D2 - BASIC TRAINING Rev 01 - Personal Safety and Social Responsibility

Basic Safety Training
COURSE CODE: D2
COURSE MARK: STCW A-VI/1-4
Rev No: 00
D2 – BASIC SAFETY TRAINING
- After successful completion of the course the trainee will be able to:
- demonstrate competency in emergency procedure compliance
- minimize the risk of fire, determine which extinguishing media to use in case of fire
- take immediate action upon encountering an accident or medical emergency; comply with emergency
procedures
- observe safe working practices and effectively communicate with others

Basic Safety training course has been designed to meet the requirements of STCW section VI/1 and is
based on the guidelines of IMO Model Courses 1.19, 1.20, 1.13, 1.21, and consists of the following:
- Personal Survival Techniques VI/I-I
- Fire Prevention and Fire Fighting VI/I-2
- Elementary First Aid VI/I-3
- Personal Safety and Social Responsibility VI/I-4

PERSONAL SAFETY AND SOCIAL RESPONSIBILITY
Course content:
- Procedures in Emergency
- Human relations and contribution to good human relations on vessel
- Understanding of orders and the ability of understanding of obligations
- Compliance with emergency procedures
- Precaution measures for preventing sea environment pollution
- Interpersonal relationships on the vessel

- PROCEDURES IN EMERGENCY
- TYPES OF EMERGENCIES ON BOARD:
- Collision
- TYPES OF EMERGENCIES ON BOARD: Action to be done in case of collision
1. Inform the Master and Engine room: This is obvious, but make sure you inform the Master, if he is not
on bridge. Inform the engine room and stop the engine.
2. Sound the general emergency alarm
3. Immediately Send Distress Signal: Send designated or undesignated distress messages through
VHF ,MF/HF, SAT C or any other available means, depending on the sea area you are in and time
limit you have
4. Record Important Data: Record the time of ship collision, name and IMO number of the vessel(s) you
collided with, take VDR recording
5. Assess the Damage

- TYPES OF EMERGENCIES ON BOARD: Action to be done in case of collision
6. Take the Soundings
7. Take Immediate Action In Case of Damage
8. Check For Oil Spill

- Sinking
- Sinking
- Grounding
- Heavy Weather
- Fire
- Action in the event of fire
1. A fire can usually be extinguished most easily in its first few minutes. Prompt and correct action is
essential
2. The alarm should be raised and the bridge informed immediately
3. The ship’s personnel should be aware of the use of different types of fire extinguisher and their
suitability for different types of fire. Water extinguishers should not be used on oil or electric fires and
foam extinguishers should not be used on electrical fires
4. Openings to the space should be closed to reduce the supply of air to the fire and to prevent it
spreading. Any fuel lines feeding the fire or threatened by it should be isolated
- Action in the event of fire
5. If practicable, combustible materials adjacent to the fire should be removed, boundary cooling of
adjacent compartments should be considered and temperatures monitored if spaces are not otherwise
accessible
6. If a space is filling with smoke and fumes, any seafarers not properly equipped with breathing
apparatus should leave the space without delay; if necessary, escape should be effected by crawling on
hands and knees because the air close to deck level is likely to be relatively clear. Where available,
emergency escape breathing devices (EEBDs) should be used
7. After a fire has been extinguished, precautions should be taken against its spontaneous re-ignition.
8. Seafarers should not re-enter a space in which a fire has occurred without wearing breathing
apparatus until it has been fully ventilated
- Explosion
- Emergency evacuation
- EMERGENCY RESPONSE - STRUCTURE

- EMERGENCY RESPONSE – TRAINING AND DRILLS
- FAMILIARIZATION TRAINING
- Every crew member with assigned emergency duties shall be familiar with these duties before the
voyage begins
- On a ship engaged on a voyage where passengers are scheduled to be on board for more than 24 h,
musters of newly-embarked passengers shall take place prior to or immediately upon departure.
- Passengers shall be instructed in the use of the lifejackets and the action to take in an emergency.
- Whenever new passengers embark, a passenger safety briefing shall be given immediately before
departure, or immediately after departure
- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS
- Drills shall, as far as practicable, be conducted as if there were an actual emergency
- Every crew member shall participate in at least one abandon ship drill and one fire drill every month
- The drills of the crew shall take place within 24 h of the ship leaving a 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
- Crew members with enclosed space entry or rescue responsibilities shall participate in an enclosed
space entry and rescue drill to be held on board the ship at least once every two months
- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS - ABANDON SHIP DRILL
- Each abandon ship drill shall include:
1. Summoning of passengers and crew to muster stations with the alarm required by regulation 6.4.2
followed by drill announcement on the public address or other communication system and ensuring
that they are made aware of the order to abandon ship
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 any necessary preparation for launching;
- Each abandon ship drill shall include:
6. starting and operating the lifeboat engine
7. operation of davits used for launching liferafts
8. a mock search and rescue of passengers trapped in their staterooms; and
9. instruction in the use of radio life-saving appliances.

- Action in the event of abandoning ship
1. The order to abandon ship can only be given verbally by the master
2. Everyone on board should assemble at their assembly/muster point wearing warm clothing and their
lifejackets
3. Electronic location beacons, such as search and rescue transponders (SARTs) and emergency position
indicating radio beacons (EPIRBs), should be collected and taken to the lifeboat(s)
4. Any additional provisions, water or equipment should be brought and placed in the lifeboat
5. A check of personnel shall be taken and the lifeboat lowered under the direction of the person in
charge

- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS - FIRE DRILLS
- Fire drills should be planned in such a way that due consideration is given to regular practice in the
various emergencies that may occur depending on the type of ships and the cargo
- Each fire drill shall include:
1. reporting to stations and preparing for the duties described in the muster list required by regulation 8
2. starting of a fire pump, using at least the two required jets of water to show that the system is in
proper working order
3. checking of fireman's outfit and other personal rescue equipment;
4. checking of relevant communication equipment;

- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS - FIRE DRILLS
5. checking the operation of watertight doors, fire doors, fire dampers and main inlets and outlets of
ventilation systems in the drill area
6. checking the necessary arrangements for subsequent abandoning of the ship.
The equipment used during drills shall immediately be brought back to its fully operational condition and
any faults and defects discovered during the drills shall be remedied as soon as possible
- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS - ENCLOSED SPACE ENTRY

AND RESCUE DRILLS
Enclosed space entry and rescue drills should be planned and conducted in a safe manner, taking into
account, as appropriate, the guidance provided in the recommendations developed by the Organization
Each enclosed space entry and rescue drill shall include:
1. checking and use of personal protective equipment required for entry
2. checking and use of communication equipment and procedures;
3. checking and use of instruments for measuring the atmosphere in enclosed spaces
4. checking and use of rescue equipment and procedures; and
5. instructions in first aid and resuscitation techniques.


AND RESCUE DRILLS
- Action in the event of an enclosed space emergency
- Any attempt to rescue a person who has collapsed within a space should be based on a vessel-specific
pre-arranged plan, which has been drilled against. The plan should take account of the design of the
individual ship and include risk assessment. The allocation of personnel to relieve or back up those first
into the space should be borne in mind
- If there are indications that the person in the space is being affected by the atmosphere, the person
outside the space should immediately raise the alarm. On no account should the person stationed at the
entrance to the space attempt to enter it before additional help has arrived. No one should attempt a
rescue without wearing breathing apparatus and a rescue harness and, whenever possible,
communication equipment, a lifeline and oxygen/multimeter.

AND RESCUE DRILLS
- Under no circumstances must emergency escape

breathing devices be used to enter an enclosed
space to effect rescue
- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS -MAN OVERBOARD DRILL
- As far as reasonably practicable, man overboard (MOB) drills involving the manoeuvring of the vessel
should be conducted at regular intervals
- Where a fast-rescue craft (FRC) is carried, so far as is reasonably practicable, this

- should be launched each month and tested in the water in a harbour or safe anchorage
- In addition to the statutory inspection, an opportunity should be taken to ensure all wires are in good
condition, and sheaths and working parts are operational and well lubricated. A safety harness should
be worn if there is any risk of falling
- Prior to the launching of the rescue boat, communications with the deck and bridge should be checked
- There should be as few persons as possible in the boat when being launched and recovered
- Working lifejackets that do not restrict free movement should be worn
- Survival suits should be worn where there is a risk of hypothermia
- Other protective clothing should be worn including helmet, eye protection, gloves, safety shoes and
suitable clothing
- Drills conducted in harbour or anchorages should be as realistic as possible and include practice of
manoeuvring the craft and recovery from the water of a training dummy or manikin.
- Rescue boat crews should receive training on correct techniques for retrieving persons from the water
without sustaining injury
- Action in the event of man overboard
- Where a person is seen to fall over the ship’s side, immediate action should be taken by the officer of
the watch and bridge team
- Release lifebuoy and maneuver to pick up man, always with respect to the man
- Call the master
- Sound alarm and commence Williamson turn
- Stop engines and place them on stand by
- Alert by radio vessels in vicinity
- Williamson turn
- EMERGENCY RESPONSE – TRAINING AND DRILLS –ON-BOARD TRAINING
- On-board training in the use of the ship's life-saving appliances, including survival craft equipment,
and in the use of the ship's fire-extinguishing appliances shall be given as soon as possible but not later
than two weeks after a crew member joins the ship.
- Instructions in the use of the ship's fire-extinguishing appliances, life-saving appliances, and in survival
at sea shall be given at the same interval as the drills. Individual instruction may cover different parts
of the ship's life-saving and fire-extinguishing appliances, but all the ship's life-saving and fire-
extinguishing appliances shall be covered within any period of two months
- EMERGENCY RESPONSE – TRAINING AND DRILLS –ON-BOARD TRAINING
- Every crew member shall be given instructions which shall include but not necessarily be limited to:
1. operation and use of the ship's inflatable liferafts;
2. problems of hypothermia, first-aid treatment for hypothermia and other appropriate first-aid
procedures;
3. special instructions necessary for use of the ship's life-saving appliances in severe weather and severe
sea conditions;
4. operation and use of fire-extinguishing appliances; and
5. risks associated with enclosed spaces and onboard procedures for safe entry into such spaces which
should take into account, as appropriate, the guidance provided in recommendations developed by the
Organization
- EMERGENCY RESPONSE – TRAINING AND DRILLS – RECORD KEEPING
- The date when musters are held, details of abandon ship drills and fire drills enclosed space entry and
rescue drills, drills of other life-saving appliances and on-board training shall be recorded in such log-
book as may be prescribed by the Administration.
- If a full muster, drill or 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
- EMERGENCY RESPONSE – TRAINING AND DRILLS – RECORD KEEPING

