Additional notes (chapter 16 – 20)

FOR MCA ORAL EXAMINATIONS

Table of Contents :

Chapter 16 : | cold work permit |

Chapter 18 : | Design for double hull tankers |

Chapter 20 : | Drug and alcohol policy |

16.

Cold work permit

Cold Work Permit
Mt: ____________________ Reference Number : ____________
This Permit Relates To Any Work In A Hazardous Or Dangerous Area Which Will Not Involve Generation Of Temperature Conditions Likely To Be Of Sufficient Intensity To Cause Ignition Of Combustible Gases, Vapours Or Liquids In Or Adjacent To The Area Involved.

· General

This Section To Be Completed By The Master

This Permit Is Valid From ....................................Hrs Date ...............................................

To .................................... Hrs Date ...............................................

Location Of Cold Work …….................................................................................................................
...........................................……...........................................................................................................

Has An Enclosed Space Entry Permit Been Issued ? (Reference Nr. …………..) Yes / No

Description Of Hot Work ...................................................................................................................

..........................................................................................................................................................

Responsible Officer …………….......................................................................................................

Cold Work Team Leader .....................................................................................................

· Section 1

This Section To Be Completed By The Responsible Officer
Preparation And Checks To Be Carried Out By Officer In Charge Of Cold Work To Be Performed.

1. The Equipment / Pipeline Has Been Prepared As Follows:

Vented To Atmosphere : Yes ; No; N.A. Drained : Yes ; No; N.A.
Washed : Yes ; No; N.A. Purged : Yes ; No; N.A.

Other …………………………………………………………………………………………

1.2 The Equipment / Pipeline Has Been Isolated As Follows:
Lines Blanked : Yes ; No; N.A. Lines Disconnected : Yes ; No; N.A.
Valves Closed : Yes ; No; N.A. Other : ……………………………………….

1.3 Is Equipment Free From Pressure : Yes ; No; N.A.
Oil : Yes ; No; N.A.; Gas : Yes ; No; N.A.;

H2s : Yes ; No; N.A.; Steam: Yes; No; N.A.;

4. Is Surrounding Area Free From Hazards ? Yes ; No; N.A.

5. If Work Is To Be Performed On Electrical Equipment Has That Equipment

Been Isolated ? Yes ; No; N.A.

· Section 2

This Section To Be Completed Jointly By The Responsible Officer And By Cold Work Team Leader.
Information And Instructions To Person Carrying Out Cold Work.

1. The Following Personal Protection Must Be Worn ……………………………………………….

……………………………………………………………………………………………………

2. Equipment / Pipeline Contained Following Material In Service …………………………………..

……………………………………………………………………………………………………
Equipment Expected To Contain The Following Hazardous Material When Opened
….…………………………………………………………………………………………………

4. Special Conditions / Precautions ………………………………………………………………….

……………………………………………………………………………………………………..
Date / Time _______________________ Responsible Officer Signature _______________________
Cold Work Team Leader Signature _______________________

· Section 3

Authorization
In The Circumstances Noted It Is Considered Safe To Proceed With This Cold Work.
Date / Time_______________________ Master Signature : _________________________________

· Section 3

Cancellation The Cold Work Has Been Completed And All Persons Under My Supervision, Materials And Equipment Have Been Withdrawn.
Date / Time ________________________ Responsible Officer Signature _______________________
Master Signature : _________________________________
Guidance Note For Cold Work Permit

a. Starting / Finishing Time Must Not Exceed The Authorized Signatories’ / Responsible Officer’s Working Hours.

b. Specific Location Of Cold Work Should Be Given.

c. Description Of Work To Include Type Of Equipment To Be Used.

d. This Permit Should Be Used For But Not Be Limited To The Following Cold Work:

1. Blanking / De-Blanking.

2. Disconnecting And Connecting Pipework

3. Removing And Fitting Of Valves, Blanks, Spades Or Blinds.

4. Works On Pumps Etc.

5. Clean Up (Oil Spills).

17.

