DETECTOR – activated by the heat of the fire:

♣ Fixed Temperature
Bi-metallic strip detector
Snap-action bi-metallic strip
Fusible metal link
Liquid expansion
TEMPERATURE CLASSIFICATION
1. Ordinary Degree – For use where the normal temperature at the device doses not exceed
38 deg C.
2. Intermediate Degree – for use where the normal temperature of the devices exceed 38’C
out not 66’C
3. Hard Degree – the normal temperature of the device exceeds 66’C but not 107’C.
These fixed-temperature detectors should be actuated within the temperature limits given:
RATING MAXIMUM MINIMUM

Ordinary 74˚C (165 dg F) 57˚C (135 deg)
Intermediate 107˚C (165 dg F) 79˚C (135 deg)
Hard 149˚C (165 dg F) 121˚C (135 deg)
TYPES OF FIXED-TEMPERATURE DETECTORS

♣ Bi-metallic strip detector
♣ Snap-action bi-metallic strip
♣ Thermostatic Cable
♣ Fusible metal link
♣ Liquid expansion
RATE OF RISE DETECTORS – Actuated when the temperature increases faster than the
preset value.
A. Advantages
1. Slow rise in the temperature will not activate the device.

2. It can be used in low temperature areas, as well as high temperature areas

3. It usually responds more quickly than fixed temperature devices.
4. Unless destroyed by fire, it quickly adjusts for reuse.
B. Disadvantages
1. It may sound a false alarm when a rapid increase in temperature is not the result of fire.
This may happen when a heating element is turned on, or welding or burning operations
in the immediate area cause a rapid rise in temperature.
2. It may not be activated by smoldering fire that increases the air temperature slowly, such
as in balled cotton or other tightly packed cargo.
SMOKE DETECTION SYSTEMS
Types of Smoke Detectors

1. Photoelectric Smoke Detectors
2. Ionization
3. Cloud Chamber
SUPERVISED PATROLS AND WATCHMEN SYSTEM
Supervised Patrol – required on passenger vessels whenever passengers are on board.
Watchmen Systems – vessels that are not required to have supervised patrols. At night,
suitable number of watchmen must be stationed in the passenger’s accommodation areas on
each deck.
Duties of Patrolmen and Watchmen

♣ Time of discovery
♣ Exact location where fire or smoke was seen
♣ What doors are open and closed
♣ Who, if any one was in the area prior to discovery
♣ Other condition or circumstances that might have bearing of the fire.

FIREFIGHTING APPLIANCES AND

EQUIPMENTS
Fire hoses and nozzles
Mobile Apparatus
♣ Carbon Dioxide Cylinders
♣ Powder containers with propellant gas
♣ Foam Making equipment

PORTABLE FIRE EXTINGUISHER

a. Water
b. Foam
c. Dry chemical
d. Dry powder
e. Carbon dioxide
Remember the PASS-word

Keep your back to an exit and stand six to eight feet away from the fire. Follow the four-step
PASS procedure. If the fire does not begin to go out immediately, leave the area at once.
PULL the pin: This unlocks the operating lever and allows you to discharge the extinguisher.
Some extinguishers may have other seals or tamper indicators.
AIM low: Point the extinguisher nozzle (or hose) at the base of the fire.
SQUEEZE the lever above the handle: This discharges the extinguishing agent. Releasing the
lever will stop the discharge. (Some extinguishers have a button instead of a lever).
SWEEP from side to side: Moving carefully toward the fire, keep the extinguisher aimed at the
base of the fire and sweep back and forth until the flames appear to be out. Watch the fire area.
If the fire re-ignites, repeat the process
WATER EXTINGUISHERS
Size : 2 gallons (9 litres)
Duration : 60-90 seconds
Range : 10 ft (3m) effective

USE
Water has good cooling properties and ability to penetrate piled material. It is therefore most
useful against Class A fire. If the material on the fire has any height, start at the bottom with the
water and work upwards. Take care not to scatter any loose material, paper, cardboard, etc.
with the jet, which is quite forceful. Ensure all glowing embers are dealt with or they may easily
re-ignite.
HAZARD
Water extinguishers are not safe for use against fire involving live electrical apparatus.
FOAM EXTINGUISHERS
Size : 2 gallons (9 litres)
Duration : 60-90 seconds
Range : 8-10 ft (3m) effective
USE
Foam has excellent smothering qualities and so is most effective against Class B fires. Foam
must be delivered in such a way as not to disturb the surface of the fuel and the entire area of
the fuel spill must be covered by the foam.
DRY CHEMICAL POWDER EXTINGUISHER

Size : Ranging from 10 lb (4.5 kg) to 30 lb (13.5 kg)
Duration : 15-40 sec. (depending on size)
Range : 6-8 ft (depending on size)
USE
Dry chemical is effective against Class A, B and C fires. The powder is delivered to the base of
the fire. This will produce a large cloud of powder which will envelope any flames present.
Always attack the fire from upwind as the air will move the powder towards the fire. The powder
has no cooling properties so to continue application after the flame is out
is a waste.
CO 2 EXTINGUISHERS
Size : Ranging from 3 lb (1.5 kg) to 15 lb (7.5 kg)
Duration : 10-30 sec. (depending on size)
Range : 1-3 ft aimed at the base of the fire
Choosing your Extinguisher

Fire extinguishers are tested by independent testing laboratories. They will be labeled for the
type of fire they are intended to extinguish.
Class of fires:
These are the basic classes of fires. All fire extinguishers are labeled using standard symbols
for the classes of fires they can put out. A red slash through any of the symbols tells you the
extinguishers cannot be used on that class of fire. A missing symbol tells you only that the
extinguisher has not been tested for a given of fire.
Class A: Ordinary combustibles such as wood, cloth, paper, rubber and many plastics.
Class B: Flammable liquids such as gasoline, oil, grease, tar, oil-based paint, lacquer and
flammable gas.
Class C: Energized electrical equipment including wiring, fuse boxes, circuit breakers,
machinery and appliances
Many households fire extinguishers are “multi-purpose” A-B-C models, labeled for use on all
three classes of fire. If you are ever faced with a class A fire and don’t have an extinguisher with
an “A” symbol, don’t hesitate to use one with the “B-C” symbols.
WARNING: It is very dangerous to use water or an extinguisher labeled only for Class A fires on
a grease or electrical fire. The “C” in a rating indicated that you can use the unit on electrical
fires.
EXTINGUISHER SIZES: portable extinguishers are also rated for the size of fire they can
handle. Normally, an extinguisher that has a rating of 2-A: 10-B:C on its label is recommended
for each floor level. The larger the number, the larger the fire that the extinguisher can put out.
Higher-rated models are often heavier. Make sure you can hold and operate the extinguisher
before you buy.
Fire Extinguishers – Wheeled Portable
Wheeled portable fire extinguishers can be easily operated by one

person and are differentiated from “hand portable” types often simply
on the basis of their capacity or total weight. Wheeled units are
available in a variety of sizes and extinguishing agents with capacities
that range from 30 to 350 pounds. Wheeled fire extinguishers are
chosen for the higher capacity (volume), higher flow rates, extended
fire fighting range and extended discharge time.
Koetter fire Protection is an authorized distributor of the full lines of

Ansul, Amerex and Badger wheeled fire extinguishers.

Water and Foam Fire Regular Dry Chemical Multi-Purpose Dry Chemical
Extinguishers
Regular dry chemical fire Multi-purpose dry chemical or
Utilizes the cooling, soaking extinguishers contain a siliconized ABC fire extinguishers contain a
and penetrating effect of a 45- sodium bicarbonate based dry specially fluidized and siliconized
55 ft. stream of water. Very chemical with free flowing and mono ammonium phosphate
effective for inexperienced non-caking additives. Economical chemical. It chemically insulates
operators for use as a Class A Class B and C protection with Class A fires by melting at
lower initial cost and recharging. approximately 350 F, coating the
fire extinguisher. Alcohol
This chemical smothers fires in surface to which it is applied. It
Resistant fire agent is effective
flammable liquids and pressurized smothers and breaks the chain
on Class B fires in a wide reaction of Class B fires and will
gases and is electrically
variety of materials such as nonconductive. not conduct electricity.
alcohols, polar solvents,
Purple K Dry Chemical Extra Heavy Duty Industrial

Dry Chemical CO2 Fire Extinguisher
Purple K fire extinguishers
Carbon Dioxide is discharged as
contain specially fluidized and High performance fire
a white cloud of “snow” which
siliconized potassium bicarbonate extinguishers are the ultimate
smothers a fire by eliminating its
dry chemical which is particularly choice for high hazard, frequent
oxygen. It is effective for CO2 is a
effective on Class B flammable use and extreme environment
clean, non-contaminating,
liquids and pressurized gases, applications. Economical – lower
odorless gas, safe for use on
and it is electrically initial cost, lower maintenance
clothing, equipment, valuable
nonconductive. Choice of the oil, costs and greater reliability than
documents or foods.
gas, chemical and utilities cartridge operated extinguishers.
industries as the preferred fire-
fighting agent.