- EMERGENCY RESPONSE – EMERGENCY ALARMS AND SIGNALS
- The emergency alarms, alarms and call signals listed should have the audible and visual characteristics
shown in the tables of this section.
- MUSTER LIST AND EMERGENCY INSTRUCTIONS
- The muster list shall specify details of the general emergency alarm and public address system
prescribed by section 7.2 of the Code and also action to be taken by crew and passengers when this
alarm is sounded.
- The muster list shall also specify how the order to abandon ship will be given
- Each passenger ship shall have procedures in place for locating and rescuing passengers trapped in
their staterooms
- The muster list shall show the duties assigned to the different members of the crew including:
1. closing of the watertight doors, fire doors, valves, scuppers, side=scuttles, skylights, portholes and
other similar openings in 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 fires;
8. special duties assigned in respect to the use of fire-fighting equipment and installations; and
9. for passenger ships only, damage control for flooding emergencies.
- The muster list shall specify which officers are assigned to ensure that life-saving and fire appliances
are maintained in good condition and are ready for immediate use
- The muster list shall specify substitutes for key persons who may become disabled, taking into account
that different emergencies may call for different actions
- 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 have donned their lifejackets correctly;
3. assembling passengers at muster stations;
4. keeping order in the passageways and on the stairways and generally controlling the movements of the
passengers; and
5. ensuring that a supply of blankets is taken to the survival craft.

- The muster list shall be prepared before the ship proceeds to sea. After the muster list has been
prepared, if any change takes place in the crew which necessitates an alteration in the muster list, the
master shall either revise the list or prepare a new list
- The format of the muster list used on passenger ships shall be approved
- MUSTER STATION
1. Lifeboats and liferafts for which approved launching appliances are required shall be stowed as close
to accommodation and service spaces as possible.
2. Muster stations shall be provided close to the embarkation stations. Each muster station shall have
sufficient clear deck space to accommodate all persons assigned to muster at that station, but at least
0.35 m2 per person.
3. Muster and embarkation stations shall be readily accessible from accommodation and work areas
4. Muster and embarkation stations shall be adequately illuminated by lighting supplied from the
emergency source of electrical power required by regulation II-1/42 or II-1/43, as appropriate.
5. Alleyways, stairways and exits giving access to the muster and embarkation stations shall be lighted.
Such lighting shall be capable of being supplied by the emergency source of electrical power required
by regulation II-1/42 or II-1/43, as appropriate.
- MUSTER STATION
6. In addition to and as part of the markings required under regulation II-2/28.1.10 see footnote , routes
to muster stations shall be indicated with the muster station symbol, intended for that purpose, in
accordance with the recommendations of the Organization
7. Davit-launched and free-fall launched survival craft muster and embarkation stations shall be so
arranged as to enable stretcher cases to be placed in survival craft.
8. Other means of embarkation enabling descent to the water in a controlled manner may be permitted
for the liferafts required by regulation 31.1.4.
9. Where necessary, means shall be provided for bringing the davit-launched survival craft against the
ship’s side and holding them alongside so that persons can be safely embarked.
- SAFETY INDUCTION
- In addition to any appropriate mandatory STCW-approved courses, before being assigned to

shipboard duties, all persons employed or engaged on a ship, other than passengers, shall receive
familiarisation training on board and receive sufficient information and instruction to be able to:
- communicate with other persons on board on elementary safety matters and understand safety
information symbols, signs and alarm signals;
- know what to do if:
- a person falls overboard;
- fire or smoke is detected;

-
- the fire or abandon ship alarm is sounded;
- SAFETY INDUCTION
- identify alarm points, muster and embarkation stations, and emergency escape routes;
- locate and don lifejackets;
- have knowledge of the use of portable fire extinguishers;
- take immediate action upon encountering an accident or other medical emergency before seeking
further medical assistance on board; and
- close and open the fire, weathertight and watertight doors fitted in the particular ship other than those
for hull openings.
- EMERGENCY PROCEDURES AND FIRE PRECAUTIONS
- All new personnel should be given a clear explanation of the vessel’s alarm signals, and instruction on
the emergency assembly stations, lifeboat stations and fire drill/team requirements
- Smoking regulations on the vessel should be strictly observed. Safe and correct disposal of cigarette
ends is essential. Smoking or non-smoking areas, as appropriate, should be identified and clearly
marked.
- Rules concerning smoking should be strictly obeyed. E - cigarettes are a source of ignition and should
not be used in hazardous areas.
- ALARMS AND TYPES OF ALARMS ON BORD - GENERAL ALARM
- A general alarm signifies an emergency. It can be a fire, grounding, collision, or any scenario that may
prompt the crew (and its passengers, if any) to abandon the ship or evacuate.
- How do you know it's a general alarm? The ship horn signal sounds seven (7) brief blasts followed by
one (1) long blast, or you'll hear seven short ringings of the bell followed by one long ring.
- - - - - - - - -----------
- The navigation bridge houses the activation point for the ship's general alarm system. Every ship crew
member must follow the instructions and duties given in the muster list and report to the allocated
muster station once the general alarm signal onboard is activated.
- The general emergency alarm system should be capable of being operated from the navigation bridge
and at least one other strategic point. For passenger ships there should also be an additional activation
point in the safety centre
- ALARMS AND TYPES OF ALARMS ON BOARD
- FIRE ALARM
- Ships also have fire alarms set off by a fire detector or any crew members when smoke or flames are
detected.
- The continuous ringing of the ship's electrical bell or the constant honking of the ship's horn serves as
the fire alarm signal.
- ---------------------------------------------------
- The activation of any detector or manually operated call point shall initiate a visual and audible fire
detection alarm signal at the control panel and indicating units. If the signals have not been
acknowledged within 2 min, an audible fire alarm shall be automatically sounded throughout the crew
accommodation and service spaces, control stations and machinery spaces.
- ALARMS AND TYPES OF ALARMS ON BOARD
- MAN OVERBOARD ALARM
- When a crew or passenger falls into the water on the high seas, the man overboard alarm is activated.
- The signal consists of three (3) long rings from the ship's internal alarm bell for the crew and
passengers on board and three long blasts from the ship whistle telling other vessels in the area to stay
clear.
- --------------- --------------- ---------------

- ESCAPE ROUTES ONBOARD SHIPS
- safe escape routes should be provided
- escape routes should be maintained in a safe condition, clear of obstacles; and additional aids for
escape should be provided as necessary to ensureaccessibility, clear marking, and adequate design for
emergency situations.
- Stairways, ladders and corridors serving crew spaces and other spaces to which the crew normally
have access should be arranged so as to provide ready means of escape to a deck from which
embarkation into survival craft may be effected.
- There should be at least two means of escape, as widely separated as possible, from each section of
accommodation and service spaces and control stations
- The normal means of access to the accommodation and service spaces below the open deck should be
arranged so that it is possible to reach the open deck without passing through spaces containing a
possible source of fire (e.g.machinery spaces, storage spaces of flammable liquids).
- ESCAPE ROUTES ONBOARD SHIPS
- The second means of escape may be through portholes or hatches of adequate size and preferably
leading directly to the open deck.
- Dead-end corridors having a length of more than 7m should not be accepted.
- At least two means of escape should be provided from machinery spaces, except where the small size of
a machinery space makes it impracticable. Escape should be by steel ladders that should be as widely
separated as possible.
- ON-BOARD COMMUNICATIONS AND ALARM SYSTEMS
- An emergency means comprised of either fixed or portable equipment or both shall be provided for
two-way communications between emergency control stations, muster and embarkation stations and
strategic positions on board
- A general emergency alarm system complying with the requirements of paragraph 7.2.1 of the Code
shall be provided and shall be used for summoning passengers and crew to muster stations and to
initiate the actions included in the muster list.
- The system shall be supplemented by either a public address system complying with the requirements
of paragraph 7.2.2 of the Code or other suitable means of communication.
- Entertainment sound systems shall automatically be turned off when the general emergency alarm
system is activated
- On passenger ships the general emergency alarm system shall be audible on all open decks
- Two-way VHF radiotelephone apparatus
- At least 3 two-way VHF radiotelephone apparatus shall be provided on every passenger ship and on
every cargo ship of 500 gross tonnage and upwards
- PUBLIC ADDRESS SYSTEMS
- The public address system should be one complete system consisting of a loudspeaker installation
which enables simultaneous broadcast of messages from the navigation bridge, and at least one other
location on board for use when the navigation bridge has been rendered unavailable due to the
emergency, to all spaces where crew members or passengers, or both are normally present and to
assembly stations (i.e. muster stations).
- The controls of the system on the navigation bridge should be capable of interrupting any broadcast on
the system from any other location on board. It should not require any action by the addressee. It
should also be possible to address crew accommodation and work spaces separately from passenger
spaces
- PERSONAL SAFETY EQUIPMENT ONBOARD
- PERSONAL PROTECTIVE EQUIPMENT (PPE)