IMDG freight container code;

A Freight Container Or A Container Means An Article Of Transport Equipment Of Permanent Character And Accordingly Strong Enough For Repeated Use, Specially Designed To Facilitate The Transport Of Goods By One Or More Modes Of Transport Without Intermediate Reloading, Designed To Be Secured And/Or Readily Handled And Having Fittings For These Purposes.
Containers Used For The Transport Of Packaged Dangerous Goods Should Be Of Adequate Strength To Resist The Possible Stress Imposed By The Conditions Of Service And Should Be Adequately Maintained And Approved By The Amended Csc Convention. (International Convention For Safe Containers 1972 - Csc - As Amended).
The Term Freight Container Includes Neither Vehicle Nor Packaging; However, A Container That Is Carried Chassis Is Included. For Convenience, The Word Freight Is Not Repeated Throughout This Section.
Container Packing And Certification

1. Dangerous Goods Which Require Segregation From Each Other Should Not Be Carried In The Same Container. However, Cargoes Requiring “Away From” Segregation May Be Stored In The Same Container After Obtaining Special Permission. Part Container Load Of Dangerous Goods Should Be Stowed With Neutral Cargo And Should Be Towards The Door Of The Container.

2. Containers Should Be Tightly Packed, Adequately Braced And Secured For The Voyage, With Minimum Likelihood Of Damage To The Container Fittings, Which Should Be Protected.

3. Containers To Be Used For Dangerous Goods Should Be Carefully Examined For Material Damage And If Found, The Container Should Be Rejected.

4. Only Relevant Markings To Be Kept On The Container. When Packing, Any Leaking Packages To Be Rejected.

5. When A Dangerous Goods Consignment Forms Only Part Of The Load Of A Container, It Should Preferably Be Packed So As To Be Accessible From The Doors Of The Container.

6. Packages Should Be Examined And Any Found To Be Damaged, Leaking Or Sifting Should Not Be Packed Into The Container. Care Should Be Taken To See That Excessive Water, Snow, Ice Or Foreign Matter Adhering To Packages Is Removed Before Packing Into A Container.

What Is A Container Packing Certificate ?
The Container Packing Certificate Which Is Issued By The Shipper And Must Certify The Following :

· The Container Was Clean, Dry And Apparently Fit To Receive The Goods,

· That For Explosives The Requirements For Magazines Are Met,

· No Incompatible Goods Have Been Packed In The Container,

· All Packages Have Been Inspected And Only Sound Packages Loaded,

· All Packages Have Been Properly Packed In The Container And Secured,

· The Cargo Has Been Evenly Distributed In The Container,

· The Container And The Packages Have Been Properly Marked, Labelled And Placarded,

· The Dangerous Goods Declaration From The Shipper Has Been Received From The Actual/Original Shipper,

· Drums Have Been Stowed In An Upright Position Unless Otherwise Authorised,

Notes:

I) When Dry Ice Is Used For Cooling In A Container, A Conspicuous Warning Must Be Posted At The Door End “Dangerous Gas Inside (Co2), Ventilate Thoroughly Before Entering”.

Ii) A Container Packing Certificate Is Not Required For Tanks.

7. Stowage Of Containers Containers Carrying Dangerous Goods Should Be Examined For External Signs Of Damage, Leakage Or Shifting Of Contents, And If In Evidence, The Container Should Be Refused For Shipment Until Repairs Have Been Effected.

8. A Closed Container Loaded With Dangerous Goods Liable To Evolve Flammable Gases Should Be Stowed “On Deck Only” Unless The Underdeck Space Does Not Contain Any Unsealed Motors/Compressors Of Other Reefer Containers Or Incompatible Cargo As Per Segregation Table. An Open Container With Dangerous Goods Liable To Evolve Flammable Gases Should Be Stowed On Deck Only. Furthermore, Such A Container Should Be Placed Atleast 4.8 Metres Away Ahead/Astern/Athwart Ships Of Such An Ignition Source.