PARTS OF A FIRE EXTINGUISHER
FIREMAN’S OUTFIT
a. Personal Equipment
b. Breathing Apparatus
c. Fireproof lifeline with snap
hook harness

Constituent of personal
equipment
- Fire suit
- Gloves and shoes
- Hard helmet
- Safety lamp
- Fire axe
BREATHING APPARATUS – a device that provides the user with breathing

protection. It includes a face pierce, body harness and equipment that supply air or oxygen.
I CLASSIFICATION
1. SCBA – Self Contained Breathing Apparatus 3. CABA – Compressed Air

Breathing Apparatus

2. MSA – Mine Safety Apparatus 4. ELSA – Emergency

Life Safety Apparatus
5. OBA – Oxygen Breathing Apparatus
OBA – Type A-4


OBA Air Flow

II PARTS:
A. Face Mask – is an assembly that fits onto the face of the person using the
breathing apparatus, forming a tight seal to the face and transmitting air or
oxygen to the user.
1. Head Harness – to hold the facemask in the proper position on the

face of the wearer. With just enough pressure to prevent leakage
around the edge of the mask.
2. Neck Strap – to hold the whole frame to the facemask
3. Inhalation tube/hose – (only on some types of BA) the flexible
inhalation tube carries air or oxygen to the face piece.
4. Face Piece / Visor – is the part of the face mask that allows the wearer wide range of
vision.
5. Nose Cup – It is designed to reduce fogging of the lens / visor
6. Speaking Diaphragm – projects the wearer voice with little or no distortion. It is located
directly in front of the wearer’s mouth.
7. Pressure Relief Valve – automatically relieves pressure form in the face
piece, and may also be utilized, to get rid of saliva and to exhaust exhaled air
to the outside.
B. Regulator – a device that is used to control the pressure of air coming from the
cylinder.
1. Two types: Air supply Gauge

a. Demand Type Regulator Air Breath FP 3000 psi
b. Positive Pressure Type Continues 200/300 bar
2. Parts:
a. Bypass Valve
b. Pressure control valve
c. Alarm-whistle / bell
3. Air cylinder:
a. Cylinder Control Valve
b. Pressure Gauge
c. Pressure Reducer
4. Back Plate – designed to hold the unit securely and

comfortably on the wearer.
a. Shoulder Strap
b. Waist Strap
c. Cylinder Clam

Life Line – Men going down empty tanks or other compartments to do dangerous work should
use tending or life lines.
A lifeline consists of a woven steel-wire cable of about 15.25 meters (50 feet) length with snap
hooks on both ends.
The line can be attached to the back loop of an CABA. The lifeline should be attached to the
upper part of the body, preferably to the back of a shoulder harness. Never attach a life line to
the waist. If the line were pulled, it might interfere with the stricken man’s breathing, or might
injure him internally. Two men are usually involved in the use of the life line: the pair for
communicating with each other. The following signals are recommended for lack of a hard and
fast rule:
Pulls on the line Meaning

Tender to wearer… 1………………………… Are you OK?
2………………………… Advance
3………………………… Back out
4………………………… Come out quickly
Wearer to tender 1………………………... I am OK

2……………………….. I am going in
3…………………………. Keep slack out of my
line
4………………………… I need help
The life-line was attached to firefighters involved in task where they had to take more than
ordinary risk. They had a life-line attached in the event of an emergency. The life-line was
manned by a fellow shipmate who knew the emergency signals; OATH, so as to communicate
with the wearer of the OBA or Shallow Water Breathing Apparatus. He would pay out the line off
the coil with caution as tension was created; he would then slacken the line, being careful not to
allow it to become entangled. For hauling a stricken person from a compartment, or lowering a
rescue party into a compartment, for lowering equipment down into a space, and various other
uses, the steel life-line was indispensible. The following is the tending line code for OBA/Diver
pulls and signals:
No. of Pulls Signal meaning:

1 O – O.K
2 A – ADVANCE
3 T – TAKE UP SLACK
4 H – HELP

PERSONAL SAFETY AND SOCIAL RESPONSIBILITY
I SAFE WORKING PRACTICES
A. Objective – After the lesson trainees should be able to:

1. State the importance of adhering to safe working practices at all times.
2. List safety and protective devices available to protect against potential hazards onboard.
3. Discuss precautions to be taken prior to entering enclosed spaces
4. Explain the international measures concerning accident prevention and occupational
health.
B. Importance
1. Working on a ship is a hazardous occupation to
which one is exposed to as soon as one steps
on board.
2. Understanding the hazards on board and safety
procedures and equipment provided in order to
avoid the hazards.
C. Ship Familiarization
1. Likely Hazards Concerning:
a. Accommodation ladder and gangway
1) Accidents are caused by not using the
proper access to or from a ship.
2) Lifebuoy and line must always be ready
3) Adequate lighting should always be
maintained
4) Safety nets should always be hung
5) Final float form must be adjusted as
required
Main Deck
1) Be properly maintained and kept free
from materials or substances liable to
cause a person to slip of fall
2) Obstruction should be made conspicuous
by means of coloring, marking or lighting.
3) When at sea, gear or equipment stowed
to the side of a passageway or walkway
should be securely fixed.
4) Litter and loose objects should not be left
by lying around.

5) When rough weather is expected, life line should be rigged securely across open
decks.
b. Hold and Hatches

1) Leave hatches in a safe condition
2) Illuminate areas properly around open hatches
3) Use sound hatch board
4) “Fence off” between deck hatches
5) Check that the area is well cleared before operating hydraulic hatches
6) Secure open access hatches
7) Wear safety foot wear
8) Ensure the tank or hold is completely vacated before closing
9) Wear safety helmet.
Mooring Ropes
1) Never stand astride them or stand in the bight, when they are under tension or
being operated.
2) Use good quality gloves when handling them
3) Winch control should be manned at all times when the machinery is operating
4) Report “snags” to office-in-charge
c. Cargo
1) Check the condition of all lifting equipment including net straps and slings
2) Wear safety footwear and a safety helmet
3) Keep out from under suspended load
Machinery Spaces Lighting

1) Replace light bulb and tubes whenever necessary
2) Use supplemental lighting when working in poorly lit area
3) Keep emergency battery lamp in constraint state of readiness
4) Always carry an intrinsically safe torch
d. Ventilation
1) Always keep exhaust fans running
2) Start all ventilation supply in high ambient temperature condition
3) Use supplementary ventilation when working in poorly ventilated area.
e. Tidiness
1) Always keep safe gear and tool properly stowed
2) Always ensure deck plates and ladders are properly replaced after removal
3) Keep passageway, steps, ladder, hand rail clear of obstruction
4) Regularly clean deck plates, handrail etc.
5) Ensure that any projection are brightly painted and well illuminated.

D. Nature of Shipboard Hazards

1. Various Shipboard Hazards
a. Slips, trips and falls due to slippery surface (oil, grease, garbage, water, ice, etc.) or
obstruction (pipeline, welding cables, lashing eyes, wires, ropes, etc.)
b. Head injuries due to low doorway entrance, overhead loads, falling equipments or
materials, etc.
c. Falls through open manholes, unfenced tween-decks, loose or missing gratings, etc.
d. Clothing, fingers, etc., getting caught in moving machinery such as grinding wheels,
winch drums, gear, flywheel etc.
e. Burn from steam pipes, hot machinery, welding sparks etc.
f. Eye injuries through chipping, welding, chemical, etc.
g. Injuries and sliding/fall of unsecured equipment due to ship movement in rough
weather.
h. Hazards of extreme weather
i. Fire
j. Collision/grounding/flooding/sinking
k. Pirates and stow away
E. Equipment Provided on Board to Counter These Hazard

1. Personal Protective Equipment
a. Helmet
b. Goggles
c. Gloves
d. Safety shoes
e. Dust mask
f. Protective clothing
g. Self-contained breathing apparatus


2. Life-saving Appliances
Lifejacket Life buoys Life

raft
Lifeboat Line-throwing apparatus EPIRBs

and SART
TPA and Immersion suit

3. Fire Fighting Appliances

a. Fire hoses, nozzle, hydrants and fire main
b. Portable fire extinguisher
c. Fire axe
d. Fire detecting system
e. Fixed extinguishing system
4. A Medical Equipment
Resuscitator Stretcher Medicines/Medical

Equipments

5. Oil Spill Equipment

a. Absorbent pad
b. Absorbent rolls
c. Chemical dispersants
d. Sawdust, brooms, dust pans, shovels and barrels
F. Use and Demonstration of PPE

1. Head Protection - It removes protection objects falling from height, abnormal heat, side
blows or crushing, or chemical splashes.
a. Parts
1) Shell
2) Harness or suspension
3) Crown strap
b. Use Helmet When Working on

1) Deck
c. Care for Helmet

1) Do not paint
2) Do not wash with chemical
2. Gloves – are a sensible precaution when handling sharp or hot objects

a. Types of gloves and Suitability of Each Type
1) Leather – generally best for when handling rough or sharp object.
2) Heat Resistant Gloves – when handling hot object
3) Rubber, synthetic, PVC gloves – when handling acids, alkalis, various types of
oil, solvent and chemical in general.

3. Eye Protection
a. Causes of Eye Injuries
1) Infrared rays – gas welding
2) Ultra violet rays – electric welding
3) Exposure to chemicals
4) Exposure to particles and foreign bodies
b. Different Types of Eye Protection

1) Chipping goggles
2) Welder’s goggles
4. Ear Protection
a. Danger of Excessive Noise
1) Stress
2) Loss of Hearing
3) Psychological Effect
i. Irritability
ii. Tension
iii. Nervousness
iv. Anxiety
b. Types of Ear Protection

1) Ear plug
2) Ear muffs
Respiratory Protection – is essential for protection when work has to be done in conditions
of irritating, dangerous or poisonous dust, fumes or gases.
a. Types of Respiratory Protection

1) Respirators – Filters air before it is breathed
2) Breathing Apparatus – which supplies air or oxygen from an uncontaminated
source.
b. Checks Prior to use of SCBA

1) Sufficient clean air and correct pressure
2) Low pressure alarm working properly
3) Face mask fits correctly
Safety Footwear – wearing appropriate safety footwear may minimize or eliminate hazards
commonly encountered as a result of impact penetration through the sole, slipping, heat and
crushing.
Safety Harness – when working aloft, outboard or below deck or in any other area where
there is risk of falling more than 2 metres, should wear a harness attached to a lifeline.

G. DIFFERENT TYPE OF SHIPS
1. Different Types of Ships
a. General Cargo
b. Bulk Carrier

c. Container Ship
d. Ro-Ro and Car Carrier
e. Tankers
f. Chemical and Gas Carrier

g. Passenger ship
h. Livestock carrier
i. Cable laying vessel
j. Survey ship
k. Drilling ship
l. Log ship
2. Hazards on Different Types of Vessels

