Personal Survival and Social Responsibilities(PSSR)

PERSONAL SAFE
PERSONAL SAFETY
TY &
&
SOCIAL
SOCIAL
RESPONSIBILITIES
RESPONSIBILITIES
COURSE BOOKLET
COURSE BOOKLET
ISTA
ISO 9001:2015 CERTIFIED
INDUS SEAFARERS TRAINING ACADEMY
Website.istamarine.com, email.induschennai98@gmail.com / industrainingacademy@gmail.com
OFFICE ADDRESS : Indus Campus, Manali Saravan Street, Kumanamchavadi,
Gangaiamman Koil, Mangadu Main Road, Chennai - 600 122.
*Near Nav Bharth Matric School* Near Mangadu Old EB Office
APPROVED BY D G SHIPING, MINISTRY OF SHIPPING,
Govt. of India. Estd. 1998
CONTACTNO.:7200051998/7548883543/044-49522069/9941394837

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INDEX
1. INTRODUCTION…………………………………………………………………………..02
2. COMPLY WITH EMERGENCY PROCEDURES……………………………………..12
3. TAKE PRECAUTIONS TO PREVENT POLLUTION OF THE MARINE
ENVIRONMENT………………………………………………………………………………..…29
4. OBSERVE SAFE WORKING PRACTICES………………………………………..….55
5. CONTRIBUTE TO EFFECTIVE COMMUNICATIONS ON BOARD SHIP….….73
6. CONTRIBUTE TO EFFECTIVE HUMAN RELATIONSHIPS ON BOARD
SHIP…………………………………………………………………………………………………82
7. UNDERSTAND AND TAKE NECESSARY ACTIONS TO CONTROL
FATIGUE………………………………………………………………………………………....100
8. MARITIME LABOUR CONVENTION (MLC 2006)…………………………...…109

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1.INTRODUCTION
AIMS
The aim of this course is to provide basic safety training to seafarers to meet the
mandatory requirements of Regulation Vl/1 of the STCW Convention and covers the
competence requirements as given in the table under section A- Vlll-4 of the STCW
Code of the international Convention on Standards of Training, Certification and Watch
keeping for Seafarers, as amended.
Seafarers receive safety familiarisation and instructions on personal safety, safe working
practices and procedures to adopt to make their transition from a shore to a sea career
as smooth as possible and provide some understanding of a seafarer's working
environment and the hazards they may encounter, before they actually step on board a
ship.
This course is part of the "Basic STCW Safety Training" course which comprises of four
Modules, given under STCW A-Vl/1.
OBJECTIVES
This course is designed to prepare new recruits for life on a ship at sea where they will
experience a vastly different living and working environment compared to that if they
were living and working ashore. Working on a ship can be a hazardous occupation for
the uninitiated. This course will give new seafarers an insight into the various elements
of a ship and working procedures on board so that they adjust to the shipboard
environment and are better prepared to cope with any unforeseen circumstances.
Trainees successfully cornpleting this course will be able to:
• comply with emergency procedures
• take precautions to prevent pollution of the marine environment
• observe safe working practices
• contribute to effective communications on board ship
• contribute to effective human relationships on board ship
• understand and take necessary actions to control fatigue
• take necessary actions regards seafarers bill of rights
Types of Ships
Cargo ships are classified into various types on the basis of purpose, size, type of cargo etc.
The economic factor is of prime importance in designing a merchant ship. Every owner wants
maximum return on their investment which means a ship’s construction not only depends on
the current economic necessities but the factor of future adaptability also plays a part. From
the preliminary design of a vessel due for construction, the following information can be
obtained:
1. Dimensions
2. Displacement
3. Stability
4. Propulsive characteristics and hull form
5. Preliminary general arrangement
6. Principal structural details
A layout of the various ship types and their subdivisions will be listed out, covering a wide
range of all vessels in operation.
The type of ship plays an important role in deciding the above mentioned parameters.
Types of Ships
Ships are mainly classified into the following types:
1. Container Ships

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2. Bulk Carrier
3. Tanker Ships
4. Passenger Ships
5. Naval Ships
6. Offshore Ships
7. Special Purpose Ships
1. Container Ships
As the name suggests, a vessel structured specifically to hold huge quantities of cargo
compacted in different types of containers is referred to as a container vessel (ship).
Types of Container Ships On Basis Of Sizes:
• Panamax
• Suezmax
• Post-Panamax
• Post-Suezmax
• Post-Malaccamax
Refrigerated Container Ships: These Vessels carry refrigerated cargo (mainly in
refrigerated containers)
2. Bulk Carrier Ships
Bulk carriers are a type of ship which transports cargoes (generally dry cargo) in bulk
quantities. The cargo transported in such ships is loose cargo i.e. without any specific
packaging to it and generally contains items like food grains, ores and coals and even
cement.
• Conventional bulkers
• Geared bulker
• Gearless bulker
• Self-discharging bulker
• Lakers
• BIBO
Some other forms of dry cargo are:
• Tramps: A boat or ship engaged in the tramp trade is one which does not have a fixed
schedule or published ports of call.
• Cargo Liners: An ocean liner is a ship designed to transport passengers from point A to
point B. The classic example of such a voyage would be a transatlantic crossing from
Europe to America.
3. Tanker Ships
Tanker ships are specialised vessels for carrying a large amount of liquid cargo. Tankers are
further sub-divided into different types on the basis of the cargo they carry.
The main types of tankers are:
Oil Tankers: Oil tankers mainly carry crude oil and its by-products.
Liquefied Gas Carriers: A gas carrier (or gas tanker) is a ship designed to transport LPG,
LNG or liquefied chemical gases in bulk.
Chemical and Product Carriers: A chemical tanker is a type of tanker ship designed to
transport chemicals and different liquid products in bulk
Other types of tankers: Some other types of tankers are juice tankers, wine tankers,
integrated tug barges etc.

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On the basis of their size, tankers are further divided into varies types such as:
• VLCC
• ULCC
• Panamax
• Aframax
• Suezmax
• Capesize
• Handymax
• Lighters
• Handy
4. Roll-on Roll-Off Ships
Ro-Ro is an acronym for Roll-on/roll-off. Roll-on/roll-off ships are vessels that are used to
carry wheeled cargo.
• Pure Car Carrier (PCC) and Pure Car and Truck Carrier (PCTC) RoRo Ships
• Container Vessel + Ro-Ro (ConRo) Ship
• General Cargo + Ro-Ro Ship (GenRo) Ships
• RoPax
• Complete RoRo Ships
5. Passenger Ships
Passenger ships, as the name suggests, are mainly used for transiting passengers.
They are mainly classified into:
Ferries – Vessels used for transiting passengers (and vehicles) on short-distance routes are
called ferries.
Cruise Ships – Mainly used for recreational activities, cruise ships are like luxurious floating
hotels with state-of-the-art facilities.
They are further classified as:
• Liners, Cruise Ships, Pilgrimage Ships
• Cross Channel Ferries, Coastal Ferries, Harbour Ferries
• Arctic and Antarctic Cruises
6. Offshore Vessels
Offshore vessels mainly help in oil exploration and construction jobs at sea. Offshore vessels
are of several types.
Some of the main ones are:
• Supply Ship: Vessels that supply to offshore rigs
• Pipe Layers: Vessels engages in laying pipes and cables
• Crane Barges or floating cranes: A crane vessel, crane ship or floating crane is a ship
with a crane specialized in lifting heavy loads
• Semi-submersible Drill Rigs: These are Mobile Offshore Drilling Units to make stable
platforms for drilling oil and gas
• Drill Ships: A drillship is a merchant vessel designed for use in exploratory offshore
drilling of new oil and gas wells or for scientific drilling purposes
• Accommodation Barges: Could be a stand-alone floating hotel or can include
accommodation as well as space for Cargo
• Production Platforms: To extract and process oil and natural gas, or to temporarily
store product until it can be brought to shore for refining and marketing

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• Floating Storage Unit (FSU) – Floating vessel mainly used for storage of oil and by-
products.
• Floating Production and Storage Unit (FPSO): A floating production storage and the
offloading unit is a floating vessel used by the offshore oil and gas industry for the
production and processing of hydrocarbons, and for the storage of oil
• Anchor handling vessels – These are used for offshore construction and installation
operations.
• Diving vessels – Are vessels used by divers for diving in the ocean for underwater
jobs.
7. Fishing Vessels
Ships or boats used for recreational or commercial fishing at sea are called fishing vessels.
Fishing vessels are mainly classified into two types – trawlers and non-trawling vessels.
• Trawlers, Purse Seiners: A fishing trawler, also known as a dragger, is a commercial
fishing vessel designed to operate fishing trawls. Trawling is a method of fishing that
involves actively dragging or pulling a trawl through the water behind one or more
trawlers. A purse seine is a large wall of netting deployed around an entire area or
school of fish. The seine has floats along the top line with a lead line threaded through
rings along the bottom. Once a school of fish is located, a skiff encircles the school with
the net.
• Factory Ships: A factory ship, also known as a fish processing vessel, is a large ocean-
going vessel with extensive on-board facilities for processing and freezing caught fish or
whales
8. Speciality Vessels
Speciality vessels are constructed and used for specific purposes.
Tugs: A tug (tugboat) is a boat or ship that manoeuvres vessels by pushing or towing them.
Tenders – A boat or a larger ship used to service or support other boats or ships, generally
by transporting people and/or supplies is called a tender vessel.
Pilot Crafts – Pilot crafts are used for the transportation of harbour pilots.
Cable Layers – Cable laying vessels help in laying cables on to the sea bed.
Research Vessels – They are special types of vessels used for carrying out a variety of
researches at sea. Some of the most common types of research vessels are – seismic
vessels, hydrographic vessels, oceanographic vessels, polar vessels etc.
Salvage Vessels – Salvage vessels are vessels engaged in salvage operation; recovery of
lost property at sea.
Lightships: A lightvessel, or lightship, is a ship which acts as a lighthouse. They are used in
waters that are too deep or otherwise unsuitable for lighthouse construction.
Barge Carriers: A barge is a flat-bottomed boat, built mainly for river and canal transport of
heavy goods.
Timber Carriers: Vessels that carry timber
Livestock Carriers: Vessels that carry livestock/animals
Ice breaker ships: They are used for cutting ice deposits in extremely cold climate
conditions to make waters navigational.
9. High-Speed Craft
High-speed crafts are a special type of technologically advanced high-performance (typically
high speed) marine vehicles. Though most of these technologies are not used in commercial
vessels, a few have been successfully implemented and tested in conventional merchant
vessels of small scale.
Some of the main types of high-speed crafts are:
• Multihulls including wave piercers
• Small waterplane area, twin-hull (SWATH)