9. When Stowage Is Permitted On Deck Or Under Deck, Then Containers With Marine Pollutants Should Preferably Be Stowed Under Deck Unless The Weather Deck Provides Equivalent Protection. If On Deck Stowage Is Only Permitted Then Containers Carrying Marine Pollutants Should Preferably Be Stowed Inboard, In Sheltered Areas On The Weather Deck.

10. Containers Do Not Require Ventilation From Inside And This Should Not Be Attempted. When Opening A Closed Container For Inspection Or Any Other Purpose The Same Precautions Should Be Taken As When Entering An Enclosed Space Due To:

· Possibility That Leakage May Have Caused A Concentration Of Flammable Or Toxic Vapours.

· Or Has Produced An Oxygen Enriched Or Depleted Atmosphere.

What Do You Understand By Jettison ?

11. Jettisoning & Heat Protection The General Firefighting Recommendation Of A Number Of Classes Of Dangerous Goods Suggests That The Commodity Should Be Jettisoned If There Is Likelihood Of Their Involvement In A Fire. In The Case Of A Full Container Load, This May Be Impractical And Should Be Interpreted As Follows :

“ The Commodities Are Particularly Dangerous And Should Risk Of Involvement In A Fire Arise, Everything Possible Should Be Done To Prevent The Spreading Of The Fire To Those Containers. If Despite This Effort The Said Container Is Likely To Get Involved In The Fire, Then Personnel Should Be Withdrawn As The Container May Burn With An Explosive Violence.”
Containers Carrying A Significant Quantity Of Such Dangerous Goods Should Be Stowed As Far As Practicable From The Accommodation And Navigational Areas, Unless A Container Jettison Device Has Been Fitted And Is Operational. When Cooling Is Recommended A Container Should Be Cooled From The Outside Only.

12. Condensation: Where Class 4.3 Is Packed, Special Precautions Should Be Taken Against Condensation, Which Can Be Quite Heavy. The Risk Is Minimised If The Moisture Content Of The Packaging And The Securing Materials Is Kept Low.

Why Do We Need To Control Temperature On Certain Dangerous Goods ?

13. Temperature Controlled Dangerous Goods: Dry Ice Or Liquid Nitrogen May Only Be Used For Cooling Certain Dangerous Goods Shipped In Closed Containers In Cases Of Emergencies, Or As A Backup For The Primary Refrigerant Source. It May Be Used As A Primary Refrigeration Source After Obtaining Special Permission On Only Short International Voyages (200/600 Nm).

14. Containers Should Be Secured In Accordance With The “Code Of Safe Practice For Cargo Stowage And Securing” (Assembly Resolution A.714(17) Of 6/11/1991).

15. Containers Stowed Below Deck Should Be Properly Secured Against The Forces Encountered At Sea.

16. Containers Carried Under Fumigation Only A Cargo Transport Unit That Can Be Closed In Such Away That The Escape Of Gas Is Reduced To A Minimum Should Be Used For The Carriage Of Cargo Under Fumigation. A Closed Ctu Containing Cargo Under Fumigation Should Not Be Allowed On Board Until Sufficient Time Has Lapsed To Allow The Attainment Of A Reasonably Uniform Gas Concentration Throughout The Cargo. Because Of Variations Due To Types And Amounts Of Fumigants And Commodities And Temperature Levels, The Period Which Should Elapse Between Fumigant Application And Loading Should Be Determined By The Competent Authority. (Usually Taken As 24 Hours).

The Master Must Be Informed Prior Loading Of A Ctu Under Fumigation And Must Be Supplied Equipment For Detecting The Fumigant Gas Along With Instructions For Its Use.

Fumigants Should Not Be Applied To The Contents Of A Ctu Once It Has Been Loaded On A Ship.

A Ctu Which Has Been Ventilated After Fumigation In Ensure That No Harmful Concentration Of Gas Remain Is Treated As A Normal Ctu And The Warning Signs Must Be Removed.

17. Ventilation The Provision Setout In This Code Regarding Ventilation Should Be Taken To Refer To The Cargo Spaces Aboard Ship In Which Ctus’ Are Loading And Should Not Be Interpreted To Require Ventilation Inside The Ctu.

When, For Any Reason, It Is Necessary To Open The Doors Of A Unit, The Nature Of The Contents And The Possibility That Leakage May Have Caused An Unsafe Concentration Of Toxic Or Flammable Vapours, Or May Have Produced An Oxygen-Enriched Or Depleted Atmosphere, Should Be Considered, And Necessary Precautions Taken.

If The Temperature Of A Certain Substance Exceeds A Value Which Is Typical Of A Substance As Packaged For Transport, A Self Accelerating Decomposition Possibly Of Explosive Violence May Result.

The Requirements For The Temperature Control Of Certain Specified Substances Are Based On The Assumption That The Temperature In The Immediate Surroundings Of The Cargo Does Not Exceed 55o C During Transport And Attains This Value For A Relatively Short Time Only During Each Period Of 24 Hours.

If A Substance Which Is Not Normally Temperature Controlled Is Transported Under Conditions Where The Temperature May Exceed 55o C, It May Require Temperature Control; In Such Cases Adequate Measures Should Be Taken.

Control Temperature Is The Maximum Temperature At Which Certain Substances Can Be Safely Transported During A Prolonged Period Of Time.

Emergency Temperature Is The Temperature At Which Emergency Procedures Must Be Implemented.

Self Accelerating Decomposition Temperature (Sadt) Is The Lowest Temperature At Which Self Accelerating Decomposition May Occur For A Substance In The Packaging As Used In Transport.

Sadt Control Temperature Emergency Temperature
T = 20o C Or < 20o C Below Sadt 10o C Below Sadt
20o C >T<35o C 15o C Below Sadt 10o C Below Sadt
T > 35o C 10o C Below Sadt 5o C Below Sadt
Notes

1. The Substance For Which A Control Temperature And An Emergency Temperature Are Indicated In The Individual Schedules, Should Be Transported Such That The Temperature Of The Immediate Surroundings Of The Cargo Does Not Exceed The Control Temperature.

2. The Actual Transport Temperature May Be Lower Than The Control Temperature But Should Be Selective So As To Avoid Dangerous Separation Of Phases.

3. If, During Transport, The Control Temperature Is Exceeded, And Alerting Procedures Should Initiated Involving Either Repair Of The Reefer Machinery Or An Increase In The Cooling Capacity. If An Adequate Cooling Capacity Is Not Restored, Emergency Procedures, Including Preparing For Disposal Of The Cargo, Together With Temperature Checks At Frequent Intervals, Should Be Started.

4. The Reefer Equipment And Its Controls Should Be Readily And Safely Accessible And All Electrical Connections Weatherproof.

5. If Substances Are Carried With A Control Temperature Of Less Than +25o C, The Ctu Should Be Equipped With A Visible And Audible Alarm Effectively Set At No Higher Than The Control Temperature. The Alarms Should Work Independently From The Power Supply Of The Refrigeration System.

6. If An Electrical Supply Is Necessary For The Ctu To Operate The Reefer Equipment, Its Should Be Ensured That The Correct Plug Types Are Fitted.

7. There Are Special Requirements For Insulated, Refrigerated And Mechanically Refrigerated Vehicles When Carried On Board A Roro Vessel As Described Under Section 21.6 Page 0157.

Special Requirements For Self Reactive & Related Substances (Class 4.1) & Organic Peroxides (Class 5.2)

1. For Self Reactive Substances (Class 4.1) Identified By Un No 3231 And 3232, And Organic Peroxides (Class 5.2) Identified By Un Nos 3111 And 3112, One Of The Following Methods Of Temperature Control Must Be Used :

(I) Combined Mechanical Refrigeration And Coolant System Which Has Two Refrigeration System Independent Of One Another And Complying With Section 21.5.1 On Page 0157.