a. Overhead load
b. Lifting gear
c. Cargo handling equipment
d. Flammable gas
e. Toxic gas
f. Lack of Oxygen
MOORING AND UNMOORING
Mooring – is the tying up of ship to a jetty, berth or pier
Mooring lines or mooring wires – lines used to tie up the ship, mooring lines are
extremely synthetic lines around 100 mm diameter or more and wires are around 50mm
diameter, depending on the size of the ship. All mooring equipment like rope, wires heaving
lines, stopper, shackles, winches and windlass must be checked to be in good order and
condition before operation.
The ship is brought alongside by passing one or more lines ashore and heaving on these
lines, using the windlass and mooring winches.
These ropes and wires are risky to handle and can be extremely dangerous to those in the
vicinity. They can cause a whiplash that can kill or injure a person. Persons engage in
mooring operations must be extremely careful and aware of the risk and stay well clear of a
cm wire under tension. This operation is more risky during strong wind, heavy seas or swell
or rain or by the need for speed.
Mooring lines must be constantly checked and always maintained specially during:
a. Loading or unloading at a high rate
b. There is a large tidal range in the port or strong current
c. There are strong winds or the berth is exposed to sea.
H. ENCLOSED SPACE – spaces where the ventilation is not kept running on around the clock
basis.
1. List of Possible Enclosed Spaces
a. Forepeak tank
b. Chain locker
c. Cofferdam
d. Topside tank
e. Cargo tank
f. Ballast tank
g. Duct keel
h. After peak tank
i. Bunker tank
2. Hazard
a. Atmospheric Hazard
1) Presence of hydrocarbon
2) Presence of toxic gas
3) Deficiency in oxygen
3. Due to the presence of hydrocarbon gas, a toxicity and flammability hazard arises,
hydrocarbon vapours can be present due to:
a. Petroleum leakage
b. Retention in tank structure
c. Retention in pipeline
d. Disturbance of sludge/scale
4. Examples of gases that can be toxic hazard
NO, NO 2 , SO 2 , CO, Benzene, H 2 S
These gases can be evolved from cargo, ship stores or ships operation.
5. Toxic hazards are harmful or poisonous to the body
6. Threshold limit value
7. The atmosphere may be rendered deficient in Oxygen due to the following causes
a. Ingress on inert gas
b. Rusting
c. Paint drying
d. Hydrogen
e. Electrical cleaning fluid
f. Solvents/emulsifier
g. Refrigerants
h. Burning
i. Flooding with CO 2 to fight a fire
j. Welding and gas cutting without proper ventilation
k. Running an internal combustion engine in combined space
l. Decay of organic matter
8. Oxygen deficiency can result in anoxia. The symptoms commence with giddiness,
breathlessness and unconsciousness and progress onto brain damage causing memory
loss, mental instability paralysis, coma or death.
9. Physical hazard could cause a person to be physically or even fatally injured.
10. Physical hazards could include:

a. Darkness
b. Unsecured ladder
c. Slippery surface
d. Obstruction
e. Unguarded open
f. Unsecured objects left from previous visits
g. Flooding
h. Getting trapped accidentally
11. Precautions to be followed before entering enclosed space.

a. An enclosed space entry permit system must be strictly followed.
b. The space is to be thoroughly ventilated and confirmed by testing of the atmosphere.
c. There must be
1) Sufficient oxygen to support life 21%
2) Insufficient flammable gases for the purpose
3) Toxic gases must be less than the TLV
12. Proper equipment must be used

a. Over alls
b. Hardhats
c. Safety shoes
d. Approved torchlight
e. Non sparking tools
13. Vigilance and alertness must be exercised, the atmosphere must be monitored and all
precautions observed while the job is underway. Personnel must be cautioned against
over confidence or negligence.
14. The protective clothing and the workplace are to clean up after the job is done and
thongs left neat and tidy.
15. Example of enclosed space entry permits.
I. HOT WORK
1. Hot work – any work which generates heat or sparks of sufficiently high temperature or
intensity to ignite a flammable gas-air mixture
2. Examples of Hot work

a. Welding
b. Cutting
c. Burning
d. Heating
e. Chipping
f. Use of power tools generating heat, open flame or electric
3. Hot work Hazards

a. Fire
b. Explosion
c. Heat injuries
d. Strong light injuries
e. Shock injury
4. Areas where hot work is carried out

a. Engineer’s workshop
b. Engine room
c. Deck accommodations
d. Cargo area
5. Example of hot work permit
J. WORKING ALOFT
1. Working aloft – working at a height above the ground or deck where the primary hazard
is of falling and consequently injury.
2. Working over side is also considered to be working aloft
3. Various job onboard where working aloft is necessary

a. Planning bridge front bulkhead, mast, engine room
b. Cleaning, maintenance or repair of radar scanner, cranes or blocks and wire.
c. Chipping, painting, cleaning or inspecting tank or hold
d. Painting the ship side underside of flying bridge wings etc.
4. Hazards of working Aloft

a. Falling from a height due to loss of balance, failure of ropes
b. Injury due to falling material or equipment
c. Burn due to contact with hot surfaces such as the funnel or steam from the whistle.
d. Emission of carbon dioxide or toxic gases from the funnel due to combustion,
incineration, soot blowing, etc.
e. Exposure to wind and cold
f. Electric and radiation hazard due to proximity with radar scanner or aerials
5. Notices must be given to the responsible person concerned prior to
commencement of work.
a. Duty engineer when working in the vicinity of the funnel to refrain from soot blowing
or incineration, or to shut off steam to the whistle when working near it.
b. Bridge watch keeping officer or radio officer when working near radio aerials or
satellite communication dome.
c. Chief Officer when working on deck.
6. Equipment whose operation is a hazard to the work is to be locked or tagged with the
responsibilities vested in a responsible officer.
7. These checks and procedures may be covered by a checklist or permit to work system.
8. Equipments used when working aloft

a. Gant lines
b. Safety lines
c. Wooden stages or chairs
d. Hooks and shackles
e. Fall arrester
f. Ladder, scaffolding
9. Precautions to take when working aloft

a. Equipment should be stowed in a separate locker away from paints or chemicals
b. Equipment is not to be used for any other purpose except working aloft
c. Equipment is to be checked every time prior to use
d. Knots, hitches and turns should be correctly and carefully made to prevent slipping.
e. Stages or chairs should not be hoisted or lowered by winch.
f. Anchoring points for safety lines or suspension points for gantlines should be strong
and not subjected to movement.
g. Ropes should not run over hot surfaces or sharp edges.
h. Safety net should be rigged whenever possible
i. Stages should be secured against ship movement
j. Work aloft should not be carried out while the ship is moving violently in a seaway
k. Tools or materials should be passed in a bucket or by a rope and never thrown
l. Ladders should be used for climbing onto or from a stage, and not the ropes that
suspends the stage
m. Rigid ladders should be placed on a firm base
n. Tools or equipments should be secured and not placed at the edge, where they can
fall
o. Inexperienced persons or those under 18 years of age should not be sent to work
aloft or over side
p. Work over side should not be carried out while a ship is underway
q. In addition to normal protective equipment, a buoyant vest or lifejacket should be
worn
r. Lifebuoys with heaving line and light should be kept in readiness
K. ENGINE ROOM WATCHKEEPING ANG MAINTENANCE

1. Show the general layout of an engine room
2. Different machinery located in the engine room

a. Main engines
b. Generator or alternators
c. Boilers
d. Compressor
e. Pumps
f. Motor
g. Electrical equipment
3. Other equipment which may be located in the engine room

a. Steering
b. Refrigeration machinery
c. Hydraulic or pneumatic equipment
d. Two-way portable VHF
e. Lead-acid batteries
4. Injuries suffered in the engine room could be:

a. Burns through contact with steam pipes, hot surfaces, welding sparks
b. Head injuries through overhead obstruction or falling objects
c. Slips, trips or falls on companion ways, from open floor, plates, protruding parts or
incautious haste.
d. Hearing loss through constant exposure to high decibel noise
e. Contact with moving parts of machinery such as grinder wheels, flywheels, propeller
shaft.
5. Use of proper protective equipment is absolutely necessary
6. Accidents can be prevented by good housekeeping and safe keeping practice
7. Example of good housekeeping

a. Oil or water should be immediately attended to
b. Oil spill should be immediately cleaned and oil-stained lagging replaced
c. Oily rags or cotton waste should be properly disposed of in a closed container and
not left lying around to ignite spontaneously
d. Tools should be attended to during work, so that they do not fall off ledges flat forms,
and be properly collected and stowed after work
e. Guards for moving parts of machinery should be in position and in good condition
f. Equipment, stores and parts of opened-up machinery should be lashed and secured
against movement
g. All parts of the engine room should be adequately lighted
h. Bilges should be kept clean and dry
i. Bottom flat form gratings should never be left open unless the area is fenced and
warning signs are posted.
j. Access to firefighting equipment, escape routes and emergency exits should not be
obstructed by stores or equipment
8. Safe working practices should include

a. Proper locking and tagging of machinery under repair to prevent inadvertent starting
b. Proper checks of equipment used for lifting or other purposes prior to use
c. Proper calibration of test equipments
d. Proper test of enclosed spaces prior to entry
e. Use of proper tools for the job and in the proper way
II EFFECTIVE HUMAN RELATIONSHIPS ONBOARD SHIP
Human Relationship – Is the skills on ability to work effectively through and with other
people to satisfy an individual or group objective
Good relationships make the life of all seafarers more comfortable, healthy and less prone
to accident
Elements which help in better relationship:

1. Policies of company
2. Function of shipboard management
3. Clarity of responsibilities with reference to shipboard functions
4. Structure and flow of authority
5. Importance of understanding of needs

a. Ship need
b. Company needs
c. Social needs
d. Individual needs are considered motivators – factors that encourage a person to
perform better with his job and live a happy life
Everyone should respect each other’s individuality, value, culture and purpose of work
Open communications will enhance Interpersonal relationship
Shipboard environment demands better interpersonal relationship from seafarers during

both on duty or off duty hours
Method to improve interpersonal relationship on board evolved from

1. Introducing and understanding each other – “knowing the person and his position is
knowing how to address the person”
2. Status – social rank of a person within a group represents the recognition and
acceptance by the other members of the group
3. Commitment of senior officer
4. Valuing of individual difference rather than maximizing weakness
5. Fairness in dealing with personnel
6. True appraisal and reporting
7. Discipline on board
ABRAHAM MASLOW’S
THE HIERARCHY OF NEEDS
A. TEAM BUILDING
1. Shipboard operation is teamwork and effectiveness of it depends on effectiveness of the
team member
Teamwork – the state that occurs when members know their

objectives, contribute responsibly and enthusiastically to task.
2. Team building – process of developing integrated cooperative

groups.
3. Goal – the result or achievement toward which effort is directed.