- Introduction
- Risks to the health and safety of seafarers must be identified and

assessed.
- It will often not be possible to remove all risks, but attention should
be given to control measures that will make the working
environment and working methods as safe as reasonably practicable.
- Introduction
- Personal protective equipment (PPE) must be used only when risks

cannot be avoided or reduced to an acceptable level by safe working
practices.
- PPE does nothing to reduce the hazard and can only protect the
person wearing it, leaving others vulnerable
- Controls should be chosen taking into account various factors. In

order of effectiveness these are:
⚫ elimination;
⚫ substitution by something less hazardous and risky;
⚫ enclosure (enclose the hazard in a way that eliminates or controls

the risk);
- ⚫ guarding/segregation of people;
- ⚫ safe system of work that reduces the risk to an acceptable level;
- ⚫ written procedures that are known and understood by those

affected;
- ⚫ reviewing the blend of technical and procedural control;
- ⚫ adequate supervision;
- ⚫ identification of training needs;
- ⚫ information/instruction (signs, hand-outs); and
- ⚫ PPE (last resort) – cannot be controlled by any other means.

- PPE may in itself cause a hazard, e.g. through reduced field of

vision, loss of dexterity or agility.
- PPE
- The Company must ensure that seafarers are provided with suitable
PPE where it is needed.
- PPE should be supplied at no cost to the seafarer

- PPE
- Suitable equipment should:
- be appropriate for the risks involved, and the task being performed,
without itself leading to any significant increased risk;
- fit the seafarer correctly after any necessary adjustment;
- take account of ergonomic requirements and the seafarer’s state of

health; and
- be compatible with any other equipment that the seafarer has to use
at the same time, so that it continues to be effective against the risk.
- PPE
- All seafarers required to use protective equipment must be properly

instructed and trained in its use.
- All seafarers should be advised of PPE limitations and why it is

needed.
- A record of training should be maintained on bord who received

training
- PPE
- Defective or ineffective protective equipment provides no defence. It

is therefore essential that the correct items of equipment are selected
and that they are properly maintained at all times.
- Manufacturer’s instructions should be kept safe with the relevant

- apparatus and, if necessary, referred to before use and when
maintenance is carried out.
- PPE should be kept clean and should be disinfected as and when

necessary for health reasons
- PPE
- A competent person should inspect each item of protective

equipment at regular intervals and in all cases before and after use.
- All inspections should be recorded.
- Equipment should always be properly stowed in a safe place after

use
- PPE - Seafarer duties
- Seafarers must wear the protective equipment or clothing supplied

when they are carrying out a task for which it is provided, and
follow appropriate instructions for use
- PPE should always be checked by the wearer each time before use.
Seafarers should comply with the training they have received in the
use of protective items, and follow the manufacturer’s instructions
for use
- PPE - Types of equipment
- Overalls, gloves and suitable footwear are the proper working dress
for most work about ship but these may not give adequate protection
against particular hazards in particular jobs.
- Specific recommendations for the use of special PPE will be

identified by the risk assessment carried out by the officer in charge
at that particular time
- PPE must always be selected according to the hazard being faced

and the kind of work being undertaken, in accordance with the
findings of the risk assessment
- PPE - Types of equipment - Head protection
- 1. Safety helmets
- 2. Bump caps
- 1. Safety helmets are most commonly provided as

- protection against falling objects.
- They can also protect against crushing or a sideways blow, and
chemical splashes
- 1. Safety helmets
- The shell of a helmet should be of one-piece seamless construction

designed to resist impact. The harness or suspension, when properly
adjusted, forms a cradle for supporting the protector on the
wearer’s head.
- The crown straps help absorb the force of impact. They are designed
to permit a clearance of approximately 25 mm between the shell and
the skull of the wearer.
- The harness or suspension should be properly adjusted before a

helmet is worn
- 2. Bump caps
- A bump cap is an ordinary cap with a hard penetration-resistant

shell. They are useful as protection against bruising and abrasion
when working in confined spaces such as a main engine crankcase or
a double bottom tank.
- They do not, however, afford the same protection as safety helmets

and are intended only to protect against minor knocks
- PPE - Types of equipment - Hearing protection
- 1. Earplugs
- 2. Earmuffs
- All seafarers exposed to high levels of noise (e.g. in machinery

spaces) should wear ear protection of a type recommended as
suitable for the particular circumstances.
- Protectors are of three types: earplugs, disposable or permanent,

and earmuffs
- 1. Earplugs
- The simplest form of ear protection is the earplug.

- This type, however, has the disadvantage of limited capability of
noise level reduction
- Earplugs made from rubber or plastic also have only a limited

effect, in that extremes of high or low frequency make the plug
vibrate in the ear canal causing a consequential loss in protection
- 1. Earplugs
- Earplugs should never be used by anyone with ear trouble, without

medical advice.
- 2. Earmuffs
- earmuffs provide a more effective form of hearing protection.
- They consist of a pair of rigid cups designed to completely envelope

the ears, fitted with soft sealing rings to fit closely against the head
around the ears.
- 2. Earmuffs
- The ear cups are connected by a spring-loaded headband (or neck

band), which ensures that the sound seals around the ears are
maintained.
- Different types are availabl
- PPE - Types of equipment - Face and eye protection
- The main causes of eye injury are:
- ⚫ infra-red rays (gas welding);
- ⚫ ultra-violet rays (electric welding);
- ⚫ exposure to chemicals; or
- ⚫ exposure to flying particles and foreign bodies.

- Face Shield
- Safety goggles
- Safety glases
- PPE - Types of equipment - Respiratory protective equipment
- Respiratory protective equipment is essential for protection when

work has to be done in conditions of irritating, dangerous or
poisonous dust, fumes or gases.
- 2 main types of equipment, which perform different functions:
- A respirator filters the air before it is inhaled.
- Breathing apparatus supplies air or oxygen from an uncontaminated

source
- 1. Respirators
- The respirator selected must be of a type

designed to protect against the hazards being
met
- The dust respirator gives protection against

dusts and aerosol sprays but not against gases
- Respirators provide no protection against an oxygen-deficient

atmosphere
- PPE - Types of equipment - Personal gas detectors
- Personal gas detector should be carried when

working in enclosed spaces.
- The type of detector should be determined by a

competent person within a safe system of work,
and will depend on the circumstances and
knowledge of possible contaminants
- PPE - Types of equipment - Personal gas detectors
- Where there is a potential risk of flammable or explosive

atmospheres, detectors specifically designed to measure for these
will be required.
- All such detectors should be specifically suited for use in potentially

flammable or explosive atmospheres
- Detectors should be in good working order, and calibrated and

tested in accordance with the manufacturer’s instructions
- PPE - Types of equipment – SCBA Self Contained Breathing
Apparatus
- Device used for entering oxygen defficiency atmosphere
- Protects from suffocation and toxic gases
- The volume of air contained in the SCBA cylinders should be at least

1,200 litres, which shall be capable of providing air for at least 30
minutes
Apparatus
- All SCBA of fire-fighter’s outfits shall, by 1 July 2019, be fitted with

an
audible alarm and a visual or other device that operates when the
pressure drops to a predetermined level to warn the wearer
- Air cylinders most commonly used for marine applications are

manufactured from steel and have a working pressure of 200 or 300
bar
Apparatus
Apparatus
- PPE - Types of equipment – EEBD Emergency Escape Breathing
Device
- An EEBD is a supplied-air or oxygen device only used for escape

from a compartment that has a hazardous atmosphere and should
be of approved type
- EEBDs are not to be used for fighting fires, entering oxygen deficient
voids or tanks, or worn by fire-fighters. In these events, a self-
contained breathing apparatus, which is specifically suited for such
situations should be used
Device
- The EEBD should have at least a duration of service of 10 min
- The EEBD should include a hood or full face piece, as appropriate,

to protect the eyes, nose and mouth during escape. Hoods and face
pieces should be constructed of flame resistant materials, and
include a clear window for viewing
- An unactivated EEBD should be capable of being carried hands-free

Device
- PPE - Types of equipment – Resuscitators
- PPE - Types of equipment – Hand and foot protection
1. Gloves
2. Footwear
1. Gloves
- The exact type of glove selected will depend on the kind of work
being undertaken or the particular substance being handled and, in
these cases, expert advice should be followed.
-
1. Gloves
- General rules:
- Leather gloves should generally be used when handling rough or

sharp objects
- Heat-resistant gloves should be used when handling hot objects.
- Rubber, synthetic or PVC gloves are generally best for handling

acids, alkalis, various types of oils, solvents and chemicals in
general.
1. Gloves
-
2. Footwear
- Foot injuries most often result from the wearing of unsuitable

footwear (e.g. sandals, plimsolls and flip-flops) rather than from
failure to wear safety shoes and boots
- Injuries are commonly caused by impact, penetration through the

sole, slipping, heat and crushing
2. Footwear
- PPE - Types of equipment – Protection from falls
- All personnel who are working at height should wear a safety

harness (or belt with shock absorber) attached to a lifeline.
- If a vessel is shipping frequent seas, nobody should be required to

work on deck unless absolutely necessary.
- PPE - Types of equipment – Protection
from falls
- PPE - Types of equipment – Protection against drowning
- Where work is being carried out overside or in an exposed position

where there is a reasonably foreseeable risk of falling or being
washed overboard, or where work is being carried out in or from a
ship’s boat, a lifebuoy with sufficient line should be provided.
- In addition and, as appropriate, a working lifejacket, a personal

flotation device or a buoyancy aid should be worn. Where necessary,
personnel should be provided with thermal protective clothing to
reduce the risks of cold shock.
- PPE - Types of equipment – Protection against drowning
- ENCLOSED SPACES – RISKS AND PROCEDURES
- DEFINITION
- An enclosed space is defined in the regulations as ‘any enclosed or

