POSEIDON SA

SAFETY
ON BOARD

ESSENTIAL
I N F O R M ATI O N &
INSTRUCTIONS
T O AL L N E W LY
EMPLOYED
S E A FAR E R S
ON BOARD
 POSEIDON SA

PREFACE
AS PER STCW 95 SECTION A-I/14
Companies, Masters, and crew members each have responsibility for ensuring
that the obligations set out in Section A-I/14 are given full and complete effect and
that such other measures as may be necessary are taken to ensure that each
crew member can make a knowledgeable and informed contribution to the safe
operation of the ship.
Company has made these written instructions which together with the respective
familiarization checklists address the requirements for Crew Familiarization upon
joining a vessel.
These instructions set forth the policies and procedures to be followed to ensure
that all seafarers who are newly employed on board the ship are given a
reasonable opportunity to become familiar with the shipboard equipment,
operating procedures and other arrangements needed for the proper performance
of their duties, before being assigned to those duties.
The company shall allow a reasonable period of time during which each newly
employed seafarers will have an opportunity to become acquainted with the
specific equipment the seafarer will be using or operating, and ship specific watch
keeping, safety, environmental protection as well as emergency procedures and
arrangements the seafarer needs to know to perform the assigned duties properly
and shall designate a knowledgeable crew member who will be responsible for
ensuring that an opportunity is provided to each newly employed seafarer to
receive essential information in a language the seafarer understands.
Although accidents, including fire and explosion, and oil spills, have been
decreasing in number, year after year, in recent years, the size of damage per
one case is increasingly expanding.

Once an accident of this kind occurs, it may lead not only to the loss of life and
property, but also to the destruction of the marine environment. As a result, such
an accident may even determine the fate of the company. Recognizing this
POSEIDON S.A. have established a Safety & Environmental Protection Policy
according to which this booklet has been prepared.
Tankers, as they handle dangerous substances, require precautions more than
other type of vessels. We are fully convinced, however, that we can eliminate
accidents involving deaths and/or injuries, fire and explosions, and marine
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pollution if we routinely:

Recognize the peculiarity of tankers (Crude, Product, Chemical Carrier);

implement stringent fire control and vigilance against oil spills; and
Provide against emergencies by undergoing training and acquiring skills for
the emergency response procedure.
This booklet provides basic rules to be followed by tanker crew members during
their stay on board and minimal treatments which they should be familiar with as
first medical-aid measures. They are to be construed as applying to all ships
under the management of the company.
We ardently desire that each crew member will pursue and understand the
contents of the booklet and make efforts toward safe vessel operation by putting
them into practice when they perform their daily duties.

This booklet should be placed in the cabin of each crew member as an important
document. The booklet must be handed over to the relieving Crew by the Crew
being relieved.
CONTENTS
Chapter 1 General Precautions
1-1 Matches and cigarette lighters
1-2 Smoking regulation
1-2-1 General
1-2-2 Prohibited Smoking Areas
1-2-3 Smoking Areas which may be permitted
1-2-4 During tank cleaning, gas-freeing etc
1-3 Shoes with metal fittings
1-4 Working shoes
1-5 Working clothes
1-6 Naked lights, hot work, electric appliances
1-7 Doors or passageways, port holes
1-8 Air conditioning
1-9 Oily rags and sawdust
1-10 Chipping works
1-11 Use of tools
1-11-1 Iron tools
1-11-2 Non-sparking tools
1-11-3 Deck mats
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1-12 Sparks and black smoke
1-13 Aluminum
1-15 Passageways in terminal
1-16 Answer-back and reporting
1-17 Garbage Segregation
1-18 Conservation of Energy
Chapter 2 Precautions While at Sea

2-1 Outside doors and port holes

2-2 Emission of sparks from the funnel
2-3 Thunderclouds
2-4 Breather valve and flame arrester
2-5 Fixed gas detector and alarms
2-6 Checks at Worksite
2-7 Risk Assessment
2-8 Near Miss Reports
Chapter 3 Precautions during Cargo Work

3-1 Announcement of the commencement of cargo work

3-2 Access door and openings
3-3 Manifold deck mat
3-4 Deck scuppers
3-5 Oil spills
3-6 Surface valve and Wilden pump
3-7 Fire-fighting equipment
3-8 Pump room
3-8-1 Pump room bilge
3-8-2 Ventilation
3-8-3 Lighting
3-8-4 Response to emergencies
3-9 Warning
3-10 Safe means of access
3-11 Signals and lights
Chapter 4 Precautions For Tank Cleaning, Gas Freeing And Dry-docking

4-1 Unauthorized persons

4-2 Checks of equipment and instruments
4-3 Announcement before the commencement
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4-4 Tools / objects
4-5 Doors and openings
4-6 Entry into enclosed space
4-7 Gas-free condition
4-8 Smoking regulation during dry-docking
4-9 Completion of dock work
Chapter 5 Hazards of Petroleum Gas

5-1 Combustion (Explosion)

5-1-1 Flammability (Combustibility)
5-1-2 Flammable (explosive) range
5-1-3 VOL % vs. LEL %
5-2 Toxicity of petroleum gas
5-2-1 Petroleum gas
5-2-2 Hydrogen sulfide (H2S)
Chapter 6 Oxygen Deficiency

6-1 Oxygen deficiency

6-2 Inert gas
Chapter 7 Fire and Fire-fighting

7-1 Theory of fire

7-2 Types of fire
7-3 Fire fighting
7-3-1 Extinguishing agents and effects
7-3-2 Fire-fighting operations
7-4 Fire drill
Chapter 8 First Medical Aid Procedures

8-1 General Principles

8-2 Priorities
8-2-1 On finding a casualty
8-2-2 An unconscious casualty
8-2-3 Unconscious casualties
8-2-4 Casualties in an enclosed space
8-3 Treatment to unconscious casualties
8-3-1 Check of respiration and heart function
8-3-2 If the casualty is breathing
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8-3-3 If the heart is beating but breathing has stopped
8-3-4 If the breathing has stopped and the heart has stopped
8-4 Artificial respiration
8-4-1 Mouth-to-mouth respiration
8-4-2 Mouth-to-nose respiration
8-5 Heart compression
8-5-1 Position of the casualty
8-5-2 Technique for heart compression
8-5-3 Checking effectiveness of heart compression
CHAPTER 1 GENERAL PRECAUTIONS
1-1 Matches and Cigarette Lighters

No matches or cigarette lighters shall be carried while on board a tanker. Only

safety matches or fixed electric lighters are allowed within the designated
smoking areas. Additionally only Safety type of ashtrays are permitted to be used
on board. Open types of ashtrays are not permitted to be used on board.
1-2 Smoking Regulations

1-2-1 General
Smoking shall be prohibited in places other than those specifically permitted by
the Master. The smoking areas shall, in principle be those specified in the
paragraphs below. Master may prohibit smoking, change or restrict smoking
areas, if he considers it necessary to do so for safety reasons.
All doors in the smoking areas shall be kept shut at all times. The doors may be
momentarily opened for personnel to enter / exit these areas.
SMOKING AREAS
1-2-2 Prohibited Smoking Areas
Smoking in the following areas shall always be prohibited:
(a) On deck;
(b) Cargo spaces;
(c) Bridge wings;
(d) In cabins, Passageways in the accommodation, a galley, pantries & elevator;
(e) Any Store, Laundries and Drying Rooms.
1-2-3 Smoking Areas which may be permitted
i). AT SEA
a) MASTER'S DAY ROOM
b) C/E'S DAY ROOM
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c) NAVIGATION BRIDGE
d) ENGINE CONTROL ROOM
e) RADIO ROOM
f) CARGO CONTROL ROOM
g) SHIPs OFFICE
h) OFFICER'S SMOKING ROOM
i) CREW'S SMOKING ROOM
ii) IN PORT
1). During Loading Operations
a) During loading operations
(OFFICER'S SMOKING ROOM) (*)
(CREW'S SMOKING ROOM) (*)
b) During discharging operations
(SHIPs OFFICE) (*)
(CARGO CONTROL ROOM) (*)
(ENGINE CONTROL ROOM) (*)
(OFFICER'S SMOKING ROOM) (*)
(CREW'S SMOKING ROOM) (*)
(Other places agreed upon with terminal)
1-2-4 During Tank Cleaning, Gas freeing, and any Petroleum Gas release
operations
(OFFICER'S SMOKING ROOM) (*)
(CREW'S SMOKING ROOM) (*)
(*) No Cargo or Bunker Samples may be brought into or kept in these areas
1-3 Shoes with Metal Fittings

Shoes with metal fittings on the sole shall not be worn on board the vessel.
1-4 Working Shoes

Anti-electrostatic work shoes designated by the Company shall be worn without

fail when operations are carried out in a place where petroleum gas may exist.
(Note) Anti-electrostatic work shoes mean those with soles which have an
appropriate conductivity (105 to 107 ohms).
1-5 Working Clothes

(1) Safe and suitable clothing for each operation must be worn.
In particular, the working clothes designed by the Company shall be worn during
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cargo works while in port.
(2) Clothing made of synthetic fiber or its blend may not be put on or taken off as
it is known to generate electrostatic charges at such times.
In addition, synthetic fiber clothing may not be worn during hot work because it
will melt by high temperature and adhere to the skin causing burns.
1-6 Naked Lights, Hot Work, Electric Appliances

(1) No electric heaters, irons or other electrical appliances which generate heat
shall be used in places other than those specified or those which are deemed
safe and specifically permitted by the Master.
(2) No welding and gas cutting or other hot works shall be carried out in places
other than those designated unless it is deemed safe and specifically permitted by
the Master. All crew members shall comply with the Companys HOT WORK
STANDARD ON BOARD SHIPS.
(3) In addition, no electrical appliances other than those approved as explosion-
proof shall be used in places where petroleum gas may exist.
(4) The use of flashlights or transceivers other than those approved as intrinsically
safe and explosion-proof shall be prohibited.
Even in the case of flashlights which are intrinsically safe and explosion-proof,
switching on/off, repair and replacement of batteries shall not be made in places
where petroleum gas may exist.
(5) No personal electrical appliances, including hair dryers, electric razors, radio
sets and tape recorders shall be used outside the accommodation spaces.
1-7 Doors or Passageways, Port Holes

During operations which may accompany the release of petroleum gas and cargo
vapour, including cargo-handling, tank-cleaning and gas-freeing operations the
iron doors in the accommodation space and port holes shall be kept closed
without fail to prevent the entry of petroleum gas. Particularly, the access doors
located on the upper and poop decks be kept closed all the time and access to
outside shall be made through the deck higher than the upper and poop deck.
The smell of petroleum gas or other chemical in the accommodation space if any,
shall be immediately reported to the officer on duty.
1-8 Air Conditioning

During cargo works and other operations which accompany the release of
petroleum gas, the air conditioner shall be maintained on partial re-circulation. It is
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essential that the accommodation is kept under positive pressure to prevent the
entry of hydrocarbon vapours. The operation of sanitary and galley extraction fans
will cause a vacuum and therefore the air conditioning system intakes must not be
fully closed. The AC Fresh air intakes must be adjusted to maintain a positive
pressure in the accommodation.
1-9 Oily Rags and Sawdust

Oil-stained rags and sawdust shall be promptly disposed of without keeping them
as they may spontaneously catch fire if carelessly stored. These must be
disposed properly and never thrown overboard.
1-10 Chipping Works

No crew member shall be engaged in chipping work and other works involving
source of sparks unless safety is confirmed in accordance with the requirements
in the HOT WORK STANDARD ON BOARD SHIPS under issuing of hot-work
permit.
1-11 Use of Tools

1-11-1 Iron Tools

Iron tools have the potential risk of ignition of petroleum gas by frictional sparks
produced by metal to metal impact causing consequential explosion. Therefore
they shall not be used in a place where petroleum gas may exist until after safety
is confirmed by measuring the gas content. Furthermore, safety shall be verified
by checking of the gas content during operations.
1-11-2 Non-Sparking Tools
The non-sparking tools are made of an alloy of copper and beryllium and
generate sparks at a frequency far less than that of iron tools. The use of such
tools, however, does not necessarily guarantee complete safety.
Therefore they must be used with the same precautions as taken for iron tools.
1-11-3 Deck Mats
When works are carried out in the vicinity of the manifold, where petroleum gas
may exist, there is a danger of bolts and nuts, or tools falling and generating
sparks, so deck mats and other materials which can absorb impacts shall be
provided at the worksite.
1-12 Sparks and Black Smoke

Each crew member shall pay sufficient attention to the emission of sparks and
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black smoke from the funnel. Should any one notice sparks coming from it, he
shall immediately report it, to the officer of the watch or engineer on duty.
Crew members shall also take precautions against the above on them of other
vessels approaching or coming alongside own vessel.
1-13 Aluminum

Aluminum equipment (turbine blower used for gas-freeing, etc.) shall not be
dragged or rubbed across steel since it may leave a smear which, if it is on rusty
steel and is subsequently struck, can cause an incentive spark.
1-14 Visitors

Regardless of whether the vessel is at anchor or moored to a buoy or alongside,

unauthorized persons may not be allowed to board her. Those apparently
intoxicated, in particular, shall not be allowed to board without special reasons.
The gangway watch shall pay special attention to the conduct of visitors on board,
and if any point about their conduct or appearance makes him/her suspicious, he
shall immediately report to the officer on duty.
Visitors shall be checked for identification, baggage checked as required and
searched at the access point. ISPS compliance shall be maintained at all times.
1-15 Passageways in Terminal

Inside the terminal, crew members shall follow the designated routes by using
designated means.
1-16 Answer-Back and Reporting

In order to keep close communication between the officer in charge and crew on
duty, crew shall give answer-backs to orders given and report what they have
done after steps have actually been taken.
1-17 Garbage segregation

Garbage shall be collected and properly segregated on board. Disposal of

Garbage shall only be permitted in accordance with regulations. Disposal of
Plastics at sea is prohibited. Crew must familiarize themselves with the Garbage
disposal procedures available on board. Ships crew shall make efforts to
decrease the quantity of Garbage generated on board.
1-18 Conservation of energy
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Efforts shall be made to conserve energy on board. Individual efforts add up and
go a long way in protecting the earths resources and environment. There are
various methods, through which personnel can contribute towards conservation of
energy on board.
1) Switching of lights and equipment when it is not required.
2) Shutting down machinery when no longer required, e.g. Deck air compressor,
Fire & GS pump (deck water use).
3) Maintaining machinery in good condition.
4) Maintaining Heat exchangers and coolers in good condition by timely
maintenance routines.
5) Maintaining good condition of all Insulating material both for heating and
refrigeration systems.
6) Not using the Washing Machines and clothes dryer for a small quantity of
clothing.
CHAPTER 2 PRECAUTIONS WHILE AT SEA
2-1 Outside doors and port holes

Caution is required against petroleum or chemical gas which is released through

the vent line may enter the accommodation or machinery spaces through port
holes, skylights, access doors, etc.
2-2 Emission of sparks from the funnel

While the vessel is sailing at sea, sparks are emitted from the funnel together with
exhaust gas from the main engine, boiler, galley and incinerator. When navigating
in following winds, the sparks have a potential risk of causing fire by falling on the
deck or being blown to the outlet of the vent line. Soot blowing, in particular, which
has the possibility of emitting a large amount of sparks, shall be carried out with
approval of the officers in charge of the bridge and engine room. Proper safety
measures, including course alteration and closure of openings on deck, shall be
taken, if necessary. The person who finds out such sparks shall immediately notify
the officer of the watch.

2-3 Thunderclouds

When thunderclouds appeared ahead with signs of lighting such as flashes, the
vessel shall alter her course, if the circumstances permit, to avoid them.
In addition, operations which accompany the emission of petroleum gas shall be
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suspended and all the deck opening, including vent line, breather valve and tank
hatch, shall be closed.
The valves and other openings must be restored to the original condition after the
lighting phenomenon has passed away.
2-4 Breather valve and flame arrester.

The breather valve shall be maintained, during a ballast voyage, ready for its
complete function, with its springs strength and weight adjusted as designated
condition.
In addition, the flame arrester, which may be clogged with rust, etc. inside the
vent line, shall be cleaned periodically to reduce resistance against venting.
2-5 Fixed gas detector and alarms

Fixed gas detector installed in the accommodation space shall be regularly

checked for their normal function and the alarm point shall be adjusted in
accordance with the standard.
2-6 Checks at Work site

Before the commencement of various maintenance works, the worksite shall be

ensured to be safe by checking the gas concentration and by confirming that no
flammable material exists in the vicinity of the worksite.
2-7 Risk assessment

Risk assessment for a job is carried out before the work is undertaken. The Risk
assessment is a tool used for identifying all hazards associated with the intended
work, and methods / precautions required ensuring the work is carried out in a
safe manner without causing any harm. Risk assessments can be done for all
routine as well as non-routine tasks.
2-8 Near Miss Reports

Near Miss reports help in identifying possible future accidents. A Near Miss
usually indicates that something is not right, and if addressed correctly will help in
avoiding accidents and making the ship a safer place. Near Miss must therefore
be reported to the company as many as possible. The Near Miss Data collected
from vessels is analyses and trends for hazards identified. This in turn allows for
new guidelines and requirements to be established towards preventing accidents
and incidents. Near Miss reports are not used to blame any individual. The
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Company follows a No-Blame culture and eliminates mistakes through training,
guidance and continual improvement of its systems.
Company encourages ship personnel to contribute to Safety enhancement by
regularly contributing feedback and reports.
CHAPTER 3 PRECAUTIONS DURING CARGO WORKS
3-1 Announcement of the commencement of cargo work

Before the commencement of cargo works, the fact shall be advised to all the
persons on board the vessel (regardless of their being crew members or visitors)
by such means such as the public address system.
3-2 Access door and openings

All access doors, other than that designated, to the accommodation space shall
be securely closed in order to prevent the entry of petroleum or chemical gas. A
placard stating KEEP CLOSED DURING CARGO WORK shall be displayed on
each of such doors. Other opening, such as port holes and doors of deck stores,
shall also be securely kept closed.
3-3 Manifold deck mat

Hose connecting and disconnecting works, in particular, shall be carefully carried

out in order to prevent the generation of sparks. Canvas or rubber mat shall be
prepared on deck in order to prevent frictional impacts between metallic
substances.
3-4 Deck scuppers

In order to prevent oil/chemical cargo spilling into the sea even if oil/chemical
spills over the deck, the deck scuppers shall be completely plugged with
expandable rubber plugs or wooden plugs and cement.
3-5 Oil spills

Officer and ratings on duty shall keep watch over the deck and the sea surface
around the vessel for oil spills at all times during cargo/bunkering and ballasting
operations. Those who are to be engaged in cargo/bunkering watches shall
familiarize themselves, by undergoing training, with OIL SPILL RESPONSE
PROCEDURES. When abnormal conditions, including oil/bunker spills, are
found, all crew members, even if being off duty, also shall report the fact to those
on watch immediately.
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3-6 Surface valve and wilden pump (portable air pump)

The surface valve shall be prepared so that it may be used immediately in order
to collect oil/chemical/bunker spilled over the deck, into a slop tank. Officers and
ratings who are to be engaged in cargo watches shall be conversant with how to
handle the valve. Necessary preparations, including the check of the water level
of the U-shaped pipe, shall be made during a ballast voyage.
The Wilden pump shall be placed at specified location, and checked and
maintained so that it may be readily used in emergencies. The Wilden Pump must
be properly secured and earthed prior to use. Officers and ratings who are to be
engaged in cargo watched shall be familiar with its operation.
3-7 Fire-fighting equipment

Fire hose, portable fire extinguishers and other fire-fighting equipment shall be
prepared for ready use during cargo works.
(1) Fire hose equipped with a 3-way nozzle shall be prepared in the vicinity of the
manifold and pump-room entrance, by connecting them to the fire hydrants for
ready use.
(2) Two portable fire extinguishers shall be placed near manifold.
(3) The storage locations of the INTERNATIONAL SHORE FIRE CONNECTION
shall be conspicuously displayed. One ISC shall be available in a location
external to the accommodation.
3-8 Pump-room

3-8-1 Pump room bilge

(1) The pump-room bilge shall be cleaned and kept dry up.
(2) All pump seals, valve glands, drain cocks, mud boxes and other parts in the
pump-room shall be kept in good working order to prevent the leak of petroleum
and the escape of its vapor.
3-8-2 Ventilation
(1) The officer responsible for cargo work shall ensure that the pump-room is kept
ventilated by all fitted fans, and its atmosphere is suitable for entry and that
proper means of communications have been established and are being
maintained.
(2) The ventilation of the pump-room shall be started at least 30 minutes before
commencement of works and maintained until access to the pump-room is no
longer required.
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(3) Personnel entering pump-room must wear a portable gas detector throughout
the time of entry, till they are out of the pump room. The Pump room must
immediately be evacuated in case of any alarm.
3-8-3 Lighting
(1) Proper maintenance of the approval lighting facilities shall be ensured.
(2) If additional lighting is required, only approved type of lighting shall be used.
(3) If there is a suspicion of the electrical equipment in the pump-room being
improperly maintained, it shall not be switched on before the compartment is
tested for petroleum gas content, after it has been sufficiently ventilated, and
found to be safe.
3-8-4 Response to emergencies
(1) In case of fire, the dampers of the ventilators shall be shut down in order to cut
off ventilation for the pump-room. Therefore, damper system should be
maintained in good working order so that ventilation may be effectively shut down.
(2) Rescue harness, lifeline and approved breathing apparatus etc, shall be ready
for immediate use in accessible location.
3-9 Warning

(1) Notices of NO SMOKING, NO NAKED LIGHTS, NO UNAUTHORIZED

PERSONS and NO USE OF MOBILE PHONES shall be displayed at the
gangway.
(2) During unloading operations, banners displaying the warning of
DANDEROUS CARGO ON BOARD and CRUDE OIL WASHING IN
PROGRESS shall be posted at conspicuous places on the upper deck. (As
applicable)
3-10 Safe means of access

Safe passageway shall be designated on deck for visitors and crew members
who come on board.
3-11 Signals and lights

Regulation signals and light shall be displayed in port or in designated water

areas to show the specific condition (carriage of dangerous goods) of the vessel
unless she is gas freed.
CHAPTER 4 PRECAUTIONS FOR TANK CLEANING,
GAS FREEING AND DRYDOCKING
4-1 Unauthorized persons
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Operations of this kind involve hazards. Only persons concerned in these
operations may be permitted their entry at the worksite.
4-2 Checks of equipment and instruments

Necessary items such as cleaning equipment, fire-fighting facilities and

instrument, rescue outfits, gas detectors, oxygen analyzers, shall be checked
before use to ensure whether they function effectively.
4-3 Announcement before the commencement

Notices of the commencement and precautions shall be thoroughly impressed on

all persons concerned before its start. If a boat is alongside the vessel, strict
control of fire shall be requested from the boat.
4-4 Tools/objects

No one may work on deck or enter/leave tank with unnecessary tools in the
pocket. This is because carelessness may lead to such a metal tool/object falling,
and generating sparks on impact.
4-5 Doors and openings

Access doors to the accommodation space and store which are not in use, shall
be kept closed. In addition, man-hole and other openings to cargo tanks shall be
provided with gratings during inside works in progress and shall be kept closed at
no works being carried out.
4-6 Entry into enclosed space.

Without the permission of the person responsible, entry shall be prohibited into
compartments whose atmosphere has not been ensured to be gas freed or to be
safe.Enclosed Space entry permit must be completed prior entry. Personnel
entering enclosed spaces shall wear portable gas detectors. The space shall be
immediately evacuated in case of any alarm or doubt regarding the atmosphere.
4-7 Gas-free condition

Before dry-docking not only each tank but also other compartments, including
pump-room, pipelines and pump, shall be checked to inspect that they are gas-
free. Even in a compartment which has once become gas-free, hydrocarbon gas
may be generated in some hours, and repetitive testing is required.
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4-8 Smoking regulation during dry-docking

During dry-docking, even if the vessel is in gas-free condition, crew members

shall not be allowed to smoke in places other than those specified. This regulation
shall be enforced on all persons on board.
4-9 Completion of dock work

After the completion of dock work, crew members shall remove swarf & rubbish
completely, paying attention to remains of dock-work on board.
CHAPTER 5 HAZARDS OF PETROLEUM GAS
5-1 Combustion (Explosion)

5-1-1 Flammability (Combustibility)

The fact that petroleum burns means that petroleum gas, which is released from
petroleum by heating, burns. Crude oil and gasoline, in particular, vaporize at
normal temperature and emit a large amount of gas. Such gas may catch fire
when it comes in contact with sparks generated by friction, impacts, electrostatic
charges, or other sources of fire. As petroleum gas, thus, may exist anywhere on
tanker, crew member must observe strictly smoking regulation and control any
sources of ignition at all times in order to prevention from occurrence of fire
accident or explosion. On the other hand, fuel oil , which will not easily vaporize
will not catch fire and burn even if they are exposed to a considerable intense
open flame, until after it is enough heated. However, rags soaked with fuel oils,
because of their low flash point, have a potential danger of spontaneous fire, if
accumulated..
5-1-2 Flammable (explosive) range
If it is mixed with oxygen in a proper ratio, petroleum gas has a property to cause
combustion or explosion, depending of an ignition source. The flammable range
of gas concentration is extremely limited. This range, which differs slightly
depending on the composition of the gas, is, in the case of gasoline gas, 1.4 to
7.9% by volume against air, and is 1.0 to 10.0% by volume in the case of a
petroleum gas. Of the range , the lower limit of gas concentration at which
combustion may be caused is called the Lower flammable (explosive) limit (LFL
or LEL), and the upper limit Upper flammable (explosive) limit (UFL or UEL).
In addition, it is impossible for petroleum gas generally encountered on board a
tanker, to burn in an atmosphere with oxygen content of less than approximately
11%. The co-relation between the flammable (explosive) range of petroleum gas
and the oxygen concentration is shown in the Flammability Composition
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Diagram (Fig. 1), in which the part shown by diagonal lines indicates the
flammable (explosive) danger range. Suppose the atmosphere inside tank
measures 9% by volume in terms of petroleum gas concentration and 3% by
volume in terms of oxygen concentration (point A). In this atmosphere, the
petroleum gas concentration is within the flammable range but because of lack of
oxygen no explosion or fire will occur regardless of any source of ignition.
If air is added to the atmosphere, its composition moves along the line AB and
therefore enters the flammable (explosive) range. This range, in which
combustion (explosion) easily occurs with the presence of an ignition source, is
very dangerous and should be avoided by all means. For this reason, in the gas-
freeing operation on tankers, inert gas (with an oxygen content of less than 8% by
volume) instead of air is poured into to dilute petroleum gas to less than 2% by
volume (line AC). If air is injected into the tank after that, the point B can be
reached without going through the explosive (flammable) range because the
atmosphere with inert gas is diluted by air.

5-1-3 % VOL vs. %LEL

(1) Percentage by volume (%VOL)
% VOL indicate mixture ratio of petroleum gas and air mixture.
(2) Percentage in LEL (%LEL)
%LEL means the mixture ratio of petroleum gas based on full range as
Lower Explosion Limit (1.0%VOL) in mixed gas condition.
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5-2 Toxicity of petroleum gas

5-2-1 Petroleum gas

(1) Inhalation hazards

Petroleum gas has a property slight narcosis. If crew inhales a large amount of it,
he may fall into a condition similar to drunkenness & the inhalation of a sufficient
quantity can be fatal. Furthermore, the atmosphere with a high gas concentration
is likely to be proportionally oxygen deficient and its inhalation may lead to death.
For any works in tanks, the gas concentration inside must be ensured to be 1%
LEL or less.
Table 1 Effects of petroleum gas on human body
Gas Content Symptoms
0.1%VOL. Irritation of the eyes within 1 hour.
Irritation of the eyes and nose, dizziness and unsteadiness
0.2%VOL.
within half an hour.
0.7%VOL. Symptoms as of drunkenness with 15 minutes.
Rapid onset of drunkenness which may lead to
1.0%VOL.
unconsciousness and death if exposure continues.
0.2%VOL. Paralysis and death occur very rapidly.

(2) Skin disorder

Many petroleum products cause skin irritation and remove essential oils from
skin, leading to dermatitis. They are also irritating to the eyes. Lubricating oils and
other similar ones can cause skin disorders on repeated and prolonged contact,
which may result in skin cancer in worst case.
Gloves and protective goggles shall be worn to avoid direct contact with
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petroleum products. In case of accidental skin contact, such portion shall be
promptly washed away with soap, etc.

5-2-2 Hydrogen sulfide (H2S)

Hydrogen sulfide is characterized by its smell like rotten egg.
This gas has a strong toxicity even at a low concentration. The symptoms include
eye and respiratory tract irritation, paralysis of the nerve system, which further
develops to death. It follows that handling of sour crudes (those containing a high
content of hydrogen sulfide gas) requires special precautions to avoid inhalation
by e.g., approaching gas outlets from upwind.
The threshold limit valve of hydrogen sulfide against the human body is 10ppm.
The following are typical effects at higher concentrations.

Table 2 Effects of hydrogen sulfide on human body

Gas content Symptoms
(ppm)
50 to 100 Eye and respiratory tract irritation after exposure of 1 hour.
Marked eye and respiratory tract irritation after exposure of 1
200 to 300
hour.
Dizziness, headache, nausea, etc. within 15 minutes, loss of
500 to 700
consciousness and possible death after 30 minutes exposure.
700 to 900 Rapid unconsciousness, death occurring a few minutes later.
1,000 to 2,000 Instantaneous collapse and cessation of breathing.

(1.0%VOL. = 10,000 ppm)

CHAPTER 6 OXYGEN DEFICIENCY

The oxygen content of the atmosphere in enclosed spaces may be low for several
reasons. If the space is in an inert condition, in particular, the oxygen content is
extremely low. Oxygen in enclosed spaces can be reduced by such a reaction as
rusting. Symptoms indicating that the atmosphere of a space is deficient in
oxygen may be inadequate to give notice of danger.
Accordingly enclosed space, such as cargo tanks and cofferdams, shall not be
entered until safety is ensured with the officer in charge with checking the oxygen
content.
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6-1 Oxygen deficiency

Most persons would fail to recognize the danger until they were too weak to be
able to escape without help. While individuals vary in susceptibility, all will suffer
impairment if the oxygen level falls to 16% by volume.
Entry into oxygen deficient spaces must never be permitted without breathing
apparatus until such spaces have been thoroughly ventilated and test reading
indicate an oxygen level of 21% by volume throughout.

Table 3 Effects of oxygen deficiency on human body

Oxygen Symptoms
content (%VOL.)
16 to 12 Increase in pulse and respiration rates with a headache.
Efforts are required for mental concentration.
14 to 9 Spiritually high condition, drunkenness, rise in body
temperature, unstable mental condition and reduced
judgment.
10 to 6 Unconsciousness, nerve center disorder, convulsion,
cyanosis.
Less than 6 Coma, arrest of breathing, stoppage of the heart after 6 to 8
minutes.

6-2 Inert gas

Inert gas is mainly composed of nitrogen and carbon dioxide gas with extremely
low content of oxygen.
It follows that as inhalation of this gas may cause anoxia, persons other than
those involved in works may be approach near to tank openings and other outlets
of inert gas.
In addition, when works are carried out in the vicinity of gas outlets, personnel,
with attention to the wind direction, must face across the wind and never place
themselves downwind.

Table 4 Components of inert gas

Component Ratio (%)
Carbon dioxide gas 14
Hydrogen sulfide gas 0.03
Oxygen 2 to 4
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Nitrogen 79
Water content 2 to 5
Specific gravity (against air) 1.04

CHAPTER7 FIRE AND FIRE-FIGHTING

7-1 Theory of fire

Fire (explosion) requires the presence of combustion of three elements, i.e.,

combustible material, oxygen and source of ignition, at the same time.
The lack of even one element of the three will not lead to the generation of fire
(explosion).
Recognizing the fact that a combustible material (petroleum gas) and oxygen (air)
always exist on board a tanker, all crew members are required to make effort to
eliminate ignition sources (matches, electric sparks, thunderbolts, and
electrostatic charges.)

Fig 3 FIRE TRIANGLE

7-2 Types of fire

(1) Ordinary fires (A fires):

Fire involving solid combustible gas such as wood and plastics.
(2) Fires in gases or liquids (B fires):
Fires involving flammable or combustible gas and liquid materials, such as
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petroleum,.
(3) Fires in electric equipment (C fires):
Fires caused by electric leakage and short circuiting of electrical appliances.
7-3 Fire fighting

7-3-1 Extinguishing agents and effects

Water Utilizing its cooling effect, effective for A fires.
CO2 Extinguishes fires utilizing its smothering effects by shutting off and
diluting air. Suitable for extinguishing electric fires and precision
instruments (C fires).
Dry powder Extinguishes fires by suppressing flames. Effective for extinguishing
such surface fires (B fires) in their early stage as those of petroleum
or liquefied gas which rapidly spread.
Foam Foam covers the surface of a fire and extinguishes it by a smothering
effect. Most suitable for fires of oil and other combustible/flammable
liquids (B fires).
Halogen Decomposed by the heat of a fire and extinguishes it by smothering.
Effective for B and C fires.
However, generate hazardous substance through pyrolysis

7-3-2 Fire-fighting operations

(1) The person who has found a fire on board should immediately inform other
persons in the vicinity and the responsible officer of the watch, and raise a fire
alarm.
(2) The following are actions, in detail, to be taken by the finder of the fire:
- If the fire is located in an enclosed space, he must keep the door closed until
after sufficient support becomes available.
- If the site of the fire is readily accessible, he should fight the fire in its early
stage by using fire extinguishers located in the vicinity.
In addition, in the case of fire fighting in its early stage, an appropriate
extinguishing agent should be used. The use of an inappropriate one might
enhance the force of the fire or leave serious after effects to ships facilities.
The following are such typical examples:
a. Water: Never pour water directly over B fires (oils, liquefied gases).
(However, water fog is effective.)
In case of C fires, there is a danger of electrical shock.
b. Foam/dry powder: If they adhere to a hot surface, a non-combustible film,
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which is hard to remove, is generated.
Therefore, they are not suitable for fires of precision instruments (C fires).
3) If possible, he should close all opening, including doors, windows and
skylights which are open.
(4) Full scale fire-fighting operations should be carried out by posting crew
members to their respective FIRE STATIONS.
7-4 Fire drill

Crew members shall be familiar with the following points concerning drills held at
regular intervals. They should check point (1) and (2) immediately after their
embarkation.
(1) Emergency fire alarm as stated in fire station bill
(2) Own duties to perform and articles to carry
(3) How to use fire-fighting equipment and instruments including firemans outfits
(4) First medical aid procedures

CHAPTER 8 FIRST MEDICAL AID PROCEDURES

Injuries seafarers suffer on board vessels vary from a light one to a grave one
which threatens life. Among those, the following are peculiar to tankers and likely
to lead to serious results:
(1) Intoxication owing to inhalation of toxic gas;
(2) Anoxia;
(3) Burns; and
(4) Injuries owing to falls.
This chapter describes the minimum procedures all crew members should follow,
upon the occurrence of this accident, before the arrival of medical officer or
qualified person.
8-1 General principles

(1) The sooner first aid treatment is given, the greater its effect.
(2) Emergency situations will occur suddenly and persons involved in such
situations are likely to become confused. It is therefore important to calm down,
and then evaluate the casualtys signs (whether unconscious or not) and decide
the priorities of treatment.
(3) If the casualty is conscious, it is vital to put him in a posture comfortable for
him, bearing always in mind how alleviate his pain.
(4) Send for help without fail because artificial respiration and heart compression,
as first aid treatment, require immediate start and continuation for a minimum of
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15 to 30 minutes.
(5) Following the first aid treatment, report to the medical officer (or the
department coordinator) and the Master for their instructions.
First aid treatment and precautions in emergencies
8-2 Priorities

8-2-1 On finding a casualty:

- Look to your own safety: do not become the next casualty.
- Remove the casualty from danger or remove danger from the casualty.
- If the presence of harmful gases or vapors is suspected in the area, use a
breathing apparatus.

8-2-2 A unconscious casualty:

(Irrespective of the total number of casualties)
- Give immediate treatment to that casualty only; and
- Then send for help.

8-2-3 Unconscious casualties:

- Send for help
- Start giving appropriate treatment to the worst casualty in the following order of
priority:
i) Casualty whose breathing or heart beat has stopped.
ii) Unconscious casualty.

8-2-4 Casualties in an enclosed space:

- Never enter the enclosed space unless you are trained member of a rescues
team acting under instructions.
- Send for help, and report to the medical officer (the department coordinator)
and the Master.
- The rescue team must not enter unless wearing the breathing apparatus.
- If you can approach the casualty:
i) Fit the casualty with a breathing apparatus as quickly as possible.
ii) Remove the casualty quickly to the nearest safe adjacent area outside the
enclosed space.
8-3 Treatment to unconscious casualties

8-3-1 Check of respiration and heart function

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- Check for breath

To relieve obstructed breathing, tilt the head firmly backwards as far as it will go,
remove casualtys dentures or vomit, if any, from the mouth. Listen and feel for
any movement of air (Fig.4).

- Check for heart beats

Feel pulse at wrist and neck. The carotid pulse is normally a strong one; if it
cannot be felt or is feeble, there is insufficient circulation, signifying a dangerous
state (Fig.5).

8-3-2 If the casualty is breathing

Turn the casualty face down, head to one side. Then, pull up the leg and arm on
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the side to which the head is facing, and pull up the chin also. Stretch the other
arm and leg out (Fig.6).

8-3-3 If the heart is beating but breathing has stopped

- Securing airway (Fig.7)
- Place the casualty in a face-up position on a hard surface.
- Put one hand beneath the casualtys neck and lift it. Put the other hand on his
forehead and apply pressure to it tilt the head backward. This extends the neck
and moves the base of the tongue away from the back of the throat. If an artificial
(Guedel tube) airway is available, insert it into the mouth.
3) Remove foreign material in the mouth or throat immediately.

(2) Start of artificial respiration

- Give artificial respiration if the casualty does not resume adequate,
spontaneous breathing promptly after his head has been tilted backward.
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- Give mouth-to-mouth or mouth-to-nose respiration (refer 8-4).
- Maintain a cycle of 10 to 12 times per minutes.
- Check to see whether the casualtys chest is rising and falling.
- Apply an automatic resuscitator following the artificial respiration by the first-
aider.
8-3-4 If the breathing has stopped and the heart has stopped:
- Apply heart compression at once to a casualty who is not breathing and
whose heart has stopped beating (refer 8-5).
i) Compress the casualtys lower sternum about 4 to 5cm (at a rate of 60 to 80
times per minute).
ii) In case of a single rescuer: Perform both the artificial respiration and heart
compression in parallel.
(N.B If circulation of the blood is not restored, brain damage may occur from
oxygen deficiency, leading to death with 4 to 6 minutes).

- If two or more rescuers are available, perform both artificial respiration and
heart compression simultaneously
- Checklist the effectiveness of the heart compression.
i) Check the reaction of pupils.
ii) Check the pulse: carotid (neck) pulse.
8-4 Artificial respiration

8-4-1 Mouth-to-mouth respiration

1. Keep the casualtys head at a maximum backward tilt with one hand under
the neck.
2. Place the palm of the other hand on the forehead, and pinch the casualtys
nostrils with the thumb and index finger.
3. Take a deep breath, then blow in four quick, full breaths first, without
allowing air to escape. This procedure should be repeated. (Fig.8)
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4. Watch the casualtys chest to see whether it rises and falls.

5. Remove your mouth and allow the casualty to exhale passively (Fig. 9).
The casualtys exhalation will be felt on your cheek.

(6) Take another deep breath and blow breaths into the casualty in the same
manner.
Repeat the procedure as described in (3) to (5) once every 5 seconds, at
a rate of 10 to 12 times per minute.
(7) Mouth-to-mouth or mouth-to- nose respiration should not be employed if
the casualty has taken or inhaled toxic, caustic and other hazardous
materials.
For example: cyanides, hydrogen sulfide, hydrocarbons,
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petroleum and its products and hydrocarbon chlorine compound
8-4-2 Mouth-to-nose respiration

Employ the mouth-to-nose technique when it is impossible to open the casualtys

mouth, when the mouth is severely injured and in other cases where the
application of mouth-to-mouth respiration is inappropriate (Fig. 10).

- Keep the casualtys head tiled back with one hand. Use the other hand to lift
up the casualtys lower jaw to seal the lips.
- Take a deep breath, seal your lips around the casualtys nose and blow in
until the casualtys chest rises. Repeat quickly 4 times.
- Remove your mouth and allow the casualty to exhale passively. Repeat the
cycle 12 times per minute.

8-5 Heart compression

In order to supply adequate oxygen to blood, artificial respiration is required

whenever heart compression is applied.
8-5-1 Position of the casualty

- Lay the casualty on his back on a firm surface.

- If he is in bed, place under his back a board or appropriate support.
8-5-2 Technique for heart compression

(1) Basic technique

- Kneel close to the side of the casualty and place the palm of one hand
over the lower half of the sternum. Avoid placing the hand over tip (xiphoid
process) of the breastbone. Pressure on it may tear the liver. Never rest
your fingers on the casualtys ribs (as this increase the possibility of rib
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fractures). (Fig.11.)

- With the palm of the other hand placed on top of the first one, keep your arms
straight and exert adequate pressure almost directly downwards.
- The compression should be regular smooth, and uninterrupted at a rate of
60 times per minute, with compression and relaxation being of equal duration.
- Under no circumstances should compression be interrupted for more than 5
seconds.
(2) Precautions to be taken in case of 2 rescuers (Fig.12)
- The most effective artificial respiration and heart compression are achieved
by giving one lung inflation quickly after each 5 heart compressions.
- The compression rate should be 60 per minute.
- It is impossible to supply the breath without any pause in heart compression,
because every interruption in this compression results in a drop of blood flow
and blood pressure to zero
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(3) In case of a single rescuer (Fig.13)

Perform in the following procedure until another rescuer arrives.
- Perform both the artificial respiration and heart compression at the following
ratio:
Artificial respiration / Heart compression
2 15

For that purpose 2 very quick lung inflations should be delivered after each 15
chest compressions, without waiting for full exhalation of the casualtys breath.
A rate of about 80 chest compressions per minutes will be appropriate.
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8-5-3 Checking effectiveness of heart compression

- Check of the reaction of the pupils

If pupils contact when exposed to light, this is a sign that the brain is receiving
adequate oxygen and blood.
If the pupils remain widely dilated and do not reach to light, serious brain
damage is likely to occur soon or has occurred already.
- Check of pulse

Feel the carotid (neck) pulse after the first minute of heart compression and
artificial respiration, and every 5 minutes thereafter. The pulse will indicate the
effectiveness of the heart compression or the resumption of a spontaneous
effective heartbeat.
- Other indications

- Expansion of the chest each time the operator blows air into the lung;
- A pulse that can be felt each time the chest is compressed;
- Return of color of the skin; and
- A spontaneous gasp for breath.