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• Surface effect ship (SES) and Hovercraft
• Hydrofoil
• Wing in Ground Craft (WIG)
10. Dredgers
Dredging is an excavation activity usually carried out underwater, in shallow seas or
freshwater areas with the purpose of gathering up bottom sediments and widening
Dredgers are vessels with excavation tools used for removing sand and other types of
deposits from the seabed. Dredgers are used for several purposes such as making shallow
coastal areas navigational, deep-sea mining etc.
Dredgers are mainly classified into two types:
1. Mechanical dredgers
2. Hydraulic dredgers
Different Parts Of A Ship
A ship is like a floating city having several different parts. However, we can’t imagine a ship
without its three main parts which are: The Hull, an engine room and a navigation bridge.
A ship comprises of both visible as well as invisible parts. E.g. rudder, anchor, bow, keel,
accommodation, propeller, mast, bridge, hatch coves and bow thrusters are some common
visible parts whereas bulkheads, frames, cargo holds, hopper tank, double bottom, girders,
cofferdams, side shell etc. are the invisible parts of a ship.
To understand parts of a ship, one must have to go through some common terms.
The most forward part of a ship is called a Bow, the left-hand side of the ship is referred to as
port whereas the right side is called starboard. Likewise, the front side is termed as forward
and back side as astern.
Now let us discuss some main parts which are common to all types of ships.
Monkey Island:
• Monkey Island is a sort of deck located at a topmost accessible height of the ship and
just above the bridge
• This part of a ship is sometimes also referred to as a flying bridge and, in past, was
used by the sailors for solar and stellar observations. It houses a magnetic compass.

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• It is an integral part of ship and houses driving units such as VDR capsule, AIS Tx/Rx
antennae, Radar scanner(s) attached to the radar mast, Sat C/F77 Tx/Rx antennae,
communication equipment gear, various halyards connected to the yardarm to hoist
flags, weather vane, and the masts leading up to the ‘Christmas Tree’ (navigation lights)
and to the ship’s aft whistle.
Bridge:
• The ship’s bridge is the commanding station of a ship. It controls the ship movement
through its navigational equipment.
• It controls important deck machinery, main engine and ship’s navigation system.
• Functions that are usually performed on the ship bridge are: controls the ship’s speed
and direction (navigation), monitor weather and sea conditions, navigating and fixing
the position of the ship, and facilitating internal as well as external communication
Funnel:
• A Funnel or Stacks is a chimney on a vessel used to discharge engine and boiler smoke.
• Lifting of the exhaust gasses, clear from the deck, is the constitutional purpose of the
Funnel.
Accommodation:
• The accommodation area is the house for crews and lives. It has all the amenities along
with offices, gym, crew cabins, hospital, salon, recreation room, common rooms,
laundry and galley.
• It is a key part of the ship and consists of the garbage disposal system, fresh water
system, sewage treatment plant, refrigeration system (domestic) and air conditioning
for accommodation block.
• It is a necessary part of a ship, and facilitates space for relaxing, medical facility and
food courts.
Funnel Deck:
• Funnel releases exhaust gases into the atmosphere from engine exhaust room of the
ship. It has a similar function to chimneys in factories.
• Nowadays extra care has been taken in discharging shoot from the funnel to preserve
the atmosphere from pollution.
• These funnels are never installed straight but inclined at a certain angle toward the aft
so that the flue gases will not cause hindrance to the deck and navigation bridge of the
ship
Boat Deck:
• Ship hull structure is covered by the deck floor. There can be multiple decks or deck
sections on a ship. The deck at the top which bears maximum exposure to weather is
referred to as the main deck or weather deck.
• On the basis of the position of a ship’s deck, decks are of six main types; main deck,
poop deck, upper deck, lowers deck, weather deck and foredeck.
• The boat deck’s main function is holding the hull structure and providing floor to work,
and standing and guard them against outside weather.

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Mast:
• The mast is a rangy spar arrangement which is elevated more or less vertically to the
Centre line of a ship.
• It has several purposes which include carrying derricks and also giving fundamental
height to the navigation light, salient yards, radio or radar aerials and scanners.
Flying Bridge:
• It is an extended area on top of a weather deck or an open area of the superstructure
which provides an unobstructed view of the fwd and aft along with the sides of the
vessel to the navigational officers.
• It also serves as an operating station for the officer and crew of the watch.
• It also contains a duplicate set of controls which is of vital importance for the master,
ship’s officers and pilot for berthing and unberthing of the vessel.
Stem:
• Front-most part of the boat or ship’s bow is termed as Stem of the ship.
• The keel itself is extended up to gunwale to form the curved edge called stem of the
ship.
• These stems can be of two styles viz. raked and plumb stems, where former is inclined
at some angle to the waterline and later is perpendicular to the waterline.
Forecastle:
• The forecastle is one of the foremost parts of the ship of length less than 7% of total
deck length.
• It was initially used in military vessels, in which the soldiers used forecastle to take
defensive positions.
• But, today, forecastle serves many functions such as holding, anchoring and securing
the major parts of the ship.
Foredeck:
• The foredeck is the forward part of a weather deck, between the superstructure and the
foc’sle superstructure.
• Basically, it is a part of the vessel forward of the mast.
Bulbous Bow:
• It is a jut out bulb at the bow of the vessel just below the W/L.
• It cuts the water and tweaks the water flow around the hull, increasing the vessel’s
speed, fuel efficiency and stability.
• 12-15% of better fuel efficiency is observed in the vessel with the bulbous bow.
• It also increases the buoyancy of the onward part of the vessel, which results in the
reduction of pitching up to some extent.
Stern:
• The stern is aft end structure and designed to provide low resistance, high propulsion
efficiency and avoid vibrations.
• It is the rearmost part of a ship which keeps the water out. Rudders and propellers are
hanged to the stern.
• The stern can be shaped flat, canoe-like, tapered, sharp to serve the purpose of cutting
the water in its way.

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Poop Deck:
• It serves as a roof to the cabin constructed in the aft of the ship.
• It facilitates the captain and helmsman to supervise the entire working crew.
• But in modern ships, the poop decks are provided either in the centre of the ship or on
the starboard.
Side Thrusters:
• These are somewhat like a propeller and fitted on either side of the bow of the ship.
• It helps in manoeuvring ship under slow speed in congested waters near ports or canals.
These are also referred to as tunnel thruster.
• Side thrusters influence the total running cost of a ship to a greater extent. These are
either hydraulically or electrically powered.
Rudder:
• Without steering, we can’t move a vehicle in the desired direction; so the propeller
propels the ship and rudder steer the ship. The rudder is a flat hollow structure, housed
in the aft of the propeller.
• It consists of following parts: rudder trunk, moveable flap, main rudder blade, hinge
system, links and rudder carrier bearing. Rudders are of three types: balanced type,
semi-balanced type and unbalanced type rudder.
• As a vital part of the ship, the rudder is provided with a steering gear system which
controls the movement of the rudder. It works on Newton’s Third Law of motion.
Propeller:
• It is a mechanical device having blades fitted on a central shaft. These blades rotate and
their rotational energy is converted into pressure energy and due to this,
the propeller produces thrust required for propulsion. It pushes the sea water
backwards and, in turn, the sea water helps the ship in moving forward.
• Engine, shaft and propeller together constitute propulsion unit. The propeller should be
made up of materials like aluminium, bronze, manganese etc which are excellent
corrosion resistant alloys. There can be one, two or three propellers.
• It is the most important part of the ship without which a ship can’t move. So, the main
function of propeller is to propel the ship in the forward direction by producing thrust on
water. Its working principles are Newton’s third law of motion and Bernoulli’s theorem.
Paint Room:
• A small onboard area is required in marine vessels to handle and store paint. This room
is known as the Paint room.
• Special provisions are there for the paint room to cater explosion and release of
chemical gases and vapours from these enamels.
• There should be explosion proof lighting in the paint room and brackets should be
available to provide flexible mounting and storage of paints.
Emergency Generator Room:
• When the main supply goes out of order then small separate generator supplies
electricity for emergency loads. This is called an emergency generator.
• It is located above the topmost deck, away from main and secondary machinery and
collision bulkhead, and has its own switchboard in its surroundings.
• This generator should be easily operable and can be started at even 0°C

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Ballast Tanks:
• The compartments maintained specially to carry water, which serves the purpose
of ballasting and stabilizing the vessel, are termed as Ballast Tanks.
• These tanks should be provided with proper care to prevent them from corrosion, as sea
water is highly corrosive.
• These tanks are revolutionary to the marine industry as before their evolution solid
ballast was used and their discharging is quite difficult as compared to easier pumping
of liquid ballast.
Bunker tanks:
• The tanks on the ships which are used to store fuel and lube oils on ships are known as
bunker tanks
• These lube oils are required for safer machinery operations and the fuel is used for
emergency or regular operations.
• As these tanks store sludge, diesel, oils etc. which can catch fire immediately, they are
provided separately and far from ignition prone areas.
Duct Keel:
• Duct keel is a hollow structure which consists of two longitudinal girder and solid plates
and is welded to form box type structure, which is generally provided in double hull
ships.
• The duct keel should provide a watertight passage along the ship length. It consists of
sounding pipe for leakage detection.
• This is a multi-functioning part of the ship for performing several functions like provide
resistance to loads, carry water pipeline, ballast pipelines, oil pipe, etc.
Ship Cargo gear (Derrick/Cranes etc):
• Derricks (Cranes) are used to lift and carry the safe working load on a ship.
• These are electrically or hydraulically operated equipment for easier operations.
• The capacity of ship cargo cranes and gears for handling cargos is 15 tons to 4000 tons
per hour.
Samson Post/King Post:
• It is a heavy vertical post which supports the cargo booms.
• It rests on the Keelson and supports the deck beam of a vessel.
Cargo hold:
• Enclosed space to retain and store cargo or freight container carrying coal, grain and
salt is referred to as a cargo hold.
• The cargo hold is located under the deck of the ship and has a holding capacity ranging
from 20 tons to 200000 tons.
• The main function of the cargo hold is to preserve cargo when it is transported to the
destination.
Hatch Cover:
• To prevent the cargo storage from any kind of spoilage, especially to make storage
spaces air as well as watertight, hatch covers, are required. Generally, to save the food
items ( or any other cargo) transported by ship from rain during the voyage.

