SURVIVAL AT SEA, FIRE, FIRST AID

AND POLLUTION PREVENTION

FROM PRACTICE

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SAFETY AND SECURITY
Difference between Safety and Security
While the words “security” and “safety” have similar meanings, in offshore
industry they are used differently.
“Security” often has to do with a group's efforts to protect its members
from harm.
“Safety” most often relates to a personal feeling of being free from harm or
danger.
• Safety stands for accident avoidance, and security for crime prevention.
The best way to explain it is to use an example: If you think of an
emergency exit, or lifeboat on the one hand you have the safety aspect.
In safety terms you need to be able to get out of the ship at any time.
• Security stands – with a focus on ship protection – is concerned, let say
prepare ship against pirates attack and criminal activities.
It is clear that security is generally focused on ensuring that external factors
do not cause trouble or unwelcome situation to the organization, individuals,
and the properties within the premises. On the other hand, safety is the
feeling of being protected from the factors that causes harm.
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• SOLAS Chapter XI-2, Regulation 8 confirms the Person in Charge (Master,
OIM...) authority and emphasises that he is responsible for maintaining
the safety and security of the ship. It adds that Person in Charge (PIC)
may deny access to persons or their effects or refuse to load cargo in
order to achieve this aim and shall not be constrained by the company or
the charterer.
• Regulation 8 also states that in the event of a conflict between safety and
security requirements, the former shall take priority. In such an event the
master is to implement temporary security measures and inform the flag
administration and, if appropriate, the authorities responsible for the
port concerned.

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CREW TRAININGS, DRILLS AND EMERGENCY INSTRUCTIONS
Drill (Exercise) scenarios
Offshore exercises should be varied and challenging. Scenario details
should be adequate to allow for a realistic exercise but not so
prescriptive as to prevent variations and an injection of the unexpected
into the exercise.

Planning of exercises (drills)

Exercises should be carried out at a time which minimizes disruption to
operations without detriment to the exercise objectives and during
daytime.
There should be elements of surprise in the timing of the exercise.
However, this needs to be balanced with safety and other operational
requirements. Announcement of each exercise (drill) by Public
Addresser or other way will commence with words “THIS IS A – name of
drill – “ and repeated three times: (Example: THIS IS A FIRE DRILL, THIS
IS A FIRE DRILL, THIS IS A FIRE DRILL).

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Familiarization Training
Make all persons understood on basic safety matters:
• Know the meaning of safety signs, symbols and alarm signals
• Understand what to do in the emergency situation:
• In the case of fire, (operate portable fire-extinguisher)
• In the case of abandon by lifeboat or life raft
• In the case of gas shows
• In the case of MOB (man overboard)
• In the case of pollution
• In the case of blow out
• In the case when security is breach (PIRACY AND ROBBERY)
• Entrance in confined space
• Know how to locate and correctly don lifejacket
• Know how to locate and correctly don (EEBD/ELSA)
• Know Muster/Meeting, Embarkation Stations and Emergency Escape
Routes.

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FOR ON-BOARD TRAININGS (DRILLS), SHOULD BE CONSULTED SOLAS
AND FLAG MARITIME ADMINISTRATION RULES AND REGULATIONS
AND USED ONE STRICTER REGULATION TO SATISFY BOTH
REGULATIONS.

Training in the use of the lifesaving appliances and

equipment (including survival craft and firefighting
equipment), must be provided to new joining persons as
soon as is practicable but within ONE week of the joining
the ship or within 24 hours when have been changed more
than 25 % of the crew.

The details, date/time of drills and other training

records, must be entered in an official (approved)
log book with red ink.

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LIFE SAVING APPLIANCES (LSA)

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SCBA (Self-Contained Breathing Apparatus) or CABA (Compressed Air
Breathing Apparatus)
A self-contained breathing apparatus (SCBA) sometimes referred to as a
compressed air breathing apparatus (CABA), or simply breathing apparatus
(BA), is a device worn by rescue workers, firefighters, and others to provide
breathable air in a dangerous to life or health atmosphere. It should be
placed in the special work post as pontoons and cranes as well. When the
air left inside the apparatus will last about 10 minutes (40-45 bar
pressure), a warning whistle is sounded continuously till the cylinder gets
emptied.

Inspection of Emergency Escape Breathing Device and Self-Contained

Breathing Apparatus
• Weekly visual inspection including for air leak
• Monthly thorough inspection by competent crew member
• Thorough annual inspection by authorized company including check for
air quality as part of the annual statutory survey for the MOU safety
certificate
• Cylinders Hydrostatic test should be performed every 5 years.

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Line Throwing Apparatus
It consists of a plastic container with an end cap and 250 meters of line, an
integral striker mechanism and a rocket. The Line Throwing Apparatus is
designed for ease of operation in the most extreme weather conditions. It
can be used in all situations where a line is required to be passed
accurately and quickly; these include operations:
• Vessel to vessel
• Vessel to shore
• Shore to vessel
• Rescue of swimmers and MOB in distress.
It is better that fire ship which is in windward side. When fire always take
direction little bit off the wind because rockets tends to seek wind due to
weight of the line. Line shoud be fastenned to strong point before fireing.

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How to operate:
• Open the cover
• Fast the line to strong point of the ship
• Open striker’s mechanism (knob)
• Point toward goal by the angle of 20° - 30° above
horizon
• Turn striker’s knob to the right to fire

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DO NOT point at the people!

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Survival Crafts - Lifeboats

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Once all persons assigned to boarded, do and check prior launching
• Secure doors watertight
• Ensure all persons are seated with belts securely fastened
• Confirm this verbally to coxswain during final headcount check – “Belts
Secured”
• Follow manufacturer’s instructions as to when to start engine and if the
gear should be engaged or not at time of launch
• Ensure rudder is amidships
• Coxswain (boat leader) gives verbal warning that launching is about to take
place immediately before operating the release control
• Coxswain launches the lifeboat. If the main release device fails to launch
the lifeboat, the assigned crew member operates the emergency release
lever.

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Rescue boats
Can have a rigid, inflatable or mixed construction and shall:
• Have a length not less than 3.8 m and not greater than 8.5 m
• The rescue boat shall be stowed:
• Ready to be launched and recovered in less than 5 minutes
• In a position appropriate for launching and recovery
• In a way that does not interfere with the operation of the lifeboats
• Shall have the capacity of manoeuvring at speed up to 6 knots, keeping the
speed for a period of at least 4 hours
Shall have sufficient mobility and manoeuvrability at sea to:
• Allow the recovery of people in the water
• Tow liferafts and the largest lifeboat, when totally loaded with people and
equipment.