(Ii) When The Maximum Ambient Temperature To Be Expected During Transport Is At Least 10o C Below The Control Temperature Then To Have A Single Mechanical Refrigeration System Provided That The Unit Is Thermally Insulated And Explosion - Proof Electrical Fitting Are Used Within The Coolant Compartment To Prevent Ignition Of Flammable Vapours From The Substances (21.4.2.3 On Page 0156).

2. For Self Reactive Substances (Class 4.1) Identified By Un No 3233 To 3240, And Organic Peroxides (Class 5.2) Identified By Un Nos 3113 To 3120, One Of The Following Methods Of Temperature Control Must Be Used :

(I) Combined Mechanical Refrigeration And Coolant System Which Has Two Refrigeration System Independent Of One Another And Complying With Section 21.5.1 On Page 0157 ; Or Dual Mechanical Refrigeration System Complying With 21.4.2.5 On Page 0156.

(Iii) For Short International Voyages Thermal Insulation (21.4.2.1 On Page 0156), And Where The Maximum Ambient Temperature To Be Expected During Transport Is Atleast Below The Temperature Then Thermal Insulation And Coolant System (21.4.2.2 On Page 0156).

Operational Requirements On Controlled Temperature Ctus’

1. The Stowage Of The Cargo Should Be Such As To Ensure That, If Disposal Is Necessary At Sea, The Packages Or Closed Ctu Can Be Jettisoned* With Reasonable Safety.

2. The Refrigeration System Should Be Thoroughly Inspected And Tested Prior To Ctu Being Packed To Ensure That All Parts Are Functioning Properly.

3. When Packages Having Different Control Temperatures Have To Be Packed In The Same Ctu Then They Should Be Pre-Cooled To Avoid Exceeding The Lowest Control Temperature. The Packages With The Lowest Control Temperature Should Be Stowed In The Most Readily Accessible Position From The Doors Of The Ctu.

4. When Controlled Temperature Packages Are To Be Packed With Other Cargoes In A Ctu, Then, The Controlled Temperature Packages Should Be Stowed In The Most Readily Accessible Position From The Doors Of The Ctu.

5. The Stowage Of Temperature Controlled Packages Inside A Ctu Should Be Such That :

· The Doors Should Be Capable Of Being Opened Readily In An Emergency,

· Carrier Should Be Informed About The Stowage Plan Inside The Ctu,

· Cargo Packages Should Be Secured So As To Prevent The Falling Of Packages On Opening The Door,

· The Stowage Inside Should Allow For Adequate Air Circulation Throughout The Cargo.

6. The Master Should Be Provided With :

· Operating Instructions For The Refrigeration System,

· Instruction For Regular Monitoring Of Temperatures And Any Fluctuations,

· A Set Of Essential Spares Available For Emergency Use.

7. The Temperature Should Be Monitored At Regular Intervals And A Log Of Readings Maintained (Atleast Once Every 4 To 6 Hours).

8. If Any Of The Requirements Of Section 21, Page 0155, Are Not Complied With, Then A Special Approval From The Competent Authority Is Required Prior Loading Of The Temperature Controlled Goods.

18.

Design for double hull tankers

Design For Double Hull Tankers.

· In The Wake Of The Exxon Valdez Disaster, Particular Attention Has Been Directed Towards The Development Of New Designs For Tankers Which Would Result In Reduced Pollution.

· These Designs Have Been Mandatory For Ships By Virtue Of Their Being Incorporated As Amendments To Marpol 73/78 In 1992 As Regulation 13(F).

· The Regulations Apply To New Oil Tankers Of 5000t Dwt And Above For Which:

1. The Building Or Major Conversion Contract Is Placed On Or After July 6^th 1993.

2. The Keel Is Laid Or The Construction Work Commenced After Jan 6^th 1994.

3. The Delivery Is Made Or The Work Completed On Or After July 6^th 1996.

· The Entire Cargo Tank Length Shall Be Protected By The Ballast Tank Or Other Spaces But Not Fuel Or Cargo Tank As Follows.

Wing Tanks Shall Extend From The Deck To The Top Of The Double Bottom Tanks, Having A Minimum Breadth “W”, Where “W” = (0.5 + Dw)/20,000. However “W” Cannot Be Less Than One Metre And Need Not Be More Than Two Metres.

a. Double Bottom Tanks Having A Height “H” Shal Be Provided Below The Cargo Tank Space. This Distance “H” Shall Be Measured At Right Angles Toi The Shell Plating And Shall Prevail Upto A Height Of ‘1.5h’above The Bottom Shell Plating. H = B / 15 However ‘H’ Cannot Be Less Than One Metre And Need Not Be More Than Two Metres.

b. Where ‘H’ And ‘W’ Are Different, At The Turn Of The Bilge ‘W’ Shall Prevail At A Height Above 1.5 ‘H’ From The Bottom Shell Plating.

c. On Crude Oil Tankers =>20,000 Tons Dwt And Product Carriers => 30,000 Tons Dwt, The Aggregate Capacity Of All Ballast Shall Not Be Less Than The Sbt Capacity Required Under Reg. 13 To Meet The Imo Draught And Trim Requirements.

d. Suction Wells Of Cargo Tanks May Protrude Into The Db. Tank Below Provided The Suction Well Is Made As Small As Possible And The Height Of The Bottom Of The Suction Well From The Bottom Shell Plating Is Not Less Than 0.5 H

e. Ballast Pipes Including Vent Pipes And Sounding Pipes Shall Not Pass Through Cargo Tanks And Vice Versa; Except That Exemptions May Be Given For Short Lengths Of Piping Which Are Completely Welded Or Equivalent.

· Oil Shall Not Be Carried In A Space Forward Of The Collission Bulkhead Or (In Oil Tankers Which Are Not Required To Have A Collission Bulkhead) Any Other Bulkhead Located In A Similar Position.

· Double Bottom Tanks May Be Dispensd With If The Weight Of Cargo + Vapour Pressure Doesn’t Exceed The Outsiode Water Pressure, So That In Case Of A Rupture Of Tank Bottom Water Will Enter The Tank Instead Of The Oil Flowing Out Thus For This To Happen,

1. * Depth Of Cargo * Cargo Density * G + 100p Should Be < = Minimum Draught * Density Of Sea Water * G

Where:

# 1.1 Is The Safety Factor.
# G Is The Acceleration Due To Gravity.
# P Is Maximum Set Pressure Of The P/V Valve.

· A Horizontal Partition (Mid Height Deck) May Be Necessary To Fulfill The Above Requirement Specially When The Tank Is Fully Loaded. This Partition May Be At A Height Of B/6 Dr 6 Metres Above The Base Line Whichever Is Lesser But Not More Than 0.6d Where ‘D’ Is Moulded Depth Amidships.

· The Location Of Wing Tanks Shall Be Same Except That Below 1.5 H From The Base Line The Cargo Tank Boundary May Be Vertical Down To The Bottom Shell Plating.

· Oil Tankers Less Than 5000 Tns Dwt. Shall Be Fitted With D.B. Tanks Of Height Equal To B/15 Subject To A Minimum Of 0.76 Mts, In The Turn Of The Bilge Area The Tank Top Shall Extend Parallel To The Line Of The Midship Flat Bottom To Meet The Shipside.

· Cargo Tanks On These Ships Must Not Have A Capacity Greater Than 700 M^3 Or Else Wing Tanks Will Have To Be Provided Having A Width Of W = 0.4 + 2.4 Dw / 20,000 Mts. Subject To A Minimum Of 0.76 Mts.

Other Methods Of Design And Construction Of Tankers May Also Be Accepted And Approved By The I.M.O. Provided That They Ensure Atleast The Same Level Of Protection Against Oil Pollution In The Event Of Collision Or Stranding

19.

Drills to be carried out on a monthly basis.

Rotation Of Drills To Be Carried Out Every Month

Boat Drill

Fire Drill* (As Per List Of Drills Refered Below)

Oil Pollution Drill**(As Per List Of Drills Refered Below)

Emergency Drills***(As Per List Of Drills Refered Below)

Every Two Weeks

Every Two Weeks

Once A Month

Every Two Weeks

Fire Drill*
The Following Rotation Of Fire Drills Are Recommended :

1. Machinery Space Fire

2. Accommodation Fire

3. Galley Fire

4. Paint/Chemical Locker Fire

5. Fire/Explosion In Cargo Tanks

6. Fire/Explosion In Bunker Tanks

7. Fire In Pumproom

8. Fire In Steering Gear

9. Fire In Stores/Locker

Oil Pollution Drill*
All Pollution Drills Must Be In Accordance With Chapter 6 Of The Vessel Response Plan.
The Following Rotation Of Drills Are Recommended :

1. Notification / Alerting – (Communication) Drill

2. Pre Arrival Checks

3. Pipeline Leakage

4. Towing

5. Tank Overflow

6. Cargo Or Bunker Transfer

7. Grounding

8. Fire & Explosion

9. Collision

10. Touching Bottom

11. Hull Leak

12. Excessive List

13. Pumproom Room Rescue

14. Escape Of Toxic Fumes/Cargo

15. Leakage/Hose Burst At The Manifold

Emergency Drills***
The Following Rotation Of Emergency Drills Are Recommended :

1. Rescue From Cargo Pumproom In Hostile Atmosphere

2. Rescue From Engineroom In Hostile Atmosphere

3. Rescue From Cargo/Ballast Tanks In Hostile Atmosphere

4. Manoverboard

5. Structural Failure

6. Main Engine Failure

7. Steering Gear Failure

8. Terrorism / Piracy Attack

9. Helicopter Operations

10. Heavy Weather Damage

11. Collision/Grounding And Damage Control Procedures

12. Medical Emergencies.

20.

Drug and alcohol policy

Drug & Alcohol Policy
Drug And Alcohol Abuse Directly Affects Fitness And Ability Of A Seafarer To Perform Watch-Keeping Duties. Sea-Farers Found To Be Under The Influence Of Drugs Or Alcohol Until They Are Not In Proper Condition And State Of Mind To Perform Their Duties, Should Not Be Allowed To Take In A Watch Duty At Sea / Port / Anchor. The Administration Should Consider Developing National Legislation Prescribing A Maximum Of 0.04% Blood Alcohol Level (Bac) During Watch Keeping Duty As A Maximum Standard On Their Ship’s. Prohibiting The Consumption Of Alcohol Within 4 Hours Prior To Taking Over Cargo Watch.
Drug & Alcohol Screening Guide
The Administration Should Ensure That Adequate Measures Are Taken To Prevent Alcohol’s & Drugs From Impairing The Ability Of Watch Keeping Personnel And Should Establish Screening Programs, Which Identify Drug & Alcohol Abuse.
Respect The Dignity Privacy Of An Individual Incase He Fails The Test And Take Into Relevant
International Guidelines, It Should Be Brought To The Notice Of All Individuals That 2 Units Of Alcohol In An Hour Will Result In Bac Of 0.04%. Alcohol Metabolizes Out Of The Body At An Average Rate Of 1 Unit Of Alcohol Per Hour.
There Should Be No Alcohol In Your Blood When You Report On Duty.

Table of Contents : www.planetnav.com

Chapter 16 : | cold work permit |

Chapter 18 : | Design for double hull tankers |

Chapter 20 : | Drug and alcohol policy |

MERCHANT NAVY

Friday 25 February 2011

Additional notes (chapter 16 – 20)

Additional notes (chapter 16 – 20)

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