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

confined space in which it is foreseeable that the atmosphere may at
some stage contain toxic or flammable gases or vapours, or be
deficient in oxygen, to the extent that it may endanger the life or
health of any person entering that space
- The master is required to ensure that all unattended enclosed spaces

are secured against entry, except when it is necessary to enter
- on identifying enclosed spaces, creating a register of enclosed spaces

and the use of risk assessment)
- The Company must have procedures in place for entering and

working in enclosed spaces, and it is the master’s responsibility to
ensure these are followed.
- No person should enter or remain in an enclosed space unless they

are competent to do so, and follow the set procedures
- ENTERING ENCLOSED SPACES
- An enclosed space is one that is not designed for continuous worker

occupancy and
- has either or both of the following characteristics:
- ⚫ limited openings for entry and exit;
- ⚫ inadequate ventilation.
- Any enclosed space deprived of regular and constant ventilation

may become dangerous.
- The atmosphere in any enclosed space may at some stage contain

toxic or flammable gases or vapours, or be deficient in oxygen, to the
extent that it may endanger the life or health of any person entering
that space.
- Gases are often invisible to the human eye

- Any enclosed space is potentially life threatening and every

precaution should be taken both prior to entry and while inside.
- The dangers may not be readily apparent and, following testing,
atmospheres can change.
- Content or small concentrations of toxic gases may exist.
- Single inhalation with a 5% Oxygen content may result in

instantaneous loss of consciousness and subsequent death.
- Similarly, small concentrations of a toxic substance may result in

loss of consciousness and subsequent death.
- It is essential that all necessary precautions are taken, including

- a risk assessment, the completion of a permit to work and frequent
testing of the atmosphere when the space is entered, according to the
schedule set out in the risk assessment.
- ENCLOSED SPACES
- cargo spaces;
- double bottoms;
- fuel tanks;
- ballast tanks;
- cargo pump rooms;

- ENCLOSED SPACES
- cargo compressor rooms;
- cofferdams;
- chain lockers;
- void spaces;
- duct keels;
- ENCLOSED SPACES
- inter-barrier spaces;
- sewage tanks;
- boilers;
- engine crankcases;
- engine scavenge air receivers;

- ENCLOSED SPACES
- CO2 rooms;
- battery lockers;
- certain hold ladders enclosed in trunks; and
- any spaces adjacent or connected to an enclosed space, e.g. cargo

space access ways.
- Entrances to all unattended enclosed spaces on a ship should be kept

locked or secured against entry.
- Any hatches to readily accessible enclosed spaces should be marked

as the entrance to a dangerous space.
- When the space is open for work to be carried out, an attendant

should be posted or a barrier and warning sign put in place.
- All crew should be given on-board training and familiarisation with

the risks of entry into dangerous spaces on board.
- Training should include as a minimum:
- the vessel’s register of enclosed spaces;
- identification of the hazards likely to be faced during entry into

enclosed spaces;
- any steps taken to reduce those hazards to an acceptable level;

- DUTIES AND RESPONSIBILITIES OF A COMPETENT PERSON

AND AN AUTHORISED OFFICER
-
- A competent person means a person with sufficient theoretical
knowledge and practical experience to make an informed assessment
of the likelihood of a dangerous atmosphere being present or
subsequently arising in the space, including taking measurements of
the atmosphere.
- PRECAUTIONS BEFORE ENTERING AN ENCLOSED SPACE
1. A competent person should review the ship’s register of enclosed

spaces
2. A competent person should make an assessment of the space and

an authorised officer to take charge of the operation should be
appointed
3. The potential hazards should be identified

4. A competent person should review the ship’s register of enclosed

spaces
5. The space should be prepared, vented and secured for entry
6. The atmosphere of the space should be tested
7. A permit to work system that includes a record of the gas
measurements should be used
8. Procedures for preparation and entry should be agreed
9. Emergency procedures should be in place
- In addition to pre-entry testing of the atmosphere, it is

recommended that any person entering a potentially enclosed space
should wear a personal atmosphere-monitoring device
(‘multimeter’) capable of detecting oxygen deficiency, carbon
monoxide, toxic gases and
- explosive atmospheres.
- It is important to recognise that carrying a personal atmosphere

monitor is no substitute for pre-entry testing
- IDENTIFYING POTENTIAL HAZARDS
- In carrying out their assessment, the competent person must take

into account any cargo previously carried in the space, ventilation,
the coating of the space, the degree of corrosion and any other
relevant factors.
- The factors affecting adjacent spaces may be different from those

affecting the space to be entered, but may affect the atmosphere in
the space to be entered
- OXYGEN-ENRICHED ATMOSPHERE may arise from:

- leaks from damaged or poorly maintained hoses, pipes and valves;
- leaks from poor connections;
- opening valves deliberately or accidentally;
- not closing valves properly after use;
- using an excess of oxygen in welding, flame cutting or a similar

process; or
-
- poor ventilation where oxygen is being used.
- OXYGEN-ENRICHED ATMOSPHERE may arise from:

- leaks from damaged or poorly maintained hoses, pipes and valves;
- leaks from poor connections;
- opening valves deliberately or accidentally;
- not closing valves properly after use;
- using an excess of oxygen in welding, flame cutting or a similar

process; or
-
- poor ventilation where oxygen is being used.
- TOXICITY OF OIL
- Hydrocarbon gases are flammable as well as toxic and may be

present in fuel or cargo tanks that have contained crude oil or its
products
- Hydrocarbon gases or vapours may also be present in pump rooms

and cofferdams, duct keels or other spaces adjacent to cargo tanks
due to the leakage of cargo
- TOXICITY OF OTHER SUBSTANCES
- Some of the cargoes carried in bulk, liquid, gas or packaged form

may be toxic or liable to emit toxic gas; appropriate testing for toxic
gas should be carried out
- There is the possibility of leakage from drums of chemicals or other

packages of dangerous goods where there has been mishandling,
incorrect stowage, or damage due to heavy weather
- TOXICITY OF OTHER SUBSTANCES
- Inert gas does not support life. In addition, trace components that
are often present in the inert gas, such as carbon monoxide, sulphur
dioxide, nitric oxide and nitrogen dioxide, are very toxic
- Hydrogen sulphide or other toxic gases may be generated where the

residue of grain or similar cargoes permeates into or chokes bilge-
pumping systems
- FLAMMABILITY
- Flammable vapours may still be present in any tanks that have

contained oil products or chemical or gas cargoes
- Cofferdams, fuel treatment and processing rooms, and other spaces

that are adjacent to tanks, may contain flammable vapours, should
there have been leakage into the space
- ENCLOSED SPACES – PREPARING AND SECURING THE
SPACE FOR ENTRY
- Prior to opening the entrance to an enclosed space, the space should

be depressurized
- The space should be thoroughly ventilated, preferably by

mechanical means and tested
- The space should be isolated and secured against the ingress of

dangerous substances by blanking off pipelines or other openings
and by closing and securing valves, in accordance with the risk
assessment and on-board procedures
SPACE FOR ENTRY
- The valves should be secured in the closedposition, or some other

means used to indicate that they are not to be opened.
- Remote-operated valves should, where practicable, have their

remote actuators inhibited with notices placed locally and on the
relevant controls.
- The officer on watch should be informed

SPACE FOR ENTRY
- Where necessary, any sludge, scale or other deposit liable to give off
fumes should be cleaned out. This may in itself lead to the release of
gases, and precautions should be taken
- Compressed oxygen should not be used to ventilate any space

- ENCLOSED SPACES – TESTING THE ATMOSPHERE OF THE
SPACE
- Atmosphere testing equipment should have clearly defined

calibration procedures included within the manufacturer’s
instructions
- Testing should be carried out by remote means before entry and at

regular intervals thereafter. Testing of a space should be carried out
using properly calibrated and maintained equipment, and only by
competent persons trained in the use of the equipment
- ENCLOSED SPACES – TESTING THE ATMOSPHERE OF THE
SPACE
- Personal monitoring equipment is designed for personal use only

and to provide a warning against oxygen deficiency, toxic gases and
explosive atmospheres whilst the wearer is in the space.
- This equipment should not be used as a means of determining

whether an enclosed space is safe prior to entry, unless the specific
equipment has the necessary certified/approved additional
capability to conduct remote readings
- ENCLOSED SPACES – TESTING FOR OXYGEN DEFICIENCY
- The normal level of oxygen in the atmosphere is 20.8%. Any

variation from that may indicate a problem and should be
investigated further.
- If the oxygen reading is for example 20%, consideration should be

given to further testing for toxic gases, where appropriate, because
toxic gases may have displaced some oxygen
- ENCLOSED SPACES – TESTING FOR OXYGEN DEFICIENCY
- A combustible gas indicator cannot be used to detect oxygen

deficiency
- ENCLOSED SPACES – TESTING FOR FLAMMABLE GASES
AND VAPOURS
- The combustible gas element of the detector detects the amount of

flammable gas or vapour in the air.
- An instrument capable of providing an accurate reading at low

concentrations should be used to judge whether the atmosphere is
safe for entry
- ENCLOSED SPACES – TESTING FOR FLAMMABLE GASES
AND VAPOURS
- In deciding whether the atmosphere is safe to work in, a ‘nil’ reading

on a suitably sensitive combustible gas indicator is desirable but,
- Where the readings have been steady for some time, up to 1% of the
lower flammable limit may be accepted, e.g. for hydrocarbons in
- conjunction with an oxygen reading of at least 20% by volume
- ENCLOSED SPACES – TESTING FOR TOXIC GASES
- The presence of certain gases and vapours requires specialised

equipment and trained personnel to undertake accurate and reliable
testing. If this equipment is not available for use, the period of gas
freeing should be considerably extended.
- Where measurement can be carried out, the readings obtained by

this equipment should be compared with the workplace exposure
limit (WEL) for the contaminant given in the latest edition of the
Health and Safety Executive (HSE) Guidance Note EH40, which can
be found on the HSE website
- ENCLOSED SPACES – TESTING FOR TOXIC GASES
- Entry should not be authorised if the atmosphere measures over