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• The design of hatch cover changes according to the type of the vessel, but the only
requirement is that it should be quick enough to provide faster cargo handling
processes.
• In the past, these hatch covers were crane or winch driven, but today, mainly
hydraulically driven hatch covers are used.
Freeboard:
• Freeboard can be defined as the distance measured from the waterline to the higher
edge of the freeboard plating/deck plating at sides of amidships.
• The minimum freeboard calculation for a vessel must be approved by the classification
society.
• The calculation of freeboard plays a very critical role in defining the load line marks of
the vessel, which in turn, is directly related to the cargo carrying or the earning capacity
of the vessel.
Hull:
• The hull is a watertight body of a vessel which may be open or may be partially covered
with a deck.
• Hull has several watertight decks and bulkheads as the major transverse membrane.
• The intermediate member of the hull consists of girders, webs and stringers.
• Depending on the structural arrangements, there may be longitudinal members for
strengthening purpose.
Deck House:
• It is a house-like structure on the upper deck.
The ship, an important source of trading through seaways, may be made up in different
styles and sizes. Some parts are called essential parts which are common to all ships but
others are just accessories to provide luxurious or improved shipping.
All the parts which form the ship should be checked for proper working and precautions
should be taken for risky equipment.
Three necessary parts of the ship are hull (the main body of the vessel), navigation bridge
(helps in directing the ship in the proper direction) and engine room (propels ship or helps in
moving). However, today modern ships are equipped with the most modern equipment and
technologies to its different parts to improve voyage at sea.
Working environment of the ship
According to classification, shipping jobs or working at sea has been classified as one of the
ten most dangerous jobs in the world. Although as an outsider it might sound surprising
(considering how people think it as a “glamorous” job), ask a seaman and he would
enumerate various difficulties attached with the job. Careful examination of the prospective
hazards makes one realize that this job is not for the weak hearted, those who get homesick
easily, or those who find it difficult to work in a harsh environment.
In every kind of profession there are a variety of professional hazards to deal with and
person’s ability to perform any particular job is tested on the basis of his response to these
hazards. Similarly, there are ways to deal with the professional problems faced on ships and
one shouldn’t be discouraged to take up an exciting and rewarding career in merchant navy.
Strict physical fitness is of utmost importance as any kind of shipping job is quite enduring
and the hardships that one usually faces cannot be coped without a health condition that
borders impeccability.
Ships are always in a state of motion be it the usual swaying movement or heavy rolling or
pitching. This constant motion leads many to motion sickness which is not a very simple issue
to deal with, even for those with the best sea legs.

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Sea voyages expose the ship’s crew to extreme temperature and weather conditions
especially during long journeys spanning many countries or continents. Such long voyages
take the ships to the bitter cold of Alaska or Scandinavia and also to the hot and humid
conditions of the tropical region or the Persian Gulf. A seafarer working on ship should be fit
enough to face any kind of weather and work in any kind of environment.
Accidents tend to occur frequently on ships and are a part and parcel of shipping jobs. The
most frequent ones are often related to people falling into the sea, falling onto the deck, in
the engine room, or from any of the ship structures while working. Moreover, there are large
numbers of mechanical and electrical equipment on the ships deck and the engine room and
they have to be used very carefully. With advancement of technology, ships now have a
several machinery systems and tools on board. Seafarers are thus required to deal with such
complex and hazardous machinery on a daily basis.
The physical health of the seaman is at risk all the time because of the extreme toiling
conditions. Long and continuous exposure to direct sunlight or harsh weather while working
on the deck or extremely high temperature and noisy environment in the engine room can
lead to health complications. Long and close exposure to ultra violet radiation from the ship’s
radar and radio have also been noted as one of the reasons for health problems in the past.
On some ships, the inner cabins and living quarters of the ships are not very airy and
ventilated. They are at times noisy and hot, which is a perfect condition for the growth of
germs and only a truly healthy man with a perfect immune system can face it.
Although shipping companies take all the care possible for their crew and provides them with
the best of what is available, it is the condition of the sea, the harsh and ever- changing
weather, and continuous working hours,which make shipping jobs difficult.
A shipping job also attracts many psychological problems for those who can’t keep up with
the hectic scheduling and the lifestyles. Adding to them are professional politics and conflicts
that arise between seafarers that make living on board ships more difficult.
Working on ships is difficult but not impossible. Through there are several factors that leads
to physical and psychological stress among seafarers , people working on ships must take the
right attitude to break monotony and improve interpersonal relationships on ships and work
towards keeping their mind and body fit.
2. COMPLY WITH EMERGENCY PROCEDURES
2.1. Types of emergency which may occur, such as collision, fire,
foundering
Emergency Procedures on Board:
Emergency may occur at any time. It has no date or time to occur. All persons should be
prepared at all times to meet such
types of contingencies through their own initiative and skill.
The common types of emergencies are: Types of
Emergencies:
• Fire

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• Collision
• Gas explosion
• Flooding
• Stranding
• Engine Failure
• Gas leak
• Unforeseen mishap, such as an accident, serious illness etc.
• Shifting of cargo (Listing of ship)
• Foundering
Before the situation goes out of control, the proper and timely action taken will prevent
emergencies. In the case of fire, it may be necessary to launch some or all survival crafts
immediately to standby, while the fire fighting continues.
Contingency planning:
At sea, the responsibility for action solely rests with the Master and his operating
management. When a casualty occurs in territorial water or port limits, the national authority
and/or the port authority may also be involved. This constrains the freedom of the Master
and his operating management. This would be particularly so, if the hazards relevant to the
casualty could put their parties at risk. In these latter circumstances, contingency plans may
need to be adapted quickly to take account of the requirements of the shore authorities.
However, the basic considerations in these circumstances are still of the same nature as
those when the ship is at sea.
When a ship is berthed alongside a cargo terminal, the responsibilities for action in the
event of an accident are more complex, for the terminal management must also be
involved both in the direction of the terminal facilities and in the provision of any remedial
action. Furthermore, the likely circumstances of the casualty and the hazards that may result
are of a different nature or have a different emphasis from these when the ship is under way.
Contingency planning can only be based upon an understanding of:
• Type of accident which may occur
• Possible consequences
• Practical actions to be taken
• Requirements relating to suitable locations in which to take those actions
• Possible reaction of the media and other bodies to the casualty, its handling
and its consequence.
The aim of the plan should be such that it ensures the timeliest response, adequate in scope
to meet the size and varied nature of such accidents and thereby, as quickly as possible to
remove any threat that may be of a serious escalation of the situation. In addition to speed
and adequate resources in men and equipment, the plan should reflect the need for the
assured flow of accurate information and or the constant control of the action being taken.
The plan should acknowledge priorities that, in turn, protect life, environment and property.
The personnel involved must be familiar with the procedures of the plan and understand what
may be required of them. This necessitates that the plan be fully documented and available
to those who are concerned. Opportunity should be taken to exercise personnel in the
planned procedures to enable them to gain experience and to ensure effectiveness of the
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The contingency plan should provide for the various checklists that are necessary to react to
the nature of emergencies, without losing time. Examples of such checklists are illustrated as
follows:
Emergency Check lists:
1. Main Engine Failure
Have the following actions been carried out?
• Master informed
• Rudder and bow thrusters used to best navigational advantage
• Preparations for anchoring if in shallow water
• “Not Under Command” shapes and or lights exhibited
• Warming broadcast;
2. Steering Gear Failure
• Engine room informed and alternative/emergency steering engaged
• Master informed
• ‘Not Under Command’ shapes and or lights exhibited
• appropriate sound signal made
• if necessary, way taken of ship
• Warning broadcast
3. Gyro Failure/Compass Failure
• Magnetic Compass or any alternative means used as heading
• Master informed
• Person responsible for gyro maintenance informed
• Engine room informed
• Effect of failure on other navigational aids considered
4. Bridge control/ Telegraph failure
• Switched to engine room control
• Duty engineer/engine room informed
• Emergency communications established with engine room
• Master informed
5. Imminent Collision & Collision
• Emergency Alarm (Internal) sounded;
• Master informed
• Ship maneuvered so as to minimize effects of Collision
• Watertight doors and automatic fire doors closed

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• Deck lighting switched on
• VHF kept on Channel 16and if appropriate, on channel 13
• Passengers mustered at emergency stations
• Vessel’s position available in Radio Room. Satellite terminal and other automatic
Distress Transmitters updated as necessary
• Bilge’s and tanks sounded after collision
• Check made for fire/damage
6. Flooding
• Emergency alarm (both internal & external) sounded
• Water-tight doors closed
• Vessel’s position available in Radio Room. Satellite terminal and other automatic
Distress Transmitters updated as necessary
7. Grounding
• Emergency Alarm ((both internal & external) sounded
•
• Water-tight doors closed
• All tanks sounded
• Inspected for any damage
• Safety Message broadcast
• Condition tide level checked
• Appropriate Light/ sound/ day signals displayed
• Assess possibility of refloating
8. Boat/life Raft Stations
• General emergency alarm signal sounded’
• Crew & passengers assembled at muster/ survival craft stations
9. Man Overboard
• Life buoy with light, flare or smoke signal released
• Avoiding action taken
• Position of Life buoy as search datum noted
• Master informed
• Engine Room informed
• Lookouts posted to keep the person in sight
• Ship Maneuvered to recover the person as recommended on Wheel house Poster
• Three long blast sounded and repeated as necessary
• Rescue boat’s crew assembled
• Position of vessel relative to the person over board plotted
• Vessel’s position available in Radio Room updated as necessary
• Man Over Board warning broadcast

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10. Search and Rescue
• Distress message re-transmitted
• Continuous listening watch on all distress frequencies
maintained
• International Aeronautical & Maritime SAR Manual
(ISMSAR) consulted
• Communication established between surface units and
SAR Aircraft on 2182 KHz and or Channel 16
• Position (s), Curse (s) and Speed (s) of other assisting
units plotted
• Radar made available for locating survival craft
transponder signal
EMERGENCY SIGNALS, MUSTER LIST, MUSTER
STATIONS, CORRECT USE OF PERSONAL SAFETY
EQUIPMENT
General Emergency Alarm Signal:
It is a signal for summoning crew and passengers to their muster stations when ever any
emergency occurs. It consists of seven or more short blasts followed by one long blast on the
ship’s whistle or siren and additionally on an electrically operated bell or klaxon or other
equivalent warning system.
The ship’s main power supply or the emergency source of electrical power hall power the
Emergency alarm signals in case the ship’s power supply fails. The system shall be capable of
operating from the navigating bridge and also from the other strategic points, expect for the
ship’s whistle. It shall be audible throughout the entire working places, engine room, and all
the accommodation. On hearing the emergency signal, all persons must go to their muster
stations as per the muster list. They must put on their warm clothing or waterproof clothing
or extra clothing including head cover, pullover, collect their life jackets,carrytheir immersion
suit, have a good drink of water and swing into action to save the ship by way of controlling
the situation and preparation of all lifesaving appliances.
Abandon Ship Signal:
There is no statutory Abandon ship signal. It is to be given verbally and though the public
address system by the Master of the vessel only or the Officer in Charge in the event of the
Master being incapacitated. It may differ from ship to ship and company to company. Before
giving abandonment order, Fire Fighting, Damage Control Party, Wheelhouse, Engine Room,
Radio Room must be called off and final report made by each lifeboat, to the bridge.
Remember:
No ship is to be abandoned except by the order of the Master or the Officer in Charge in the
event of the Master being incapacitated. As apart from the general emergency alarm signal
the master of the vessel will designate a special signal for “Abandon Ship”.
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1. The following signals used or exhibited either together or separately, indicate distress
and the need for assistance:
a. A gun explosive signal fired at intervals of about a minute
b. A continuous sounding with any fog signaling apparatus
c. Rockets or shell throwing red stars fired one at a time at short intervals
d. A signal made by the Radio Telegraphy or by any other signaling method
consisting of the group(…_ _ _ …) – SOS in Morse Code
e. A signal sent by radio consisting of the spoken word “May Day”
f. The international Code of Signals of Distress indicated by N.C
g. A signal consisting of a square flag having above or below it a ball or anything
resembling a ball
h. Flames on the vessel 9as from a burning tar barrel, oil barrel, etc.)
i. A rocket parachute flare or a hand flare showing a red light
j. a smoke signal giving off orange coloured smoke
k. slowly and repeatedly raising and lowering arms outstretched to each side
l. the Radio Telegraph Alarm Signal
m. the Radio Telephone Alarm Signal
n. signals transmitted by Emergency Position indicating Radio Beacons
o. Approved signals transmitted by Radio Communication System.
2. The use or exhibition of any of the foregoing signals except for the purpose of
indicating distress and need for assistance and the use of other signals which may be
confused with any of the above signals is prohibited.
3. Attention is drawn to the relevant sections of the International Code of Signals, the
International Aeronautical & Maritime Search and Rescue Manual and the following
signals;
a. a piece of orange coloured canvas with either a black square and circle or other
appropriate symbol (for identification from the air)
b. A dye marker.
The muster Lists & muster Stations
The muster of the vessel shall prepare the Muster Lists before the ship proceeds
to sea and format of the muster list for a passenger ship must be approved by
the Government. Muster lists must be kept revised at all times as necessary.
The muster lists shall specify:
1. The muster list shall show all the special duties assigned to the different members of
the crew against their name and rank to ensure that:
a. Closing of watertight doors, fire doors, valves, scuppers, vent pipes, side
scuttles, sky lights, port holes, cowls and other similar openings
b. Equipping survival craft with extra food, biscuits, sugar cubes, tinned milk,
tinned fruits, fresh fruits and milk products, extra water, extra fuel and blankets
etc.;
c. Name of the key persons
d. Substitutes of key persons, incase any one of the key persons who may become
disabled taking into account that different types of emergencies may call for
personnel with a variety of skills
e. Mustering of passengers and donning of life jackets correctly and that they are
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f. The general preparation of life saving appliances such as lifeboats and life rafts,
to their embarkation decks.
2. The muster list shall show all the special duties for fighting the fire, having Regard to
the ship’s fire control plans, such as manning of fire parties, Fire fighting equipment
etc.
3. Carrying of emergency radio, EPIRB, SART as detection equipment.
4. Ship’s pyrotechnics (12 numbers from the bridge).
5. Sounding of an emergency signal.
6. The order to abandon ship by the master of the vessel, copies of the Muster Lists must
be posted in conspicuous places including the navigating bridge, crew accommodation
and engine room.
In passenger ships, the list shall show the location of passenger muster stations. Usually,
these will be public rooms, so as to protect passengers from the weather. In such places
illustrations and instructions are to be posted including passenger cabins, at muster stations
and other passenger spaces. These illustrations inform them of. Their muster stations and
how to don life jackets, general emergency signals, their life boats/life raft stations, abandon
ship signal and essential actions to be taken in an emergency. They may be issued with a
card. These cards are also posted at individual cabins or berths.
Example of such muster lists, pertaining to boat stations and fire stations are illustrated in
figures 1 and 2.
Fire Station Musters List
Alarm: Continuous ringing of the Alarm followed by:
• Stroke to means Fire on Main Deck.
• Stroke to mean Fir in the Accommodation.
• Stroke to mean fire in the Engine Room.
Boat Station Muster List
General Alarm: 7 or more short blasts followed by a prolonged blast on The ship’s whistle
and/ or on the electric bell.
Abandon Ship: On verbal Orders of the Master. Emergency Signal: As per Company
procedures.
Action to taken on Discovering Potential emergency
Any one may initiate an emergency alarm by simply pressing the Emergency Switch. This will
bring the Emergency party to the Emergency Headquarters and alert the remaining members
of the emergency organization.
A person having sounded the Emergency Alarms must report the location and nature of the
emergency to the Bridge and/or the Emergency headquarters or if in cargo control room (If
manned).
Action in the event of fire
The risk of fire breaking out onboard a ship cannot be eliminated but will be much reduced
if the advice given in relevant regulations, is conscientiously followed at all times.

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Regular drills in accordance with the relevant regulations should assure training in fire-
fighting procedures and maintenance of equipment. But it is important also that access to
fire-fighting equipment should be kept unimpeded at all times and that emergency escapes
and passage ways are never obstructed.
A fire in its first few minutes can usually be readily extinguished; prompt and correct action is
essential. If fire breaks out the alarm should be raised and the bridge informed immediately.
If the ship is in port, the local fire authority should be called. If possible, an attempt should
be made to extinguish or limit the fire, by any appropriate means readily available, either
using suitable portable extinguishers or by a smothering the fire as in the instance of a fat or
oil fire in a galley.
Openings to the space should be shut 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. If
practicable, combustible materials adjacent to the fire should be removed.
If a space is filling with smoke and fumes, any personnel not properly equipped with
breathing apparatus should get out of the space without delay; if necessary, escape should
affected by crawling on hands and knees because air close to deck level is likely to be
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BOAT STATION MUSTER LIST
After a fire has been extinguished, precautions should be taken against its spontaneous re-
ignition. Personnel unless wearing breathing apparatus should not re-enter a space in which a
fire has occurred before it has been fully ventilated.
Action to take on hearing Emergency Alarm Signals
On hearing the emergency signal, every person will go to his or her muster station as per
the muster list. Make a habit of always taking a long drink of fresh water whenever the signal
for boat drill; abandonment drill or emergency station is sounded.
a. The emergency squad will muster at the Emergency Headquarters with the utmost
speed; the first officer to arrive at the emergency headquarters will contact the Bridge

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to advise or inquire about the nature and location of the emergency; In any case,
communications must be established with the Master. On leaving the Emergency
Headquarters, the Emergency Squad will use portable transceivers for
communications.
b. Personnel assigned with special duties will proceed to their muster point
c. The First Aid and Provision Squad will proceed to their muster point;
d. The support Squad will muster and await instructions;
e. Wives, Supernumeraries and any other non-crew, will report to the Bridge for the
instructions;
f. Communications will be established between Bridge and Engine Room;
g. The Emergency Squad will collect the necessary equipment and proceed to the
scene of the emergency
The boat’s crew will do the following and prepare their lifeboats and life rafts and bring
them to the embarkation deck and do the following:
a. Remove the guardrail;
b. Two persons will go inside the life boat and remove the boat cover etc;
c. Pass the toggle painter forward from inner side of the sling and report plug- shipped,
lifeline clear, falls clear, ruder shipped (some boats have two plugs – one forward and
one aft);
d. Have all the crew and passengers mustered and lifejackets checked;
e. Check all lifeboats equipment to ensure that they are properly secured and ready for
use;
f. Test the engine both a head and a stern for a period of not less than 3 minutes;
g. Report to the bridge and if permission given, then, let go the gripes and lower the
boats to the embarkation deck;
h. Before it will become necessary to abandon ship, it is essential to have some extra
gear put in the boat such as emergency radio, EPIRB, SART, blankets, tinned food,
biscuits, notebooks, pencils, extra torches, water proof torch, batteries and bulbs,
ship’s pyrotechnics, extra water, extra fuel. Boat charts, etc. never jump out from the
ship in a hurry. Remember that your ship is the number one lifeboat. The hip’s damage
control and fire fighting organization should be efficient to overcome any emergency.
For that you have been trained by frequent drills and training programs from time to
time to make the beast possible use of the ship’s equipment. Many lives have been lost
by premature and unnecessary abandonment of ships.
Never jump without a lifejacket. Always try to keep dry and board the lifeboat or life raft. Do
not try to swim unnecessarily. It uses vital energy and assists hypothermia to set in. if you
are in the water try to board your lifeboat or life raft, as soon as possible. Wet clothes are
better than no clothing. Wring out top layer of wet clothing and put it on again as quickly as
possible.
VALUE OF TRAINING AND DRILLS
Objective of Training and Drills
The main objective of training and drills is to save the life and property of the ship whenever
the ship’s life and property is threatened by the natural forces such as fire, flooding ship
list, collision, explosion, stranding, etc. the ship’s personnel are trained in an organized

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manner to respond to combat such types of emotion to bring them under control so that
the life of people and the ship’s property can be saved out at sea.
On joining the ship, every person, at the earliest, must read the muster list, ascertain the
various signals for Boat, Fire, Emergency and Abandon Ship. Also ascertain, your life boat/
life raft station and what task you are responsible inthe event of fire.
The timing of every drill should vary so that personnel who have not participated in the
previous drill may take part in the next. Any person can detect any defects or deficiencies, in
drills conducted. This should be revealed during drills and inspections should be made good
without any delay.
During drills, any training aids specified, as being essential should be referred to if
necessary. Audiovisuals may be screened in order to reinforce the learning process such as
an overhead projector, slide projector, cine/video projector and videotapes etc.
Safety precautions during drills should be kept in mind by everyone having regard to the
nature of drills and the facilities in use. Trainees should be fully aware of the safety
precautions and be closely supervised at all times by the officer or in-charge concerned.
During abandon ship drills and exercises in handling survival craft or rescue boat, life buoy
and lines must be kept ready and must be in constant attendance. Night drills must not be
performed unless; all people have been provided with life jackets having retro reflective
material and flood lights, life jackets lights. The practice areas must be of great value to both
passengers and crew of the ship.
The importance of Training and Drills
The importance of training and drills is that they reduce fear and shock. Even in the case of
passengers, their regular attendance at any previous boat and life raft drills will have given
them a certain amount of confidence and familiarity which will considerably assist in
reducing panic. They will be of great value to both passengers and crew of the ship.
Training
Training is a method whereby knowledge and skill of any equipment can be transferred from
the people, who already have them to the personnel requiring them. Therefore on – board
training programs must be well organized so that fire and abandon ship drills, would be
efficient.
Training further improves the proper use of life saving and fire fighting apparatus. Needless
to mention, a well motivated, trained and drilled crew of a ship well motivated, trained and
drilled crew of a ship will eliminate potential delays, in the event of any emergency.
Musters & Drills
Musters and drills are required to be carried out regularly in accordance with Merchant
Shipping regulations.
Musters and drills have the objective of preparing a trained and organized response to
situations of great difficulty that may unexpectedly threaten loss of life at sea. It is important
that they should be carried out realistically, approaching as closely as possible to emergency
conditions. Changes in the ship’s functions and change in the ship’s personnel from time to
time should be reflected in corresponding changes in the muster arrangements.

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The muster list should be conspicuously posted before the ship sails. One International
voyages and in ships of Classes II A and III, muster list should be supplemented by
emergency instructions for each crewmember (e.g. in the form of a card issued to each crew
member or affixed to individual crew berths or bunks). These instructions should describe the
allocated muster station, survival craft station and emergency duty and all emergency signals
and action, if any, to be taken on hearing such signals.
An abandon ship drill and a fire drill must be held within 24 hours of leaving port if more
than 25% of the crew have not taken part in drills onboard the ship in the previous month.
As soon as possible but not later than two weeks after joining the ship, onboard training in
the use of the ship’s lifesaving appliances, including survival craft equipment, should be given
to crew members. As soon as possible after joining the ship, crew members should also
familiarize them selves with their emergency duties, significance of the various alarms and
the location of their lifeboat station and of all life saving and fire fighting equipment.
All the ship’s personnel concerned should muster at a drill wearing life jackets properly
secured. The life jackets should continue to be worn during lifeboat drills and launchings but
in other cases they may subsequently be removed at the Master’s discretion if they would
impede or made unduly onerous the ensuring practice, provided they are kept ready at hand.
The timing of emergency drills should vary so that personnel who have not participated in a
particular drill may take part in the next.
Any defects or deficiencies revealed during drills and the inspections which accompany them
should be made good without delay.
Fire Drills
Efficient fire fighting demands the full co-operation of personnel in all departments of a ship.
A fire drill should be held simultaneously with the first stage of the abandon ship drill. Fire
fighting parties should assemble at their designated stations. Engine room personnel should
start the fire pumps in machinery spaces and see that the full pressure is put on fire mains.
Any emergency pump situated outside machinery spaces should also be started. All members
of the crew should also how to start and operated the pump.
The fire parties should be sent from their designated stations to the selected site of the
supposed fire, taking with them emergency equipment such as axes and lamps and breathing
apparatus. The locations should be changed in successive drills to give practice in differing
conditions and in dealing wit different types of fire so that accommodation, machinery
spaces, store rooms, galleys and cargo holds or areas of high fire hazard are all covered from
time to time.
An adequate number of hoses to deal with the assumed fire should be realistically
deployed. At some stage in the drill, they should be treated by brining them into use, firstly
with water provided by the machinery space pump and secondly with water from the
emergency pump alone.
The drill should extend, where practicable, to the testing and demonstration of the remote
controls for ventilating fans, fuel pumps and fuel tank valves and the closing of openings.
Fixed fire extinguishing installations should be tested to the extent practicable. Portable fire
extinguishers should be available for demonstration of the manner of their use. They should
include the different types applicable to different kinds of fire. At each drill. A member of the

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fire party, a different member on each occasion, should operate one extinguisher or more.
Extinguishers so used should be recharged before being returned to their normal location or
sufficient spares should otherwise be carried for demonstration purposes.
Members of the fire-fighting parties should wear breathing apparatus so each member in turn
has experience of its use Search and Rescue exercises should be undertaken in various parts
of the ship. The apparatus should be cleaned and verified to be in good order before it is
stowed; cylinders otherwise carried for this purpose.
Fire appliances, fire and watertight doors and other closing appliances and also fire
detection and alarm systems which have not been used in the drill should be inspected to
ensure that they are in good order, either at the time of the drill or immediately afterwards.
Additionally the relevant statutory requirement should be complied with.
Survival Craft Drills
Arrangements for drills should take account of the prevailing weather conditions. Where
appropriate, the lowering gear and chocks should be inspected and a check made to ensure
that all working parts are well lubricated.
When turning out davits or when bringing boats or rafts inboard under power, Seamen should
always keep clear of any moving parts.
The engines on motor lifeboats should be started and run ahead and astern. Care should be
taken to avoid overheating the engine and the propeller shaft stern gland. All personnel
should be familiar with the engine starting procedure.
Hand-operated mechanical propelling gears if any should be examined and similarly tested.
Radio equipment should be examined and tested by the Radio Officer or another trained
person and the crew instructed in its use.
Water spray systems, where fitted, should e test in accordance with the life boat
manufacturer’s instructions.
Where simultaneous off-load/on load release arrangements are provided great care should
be exercised to ensure that the hooks are fully engaged before a boat is recovered, after it
has been stowed and prior to launching.
Where davit-launched life rafts are carried then on-board, including inflation must be
carried out at intervals not exceeding four months. Great care should be taken to ensure that

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the hook is properly engaged before taking the weight of the raft. The release mechanism
should not be cocked until just prior to the raft landing in the water. If, the raft used for the
inflation is part of the ship’s statutory equipment and not a special training raft, then it
must be repacked at an approved service station.
Personnel in a rescue boat or survival craft being lowered remain not should seated, keeping
their hand inside the gunwale to avoid them being crushed against the ship’s side.
Lifejackets should be worn in totally enclosed lifeboats seat belts should be secure. Only the
launching crew should remain in alifeboat being raised.
During drills, lifebuoys and lines should be readily available at the point of embarkation. While
crafts is in the water, crew should practice maneuvering the vessel by oar, sail or power as
appropriate and should operate the water spray system where fitted on enclosed lifeboats.
Seamen should keep their fingers clear when unhooking or securing blocks on to lifting hooks
while the boat is in the water and particularly if there is a swell.
Before craft in gravity davits are recovered by power, the operation of the limit switches or
similar devices should be checked.
A portable hoist used to recover a craft should be provided with a clutch or have an
attachment to resist the torque. These should be checked. If neither device is available, the
craft should be raised by hand.
Where life rafts are carried, instructions should be given to the personnel in their launching,
handling and operation. Methods of boarding them and the disposition of equipment and
stores on them should be explained.
The statutory scale of lifesaving appliances must be maintained at all times. If the use of a
life raft for practice would bring equipment below the specified scale, a replacement must
first be made available.
KNOWLEDGE OF ESCAPE ROUTES, INTERNAL COMMUNICATION AND ALARM
SYSTEMS
ESCAPE ROUTES
In the past during emergencies on-board a ship, most of the lives that had been lost are due
to the fact that they get trapped within the ship, being unaware of the escape routes, to the
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Therefore, it is mandatory for every person joining a ship, to learn of its emergency escape
plans, at the first available opportunity.
On-board every ship, escape routes, other than the normal ladders, alleyways, there are
special such means of routes/ways provided for use during emergency. These routes are
indicated by specific large arrow signs, normally red in colour, on the bulkheads along the
entire route. Specific signs “Escape way” also supplement these arrow markings.
Water tight doors and citadels are provided on-board a ship for emergency exit, are also
similarly marked.
Although, this varies from ship to ship depending on their types, they are easily identifiable
by, even a new comer onboard.
COMMUNICATION SYSTEMS
Radio telecommunication at sea had undergone a sea change in the last century. After the
days of semaphores and flags (which is still relevant today in some cases), radio brought
about a drastic change in marine communication at sea.
From the early years of the last century, ships started fitting radio for communicating distress
signals among themselves and with the shore. Radio telegraphy using Morse code was used
in the early part of the twentieth century for marine communication.
In the seventies, after considering the studies of the International Telecommunication Union,
IMO brought about a system where ship-to-ship or ship-to-shore communication was put into
action with some degree of automation, wherein a skilled radio officer keeping 24×7 watch
was not required.
Marine communication between ships or with the shore was carried with the help of on board
systems through shore stations and even satellites. While ship-to-ship communication was
brought about by VHF radio, Digital Selective Calling (DSC) came up with digitally remote
control commands to transmit or receive distress alert, urgent or safety calls, or routine

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priority messages. DSC controllers can now be integrated with the VHF radio as per SOLAS
(Safety Of Life at Sea) convention.
Satellite services, as opposed to terrestrial communication systems, need the help of geo-
stationary satellites for transmitting and receiving signals, where the range of shore stations
cannot reach. These marine communication services are provided by INMARSAT (a
commercial company) and COSPAS – SARSAT (a multi-national government funded agency).
While INMARSAT gives the scope of two way communications, the Corpas Sarsat has a
system that is limited to reception of signals from emergency position and places with no
facilities of two way marine communications, indicating radio beacons (EPIRB).
For international operational requirements, the Global Maritime Distress Safety System
(GMDSS) has divided the world in four sub areas. These are four geographical divisions
named as A1, A2, A3 and A4.
Different radio communication systems are required by the vessel to be carried on board
ships, depending on the area of operation of that particular vessel.
A1 – It’s about 20- 30 nautical miles from the coast, which is under coverage of at least one
VHF coast radio station in which continuous DSC alerting is available. Equipment used: A
VHF, a DSC and a NAVTEX receiver (a navigational telex for receiving maritime
and meteorological information).
A2 – This area notionally should cover 400 nautical miles off shore but in practice it extends
up to 100 nautical miles off shore but this should exclude A1 areas. Equipment used: A
DSC, and radio telephone (MF radio range) plus the equipment required for A1 areas.
A3 – This is the area excluding the A1 & A2 areas. But the coverage is within 70 degrees
north and 70 degree south latitude and is within INMARSAT geostationary satellite range,
where continuous alerting is available. Equipment used: A high frequency radio and/ or
INMARSAT, a system of receiving MSI (Maritime Safety Information) plus the other remaining
systems for A1 and A2 areas.
A4 – These are the areas outside sea areas of A1, A2 and A3. These are essentially the Polar
Regions North and South of 70 degree of latitude. Equipment used: HF radio service plus
those required for other areas.
All oceans are covered by HF marine communication services for which the IMO requires to
have two coast stations per ocean region. Today almost all ships are fitted with satellite
terminal for Ship Security Alerts System (SSAS) and for long range identification and tracking
as per SOLAS requirements.
On distress, Search and Rescue operations from Maritime Rescue Co-ordination centers are
carried out among other methods, with the help of most of these marine navigation tools.
Naturally, the sea has become a lot safer with these gadgets and other important navigation
tools recommended by the IMO and as enshrined in GMDSS.

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“CITADEL” ANTI-PIRACY METHOD
The dictionary definition of citadel states that it is ‘A stronghold into which people could go for
shelter during a battle.’ In terms of ships, a citadel refers to a room where the crew of the
ship can hide in case there is a pirate attack on the ship or when the pirates are aboard the
ship. In recent times, the usage and incorporation of the citadel method in ships to protect
the ship’s crew against maritime piracy has increased.
There are however several aspects that need to be noted about the citadel anti-piracy
method. Some of the key points can be listed down as follows:
• The citadel anti-piracy method is recommended to be installed in ships as per the
regulations of the International Maritime Security Centre
• The citadel requires having not just food and water supplies but also effective
communication channels to be able to communicate with the outside world, with a
proper system of ventilation and a first aid kit
• The room can also be fitted with CCTV cameras and should have the control for
switching off the engines – both main and auxiliary
• The citadel needs to be properly planned and constructed. The anti-piracy fortification is
like a last attempt on the part of the ship’s crew to escape from the pirates. This is why
there cannot be any loopholes in the construction of the stronghold
• The entire marine piracy stronghold needs to be amidst a circle of defenses that extend
up to 1500 metres
How beneficial is Citadel Anti-Piracy Method?
• Just as the technique to counter marine piracy should be an effective one; without
proper knowledge to use the citadel technique, the method could prove to be
dangerous. This is why the crew of the ship needs to understand how everything
operates in the citadel and what are the important points that needed to be taken into
consideration. If these details are not paid attention to, then the citadel could itself end
up being a fatal prison for the crew assembled there for protection.
• Moreover, constructing a citadel is also very expensive. This is because the room has
to be complete and thoroughly made to withstand any kind of weapon impact and
should have the necessary equipments. For this reason, sometimes ship’s engine room
is used as citadel to escape the pirates. Major shipping companies regard the
expenditure of the anti-piracy stronghold as one of the biggest expenditures that they
need to carry out. But the same level of expenditure when compared to the amount of
ransom demanded by pirates appears to be very minimal. For this sole reason, many
shipping companies have decided to go for the citadel especially in those ships which
have a route that passes through waters where marine piracy abounds.
• With the help of citadel, hostage situation due to maritime piracy can be successfully
thwarted, making the methodology a highly favourable one. However, all the
precautionary steps should be taken to make sure that it safe and secure for the ship’s
crew.

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3. TAKE PRECAUTIONS TO PREVENT POLLUTION OF THE MARINE
ENVIRONMENT
POLLUTION.
The contamination of air, water, or soil by substances that are harmful to living
organisms. Pollution can occur naturally, for example through volcanic eruptions, or as the
result of human activities, such as the spilling of oil or disposal of industrial waste.
Some of the main causes of pollution include industrial emissions, poor disposal of wastes,
mining, deforestation, use of fossil fuels and agricultural activities. Pollution can affect the
air, the land and water bodies throughout the world.
Marine pollution occurs when harmful effects result from the entry into the ocean of
chemicals, particles, industrial, agricultural and residential waste, noise, or the spread
of invasive organisms. Eighty percent of marine pollution comes from land. Air pollution is
also a contributing factor by carrying off pesticides or dirt into the ocean. Land and air
pollution have proven to be harmful to marine life and its habitats.
OCEAN POLLUTION CAUSED BY HUMAN ACTIVITIES
AND NATURE
It is a well-known fact that nearly 70% of the earth is filled with water in the form of different
kinds of water bodies such as oceans, lakes and rivers etc. All these water bodies, especially
oceans and seas, form an indispensable part of our existence as it has key roles to play in
our everyday life. This factor of indispensability has not only helped us tremendously, but has
also resulted in the exploitation of the oceanic resources without any second thoughts.
The careless human intervention has badly affected the oceanic ecosystem, threatening the
existence of several other species on earth, including human beings. Accidents such as BP oil
spill and Samarco dam collapse are the striking instances to see how badly the human
activities can destroy the rich ecosystem of water bodies.
Causes of Ocean Pollution
Dumping sewage in the ocean has always been considered the cheapest and the easiest way
of disposing of wastes. The billions of tons of litter end up in the ocean each year reportedly
bring 250 million tons of trash into the sea every year. However, reports also suggest that
littering makes the aquatic life in the oceans and seas worse in these days.
1. Ocean Dumping
Among all sorts of activities that pollute the ocean, dumping of garbage and other waste
materials stands first in the list. Dumping involves depositing all the waste materials from
factories and industries, tankers and ships and sewerage waste materials into the oceans and
seas. Some of the materials emitted by the industrial wastes and sewage wastes contain
materials like mercury, cryolite and DDT. Certain industrial wastage also includes radioactive
materials. Even small amounts of these substances tend to have negative effects. The scale
and the magnitude of the ocean dumping are not just vast but are so huge, that our entire
civilisation could be wiped out with the intensity of careless dumping. The discharge of ballast
water also causes the problem by way of ocean waste. Ballast water tends to proliferate and

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transfer organisms that debilitate the growth of naturally occurring fishes in a particular
oceanic area.
2. Land Runoff
According to researchers, many pollutants, almost eighty percent pollution, are released into
the marine environment far upstream from coastlines. The non-point pollution, which is a
result of land runoff brings many wastage materials such as the debris of cars and boats into
the sea every day. Moreover, rivers during floods pick up harmful contaminants including
fertilizers, petroleum, and pesticides, among others. Studies have suggested that the
presence of fertilizers in the ocean will result in the sudden explosions of marine algae, which
can disrupt ocean ecosystems, and also the creation of dead zones in the waters.
3. Oil Spills
Spilling of oil from tankers and offshore rigs in the oceanic area is also another example of
sea pollution. Several of such oil spills from tanker ships after accidents, including Deepwater
Horizon, Gulf War oil spill and Atlantic Empress, have shown us the extent of the damages
the spills can do to the ecosystems. Spilling of oil can happen inadvertently where small
doses of oil are leaked into the oceans by the tanker ships or in a massive scale where
gallons and gallons of oil are leaked into the water surface of the ocean after the collision of
vessels or capsizing. The pollution through oil spills can have serious consequences for
society, both economically and environmentally. Importantly, the main victims of oil spills are
birds and mammals. The Gulf of Mexico oil spill has caused problems to birds among the
other marine creatures whose wings had gotten covered by the slick, causing them to die a
slow and painful death.
4. Littering
Beaches covered with plastic wastes are not a rare scene in these days. Besides the large
chunk of industrial wastes, the dumping of plastic is another biggest source of pollution as it
slowly leads to adverse effects. Materials like plastic are non-degradable which means they
will not be absorbed and recycled. When oceanic creatures and even birds consume plastic
inadvertently, they choke on it which causes a steady decline in their population. Activists say
who suffer from the plastic debris are dolphins, sharks, turtles, crabs, and sea birds, among
others. The Pacific Ocean Garbage Patch is a very good example of plastic being hazardous
and Islands like Henderson have transformed from the beautiful lands to Plastic Junkyards.
5. Ocean Mining
Mining under the ocean for silver, gold, copper, cobalt, etc. is another source of ocean
pollution. Mines, where ores are drilled thousands of meters down, dispose of their wastes in
the ocean, creating disastrous impacts in the marine life on the seabed. Researchers, with
limited scientific evidence, suggest that such activities help increase the toxicity, which will
eventually put ecosystem in the area under threat.

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6. Noise Pollution
Besides these reasons, the aquatic life in the sea is also disturbed by several other factors.
Recent studies have proved that the increasing noise pollution in the sea also creating threats
to the marine life. In addition to the increased traffic, the loud sounds from sonar devices and
oil rigs also making the situation worse. According to researchers, the noise pollution will
disrupt the migration and reproduction patterns of mammals like whales and dolphins.
Effects of Ocean Pollution
The adverse effects of marine pollution are two-fold. Marine creatures and plants bear the
brunt of the harmful substances in the dumped materials. The wastes that are dumped into
the oceans tend to have toxic substances, which soak in all the oceanic oxygen. This leads to
a marked depletion of oxygen available to mammals and other fishes causing them to die in
their natural habitat. Every year, according to reports, more than one million seabirds are
being killed by ocean pollution. In addition, thousands of dolphins and porpoises are dying
every year due to the increased human intervention.
The increased presence of plastic on the ocean surface has resulted in more serious
problems. Since most of the plastic debris that reaches the ocean remains floating for years
as it does not decompose quickly, it leads to the dropping of oxygen level in the water,
severely affecting the survival of marine species. Similarly, the presence of harmful wastes in
the waters make impacts on the food habits and health of human being because it spoils the
food chain and fails the reproductive system of fish and other aquatic beings. Also, in case
the dumping ground is closer to areas where fishing is a main scale activity and if the toxic
substances get consumed by the fishes which gets deposited and accumulated in their fat
tissues, then the humans consuming these affected fishes can face unwanted complications.
In order to prevent further degradation of the oceanic environment and the eco-system
several laws and regulations have been enacted.
MAIN SOURCES OF MARINE POLLUTION
Ships Can Cause Marine Pollution
No road travelled is without problems. At sea, when talking about marine transport, there are
no clear-cut roads, but problems in the form of pollution exist and persist, threatening
our marine environment badly.
The shipping industry that fulfils more than 90 per cent of trade across the world with the
help of around 90,000 marine vessels contributes heavily to global pollution and climate
change.
The studies indicate that the shipping industry is responsible for large quantities of pollutants
being omitted, including over three per cent of global carbon dioxide emissions in the world.
Being one of the worlds’ most polluting sectors, the increase in marine transport in huge
magnitudes in these days also increase ship pollution substantially.

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Within the shipping industry, the cruise industry makes no difference. Though representing a
small fraction of the industry, cruise ships, as much as the entertainment they provide, are
also a source of great pollution in the oceanic and marine areas like the commercial vessels.
Though there are maritime environmental protection agencies and marine
organisations working to resolve issues, there is still a lot that needs to be done.
Ballast Water Pollution
vessels, use a huge amount of ballast water to stabilise the ship while travelling. As these
vessels travel for a longer period, the Ballast water is often filled from one region and
discharged in another whenever required. The amount of ballast water released typically is
around 1,000 metric tons. This discharge of the ballast water from the ships is a major cause
of pollution.
Since the ballast water contains microbes and micro-organisms in addition to vegetation and
other sea-animals, the pollution aspect is mainly caused by the local species and marine life.
One very good example of such ecological damage would be the huge swell of the population
of jellyfish in the Black Sea.
Air Pollution
As we are all aware, poor air quality is one of the major global health hazards at present as,
according to the World Health Organisation, 4.2 million people die due to air pollution. Just as
the exhaust tanks in vehicles emit waste fumes and noxious air, the engine of the ships also
emit such unwanted air.
The scope of the gases emitted from the vehicular emissions on the road and the ship
emissions on the sea differs hugely, leading to the pollution of immense proportions in the
oceanic areas. Similarly, recent research also found that the air on the aft areas of ships,
particulate matter pollution in detail, is as polluted as the air in the major polluted cities in
the world, such as Beijing.
Noise pollution
The noise produced by the passing ships affects badly the environment as it disturbs the
marine ecosystem. ships contribute heavily to marine noise pollution as the windows of noise
pollution are high in ships.
In addition to the noise pollutions from the ship’s machinery, ships produce more noise
thanks to the entertainment activities on board. These noises disturb the marine animals and
mammals, including killer whales and dolphins, whose sensitive hearing gets harmed and
debilitated, often leading to their unwanted death and an overall loss to the eco-system.
Grey Water Pollution
Unlike other vessels, ships dump more wastewater offshore (after passing through a
treatment plant), especially Grey water that comes from sinks, laundries, showers and galleys

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abroad the vessel. Thus, even the most regular activity onboard the ship, such as cleaning
utensils and doing the laundry, causes pollution.
Classified under the head of the greywater, this water accumulation contains not just harmful
chemicals but sometimes even metals and minerals too. The potency of greywater harming
the marine environment is greater because of its high concentration in the oceanic waters.
Studies show that a large cruise ship releases around one million gallons of grey water during
a single week’s voyage.
Blackwater/ Sewage Pollution
The ship dumps human waste into our oceans (after passing through sewage treatment
plant). And, we have larger cruise ships that can accommodate up to 6680 passengers and
2200 crew members. the huge cruise pollution cause is from sewage.
Classified as Blackwater, around 210,000 gallons of human sewage is deposited into the
ocean by cruise ships during a week’s voyage. Sewage includes waste from the toilets and
the health facilities provided in the ship. Such sewage is rich in bacteria and algae adversely
affecting the oceanic life-forms and the entire marine eco-system.
Chemical Pollution
The entry of chemicals from the ships to the oceans through the grey water or the black
water channels is another threat the ships make to the marine ecosystem.
Ships emit toxic chemicals from batteries, dry cleaning and industrial products, chemicals for
daily operations, and several other chemicals past their expiry, polluting the waters the ships
travel. Environmentalists argue that these chemicals possess a huge threat to the lives of the
marine creatures and life-forms.
Oil Pollution/ Bilge Oil Pollution
Oil pollution from the shipping industry is considered to be the main reason for the increased
level of marine pollution. ships, huge in size compared to small vessels, end up burning more
heavy fuel oil, one of the dirtiest fossil fuels available in the market. This oil contains
dangerous levels of sulfur and heavy metals etc.
With the bilge oil mixing with oceanic water, the use of this oil causes serious marine
pollution. Faulty engine system and improper repair work are two areas through which oil
could leak and mix with the oceanic water. Collisions and accidents also act as a reason for
such oil pollution.
Solid Waste Pollution
The solid waste materials that a ship emits include paper, cardboard and aluminium etc. Such
materials end up forming unwanted debris on the surface of our oceans, posing large scale
threats to the marine plants and creatures.

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Destruction of Coral Reefs
ships are a serious threat to coral reefs and its related organisms. As tourist’s vessels, the
entry and anchoring of cruise ships on disturbed and undisturbed areas of coral reefs across
the world have resulted in several incidents that involve the destruction of these natural
wonders.
These accidents also affect the rich ecological integrity and biodiversity depended on these
coral reefs. In 2017, British cruise ship MS Caledonian had crashed onto the pristine coral
reefs of Indonesia, destroying 17,222 square feet of coral reefs and causing more than $19
million in irreparable damage.
Physical damages to marine life
In addition to the air and water pollution these cruise ships cause, Whales and Dolphins are
also victims of the increasing traffic of ships. These massive ships are responsible for injuring,
often killing, marine lives, particularly fin whales, killer whales and humpback whales.
Considering the risks and the damages caused to the marine environment, proper resolutions
have been laid down by countries across the world to protect the oceanic surroundings.
Marine Pollution by Ships -Tips for Reducing & Recycling Waste at Sea
It is a proven fact that the marine industry amasses millions of tons of garbage and waste
products from day to day operations each year causing massive marine pollution.
Shipping industry, which is wholly accountable for the marine and cargo transportation, is one
of the potent sources for pollution at sea. With over 70% water covering our planet, marine
industry is booming each passing day. With such rapid industrial growth the marine ecological
system is bound to get perturbed by unwanted issues such as those of the marine wastes and
effects of marine pollution. Marine waste and the associated garbage have been proclaimed
as being majorly responsible in polluting the world’s oceans.
To oversee that the shipping industry abides to the international laws and regulations, Marine
Environmental Protection Committee (MEPC) and similar other groups have been formed.
These Marine Environmental groups play an important role in controlling and downsizing the
wastes produced due to the maritime operations. With the acceptance of Hong Kong
International Convention for the Safe and Environmentally Sound Recycling of Ships in May
2009, a significant improvement in ship recycling and waste management has been observed.
IMO conventions such as MARPOL Annex 5- Garbage from Ships and other related guidelines
have to some extent been able to streamline the waste and garbage management onboard
marine vessels by implementing methods such as Garbage Management Plan for Ships . This
also makes it vital for the vessels’ waste management teams to work together in order to
understand and comply with waste reduction, recycling and management.
Tips for Reducing Waste on Ships to Reduce Marine Pollution

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Waste and Garbage generated onboard ships which contribute to marine pollution comprise of
chiefly plastics, dunnage and packing material, cleaning material and rags, paper products,
food waste, remains of paints, solvents and chemicals. Proper handling of these waste
products is critical to prevent marine pollution. Maximum efforts should be put into waste
reduction and management to permit a safe and healthy work environment onboard as well
as preserving a pollution free marine ecosystem. In order to reduce the waste, seafarers
should take an active part in efficient ship operations and in reducing garbage production on
ships.
• All marine operators to put in place waste and garbage management system with
proper stowage and segregation procedures for various categories of waste materials
such as plastics, batteries, food wastes, dunnage, metallic wastes, chemicals, etc.
Companies should imply strict adherence to the MARPOL regulations and maintain zero
dumping policy onboard their fleet. Procedures to dispose- off waste in safe and
ecologically friendly environment should be included in the waste management manuals
in order minimize marine pollution.
• Wastes such as plastic, metals, glass, batteries, medical wastes, oily rags, sludge,
waste oils, etc. those which cannot be disposed off at sea should be incinerated or
given away to shore reception facilities.
• Compactors should be used effectively to reduce the volumes of mainly plastics and
other waste material which can be compressed.
• Food waste can be comminuted and discharged at sea. Also to ensure vessels are
complying with the 2013 MARPOL amendments to Annex V.
• Newer techniques which separate glass from mercury and metal should be allowed
onboard.
• As far as possible, reduce the production of oily waste and sludge. Usage of clean and
treated fuel will not only generate lesser sludge but also will be environmental friendly.
In order to improve the performance of the OWS, it is a better idea to install emulsion
breaking filters on the separators.
• The marine operator’s Environmental Management System (EMS) should be maintained
onboard which in turn would raise the waste management standards and also
reciprocate to the zero discharge policy for solid wastes that can be incinerated onboard
and ashore.
Tip for Recycling Waste on Ships
Recycling waste is a new concept to reduce marine pollution that is being implemented
onboard marine vessels especially the cruise liners where waste generated is four folds as
compared to that produced by conventional marine operations. Waste management programs
should institute effective waste recycling for a better environment even on conventional
marine vessels and installations. Specials steps should be taken to minimize marine pollution
from cruise ships.
Things that could be included to prevent marine pollution by ships are, but not limited to –

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• Ship Owners and marine operators to effectively prepare, constitute and implement a
Waste Recycling and Management Plan for recycling techniques and procedures that
could be carried out at sea.
• Paper could be reused in many ways for day to day operations. Dunnage such as
cardboard can be used for additional coverings. Common recycle bins for reusable
items could be a good bet.
• Compactors should be used for crushing voluminous materials such as plastics, paper,
metal cans, etc. Such materials should be put in recycling bins or containers.
• Items such as computers, television set, music boxes, etc. that are no longer required
or useable onboard should be given away to local shore organisations.
• Old grease, waste oil, and similar other oil based products could be used as alternative
lubricants or be used up for cleaning rough stains /marks.
• Plastic garbage bags should be replaced with marine ‘bio degradable’ refuse bags for
disposing-off food waste. Such bags could also be used up for storage and / or
compression of garbage accumulated onboard. Plastic has been termed as one of the
main sources of marine pollution.
• It is also imperative to understand the effects associated by air emissions which are
caused due to colossal amounts of energy usage. Replacing the conventional halogen
and the incandescent light bulb with the new age LED bulbs or similar fluorescent lights
which consume lesser energy should be given due consideration onboard marine
vessels and installations.
• Recycling of glass bulbs can be done with the help of lamp crushers which segregate
mercury, metal caps while allowing for the crushing of glass.
• Batteries are again an environmental hazard and should be disposed off ashore to
approved shore reception facilities. Batteries could also be recycled onboard using
special units / devices leading to separation of Lithium, Lead and Cadmium.
Finally, the fleet managers should engage in having interactive sessions with the crew
members for reducing marine pollution, motivating them to protect the environment through
proper stowage, segregation and handling of waste generated at sea. With the adoption and
implementation of such waste reduction and recycling management programmes ship
owners, marine managers and the personnel at sea would be able to display immaculate
levels of concern for the marine ecosystem.
FOOD CHAINS AND HOW THEY ARE AFFECTED BY WATER POLLUTION
The effects of many forms of water pollution multiply as they move up the food chain. This
gives us no choice but to be concerned about them. After all, we are at the top of the food
chain. A pollutant's damage to the food chain depends on various factors.

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Bioaccumulation
Bioaccumulation occurs when an animal eats another animal or organism and retains the
pollutants that were inside its meal. Biologists often find higher levels of toxins in bigger
fish that have long life spans, because those fish eat many smaller ones and retain the
metals they contained. This results in high levels of toxins, such as mercury, in the bigger
fish. Mercury causes kidney damage in mammals and is a carcinogen. When birds and
mammals then eat the polluted aquatic life, the contaminants spread throughout the food
chain.
Persistent Water Pollutants
Persistent pollutants remain active in water for years. They tend to be the ones that
bioaccumulate the most. These pollutants include certain pesticides, heavy metals and
pharmaceuticals. The primary toxic heavy metals in our water are lead, arsenic and
mercury. Pharmaceuticals such as steroids and hormones, in addition to pesticides, disrupt
the endocrine systems of wildlife. The feminization of amphibians, neurological problems
and cancer all result from endocrine-disrupting pollutants. A 2011 World Health
Organization report points out that it is impossible for even the most advanced drinking
water treatment methods to entirely remove pharmaceuticals.
Eutrophication
Eutrophication is an overabundance of nutrients in a water body. It leads to fish kills, due to
a lack of oxygen, which have immediate and far-reaching implications on the food chain.
Fish kills occur in water bodies from the size of streams to the Pacific Ocean. The Gulf of
Mexico dead zone is an oceanic area that is overloaded with nutrients. The primary source
of nutrient overload is from agricultural runoff traveling to the ocean via large rivers.
Limiting Effects on the Food Chain
Limiting water pollutants is crucial because they find their way into our entire food supply,
from meats and dairy products, to fruits and vegetables. We can limit the effects of water
pollutants by taking precautions. Heavy metals such as arsenic are naturally occurring.
However, when humans are exposed to high levels, it causes health problems. We are
exposed to high levels of arsenic through foods such as rice, which is grown in water-
flooded conditions. Health problems include skin damage, problems with the circulatory
system, and an increased risk of cancer. Proper mining procedures and waste disposal can
limit arsenic from getting into the water supply.
POLLUTION PREVENTION
The MARPOL convention is the main international convention covering prevention of pollution
of the marine environment by ships from operational or accidental causes. It is a combination
of two treaties adopted in 1973 and 1978 respectively and updated by amendments through
the years.
The international convention for the prevention of pollution from ships (MARPOL) was adopted
on 2nd November 1973 at IMO and covered pollution by oil, chemicals, and harmful
substances in packaged form, sewage and garbage. The protocol of 1978 relating to the 1973
international convention for the prevention of pollution from ships (1978 MARPOL protocol)
was adopted at a conference on Tanker Safety and Pollution Prevention in February 1978 held

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in response to a spate of Tanker accidents between the years of 1976-1977. As the 1973
MARPOL convention had not yet entered into force, the 1978 MARPOL Protocol absorbed the
parent convention. The combined instrument is referred to as the international convention
for the prevention of marine pollution from ships, 1973 as modified by the protocol of 1978
relating thereto (MARPOL 73/78), and it entered into force on 2nd October 1983 (Annexes I
and II).
The convention includes regulations aimed at preventing and minimizing pollution
from ships- both accidental pollution and that from routine operations and currently includes
six technical Annexes.
MARPOL 73/78
CONVENTION ADOPTED 02.11.1973
PROTOCOL ADOPTED 17.02.1978
ANNEX 1 REGULATION FOR THE PREVENTION OF POLLUTION BY OIL
(ENTERED INTO FORCE ON 2ND OCTOBER 1983, COMPLETELY REVISED IN 2007) ANNEX II
REGULATIONS FOR THE CONTROL OF POLLUTION BY NOXIOUS LOQUID SUBSTANCES IN
BULK (6th APIRL 1987, COMPLETELY REVISED IN 2007) ANNEX III REGULATIONS FOR THE
PREVENTION OF POLLUTION BY HARMFUL SUBSTANCE IN PACKAGED FORMS (1ST JULY
1992)
ANNEX IV REGULATIONS FOR THE CONTROL OF POLLUTION BY SEWAGE (27th SEPTEMBER
2003)
ANNEX V REGULATIONS FOR THE CONTROL OF POLLUTION BY GARBAGE (31st DECEMBER
1988)
ANNEX VI REGULATIONS FOR THE CONTROL OF AIR POLLUTION FROM SHIPS (19th MAY
2005)
Annex 1 Regulation for the prevention of pollution by oil Discharge criteria for pumping out
bilge water- engine room
Any discharge into the sea of oil or mixtures from ships of 400 gross tonnages and above
shall be prohibited except when all the following conditions are satisfied:
• The ship is proceeding en route
• The oily mixture is processed through an oil filtering equipment meeting the
requirements of regulation 14 of this annex
• The oil content of the effluent without dilution does not exceed 15 ppm
• The oily mixture does not originate from cargo pump room bilges on oil tankers
• The oily mixture, in case of oil tankers, is not mixed with oil cargo residues Discharge
outside special areas from a tanker-tank washing slops
Any discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker, shall be
prohibited expect when all the following conditions are satisfied
• The tanker is not within a special area
• The tanker is more than 50 nautical miles from the nearest land
• The tanker is proceeding en route

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• The instantaneous rate of discharge of oil content does not exceed 30 litres per
nautical mile
• The total quantity of oil discharged into the sea does not exceed for tankers delivered
on or before 31st December 1979, 1/15,000 of the total quantity of the particular
cargo of which the residue formed a part, and for tankers delivered after 31st
December 1979, 1/30,000 of the total quantity of the particular cargo of which the
residue formed a part; and
• The tanker has in operation an oil discharge monitoring and control system and a slop
tank arrangement as required by regulations 29 & 31 of this annex.
SPECIAL AREAS
Antarctic sea area, Baltic sea, Black sea, Gulf of Aden, Persian Gulf, Mediterranean sea,
North west European waters consisting of North sea, English Channel, Celtic sea, Irish sea,
Red sea, Oman sea and southern African coast.
Shipboard Oil Pollution Emergency Plan (SOPEP)
Such a plan shall be prepared based on guidelines developed by the Organization and written
in the working language of the master and officers. The plan shall consist at least of:
• the procedure to be followed by the master or other persons having charge of the ship
to report an oil pollution incident, based on the guidelines developed by the
organization
• the list of authorities/persons to be contacted in the event of an oil pollution
• a detailed description of the action to be taken immediately by persons on board to
reduce or control the discharge of oil following the incident
• The procedures and point of contact on the ship for coordinating shipboard action with
national and local authorities in combating the pollution.
Annex V- Prevention of Pollution by Garbage Pollution by Garbage (outside special areas)
• Disposal into sea of all plastics, including but not limited to synthetic ropes; Synthetic
fishing nets and plastic garbage bags, is prohibited
• Disposal into the sea of the following garbage shall be made as far as practicable from
the nearest land but in any case is prohibited if the distance from the nearest land is
less than
• 25 nautical miles for dunnage,
lining and packing materials which
will float
• 12 nautical miles for food wastes
and all other garbage including
paper products, rags, glass, metal
bottles, crockery and similar
refuse

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FIGHTING OIL SPILL ON SHIP
There are two types of oil spill accidents on board a ship. One in which there is no
danger of the oil going over board; whereas the one wherein the chances of oil
going overboard are maximum is the most dangerous one.
Oil Spill on Ship
There can be two situations where in the oil spills over the deck and goes overboard causing
marine pollution:
• Overflow of oil from internal transfer of oil through vent or sounding pipe of the tank.

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