Role of individual Member – is the patter of actions expected of a
person in activities involving others.
Cohesive – tending to unify, harmonize, or be consistent to team
operation.
4. Deterrents to team operation

a. Distortion of aims
b. Inflexible behavior of members
c. Groupism
d. Status/ego problems
e. Role conflict – difference in the perception by other to persons role
f. Hidden agenda
g. Communication problems
h. Physical/environmental problems
i. Handling of grievances/counseling
B. TEAM WORK IS ESSENTIAL ON BOARD

1. The shipping company comprises a number of small mobile units, which may at any
particular moment be distributed over large distances throughout the world.
2. When marking a voyage, the ship can undergo considerable climatic changes, which
may adversely affect personnel
3. Ships are operational for 24 hours each day, and the crew must be organized in
regulated shift system, such that the people on board are well rested and fit for duty at
all times.
4. The personnel on the ship must be organized to operate the ship safely and effectively
with numerous operations being performed simultaneously.
a. Watch keeping at sea and port
b. Cargo operation
c. Maintenance of hull, machinery and equipment
d. Safely checks and drills, emergency actions
e. Repair/dry docking
f. Stocking provisions, cooking food, house keeping
g. Communications
C. SHIPBOARD
1. Understand others and be understood in relation to shipboard duties
a. Communication is the transfer of information from one person to another person. It is
the way of reaching others by transmitting ideas, facts, thoughts, feeling and values.
b. Goal of communication is to have the receiver understand the message as it was
sent
c. Communication always involves at least two people, a sender and a receiver.
2. Fundamentals of communication
a. Good communication is the most essential element of safety and pollution prevention
on board
b. Communications help to accomplish all the basic management function-planning,
organizing, directing and controlling.
c. If communication is effective, it tends to encourage better performance and job
satisfaction.
d. If there is no communication, employees cannot know what their co-worker are

doing, management cannot receive information inputs, and supervisors cannot give
instructions, coordination of work is impossible, and the organization will collapse for
lack of it.
D. SHIPBOARD COMMUNICATION
1. Basic Elements
a. Sender – origin of the information
b. Message – information made / created and relayed by the sender
c. Receiver – one who interprets the message
Optional Elements
a. Feedback – when the receiver acknowledges the message and responds to a
sender, feedback has occurred.
2. Mode of Communication / Transmission

a. Verbal e.g. reading, speaking. Writing and any communication using words
b. Non-verbal e.g. body language, sounds, gestures
c. Iconic e.g. signs, figures diagram, pictures and photographs
3. All three methods need to be effectively used on board for proper understanding body
language and pictorial symbols are more powerful of communication than verbal means
alone.
E. BARRIER OF COMMUNICATION
1. These are barriers in each step of the basic communication process.
2. The following are barriers in communication process.
a. Personal barriers are communication that arise from human emotions, values, poor
listening difference in education, race, sex, socio-economic status
b. Physical barriers are communication in the environment in which the communication
takes place. It includes distance between people, walls or static that interferes with
radio.
c. Semantic barrier is the science of meaning, arises from limitation in the symbol with
which we communicate.
Article I. EFFECTIVE TRANSMISSION SKILLS

1. The effectiveness of communication lies primarily with the sender
2. The sender should define the purpose of the particular communication
3. The importance of time, place and person addressed on the context of initiating the
communication.
4. Importance of language and vocabulary
5. Understanding the different kinds of barrier in communication helps in better

transmission
6. The sender must be capable of effectively speaking, writing, acting, drawing and using
available sound signaling apparatus.
7. Effectiveness of transmission can be checked by the feedback from the receiver.
A. EFFECTIVE LISTENING SKILLS

1. Listening is the responsibility of the receiver
2. Difference between listening and hearing
a. Listening – to give attention with the ear
b. Hearing – to perceive by ear
3. Understanding the various barriers of listening will improve listening capabilities
4. There are internal and external barriers to listening
5. Human being are capable of speaking at a rate of 150 words per minute where as they
can listen at a rate of about 1000 words per minute. This result in idle time of 850 words
per minute, which makes the mind wonder
6. Ideally this idle time should be used for paraphrasing the body language and other
signals from the speaker.
B. EFFECTS AND CONSEQUENCES OF WRONG COMMUNICATION

1. Wrong communication can affect safety of life, property and the environment
2. Causes human problem and problem in relationship on board
3. Improper communication causes stress, loss of time, loss of resources and even ship’s
profitability.
C. COMMUNICATION SUM-UP
1. Effective communication creates the atmosphere conducive to safe working, happy living
and sociable relationship among shipmates.
2. Habits, values and attitudes can also be modified by effective communication and
knowing the basics of interpersonal relationships, learning skills and team skills.
D. EMERGENCY PROCEDURES
OBJECTIVES: Upon completion of the topic trainees will be able to:
1. Enumerates the different types of emergencies which may occur onboard.
2. Describe shipboard contingency plans for response to emergencies
3. Explains the contents of muster list
4. Enumerate the personal safety equipment and explain their correct use
5. Enumerate action to take on discovering potential emergency
6. Enumerate action on take on hearing emergency alarm signal
7. Explain the values of training and drills
8. Explain the escape routes, internal communication and alarm signals
1. Emergency – any unexpected occurrence that needs to be attended immediately.
Unexpected events, incidents that threatens human life, destruction of the

marine environment and lost of valuable properties
2. Emergencies which may occur onboard

a. Fire
b. Collision
c. Grounding
d. Foundering
e. Man overboard
f. Ingress of water oil spill
g. Shifting of cargo
3. Emergency Signal
a. General emergency alarm – is at least 7 short and 1 long blast.
b. Fire alarm signal – is a continuous rapid or intermittent ringing of the ships bell for a
period of not less than ten seconds
c. Abandonship – is given verbally by the master, or in the absence of the master, the
most senior and capable officer on board.
E. DRILLS AND MUSTER
1. General Structure of Muster List

a. Specific duties allocated to crew members
b. Division of crew in various sound and team
c. Muster station
d. Emergency headquarters
2. Actions to be taken on hearing emergency alarms

a. Attire yourself and properly
b. Go to muster station
c. Find out nature of emergency

d. Take action as per muster list
3. Three aspect of needs of drills and trainings

a. Regulatory drills and training, i.e. requirement of SOLAS, MARPOL, STCW, ISM
b. Operational needs – to ensure correct and effective action can only be achieved by
regular and realistic drills.
c. State of mind, i.e. on exposure to an emergency, all persons are affected and there
is general dip or reduction in performance can only be compensated for by regular
and realistic drills.
F. INTERNAL COMMUNICATION
1. Various internal communication use onboard ships

a. Telephone
b. Emergency powered or sound operated phone
c. Public address system
d. Lifeboat VHF
e. Walkie-talkies
f. Emergency alarm
2. Location and operation

3. Describe the probable location of emergency escape routes O/B
4. Describe needs of knowledge of number and locations of escape routes.
G. PRECAUTIONS TO PREVENT POLLUTION OF THE MARINE ENVIRONMENT

1. Pollution – the introduction of harmful substances or products into the environment
2. Main source of pollution
a. Industry – organic and in-organic chemical

b. Urban – sewage treatment, plant, septic tank, dust, dirt
c. Agriculture – sediment, animal waste, pesticides, fertilizer
d. Transport vehicle – ships
3. Pollutants discharged or likely to be discharged by ships due to operational or accidental

causes
4. Causes of marine pollution at sea by ships
a. Stranding
b. Lightening operation
c. Unchecked garbage and sewage disposal
d. Tank cleaning, washing and flushing
e. Unchecked chemical disposal in bulk or packaged room
f. Deballasting
H. EFFECTS OF OPERATIONAL OR ACCIDENTAL POLLUTION
Plants – stimulates growth of undesirable aquatic weeds and algae that can reduce the
yields and adversely affect the quality of some crops
Animals – fish and other aquatic animal live in precise physiological adjustment with the
various factors in their aquatic environment temperature, oxygen content of the water,
salinity, bottom sediment, suspended material and light. Various pollutants in water may
affect any or all these factors.
Man – water pollution affects man’s health, aesthetic appreciation and recreational use of
water and industrial use of water.
I. INTERNATIONAL MEASURES FOR POLLUTION PREVENTION, POLLUTION

AVOIDANCES AND CONTAIMENT OF POLLUTION
1. The international convention for the prevention of oil pollution from ships, 1973, was
adopted by the International Conference on Marine Pollution convened by IMO from 8
October to 2 November 1973.
This convention was subsequently modified by the protocol of 1978 relating thereto
which was adopted by the International Conference on Tanker safety and Pollution
Prevention (TSPP Conference) convened by IMO from 6 to 17 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 form MARPOL 73/78. Regulations covering the various sources of
ship-generated pollution are contained in the annexes of the convention.
2. Segregated ballast – means ballast water introduced into a tank which is completely
separated from the cargo oil and oil fuel system and which is permanently allocated to
the carriage of ballast.
3. Double hull design
4. Reception facilities – facilities for the reception of such residues and oily mixture as
remains from oil tanker and other ships.
Article III. PROTOCOL I
PROVISIONS CONCERNING REPORTS ON INCIDENTS INVOLVING HARMFUL

SUBSTANCES (in accordance with article 8 of the Convention).
Article I
Duty to Report
1. The master or other person having charge of any ship involved in an incident referred to
in an Article II of this Protocol shall report the particulars of such incidents without delay
and to the fullest extent possible in accordance with the provisions of this Protocol.
2. In the event of the ship referred to in paragraph (1) of this article being abandoned, or in
the event of a report from such a ship being incomplete or unobtainable, the owner,
charterer
Article II
When to Make Reports
1. The report shall be made when an accident involves:
a. A discharge or probable discharge of oil, or noxious liquid substances carried in bulk,
resulting from damage to the ship or its equipment, or for the purpose of securing the
safety of a ship or saving life at sea; or
b. A discharge or probable discharge of harmful substances in packaged from,
including those in freight containers, portable tanks, road and rail vehicles and
shipborne barges; or
c. A discharge during operation of a ship of oil or noxious liquid substances in excess of
the quantity or instantaneous rate permitted under the present Convention.
2. For the purposes of this Protocol:

a. Oil referred to in paragraph 1 (a) of this article means oil as defined in regulation 1
(1) of Annex I of the Convention
b. Noxious liquid substances referred to in subparagraph 1 (a) of this article means
noxious liquid substances as defined in regulation 1 (6) of Annex II of the
Convention.
c. Harmful substances in packed form referred to in subparagraph 1 (b) of this article
means substances which are identified as marine pollutants in the International
Maritime dangerous Goods Code (IMDG Code).
Article III
Contents of Report
1. Reports shall in any case include:
a. Identity of ships involved
b. Time, type and location of incidents
c. Quantity and type of harmful substance involved
d. Assistance and salvage measures
Article IV
Supplementary Reports
1. Any person who is obliged under provisions of this Protocol to send a report shall, when
possible;
a. Supplement the initial report, as necessary, and provide information concerning
further developments; and
b. Comply a fully as possible with requests from affected States for additional
information
Article V
Reporting Procedures
1. Reports shall be made by the fastest telecommunications channels available with the
highest possible priority to the nearest coastal State.
2. In order to implement the provisions of this Protocol, parties to the present Convention
shall issued, regulations or instructions on the procedures to be followed in reporting
incidents involving harmful substances, based on guidelines developed by the
organization.
Annex I – Regulations for the Prevention of Pollution by Oil

Annex I entered into force on 2 October 1983 and, as between the Parties to MARPOL
73/78, supersedes the International Prevention of Pollution of the Sea, 1954, as amended in
the 1962 and 1969, which was then into force on 7 January 1986. Several further
amendments have been adopted by the MEPC and are included in this publication. Two
amendments adopted by the MEPC have not yet entered into force:
a. Designation of the Antarctic as a special area, which is expected to enter into force
on 17 March 1992; and
b. New regulations 17 (3) and 26, form of Oil Record Book and forms of Supplements
to the IOPP Certificate, which are expected to enter into force on 6 November 1993.
The special area requirements at present apply in the Baltic Sea, Black Sea and
Mediterranean Sea areas, and those for the Antarctic are expected to apply from 17 March
1992, when the amendments enter into force.
Annex II – Regulations for the Control of Pollution by Noxious Liquid

Substances
Annex II entered into force on 6 April 1987 in a form amended by the MEPC by resolution
MEPC. 17(22) of 5 December 1985. Annex II was further amended on 17 March 1992 by
resolution MEPC 34(27). The 1989 amendments were intended to update appendices I and
II and make them compatible with chapters 17/VI and 18/VII of the IBC Code and BCH Code
respectively. The 1989 amendments entered into force on 13 October 1990.
With the authorization of the MEPC and the MSC, the BCH Sub-Committee prepared
amendments to Annex II as well as the IBC and BCH Codes in order to amalgamate list of
chemicals appearing in appendices II and III of Annex II, chapters 17 and 18 of the IBC
Code and Chapters VI and VII of the BCH Code. The lists in appendices II and III and
chapters VI and VII of the BCH Code will be replaced by the reference to Chapters 17 and
18 of the IBC Code. These amendments are expected to be adopted by the MEPC in
October 1993.
Annex III – Regulations for the Prevention of Pollution by Harmful

Substances in Packaged Forms
The entry into force condition of Annex III was satisfied on 1 July 1991, and it will enter into
force on 1 July 1992. It has been agreed that Annex should be implemented through the
International Maritime Dangerous goods Code (IMDG Code); its amendments covering
marine pollution have been prepared and adopted by the maritime Safety Committee
(Amendments 25-89), with the recommendation that the amendments be implemented from
1 January 1991. The MEPC also agreed on a revised draft text of Annex III, incorporating
the reference to the IMDG Code, which the Committee intends to formally adopt in October
1992; since the revised Annex is a clarification of the requirements rather than a change of
substance, the Committee recommended that when Annex III enters into force the
requirements should be implemented in accordance with the revised Annex III. Since this is
short Annex, both the original and revised texts are included.
Annex IV – Regulations for the Prevention of Pollution by Sewage

Annex IV is in force September 2003. The Annex has been ratified by 34 States, the
combined merchant fleet of which represents 39.76% of the world merchant fleet. Therefore,
ratification by States covering 10.24% of the world merchant fleet is required before the
entry into force condition for tonnage is satisfied.
Annex VI – Air Pollution enforce 19 May 2005
A. DEFINITIONS
Oil – means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined
products
Noxious Liquid Substance – means any substance referred to in appendix II to this annex
or provisionally assessed under the provision of regulation 3 (4) as falling into category A, B,
C or D.
Regulation 6
Categorization and Listing of Noxious Liquid Substances and other
substances
1. For the purpose of regulations of this Annex, noxious liquid substances shall be divided
into four categories as follows:
a. Category X: Noxious liquid substances which if discharged into the sea from tank
cleaning or deballasting operations would present a major hazard to either marine
resources or human health or cause serious harm to amenities or other legitimate
uses of the sea and therefore justify the application of stringent anti-pollution
measures.
b. Category Y: Noxious liquid substances which if discharged into the sea from tank
cleaning or deballasting operations would present a hazard to either marine
resources or human health or cause harm to amenities or other legitimate uses of
the sea and therefore justify the application of special anti-pollution measures.
c. Category Z: Noxious liquid substances which if discharged into the sea from
tank cleaning or deballasting operations would present a minor hazard to either
marine resources or human health or cause minor harm to amenities or other
legitimate uses of the sea and therefore require special operational conditions.
d. Other Substances: Noxious liquid substances which if discharged into the sea
from tank cleaning or deballasting operations would present a No Harm to either
marine resources or human health or cause No harm to amenities or other legitimate

uses of the sea and therefore no requirement in Annex II.
Sewage – drainage and other wastes from of toilets, urinals and which scuppers
– drainage from medical premises (dispensary, sick bay, etc.) via wash basin,
wash tubs
and scupper located in such premises.
– drainage from spaces containing living animals
– other waste water when mixed with drainages defines above
Garbage – means all kinds of victual, domestic and operational waste excluding fresh fish
and parts thereof, generated during the normal operation of the ship and liable to be
disposed of continuously or periodically except those substances, which are defined or
listed.
Regulation 31 and Regulation 14

Oil Discharge Monitoring and Control System and Oil Filtering Equipment
1. Any ship of 400 tons gross tonnage and above but less than 10, 000 tons gross tonnage
shall be fitted with oil filtering equipment complying with paragraphs (4) this regulation.
Any such ship, which carries large quantities of oil fuel, shall comply with paragraph (2)
of this regulation of paragraph (1) of regulation 14.
2. Any ship of 10, 000 tons gross tonnage and above shall be provided with oil filtering
equipment, and with arrangements for an alarm and for automatically stopping any
discharge of oily mixtures when the oil content in the effluent exceeds 15 parts per
million.
3. (a) The Administration may waive the requirements of paragraphs (1) and (2) of this
regulation for any ship engaged exclusively in voyages within special areas provided that
all of the following conditions are complied with:
a. The ship is fitted with a holding tank having a volume adequate to the satisfaction of
the Administration for the total retention on board of the oily bilge water
b. All oily bilge water is retained on board for subsequent discharge to reception
facilities
c. The Administration has determined that adequate reception facilities are available to
receive such oily bilge water in a sufficient number of ports or terminals the ship calls
at;
d. The International Oil Pollution Prevention Certificate, when required, is endorsed to
the effect that the ship is exclusively engaged on the voyages within special areas,
and
e. The quantity, time and port of the discharge are recorded in the Oil Record Book.
(b) The Administration shall ensure that ships of less than 400 tons gross tonnage are
equipped, as far as practicable, to retain on board oily mixtures or discharge them in
accordance with the requirements or regulation 9 (1) (b) of this Annex.
4. Oil filtering equipment referred to in paragraph (1) of this regulation shall be of a design
approved by the Administration and shall be such as will ensure that any oily mixture
discharge into the sea after passing through the system has an oil content not exceeding
15 parts per million. In considering the design of such equipment, the Administration
shall have regard to the specification recommended by the Organization.
5. Oil filtering equipment referred to in paragraph (2) of this regulation shall be of a design
approved by the Administration and shall be such as will ensure that any oily mixture
discharge into the sea after passing through the system has an oil content not exceeding
15 parts per million. It shall be provided with alarm arrangements to indicate when this
level cannot be maintained. The system shall also be provided with arrangements such
as will ensure that any discharge of oily mixtures is automatically stopped when the oil
content of the effluent exceeds 15 parts per million. In considering the design of such
equipment and arrangements, the Administration shall have regard to the specification
recommended by the organization.
6. For ships delivered before 6 July 1993 the requirements of these regulation shall apply
by 6 July 1998, provided that these ships can operated with oily-water separating
equipment (100 ppm equipment).
Regulation 17 & Regulation 36 - OIL RECORD BOOK Part I and Part II
The following pages of this section show a comprehensive list of items of machinery space
operations which are, when appropriate, to be recorded in the Oily Record Book in
accordance with regulation 20 of Annex 1 of the International Convention for the Prevention
of Pollution from Ships, 1931, as modified by the Protocol of 1978 relating thereto (MARPOL
73/78) =. The items have been grouped into operational sections, each of which is denoted
by a letter code.
When making entries in the Oil Record Book, the date, operational code and item number
shall be inserted in the appropriate columns and the required particular s shall be recorded
chronologically in the blank spaces.
Each completed operational shall be signed for and dated by the officer or officers in charge.
Each completed page shall be signed by the master of the ship.
The Oil Record Book contains many references to oil quantity. The limited accuracy of tank
measurement devices, temperature variations and clingage will affect the accuracy of these
readings. He entries in the Oil Record Book should be considered accordingly.
LIST OF ITEMS TO BE RECORDED
A. Ballasting or cleaning of oil fuel tanks

1. Identity of tank(s) ballasted.
2. Whether cleaned since they last contained oil, and, if not, type of oil previously carried.
3. Cleaning Process:
a. Positions of ship and time at the start and completion of cleaning
b. Identify tank(s) in which one or another method has been employed (rinsing through,
steaming, cleaning with chemicals; type and quantity of chemicals used);
c. Identity of tank(s) into which cleaning water was transferred
4. Ballasting
a. Positions of ship and time at start and end of ballasting
b. Quantity of ballast if tanks are not cleaned
B. Discharge of dirty ballast or cleaning water from oil fuel tanks referred to under
section (A)
1. Identity of tank(s)
2. Position of ship at start of discharge
3. Position of ship on completion of discharge
4. Ship’s speed(s) during discharge
5. Method of discharge
a. Through 100 ppm equipment
b. Through 15 ppm equipment
c. To reception facilities
6. Quantity discharged
C. Collection and disposal of oil residues (sludge)

1. Collection of residue
Quantities of oil residues (sludge) retained on board at the end of a voyage, but not
more than frequent than once a week. When ships are on short voyages, the quantity
should be recorded weekly:
a. Separated sludge (sludge resulting from purification of fuel and lubrication oils) and
other residues, if applicable:
1) Identity of tank(s)……….
2) Capacity of tank(s)……….m
3) Total quantity of retention……….m
b. Other residues (such as oil residues resulting from drainages, leakages, exhausted
oil, etc., in the machinery spaces), if applicable due to tank arrangement in addition
to 1:
1) Identity of tank(s)……….
2) Capacity of tank(s)……….m
3) Total quantity of retention……….m
2. Methods of disposal of residue

State quantity of oil residues disposed of, the tank(s) emptied and the quantity of
contents retained:
a. To reception facilities (identify port)
b. Transferred to another (other) tank(s) indicate tank(s) and the total content of tank(s)
c. Incinerated (indicate total time of operation)
d. Other method (state which)
D. Non-automatic discharge overboard or disposal otherwise of bilge water has

accumulated in machinery spaces
1. Quantity discharged or disposed of
2. Time of discharge or disposal (start and stop)
3. Method of discharge or disposal:
a. Through 100 ppm equipment (state position at start and end)
b. Through 15 ppm equipment (state position at start and end)
c. To reception facilities (identify port)
d. Transfer to slap tank or holding tank (indicate tank(s); state quantity transferred and
the total quantity retained in tank(s)).
E. Automatic discharge overboard or disposal otherwise of bilge water which has

accumulated in machinery spaces.
1. Time and position of ship, which the system has been put into automatic mode of
operation for, discharge overboard
2. Time when the system has been put into automatic mode of operation for transfer of
bilge water to holding tank (identify tank).
3. Time when the system has been put into manual operation
4. Method of discharge overboard
a. Through 100 ppm equipment
b. Through 15 ppm equipment
F. Condition of oil discharge monitoring and control system

1. Time of system failure
2. Time when system has been made operational
3. Reasons for failure
G. Accidental or other exceptional discharges of oil

1. Time of occurrence
2. Place or position of ship at time of occurrence
3. Approximate quantity and type of oil
4. Circumstances of discharge or escape, the reasons therefore and general remarks
H. Bunkering of fuel or bulk lubricating oil

1. Bunkering
a. Place of bunkering
b. Time of bunkering
c. Type and quantity of fuel oil and identity of tank(s) (state quantity added and total
content of tank(s)).
d. Types and quantity of lubricating oil and identity of tank(s) (state quantity added and
total content of tank(s)).
I. Additional operational procedures and general remarks.
Prevention of pollution arising from an oil pollution incident
Regulation 37
Shipboard oil pollution emergency plan
1. Every oil tanker of 150 tons gross tonnage and above and every ship other than an oil
tanker of 400 ton gross tonnage and above shall carry on board a shipboard oil pollution
emergency plan approved by the Administration. In the case of ships built before 4 April
1993 this requirement shall apply 24 months after that date.
2. Such a plan shall be in accordance with guidelines developed by the Organization and
written in the working language of the master and officers. The plan shall consist at least
of:
a. The procedure to be followed by the master or other persons having charge of the
ship to report an oil pollution incident, as required in Article 8 and Protocol I of the
present Convention, based on the guidelines developed by the Organization
b. The list of authorities or persons to be contacted in the event of an oil pollution
incident
c. A detailed description of the action to be taken immediately by persons on board to
reduce or control the discharge of oil following the incident; and
d. The procedures and point of contact on the ship for coordinating shipboard action
with national and local authorities in combating the pollution.
MANANGEMENT PLAN /RECORD BOOK
Annex IV
Sewage Means
1. Drainage and other wastes from any form of toilets, urinals, any scuppers
2. Drainage from medical premises via wash basins , wash tubs and scuppers
3. Drainage from spaces containing living animals
Regulation 11 - Discharge of Sewage

1. The discharge of sewage into the sea is prohibited except when:
a. The ship is discharging comminuted and disinfected sewage using a system
approved by the administration in accordance with regulation 3 (1) (a) at a distance
of more than 3 nautical miles from the nearest land, or sewage which is not
comminuted or disinfected at a distance of more than 12 nautical miles from the
nearest land. Provided that in any case, the sewage that has been stored in holding
tanks shall not be discharged instantaneously but at a moderate rate when the ship
is enroute and proceeding at not less than 4 knots: the rate of discharge shall be
approved by the administration.
Annex V
Regulation 5
Disposal of garbage within special areas
5. For the purposes of this Annex the special areas are the Mediterranean Sea area, the
Baltic Sea area, the Black Sea area, the Red Sea area, the “Gulfs area”, the North Sea
area, the Antarctic area and the wider Caribbean Region, including the gulf of Mexico
and the Caribbean Sea, which are defined as follows:
a. The Mediterranean Sea area means the Mediterranean Sea proper including the
gulfs and seas therein with the boundary between the Mediterranean and the Black
Sea constituted by the 41 N parallel and bounded to the west by the Straits of
Gibraltar at the meridian 5 36’W
b. The Baltic Sea area means the Baltic Sea proper with the Gulf of Bothnia and the
Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the
Skaw in the Skagerrak at 57 44.8’N
c. The Black Sea area means the Black Sea proper with the boundary between the
Mediterranean and the Black sea constituted by the parallel 41 N.
d. The Red Sea area means the Red Sea proper including the Gulfs of Suez and
Aqaba bounded at the south by the rhumb line between Rus si Ane (12 28.5N, 43
19.6’E) and Husn Murad (12 40.4’N, 43 30.2’E).
e. The Gulfs area means the sea area located north-west of the rhumb line between
Ras al Hadd (22 30’N, 59 48’E) and Ras al fasteh(25 04’N, 61 35’E)
f. The North Sea area mans the North Sea proper including seas herein with the
boundary between:
1) The North Sea southwards of latitude 62 N and eastwards of longitude 4 W
2) The Skagerrak, the southern limit of which I determined cast of the Skaw by
latitude 57 44.8’N; and
3) The English Channel and its approaches eastwards of longitude 5 W and
northwards of latitude 48 30’N.
g. The Antarctic area means the sea area south of latitude 60 S.
h. The Wider Caribbean Region, as defined in Article 2, paragraph 1 of the Convention

for the Protection and Development of the marine Environment of the Wider
Caribbean Region (Cartagena de Indias, 1983). Means the Gulf of Mexico and
Caribbean Sea proper including the bays and seas therein and that portion of the
Atlantic Ocean within the boundary constituted by the 30 N parallel from Florida
eastward to 77 30’W meridian, thence a rhumb line to the intersection of 20 N
parallel and 59 W meridian, thence a rhumb line to the intersection of 7 20’N parallel
and 50 W meridian, thence a rhumb line drawn southwesterly to the eastern
boundary of French Guiana.
APPENDIX TO ANNEX V
Form of Garbage Record Book
Name of ship: _____________________________________

Distinctive number of letters: __________________________
IMO No: _______________________
Period: ___________________ From: __________________ To:
_________________
A. Introduction
In accordance with Regulation 9 of Annex v of the International Convention for the
Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 (MARPOL
73/78), a record is to be kept of each discharge operation or completed incineration. This
includes discharges at sea, to reception facilities, or to other ships.
B. Garbage and garbage management

Garbage includes all kinds of food, domestic and operational waste excluding fresh fish and
parts thereof, generated during the normal operation of the vessel and liable to be disposed
of continuously or periodically except those substances, which are defined or listed in other
annexes to MARPOL 73/78 (such as oil, sewage or noxious liquid substances).
The guidelines for the implementation of Annex V of MARPOL 73/78 should also be referred
to for relevant information.
C. Description of the Garbage

The garbage is to be grouped into categories for the purposes of this record book as follows:
1. Plastics
2. Floating dunnage, lining or packing materials
3. Ground-down paper products, rags, glass, metal, bottles, crockery, etc.
4. Paper products, rags, glass, metal, bottles, crockery, etc.

5. Food waste
6. Incinerator ash
D. Entries in the Garbage Record Book

1. Entries in the Garbage Record Book shall be made on each of the following occasions:
a. When garbage is discharged into the sea:
1) Date and time of discharge
2) Position of the ship (latitude and longitude)
3) Category of garbage discharge
4) Estimated amount discharged for each category in cubic metres
5) Signatures of the officer in charge of the operation.
b. When garbage is discharged to reception facilities ashore or to other ships

3) Category of garbage discharge
c. When garbage is incinerated:

d. Accidental or other exceptional discharges of garbage

1) Time of occurence
2) Port or position of the ship at time of occurence
3) Estimated amount discharged for each category of garbage
4) Circumstances of disposal, escape or loss, the reason therefore and general
remarks.
E. Receipts
The master should obtain from the operator of port reception facilities, or from the master of
the ship receiving the garbage, a receipt of certificate specifying the estimated amount of
garbage transferred. The receipts of certificates must be kept on board the ship with the
garbage Record book for two years.
F. Amount of Garbage
The amount of garbage on board should be estimated in cubic metres, if possible separately
according to category. The Garbage Record Book contains many references to estimated
amount of garbage. It is recognized that the accuracy of estimating amounts of garbage is

left to interpretation. Volume estimates will differ before and after processing. Some
processing procedures may not allow for use a usable estimate of volume, e.g. the
continuous processing of food waste. Such factors should be taken into consideration when
making and interpreting entries made in a record book.
6 SOCIAL RESPONSIBILITIES ON BOARD SHIP
A. Crew member has a social responsibility to his

1. ship
2. himself
3. colleagues
4. company
5. environment
B. Describes his rights

1. right to his conviction (fixed or firm belief)
2. right to explain his conviction
3. right to make request of another as long as he can appreciate that the other has a right
to say no
4. right to clarify communication to enhance interpersonal relationship
C. Obligations toward employer
D. Shipping is a commercial entity and profit making is part of the operation

E. The employee must discharge his duties sincerely to the fullest of his capabilities.
F. He should be responsible towards the three elements of the shipping operation, namely
1. company
2. government
3. individual
There are responsibilities towards

1. obedience, respect, discipline and following orders of his superior
2. abiding by company’s policies as laid down in the safety manuals and rules and
regulations governing flag state requirements and other mandatory legislation
3. adhering to the safety and environment protection policy at all times and to assist fellow
seamen in distress, search and rescue operations and oil pollution litigation operation.
Employment Conditions
1. employment contracts
2. his rights
3. national and international equipment
Drugs and Alcohol
A. Definition
 Drug – any substance other than food or water that is intended to be taken for the purpose
of altering, controlling, sustaining the recipient’s physical, mental and social state.
 Drug Misuse – in the improper use of drugs despite of a provision of instructions by a
doctors prescription.
 Drug Resistance – the microorganism becomes stronger and immune to the effects of the
drugs
 Drug Addiction – is the chronic abuse of drugs for intoxication
 Alcoholism – is the excessive intake of alcohol beyond the tolerable level for the body.
There are international and national regulations against the use, carrying or distribution of
any drug or alcohol and punishment could be very, very severe.
B. Contributing Factors to Alcohol and Drug Abuse Among Seafarers

1. pressure/stress
2. boredom and repetition
3. too much time away from home
4. long hours
5. job fatigue
6. shift work
7. heat, cold, noise
8. climatic variation
9. types of vessels
10. different nationalities
11. access to supply
12. financial reason
C. Why Do Workers Abuse Drugs?

1. Escape from family problems – marital, parents and children cause pain, depression
and/or stress
2. Escape from financial problem – the employee may feel there is no answer, nowhere to
go for help
3. As a reaction to a job they do not fit – people in your work place may be in over their
heads in their new jobs or conversely, bored and unchallenged by their old job with its
perceived lack of responsibility even while “high” or with hang over.
4. As a job performance “enhancer” – may actually think that they have more energy, drive
and creativity with cocaine or amphetamines in their system
5. To cope with the stress of work
D. Danger of drug Trafficking/Smuggling
1. Heavy fines
2. Imprisonment
3. Death
E. Company’s Drug and Alcohol Policy Should

1. Provide education and assistance to workers about the health risk of drug and alcohol
abuse.
2. Identify workers who have a drug and alcohol problem in a non-threatening way, which
does not violate the rights of workers in general.
3. Act as deterrent to safety sensitive workers attempting to do their jobs under the
influence of alcohol or drugs
4. Provide programs of rehabilitation and counseling to workers identified as having a
problem.
F. Searching Philosophy, Planning and Practice

Searchers of the vessel will sometimes be necessary and search plans should be made
which can be put into effect quickly and effectively. The action to be taken on finding a
suspicious package must be clearly laid down and well understood. To help ensure
maximum effectiveness, the search plan should be practiced from time to time to build up
confidence on the part of the crew and to remind them that good security is everyone’s
business.
G. Method of Searching
1. Physical
2. X-ray system
3. Use of dogs
Port state, flag state and other authorities methods of detecting drug/alcohol consumed.
H. Summing Up
1. Importance of IPR
2. Delegation, trust and good relations are motivational
3. Drug and alcohol abuse can very costly and may lead to prosecution of ship or/and the
individual, and may also result in dismissal and/or permanent loss of sea career.
I. Health and Hygiene On Board
1. Is a moral responsibility of all on board to observe hygiene and promote good health
2. Cleanliness and good housekeeping is fundamental to good health.
GUIDELINES ON THE PREVENTION AND MANAGEMENT OF

SEVER ACUTE RESPIRATORY SYNDROME (SARS)
The Maritime Safety Committee, at its seventy-seventh session (28 May to 6 June
2003), considered submissions from members on actions they had taken to prevent the spread
of Severe Acute Respiratory Syndrome (SARS). The Committee welcomed the action taken by
the Secretary-General and the MSC Chairman in issuing a precautionary circular on this issue
(MSC/Circ. 1068 on Severe Acute Respiratory Syndrome (SARS)).
The Committee also received updated information from the World Health Organization
(WHO) on the emergence and spread of SARS and information on measures the WHO had
adopted and the guidelines it had issued to assist in the prevention and control of cases of
SARS. In order to assist the global effort to control SARS, the Committee agreed to promulgate
the guidance given in the annexes based on information provided by WHO, to ensure that the
maritime community was fully aware of the precautions to be taken.
Member Governments are invited to bring this circular to the attention of all concerned
and to note that the latest information available will be promulgated on the IMO website
www.imo.org.
ANNEX 1
GUIDELINES FOR THE PREVENTION AND MANAGEMENT OF SEVERE ACUTE

RESPIRATORY SYNDROME (SARS)
Preface
The World Health Organization International Health Organization (IHR) contains

provision regarding routine point of entry control activities and specific measures for some
diseases. In addition, the IHR reference technical guides for both ships and aircraft. The SARS
outbreak, like other international disease outbreak that occur around the world from time to time,
requires that crew have a basic understanding of the disease, the risks and the public health
precautions necessary for both passenger and crew protection. The information below, like the
Guide to Hygiene and Sanitation in Aircraft and the guide to Ship Sanitation, is provided as a
technical reference for the development of operating procedures by international passenger
transport companies. Although this information is provided for use by international ship and
aircraft operators, it can apply, as appropriate, to
other means of travel.
Background on SARS
From the information available at this

time, SARS is a respiratory disease, spread by
droplets from persons in the symptomatic stage
of SARS. The incubation period of SARS is 2-10
days. Although serious illness and some deaths
have resulted from SARS infection, the vast
majority of SARS cases to date (96%) recover.
Recent information suggests that SARS may also
be spread for a short period of time by contact
with surfaces contaminated by droplets or hands,
and this is being investigated. Although the mode
of transmission is similar, SARS is not spread as
easily as influenza (flu), for example. Frequent
hand washing is considered a useful preventive
measure for SARS, as it would be for colds, flu
and other common illness.
Remember that there is a good chance

that an ill passenger does not have SARS, even
though he or she has come from an affected
area. Precaution is the best way to proceed,
however, and the following advice is provided for
reference.
Symptoms
All passengers and crew should be aware of the main symptoms and signs of SARS
which includes: high fever (>38˚C, 100.4˚F), one or more respiratory symptoms including cough
or difficulty in breathing; and either close contact with a person who has been diagnosed with
SARS or a recent history of travel to areas reporting cases of SARS.
Article IV. Pre-boarding
In the event of a crew member or a passenger of a vessel experiencing this combination

of symptoms, he or she should immediately seek medical attention and ensure that information
about symptoms recent travel and close contacts is passed on to the health care staff and the
master of the vessel. Any crew or passengers who develop these symptoms are advised not to
undertake the voyage until they have recovered or have been cleared for travel by a medical
officer.
Screening for suspect cases of SARs on departure from affected areas
WHO recommends that government and point of entry authorities in affected areas
establish a system in collaboration with aircraft and other conveyance operators so that
passengers or crew departing for international destinations from an affected area are
interviewed, preferably be a health care worker, in the port of departure before check-in (for
latest information on areas with local transmission see www.int/csr/sars). The interview should
assess whether the passenger or crew member.
Management of possible SARS cases on board
(Note: that this applies only to aircraft/ships carrying a passenger who meets the SARS symptoms listed
above.)
If a passenger on flight from an area where SARS transmission is occurring becomes

noticeably ill with fever and respiratory symptoms, the following action is recommended for the
cabin crew attending to the ill passenger. Other crew does not require personal protection,
but must wash hands before and after: eating, handling materials that could have been
contaminated by the ill person, using areas of the ship or aircraft where the ill person moved
about.
Isolation
The passenger should be, as far as possible, isolated from other passengers and the
crew, and should be asked to wear a protective mask.
Respiratory protection should be provided at HEPA filter or *P100 (NIOSH) or *FFP3

(EN 149:2001) filter (99.97% efficiency) level. *N95 filters (95% efficiency) and above (*N, R, P
99 or FFP2) also provide high levels of protection and should be worn where no acceptable
alternatives of a higher level of protection are available. Ideally, the masks used should be fit
tested using an appropriate “fit test kit” in accordance with the manufacturing instructions.
Disposable masks should not be reused.
Crew and passenger protection
Those caring for the ill passenger or crew member should follow infection control
measures (see below) recommended for cases of SARS, including hand washing after contact
with the ill person or with any materials that the person may have contacted. The other
protective measures are to:
• Provide the ill person with a mask (see below) to help ensure that droplet spread is
contained;
• Keep contact with the ill person to a minimum, and avoid being close to the face of the
person if possible;
• Wear a suitable mask and follow the manufacturer’s instruction to ensure that the mask
fits properly. If, for any reason the attending crew member needs to remove his/her
mask, then a new mask should be used. The mask(s) and other materials used by the ill
person should be disposed of as a potential biohazard. The cleaning crew must be
informed of the possibly contaminated materials (e.g. gloves required) and the need to
thoroughly disinfect the seating area where the ill person was isolated, and the
washroom areas in particular;
• Wear durable disposable gloves, remembering that hands should be washed before the
gloves are removed, then again either removal, and that touching the face while wearing
gloves provides the same risk of infection as when using bare hands;
• Although the risk of virus entry from droplets or hand contact to the eye is low, goggles
that fit tightly to the face, with a soft sealing surface should be worn by the crew member
attending to the ill person. Goggles should be washed before re-use, according to the
manufacturer’s instructions;
• A separate toilet should be made available for the exclusive use of the ill person;
• Disposable masks, gloves and other material in contact with the ill person must be
bagged and sealed and treated as biohazard waste;
• As a general precaution, all persons on a flight or voyage where a possible SARS case
is carried should be advised to wash their hands before and after using the toilets
onboard; and
• Aircraft/ship operators should ensure that flights/sailings from affected areas are
provided with sufficient gloves, face masks, goggles and disinfectant, and that a seat or
berth in an isolated area can be made available when needed.
Communication and hand-off to airport/port health authorities
The pilot/shipmaster should radio ahead to the airport/port of destination so that

airport/port management can alert the health authorities.
On arrival, the public health authorities should take the ill passenger directly from the
aircraft or ship by the exit closest to where the passenger is seated, and avoid passing through
the airport or port. The ill passenger should then be placed in isolation and assesses as quickly
as possible by a health authority physician. Anyone waiting for the passenger should be notified
of the delay by airline/ship staff. Other agencies, such as immigration, will need to know that a
passenger has by-passed normal airport/port arrival procedures.
Management of contacts 3 of the ill person and of other persons on board
Contacts and other passengers or crew should be allowed to continue travel as long as
they do not have symptoms compatible with SARS. See Annex 2 for management of probable
cases of SARS on international cruise vessels.
On arrival at the next port
The health authority at the scheduled port of arrival must be informed immediately by
radio of the suspect case, and asked if the necessary capacity to isolate, transport and care for
the ill crew member or passenger is available at the port. Depending on the local situation, the
master of the vessel may be asked to proceed to another national port that has this capacity.
On arrival at the port requested by the health authority, no one may leave the vessel
until a medical officer has examined the ill crew member or passenger, as well as the rest of the
crew and any passengers on board.
If the medical officer for the port determines that the ill crew member or passenger
meets the SARS case definition, the crew member or passenger shall be removed from the
vessel, using all necessary precautions, and transported to the nearest designated medical
facility for treatment of SARS cases.
The vessel shall be considered as being in isolation, and no one, other than health
authority staff or other personnel working directly with the health authority, shall be allowed to
board or leave the vessel. Security personnel should be posted to ensure compliance with this
requirement.
For the purposes of air travel, a contact is defined as:
• Passenger sitting in the same seat row or within at least 2 rows in front or behind the ill
passenger
• All flight attendants on board
• Anyone having intimate contact, providing case or otherwise having contact with
respiratory secretions of the ill passenger
• Anyone on the flight living in the same household as the ill passenger
• If it is a flight attendant that is considered to be a SARS case, all passengers are
considered to be contacts.
The vessel and crew will be held in port for a period of 10 days, to ensure that none of
the other crew or passengers has been infected with SARS. At the end of the isolation period,
prior to the departure of the vessel, the cabin or quarters where the SARS patient was isolated
and managed, should be cleaned and disinfected (see last paragraph) before a crew member or
passenger is allowed to occupy that cabin or quarters.
The vessel will be allowed to proceed to its next port of call after a medical officer has
determined that none of the crew or passengers has been infected.
If the owners of the vessel wish to have it released from isolation, an alternate crew may
be provided. Agreement with the health authorities would need to be reached to provide
facilities for the isolated crew left behind. A thorough cleaning of the vessel(s) quarters,
including dining room, washroom and recreation areas would also be required before the new
crew boards. This cleaning should be carried out under the supervision of the port health
authority.
Disinfecting the cabin or quarters occupied by SARS patient
The cabin or quarters occupied by a SARS patient, should be disinfected with sodium
hypochlorite (bleach) and formalin or chloro meta xylenol (see WHO Guide to Hygiene and
Sanitation in Aviation). All surfaces that the patient may have touched should be specifically
targeted for cleaning. Thoroughly rinse and clean housekeeping equipment after use in the
cabin or quarters of the SRAS patient.
Information to Member States regarding goods and animals arriving from SARS-affected
areas
WHO is aware of concern over the possibility that SARS may be caused by contact with
animals. WHO is therefore working closely with the Food and Agriculture organization of the
United Nations (FAO) and the Office International des Epizooties (OIE), to determine if there is
any evidence to suggest that SARS-related disease has occurred to animals.
WHO, FAO and OIE have reviewed reports received regarding SARS transmission. To
date there is no epidemiological information to suggest that contact with goods, products or
animals shipped from SARS-affected areas has been the source of SARS infection in humans.
For the above reasons, WHO does not at present conclude that any goods, products or
animals arriving from SARS-affected areas pose a risk to public health. WHO will continue to
closely monitor the evolurion of SARS, in all collaboration with Ministries of Health and our
partner agencies.
Sodium hypochlorite diluted to a strength of 100 mg/l and a 5% solution of formalin,

which itself is a 40% solution of formaldehyde gas in water.
ANNEX 2
RECOMMENDED PROCEDURES FOR PREVENTION AND MANAGEMENT OF

PROBABLE CASES OR SARS ON INTERNATIONAL CRUISE VESSELS
Preface
In response to the outbreak of Severe Acute Respiratory Syndrome (SARS) in several

countries, the World Health Organization has developed the following procedures for personnel
on international cruise vessels and local port health authorities when there is a suspected or
probable case of SARS on board. All individuals, groups and authorities involved in the cruise
ship industry including crew, health care staff, cruise line operators, owners and port health
authorities involved in the cruise ship industry including crew, health care staff, cruise line
operators, owners, and port health authorities should be aware of these procedures.
General information and symptoms of SARS
All international travelers including crew and passengers of cruise vessels should be
aware of the main symptoms and signs of SARS, which include:
• High fever (>38˚C) and one or more respiratory symptoms including cough, shortness of
breath, difficulty breathing; and either close contact with a person who has been
diagnosed with SAS or recent history of travel (previously 10 days) to areas with recent
local transmission of SARS.
Pre-departure screening
Prior to boarding, all passengers and crew on international voyages originating in areas
with recent local transmission of SARS should receive and complete a short pre-departure
SARS Screening Form with questions as to symptoms, contacts, and recent history of travel to
an area(s) with recent local transmission of SARS.
A person presenting symptoms compatible with SARS should not travel until s/he is fully
recovered. The local health authority should be notified and the patient must be assessed
immediately.
A person reporting having been in close contact with a probable case of SARS in the last
10 days, but who is otherwise healthy, should not travel. S/he should be advised to be vigilant
for SARS symptoms over the 10 days following exposure and continuously monitored by the
local public health authority.
A person exhibiting none of the above symptoms, and who has not been in contact with
a suspect or probable case/s of SARS over the previous 10 days period, should be provided
with information on SARS and instructed to seek medical attention immediately if any symptoms
consistent with SARs develop.
Article V. Managing passengers and crew
Following preliminary medical examination, if the ship’s medical officer determines that there is
a suspected or probable case of SARS on board, the following measure should be taken:
• The suspected case should be isolated in an isolation ward, cabin room or quarters with,
if possible, an independent ventilation and toilet system;
• Infection control measures including respiratory and standard precautions should be
implemented; and
• Designated staff taking care of the patient should wear a protective face mask, gloves
and eye protection and wash hands before and after contact with the patient.
The officer in charge of the vessel should immediately alert the medical authority at the next port
of call regarding the suspected case to determine of the necessary capacity for transportation,
isolation, and care is available at the port. The vessel may be asked to proceed to another
national port in close proximity if this capacity is not available or if warranted by the critical
medical status of the suspected or probable SARS case.
For persons meeting the definitions of suspect or probable case of SARS, confinement to
isolation ward, cabin, room or quarters with infection control measures should be continued until
10 days after the resolution of fever, provided respiratory symptoms are absent or improving.
However, if the illness does not meet the case definition, but the individual has persistent fever
or unresolving respiratory symptoms, the person should not be allowed to return to public areas
of the vessel or interact with the public. Infection control precautions including confinement to
isolation ward, cabin room or quarters and further monitoring of symptoms should be continued.
A decisions as to returning to public areas can be reviewed in collaboration with the public
health authority of the next port of call. All contacts (see below for details) on board should be
identified and monitored.
While case management is in progress on board a cruise vessel, a high level of cleaning
and disinfection measures should be maintained on the vessel. Cabins and quarters occupied
by patients and contacts of SARS should be cleaned and disinfected according to WHO and
local public health recommendations.
On arrival at the next port

No one may leave the vessel until a medical officer for the health authority has examined
the suspect or probable case and has identified and examined all possible contacts on board.
If the medical officer for the port determines that the ill crew member or passenger meets the
SARS case definition, the crew member or passenger shall be removed from the vessel, using
all necessary precautions, and transported to the nearest medical facility. If the patient is
determined to be a probable case of SARS, his/her contacts should be asked to be in voluntary
isolation and not permitted to travel until 10 days after the contact.
As soon as the suspected or probable case had been removed from the cruise vessel,
the cabin or quarters where the SARS patient was isolated and managed should be thoroughly
cleaned and disinfected (see below).
The local public health authority should provide information on symptoms and
transmission of SARS to all passengers and crew.
The vessel maybe allowed to proceed to its next port of call after the health authority has
determined that none of the other crew members or passengers has symptoms consistent with
SARS.
Procedures for contacts

All contacts of suspected or probable SARS case should be provided with information on
symptoms and transmission of SARS. They should be placed under active surveillance for 10
days and directed to observe voluntary isolation. Designated health staff on board should
monitor and record the temperature of contacts daily. Both embarking and disembarking ports
must be notified immediately of SARS contacts being on board and measures taken. If, after 10
days of voluntary isolation and observation, the contacts do not develop symptoms of SARS,
then contacts can be discharged from the follow up.
Disinfecting the cabin or quarters occupied by a suspect or probable SARS case

Cleaning and hygiene staff should be well-briefed on infection control. Precautionary
procedures should be observed when cleaning and disinfecting the isolation area(s) (ward,
cabin, room or quarters) of the SARS patient. Persons cleaning the isolation area(s) should
wear adequate personal protection (gloves, protective face mask, eye protection, disposable
outer garments). These areas should be disinfected with sodium hypochlorite (bleach) and
formalin, chloro meta xylenol, or an equivalent product. All surfaces and objects that the patient
may have touched should be specifically targeted for cleaning. Materials, such as sheets and
towels that have been used by the possible SARS case, should be thoroughly cleaned and
disinfected. All cleaning equipment should be disinfected after use. Areas contaminated by body
fluids from the suspect case (e.g. vomitus) should not be vacuumed unless a HEPA filter
vacuum is available. Wet mopping with a disinfectant cleaner (hard surfaces) or steam cleaning
(carpets) is recommended.

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EXCELLENCE AND COMPETENCY TRAINING CENTER, INC.

Not for sale

This hand-out is for training purposes only

EMERGENCY FIRST AID

PERSONAL SURVIVAL TECHNIQUES

BASIC FIRE FIGHTING

In Compliance with the 2010 Manila Amendments of the STCW Convention 1

Temperature Classifications ………………………………………………………………….. 65

PERSONAL SAFETY AND SOCIAL RESPONSIBILITY

In Compliance with the 2010 Manila Amendments of the STCW Convention 2

Objectives First Aid

Roles of First Aider

Skeleton – bones that serve as a framework of the body

PARTS OF THE HUMAN SKELETAL SYSTEM

In Compliance with the 2010 Manila Amendments of the STCW Convention 3

2. Spinal Column (backbone) principal support

THE SECTIONS OF THE SPINAL COLUMN

5. Ribs – 12 pairs of ribs

In Compliance with the 2010 Manila Amendments of the STCW Convention 4

Muscle – movement of the body

Heart – pumping organ

In Compliance with the 2010 Manila Amendments of the STCW Convention 5

Heart rate – 60-100 beats/min (adult)

CIRCULATION OF THE BLOOD

In Compliance with the 2010 Manila Amendments of the STCW Convention 6

EMERGENCY ACTION PRINCIPLE (EAP)

Safety – first aider (use necessary protection, universal precautions)

Unsafe safe Safe area Safer Area (hospital / medical

Emergency Rescue Emergency Transfer

Check for unresponsiveness

In Compliance with the 2010 Manila Amendments of the STCW Convention 7

Ask for Help

B. Do the Primary Survey – life threatening problems

A – Airway – maintain open airway

Method in opening airway

Assure an adequate open airway by the head tilt/ chin lift

1. Check for normal breathing in unresponsive victim

L – look – rise and fall of the chest – eyes – chest

If 2 IVM enters – airway is patent

Check the breathing

Check the carotid pulse. Palpate the thyroid cartilage in the

In Compliance with the 2010 Manila Amendments of the STCW Convention 8

C – Circulation – carotid pulse artery (slightly beside the Adam’s Apple)

D. Do the secondary Survey – head to the toe examination

S – Signs / Symptoms O – Onset of pain

Vital Signs Normal Range

BASIC LIFE SUPPORT

In Compliance with the 2010 Manila Amendments of the STCW Convention 9

MANUAL PROCEDURES OF RESCUE BREATHING

First Aider Victim

Application of Rescue Breathing

Start with 1 ventilation and count…………

In Compliance with the 2010 Manila Amendments of the STCW Convention 10

Cardio Pulmonary Cerebral Resuscitation or lay Rescuer

Don’ts in External Cardiac Compression (ECC)