50% of the WEL. However, it is necessary to know for which
chemical a test is being made in order to use the equipment
correctly, and it is important to note that not all chemicals may be
tested by these means.
- Tests for specific toxic contaminants, such as benzene or hydrogen

sulphide, should be undertaken depending on the nature of the
previous contents of the space. The safety data sheets for previous
cargoes or fuel carried should be referred to
- ENCLOSED SPACES – SUMMARY
-
- ENCLOSED SPACES – USE OF CONTROL SYSTEMS
- Entry into an enclosed space should be planned in advance and use

should be made of a permit to work system
- No person should enter an enclosed space unless authorised to do so

by an authorised officer.
- Only the minimum number of trained personnel required to do the

work should be authorised to enter.
- Those entering must be wearing appropriate clothing. All equipment

used must be in good working condition and inspected before use
- ENCLOSED SPACES – SAFETY PRECAUTIONS BEFORE
ENTRY
- The space and its access areas should be adequately illuminated
- No source of ignition should be taken or put into the space unless the
authorised officer is satisfied that it is safe to do so
- Rescue and resuscitation equipment should be positioned ready for

use at the entrance to the space
- When necessary, a rescue harness should be worn to make it easier

to recover a casualty in the event of an accident
ENTRY
- In addition to rescue harnesses, wherever practicable, hoisting

equipment should be used.
- Hoisting equipment should be attended by personnel stationed at the

entrance who havebeen trained in how to pull an unconscious person
from an enclosed space
- At least one competent person, with appropriate equipment, should

be posted to remain as an attendant at the entrance to the space
whilst it is occupied
ENTRY
- An agreed and tested system of communication should be

established:
- between any person entering the space and the attendant at the
entrance; and
- between the attendant at the entrance to the space and the officer on
watch
- ENCLOSED SPACES – PROCEDURES AND ARRANGEMENTS
DURING ENTRY
- Ventilation should continue during the period that the space is

occupied and during any temporary breaks.
- In the event of a failure of the ventilation system, all personnel in the

- space should leave immediately
- ENCLOSED SPACES – PROCEDURES AND ARRANGEMENTS
DURING ENTRY
- Should an emergency occur, the general (or crew) alarm should be

sounded so that back-up is immediately available to the rescue team.
- Under no circumstances should the attendant enter the space

- ENCLOSED SPACES – PROCEDURES ON COMPLETION
- On expiry of the permit to work, everyone should leave the space

and the entrance to the space should be closed or otherwise secured
against entry
- ENCLOSED SPACES – BREATHING APPARATUS AND
RESUSCITATION EQUIPMENT
- Entry into a space that has or is suspected to have a dangerous

atmosphere should only be permitted when it is essential for rescue
or other safety critical purposes
- No one should enter a space where the atmosphere is unsafe or

suspect without wearing breathing apparatus that is designed for the
purpose and which they are trained to use, even to rescue another
person
- Everyone likely to use breathing apparatus must be instructed by a

competent person in its proper use
- ENCLOSED SPACES – PREPARATION FOR AN EMERGENCY
- Safety drills for entry into and rescue from an enclosed space should
be carried out every two months Drills should, as a minimum,
include:
- checking and use of personal protective equipment required for

entry;
- checking and use of communication equipment and procedures;
- checking and use of instruments for measuring the atmosphere in

enclosed spaces;
- ENCLOSED SPACES – PREPARATION FOR AN EMERGENCY
- checking and use of rescue equipment and procedures; and
- instructions in first aid and resuscitation techniques.
- For every entry to an enclosed space, a rescue plan should be in

place.
- Suitable rescue equipment should be available at the entry to the

space, and roles allocated in the event of an emergency arising.
- ENCLOSED SPACES – EMERGENCY RESCUE
ARRANGEMENTS
- In the event of an alarm being raised, no one should enter any

enclosed space to attempt a rescue without taking suitable
precautions for their own safety.
- Failure to do so will put the would-be rescuer’s life at risk and

almost certainly prevent the person they intended to rescue being
brought out alive.
- Many multiple fatalities have occurred as a result ofindividuals

recklessly attempting a rescue without taking adequate precautions
ARRANGEMENTS
- Should an emergency occur, the general (or crew) alarm should be

sounded so that back-up is immediately available to the rescue team.
- Under no circumstances should the attendant enter the space.

ARRANGEMENTS
- Once help has arrived, the situation should be evaluated,

considering what rescue equipment is needed, and the rescue plan
should be put into effect.
- An attendant should remain outside the space at all times to ensure

the safety of those entering the space to undertake the rescue.
- Once the casualty is reached, the checking of the air supply must be
the first priority. Unless they are gravely injured, they should be
removed from the enclosed space as quickly as possible.
D2 – BASIC SAFETY TRAINING – RISK
MANAGEMENT
- RISK ASSESSMENT
- Risk Assessment is a thinking and planning tool used to enhance the

decision making process, taking into account the dangers and risks
present in day-to-day operation, with particular emphasis on
operations that are out of the ordinary or complicated
- RISK
- is a combination of the probability that a harmful event will occur,

and the severity of the consequences of that incident
MANAGEMENT
- RISK AWARENESS AND RISK ASSESSMENT
- A HAZARD
- is a source of potential injury, harm or damage. It may come from

many sources,e.g. situations, the environment or a human element
- RISK has two elements:
- The likelihood that harm or damage may occur.
- The potential severity of the harm or damage.

MANAGEMENT
- A key tool in ensuring that all involved in the work have a clear
understanding and awareness of any hazards and their associated
risks is the carrying out of a toolbox talk before the work
commences.
- Application of the knowledge in the workplace is influenced by our

values, beliefs, attitudes and behaviours and by the views of others.
- This is facilitated by ensuring a safe working culture

MANAGEMENT
- A key tool in ensuring that all involved in the work have a clear
understanding and awareness of any hazards and their associated
risks is the carrying out of a toolbox talk before the work
commences.
- Application of the knowledge in the workplace is influenced by our

values, beliefs, attitudes and behaviours and by the views of others.
- This is facilitated by ensuring a safe working culture

MANAGEMENT
- RISK ASSESSMENT
- The risk assessment process identifies hazards present in a work

undertaking, analyses the level of risk, considers those in danger and
evaluates whether hazards are adequately controlled, taking into
account any measures already in place.
MANAGEMENT
- RISK ASSESSMENT
- Effective risk assessments:

- correctly and accurately identify all hazards;
- identify who may be harmed and how;
- determine the likelihood of harm arising;
- quantify the severity of the harm;
- identify and disregard inconsequential risks;

MANAGEMENT
- RISK ASSESSMENT
- record the significant findings;
- provide the basis for implementing or improving control measures;

and
- provide a basis for regular review and updating.

MANAGEMENT
- RISK ASSESSMENT
- Potential language difficulties should be taken into account.
- Temporary staff or those new to the ship or the Company who are
not fully familiar with the safety management system or other
operational details should be considered where relevant.
- Other seafarers who should be given special consideration include

young persons and pregnant seafarers
MANAGEMENT
- RISK ASSESSMENT
- Any risk assessment must address risks to the occupational health

and safety of seafarers.
- Advice on assessment in relation to using personal protective

equipment, manual-handling operations and using work equipment
MANAGEMENT
- RISK ASSESSMENT
- The assessment of risks must be ‘suitable and sufficient’ but the

process need not be overcomplicated.
- This means that the amount of effort that is put into an assessment
should depend on the level of risks identified and whether those risks
are already controlled by satisfactory precautions or procedures to
ensure that they are as low as reasonably practicable.
- The assessment is not expected to cover risks that are not reasonably
foreseeable
MANAGEMENT
- RISK ASSESSMENT
- There are no fixed rules about how risk assessment should be

undertaken. The assessment will depend on the type of ship, the
nature of the operation, and the type and extent of the hazards and
risks.
- The intention is that the process should be simple, but meaningful

