Seacare Authority Code of Practice Approval 2018 Health and Safety in Shipboard Work, including Offshore Support Vessels (Cth)
Seacare Authority Code of Practice Approval 2018 - Health and Safety in Shipboard Work, including Offshore Support Vessels
made under the
Occupational Health and Safety (Maritime Industry) Act 1993, section 109
Name of instrument
This instrument is the Seacare Authority Code of Practice Approval 2018 - Health and Safety in Shipboard Work, including Offshore Support Vessels.
Commencement
This instrument commences on the 1 January 2019.
Code of Practice Approval
I approve the Seacare Authority Code of Practice 2018 - Health and Safety in Shipboard Work, including Offshore Support Vessels under section 109 of the Occupational Health and Safety (Maritime Industry) Act 1993.
Repeal of Approval
The Seacare Authority Code of Practice Approval 2017 ( F2017L00326)made on 23 March 2017 is repealed.
CRAIG LAUNDY
Minister for Small and Family Business, the Workplace and Deregulation
22/8/18
Date
Seacare Authority
Code of Practice
for
Health and Safety in Shipboard Work, including Offshore Support Vessels
April 2018
TABLE OF CONTENTS
FOREWORD
SCOPE AND APPLICATION
HOW TO USE THIS CODE OF PRACTICE
1. GENERAL DUTIES
1.1 OPERATORS DUTIES
1.2 DUTIES OF THE PERSON IN COMMAND (SHIP’S MASTER)
1.3 SEAFARERS DUTIES
1.4 OTHER DUTY HOLDERS
1.5 REPORTING INCIDENTS
1.6 CONSULTATION AND REPRESENTATION
2. RISK MANAGEMENT
2.1 IDENTIFYING THE HAZARDS
2.2 ASSESSING THE RISKS
2.3 CONTROLLING THE RISKS
2.4 MAINTAINING AND REVIEWING CONTROL MEASURES
2.5 DEVELOPING A SAFETY MANAGEMENT SYSTEM
3. THE GENERAL WORKING ENVIRONMENT
3.1 HOUSEKEEPING AND HYGIENE
3.2 AIR QUALITY
3.3 WORKING ON DECK
3.4 MANUAL TASKS
3.5 NOISE
3.6 SMOKING
3.7 FATIGUE
3.8 PERMIT-TO-WORK SYSTEMS
3.9 HAZARDOUS AND RESTRICTED AREAS
3.10 PERSONAL PROTECTIVE EQUIPMENT
3.11 SIGNS, NOTICES AND COLOUR CODES
4. SHIPBOARD EMERGENCIES
4.1 FIRE-FIGHTING EQUIPMENT
4.2 FIRE DRILLS AND TRAINING
4.3 ACTION IN THE EVENT OF FIRE
4.4 ABANDON SHIP DRILLS AND TRAINING
4.5 CONFINED SPACE ENTRY AND RESCUE DRILLS
4.6 MAN OVERBOARD DRILLS AND RESCUE AT SEA
4.7 HELICOPTER OPERATIONS
4.8 OTHER DRILLS
5. SAFE ACCESS TO SHIP
5.1 ACCOMMODATION LADDERS AND GANGWAYS
5.2 PILOT TRANSFER
5.3 TRANSPORT OF PERSONS BY WATER
6. SAFE MOVEMENT ONBOARD THE SHIP
6.1 PASSAGES AND WALKWAYS
6.2 WATERTIGHT DOORS
6.3 LIGHTING
6.4 PROTECTION AROUND CARGO HATCHES AND OTHER OPENINGS
6.5 ACCESS TO HOLDS AND OTHER DECK SPACES
7. CONFINED SPACES
7.1 SAFETY MANAGEMENT OF CONFINED SPACES
7.2 CONFINED SPACE ENTRY PERMIT
7.3 PREPARING AND SECURING THE SPACE FOR ENTRY
7.4 PROCEDURES AND ARRANGEMENTS BEFORE ENTRY
7.5 TESTING THE ATMOSPHERE OF CONFINED SPACES
7.6 ADDITIONAL REQUIREMENTS FOR ENTRY INTO A CONFINED SPACE
7.7 BREATHING APPARATUS AND RESUSCITATION EQUIPMENT
7.8 MAINTENANCE OF EQUIPMENT AND TRAINING
8. TOOLS AND OTHER EQUIPMENT
8.1 PORTABLE ELECTRIC, PNEUMATIC AND HYDRAULIC TOOLS
8.2 WORKSHOP AND BENCH MACHINES
8.3 ABRASIVE WHEELS
8.4 COMPRESSED GAS CYLINDERS
9. WELDING, FLAME CUTTING AND OTHER HOT WORK
9.1 PRECAUTIONS AGAINST FIRE AND EXPLOSIONS
9.2 ELECTRIC WELDING EQUIPMENT
9.3 PRECAUTIONS DURING ELECTRIC-ARC WELDING
9.4 FLAME CUTTING AND BRAZING
10. PAINTING
10.1 SPRAY PAINTING
11. WORKING AT HEIGHTS
11.1 CRADLES AND STAGES
11.2 SUSPENDED SCAFFOLD – BOSUN’S CHAIRS/SWING CHAIR
11.3 ROPES
11.4 PORTABLE LADDERS AND SCAFFOLDING
11.5 ROPE LADDERS
12. WORKING WITH ELECTRICAL EQUIPMENT
12.1 FLEXIBLE CABLES, PORTABLE LIGHTS, ELECTRIC TOOLS AND OTHER EQUIPMENT
12.2 HIGH-VOLTAGE SYSTEMS
12.3 RECTIFIERS AND ELECTRONIC EQUIPMENT
12.4 RADIO COMMUNICATION AND NAVIGATIONAL EQUIPMENT
12.5 BATTERIES AND BATTERY ROOMS
12.6 LEAD ACID BATTERIES
12.7 ALKALINE BATTERIES
12.8 VISUAL DISPLAY UNITS (VDUS) INCLUDING MICROCOMPUTERS
13. HAZARDOUS SUBSTANCES AND RADIATION
13.1 ASBESTOS
13.2 SYNTHETIC MINERAL FIBRES
13.3 RADIO AND RADAR INSTALLATIONS
13.4 IONISING RADIATION
14. CARRIAGE OF DANGEROUS GOODS
14.1 EMERGENCY RESPONSE
15. WIRE AND FIBRE ROPES
15.1 WIRE ROPES
15.2 FIBRE ROPES
16. CARGO OPERATIONS
16.1 LIFTING EQUIPMENT
16.2 STORAGE, STOWAGE AND SECURING OF CARGO
17. ANCHORING, DOCKING AND MOORING
17.1 ANCHORING
17.2 MOORING AND UNMOORING
17.3 MOORING TO BUOYS
18. WORKING IN MACHINERY SPACES
18.1 BOILERS, OIL HEATERS, UNFIRED PRESSURE VESSELS AND STEAMPIPES
18.2 PROPULSION MACHINERY
18.3 TURBINES
18.4 INTERNAL COMBUSTION ENGINES
18.5 AIR COMPRESSORS AND RESERVOIRS
18.6 REFRIGERATION SYSTEMS
18.7 OIL-BASED SYSTEMS
18.8 STEERING GEAR
18.9 CONTROL ROOMS AND UNATTENDED MACHINERY SPACES
18.10 HYDRAULIC SYSTEMS
19. WORKING IN GALLEYS AND OTHER FOOD HANDLING AREAS
20. SAFETY IN LIVING ACCOMMODATION
21. OFFSHORE SUPPORT VESSELS
21.1 RISK MANAGEMENT
21.2 COMMUNICATION
21.3 CARGO TRANSFER OPERATIONS
21.4 OFFSHORE TRANSFER OF PERSONNEL
21.5 ANCHOR HANDLING
21.6 TOWING
21.7 BARGE WORK
22. OTHER SPECIFIC VESSEL TYPES
22.1 BULK CARRIERS AND BULK CARGOES
22.2 RO-ROS AND VEHICLE AND PASSENGER FERRIES
22.3 BUNKER BARGES AND OIL TANKERS
22.4 PASSENGER VESSELS
22.5 LIQUEFIED NATURAL AND PETROLEUM GAS CARRIERS
22.6 CONTAINER SHIPS
22.7 BULK CHEMICAL TANKERS
APPENDIX A: DEFINITIONS AND ABBREVIATIONS
FOREWORD
This Code of Practice on maritime health and safety for seafarers is an approved code of practice under section 109 of the Occupational Health and Safety (Maritime Industry) Act 1993 (OHS(MI) Act).
An approved code of practice is a practical guide to achieving the standards of health and safety required under the OHS(MI) Act, the Occupational Health and Safety (Maritime Industry) Regulations 1995 and the Occupational Health and Safety (Maritime Industry)(National Standards) Regulations 2003 (OHS(MI) Regulations 2003).
Similar to regulations, codes of practice deal with particular issues and do not cover all hazards or risks that may arise. The health and safety responsibilities require duty holders to consider all shipboard risks not only those for which regulations and codes of practice exist.
Codes of practice are admissible in court proceedings under the OHS(MI) Act and Regulations. Failure to comply with a provision of a code of practice may be used by the courts as evidence of an offence under the OHS(MI) Act and Regulations in the circumstances to which the code relates.
The OHS(MI) Act and Regulations may be complied with in another way, for example by following a technical or an industry standard, if this provides an equivalent or higher standard of health and safety than that set out in the code.
An inspector may refer to an approved code of practice when issuing an improvement or prohibition notice.
This Code of Practice is a revision of the Seacare Authority Code of Practice 1/2000 first approved in May 2000, which incorporated the Australian Offshore Support Vessel Code of Safe Working Practice and the Code of Safe Working Practice for Australian Seafarers.
SCOPE AND APPLICATION
This Code covers the health and safety of seafarers, contractors and other persons on board prescribed ships and units to which the OHS(MI) Act applies. This Code is relevant for all types of ships, including offshore support vessels.
This Code should be read in conjunction with relevant Marine Orders and codes of practice on specific hazards and control measures relevant to shipboard work.
HOW TO USE THIS CODE OF PRACTICE
In providing guidance, the word ‘should’ is used in this Code to indicate a recommended course of action, while ‘may’ is used to indicate an optional course of action.
This Code also includes references to provisions of the OHS(MI) Act and Regulations and Marine Orders. These references are not exhaustive. The words ‘must’, ‘requires’ or ‘mandatory’ indicate legal requirements exist which must be complied with. References to Marine Orders must be complied with to the extent that they apply to the vessel.
A list of key terms and abbreviations used in this Code is in Appendix A.
GENERAL DUTIES
1.1 Operators duties
The operator of a ship is primarily responsible for ensuring the health, safety and welfare of all persons on board the ship.
Under the OHS(MI) Act, the operator must take all reasonable steps to ensure that seafarers and other people are not exposed to health and safety risks arising from the conduct of the operator’s undertaking. This duty includes:
n providing and maintaining a safe work environment (including plant and systems of work)
n ensuring the safe use, handling and storage of plant and substances
n providing adequate facilities for the welfare at work
n providing and maintaining a safe means of access to and from the workplace
n providing any information, training, instruction or supervision that is needed to enable seafarers to carry out their work in a way that is safe and without risk to their health
n monitoring the health of seafarers and the conditions at the workplace
n providing appropriate medical and first aid services
n developing a health and safety policy in consultation with any involved unions and other persons the operator considers appropriate.
The operator should also provide the necessary resources to implement a safety program[1] based on the safety policy. The policy and program should set out the responsibilities of all relevant parties, including shore staff, contractors and any other persons on, or in the vicinity of the ship.
[1] MSC-MEPC.2/Circ.3 – Guidelines on the basic elements of a shipboard occupational health and safety programme.
The operator should ensure that the design of a new ship and any modifications to an existing ship takes account of ergonomic principles and the relevant Australian and international standards and codes of practice.[2]
[2] MSC-MEPC.7/Circ.3 – Framework for consideration of ergonomics and work environment. MSC/Circ.982 - Guidelines for ergonomic criteria for bridge equipment and layout.
The operator must maintain their ships, provide and maintain equipment, tools, operating manuals and other documentation[3], plan and organise all work so that health and safety risks are eliminated, or if that is not possible, minimised so far as is reasonably practicable.
[3] IMO Circular MSC.1/Circ.1462 – List of certificates and documents required to be carried on board ships, 2013.
The operator must also comply with Marine Order 28 (Operations standards and procedures), including:
n providing written instructions to the person in command of each ship setting out the policies and procedures to ensure all newly employed seafarers 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
n ensuring that seafarers are provided with minimum hours of rest, and
n checking that the seafarers hold appropriate medical and competency certificates.[4]
[4] In accordance with Section A-VIII/1 of the STCW Code, Regulation 1.2 and 2.3 of MLC, 2006, Marine Order 9, Marine Order 11 and Marine Order 28.
The operator must ensure that, as soon as practicable after joining the ship, seafarers are instructed in the hazards associated with their work and the shipboard environment and trained in the procedures used to eliminate or minimise exposure to health and safety risks. The training should include contingency planning and emergency preparedness.
The operator should take into account the necessary standards of fitness, experience and competence to ensure the health and safety of seafarers in the performance of their duties when operating on board. In doing so the operator should:
n ensure acceptable working and living conditions, including working hours and rest periods;
n plan shipboard operations to take into account the expected period of work and the prevailing conditions on board in order to minimise the risk of fatigue; and
n consider reports and recommendations made by the person in command, health and safety committee or other on board committees regarding health and safety issues on the ship.
The operator should direct the person in command, and the person in command should work closely with the health and safety committee and health and safety representatives, to ensure that the work on board is organised in such a way as to eliminate or minimise health and safety risks. The operator should make the person in command and seafarers fully aware of all activities on board that could affect their health and safety.
The operator must designate a person(s) ashore to be responsible for:[5]
[5] In accordance with Marine Order 58 (Safe Management of Vessels)
n monitoring the safety aspects of the operation of each ship; and
n ensuring that adequate resources and shore-based support are applied, as required.
The operator must, if requested by a health and safety representative or an involved union, establish a health and safety committee on the ship. The OHS(MI) Act also enables the operator, in consultation with the involved unions or other persons, to establish such a committee covering health and safety matters across several ships.
The operator must ensure that the person in command fulfils the obligations imposed by the OHS(MI) Act and the Navigation Act 2012 including:
n consulting health and safety representatives on implementation of changes that affect safety in the workplace;
n allowing health and safety representatives access to the workplace;
n allowing health and safety representatives to be present at interviews relating to health and safety matters (if the person being interviewed agrees);
n giving health and safety representatives access to health and safety related information, other than confidential medical information;
n allowing health and safety representatives, who have not previously completed the approved health and safety representatives training course, time to complete the course during working hours as soon as is reasonably practicable;
n allowing health and safety representatives such time off work as is reasonably necessary for them to exercise their powers;
n complying with provisional improvement notices, to the extent that they relate to matters under the person in command’s control;
n making available to health and safety committees any information, other than confidential medical information, relating to the health and safety of seafarers;
n allowing members of health and safety committees reasonable time during working hours, to perform committee functions; and
n complying with requirements set out in Marine Order 11 (Living and working conditions on vessels).
The operator must ensure a person under 16 years is not employed on the ship and that the working conditions in Marine Order 11 for a person under 18 years are met.
The operator should arrange regular safety inspections of all parts of their ships to which the safety of the seafarers may depend. Marine Order 11 requires weekly inspection of accommodation, food, drinking water, storage areas and galleys. In addition, the inspection of medical chest and medical equipment must be conducted at least once every 12 months.
1.2 Duties of the person in command (ship’s master)
The person in command is responsible for implementing the operator's health and safety policy and program on board the ship. The policy and program, including safety rules and instructions, should be clearly communicated to all seafarers.
The person in command must ensure that:
n seafarers are assigned only to tasks which they are physically fit and suitably qualified to do
n no person under the age of 18 is assigned to inappropriate duties and work arrangements[6]
[6] Marine Order 11 and Standards A.1.1, B1.2 and B2.3 of MLC, 2006.
n any hazardous activities are properly supervised
n safety equipment, including all emergency and protective equipment, is maintained and stowed properly
n all statutory drills and musters are carried out at the required intervals and in compliance with the Navigation Act 2012 and Marine Order 21 (Safety and emergency arrangements)
n seafarers are trained in emergency procedures, and
n seafarers have access to the information they need to conduct their work safely, including operating manuals, vessel plans and safety procedures. Any necessary instructions and notices regarding health and safety should be posted in prominent places or brought to the seafarers' attention by other effective means. The person in command should check that such instructions have been understood.
The person in command should ensure that all seafarers have:
n a reasonable workload;
n reasonable hours of work; and
n reasonable rest periods during working hours, having regard to work which is strenuous, hazardous or monotonous.[7]
[7] Regulation 2.3 of MLC, 2006 and Marine Order 11
When a person in command receives a prohibition notice or an improvement notice from an inspector the person in command must give a copy of the notice to the health and safety representative (if any) and display a copy in a prominent place at or near each workplace.
If a person in command receives a notice of resignation from the health and safety representative the person in command must display a copy of the notice in a prominent place.
1.3 Seafarers duties
Seafarers must take all reasonable steps to protect their own health and safety as well as the health and safety of other seafarers and persons on board. Seafarers must co-operate with the operator in complying with health and safety requirements at the workplace. If equipment is provided by the operator, seafarers must use it in accordance with the information, instruction and training provided.
Seafarers should take an active role in implementing the operator’s health and safety policy and program as delegated to them by the person in command. If a seafarer does not fully understand an order, instruction or any other communication, they should seek clarification from their supervisor.
Seafarers should:
n immediately report any potential hazards which they cannot properly deal with themselves to their supervisor;
n participate in health and safety meetings;
n not operate or interfere with equipment that they are not authorised to use. Except in an emergency, seafarers should not interfere with, remove, or displace any safety device or other equipment provided for their protection or the protection of others.
1.4 Other duty holders
Manufacturers, importers and suppliers of plant and substances must ensure, so far as is reasonably practicable, that the plant or substance is manufactured, imported and supplied without risks to health and safety. There are also safety duties for persons:
n erecting, installing, repairing or maintaining plant in a workplace
n constructing, modifying or repairing a structure on a ship, and
n persons engaged in loading or unloading a ship.
1.5 Reporting incidents
Requirements for reporting an incident, including dangerous occurrences, are set out in the OHS(MI) Act, the Navigation Act 2012 and the Transport Safety Investigation Act 2003. The operator or person in command of the ship must submit an incident alert to AMSA within 4 hours of becoming aware of the incident and the full incident report within 72 hours of the incident.[8]
[8] Details of incident reporting requirements and reporting forms are available at
The operator should investigate all incidents to identify their underlying causes and prevent re-occurrence.
A full report of the investigation should be provided to the health and safety committee and the relevant authorities.
The operator’s shore management should consider the reports and, if necessary, amend the operator’s health and safety policy to take account of the outcomes of the investigation and any recommendations to prevent re-occurrence.
The operator should encourage seafarers to report any safety concerns and hazardous conditions or activities.
1.6 Consultation and representation
Consultation involves sharing of information, giving workers a reasonable opportunity to express views and considering those views before making decisions on health and safety matters.
Seafarers are entitled to take part in consultation arrangements and to be represented on work health and safety matters by a health and safety representative who has been elected to represent their work group.
Consultation may occur through:
n workplace induction or training processes
n toolbox talks
n committee meetings
n participative risk assessment processes
n sessions or events called for a specific purpose.
Toolbox talks may include discussions on:
n changes to the work environment that may impact on health and safety
n safe working instructions for particular tasks, and
n recent incidents including ‘near misses’ and key lessons to prevent a reoccurrence.
When using toolbox talks it is good practice to:
n keep a written record of the topic covered, attendees and feedback received
n organise a program of toolbox talks to ensure seafarers are given sufficient opportunity to provide input into how risks should be controlled, and
n review the effectiveness of toolbox talks and the level of understanding in the discussions.
Further guidance on how to consult effectively on health and safety matters is available in Safe Work Australia’s Code of Practice: Work health and safety consultation, co-operation and co-ordination
RISK MANAGEMENT
Risk management is a systematic process to eliminate or minimise the potential for harm to people. It involves:
n identifying hazards
n if necessary, assessing the risks associated with these hazards
n implementing and maintaining risk control measures, and
n reviewing risk control measures.
Further guidance on the general risk management process is in Safe Work Australia’s Code of Practice: How to manage work health and safety risks.
2.1 Identifying the hazards
The first step in managing the risks of shipboard work is to find out what could potentially cause harm to people. This may be done by:
n inspecting the working environment and talking to workers about how work is carried out
n inspecting equipment and materials used during shipboard operations
n reading product labels and manufacturers’ instruction manuals
n talking to manufacturers, suppliers and health and safety specialists, and
n reviewing reports of incidents, injuries and dangerous occurrences.
Table 1 lists common hazards associated with shipboard operations. Health and safety duties require a duty holder to consider all risks associated with work, not only those mentioned in this Code.
Table 1: Hazards associated with shipboard operations
| HAZARD | EXAMPLES OF TASKS |
| Hazardous manual tasks (see section 3.4) | Handling cargo and equipment Working above shoulder height |
| Working at height (see section 11) | Working near an open hatch Accessing cargo Work overboard Climbing ladders |
| Working in confined spaces (see section 7) | Working in holds, pump rooms, tanks Working in between cargo |
| Falling objects (see section 16) | Working with suspended cargo or unsecured loads Exceeding safe working load |
| Plant and equipment (see sections 8, 15, 16 and 18) | Working around mobile plant Using damaged or poorly maintained equipment e.g. damaged ladders, ropes, stretched chains and defective hooks |
| Working environment (see sections 3, 5 and 6) | Working in extreme weather conditions Accumulation of ice or snow on deck Working in inadequate light, e.g. in holds or at night Working near refrigerated containers |
| Electricity (see section 12) | Working on live equipment Using electrical equipment in wet areas |
| Stored energy | Pressurised liquids and gases (section 18) Tensioned cable or ropes (section 15) |
| Noise (see section 3.5) | Using noisy machinery or power tools |
| Hazardous chemicals including dangerous goods (see sections 10, 13 and 14) | Oil or chemical spills during loading and unloading hazardous cargo Exposure to chemicals used to fumigate ship’s holds |
| Fire (see sections 4, 9 and 14) | Hot works e.g. welding or oxy-cutting Handling combustible cargo Storing or handling flammable substances near open flames or other heat sources. |
A number of hazards may co-exist in the workplace, for example shipboard operations may involve being near moving parts and performing hazardous manual tasks in the presence of high noise levels.
Hazards may also change as work is carried out, for example entries and exits may become blocked preventing escape in emergencies.
2.2 Assessing the risks
A risk assessment involves considering what could happen if someone was exposed to a hazard—the consequence—and the likelihood of this happening. A risk assessment can help determine:
n if there is further action that should be taken to control the risk, and
n how urgently the action needs to be taken.
Factors to consider when assessing risks from shipboard operations include:
n the type of work being performed
n the work environment
n how many people are exposed
n communication methods and effectiveness
n the suitability of equipment for the activity e.g. ropes and lifting gear
n time of day and hours of work, and
n the training and experience of seafarers.
2.3 Controlling the risks
The ways of controlling work health and safety risks are ranked from the highest level of protection and reliability to the lowest. This ranking is known as the hierarchy of risk control (see Figure 1).
The most effective control is elimination where the hazard is completely removed. Operators should always aim to eliminate a hazard. If it is not reasonably practicable to do so, the risks should be minimised by working through the other options in the hierarchy from top to bottom.
Figure 1 The hierarchy of control measures
Administrative controls and personal protective equipment (PPE) rely on human behaviour and supervision. Used on their own these measures tend to be least effective in minimising risks.
In many cases, a combination of control measures provides the best solution.
2.4 Maintaining and reviewing control measures
Reviewing risk controls is an important part of the risk management process. The aim is to ensure the implemented controls are effective and working.
A review can be done by using the same methods as the initial hazard identification process. Reviewing the control measures also involves considering whether a higher order control measure is now reasonably practicable.
Consult seafarers and any health and safety representatives as part of the review process and consider the following questions:
n Are all foreseeable hazards being identified?
n Are the control measures working effectively in both their design and operation?
n Have the control measures introduced new problems?
n Has instruction and training provided to workers been successful?
n Is the frequency and severity of health and safety incidents reducing over time?
n If new legislation or new information has become available, does it indicate the current controls may no longer be the most effective?
n Have changes occurred affecting health and safety, for example has new plant or equipment been introduced? Are new procedures required?
If changes or improvements are identified, further decisions are needed to control the risks.
2.5 Developing a safety management system
The risk management process is essential in developing a safety management system as required under Marine Order 58 (Safe management of vessels) and the ISM Code.
A safety management system includes the following key elements:
n A safety and environmental protection policy
n Instructions and procedures to ensure safe operation of ships and protection of the environment in compliance with relevant international and flag state legislation
n Defined levels of authority and lines of communication between, and amongst, shore and shipboard personnel
n Procedures for reporting incidents and non-compliance
n Emergency response procedures
n Procedures for internal audits and management reviews
THE GENERAL WORKING ENVIRONMENT
3.1 Housekeeping and hygiene
Good housekeeping practices should be implemented to control risks on vessels.
n Minor deficiencies in the ship structure, equipment or furnishings (for example, protruding nails and screws, loose fittings and handles, uneven and damaged flooring) may contribute to cuts, bruises, trips and falls. They should be repaired as soon as they are noticed.
n Ropes and wires are frequently under strain during mooring operations and seafarers should, as much as possible, always stand in a place of safety from whiplash should ropes or wires break.
n The stowage and dispersal of deck or machinery equipment should be well planned and organised so that each item has its proper place.
n Seafarers should always stand clear of any load being lifted and should not walk near or underneath any load being lifted, or while it is suspended.
n Loose items that may create a hazard from potential vessel movement should be properly secured
n Electrical cables are stowed away from walkways and wet areas
n Litter presents a fire risk and may cause slips, falls or conceal other hazards. It must be disposed of in compliance with Marine Order 95 (Marine pollution prevention – garbage)[9]
High standards of personal cleanliness and hygiene should be maintained at all times. Seafarers should protect their own health and safety by ensuring:
n they have relevant up-to-date vaccinations and inoculations;
n small cuts and abrasions are treated immediately;
n precautions are taken to avoid insect bites. In particular, anti-malaria precautions should be taken before, during and after the ship visits ports where malaria is known to exist.
3.2 Air quality
Emissions from plant and substances in ships’ holds and storage areas may create hazardous atmospheres. Where there is a likelihood of reduced air quality that may affect health and safety, for example contaminated, oxygen-deficient or explosive atmospheres, a risk assessment should be carried out and relevant control measures implemented. Control measures may include:
n providing measures for detecting hazardous atmospheres
n providing natural or mechanical ventilation to prevent accumulation of harmful concentrations of gases, fumes, vapours and fumigants
n eliminating use of combustion-powered plant or equipment in poorly ventilated spaces e.g. by using electric forklift trucks
n managing the length of time plant is used e.g. switching off engines when not in use
n providing access to safety data sheets (SDS) for hazardous chemicals (refer to section 13)
n training seafarers in emergency response related to hazardous atmospheres, and
n providing appropriate PPE like respiratory equipment and ensuring these are properly fitted, worn and maintained.
Workers should not enter fumigated areas until these areas have been ventilated and are assessed as safe to enter.
3.3 Working on deck
Work activities should be supervised and under the control of a responsible officer. Bridge watchkeeping officers should be informed of all work being performed on deck or in deck spaces.
Seafarers should work in pairs or in teams.
Seafarers should be prohibited at all times from sitting upon the vessel's bulwark or rail or walking along the bulwark.
If heavy weather is expected, lifelines should be rigged in appropriate locations on deck. The lashings of all deck cargo should be inspected and tightened, as necessary.
No seafarers should be on deck during heavy weather unless it is absolutely necessary for the safety of the ship or crew. Work on deck during heavy weather must be authorised by the person in command and the bridge watch should be informed.
Any person required to go on deck during heavy weather should wear appropriate PPE including a life-jacket, portable transceiver and waterproof reflective clothing and equipment. If possible, the person should remain in communication with a back-up person and be visible at all times.
Working in conditions of high humidity and heat may cause heat exhaustion or heat stroke. Precautions include drinking sufficient water.
Seafarers should protect themselves from prolonged sun exposure by wearing protective clothing (wide brim hat, long-sleeved collared shirt, long pants, sunglasses) and sunscreen.
3.4 Manual tasks
Manual tasks are carried out when a person needs to exert force to lift, lower, push, pull, carry or otherwise move, hold or restrain any person, animal or thing. The following factors can make manual tasks hazardous and lead to musculoskeletal disorders:
n Repetitive or sustained force;
n High or sudden force;
n Repetitive movement;
n Sustained or awkward posture;
n Exposure to vibration.
The operator must ensure that hazardous manual tasks are identified and the risks controlled in accordance with Part 3 of the OHS(MI) Regulations 2003. The operator must eliminate or minimise the risk of injury so far as is reasonably practicable by:
n redesigning the task or finding another method of doing the same job
n providing mechanical aids to move loads, such as trolleys and pallet lifters, and
n providing instructions and training to seafarers who are required to handle loads. The training should include the correct use of mechanical aids, safe manual handling techniques or team lifting procedures.
Before lifting and carrying objects, seafarers should first inspect the load’s weight, size and shape. Attention should be given to sharp edges, protruding nails or splinters, greasy surfaces or any other features which might lead to injury. The size and shape of the load are not a reliable indication of its actual weight.
The working environment should be assessed including the weather and the ship’s movement when loads are being carried on board ship, particularly if the ship is at sea. The area over which the load is to be moved should not be slippery and should be free from obstructions.
Loads should be gripped with two hands and lifted, lowered and carried close to the body.
The load should be carried in a way that ensures vision is not obscured, otherwise another method of moving the load should be used.
When two or more people are carrying a load, those involved should safely coordinate the activity.
Further information is in the Code of Practice: Hazardous manual tasks
3.5 Noise
Seafarers must be protected from the effects of noise. SOLAS Regulation II-1/3-12 requires new ships to be constructed to reduce on-board noise and to protect personnel from noise, in accordance with the IMO Code on Noise Levels on Board Ships which sets out maximum noise level limits for machinery spaces, control rooms, workshops, accommodation and other spaces on board ships.
Warning signs should indicate spaces in which hearing protection needs to be worn. When work has to be carried out in such areas, a suitable system of communication should be agreed to before the work begins.
Guidance is also available in Safe Work Australia’s Code of Practice Managing noise and preventing hearing loss at work.
3.6 Smoking
Seafarers should be made aware of the health hazards related to smoking. The operator should develop a policy and instructions in relation to smoking on board ship.
Smoking on board a ship should not be permitted except in authorised areas. Signs prohibiting smoking should be prominently displayed.
Ashtrays, or other suitable containers, should be provided and used in locations where smoking is permitted. The operator should consider allocating a smoking room as an authorised area where practicable.
3.7 Fatigue
Fatigue is a state of physical and/or mental exhaustion resulting from inadequate sleep, disruption of the internal body clock or physical, mental or emotional exertion. Fatigue can impair alertness and the ability to perform safety-related duties.
To reduce the risk of fatigue, the following should be taken into account:
n the need for onboard relief for the crew and person in command during prolonged operations
n the effects of bad weather
n the level of onboard automation (ensuring crew are trained and able to use deck machinery rather than manual handling to reduce physical exertion)
n voyage patterns
n crew training and competence, and
n the supply of nutritional victualling arrangements and drinking water.
A fatigue management plan should be developed to help control the risks of fatigue. It may include procedures for:
n ensuring adequate resources (including manning) are available to conduct all tasks safely
n designing work schedules and shift rosters to minimise fatigue and providing adequate opportunities for rest and sleep between shifts
n designing the vessel’s sleep areas to support good quality sleep without disturbance
n using task rotation to break up job monotony, and
n providing fatigue awareness training to seafarers and encouraging reporting of fatigue related issues.
Some vessels will need to comply with prescribed hours of work and hours of rest.[10] Seafarers must co-operate with any reasonable policy or procedure relating to fatigue at the workplace, for example policies on fitness for work.
[10] Regulation 2.3 of MLC, 2006; Section A-VIII/1 of the STCW
Further information is in the Guide for managing the risk of fatigue at work.
3.8 Permit-to-work systems
The permit-to-work system consists of a planned and predetermined safety procedure for any non-routine potentially hazardous work, such as:
n hot work
n entry into confined spaces
n electrical work
n work over water
n hazardous substances
n working at height
n work that compromises critical safety systems, such as fire and gas detection systems, alarms, public address systems, lifesaving equipment and fire-fighting equipment.
The permit-to-work itself does not make the job safe. In using a permit-to-work, the following principles apply:
n The permit should be relevant and as accurate as possible. It should state the location and detail of the work to be done, the results of the risk assessment or any preliminary tests and the measures taken to make the job safe.
n The permit should specify the period of its validity (which should not exceed 24 hours) and any time limits applicable to the work it authorises.
n Only the work specified on the permit should be undertaken.
n Before signing the permit, the authorising officer should check that all measures specified as necessary have in fact been taken.
n The authorising officer retains responsibility for the work until the permit is cancelled or formally transferred to another authorised person who should be fully informed of the situation. Anyone who takes over from the authorising officer should sign the permit to indicate transfer of full responsibility.
n The person responsible for carrying out the specified work should countersign the permit to indicate their understanding of the safety measures to be followed.
n On completion of the work, that person should notify the responsible officer to cancel the permit.
n The person carrying out the specified work should not be the same person as the authorising officer.
3.9 Hazardous and Restricted Areas
Any areas on a vessel that may present particular hazards should be adequately signposted as a Hazardous Area and have appropriate signage detailing any safety precautions or clothing that must be worn for entry to the area.
Examples of areas that may be Hazardous Areas:
n High noise areas
n Machinery and electrical spaces
n Areas where cranes are operating
n Refrigeration spaces
n Work deck areas on vessels performing specific functions such as construction, pipe-laying, diving support, underwater operations or other work of a specialized nature.
Certain hazardous areas should also have restrictions placed on them as to who may enter. These should be declared Restricted Areas and have signs on the entrances warning people that the area is restricted, with details on who is permitted to enter the Restricted Area.
The delineation of Hazardous Areas and Restricted Areas may need to be more comprehensive on specialized vessels, particularly those with a large and diverse crew. In these circumstances, hazardous areas need to be restricted to crew members who are familiar with the hazards by virtue of their training or position.
Some examples of areas that may need to be restricted:
n High voltage electricity areas
n Sensitive control rooms on specialized vessels
n Hazardous material storage areas
n Machinery spaces
n Wheelhouse and control rooms
3.10 Personal Protective Equipment
Personal protective equipment (PPE) does nothing to reduce the hazard and can only protect the person wearing it, if the person wears it correctly. Therefore, PPE should be used together with other controls or when risks cannot be eliminated or reduced to an acceptable level by more effective control measures.
The use of PPE may in itself become a hazard. For example, through reduced field of vision, loss of dexterity or agility.
PPE should be:
n of a type and standard as approved by Standards Australia or its equivalent
n suitable for the task for which it is required
n used, inspected and maintained in accordance with the manufacturer's instructions which should be kept with the relevant equipment, and
n kept clean and disinfected when necessary.
Records should be kept of servicing and any repairs carried out. Defective PPE that cannot be repaired must no longer be used and should be disposed of appropriately and immediately replaced.
All seafarers must be trained in the use and care of PPE and informed of its limitations. Persons using such items should check them each time before use. Training records of seafarers who have received the training should be kept.
Seafarers should wear appropriate safety clothing and footwear at all times.
Clothing worn in galleys and machinery spaces where there is a risk of burning or scalding should adequately cover the body and should be made from a low flammability material, such as cotton.
Head Protection
Helmets may be designed for different purposes. A helmet designed to provide protection from objects falling from above may not be suitable for protecting seafarers from chemical splashes. The ship should be supplied with helmet types appropriate to the range of operations carried out on the ship. Australian Standard AS 1800–1998 (Occupational protective helmets) provides guidance on the selection, care and use of industrial safety helmets.
A helmet that is visibly damaged should not be used and should be disposed of and replaced.
Hearing Protection
Seafarers who are exposed to high levels of noise, such as those working in machinery spaces, should be provided with and wear hearing protectors.
Various types of hearing protectors are available for shipboard use, including ear plugs and earmuffs. In general, earmuffs give the most effective protection and should be used in preference to ear plugs except in situations where the use of ear muffs is impracticable. Hearing protectors should comply with AS/NZS 1270–2002 (Acoustics— Hearing protectors), or its equivalent.
Face and eye protection
Face and eye protectors are available in a wide variety of designs. Careful consideration should be given to the nature of the hazard to ensure the appropriate protection is chosen. Eye protectors should comply with AS/NZS 1337.1:2010 Personal eye protection – eye and face protectors for occupational application or its equivalent.
Prescription (corrective) spectacles, unless manufactured to a safety standard, do not afford protection. Certain box-type goggles are designed so that they can be worn over ordinary spectacles.
Sun Protection
Strong sunlight can severely damage the eyes and sunglasses should be worn whenever appropriate. Sunglasses should comply with AS/NZS 1067-2003 Sunglasses and fashion spectacles.
A wide-brimmed hat should be worn and a sunscreen of SPF 50+ used on exposed parts of the body when working in the sun.
Respiratory Protective Equipment
Appropriate respiratory protective equipment should be provided for work in conditions where there is a risk of oxygen deficiency or exposure to poisonous, dangerous or irritating fumes, dust or gases. Respiratory devices should comply with AS/NZS 1716–2012 Respiratory protective devices or its equivalent.
There are two main types of equipment which perform different functions:
n a respirator filters the air before it is inhaled, and
n breathing apparatus supplies air or oxygen from an uncontaminated source.
The face-piece incorporated in respirators and breathing apparatus must be fitted correctly to prevent leakage. Wearing spectacles (unless designed for the purpose) or facial hair may interfere with the face seal.
AS/NZS 1715–2009 Selection, use and maintenance of respiratory protective equipment provides guidance on the selection, use and maintenance of respiratory protective devices.
Marine Order 15 (Construction – fire protection, fire detection and fire extinction) requires Emergency Escape Breathing Devices (EEBD) to be provided in accommodation and machinery spaces with the location and numbers of the devices indicated in the ship’s fire control plan in accordance with SOLAS Regulations II-2/13.3.4 and II-2/13.4.3. Additionally, SOLAS Regulation II-2/10.10.1 requires breathing apparatus to be provided in fireman’s outfit.
Hand and foot protection
Gloves should be the right size for the wearer and be suitable for the type of work carried out. For example, leather gloves may be useful for handling rough or sharp objects but become slippery when they get wet or oily. Heat resistant gloves may be used for handling hot objects, and rubber, synthetic or PVC gloves for handling acids, alkalis, various types of oils, solvents and chemicals.
Seafarers should wear enclosed shoes or boots with non-slip soles to provide a secure foothold on decks and ladders. Safety footwear incorporating toe protection may also be suitable and should comply with AS/NZS 2210.1– 2010 Safety, protective and occupational footwear – Guide to selection, care and use.
3.11 Signs, notices and colour codes
Signs and symbols are an effective method for warning against hazards and for presenting information in a non-linguistic form. Safety signs and notices must conform in shape and colour to the requirements of SOLAS, IMO Resolution A.760 (18) - Symbols related to life-saving appliances and arrangements and IMO Resolution A.952 (23) - Graphical symbols for shipboard fire control plans.
Fire extinguishers must be coloured and marked in accordance with the Marine Order 15 applicable to the fire extinguisher type. Each fire extinguisher should have a label fixed to it providing instructions for its use. Seafarers should familiarise themselves with the colour coding and markings on fire extinguishers to enable the appropriate extinguisher to be immediately selected in an emergency.
International Standards include requirements for the colour coding of electrical wiring cores. Seafarers should understand the meaning of the core colours on board the ship. If a replacement is required, it should be in accordance with the coding system on board, see AS/NZS 3000–2007 Electrical installations.
Pipelines should be marked with a colour coding system which indicates their contents. Replacement lengths of pipe should be immediately marked consistent with the colour coding system. A colour coding card should be provided (refer to AS 1345–1995 Identification of the contents of piping, conduits and duct).
SHIPBOARD EMERGENCIES
| Requirements relating to shipboard emergencies are in the following Marine Orders: · Marine Order 15 (Construction – fire protection, fire detection and fire extinction) · Marine Order 21 (Safety and emergency arrangements) · Marine Order 25 (Equipment – lifesaving) · Marine Order 58 (Safety Management of Vessels) Guidance is available in the ISM Code and ISM Guidelines. |
The safety management system must include procedures for responding to various shipboard emergency situations, including the following types of emergency:[11]
[11] IMO Resolution A.852 (20) provides guidelines for developing a uniform and integrated system of shipboard emergency plans.
n fire;
n damage to the ship;
n pollution;
n unlawful acts threatening the safety of the ship and the security of its passengers and seafarers;
n seafarer incidents;
n cargo-related incidents;
n emergency assistance to other ships.
The shipboard emergencies plan should include an emergency training module for seafarers to raise awareness of actions to be taken in the event of an emergency.
Seafarers may require specific training before joining the ship, to ensure that they are capable of carrying out safety related responsibilities.
Potential emergency situations likely to involve the ship should be analysed and actions required by seafarers during the emergency should be practised at drills.
A drill must be held prior to sailing when a ship enters service for first time, after a major modification or when a new crew is engaged.
The person in command must ensure that a muster list is compiled and kept up to date.[12]
[12] In accordance with Marine Order 21 and SOLAS Regulation III/37.
When first joining a ship, seafarers must be informed of the location of the muster stations and the survival craft to which they have been assigned and of their duties in emergency situations. All seafarers with assigned emergency duties must be familiar with these duties before the start of the voyage.
Each seafarer must participate in drills in accordance with the requirements of the person in command and Marine Order 21 and SOLAS Regulation III/19, and the ship’s safety management system, which sets out the procedure to be followed for an emergency stations practice muster.
Each seafarer must participate in at least one abandon ship drill and fire drill every month.
Drills should involve all seafarers but, in some circumstances, it might be preferable to confine certain drills to seafarers with specific tasks.
The timing of drills should be varied to ensure that seafarers who have not taken part in a particular drill should participate in the next drill. Seafarers should receive drill training as soon as possible. The abandon ship and fire drills must take place within 24 hours of the ship leaving a port if more than 25% of the seafarers have not participated in abandon and fire drills on board that particular ship in the previous month.
All seafarers should muster at a drill wearing the appropriate clothing and wearing life-jackets. Arrangements for drills should take account of prevailing weather conditions and be conducted as if there were an actual emergency.
Where practicable, drills should be conducted in a way that minimises the disturbance of rest periods and does not cause fatigue.
Although drills are an essential part of emergency training, a training scheme should consist of more than just drills. Information on subjects such as hypothermia and instructions on the use of particular equipment should be provided.
4.1 Fire-fighting Equipment
In accordance with Marine Order 15 a fire control plan must be permanently displayed on the ship. The plan must show the control stations for each deck and particulars of fire detection and fire alarm systems, sprinkler installation, fire-extinguishing appliances, means of access, details of the ventilation system and other relevant information for fire control.
At all times while a ship is in service, the fire-fighting equipment must be maintained ready for use, tested and inspected in accordance with the manufacturer's instructions. For the purpose of this requirement a ship is not in service when:
n it is in for repairs or lay-up (either at anchor or in port) or in dry-dock;
n it is declared not in service by the operator or the owner's representative; and
n in the case of passenger ships, there are no passengers on board.
The maintenance plan (which may be computer based) must be kept on board the ship and made available for inspection.
All fire-fighting equipment should be accessible at all times and emergency escapes and passages should be free of obstructions.
Portable extinguishers which have been discharged must be immediately recharged or replaced with an equivalent unit. Seafarers should not interfere with or discharge any fire extinguishers without a reasonable excuse and should report any faults or cases of accidental discharge to a responsible officer.
4.2 Fire Drills and Training
Seafarers must receive instructions on fire safety on-board the ship and on their assigned duties before the voyage begins, including the location and operation of any fire-fighting systems and appliances that they may need to use.
A copy of the fire training manual as required by SOLAS Regulation II-2/15 and a copy of the training manual on Life Saving Appliances of the ship as required by SOLAS Regulation III/35 must be provided in each crew mess room and recreation room or in each crew cabin. Seafarers should familiarise themselves thoroughly with these training manuals.
Seafarers should be trained in the operation and use of the following fire-fighting systems and appliances:
n all types of portable fire extinguishers carried on board;
n self-contained breathing apparatus;
n hoses with jets and spray nozzles;
n any fixed fire-fighting system such as carbon dioxide or foam;
n fire blankets;
n fireman’s outfit;
n fire doors and smoke dampers; and
n escape systems and appliances.
Although many fires occur at port it may be difficult to arrange a drill with the local fire authorities. This can be partly resolved by instructing seafarers on the shore requirements using the contents of the fire wallet (the fire wallet should be positioned by the access arrangements and should outline information for shore fire authorities who are required to fight a fire on board ship).
Fire drills should be planned to enable regular practice in the various emergencies that may occur depending on the type of ship and the cargo.
The locations should be changed in successive drills to give practice in differing conditions and with different types of fire. Locations could include:
n holds, tanks and other spaces such as forepeak stores and paint lockers;
n engine or boiler rooms;
n accommodation spaces such as cabins and laundry rooms; and
n galleys.
Fire drills should be as realistic as circumstances permit. Search and rescue exercise should be undertaken in various parts of the ship. Where possible, local fire-fighting equipment, such as extinguishers, should be activated and the visibility of self-contained breathing apparatus masks should be reduced to imitate a smoke-filled atmosphere. Care should be taken with such drills to avoid trip and slip hazards.
The fixed water fire-fighting system should be used. Engine room crew should ensure that the fire pumps are operated and that full water pressure is on the fire mains. The emergency fire pump should also be used for fire drills.
A fire drill can be held as the first stage of an abandon ship drill.
Fire-fighting teams should assemble at their designated stations and be dispatched to the location of the supposed fire, carrying with them emergency equipment (for example, BA sets, radios, lamps and axes).
An adequate number of hoses to deal with the assumed fire should be deployed. At some stage during the drill, fire hoses should be tested under pressure.
The drill should extend, where practicable, to the testing and demonstration of the remote controls for ventilation fans, fuel pumps and fuel tank quick closing valves, the closing of openings and the appropriate isolation of electrical equipment.
Fixed fire extinguishing installations should be tested to the extent practicable.
At each drill, one extinguisher or more should be operated by a member of the fire-fighting team, a different member on each occasion. Different types of extinguishers available on board should be used on a rotational basis. The operation of extinguishers that cannot be charged on board should be explained. Extinguishers that are used during the drill must be recharged before being returned to their normal location.
Each member of the fire-fighting team should be trained in the use of breathing apparatus as part of the drill. The apparatus should be cleaned and checked to be in good order both before and after it is used. Cylinders of self-contained breathing apparatus should be recharged and seafarers should be trained in the use of the recharge system. Otherwise, sufficient spare cylinders should be carried for this purpose.
Fire appliances, fire and watertight doors, other closing appliances, and fire detection and alarm systems that have not been used in the drill should be inspected in accordance with ship’s safety management system.
All equipment activated during fire drills should be immediately replaced with fully loaded appliances.
4.3 Action in the event of fire
A fire can usually be extinguished most easily in the first few minutes. Prompt action is essential.
The alarm should be raised and the bridge informed immediately. If the ship is in port, the local fire authority should be called. If it is safe to do so, attempts should be made to extinguish or limit the fire, either using suitable portable extinguishers or by smothering the fire as in the case of a fat or oil fire in the galley.
The ship’s seafarers should be aware of the use of different types of fire extinguisher and their suitability for different types of fire. Water extinguishers should not be used on oil or electric fires and foam extinguishers should not be used on electrical fires.
Openings to the space should be shut to reduce the supply of air to the fire and to prevent it from 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, boundary cooling of adjacent compartments should be considered and temperatures monitored if spaces are not otherwise accessible.
If a space is filled with smoke and fumes, seafarers not properly equipped with breathing apparatus should leave the space immediately. Where necessary, escape should involve crawling on hands and knees and emergency escape breathing devices (EEBDs) should be used.
After a fire has been extinguished, precautions should be taken against its spontaneous re-ignition.
Seafarers should not re-enter a space where a fire has occurred without wearing breathing apparatus until it has been fully ventilated.
4.4 Abandon ship drills and training
The order to abandon ship can only be given verbally by the person in command.
Each abandon ship drill must include:[13]
[13] As required by SOLAS Regulation III/19.3.3
n summoning passengers and seafarers to muster stations by the general alarm and ensuring that they are made aware of the order to abandon ship;
n reporting to stations and preparing for the duties described in the muster list;
n checking that all passengers and seafarers are at muster stations and are suitably dressed to minimise cold shock if direct entry into the sea is necessary;
n checking that life-jackets are correctly donned;
n where possible, lowering of at least one lifeboat after any necessary preparation for launching;
n starting and operating the lifeboat engine;
n a mock search and rescue of passengers/seafarers trapped in their cabins;
n instruction in the use of radio life-saving appliances; and
n where fitted, operating of davits for launching life-rafts.
Emergency lighting for mustering and abandonment should be tested at each abandon ship drill.
If possible, abandon ship drills should be held when a life-raft is due to be sent for servicing. Invaluable experience can be obtained by actually inflating a life-raft in the water and practising life-raft boarding techniques.
Different lifeboats should, as far as practicable, be lowered and manoeuvred at successive drills. Lowering or hoisting a boat should only be done with minimum seafarers on board. Each lifeboat must be launched and manoeuvred in the water by its assigned operating seafarers at least once every 3 months during an abandon ship drill.[14]
[14] As required by SOLAS Regulation III/19.3.3
During drills, lifebuoys and lines should be readily available at the point of embarkation.
While boats are in the water, seafarers should practise manoeuvring the craft by oar or under motorised power.
When turning out davits or bringing boats or rafts inboard under power, seafarers should always keep clear of any moving parts.
The crank handle of a lifeboat winch is designed not to rotate except for manual hoisting action. Nevertheless, such handles should be removed from the winch as soon as manual hoisting is stopped. If, however, for some reason the handle cannot be removed and there is a chance of the handle rotating under the action of gravity or electricity, seafarers should keep well away from the handle although it may seem stationary.
The engines on motor lifeboats should be started and run ahead and astern. All means of starting arrangement should be tested. If two sets of batteries are provided then the engine should be started with individual set of batteries one by one. Care should be taken to avoid overheating the engine and the propeller shaft’s stern gland. All seafarers should be familiar with the engine starting procedure.
Air bottle pressures and water spray systems (where fitted) must be tested in accordance with manufacturer’s instruction.
Before craft in gravity davits are recovered by power, the operation of the limit switches and similar devices should be checked.
Free fall lifeboats should be boarded in an orderly manner at all times. Seafarers should immediately secure themselves into the seat with the restraining harness and carry out the instructions of the responsible officer.
Where simultaneous off-load or on-load release arrangements are provided, ensure that the hooks are fully engaged prior to launching and before recovery.
On-board training in the use of davit-launched life rafts must take place at intervals of not more than 4 months on every ship fitted with such appliances.[15] Whenever practicable, this must include the inflation and lowering of a life-raft. This life-raft may be a special life-raft intended for training purposes only, which is not part of the ship’s life-saving appliances; such a special life-raft must be conspicuously marked.
[15] As required by SOLAS Regulation III/19.4.3
Where life rafts are carried, instructions should be given to seafarers in their launching, handling and operation. Methods of boarding life rafts and the nature of equipment and stores on them should be explained.
Life-saving 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 provided.
Rescue boats (other than lifeboats which are also rescue boats), must be launched each month with their assigned seafarer aboard and manoeuvred in the water. Rescue boat launching drills should be conducted in sheltered waters and under supervision of an officer experienced in such drills.
Seafarers in a fast rescue boat, rescue boat or survival craft being lowered should remain seated and keep their hands inside the craft to avoid them being crushed against the ship’s side. Lifejackets should be worn. In totally enclosed lifeboats, seat belts should be secured.
Any additional provisions, water or equipment should be placed in the survival craft. A check of seafarers and passengers should be taken and the survival crafts lowered under the direction of the person in charge.
4.5 Confined space entry and rescue drills
Confined space entry and rescue drill must be planned and conducted in a safe manner at least once every two months in accordance with SOLAS Regulation III/19.3.6.
The operator should provide a schedule of regular on-board drills for seafarers with confined space entry or rescue responsibilities.
Each confined space and rescue drill must include:
n checking and use of personal protective equipment required for entry;
n checking and use of communication equipment and procedures;
n checking and use of instruments for measuring the atmosphere in confined spaces;
n checking and use of rescue equipment and procedures; and
n instructions in first aid and resuscitation techniques
All seafarers should be trained in confined space safety, including the on board procedures for identifying, assessing and controlling risks associated with entry into confined spaces.
All equipment (such as rescue equipment, portable oxygen/multi-gas detector etc.) used in connection with confined space entry should be in good working condition and inspected before use. The manufacturers’ instructions should be strictly followed to ensure that the correct equipment is assembled. The seafarer using the equipment should be trained to use the equipment before entry.
No person should open or enter a confined space unless authorised by the person in command or the nominated responsible person and unless the relevant safety procedures are followed. Chapter 7 provides further guidance on working in confined spaces.
Each drill should be recorded in the ship’s log book.
4.6 Man overboard drills and rescue at sea
The ship’s emergency plan must include specific plans and procedures for the recovery of persons from water.[16]
[16] SOLAS Regulation III/17-1, Guidelines for the development of plans and procedures for recovery of persons from the water (MSC.1/Circ.1447), Guidelines to recovery techniques (MSC.1/Circ.1182) and Guidelines for cold water survival (MSC.1/Cric.1185/Rev.1).
The plans and procedures must identify measures to be taken to minimise the risk to seafarers involved in the recovery operations and the equipment intended to be used for recovery purposes.
Ship-specific procedures should specify the anticipated conditions under which a recovery operation may be conducted safely by taking into account:
n manoeuvrability of the ship;
n freeboard of the ship;
n points of the ship to which casualties may be recovered;
n characteristics and limitations of equipment intended to be used for recovery operations;
n available seafarers and personal protective equipment;
n wind force, direction and spray;
n significant wave height;
n period of waves;
n swell; and
n safety of navigation.
As far as reasonably practicable, man overboard drills involving the manoeuvring of the vessel should be conducted at regular intervals.
Drills conducted in harbour or anchorages should be as realistic as possible and include manoeuvring the craft and recovering a training dummy or manikin from the water. Drills should also ensure that seafarers are familiar with the plans, procedures and equipment for recovery of persons from the water. Such drills may be conducted in conjunction with routine man overboard drills.
Where a fast rescue boat (FRC) is carried, it should be launched each month and tested in the water in a harbour or safe anchorage.
Prior to launching the rescue boat, communication with the deck and bridge should be checked.
Working lifejackets that do not restrict free movement should be worn. Immersion suits should be worn where there is a risk of hypothermia.
Rescue boat crews should receive training on correct techniques for retrieving persons from the water without sustaining injury.
Each ship should have a contingency plan in the event that someone falls overboard. The plan should take into account the particular characteristics of the ship, the life-saving equipment available and the number of seafarers. For example, a typical drill could test the action taken if the bridge watch keeping officer observes someone falling from the main deck into the sea. This would include:
n executing a Williamson turn or other ship's turn as appropriate;
n dropping the bridge wing quick-release lifebuoy;
n sounding the general or emergency squad alarm;
n announcing the type of emergency over the public address system so that the rescue boat can be prepared;
n assigning a person to the wheel and posting lookouts;
n radar "marking" of the man overboard position;
n initiating any communication such as a "Pan Pan Pan" message; and
n positioning the ship to make a lee and launching the rescue boat.
It may take the person in command a few minutes to reach the bridge before taking over the operation and therefore some decisions may need to be made before he or she reaches the bridge.
When a person witnesses someone falling overboard, he or she should throw a life buoy into the water, preferable one equipped with a light. Inform the bridge immediately by any means possible and call out for assistance. Keep the victim under surveillance if possible.
When a person is reported missing or unaccounted for, it will be presumed that the individual has been lost overboard and the circumstance becomes a search and rescue issue.
All ships must carry an up-to-date copy of Volume III of the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual. Procedures provided in the IAMSAR Manual should be adopted, especially if the search is carried out with other ships.
4.7 Helicopter operations
In accordance with Marine Order 57 (Helicopter Operations) the person in command may permit a vessel-helicopter operation to be conducted only if the vessel has arrangements in place that:
n provide for emergency evacuation of people from the vessel; and
n do not interfere with the normal operations of the vessel; and
n are at least as effective in ensuring safety as the arrangements recommended in the International Chamber of Shipping Guide to Helicopter/Ship Operations for the kind of vessel–helicopter operations to be conducted.
The vessel arrangements must include
n the equipment necessary for the safe conduct of the vessel–helicopter operation; and
n seafarer training on non-emergency and emergency procedures for the vessel–helicopter operation.
The operator must ensure that the arrangements are included in the vessel’s safety management system.
4.8 Other drills
Emergency training should not be limited to abandoning ship, fire-fighting and man overboard drills. Seafarers should undergo regular refresher training in any emergency situations likely to occur aboard the ship.
First aid training should be provided for particular types of cargoes and operations. Posters, pamphlets and other means of reminding seafarers of first aid procedures should be made available throughout the ship.
Further information is available in Safe Work Australia’s Code of Practice: First aid in the workplace.
SAFE ACCESS TO SHIP
| Access to a ship in port must be carried out in accordance with Marine Order 12 (Construction – subdivision and stability, machinery and electrical installations). Under SOLAS Regulation II-1/3-9 ships in port must be provided with means of embarkation and disembarkation, such as gangways and accommodation ladders. The means of embarkation/disembarkation must be inspected and maintained in accordance with IMO Circular MSC.1/Circ.1331. |
There should be a safe means of access between any ship and any quay, pontoon or similar structure or another ship alongside which the ship is secured. An accommodation ladder or gangway which is appropriate to the deck layout, size, shape and maximum freeboard of the ship should be used when accessing the ship.
The means of access from the wharf to a vessel’s deck may be provided by the vessel or the port authority. If access is provided by the port authority or another party, the person in command must ensure that any safety concern is brought to the attention of the person providing access and to a person requiring access to or from the ship.
Seafarers should be provided with information on how to make their way safely to and from the ship through the marine terminal or shore side cargo handling area.
Access arrangements should be supervised at all times, either by seafarers or by shore personnel, particularly in ports which have large tidal ranges. The supervision of access arrangements also enhances security against unauthorised persons from boarding the ship.
A safe means of access to or from a ship must be:
n strong enough to support the weight placed on it;
n free of damage, degradation or wear that may affect the strength of the means of access;
n secured to prevent accidental displacement;
n illuminated sufficiently for people to use it safely at night;
n clear of the path of cargo being loaded or unloaded from a ship;
n kept clean and free of any material that could make its use unsafe, including any snow, ice, grease or other substance likely to cause a slip or fall;
n properly rigged and adjusted to allow for any changes in tidal levels and the ship’s trim and freeboard;
n at an angle allowing safe access to the ship;
n firmly landed and clear of wharf edge and other potential hazards; and
n placed so that no suspended load passes over it.
Access equipment should be properly maintained and inspected at frequent intervals. It should not be painted or treated to conceal cracks or defects.
A lifebuoy with a self-activating light and a separate safety line or some similar device should be provided at the point of access aboard the ship.
Safety netting must protect the length of the accommodation ladder or gangway, including protecting the user from falling between the ship and the quayside. The safety net must meet the requirements in Marine Order 12.
Accommodation ladders and gangways should be clearly marked with maximum designed angle of use and maximum safe loading in both number of persons and total weight. Under no circumstances should this limit be exceeded.
The person in command of a ship at anchor or at a mooring may provide a pilot ladder as a means of access if the use of an accommodation ladder is impracticable. The use of such ladder, except in an emergency, must be limited to pilots and other persons engaged in or in relation to the business of the ship. In such cases an assessment of the risks associated with using the pilot ladder should be carried out and the use of appropriate risk controls, such as buoyancy vests and/or harnesses, should be considered.
Section 22.2 provides further guidance on access to vehicle ferries or roll-on/roll-off vessels (RO-ROs).
5.1 Accommodation ladders and gangways
The specifications for accommodation ladders and gangways are contained in Marine Order 12.
If the gangway rests on rollers or wheels, it should be fitted or protected in such a way as to prevent the user's feet from being caught and it should be placed in a position that does not restrict the free movement of the rollers or wheels. Where the wharf surface is irregular or gaps or ledges exist that may cause the rollers or wheels to jamb or catch, a suitably sized plate should be placed on the surface on which the rollers or wheels rest.
A gangway should never be allowed to drop between the shore and the ship in such a way that it may be crushed or damaged.
Regular inspections of gangways, ladders and metal fittings should be undertaken to detect any cracking, rusting or corrosion. Any defects posing a hazard should be rectified before further use.
5.2 Pilot transfer
Pilot transfer requirements are contained in Marine Order 12. When a ship uses a pilot, the operator must ensure that pilot transfer arrangements comply with SOLAS Regulation V/23 and ensure that pilots are able to embark and disembark safely.
The rigging of the pilot transfer arrangements and the embarkation of a pilot must be supervised by a responsible officer who can communicate with the navigation bridge. The responsible officer must arrange for the escort of the pilot by a safe route to and from the navigation bridge. Seafarers engaged in rigging and operating any mechanical equipment must be instructed in the safe procedures to be adopted and the equipment must be tested prior to use.
The following equipment must be kept ready for immediate use when persons are being transferred:
n two man-ropes of not less than 28 mm and not more than 32 mm in diameter properly secured to the ship if required by the pilot; man-ropes to be fixed at the rope end to the ring plate fixed on deck and must be ready for use when the pilot disembarks, or upon request from a pilot approaching to board (the manropes must reach the height of the stanchions or bulwarks at the point of access to the deck before terminating at the ring plate on deck);
n a lifebuoy equipped with a self-igniting light;
n a heaving line.
Adequate lighting must be provided to illuminate the transfer arrangements overside and the position on deck where a person embarks or disembarks.
5.3 Transport of persons by water
When persons have to be transported to or from a ship by water, suitable measures should be taken to ensure their safe passage. The boats used should be fit for purpose, properly equipped and maintained and suitably crewed. Embarkation and disembarkation should take place only at safe landing places and not in adverse weather.
SAFE MOVEMENT ONBOARD THE SHIP
When moving about the ship at sea, seafarers should always be aware of the possibility of a sudden lurch or heavy roll by the ship.
Permanent fittings which cause obstruction may be dangerous to people, vehicles or lifting equipment, and should be made visible by means of colouring, marking or lighting.
Any hazardous deck obstructions and head-height obstructions which cannot be removed should be painted a bright, conspicuous colour. If necessary, warning signs using graphic symbols should be displayed. Head-height obstructions should be padded.
Deck cargoes should be stowed in a way that allows safe access to safety equipment, crew quarters and boarding of pilots.
6.1 Passages and walkways
All passages, walkways, stairs and deck surfaces should be properly maintained and kept free from materials or substances that may cause slips or falls.
The surfaces of walkways and stair treads should, where practicable, be slip-resistant in dry as well as in wet conditions.
Walkways on deck should be delineated by painted lines or otherwise and indicated by signs.
Any gear or equipment stowed alongside a passage or walkway should be securely fixed or lashed against the movement of the ship when at sea.
6.2 Watertight doors
All seafarers who might use watertight doors should be instructed in their safe use.
Power-operated watertight doors can be closed from the bridge and particular care should be taken when using such doors. If opened locally under these circumstances, a door will re-close automatically and crush anyone in its path as soon as local control has been released. Both hands are usually required to operate the local controls, and for this reason no person should attempt to carry any load through such doors alone. The bridge should be notified whenever such doors have been opened and immediately after they have been closed.
Notices clearly stating the method of operating the local controls of watertight doors should be prominently displayed on both sides of the doors.
No attempt should be made to pass through a watertight door when it is closing or when the warning alarm is sounding.
Whenever a watertight door is energised and under remote control, transit is not allowed. If it is necessary to leave the area confined by such doors, emergency exits must be used. A warning to that effect should be displayed at the local operating point.
All vehicle decks, ships' ramps and lifting appliances should be kept free of water, grease, oil, or any liquid which might cause a person to slip or fall.
Drums, canisters, fuel, gas and acetylene cylinders should not be stowed on the vehicle deck.
Retractable car decks and lifting appliances should be securely locked in the stowed position. Doors and ramps, when open, should be locked in position.
No vehicle movements should occur until the ferry has been made fast to the dock.
Vehicle decks should have adequate ventilation at all times, with special regard to hazardous substances.
Particular attention should be paid to vehicles, unit load and trucks carrying dangerous goods. The goods carried and full safety information should be specified on the relevant transit document of the vehicle. Ensure the proper separation from other vehicles, or from other substances carried in other vehicles, is maintained.
22.3 Bunker barges and oil tankers
Bunker barges and other ships carrying fuel or petroleum products in bulk are at risk from fire or explosion due to vapour igniting from the cargo.
Uncontrolled spills are a major risk associated with bunkering operations. Before commencing bunkering operations, ensure that:
n The scuppers/wash ports are firmly plugged/sealed
n Bunker connections not in use are well blanked
n The bunker connection has been provided with a good seal
n There is a well-tightened bolt in every bolthole at the bunker pipe connection flange
n Drip trays are in position on decks around connections and bunker tank vents.
n The bunker hoses are in good condition, well supported and are of sufficient length to allow for movement of the vessel.
n There is effective communication established and maintained between responsible officers, so as to enable immediate shutdown if required
n The filling sequence, pumping rate and emergency shut down procedure is agreed
n Any cargo handling in progress will not hinder bunker transfer operations.
Once bunkering has commenced:
n No smoking, naked flame or hot work is permitted within 25 metres of any bunker flange and or vent pipes associated with the bunker transfer operation.
n All cargo and bunker tank hatch lids are closed.
n A constant visual watch is maintained on board the barge and on the ship receiving bunkers.
n Bunker tank contents are monitored at regular intervals.
n Sufficient absorbent material is available on site to deal with any accidental spillage.
The International Safety Guide for Oil Tankers and Terminals (ISGOTT) provides comprehensive information on the safe operation of tankers.
The person in command should ensure an adequate number of competent people familiar with the bunkering system or safe tanker operations are allocated to the ship’s crew.
Crew members need to be aware of:
n the hazards associated with the cargoes onboard and the inherent dangers of cargo pumprooms;
n the carcinogenic health hazards resulting from exposure to minor concentrations of benzene vapour in the air. This hazard can result from breathing vapours of benzene containing cargoes such as gasoline, JP–4 and some crude oils;
n the safety precautions and emergency action to be taken in the event of spillage.
22.4 Passenger vessels
The IMO Convention for the Safety of Life at Sea (SOLAS) requires a sufficient number of trained persons to be on board for mustering and assisting untrained persons. The requirements for practice musters and drills are outlined in SOLAS Regulation III/26.
Personnel nominated on muster lists to assist passengers in emergency situations should receive additional training to enable them to perform their duties properly. The number of trained persons should always be sufficient to assist the total number of passengers who may be on board at any one time. The number of trained persons should be included on the ship's safe manning document.
The training should include:
n awareness of life-saving appliance plans and fire-control plans, and knowledge of muster lists and emergency instructions including:
o general alarms and procedures for mustering of passengers;
o areas of responsibility with emphasis on "own section";
n general layout of the ship with special emphasis on location of muster and embarkation stations, accesses and escape routes;
n location and use of emergency equipment relevant to the duties in paragraph 25.8.2 with emphasis on "own section" and escape routes therefrom;
n location of adult and infant life-jackets;
n location of other evacuation supplies, e.g. blankets, to be taken to survival craft;
n elementary first aid and transportation of casualties;
n communication including the use of internal communication systems, raising the alarm, alerting the passengers as well as reporting and notification.
n evacuation such as:
o the use of passenger lists or counts;
o the alarm signals;
o mustering; importance of keeping order and panic avoidance procedures;
o emergency exits;
o evacuation equipment;
o control of passengers in corridors, staircases and passageways;
o maintenance of escape routes clear of obstructions;
o assistance enroute to muster and embarkation station;
o methods available for evacuation of disabled persons and persons needing special assistance;
o restrictions on the use of elevators;
o search of accommodation spaces;
o ensuring that the passengers are suitably clothed and have donned their life-jackets correctly;
n fire situations:
o fire detection and initial containment;
o raising the alarm;
o danger of smoke inhalation;
o breathing protection;
n abandon ship situations:
o correct use of individual survival equipment, e.g. life-jackets, immersion suits, lifebuoys, light and smoke signals etc.;
o need for assistance to special cases;
n familiarisation by means of repeated organised guided tours on board;
n repeated participation in fire drills and lifeboat drills including transportation of simulated casualties;
n repeated exercise in use of equipment such as donning of life-jackets and appropriate protective clothing;
n repeated exercise in use of internal communication systems;
n repeated exercises in evacuation.
Where training is given in a shore-based training course, it should be supplemented by shipboard training. The training should be to the satisfaction of the flag State and some means should be established of ensuring that seafarers and relevant personnel maintain continued proficiency through periodic refresher training, drills or related work experience.
Communication skills of the nominated seafarers should be sufficient to assist passengers during an emergency, taking into account the following criteria:
n the language or languages appropriate to the principal nationalities of passengers carried on a particular route;
n the likelihood that an ability to use elementary English vocabulary for basic instructions can provide a means of communicating with a passenger in need of assistance whether or not the passenger and crew member share a common language;
n the possible need to communicate during an emergency by some other means (e.g. by demonstration, or hand signals, or calling attention the location of instructions, muster stations, life-saving devices or evacuation routes) when verbal communication is impractical);
n the extent to which complete safety instructions have been provided to passengers in their native language or languages; and
n the languages in which emergency announcements may be broadcast during an emergency or drill to convey critical guidance to passengers and to help crew members in assisting passengers.
Before the vessel leaves port, instructions should be issued to passengers on emergency and evacuation procedures.
Where possible a short safety video should be screened shortly after embarkation of passengers.
Unambiguous emergency signs to assist passengers should be placed at the appropriate level and should be in a language understood by a majority of passengers, indicating paths to muster stations and the location of life-jacket containers. The IMO international symbols should be used for this purpose.
Lifeboat drills should be carried out in compliance with SOLAS and other life-saving appliances and equipment should be examined regularly and kept in good order. The manufacturers' instructions with respect to maintenance and replacement should always be followed.
Communications systems should be tested regularly and kept in good working order.
Man–overboard drills and procedures should be conducted regularly.
22.5 Liquefied natural and petroleum gas carriers
Additional information and guidance on the operational procedures and precautions that should be taken on these vessels is available from:
n Marine Order 17 (Chemical tankers and gas carriers)
n Tanker Safety Guide (Liquefied Gas) published by the International Chamber of Shipping
n IMO Codes for the International Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC)
n International Code of Safety for Ships Using Gases or Other Low-flashpoint Fuels (IGF Code), and
n Liquefied Gas Handling Principles on Ships and in Terminals
Cargo pipes, valves and connections, and any point of leakage of the gas cargo, may be intensely cold. Contact with these may cause severe cold burns.
Pressure should be carefully reduced and the liquid cargo drained from any point of the cargo transfer system, including discharge lines, before any opening up or disconnecting is begun.
Some cargoes such as ammonia have a very pungent, suffocating odour and very small quantities may cause eye irritation and disorientation together with chemical burns. Seafarers should take this into account when moving about the vessel, and especially when climbing ladders and gangways. The means of access to the vessel should be such that the cargo can be closely supervised and sited as far away from the manifold area as possible. Seafarers should be aware of the location of eyewash equipment and safety showers.
Ships intended for the carriage of liquefied gas should carry only those liquids for which its construction and equipment are suitable, and which are specified on the certificate of fitness.
Shipowners should provide seafarers employed on liquefied gas carriers with appropriate training and instructions in the relevant operational and safety requirements associated with their duties and emergency situations.
Comprehensive operating instructions should be provided concerning the particular ship and cargo.
For each operation, the person in command should designate a competent officer who is familiar with the safe operation of liquefied gas carriers. The person in command should ensure that the designated officer has available an adequate number of experienced seafarers.
Particular attention is drawn to the need to:
n ensure that a full description of the cargo's physical and chemical properties is supplied with each cargo loaded;
n ensure that seafarers are made aware of the safety precautions and emergency action to be taken in the event of spillage:
n plan effective first aid treatment due to possible physical contact with liquefied gases or cold cryogenic pipelines, some of which can be at a temperature of minus 160 degrees Celsius;
n carry out emergency drills at regular intervals using personal protective equipment and safety and rescue devices.
22.6 Container ships
Operators must provide seafarers with specific training in the safe operation and maintenance of on-board container cranes.
Operators should provide each ship with instruction manuals for the operation and maintenance of cargo handling equipment. A stowing and securing manual must also be provided.
Each container should be fitted with a safety approval plate specifying the country of approval, date of manufacture, identification number, maximum operating gross weights, allowable stacking weight, transverse racking and test load value.
The stack height of containers should take account of their design strength and also not impair visibility from the bridge. The number of tiers on deck or in the hold should not exceed the design limitation of both the vessel and the container.
When carrying containers on a hatch cover the strength of the hatch cover should not be exceeded. Covers should be restrained against sliding and tipping by approved type stoppers and locking devices.
Containers stowed on deck should be secured to the ship, for example, by stacking cones and twist locks. Twist locks can be used effectively when containers are stowed one or two high, especially if the container in the second tier is either light loaded or empty. Care should be taken that twist locks are placed in the correct way and locked. When the number of tiers on deck exceeds two, stacking cones and wire or steel rod lashings should be used.
All containers should be effectively secured, preferably at the bottom corners, in a way that will prevent them sliding.
No restraint system should be imposed on containers, or any of their fittings, which create forces in excess of those for which they have been designed.
In the handling of containers, attention should be paid to the possibility of uneven or poorly distributed loading or incorrectly declared weight.
Heavy items of machinery or plant that are stored on flats may need to be further secured by additional lashings.
Safe means should be provided for access to containers stacked on deck to check lashings. Where practicable, seafarers should be protected from falling by the use of a properly secured safety harness or by other suitable arrangements.
Where the ship's electrical supply is used for refrigerated containers, the supply cables should be provided with proper connection for the power circuits and for earthing the container. Before the supply is used, cables and connections should be inspected and any defects repaired and tested by a competent person. Supply cables should be handled only if the power is switched off.
Seafarers should be aware that a container may drop as a result of failure of cargo handling equipment and that the structure of a container itself may fail due to overloading or damage during cargo operations. This may result in the contents of the container spilling out and falling on deck.
Seafarers should be aware that loose lashing gear, particularly twistlocks and lashing gear inadvertently dropped during cargo operations, pose a considerable danger.
All deck areas and the tops of containers should be checked for loose lashing gear after cargo operations have been completed.
If a container is leaking, the contents should first be identified from its placarding and from the documentation carried on board the ship.
Freight containers should be hoisted vertically and with the aid of the correct spreader.
Containers should never be lifted with the aid of wire slings alone, as deformation of the container may occur which renders it unsuitable for replacing in cell guides and/or handling by specialised equipment.
22.7 Bulk chemical tankers
Aspects of section 22.3 may also apply to this section.
Additional information and guidance can be obtained from, Marine Order 17 (Chemical tankers and gas carriers).
A bulk chemical tanker may be dedicated to the carriage of one or a small number of products or it may be constructed with a large number of cargo tanks in which numerous products are carried simultaneously side by side.
The products carried range from the so-called non-hazardous to those that are extremely flammable, toxic or corrosive, or have a combination of these properties, or that possess other hazardous characteristics.
IMO has produced codes (International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code) and Interpretations of the IMO Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code)) for the construction and equipment of ships carrying dangerous chemicals in bulk. The codes are statutory under merchant shipping regulations. Ships carrying cargoes in bulk that are listed in the IBC Code must display for the information of all on board any data necessary for the safe carriage of the cargo, including action to be taken in the event of spills and leaks, countermeasures against accidental personal contact, and firefighting procedures and firefighting media.
All seafarers should be trained in the use of relevant PPE and in emergency procedures. Guidance on general operational procedures and precautions that should be followed on chemical tankers is given in the Tanker Safety Guide (Chemicals) published by the International Chamber of Shipping. This publication, together with the codes referred to in earlier chapters and any special safety requirements issued by the operator should be available on board.
Ships intended for the carriage of chemicals should carry only those chemicals for which their construction and equipment are suitable, and which are specified on the certificate of fitness.
It is important to have comprehensive information on the safe operation of chemical tankers. Only approved documentation should be used. SDS must be provided and be freely available for all chemical cargoes carried.
Shipowners should provide seafarers employed on chemical tankers with specialised training and instructions in the safe carriage of all chemicals which the ship may be required to carry and the relevant operational and safety requirements associated with their duties and emergency situations.
For each operation the person in command should designate a competent officer who is familiar with the safe operation of chemical tankers. The person in command should ensure that the designated officer has available an adequate number of experienced seafarers.
Particular attention is drawn to the need to:
n ensure that any cargo offered is listed in the shipping documents by the correct technical name;
n ensure that where a cargo is a mixture, an analysis is provided indicating the dangerous components which contribute significantly to the hazard of the product. This information should be available on board, and freely accessible to all concerned;
n ensure that a full description of a cargo’s physical and chemical properties is supplied with each cargo loaded;
n ensure that seafarers are made aware of the safety precautions and emergency action to be taken in the event of spillage or crew exposure to possible contamination by chemicals;
n ensure that cargoes requiring stabilisers or inhibitors, and which are not accompanied by the required certificates, are not accepted for shipment;
n carry out emergency drills using protective equipment and safety and rescue devices at regular intervals;
n plan effective first aid treatment in the event of accidental personal contact.
APPENDIX A: DEFINITIONS AND ABBREVIATIONS
AMSA means Australian Maritime Safety Authority.
Authorised person means an authorising officer is appropriately trained and appointed in writing by the superintendent / senior officer or engineer to carry out work as permitted.
Competent person means a person having the relevant training, qualification, experience, knowledge and skills, to perform particular tasks.
Dangerous occurrence is an incident that could have caused the death, serious injury or incapacity of a person, but which did not have that outcome.
Earthed means connected to the general mass of earth in such a manner that will ensure an immediate discharge of electrical energy without danger.
Electro Technical Officer (ETO) means a specialist electrical, electronic and control system engineer certified in accordance with STCW Regulation.
Health and safety representative means a seafarer selected in accordance with section 41 of the OHS(MI) Act.
ILO means the International Labour Organization.
IMDG Code means International Maritime Dangerous Goods Code as defined in Marine Order 41.
IMO means the International Maritime Organization.
IMSBC Code means the International Maritime Solid Bulk Cargoes Code.
Incident has the same meaning as in section 10 of the Occupational Health and Safety (Maritime Industry) Regulations 1995.
ISM Code means the International Safety Management Code as defined in Marine Order 58.
MLC, 2006 means Maritime Labour Convention, 2006
MARPOL means International Convention for the Prevention of Pollution from Ships 1973, as modified and added to by the 1978 Protocol and as affected by any amendments (other than amendments not accepted by Australia) made under Article 16 of the Convention.
OHS(MI) Act means the Occupational Health and Safety (Maritime Industry) Act 1993.
Operator means the person who has management or control of the ship or unit.
Person in command under the OHS(MI) Act means:
a)In relation to a prescribed ship – the person in command, or in the absence of the person in command, the person on board responsible, as agent for the operator, for the operation of the ship
b)In relation to a prescribed unit – the person on board responsible, as agent for the operator, for the operation of the unit.
Personal protective equipment (PPE) anything used or worn by a person to minimise risk to the person’s health or safety and includes a wide range of clothing and safety equipment.
Safety policy means a written document developed by an operator indicating in broad terms its commitment, aims and objectives in relation to the occupational health and safety of employees in accordance with section 12 of the OHS(MI) Act.
Safety program means a detailed plan designed to implement the commitment and intentions expressed in the safety policy.
Seafarer means any person employed or engaged in any capacity (including that of person in command) on board a ship on the business of the ship or unit. The term “seafarer” includes “employee” as given by section 4 of the OHS(MI) Act.
Ship means a ship engaged in trade or commerce. For the purposes of this code, the term “ship” embraces the terms “prescribed ship” and “prescribed unit” in the OHS(MI) Act.
SOLAS means the International Convention on Safety of Life at Sea 1974, as amended by the Protocol of 1978, and the subsequent amendments.
STCW means the International Convention on Standards of Training, Certification and Watchkeeping 1978, as amended.
[9] Giving effect to MARPOL legislation
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