SOLAS amendments entered into force on 1 January 2020:

Amendments adopted by the 96th session of the Maritime Safety Committee
(MSC 96):
• Amendments to SOLAS regulations III/3 and III/20 to make mandatory the
requirements for maintenance, thorough examination, operational testing,
overhaul and repair of lifeboats and rescue boats, launching appliances and
release gear. 14
Periodic servicing, inspection and test of LSA
Launching appliances shall be:
• Maintained in accordance with instructions for on-board maintenance as
required by SOLAS regulation 36
• Subject to a thorough examination at the annual surveys required by SOLAS
regulations I/7 or I/8, as applicable; and
• Upon completion of the examination referred to in 2. Subjected to a dynamic
test of the winch brake at maximum lowering speed. The load to be applied
shall be the mass of the lifeboat without persons on board, except that, at
intervals not exceeding five years, the test shall be carried out with a proof
load of 1.1 times (10 %) the maximum working load of the winch
• Every five years, the test shall be carried out with a proof load equal to 1.1
times the weight of the survival craft or rescue boat and its full complement of
persons and equipment.

Weekly inspection:
The following tests and inspections shall be carried out weekly and a report of the
inspection shall be entered in the log-book:

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• All survival craft, rescue boats and launching appliances shall be visually
inspected to ensure that they are ready for use. The inspection shall include,
but is not limited to, the condition of hooks, their attachment to the lifeboat,
and the on-load release gear being properly and completely reset
• All engines in lifeboats and rescue boats shall be run for a total period of not
less than 3 min. provided the ambient temperature is above the minimum
temperature required for starting and running the engine. During this period
of time, it should be demonstrated that the gear box and gear box train are
engaging satisfactorily. If the special characteristics of an outboard motor
fitted to a rescue boat would not allow it to be run other than with its
propeller submerged for a period of 3 min, it should be run for such period as
prescribed in the manufacturer's handbook a suitable water supply may be
provided
• The general emergency alarm system shall be tested weekly as well.

Monthly inspections
Inspection of the life-saving appliances, including lifeboat equipment, shall be
carried out monthly using the checklist required by LSA regulation 36.1 to ensure
that they are complete and in good order. A report of the inspection shall be
entered in the log-book. 16
• Inspection includes marking and fittings.
• Lifeboats, except free-fall lifeboats, on cargo ships shall be moved from
their stowed position, without any persons on board, to the extent
necessary to demonstrate satisfactory operation of launching appliances.

Three monthly inspections

Every three months launch lifeboats into the sea; check air support system,
test sprinkler system, running boats ahead and astern, rudder from mid
position to full port and starboard.
Davits and falls shall be greased at least every three months.

Annual Inspection
• Inspection contains the checking of technical condition of davit and winch
with special attention paid to brake and gearbox elements of the winch.
During lifeboat inspection the main part of inspection is launching gear
test (dynamic test of the winch brake at maximum lowering speed with
mass 1.1 SWL). The general condition of lifeboat is checked as well as
engine with gearbox and loose equipment.
• Check for air quality in the system every year.

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Five years inspection
It’s the extended form of annual inspection. Extended due to mandatory
service jobs, mandatory spares renewal due to manufacturer’s
recommendations and over load tests with at least 110% of SWL.
Inspection includes compressed air systems- servicing, hydrostatic testing and
refilling of air cylinders and all the other services related to lifeboats and her
equipment and its launching appliances.
Every five year falls to be changed.
No maintenance or adjustment of the release gear should be undertaken while
the hooks are under load. Hanging-off pennants may be used for this purpose
but should not remain connected at other times, such as when the lifeboat is
normally stowed and during training exercises. The crew needs to be assured
that the structure is safe when loaded by hanging off pennant.

Freefall lifeboat inspection

In the case of a lifeboat arranged for free-fall launching, at least once every
three months during an abandon ship drill, the crew shall board the lifeboat,
properly secure themselves in their seats and commence launch procedures
up to, but not the actual release of the lifeboat (i.e., the release hook shall not
be released).
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At intervals of not more than six months, the free-fall lifeboats shall either
be launched by free-fall with only the operating crew on board, or simulated
launching shall be carried out in accordance with the guidelines developed
by the LSA Code.
or lowered into the water by means of the secondary means of launching
with or without the operating crew on board. In both cases, the lifeboat shall
thereafter be manoeuvred in the water by the operating crew.

Every 3 months
Every 3 months we can lower the lifeboat either by free fall launching or by
secondary means of launching. If lowering by free fall, the required crew
need to sit inside the boat and launch it from inside.
Otherwise, we can lower the free fall lifeboat to water by davit. Crew can
then board the lifeboat by embarkation ladder.
Irrespective of how we lower the boat, we need to manoeuver it in water
every three months. We need to test the engine and sprinkler system during
maneuvering.
Every 6 months
If you are lowering the boat every 3 months by free fall means, there is no
other thing you need to do every 6 month.
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But if you had lowered the boat by secondary means such as davit, you
need to lower the boat by free fall every 6 months. Or you can carry out
simulated launching provided lifeboat has the provisions for that.
Simulated launching
Simulated launching replaces the requirement of lowering the lifeboat by
free fall method. When we lower the lifeboat by free fall method, we are
testing the release mechanism of the lifeboat. Simulated launching does
same but without lowering the lifeboat with free fall.
In simple words, the boats that are fitted with simulated launching has
a securing wire. One end of this wire is connected to boat and other on the
ship structure. When the boat is secured, this wire will be loose with no
weight on it.
One crew will operate the release gear of the boat. Once the boat releases,
after moving slight distance, simulation wire will hold the boat. This test will
make sure that the release mechanism is working.
After simulation test, the boat then need to be lowered with davit and
maneuvered in water.

LSA Yearly and five yearly tests should be performed by authorized

service station approved by manufacturer, or by any service station upon
written approval of Flag Administration. 20
Initial and subsequent actions in the lifeboat
Marshal – Stream – Close – Maintain
Marshal – use your lifeboat to tow liferafts or other survival crafts clear of
the ship. Form the group. Join up and secure survival crafts together using
at least 15 meters of the line between each.
Stream – deploy the sea anchor when clear of the ship/installation and
when survival craft assembled. It will open in the water and helps to
reduce the drift rate (prevents rapidly moving from distress location) and
make survival craft more stable and less rolling.
Close – survival craft entrance to protect of weather (sun and cold).
Maintain – keep lifeboat dry, equipment properly stowed so that cannot
be lost if it capsize.
Use of Sea Anchor
Sometimes known as a Para Anchor or Drogue, this device is used to
stabilise boats of all sizes in heavy weather and prevent drag from location.
It resembles an underwater parachute, made from high strength materials,
impervious to sea water and resistant to wear, which decreases the drag
through the water and acts as a brake for the boat. Attached to the bow in
extreme weather, it turns the boat into the direction of the waves/wind,
reducing drift and providing a higher level of stability, safety and control
craft. 21
It helps lifeboat/life raft to drift at small rate of distress location for easier
search/locate and rescue operation.
Tripping line (recovering line) secured on the bow should be released into the
sea with sufficient slack in to ensure open end of the sea anchor facing the
boat or it can be released with floater.