MANAGEMENT
- RISK ASSESSMENT
- Risk assessment should be seen as a continuous process. In practice,

the risks in the workplace should be assessed before work begins on
any task for which no valid risk assessment exists
- A very effective approach that is employed by some companies is to

use a four-level process
MANAGEMENT
- RISK ASSESSMENT LEVEL 1
- The ISM Code requires that the safety management objectives of the
Company should, amongst other things, assess the risks associated
with all identified hazards in respect of its ships, personnel and the
environment, and establish appropriate safeguards.
- These risk assessments, sometimes known as generic risk

assessments, should therefore be carried out at a high level in the
Company with appropriately knowledgeable and experienced
- personnel, and the results used to ensure that appropriate
safeguards and control measures are contained within the
Company’s safety management system in the form of policies,
procedures and work instructions.
MANAGEMENT
- RISK ASSESSMENT LEVEL 2: TASK BASED
- There are vessel- and task-specific risk assessments that must be

carried out on board each vessel.
- Whilst it is clear that the Company can assess the generic risk of, for
example, working at height, working with electricity, movement
about ship, etc., it is not possible for them to conduct a risk
assessment for changing a navigation light bulb up the main mast on
a given vessel on a given day because they would not be able to take
into account all the factors that were applicable at that time on that
vessel. For this reason, it is essential that any generic risk
assessments are used in context, and not seen as being suitable for
specific tasks.
MANAGEMENT
- For this, task-based risk assessments (TBRAs) should be carried out

on board each vessel by those involved in the work
- Two distinct types of TBRA may be used. First, a range of vessel-

specific generic TBRAs that can be used for all routine and low-risk
tasks can be developed.
- These should be periodically reviewed, but frequency would very

much depend on the particular circumstances on the vessel and the
level of risk.
MANAGEMENT
- The second type of TBRA would be used for specific high-risk jobs
that are not routine, such as working aloft or enclosed space entry.
- These should relate to the specific persons who will be involved in

the work and valid only for the duration of that job.
- In both cases, the assessments should be carried out by a competent

person or persons who understand the work being assessed. It is also
preferable that seafarers who will be involved in the work should
also be involved in the assessment process
MANAGEMENT
- RISK ASSESSMENT LEVEL 3: TOOLBOX TALK
- A toolbox talk is another form of risk assessment carried out in

support of a TBRA.
- Its prime purpose is to talk through the procedures of the job in

hand and the findings of the TBRA with the seafarers involved.
MANAGEMENT
- RISK ASSESSMENT LEVEL 3: TOOLBOX TALK
- When carrying out a toolbox talk, it is important to actively involve

those carrying out the work and others who may be at risk, i.e.
seafarers, sub-contractors and others on board ship who may be
affected by the work.
- Full and active participation should be encouraged and any

questions or concerns discussed and taken into consideration.
- Once finished, confirm that all fully understand their role in the task
and the precautions in place (‘closed-loop communication’). This
should then be recorded along with details of any relevant risk
assessment referred to.
MANAGEMENT
- A toolbox talk should be conducted prior to any work being carried

out that involves more than one person and where there is
significant risk to persons or assets.
MANAGEMENT
- RISK ASSESSMENT STAGE 4: PERSONAL ASSESSMENT OF
RISK
- This is an informal assessment of day-to-day risks carried out as you

are going about your work and life in general. It is a technique used
to ensure that we perform even the most mundane of tasks without
getting hurt. It is used to maintain awareness of our environment at
- all times and aid in the identification and control of immediate
hazards as we go about our work.
- Use of personal assessment of risk should be developed and

encouraged
MANAGEMENT
- RISK ASSESSMENT STAGE 4: PERSONAL ASSESSMENT OF
RISK
- This is about taking a few minutes to step back, look at the job to be
done, consider what could go wrong and how it may occur, and what
steps you can personally take to avoid any incident occurring. As the
work is proceeding, you should also monitor the worksite for any
- change in conditions that might alter the hazards and controls in
place. If there is any concern, stop the work, re-assess the controls
and, if necessary, re-plan and re-assess the task.
MANAGEMENT
- Every task carried out on board the vessel should be subject to risk
assessment.
- This does not mean that a risk assessment needs to be written every
time a simple task is carried out, but the existing risk assessment
must be referred to as part of a toolbox talk (stage 3) before the task
can commence to ensure that the hazards and controls are fully
understood, still relevant and appropriate.
MANAGEMENT
- Once the task commences, it is important to monitor the work site
for any changes in conditions that might alter the hazards and
controls in place. If there is any concern, stop work authority should
be used
- In all cases, on completion of the task, it is important to record or

feedback any lessons learned and make improvements for next time
including, where appropriate, reviewing and updating existing risk
assessments.
- Everyone should be encouraged to contribute

MANAGEMENT
- It is recommended that a proactive hazard-reporting system with
empowerment and expectation for immediate corrective action is
also in place and that information on hazards and risks is shared as
widely as possible.
MANAGEMENT
- any seafarer should feel confident to stop work if they feel unsafe –
sometimes known as ‘STOP WORK AUTHORITY’
MANAGEMENT
- RISK ASSESSMENT
- The consequence of a harmful event or incident may impact on a

number of areas The health and safety of anyone associated with the
ships operation – the crew, contractors, terminal staff, pilots and the
public, living or working nearby who may have nothing whatsoever
to do with the vessel.
- The environmental Impact (e.g. pollution, noxious gas clouds, noise

etc.) and the costs of clean up.
- The damage to property – i.e. the direct costs of repairs to the ship,
together with any additional Third Party claims for damage to
terminal installations, other vessels, disruption of public services,
MANAGEMENT
- RISK ASSESSMENT
- The financial impact – i.e. the costs to the company in dealing with
the aftermath of the incident, bad publicity, loss of business, etc.,
which could ultimately cause the demise of the Company.
- The overall risk factor for any given scenario can fall into three
following categories:
MANAGEMENT
- RISK ASSESSMENT
- High risk – Operation in this area is only by the express and written
consent of the senior management ashore.
- Moderate risk – Operations may be conducted but a constant

monitoring of events is to be maintained and all identified
preventative and mitigating measures confirmed as being in place.
- Low risk – Operations can be conducted as a matter of routine. They

are to be reviewed at intervals.
MANAGEMENT
- RISK ASSESSMENT - STEPS TO RISK ASSESSMENT
- Step 1: identify the hazards
- First, you need to work out how people could be harmed. When you
work in a place every day, it is easy to overlook hazards, so here are
some tips to help you identify those that matter
- Walk around your workplace and look at what could reasonably be

expected to cause harm
- Ask your employees or their representatives what they think. They

may have noticed things that are not immediately obvious to you
MANAGEMENT
- Consider published information on accidents and near misses on

ships, which will highlight common hazards and high-risk activities
- Check manufacturers’ instructions or data sheets for chemicals and

equipment becausethey can be very helpful in spelling out the
hazards and putting them in their true perspective
- Have a look back at your accident and ill-health records – these

often help to identify less obvious hazards
MANAGEMENT
- Remember to think about long-term hazards to health (e.g. high

levels of noise or exposure to harmful substances) as well as safety
hazards
- Consider people who may be particularly vulnerable (e.g. young

persons or pregnant seafarers)
MANAGEMENT
- Step 2: decide who might be harmed and how
- For each hazard, you need to be clear about who might be harmed,
because this will help you to identify the best way of managing the
risk.
- That doesn’t mean listing everyone by name, but rather identifying

groups of people
MANAGEMENT
- Some seafarers require particular consideration: new and young

seafarers, those for whom the working language of the ship is not
their first language, or those new to the ship who may not be
familiar with Company or ship safety procedures may be at
particular risk.
- Stevedores, contractors and surveyors may not be in the workplace

all the time.
- Members of the public could be hurt by your activities.

MANAGEMENT
- If you share your workplace, you will need to think about how your
work affects others present, as well as how their work affects your
staff – talk to them.
- Ask your crew if they can think of anyone you may have missed.
- In each case, identify how they might be harmed, i.e. what type of
injury or ill health might occur
MANAGEMENT
- Step 3: evaluate the risks and decide on precautions
- Having spotted the hazards, you then have to decide what to do

about them. The law requires you to do everything ‘reasonably
practicable’ to protect people from harm. You can work this out for
yourself, but the easiest way is to compare what you are doing with
good practice
MANAGEMENT
- First, look at what you’re already doing; think about what controls
you have in place and howthe work is organised.
- Then compare this with the good practice and see if there’s more you
- should be doing to bring yourself up to standard. In asking yourself
this, consider:
- Can I get rid of the hazard altogether?
- If not, how can I control the risks so that harm is unlikely?

MANAGEMENT
- When controlling risks, apply the principles below, if possible in the

following order:
- try a less risky option (e.g. switch to using a less hazardous

chemical);
- prevent access to the hazard (e.g. by guarding);
- organize work to reduce exposure to the hazard (e.g. put barriers

between pedestrians and traffic);
MANAGEMENT
- issue personal protective equipment (e.g. clothing, footwear,

goggles); and
- provide welfare facilities (e.g. first-aid and washing facilities for

removal of contamination).
- Involve staff, so that you can be sure that what you propose to do
will work in practice and won’t introduce any new hazards
MANAGEMENT
- Step 4: record your findings and implement them
- Putting the results of your risk assessment into practice will make a
difference when looking after people and your operation
- Writing down the results of your risk assessment, and sharing them
with your staff, encourages you to do this.
- When writing down your results, keep it simple, e.g. ‘Tripping over
garbage bins
MANAGEMENT
- Step 4: record your findings and implement them
- Putting the results of your risk assessment into practice will make a
difference when looking after people and your operation
- Writing down the results of your risk assessment, and sharing them
with your staff, encourages you to do this.
- When writing down your results, keep it simple, e.g. ‘Tripping over
garbage bins
MANAGEMENT
- A risk assessment does not have to perfect, but it must be suitable

and sufficient. You need to be able to show that:
- a proper check was made;
- you asked who might be affected;
- you dealt with all the obvious significant hazards, taking into
account the number of people who could be involved;
MANAGEMENT
- the precautions are reasonable, and the remaining risk is low; and
- you involved your staff or their representatives in the process.

MANAGEMENT
- Step 5: review your risk assessment and update if necessary
- Few workplaces stay the same. Sooner or later, you will bring in new
equipment, substances and procedures that could lead to new
hazards. It makes sense, therefore, to review what you are doing on
an ongoing basis
- Look at your risk assessment and think about whether there have
been any changes. Are there any improvements you still need to
make? Have your seafarers spotted a problem? Have you learned
anything from accidents or near misses? Make sure your risk
assessment stays up to date
MANAGEMENT
MANAGEMENT
D2 – BASIC SAFETY TRAINING – EFFECTIVE
COMMUNICATION AND TEAMWORK
- Seafarers, like shore workers, have the right and expectation that
they will remain safe at work
- The Company and employers have a responsibility to ensure the

health, safety and welfare at work of all seafarers and other workers
on board
- Responsibility of the seafarers?
- Seafarers have a duty to take reasonable care for the occupational

health and safety of themselves and others, and to cooperate with
their employer and the Company in matters of health, safety and
welfare
- By creating a culture where everyone takes responsibility for a safe

working environment and takes care of themselves and one another,
many work-related accidents and incidents can be avoided
- What does a safe working culture look like?
- Extensive research has identified certain elements that contribute

greatly to maintaining a safe working culture. These can be
described as:
- clearly defined expectations;
- good communications;
- clear leadership;
- good planning;
- risk awareness;
- accountability;
- good safety culture; and
- effective knowledge management.
- These elements should be both put in place at a Company level

within the safety management system and implemented on board
the vessel by the master and crew
- Clearly defined expectations:
- It is important that seafarers at all levels of the organisation clearly

understand what is expected of them and what standards are
required
- On every ship:
- The Company has overall responsibility to establish a safety

management system and occupational health and safety policies and
programmes, and to ensure that the master is provided with the
necessary resources and facilities to operate the ship safely and in
- accordance with the Company’s policies and procedures
- The master has responsibility to implement the Company’s policies

and procedures on board the ship, and to report any deficiencies to
shore-based management for rectification
- Every person on board has a responsibility for their own

occupational health and safety and that of others, including:
- complying with instructions, safety procedures and any other

measures in place for their own or others’ safety;
- reporting any defects in equipment or unsafe conditions to a

responsible person; and
- not interfering with or altering any safety device provided on board.
- All crew members should have a job description
- any seafarer should feel confident to stop work if they feel unsafe –
sometimes known as ‘STOP WORK AUTHORITY’
- It is important that a comprehensive and clear induction process is

carried out, with respect to Company and vessel-specific
requirements, for every joining member of the crew.
- The inductions should be used to explain the rules and expectations

in a format that is easily understood.
- All crew members should be given copies or overviews of rules

appropriate to them, along with information on where the full
information can be found
- MASTER
- Maintain connection between the crew and officers on bord and

Company
- On bord manager, making decisions, evaluate crew and officers,

encourage professional development.
- Master has to ensure that working environment on bord is positive

and motivational
- MANAGEMENT STYLE - AUTOCRATIC
- All power is concentrated in one person (Master)
- Unlimited decision power
- All activities are planned by single person
- Praise and punishment
- Full control in single person

- MANAGEMENT STYLE - AUTOCRATIC
- No room for creativity, inovations and no two-way communication
- Task overload – not possible to have everything under control
- Poor interpersonal relationship
- No job satisfactory amongst Crew and Officers
- No empathy, only results are valued, focused on results

- MANAGEMENT STYLE - DEMOCRATIC
- Crew and Officers are involved in decision making
- Master is consulting with Officers and Crew and making decisions

based on their input
- Planning activities with Officers
- Two-Way communication
- MANAGEMENT STYLE - DEMOCRATIC
- Maintaining good interpersonal relationship
- Inovation and creativity is encouraged
- Positive attitude, empatethic, encouraging
- Focused on human
- MANAGEMENT STYLE – LAISSEY-FAIRE
- Freedom for making decisions is given to the Officers with minimal

involvement of the Master
- Decision comes from within a group
- Master is guiding, controlling and advising
- Usually when are on bord experienced Officers

- COMMUNICATION
- Definition: Exchange of information from sender to receiver

ensuring information is clear and correctly understood
- Effective communication – is information exchange in clear and

understandable way in which message from the sender reach
receiver and initiate appropriate action
- Communication is a tool for connecting people onbord in order to

achieve set goals and objectives.
- COMMUNICATION
- Definition: Exchange of information from sender to receiver

ensuring information is clear and correctly understood
- Effective communication – is information exchange in clear and

understandable way in which message from the sender reach
receiver and initiate appropriate action
- Communication is a tool for connecting people onbord in order to

achieve set goals and objectives.
- COMMUNICATION
- VERBAL WRITTEN
- VERBAL SPOKEN
- NON-VERBAL
- COMMUNICATION - VERBAL WRITTEN
- Communication through mails, e-mails, forms, documents, memos.
- Ussual type of communication between office and ship.
- Effective when required to transfer particular information,

questionnaires, fforms, memos
- COMMUNICATION - VERBAL SPOKEN
- Every day communication
- Most common waz of communication
- Information exchange done verbally by voice , in person, over

phone, recorded message
- Required to be polite, honest and active (speaker and listener)

- COMMUNICATION – NON VERBAL
- Non Verbal communication is a way how our bodz express during

communication. It reflects our attitude bz gestures, mimics, eze
contact or lack of eye contact, touch, clothing
- Non Verbal communication is very interesting because it can

confirm, negate, change or valuate spoken word. It shows
personality of the
- Person in communication.
- It defines attitudes and establishes effectiveness of the received

message
- COMMUNICATION BARRIERS
- All factors which can disturb or even stop communication
- OUTER OR PHYSICAL BARRIERS – Working environment,

noise, distance between personnel, quality of communication
equipment, crew occupancy and heavy workload
- HOW TO AVOID COMMUNICATION BARRIERS?
- Communication barriers can be avoided if the sender clearly and

unambiguously communicates to subordinates what he wants to
achieve, and in doing so he uses written materials, standard
terminology and signs (symbols),which are also known to the
recipient of the information.
- HOW TO AVOID COMMUNICATION BARRIERS?
- The sender may, for the sake of better communication and

understanding, use written materials, avoid dialect, appoint a
translator, speak slowly, use short and simple sentences...
- It is sometimes necessary to request feedback, so that the sender

- was sure that the recipient correctly understood the information
(order)
- COMMUNICATION – FROM TOP TO BOTTOM
- The traditional or command form of information flow on board is

"from top to bottom", that is from the Master to the officer and the
crew, although nowadays the flow of information is desirable
- "from the bottom up", i.e. from the crew to the officer and Master
- Although the flow of information "from the bottom up" is not

mandatory, it should not be neglected even if it is unpleasant for the
command staff (structure) of the ship
- COMMUNICATION – SIDE COMMUNICATION
- "Lateral (side) form of communication" is used when it comes to

the flow of information between officers or crew of the same or
similar organizational levels.
- "Side" communication is used to speed up the flow information,
improving understanding and coordinating efforts, when achieving
a goal.
- "Side" communication should be used carefully, so as not to violate

(collapse) the commanding form of flow information "from top to
bottom".
- COMMUNICATION – ONE WAY COMMUNICATION
- Transmission from sender to receiver with no desire or intention for

feedback
- Fast, simple instructions with no feedback, we are unsure if the

message was heard or understood
- Crew may not hear the full message or misinterpret it, resulting in
confusion. This misunderstanding will leave both parties frustrated
and stressed.
- COMMUNICATION – TWO WAY COMMUNICATION
- Transmission of information back and forth between parties
- This process requires more time
- You receive feedback that helps you determine whether the message
has been received and interpreted properly
- If the message has been misunderstood, the person delivering the

message will know this immediately and they will have to transmit
the message again, with increased volume or different choice of
wording
- Focusing on two-way communication is the key to increasing safety

on the vessel.
- Use standard, known, and agreed upon phrases to simplify the

process and reduce the chances of confusion
- Listen for ALL to respond to ensure the message has been received,
decoded, and the recipient is ready to act on the message
- If feedback is not received or the feedback is not relevant to the

expected response, then the message must be repeated.
- You may have to enhance the message using more volume or

gestures. Remember that you are in a noisy environment and it can
be difficult to hear.
- Try to make eye or physical contact during the communication

process. This will improve awareness and effectiveness of the
message
- WORKING LANGUAGE ON BOARD
- Communication on board takes place in the official "working"

language, which is most often the case spoken and written English.
- The official language on a ship may be another, for example, if

- a ship under the Croatian flag and with a majority Croatian crew
(especially officers), then official language can be Croatian.
- In order to ensure effective communication, all members of

- the ship's crew must understand, speak and write in Croatian
- There should be clear and concise policies, procedures and safety

rules contained within the safety management system and
associated documentation.
- These should be reviewed

- regularly to ensure that they are appropriate, remain valid and can
be communicated to the crew in various ways including:
- during the Company and vessel inductions;
- as part of the on-board and external training programmes;
- through on-board supervision and monitoring; and
- in safety committee meetings

- Seafarers need to be aware of what happens if rules are not followed

- Good communications
- Effective communications and workforce involvement is crucial in

ensuring a safe living and working environment.
- Communication is a two-way process.
- There is a need to be able to gain information and knowledge that

can be acted upon and passed on to others who need it, and systems
need to be in place to facilitate this at all levels in the organisation.
- ensuring everyone understands their roles and responsibilities;
- ensuring orders and instructions are properly understood,

acknowledged and acted upon;
- passing safety-critical information between watchkeepers and

changing crews;
- ensuring information posters, signs and instructions are clear and

can be understood;
- There should be a clear and simple system for reporting problems

and suggesting solutions.
- This would typically use an improvement suggestion system and a

proactive reporting system for unsafe acts and conditions.
- These are at their most effective when developed in consultation

with the workforce
- Clear, unambiguous language should be used at all times.
- Jargon and acronyms should be avoided unless everyone

understands what they mean.
- Whilst it may be reasonable to believe that all seafarers understand

common nautical terminology, it is not reasonable to expect them
- to understand terms found in local slang or dialects.
- The designated working language of the vessel should be used.