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Release of life raft, automatic activation of HRU
The purpose of the HRU is to automatically release the life raft for sinking
vessel. When the ship sinks up to 4 metres, the water pressure will activate a
sharp knife inside the HRU. It will cut the securing rope around the
container/canister of the life raft and the life raft will float free. As the ship sinks
further, the painter line will stretch and it will inflate the life raft. Due to the
increase in buoyant pressure, the weak link will break at around 2.2 kN +/- 0.4
(227 kg/f +/- 40) and the life raft will emerge on the surface.

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Initial and Subsequent Actions in the life raft
Cut the painter – Stream – Close – Maintain
Cut the painter, but take slack as much as possible, so that the painter can be
used for towing.
Stream – sea anchor in the life raft is called drogue. Drogue is permanently
attached by the line at a point to one node of one life raft entrance. When the
drogue is streamed, life raft will drift downwind until this line tightens. The taut
line has the effect of keeping the life raft at an angle to the prevailing wind and
waves and will to resist any tendency to capsize and will diminish drift.
Close all entrance, combat exposure, establish survival craft routine.
Maintain the life raft in good condition. Keep life raft dry and equipment neatly
stowed that cannot be lost if life raft capsize.

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Common problems and mistakes when use liferaft
The painter is connected to the ship and not the weak link, so the life raft
inflates but goes down with the ship
The disposable HRU is out-of-date and will not work
The serviceable HRU has not been yearly serviced or expired and will not work
The expiry date is not marked on the HRU when it is replaced so there is no
record of when to replace it.

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Righting capsized (upturned) life raft
Life raft can be capsized by the wind or waves. It can be righted by only one
person. Grip the righting strap firmly, then stand upright on gas cylinder and
turn the life raft into the wind. If there are more persons, from windward side
they can push at canopy and help righting.

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Inspection and Servicing of inflatable lifesaving equipment
• Weekly visual inspection
• Every inflatable life raft, inflatable lifejacket, and marine evacuation system
shall be serviced at intervals not exceeding 12 months, provided where in
any case this is impracticable, the Administration may extend this period to
17 months
• Service will be done at an approved servicing station which is competent to
service them, maintains proper servicing facilities and uses only properly
trained personnel
• Rotational deployment of marine evacuation systems In addition to or in
conjunction with the servicing intervals of marine evacuation systems
required by regulation
• Hydrostatic release units shall be inspected during yearly service and
replaced every two years
• Each marine evacuation system should be deployed from the ship on a
rotational basis at intervals to be agreed by the Administration provided
that each system is to be deployed at least once every six years.

EPIRB must be attached to the ship by HRU and weak link and stowed far of
obstructions. 29
SART

A: Vessel more than 1NM away from SART – A line of 12 equally spaced dots
B: Vessel within 1 Nm of SART – Dots start to changes into arcs
C: Vessel in SART location – The arcs changes to circle

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Sea Area and Minimum Equipment for operational Sea Area

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The organization of the satellite rescue system is carried on in the following
steps:
• Launch of Signal (DSC, EPIRB or other means)
• If applicable, call reception and transmission between satellite and local
terminal
• Reception from the coastal radio station (MF, VHF) or land based Satellite
stations (HF, INMARSAT, COSPAS/SARSAT)
• The distress signal will be sent to the land based rescue coordination centre
(RCC), where it will be decoded and analysed
• The RCC control centre will alert the appropriate SAR teams, on land or
at sea; the vessel in danger will be displayed by the SART impulse.

ABANDONING SHIP/RIG
The IMO has introduced new guidelines (MSC.1/Circ.1578) relating to safety
during abandon ship drills using lifeboats, as required by SOLAS reg. III/19.4.
Frequency of drill is per SOLAS or flag requirements which are more strictly.

Injured and ill persons have boarding priority!

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Jumping in the water
REMEMBER – the maximum recommended jumping height when wearing a
lifejacket is maximum 4 – 4.5 meters. When jumping, use jumping technique
otherwise can be fatal. If you can choose side to jump, choose windward side.

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Survival when abandoning if into the sea

DO NOT drink sea water or urine! DO NOT eat raw fish unless you have water!

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Approaching to the person in the water
Person should be kept on leeward side of the boat

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Emergency signals – alarms
All persons on the ship/offshore units (the crew, servicers and visitors) shall be
able to distinguish emergency (safety) signals (alarms) and must be fully aware
of their individual duties assigned in MUSTER LIST (STATION BILL) and these
duties should be practiced during drills. Alarms should be tested weekly.

Do not don escape mask in the meeting point until ordered to do so! Wear
lifejackets!

Order to release CO2 must be given by the OIM or Person in Charge only.

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FIRE ON BOARD

“IF YOU OBSERVE FIRE, RISE THE ALARM AND NOTIFY WATCH STANDER ON
THE BRIDGE/BALLAST CONTROL ROOM THAN START WITH
EXTINGUISHING”

Fire is the phenomenon of combustion manifested in light, flame, and

heat. Also, we can define fire as the rapid oxidation of a material in the
exothermic chemical process of combustion, releasing heat, light, and
various reaction products.

The fire triangle or combustion triangle is a simple model for understanding

the ingredients necessary for the most fires. The triangle consists of three
elements: heat, fuel, and an oxidizing agent (usually oxygen). It has been
replaced in the firefighting industry partially by the fire tetrahedron.

37
The fire tetrahedron is an addition to the fire triangle. It adds the
requirement for the presence of the chemical reaction which is the process
of fire.

Chain Reaction and Chemistry of Combustion (see fire tetrahedron)

Combustion is a chemical reaction in which complex molecules are broken
down into smaller, more stable molecules through a rearrangement of
atomic structure. A major component of the chemistry of high-temperature
combustion involves chain reactions. 38
FIRE CLASSES
In firefighting, fires are identified according to one or more fire classes. Each
class indicates the fuel involved in the fire, and thus the most appropriate
extinguishing agent.

Class E fire: In Europe, "electrical fires" are no longer recognized as a separate

class of fire as electricity itself cannot burn. The items around the electrical
sources may burn. 39
Flash fire
A flash fire is defined as: A sudden and intense fire, rapidly moving flame
front, caused by ignition of a mixture of air and a dispersed flammable
substance such as a solid (including dust, flammable or combustible liquid
(such as an aerosol or fine mist), or a flammable gas. It is characterized by
high temperature, short duration, and a rapidly moving flame front.

Flash point
It is lowest temperature at and above which a liquid gives off enough
flammable vapour to forma mixture with air that can be ignited by contact
with a hot surface, spark, orflame.

Boiling point
Is the temperature at which a given material changes from liquid to gaseous
state.

Auto Ignition Temperature

Auto-ignition temperature is the minimum temperature required to initiate
self-sustained combustion in a substance without any apparent source of
ignition (spark or flame).
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Extinction of the fire
To stop a combustion reaction, one of the elements of the
fire-triangle/tetrahedron has to be removed:
• Suppression of the combustible: by removing fuel source, creating sufficient
distance between fire and flame, exhausting hot smoke (containing unburned
elements)
• Suppression of the oxidizer (also known as choking): by the use of a carbon
dioxide fire-extinguisher, a blanket, or spraying sufficient water on a solid
combustible (water vapour removes fresh air)
• Suppression of the Activation Energy (cooling down): by spraying water in a
mix of air plus combustible particles), net absorbing the heat exhausting to
remove hot smoke, Interruption of Chain Reaction.

Ventilation and fire

Ventilation is a necessary process of almost any firefighting operation. The ability
to remove smoke, heat and fire gases from an affected place can greatly assist
with the ability to find victims and help firefighters to enter in space covered by
the fire. It creates an environment more survivable for those victims, reduces the
environmental impact firefighters have to operate in. However, improper
ventilation or proper ventilation delivered at an inappropriate time can greatly
increase the amount of work required to extinction of fire. 41
Tactical ventilation and isolation of the fire
One of the main risks of a fire is the smoke. It carries heat and poisonous
gases, and obscures vision. In the case of a fire in a closed location, two
different strategies may be used: isolation of the fire, or positive pressure
ventilation. Tactical ventilation is just enough ventilation to take out smoke
Ventilation affects life safety, fire extinguishment, and property conservation.
First, it pulls fire away from trapped occupants when properly used. It may
also limit fire spread by channelling fire toward nearby openings and allows
fire fighters to safely attack the fire.

Positive pressure ventilation (PPV)

It consists of using a fan to create excess of pressure in a part of the closed
space. This pressure will push the smoke and the heat away, and on that way
help the rescue and firefighting operations. It is necessary to have an exit for
the smoke, to know the area (space) very well to predict where the smoke will
go, and to ensure that the doors remain open by wedging them. The main risk
of this method is that, the surplus of new incoming air may activate the fire,
or even create a flashover, e.g., if the smoke and the heat accumulate in a
dead end.
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Hydraulic ventilation
The use of a water stream to provide ventilation is called hydraulic ventilation.
This is the process of directing a stream from the inside of a structure out the
window using a fog pattern. This effectively will pull smoke out of room. Smoke
ejectors may also be used for this purpose.

Safety Procedure: Stop, Drop and Roll consist of three components

Stop - The fire victim must “stop” still. Ceasing any movement which may fan
the flames or hamper those attempting to put the fire out
Drop - The fire victim must “drop” to the ground, lying down if possible,
covering their face with their hands to avoid facial injury
Roll - The fire victim must “roll” on the ground in an effort to extinguish the fire
by depriving it of oxygen. If the victim is on a rug or one is nearby, they can roll
the rug around themselves to further extinguish the flame.
In confined space you must be low to allow smoke and flame to pass above you

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Two-in, two-out (buddy policy)
In firefighting, the policy of two-in, two-out (buddy system) mandates that
firefighters never go into a dangerous fire or rescue situation alone. There
should always be at least two firefighters together when they enter a location
and one of them cannot come out of the compartment unless both do.

FIRE PROTECTION
This standard is applicable to drilling/well intervention, storage, production,
accommodation and other types of mobile units and offshore installations.
The standard covers the following systems and arrangements, including
relevant equipment and structures: — passive fire protection — active fire
protection of specific areas — fire-fighting systems — fire and gas detection
and alarm systems — miscellaneous items.
General: Passive Fire protection – Active Fire protection – Fire
Detection/Alarm System – Fire Drill
Fire Suppression: Fire extinguishers – Fire Sprinkler – Gaseous Fire
Suppression – Fire Blanket
Detection: Control Panel – Various detectors (Smoke, Heat…) - Pull Station –
Fire Alarm Box – Notification Appliances.
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Class Division
“A Class Division” is that division formed by bulkheads and decks which
comply with the following criteria:
• Constructed of steel or equivalent material
• They are suitably stiffened
• They are insulated with approved non-combustible materials such that
temperature of the unexposed side will not rise over 140 degrees above
the original temperature within time class:
A-60 = 60 min class, A-30 = 30 min, Class A-0 = 0 min.

”B Class Division” is that division constructed of approved material non-

combustible. They have insulation such that the average unexposed side
temperature will not rise more than 140 degrees above original temperature
nor will temperature at any point will rise over 225 degrees within time listed
below class B-15 = 15 min, class B-0 = 0 min.

“C Class Division” constructed of approved non-combustible material, they

need meet neither requirement relative to the passage of smoke and flame
nor limitation relative to temperature.
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Fire Heat detectors
A heat detector is a device that responds to changes in ambient temperature.
Typically, if the ambient temperature rises above a predetermined threshold
an alarm signal is triggered.
Fire Rate-Of-Rise heat detectors
Rate-of-rise heat detectors react to the sudden and rapid change or rise in
ambient temperature from a normal baseline condition.
Fire fixed temperature heat detectors
This type of detector reacts when the ambient temperature reaches a fixed
point.
A flame detector is a detector that uses optical sensors to detect flames.
Fire Ultraviolet (UV) detectors
Fire Infrared (IR) flame detectors
A flame ionization detector
A smoke detector
Ii is a device that detects smoke. Smoke detectors are typically housed in a
disk-shaped plastic enclosure.

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Optical smoke detector
Parts:
• Optical chamber
• Cover
• Case melding
• Photodiode (detector)
• Infrared LED

47
FIRE SUPPRESSION, SUFFOCATION AND FIREFIGHTING EQUIPMENT
Suppression systems use a combination of dry chemicals and/or wet agents to
suppress fires. Suppression systems have become a necessity as they help
control damage and loss to equipment.

Systems using certain agents, such as carbon dioxide, in enclosed spaces

present a risk of person suffocation and for this reason it release must be
ordered by Person In Charge and AREA CHECKED FOR PERSON IN.

There are two main types of fire extinguishers:

• Stored pressure
• Cartridge-operated.

48
Labelling of fire extinguishers
According to the standard BS EN 3 (European standard EN 3 specifies requirements
for portable fire extinguishers). Fire extinguishers all throughout Europe are red
RAL3000, and a band or circle of a second colour covering between 5-10% of the
surface area of the extinguisher indicates the contents.
49
50
How to operate an extinguisher

51
Fire blanket
It is safety equipment designed to extinguish small starting fires. It consists of a
sheet of fire retardant material which is placed over a fire in order to smother
it Mainly is used in galley and during welding work.

International Shore Connection

International Shore Connection standardizing by the SOLAS regulation is part
of firefighting equipment. It is use to connect ship/rig fire main with other unit
system in the case that our system is disabled. It is located on the both side of
the vessel/rig, and one stored free in fire placard which is marked that inside is
shore connection. It is part of firefighting equipment of all units ships and rigs.
offshore units usually have three “shore connections”, one on each side
permanently built in and one movable on the bridge or ballast control room.
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INSPECTION OF FIREFIGHTING EQUIPMENT
CO2 Fixed System
Weekly visual check for damage
Monthly inspection: System stop valves are in proper open or closed position
and system free from leakage. Doors and hinges greased
Quarterly examination of all CO2 cylinder connections: check for tightness and
ensure whether discharge alarm is in working condition. Locker and equipment
in proper condition. check sound and light alarm properly working
Yearly to be thoroughly serviced by an authorized company. Discharge lines and
nozzles to be air blown. Cylinders to be verified by weight or isotropic
measurement.
All cylinders must be hydrostatically tested as follows:
• After every 20 years of service from manufactured date, and later every 10
years 53
• Prior to recharging a discharged cylinder
• When visual inspection reveals a potential defect.

Foam Fixed System

• Weekly visual check for damage.
• Monthly inspection: System stop valves are in proper open or closed
position and system free from leakage. Pump/generator, hydrants, hoses
and nozzles, monitors tested for operation.
• Foam compound from storage tank yearly analysed by an authorized
laboratory.
• Yearly to be thoroughly serviced by an authorized company.

Powder Fixed System

• Weekly visual inspection
• Monthly inspection: System stop valves are in proper open or closed
position and system free from leakage. Discharge hoses and nozzles free of
damage. Cylinders of propellant gas under required pressure (see control
gauge)
• Yearly to be thoroughly serviced by an authorized company
• Storage tank and gas propellant cylinders should be hydrostatically tested:
54
• After every 20 years of service from manufactured date than every 10
years
• Prior to recharging a discharged cylinder
• When visual inspection reveals a potential defect.

Portable Fire Extinguishers

• Weekly visual inspection
• Monthly check all fire extinguishers for proper and good working condition
• Yearly to be thoroughly serviced by an authorized company
• Every two years the contents of the cylinders must be verified
• All Portable Fire Extinguishers shall be hydrostatically tested every 10
years.

55
POLLUTION PREVENTION AND CONTROL
INCLUDING BUNKERING OPERATION

MARPOL 73/78, ANNEX I, REGULATION 26:

• ANY OIL SPILL SHOULD BE TREATED AS AN EMERGENCY:
• IT IS VITALLY IMPORTANT TO PREVENT ANY ESCAPE OF OIL
FROM FLOWING OVERBOARD
• EVERY CREWMEMBER HAS A RESPONSIBILITY TO PREVENT
POLLUTION
• ZERO POLLUTION MEANS THAT ALL WATERS INCLUDING
RAIN FROM THE DECK SHOULD BE COLLECTED AND
DISCHARGED THROUGH A 15 ppm SEPARATOR AND GREY
WATER THROUGH SEWAGE TREATMENT PLANT

56
International Convention for the Prevention of Pollution from Ships, 1973,
as modified by the Protocol of 1978 relating thereto (MARPOL 73/78)

57
MARPOL amendments enter into force 2017/2018 – ship fuel oil reporting
requirements, garbage classification and IOPP certification.
Requirements for ships to collect data on their fuel oil
consumption entered into force on 1 March 2018.
The data collection started on 1 January 2019 with data reported
at the end of each calendar year to the International Maritime
Organization (IMO), the United Nations agency with
responsibility for regulating the safety, security and efficiency of
shipping and preventing marine and atmospheric pollution from
ships.
SOPEP - Shipboard Oil Pollution Emergency Plan must have on board tankers
over 150 GT and vessels other than tankers over 400 GT. SOPEP must be
approved by the Flag Administration or Classification Society in fact on behalf of
the flag administration.

58
Oil pollution itself is divided as:
1. Actual spill is an oil discharge caused damage of vessels body or
equipment or to secure the safety purpose vessels or Saving of Life at Sea
or discharge of oil during operation ships, which caused an oil discharge
exceeding 15 ppm and in a very excessive amount that will be result
contamination of the sea, coastline and ecosystem.
2. Probable spill is a more to direct if immediate action by ship crew is not
done secure the system in which failure will cause the oil spill, for example
equipment failure (broken oil hose), failure of operation management,
hazard to shipping (rich Dangerous Goods) and going on collision. If the
reaction on the situation and condition of the improvement is not made
soon will increase the oil spill in the ship and cause loss of strength
structural integrity and make its navigation hazard for traffic flow
mentioned vessels.
3. Operational Spill is when bunker oil, or if pipe line leakage occur, tank
overflow, hull leakage, spill caused by equipment in Machinery Spaces.

To overcome the operational problems on the ships should be provided spill-

packs in addition to the oil dispersant.
59
REPORT AND REPORTING FORM

60
When the ship is involved in an incident which results in the discharge (or
probable discharge) of oil, the OIM/Master is obliged under the terms of
MARPOL 73/ 78 to report details of the incident or observed spill on open sea,
without delay, to the nearest Coastal State of any incident giving rise to oil
pollution, or threat of oil pollution.
The Master is obliged to report to the nearest Coastal State
whenever there is a discharge of oil resulting and all oil spills
should be recorded in in oil and official log book.

Reporting by the OIM/Master and/or designated crew member

When to report? In the case of all probable and actual spills.
How to report? As per reporting form (sea SOPEP book).
Whom to contact? Nearest coastal state, port authority, ship-owner or
Management, P&I Insurer, charterer.
(Refer CONTACT LIST ON BOARD must be updated and it is part of SOPEP
Book).

61
APPENDICES OF SOPEP BOOK

Appendices must include the following information:

• Twenty-four hour contact information (DPO) and alternates to the
designated contacts. These details must be routinely updated to account
for personnel changes and changes in telephone, telex, and tele-facsimile
numbers. Clear guidance must also be provided regarding the preferred
means of communication.

• The following lists, each identified as a separate appendix:

• A list of agencies or officials of coastal state administrations responsible for
receiving and processing incident reports (can be updated by internet).
• A list of agencies or officials a list of all parties with a financial interest in
the ship
• A list which specifies who will be responsible for informing the parties
listed and the priority in which they must be notified
• A record of annual reviews and changes.

62
Garbage Management Plan
The Garbage Management Plan is a complete guideline which comprises of a
written procedure for collecting, storing, processing, and disposing of
garbage generated on-board ship as per regulations provided in Annex V of
MARPOL.
It should be made according Regulation 9, Annex V of MARPOL 73/78. The
purpose of this document is to provide an easy guideline for management
and garbage handling.

Responsible persons must read and understand contents of this Garbage

management Plan and with signature confirm the same.

The garbage is to be grouped into categories for the purpose of the Garbage
Record Book (or ship’s official log book) as follows (01 January 2013):
A - Plastics
B - Food wastes
C - Domestic wastes
D - Cooking oil
E - Incinerator ashes
F - Operational wastes 63
G - Cargo residues
H - Animal carcass
I - Fishing gear

64
Emissions of air pollutants from international shipping are regulated by the
International Maritime Organisation (IMO) through the Annex VI to the
International Convention on the Prevention of Pollution from
Ships (MARPOL), which was originally signed in September 1997 and came
into force in May 2005 with significantly strengthened requirements was
adopted in October 2008 which entered into force on 1 July 2010. IMO
commissioned a review of the availability of low sulphur fuel oil for use by
ships, to help Member States determine whether a new lower global cap on
sulphur emissions from international shipping shall come into effect on 1
January 2020 or be deferred until 1 January 2025.

65
Prior to bunkering the crew involved must be aware of:
• Obtained BDN (Bunker delivery note)
• The quantity and grades of fuel to be received
• The method of delivery (pipeline, barge or supply vessel) The tanks and
pipeline systems on board that will be used during operation
• The order in which the tanks will be filled
• The anticipated pumping rate and duration of the operation
• Who will be responsible for each aspect of the bunkering
• All involved should review the appropriate requirements of the vessel SMS
and SOPEP or SMPEP
• Sampling by dripping machine

To be given to supply barge:

• Bunker transfer connection
• Bunker transfer progress (transfer rate, in order to avoid overfills, bunkers
received versus capacity and agreed quantity to be received on board,
estimated time of completion, etc.).

66
Sampling or dripping machine

67
Minimum information for a Sample label:
• Name and IMO number of the receiving ship
• Place or port of bunkering
• Name of bunker supplier
• Name of bunker carrier (barge, tanker, truck or installation)
• Grade of bunker fuel
• Date and time delivery commenced
• Sample method used to obtain representative sample
• Location at which sample was drawn
• Name and signature of the supplier's representative
• Name and signature of the receiver's representative
• Seal number (and also cross-checked with BDN).

BUNKER DELIVERY NOTE (BDN) AND LETTER OF PROTEST

MARPOL Annex VI Regulation 18.5 requires the following items, as a
minimum, to be detailed on a Bunker Delivery Note
• Name and IMO Number of receiving ship
• Port
• Date of commencement of delivery
• Name, address and telephone number of marine fuel oil supplier
68
• Product name
• Quantity in metric tonnes
• Density at 15˚C (kg/m3)
• Sulphur content (% m/m) A declaration signed and certified by the fuel oil
supplier’s representative that the fuel oil supplied is in conformity with the
applicable paragraph of regulation 14.1 or 14.4 and regulation 18.3 of Annex
VI
• The responsible officer should check the above, in particular the sulphur
content
• The BDN is to be signed by the Supplier’s representative, and counter signed
by the receiver’s representative.

Where the BDN is not issued or completed in accordance with MARPOL

requirements a letter of protest should be issued to the supplier and the port
state and flag state informed.

The BDN’s are to be kept on board for and readily available for inspection at
all times. It shall be retained for a period of three years after the fuel oil has
been delivered on board and sample of fuel for one year.
69
Letter of protest
Master of the unit receiving bunker should to make letter of protest in the cases
if:
• Did not receive bunker deliver note or missing information
• Quality of bunker: sulphur over acceptable limit (Annex VI of MARPOL
Reg.14 and Reg.18.
• Fail to follow MEPC (Marine Environment Protection Committee )
regulations
• Other bunker supplier non-compliances.

Letter of protest should be signed by Supplier’s Representative and Ship’s

Representative and made in four copies.

1. Copy to Port State Authority

2. Copy to Ship's Flag State
3. Copy for ship's records
4. Copy to Company

70
Sulphur Emission Control Areas (SECAs) or Emission Control Areas (ECAs)
This is the area where fuel used on board is of the maximum sulphur content
is governed by MARPOL. ((sea areas in which stricter controls were established
to minimize airborne emissions (SOx, Nox, etc.) from ships as defined by Annex
VI of the1997 MARPOL Protocol which came into effect in May 2005.
By July 2010 a revised more stringent Annex VI was enforced with significantly
tightened emissions limits.))
By 01 January 2015 new revised sulphur contents is 0. 10%
As of 2011 were four existing ECAs including the Baltic Sea, the North Sea, and
the North American ECA, including most of US and Canadian coast and the US
Caribbean ECA. Also other areas may be added via protocol defined in Annex
VI. Soon will be added Mediterranean Sea, Japan’s Isles.

Emergency generators and lifeboat engines are exempted.

Zero pollution means all waters including rain should be collected and
discharged through a 15ppm separator and grey through sewage treatment
plant.

71
Marine Fuel Oil Log Book consists of six logs:
Log 1: Bunker details
Log 2: Bunker Delivery Note and MARPOL sample
Log 3: Fuel Oil Change-Over Record
Log 4: Fuel OIL used in ECA – SOx
Log 5: EU ‘at birth’ change over
Log 6: Fuel oils used ‘at birth’ in EU ports

Fuel Changeover Log:

• BDN (bunker delivery note) No:
• Changeover Completion Date /Time
• SECA passage start: Date/Time/Position Longitude-Latitude
• Fuel Type FROM Sulphur % n/m to Sulphur % m/m
• LSF (low supphur fuel) in storage tanks at the end of changeover procedure
(Tank Name/Quantity M.Tons
• Fuel consumed during changeover procedure (Tank Name/Quantity/M.Tons
• Remarks and Signature.

72
73
BALLAST WATER MANAGEMENT
Application of ballast water management convention
So the first question is to which all ships this convention applies?
Well, the convention applies to all the ships of a state that has ratified the
convention and that carry ballast.
There are few logical exemptions such as a ship that carries permanent
ballast in sealed tanks on ships that is not subject to discharge.
ForCSDU - Ballast water convention does not apply to such ships.

74
Fail SET actuator is
A valve control actuator which on loss of motive power remains in its last
ordered position keeping the valve to which it is attached set in this
position. (CORRECT ANSWER)

FIRST AID QUESTIONS

First aid is the care given to the person before emergency medical help
arrives.
The key aims of first aid can be summarised in three key points:
Preserve life – the overriding aim of all medical care, including first aid, is
to save lives
Prevent further harm – also sometimes called prevent the condition from
worsening, this covers both external factors, such as moving a patient
away from any cause of harm, and applying first aid techniques to prevent
worsening of the condition, such as applying pressure to stop a bleed
becoming dangerous
Promote recovery – first aid also involves trying to start the recovery
process from the illness or injury, and in some cases might involve
completing a treatment, such as in the case of applying a plaster to a small
wound. 75
FIRST THING TO DO:
Assess the situation
• Take in quickly what has happened and call for help
• Look for dangers to yourself and to the casualty
• Make the area safe.
Assess casualties
An unconscious person always takes priority and needs immediate help to make
sure that he or she has circulation and can breathe. Only then should you begin
to assess any injuries.
Priorities
Priorities on finding a casualty:
• Look to your own safety; do not become the next casualty
• If necessary, remove the casualty from danger or remove danger from
casualty. If there is only one unconscious or bleeding casualty, give
immediate treatment to that casualty only, and then call for help.
• If there is more than one unconscious or bleeding casualty or you need
help:
• Call for help
• Watch the chest for movement and listen and feel at the mouth for breath
sounds for a few seconds 76
 • Start giving appropriate treatment to the worst casualty in the following order
of priority as severe bleeding; stopped breathing/heart; unconsciousness
• Move the victim to a Safe Location
• If the situation requires it, begin CPR immediately.

Checking pulse on RADIAL and CAROTID ARTERY

CPR (cardiopulmonary resuscitation) – are emergency medical procedures for

restoring normal heartbeat and breathing to victims of heart failure,
drowning, etc.
The purpose of CPR is not to "start the heart”, but rather to circulate oxygenated
blood, and keep the brain alive until advanced care (especially defibrillation) can
be initiated. 77
A = Airway obstruction – clean mouth cavity
B = Breathing (respiratory arrest) – start artificial respiration
C = Circulatory or cardiac (heart arrest) and bleeding – stop bleeding start
with chest compressions (heart massage).

Basic life support: artificial respiration and heart compression

Basic life support is an emergency life-saving procedure that consists of
recognizing and correcting of the respiratory or cardiovascular systems. It
comprises the “ABC” steps, which concern the airway, breathing, and
circulation respectively. Its prompt application is indicated for:
• Check responsiveness
• Open airway
• Check breathing
• Assess circulation.

Advice from the American Heart Association and Mayo Clinic:

Untrained: If you're not trained in CPR, then provide hands-only CPR. That
means uninterrupted chest compressions of 100 to 120 a minute until
paramedics arrive. You don't need to try rescue breathing.
Trained and ready: If you're well-trained and confident in your ability, check to
see if there is a pulse and breathing. 78
If there is no breathing or a pulse within 10 seconds, begin chest
compressions. Start CPR with 15-30 chest compressions before giving two
rescue breaths.

Place victim on his back on a hard surface. With your arms straight, press
down firmly on the breastbone, pushing it down by 4-5 cm. Release the
pressure and repeat the compressions at a rate of about 80 per minute. If the
person is also not breathing, alternate 15-30 compressions with 2 breaths
until help arrives. A universal compression to ventilation ratio of 30:2 is
recommended for adult and 15:2 with two rescuers.

79
HEART ATTACK
Act immediately:
• Call for medical evacuation, contact closest coastal radio station. Some
people wait too long because they don't recognize the important signs and
symptoms. Send PAN-PAN MEDICO.
Take these steps:
• Give to the patient to chew and swallow an aspirin, unless person are
allergic to aspirin
• Give patient nitro-glycerine, if adviced by doctor through coastal radio
station
• Begin CPR if the person is unconscious.

Key skill required to provide first aid:

Following evaluation of the airway, a first aid attendant should determine:
• Adequacy of breathing
• Provide rescue breathing if necessary
• Assessment of circulation, pulse checks
• Fourth step of “D” for Deadly bleeding or Defibrillation
• “3Bs”: Breathing, Bleeding, Bones
• “4Bs”: Breathing, Bleeding, Brain and Bones.
80
THE RECOVERY POSITION

81
The apparently dead should be:
• No pulse can be felt, and no heart sounds heart when the examiner’s ear is
put to the chest
• Breathing has stopped
• The eyes are glazed and sunken
• There is progressive cooling of the body (this may not apply if the
surrounding air temperature is close to normal body temperature).
What to do?
The body should be gently placed in the recovery position in a warm sheltered
compartment, and well insulated.
If still alive, the body can rewarm very slowly at an optimal rate to allow it to
compensate, by itself, for the major internal fluid changes that occurred during
the slow protracted cooling it endured
Monitor and record pupil size and rectal temperature at hourly intervals for 12
hours. If there is no change and there are still no other signs of life, then it can be
assumed that the casualty is dead.
If, however, pupil size decreases then, possibly, the casualty is alive: commence
monitoring and recording at 15-minute intervals, including checking for pulse
and breathing.
If any sign of life is detected treat as for the unconscious or d casualty.
82
Never consider anyone to be dead, until you with others agree that.

CHOKING
Choking is when airway gets blocked and victim can’t breathe properly.

BLEEDING
Bleeding can be internal and external.

Symptoms of internal bleeding:

• Paleness
• Cold, adhesive skin
• Distraction
• Weakness
• Fear
83
Three Main types of external bleeding
External bleeding can be: vein, artery and capillary bleeding.

Arterial Venous Capillary bleeding

HOW TO STOP BLEEDING

Direct pressure
Apply firm pressure to the wound for about 15 minutes. Never use a
tourniquet except if limb is cut and no other way to stop bleeding.

84
Elevation
When there is a severely bleeding wound of an extremity or the head,
direct pressure should be applied on a dressing over the wound with the
affected part elevated. This elevation lowers the blood pressure in the
affected part and the flow of blood is lessened.

Technique to stop bleeding: elevation and direct pressure on pressure

point

85
Pressure points
Because this technique reduces the circulation to the wounded part below the
pressure point, it should be applied only when absolutely necessary and only until
the severe bleeding has lessened.

86
If a tourniquet is applied to save a life, immediate RADIO MEDICAL ADVICE
must be obtained. Contact MRCC (RCC) (See Chapter “Communication”) and
send by radio Urgent Call “PAN-PAN MEDICO…”

SHOCK
In medicine shock is a critical condition that is brought on by a sudden drop in
blood flow through the body. The circulatory system fails to maintain adequate
blood flow, sharply curtailing the delivery of oxygen and nutrients to vital organs.
Shock, which is a major medical emergency, is common after serious injury.
Symptoms:
• Low blood pressure (hypotension)
• Over breathing (hyperventilation)
• Pale face
• Cold, clammy skin
• Fast, shallow breathing
• Rapid, weak pulse
• Sense of great anxiety and foreboding
• Confusion
• In extreme cases, unconsciousness.

87
Treatment:
• Lay the casualty down, raise and support their legs
• Use a coat or blanket to keep them warm – but not smothered
• Do not give them food or drink
• Check breathing and pulse frequently. If breathing stops, follow the
resuscitation sequences
• Give lots of comfort and reassurance.

88
HEAT DAMAGE
Sunstroke
Symptoms:
• Fever
• Headache
• Dizziness
Treatment:
• It is necessary to remove victim in the shadow, take of clothes, put on cold
compress
• Give cold drinks. Keep a place cool if possible
• Get them to lie down with their legs raised
• Give them plenty of water
• Follow if possible with a weak salt solution (1 teaspoon of salt per litre of
water, assist the casualty to drink it).

Burns
• Start cooling the burn immediately under running water for at least 10
minutes
• Make the casualty as comfortable as possible, lie them down

89
• Continue to pour copious amounts of cold water over the burn for at least
ten minutes or until the pain is relieved
• Whilst wearing disposable gloves, remove jewellery, watch or clothing from
the affected area - unless it is sticking to the skin
• Cover the burn place with clean, non-fluffy material to protect from
infection.

FRACTURES
A bone fracture is a medical condition where the continuity of the bone is
broken and that is the most frequently wound on the ship.
The signs and symptoms of a fracture vary according to which bone is affected,
the patient's age and general health, as well as the severity of the injury.
However, they often include some of the following:
• Pain
• Swelling
• Bruising
• Discoloured skin around the affected area
• Angulation - the affected area may be bent at an unusual angle
• The patient is unable to put weight on the injured area
• The patient cannot move the affected area
90
• The affected bone or joint may have a grating sensation
• If it is an open fracture, there may be bleeding.

Fracture can be:

• Open and closed fractures
• Open or complicated f. (shock, bleeding…)
• Cracked Bone – linear fracture
• Crushed bone.

Immobilization and inflatable splint

Inflatable splint are a useful method for temporarily immobilizing limb fractures
but are unsuitable for fractures that are more than a short distance above the
knee or elbow, as they cannot provide sufficient immobilization in these places.
The splint is applied to the limb and inflated by mouth.
Inflatable splints may be used when a patient is being transported about the ship
or during removal to hospital. They should not be left in place for more than a
few hours (due to circulation).

91
SPINAL INJURY
A fractured spine is a very serious injury. If you suspect a fractured spine tell the
casualty to lie still and do not allow anyone to move him until he is supported on
a hard flat surface (consider medical evacuation as soon as possible).

Log-roll method of moving spinal cord injury

Log-roll is primary technique used to move patient onto a long backboard.
Requires team of four persons

92
93
ELECTRIC SHOCK
An electric shock occurs when a person comes into contact with an electrical
energy source. Electrical energy flows through a portion of the body causing a
shock. Exposure to electrical energy may result in no injury at all or may result in
devastating damage or death. Burns are the most common injury from electric
shock.

Rescue Procedure
On discovery of an electric shock, DO NOT TOUCHES CASUALTY with bare hands
until current has been turned off or electric contact broken.

DROWNING
Types of Drowning
Wet drowning/primary drowning. Water enters the lungs
Dry Drowning 10% of all cases. Intense laryngeal spasm prevents entry of water
into the lungs.
Standard CPR for drowned person:
• Clear airway and drain water from the lung
• Mouth to mouth breathing
• Cardiac massage if heart sounds absent
94
• Control ventilation with oxygen
• Positive end-expiratory pressure (PEEP) if the former fails
• Intra-venous sodium bicarbonate for metabolic acidosis.
• Immersion victim:
• Hydrocution or Immersion Syndrome – sudden exposure to cold water leads
to vagal inhibition
• Incapacitation – e.g.; muscle stiffness due to cold and inability to protect
airway
• Hypothermia – LOC and aspiration
• All cases must be hospitalized to prevent death from secondary drowning
• Observe at least for 24 hours
• Immersion victims are dehydrated and hypotensive. Remove them from
water in a horizontal position if possible.

HYPOTHERMIA
Hypothermia is a medical emergency that occurs when your body loses heat
faster than it can produce heat, causing a dangerously low body temperature.
Normal body temperature is around 36.6 C.
Hypothermia occurs as your body temperature falls below 35 C.
95
Symptoms
• Shivering
• Slurred speech or mumbling
• Slow, shallow breathing
• Weak pulse
• Clumsiness or lack of coordination
• Drowsiness or very low energy
• Confusion or memory loss
• Loss of consciousness
• Bright red, cold skin (in infants).

TOXIC HAZARD AND POISONING

Ships/offshore installations carry a number of substances in addition to cargo

that are potentially toxic; like cleaners, degreasers, disinfectants and drilling
mud additives. For instance, emptying a bucket of bleaching solution into a
lavatory bowl containing a proprietary caustic cleaner may result in the release
of poisonous gas in a confined space.

96
Toxic substances can affect the body in various ways:
• Through the lungs by inhalation of toxic gases and fumes
• Through the mouth and digestive system, if swallowed
• Through skin contact
• Through eye contact.

General symptoms of poisoning include:

• Pain
• Headache
• Nausea and vomiting
• Drowsiness
• Changes in mental behaviour
• Unconsciousness
• Convulsions.

Signs of severe poisoning are:

• A rapid and weak pulse
• Grey or blue colour of the skin
• Severe difficulty in breathing
• A prolonged period of unconsciousness
97
EXTERNAL ASSISTANCE
Radio Medical Advice (See also Chapter Communication Urgent Call – PAN, PAN
MEDICO...)
For Radio Medical Advice call MRCC. It is available, by radio by telex or by direct
radio-telephonic contact with the doctor, from a number of ports in all parts of
the world. It may, on occasion, be obtained from another ship in the vicinity
which has a doctor on board. In either instance, it is better if the exchange of
information is in a language common to both parties. Coded messages are a
frequent source of misunderstanding and should be avoided as far as possible.

WHO (World Health Organization) publishes annually updated MEDICAL GUIDE

with recommendations concerning drug protection against malaria in the
booklet “Vaccination certificate requirements and health advice for
international travel”.

98
Heavy lift is as per API
All weight above SWL as per crane derating table minus 10% on
required radius or boom angle

Transit / Towing Plan is prepared by:

Towing company

The numerical order of the classes and divisions is that of the degree of
danger of dangerous cargo and as such are listed as per IMO list

99