- On ships with multicultural crews, particular care should also be

taken to avoid misunderstanding as a result of different body
language or cultural norms
- Face-to-face communications should be actively encouraged and

techniques to confirm understanding should be used.
- This can be particularly effective during visits by senior and line

management, and can give a very strong indication of how the
Company’s values and safety procedures are being implemented
- There should be an open-door policy that encourages and enables

people to discuss any concerns and issues that they may have.
Consideration and feedback should be given on issues and concerns
raised
- Company magazines, newsletters and regular sharing of learning

bulletins are all good additions to safety alerts and other official
communications in getting the safety message across in an accessible
and understandable manner, ensuring that credit is attributed to
any contributing seafarers
- Clear leadership
- Research both in the maritime and other hazardous industries

confirms the huge impact of leadership on the safety of operations.
- The effectiveness of the International Safety Management (ISM)

Code depends heavily on how leaders approach its implementation,
and this in turn depends heavily on the skills and qualities of leaders
– both at sea, at the ship–shore interface, and on shore
- The ten core safety leadership qualities
1. Instil respect and command authority
- Leaders get respect and command authority when crews believe

that they:
- are willing to exercise the power vested in their position;
- possess the necessary knowledge and competence;

- understand their situation and care about their welfare;
- are able to communicate clearly;
- are prepared to act confidently and decisively; and
- listen
- 2. Lead the team by example
- Leading the team by example is the combination of two things:

being seen to be complying with the safety procedures, and working
as a key part of the team, including being willing, where necessary,
to get involved in subordinates’ tasks
- 3. Draw on knowledge and experience
- Adequate knowledge and experience are prerequisites for effective

leadership. In the context of safety leadership, this means in
particular:
- good knowledge of safety-related regulations, codes and standards;

and
- experience and skills not only in technical and operational issues but
also in peoplemanagement.
- 4. Remain calm in a crisis
- People need strong, clear leadership in a crisis and rely more on

their leaders than would otherwise be the case.
- Calmness in a crisis situation is a core requirement and will rely on

- many of the other leadership qualities described, including
commanding authority and drawing on knowledge and experience.
In particular, it is important to have confidence and trust in the
crew’s abilities and emergency preparedness.
- 4. Remain calm in a crisis
- Attendance at safety training and at response drilling is essential for

all seafarers.
- 5. Practise ‘tough empathy’
- Empathy is all about identification with and understanding of

another’s situation, feelings and motives. It requires the capacity to
put oneself in another’s place, and the cultivation of good
- listening skills.
- Good leaders empathise realistically with seafarers and care

intensely about the work they do – but this doesn’t mean that they
always agree with them or join in with concerns and grumbles.
- Instead they practise ‘tough empathy’, which means giving people

- what they need, rather than necessarily what they want. Another
way of looking at this is ‘care with detachment’.
- An example is providing staff with safety footwear that is

comfortable and safe, rather than spending more money to provide
a more fashionable style
- 6. Be sensitive to different cultures
- Crews of mixed nationalities are the norm. Good leaders are

sensitive to differences in the social and behavioural norms of
national cultures, yet at the same time value all seafarers
- equally irrespective of their nationality.
- They know how to interpret different behavioural signals, and how

best to react in order to exert the strongest influence
- 7. Recognise seafarers’ limitations
- Good leaders have a clear understanding of how operational and

other demands can be realistically met by seafarers, and are able to
judge whether fatigue levels are such that action should be taken.
- 8. Motivate a sense of community
- Research has shown that people in work are typically motivated by

satisfaction or pride in completing a good job, and the feeling of
being part of a team – not just by money.
- Leaders have an important role to play in creating the conditions to

encourage and maintain these ‘healthy’ motivators.
- Demonstrating respect for staff is often an essential part of this.

Meeting someone’s basic needs is often the key to keeping their
motivation high
- 9. Place the safety of crew and passengers above everything
- It is universally accepted that commitment from the leader is an

absolute essential for good safety.
- Leaders need to demonstrate this commitment clearly to their staff

through their actions, rather than just through formal declarations
or policy statements. In practice, this means showing that the safety
of the crew and passengers is placed above everything else –‘nothing
we do is worth getting hurt for’.
- Good planning
- Good planning is essential in ensuring occupational health and

safety at work.
- Adequate control of risks can only be achieved by ensuring that all

involved are aware, activities are coordinated and good
communication is maintained by all.
- You should carefully consider what you want to achieve, what

actions are necessary, how these will be carried out and what effect
they may have on seafarers’ health and safety atwork, taking into
account that there may be consequences that are indirect and
unintended.
- Consideration should include:
- what might cause harm to people and whether enough is being done
or needs to be done to prevent that harm;
- Management of change
- The majority of effective change management on board is

adequately controlled through the use of pre-existing processes such
as handover procedures, safe systems of work and sound
navigational practices.
- However, some changes introduce new factors that may not be

- covered by existing controls.
- These could include, for example, unexpected changes to personnel,

fatigue, inclement weather, a change to the operation whilst under
way or more complex changes, i.e. fitting new equipment or a
change in operations
- Changes can become necessary for a variety of reasons. It is

important that these changes are effectively managed in order to
ensure that:
- they are necessary;
- they are realistic and achievable;
- they are planned and systematically managed;
- any impact on operations, both negative and positive, is understood

and managed;
- they are effectively communicated;

- they are effectively implemented; and
- those affected are consulted.

KONTAKT
Email
training@zorovic.hr
Phone
051/444-800
Website
www.zorovic.hr
Office
Trpimirova 2/10, 51000 Rijeka
Page 269
Thank You!

D2 - BASIC TRAINING Rev 01 - Personal Safety and Social Responsibility

Uploaded by

Copyright:

Available Formats

You might also like

D2 - BASIC TRAINING Rev 01 - Personal Safety and Social Responsibility

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

D2 - BASIC TRAINING Rev 01 - Personal Safety and Social Responsibility

Uploaded by

Copyright:

Available Formats

Basic Safety Training

- demonstrate competency in emergency procedure compliance

- observe safe working practices and effectively communicate with others

- Personal Survival Techniques VI/I-I

- Fire Prevention and Fire Fighting VI/I-2

- Elementary First Aid VI/I-3

- Personal Safety and Social Responsibility VI/I-4

- Human relations and contribution to good human relations on vessel

- Understanding of orders and the ability of understanding of obligations

- Compliance with emergency procedures

- Precaution measures for preventing sea environment pollution

- Interpersonal relationships on the vessel

- TYPES OF EMERGENCIES ON BOARD:

- TYPES OF EMERGENCIES ON BOARD: Action to be done in case of collision

2. Sound the general emergency alarm

5. Assess the Damage

- TYPES OF EMERGENCIES ON BOARD: Action to be done in case of collision

6. Take the Soundings

7. Take Immediate Action In Case of Damage

8. Check For Oil Spill

- TYPES OF EMERGENCIES ON BOARD:

- TYPES OF EMERGENCIES ON BOARD:

- TYPES OF EMERGENCIES ON BOARD:

- TYPES OF EMERGENCIES ON BOARD:

- TYPES OF EMERGENCIES ON BOARD:

- TYPES OF EMERGENCIES ON BOARD:

- Action in the event of fire

2. The alarm should be raised and the bridge informed immediately

- TYPES OF EMERGENCIES ON BOARD:

- Action in the event of fire

- TYPES OF EMERGENCIES ON BOARD:

- TYPES OF EMERGENCIES ON BOARD:

- EMERGENCY RESPONSE - STRUCTURE

- EMERGENCY RESPONSE – TRAINING AND DRILLS

- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS

- Drills shall, as far as practicable, be conducted as if there were an actual emergency

- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS - ABANDON SHIP DRILL

- Each abandon ship drill shall include:

3. checking that passengers and crew are suitably dressed;

4. checking that lifejackets are correctly donned;

- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS - ABANDON SHIP DRILL

- Each abandon ship drill shall include:

6. starting and operating the lifeboat engine

7. operation of davits used for launching liferafts

8. a mock search and rescue of passengers trapped in their staterooms; and

9. instruction in the use of radio life-saving appliances.

- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS - ABANDON SHIP DRILL

- Action in the event of abandoning ship

- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS - ABANDON SHIP DRILL

- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS - FIRE DRILLS

- Each fire drill shall include:

3. checking of fireman's outfit and other personal rescue equipment;

4. checking of relevant communication equipment;

- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS - FIRE DRILLS

6. checking the necessary arrangements for subsequent abandoning of the ship.

- EMERGENCY RESPONSE – TRAINING AND DRILLS – DRILLS - ENCLOSED SPACE ENTRY

Each enclosed space entry and rescue drill shall include: