Code of Safe Working Practices
for Merchant Seafarers
2024 Edition
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Seafarers (COSWP) to be carried, and readily accessible, onboard UK flagged
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Contents
About this Code
v
How to use this document
x
1 Managing occupational health and safety 1
2 Safety induction for personnel working on ships 29
3 Living on board 35
4 Emergency drills and procedures 53
5 Fire precautions 71
6 Security on board 75
7 Workplace health surveillance 79
8 Personal protective equipment 85
9 Safety signs and their use 99
10 Manual handling 117
11 Safe movement on board ship 129
12 Noise, vibration and other physical agents 141
13 Safety officials 159
14 Permit to work systems 181
15 Entering enclosed spaces 201
16 Hatch covers and access lids 223
17 Work at height 229
18 Provision, care and use of work equipment 245
19 Lifting equipment and operations 275
20 Work on machinery and power systems 305
21 Hazardous substances and mixtures 333
22 Boarding arrangements 345
23 Food preparation and handling in the catering department 361
24 Hot work 373
25 Painting 389
26 Anchoring, mooring and towing operations 393
27 Roll-on/roll-off ferries 411
28 Dry cargo 425
29 Tankers and other ships carrying bulk liquid cargoes 437
30 Port towage industry 443
31 Ships serving offshore oil and gas installations 447
32 Ships serving offshore renewables installations 461
33 Ergonomics 467
Appendix 1 Regulations, marine notices and guidance issued by the
Maritime and Coastguard Agency 475
Appendix 2 Other sources of information 489
Appendix 3 Standards and specifications referred to in this code 499
Appendix 4 Acknowledgements 507
Glossary 511
Index 515
Code of Safe Working Practices for Merchant Seafarers About this Code v
About this Code
General
1. This Code is published by the Maritime and Coastguard Agency (MCA) and endorsed by the
National Maritime Occupational Health and Safety Commiee, UK Chamber of Shipping, Nautilus
International and the National Union of Rail, Maritime and Transport Workers (RMT) as best
practice guidance for improving health and safety on board ship.
2. It is intended primarily for merchant seafarers on UK-registered ships. The Code is addressed
to everyone on a ship regardless of rank or rating, and to those ashore responsible for safety,
because the recommendations can be eective only if they are understood by all, and if
everyone cooperates in their implementation. Those not actually engaged in a job in hand should
be aware of what is being done, so that they may avoid puing themselves at risk or causing risk
to others by impeding or needlessly interfering with the conduct of their work.
3. The Code covers the regulatory framework and provides best practice guidance for health and
safety on board ship. It also gives guidance on safety management, identifies statutory duties
underlying the advice and includes practical information for safe working on board.
4. From 2024 onwards, this document reflects a large-scale review of the Code, which aimed to
improve the functionality of the Code as a reference document for seafarers. As a result of this
review, the MCA has redesigned and modernised the Code to improve its structure, ensure
consistency and simplify its language. The use of recurring design features will enable quicker
reference and generally aid understanding, making it clearer and easier to follow. You may wish
to refer to ‘How to use this document’, which outlines key features to help you make the most of
this document. In addition, there is a change to the physical format of the document from loose-
leaf to bound, to improve the end-user experience, remove the yearly manual updating process
and seek a more cost-eective and sustainable solution.
5. This updated Code was developed with support from industry (see acknowledgements,
Appendix 4), including an online survey, several focus groups, a stakeholder engagement
exercise and a public consultation which was held from August to November 2023. As part
of this review, individuals working in the maritime industry, MCA survey and inspection teams
and MCA policy teams contributed to the new content, structure and design features for each
chapter of the Code.
Living on board: occupational health and safety risks
6. Occupational health and safety risks may lead to death, permanent disability, temporary
disability or reduced work capability. Occupational health and safety risks may arise from work-
related hazards or from the general living and working conditions on board, sometimes referred
to as ambient factors. In cases where some risks are unavoidable, appropriate control measures
should be implemented to minimise exposure to hazards that may cause injury, disease or
death. Harmful exposure may have short-term or long-term adverse health eects.
7. Risks inherent in the working environment must be identified and evaluated (‘risk assessment’),
and measures must be taken to remove or minimise those risks, to protect seafarers and others
from harm, so far as is reasonably practicable.
vi About this Code Code of Safe Working Practices for Merchant Seafarers
8. These risks include, but are not limited to:
●
ambient factors, such as noise, vibration, lighting, ultra-violet light, non-ionising radiation and
extreme temperatures
●
inherent hazards, such as the vessel’s structure, means of access, ergonomic hazards and
hazardous materials such as asbestos
●
hazards arising from work activities, such as work in enclosed spaces, use of equipment and
machinery, working on and below deck in adverse weather, dangerous cargo and ballast
operations, and exposure to biological hazards or chemicals
●
health risks, such as fatigue and impacts on mental occupational health
●
the emergency and accident response.
9. In addition, there are risks from violence in the workplace, tobacco smoking, drug abuse, alcohol
misuse and drug or alcohol dependence.
10. Each of these risks is covered in this Code.
The status of the Code of Safe Working Practices for Merchant Seafarers
11. In the UK, the Merchant Shipping Act 1995 allows the Secretary of State to make regulations to
secure the safety of ships and those on them. Much of the Code relates to maers that are the
subject of such regulations. In such cases, the Code is intended to give guidance as to how the
statutory obligations should be fulfilled.
12. Many regulations lay down specific requirements for standards of safety, equipment or
operations, which must be satisfied to comply with the law. Where there are no specific
requirements, the MCA generally considers compliance with the Code as demonstrating that
the company, employer or seafarer did what was reasonable to comply with the regulations.
Each situation will be considered and evaluated on an individual basis. The guidance must never
be regarded as superseding or amending regulation, and risk assessment should always be
used to ensure that all risks are addressed.
13. References to British Standards (BS) or European Norms (EN) contained in this Code are made
with the understanding that ‘an alternative Standard which provides, in use, equivalent levels of
safety, suitability and fitness for purpose’ is equally acceptable.
14. The Code provides guidance on safe working practices for many situations that commonly
arise on ships, and the basic principles can be applied to many other work situations that
are not specifically covered. However, it should not be considered a comprehensive guide to
safety: the advice it contains should always be considered in conjunction with the findings of
the company’s or employer’s risk assessment, and any information, procedures or working
instructions provided by the manufacturer, supplier or any other source should be followed.
15. It is a statutory requirement that seafarers are provided with the information necessary to
ensure their health and safety. The MCA considers that on UK-registered ships this means that
all those with specific responsibilities for safety should have immediate access to this Code, and
that it should be readily available to all seafarers on board; for example, a copy should be kept in
the mess room. It should be provided in appropriate formats (e.g. electronic and hard copy)
in sucient quantity to ensure easy access. The Code should be supplemented by safety
manuals, work instructions and other guidance issued by shipping companies for their particular
ships, as appropriate.
16. Non-UK-registered ships are not subject to all UK health and safety regulations, although
failure to meet international standards of safety enshrined in those regulations may result in
enforcement action while the ship is in UK waters.
Code of Safe Working Practices for Merchant Seafarers About this Code vii
International Management Code for the Safe Operation of Ships and
for Pollution Prevention (International Safety Management (ISM) Code)
17. All ships of 500 gross tonnage (GT) and over are required to operate a safety management
system in compliance with the ISM Code. The ISM Code provides for safety management on
board the ships to which it applies. The safety management system may not in itself cover all
aspects of seafarer safety and health as required by the Maritime Labour Convention 2006 (MLC
2006); for example, with respect to disease prevention. However, a shipowner may develop that
system to do so. Duplication should be avoided.
18. Compliance with the ISM Code complements existing health and safety regulations and use of
the guidance in this Code. For example:
●
The ISM Code requires that the Company’s safety management system should ‘ensure that
applicable codes, guidelines and standards recommended by the … Administration’ are taken
into account. This Code is one such ‘applicable code’, and an ISM audit may consider how the
guidance it contains has been implemented.
●
The ISM Code requires that the ‘safety management objectives of the Company should, inter
alia, … establish safeguards against all identified risks …’. This Code will assist the company in
identifying risks and establishing safe practices to safeguard against them.
●
The ISM Code requires the company to ‘define and document the responsibility, authority and
interrelation of all personnel who manage, perform and verify work relating to and aecting
safety and pollution prevention’. This Code gives advice on the roles of those with particular
safety responsibilities, and highlights work areas where specific responsibilities should be
allocated to a competent person.
Merchant Shipping and Fishing Vessels (Health and Safety at Work)
Regulations
Duties of shipowners
19. It is the duty of shipowners and employers to protect the health and safety of seafarers and
others so far as is reasonably practicable. The principles that should underpin health and safety
measures are:
S.I. 1997/2962, Reg. 5
●
the avoidance of risks, which among other things includes the combating of risks at source
and the replacement of dangerous practices, substances or equipment by non-dangerous or
less dangerous practices, substances or equipment
●
the evaluation of unavoidable risks and the taking of action to reduce them
●
the adoption of work paerns and procedures that take account of the capacity of the
individual, especially in respect of the design of the workplace and the choice of work
equipment, with a view in particular to alleviating monotonous work and to reducing any
consequent adverse eect on workers’ health and safety
●
the adaptation of procedures to take account of new technology and other changes in
working practices, equipment, the working environment and any other factors that may aect
health and safety
●
the adoption of a coherent approach to management of the vessel or undertaking, taking
account of health and safety at every level of the organisation
●
giving collective protective measures priority over individual protective measures
●
the provision of appropriate and relevant information and instruction for workers.
viii About this Code Code of Safe Working Practices for Merchant Seafarers
20. The company and other employers owe a duty of care to other workers on board who may be
aected. Where passengers are also covered, this will normally be stated.
MGN 492 (M+F) Amendment 1
21. The company is also responsible for ensuring that seafarers have the appropriate information,
training and instruction to enable them to work safely, making arrangements for consultation
with seafarers about health and safety maers, and having systems for recording and
investigating safety incidents and accidents on board. Further information about each of these
aspects is contained in the following chapters.
22. The master is the representative of the company.
Duties of seafarers
23. Seafarers are required to:
●
take reasonable care for their own health and safety and that of others on board who may be
aected by their acts or omissions
●
cooperate with anyone else carrying out health and safety duties, including compliance with
control measures identified during the employer’s or company’s risk assessment
●
report any identified serious hazards or deficiencies immediately to the appropriate ocer or
other responsible person
●
make proper use of plant and machinery, and treat any hazard to health or safety (such as a
dangerous substance) with due caution.
24. Under the regulations, it is also an oence for any person intentionally or recklessly to interfere
with or misuse anything provided in the interests of health and safety.
Terms used in this Code
25. In this Code, unless otherwise defined in the specific chapter:
‘Company’ is used in the sense that it is used in the ISM Code, as the person responsible for the
operation of the ship. (This is oen the same organisation as the ‘shipowner’ referred to in health
and safety regulations.)
‘Competent person’ means someone who has sucient training and experience or knowledge
and other qualities that allow them to carry out the work in hand eectively and safely. The
level of competence required will depend on the complexity of the situation and the particular
work involved.
‘Responsible person’ means the person designated to take responsibility for a particular work
activity. There may be particular competency requirements aached to that work activity.
‘Seafarer’ means anyone whose normal place of work is on board the ship, whether or not they
are employed.
‘Thorough examination’ means a systematic and detailed examination of the equipment and
safety-critical parts, carried out at specified intervals by a competent person, who must then
complete a wrien report.
Code of Safe Working Practices for Merchant Seafarers About this Code ix
‘Inspection’: the purpose of an inspection is to identify whether work equipment can be
operated, adjusted and maintained safely, with any deterioration detected and remedied before
it results in a health and safety risk. The need for inspection and inspection frequencies should
be determined through risk assessment. In many cases, a quick visual check before use will be
sucient. However, inspection is necessary for any equipment where significant risks to
health and safety may arise from incorrect installation, reinstallation, deterioration or any
other circumstances.
‘Safety management system’ means the safety management system for the time being in place
on the ship.
Regulations, standards, documents and other sources of information
referred to in the Code
26. Where chapters of the Code refer to other documents, these are referenced in the margin, and
further details, including how to obtain them, are contained in the appendices:
Appendix 1 Regulations, marine notices and guidance issued by the Maritime and Coastguard
Agency
Appendix 2 Other sources of information
Appendix 3 Standards and specifications referred to in this Code
Appendix 4 Acknowledgements.
Keeping the Code up to date
27. The MCA intends to issue regular updates to the Code to ensure that it remains relevant and
reflects changes in standards and in working practices. Updates will be considered by the
industry working group and will be subject to wider consultation before final agreement. If you
notice anything that requires updating, please notify the MCA at seafarersafety@mcga.gov.uk
28. The Code will be produced in digital form in due course.
x How to use this document Code of Safe Working Practices for Merchant Seafarers
How to use this document
This is a brief guide to the new features and what they mean.
Boxes and sidebars
Chapter 5
Code of Safe Working Practices for Merchant Seafarers Fire precautions 71
5
Fire precautions
5.1 Introduction
5.1.1 Prevention of fire on board ship is essential. Sections 5.2 to 5.6
outline some important organisational measures to reduce the risk
of fire. Advice to seafarers is included in Chapter 4.
Key point
●
Good housekeeping and safe disposal of oil-contaminated
materials can prevent fires from developing.
Your organisation should
●
make all personnel fully aware of the precautions necessary to
prevent fires.
●
ensure that designated smoking areas are clearly marked,
referenced within vessel procedures/standing orders and
identified during shipboard familiarisation tours.
●
ensure a competent person inspects all electrical equipment
in use on board regularly and confirms it is safe for use.
5.2 Electrical and other fittings
5.2.1 Secure all electrical appliances and provide permanent connections
whenever possible. Keep all electric wiring well maintained, clean and
dry. Never exceed the rated load capacity of the wires and fuses.
5.2.2 Flexible leads should be as short as practicable and arranged to
prevent their being chafed or cut in service.
5.2.3 Do not use makeshi plugs, sockets or fuses.
5.2.4 Do not overload circuits because this causes the wires to overheat,
destroying insulation and resulting in a possible short-circuit, which
could start a fire. Show notices warning that workers should get
approval from a responsible ocer before connecting any personal
electrical appliances, such as mobile phones, to the ship’s supply.
Each chapter begins with a
summary of the key points.
This is followed by a list of the
organisation’s responsibilities
in a given subject.
The sidebars with the
flowchart symbol identify
key steps in procedures.
Code of Safe Working Practices for Merchant Seafarers Manual handling 117
10
Manual handling
10.1 Introduction
10.1.1 This chapter covers manual handling as referenced in the Merchant
Shipping and Fishing Vessels (Manual Handling) Regulations 1998.
Always use a risk assessment as the basis for appropriate control
10.1.2 There may be other hazards when handling loads (eg from leakage
of a hazardous substance from a package that is being moved). This
is covered in Chapter 21 and section 27.11.
For more information on the topics covered in this chapter see MCA’s
Wellbeing at Sea: A Pocket Guide for Seafarers, section 1.9.
10.1.3 The risk assessment should take full account not only of the
of the working environment (eg ship movement, confined space,
high or low temperature, or physical obstacles such as steps or
gangways) and any other relevant factors (eg the age and health
of the person, the frequency and duration of the work). Annex 10.1
provides a detailed checklist of factors to consider.
Key points
●
The term manual handling describes any operation that
pushing, pulling, carrying or moving by hand or bodily force.
●
Move objects by manual handling (as opposed to mechanical
means) only when it is safe to do so.
●
within the person’s limitations.
10.1.4 Warning
Accidents, poor organisation or an unsatisfactory working
method can cause musculoskeletal injuries.
SI 1998/2857 Reg 5; MGN 90 (M+F) Amendment 1
Black boxes highlight critical
safety information.
This box highlights important
points to remember.
158 Noise, vibration and other physical agents Code of Safe Working Practices for Merchant Seafarers
Whatever form of protection is chosen, it must:
●
reduce employees’ noise exposure to below 85 dB(A)
●
be suitable for the employees’ working environment –
consider comfort and hygiene
●
be compatible with other protective equipment used by the
employee (eg safety helmet, dust mask and eye protection).
HSE advises adding a 4dB(A) real-world correction factor to
hearing protection calculations.
Wherever possible, seafarers should be provided with a suitable
range of eective hearing protection so they can choose the one
that suits them best. Some seafarers may prefer a particular type, or
may not be able to use some types of hearing protection because of
the risk of ear infections.
Particular consideration should be given to those seafarers who
wear spectacles or eye protection similar to spectacles, which have
arms that go over the ear. In such cases, ear defenders may not fit
securely against the ear because of the presence of the spectacle
arms and thus provide inadequate protection against noise. In such
circumstances, another form of ear protection may be more suitable.
Companies should ensure that hearing protection works eectively
and check that:
●
its overall condition is still good and it is clean
●
ear defender seals are undamaged
●
the tension of the headbands is not reduced
●
there are no unocial modifications
●
compressible earplugs are so, pliable and clean.
5. Companies should ensure that seafarers use hearing protection
when required to.
In this context companies may want to
●
include the need to wear hearing protection in their safety
policy, and put someone in authority in overall charge of
issuing it and making sure that replacement hearing protection
is readily available
●
carry out spot checks to see that the rules are being followed
and that hearing protection is being used properly
●
consider whether failure to use hearing protectors when
required to do so should be included in the company’s
disciplinary procedures
●
ensure that all managers and supervisors set a good example
and wear hearing protection at all times when in ear-
protection zones.
Code of Safe Working Practices for Merchant Seafarers How to use this document xi
These sidebars show
information that may help you
create a checklist.
These boxes shows key tips
for safe working. Do not read
these in isolation as you could
miss important information
from the main body of the text.
Symbols in the text
The book symbol means
further reading. This could
be the legislation on which
the guidance is based, or
another publication on the
same subject.
Chapter 12
Code of Safe Working Practices for Merchant Seafarers Noise, vibration and other physical agents 155
Annex 12.2 Daily exposure to different
sound levels
Seafarers may be exposed to varying levels of noise throughout
the day, depending on the length of time they may spend in any
particular area of the ship.
Table 12.5 gives a guide to the acceptable maximum daily noise
doses for unprotected ears, based on dB(A) sound energy received.
The darker area shows that hearing protection is required.
As an alternative illustration and equivalent to the figures in Table 12.5,
the maximum daily noise dose for unprotected ears is halved for
each increase of 3 dB(A).
Table 12.5 Maximum acceptable daily noise doses for unprotected
ears
Less than Duration Hearing protection
needed?
80 dB(A) No limit (24 hours) No
82 dB(A) 16 hours No
85 dB(A) 8 hours Yes
90 dB(A) 2 hours Yes
95 dB(A) 50 minutes Yes
100 dB(A) 15 minutes Yes
105 dB(A) 5 minutes Yes
110 dB(A) 1 minute Yes
Recommended maximum limits for different
areas on board ship
The limits shown in Table 12.6 should be regarded as maximum levels
rather than desirable levels and, as appropriate, take account of the
aenuation (noise reduction) that can be achieved with ear protectors.
MGN 658 (M+F) Annex 1; IMO Resolution MSC.337(91)
The magnifying glass symbol
means the word or phrase is
explained in the glossary.
322 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
Earthing
20.16.9 Circuit mains earths must be applied and removed only by an
authorising ocer or a person competent to do so in the authorising
ocer’s presence and following their instructions.
When high-voltage equipment/installations have been made dead
and isolated, the conductors to be earthed must be proved dead,
if practicable, using an approved potential indicator. The potential
indicator should be in date for calibration and be tested immediately
before and aer use, to prove it is in good working order.
Where practicable, apply circuit main earths
through a circuit
breaker or earthing switches.
Before closing to earth, make the trip features inoperative unless
this is impracticable. Aer closing lock the circuit breaker in the
earth position and make the trip features inoperative, posting a
caution notice nearby.
Additional earths
may be applied at the point of work aer a
permit to work has been issued by the competent person in charge
of the work.
Circuit main earths/additional earths may also be removed/replaced
at the point of work aer the issue of a sanction for test by the
authorised person conducting the test.
A circuit main earth applied at the point of work may be removed
and replaced one phase at a time to facilitate the work, provided this
instruction is recorded on the permit to work. If this is the only circuit
main earth connected to the apparatus, then a person authorised
to issue permits to work must remain at the point of work and be
responsible for the safety of all those engaged in the work while the
circuit main earth is removed. No other simultaneous work must be
permied on any part of the circuit during the validity of this permit
to work.
Notices (tags)
20.16.10 Post caution notices and danger notices on all high-voltage
equipment/installations covered by a permit to work or sanction for
test drawing people’s aention to non-interference or danger as
appropriate.
Work on high-voltage cables
20.16.11 No person must touch the insulation that covers or supports any
conductor subject to high voltage
unless the conductor is earthed.
Before issuing a permit to work a person authorised to issue permits
must identify the cable to be worked on and proven dead at the
point of work. Assume that all cables are live high-voltage cables
until proven otherwise.
xii How to use this document Code of Safe Working Practices for Merchant Seafarers
Not for resale
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 1
Chapter 1
1
Managing occupational health
and safety
1.1 Introduction
Seafarers, like shore workers, have the right and expectation to
remain safe at work.
Seafarers have a duty to cooperate with their employer and the
company in health, safety and welfare maers.
Key points
Every person on board has a responsibility for their own
occupational health and safety and that of others, including:
●
complying with instructions, safety procedures and any other
measures in place for their own or others’ safety
●
reporting any defects in equipment or unsafe conditions to a
responsible person
●
not interfering with or altering any safety device provided
on board.
Every task carried out on board the vessel should be risk
assessed. However, a risk assessment does not necessarily need
writing every time a simple task is done.
As well as following procedures identified by risk assessment,
seafarers should proactively speak up about any concerns they
have.
SI 1997/2962
Your organisation should
●
ensure the health, safety and welfare of all seafarers and other
workers on board
●
create a culture where everyone takes responsibility for a safe
working environment, and seafarers are enabled to speak up
about any safety concerns.
For more information on topics in this chapter see MCA’s Wellbeing
at Sea: A Guide for Organisations.
2 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
1.2 What does a safe working culture look like?
1.2.1 The following elements contribute to a safe working culture:
●
risk awareness
●
clearly defined expectations
●
good communications
●
good planning
●
accountability
●
clear leadership
●
good safety culture
●
eective knowledge management.
These elements should be implemented at all levels within the
safety management system and actioned on board by the master
and crew.
It is important to involve the entire workforce, from the most
junior crew members to the senior managers ashore, in the
development of these elements. Many may already be present
within management systems. But if any are missing, there will be
weaknesses in the management system.
A gap analysis can identify any elements that are missing or weak,
and can be used to amend the systems accordingly. The more
developed and comprehensive the systems, the more eective they
can be.
Guidance on these elements follows, with some examples. Although
the details may dier between companies and vessels, the
principles remain the same.
1.2.2 Clearly defined expectations
It is important that seafarers at all levels of the organisation
understand what is expected of them, and have a clear and
accurate job description.
Seafarers should feel confident to stop work if they feel unsafe; this
is known as ‘stop work authority’.
The company should carry out a comprehensive and clear induction
process for every joining member of the crew, with respect to
company- and vessel-specific requirements. The inductions should
explain requirements and expectations in a way that crew members
can easily understand. They should include an overview of the rules
and how to apply them, along with information on where to find further
information; for example:
●
the company handbook
●
the vessel guidebook
●
pocket cards.
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 3
Chapter 1
See Chapter 2 for further information.
There should be clear and concise policies, procedures and
safety rules within the safety management system and associated
documentation. Review these regularly to ensure that they are
appropriate, remain valid and can be communicated to the crew in
various ways including:
●
during the company and vessel inductions
●
as part of the on-board and external training programmes
●
through on-board supervision and monitoring
●
in safety commiee meetings.
Seafarers need to know what will happen if they do not follow rules.
This can be achieved through a ‘just culture’ policy (see section
1.2.7), and ensuring that all seafarers are aware of the Code of
Conduct for the Merchant Navy.
Improvement plans with clear, achievable targets and goals are useful
in managing continuous and sustainable improvement. It is important
to communicate these plans well and to involve all seafarers in both
their development and implementation. Improvement plans can be
standalone or incorporated into other planning tools. Use them to set
priorities and measure progress.
1.2.3 Good communications
Eective communication and workforce involvement are crucial in
ensuring a safe living and working environment. Communication is
a two-way process: to gain information, and to act upon it. Systems
need to be in place to facilitate this at all levels in the organisation.
Some examples include:
●
ensuring everyone understands their roles and responsibilities
●
ensuring everyone understands, acknowledges and acts upon
orders and instructions
●
passing safety-critical information between watchkeepers and
changing crews
●
ensuring there is appropriate communication between workers on
the ship and ashore
●
ensuring information posters, signs and instructions are clear and
understandable
●
ensuring safety alerts, memos and newsleers are clear and
understandable
●
encouraging feedback, improvement suggestions and safety
observations, and acting on that information
●
taking minutes of safety meetings, distributing the reports and
acting upon them where appropriate
●
ensuring a good, clear and reliable system of emergency
response communications is in place.
4 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
Formal arrangements for consultation and communication (through
the safety commiee) are described in Chapter 13. However,
communication should go beyond workers with a formal role
under those arrangements. Individual seafarers should report
any issues for the purpose of learning, and companies should
encourage this behaviour.
There should be a clear and simple system for reporting problems
and suggesting solutions. This would typically use an improvement
suggestion system and a proactive reporting system for unsafe
acts and conditions. These are most eective when developed in
consultation with the workforce.
Use clear, unambiguous language at all times. Avoid jargon and
acronyms unless everyone understands what they mean. While
it may be reasonable to believe that all seafarers understand
common nautical terminology, it is not reasonable to expect
them to understand terms found in local slang or dialects. Use
the designated working language of the vessel. On ships with
multicultural crews, take care to avoid misunderstanding as a result
of dierent body language or cultural norms.
Actively encourage face-to-face communications and use
techniques to confirm understanding. This can be particularly
eective during visits by senior and line management, and can
indicate how the company’s values and safety procedures are
being implemented.
Discuss change and actively seek input from everyone involved. Clear
information regarding the reasons and need for the change should be
provided and discussed. Give prompt feedback on any issues raised,
both positive and negative. This will ensure that all concerned are part
of the process and help them to be fully engaged and commied to
any necessary changes.
There should be an open-door policy that encourages and enables
people to discuss any concerns and issues they may have. Consider
any issues they may raise and give feedback.
Company magazines, newsleers and regular sharing of learning
bulletins are all good additions to safety alerts and other ocial
communications in geing the safety message across in an
accessible and understandable manner. You should give credit to
any contributing seafarers.
1.2.4 Clear leadership
Leadership has a significant impact on the safety of maritime
operations. The eectiveness of the International Safety Management
(ISM) Code depends heavily on how leaders approach its
implementation, and this in turn depends on the skills and qualities of
leaders – at sea, at the ship–shore interface, and on shore.
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 5
Chapter 1
Despite your best endeavours to work safely, sometimes real life
makes things dicult. Time pressures, economic constraints and
everyday circumstances sometimes seem to conspire against
good safety leadership. What counts is how leaders behave in
everyday situations. Seafarers will draw inferences about safety
leadership based on what they see their leaders do and hear
them say, far more than what they hear in formal spoken or wrien
communication.
There are many models of leadership, and some companies run
their own leadership programmes. However, there are ten core
qualities that provide the foundation for safety leadership in the
maritime industry.
Leading for Safety: A Practical Guide for Leaders in the Maritime
Industry (MCA)
The ten core safety leadership qualities
1. Instil respect and command authority
The ability to instil respect in, and command authority over,
seafarers is probably the first thing that comes to mind when people
think of leadership. In many ways, it happens on its own when
everything else is right. Leaders get respect and command authority
when crews believe that they:
●
are willing to exercise the power vested in their position
●
have the necessary knowledge and competence
●
understand their situation and care about their welfare
●
can communicate clearly
●
are prepared to act confidently and decisively
●
listen.
2. Lead the team by example
Leading the team by example is a combination of two things: being
seen to comply with the safety procedures, and working as a key
part of the team. This includes being willing, where necessary, to get
involved in subordinates’ tasks.
3. Draw on knowledge and experience
Adequate knowledge and experience are prerequisites for
eective leadership. In the context of safety leadership, this means
in particular:
●
good knowledge of safety-related regulations, codes and
standards
●
experience and skills, not only in technical and operational issues
but also in people management.
6 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
4. Remain calm in a crisis
People need strong, clear leadership in a crisis and rely more
on their leaders than they would otherwise. Calmness in a crisis
is a core requirement and people will rely on many of the other
leadership qualities described, including commanding authority and
drawing on knowledge and experience. It is particularly important
to have confidence and trust in the crew’s abilities and emergency
preparedness. Aendance at safety training and at response drilling
is essential for all seafarers.
5. Practise ‘tough empathy’
Empathy means identifying with, and understanding, another’s
situation, feelings and motives. It requires the capacity to put
oneself in another’s place, and the cultivation of good listening skills.
Good leaders empathise realistically with others and care intensely
about the work they do – but this does not mean that they always
agree with them or join in with concerns and grumbles. Instead
they practise ‘tough empathy’, which means giving people what
they need, rather than necessarily what they want. Another way of
looking at this is ‘care with detachment’; for example, providing sta
with comfortable, safe footwear, rather than spending more money
on a more fashionable style.
6. Be sensitive to dierent cultures
Crews of mixed nationalities are the norm. Good leaders are
sensitive to dierences in the social and behavioural norms of
national cultures, yet at the same time value all seafarers equally
irrespective of their nationality. They know how to interpret dierent
behavioural signals, and how best to react to exert the strongest
influence.
7. Recognise seafarers’ limitations
Good leaders have a clear understanding of how operational and
other demands can be realistically met by seafarers, and can judge
whether fatigue levels are such that they need to take action.
8. Motivate a sense of community
Research has shown that people in work are typically motivated by
satisfaction or pride in completing a good job, and feeling like part of
a team – not just by money. Leaders have an important role to play
in creating the conditions to encourage and maintain these ‘healthy’
motivators. Demonstrating respect for sta is oen an essential part
of this. Meeting someone’s basic needs is oen the key to keeping
their motivation high.
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 7
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9. Place the safety of crew and passengers above everything
It is universally accepted that commitment from the leader is essential
for good safety. Leaders need to demonstrate this commitment
clearly to their sta through their actions, rather than just through
formal declarations or policy statements. In practice, this means
showing that the safety of the crew and passengers is placed above
everything else – ‘nothing we do is worth geing hurt for’.
10. Communicate clearly
The ability to communicate clearly is important at all levels in an
organisation. For a master, the key issue is most oen how to
encourage beer two-way rather than one-way communication,
balancing authority and approachability. Being open to criticism is a
part of this.
1.2.5 Good planning
Good planning is essential in ensuring occupational health and
safety at work. You can only control risks adequately by ensuring
that everyone involved is aware, activities are coordinated and good
communication is maintained.
You should carefully consider what you want to achieve, what
actions are necessary, how these will be carried out and what eect
they may have on seafarers’ health and safety at work, taking into
account that there may be indirect and unintended consequences.
Consideration should include:
●
what might cause harm to people and whether you are doing
enough to prevent it
●
how to prioritise improvements
●
who will be responsible for occupational health and safety tasks;
what they should do; when; and with what results
●
how to measure achievements against objectives and review
them.
Workers should participate in the planning process, so consider
those who may be aected. Provide clear instructions for the
required activities, and adequate time and resources. Confirm
that all workers fully understand the instructions (this is known as
‘closed-loop communication’). Use permit to work
systems
where appropriate (see Chapter 14), capture learning and apply it to
future work.
Management of change
Most eective change management on board is adequately
controlled through pre-existing processes such as handover
procedures, safe systems of work and sound navigational practices.
However, some changes introduce new factors that existing
controls may not cover. These could include unexpected changes to
personnel, fatigue, adverse weather, a change to the operation while
it is already underway, or more complex changes, such as fiing
new equipment or a change in operations.
8 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
Changes can become necessary for a variety of reasons. It is
important to manage them eectively to ensure that:
●
they are necessary
●
they are realistic and achievable
●
they are planned and systematically managed
●
any impact on operations, both negative and positive, is
understood and managed
●
they are eectively communicated
●
they are eectively implemented
●
workers aected are consulted.
The appropriate level of change management required will vary
according to circumstances. Some companies have formal
procedures in place that define the level of change management
necessary. Annex 1.1 gives an example of such a procedure.
1.2.6 Risk awareness and risk assessment
Risk awareness
If seafarers are fully informed and aware of the risks to their health,
safety and welfare, they are much more likely to ensure they
avoid the risks and remain safe. We get this knowledge through
risk assessment and in other ways throughout our lives, including
training in theory and practical application, information, observation,
instructions, supervision and personal experience. We can improve
the quality and usefulness of the information available through
eective knowledge management (see section 1.2.9).
Key terms
A hazard is a source of potential injury, harm or damage. It may
come from many sources, such as situations, the environment or a
human element.
Risk has two elements:
●
the likelihood that harm or damage may occur
●
the potential severity of the harm or damage.
A toolbox talk before the work begins is key in ensuring that all
workers involved in the work understand and are aware of any
hazards and their associated risks.
Our values, beliefs, aitudes and behaviours, and views of others
influence how we apply the knowledge in the workplace. A safe
working culture will help facilitate this (see section 1.2.8).
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 9
Chapter 1
Risk assessment
The risk assessment process identifies the hazards in a work
undertaking, analyses the level of risk, considers workers in danger
and evaluates whether hazards are adequately controlled, taking
into account any measures already in place.
There are many ways to do a risk assessment. It will depend on the
type of ship, the nature of the operation, and the type and extent of
the hazards and risks. The process should be simple but meaningful.
Any risk assessment must address risks to the occupational health
and safety of seafarers. Advice on assessment in relation to using
personal protective equipment, manual handling
operations and
using work equipment is given in Chapters 8, 10 and 18. In addition,
specific areas of work involving significant risk, and recommended
measures to address that risk, are covered in more detail in later
chapters of this Code.
Although the risk assessment must be ‘suitable and sucient’
the process should be simple. The amount of eort that is put
into an assessment should depend on the level of risks identified
and whether those risks are already controlled by satisfactory
precautions or procedures to ensure that they are as low as
reasonably practicable. The assessment is not expected to cover
risks that are not reasonably foreseeable.
Refer to the relevant legislation regarding risk assessments when
deciding on what methodology to use.
Seafarers must be informed of any significant findings of the
assessment and measures for their protection, and of any
subsequent revisions made. It is recommended that each vessel
carries copies on board and that there is a process for carrying
out regular revisions. In particular, review the risk assessment and
update it as necessary, to ensure that it reflects any significant
changes of equipment or procedure or the circumstances at the
time; for example, the weather or level of expertise of workers
carrying out the task.
Take into account potential language diculties. Where relevant
consider temporary sta, or workers who are new to the ship or
the company and are not fully familiar with the safety management
system or other operational details. Seafarers who need special
consideration include young persons and pregnant women.
MSN 1838 (M) Amendment 1; MSN 1890 (M+F) Amendment 2;
Regs 7(1) and (6)
Risk assessment is a continuous process. In practice, the risks in the
workplace should be assessed before work begins on any task for
which no valid risk assessment exists.
10 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
Eective risk assessments should:
●
correctly and accurately identify all hazards
●
identify who may be harmed and how
●
determine the likelihood of harm arising
●
quantify the severity of the harm
●
identify and disregard inconsequential risks
●
record the significant findings
●
provide the basis for implementing or improving control measures
●
provide a basis for regular review and updating.
Annex 1.2 provides a simple guide for small businesses.
The company may benefit from adopting a four-level process to risk
assessment, as outlined below.
Risk assessment level 1: generic
The ISM Code states that the safety management objectives of
the company should assess the risks associated with all identified
hazards, in respect to its ships, personnel and the environment, and
establish appropriate safeguards.
These risk assessments should therefore be carried out at a
high level in the company by appropriately knowledgeable and
experienced personnel. The results should be used to ensure that
appropriate safeguards and control measures are contained within
the company’s safety management system in the form of policies,
procedures and work instructions.
Risk assessment level 2: task based
In addition to the general requirements under the ISM Code, The
Merchant Shipping and Fishing Vessels (Health and Safety at Work)
Regulations 1997 require that a suitable and sucient assessment
shall be made of the risks to the occupational health and safety of
seafarers arising in the normal course of their activities or duties.
Any generic risk assessments are used in context, and are not
suitable for specific tasks. For this, people involved in the work
carry out task-based risk assessments
(TBRAs) on board
each vessel.
You can develop a range of vessel-specific generic TBRAs for all
routine and low-risk tasks. These should be periodically reviewed,
but frequency would depend on the particular circumstances on the
vessel and the level of risk.
You would use a dierent type of TBRA for specific high-risk jobs
that are not routine, such as working alo or enclosed space entry.
These should relate to the specific people who will be doing the
work and are valid only for the duration of that job.
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 11
Chapter 1
In both cases, the assessments should be carried out by a
competent person or persons who understand the work being
assessed. Seafarers who will be involved in the work should also be
involved in the assessment process.
Risk assessment level 3: toolbox talk
A toolbox talk is another form of risk assessment carried out
in support of a TBRA. Its prime purpose is to talk through the
procedures of the job in hand and the findings of the TBRA with the
seafarers involved.
When carrying out a toolbox talk, it is important to actively involve
workers doing the work and others who may be at risk; in other
words, seafarers, sub-contractors and others on board ship who may
be aected. Encourage full and active participation, and discuss any
questions or concerns. Once finished, confirm that everyone fully
understands their role in the task and the precautions in place (this
is known as ‘closed-loop communication’). Record this along with
details of any relevant risk assessment to which you have referred.
Give a toolbox talk before any work is carried out that involves
more than one person and where there is significant risk to persons
or assets.
Risk assessment stage 4: personal assessment of risk
This is an informal assessment of day-to-day risks carried out as
you are working and in life generally. It is used to ensure that we
perform even the most mundane of tasks without geing hurt. It is
also used to stay aware of our environment and to help to identify
and control immediate hazards as we work. Personal assessment of
risk should be developed and encouraged.
This is about taking a few minutes to step back, look at the job to
be done, consider what could go wrong and how it may occur, and
what steps you can personally take to avoid any incident occurring.
As the work is proceeding, you should also monitor the worksite for
any change in conditions that might alter the hazards and controls
in place. If there is any concern, stop the work, reassess the controls
and, if necessary, replan and reassess the task.
This approach may also be called a dynamic risk assessment.
If the person does not believe that it is sucient move back to
stage 2.
Every task carried out on board the vessel should be risk-assessed.
This does not mean writing a risk assessment every time you do a
simple task, but the existing risk assessment must be referred to as
part of a toolbox talk (stage 3) before beginning the task to ensure
that the hazards and controls are fully understood, still relevant
and appropriate.
Once the task commences, monitor the work site for any changes in
conditions that might alter the hazards and controls in place. If there
is any concern, use stop work authority.
12 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
Once the task is completed it is important to record or feed
back any lessons learned and make improvements for next time
including, where appropriate, reviewing and updating existing risk
assessments. Everyone should be encouraged to contribute.
It is recommended that a proactive hazard-reporting system with
empowerment and expectation for immediate corrective action is
also in place and that information on hazards and risks is shared as
widely as possible.
1.2.7 Accountability
Maintaining a safe living and working environment on a vessel is a
shared responsibility of everyone on board and ashore. All personnel
have a role to play and they can adversely aect others on board by
their acts and/or omissions. For these reasons, it is important that:
●
there are well-defined rules and guidelines, which are clearly
understood
●
responsibilities are clearly defined for everyone on board and
ashore
●
consequences of unacceptable (safety) behaviour are made clear
●
there is a fair, transparent and consistent response to unacceptable
safety behaviour; this is commonly referred to as a just culture.
Points 1 and 2 above have been covered under ‘Clearly defined
expectations’ (section 1.2.2) and ‘Good communications’ (section 1.2.3).
Just culture
A just culture policy is an important part of a positive health and
safety culture. It clearly sets out the expectations for adherence to
procedures in the workplace and provides a context for enforcing
them. It recognises behaviours that exceed company expectations
as well as those that fall below expectation, but are not always the
fault of the seafarer.
A just culture places responsibilities on management to provide
support, training and resources such that seafarers will be
competent to undertake their tasks to the required standard.
The just culture policy provides a process (with appropriate
support) for managing behaviours that fall below expectations in
a transparent and fair manner. A just culture seeks to improve the
organisational culture and the performance of the organisation by
modifying behaviour, encouraging seafarers to take greater personal
responsibility for their actions, and rewarding behaviour exceeding
expectations. It also recognises that firm action may be needed in
circumstances where, despite management having carried out their
responsibilities, inappropriate behaviours are still evident.
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 13
Chapter 1
The just culture decision tree (see Figure 1.1) is a guide for ensuring
consistent management for workers who exceed or deviate from
company standards. The model presents a simple, yet robust,
means of dealing with both exemplary and inappropriate behaviours,
linked with a structure for an appropriate management response.
It also recognises that there are overlaps between the areas of any
given established disciplinary response. However, before managers
or supervisors apply the decision tree it is important that they fully
understand the causal factors and root causes of an event. Where
incorrect causes have been identified and applied to the model,
there is a danger of taking inappropriate action.
The decision tree operates on an increasing personal accountability
baseline:
●
On the proactive side, the baseline covers a range from expected
to exemplary behaviour.
●
On the reactive side, the baseline covers a range from initiating
actions that were malevolent or reckless (at the most extreme
end) through to a no-blame error.
The decision tree is linked to a company action model:
●
On the proactive side, company actions range from those for
management to encourage behaviour through to rewarding
seafarers for their exemplary work.
●
On the reactive side, company actions range from dismissal (at
the most extreme response end) to coaching/mentoring (at the
least extreme response end).
This recognises that both seafarer and company have
responsibilities for achieving improvements in behaviour and
increasing the company’s safety culture.
Substitution test
The substitution test asks a reasonable person: ‘Given the
circumstances at the time of the event, could you be sure that
you would not have commied the same, or similar, breach of
procedures, standards, unsafe act, etc.?’ Several people should do
this independently and everyone involved should review it to gain
agreement and consensus.
Management of supervisory interventions
Management of supervisory interventions following breaches
of procedures/codes of practice/standards or any formalised
company/vessel rules can be an eective and powerful way of
modifying individual behaviour.
However, it is essential that the type of management response is
appropriate. Figure 1.1 provides a framework to guide management
in identifying an appropriate and common response.
14 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
Figure 1.1 Just culture decision tree
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 15
Chapter 1
1.2.8 Good safety culture
A good safety culture is one where safety is an integral part of
everything that is planned, discussed, done and documented.
Everyone in the company should think about safety and new ways
of improving it as a maer of course. They should be on the alert
for any unsafe acts or unsafe conditions; look out for each other;
intervene to prevent accidents and incidents; actively share good
ideas; and always seek to improve.
To achieve a good safety culture, there are certain key components
to encourage. This begins with ensuring that all seafarers fully
understand their roles and responsibilities; not just what they have to
do, but also why it is important. They need to be informed and share
their knowledge to help inform others.
All personnel, at every level of the company, need to be fully
engaged and commied to nurturing and developing the safety
culture. Establish compliance with safety rules as a core company
requirement – good safety behaviours should be the norm.
Another key aspect of developing a good safety culture is continual
improvement: the company should be a learning organisation. This
should be a personal commitment and responsibility of everyone
in the company. Systems and infrastructure need to be in place to
facilitate this process. A proactive reporting system for unsafe acts
and conditions, and improvement suggestions, should be in place.
Investigate all accidents and incidents and disseminate the findings
widely. See section 1.2.9 on eective knowledge management.
There needs to be an open and just culture that recognises that
it is normal for human beings to make mistakes. It also needs to
recognise that there are wider organisational factors that aect our
behaviours and can create barriers to safe behaviours. It is vital that
all workers are empowered and feel comfortable in reporting unsafe
acts, unsafe conditions, accidents and incidents without fear of
unjust reprisals.
Oen most of the component parts are already in place in some
form or another. However, for any culture to be truly safe, all the
elements discussed in this chapter should be fully developed.
Further information on promoting good safety culture is available in
the National Maritime Occupational Health and Safety Commiee’s
Guidelines to Shipping Companies on Behavioural Safety Systems.
1.2.9 Effective knowledge management
From an occupational health and safety perspective, ecient
management of knowledge can significantly improve learning
and understanding and prevent accidents and incidents from
happening again. This is particularly useful in the maritime industry
where similar high-risk activities are being carried out on numerous
autonomous units, such as a fleet of ships.
16 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
It has been said: ‘A person learns from their mistakes, but a wise
person learns from the mistakes of others.’ By eectively collecting
relevant information, organising it so it can be understood and
distributing it to workers who can use it, we can share experiences
and increase our knowledge. By applying this knowledge to our own
working environment we can reduce the likelihood of the same type
of accident or incident reoccurring on our vessel.
Knowledge management is about:
●
Geing the right information Understand what information and
knowledge has value, can improve safety, operations or services,
or is necessary for fast and eective decision making.
●
Making it easy to understand Convert the information into a
format that can be easily understood and acted upon at all levels
in the company.
●
Geing it to the people who need it, when they need it
Create the necessary technical and cultural ‘delivery systems’ and
organise information and knowledge so it is useful and available.
●
Encouraging people to use it Develop an organisational
structure and culture that encourages seafarers to take what they
know, apply it eectively for both continuous improvement and
innovation, and share it with others.
Knowledge management does not have to be complicated or dicult.
Most companies will have many of the elements in place already; it is
oen just a case of ensuring that they are all working together.
Geing the right information
We gather information from the data we retrieve, both internally
and externally, as Figure 1.2 shows. The sources include accident
and incident investigations, Marine Accident Investigation Branch
reports, safety alerts, audits and inspections, maintenance records,
trip reports, safety meeting reports, masters’ reviews, vessel visits,
safety observations and improvement suggestions. You will probably
need to do some form of data analysis. You can do this in several
ways, including spreadsheets to create statistics. It is important to
involve all personnel at all levels in gathering this information.
Making it easy to understand
Dierent levels of the organisation may need dierent approaches.
For example, statistics on a spreadsheet may be appropriate for
senior management but safety alerts, amendments to procedures,
bulletins and learning points memos may be more eective in
introducing any lessons to the crew from the accidents and
incidents depicted in the statistics. It is important to convert the
data into useful information that makes sense to the end user. Ask
for feedback from the end user on how useful the information is.
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 17
Chapter 1
Figure 1.2 Eective knowledge management
Geing it to workers who need it, when they need it
Present this information so the end user can understand it and it is
clear, useful and available. There are many ways to do this, such as
posters, memos, video, computer-based training, amendments to
the safety management system, and safety alerts. The choice of
the best medium for the information will vary for each company. A
company newsleer can be very eective and easy to understand.
Encouraging them to use it
Shared knowledge will not be useful unless workers receiving it are
empowered and feel comfortable using it. It is essential to have an
open and honest safety culture that encourages all seafarers to
share the same high values and beliefs in healthy and safe working.
Everyone should be encouraged to use the knowledge and to
gather useful information to share.
In real terms, therefore, the basis of good knowledge management
lies in having eective systems to gather, process, distribute, learn
and review throughout the company and industry. This will improve
understanding of what can cause harm and lead to accidents and
incidents, and will encourage everyone to be fully engaged.
18 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
Learning from incidents
MGN 484(M) Amendment 3
The ISM Code requires that a safety management system includes
procedures for reporting, investigating and analysing every non-
conformity, accident and hazardous situation, to improve safety and
pollution prevention. This should then lead to the implementation of
corrective actions.
The safety ocer will oen lead on this work, and guidance is
provided in Chapter 13. However, on ships with no safety ocer, the
company must make other arrangements to carry out this function.
Record any accident or incident so that it can be investigated to
find out what went wrong and to see what can be done to prevent it
happening again.
Every seafarer has a responsibility to:
●
report deficiencies, conditions that are causing concern and
things that could be improved so that workers with specific safety
responsibilities can put things right
●
share their views on how to make things safer.
Lessons can also be learned from accidents and incidents on
other ships and even in other sectors. Some industry organisations
publish accident statistics and safety information, and these may
help to identify likely risks and suitable safety measures. Information
is available in Marine Guidance Note MGN 484(M) Amendment 3.
Tips for managing occupational health and safety
●
Remember that safety culture is integral to how seafarers view
health and safety on board. It means that all are empowered
and feel comfortable in reporting unsafe acts, unsafe conditions,
accidents and incidents without fear of unjust reprisals.
●
Use the just culture decision tree (see Figure 1.1) to ensure
consistent handling of deviations from acceptable standards
of behaviour.
●
Do a risk assessment for every activity on board. This does not
necessarily have to be formal or wrien down.
●
Occupational health and safety is everyone’s responsibility.
●
In the most eective knowledge management systems, all
accidents, near misses, unsafe acts, unsafe conditions and
non-conformities are investigated for the purpose of learning
and improving.
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 19
Chapter 1
Annex 1.1 Management of change
Sample procedure covering simple and
complex change
Simple change
To make a simple change the procedure is as follows.
This procedure is for task-based changes only. For routine tasks
it should be used only if the ship’s master or superintendent
operations personnel consider it necessary, or if it involves a
complex change.
Stop the job if a simple, task-based change develops or is
recognised while a task is under way (eg during adverse weather,
reduced time to carry out the task, unexpected changes to
personnel, operational changes). To manage the simple change,
redo the toolbox talk for the task, make any required alterations to
working practices or control measures, and keep records.
This will reduce the risk to as low a level as is reasonably practicable.
If this is not achievable, stop the job until the level of risk is
acceptable, then the task may proceed.
If the task is being carried out under a permit to work, notify the
permit controller as soon as possible; they should suspend the
permit until the change has been assessed.
Once the change has been assessed and recorded, the permit
(where applicable) may be reinstated and the task can be restarted.
To make a change it is important to revisit the risk assessment and
identify any changes needed through the management of change
process. You should add these to the risk assessment for future use
and consideration.
Complex change
To make a complex change take the following steps.
1. You can identify a change through:
●
an improvement suggestion form
●
the safety ocer’s recommendation
●
the master’s/chief engineer’s management review
●
the manager’s review
●
internal or external audit findings.
20 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
2. Clearly identify the owner of the change. The company should
allocate a responsible manager or superintendent (responsible
person) to investigate how applicable, suitable and practical
the change is. Bring any concerns related to the change to the
aention of the responsible person. Allocate the ownership
of the change to the most appropriate available manager/
superintendent for the task at the discretion of the company.
3. The responsible person should begin documenting the change
using the management of change form.
4. The responsible person should then evaluate the cost versus
the benefits, assessing the impact of the change on seafarers,
processes, materials and plans. Report the results of this process
to the appropriate company for a decision.
5. If the change is approved, complete a plan and risk assessment.
The responsible person, in consultation with everyone involved,
should assess whether there are any factors that would render
the task unsafe. If so, put risk reduction measures in place to
lower any risk as far as reasonably practicable. If this is not
achievable stop the job until the level of risk is acceptable and
the job can be resumed, or permanently stopped.
6. Where the change is a temporary or interim measure:
●
Make seafarers who have recently joined the vessel aware of
the change(s) during their induction and continual training/
assessment.
●
Any locally produced procedures should be printed, signed
by the master and/or chief engineer , laminated and
prominently displayed. If the change involves machinery use,
display the procedure prominently at or near the machinery,
and update any corresponding risk assessments.
7. If any procedures in the safety management system need
amending, notify the designated person ashore/responsible
person immediately so they can make the change.
8. All people associated with the change shall verify that they are
aware and have understood it. Record this on the management
of change form; the responsible person should ensure that it
is completed.
9. The management of change form should then be sent to
the responsible person or, in their absence, a member of
their department, to verify all steps have been followed and
suciently recorded before starting the task.
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 21
Chapter 1
10. If the change is long term, the responsible person or, in their
absence, a member of their department, should, where
necessary, ensure that the change process is concluded once
the task is completed, or reviewed at a defined period within
the change plan. This process or review should also include a
review of the associated risk assessment, including making any
amendments identified and communicating these changes to
workers concerned.
11. Once the change has been carried out, and all temporary
modifications have been removed, the responsible person
should sign the management of change form to conclude
the process.
Figure 1.3 Procedures for simple and complex changes
22 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
Annex 1.2 Five steps to risk
assessment
The information here is based on health and safety guidance
published at hp://www.hse.gov.uk. Alternative text is available in
MGN 636(M) Amendment 2 and MGN 587(F) Amendment 1.
MGN 636(M) Amendment 2; MGN 587(F) Amendment 1
Step 1: Identify the hazards
First you need to work out how people could be harmed. When you
work in a place every day, it is easy to overlook hazards, so here are
some tips to help you identify those that maer:
●
Walk around your workplace and look at what could reasonably
be expected to cause harm.
●
Ask your employees or their representatives what they think. They
may have noticed things that are not immediately obvious to you.
●
Consider published information on accidents and near misses on
ships, which will highlight common hazards and high-risk activities.
MGN 484(M) Amendment 3
●
If you are a member of a trade association or protection and
indemnity insurance (P&I) club, contact them. Many produce very
helpful guidance.
●
Check manufacturers’ instructions or data sheets for chemicals
and equipment because they can be very helpful in spelling out
the hazards and puing them in their true perspective.
●
Look back at your accident and ill-health records – these oen
help to identify less obvious hazards.
●
Remember to think about long-term hazards to health (eg high
levels of noise or exposure to harmful substances) as well as
safety hazards.
●
Consider people who may be particularly vulnerable (eg young
persons or pregnant seafarers).
Step 2: Decide who might be harmed and how
For each hazard, you need to be clear about who might be harmed,
because this will help you to identify the best way of managing the
risk. This means identifying groups of people (eg ‘people working in
the storeroom’ or ‘passers-by’) rather than listing everyone by name.
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 23
Chapter 1
Remember:
●
Some seafarers need particular consideration. New and young
seafarers, those for whom the working language of the ship is
not their first language, or those new to the ship who may not
be familiar with company or ship safety procedures may be at
particular risk. Some hazards need extra thought.
●
Stevedores, contractors and surveyors may not be in the
workplace all the time.
●
Members of the public could be hurt by your activities.
●
If you share your workplace with others, think about how your
work aects them as well as vice versa; talk to them.
●
Ask your crew if they can think of anyone you may have missed.
●
In each case, identify how they might be harmed; in other words,
what type of injury or ill health might occur. For example, crew on
roll-on/roll-o ferry car decks may be at risk from excess fumes.
Step 3: Evaluate the risks and decide on
precautions
Once you have spoed the hazards, decide what to do about them.
The law requires you to do everything ‘reasonably practicable’ to
protect people from harm. You can work this out for yourself, but the
easiest way is to compare what you are doing with good practice.
First, look at what you’re already doing; think about what controls
you have in place and how the work is organised. Then compare this
with the good practice and see if there is more you should be doing
to bring yourself up to standard. Ask yourself the following:
●
Can I get rid of the hazard altogether?
●
If not, how can I control the risks so that harm is unlikely?
When controlling risks, apply the principles below, if possible in the
following order:
●
Try a less risky option (eg switch to using a less hazardous
chemical).
●
Prevent access to the hazard (eg by guarding).
●
Organise work to reduce exposure to the hazard (eg put barriers
between pedestrians and trac).
●
Issue personal protective equipment (eg clothing, footwear,
goggles).
●
Provide welfare facilities (eg first-aid and washing facilities for
removal of contamination).
Improving occupational safety and health need not cost a lot. For
instance, placing a mirror on a dangerous blind corner to help
prevent vehicle accidents is a low-cost precaution considering the
risks. Failure to take simple precautions can cost you a lot more if an
accident does happen.
Involve sta to make sure that what you propose to do will work in
practice and will not introduce any new hazards.
24 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
Step 4: Record your findings and implement them
Puing the results of your risk assessment into practice will make a
dierence when looking aer people and your operation.
Writing down the results of your risk assessment, and sharing them
with your sta, helps you to do this. Annexes 1.3 and 1.4 show two
examples of risk assessment forms. When writing down your results,
keep it simple; for example, ‘Tripping over rubbish: bins provided,
sta instructed, weekly housekeeping checks’, or ‘Fume from
welding: local exhaust ventilation used and regularly checked’.
A risk assessment does not have to perfect, but it must be suitable
and sucient. You need to be able to show that:
●
a proper check was made
●
you asked who might be aected
●
you dealt with all the obvious significant hazards, taking into
account the number of people who could be involved
●
the precautions are reasonable, and the remaining risk is low
●
you involved your sta or their representatives in the process.
If, like many businesses, you find that you could make many
improvements, big and small, don’t try to do everything at once.
Make a plan of action to deal with the most important things first.
Occupational safety and health inspectors acknowledge the eorts of
businesses that are clearly trying to improve.
A good plan of action oen includes a mixture of things such as:
●
cheap or easy improvements that can be done quickly, perhaps
as a temporary solution until more reliable controls are in place
●
long-term solutions to risks that are most likely to cause
accidents or ill health
●
long-term solutions to risks with the worst potential
consequences
●
arrangements for training employees on the main risks that
remain and how to control them
●
regular checks to make sure that the control measures stay in
place
●
clear responsibilities – who will lead on what action and by when.
Remember: prioritise and tackle the most important things first. As
you complete each action, tick it o your plan.
Step 5: Review your risk assessment and update
if necessary
Few workplaces stay the same. Sooner or later, you will bring in new
equipment, substances and procedures that could lead to new
hazards. It makes sense, therefore, to review what you are doing on
an ongoing basis.
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 25
Chapter 1
Look at your risk assessment and think about whether there have
been any changes. Are there any improvements you still need to
make? Have your seafarers spoed a problem? Have you learned
anything from accidents or near misses? Keep your risk assessment
up to date.
When you are running a business it is easy to forget about reviewing
your risk assessment – until something has gone wrong and it is
too late.
If there is a significant change check your risk assessment straight
away and, where necessary, amend it. If possible, think about the
risk assessment when you are planning your change – that way you
leave yourself more flexibility.
26 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
Annex 1.3 Risk assessment form:
Example 1
Name of ship Record no.
Work area being assessed
Task ID no. Work process/
action undertaken
in area
Hazards
associated with
activity
Controls
already in place
Significant risks
identified
Further
assessment
required? (Y/N)
Declaration
Where no significant risk has been listed, we as assessors have judged that the only risks identified were of an
inconsequential nature and therefore do not require a more detailed assessment.
Signed
Print name Date (DD/MM/YY)
Code of Safe Working Practices for Merchant Seafarers Managing occupational health and safety 27
Chapter 1
Annex 1.4 Risk assessment form:
Example 2
Ship name
Record number
Current assessment date (DD/MM/YY)
Last assessment date (DD/MM/YY)
Work activity being assessed
Section 1: Analysis of the intended work activity
Hazard no. Description of identified hazards Existing control measures to protect personnel from harm
1 (a)
(b)
(c)
2 (a)
(b)
(c)
3 (a)
(b)
(c)
4 (a)
(b)
(c)
5 (a)
(b)
(c)
6 (a)
(b)
(c)
7 (a)
(b)
(c)
8 (a)
(b)
(c)
9 (a)
(b)
(c)
10 (a)
(b)
(c)
28 Managing occupational health and safety Code of Safe Working Practices for Merchant Seafarers
Section 2: Assessment of risk factor
Likelihood of
harm
Severity of harm Hazard no. Likelihood of
harm
Severity of
harm
Risk factor
Slight harm Moderate
harm
Extreme
harm
1
Very unlikely Very low risk Very low risk High risk 2
3
4
Unlikely Very low risk Medium
risk
Very high
risk
5
6
Likely Low risk High risk Very high
risk
7
8
Very likely Low risk Very high
risk
Very high
risk
9
10
To assess the risk factor arising from the hazard:
1. From the le-hand column select the expression for likelihood which most applies to the hazard.
2. From the next three columns select the expression for severity of harm which most applies to
the hazard.
3. Cross-reference using the shaded area to determine the level of risk.
4. If the risk factor is medium (yellow), high (orange) or very high (red), additional control measures
should be implemented and recorded in section 3.
Section 3: Additional control measures to reduce the risk of harm
Hazard no. Further risk control measures Remedial action date Review date (MM/DD/YY)
1
2
3
4
5
6
7
8
9
10
Additional comments
Assessment review date (DD/MM/YY)
Chapter 2
Code of Safe Working Practices for Merchant Seafarers Safety induction for personnel working on ships 29
2
Safety induction for personnel
working on ships
2.1 Introduction
2.1.1 Companies should design and implement a standard induction
programme for each vessel, covering the Standards of Training,
Certification and Watchkeeping (STCW) and Maritime Labour
Convention (MLC) requirements, and incorporating any expanded
detail specific to that vessel’s particular needs. This chapter gives
guidance on the subjects to cover.
International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers, 1978, as amended (STCW); Maritime
Labour Convention, 2006 (MLC 2006)
2.1.2 Once the new personnel have completed the standard safety
induction, they should have the appropriate security training and
departmental induction covering safe working practices, areas
of responsibility, departmental standing orders, and training/
certification requirements to operate specific machinery or
undertake specific tasks.
See the Merchant Shipping and Fishing Vessels (Health and Safety
at Work) Regulations 1997 and MGN 636 Amendment 2.
SI 1997/2962 Reg 5 and Reg 12; MGN 636 Amendment 2
Key points
●
Arrange the safety induction to start as soon as anyone
employed or engaged in any capacity joins on board.
●
Run familiarisation training to make sure everyone on board
knows the vessel’s layout and important areas.
Your organisation should
●
Inform personnel of the company’s and personal duties
regarding health and safety. Give enough information and
instruction for seafarers to be able to do their job safely.
●
Ensure all personnel know the action to take in cases of
accidents or a medical emergency on board.
●
Carry out health and safety risk assessments of activities
on board.
30 Safety induction for personnel working on ships Code of Safe Working Practices for Merchant Seafarers
2.2 Vessel familiarisation training
2.2.1 Before they are assigned to shipboard duties, all personnel
employed or engaged on a ship, other than passengers, must have
familiarisation training on board and be given enough information
and instruction to be able to:
●
communicate with other people on board on elementary safety
maers and understand safety information symbols, signs and
alarm signals
●
know what to do if:
–
a person falls overboard
–
fire or smoke is detected
–
the fire or abandon ship alarm is sounded
●
identify alarm points, muster and embarkation stations, and
emergency escape routes
●
locate and don lifejackets
●
know how to use portable fire extinguishers
●
take immediate action upon encountering an accident or other
medical emergency before seeking further medical assistance
on board
●
close and open the fire, weathertight and watertight doors fied
in the particular ship other than those for hull openings.
For more information on topics covered in this chapter, see MCA’s
Wellbeing at Sea: A Guide for Organisations, section 2.1.9.
2.3 Basic training in standards of training,
certification and watchkeeping
2.3.1 Anyone employed or engaged on board a vessel in any capacity
with designated safety or pollution prevention duties should, before
being assigned to any of those duties, receive appropriate basic
training as listed below (from the tables in the STCW Code) relevant
to those duties, and relevant refresher training as required:
●
personal survival techniques as set out in Table A-VI/1-1
●
fire prevention and firefighting as set out in Table A-VI/1-2
●
elementary first aid as set out in Table A-VI/1-3
●
personal safety and social responsibilities as set out in
Table A-VI/1-4.
Chapter 2
Code of Safe Working Practices for Merchant Seafarers Safety induction for personnel working on ships 31
2.4 Emergency procedures and fire precautions
2.4.1 All new personnel should be given a clear explanation of the vessel’s
alarm signals, and instruction on the emergency assembly stations,
lifeboat stations and fire drill/team requirements (see Chapter 4).
SI 1999/2722; MGN 71 (M)
2.4.2 Smoking regulations on the vessel should be strictly observed.
Safe and correct disposal of cigaree ends is essential. Smoking
or non-smoking areas, as appropriate, should be identified and
clearly marked.
2.4.3 Rules concerning smoking should be strictly obeyed.
E-cigarees are a source of ignition and should not be used in
hazardous areas.
2.4.4 Fire aboard a vessel can be disastrous. Common causes are:
●
faulty electrical appliances/circuitry
●
overloading of electrical circuitry
●
careless disposal of cigaree ends
●
spontaneous combustion of damp or dirty waste/rags, especially
if contaminated with oil
●
damp storage of linen/materials
●
spillage/leakage in machinery spaces
●
galley fires due to overheating of cooking oils
●
carelessness with hand-pressing irons
●
incorrect methods of drying laundry.
2.4.5 All personnel should be aware of these risks and ensure that
fire risks are removed wherever possible; for example, through
good housekeeping, and regular inspection and maintenance of
electrical circuitry and appliances.
2.5 Accidents and medical emergencies
2.5.1 All personnel should know the action to take in cases of accident
or medical casualty on board. For example, as a minimum they will
need to know how to raise the alarm and seek assistance.
32 Safety induction for personnel working on ships Code of Safe Working Practices for Merchant Seafarers
2.6 Health and hygiene
2.6.1 It is the responsibility of individuals to ensure high standards of
personal hygiene and to look aer their own health. Personnel
should pay aention to:
●
personal cleanliness
●
sensible diet
●
adequate sleep during rest periods
●
regular exercise
●
any cuts/abrasions
●
keeping working clothes and protective equipment clean
●
appropriate dress for the work and climate
●
avoidance of excess alcohol/tobacco
●
avoidance of recreational drugs.
2.6.2 On international voyages, any vaccinations/inoculations required
should be fully updated. Medications for the prevention of illness
(eg anti-malarial tablets) should be taken as and when required.
MGN 652 (M+F) Amendment 1 Infectious diseases at sea
2.6.3 In hot climates, it is important to protect the skin from strong
sunlight and drink plenty of salt-containing liquids to replace the
body fluids lost through perspiration (see Chapter 3).
2.7 Good housekeeping
2 .7.1 All ships move in a seaway and as space is very limited on board any
vessel, good housekeeping is essential for safe working/access and
hygiene control. Particular aention should be paid to the:
●
safe and secure stowage of loose items
●
proper securing of doors
●
good maintenance of fiings and fixtures
●
adequate lighting of all work/transit areas
●
avoidance of overloading of electrical circuits
●
clear and legible signs/operational notices
●
proper clearance and disposal of garbage/waste materials.
Chapter 2
Code of Safe Working Practices for Merchant Seafarers Safety induction for personnel working on ships 33
2.8 Environmental responsibilities
2.8.1 The maintenance of good standards to protect the environment,
whether local (i.e. accommodation/work areas) or the wider
environment, is important and the responsibility of all personnel. Many
aspects are covered by international legislation and it is the duty of all
personnel to ensure strict compliance with such legislation.
MGN 632 (M+F) Amendment 1; SI 2020/621
2.8.2 The handling and storage of garbage can present health and safety
hazards to crews and ships. The requirements of the garbage
management plan should be observed.
2.8.3 Particular aention should be paid to the correct methods of
disposal of waste oils (bilge or other), chemicals, galley waste
(including used cooking oil), garbage (especially plastics, glass,
drums and other non-biodegradable items) and redundant items
(eg moorings, dunnage or cargo cleanings) in line with the vessel’s
garbage management plan.
2.8.4 Incinerators and compactors should always be operated by competent
personnel, and operating instructions should be strictly followed.
2.9 Occupational health and safety
2.9.1 All new personnel should be made aware of the company’s
procedures governing occupational health and safety on board,
including activity-specific requirements, such as those governing
the use of liing equipment or means of access.
2.9.2 Where there are no specific regulations, the general duties
contained in the Merchant Shipping and Fishing Vessels (Health
and Safety at Work) Regulations 1997 apply. The main principle
of these regulations is that all safety measures should be based
on an assessment of the risks involved in a particular task, and
the identification of the most eective measures to limit that risk.
Guidance on risk assessment is in Chapter 1.
2.10 Worker responsibilities
2.10.1 It is important that personnel are reminded to follow any training,
oral or wrien instructions that they have been given, and know to
whom they should report any deficiencies in equipment or unsafe
practices that they may notice.
2.10.2 Personnel who find any defects in any equipment, or a condition that
they believe to be hazardous or unsafe, should immediately report it
to a responsible person, who should take appropriate action.
34 Safety induction for personnel working on ships Code of Safe Working Practices for Merchant Seafarers
2.11 Consultation procedures
2.11.1 New personnel must be told about the procedures for consultation
on health and safety maers, including who their safety
representatives are, and should be encouraged to contribute
towards continuous improvement.
●
Be aware of health and safety responsibilities when working
on board.
●
Follow company procedures on occupational health and any
specific requirements when carrying out particular work activities.
●
Personnel employed or working in any capacity on board must
have induction and familiarisation training.
●
Follow instructions for good housekeeping and personal hygiene.
●
Follow instructions in the event of an accident or emergency.
Chapter 3
Code of Safe Working Practices for Merchant Seafarers Living on board 35
3
Living on board
3.1 Introduction
3.1.1 This Code provides information and guidance on improving the
health and safety of people living and working on board ship. This
chapter gives some more specific advice for the individual seafarer.
For more information on topics covered in this chapter see Wellbeing
at Sea: A Guide for Organisations and Wellbeing at Sea: A Pocket
Guide for Seafarers.
Key points
●
All seafarers must have a medical fitness certificate (ENG1 on
UK-registered ships).
●
Seafarers should understand why health, wellbeing and
cleanliness are important; not only to perform well but also to
help reduce instances of illness on board.
Your organisation should
●
organise work activities to limit the eects of seafarer fatigue
●
have health, fitness and wellbeing policies that encourage
seafarers by providing dedicated spaces and facilities.
Smoking policies should allow for smokers while protecting
non-smokers
●
apply risk assessment to activities depending on the climate
the vessel is operating in and provide appropriate personal
protective equipment (PPE)
●
ensure medically trained personnel on board are equipped to
provide initial medical care for a range of health problems. If a
seafarer develops a serious health problem or injury contact
telemedical services. Where necessary, arrange to transport
the sick or injured seafarer ashore for medical treatment.
For further advice on medical care see the Ship Captain’s
Medical Guide.
3.2 Fitness, health and hygiene
3.2.1 Seafarers are responsible for looking aer their own health and
fitness; their work requires both to be of a high standard and
they must hold a valid certificate of medical fitness (an ENG1 or
recognised equivalent on a UK-registered ship) to join a ship. This
confirms that at the time of the medical examination:
36 Living on board Code of Safe Working Practices for Merchant Seafarers
●
the seafarer’s hearing and sight, and where relevant colour vision,
met the appropriate standards for their role on board
●
the seafarer had no conditions likely to be made worse by service
at sea or to make the seafarer unfit for their duties or endanger
other persons on board.
MSN 1886 (M+F) Amendment 1; MSN 1815 (M+F) Amendment 6
3.2.2 If a change in health aects a seafarer’s fitness for duty they should
seek advice so a doctor can reassess the validity of their medical
certificate. If they do not do this their medical certificate may be
invalid and they may also place themselves or their colleagues at risk.
3.2.3 Seafarers should keep high standards of personal cleanliness and
hygiene. On board ship infections can easily spread so preventive
measures, as well as simple, eective treatment, are essential.
3.2.4 Good health depends on sensible diet, adequate sleep and regular
exercise. Guidance on healthy eating is available from the National
Health Service (NHS) website. Seafarers should avoid recreational
drugs, substance or drug misuse, and excesses of alcohol and
tobacco. They should seek treatment straight away for minor
injuries, clean cuts and abrasions and give first-aid treatment
to protect against infection. Barrier creams can help to protect
exposed skin against dermatitis and make thorough cleansing
easier.
3.2.5 Rats and other rodents may carry infection so never touch them
with bare hands, whether dead or alive.
3.3 Smoking
3.3.1 Smoking damages health and can expose others to second-hand
smoke. Seafarers must follow company smoking policies on board.
The policy should recognise that the ship is also the seafarers’ home
and place of recreation, but will usually prioritise protecting non-
smokers from second-hand smoke.
3.3.2 The smoking policy should limit the places on the ship where
seafarers may smoke. It should include education on the health
benefits of giving up smoking by promoting schemes to help
seafarers to quit, including advice available on the NHS website.
3.3.3 In addition to the health risks, smoking may create a fire risk if
matches and cigarees are not carefully extinguished and disposed
of safely in the designated places. Do not throw matches and
cigaree ends overboard since there is a danger that they may be
blown back on board.
Chapter 3
Code of Safe Working Practices for Merchant Seafarers Living on board 37
E-cigarettes
3.3.4 E-cigarees can cause fires and faulty lithium ion baeries can
explode, both of which may cause injuries. As with all rechargeable
electrical equipment, to avoid the risk of fire always use the correct
charger. Never leave e-cigarees charging unaended or overnight.
Buy e-cigaree products from a reputable retailer to ensure that
they comply with UK safety regulations.
3.3.5 In line with section 3.15, or where companies have introduced
policies for the veing/portable appliance testing of electrical
appliances being brought on board for personal use, e-cigarees
and their chargers may fall under the scope of these requirements.
Seafarers should therefore get approval from a responsible ocer
before using an e-cigaree.
3.4 Medication
3.4.1 Anyone taking medication must follow the relevant medical
directions outlined on the label or by a doctor. These may include
not drinking alcohol or not doing certain activities when alertness
is aected. Seafarers should discuss the possible side-eects with
the approved doctor during the medical examination and then tell
the responsible ocer on board. This is to ensure that the correct
information is available in a medical emergency, and so allowances
can be made when allocating tasks.
MSN 1886 (M+F) Amendment 1
3.4.2 Avoid drinking alcohol while under treatment with certain
medications. Even common remedies such as aspirin, seasickness
tablets, anti-malarial tablets and codeine may be dangerous when
taken with alcohol. Seafarers are responsible for keeping their
inoculations and vaccinations for international voyages up to date
and for taking medications to prevent illness, such as anti-malarial
tablets, when required.
3.5 Malaria
3.5.1 Seafarers must start preventive medication for malaria before they
arrive in an aected area. The length of time may vary according
to treatment, but around one to three weeks is normal. Medication
should continue for four weeks aer leaving the area. The company
will need to take medical advice on the best medication for
particular areas.
MGN 652 (M+F) Amendment 1
38 Living on board Code of Safe Working Practices for Merchant Seafarers
3.5.2 While in infected areas, do the following to minimise the risk of
insect bites:
●
Wear long-sleeved tops and trousers when going on deck
or ashore.
●
Use mosquito wire-screening and nets.
●
Keep openings closed.
●
Use anti-mosquito preparations or insecticides.
3.5.3 Anyone who falls ill aer being in a malarial area should tell a doctor
immediately that they are at risk of malarial infection.
More detailed guidance on prevention is available in Marine
Guidance Note MGN 652 (M+F) Amendment 1 and on prevention and
care in The Ship Captain’s Medical Guide.
3.6 Avoiding the effects of fatigue (tiredness)
3.6.1 The International Maritime Organization (IMO) defines fatigue as:
‘A reduction in physical and/or mental capability as the result of
physical, mental or emotional exertion which may impair nearly
all physical abilities including: strength; speed; reaction time;
coordination; decision making; or balance.’
IMO; MSC/Circ 813
3.6.2 Fatigue among seafarers is a serious issue aecting maritime
safety. There is evidence that fatigue contributes to accidents,
injuries, death, long-term ill health, major damage to and loss of
vessels, leading to environmental harm.
3.6.3 The company and the master should organise work so as to
minimise fatigue, but seafarers also have a duty to take care of
their own health and safety and that of their fellow workers.
Chapter 3
Code of Safe Working Practices for Merchant Seafarers Living on board 39
3.6.4 To prevent fatigue:
●
Arrive on board well rested at the start of a period of work.
●
Take your scheduled rest periods.
●
Use rest periods to gain adequate, uninterrupted sleep as far as
possible (about eight hours of sleep in each 24 hours).
●
Eat regular, well balanced meals, but eat lightly before sleep.
●
Avoid alcohol and caeine before sleep.
●
Record your hours of rest accurately, so management are aware if
there are workload pressures at particular times.
●
Avoid using electronic devices shortly before sleep. The blue light
from screens can interfere with the body’s natural rhythms and
production of hormones; particularly melatonin, which is key in
helping us sleep.
Further information about fatigue, making the most of sleep
paerns and ways to maintain alertness is available in MGN 505 (M)
Amendment 1.
MGN 505 (M) Amendment 1
3.7 Working in hot or sunny climates and hot
environments
3.7.1 High humidity and high temperatures can lead to heat exhaustion
and heat stroke. Perspiration is the body’s best heat-control
mechanism but sweat consists mainly of salt and water, which must
be replaced. When working in hot and/or humid conditions drink at
least 4.5 litres (8 pints) of cool (but not iced) water daily. Drink small
quantities frequently to keep hydrated. You can get salt in food
and also have salt-containing drinks to prevent heat cramps. Avoid
drinking alcohol.
3.7. 2 Limit the length of time that seafarers are exposed to hot conditions.
Provide breaks in the shade or in fresh air. Mechanical aids to make
physically demanding work easier will help to reduce the impacts
of hot environments or when seafarers are wearing a lot of clothing
or equipment. See guidance from the Health and Safety Executive
(HSE) on thermal comfort.
3.7. 3 If seafarers are working in an enclosed space ensure that it is as well
ventilated as possible. They should wear light clothing to allow the
largest possible surface for free evaporation of sweat.
40 Living on board Code of Safe Working Practices for Merchant Seafarers
3.7. 4 Seafarers should avoid exposure to the sun, especially in tropical
areas and during the hoest part of the day. When it is necessary
to work in exceptionally hot or humid conditions, seafarers should
wear appropriate clothing (including a hat) protecting both body and
head. Light coon clothing will reflect the heat and help to keep the
body temperature down. Keep the upper body covered, especially
around midday. Skin that has not been exposed to the sun for
several months burns very easily.
3.7.5 Sunscreen can add useful protection for the seafarer’s body,
which it is not easy to shade from UVA and UVB rays and sunlight.
In European climatic regions use a sun protection factor (SPF)
rating of at least 15. In tropical regions or other areas of high risk,
use an SPF of at least 30 (or higher for those with fair skin).
To avoid sunburn:
●
The best protection is to shade the skin from direct sunlight.
●
Get to know your skin. This will help decide what precautions
you need to take. Geing burnt now might increase the
chances of developing skin cancer in later years.
●
Try to avoid reddening – it is the first sign of skin damage as
well as being an early sign of burning.
●
A suntan may give some protection against burning but does
not eliminate the long-term cancer risk; nor will it protect
against premature ageing.
●
When on leave, continue to take care as the skin remembers
every exposure.
●
Use sunscreen generously and reapply regularly.
3.7.6 When seafarers are working in exceptionally hot and/or humid
conditions or when they are wearing respiratory equipment, breaks
at intervals in the fresh air or in the shade may be necessary. They
should take o protective clothing and equipment during breaks to
allow the body to cool down, but they must put it on again before
restarting work.
3.8 Working in cold climates and environments
3.8.1 Working in cold climates can impair the seafarer’s ability to carry out
simple tasks, as the cold temperatures can severely aect dexterity.
At even colder temperatures, deeper muscles are aected, which
results in reduced muscular strength and stiened joints. See the
Canadian Centre for Occupational Health and Safety’s guidelines for
working in cold weather (hps://www.ccohs.ca/).
Chapter 3
Code of Safe Working Practices for Merchant Seafarers Living on board 41
3.8.2 Early signs that the body is under stress from the cold include:
●
persistent shivering
●
poor coordination
●
blue lips and fingers
●
irrational or confused behaviour
●
reduced mental alertness.
3.8.3
3.8.4
3.8.5
Seafarers should wear appropriate clothing including gloves, hat
and warm socks. Ensure that this clothing is compatible with any
PPE needed for the work.
Cold weather-related injuries/conditions
Frostbite/frostnip can damage the skin and the tissue of the
parts of the body that are le exposed to freezing temperatures.
Extremities, specifically hands, feet, ears, nose and lips, are
particularly vulnerable. Seafarers should wear clothing that
protects the extremities.
Hypothermia happens when the body’s core temperature falls
below 35°C (95°F) and it can be life threatening. It is usually
caused by being outdoors in cold conditions for a long time or
falling into cold water. See the National Health Service (NHS)
Choices website for information on frostbite and hypothermia.
3.9 Working clothes
3.9.1 Clothing should be appropriate for the working conditions. Clothes
should be close-fiing with no loose flaps, pockets or ties, which
could become caught up in moving parts of machinery or on
obstructions or projections. Where there is a risk of burning or
scalding, as in galleys, clothing and shoes should adequately cover
the body. Material should be of low flammability, such as coon.
3.9.2 Long-sleeved shirts or overalls provide beer protection than short
sleeves and sleeves should not be rolled up. Long hair should be
tied back and covered. Industrial or safety footwear should be worn
when appropriate.
42 Living on board Code of Safe Working Practices for Merchant Seafarers
3.10 Shipboard housekeeping
3.10.1 Good housekeeping is essential in promoting health and safety
on board:
●
Store equipment and other items safely and securely. This
ensures not only that defects are discovered but also that you
can find articles when required.
●
Maintain fixtures and fiings properly.
●
Provide adequate lighting for all work and transit areas.
●
Do not overload electrical circuits, particularly in cabins.
●
Clear up garbage and waste and dispose of it correctly and
promptly.
●
Secure doors and drawers properly.
●
Keep emergency signage and fire and life-saving equipment clear
at all times.
●
Keep instruction plates, notices and operating indicators clean
and legible, and do not allow other items to obstruct them.
3.10.2 Aerosols may have volatile and inflammable contents. Never use
or place them near naked flames or other heat sources even when
empty. Dispose of empty canisters properly.
3.10.3 Some fumigating or insecticidal sprays contain ingredients which,
though perhaps themselves harmless to human beings, may be
decomposed when heated. Smoking may therefore be dangerous
in sprayed atmospheres until the spray has dissipated and the area
has been ventilated.
3.11 Substances hazardous to health
3.11.1 Many substances found on ships can damage the health of
people exposed to them. They include not only recognised
hazardous substances, such as dangerous goods cargoes and
asbestos, but also some maintenance and cleaning substances.
For example, caustic soda and bleaching powders or liquids can
burn or penetrate the skin. They may react dangerously with other
substances and should never be mixed.
3.11.2 Where personnel are working near hazardous substances take
appropriate safety measures to remove, control or minimise the
risk of exposure. Packaged cargoes and stores should carry hazard
warning labels, where appropriate. Do a risk assessment to identify
other hazardous substances and give seafarers information about
the hazards and the measures in place to protect them.
Chapter 3
Code of Safe Working Practices for Merchant Seafarers Living on board 43
3.11.3 Read all labels on chemical containers carefully before opening
them to find out about any hazards from the contents. Do not use
a chemical from an unlabelled container unless you can clearly find
out what it is. Further advice is in Chapter 21.
3.11.4 Older ships may have asbestos-containing products in panels,
cladding or insulation. Report any damage to such materials during
a voyage immediately to the departmental head. If possible seal o
the area until the damage can be repaired properly and insulate or
cover the exposed edges or surfaces. This will prevent asbestos
fibres from being released and dispersed in the air.
3.11.5 Long exposure to mineral oils and detergents may cause skin
problems. Seafarers should wash all traces of oil thoroughly from the
skin using a skin cleaner designed for oil removal. They should not
use chemical solvents as they may damage the skin. If a seafarer
inadvertently touches toxic chemicals or other harmful substances
they should report this immediately and take the appropriate
remedial action. Launder working clothes frequently and do not put
oil-soaked rags in pockets.
3.11.6 Breathing irritant dust can cause coughs and lung damage. The risk
is usually much greater for a smoker than for a non-smoker.
3.11.7 Seafarers should be aware of and understand the risks arising from
their work, the precautions to take and the results of any monitoring
of exposure.
3.11.8 Seafarers should always comply with any control measures in place,
and wear any protective clothing and equipment supplied.
3.11.9 In cases where failure of the control measures could result in serious
risks to health, or where their adequacy or eciency is in doubt, this
should be reported so that health surveillance can be undertaken.
3.12 Common personal injuries
3.12.1 Chapter 8 includes advice on suitable PPE that will help to prevent
the following injuries.
Hand injuries
3.12.2 Wear gloves when handling sharp or hot objects. However, gloves
may get trapped on drum ends or on machinery. Although loose-
fiing gloves allow hands to slip out readily, they do not give a good
grip on ladders. Wet or oily gloves may be slippery so take great
care when working in them. Wearing gloves for long periods may
make skin hot and sweaty, leading to damage. Wearing separate
coon gloves inside protective gloves will help to prevent this.
44 Living on board Code of Safe Working Practices for Merchant Seafarers
Foot injuries
3.12.3 Unsuitable footwear (such as sandals, plimsolls and flip-flops) gives
lile protection if there is a risk of burning or scalding and may lead
to trips and falls. Keep feet away from moving machinery, bights of
ropes and hawsers.
Eye injuries
3.12.4 Take care to protect the eyes. Seafarers should wear appropriate
protective goggles for any work involving sparks, chips of wood,
paint or metal, and dangerous substances.
Head injuries
3.12.5 Remember to duck when stepping over coamings, etc. to avoid
hiing your head on the door frame. Seafarers should wear head
protection where appropriate.
Cuts
3.12.6 To avoid cuts, handle sharp implements and objects with care. Do
not leave them lying around where someone may accidentally cut
themselves. In the galley, do not mix sharp knives and choppers with
other items for washing up but clean them individually and store
them in a safe place. Sweep up broken glass carefully; do not pick it
up by hand.
Burns and scalds
3.12.7 Burns and scalds are commonly caused by hot pipelines and stoves,
as well as by fires. Think of every hot machine and container of
scalding liquid as a hazard that can cause injury, and take adequate
precautions.
3.12.8 Faulty electrical equipment can cause severe burns as well as an
electric shock. Check equipment before use. If something appears
wrong report it.
Misuse of tools
3.12.9 Misusing tools can cause injury. Always use the correct tool for the
job and use it in the right way. Never leave tools lying around where
they can fall on someone, or be tripped over. Aer finishing a job put
them away in a safe place.
Manual handling
3.12.10 It is easy to strain muscles when manual handling . You may
avoid pulled muscles by using proper liing techniques. Chapter 10
gives guidance on handling loads.
Chapter 3
Code of Safe Working Practices for Merchant Seafarers Living on board 45
Mooring
3.12.11 Mooring and unmooring operations can cause serious accidents.
Personnel should never stand in the bight of a rope or near a rope
under tension, and they should treat ropes on drums and bollards
with the utmost care.
Electrical hazards
3.12.12 Unauthorised people should not interfere with electrical fiings. Do
not connect any personal electrical appliance to the ship’s electrical
supply without a responsible ocer’s approval.
3.12.13 Leave clothing or other articles to dry only in designated areas; not
in machinery spaces or over or close to heaters or light bulbs. This
may restrict the flow of air causing overheating and fire.
3.12.14 Do not leave hand-pressing irons standing on combustible
materials. Switch them o aer use and stow them safely.
3.13 Sunglasses
3.13.1 The bright light from the sun reflecting o the surface of a calm sea
or from ice caps in the polar regions, or from the vessel itself, can
dazzle the seafarer and damage the eyes.
3.13.2 Seafarers working on the bridge or on the open deck in sunshine
should wear sunglasses. These are an important piece of protective
equipment and more than just tinted eye protection. For protection on
the bridge, consider collective protection systems such as sunblinds.
3.13.3 Photochromic lenses react with UV radiation by darkening. Seafarers
should not wear sunglasses with photochromic lenses during the
hours of darkness as they can significantly reduce night vision. For
further information see MGN 357 (M+F).
MGN 357 (M+F)
3.13.4 Polarised lenses reduce the amount of light passing through the
lens by selectively filtering certain electromagnetic spectral planes.
Do not use polarised lenses when viewing instrument panels as
some images may be unclear. In some situations, for example, when
navigating in shallow water, these lenses may help as they reduce
the reflected glare from the surrounding water. Seafarers should be
aware of the benefits and limitations of polarised lenses.
46 Living on board Code of Safe Working Practices for Merchant Seafarers
3.13.5 All frames should be well fiing and large enough to allow sucient
protection from oblique sunlight. All seafarers who need a spectacle
prescription must have a clear pair of correcting lenses but they
can also have prescription sunglasses as their second pair. They
must not wear non-prescription sunglasses on top of prescription
glasses. For navigational watches during the hours of darkness they
should not wear any type of sunglasses.
3.13.6 Follow this guidance when buying sunglasses:
●
The lens tint should be neutral – ideally either grey or brown as
these cause the least colour distortion.
●
The lens tint should be no darker than 80% absorption.
●
A graduated tint may be useful, with the darkest at the top of the
lens, lightening towards the boom.
●
Glasses should be CE marked and to the British Standard
BS EN ISO 12312-1:2013+A1:2015. BS EN ISO 12311:2013 ensures that
the sunglasses oer a safe level of ultraviolet protection.
BS EN ISO 12311:2013; BS EN ISO 12312-1:2013+A1:2015
3.14 Risk from sharps
Introduction
3.14.1 The term ‘sharps’ includes needles, syringes and razor blades.
3.14.2 Sharps may be used for the treatment of medical conditions, for
recreational drug use or for wet shaving. Housekeeping sta may
therefore find them in bed linen, on surfaces or in bins. Take care to
avoid injury and the risk of contamination with blood-borne viruses
(BBVs). The main BBVs of concern are:
●
hepatitis B (HBV)
●
hepatitis C (HCV)
●
human immunodeficiency virus (HIV).
There is a risk of bacterial or viral infection from used sharps.
3.14.3 As there is always a risk of finding sharps unexpectedly, get advice
from a medical practitioner about whether seafarers exposed to this
risk should have a tetanus or hepatitis B vaccination as a precaution.
For UK residents, these are provided free of charge on the NHS.
Chapter 3
Code of Safe Working Practices for Merchant Seafarers Living on board 47
3.14.4 To reduce the risk from sharps:
●
Train all housekeeping sta in safe systems of work, and what
to do if they find a sharp.
●
Ensure that supervisors know the safe systems of work and
what to do in the event of injury.
Rubbish collection
3.14.5 Never remove items by hand from the bin.
3.14.6 Before removing a bin liner full of rubbish check that it is not too
heavy to li. Remove the liner fully from the bin and place it in a
sturdy rubbish collection sack. To avoid being accidentally stabbed
with a discarded needle or razor, never put your hands inside a sack
or a bin when emptying the contents.
3.14.7 Where no bin liner is in use, check that the bin is not too heavy to li.
Empty the contents directly into a sturdy rubbish collection sack and
do not overfill it. If you need to compress the contents do this with a
brush or similar object, not with your hands.
3.14.8 Carry rubbish sacks as far from the body as possible to prevent any
unseen sharp objects causing injury. If you notice sharp objects in
the bag, put the bag on the floor and get someone to help.
Cleaning/housekeeping
3.14.9 Avoid puing your hands into obstructed/hidden areas such as toilet
U-bends or under sheets or pillows.
3.14.10 Dispose of all needles/syringes in a sharps container (or rigid-
sided container) following the safe system of work (see section
3.14.15). If you find a sharp assume it is infectious. Close o
the area immediately to all personnel. Report the incident to a
supervisor so they can keep a record of the location, date and
time as a hazardous occurrence.
BS EN ISO 23907-1:2019
48 Living on board Code of Safe Working Practices for Merchant Seafarers
3.14.11 Handle broken glass and crockery carefully and wrap it in several
sheets of paper before puing it in the bin.
Removal of sharps: safe working procedure
3.14.12 Only trained sta should remove sharps.
3.14.13 Never carry a sharp to a container for disposal; instead take the
container to the sharp and place it near the sharp.
3.14.14 Never pick up sharps with bare hands or pass them from hand to
hand. Do one of the following:
●
Put on appropriate protective clothing (eg stout rigger, rubber
gloves or specialist anti-needle gloves) to remove the sharp with
a small pair of tongs.
●
Use a long-handled lier-picking device to pick up the sharp. You
do not need gloves as the distance between you and the sharp
reduces the risk of contact.
3.14.15 Do not put sharps in a normal waste bin; always use a sharps
container. Do not fill the sharps container beyond the level indicated
on the side.
3.14.16 Do not try to resheath or bend the needle.
If an injury occurs
3.14.17 If a needle or razor blade pierces the skin:
●
gently encourage the wound to bleed under running water but do
not scrub or suck it
●
wash the wound with soap and water
●
report the incident immediately to a supervisor
●
get telemedical advice (unless there is a doctor on board).
3.15 Mobile phones and other personal electronic
devices
3.15.1 Using mobile phones, personal electronic devices and other
communication devices inappropriately causes distraction and loss
of awareness. In a safety-critical environment, this has led to death,
injury and serious damage.
Chapter 3
Code of Safe Working Practices for Merchant Seafarers Living on board 49
3.15.2
Operating ships and their equipment demands a lot of aention;
the same is true of electronic devices. The term ‘personal
electronic device’ means a range of devices which may be used
for either personal or operational reasons, or both.
3.15.3 Using any devices while working on vessels puts increased
demands on the human brain, which can lead to cognitive overload
and impairment causing reduced performance; for example:
●
reduced situational awareness
●
failure to recognise vessels or navigational hazards
●
slower reaction times
●
impaired decisions in risk assessment
●
loss of concentration
●
greater stress and fatigue
●
inaentional blindness.
3.15.4 Warning
As a principle of best practice, the MCA recommends puing in
place robust measures and restrictions on the use of electronic
devices (whether for personal or operational reasons) in safety-
critical areas and during safety-critical operations. These include
the navigational bridge, at mooring stations and when bunkering.
There should be appropriate signage to show when and where
mobile phone use is prohibited and ‘safe zones’ where device
usage is allowed. There should also be company policies that
encourage the responsible use of devices for both personal and
operational reasons.
3.15.5 Devices such as mobile phones and two-way radios are legitimately
used for communication during ships’ operations. However,
recognise the potential for distraction and loss of awareness and
encourage people using them to do so safely. The most eective
safeguard is to prohibit the use of personal electronic devices when
they could cause distraction, as far as practicable. Where this is
not possible include these aspects in the risk assessments and put
mitigations in place to reduce the potential hazards.
50 Living on board Code of Safe Working Practices for Merchant Seafarers
3.15.6 Seafarers using devices for either personal or work-related
communications should follow this advice:
●
Ensure you are in a safe place away from moving vehicles,
machinery, equipment and cargo working.
●
Keep still; do not wander about.
●
If possible, stand/sit with your back to a solid wall/bulkhead,
enabling you to face and see any operations nearby, and to
prevent the risk of vehicles or machinery approaching you
from behind.
●
Tell nearby colleagues you are taking a call, but do not rely on
them to watch your surroundings for you.
●
Alert others who may be distracted by personal devices and
puing themselves at risk.
●
Tell the person you are talking to about your location/situation and
that you may have to break the conversation at short notice.
●
Keep the conversation as short as possible. If possible reschedule
calls for a more appropriate time.
●
If it is necessary to receive an urgent call while on duty in the
bridge or the engine room send for a replacement ocer while
you are taking the call.
Devices for personal use
3.15.7 As a principle of best practice, the MCA recommends that seafarers
should not carry personal mobile phones and other personal
electronic devices anywhere in the workplace, especially at safety-
critical places, except in line with company policies. The company
policies should explain the safety benefits of using devices in
compliance with the policy, balancing this against the need for many
seafarers to use personal devices o duty. Given the wide range of
operations on ships, a consultative approach to defining appropriate
device usage may be helpful.
3.15.8 With regard to mobile phones and other devices for personal use:
●
only use them when o duty
●
use them in a safe environment such as your cabin, rest area, or
another non-working part of the ship
●
do not wander into working areas of the ship
●
do not distract or interrupt other crew members with your call.
If you need to take/make a personal call when on duty:
●
ensure your colleagues know you are making a call and can cover
for you in your absence
●
do not distract or interrupt other crew members with your call.
Chapter 3
Code of Safe Working Practices for Merchant Seafarers Living on board 51
3.15.9 MGN 299 (M+F) highlights the dangers of distraction and interference
caused by the use of mobile phones at safety-critical locations and
times on board. Incoming communications from personal devices,
even if you ignore them, can still cause dangerous distraction in
safety-critical environments.
See further guidance on the use of mobile phones and other devices
in MGN 520 (M), MGN 638 (M+F) and MGN 299 (M+F).
●
Encourage seafarers to maintain a high level of health and
fitness.
●
Be aware of how personal devices can cause distraction.
In a medical emergency see the Ship Captain’s Medical Guide
and seek medical advice from telemedical services.
52 Living on board Code of Safe Working Practices for Merchant Seafarers
Not for resale
Chapter 4
Code of Safe Working Practices for Merchant Seafarers Emergency drills and procedures 53
4
Emergency drills and procedures
4.1 Introduction
4.1.1 Musters and drills must take place in line with the statutory
requirements that apply to the size and type of vessel. This chapter,
together with the relevant marine guidance notices, advises on what
to do. Annex 4.1 summarises the requirements.
MGN 71 (M); MSN 1579 (M); SI 1999/2722; SOLAS II-1, II-2, III and V
4.1.2 Keep the muster arrangements up to date with any changes in the
ship’s seafarers with designated safety and pollution prevention
duties and any changes in the ship’s function.
4.1.3 Musters and drills are to:
●
train seafarers to respond in an organised way to dangerous
situations
●
allow seafarers to practise in conditions as similar as possible to a
real emergency while ensuring that they are safe
●
prevent loss of life and property at sea
●
protect the marine environment.
4.1.4 Varying the timing of drills within the required frequency means that
anyone who misses a drill can take part in the next one.
4.1.5 Correct any problems or areas for improvement identified during
drills as soon as possible and keep a record of what has been done.
4.1.6 When a ship enters service for the first time, aer a major character
of the ship has been modified or when a new crew is engaged,
undertake the drills in this chapter before sailing.
Key points
●
Drills prepare seafarers on board for emergency situations,
prevent loss of life and property at sea, and also protect the
marine environment.
●
This chapter contains guidance on drills for fire, abandoning
ship, man overboard, enclosed space entry and rescue,
emergency steering, leakage and spillage, and damage control.
54 Emergency drills and procedures Code of Safe Working Practices for Merchant Seafarers
Your organisation should
●
carry out drills and record them in line with regulations
●
use drills to ensure seafarers know the safe procedures and
are familiar with the equipment required for ordinary and
emergency circumstances.
4.1.7 Display the muster list in a visible place before the ship sails. On
international voyages and for passenger ships of classes IIA and III,
the muster list should also provide emergency instructions for each
seafarer. Instructions could be handed out on a card or posted on all
berths and bunks. They should explain:
●
the allocated assembly station
●
the survival cra station and emergency duty
●
all emergency signals and what to do on hearing them.
SI 1999/2722 Reg 8(4), Reg 12(2) and 12(3)
4.1.8 Each crew member should take part in at least one abandon ship
and one fire drill every month.
4.1.9 If more than 25% of the crew have not taken part in drills on board
the ship in the previous month the master must hold an abandon
ship drill and a fire drill within 24 hours of leaving port. On passenger
vessels of class I, do this drill before or immediately on departure.
SOLAS III 19.3.2; MGN 71
4.1.10 On passenger ships of class I, II, II(A) and III, an abandon ship drill
and fire drill must be held weekly with as many crew as practicable
taking part. In any case, each crew member must take part in at
least one abandon ship drill and one fire drill each month.
SOLAS III 30; MGN 71
4.1.11 Musters of newly embarked passengers who are scheduled to
be on board for more than 24 hours must take place before or
immediately upon departure.
SOLAS III 19.2.2
4.1.12 Seafarers should have the following onboard training as soon as
possible aer joining a ship:
●
how to use the ship’s life-saving appliances, including survival
cra, evacuation systems and firefighting equipment
●
their emergency duties and what the various alarm
systems mean
●
where their lifeboat station is
●
where their life-saving and firefighting equipment is.
Chapter 4
Code of Safe Working Practices for Merchant Seafarers Emergency drills and procedures 55
4.1.13 All the ship’s personnel should wear properly secured lifejackets
during the drill. They should keep them on during lifeboat drills and
launchings. However, the master may ask them to remove lifejackets
if they aect the next drill, as long as they keep them to hand.
4.2 Fire drills
4.2.1 Seafarers should have training in firefighting and the maintenance
of equipment by taking part in regular drills in line with regulatory
requirements. This ensures firefighting teams are ready to operate; it
also helps maintain seafarers’ competency in firefighting skills and to
identify areas for improvement.
SOLAS II-2 15.2.2.3
4.2.2 Keep access to firefighting equipment clear at all times and never
block emergency escapes and passageways.
4.2.3 Eective firefighting needs everyone on the ship to work together.
Hold a fire drill at the same time as the first stage of the abandon
ship drill. The firefighting parties should assemble at their
designated stations.
4.2.4 Train each member of the firefighting party in how to use breathing
apparatus as part of the drill. Do fire search and rescue exercises in
various parts of the ship. Clean the equipment and check that it is
in good order before stowing it. Recharge self-contained breathing
apparatus (SCBA) air cylinders in open and well-ventilated areas,
and train seafarers in how to do this. Alternatively, carry enough
spare cylinders for this purpose.
4.2.5 Start the fire pumps in the machinery spaces and check that full
pressure is on fire mains. Also start and operate any emergency
fire pumps outside machinery spaces. Make sure all nominated
seafarers know how to operate the fire pumps.
4.2.6 The firefighting parties should go immediately from their designated
stations to the place where the assumed fire is. They should take all
emergency equipment, such as firefighter suits, radios, axes, lamps
and breathing apparatus.
4.2.7 Use an adequate but realistic number of charged hoses to deal with
the assumed fire. At some stage in the drill, operate charged hoses
at appropriate locations using the general service and emergency
fire pumps.
4.2.8
Test and demonstrate how to use the remote controls for ventilating
fans, fuel pumps and fuel tank valves. Also test how to close the
openings and isolate electrical equipment.
56 Emergency drills and procedures Code of Safe Working Practices for Merchant Seafarers
4.2.9 Test any fixed fire extinguishing installations as far as practicable.
4.2.10 Demonstrate how to use portable fire extinguishers and which types
are suitable for which kinds of fire (see section 9.8.4).
4.2.11 Demonstrate how to use the fire blanket, and for what types of fire it
is appropriate.
4.2.12 Demonstrate any specialist firefighting equipment carried for
specific types of fire, such as vehicle fires.
4.2.13 Change the drill locations to enable seafarers to practise in dierent
conditions and with dierent types and causes of fire. Make sure
that accommodation, machinery spaces, storerooms, galleys, cargo
areas/holds and high-risk fire areas are all covered regularly.
4.2.14 At each drill, one or more rechargeable portable fire extinguishers
should be operated by a dierent member of the firefighting party
each time. As far as practicable, use all the types of extinguishers on
rotation. This can also form part of the test discharge criteria found
under the periodic testing requirements for portable fire extinguishers.
MGN 71; MGN 276
4.2.15 Explain which extinguishers cannot be charged on board and how
to operate them. Recharge used extinguishers before puing them
back in their normal place. Alternatively carry enough spares to
use in demonstrations. You must carry enough spare charges, with
instructions for recharging, for fire extinguishers on board in line
with regulations.
SI 1998/2514; SOLAS II-2 10.3.3
4.2.16 Inspect fire appliances, fire doors and watertight doors, other
closing appliances, and fire detection and alarm systems that have
not been used in the drill in line with the ship’s safety management
system. Where smoke generating equipment is available, carry out
drills under controlled ventilation to remove smoke that may hinder
fire control or rescue operations.
Chapter 4
Code of Safe Working Practices for Merchant Seafarers Emergency drills and procedures 57
4.3 What to do if there is a fire
4.3.1 Raise the alarm and immediately tell the bridge or designated
control centre, as appropriate, that there is a fire. Then do
the following:
●
If the ship is in port, tell the local fire and port authority.
●
If a space is filling with smoke and fumes, tell anyone
who is not wearing breathing apparatus to leave the
space immediately.
●
Escape from a smoke-filled space by crawling on hands
and knees because the air close to deck level is likely to
be clearer. Use emergency escape breathing devices
if available.
●
Only if safe, try to put out the fire using a suitable portable
extinguisher.
●
If the fire is caused by fat or oil (eg in the galley) use a fire blanket
to try to smother it.
●
Generally do not use water extinguishers on oil or electrical fires
and do not use foam extinguishers on electrical fires (see
section 9.8.4).
●
Lithium ion baery fires on electric vehicles are very dicult to
extinguish but you can control them with continuous boundary
cooling to stop fire spread. Apply boundary cooling through fire
hoses or fixed water spray systems. Monitor lithium ion baeries
continually aer a fire event as the fire could restart long aer it
appears to have been extinguished. Lithium ion fires can generate
explosive and toxic gas clouds so keep the space well ventilated
to prevent possible explosive gas build up.
MGN 653 Amendment 1
●
Shut openings to the space to reduce the supply of air to the fire
and to prevent it spreading.
●
Isolate any fuel lines that are feeding the fire or in danger from it.
●
If practicable, remove any combustible materials near the fire.
●
Consider using boundary cooling of compartments nearby.
Monitor the temperatures if spaces are not accessible.
4.3.2 Once a fire has been extinguished, take precautions to prevent it
restarting.
4.3.3 It is easier to extinguish a fire in its early stages than aer it has
spread, so you must act promptly and correctly.
4.3.4 Always wear breathing apparatus to re-enter a space where there
has been a fire, until it has been fully ventilated.
4.3.5 There will always be a risk of fire on board a ship but its eects will be
much reduced if seafarers follow the advice in this chapter.
58 Emergency drills and procedures Code of Safe Working Practices for Merchant Seafarers
4.4 Abandon ship drills
4.4.1 Check the prevailing weather conditions before preparing for drills.
Carry out drills on board the ship. You could do this either at anchor
or alongside, where there is a suitable relative movement between
ship and water. When using a free-fall lifeboat you need a suitable
depth of water for the launch and a clear, unobstructed launch area.
If that is not possible, carry out drills in a suitable place on shore with
similar conditions. Alternatively, if the master allows, hold the drill on
board a ship when making headway in sheltered waters.
4.4.2 Seafarers taking part in life ra or lifeboat drills should wear clothing
appropriate to the prevalent environmental conditions, and properly
secured lifejackets.
4.4.3 Ensure that wires of the launch and recovery system are in good
condition, and that sheaves and working parts are working properly
and well lubricated. Wear a safety harness if there is any risk of
falling from the davit or boat.
4.4.4 When launching lifeboats, seafarers should practise manoeuvring
the boat using engines or oars, as appropriate.
4.4.5 Train seafarers how to launch, handle and operate life ras. Explain
how to board the life ras and use any equipment and stores on
them.
4.4.6 Assess all health and safety risks before doing drills. Keep lifebuoys
and lines readily available at the embarkation point for survival cras.
4.4.7 Always maintain life-saving appliances. Replace equipment
immediately if it gets damaged during drills.
MSC 1/Circ 1206/Rev 1, Annex 2
Side-launch lifeboats
4.4.8 If the handle of the lifeboat winch would rotate while operating the
winch, remove it before lowering the boat on the brake or raising
the boat with an electric motor. If the handle is not removable tell
seafarers to keep well clear of it.
4.4.9 When turning out davits or bringing boats or ras inboard, seafarers
should always keep clear of any moving parts.
4.4.10 Start the engines on motor lifeboats and run them ahead and
astern. Do not allow the engine and the propeller sha’s stern gland
to overheat. Ensure that all seafarers know how to start the engine.
4.4.11 Examine and test radio life-saving appliances, and train seafarers in
how to use them.
Chapter 4
Code of Safe Working Practices for Merchant Seafarers Emergency drills and procedures 59
4.4.12 Test water spray systems, where fied, following the lifeboat
manufacturer’s instructions.
SI 1999/2722 Reg 10; MGN 71
4.4.13 When carrying out a drill in port, clear and swing out as many
lifeboats as possible. Launch each lifeboat and manoeuvre it in the
water at least once every three months. Follow current advice and
recommendations in the relevant M notices. It is beer if no-one is
in the boat when it is lowered or raised from the water. However, the
launching crew may need to be on board.
SOLAS III 19.3.4.3, MGN 560 (M) Amendment 24.4.10
4.4.14 When carrying out launching drills while making headway through
water, you must have lifeboats and rescue boats that you can launch
safely with the ship making headway at speeds of up to 5 knots
in calm water. You could use any ship that has a lifeboat or rescue
boat, or both, with on-load release gear adequately protected
against accidental or premature release.
4.4.15 The Merchant Shipping (Musters, Training and Decision Support
System) Regulations 1999 do not require you to carry out training in
launching lifeboats and rescue boats from ships making headway
through the water. However, follow these guidelines if giving this
type of training.
MSN 1722 (M+F)
4.4.16 When training it is not recommended to exercise at the maximum
design 5 knots headway launching capability of the equipment.
For safety reasons carry out drills with a low relative water speed,
particularly where personnel are inexperienced. When planning the
drill, ensure that, as far as practicable, the relative water speed will
be at its slowest when recovering the boat.
4.4.17 When planning for and doing launching drills from ships making
headway, take the precautions set out in Annex 4.2.
4.4.18 Seafarers should keep their fingers and hands clear of the long-link
when unhooking or securing blocks onto liing hooks while the boat
is in the water, particularly if there is a swell.
4.4.19 Check that limit switches or similar devices are working before
recovering lifeboats with gravity davits by power.
Free-fall lifeboats
4.4.20 Do the monthly drills with free-fall lifeboats following the
manufacturer’s instructions. Train seafarers who are going to
enter the boat in an emergency in how to embark, take their seats
correctly and use the safety harnesses. Also instruct them in how to
act when launching into the sea.
60 Emergency drills and procedures Code of Safe Working Practices for Merchant Seafarers
4.4.21 Do not do a full launch of a free-fall lifeboat with seafarers
during drills because of the high risk to personal safety. Where
SOLAS allows, use a secondary means of launching or simulated
launching, including a simulated release with restraining and/or
recovery devices, following the manufacturer’s instructions.
SOLAS III 19.3.4.4; MSC 1/Circ 1206/Rev 1/Annex 2 and Appendix;
MGN 560 (M) Amendment 2
Rescue boats
4.4.22 If your ship carries fast-rescue boats or rescue boats that are not
lifeboats, practise launching and manoeuvring them in the water with
assigned crew once a month as far as is reasonable and practicable.
In any case, hold at least one such drill every three months.
4.4.23 Always check that hooks are fully engaged before launching,
before recovery and aer stowage, if simultaneous o-load/on-load
release arrangements are provided. Use fall preventer devices as
appropriate in line with the relevant M notice.
SI 1999/2722; Reg 10(7); MGN 540 (M+F)
4.4.24 Personnel in a fast-rescue boat/rescue boat or survival cra should
remain seated while it is being lowered. They should keep their
hands inside the cra to avoid crushing them against the ship’s side.
They should wear lifejackets and, in totally enclosed lifeboats, fasten
their seatbelts.
Davit launch life rafts
4.4.25 Hold on-board training in the use of davit-launched life ras at
least every four months on every ship that has them. Whenever
practicable, practise inflating and lowering a life ra. If this life ra
is used only for training and is not part of the ship’s life-saving
equipment, clearly mark it as such.
4.4.26 Do not cock the release mechanism of a davit-launched life ra until
just before the ra lands on the water.
Chapter 4
Code of Safe Working Practices for Merchant Seafarers Emergency drills and procedures 61
4.5 What to do when abandoning ship
4.5.1 Only the master can verbally give the order to abandon ship. Follow
these instructions:
●
Go to your assembly/muster point wearing appropriate clothing
for the environmental conditions and a lifejacket.
●
Bring any additional provisions, water or equipment and place
them in the lifeboat.
●
Collect electronic location beacons, such as search and rescue
transponders and emergency position-indicating radio beacons,
and take them to the lifeboat(s).
●
Take a roll call to make sure that everyone is present before the
person in charge orders the lifeboat to be lowered.
Abandon ship drills: dos and don’ts
Do Don’t
Choose a suitable place for the drill. Allow anyone in the boat when
lowering it.
Replace any damaged equipment. Allow the engine to overheat.
Carry out launching drills monthly. Hold drills in stormy weather.
4.6 Man overboard drills
4.6.1 Before organising man overboard drills read all relevant documentation.
Man Overboard! Guidelines to Shipping Companies on Procedures
in Cases of Man Overboard by the National Maritime Occupational
Health and Safety Commiee
Bridge Procedures Guide by the International Chamber of Shipping.
4.6.2 Carry out man overboard drills as required, including manoeuvring of
the ship.
4.6.3 If the ship carries a fast-rescue cra launch it once a month and test
it in the water in a harbour or safe anchorage.
4.6.4 Ensure that all launch and recovery wires are in good condition, and
that sheaves and working parts are functioning and well lubricated,
as well as carrying out the statutory inspection. Wear a safety
harness if there is any risk of falling.
4.6.5 Check communications with the deck and bridge before launching
the rescue boat.
4.6.6 There should be as few people as possible in the boat when
launching and recovering it.
62 Emergency drills and procedures Code of Safe Working Practices for Merchant Seafarers
4.6.7 Wear working lifejackets that do not restrict free movement.
4.6.8 Wear survival suits whenever there is a risk of hypothermia.
4.6.9 Wear other necessary protective equipment including helmet,
gloves, safety shoes and suitable clothing.
4.6.10 Drills in harbours or anchorages should be as realistic as possible.
Practise manoeuvring the lifeboat and recovering a training dummy
from the water.
4.6.11 Train rescue boat crews in the correct techniques for geing people
out of the water without injuring anybody.
4.7 What to do if someone falls overboard
4.7.1 If a person is seen falling over the side of the ship, notify the ocer
of the watch or bridge team immediately (see further reading in
section 4.6.1).
If a person is reported missing, take the appropriate action in line
with the further reading in section 4.6.1.
4.7. 2 The master, on taking charge, should consider all the ways to
recover the person. This could include directly from the sea via a
bunker or pilot door; ladder or gangway; crane or davit; fast-rescue
cra or other boat.
4.7.3 The master should ensure that the ship is ready to receive the
casualty (see further reading in section 4.6.1).
4.8 Drills for enclosed spaces
4.8.1 Read these guidelines together with Chapter 15.
4.8.2 By law you must carry out enclosed space entry and rescue drills at
least every two months on vessels to which the Merchant Shipping
and Fishing Vessels (Entry into Enclosed Spaces) Regulations 2022
apply.
SI 2022/96; SOLAS III 19.3.3
4.8.3 Train seafarers in how to identify and use the correct equipment
before entry, and how to use a portable oxygen meter/multimeter.
4.8.4 Train seafarers in how to enter an enclosed space and rescue a
person(s) from an enclosed space. Vary the drills to include the
dierent types of spaces listed in Chapter 15.
4.8.5 Carry out regular drills to test whether the ship’s rescue plan works
under dierent and dicult circumstances. You can use a non-
enclosed space as long as it has realistic conditions for an actual
rescue. If that is not possible, make an enclosed space safe (by
ventilation) before use.
4.8.6 Record each drill in the ocial logbook.
Chapter 4
Code of Safe Working Practices for Merchant Seafarers Emergency drills and procedures 63
4.9 What to do in an enclosed space emergency
4.9.1 Put into use a vessel-specific pre-arranged plan for rescuing a
person who has collapsed within an enclosed space. The plan
should consider the design of the ship and the risk assessment.
Base any actual rescues on this plan. Also consider the need to
prepare for relief or back-up personnel.
4.9.2 If the person in the space seems to be showing signs of diculty
when exposed to the atmosphere inside the space, the person
overseeing the work outside the space should immediately raise
the alarm.
4.9.3 Warning
The person at the entrance to the space should never try to
enter it before additional help has arrived. Do not aempt a
rescue unless you are wearing breathing apparatus, a rescue
harness and, whenever possible, communication equipment, a
lifeline, and an oxygen meter/multimeter.
4.9.4 Warning
Never use emergency escape breathing devices to enter an
enclosed space in a rescue.
4.10 Helping a casualty
4.10.1 Anyone on board ship may find a casualty and everyone should
know what to do first – for example, how to position an unconscious
casualty and how to give artificial respiration. The following actions
may save life until more qualified help arrives:
●
If you find a casualty, first ensure that you are not at risk.
●
Remove the casualty from danger if necessary, or remove the
danger from the casualty. However, see below on casualties in an
enclosed space.
●
If there is only one unconscious casualty (irrespective of the total
number of casualties):
–
Give immediate basic treatment to the unconscious casualty.
–
Call for help.
64 Emergency drills and procedures Code of Safe Working Practices for Merchant Seafarers
●
If there are two or more unconscious casualties:
–
Call for help first.
–
Give appropriate treatment. First treat any casualty who is not
breathing or whose heart has stopped.
●
If the unconscious casualty is in an enclosed space:
–
Do not enter the enclosed space, but raise the alarm.
–
Assume that the atmosphere in the space is unsafe. The
rescue team must not enter unless they are wearing breathing
apparatus.
–
Use separate breathing apparatus or resuscitation equipment
on the casualty as soon as possible.
●
Remove the casualty as quickly as possible to the nearest safe
area outside the enclosed space.
4.10.2 Warning
Never use your own breathing apparatus on the casualty while
you are still in the enclosed space.
4.10.3 If you need to remove injured people from a hold or tank use the
best available method. Where practicable, open all access openings
and use the following equipment:
●
a manually operated davit, suitably secured over the access point
●
a cage or stretcher fied with controlling lines at the lower end.
4.10.4 If a casualty has been injured, is unconscious and/or has been
exposed to a hazardous chemical get advice from ashore.
4.11 Drills for leakage and spillage
4.11.1 Carry out drills to simulate a leakage or spillage of a dangerous or
hazardous substance.
4.11.2 Train seafarers so they know where emergency equipment is and
how to use it. Also make them aware of the potential dangers and
the precautions to take.
Information on emergency procedures is available in the International
Maritime Dangerous Goods (IMDG) Code, the IMO Emergency
Procedures for Ships Carrying Dangerous Goods (EmS) Guide and
the vessel’s shipboard oil pollution emergency plan.
Chapter 4
Code of Safe Working Practices for Merchant Seafarers Emergency drills and procedures 65
4.12 What to do if there is a leakage or spillage
4.12.1 Wear appropriate personal protective equipment (PPE) during
any clean-up operation. Information is available in the IMDG Code
and/or MSDS. PPE may include eye protection (such as goggles),
respirators, a dust mask and protective clothing (see Chapter 8).
4.12.2 Consider the hazards of all substances on board, including whether
they are toxic, corrosive, flammable or may produce dangerous
vapours:
●
If the substance is a significant toxic hazard, use self-contained
breathing apparatus.
●
If incidents involve flammable gases or flammable liquids, avoid
all sources of ignition (eg naked lights, unprotected light bulbs,
electric hand tools).
●
Water is generally the best firefighting medium for most
dangerous goods at sea, but check the relevant EmS schedules.
●
Where an EmS schedule advises against the use of foam, use the
right type of extinguisher for the type of dangerous goods, such
as dry powder or carbon dioxide (CO).
●
Remove any packages of dangerous goods that are close to the
fire.
●
Use dry powder or CO extinguishers for substances that are
highly reactive with water. If there is no alternative, be aware that
using water could cause a dangerous reaction.
4.12.3 There are dierent recommendations on emergency action
depending on the type of vessel, where the goods are stowed and
whether a substance is a solid, liquid or gas:
●
Any disposal of dangerous goods overboard must be under the
master’s authority, considering that the safety of seafarers is
more important than avoiding pollution of the sea. If safe to do
so, collect spillages and leakages of substances, articles and
materials identified in the IMDG Code as marine pollutants in
receptacles for safe disposal ashore. Use absorbent material for
liquids.
●
Stow any collected spillages in a safe place for disposal ashore. It
might not be eective to collect spillages with absorbent material
in a space. You should carry out a risk assessment to decide what
precautions to take when entering an enclosed space, even if the
space would not normally be considered an enclosed space.
●
Check carefully for structural damage aer dealing with spillages
of highly corrosive substances.
66 Emergency drills and procedures Code of Safe Working Practices for Merchant Seafarers
●
Keep dangerous goods cool to reduce the risk of heat causing
a chemical or physical change in a substance, or damaging
packaging and potentially causing breakage and spillage. Cooling
may be necessary for a long time.
●
If there is an incident under deck, baen down the hatch, stop all
ventilation and use the fixed firefighting installation.
●
Use self-contained breathing apparatus if there is a risk of
exposure to smoke, fumes or toxic gases.
●
It is recommended to jeison dangerous goods if they are likely to
catch fire. This may be impractical for full or nearly full container
loads or other units, so do everything possible to prevent the
spread of fire to those containers. If they are still liable to catch
fire and explode, move people away from the area as appropriate.
4.13 Damage control drills
4.13.1 Hold a drill at least every three months for crew on passenger ships
who are responsible for damage control. In each drill the relevant
crew members must report to stations and prepare for their duties,
as detailed on the ship’s muster list.
SOLAS II-1 19-1; SOLAS III 30.3
4.13.2 Vary the drills to simulate emergency scenarios involving dierent
damage conditions. Carry them out as if there were a real
emergency.
4.13.3 If the ship has a damage stability computer on board, use it to
assess the simulated damage. Set up a communications link to
shore-based support, if this is provided.
4.13.4 At least once a year include a drill to activate the shore-based
support, if provided (to comply with SOLAS regulation II-1/8-1.3), to
assess the stability of the simulated damage conditions.
4.13.5 For each drill also include:
●
operating watertight doors
●
demonstrating competence in using the flooding detection
system and any cross-flooding and equalisation systems
●
checking bilge alarms and automatic bilge pump starting systems
●
damage survey instructions and using the ship’s damage control
systems
●
using damage control information and the damage stability
computer, if fied.
SOLAS II-1 19-1
Chapter 4
Code of Safe Working Practices for Merchant Seafarers Emergency drills and procedures 67
4.14 Emergency steering drills
4.14.1 Carry out emergency steering drills at least once every three months
to practise emergency steering procedures.
Emergency steering drills should include:
●
direct control within the steering gear compartment
●
communication procedure with the bridge
●
operation of alternative power supplies, where applicable.
SOLAS V 26
4.15 MES drills
4.15.1 Crew assigned to marine evacuation systems (MES) should
undertake drills regularly to practise procedures up to the point
before actual deployment of the system.
Use on-board training aids such as manufacturers’ instructions and
training guidelines for MES to support the drills.
MES crew should take part in a wet deployment on board or at a
shore-based facility recognised by the MES manufacturer, at least
once every two to three years.
Wet deployment training could form part of the six-yearly rotational
wet deployment of MES under SOLAS.
SOLAS III 19.3.4.8; MGN 558 Amendment 1
68 Emergency drills and procedures Code of Safe Working Practices for Merchant Seafarers
Annex 4.1 How often to hold
emergency drills
Drill Class of vessel requiring
specific frequency
Frequency to be carried out Section
reference
Fire drill Monthly and within 24 hours of
leaving port if more than 25% of
crew have not taken part in the
previous month
4.2
Passenger vessel: class I Before or immediately on departure,
if more than 25% of crew have not
taken part in the previous month
4.2
Passenger vessel: class I, II,
II(A) and III
Weekly, such that each crew
member participates in one drill
each month
4.2
Abandon ship Monthly and within 24 hours of
leaving port if more than 25% of
crew have not taken part in the
previous month
4.4
Passenger vessel: class I Before or immediately on departure,
if more than 25% of crew have not
taken part in the previous month
4.4
Passenger vessel: class I, II,
II(A) and III
Weekly, such that each crew
member participates in one drill
each month
4.4
Person overboard Regularly 4.6
Where a fast rescue cra is
carried
Launched and tested monthly, if
practicable. In any case launched at
least once in three months
4.6.3, 4.6.11
Enclosed spaces Every two months 4.8
Leakage and
spillage
Depends on type of vessel and cargo 4.11; 4.11.2
for further
information
Damage control Passenger ships: classes I, II
and II(A) and EU classes A to D
Every three months 4.13
Emergency
steering
Every three months 4.14
MES Regularly. Wet deployment training
at least once every two to three
years
4.15
Chapter 4
Code of Safe Working Practices for Merchant Seafarers Emergency drills and procedures 69
Annex 4.2 Precautions to take when
carrying out launching
drills
●
Ensure that an experienced ocer supervises all drills, that the
water is calm and weather conditions are clear.
●
Prepare to send help to the boat to be used in the drill in case
something goes wrong. For example, where practicable, have a
rescue boat or second lifeboat ready for launching.
●
When practicable, carry out the drill when the ship has minimal
freeboard. When launching free-fall lifeboats, make sure there is a
clear and unobstructed launch pathway and an adequate depth
of water for the proposed launch.
●
The ocer in charge should give instructions to the boat’s crew
on what to do before the drill starts.
●
The minimum number of crew members should be in the boat,
compatible with the type of boat and type of training.
●
Crew must wear lifejackets, and immersion suits where
appropriate.
●
Crew must wear head protection unless the boat is totally
enclosed.
●
For the purposes of the drill, remove skates (where fied) unless
they are designed to be retained under all launch conditions.
●
Close all openings of totally enclosed boats, except the
helmsman’s hatch, which may stay open to provide a beer view
for launching. For free-fall lifeboats all openings should be closed,
and any test launch restraints removed.
●
Set up two-way radiotelephone communications between the
ocer in charge of lowering, the bridge and the boat before
starting lowering, and maintain them throughout the exercise.
●
During lowering, or in the case of free-fall lifeboats during the
launch, and then for recovery and while the boat is close to the
ship, ensure that the ship’s propeller is not turning, if practicable.
●
Start up the boat’s engine before it enters the water.
●
Hold a debriefing session aer the launching and recovery to
consolidate the lessons that the crew have learned.
70 Emergency drills and procedures Code of Safe Working Practices for Merchant Seafarers
Not for resale
Chapter 5
Code of Safe Working Practices for Merchant Seafarers Fire precautions 71
5
Fire precautions
5.1 Introduction
5.1.1 Prevention of fire on board ship is essential. Sections 5.2 to 5.6
outline some important organisational measures to reduce the risk
of fire. Advice to seafarers is included in Chapter 4.
Key point
●
Good housekeeping and safe disposal of oil-contaminated
materials can prevent fires from developing.
Your organisation should
●
make all personnel fully aware of the precautions necessary to
prevent fires.
●
ensure that designated smoking areas are clearly marked,
referenced within vessel procedures/standing orders and
identified during shipboard familiarisation tours.
●
ensure a competent person inspects all electrical equipment
in use on board regularly and confirms it is safe for use.
5.2 Electrical and other fittings
5.2.1 Secure all electrical appliances and provide permanent connections
whenever possible. Keep all electric wiring well maintained, clean and
dry. Never exceed the rated load capacity of the wires and fuses.
5.2.2 Flexible leads should be as short as practicable and arranged to
prevent their being chafed or cut in service.
5.2.3 Do not use makeshi plugs, sockets or fuses.
5.2.4 Do not overload circuits because this causes the wires to overheat,
destroying insulation and resulting in a possible short-circuit, which
could start a fire. Show notices warning that workers should get
approval from a responsible ocer before connecting any personal
electrical appliances, such as mobile phones, to the ship’s supply.
72 Fire precautions Code of Safe Working Practices for Merchant Seafarers
5.2.5 Take care with devices containing rechargeable lithium-ion baeries,
including personal devices such as laptops. These devices must not
be le on charge unaended due to the fire hazards that can arise if
their baeries are overcharged or damaged.
5.2.6
Inspect portable electrical appliances, including lights, before every
use and isolate them from their source of electrical supply aer
use. Consider measuring their insulation resistance before first
use and regularly thereaer, depending on the location of use/risk
of damage.
5.2.7 Electrical equipment used in any cargo area should be of an
approved design.
5.2.8 Ensure that all fixed electric heaters are fied with suitable
guards securely aached to the heater and that the guards remain
in position.
5.2.9 When using drying cabinets or similar appliances, do not allow
the ventilation apertures to be covered up by overfilling the drying
space. Inspect any screens or fine mesh covers around the
ventilation apertures and clean them regularly so that they do not
become blocked by accumulated flu from clothing.
5.2.10 Avoid using portable heaters except as temporary heating in port,
during repairs or adverse weather. Stand the heater on a protective
sheet made of a non-combustible material to protect wooden
floors or bulkheads, carpets or linoleum. Provide suitable guards
for portable heaters and position heaters away from furniture and
other fiings.
5.2.11 Drying clothing on or above any type of heater is a fire risk.
Personnel must follow instructions and use only appropriate
equipment, and only in designated areas.
5.2.12 Electric heaters should be installed in accordance with the relevant
regulations and instructions or the manufacturer’s guidance.
5.3 Spontaneous combustion
5.3.1 Dirty or damp waste, rags, sawdust and other rubbish, especially if
contaminated with oil, may generate heat spontaneously, which may
be sucient to ignite flammable mixtures or set the rubbish itself on
fire. Store such waste and rubbish as directed until it can be safely
disposed of.
Chapter 5
Code of Safe Working Practices for Merchant Seafarers Fire precautions 73
5.3.2 Materials in ships’ stores, including linen, blankets and similar
absorbent materials, are also liable to ignite by spontaneous
combustion if damp or contaminated by oil. Strict vigilance, careful
stowage and suitable ventilation are necessary to prevent this.
If such materials become damp, dry them before stowing them
away. If oil has soaked into them, either clean and dry them or
destroy them. Do not stow them close to oil or paints, or on or near
to steam pipes.
5.4 Smoking
5.4.1 Display ‘no smoking’ signs conspicuously in any part of the ship where
smoking is forbidden, and strictly enforce this rule. Provide ashtrays
or other suitable containers in designated places where smoking is
allowed and ensure that workers use them. E-cigarees are also a
source of ignition and should not be used in hazardous areas.
5.5 Machinery spaces
5.5.1 Make all personnel fully aware of the precautions necessary to
prevent fire in machinery spaces. In particular, maintain clean
conditions, prevent oil leakage and remove all combustible materials
from vulnerable positions (see Chapter 20 for more information).
5.5.2 Provide suitable metal containers with an integral cover for the
storage of coon waste, cleaning rags or similar materials aer
use. Empty these containers frequently and dispose of the
contents safely.
5.5.3 Do not store wood, paints, solvents, oil and other flammable
materials in boiler rooms or machinery spaces, including steering
gear compartments. Store them in a designated location on
board with fixed firefighting arrangements.
74 Fire precautions Code of Safe Working Practices for Merchant Seafarers
5.5.4 Carry out routine inspection and maintenance of insulated hot
surfaces and equipment with associated piping and fiings that
handle flammable liquids.
Pay particular aention to the following (and, where appropriate, the
manufacturer’s instructions):
●
flexible hose installations
●
bellows
●
filters and strainers
●
thermal insulation
●
gauge piping
●
pipe fiings.
More information and guidance is available in IMO MSC 1/Circ 1321.
5.6 Galleys
5.6.1 Galleys and pantries present particular fire risks (see Chapter 23).
Particularly take care to avoid overheating or spilling fat or oil and
ensure that burners or heating plates are shut o aer cooking.
Always keep extractor flues and ranges clean.
5.6.2 Keep a means to smother fat or cooking oil fires, such as a fire
blanket, readily available close to stoves. Mark remote cut-os
and stops clearly. Ensure that galley sta know where these are
and how to use them.
●
Do not use personal portable space-heating appliances of any
sort at sea.
●
Follow instructions and operating procedures for the correct
disposal of waste and to maintain a clear working environment.
●
Do not place clothing on, or hang anything above, heaters to
air or dry.
●
Routinely inspect and maintain electronic equipment.
Chapter 6
Code of Safe Working Practices for Merchant Seafarers Security on board 75
6
Security on board
6.1 Introduction
6.1.1 Shipboard security is essential to reduce the risks of the, terrorism,
armed robbery, stowaways, piracy and drug smuggling. The
International Ship and Port Facility Security (ISPS) Code, published
by the International Maritime Organization (IMO), was introduced
on 1 July 2004 and provides a framework through which ships and
port facilities can cooperate to detect and deter acts that threaten
security in the maritime transport sector.
For more information on topics covered in this chapter, see MCA’s
Wellbeing at Sea: A Guide for Organisations, section 3.3, and
Wellbeing at Sea: A Pocket Guide for Seafarers, section 2.5.
Key points
●
The ship’s security ocer is responsible for enhancing security
and security awareness on board.
●
To reduce the likelihood of stowaways search the vessel
thoroughly before departure.
Your organisation should
●
ensure all personnel are aware of the vessel’s security
procedures by conducting drills and training, to ensure they
take correct action as required
●
have the security level set according to the requirements of
the port, or according to the flag administration if a higher
level is required.
6.2 Ship security plans
6.2.1 The ISPS Code and its parent requirement (SOLAS XI-2) apply to the
following types of ships engaged on international voyages:
●
passenger ships, including high-speed passenger cra
●
cargo ships, including high-speed cra, of 500 gross tonnage
and upwards
●
mobile oshore drilling units (MODUs).
76 Security on board Code of Safe Working Practices for Merchant Seafarers
For UK and EU ships the scope of compliance is extended to include:
●
domestic ‘Class A’ passenger ships (domestic ships which travel
more than 20 miles from a place of refuge)
●
Class B passenger ships which operate domestic services within
United Kingdom waters and are certified to carry more than
250 passengers, and tankers
●
port facilities serving any of the types of ships detailed above.
EC 725/2004
6.2.2 The ISPS Code requires a ship security plan (SSP), which is kept
up to date and is relevant to the particular ship. The SSP covers,
amongst other criteria, the procedures required at dierent
security levels:
●
to prevent unauthorised weapons, dangerous substances and
devices intended for use against persons, ships or ports from
being taken aboard
●
to prevent unauthorised access to the ship
●
to respond to security threats or breaches
●
for the use of the ship’s security alert system
●
to maintain the ship’s security infrastructure.
6.2.3 The SSP is protected from unauthorised access or disclosure, which
may mean restricting the distribution of copies amongst the ship’s
crew. The SSP shall specify the requirement for training drills and
exercises. The SSP shall also include the requirement for facilitating
shore leave for the ship’s personnel or personnel changes, as well as
access for visitors to the ship.
6.2.4 The ship security ocer is responsible for enhancing security
awareness and vigilance on board and for ensuring that adequate
training is provided to personnel with security responsibilities.
6.3 Security levels
6.3.1 Governments are required to set one of three security levels
for ships flying their flag, and for ports under the government’s
control. The ship is required to maintain the security level set
by the government of the port it is entering unless the ship’s
government requires a higher security level to be maintained. For
UK and Red Ensign ships, the Maritime Security Division (MSD)
of the Department for Transport is responsible for seing the
security levels and communicates changes direct to company
security ocers (CSOs) for onward transmission to ships.
ISPS Code A/7
Chapter 6
Code of Safe Working Practices for Merchant Seafarers Security on board 77
6.4 Precautions
6.4.1 In port, take the appropriate security precautions set out in the
SSP. These may include ensuring adequate lighting at night and
maintaining a gangway watch.
6.4.2 At sea, take appropriate precautions as set out in the SSP; where
appropriate, post additional lookouts and security rounds. Lookouts
should be alert to the approach of lit or unlit cra.
6.4.3 At anchor, take appropriate precautions as set out in the SSP, which
may include adequate lighting at night and security patrols on deck.
Lookouts should be alert to the approach of lit or unlit cra.
6.5 Terrorism
6.5.1 To discourage people from trying to smuggle weapons and explosives
on board, display an appropriate sign at all access points stating that
‘All items brought on board this ship are liable to be searched.’
6.6 Stowaways
6.6.1 If there is any likelihood of stowaways search the vessel thoroughly
before departure. This should include all accommodation, engine
room, storerooms, accessible below-deck spaces, lifeboats and any
other spaces where a person could hide.
6.7 Piracy and armed robbery
6.7.1 In areas of high risk of piracy or armed robbery take additional
precautions in accordance with the ship’s latest best management
practice (BMP) publication. This should include measures to prevent
people boarding the vessel at sea, at anchor or in port.
6.7. 2 Ships should maintain anti-piracy watches while transiting areas of
high risk. They should report all piratical and armed robbery incidents,
including suspicious movements of boats and skis, to the 24-hour-
manned IMB Piracy Reporting Centre.
6.8 Smuggling
6.8.1 Personnel should be alert to the possibility that people may aempt
to smuggle drugs or other contraband on board the vessel. Make
them aware of the procedures to follow if such items are found or
the activity is suspected.
6.9 Personnel joining and leaving the vessel
6.9.1 Information on personal safety is available through the Foreign,
Commonwealth and Development Oce (FCDO), British embassies,
high commissions and consulates in the area concerned. Strictly
follow their advice.
78 Security on board Code of Safe Working Practices for Merchant Seafarers
All personnel should know:
●
the security level in place on board and should stay vigilant
●
their security duties, and have familiarisation training with them
●
the security reporting procedures
●
the security-related contingency plans as appropriate for their
post on board.
●
Follow the SSP, policies and procedures.
●
Participate in security training and drills as planned in
the SSP.
Chapter 7
Code of Safe Working Practices for Merchant Seafarers Workplace health surveillance 79
7
Workplace health surveillance
7.1 Introduction
7.1.1 Health surveillance enables employers to identify signs of ill health
caused by hazards at work so they can take action to protect
employees from further harm.
SI 1997/2962 as amended
Key points
●
It is the employer’s responsibility to assess the need for health
surveillance based on their risk assessment.
●
Health surveillance should be introduced where risk
assessment identifies that:
–
a particular work activity may cause ill health
–
an identifiable disease or adverse health condition is
related to the work
–
recognised testing methods are available for early
detection of an occupational disease or condition; for
example, audiometry, lung function tests or skin inspection
(where dermatitis is a hazard)
–
it is likely that a disease or condition may occur in relation
to particular working conditions or hazards
–
surveillance is likely to protect seafarers’ health.
SI 2007/3100; SI 2007/3075; SI 2007/3077; SI 2010/323;
SI 2010/330; SI 2010/332; SI 2010/2984; SI 2010/2987
Your organisation should
●
identify where health surveillance is required and relevant
●
explain what health surveillance is for and consult seafarers
or their safety representatives on how oen the procedures
should take place
●
act promptly on the results to protect people whose health may
be harmed and to organise further assessment
●
use the results to revise any risk assessments and controls
●
consider how to deal with seafarers who may no longer be
medically fit to be exposed, or who have restrictions placed on
exposure; refer this to an occupational health practitioner
80 Workplace health surveillance Code of Safe Working Practices for Merchant Seafarers
●
act on results where potential workplace problems are found
●
report the findings of health surveillance to management
●
keep records (seafarer’s details, where they work, the hazards
they have been exposed to and their fitness to continue to be
exposed to those hazards) for as long as the seafarer remains
employed and exposed to the hazard at work
●
oer any seafarer a copy of their health record when they
leave their employment or the company ceases trading
●
report any occupational disease to the MCA.
7.1 . 2
Records
Keep health surveillance records in a suitable form for up to
40 years from the date of last entry. There could be a long period
between exposure and onset of ill health.
See the Health and Safety Executive (HSE) website
hps://www.hse.gov.uk/health-surveillance/record-keeping.htm for
information on record keeping.
7.1 .3 Health surveillance of seafarers may involve one or more of the
following:
●
a trained, experienced person inspecting for readily detectable
conditions (eg skin damage)
●
asking the seafarer if they have any symptoms
●
doing hearing checks (audiometry)
●
doing medical examinations or company health checks
●
testing blood or urine samples.
7.1 .4 Decide how oen to do these checks based either on suitable
general guidance (eg skin inspection for skin damage) or on the
advice of a qualified occupational health practitioner.
7.1 .5 If it is necessary to take samples or record other personal
information, respect the confidentiality of individual health
records containing clinical information.
Where the employer identifies no risks to health through their risk
assessment, health assessment may not be appropriate.
7.1 .6 Health surveillance may be useful for:
●
checking whether health control measures are eective
●
early identification of changes in exposure paerns or trends
through changes in marker chemicals or biological indicators in
individuals or groups of people
●
providing feedback on the accuracy of health risk assessment
●
identifying and protecting individuals who are at increased risk.
Chapter 7
Code of Safe Working Practices for Merchant Seafarers Workplace health surveillance 81
7.1 .7 Health surveillance is not a substitute for controlling risks to
health and safety; control measures should always be the priority
to reduce risk. Nor is it the same as medical examinations (eg
pre-employment, on resumption of work aer sickness, periodic
examinations) to assess seafarers’ fitness to work. However,
wherever possible health surveillance should be conducted at
the pre-employment assessment to set a baseline reference.
Where a seafarer’s exposure to a hazard is close to the agreed
limit advised by an occupational health practitioner, remove them
from exposure before any harm is done.
If symptoms of minor ailments (eg skin rash) are detected, act to
prevent them from becoming major health problems.
The health surveillance cycle
7.1 .8 Figure 7.1 shows the recommended health surveillance cycle. If a risk
assessment identifies risks to your health and safety your employer
should put control measures in place to remove or reduce risk so
far as is reasonably practicable. Employers may also use health
surveillance and other records such as sickness reporting to help
identify and monitor the impact of any remaining risks. Wherever
possible, and where an appropriate health surveillance methodology
is in place, your employer should do this when you start working
for them, to establish a baseline reference against which future
surveillance findings can be compared.
Set up and design health
surveillance according to need.
Seek help in doing so, if required
Manage performance,
interpret the results and
act on the results
Risk assessment
and controls
Identify who will do
the health surveillance
Do I need health
surveillance?surveillance?
Implement health
surveillance for those
who need it
What sort of
health surveillance
do I need?
Employer
Figure 7.1 The health surveillance cycle
82 Workplace health surveillance Code of Safe Working Practices for Merchant Seafarers
7.1 .9 As an employee, you may be entitled to health surveillance if your
work activities include:
●
exposure to hazardous substances, such as chemicals or
biological agents including carcinogens and mutagens
●
working with vibrating tools
●
exposure to high levels of noise
●
use of substances known to cause dermatitis (eg solvents)
●
exposure to certain dusts and fumes (eg asbestos, silica, lead)
●
ionising and some non-ionising radiations.
7.2 Additional practical guidance on health
surveillance for exposure to biological agents
7.2.1 The doctor and/or the authority responsible for the health surveillance
of seafarers exposed to biological agents must be familiar with the
exposure conditions or circumstances of each seafarer.
7.2.2 Health surveillance must be done in line with the principles and
practices of occupational medicine and must include at least the
following measures:
●
records of the seafarer’s medical and occupational history
●
a personalised assessment of the seafarer’s state of health
●
where appropriate, biological monitoring, as well as detection of
early and reversible eects.
Further tests may be needed for each seafarer when they are
having health surveillance, in the light of the most recent knowledge
available to occupational medicine.
7.2.3 Where a seafarer has been exposed to biological agents identified
in group 3 or higher (see section 21.9 and Annex 21.1), keep a record
for at least ten years following the end of exposure. Where the eect
of a disease may be long term, records may need to be kept for
40 years. Get medical advice from the health surveillance provider
on how long to keep records.
SI 2010/323; MSN 1889 (M+F) Amendment 3
Chapter 7
Code of Safe Working Practices for Merchant Seafarers Workplace health surveillance 83
7.3 Reporting of occupational diseases
7.3.1 The Merchant Shipping (Maritime Labour Convention) (Health and
Safety) (Amendment) Regulations 2014 require employers to report
any occupational disease to the MCA once they have received a
wrien report from a doctor.
SI 2014/1616; SI 1997/2962
7.3. 2 Guidance on the reporting of occupational diseases is available in
Merchant Shipping Notice MSN 1850 (M) Amendment 1.
7.3.3 MSN 1850 (M) Amendment 1 contains a list of reportable diseases.
7.3.4 Form MSF 4159 for the recording of occupational diseases is
available to download from hp://www.gov.uk.
MSN 1850 (M) Amendment 1; MSF 4159
7.3.5 Send the completed form to the MCA, which will keep the report for
statistical purposes. The MCA will then take any necessary action
in relation to any occupational disease identified, such as issuing
safety alerts or further guidance.
MSN 1888 (M+F) Amendment 3
●
Health surveillance needs to follow the principles and
practices of occupational medicine.
●
Risk assessments are required to identify risks to seafarer health.
●
Seafarers should have a copy of their health surveillance
record when leaving a company.
●
The company must keep health surveillance records for up to
40 years from date of last entry because onset of any illness
can take many years to develop.
84 Workplace health surveillance Code of Safe Working Practices for Merchant Seafarers
Not for resale
Chapter 8
Code of Safe Working Practices for Merchant Seafarers Personal protective equipment 85
8
Personal protective equipment
8.1 Introduction
8.1.1 The company must identify and assess all risks to the health and
safety of seafarers. It will oen not be possible to remove all risks, but
the company should consider which control measures will make the
working environment and methods as safe as reasonably practicable.
SI 1999/2205 Reg 5; MSN 1870 (M+F) Amendment 5
Key points
●
Use personal protective equipment (PPE) only when it is not
possible to avoid risks or reduce them to an acceptable level
through safe working practices. This is because PPE does
nothing to reduce the hazard and can only protect the person
wearing it, leaving others vulnerable.
●
Defective or ineective protective equipment provides no
defence. Therefore you must choose the correct items
of equipment and maintain them properly. Keep the
manufacturer’s instructions safe with the equipment. Refer to
them before use and when doing maintenance, as required.
Reg 8(4)
●
PPE must be assessed to ensure it eectively reduces the risk
to a safe level. If you cannot reduce the risk to a safe level even
with relevant PPE then the activity must not be carried out.
86 Personal protective equipment Code of Safe Working Practices for Merchant Seafarers
8.1.2 Consider all the following controls, ranked in order of eectiveness:
●
eliminating the task
●
substituting the task with something less hazardous and risky
●
enclosing the hazard to eliminate or control the risk
●
guarding/segregating workers from the hazard
●
introducing a safe system of work that reduces the risk to an
acceptable level
●
having wrien procedures that workers know and understand
●
reviewing whether there is a good blend of technical and
procedural controls
●
supervising workers adequately
●
identifying workers’ training needs
●
providing information and instructions (eg signs, hand-outs)
●
providing PPE only if you cannot control the hazard by any
other means.
8.1.3 Remember that the use of PPE may in itself cause a hazard; for
example, by reducing the field of vision or causing loss of dexterity
or agility.
Your organisation must
●
identify and assess all risks to the health and safety of seafarers
●
consider any control measures to make the working
environment and methods as safe as possible.
SI 1999/2205; MSN 1870 (M+F) Amendment 5; Reg 5
8.1.4 Provide seafarers with suitable PPE where they need it.
8.1.5 Train all seafarers who need PPE in how to use it. Tell them about
its limitations and why they need it. Keep a record of who has
had training.
Reg 9; Reg 6(1)
Chapter 8
Code of Safe Working Practices for Merchant Seafarers Personal protective equipment 87
8.1.6 PPE should generally be supplied at no cost to the seafarer,
unless it is worn outside the workplace, in which case they may
need to contribute to the cost. Alternatively they might want
equipment that exceeds the minimum legal standards (eg a
more aractive design).
Reg 6(3)
Your organisation should
●
assess the equipment required to ensure that it is suitable and
eective for the task in question, and meets the appropriate
standards of design and manufacture
●
ensure that PPE is regularly checked and maintained or
serviced, and keep records.
Reg 8
8.1.7 Suitable PPE should:
●
be appropriate for the risks involved, and the task being
performed, without itself causing increased risk
●
fit the seafarer correctly aer any necessary adjustment
●
take account of ergonomic requirements and the seafarer’s state
of health
●
be compatible with any other equipment that the seafarer is using
at the same time, so it continues to be eective.
Defective or ineective protective equipment provides no defence
so proper selection, use and maintenance are essential.
MSN 1870 (M+F) Amendment 5; Reg 6(2)
8.1.8 Details of PPE are listed in a merchant shipping notice (MSN),
including the full title of each relevant standard. You must supply
the appropriate PPE of the required standard for seafarers doing
the tasks listed in the M notice (this is not an exhaustive list). You
must supply PPE wherever risk assessment shows there is a risk to
health and safety from a work process that you cannot adequately
control by other means, but which you can alleviate by providing such
clothing or equipment.
Reg 8; Reg 9
8.1.9 Therefore you must choose the correct items of equipment and
keep them well maintained. Keep the manufacturer’s instructions
safe with the equipment. Refer to them before use and when doing
maintenance as required. Keep PPE clean and disinfect it when
necessary for health reasons.
Reg 8(4)
88 Personal protective equipment Code of Safe Working Practices for Merchant Seafarers
8.1.10 A competent person should inspect each item of protective
equipment regularly and before and aer every use. Keep records of
all inspections. Stow equipment properly in a safe place aer use.
Reg 8(4)
8.2 Seafarer duties
8.2.1 Seafarers must wear the protective equipment or clothing supplied
when carrying out a task for which it is provided, and follow the
instructions for use.
8.2.2 The wearer should check their PPE each time before use. Seafarers
should use their PPE as they have been trained and follow the
manufacturer’s instructions.
Reg 10
8.3 Types of equipment
8.3.1 Overalls, gloves and suitable footwear are the proper working dress
for most work about ship. However, these may not protect seafarers
against particular hazards in particular jobs. The relevant chapters
of this Code make recommendations for the use of special PPE. On
other occasions the risk assessment carried out by the ocer in
charge at the time will identify the need for special protection.
8.3.2 Always choose PPE according to the hazard seafarers are facing and
the kind of work they are doing, in line with the findings of the risk
assessment.
8.3.3 Box 8.1 shows the main types of PPE.
Box 8.1 Types of personal protective equipment
Head protection Safety helmets, bump caps, hair protection
Hearing protection Ear defenders and earplugs
Chapter 8
Code of Safe Working Practices for Merchant Seafarers Personal protective equipment 89
Face and eye protection Goggles and spectacles, facial shields
Respiratory protection Dust masks, respirators, breathing
apparatus
Hand and foot protection Gloves, safety boots and shoes
Body protection Safety suits, safety belts, harnesses, aprons,
high-visibility clothing
Protection against drowning Lifejackets, buoyancy aids and
lifebuoys
Protection against hypothermia Immersion suits and
anti-exposure suits
90 Personal protective equipment Code of Safe Working Practices for Merchant Seafarers
8.4 Head protection
Safety helmets
8.4.1 Safety helmets protect mainly against falling objects, but can also
protect against crushing, a sideways blow, and chemical splashes.
8.4.2 Since the hazards may vary, no single type of helmet is the ideal
form of protection. Design details are normally decided by the
manufacturer who is mainly concerned with compliance with an
appropriate standard (see section 8.1.8). The standard selected
should reflect the findings of the risk assessment.
8.4.3 The shell of a helmet should be of one-piece seamless construction
designed to resist impact. The harness or suspension, when properly
adjusted, forms a cradle for supporting the protector on the wearer’s
head. The crown straps help absorb the force of impact. They are
designed to permit a clearance of approximately 25 mm between the
shell and the skull of the wearer. The harness or suspension should
be properly adjusted before a helmet is worn. Safety equipment
should be used in line with the manufacturer’s instructions.
Bump caps
8.4.4 A bump cap is an ordinary cap with a hard penetration-resistant shell.
Bump caps are useful as protection against bruising and abrasion
when working in confined spaces, such as a main engine crankcase
or a double-boom tank. They do not, however, give the same
protection as safety helmets and are intended only to protect against
minor knocks.
Hairnets and safety caps
8.4.5 Seafarers working on or near to moving machinery should always
be aware of the possibility of their hair becoming entangled in the
machinery. They should cover long hair with a hairnet or safety cap
when working with or near moving machinery.
8.5 Hearing protection
8.5.1 All seafarers exposed to high levels of noise (eg in machinery spaces)
should wear ear protection that is suitable for the circumstances.
There are three types of protectors: earplugs (disposable or
permanent) and ear defenders. See Annex 12.3, the Code of Practice
for Controlling Risks due to Noise on Ships, and the Merchant
Shipping and Fishing Vessels (Noise at Work) Regulations 2007.
SI 2007/3075; MGN 658 (M+F)
Chapter 8
Code of Safe Working Practices for Merchant Seafarers Personal protective equipment 91
Earplugs
8.5.2 The simplest form of ear protection is the earplug, as shown in Figure
8.1. However, it provides limited noise level reduction.
Figure 8.1 Disposable foam earplugs
8.5.3 Rubber or plastic earplugs also have a limited eect. Extremes of high
or low frequency make the plug vibrate in the ear canal, causing a loss
in protection. It may be dicult to keep reusable earplugs clean on a
ship so disposable ones are recommended. People with ear trouble
should use earplugs only aer seeking medical advice.
How to fit disposable earplugs
Earplugs only protect against noise if they are fied correctly, as
shown in Box 8.2.
92 Personal protective equipment Code of Safe Working Practices for Merchant Seafarers
Box 8.2 How to fit disposable earplugs
●
Make sure that your hands are clean before fiing any
earplugs.
●
Hold the earplug between your thumb
and index finger to then roll and
compress the whole earplug.
●
Use your other hand to reach over your
head and pull up and back on your
outer ear.
●
This straightens the ear canal and
makes way for a tight and snug fit.
Insert an earplug in each ear canal and
hold for 20–30 seconds. This enables
the earplug to expand and fill your
ear canal.
Test the fit of your earplugs
In a noisy place, aer puing in your earplugs,
cup both your hands over your ears and
release them. You should not notice a big
dierence in the noise level. If the noise level
is quieter when your hands are cupped over
your ears, your earplugs are probably not
correctly fied. Remove and refit your
earplugs.
Always remove your earplugs slowly. Twist
them to break the seal. Removing your
earplugs too quickly could damage your
eardrum.
Always read the manufacturer’s instructions
and get guidance on how to wear earplugs
correctly.
Do not reuse disposable earplugs. Do not share your earplugs.
Protect your hearing or lose it.
Ear defenders
8.5.4 Ear defenders generally provide beer hearing protection than
earplugs. They consist of a pair of rigid cups that completely cover
the ears, fied with so sealing rings to fit closely against the head
around the ears. The ear cups are connected by a spring-loaded
headband (or neck band), which ensures that the sound seals around
the ears are maintained. Dierent types are available, so provide them
according to the circumstances of use and expert advice. Box 8.3
explains how to fit ear defenders.
Chapter 8
Code of Safe Working Practices for Merchant Seafarers Personal protective equipment 93
Box 8.3 How to fit ear defenders
Ear defenders protect against noise but
only if the cups are fied and adjusted
correctly.
Your ears must be completely enclosed
within the ear cups.
Adjust the cups up or down to ensure that
the headband fits securely on the crown
of your head. They perform best when the
cup cushions make a tight seal against
your head.
Test the fit of your ear defenders
In a noisy place, place the palms of your hands on both cups,
push the cup cushions towards your head then release the
cups. You should not notice a big dierence in the noise level.
If the noise level is quieter when you press the cups, your ear
defenders are probably not correctly fied.
Check the cup cushion regularly for wear
and tear. Clean them regularly with a
damp hygienic cloth or wipe. If the cup
cushions become hard, damaged or
deteriorate replace them immediately.
Always read the manufacturer’s instructions and get guidance
on how to wear ear defenders correctly. Do not share your ear
defenders. Protect your hearing or lose it.
8.6 Face and eye protection
8.6.1 The main causes of eye injury are:
●
infra-red rays (eg when gas welding)
●
ultra-violet rays (eg when electric welding)
●
exposure to chemicals
●
exposure to flying particles and foreign bodies.
Many types of face and eye protectors are available, designed to
international standard specifications, to protect against dierent
types of hazard (see section 8.1.7).
8.6.2 Ordinary prescription (corrective) spectacles do not give any
protection unless they are manufactured to a safety standard. Some
box-type goggles are designed to be worn over ordinary spectacles.
94 Personal protective equipment Code of Safe Working Practices for Merchant Seafarers
8.7 Respiratory protective equipment
8.7.1 Respiratory protective equipment is essential when people are working
in irritating, dangerous or poisonous dust, fumes or gases. There are
two main types of equipment, which perform dierent functions:
●
A respirator filters the air before it is inhaled.
●
Breathing apparatus supplies air or oxygen from an
uncontaminated source.
8.7. 2 The relevant standard gives advice on selection, use and maintenance
of the equipment. Make this available to everyone who uses
respiratory protective equipment on board ship (see section 8.1.7).
8.7.3 The face-piece of respirators and breathing apparatus must be fied
correctly to avoid leakage. The face seal is aected if the worker
wears spectacles, unless they are adequately designed for that
purpose, or has a beard. This is particularly important in emergency
situations.
Respirators
8.7.4 The respirator must be designed to protect against the hazards being
met.
8.7.5 A dust respirator protects against dusts and aerosol sprays but not
against gases. Many types of dust respirator are available but they
are generally of the ori-nasal type: half-masks covering the nose and
mouth.
8.7.6 Many types of light, simple face masks are also available and are
useful for protecting against dust nuisance and non-toxic sprays.
However, never use them in place of proper protection against
harmful dusts or sprays.
8.7.7 Types of respirator include the following:
●
The positive pressure-powered dust respirator incorporates
a baery-powered blower unit, connected by a tube to the face
mask to create a positive pressure in the face-piece. This makes
breathing easier and reduces face-seal leakage.
●
The cartridge type of respirator consists of a full face-piece
or half-mask connected to a replaceable cartridge containing
absorbent or adsorbent material and a particulate filter. It is
designed to protect against low concentrations of certain
relatively non-toxic gases and vapours.
●
The canister type of respirator incorporates a full face-piece
connected to an absorbent or adsorbent material contained in a
replaceable canister carried in a sling on the back or side of the
wearer. This type gives more protection than the cartridge type.
Chapter 8
Code of Safe Working Practices for Merchant Seafarers Personal protective equipment 95
8.7.8 The filters, canisters and cartridges in respirators are designed to
protect against certain dusts or gases. Dierent types are available to
protect against dierent hazards; you must choose the right type for
the circumstances or conditions. However, remember that respirators
have a limited eective life and you must replace or renew them at
intervals following the manufacturer’s instructions.
8.7.9 Warning
Respirators do not protect against an oxygen-deficient atmosphere.
Respirators are designed to purify the air of specific contaminants
and do not supply any air. Never use them for protection in
enclosed spaces such as tanks, coerdams, double booms or
other similar spaces against dangerous fumes, gases or vapours.
Only breathing apparatus (self-contained or airline) gives protection
in such circumstances.
Personal gas monitors
8.7.1 0 Seafarers should carry personal gas monitors when working in
enclosed spaces. A competent person should determine the
type of monitor within a safe system of work. It will depend on the
circumstances and which contaminants might be present.
8.7.11 Where there is a potential risk of flammable or explosive atmospheres
you will need monitors specifically designed to measure for these.
All such monitors should be specifically suited for use in potentially
flammable or explosive atmospheres.
8.7.1 2 Monitors should be in good working order. Calibrate and test them
in line with either the manufacturer’s recommendations or another
schedule identified from the findings of the risk assessment.
8.7.1 3 Seafarers should use personal gas monitors only in line with the
procedures set out in Chapter 15 when entering an enclosed space.
Breathing apparatus
8.7.14 Section 15.12 describes the type of breathing apparatus to use when
entering a space that is known to be, or suspected of being, deficient
in oxygen, or containing toxic gas or vapours.
8.7.1 5 Do not use breathing apparatus underwater unless it is suitable for
that purpose, and then only in an emergency.
Resuscitators
8.7.1 6 Provide appropriate resuscitators when any person may need to enter
an enclosed space (see Chapter 15).
96 Personal protective equipment Code of Safe Working Practices for Merchant Seafarers
8.8 Hand and foot protection
8.8.1
Gloves
Choose gloves based on the kind of work being done or the
substance being handled:
●
Use leather gloves when handling rough or sharp objects.
●
Use heat-resistant gloves when handling hot objects.
●
Use rubber, synthetic or PVC gloves for handling acids, alkalis,
various types of oils, solvents and chemicals in general.
●
Follow expert advice on the use of gloves.
8.8.2
Footwear
●
Foot injuries most oen result from the wearing of unsuitable
footwear (eg sandals, plimsolls and flip-flops).
●
Seafarers should wear safety footwear that is designed to
protect against common injuries (impact, penetration through the
sole, slipping, heat and crushing) or other hazards identified in the
risk assessment.
●
Appropriate footwear is manufactured to various standards
appropriate to the danger involved (see section 8.1.7).
8.9 Protection from falls
8.9.1 All personnel who are working at height (i.e. in any position from which
there is a risk of falling) should wear a safety harness (or belt with
shock absorber) aached to a lifeline (Figure 8.2 shows an example).
If a vessel is shipping in rough seas, nobody should work on deck
unless absolutely necessary. Where this is unavoidable, seafarers on
deck should wear a harness secured by lifeline or aached to the
ship’s structure. This protects them from falls and from being washed
overboard, or against the ship’s structure (see also Chapter 17).
8.9.2 Inertial clamp devices allow more freedom in movement.
Chapter 8
Code of Safe Working Practices for Merchant Seafarers Personal protective equipment 97
Figure 8.2 A five-point harness
D rings for attaching
lanyard from safety lin
e
D rings for attaching
lanyard from safety lin
e
D rings for
attaching tool
lanyard or tool bag
Adjustable buckles
Adjustable
waist strap
Adjustable
leg straps
8.10 Body protection
8.10.1 When seafarers are exposed to contaminating or corrosive
substances they should wear protective outer clothing. They should
wear it only for that purpose and deal with it as directed in the
relevant sections of this Code.
8.10.2 Seafarers should wear high-visibility clothing when they need to be
seen to be safe (eg during loading and unloading).
8.11 Protection against drowning
8.11.1 Provide a lifebuoy with sucient line where seafarers are working
overside or in an exposed position where there is a risk of falling or
being washed overboard, or where they are working in or from a
ship’s boat. They should also wear a working lifejacket, a personal
flotation device or a buoyancy aid, as appropriate (see Figure 8.3).
Where necessary, provide thermal protective clothing to reduce the
risks of cold shock.
98 Personal protective equipment Code of Safe Working Practices for Merchant Seafarers
Figure 8.3 A working lifejacket
High-visibility strip
s
Rip cords to inflate
Adjustable crotch strap
s
D link for tether
S
tainless steel buckles
●
Make sure PPE fits properly, and check it before use.
●
Wear PPE every time it is needed.
●
Keep the manufacturer’s instructions in a safe place.
●
Clean PPE aer every use.
●
If PPE is broken report it immediately.
●
The PPE regulations are subject to the general rule that use of
PPE is always a last resort. Use PPE only where risks cannot
be avoided or reduced to a safe level by means of collective
protection, or safe systems of work.
●
Do not ask seafarers to pay for their PPE.
●
Inappropriate, ill-fiing or defective PPE provides no protection.
Chapter 9
Code of Safe Working Practices for Merchant Seafarers Safety signs and their use 99
9
Safety signs and their use
9.1 Introduction
9.1.1 Any safety signs permanently displayed on board UK-registered
ships to give health and safety information or instruction should
comply with the applicable regulations and relevant MCA marine
notices. Other national and international standards providing an
equivalent level of safety will be accepted. The relevant UK notices
and International Maritime Organization (IMO) standards relevant to
safety signage are listed in Annex 9.1, Parts 1–3.
SI 2001/3444; MGN 556 (M+F) Amendment 1
Key points
●
Use safety signs that include hazard warnings to indicate
hazards and obstructions or control measures to take where
the hazard or obstruction cannot be removed. Pay particular
aention on passenger ships to hazards that may be familiar to
seafarers but not to passengers.
●
Where a language other than English is the working language
of the ship, also display any text accompanying a sign in that
language.
●
Ensure that all seafarers understand the meaning of signs and
any colour-coding system in use on their ship and follow the
relevant safety procedures.
●
Personnel who are aware of any deficiency in their colour vision
should tell their supervisor, so that adequate provision can be
made where necessary.
●
If a seafarer’s hearing or sight is impaired (eg by wearing
personal protective equipment) take additional measures to
ensure that they can see or hear the warning sign or signal; for
example, by increasing the brilliance or volume.
●
In some cases, more than one type of safety sign may be
necessary.
●
Avoid placing too many signs together as this may result in
confusion and/or overlooking important information.
●
If circumstances change, making a particular sign unnecessary
(eg if the hazard no longer exists), remove it to avoid displaying
misleading information.
100 Safety signs and their use Code of Safe Working Practices for Merchant Seafarers
9.2 Duty to display signs
Your organisation should
●
ensure that safety signs are displayed where appropriate and
that the system of signs in use is clearly understood
●
take into account the results of the risk assessments and
residual risks when determining when and where to use
safety signs, to reduce the residual risks even further. See HSE
guidance Safety Signs and Signals.
9.3 Signs and notices
9.3.1 This section explains the international standards for safety signs.
Colours and symbols, when used appropriately, can provide
information and warnings of hazards that anyone can understand,
regardless of what language they speak. Annex 9.1 shows the types
of sign that conform to international systems, where they exist, and
European-wide standards.
9.3.2 Symbols relating to life-saving appliances are mandatory and are
governed by international standards. Those relating to fire control
plans are recommended international standards.
9.3.3 Permanent signs are used to:
●
give prohibitions, warnings and mandatory requirements
●
mark emergency escape routes
●
identify first-aid facilities
●
show the location of firefighting equipment.
9.3.4 Red signs mean:
●
stop doing something, or do not do it (prohibition)
●
stop/shut down or evacuate
●
mark the location and type of firefighting equipment.
9.3.5 Prohibition signs are based on a red circular band with a red
diagonal bar and white backing. The symbol for the prohibited
action is shown in black behind the red diagonal bar; for example,
‘No smoking’, with a cigaree depicted.
9.3.6 A sign indicating firefighting equipment is a red square or rectangle,
with information given in words or by a symbol in white. Alternatively,
an IMO sign is a square or rectangle, with information given in words
or by a symbol in red.
IMO Resolution A.952(23)
Chapter 9
Code of Safe Working Practices for Merchant Seafarers Safety signs and their use 101
9.3.7 Yellow signs are advisory and mean ‘Be careful’ or ‘Take
precautions’. Warning signs are based on a yellow triangle with
a black border. The symbol for the hazard is shown in black; for
example, ‘Poisoning risk’ has a black skull and crossbones on a
yellow background.
9.3.8 Blue indicates mandatory signs and means ‘Take a specific action’.
Mandatory signs are based on a blue disc. The symbol for the
precaution to take is shown in white; for example, ‘Goggles to be
worn’, with a person’s head with goggles depicted. If, exceptionally,
no suitable symbol is available, use appropriate wording instead; for
example, ‘Keep clear’.
9.3.9 Green signs mean emergency escape or a first-aid sign. The sign
is a green square or rectangle, with safety information shown by
words or a symbol in white. For example, a white arrow on a green
background points to an emergency exit.
IMO Resolution A.1116(30) (or A.760(18) pre-January 2019);
MSN 1676 (M) Amendment 1
9.3.10 If more information is needed to make clear the meaning of any
symbols used in a safety sign or notice, a supplementary sign
with text only may appear below the safety sign; for example, ‘Not
drinking water’.
The supplementary sign should be oblong or square and either:
●
white with text in black, or
●
the same background colour as the safety colour used on the sign
it is supplementing, with the text in the relevant contrasting colour.
9.4 Occasional signs
9.4.1 Illuminated signs, acoustic signals, hand signals and spoken signals
may also be used for temporary hazards or circumstances.
9.4.2 Test illuminated signs and acoustic signals regularly to ensure that
they are working. Acoustic signals should comply with the IMO Code
on Alerts and Indicators, 2009.
9.4.3 Annex 19.3 shows the internationally understood hand signals for
the use of liing appliances.
9.4.4 Spoken signals should comply with the IMO Standard Marine
Communication Phrases (SMCP), 2002. This is particularly important
when communicating with another ship or with shoreside workers
where English is not the ocial language.
102 Safety signs and their use Code of Safe Working Practices for Merchant Seafarers
9.5 Electrical wiring
9.5.1 The cores of electrical cables should be readily identifiable
throughout their length by colours or numbers. Although various
standards (British, other national or international) exist for colour
coding of cores, the colours specified in the standards dier. The
colours found on any ship will, therefore, depend on the country of
building or manufacture of the cables. Take care to positively identify
cable duty, and to use colours primarily as a means of conductor
tracing.
9.5.2 Be careful when connecting plugs to domestic equipment that
has been brought onto a ship, because a wrong connection
could prove fatal. UK equipment should be supplied with cable
to the EU standard (brown for ‘live’, blue for ‘neutral’ and yellow/
green for ‘earth’) but older equipment and that purchased in
other countries may have dierent colours.
9.6 Gas cylinders
9.6.1 There are several standards for the marking of gas cylinders in use
globally. Make seafarers aware of the standard in use on board.
BS EN 1089-3:2011
9.6.2 Each cylinder should be clearly marked with the name of the gas
and its chemical formula or symbol. Under British standards, the
cylinder body should be coloured according to the contents with,
where necessary, a secondary colour band painted around the neck
of the cylinder to denote the hazards of the gas (eg flammability,
toxicity). Figure 9.1 shows an example of colour coding on a gas
cylinder label commonly used on board ship. Figure 9.2 shows the
colours of gas cylinders.
Figure 9.1 Example of a typical gas cylinder label
Chapter 9
Code of Safe Working Practices for Merchant Seafarers Safety signs and their use 103
Colours and codes are for guidance and illustrative purposes only. Please always read the label.
Name of gas Chemical
formula or
symbol
Old colour before 2010 New colour of the cylinder
after 2010
Oxygen O
2
Black Pure white RAL 9010
Carbon dioxide CO
2
Black Dusty grey RAL 7037
Compressed air None – mixed
gases
French grey Grey on cylinder and
green on shoulder
Nitrogen N
2
French grey Jet black RAL 9005
Acetylene C
2
H
2
Maroon colour BS 541
(Black red RAL 3007)
Maroon colour BS 541
(Black red RAL 3007)
Propane C
3
H
8
Signal red RAL 3001 Signal red RAL 3001
Butane C
4
H
10
Helium He Brown Olive brown RAL 8008
Figure 9.2 Gas cylinder colours
Note: The cylinders of refrigerant gases are not allocated specified
ground (cylinder body) or band colours under the British Standard
Specification.
9.6.3 Medical gas cylinders carried on board should similarly be marked
in line with the relevant British Standard Specification or equivalent
(see Appendix 3). The name of the gas or gas mixture in the cylinder
should be shown on a label axed to it. The chemical symbol of the
gas should be given on the shoulder of the cylinder. The cylinder
should also be colour-coded according to the contents, as shown in
Figure 9.3.
104 Safety signs and their use Code of Safe Working Practices for Merchant Seafarers
The body of the cylinder is to be coloured white (RAL 9010).
Name of gas Chemical
formula or
symbol
Old colour before 2010 New colour on the shoulder of the
cylinder after 2010
Oxygen O
2
White on shoulder and
black on cylinder body
Pure white RAL 9010 on
both shoulder and
cylinder
Medical oxygen O
2
White on shoulder and
black on cylinder body
Pure white RAL 9010 on
both shoulder and
cylinder
Medical nitrous
oxide
N
2
O
2
Blue Pure white (RAL 9010) on
cylinder. Blue RAL 5010
on shoulder
Compressed air
(for breathing
apparatus)
None (mixed
gases)
French grey BS381 680 Pure white (RAL 9010) on
cylinder. Jet black
(RAL 9005) on shoulder
Figure 9.3 Colour coding of medical gas cylinders
BS EN ISO 407:2004
9.7 Pipelines
9.7.1 Table 9.1 shows the colour-coding system recommended for adoption
for the main common pipeline services of UK-registered ships.
BS ISO 14726:2008; BS 4800:2011
Table 9.1 Recommended colour-coding system for pipeline services
of UK-registered ships
Pipe contents Basic
identification
colour
BS colour
reference
BS 4800
Colour code band BS colour
reference
BS 4800
Water (fresh) Green 12D 45 Blue 18E 53
Water (salt) Green 12D 45 None
Water (fire
extinguishing)
Green 12D 45 Safety red 04E 53
Compressed air Light blue 20E 51 None
Steam Silver grey 10A 03 None
Oil (diesel fuel) Brown 06C 39 White
Oil (furnace fuel) Brown 06C 39 None
Oil (lubricating) Brown 06C 39 Emerald green 14E 53
Chapter 9
Code of Safe Working Practices for Merchant Seafarers Safety signs and their use 105
9.7. 2 The basic identification colour should be applied on the pipe either
along its whole length or as a colour band at regular intervals on the
pipe. The colour should similarly be applied at junctions, both sides
of valves, service appliances, bulkheads, etc., or at any other place
where identification might be necessary. Valves on pipelines used
for firefighting should be painted red.
9.7.3 Where applicable, the colour code banding should be in
approximately 100 mm widths at regular intervals along the length of
the pipe on the basic identification colour or painted between two
basic identification colour bands each a width of about 150 mm, as
shown in Table 9.2.
Table 9.2 Colour code banding
Pipe contents Basic colour (150 mm
approx)
Colour code (100 mm
approx)
Basic colour (150 mm
approx)
Water (fresh) Green Blue Green
Water (fire
extinguishing)
Green Safety red Green
Diesel fuel Brown White Brown
9.7.4 Use the correct colour when replacing or repainting pipes or valves.
9.7.5 When it is necessary to know the direction of the flow of the fluid,
show this by placing an arrow near the basic identification colour
and painting it white or black to contrast clearly with that colour.
9.7.6 The system recommended in 9.7.5 would be useful, for instance, in
tracing a run of pipes, but do not rely on it as a positive identification
of the contents of the pipe. Always check before opening the pipe
and take precautions in case the content is dierent from expected.
9.7.7 Other pipeline systems on ships, such as cargo pipelines, may be
colour-coded in a similar fashion but no specific recommendations
are made here. A comprehensive system to cover the needs of all
types of ship would require so many colours that contrasts would be
small and easily obscured by fading or dirt.
9.7.8 Colour-coding of pipelines may vary between ships so seafarers
moving from one ship to another should check with a competent
ocer what the colours mean on each particular vessel.
106 Safety signs and their use Code of Safe Working Practices for Merchant Seafarers
9.8 Portable fire extinguishers
9.8.1 Portable fire extinguishers must comply with the relevant British or
European Standard or an equivalent alternative standard.
MSN 1665(M); BS EN 3-10:2009
9.8.2 Fire extinguishers manufactured since May 1997 must comply
with BS EN 3. The body of the extinguisher is red, with a zone of
colour of between 5% and 10% of the external area to identify the
extinguishing agent. Manufacturers have complied with this by
printing the operating instructions in the appropriate colour.
9.8.3 It is possible to make extinguishers more visible by highlighting the
area around each one with the appropriate colour-coding (as in
section 9.8.4). Do not add any colours to the extinguishers because
this may invalidate the kitemark.
9.8.4 BS 5423 applied to fire extinguishers manufactured before May
1997. The colour of these extinguishers should not conflict with the
recommended systems of colour coding by medium (BS 5306-
10:2019) shown in Table 9.3.
BS 5306-10:2019; BS EN 3-7:2004 + A1:2007
Table 9.3 Recommended systems of colour coding by medium
Medium Colour Example
Water Signal red
Foam Pale cream
Powder (all types) French blue
Carbon dioxide Black
Chapter 9
Code of Safe Working Practices for Merchant Seafarers Safety signs and their use 107
The colour-coded area should be large enough to be obvious.
Where the coding does not cover the whole surface of the
extinguisher the remaining area should be either:
●
predominantly signal red, or
●
self-coloured (natural) metal.
9.8.5 Where there is a mixture of extinguishers of both standards on a
ship, try to position them so as to avoid confusion.
●
Seafarers must be aware of safety signage symbols, colour
coding and their purpose on board ship.
●
Safety signage training should form part of an induction
process on joining the ship.
●
Electrical risks exist with dierent cabling, connections and
colour coding.
●
Awareness of illuminated signs, acoustic signals, hand
signals and spoken signals is important to maintain accurate
communications.
108 Safety signs and their use Code of Safe Working Practices for Merchant Seafarers
Annex 9.1 Safety signs in accordance
with the Merchant Shipping
and Fishing Vessels
(Safety Signs and Signals)
Regulations 2001 and MGN
556 (M+F)
Part 1 Prohibitory signs
Symbol Meaning
Prohibition – do not do
Examples
No smoking Smoking and naked
flames forbidden
No access for
pedestrians
Do not extinguish
with water
Not drinkable No access for
unauthorised
persons
No access for
industrial vehicles
Do not touch
Chapter 9
Code of Safe Working Practices for Merchant Seafarers Safety signs and their use 109
Additional useful prohibition signs
Do not remove
electrical earth
Do not operate Do not use
mobile
telephones/
Turn o mobile
telephones
Unauthorised
persons not
to use this
machine
Do not oil or clean
machine whilst in
motion
Unauthorised
persons may
not change
grinding wheels
Part 2 Warning signs
Symbol Meaning
Warning – danger
Examples
Notes
Flammable
material or high
temperature
1
Explosive
material
Toxic
material
Corrosive
material
Radioactive
material
Overhead
load
110 Safety signs and their use Code of Safe Working Practices for Merchant Seafarers
Industrial
vehicles
Danger:
electricity
General
danger
2
Laser beam Oxidant
material
Non-ionising
radiation
Strong
magnetic field
Obstacles Drop
Biological risk
3
Low temperature
1 To be used in the absence of a specific sign for high
temperature.
2 This warning sign shall not be used to warn about hazardous
chemical substances or mixtures, except for stores containing
a number of hazardous substances or mixtures (section 5 of
Annex III of MGN 556 (M+F) Amendment 1).
3 Pictogram laid down in Council Directive 90/679/EEC of 26
November 1990 on the protection of workers from the risks
related to exposure to biological agents at work (Seventh
individual Directive within the meaning of article 16(1) of
Directive 89/391/EEC) OJ. No 1,374, 31.12.1990, p. 1.
Additional useful warning signs
Slip or slippery
surface
Suocation
(asphyxiation),
deficiency in oxygen
Breakthrough
hazard
Chapter 9
Code of Safe Working Practices for Merchant Seafarers Safety signs and their use 111
Danger of
entrapment
Bump or low
deckhead
Optical
radiation
Glass hazard,
broken glass
Machinery
starts
automatically
Hot surface
High
temperature
112 Safety signs and their use Code of Safe Working Practices for Merchant Seafarers
Part 3 Mandatory signs
Symbol Meaning
Mandatory – must do
Examples
Eye protection
must be worn
Safety helmet
must be worn
Ear protection
must be worn
Respiratory
equipment
must be worn
Safety boots
must be worn
Safety gloves
must be worn
Safety overalls
must be worn
Face protection
must be worn
Safety harness
must be worn
Pedestrians
must use this
route
General mandatory sign
(to be accompanied
where necessary by
another sign)
Additional useful mandatory signs
High-visibility clothing
must be worn
Chapter 9
Code of Safe Working Practices for Merchant Seafarers Safety signs and their use 113
Part 4 Emergency escape, first-aid signs and safe
condition
Symbol Meaning
Emergency escape, first aid and safe
condition – the safe way
Examples
Emergency exit/escape route signs
114 Safety signs and their use Code of Safe Working Practices for Merchant Seafarers
Supplementary information signs
(i) This way
(ii) First-aid signs
First-aid
post
Stretcher Safety
shower
Eyewash
(iii) Safe condition signs
Emergency
telephone for first
aid or escape
Emergency stop for machinery
Additional useful safe condition sign
Drinking water
Chapter 9
Code of Safe Working Practices for Merchant Seafarers Safety signs and their use 115
Part 5 Firefighting symbols
Symbol Meaning
Fire equipment – location or use of fire equipment
Examples
Fire hose Ladder Fire
extinguisher
Emergency
fire
telephone
Supplementary information signs
(i) This way
Fire alarm
Fire
extinguisher
Additional useful fire equipment signs
116 Safety signs and their use Code of Safe Working Practices for Merchant Seafarers
Fire extinguishers
FoamWater
Fire blanketCarbon dioxidePowder
NOVEC 1230 fixed
installation
FM 200 fixed
installation
CO
2
fixed
installation
Dry powder
fixed installation
Chapter 10
Code of Safe Working Practices for Merchant Seafarers Manual handling 117
10
Manual handling
10.1 Introduction
10.1.1 This chapter covers manual handling as referenced in the Merchant
Shipping and Fishing Vessels (Manual Handling) Regulations 1998.
Always use a risk assessment as the basis for appropriate control
measures, and put it in place to protect workers who may be aected.
10.1.2 There may be other hazards when handling loads (eg from leakage
of a hazardous substance from a package that is being moved). This
is covered in Chapter 21 and section 27.11.
For more information on the topics covered in this chapter see MCA’s
Wellbeing at Sea: A Pocket Guide for Seafarers, section 1.9.
10.1.3 The risk assessment should take full account not only of the
characteristics of the load and the physical eort required, but also
of the working environment (eg ship movement, confined space,
high or low temperature, or physical obstacles such as steps or
gangways) and any other relevant factors (eg the age and health
of the person, the frequency and duration of the work). Annex 10.1
provides a detailed checklist of factors to consider.
Key points
●
The term manual handling describes any operation that
includes transporting or supporting a load, liing, puing down,
pushing, pulling, carrying or moving by hand or bodily force.
●
Move objects by manual handling (as opposed to mechanical
means) only when it is safe to do so.
●
Take precautions before commencing a li: assess the load
and the area, use the correct technique, and allow liing only
within the person’s limitations.
10.1.4 Warning
Accidents, poor organisation or an unsatisfactory working
method can cause musculoskeletal injuries.
SI 1998/2857 Reg 5; MGN 90 (M+F) Amendment 1
118 Manual handling Code of Safe Working Practices for Merchant Seafarers
10.1.5 Limited improvements may be possible on a ship but the company
should ensure that, as far as reasonably practicable, it has
minimised risks.
Your organisation should
●
avoid the need for any hazardous manual-handling operations
that may injure seafarers; for example, reorganise, automate or
mechanise the work
●
train seafarers in appropriate manual-handling techniques.
If there is a risk of injury from liing or carrying by hand,
consider whether the job could be done in a dierent way to
reduce the risk
●
assess the risk of injury from any hazardous manual-handling
activity and reduce it as much as possible
●
provide information on the weight of each load and, if
appropriate, which side is heaviest.
Reducing risk
10.1.6 Means of reducing the risk of injury may include:
●
training seafarers in correct liing techniques
●
reorganising the workplace (so seafarers can keep good posture
while liing or carrying)
●
clearly displaying the weight of items, where appropriate, that
seafarers may have to move using manual handling
●
assessing and removing trip hazards where appropriate
●
taking account of an individual’s capabilities when allocating tasks.
Personal protective equipment
10.1.7 Seafarers should wear suitable shoes or boots for the job. Protective
toecaps help to guard toes from crushing if the load slips.
Instructions
10.1.8 Instruction for personnel should involve experienced and properly
trained seafarers demonstrating best practice, especially to
new recruits.
Chapter 10
Code of Safe Working Practices for Merchant Seafarers Manual handling 119
Advice to seafarers
Make full and proper use of any system of work provided by
the company.
SI 1998/2857 Reg 6
You should:
●
use any mechanical aids provided
●
follow appropriate systems of work laid down for your health
and safety
●
take sensible precautions to ensure that you are aware of any risk
of injury from a load before picking it up
●
cooperate on all health and safety maers
●
inform your line manager if you identify hazardous handling activities
●
plan the li – where will you put the load?
●
consider whether you need any help. Some loads require two or
more people to li safely. Are appropriate handling aids available?
For a long li, such as deck to shoulder height, consider resting
the load midway to change grip (see Figure 10.1)
●
assess the load to be lied, taking account of any information
provided (see Annex 10.1)
●
look for sharp edges, protruding nails or splinters, surfaces that
are greasy or otherwise dicult to grip, and for any other features
that may prove awkward or dangerous; for example, sacks of
ship’s stores may be dicult to get o the deck
●
ensure that the deck or area over which the load is to be moved
is free from obstructions, especially in narrow accesses, and is
not slippery
●
check the final stowage location to ensure that it is clear and
suitable for the load.
Figure 10.1 Liing techniques
120 Manual handling Code of Safe Working Practices for Merchant Seafarers
10.2 Process for good manual handing techniques
10.2.1 Seafarers should wear clothing that does not catch in the load
and gives some body protection.
10.2.2 Figure 10.2 shows the stages of the liing process:
1. Assess the load and the li before liing.
2. Take a firm, stable and balanced stance, close to the load.
Stand with your feet apart but not too wide, with one leg
slightly forward to maintain balance, so that the li is as straight
as possible.
3. At the start of the li and when liing from a low level or deck,
adopt a crouching position, with knees and hips bent. At the
same time maintain the natural curve of the back so your legs
do the work. Tuck in your chin while gripping the load, then raise
your chin as the li begins.
4. Grip the load with the whole of your hand, not fingers only. If
there is not enough room under a heavy load to do this, put a
piece of wood underneath first. A hook grip is less tiring than
keeping fingers straight. If you need to vary the grip as the li
proceeds, do this as smoothly as possible.
5. Li the load by straightening your legs, keeping it close to the
body. Keep the heaviest side closest to your trunk. Keep your
shoulders level and facing the same direction as your hips.
Turning by moving your feet is beer than twisting and liing at
the same time. Look ahead, not down at the load, once you are
holding it securely.
General lifting
Figure 10.2 Good manual handling techniques
Multi-person lifting
10.2.3 Crews should make sure that there are enough people available to
do the task safely.
Chapter 10
Code of Safe Working Practices for Merchant Seafarers Manual handling 121
10.2.4 When two or more people are handling a load, it is beer if they
are similar height. Liing, lowering and carrying should, as far as
possible, be done in unison to prevent strain and any tendency for
either person to overbalance (see Figure 10.3).
10.2.5 Whenever possible organise manual liing and carrying so that each
person has some control over their own rate of work.
Figure 10.3 Multi-person liing
Carrying a load
10.2.6 Always carry a load in such a way that it does not obscure vision, so
you can see any obstructions.
Lowering a load
10.2.7 The procedure for puing a load down is the reverse of that for liing.
Your legs should do the work of lowering with knees bent, back
straight and the load close to your body. Take care not to trap fingers.
Do not put down the load in an unstable position. If precise positioning
is necessary, put the load down first and slide it into position.
It may be possible to slide the load or roll it along. However,
uncontrolled sliding or rolling, particularly of large or heavy loads,
may introduce fresh risks of injury.
10.2.8 There may be less risk of injury with controlled pushing or pulling
instead of liing.
122 Manual handling Code of Safe Working Practices for Merchant Seafarers
10.2.9 Take particular care if:
●
stooping, stretching or twisting is likely
●
hands on the load are not between waist and shoulder height
●
the deck area is insecure or slippery
●
force is applied at an angle to the body
●
the load makes sudden or unexpected movements
●
the vessel is rolling or pitching.
10.2.10 For pulling and pushing, ensure there is a secure footing. Put your
hands on the load between waist and shoulder height wherever
possible (see Figure 10.4). The wheels on barrows and trolleys should
run smoothly. Tell the supervisor or safety ocer if the equipment is
not suitable, or is in poor condition.
Figure 10.4 Pulling and pushing a load
Where other safety considerations allow, a worker can push with
their back against the load, using the strong leg muscles to exert
the force (see Figure 10.5).
Figure 10.5 Pushing with back against the load
Chapter 10
Code of Safe Working Practices for Merchant Seafarers Manual handling 123
10.2.11 Even a gentle uphill slope dramatically increases the force
needed to push an object, so you may need help when moving
a load up a slope or ramp. Take care with unbraked trolleys and
sack trucks on a moving/rolling deck, because sudden changes
in the angle of deck and direction of the slope may cause loss of
control and injury. If a trolley becomes loose, do not try to stop it
by standing in its way, but get behind it and try to act as a brake.
10.2.12
●
Take care when laying out heavy mooring ropes and wire ropes/
hawsers.
●
You need a good technique initially when liing the heavy eye of
the rope, then you need a good pulling technique.
●
When you are moving a load such as a barrel or drum, it may be
safer to roll the load rather than liing it (see Figure 10.6). You
must still take care; consider using a trolley for heavy or large
barrels or drums.
Figure 10.6 Moving a barrel or drum
10.2.13 Safety for seafarers rigging accommodation and pilot ladders
●
Where a work activity involves liing from deck or overside (eg
raising of pilot ladders), follow guidance on body posture and
technique to prevent musculoskeletal injury. Where manual
handling is unavoidable, li the ladder from no lower than deck level
in stages rather than trying to li from overside (see section 22.10).
●
Get adequate additional manual help and/or appropriate means
wherever possible and do a risk assessment.
Do a risk assessment of the dangers associated with this work
activity as it involves working overside, which requires a permit to
work
(see Chapter 14). It also requires control measures such as
a safety line, fall prevention device, safety harness and wearing of
lifejackets (see section 17.2.2).
124 Manual handling Code of Safe Working Practices for Merchant Seafarers
10.2.14 Warning
Where the work is very strenuous (eg due to load weight,
repetitive eort over a period or environmental factors, such as
a confined space or an extreme of temperature), rest at suitable
intervals to allow your muscles, heart and lungs to recover.
Fatigue makes accidents more likely on this type of work.
●
Follow instructions and training on manual handling techniques.
●
Everyone involved with manual handling activities needs to be
aware of the health and safety responsibilities of themselves
and others.
●
Communicate clearly so that workers understand instructions;
consider any risks and use mechanical means wherever possible.
●
Wear appropriate personal protective equipment.
●
Notify the supervisor or safety ocial if mechanical liing
equipment is not working properly.
Chapter 10
Code of Safe Working Practices for Merchant Seafarers Manual handling 125
Annex 10.1 Manual handling factors to
consider
Table 10.1 outlines the factors the company should consider when
making an assessment of manual-handling operations or when
providing instructions for personnel.
The general factors and questions to consider in the risk
assessment carried out under the regulations are described in
plain text. Some additional factors that may exist on board ship are
included for guidance in italics.
Table 10.1 Manual handling considerations
Factors Questions
1 The tasks Does the task involve
Activity that is too strenuous?
Holding or manipulating loads at a distance from the
trunk?
Unsatisfactory or unstable bodily movement or posture,
especially:
●
twisting the trunk?
●
stooping?
●
reaching upward?
Excessive movement of loads, especially:
●
excessive liing or lowering distances?
●
excessive carrying distances?
Risk of sudden movement of loads?
Frequent or prolonged physical eort, particularly
aecting the spine?
Insucient rest or recovery periods?
A rate of work imposed by a process?
Climbing up or down stairs?
Handling while seated?
Use of special equipment?
Team handling?
126 Manual handling Code of Safe Working Practices for Merchant Seafarers
Factors Questions
2 The loads Is the load
Heavy?
Bulky or unwieldy, or dicult to grasp?
Unstable or with contents that are likely to shi?
Likely, because of the contours and/or consistency, to
injure workers, particularly if the worker collides with
someone or something?
Wet, slippery, very cold or hot and therefore dicult to
hold?
Sharp?
Potentially damaging/dangerous if dropped?
3 The working
environment
Are there space constraints preventing the handling of loads
at a safe height or with good posture?
Is there an uneven, slippery or unstable deck surface?
Are there variations in the level of deck surfaces (eg door
sills) or work surfaces?
Are there extremes of temperature or humidity?
Has account been taken of the sea state, wind speed and
unpredictable movement of the vessel?
Are there steps, stairs, ladders or self-closing doors to be
negotiated?
Is the area adequately lit?
Is movement or posture hindered by personal protective
equipment or clothing?
4 Individual
capacity
Is the individual
Physically unsuited to carrying out the task, either
because of the nature of the task or because of a need
to protect an individual from a danger that specifically
aects them? In other words, does the job require unusual
strength, height, etc.?
Wearing unsuitable clothing, footwear or other personal
eects?
Inadequately experienced or trained?
Inadequately equipped?
Is there a hazard to workers who might reasonably be
considered unsuited to the task?
Does the task pose a risk to pregnant women or workers
who have a health problem?
Chapter 10
Code of Safe Working Practices for Merchant Seafarers Manual handling 127
Safe weight guidelines
Figure 10.7 shows guidelines on safe weights for manual handling.
Figure 10.7 Safe weights for manual handling
Safe weights vary depending on the capacity of the individual and
the position in which they are holding the weight. Subject to risk
assessment, workers may li lighter weights safely with their arms
extended or at high or low levels. Following the guidelines given in
Figure 10.7 will reduce the risk of harm. The safe weight is reduced if
the seafarer has to twist or carry out the li repeatedly (say more than
30 times per hour). Also consider the movement of the vessel during
the risk assessment for the task. If the load moves through more than
one box in the diagram, use the lower weight as the safe weight.
128 Manual handling Code of Safe Working Practices for Merchant Seafarers
Not for resale
Chapter 11
Code of Safe Working Practices for Merchant Seafarers Safe movement on board ship 129
11
Safe movement on board ship
11.1 Introduction
11.1.1 Providing conditions for safe movement on board ship is an
integral part of ensuring a safe working environment on board, as
required by the Merchant Shipping and Fishing Vessels (Health and
Safety at Work) Regulations 1997, regulation 5(2)(e). Following the
principles and guidance in this chapter will generally be considered
to demonstrate compliance with the duty to ensure a safe working
environment on board ship. Where dierent measures are taken to
provide a safe movement, these must provide at least an equivalent
level of safety in the operating conditions at the time.
SI 1997/2962; MGN 532 (M) Amendment 2
Key points
This chapter sets out standards to ensure that anyone can move
safely to any place on the ship to which they may be expected
to go.
These places include accommodation areas, normal places of
work and passenger areas. ‘People’ includes seafarers and other
people working on board, passengers, dock workers and other
visitors to the ship on business, but excludes people who have
no right to be on the ship.
11.1.2 Note particular risks when people work at height, in enclosed
spaces or in adverse weather.
130 Safe movement on board ship Code of Safe Working Practices for Merchant Seafarers
11.1.3 Your organisation should
●
maintain all deck surfaces used for transit about the ship and
all passageways, walkways, stairways and fixed ladders
●
keep such spaces free from substances liable to cause a
person to slip or fall
●
provide an adequate level of lighting for areas used for transit,
loading or unloading of cargo or for other work processes (see
section 11.4 and Annex 11.2)
●
ensure that any permanent safety signs providing information
for people moving around the ship comply with the regulations
and merchant shipping notices
●
protect people from falling by use of guards or other
appropriate means
●
ensure that only competent, authorised people drive the ship’s
powered vehicles (including mobile liing equipment) and that
the vehicles are properly maintained.
SI 2001/3444; MGN 556 (M+F) Amendment 1
11.2 Drainage
11.2.1 Decks and other places that need washing down frequently, or
that can become wet and slippery, should have an eective means
of draining water away. Other places include the galley, the ship’s
laundry and the washing and toilet accommodation.
11.2.2 Inspect drains and scuppers regularly and maintain them properly.
11.2.3 Where drainage is by way of channels in the deck, these should be
suitably covered.
11.2.4 Duck boards, where used, should be soundly constructed, designed
and maintained. They should be secured to prevent accident.
11.3 Transit areas
11.3.1 Walkways on decks should be clearly marked. Where a normal
transit area becomes unsafe to use for any reason, close the area
until it can be made safe again. Keep walkways and passageways
clear of temporary obstacles.
11.3.2 Transit areas should have slip-resistant surfaces where practicable.
Where an area is made slippery by snow, ice or water, spread sand
or some other suitable substance over the area. Clean up any
spillages of oil, chemicals or grease as soon as possible.
11.3.3 When adverse weather is expected, rig lifelines securely across
open decks.
Chapter 11
Code of Safe Working Practices for Merchant Seafarers Safe movement on board ship 131
11.3.4 Keep gratings in the deck well maintained and close them when
nobody needs access to the space below.
11.3.5 Mark any permanent fiings that may cause hazards to movement
(eg pipes, single steps, framing, door arches, and top and boom
rungs of ladders) clearly with contrasting coloured paint, lighting
or signage. Temporary obstacles can also be hazardous so mark
them appropriately.
11.3.6 When at sea, any gear or equipment that has been stowed to the
side of a passageway or walkway should be securely fixed or lashed
against the movement of the ship.
11.3.7 Do not leave lier or loose objects, such as tools, lying around.
Secure, coil and stow wires and ropes to minimise obstruction.
11.3.8 Look particularly at areas accessed by shore-based workers and
passengers, especially on deck, as they will be less familiar with
possible hazards.
11.3.9 When lashing and securing deck cargo, including containers, special
measures may be needed to ensure safe access to the top of, and
across, the cargo.
11.4 Lighting
11.4.1 The level of lighting should be sucient for all aspects of the work
in hand.
11.4.2 Lighting levels should be reasonably constant and minimise glare
and dazzle. Avoid deep shadows and sharp contrasts in the levels of
lighting between dierent areas.
11.4.3 Monitor the level of lighting and adjust it, where necessary, to meet
the prevailing conditions so that it stays consistent and adequate.
11.4.4 Maintain lighting facilities properly. Report any broken or defective
lights to the responsible person and get them repaired as soon
as practicable.
11.4.5 Before leaving an illuminated area or space, check that there are no
other people there before switching o or removing lights.
11.4.6 Either keep unaended openings in the deck well-lit or close them
properly and safely before switching the lights o.
11.4.7 When using portable or temporary lights arrange, secure and cover
the light supports and leads to prevent a person tripping, being
hit by moving fiings or walking into cables or supports. Keep the
leads clear of possible causes of damage (eg running gear, moving
parts of machinery, equipment and loads). If leads pass through
doorways, secure the doors open. Leads should not pass through
doors in watertight bulkheads or fire door openings when the ship is
at sea. Never lower or suspend portable lights by their leads.
132 Safe movement on board ship Code of Safe Working Practices for Merchant Seafarers
11.4.8 Where portable or temporary lighting is necessary, fiings and
leads should be suitable and safe for the intended usage. To
avoid risks of electric shock from mains voltage, in damp or humid
conditions use low-voltage (preferably 12-volt) portable lamps, or
take other precautions.
11.5 Guarding of openings
11.5.1 Fit any opening, open hatchway or dangerous edge which a
person may fall into, through or over with secure guards or fencing
of adequate design and construction. Sections 11.5.3 and 11.5.4
give advice on guardrails and safety fencing. However, these
requirements do not apply where the opening is a permanent
access way or where work is in progress that could not be done
with the guards in place.
11.5.2 Close any hatchways that are open for handling cargo or stores,
which people may fall through or trip over, as soon as work stops.
An exception is during short interruptions or where closing the
hatchways would aect safety or mechanical eciency because
of the heel or trim of the ship. In these cases there should be
appropriate warning signs next to the open hatchways.
11.5.3 The guardrails or fencing should have no sharp edges and should
be properly maintained. Where necessary, provide locking devices
and suitable stops or toe-boards. Keep each course of rails
substantially horizontal and taut throughout their length.
11.5.4 Guardrails or fencing should consist of an upper rail at a height of
1 metre and an intermediate rail at a height of 0.5 metres. The rails
may consist of taut wire or taut chain.
11.5.5 For small motor cra of up to 24 metres length of hull, an equivalent
standard can be applied to show compliance with ISO 15085:2003
Small cra – Man-overboard prevention and recovery.
ISO 15085:2003
11.5.6 Where an opening is a permanent access way, or where work is in
progress which could not be done with the guards in place, guards
do not have to be fied during short interruptions in the work (eg for
meals). However, post warning signs where the opening is a risk to
other people.
11.6 Power-operated watertight doors
11.6.1 Incorrect operation of watertight doors can cause serious injury.
All seafarers who may use them should be trained to do so safely
and training records kept. Doors should always be used in line with
the training.
MGN 35 (M+F) Amendment 1
Chapter 11
Code of Safe Working Practices for Merchant Seafarers Safe movement on board ship 133
11.6.2
Status of watertight door classes A–D during navigation
Class D watertight doors must always be kept closed during navigation.
11.6.3 Class C watertight doors may be opened during navigation to
allow passengers or seafarers through. They should close the door
immediately aerwards.
11.6.4 Class B watertight doors may be opened during navigation when
necessary for work near the door. Close the door as soon as that
work is finished.
11.6.5 Class A watertight doors are permied by the administration
to stay open during navigation. Take extra care because if a
watertight door is found closed it may automatically close aer
being opened manually.
11.6.6 Any class of watertight door may be put into bridge operation
mode. This means that if it is opened locally it will reclose
automatically with enough force to crush anyone in its path as soon
as the local control has been released. Always treat doors as if they
are in this mode.
11.6.7 The local controls are found on each side of the door and need
both hands to operate. A person may open the door using one
control, then reach to the other to keep the door open until they
are through. No seafarer should try to carry any load through a
watertight door unassisted. If they need to do this they should get
another person to help.
11.6.8 Notices clearly stating the method of operation of the local
controls should be prominently displayed on both sides of each
watertight door.
11.6.9 Warning
No one should try to pass through a watertight door when it is
closing and/or the warning bell is sounding. Always wait until the
door is fully open before trying to go through.
11.6.10 Any watertight door found in a closed position must be returned to
that position aer opening.
11.6.11 Note marine guidance note MGN 35 (M+F) Amendment 1, Accidents
when using power-operated watertight doors.
MGN 35 (M+F) Amendment 1
134 Safe movement on board ship Code of Safe Working Practices for Merchant Seafarers
11.7 Stairways, ladders and portable ladders
11.7.1 Stairways on ships are oen set at a steep angle so always use
handrails. Carry items such as tools in a belt rather than in the hand,
to leave hands free.
11.7. 2 All ship’s ladders should be of good construction and sound material,
strong enough for the intended purpose, free from patent defect and
properly maintained. Ladders providing access to the hold should
comply with the standards in Annex 11.1.
11.7.3 There should be suitable handholds at the top and at any
intermediate landing places of all fixed ladders.
11.7.4 Use a portable ladder only where no safer means of access is
reasonably practicable (see Figure 11.1).
Figure 11.1 How to use a portable ladder
C A
B
D
At least 1 m above the upper
supporting point or landing
place. Secured at top.
A should be approximately
four times the length of B.
Portable ladders should be pitched
(C) at 75° from the horizontal,
slipping at the bottom.
There should be at least 150 mm
clearance behind the rungs. (D)
Ladder lashed at the top and
at least 1 m (3 rungs) above
the upper supporting point or
landing place.
4:1 height to
width ratio
Three points of contact on
the ladder when working.
Check the ladder is in good
Always face the ladder.
Chapter 11
Code of Safe Working Practices for Merchant Seafarers Safe movement on board ship 135
11.7.5 Warning
Use portable ladders only where the motion of the ship does not
present a hazard.
11.7.6 Pitch portable ladders at 75° from the horizontal. Secure them
properly against slipping or shiing sideways, and to allow a clearance
of at least 150 mm behind the rungs. The ladder should extend to at
least 1 metre above any upper landing place where practicable, unless
there are other suitable handholds.
11.8 Shipboard vehicles
11.8.1 Seafarers who drive the ship’s powered vehicles and powered
mobile-liing appliances should have been trained for the category
of vehicle or mobile-liing appliance in use. They should be tested
for competence and records maintained.
11.8.2 Either seafarers should be authorised individually in writing to drive
vehicles or there should be a list of authorised persons. Make these
authorisations available to port authorities for inspection.
11.8.3 Maintain the ship’s powered vehicles and mobile-liing appliances in
line with the manufacturer’s instructions.
11.8.4 Drivers of the ship’s powered vehicles and mobile-liing appliances
should take great care, particularly when reversing.
11.9 Entry into dangerous (enclosed) spaces
11.9.1 A dangerous (enclosed) space is defined in the regulations as
‘any enclosed or confined space in which it is foreseeable that
the atmosphere may at some stage contain toxic or flammable
gases or vapours, or be deficient in oxygen, to the extent that it
may endanger the life or health of any person entering that space.’
Chapter 15 describes how to identify hazardous spaces and the
procedures for entry.
SI 1988/1638
11.10 Working on deck
11.10.1 The responsible ocer should ensure that seafarers working on deck
are properly instructed in the tasks that they are required to perform.
11.10.2 Do not allow seafarers to sit upon the vessel’s bulwark or rail at
any time.
11.10.3 Inform deck watchkeeping ocers of all work being done on deck
or in deck spaces.
136 Safe movement on board ship Code of Safe Working Practices for Merchant Seafarers
11.11 Adverse weather
11.11.1 When expecting adverse weather rig lifelines in appropriate
locations on deck.
11.11.2 Nobody should be on deck in adverse weather unless it is necessary
for the safety of the ship or life at sea. Where possible delay the
work until conditions have improved; for example, until daylight or
the next port of call.
11.11.3 Inspect the lashings of all deck cargo. Tighten them, as necessary,
when rough weather is expected and check them periodically as
conditions allow. Secure the anchors, and fit and seal the hawse and
spurling pipe covers, regardless of the expected voyage duration. If
ventilation to storerooms has temporarily been stopped during bad
weather, seafarers should not enter until the enclosed space entry
procedures have been completed (see section 15.1.7).
11.11.4 The master should authorise any work on deck during adverse
weather and the bridge watch should be informed. Do a risk
assessment, and complete a permit to work and a company
checklist for work on deck in heavy weather.
11.11.5 Any seafarers who need to go on deck during adverse weather
should wear a lifejacket suitable for working in, a safety harness
(which can be aached to lifelines) and waterproof personal
protective equipment (PPE) including full head protection. They
should have a water-resistant UHF radio; also consider providing a
head-mounted torch.
11.11.6 Seafarers should work in pairs or in teams and be supervised by a
competent person .
11.11.7 Consider using stabilising fins (if fied) to reduce rolling, and
adjusting the vessel’s course and speed to mitigate the conditions
on deck. If possible, visible communication should be maintained
with the bridge; if not, use another continuous means of
communication.
SI 1997/2962; Reg 21
11.11.8 The following list is not exhaustive but identifies points that are
oen overlooked:
●
Watch out for tripping hazards and protrusions such as pipes
and framing.
●
Be aware that the ship could roll suddenly or heavily at any time.
●
It is dangerous to swing on or vault over stair rails, guardrails
or pipes.
●
Jumping o hatches can cause injuries.
Chapter 11
Code of Safe Working Practices for Merchant Seafarers Safe movement on board ship 137
●
Keep manholes and other deck accesses closed when not in use;
put up guardrails and post warning signs they are open.
●
Clean up spillages (eg of oil, chemicals, grease, soapy water) as
soon as practicable.
●
Treat areas made slippery by snow, ice or water with sand or
another suitable substance.
●
Place warning signs to indicate where there are temporary
obstacles.
●
Clear up lier and loose objects such as tools.
●
Coil wires and ropes and stow them away securely.
●
Rig lifelines securely across open decks in rough weather.
●
Stairways and ladders are usually at a steeper angle than is
normal ashore.
●
Always secure ladders and keep steps in good condition. Take
care when using ladders and gangways providing access to or
about the vessel, particularly when wearing gloves.
●
For guidance on portable ladders see Chapter 22.
●
Never obstruct the means of access to firefighting equipment,
emergency escape routes and watertight doors.
●
Take care while moving about the ship.
●
Use appropriate equipment, PPE and clothing.
●
Adapt to changes in sea conditions, procedures or equipment
that could impact safe movement on the ship.
●
Take particular care when working in dangerous areas, such
as enclosed spaces or at height.
●
Wear suitable footwear. This will protect toes against
accidental stubbing and falling loads, give a good hold on
deck and provide firm support while using ladders.
●
Take extra care when using ladders wearing sea boots.
●
Seafarers and other people on board must take care of their
own health and safety when moving around the ship.
●
Everyone must comply with any measures put in place for
their safety.
●
Do not operate watertight doors unless you are appropriately
trained. Treat watertight doors as if they are in bridge
operation mode at all times.
138 Safe movement on board ship Code of Safe Working Practices for Merchant Seafarers
Annex 11.1 Standards for hold access
Hold access: ships built after 31 December 1988
Where the keel of a ship is laid or the ship is at a similar stage of
construction aer 31 December 1988, the following standards of
hold access should be provided:
●
The access shall be separate from the hatchway opening, and
shall be by a stairway if possible.
●
The rungs of a fixed ladder, or a line of fixed rungs, shall have no
point where they fill a reverse slope.
●
The rungs of a fixed ladder shall be at least 300 mm wide, and
so shaped or arranged that a person’s foot cannot slip o the
ends. Rungs shall be evenly spaced at intervals of not more than
300 mm and there shall be at least 150 mm clear space behind
each rung.
●
There shall be space outside the stiles of at least 75 mm to allow
a person to grip them.
●
There shall be a space at least 760 mm wide for the user’s body,
except that at a hatchway this space may be reduced to a clear
space of at least 600 mm by 600 mm.
●
Fixed vertical ladders should be provided with a safe intermediate
landing platform at intervals of not more than 9 metres.
●
Where vertical ladders to lower decks are not in a direct line, a
safe intermediate landing shall be provided.
●
Intermediate landings shall be of adequate width, aord a secure
footing and extend from beneath the foot of the upper ladder to
the point of access to the lower ladder. They shall be provided
with guardrails.
●
Fixed ladders and stairways giving access to holds shall be so
placed as to minimise the risk of damage to them from cargo-
handling operations.
●
Fixed ladders shall, if possible, be so placed or installed as to
provide back support for a person using them; but hoops shall
be fied only where they can be protected from damage to them
from cargo-handling operations.
Chapter 11
Code of Safe Working Practices for Merchant Seafarers Safe movement on board ship 139
Hold access: ships built before 1 January 1989
Where the keel of a ship was laid or the ship was at a similar
stage of construction before 1 January 1989, at least the following
standards of hold access should be provided:
●
Access should be provided by steps or ladder, except:
–
at coamings; and
–
where the provision of a ladder on a bulkhead or in a trunk
hatchway is clearly not reasonably practicable.
In such cases ladder cleats or cups may be used.
●
All ladders between lower decks should be used in the same line
as the ladder from the top deck, unless the position of the lower
hatch (or hatches) prevents this.
●
Cleats or cups should be at least 250 mm wide and so
constructed as to prevent a person’s foot slipping o the side.
●
Each cleat, cup, step or rung of a ladder shall provide a foothold,
including any space behind the ladder, at least 115 mm deep.
Cargo should not be stowed as to produce this foothold.
●
Ladders which are reached by cleats or cups on a coaming
should not be recessed under the deck more than is reasonably
necessary to keep the ladder clear of the hatchway.
●
Sha tunnels should be equipped with adequate handholds and
footholds on each side.
●
All cleats, cups, steps or rungs of ladders should provide
adequate handholds.
140 Safe movement on board ship Code of Safe Working Practices for Merchant Seafarers
Annex 11.2 Standards for lighting
●
On access routes for people, plant and vehicles, and in lorry parks
and similar areas, the minimum level of illumination should not be
less than 20 lux (see HSG38).
●
For areas used for loading or unloading of cargo or for other work
processes, a lighting level of at least 50 lux should be provided.
●
In operational areas, where people and vehicles or plant work
together, the minimum level of illumination should not be less than
100 lux.
●
In adjoining spaces, the maximum contrast ratio for illumination
should be no more than 10:1.
●
For transit areas, a level of at least 8 lux should be provided
(measured at a height of 1 metre above the surface level) unless:
–
a higher level is required by other regulations, e.g. the
regulations for seafarer accommodation (see merchant
shipping notice MSN 1844(M) and MGN 481(M) Amendment 1);
or
–
provision of such levels of lighting would contravene
other regulations, e.g. the Convention on the International
Regulations for Preventing Collisions at Sea (COLREG), 1972
(as amended), including signals of distress.
●
For access equipment and immediate approaches to it, a lighting
level of at least 20 lux should be provided (measured at a height
of 1 metre above the surface level), unless:
–
a higher level is required by other regulations; or
–
provision of such levels of lighting would contravene
other regulations, e.g. the Convention on the International
Regulations for Preventing Collisions at Sea (COLREG), 1972
(as amended), including signals of distress; or
–
where the dangers of tripping or falling are greater than usual
because of bad weather conditions or where the means of
access is obscured, e.g. by the presence of coal dust. In such
circumstances, consideration should be given to a higher level,
e.g. 30 lux.
●
General rules for where these specific regulations do not apply
are given in section 11.4 of this chapter.
MSN 1844; MGN 481 (M) Amendment 1; HSG38
Chapter 12
Code of Safe Working Practices for Merchant Seafarers Noise, vibration and other physical agents 141
12
Noise, vibration and other
physical agents
12.1 Introduction
12.1.1 A physical agent is an environmental factor such as noise,
vibration, optical radiation (eg ultraviolet and infrared light and heat)
and electromagnetic fields that may damage the health of those
exposed to them.
For more information on topics covered in this chapter see section
3.7 of MCA’s Wellbeing at Sea: A Guide for Organisations, and
section 1.10 of Wellbeing at Sea: A Pocket Guide for Seafarers.
Operators of small vessels should also refer to MGN 436 (M+F)
Amendment 3 Whole Body Vibration: Guidance on Mitigating Against
the Eects of Shocks and Impacts on Small Vessels.
Further guidance is available in the MCA’s Ocial Guide to Complying
with the Merchant Shipping and Fishing Vessels (Noise at Work)
Regulations 2007 and IMO Noise Code 2014, and MIN 588 (M+F)
Amendment 2 which outlines the codes of practice for controlling
risks due to noise and vibration on ships.
Key points
●
Noise can be a safety hazard at work as it interferes with
communication and makes warnings harder to hear.
●
The priority should be to prevent risk by removing exposure to
a physical agent (elimination ).
●
Failure to control environmental conditions may also make
seafarers suer from increased fatigue.
●
Alternative work methods that eliminate or reduce exposure to
noise and vibration should be considered.
12.1.2 Where appropriate refer to relevant publications from the Health and
Safety Executive (HSE) or other appropriate bodies or get advice from
an occupational hygienist or other competent adviser.
142 Noise, vibration and other physical agents Code of Safe Working Practices for Merchant Seafarers
Your organisation should
●
Identify through risk assessment where personnel are working
in the presence of physical agents that are hazardous to
health or safety (including fatigue). Evaluate any potential risks
from exposure (see Chapter 1). Take appropriate measures to
remove, control or minimise the risk (see section 12.2).
●
Determine whether surveillance is required. The risk
assessment will provide information to establish whether
health surveillance is appropriate (see Chapter 7).
●
Provide information and relevant training to seafarers so that they
know and understand the risks from any physical agents arising
from their living and working environment, the precautions to
take and the results of any monitoring of exposure.
●
Select equipment by assessing where exposure to a physical
agent occurs during use. Refer to the company safety
procedures and any instructions and operating data supplied
by the manufacturer.
●
Not charge seafarers for protective equipment such as
personal hearing or eye protection, or for hearing examinations
or other assessments, as a result of risks at work.
●
Provide appropriate personal protective equipment (see
Annex 12.3).
12.2 Prevention or control of exposure to a physical
agent
12.2.1 When it is not reasonably practicable to prevent or control exposure
to a physical agent, consider a combination of the following:
●
choosing plant and using processes and systems of work that
minimise exposure to the physical agent
●
enclosing the equipment either totally or partially
●
minimising the number of people who might be exposed to a
physical agent and reducing the period of exposure
●
designating risk areas that may have hazardous levels of
exposure to a physical agent, and displaying suitable and
sucient warning signs
●
measuring hazardous levels of exposure to a physical agent,
particularly for the early detection of abnormal exposures,
resulting from an unforeseeable event or an accident
●
taking collective or individual protection measures
●
making plans to deal with emergency situations that could result
in abnormally high exposure to physical agents.
Chapter 12
Code of Safe Working Practices for Merchant Seafarers Noise, vibration and other physical agents 143
Your organisation should
●
reduce the risk to seafarers as much as reasonably
practicable but, where they do not adequately control the risk
to health, appropriate PPE must be provided
●
take reasonable steps to ensure that all control measures are
properly used and maintained. Seafarers should comply fully
with the control measures in force
●
be aware that for certain physical agents, specific control
measures apply (eg noise and vibration). In cases where failure
of the control measures could result in risk to health and
safety, or where their adequacy or eciency is in doubt, the
exposure of seafarers should be monitored and a record kept
for future reference.
12.3 Consultation
12.3.1
Your organisation should
Encourage consultation with ship safety representatives and
seafarers about proposals to manage risks from exposure to
physical agents and health problems arising from such exposure.
Consultation should cover the results of the risk assessment,
proposals for control, procedures for providing information and
training for seafarers, and any health-monitoring system.
12.4 Seafarer information and training
12.4.1 The company should provide seafarers with sucient information
and training to ensure that they are aware of potential risks to their
health from exposure to physical agents. Such information should
be provided in the working language of the ship. Training should be
in a language understood by the seafarer and should include:
●
the nature of such risks
●
details of the measures taken to eliminate or reduce to a minimum
the risks from the physical agent
●
any exposure limit values (ELVs) and the exposure action values
(EAVs) or action levels (ALs); see section 12.11
●
the results of the risk assessment
●
safe working practices to minimise exposure to physical agents
●
the correct use of PPE where required
●
the circumstances in which seafarers are entitled to health
surveillance
●
how to detect and report signs of injury
●
the importance of detecting and reporting signs of injury.
144 Noise, vibration and other physical agents Code of Safe Working Practices for Merchant Seafarers
12.5 Noise: introduction
12.5.1 When exposed to harmful noise levels, which might be too loud or for
a long duration, sensitive structures in the inner ear can be damaged,
causing permanent hearing loss. This section explains how to assess
the levels of noise in the workplace and the steps to prevent any
associated problems they may cause.
SI 2007/3075; MGN 658 (M+F)
12.6 Assessing exposure to noise
12.6.1 Noise is measured in decibels (dB), and is given a weighting
depending on the exposure to the type of noise.
12.6.2 ‘A-weighting’, sometimes wrien as dB(A), is used to measure
average noise levels, ‘C-weighting’, or dB(C), to measure peak,
impact or explosive noises. Because of the way our ears work,
a 3 dB change in noise level is not very noticeable. Yet every
3 dB doubles the sound pressure level received at the ear, so
what might seem like small dierences in the numbers can be
quite significant.
12.6.3 Annex 12.2 gives guidance on daily exposure to dierent sound
levels and the recommended maximum design limits for dierent
areas on board ship under international standards.
IMO Resolution MSC 337(91)
12.6.4 Table 12.1 describes the lower and upper noise exposure values,
noise exposure limits and, where appropriate, action required to
reduce that exposure.
12.6.5 For further information on personal hearing protection see Annex 12.3.
12.6.6 When determining noise exposure action levels, do not take account
of the eects of using hearing protection. However, do consider the
reduction achieved by hearing protection in the case of ELVs.
12.6.7 Although awareness of decibel levels is important to protect
hearing, the distance from the source of the sound and duration of
exposure to the sound are equally important.
Chapter 12
Code of Safe Working Practices for Merchant Seafarers Noise, vibration and other physical agents 145
Table 12.1 Upper and lower noise exposure values, limits and action
to take
Daily/
weekly
exposure
(dB(A))
Peak
exposure
(dB(C))
Required action
Exposure
below
action
value
0–79 0–134 No action required
Lower
exposure
action
values
80 135 Seafarers should have personal
hearing protection that complies with
the requirements of the Merchant
Shipping and Fishing Vessels (Personal
Protective Equipment) Regulations
1999.
Upper
exposure
action
values
85 137 Seafarers must use personal hearing
protection that complies with the
requirements of the Merchant Shipping
and Fishing Vessels (Personal Protective
Equipment) Regulations 1999.
Seafarers are entitled to have their
hearing examined by a doctor, or a
suitably qualified person under the
supervision of a doctor.
Companies should establish and
implement a programme of measures
to reduce the exposure to noise.
Exposure
limit
values
87 140 Do not exceed this limit.
12.6.8 As a simple guide, there may be a problem if:
●
seafarers have to shout to be clearly heard by someone only
2 metres away
●
seafarers’ ears are still ringing aer leaving the workplace
●
seafarers are using equipment that causes loud explosive noises,
such as cartridge-operated tools or guns
●
seafarers are exposed to high-level impact noise from hammering
on metal benches, chipping machines or metal endplates on the
decks of roll-on/roll-o ferry vessel ramps
●
there is machinery such as diesel engines or generators running
in a confined space (eg a ship’s engine room)
●
seafarers not engaged in the provision of entertainment (eg
waiters) have to enter or remain in noisy areas such as discos and
nightclubs on cruise ships while working.
146 Noise, vibration and other physical agents Code of Safe Working Practices for Merchant Seafarers
12.7 Risk assessment: noise
12 .7.1 If exposure to noise may be a problem, a competent person
should do a risk assessment (see Annex 12.2.)
12.7.2 If any seafarer is likely to be exposed to noise exceeding the
lower EAVs set out in Table 12.1, the company should arrange for a
competent person to assess the actual level of noise exposure.
12 .7.3 The company should:
●
keep a record of the noise assessment
●
regularly review the noise assessment whenever there is a
change in the work being undertaken or when new equipment is
introduced that may alter noise levels
●
use the assessment to develop an action plan for introducing
noise control measures.
12 .7.4 It is good practice to review the assessment every two years,
because noise levels can change over time as, for example,
machinery wears out or working practices change.
12 .7.5 Safety signs should be displayed in all areas of the ship where
seafarers are likely to be exposed to noise. For further information
see Chapter 9.
12.8 Health surveillance: noise
12.8.1 Where risk assessment shows that exposure to noise may be
causing problems, the employer is required to provide health
surveillance of the seafarers at risk in line with Chapter 7.
12.8.2 Health surveillance should include:
●
regular hearing checks to measure the sensitivity of hearing over
a range of sound frequencies
●
informing employees about the results of their hearing checks
●
keeping records
●
encouraging seafarers to seek further advice from a doctor when
hearing damage is suspected.
12.8.3 The organisation responsible for the carrying out of health
surveillance should use the most appropriate form of health
surveillance in the circumstances.
12.8.4 Companies should arrange regular hearing checks for all seafarers
who are regularly exposed to potentially harmful noise levels.
Chapter 12
Code of Safe Working Practices for Merchant Seafarers Noise, vibration and other physical agents 147
12.9 Noise arising from music and entertainment
12.9.1 The entertainment industry guidance document HSG260 Sound
advice: Control of noise at work in music and entertainment is available
on the HSE website. The guidance outlined is equally relevant to the
provision of music and entertainment on ships, including vessels on
inland waterways, although the applicable legislation for ships will be
the Merchant Shipping and Fishing Vessels (Control of Noise at Work)
Regulations 2007 and not HSE’s regulations.
MGN 658 (M+F); HSG260
Vibration
SI 2007/3077; MGN 353 (M+F) Amendment 2
12.10 Types of vibration and their effects
12.10.1 Hand–arm (or hand-transmied) vibration comes from the use of
hand-held power tools or other vibrating equipment. Regular and
frequent exposure to hand–arm vibration can lead to permanent
health eects. Occasional exposure is unlikely to cause ill health.
12.10.2 Whole-body vibration occurs through the shaking or jolting of the
body through a supporting surface, such as when controlling or riding
on a vessel at high speed in choppy seas, using mobile equipment
or standing next to a ship’s main engines or generators. Whole-body
vibration can also be made worse by poor design of the working
environment, incorrect seafarer posture, and exposure to shocks and
jolts. A primary symptom of whole-body vibration is back pain.
12.11 Exposure limits set by the vibration regulations
Table 12.2 describes the daily EAVs and ELVs for hand–arm and
full-body vibration. Note that these are statutory limits; several
classification societies publish lower limits/guidance for crew comfort.
148 Noise, vibration and other physical agents Code of Safe Working Practices for Merchant Seafarers
Table 12.2 Daily exposure action values and exposure limit values for
hand–arm and whole-body vibration
Value Hand–arm
vibration
(standardised
to eight-hour
reference
period)
Whole-body
vibration
(standardised
to eight-hour
reference
period)
Comments
Daily exposure
action value
2.5 m/s A(8) 0.5 m/s A(8) Above this limit
companies
are required to
reduce seafarers’
exposure to
vibration.
Daily exposure
limit value
5 m/s A(8) 1.15 m/s A(8) This is the
maximum
amount of
vibration an
employee may
be exposed to on
any single day.
12.12 Determining vibration levels
12.12.1 The company is required to control the risks from hand–arm and
whole-body vibration. In most cases, it is simpler to make an initial
broad assessment of the risk rather than try to assess exposure
in detail.
12.12.2 During the assessment consider:
●
which, if any, processes/operations involve regular exposure to
vibration, including that emanating from the vessel itself
●
whether there are any warnings of vibration risks in equipment
handbooks
●
any symptoms that might be caused by hand–arm or whole-body
vibration and whether the equipment being used, or the vessel
itself, produces high levels of vibration or uncomfortable strains
on hands and arms, or is causing back pain.
12.12.3
If the broad assessment shows that exposure to vibration is causing
problems, a competent person who has read and understood
the vibration regulations should do a full risk assessment.
Chapter 12
Code of Safe Working Practices for Merchant Seafarers Noise, vibration and other physical agents 149
12.12.4 Alternatively, the company may either use available vibration data
or, if they want to know for certain if the risk is high, medium or low,
take measurements to estimate exposures.
12.12.5 The company may be able to get suitable vibration data from the
equipment handbook or the equipment supplier. As long as the data
is reasonably representative of the way equipment is used on the
vessel it should be suitable for estimating seafarers’ exposure.
12.12.6 It is also necessary to note how long seafarers are exposed to
vibration. Once the relevant vibration data and exposure times have
been collected, it will be necessary to calculate each seafarer’s daily
exposure. This could be by means of an exposure calculator, such
as HSE’s on vibration at work available from its website or by using
Table 12.3, which shows the simple exposure points system.
Table 12.3 Simple exposure points system
Tool vibration (m/s) 3 4 5 6 7 10 12 15
Points per hour
(approximate)
20 30 50 70 100 200 300 450
12.12.7 Multiply the points assigned to the tool vibration by the number of
hours of daily ‘trigger time’ for the tool(s) and then compare the total
with the EAV and ELV points as shown:
●
100 points per day = exposure action value (EAV)
●
400 points per day = exposure limit value (ELV).
12.12.8 In exceptional circumstances, weekly averaging of daily exposure
may be used, which allows for occasional daily exposures above
the ELV. However, there are stringent conditions for its use. It will
oen be practical to spread the exposure over more than one day to
keep each day’s exposure below the ELV. Also, to qualify for weekly
averaging, exposures must be reduced to as low as reasonably
practicable, taking into account the special circumstances. They
must also usually (on most days) be below the EAV. Where weekly
averaging is used, the health surveillance of seafarers should be
increased. Weekly averaging is most likely to apply in cases of
emergency work.
12.12.9 Reduction below the ELV should not be considered a target –
exposure must be reduced as low as reasonably practicable, and
routine work should be planned and managed to keep below the
EAV. Risks are still significant for exposures between the two values
and some people will still be at risk if exposed at the action value.
This may mean reducing the time for which the seafarer uses the
equipment each day.
150 Noise, vibration and other physical agents Code of Safe Working Practices for Merchant Seafarers
12.13 Mitigation
12.13.1 If exposure to vibration is causing problems, the company is required
to do all that is practicable to eliminate the risk or minimise it.
12.13.2 The company should group work activities according to whether
they are high, medium or low vibration emission risk. It may be useful
to identify which tools are high, medium or low vibration emiers
by using tags or coloured paint. Action plans should be prioritised
for seafarers at greatest risk. As a general guide, follow the controls
described in section 12.2.
12.14 Mitigation: hand–arm vibration
12.14.1 The company should design workstations to minimise the load
on seafarers’ hands, wrists and arms and, where appropriate, use
devices such as jigs and suspension systems, to reduce the need to
grip heavy tools tightly.
12.14.2
Selection of efficient equipment
The company should ensure equipment provided for tasks is suitable
and can do the work eciently with the lowest vibration level. The use
of high-vibration tools should be avoided wherever possible.
12.14.3
Replacement of equipment
When work equipment needs replacing because it is worn out, the
company should choose replacements that are suitable for the work
to be carried out eciently and, wherever possible, cause lower
vibration levels. It is strongly recommended that the company has a
policy on purchasing suitable equipment, taking account of vibration
emissions, eciency and any specific requirements.
12.14.4
Maintenance of equipment
Maintenance programmes for equipment should be drawn up to
prevent avoidable increases in vibration, caused by the use of blunt
or damaged equipment or consumable items.
12.14.5
Provide seafarers with training
Seafarers using equipment that can cause vibration should be provided
with appropriate training and instruction on its correct use and the
signs and symptoms of hand–arm vibration syndrome (HAVS).
Chapter 12
Code of Safe Working Practices for Merchant Seafarers Noise, vibration and other physical agents 151
12.14.6
Plan to avoid vibration
The company should plan tasks to avoid seafarers being exposed
to vibration for long, continuous periods. It is advisable to schedule
short periods of exposure with frequent breaks rather than have
long uninterrupted exposure.
12.14.7
Provide PPE
Seafarers should be provided with appropriate protective clothing
so that they can keep warm and dry. This will help to maintain good
blood circulation and reduce the likelihood of vascular symptoms
(finger blanching). However, although gloves can be used to keep
hands warm, they may not in themselves provide protection from
vibration. Anti-vibration work gloves, rather than standard work
gloves, should be considered as part of PPE if seafarers are exposed
to work involving vibration.
MIN 588 (M+F) Amendment 2
Further guidance is available in the MCA’s Ocial Guide to
Complying with the Merchant Shipping and Fishing Vessels (Control
of Vibration at Work) Regulations 2007.
12.15 Mitigation: whole-body vibration
12.15.1 Vibration may be reduced by regular maintenance of engines and
machinery, and by adjusting the speed of operation or other seings.
Seafarers should be provided with information on how to minimise
vibration in this way. Severe shocks or jolts should be avoided as far
as possible.
12.15.2 When exposure to vibration is unavoidable, reduce the risk of harm by:
●
scheduling work to avoid long periods of exposure to vibration in
a single day
●
planning work so that seafarers do not have to sit in one position
for too long
●
ensuring that seafarers maintain good posture while working; for
example, arranging tasks as far as possible to avoid twisting and
stretching
●
where possible, adjusting seating to provide good lines of sight,
adequate support to the back, buocks, thighs and feet, and
ease of reach for foot and hand controls
●
providing adequate rest periods; for example, allow a short break
between operations in small fast vessels or mobile machinery and
manual handling , to give tired muscles time to recover before
handling heavy loads
●
ensuring that seafarers wear warm, and (if necessary) waterproof
clothing in cold and damp conditions; cold exposure may
accelerate the onset or worsen the severity of back pain.
152 Noise, vibration and other physical agents Code of Safe Working Practices for Merchant Seafarers
When all reasonable steps have been taken to avoid exposure to
vibration and to reduce the level of vibration, the final resort for
compliance with the ELV is to limit the duration of exposure.
12.15.3 Marine Guidance Note MGN 436 (M+F) Amendment 3 gives guidance
on mitigating the risks from whole-body vibration for those working in
small, fast cra.
MGN 436 (M+F) Amendment 3
Further guidance is available in the MCA’s Ocial Guide to
Complying with the Merchant Shipping and Fishing Vessels (Control
of Vibration at Work) Regulations 2007.
12.16 Health surveillance and health monitoring:
vibration
12.16.1 If there is a potential risk of harm to seafarers from hand–arm
vibration, provide health surveillance for vibration-exposed seafarers
in line with Chapter 7. This will apply when seafarers:
●
are likely to be regularly exposed above the EAV of 2.5 m/s A(8)
●
are likely to be exposed occasionally above the EAV and where
the risk assessment identifies that the frequency and severity of
exposure may pose a risk to health
●
have a diagnosis of HAVS (even when exposed below the EAV).
12.16.2 Specific guidance on health surveillance for hand–arm vibration
risks is available on the HSE website.
hps://www.hse.gov.uk/vibration/hav/advicetoemployers/
assessrisks.htm
12.16.3 It may be useful to monitor symptoms of back pain to identify health
problems and intervene to prevent problems caused or made worse
by work activities. Monitoring can also provide information on the
eectiveness of the current control methods in place, and help to
identify those who are particularly sensitive to whole-body vibration.
Older seafarers, people with back problems, young seafarers
and pregnant seafarers are at greater risk. Guidance on health
monitoring for those at risk from whole-body vibration, including
the use of health monitoring questionnaires to monitor seafarers’
symptoms, is available on the HSE website.
Chapter 12
Code of Safe Working Practices for Merchant Seafarers Noise, vibration and other physical agents 153
12.17 Additional guidance
12.17.1 Sources of additional guidance are listed in Marine Guidance Note
MGN 353 (M+F) Amendment 2.
MGN 353 (M+F) Amendment 2
12.18 Other physical agents
12.18.1 Guidance on protection from artificial optical radiation and
electromagnetic fields is listed in the Appendices.
MGN 428 (M+F) Amendment 2
●
Ensure all seafarers are trained and instructed in using work
equipment and have information on how to reduce the eects
of noise and vibration.
●
Schedule breaks to ensure there are sucient gaps in work
activities, to reduce continuous exposure to noise and vibration.
●
Wear PPE as instructed and ensure it is appropriate for the
work environment or equipment being used.
●
Inspect and maintain the work equipment you use to help
reduce the eects of vibration.
●
Be aware that back pain is a primary symptom of whole-body
vibration.
154 Noise, vibration and other physical agents Code of Safe Working Practices for Merchant Seafarers
Annex 12.1 Examples of typical db(A)
levels
Noise levels in dierent locations are given in Table 12.4, to enable
personnel to appreciate when and where a potentially harmful noise
exposure can exist. These levels are only illustrative and noise levels
can vary between similar locations. This is especially true of engine
rooms because engine noise can vary considerably with the type of
installation.
Table 12.4 Noise levels in dierent locations
Noise level Location(s)
120 dB(A) 60 metres from a jet aircra taking o.
Between two running 1800 rpm diesel generators.
110 dB(A) 1 metre from a riveting machine.
In a small ship engine room with 900 rpm diesel main
engines and a 1550 rpm diesel generator.
105 dB(A) 1 metre from cylinder tops of a slow speed (120 rpm)
main diesel engine.
100 dB(A) Between two running diesel generators (600 rpm).
95 dB(A) In a slow speed (120 rpm) diesel main engine room
at the aer end on the floor plate level or in an open
side flat.
90 dB(A) In a noisy factory.
In a machine shop with machinery running.
In quieter parts of ships’ engine rooms.
80 dB(A) 15 metres from a pneumatic drill.
70 dB(A) Noisy domestic machinery (eg vacuum cleaner at
3 metres).
60 dB(A) Inside large public building (eg busy supermarket).
50 dB(A) Inside a house in a suburban area during daytime.
40 dB(A) In a quiet city area outdoors at night.
Whispering in a library at 1 metre.
25–30 dB(A) In the countryside at night with no wind.
In an empty church.
0 Threshold of hearing of young persons of normal
hearing.
Chapter 12
Code of Safe Working Practices for Merchant Seafarers Noise, vibration and other physical agents 155
Annex 12.2 Daily exposure to different
sound levels
Seafarers may be exposed to varying levels of noise throughout
the day, depending on the length of time they may spend in any
particular area of the ship.
Table 12.5 gives a guide to the acceptable maximum daily noise
doses for unprotected ears, based on dB(A) sound energy received.
The darker area shows that hearing protection is required.
As an alternative illustration and equivalent to the figures in Table 12.5,
the maximum daily noise dose for unprotected ears is halved for
each increase of 3 dB(A).
Table 12.5 Maximum acceptable daily noise doses for unprotected
ears
Less than Duration Hearing protection
needed?
80 dB(A) No limit (24 hours) No
82 dB(A) 16 hours No
85 dB(A) 8 hours Yes
90 dB(A) 2 hours Yes
95 dB(A) 50 minutes Yes
100 dB(A) 15 minutes Yes
105 dB(A) 5 minutes Yes
110 dB(A) 1 minute Yes
Recommended maximum limits for different
areas on board ship
The limits shown in Table 12.6 should be regarded as maximum levels
rather than desirable levels and, as appropriate, take account of the
aenuation (noise reduction) that can be achieved with ear protectors.
MGN 658 (M+F) Annex 1; IMO Resolution MSC.337(91)
156 Noise, vibration and other physical agents Code of Safe Working Practices for Merchant Seafarers
Table 12.6 Recommended maximum limits for dierent areas on
board ship
Designation of rooms and
spaces
Ship size
1,600–10,000 GT >10,000 GT
Maximum limits (dB(A))
Work spaces
Machinery spaces 110 110
Machinery control rooms 75 75
Workshops other than those forming
part of machinery spaces
85 85
Non-specified work spaces (other
work areas)
85 85
Navigation spaces
Navigating bridge and chart rooms 65 65
Lookout posts including navigating
bridge wings and windows
70 70
Radio rooms (with radio equipment
operating but not producing audio
signals)
60 60
Radar rooms 65 65
Accommodation spaces
Cabins and hospitals 60 55
Messrooms 65 60
Recreation rooms 65 60
Open (external) recreation areas 75 75
Oces 65 60
Service spaces
Galleys, without food processing
equipment operating
75 75
Serveries and pantries 75 75
Normally unoccupied spaces
Cargo holds 90 90
Deck areas 90 90
Chapter 12
Code of Safe Working Practices for Merchant Seafarers Noise, vibration and other physical agents 157
Annex 12.3 Requirements to provide
appropriate personal
hearing protection
1. The hearing protection required to be provided by virtue of the
Merchant Shipping and Fishing Vessels (Control of Noise at
Work) Regulations 2007 is a last resort to control noise exposure.
Key points
Hearing protection should only be used:
●
as a short-term measure until other controls to reduce the
noise exposure have been introduced
●
when all reasonably practicable measures have been taken
and a risk to hearing remains.
2. Any hearing protection provided to seafarers is required to
comply with the requirements of the Merchant Shipping and
Fishing Vessels (Personal Protective Equipment) Regulations
1999. However, not all hearing protectors are the same and
dierent types may be more suitable for dierent seafarers or
indeed the work being undertaken. In this respect the main types
of hearing protection are:
●
ear defenders, which completely cover the ear – however, the
eectiveness of ear defenders may be reduced if the wearer
is also wearing glasses (see section 8.5.4)
●
earplugs, which are inserted in the ear canal (see section 8.5.2)
●
semi-inserts (also called ‘canal caps’), which cover the
entrance to the ear canal.
As seafarers frequently have contaminated hands, hearing
protection should be of a design to avoid touching the ear canal.
3. In choosing what form of hearing protection to provide,
companies should use the results from their noise assessment
and information from hearing protection suppliers to make the
best choice of hearing protection for the work being undertaken.
158 Noise, vibration and other physical agents Code of Safe Working Practices for Merchant Seafarers
Whatever form of protection is chosen, it must:
●
reduce employees’ noise exposure to below 85 dB(A)
●
be suitable for the employees’ working environment –
consider comfort and hygiene
●
be compatible with other protective equipment used by the
employee (eg safety helmet, dust mask and eye protection).
HSE advises adding a 4dB(A) real-world correction factor to
hearing protection calculations.
Wherever possible, seafarers should be provided with a suitable
range of eective hearing protection so they can choose the one
that suits them best. Some seafarers may prefer a particular type, or
may not be able to use some types of hearing protection because of
the risk of ear infections.
Particular consideration should be given to those seafarers who
wear spectacles or eye protection similar to spectacles, which have
arms that go over the ear. In such cases, ear defenders may not fit
securely against the ear because of the presence of the spectacle
arms and thus provide inadequate protection against noise. In such
circumstances, another form of ear protection may be more suitable.
Companies should ensure that hearing protection works eectively
and check that:
●
its overall condition is still good and it is clean
●
ear defender seals are undamaged
●
the tension of the headbands is not reduced
●
there are no unocial modifications
●
compressible earplugs are so, pliable and clean.
5. Companies should ensure that seafarers use hearing protection
when required to.
In this context companies may want to
●
include the need to wear hearing protection in their safety
policy, and put someone in authority in overall charge of
issuing it and making sure that replacement hearing protection
is readily available
●
carry out spot checks to see that the rules are being followed
and that hearing protection is being used properly
●
consider whether failure to use hearing protectors when
required to do so should be included in the company’s
disciplinary procedures
●
ensure that all managers and supervisors set a good example
and wear hearing protection at all times when in ear-
protection zones.
Chapter 13
Code of Safe Working Practices for Merchant Seafarers Safety ofcials 159
13
Safety officials
13.1 Introduction
13.1.1 This chapter outlines the regulations, guidance and processes to
follow when managing, investigating or reporting safety incidents on
board ship.
13.1.2 Some sections apply equally on all ships, whether or not safety
ocials are appointed or elected by law. Other sections, where
indicated, apply only to ships with five or more seafarers, where
safety ocials are appointed or elected as required by law. The
information and guidance here is designed to assist them and to
advise companies and masters how to assist them.
Key points
Every person on board is responsible for safety:
●
The company is responsible for ensuring the overall safety
of the ship and that safety on board is properly organised
and coordinated.
●
The master has the day-to-day responsibility for the safe
operation of the ship and the safety of everyone on board.
●
Each employer is responsible for the health and safety of
its workers.
●
Heads of department are responsible for health and safety in
their own department.
●
Each ocer/manager is responsible for the health and safety of
people they supervise and others aected.
●
Each individual seafarer or worker is responsible for their own
health and safety and that of anyone aected by their acts and
omissions.
160 Safety ofcials Code of Safe Working Practices for Merchant Seafarers
Your organisation should
●
Note that under merchant shipping legislation, specific
responsibilities are also given to people with designated roles
in ensuring the safety of everyone on the ship. In this chapter,
people with a designated safety role on board are called
‘safety ocials’. This term includes safety ocers, safety
representatives and other members of safety commiees.
●
Follow the guidance in Chapter 1. The development of a
positive ‘safety culture’ and high safety standards depend
on good organisation and the whole-hearted support
of management and all seafarers. People with specific
safety responsibilities are more likely to perform well when
management is clearly commied to health and safety. It
is also important that procedures are in place so that all
seafarers can cooperate and participate in establishing and
maintaining safe working conditions and practices.
SI 1997/2962
13.2 Employer duties
13.2.1 This section applies to all ships. Every employer is required to
appoint one or more competent people to promote health and
safety. On board some large ships, where personnel are employed
by dierent employers, each employer must appoint competent
people. They do not have to work on the ship themselves, but
must be ‘competent’ for the task. They should know the duties of
the workers they are responsible for. They should ensure that any
risks encountered as a result of that working environment are dealt
with appropriately; for example, by checking that the company has
adequate safety procedures for all on board, and by coordinating
risk assessments with the company.
Reg 14(1)
13.2.2 The employer may ‘appoint’ itself where, in a small organisation, there
is no one else available to take on this responsibility. Alternatively it
may employ someone from outside its own undertaking to advise on
health and safety, provided that person is competent.
13.2.3 The employer must provide the competent person(s) with all the
information they need to do their job. This includes a copy of the
company’s safety policy and risk assessments, information about
the duties of personnel, and any information provided by other
employers about risks and safety procedures in shared workplaces.
Reg 19(1)
Chapter 13
Code of Safe Working Practices for Merchant Seafarers Safety ofcials 161
13.2.4 The employer must consult workers or their elected representatives
on health and safety maers, in particular:
●
arrangements to appoint a competent person
●
the findings of the risk assessment
●
arrangements for health and safety training
●
the introduction of new technology.
Reg 20(1)
The maers to be discussed might also include selecting work
equipment and/or protective clothing and equipment, installation
of safety signs, follow-up on accidents and other incidents, and
arrangements for health surveillance.
13.2.5 Seafarers and other workers on board, or their elected representatives,
must be allowed to make representations to the company or their
employer about health and safety maers without disadvantage to
themselves. The company should consider such representations,
perhaps with the safety commiee. Any agreed measures to
improve safety should be implemented as soon as possible.
13.2.6 It is also the company’s and the employer’s responsibility to ensure
that workers or their elected representatives have access to
relevant information and advice about health and safety maers
from inspection agencies and health and safety authorities and,
from their own records, about accidents, serious injuries and
dangerous occurrences.
Reg 20(3)
13.2.7 The company and the employer must give elected representatives
adequate time away from their normal duties, without loss of pay, to
exercise their rights and carry out their function eectively. Safety
representatives must not suer any disadvantage for doing this.
Reg 20(4)
13.3 Company duties
13.3.1 The regulations
13.3.1.1 This section applies only to ships on which five or more seafarers
are working. The regulations dealing with safety ocials give duties
to the company for the appointment of ships’ safety ocers (see
section 13.3.2), the election of safety representatives with specified
powers (section 13.3.3) and the appointment of a safety commiee
(section 13.3.4).
SI 1997/2962; Regs 15–18
162 Safety ofcials Code of Safe Working Practices for Merchant Seafarers
13.3.1.2 The Secretary of State may grant ad hoc exemptions to specific
ships or classes of ships subject to any relevant special conditions.
This is to allow dierent arrangements to be made in cases where
the requirements of the regulations would be dicult to apply; for
example, on a multi-crew ship with alternate crews working on a
regular shi basis. In considering a request for exemption, the MCA
needs to be satisfied that eective alternative arrangements exist,
and makes it a condition of the exemption that these continue.
13.3.2 Appointment of safety officers
13.3.2.1 On every seagoing ship employing five or more seafarers, the
company must appoint a safety ocer. The master must record the
appointment of a safety ocer in the ocial logbook.
Reg 15
13.3.2.2 The safety ocer is the safety adviser aboard the ship. They can
assist the company and everyone on board in meeting the statutory
responsibilities for health and safety. Some training may be provided
on board, but the safety ocer should have aended a suitable
safety ocer’s training course. Safety ocer training should cover:
●
the tasks of the safety commiee
●
the rights and roles of members of the safety commiee
●
how to carry out risk assessment and risk management
●
how to provide the necessary advice to resolve safety concerns
or problems and to encourage adherence to prevention principles
●
supervision of safety tasks assigned to crew and other seafarers
on board, and passengers where applicable
●
accident and incident investigation, analysis and making
appropriate corrective and preventive recommendations to
prevent their recurrence
●
human and organisational factors in safety-critical work
●
how to obtain relevant information on a safe and healthy working
environment from the competent authority and the company
●
eective means of communication with a multinational crew
●
the commitment required to promote a safe working environment
on board.
In addition, the safety ocer should be familiar with the following:
●
the occupational safety and health policy and programmes used
on board
●
the safety tasks assigned to crew and other personnel on board,
and passengers where applicable.
Chapter 13
Code of Safe Working Practices for Merchant Seafarers Safety ofcials 163
●
the principles and practice of risk assessment. They should
be available to advise people preparing and reviewing risk
assessments. It is recognised that, where the safety ocer also
has other responsibilities (eg chief ocer), they may conduct risk
assessments themselves. However, the general principle is that
the safety ocer takes an independent view of safety on behalf
of the company.
13.3.2.3 Although not prohibited by the regulations, it is not advisable to
appoint the master as the safety ocer. This is because the safety
ocer is required, among other duties, to make representations and
recommendations on health and safety to the master.
13.3.2.4 If possible, the company should avoid appointing as safety ocer
anyone to whom the master has delegated the task of giving
medical treatment. This is because one of the duties of the safety
ocer is to investigate incidents, and they would not be able to give
proper aention to this function while providing medical treatment
for any casualties.
13.3.3 Election of safety representatives
13.3.3.1 On every ship on which five or more seafarers are working, the
company must arrange for the election of safety representatives.
The regulations specify that no safety representative may have
fewer than two years’ consecutive sea service since reaching the
age of 18. In the case of a safety representative on board a tanker
this must include at least six months’ service on such a ship.
Reg 17
13.3.3.2 The company must make rules for the election of safety
representatives and cannot disqualify particular people. The
company should consult any organisations representing seafarers
on the ship when making these rules. The master should organise
the election of a safety representative within three days of being
requested to do so by any two persons entitled to vote.
13.3.3.3 The number of safety representatives to elect will vary according
to the number of seafarers on board and, where appropriate, the
number of dierent departments or working groups. As far as
practicable, seafarers at all levels and in all departments should have
eective representation.
13.3.3.4 The master must record the election or appointment of every safety
representative in writing. This should be either in the ocial logbook
or in the minutes of safety commiee meetings (see section 13.3.4).
164 Safety ofcials Code of Safe Working Practices for Merchant Seafarers
13.3.3.5 When there is a substantial change in seafarers working on board,
the master should remind them of their right to elect new safety
representatives.
13.3.3.6 Regulation 17, governing arrangements for the election of
safety representatives, does not apply where there are existing
agreed arrangements under land-based legislation (The
Safety Representatives and Safety Commiee Regulations
1977 or The Oshore Installations (Safety Representatives and
Safety Commiees) Regulations 1989 or the Health and Safety
(Consultation with Employees) Regulations 1996).
13.3.4 Appointment of a safety committee
13.3.4.1 The company must appoint a safety commiee on every ship with
five or more seafarers. The commiee must be chaired by the
master, and members will include, as a minimum, the safety ocer
and any elected safety representatives. If practical, in addition to the
company’s competent person, any competent person appointed by
other employers should be invited to aend.
Reg 17(4)
13.3.4.2 The master must record the appointment of a safety commiee in
writing. This should normally be in the ocial logbook or minutes of
the commiee’s meetings.
Reg 17(5)
13.3.4.3 The composition of a safety commiee recommended above does
not preclude the appointment of other temporary members. However,
the commiee should be kept small enough to maintain the interest
of members and to function eciently. Where possible, the relevant
shore managers responsible for safety on board may aend safety
commiee meetings on board ship and should in any event see the
commiee’s minutes. On short-haul ferries where dierent crews
work a shi system, a scheme of alternate commiee members may
be adopted to secure proper representation.
13.3.4.4 Where large numbers of seafarers work in separate departments
(eg passenger ship galleys and restaurants), departmental sub-
commiees may be formed on lines similar to those of the main
commiee. These must be chaired by a senior member of the
department who should serve as a member of the main safety
commiee in order to report the views of the sub-commiee.
13.3.4.5 It is preferable to appoint as secretary someone other than a safety
ocial, as ocials need to concentrate on the discussion rather
than on recording it.
Chapter 13
Code of Safe Working Practices for Merchant Seafarers Safety ofcials 165
13.3.5 Termination of appointments
13.3.5.1 A safety ocer’s appointment ends when the ocer ceases to work
in the particular ship or their appointment is otherwise terminated.
13.3.5.2 The appointment of a safety representative cannot be terminated by
the company, employer or master. The representative can resign or
seafarers can elect a replacement. Otherwise they remain a safety
representative for as long as they serve on the ship.
13.3.5.3 A safety commiee may be disbanded only when there are fewer
than five seafarers working on board the ship. A safety commiee
can operate whether or not there is an elected safety representative.
13.3.5.4 For ships with fewer than five seafarers on board, the master should
ensure that information sharing, training and consultations on health
and safety issues are carried out on board.
13.3.6 Support for safety officials
13.3.6.1 The company and master have a duty to facilitate the work of any
safety ocial, providing them with access to a copy of this Code
and any relevant legislation, marine notices and other information,
including:
●
findings of the risk assessment and measures for protection in
place
●
any other factors aecting the health and safety of people
working on the ship
●
details of firefighting, first aid and other emergency procedures
●
statistical information taken into account when conducting risk
assessments.
Reg 19(1)
13.3.6.2 Relevant information might include that concerning dangerous
cargoes, maintenance work, the hazards of machinery, plant and
equipment, processes and substances in use, and appropriate
precautions. All employers should cooperate to obtain information
about the findings of their risk assessment.
13.3.6.3 The company and master, cooperating with other employers, must
also ensure that safety ocials have the necessary resources and
means. This will include providing any necessary accommodation
and oce supplies. They should also allow them sucient time o
from their duties without loss of pay so they can fulfil their functions
or undertake any necessary health and safety training.
166 Safety ofcials Code of Safe Working Practices for Merchant Seafarers
13.3.7 Company recording of accidents
13.3.7.1 On a ship where no safety ocer is appointed under the
regulations, the company must ensure that a record is kept of
all incidents resulting in death, or serious injury as defined in
the Merchant Shipping (Accident Reporting and Investigation)
Regulations 2012. This record must be available on request to
any elected representative, and any person duly authorised by
the Secretary of State.
Reg 19(2); SI 2012/1743 as amended
13.3.8 Receiving representations about health and safety
13.3.8.1 The company and employers must enable seafarers and others
working on board or their elected representatives to make
representations about health and safety, and should also accept
representations or recommendations from the safety ocer.
The company and master will also receive representations from
competent people appointed under Regulation 15, safety ocers
and safety commiees. These should be carefully considered
and any agreed measures should be implemented as soon as
reasonably practicable.
13.3.8.2 The reaction to such representations will be seen as a measure
of commitment to health and safety on board. All representations
received, from any source, should be considered carefully. If there
is likely to be a delay in giving an answer, tell whoever has made
the representations as soon as possible. Implement any safety
suggestions, when it is feasible and reasonable to do so, as soon as
possible. Give reasons in writing if suggestions for health and safety
measures are rejected. Acknowledge all suggestions put forward,
whether or not a wrien response is needed.
13.3.8.3 The master must take a close interest in the work of the safety
ocials on board. They should check that the safety ocer is
doing their duties eectively, but should also give encouragement
and support. The master is in the best position to ensure that the
commiee works successfully, by encouraging participation and
cooperation from all members.
13.3.8.4 The accident reporting regulations govern when to report an
incident to the Marine Accident Investigation Branch (MAIB) of the
Department for Transport. It may sometimes be appropriate for the
company to inform other ships in the fleet of an incident, and give
appropriate recommendations on action to take, in line with the
company’s safety management system.
SI 2012/1743 as amended
Chapter 13
Code of Safe Working Practices for Merchant Seafarers Safety ofcials 167
13.4 Duties of safety officers
SI 1997/2962; Reg 16
13.4.1 General advice to safety officers
13.4.1.1 The safety ocer must maintain a good working relationship with
the safety representatives by, for example, inviting them to join in
regular inspections of each part of the ship or, while carrying out an
investigation, consulting them on safety maers and arrangements,
and in particular on any follow-up action proposed.
13.4.1.2 The safety ocer’s relationship with the safety commiee is
dierent. The safety ocer is both a member of the commiee and
to some extent subject to its direction. A commiee has the right to
inspect any of the records that a safety ocer is required by law to
keep, and has the power to require the safety ocer to carry out any
health or safety inspections considered necessary.
13.4.2 Advice on compliance with safety requirements
13.4.2.1 The safety ocer is required by the regulations to try to ensure
compliance with the provisions of this Code and any health and
safety guidance and instructions for the ship.
Reg 16
13.4.2.2 The safety ocer’s role should be a positive one, seeking to initiate
or develop safety measures before an incident occurs rather than
aerwards. They should:
●
look out for any potential hazards and the means of preventing
incidents
●
try to develop and sustain a high level of safety consciousness
among seafarers so that individuals work and react instinctively
in a safe manner and are aware of the safety of themselves and
others. The objective is to become the ship’s adviser on safety,
who the master, ocers and all seafarers will naturally turn to for
advice or help on safe working procedures
●
where unsafe practice is observed, approach the individual
or responsible ocer concerned to suggest improvements
in working methods or use the safety commiee to discuss
examples of dangerous or unsafe practices in a particular area.
If this brings no improvement, the safety ocer should approach
the head of department or, as a last resort, the master to use
their influence
●
ensure that each worker joining the ship is instructed in all
relevant health and safety arrangements, and of their importance,
before starting work. A suggested outline for this induction is
given in Chapter 2
168 Safety ofcials Code of Safe Working Practices for Merchant Seafarers
●
where possible, ensure that arrangements are made for each new
entrant to work with a safety-conscious seafarer
●
remind experienced seafarers joining the ship for the first time
of the importance of a high level of safety consciousness and of
seing a good example to less experienced seafarers.
13.4.2.3 The safety ocer should also promote safety on board, subject to
the agreement of the master, by:
●
arranging the distribution of booklets, leaflets and other advisory
material on safety maers
●
supervising the display of posters and notices, replacing and
renewing them regularly
●
arranging for the showing of films on safety publicity and, where
appropriate, organising discussions on the subjects covered
●
encouraging seafarers to send in ideas and suggestions for
improving safety and geing their support for any proposed
safety measures which may aect them (the person making a
suggestion should always be told about decisions reached and
any action taken)
●
eectively communicating new requirements or advice in relevant
shipping legislation, marine notices and company and ship’s rules
and instructions relating to safety at work on the ship.
13.4.3 Investigation of accidents and dangerous occurrences
13.4.3.1 The safety ocer must investigate notifiable accidents or
dangerous occurrences aecting people on board ship or during
access, as well as potential hazards to health and safety and
any reasonable complaints made by any personnel. They must
make recommendations to the master. They should record and
investigate, as appropriate, all incidents reported by personnel or
passengers.
13.4.3.2 The safety commiee may commission additional health or safety
investigations or inspections.
13.4.4 Safety inspections
13.4.4.1 The safety ocer must ensure that each accessible part of the ship
has a health and safety inspection at least once every three months,
or more frequently if there have been substantial changes in the
conditions of work.
13.4.4.2 ‘Accessible’ means all parts of the ship to which any seafarer has
access without prior authority.
Chapter 13
Code of Safe Working Practices for Merchant Seafarers Safety ofcials 169
13.4.4.3 Deciding whether ‘substantial changes in the conditions of work’
have taken place is a maer of judgement. Changes are not limited
to physical maers, such as new machinery, but can include
changes in working practices or possible new hazards. Keep a
record of all inspections.
13.4.4.4 It is not necessary to inspect the whole ship at one time, as long
as each accessible part is inspected every three months. It may be
easier to get quick and eective action on recommendations arising
out of an inspection dealing with one section at a time. The safety
ocer should ensure that the inspections are carried out when
necessary. Before beginning any inspection, read previous reports
of inspections of the section, together with the recommendations
made and the subsequent action taken. Read the control measures
identified in any relevant risk assessment, and check compliance
with them during the inspection. Note any recurring problems and,
in particular, recommendations for actions that have not been
done. However, do not allow the findings of previous inspections to
prejudice any new recommendations.
13.4.4.5 Safe access, the environment and working conditions are major
items to consider, but it is not possible to give a definitive checklist
of everything to look for. Suggestions for consideration on these
issues are given in Annex 13.1.
13.4.4.6 The safety ocer must make representations and, where
appropriate, recommendations to the master, and through
the master to the company, about any deficiency in the ship
in respect of statutory requirements relating to health and safety,
relevant merchant shipping notices and the provisions of this Code.
13.4.4.7 To fulfil this function properly, the safety ocer needs to be familiar
with the appropriate regulations. The introduction of new regulations
or of amendments to existing regulations will be announced in
marine notices issued by the MCA.
13.4.5 Record of accidents and dangerous occurrences
13.4.5.1 The safety ocer must maintain a record of all accidents and
dangerous occurrences in line with procedures in the ship’s
safety management system. On a ship where no safety ocer is
appointed, this duty falls to the company. These records must be
made available on request to any safety representative, the master
or to any person duly authorised by the Secretary of State.
170 Safety ofcials Code of Safe Working Practices for Merchant Seafarers
13.4.6 Duty to stop dangerous work
13.4.6.1 The safety ocer must stop any work in progress which they
reasonably believe may cause an accident and immediately inform
the master (or a nominated deputy) who is responsible for deciding
when work can safely continue.
Reg 16(1)9f
13.4.6.2 This does not apply to an emergency action to safeguard life, even
though the action itself may involve a risk to life. These regulations
do not require the safety ocer to carry out their duties to inspect,
keep records or make recommendations at a time when emergency
action to safeguard life or the ship is being taken.
13.4.6.3 The safety ocer should also encourage other seafarers to stop any
work that the seafarer reasonably believes could cause an accident.
13.5 Powers of safety representatives
13.5.1 Unlike the safety ocer, the safety representative has powers, not
duties, although membership of the safety commiee imposes
certain obligations.
13.5.2 Safety representatives may, with the agreement of the safety ocer,
participate in investigations and inspections carried out by the
safety ocer or, aer notifying the master or a nominated deputy,
may carry out their own investigation or inspection.
13.5.3 They may also make representations to the company or the relevant
employer on potential hazards and dangerous occurrences, and
to the master, company or employer on general health and safety
maers, such as the findings of the risk assessment, health and
safety training, and the introduction of new technology.
13.5.4 They may request, through the safety commiee, that the safety
ocer investigates and reports back to them, and may inspect
any of the records the safety ocer is required to keep under the
regulations. They should ensure that they see all incident reports
submied to the MAIB under the accident reporting regulations
(see section 13.3.8.4).
Chapter 13
Code of Safe Working Practices for Merchant Seafarers Safety ofcials 171
13.6 Advice to safety representatives
13.6.1 Safety representatives should be familiar with the relevant safety
regulations and guidance for UK-registered ships, regulations,
marine notices and guidance issued by the MCA.
13.6.2 The eectiveness of safety representatives will depend mainly on
good cooperation between them, the company, other employers,
the master, heads of department and safety ocer.
13.6.3 Safety representatives should:
●
put forward their views and recommendations in a firm but
reasonable and helpful manner
●
be sure of the facts
●
be aware of the legal position
●
be conscious of what is reasonably practicable.
13.6.4 Having made recommendations, they should ask to be kept
informed of any follow-up actions taken, or the reasons why such
action was not possible.
13.6.5 If a safety representative finds that their eorts are being
obstructed, or they are denied facilities, they should bring the maer
to the aention of the safety ocer or of the master through the
safety commiee. They should aim to sele any diculties on board
ship or through the relevant employer or the company. If this proves
impossible, the problem should be referred to the trade union or to
the MCA.
13.7 Advice to safety committees
13.7.1 The safety commiee is a forum for consultation between the
master, safety ocials and others of maers relating to health and
safety. It may be used by individual employers for consultation
with the company and seafarers. Its eectiveness will depend on
the commitment of its members, in particular that of the master.
Because of its broad membership, and because the master chairs
it, the commiee can take eective action in all maers it discusses
other than those requiring the authorisation of the company and
individual employers. Do not use safety commiee meetings for
instruction or training.
13.7. 2 The frequency of meetings will be determined by circumstances,
but the commiee should meet regularly, considering the paern
of operation of the ship and the arrangement for manning, and
frequently enough to ensure continuous improvement in safety.
In particular, a meeting should also take place aer any serious
incident or accident on the ship, if the normal meeting is not due
within a week.
172 Safety ofcials Code of Safe Working Practices for Merchant Seafarers
13.7.3 Circulate an agenda (together with any associated documents and
papers, and the minutes of the previous meeting) to all commiee
members, giving them enough time to read the contents and
prepare for the meeting.
13.7.4 If there is a long agenda it may be beer to hold two meetings close
together rather than one long one. If two meetings are held, discuss
the most urgent maers at the first meeting.
13.7.5 The first item on the agenda should be the minutes of the previous
meeting. This allows any correction to the minutes to be recorded
and gives the opportunity to report any follow-up action taken.
13.7.6 The last but one item should be ‘any other business’. This enables
last-minute items to be introduced, and prevents the wrien agenda
being a stop on discussion. Limit ‘any other business’ to important
issues that have arisen since the agenda was prepared. Include all
other items in the agenda of the next meeting.
13.7.7 The last item on the agenda should be the date, time and place of
the next meeting.
13.7.8 In the minutes of each meeting record concisely the business
discussed and conclusions reached. Give a copy to each commiee
member. Agree the minutes as soon aer the meeting as possible,
or amend them if necessary, and then agree them under the first
agenda item of the following meeting (see section 13.7.5).
13.7.9 Keep a minutes file or book together with a summary of
recommendations recording the conclusions reached. This provides
a permanent source of reference and ensures continuity if there are
changes in personnel serving on the commiee.
13.7.10 Keep all seafarers informed on maers of interest that have been
discussed; for example, by posting summaries or extracts from the
minutes on the ship’s noticeboards. Invite suggestions by similarly
posting the agenda before meetings.
13.7.11 Send the relevant extracts from the agreed minutes via the master to
the company and, where appropriate, to individual employers, even
when the maers referred to have already been taken up with them.
Keep a record of the response or action taken by the company.
Chapter 13
Code of Safe Working Practices for Merchant Seafarers Safety ofcials 173
13.8 Accident investigation
13.8.1
The investigation of accidents and incidents plays a very
important part in safety. The identification and study of
accidents, principally through the MAIB’s accident reporting
system, helps prevent similar events happening in future.
SI 2012/1743
Marine Guidance Note MGN 564 (M+F) Amendment 1 explains how
to comply with the statutory requirements.
13.8.2 The master is responsible for the statutory reporting of accidents
and dangerous occurrences covered by the regulations. Where
a safety ocer is on board, however, it is their statutory duty to
investigate every such incident. The master will rely extensively on
the results and record of the safety ocer’s investigation when
completing their report. The stages of a typical investigation might
be as follows:
13.8.3
●
When an incident occurs, prioritise the safety of the injured and
those assisting them, and the immediate safety of the area.
●
Once sucient help is available, however, the safety ocer should
avoid geing involved with the rescue operation and concentrate
on establishing the immediate facts about the incident.
●
Record the names – and addresses in the case of non-crew
personnel – of everyone present near the incident. Not all will be
witnesses but this can be ascertained later.
●
Note and mark the position of the injured, and the use and
condition of any protective clothing, equipment or tools likely to
have been used.
●
Put any portable items that might be relevant to the investigation
into safe storage.
●
Sketches and photographs are oen useful.
●
When the injured people have been removed, the safety ocer
should do a more detailed examination at the scene of the
incident, watching out for any changes that might have occurred
since the incident and any remaining hazards.
SI 1997/2962; Reg 16(1)(b)
174 Safety ofcials Code of Safe Working Practices for Merchant Seafarers
The points concerning an incident to look out for will depend on the
circumstances. For example, aer an incident during boarding, note
the following:
●
compliance with control measures identified by the risk assessment
●
the type of access equipment in use
●
the origin of the access equipment (eg ship’s own or provided
from shore)
●
the condition of the access equipment, noting any damage such
as a broken guardrail or rung. Examine the position and extent
of any damage so that it may be compared with witnesses’
statements. Note whether the damage was present before the
incident, during or as a result of the incident. (If it was present
before the incident it might have been potentially dangerous but
may not have been a factor in the incident.)
●
any eect of external factors on the condition of the equipment
(eg ice, water or oil on the surface)
●
the deployment of the equipment (eg location of the quayside
and shipboard ends of the equipment)
●
the rigging of the equipment, the method of securing, the
approximate angle of inclination
●
the use of ancillary equipment (eg safety net, lifebuoy and lifeline,
lighting)
●
the safety of shipboard and quayside approaches to the
equipment (eg adequate guardrails, obstructions and obstacles)
●
any indication of how the incident might have happened (but
approach subsequent interviews with witnesses with an open mind)
●
the weather conditions at the time
●
the distances, where helpful or relevant.
For all incidents, consider human and organisational factors that may
have contributed to the accident. Marine Guidance Note MGN 520
(M) includes common factors in accidents.
Chapter 13
Code of Safe Working Practices for Merchant Seafarers Safety ofcials 175
The following are examples of issues that may be relevant:
Individual factors
●
honest errors and mistakes versus violations and recklessness.
Job factors
●
physiological and psychological problems caused by the ship
environment (eg noise aecting communication, vibration,
changes in workload/duties)
●
working paern and likelihood of fatigue and stress
●
any recent technical changes and the associated training or
instruction
●
job and equipment design
●
eectiveness of procedures
●
performance-influencing factors
●
teamwork and communication.
Organisational factors
●
policies, organisation, culture
●
recruitment and competence assurance
●
bullying and harassment.
13.8.4 Interview the witnesses as soon as possible aer the incident while
memories are still fresh. There may be people who were not actually
witnesses but who may make valuable contributions, such as a
seafarer who was present when an order was given. Do not overlook
these people. If it is not possible for some reason to interview a
particular person, ask them to send the safety ocer their own
account of the incident.
13.8.5 Do the interview in an informal atmosphere to put the witness at
their ease. The safety ocer should first explain the purpose of the
interview and take some details of the witness’s background. Keep
any personal bias out of the interview. Ask the witness to talk about
the event in their own way with as few interruptions as possible.
Test the accuracy of what they say. There may, for example, be
discrepancies between the accounts of dierent witnesses,
between dierent parts of a statement, or with the safety ocer’s
own observations, which the safety ocer may want to query. Avoid
asking leading questions which imply a particular answer. Also avoid
asking simple questions requiring only a yes/no answer as these
stop the witness from thinking about what they are saying. Finally,
the safety ocer should go over the statement with the witness to
ensure that it has been accurately recorded.
176 Safety ofcials Code of Safe Working Practices for Merchant Seafarers
13.8.6 Prepare statements for signature by the witness as quickly as
possible. However, if the witness changes their mind about
signing a statement, the safety ocer should annotate it to say it
was prepared on the basis of an interview with the witness who
subsequently refused to sign it or comment further. Where the
witness asks for extensive alterations to the original statement a
fresh statement may have to be prepared, but the original statement
should be annotated by the safety ocer and retained.
13.8.7 It is helpful to adopt a standard format for statements by incident
witnesses. A suggested format is shown in Annex 13.2.
13.8.8 It is important to distinguish between facts and opinions. Facts can
normally be supported by evidence whereas opinions are personal
beliefs. An investigation must depend on the facts gathered, but
opinions can be helpful in pursuing a particular line of enquiry so do
not disregard them.
13.8.9 Any record of incidents and dangerous occurrences (see section
13.4.5.1) should contain at least the following:
●
details of incidents/dangerous occurrences/investigations/
complaints/inspections
●
date
●
people involved
●
nature of injuries suered
●
all statements made by witnesses
●
any recommendations/representations
●
any action taken.
13.8.10 Additionally, it is suggested that it should contain:
●
a list of witnesses; their addresses, positions and occupations
●
the whereabouts of original signed statements made by the
witnesses
●
the date when the accident/dangerous occurrence reports were
sent to the MAIB (if applicable)
●
a list of items collected; why and where they are stored
●
an index.
13.8.11 Keep the record with the ship because it must be made available on
request to the safety representative and safety commiee, if any. It
is also a necessary item of reference for safety ocers on board the
ship. If the ship is sold and remains on the UK register, the record
should be transferred with the ship. Where the ship becomes a
foreign ship the original owners should keep the record.
Chapter 13
Code of Safe Working Practices for Merchant Seafarers Safety ofcials 177
●
The safety ocer should encourage other seafarers to stop
any work that a seafarer reasonably believes could cause
an accident.
●
Keep seafarers informed of maers of interest from safety
commiee meetings and details that could help prevent
future incidents.
●
The company must appoint a safety commiee on every ship
with five or more seafarers.
●
The master is responsible for the statutory reporting of accidents
and dangerous occurrences covered by the regulations.
178 Safety ofcials Code of Safe Working Practices for Merchant Seafarers
Annex 13.1 Checklist for safety officer’s
inspection
The following are examples of questions that the safety ocer
should ask. This is not an exhaustive list; it will vary according to the
design or conditions on a particular ship.
Means of access/safe movement
●
Are the means of access, if any, to the area being inspected
(particularly ladders and stairs), in a safe condition, well lit
and unobstructed?
●
If any means of access is in a dangerous condition (eg when a
ladder has been removed) is the danger suitably blocked o and
have warning notices been posted?
●
Is access through the area of inspection both for transit and
working purposes clearly marked, well lit, unobstructed and safe?
●
Are fixtures and fiings over which seafarers might trip or which
project (particularly overhead, thereby causing potential hazards),
suitably painted, cushioned or marked?
●
Is any gear that has to be stowed within the area suitably secured?
●
Are all guardrails in place, secure and in good condition?
●
Are all openings through which a person could fall suitably fenced?
●
If portable ladders are used, are they properly secured and at a
safe angle?
Working environment
●
Is the area safe to enter?
●
Are lighting levels adequate?
●
Is the area clear of rubbish, combustible material, spilled oil, etc?
●
Is ventilation adequate?
●
Are seafarers adequately protected from exposure to noise
where necessary?
●
Are dangerous goods and substances le unnecessarily in the
area or stored in a dangerous manner?
●
Are loose tools, stores and similar items le lying around
unnecessarily?
Chapter 13
Code of Safe Working Practices for Merchant Seafarers Safety ofcials 179
Working conditions
●
Is machinery adequately guarded where necessary?
●
Are any necessary safe operating instructions clearly displayed?
●
Are any necessary safety signs clearly displayed?
●
Are permits to work used when necessary?
●
Are seafarers working in the area wearing any necessary
protective clothing and equipment?
●
Is protective clothing and equipment in good condition and being
used correctly?
●
Is there any evidence of defective plant or equipment, and if so,
what is being done about it?
●
Is the level of supervision adequate, particularly for inexperienced
seafarers?
●
What practicable safety improvements could be made?
General
●
Are all statutory regulations and company safety procedures
being complied with?
●
Is the safety advice in publications such as this Code, merchant
shipping notices, etc. being followed where possible?
●
Can the seafarers in the area make any safety suggestions?
●
Have any faults identified in previous inspections been rectified?
180 Safety ofcials Code of Safe Working Practices for Merchant Seafarers
Annex 13.2 Voluntary statement
Relating to an accident on board/name of ship/ocial number
..................... on/date of accident/at/time of accident.
Particulars of witness
Name ……………………………………………………………………...........……………………………………………
Rank and occupation ………………………………………………………………………….…………………
Home address of crew members
…………………………………………………………………………………………………………………………………………
…………………………………………………………………………………………………………………………………………
…………………………………………………………………………………………………………………………………………
…………………………………………………………………………………………………………………………………………
……………………………………………………………………………………
Address of employment of others
…………………………………………………………………………………………………………………………………………
…………………………………………………………………………………………………………………………………………
…………………………………………………………………………………………………………………………………………
…………………………………………………………………………………………………………………………………………
……………………………………………………………………………………
Statement of witness
I make this statement voluntarily, having read it before signing it and
believing the same to be true.
Signature of witness ……..………………………………............……………………………………………
Date ……………………...……………………………… Time .………..........……………………………………….
Particulars of interviewer
Name ……………………………………………………………………………………............……………………………
Rank ……………………………………………………………………………………………………………………............
Chapter 14
Code of Safe Working Practices for Merchant Seafarers Permit to work systems 181
14
Permit to work systems
14.1 Introduction
14.1.1 There are many types of operation on board ship when the routine
actions of one person may inadvertently endanger another, or when a
series of steps needs taking to protect the people doing specific work.
14.1.2 In this chapter and its annexes:
●
‘competent person’ means someone designated and
authorised for the task covered by a permit to work under the
safety management system (SMS)
●
an ‘authorised officer’ means someone designated and authorised
to issue and close permits to work under the SMS.
Key points
●
Always use a permit to work where the ship’s SMS requires it.
It is based on the company’s risk assessment procedures.
●
Using a permit to work ensures that you will follow the
necessary control measures to do the work safely.
●
Do only the work specified on the permit to work.
●
Ensure that the permit to work is completed and followed until
the authorised ocer has closed it.
Your organisation should
●
identify the hazards and ensure they are eliminated or
eectively controlled. The company is responsible for seeing
that this happens
●
put in place appropriate control measures to protect people
who may be aected, based on the hazards and findings
identified in the risk assessment. A permit to work is a formal
record to confirm that control measures are in place when
particular work is being done
●
be aware that the competent person doing the specified work
should not be the same person as the authorised ocer for
the same task.
182 Permit to work systems Code of Safe Working Practices for Merchant Seafarers
14.2 Permit to work systems
14.2.1 A permit to work provides an organised and predefined safety
procedure. It does not in itself make the job safe but ensures that
you follow measures for safe working.
14.2.2 Your ship’s SMS will tell you when to use a permit to work, and will
provide the form for it. Each permit to work should be relevant and
as accurate as possible for the task.
A permit to work should include the:
●
location of the work to be done
●
details of the work to be done
●
nature of any preparatory tests undertaken, and the results
●
measures undertaken to make the job safe
●
safeguards to take during the operation
●
period of validity of the permit to work (should not exceed
24 hours)
●
time limits applicable to the work that it authorises.
●
Before signing the permit, the authorised ocer should ensure
that all safety precautions and measures specified as necessary
have been taken, or that procedures are in place.
●
The authorised ocer is responsible for the work until they have
either closed the permit or formally transferred it to another
authorised ocer and fully briefed them on the situation.
●
Anyone who takes over from the authorised ocer, either
routinely or in an emergency, should sign the permit to indicate
transfer of full responsibility.
●
The competent person responsible for carrying out the specified
work should countersign the permit to indicate that they
understand the safety precautions and measures to be observed.
●
When the work is complete, the competent person should
notify the authorised ocer and ensure that the authorised
ocer has closed the permit.
Chapter 14
Code of Safe Working Practices for Merchant Seafarers Permit to work systems 183
14.2.3 Annex 14.1 gives examples of permits to work for various types of
activity, showing different approaches. Annexes 14.1.1 and 14.1.2 are
permits to work which record that safety measures have been put
in place before the work begins (Annex 14.1.1 is for enclosed spaces
and Annex 14.1.2 is for work at height/over the side). Annex 14.1.3 is
a general permit to work for handing the site over to the competent
person doing the work, and sets out the safety measures to put in
place. Use Annex 14.1.3 only when alternative safety procedures are
in place to ensure that measures have been carried out before work
begins. You may adapt these examples to the circumstances of
the individual ship or the job to be carried out, in the light of the
risk assessment.
14.3 Sanction to test systems
14.3.1 A sanction to test may be required when additional controls
are needed for the testing of high-risk systems, such as
high-voltage
systems. You should issue this following the
same procedure as a permit to work.
14.3.2 Only one permit to work or sanction to test should be in force at
any one time for the same apparatus/equipment.
14.3.3 Issue a sanction to test when testing operations require the removal
of the circuit main earth . Note: maintenance and repair cannot
be carried out under a sanction to test.
14.3.4 Annex 14.2 is an example of a sanction to test for testing work
carried out on electrical high-voltage systems over 1,000 volts.
It shows the headings and requirements for each section. You can
adapt these to the circumstances of the individual ship, the ship’s
electrical high-voltage system, or the job to be carried out, in light of
the risk assessment.
184 Permit to work systems Code of Safe Working Practices for Merchant Seafarers
Annex 14.1 Permits to work
Permits to work are normally required for the following categories
of work:
●
entry into an enclosed space
●
any work requiring use of gas testing/equipment
●
any work requiring isolation of machinery or power system
●
hot work
●
working at height/over the side
●
general electrical (under 1000 volts)
●
electrical high voltage (over 1000 volts)
●
working on deck during adverse weather
●
lifts, lift trunks and machinery.
This list is not exhaustive; permits to work, following a similar
format, may be required and developed by the company for other
categories of work.
Annex 14.1.1
PERMIT TO WORK: ENTRY INTO ENCLOSED SPACES
Note (i): The authorised officer should insert the appropriate details
when the sections for other work or additional precautions are used.
Note (ii): The competent person should tick each applicable box as
they make their check.
Note (iii): This permit to work contains five sections.
SECTION A – Scope of work
Location (name of space) .............................................................................................
Plant apparatus/identification (designation of machinery/equipment)
......................................................................................................................................................
Work to be done (reason for entry)
......................................................................................................................................................
Permit issued to (name of competent person carrying out work or in
charge of the work party)
......................................................................................................................................................
This permit is valid: from ................... hours Date .......................
to ....................... hours
Chapter 14
Code of Safe Working Practices for Merchant Seafarers Permit to work systems 185
SECTION B – Checklists
Has a risk assessment been carried out for the proposed work? Y/N
Has a toolbox talk been carried out? Y/N
No conflict with any other permit to work in force? Y/N
B1 – Pre-entry preparation
To be completed by the authorised officer
Checklist Checked
1. Space thoroughly ventilated. If not, ensure that section
B3 is also completed.
2. Atmosphere tested and found safe. If safe atmosphere
not tested, ensure that section B3 is also completed.
3. Space secured for entry (verified all isolations, lock
outs and tag outs are in place for safe entry and work).
4. Testing equipment available for regular checks while
space is occupied and aer breaks.
5. Arrangements for ventilation for duration of permit
to work. If ventilation not possible, ensure section B3 is
also completed.
6. Adequate access and lighting.
7. Rescue and resuscitation equipment available at
entrance.
8. Competent person in aendance at entrance.
9. Relevant officer of the watch advised of planned entry.
10. Appropriate communication arrangements agreed
between aendant and those entering, including
emergency signals.
11. Emergency and evacuation procedures agreed and
in place.
12. All equipment to be used of appropriate type.
13. Personal protective equipment to be used: safety
helmet, safety harness as necessary.
186 Permit to work systems Code of Safe Working Practices for Merchant Seafarers
B2 – Pre-entry checklist
To be completed by each person entering the space
Names of persons
entering the space
I have received instructions and authorisation
from the authorised officer to enter the
dangerous space.
Section 1 of this permit has been completed
by the authorised person.
I have agreed and understand the
communication procedures.
I have agreed upon a reporting interval of ……..
minutes.
Emergency and evacuation procedures have
been agreed and are understood.
I have witnessed the testing of the
atmosphere within the space and am
satisfied it is safe to enter.
I am aware that the space must be vacated
immediately in the event of ventilation failure
or if the atmosphere test shows a change
from agreed safe criteria.
Signatures of persons entering the space
Chapter 14
Code of Safe Working Practices for Merchant Seafarers Permit to work systems 187
B3 – Breathing apparatus and other equipment
To be completed by the competent person
Breathing apparatus should only be used to enter unsafe spaces
in cases of emergency or for the purpose of atmosphere testing.
Checklist Checked
1. Those entering the space familiar with any breathing
apparatus to be used
2. Breathing apparatus tested and found satisfactory
3. Means of communication tested and found
satisfactory
4. Those entering wearing rescue harnesses and lifelines
where practicable
5. Although the enclosed space is potentially unsafe, the
adequate breathing apparatus and relevant procedures
will be used to mitigate risk, and the reason for entry into
the unsafe space is due to an emergency, or for essential
atmosphere testing.
B4 – Other work/additional precautions
To be completed by the authorised officer
Checklist Checked
188 Permit to work systems Code of Safe Working Practices for Merchant Seafarers
SECTION C – Certificate of checks
I confirm that I am satisfied that all precautions have been taken and
that safety arrangements will be maintained for the duration of the
work.
Competent person
Name ............................................ Signature ....................................................................
Time ............................................... Date ..............................................................................
I am satisfied that all precautions set out in B1 to B4 have been taken
and that safety arrangements will be maintained for the duration of
the work.
Authorised officer
Name ............................................. Signature ...................................................................
Time ............................................... Date ..............................................................................
Note: After signing the receipt, this permit to work should be
retained by the competent person in charge at the place where
the work is being carried out until the work is complete and the
clearance section signed.
SECTION D – Personnel entry
Names Time in Time out
Chapter 14
Code of Safe Working Practices for Merchant Seafarers Permit to work systems 189
SECTION E – Cancellation of certificate
The work has been completed*/cancelled* and all persons under my
supervision, materials and equipment have been withdrawn.
Competent person
Name ............................................ Signature ....................................................................
Time ............................................... Date ..............................................................................
* Delete words not applicable and where appropriate state: The
work is complete*/incomplete* as follows: [description]
.......................................................................................................................................................
.......................................................................................................................................................
.......................................................................................................................................................
.......................................................................................................................................................
The worksite has been inspected; I accept that all persons, material
and equipment have been withdrawn, and the site is secured
against entry*/ safe for entry*.
Authorised officer
Name ............................................ Signature ....................................................................
Time ............................................... Date ..............................................................................
*Delete words not applicable.
190 Permit to work systems Code of Safe Working Practices for Merchant Seafarers
Annex 14.1.2
PERMIT TO WORK: WORKING AT HEIGHT/OVER THE SIDE
Note (i): The authorised officer should indicate the sections
applicable by ticks in the left-hand boxes next to headings, deleting
any subheading not applicable.
Note (ii): The authorised officer should insert the appropriate details
when the sections for other work or additional precautions are used.
Note (iii): The competent person should tick each applicable right-
hand box as they make their check.
Note (iv): This permit to work contains four sections.
SECTION A – Scope of work
Location (name of space)
.......................................................................................................................................................
Plant apparatus/identification (designation of machinery/equipment)
.......................................................................................................................................................
Work to be done [description]
.......................................................................................................................................................
Permit issued to (name of competent person carrying out work or in
charge of the work party)
.......................................................................................................................................................
This permit is valid: from ................... hours Date .......................
to ....................... hours
NOTE: The validity of this permit to work should not exceed
24 hours.
SECTION B – Checklists
To be completed by the authorised officer (AO) and competent
person (CP)
Chapter 14
Code of Safe Working Practices for Merchant Seafarers Permit to work systems 191
B1 – Preliminary checklist
Checklist Checked (AO) Checked (CP)
Has a risk assessment been
carried out for the proposed
work?
Has a toolbox talk been
carried out?
No conflict with any other
permit to work in force?
B2 – Preparation checklist
Checklist Checked (AO) Checked (CP)
1. Duty officer informed
2. Warning notices posted
3. On-deck supervisor
identified
4. Equipment in good order
5. Work on funnel:
●
advise duty engineer;
●
isolate whistle.
6. Work near radar
scanners/radio aerials:
●
isolate radar and
scanner/radio room
notified;
●
notices placed to stop
the use of radar/radio.
7. Work over the side:
●
advise duty officer/
engineer;
●
lifebuoy and lifeline
ready.
192 Permit to work systems Code of Safe Working Practices for Merchant Seafarers
8. Personal protective
equipment to be used:
●
safety helmet;
●
safety harness and
line aached to a
strong point;
●
lifejacket;
●
other (please list).
9. All tools to be raised and
lowered secured on a lanyard/
belt or in a bag.
10. Has a plan been agreed
and necessary equipment
been put in place to achieve
an effective rescue?
SECTION C – Certificate of checks
I confirm that I am satisfied that all precautions have been taken and
that safety arrangements will be maintained for the duration of the
work and no attempt will be made by me or people under my charge
to work on any other apparatus or in any other area.
Competent person
Name ............................................ Signature ....................................................................
Time ............................................... Date ..............................................................................
I am satisfied that all precautions have been taken and that safety
arrangements will be maintained for the duration of the work and no
attempt will be made by me or people under my charge to work on
any other apparatus or in any other area.
Authorised officer
Name ............................................ Signature ....................................................................
Time ............................................... Date ..............................................................................
Note: After signing the receipt, this permit to work should be
retained by the competent person in charge at the place where the
work is being carried out until work is complete and the clearance
section signed.
SECTION D – Cancellation of certificate
The work has been completed*/cancelled* and all persons under
my supervision, materials and equipment have been withdrawn and
warned that it is no longer safe to work on the apparatus detailed in
this permit to work.
Chapter 14
Code of Safe Working Practices for Merchant Seafarers Permit to work systems 193
Competent person
Name ............................................ Signature ....................................................................
Time ............................................... Date ..............................................................................
* Delete words not applicable and where appropriate state:
The work is complete*/incomplete* as follows: [description] (*Delete
words not applicable)
.......................................................................................................................................................
.......................................................................................................................................................
.......................................................................................................................................................
.......................................................................................................................................................
The worksite has been inspected; I accept that all persons, material
and equipment have been withdrawn and all persons warned that it
is no longer safe to work on the apparatus detailed in this permit to
work.
Authorised officer
Name ............................................ Signature ....................................................................
Time ............................................... Date ..............................................................................
194 Permit to work systems Code of Safe Working Practices for Merchant Seafarers
Annex 14.1.3
PERMIT TO WORK: GENERAL
VESSEL:
PTW No:
AREA OF VESSEL:
1. AUTHORISED OFFICER (AO): TIME:
1.1 WORK DESCRIPTION (Please use BLOCK CAPITALS at all times except for signatures)
Category of work (delete as required): HOT WORK/DANGEROUS SPACE WORK/ WORK AT HEIGHT/
OVERSIDE WORK/GAS TESTING/EQUIPMENT
Equipment to be worked on:
Proposed work description:
COMPETENT PERSONS (CPs)
4
51
62
73
:ynapmoC:erutangiS:)OA( yb detseuqeR
H
AS RISK ASSESSMENT OF THIS TASK BEEN CONDUCTED? YES/NO – If no, STOP THE JOB until one is provided.
H
AS TOOLBOX TALK BEEN CONDUCTED? YES/NO HAS LOLER LIFTING PLAN BEEN CONDUCTED? YES/NO
2
. PRECAUTIONS: Delete as required. Leave applicable item clear.
2.1 GENERAL
(a) Inform other personnel who may be af fected YES/NO
(b) Provide additional access, lighting, ventilation YES/NO
(c) Visit to work site required YES/NO
(d) Rope of f area YES/NO
(e) Post warning signs YES/NO
(f) Provide radio communications YES/NO
2.2 PERSONAL PROTECTIVE EQUIPMENT REQUIRED
Safety helmet YES/NO
Safety boots YES/NO
Coveralls YES/NO
Gloves YES/NO
Safety goggles YES/NO
Safety harness YES/NO
Other (list)
2.3 HOT WORK 2.4 ENTRY INTO DANGEROUS (ENCLOSED) SPACES
(a) Isolate from systems YES/NO
(b) Risk of oxygen deficiency YES/NO
(c) Need to wear breathing apparatus/mask YES/NO
(d) Provide additional ventilation YES/NO
(e) Provide additional lighting YES/NO
(f) Rescue plan provided *required* YES/NO
(g) Portable monitor in use by entry team
*required* YES/NO
(h) Appoint crew standby person YES/NO
If third-party action, crew standby person must be additional to contractor standby person.
(a) Fire watch required YES/NO
(b) Safety watch during breaks YES/NO
(c) Portable extinguisher to be at site Y
ES/NO
(d) Shielding to prevent spread of sparks YES/NO
2.5 ISOLATION/ENERGY RELEASE PROTECTION
If isolation is required, lock down to be confirmed by chief
engineer.
Certificate to be provided and attached to permit to work.
Certificate number: ________________________
2.6 WORKING AT HEIGHT/OVER THE SIDE
Suitable bridge equipment
to be locked out
Have alternative means for task been YES/NO
explored?
Work crew at least two people *required* YES/NO
Life ring with line readily available YES/NO
Rescue plan provided *required* YES/NO
Continuous comms est. with bridge YES/NO
Warning notices posted YES/NO
2.7 CONTRACTOR CONTROL OF WORK SITE
I hereby sign that I agree to take complete control of [insert work site] _____________________________ at the time of issuance
of this permit to work and have satisfied myself that all required isolations are in place to secure this site. – NO CREW IS NOW
TO ENTER THIS SITE.
AO TO SIGN TO TAKE CONTROL OF SITE Signed (AO): __________________________________
2.8 GAS TESTING/EQUIPMENT
Vessels: Serial no. ______________ Calib. date: ______________ Gas testing result: ___________________________________
If outside contractor, certificate must be attached.
2.9 ENSURE NO CONFLICT WITH ANY OTHER PERMIT Completed by (AO signature):
3.
AUTHORISATION BY AO (as named in Part 1)
Authority is hereby given for the work detailed in Part 1.1 to be carried out, provided the precautions in Part 2 are strictly observed.
AUTHORISED BY (AO): SIGNATURE:
TIME: DATE:
PERMIT IS VALID FOR A PERIOD OF 12 HOURS FROM THE TIME AUTHORISED, UNLESS EXTENDED UNDER SECTION 5
CONTACT MASTER
/
Chapter 14
Code of Safe Working Practices for Merchant Seafarers Permit to work systems 195
4. ACCEPTANCE
We accept the conditions of the permit as stated above and will inform all competent persons involved in the work of the
precautions to be taken. We will display a copy of the permit at the work site at all times during the task.
:ERUTANGIS:PC YB DETPECCA
:ERUTANGIS:OA YB DETPECCA
:ETAD:EMIT
5. EXTENSION (Site should be inspected prior to
extension being granted)
Permit must not exceed 24 hrs Signature
First extension granted at: 6hrs on:
Second extension granted at: 6hrs on:
6. COMPLETION (Delete as
required for 6.1)
6.1 Work is complete YES/NO All tools/apparatus have been removed and secured YES/NO
Site is in a safe condition YES/NO Normal operations may be resumed YES/NO
Name (AO): Signature: Date: Time:
6.2 The worksite has been inspected; I accept that all equipment is operational, the site is safe, and that I take back full control
of this site.
CLOSED BY (AO): Signature: Date: Time:
196 Permit to work systems Code of Safe Working Practices for Merchant Seafarers
Annex 14.2 Sanction to test: electrical
high voltage (over 1000 volts)
Note (i): The authorised officer should indicate the sections
applicable by ticks in the left-hand boxes, deleting any subheading
not applicable.
Note (ii): The authorised officer should insert the appropriate details
when the sections for other work or additional precautions are used.
Note (iii): The competent person should tick each applicable right-
hand box as they make their check.
Note (iv): This sanction to test contains six sections.
SECTION A – Scope of work
Location (name of space)
.......................................................................................................................................................
Plant apparatus/identification (designation of machinery/equipment)
.......................................................................................................................................................
Work to be done [description]
.......................................................................................................................................................
Sanction to test issued to (name of competent person carrying out
work or in charge of the work party)
.......................................................................................................................................................
This sanction to: from ................... hours Date .......................
test is valid: to ....................... hours
NOTE: The validity of this sanction to test should not exceed
24 hours.
SECTION B – Checklists
To be completed by the authorised officer (AO) and competent
person (CP)
Chapter 14
Code of Safe Working Practices for Merchant Seafarers Permit to work systems 197
B1 – Preliminary checklist
Checklist Checked (AO) Checked (CP)
Has a risk assessment been
carried out for the proposed
work?
Has a toolbox talk been
carried out?
No conflict with any other
permit to work in force?
B2 – Isolation data checklist
Checklist Checked (AO) Checked (CP)
1. The above apparatus is dead
and has been isolated from
the system at the following
points: [description]
2. Circuit main earths have
been applied to the equipment
at the following points. These
earths may be removed and
replaced to your instructions.
[description]
3. Safety locks [detail location
fitted and identify lock set]
4. Additional precautions to
avoid danger have been taken
by: [description]
198 Permit to work systems Code of Safe Working Practices for Merchant Seafarers
5. Caution/danger notices
have been applied at all points
of isolation as listed above
and safety signs positioned as
follows:
6. Presence of other hazards
including list of other relevant
permits to work/ sanctions to
test:
7. Treat all other apparatus and
areas as dangerous. Further
precautions:
SECTION C – Certificate of checks
I accept responsibility for carrying out the work on the apparatus
detailed in this sanction to test and no attempt will be made by me
or by persons under my charge to work on any other apparatus or in
any other area.
I confirm that the above equipment is dead and isolated from all live
conductors and connected to earth.
I am satisfied that all precautions set out in Section B have been
taken and that safety arrangements will be maintained for the
duration of the work.
Safety key no.............................................................................. Received/applied*
(*Delete word not applicable)
Competent person
Name ............................................ Signature ....................................................................
Time ............................................... Date ..............................................................................
I confirm that the above equipment is dead and isolated from
all live conductors and connected to earth. I am satisfied that all
precautions set out in Section B have been taken and that safety
arrangements will be maintained for the duration of the work.
Safety key no.............................................................................. Received/applied*
(*Delete word not applicable)
Chapter 14
Code of Safe Working Practices for Merchant Seafarers Permit to work systems 199
Authorised officer
Name ............................................ Signature ....................................................................
Time ............................................... Date ..............................................................................
Note
: After signing the confirmation, this sanction to test should
be retained by the competent person in charge at the place where
the work is being carried out until the work is complete and the
clearance section signed.
SECTION D – Clearance of sanction to test
The work for which this sanction to test has been completed*/
cancelled* and all persons under my supervision have been
withdrawn and warned that it is no longer safe to work on the
apparatus detailed in this sanction to test.
All work materials and equipment have been removed.
Competent person
Name ............................................ Signature ....................................................................
Time ............................................... Date ..............................................................................
Safety key no.............................................................................. Received/applied*
The worksite has been inspected; I accept that all persons, material
and equipment have been withdrawn, and the site is secured
against entry*/ safe for entry.*
(*Delete words not applicable)
SECTION E – Cancellation of sanction to test
This sanction to test is cancelled.
Authorised officer
Name ............................................ Signature ....................................................................
Time ............................................... Date ..............................................................................
Safety key no................................................................... Received/applied*
* Delete words not applicable and where appropriate state:
The work is complete*/incomplete* as follows: [description]
......................................................................................................................................................
......................................................................................................................................................
......................................................................................................................................................
......................................................................................................................................................
200 Permit to work systems Code of Safe Working Practices for Merchant Seafarers
Not for resale
Chapter 15
Code of Safe Working Practices for Merchant Seafarers Entering enclosed spaces 201
15
Entering enclosed spaces
15.1 Introduction
15.1.1 An enclosed space is one that is not designed for continuous worker
occupancy and has either or both of the following characteristics:
●
limited openings for entry and exit
●
inadequate ventilation.
SI 2022/96
15.1.2 Any enclosed space deprived of regular and constant ventilation
may become dangerous. The atmosphere in any enclosed space
may at some stage contain toxic or flammable gases or vapours, or
be deficient in oxygen, to the extent that it may endanger the life or
health of any person entering that space. Gases are oen invisible to
the human eye.
15.1.3 Some spaces may be a dangerous enclosed space only
intermiently, perhaps due to the type of cargo carried or work to be
undertaken (eg a compartment during spray painting).
Key points
●
Enclosed spaces pose a particular risk to seafarers. Risk
assessment must be undertaken and appropriate procedures
followed.
●
A register should be made of any enclosed spaces that
seafarers may enter.
●
If in doubt, treat a space as ‘enclosed’ until the atmosphere
has been tested.
●
If the atmosphere is considered to be suspect or unsafe to
enter, then the space should only be entered if it is essential for
the safety of life or of the ship or for testing purposes in such a
scenario and breathing apparatus should always be worn.
202 Entering enclosed spaces Code of Safe Working Practices for Merchant Seafarers
Your organisation should
●
comply with the 2022 enclosed spaces regulations (if
applicable) as well as best practice, to mitigate the risk of
enclosed space entry to seafarers
●
provide all guidance, training and equipment necessary to
ensure safety when entering enclosed spaces.
15.1.4 Any enclosed space is potentially life threatening and every
precaution should be taken both prior to entry and while inside.
The dangers may not be readily apparent and, following testing,
atmospheres can change (eg hot work and use of certain chemicals).
In addition, isolated areas with very low oxygen content or small
concentrations of toxic gases may exist.
Note: A single inhalation with a 5% oxygen content may result
in instantaneous loss of consciousness and subsequent death.
Similarly, small concentrations of a toxic substance may result
in loss of consciousness and subsequent death. Therefore, it is
essential that all necessary precautions are taken, including a risk
assessment, the completion of a permit to work
and frequent
testing of the atmosphere when the space is entered, according to
the schedule set out in the risk assessment.
15.1.5 Awareness of any risks is necessary for all spaces on board ship.
If in doubt, any such space should be regarded as enclosed
and appropriate action taken based on the findings of the risk
assessment. Appropriate control measures should be put in place to
protect anyone who may enter an enclosed space. Procedures (such
as systems of work, permits to work and emergency procedures)
should be part of a ship’s safety management system.
15.1.6 In carrying out their assessment, the competent person
must take into account any cargo previously carried in the space,
ventilation, the coating of the space, the degree of corrosion and
any other relevant factors. The factors aecting adjacent and
connected spaces may be dierent from those aecting the
space to be entered, but may aect the atmosphere in the space
to be entered.
15.1.7 An enclosed space may not necessarily be enclosed on all sides;
for example, ships’ holds may have open tops but the nature of the
cargo makes the atmosphere in the lower hold dangerous. Such
places are not usually considered to be enclosed spaces but the
atmosphere may become dangerous because of a change in the
condition inside or in the degree of enclosure or confinement, which
may occur intermiently (eg in diving bells or saturation chambers).
Personnel need to exercise caution before entering any space on
board a ship that has not been opened for some time. Examples of
such spaces include:
Chapter 15
Code of Safe Working Practices for Merchant Seafarers Entering enclosed spaces 203
●
cargo spaces
●
double booms
●
fuel tanks
●
ballast tanks
●
cargo pump rooms
●
cargo compressor rooms
●
coerdams
●
chain lockers
●
void spaces
●
duct keels
●
inter-barrier spaces
●
sewage tanks
●
boilers
●
engine crankcases
●
engine scavenge air receivers
●
carbon dioxide (CO) rooms
●
baery lockers
●
certain hold ladders enclosed in trunks
●
any spaces adjacent or connected to an enclosed space
(eg cargo space access ways).
This is not an exhaustive list, and awareness of potential risks is
necessary for all spaces on board ship. If in any doubt, any such
space should be regarded as potentially enclosed and appropriate
action taken.
15.1.8 Enclosed spaces can change over time. Risk assessments should
consider how works undertaken may change the atmosphere.
Spaces connected in any way to an enclosed space can become
dangerous due to the migration of gases from the enclosed space.
Migration of gases from another space can also cause the enclosed
space to become dangerous. Precautions must be taken where this is
a possibility.
15.1.9 The possibility of leaks from one space to another should be
considered in risk assessments of any space.
15.1.10 Incidents involving fumigants are likely to occur outside of the
enclosed space due to gas migration.
15.1.11 Any enclosed spaces on the ship should be identified using risk
assessment (carried out in accordance with Annex 1.2). A register
should be made of any enclosed spaces that seafarers may
enter. Throughout the assessment process, there should be an
assumption that the space to be entered is hazardous until proved
positively to be safe for entry. Spaces where the risk of a change in
atmosphere is significant should be included on this register.
204 Entering enclosed spaces Code of Safe Working Practices for Merchant Seafarers
15.1.12 The register should record:
●
the characteristics of the space, including physical layout of the
space and access and egress points
●
any potential hazards
●
measures to prevent entry, including locking and signage
arrangements
●
procedures to follow when entering, including details such as
estimated time needed to ventilate the area
●
information related to ventilation, including equipment and where
the equipment is stored
●
lighting and requirements for temporary lighting
●
requirements for atmospheric testing.
Any diculties inherent in rescue from the space should
also be considered, and solutions identified, so that in the event of
an emergency, the crew is in the best position to respond quickly.
15.1.13 The register should be reviewed regularly and should be available
to any seafarer that may need to enter the space. This is equally
important when a space is not entered regularly. The register should
be updated where new hazards and features of the space are
identified. The register should also be available to those ashore – for
reference when considering time required for entry and repairs.
15.1.14 In addition:
●
if there is any unexpected reduction in or loss of the means of
ventilating spaces that are usually continuously or adequately
ventilated, such spaces should also be dealt with as enclosed
spaces
●
when it is suspected that there could be a deficiency of oxygen
in any space, or that toxic gases, vapours or fumes could be
present, then such a space should be treated as enclosed.
15.1.15 Entrances to all unaended enclosed spaces on a ship should
be kept locked or secured against entry. Any hatches to readily
accessible enclosed spaces should be marked at the entrance to
a dangerous space. When the space is open for work to be carried
out, an aendant should be posted or a barrier and warning sign put
in place. As far as possible, work should be arranged in such a way
that no one has to enter the space.
15.1.16 Some hold ladders are enclosed in trunks that are open at the top
and boom. These are connected to the hold space and will share
any hazardous atmosphere within the parent space. Hazardous
atmosphere can be trapped in these spaces, which may not be
adequately ventilated when hatches are opened. Such spaces
should remain secured until atmosphere testing of the space has
taken place.
Chapter 15
Code of Safe Working Practices for Merchant Seafarers Entering enclosed spaces 205
15.1.17 All crew should be given on-board training and familiarisation with
the risks of entry into dangerous spaces on board. Training should
include as a minimum:
●
the vessel’s register of enclosed spaces
●
identification of the hazards likely to be faced during entry into
enclosed spaces
●
any steps taken to reduce those hazards to an acceptable level
●
knowledge of the procedures for assessment of the space
●
knowledge of how to test the atmosphere of an enclosed space
(where responsibilities require this)
●
knowledge of the procedures for safe entry
●
knowledge of the duties of those assigned to stand by during
an entry
●
means of communication to be used in the event of an emergency
●
recognition of the signs of adverse health eects caused by
exposure to hazards during entry.
15.2 Duties and responsibilities of a competent
person and an authorised officer
15.2.1 A competent person means a person with sucient theoretical
knowledge and practical experience to make an informed
assessment of the likelihood of a dangerous atmosphere being
present or subsequently arising in the space, including taking
measurements of the atmosphere.
IMO Resolution A.1050 (27)
15.2.2 An authorised ocer means a person authorised to permit entry
into an enclosed space and with sucient knowledge of control and
elimination
of hazards, and of the procedures to be established
and complied with on board, to be able to ensure that the space is
safe for entry. (For further details on the role of an authorised ocer
see Chapter 14, in which International Maritime Organization (IMO)
Resolution A.1050(27) refers to this person as the ‘responsible person’.)
15.2.3 On the basis of their risk assessment, the authorised ocer should
decide the procedures to be followed for entry into a potentially
dangerous space. These will depend on whether the assessment
shows that:
●
there is minimal risk to the life or health of a person entering the
space then or at any future time
●
there is no immediate risk to health and life but a risk could arise
during the course of work in the space
●
the risk to life or health is immediate.
206 Entering enclosed spaces Code of Safe Working Practices for Merchant Seafarers
15.2.4 Where the assessment shows that there is no immediate risk to
health or life but that a risk could arise during the course of the
work in the space, the precautions described in sections 15.3 to 15.9
should be taken as appropriate.
15.2.5 Where the risk to health or life is immediate, then the additional
requirements specified in section 15.10 are necessary.
15.2.6 On vessels where seafarers are never expected to enter an
enclosed space, or no accessible enclosed spaces exist, some of
the recommendations of this chapter may not apply; for example,
the requirement to have atmosphere-testing equipment on board
the ship at all times, and the requirement for entry drills. However,
all seafarers should have on-board training to help them recognise
the risks from enclosed spaces and to familiarise them with any
applicable procedures. When the competent person and authorised
ocer are shore-based personnel, no entry into a potentially
dangerous space should be permied until such suitably competent
persons are present.
15.2.7 When non-ship sta (i.e. shoreside personnel) are contracted to
enter an enclosed space on a ship in a UK port, the requirements
of the Confined Spaces Regulations 1997 apply. While the master
retains overall authority for any activity on board their ship, the
employer of the shoreside team is responsible to ensure compliance
with the Confined Spaces Regulations 1997. The company should
satisfy themselves that the shoreside personnel have sucient
training, equipment and arrangements for rescue in accordance
with the Confined Spaces Regulations 1997, Approved Code of
Practice, or suitable equivalent arrangements. Once a permit to work
has been issued, the shoreside personnel should take responsibility
for the operation and for rescue arrangements. It is not sucient
to rely on emergency services for rescue arrangements, although
they should still be notified in the event of any such emergency; nor
should the ship’s crew be designated to provide back-up support.
Chapter 15
Code of Safe Working Practices for Merchant Seafarers Entering enclosed spaces 207
15.3 Precautions before entering an enclosed space
15.3.1 The following precautions should be taken, before any potentially
enclosed space is entered, so as to make the space safe for entry
without breathing apparatus and to ensure it remains safe whilst
persons are within the space:
●
A competent person should review the ship’s register of enclosed
spaces. If the register needs to be amended, the designated
person ashore (DPA) should be informed.
●
A competent person should make an assessment of the space
and an authorised ocer to take charge of the operation should
be appointed – see section 15.2.
●
The potential hazards should be identified – see section 15.4.
●
The space should be prepared, vented and secured for entry –
see section 15.4.
●
The atmosphere of the space should be tested – see section 15.5.
●
A permit to work system that includes a record of the gas
measurements should be used.
●
Procedures for preparation and entry should be agreed – see
sections 15.8 and 15.9.
●
Emergency procedures should be in place.
15.3.2 When the procedures listed in the previous paragraph have been
followed and it has been established that the atmosphere in the
space is or could be unsafe, then the additional requirements, as
specified in section 15.10, should be followed.
15.3.3 In addition to pre-entry testing of the atmosphere, it is
recommended that any person entering a potentially enclosed
space should wear a personal atmosphere-monitoring device
capable of detecting oxygen deficiency, carbon monoxide,
toxic gases and explosive atmospheres. The specification of
the monitoring equipment should be relevant to the hazardous
atmosphere which may be found in the space. It is important
to recognise that carrying a personal atmosphere monitor is no
substitute for pre-entry testing.
208 Entering enclosed spaces Code of Safe Working Practices for Merchant Seafarers
15.4 Preparing and securing the space for entry
15.4.1 Prior to opening the entrance to an enclosed space, the space
should be depressurised. Precautions should be taken in case
pressurised or unpressurised vapour or gases are released from
it. The space should be thoroughly ventilated, preferably by
mechanical means, or by natural means, and then tested (see
section 15.5) to ensure that all harmful gases have been removed
and no pockets of oxygen-deficient atmosphere remain. Any
vented gases should be discharged away from the area, thereby not
contaminating the immediate area of the entry point to the space or
other spaces.
15.4.2 The space should be isolated and secured against the ingress of
dangerous substances by blanking o pipelines or other openings
and by closing and securing valves, in accordance with the risk
assessment and on-board procedures. The valves should be
secured in the closed position, or some other means used to
indicate that they are not to be opened. Remote-operated valves
should, where practicable, have their remote actuators inhibited with
notices placed locally and on the relevant controls. The ocer on
watch should be informed.
15.4.3 Where necessary, any sludge, scale or other deposit liable to give o
fumes should be cleaned out. This may in itself lead to the release of
gases, and precautions should be taken (see section 15.10).
15.4.4 Compressed oxygen should not be used to ventilate any space.
15.4.5 When appropriate, pumping operations or cargo movements should
be suspended when entry is being made into an enclosed space.
15.5 Testing the atmosphere of the space
15.5.1 From May 2022, ships to which The Merchant Shipping and Fishing
Vessels (Entry into Enclosed Spaces) Regulations 2022 apply are
required to carry atmosphere-testing equipment. This must be
capable of measuring concentrations of oxygen, flammable gases
or vapours, hydrogen sulphide and carbon monoxide before any
person enters the space.
SI 2022/96
Chapter 15
Code of Safe Working Practices for Merchant Seafarers Entering enclosed spaces 209
15.5.2 Atmosphere testing equipment should have clearly defined
calibration procedures included within the manufacturer’s
instructions. Where the operation of the ship permits access more
frequently than the manufacturer’s recommended calibration
renewal period (eg ferry services), the calibration equipment may be
kept ashore, and arrangements for calibration should be clear from
the ship’s SMS. Otherwise, calibration equipment should be carried
on board.
MSC.1/Circ.1477
15.5.3 Testing should be carried out by remote means before entry and at
regular intervals thereaer. Testing of a space should be carried out
using properly calibrated and maintained equipment, and only by
competent persons trained in the use of the equipment. Testing of
any space should be carried out at dierent height levels.
15.5.4 If testing by remote means is not possible (eg where remote double-
boom tanks have to be entered), it should be assumed that the
atmosphere is hazardous until proven otherwise. The procedures in
section 15.12 should be followed, and see A.1050(27)(9).
A.1050(27)(9)
15.5.5 Personal monitoring equipment is designed for personal use only
and to provide a warning against oxygen deficiency, toxic gases
and explosive atmospheres whilst the wearer is in the space.
This equipment should not be used as a means of determining
whether an enclosed space is safe prior to entry, unless the
specific equipment has the necessary certified/approved additional
capability to conduct remote readings (i.e. pumped capability).
15.5.6 Personal monitoring equipment that has been designed and has the
certified/approved capability to remote sense, by the addition of a
length of sample hose and provision of either an electronic external
or internal air pump to draw a sample of the atmosphere over the
sensors, is acceptable as long as it is used with the additional
equipment for remote sensing. The risk assessment should take
account of the size and shape of the space, the reach of the remote
sensor and the ability to thoroughly test the atmosphere throughout
the space.
210 Entering enclosed spaces Code of Safe Working Practices for Merchant Seafarers
Testing for oxygen deficiency
15.5.7 The normal level of oxygen in the atmosphere is 20.8%. Any variation
from that may indicate a problem and should be investigated further.
For example, when the oxygen reading is 20%, consideration should
be given to further testing for toxic gases, where appropriate,
because toxic gases may have displaced some oxygen (see section
15.5.12). Once other risks are discounted, a steady reading of at
least 20% oxygen by volume should be obtained before entry is
permied. Minor changes in temperature, pressure, condition of the
cargo used and other conditions can influence the speed of oxygen
depletion, so the atmosphere should be tested regularly when
enclosed spaces are opened.
15.5.8 A combustible gas detector cannot be used to detect oxygen
deficiency.
Testing for flammable gases and vapours
15.5.9 The combustible gas element of the detector detects the amount
of flammable gas or vapour in the air. An instrument capable of
providing an accurate reading at low concentrations should be used
to judge whether the atmosphere is safe for entry.
15.5.10 The combustible gas element of the detector is calibrated on
a standard gas. When testing for other gases and vapours,
reference should be made to the calibration curves supplied with
the instrument. Particular care is required should accumulations
of hydrogen and methane be suspected, because high levels may
aect the accuracy of the device.
15.5.11 In deciding whether the atmosphere is safe to work in, a ‘nil’ reading
on an appropriate combustible gas detector is desirable but, where
the readings have been steady for some time, up to 1% of the
lower flammable limit may be accepted (eg for hydrocarbons in
conjunction with an oxygen reading of at least 20% by volume).
Testing for toxic gases
15.5.12 The presence of certain gases and vapours requires specialised
equipment and trained personnel to undertake accurate and reliable
testing. If this equipment is not available for use do not enter, and
the period of gas freeing should be considerably extended. Where
measurement can be carried out, the readings obtained by this
equipment should be compared with the workplace exposure
limit (WEL) for the contaminant given in the latest edition of the
Health and Safety Executive (HSE) Guidance Note EH40, which
can be found on the HSE website. (Workplace exposure limits
are sometimes known as occupational exposure limits (OELs)
and are given in international industry safety guides.) Workplace
exposure limits provide guidance on the level of exposure to toxic
substances. Entry should not be authorised if the atmosphere
measures over 50% of the WEL. However, it is necessary to know for
which chemical a test is being made in order to use the equipment
correctly, and it is important to note that not all chemicals may be
tested by these means. Tests for specific toxic contaminants, such
Chapter 15
Code of Safe Working Practices for Merchant Seafarers Entering enclosed spaces 211
as benzene or hydrogen sulphide, should be undertaken depending
on the nature of the previous contents of the space. The safety data
sheets for previous cargoes or fuel carried should be referred to.
IMO Resolution A.1050(27)
Summary
15.5.13 In all spaces, the following conditions should be tested as a
minimum. Entry should not be permied, and personnel should not
remain in an enclosed space (unless in an emergency; see section
15.10) until the following readings are obtained.
The four conditions shown in Table 15.1 should be tested as a
minimum in all spaces.
15.5.14 When a toxic chemical is encountered for which there is no means
of testing, then the additional requirements specified in section 15.10
should also be followed.
Table 15.1 Minimum content for enclosed spaces
Oxygen (O
2
) At least 20% by volume (see section 15.5.7)
Flammable gas Nil
Note: where readings have been steady for
some time, up to 1% of the lower flammable limit
(LFL) may be acceptable in conjunction with a
20% oxygen level
Carbon monoxide
(CO)
Content is less than:
100 ppm short-term exposure limit (STEL):
maximum exposure is 15 minutes*
20 ppm time weighted: maximum exposure is
8 hours*
Hydrogen
sulphide
Content is less than:
10 ppm STEL: maximum exposure is 15 minutes*
5 ppm time weighted: maximum exposure is
8 hours*
Toxic gases Less than 50% of the WEL*
* Current limits within EH40
212 Entering enclosed spaces Code of Safe Working Practices for Merchant Seafarers
15.5.15 If a separate combustible gas detector is used, this is not suitable
for measuring levels of gas at or around its workplace exposure limit,
where there is solely a toxic, rather than a flammable, risk. This level
will be much lower than the flammable limit, and the detector may
not be suciently sensitive to give accurate readings.
15.6 Use of control systems
15.6.1 Entry into an enclosed space should be planned in advance
and use should be made of a permit to work system. Details of
the arrangements to be followed in a permit to work system are
described in Chapter 14 (a sample permit to work can be found in
Annex 14.1.11).
15.6.2 For situations for which a well-established safe system of work
exists, a checklist may exceptionally be accepted as an alternative
to a full permit to work, provided that the principles of the permit to
work system are covered and the risks arising in the enclosed space
are low.
15.6.3 No person should enter an enclosed space unless authorised to do
so by an authorised ocer. Only the minimum number of trained
personnel required to do the work should be authorised to enter.
Those entering must be wearing appropriate clothing and PPE. All
equipment used must be in good working condition and inspected
before use.
15.7 Safety precautions before entry
15.7.1 The space and its access areas should be adequately illuminated.
15.7. 2 No source of ignition should be taken or put into the space unless
the authorised ocer is satisfied that it is safe to do so.
15.7.3 A rescue plan should be in place (see section 15.13). In all
cases, rescue and resuscitation equipment should be positioned
ready for use at the entrance to the space. A risk assessment should
identify what rescue equipment may be required for the particular
circumstances but, as a minimum, this should include:
●
appropriate breathing apparatus, with fully charged spare
cylinders of air
●
lifelines and rescue harnesses
●
torches or a lamp (approved for use in a flammable atmosphere,
if appropriate)
●
a means of hoisting an incapacitated person from the confined
space, if appropriate.
Chapter 15
Code of Safe Working Practices for Merchant Seafarers Entering enclosed spaces 213
15.7.4 Breathing equipment may be bulky and limit movement in the
space. Before entry is permied, it should be established that entry
with breathing apparatus is possible. Any diculty of movement
within any part of the space, or any problems if any incapacitated
person had to be removed from the space (as a result of breathing
apparatus or lifelines or rescue harnesses being used), should be
considered. Risks should be minimised or entry prohibited.
15.7.5 Lifelines should be long enough for the purpose and capable of
being firmly aached to the harness, but the wearer should be able
to detach them easily should they become tangled. They should
not be relied upon as the sole means of recovering a casualty from
a space.
15.7.6 When necessary, a rescue harness should be worn to make it easier
to recover a casualty in the event of an accident.
15.7.7 In addition to rescue harnesses, wherever practicable, hoisting
equipment should be used. Hoisting equipment should be aended
by personnel stationed at the entrance who have been trained in
how to pull an unconscious person from an enclosed space.
15.7.8 At least one competent person, with appropriate equipment, should
be posted to remain as an aendant at the entrance to the space
whilst it is occupied.
15.7.9 An agreed and tested system of communication should be established:
●
between any person entering the space and the aendant at
the entrance
●
between the aendant at the entrance to the space and the
ocer on watch.
15.7.1 0 Communication systems should be appropriate for the operation,
taking into consideration whether persons outside the enclosed
space have line of sight and, in the event of loss of consciousness,
how much time it would take to reach the casualty, taking
appropriate safety measures.
15.8 Procedures and arrangements during entry
15.8.1 Ventilation should continue during the period that the space is
occupied and during any temporary breaks. In the event of a
failure of the ventilation system, all personnel in the space should
leave immediately.
15.8.2 The atmosphere should be tested periodically and the results
recorded whilst the space is occupied and personnel should be
instructed to leave the space should there be any deterioration of
the conditions. Testing should be carried out more frequently if there
is any possibility of change in the conditions in the space. Should
a personal gas detector give an alarm, everybody should leave the
space immediately.
214 Entering enclosed spaces Code of Safe Working Practices for Merchant Seafarers
15.8.3 If unforeseen diculties or hazards develop, the work in the space
should be stopped and everybody should leave the space so that
the situation can be reassessed. Permits should be withdrawn and
only reissued, with any appropriate revisions, aer the situation has
been reassessed.
15.8.4 If any personnel in a space feel in any way adversely aected, they
should give the prearranged signal to the aendant standing by the
entrance and immediately leave the space.
15.8.5 Should an emergency occur, the general (or crew) alarm should
be sounded so that back-up is immediately available to the rescue
team. Under no circumstances should the aendant enter the
space. See section 15.13.
15.9 Procedures on completion
15.9.1 On expiry of the permit to work, everyone should leave the space
and the entrance to the space should be closed or otherwise
secured against entry. See Annex 14.1.1.
15.10 Additional requirements for entry into a space
where the atmosphere is suspect or known to
be unsafe
15.10.1 If the atmosphere is considered to be suspect or unsafe to enter,
no one should enter the space unless it is essential for the safety
of life or of the ship or for testing prior to entry in such a scenario,
when no practical alternative exists, such as if remote testing is not
possible. Breathing apparatus must always be worn (see sections
15.12 on equipment and 15.13 on emergency rescue). The number
of competent persons entering the space should be the minimum
compatible with the task to be performed.
15.10.2 When appropriate, portable lights and other electrical equipment
should be of a type approved for use in a flammable atmosphere.
15.10.3 Should there be a risk of chemicals, whether in liquid, gaseous or
vapour form, coming into contact with the skin and/or eyes, then
appropriate PPE should be worn.
15.11 Training, instruction and information
15.11.1 The company should provide any necessary training, instruction and
information to seafarers in order to ensure that the requirements of
the Entry into Enclosed Spaces Regulations are complied with. This
should include:
Chapter 15
Code of Safe Working Practices for Merchant Seafarers Entering enclosed spaces 215
●
recognition of the circumstances and activities likely to lead to the
presence of a dangerous atmosphere
●
the hazards associated with entry into enclosed spaces, and the
precautions to be taken
●
the use and maintenance of equipment and clothing required for
entry into enclosed spaces
●
instruction and drills in rescue from enclosed spaces.
15.11.2 It is recommended that all seafarers whose duties may involve
entry into enclosed spaces aend a dedicated course for entry into
enclosed spaces.
SI 1988/1638
15.12 Breathing apparatus
15.12.1 Entry into a space that has or is suspected to have a dangerous
atmosphere should only be permied when it is essential for rescue
or other safety-critical purposes.
15.12.2 No one should enter a space where the atmosphere is unsafe or
suspect without wearing breathing apparatus that is of an approved
type; see section 15.12.4. This also applies to entering an enclosed
space to rescue another person. Prior to entry instruction in the use
of breathing apparatus must be given by a competent person.
15.12.3 When using self-contained breathing apparatus, it should not be
necessary to remove any part of the breathing apparatus or any
protective clothing to change over to the self-contained supply. Air-
purifying respirators are not suitable because they cannot supply
clean air from an independent source.
15.12.4 Equipment for use with two air supplies may consist of:
●
conventional self-contained breathing apparatus of the open
circuit, compressed air type that is approved to EN 137:2006 and
has been additionally tested for use with an airline connection; or
●
compressed airline breathing apparatus incorporating an
emergency self-contained supply. The compressed airline
breathing apparatus should be of the demand-valve type and
approved to BS EN 14593-1:2018 or BS EN 14594:2018 or, for self-
rescue purposes, to BS 1146:2005 (or equivalent standard). The
emergency self-contained supply should comply with the relevant
parts of the appropriate standard.
EN 137:2006; BS EN 14593-1:2018; BS EN 14594:2018;
BS 1146:2005
216 Entering enclosed spaces Code of Safe Working Practices for Merchant Seafarers
The capacity of the self-contained supply should be sucient for
the wearer to escape to a safe atmosphere. When determining this
capacity, it should be recognised that, under stress or in dicult
conditions, the wearer’s breathing rate may be in excess of the
nominal breathing rate of 40 litres per minute.
15.12.5 The authorised ocer should make sure that the supply of air to
breathing apparatus from outside the space is continuous and
available only to those working in the space. A competent person
must be assigned responsibility to monitor the air supply and ensure
it is not interrupted. Place signage at positions where airlines are
in use to warn other personnel not engaged in the enclosed entry.
When a mechanical pump is being used, it should frequently be
checked carefully to ensure that it continues to operate properly.
Any air pumped directly into a pipeline or put into reserve boles
must be filtered and should be as fresh as possible. Pipelines or
hoses used to supply air should be thoroughly blown through to
remove moisture and freshen the air before connection to breathing
apparatus and face masks. It is essential that where the air supply is
from a compressor sited in a machinery space, the engineer of the
watch is informed so that the compressor is not shut down until the
work is completed.
15.12.6 The authorised ocer and the person about to enter the space
should undertake the full pre-wearing check and donning
procedures recommended in the manufacturer’s instructions for the
breathing apparatus.
15.12.7 In particular, they should check that:
●
there will be sucient clean air at the correct pressure
●
low-pressure alarms are working properly
●
the face mask fits correctly against the user’s face so that,
combined with pressure of the air coming into the mask, there will
be no ingress of oxygen-deficient air or toxic vapours when the
user inhales (it should be noted that facial hair or spectacles may
prevent the formation of an air-tight seal between a person’s face
and the face mask)
●
the wearer of the breathing apparatus understands whether or
not their air supply may be shared with another person and, if
so, is also aware that such procedures should only be used in an
extreme emergency
●
when work is being undertaken in the space, the wearer should
keep the self-contained supply for use if there is a failure of the
continuous supply from outside the space.
15.12.8 When in an enclosed space, breathing apparatus should not be
removed unless it is an emergency. This includes to share an air
supply; see section 15.13.
Chapter 15
Code of Safe Working Practices for Merchant Seafarers Entering enclosed spaces 217
Maintenance of equipment for entry into enclosed spaces
15.12.9 All breathing apparatus, rescue harnesses, lifelines, resuscitation
equipment and any other equipment provided for use in, or
in connection with, entry into enclosed spaces, or for use in
emergencies, should be properly maintained, inspected periodically
and checked for correct operation by a competent person, and
a record of the inspections and checks should be kept. All items
of breathing apparatus should be inspected for correct operation
before and aer use.
15.12.10 Equipment for testing the atmosphere of enclosed spaces, including
oxygen meters, should be kept in good working order and, where
applicable, regularly serviced and calibrated. Manufacturers’
recommendations, which should always be stored with the
equipment, should be complied with at all times.
15.13 Preparation for an emergency
15.13.1 Safety drills for entry into and rescue from an enclosed space
should be carried out every two months (see section 4.8 on
enclosed space entry drills). Figure 15.1 shows a flowchart to follow.
Drills should, as a minimum, include:
●
checking and use of personal protective equipment required
for entry
●
checking and use of communication equipment and procedures
●
checking and use of instruments for measuring the atmosphere
in enclosed spaces
●
checking and use of rescue equipment and procedures
●
instructions in first aid and resuscitation techniques.
15.13.2 For every entry to an enclosed space, a rescue plan should be in
place (see section 4.9 on action in event of an enclosed space
emergency). Suitable rescue equipment should be available at the
entry to the space, and roles allocated in the event of an emergency
arising. Selection of such equipment should take into account the
depth and volume of the space, the size of the access way, the
potential distance of the casualty from the point of entry and the
resources available to assist in the rescue.
218 Entering enclosed spaces Code of Safe Working Practices for Merchant Seafarers
Figure 15.1 Procedure for entering an enclosed space
Chapter 15
Code of Safe Working Practices for Merchant Seafarers Entering enclosed spaces 219
Emergency rescue arrangements
15.13.3 No one should enter any enclosed space to aempt a rescue
without taking suitable precautions for their own safety. Failure to
do so will put the would-be rescuer’s life at risk and almost certainly
prevent the person they intended to rescue being brought out alive.
Many multiple fatalities have occurred as a result of individuals
aempting a rescue without taking adequate precautions.
15.13.4 Should an emergency occur, the general (or crew) alarm should be
sounded so that back-up is immediately available to the rescue team.
Under no circumstances should the aendant enter the space.
15.13.5 Once help has arrived, the situation should be evaluated,
considering what rescue equipment is needed, and the rescue plan
should be put into eect. An aendant should remain outside the
space at all times to ensure the safety of those entering the space
to undertake the rescue.
15.13.6 Once the casualty is reached, the checking of the air supply must
be the first priority, to assess if the casualty is breathing and
whether resuscitation outside of the space is required. Unless they
are gravely injured, they should be removed from the enclosed
space as quickly as possible. Where rescue of a casualty is required,
or injuries need to be treated/stabilised, this should commence as
soon as possible (including before rescue activities commence) if
safe to do so.
15.13.7 Self-contained breathing apparatus that is specifically suited for
such applications must be worn. If it is found that it is not possible
to enter a tank wearing a self-contained breathing apparatus, the
bole harness may be removed and passed through the access but
the face mask must always be worn. Care should be taken to ensure
that the harness does not drop onto or pull on the supply tube and
dislodge the face mask.
15.13.8 An emergency escape breathing device (EEBD) is not suitable
for use by a rescuer. This is a supplied air or oxygen device, with
a limited supply, designed only to be used for escape from a
compartment that has a hazardous atmosphere. It should not be
worn by a rescuer entering a space to aempt a rescue.
15.13.9 When entering a space to carry out a rescue, it is important to
ensure that the area adjacent to the space of entry is free from any
hazard and cordoned o accordingly.
15.14 Potential hazards associated with enclosed
spaces
Oxygen deficiency
15.14.1 If an empty tank or other confined space has been closed for a time,
the oxygen content may have been reduced for a number of reasons.
220 Entering enclosed spaces Code of Safe Working Practices for Merchant Seafarers
15.14.2 The following are examples only:
●
Rusting may have occurred due to oxygen combining with steel.
●
Oxygen-absorbing chemicals may have been present.
●
Oxygen-absorbing cargoes may have been carried, including:
–
grain, grain products and residues from grain processing (such
as bran, crushed grain, crushed malt or meal) hops, malt husks
and spent malt
–
oilseeds, products from oil seeds (such as seed expellers,
seed cake, oil cake and meal)
–
copra
–
wood in such forms as packaged timber, round wood logs,
pulpwood, props (pit props and other prop-wood), woodchips,
wood-shavings, wood pellets and sawdust
–
jute, hemp, flax, sisal, kapok, coon and other vegetable fibres,
empty bags, coon waste, animal fibres, animal and vegetable
fabric, wool waste and rags
–
fish, fishmeal and fish-scrap
–
guano
–
sulphidic ores and ore concentrates
–
charcoal, coal lignite and coal products
–
direct reduced iron
–
dry ice
–
metal wastes and chops, iron swarf, steel and other turnings,
borings, drillings, shavings, filings and cuings
–
scrap metal.
●
Gases from volatile cargoes may have displaced the oxygen
in tanks.
●
Hydrogen may have been produced in a cathodically protected
cargo tank used for ballast.
●
Oxygen may have been displaced by the use of carbon dioxide
or other fire-extinguishing or preventing media, or inert gas in the
tanks or inter-barrier spaces of tankers or gas carriers.
●
Nitrogen or another inert gas may have been used to inert, purge
or top-up the tanks.
Oxygen-enriched atmosphere
15.14.3 This may arise from:
●
leaks from damaged or poorly maintained hoses, pipes and valves
●
leaks from poor connections
●
opening valves deliberately or accidentally
●
not closing valves properly aer use
●
using an excess of oxygen in welding, flame cuing or a similar
process
●
poor ventilation where oxygen is being used.
Chapter 15
Code of Safe Working Practices for Merchant Seafarers Entering enclosed spaces 221
Because oxygen is odourless, colourless and tasteless, an oxygen-
enhanced atmosphere cannot be easily detected by human senses.
However, because oxygen aids combustion, even a small increase in
the concentration of oxygen in the air produces an increased risk of
fire – including spontaneous combustion – or explosion.
Toxicity of oil
15.14.4 Hydrocarbon gases are flammable as well as toxic and may be
present in fuel or cargo tanks that have contained crude oil or
its products.
15.14.5 Hydrocarbon gases or vapours may also be present in pump rooms
and coerdams, duct keels or other spaces adjacent to cargo tanks
due to the leakage of cargo.
15.14.6 The components in the vapour of some bunker oils and oil cargoes,
such as benzene and hydrogen sulphide, are very toxic.
Toxicity of other substances
15.14.7 As appropriate, seafarers should understand the properties and
hazards of relevant gases and the mitigation measures required.
15.14.8 Some of the cargoes carried in bulk, liquid, gas or packaged form
may be toxic or liable to emit toxic gas; appropriate testing for toxic
gas should be carried out as per section 15.5.
15.14.9 There is the possibility of leakage from drums of chemicals or other
packages of dangerous goods where there has been mishandling,
incorrect stowage, or damage due to heavy weather.
15.14.10 Inert gas does not support life. In addition, trace components that
are oen present in the inert gas, such as carbon monoxide, sulphur
dioxide, nitric oxide and nitrogen dioxide, are very toxic.
15.14.11 The interaction of vegetable or animal oils, sewage or slops from
drilling operations with sea water may lead to the release of
hydrogen sulphide, which is very toxic.
15.14.12 Hydrogen sulphide or other toxic gases may be generated where
the residue of grain or similar cargoes permeates into or chokes
bilge-pumping systems.
15.14.13 The chemical cleaning, painting or repair of tank coatings may
involve the release of solvent vapours.
15.14.14 Fumigants may have been used on cargoes in the space (see
section 21.8).
222 Entering enclosed spaces Code of Safe Working Practices for Merchant Seafarers
Flammability
15.14.15 Flammable vapours may still be present in any tanks that have
contained oil products or chemical or gas cargoes.
15.14.16 Coerdams, fuel treatment and processing rooms, and other spaces
that are adjacent to tanks, may contain flammable vapours, should
there have been leakage into the space.
Other hazards
15.14.17 Although the inhalation of contaminated air is the most likely route
through which harmful substances enter the body, some chemicals
can be absorbed through the skin.
15.14.18 Some of the cargoes in bulk, liquid, gas or packaged form are
irritants or corrosive if permied to come into contact with skin.
Appropriate testing should be carried out as per section 15.5.
15.14.19 Disturbance of rust, scale or sludge residues of cargoes of animal,
vegetable or mineral origin, or disturbance of water that could
be covering such substances, may lead to the release of toxic or
flammable gases.
●
Entry into enclosed spaces is a dangerous activity – never rush
in without following procedures, even if it is an emergency.
●
Even spaces which are not typically enclosed can pose a risk
due to gas migration.
●
Toxic gases (and oxygen deficiency) can be invisible to the
human eye.
●
Some spaces may be a dangerous enclosed space only
intermiently, perhaps due to the type of cargo carried or work
to be undertaken (eg a compartment during spray painting).
●
Ships to which The Merchant Shipping and Fishing Vessels
(Entry into Enclosed Spaces) Regulations 2022 apply are
required to carry atmosphere-testing equipment.
Chapter 16
Code of Safe Working Practices for Merchant Seafarers Hatch covers and access lids 223
16
Hatch covers and access lids
16.1 Introduction
16.1.1 Any hatch covering used on a ship should be of sound construction
and material, strong enough for its purpose, free from patent defect
and properly maintained.
16.1.2 Do not use or operate a hatch covering unless it can be removed
and replaced without endangering any person.
Key points
●
Everyone working on board should know the health and safety
risks in handling hatch covers and access lids.
●
Everyone working on board should take precautions, including
use of appropriate personal protective equipment (PPE).
Your organisation should
●
plan and implement appropriate control measures to protect
workers whose health and safety may be put at risk by the
operation of hatch covers and access lids, based on the
findings of the risk assessment
●
warn seafarers about the risks of handling hatch covers and
access lids
●
provide appropriate PPE
●
ensure that all information regarding correct replacement
positions is clearly marked
●
ensure hatch cover replacements conform to the ship’s plan.
16.2 Precautions
16.2.1 Before a vessel departs, secure all weather deck hatch covers in
the correct closed position, and positively confirm this (eg by report
or logbook entry). While the vessel is at sea inspect hatch covers
regularly to ensure that their integrity is maintained.
16.2.2 When using liing appliances, aach them to hatch covers from a
safe position and without exposing personnel to any danger.
224 Hatch covers and access lids Code of Safe Working Practices for Merchant Seafarers
Use and maintenance of hatch and access lids
16.2.3 Do not use a hatch unless its covering has been completely
removed or, if not completely removed, made properly secure.
16.2.4 Keep all hatch covers properly maintained. Replace or repair any
defective or damaged ones as soon as possible.
16.2.5 Warning
All personnel involved with the handling and/or operation of
hatch covers should be properly instructed in their handling and
operation. Document this in induction (familiarisation) or other
training records on board; see section 2.1.2. A responsible person
should supervise all stages of opening or closing hatches.
16.2.6 Follow this safety guidance on the use of hatch covers:
●
Use hatch covers only in line with the manufacturer’s instructions.
●
Do not work on, or place loads over, any section of a hatch
cover unless it is known that the cover is properly secured and
can safely support the load.
●
Use covers and beams only if they are a good fit and their end
supports overlap by exactly the right amount (enough but not
too much).
●
When hatches are open, the area around the opening and in
the hatchways should be appropriately lit and have guardrails
where necessary. Guardrails should be tight, with stanchions
secured in position, and properly maintained.
●
Never temporarily cover partly opened, unguarded hatches
with anything that could hide the opening. This may cause a
serious hazard for any person walking across the hatch.
●
Unless hatches are fied with coamings to a height of at least
760 mm (30 inches), cover them securely or fence them to a
height of 1 metre (39 inches) when they are not being used for
the passage of cargo.
Chapter 16
Code of Safe Working Practices for Merchant Seafarers Hatch covers and access lids 225
16.3 Mechanical hatch covers
16.3.1 When using mechanical hatch covers:
●
Follow the manufacturer’s instructions for the safe operation,
inspection, maintenance and repair of hatch covers.
●
Check the trim of the vessel. Do not remove the hatch locking
pins or preventers of rolling hatches until a check wire is fast to
prevent premature rolling when the tracking is not horizontal.
●
Keep hatch wheels greased and free from dirt and the coaming
runways and keep drainage channels clean.
●
Secure rubber sealing joints properly and keep them in good
condition to provide a proper weathertight seal.
16.3.2 Remember the following:
●
Secure all locking and tightening devices in place on a closed
hatch at all times when at sea.
●
Keep securing cleats greased. Check cleats, top-wedges and
other tightening devices regularly while at sea.
●
Secure hatch covers properly immediately aer closing or
opening them. Secure them in the open position with chain
preventers or by other suitable means. No one should climb
onto any hatch cover unless it is properly secured.
●
Keep the area clear of all items that might foul the covers or
the handling equipment.
16.3.3 Warning
Except in the event of an emergency endangering health or
safety, do not operate a power-operated hatch covering unless
authorised to do so by a responsible ship’s ocer.
16.4 Non-mechanical hatch covers
16.4.1 Each non-mechanical hatchway should have an appropriate
number of properly fiing hatch covers, pontoons or slab
hatches. These should be adequately marked to show the correct
replacement position.
16.4.2 Handle pontoon hatches and hatch slabs with care. Stow them
properly, stacked so as not to endanger or impede the normal
running of the vessel.
226 Hatch covers and access lids Code of Safe Working Practices for Merchant Seafarers
16.4.3 When using a crane or derrick to handle pontoons or slab hatches,
position it directly over them to lessen the risk of violent swinging
once the weight has been taken.
16.4.4 Provide appropriate gear, strong enough to li pontoons and slab
hatches. A competent person
should operate the crane or winch
under the direction of a ship’s ocer or other experienced person.
16.4.5 Do not remove or replace hatch covers until somebody has checked
that all people are out of the hold or clear of the hatchway.
16.5 Non-mechanical manually handled
hatch covers
16.5.1 Each non-mechanical manually handled hatchway should have an
appropriate number of properly fiing beams and hatch covers,
pontoons or slab hatches, which should be adequately marked
to show the correct replacement position. For wooden hatch
covers, provide enough properly fiing tarpaulins, baen bars, side
wedges and locking bars so that the hatch will remain secure and
weathertight for all weather conditions.
16.5.2 Manually handled hatch covers should be capable of being easily
lied by two people. Such hatch covers should be thick and strong
enough and have handgrips. Wooden hatch boards should be
strengthened by steel bands at each end. One person should not try
to handle hatch covers unaided unless the covers are designed for
single-handed operation.
16.5.3 Hatch boards, hatch beams and tarpaulins should be handled
with care and properly stowed, stacked and secured so as not to
endanger or impede the normal running of the vessel. Remove hatch
boards working from the centre towards the sides, and replace
them working from the sides towards the centre. Where tarpaulins
are used, personnel should walk forwards and not backwards so
they can see where they are walking.
16.5.4 When using a crane or derrick to handle a beam, position it directly
over the beam to lessen the risk of violent swinging once the weight
has been taken.
16.5.5 Appropriate, strong enough gear should be provided specifically
for the liing of beams. Slings should be long enough, secured
against accidental dislodgement while in use and fied with control
lanyards. To avoid undue stress the angle between arms of slings at
the liing point should not exceed 120°. A competent person should
operate the crane or winch under the direction of a ship’s ocer or
other experienced person.
16.5.6 Beams and hatch covers remaining in position in a partly opened
hatchway should be securely pinned, lashed, bolted or otherwise
properly secured against accidental dislodgement.
Chapter 16
Code of Safe Working Practices for Merchant Seafarers Hatch covers and access lids 227
16.5.7 Hatch covers and beams should not be removed or replaced until
somebody has checked that all people are out of the hold or clear of
the hatchway. Immediately before removing beams check that the
pins or other locking devices have been freed.
16.5.8 No one should walk out on a beam for any purpose.
16.5.9 Do not use hatch covers in the construction of deck or cargo stages
or place loads on them that are liable to damage them. Do not place
loads on hatch coverings without the authority of a ship’s ocer.
16.6 Steel-hinged inspection/access lids
16.6.1 Inspection/access hatch lids should be constructed of steel or
similar material and hinged so they can be easily and safely opened
or closed. Lids on weather decks should be seated on watertight
rubber gaskets and secured weathertight by adequate dogs, side
cleats or equivalent tightening devices.
16.6.2 When not secured, inspection/access hatch lids should be capable
of being easily and safely opened from above and from below.
16.6.3 Adequate handgrips should be provided in accessible positions
to li inspection/access hatch lids by hand without straining or
endangering personnel.
16.6.4 Heavy or inaccessible hatch lids should be fied with counterweights
so that they can easily be opened by one or two people. Where a
counterweight cannot be fied because a hatch lid is inaccessible,
provide the lid with a purchase or pulley with eye-plates or ringbolts
fied in appropriate positions. In this way the hatch can be opened
and closed without straining or endangering personnel.
16.6.5 Where hatch lids are fied with a security device, they should
be capable of being opened easily from below in the event of
an emergency.
16.6.6 When the hatch lids are open they should be easily and safely
secured against movement or accidental closing. Provide adequate
locking pins, steel hooks or other means.
16.7 Access to holds/cargo/other spaces
16.7.1 Seafarers should enter holds/cargo/other spaces only on the
authority of a responsible ship’s ocer. Before granting authority
the ship’s ocer should ensure that the space has been adequately
ventilated and, where appropriate, tested for noxious gases/oxygen
content. All other appropriate pre-entry precautions should be taken
(see Chapter 15).
16.7. 2 Where possible the permanent means of access should be used for
entry. When this is not possible, portable ladders may be used (see
section 17.3). Where necessary, lifelines and safety harnesses should
be used.
228 Hatch covers and access lids Code of Safe Working Practices for Merchant Seafarers
Hatches and access lids must
●
be secured when not in use
●
have guardrails in place when in use
●
be secured and periodically checked when at sea.
Holds and other spaces must be thoroughly checked to ensure
that no one is inside before hatches or access lids are fully secured.
Chapter 17
Code of Safe Working Practices for Merchant Seafarers Work at height 229
17
Work at height
17.1 Introduction
17.1.1 Anyone working where there is a risk of falling may be regarded
as working at height. In addition to work on ladders, staging and
scaolding, this includes work inside a tank, near an opening such
as a hatch, or on a fixed stairway. Further guidance is available in
Marine Guidance Note MGN 410 (M+F) Amendment 2.
SI 2010/332; MGN 410 (M+F) Amendment 2
17.1. 2 Working at height (also known as working alo) should be risk
assessed and suitable control measures should be taken to protect
people who may be at risk. Depending on the severity of the risk, a
permit to work may be required.
Key points
●
Work at height only if there is no reasonably practicable
alternative. Only competent people should do any activity
relating to work at height, or use equipment for work at
height. This includes organising, planning and supervising
such activities. Where a seafarer is being trained to do such
work, they must be supervised by another seafarer who is
competent both to supervise and undertake that activity.
In this context, ‘competent people’ have sucient skills,
knowledge and experience to perform the task safely.
●
Only following company risk assessment and under
supervision by a competent person should anyone
under 18 years of age be working at height; see Merchant
Shipping Notice MSN 1838 (M) Amendment 1 on minimum age
requirements. Personnel under 18, or with less than 12 months’
experience at sea, should not work at height unless it forms
part of their planned training, and unless they are supervised
by a competent person.
●
Choose work equipment that is fit for purpose and meets the
requirements of Chapter 18. Use it in line with safe procedures
and good practice.
MSN 1838 (M) Amendment 1
230 Work at height Code of Safe Working Practices for Merchant Seafarers
17.2 General
Your organisation should
●
ensure that work at height, where it is necessary, is properly
planned, appropriately supervised and done as safely as is
reasonably practicable
●
include a risk assessment as part of the planning
●
consider the potential risks from falling objects or fragile
surfaces and plan for emergency situations.
Annex 17.1 gives guidance on planning for emergency situations
while working at height.
SI 2006/2183; MGN 331 (M+F) Amendment 2; MGN 532 (M)
Amendment 2; MGN 533 (M) Amendment 2
17.2.1 Personnel working at height may not be able to give their full
aention to the job and guard themselves against falling. Take
proper precautions to ensure personal safety when work has to
be done at height. Remember that the movement of a ship in a
seaway and in poor weather conditions, even when alongside, will
add to the hazards involved in work of this type. Use a stage, ladder,
scaolding, aerial work platform, bosun’s chair or secured scaold
tower when working beyond normal reach. Inspect any equipment
before use to ensure it is in a good state of repair.
17.2.2 Personnel working at height where there is a risk of falling should
wear a safety harness with a lifeline or other arresting device at
all times (see Figure 8.2). A safety net should be rigged where
necessary and appropriate. Additionally, where work is done
overside, they should wear a working lifejacket (personal flotation
device) or buoyancy garments (see Figure 8.3). Keep a lifebuoy
with sucient line aached ready for immediate use. Personnel
should be observed by a person on deck.
For guidance on the use of equipment for overside working,
see MGN 578 (M) Amendment 1 Use of overside working
systems on commercial yachts, small commercial vessels and
loadline vessels.
Other than in emergency situations, personnel should not work
overside while the vessel is under way. If such work is necessary,
rescue boats should be ready for immediate use. A responsible
person should closely monitor any such work.
Chapter 17
Code of Safe Working Practices for Merchant Seafarers Work at height 231
17.2.3 Before working near the ship’s whistle, the ocer responsible should
ensure that it is isolated and that warning notices are posted on the
bridge and in the machinery spaces.
17.2.4 Before working on the funnel, the ocer responsible should inform
the duty engineer to ensure that the emission of steam, harmful
gases and fumes is reduced as much as possible.
17.2.5 Before working near radio frequency emiing devices, the ocer
responsible should inform the radio room or person in charge of
radio equipment that no transmissions should be made while there
is a risk to personnel. To prevent use place a warning notice on the
communications equipment or isolate it.
17.2.6 Where work is to be done near the radar scanner, the ocer
responsible should inform the ocer on watch so that the radar and
scanner are isolated. Place a warning notice on the radar equipment
until the necessary work has been completed.
17.2.7 On completion of the work of the type described in 17.2.6, the person
responsible should, where necessary, inform the appropriate person
that the precautions taken are no longer required and that isolations
and warning notices can be removed.
17.2.8 Do not work at height near cargo working unless it is essential.
Take care to avoid risks to anyone working or moving below. Erect
suitable barriers and display warning notices.
17.2.9 Tools and stores should be sent up and lowered by line in suitable
containers. Secure the containers in place for the stowage of tools
or materials not immediately in use. Secure tools with a tool lanyard
of the appropriate length and strength rating, connected to a
suitable anchor point. Secure heavy tools to an adequately strong
structure; do not aach them to the user. Have a clearly signposted
exclusion zone at the base of the work area so tools cannot
accidentally fall on someone below.
17.2.10 Handle tools carefully where cold or greasy hands can aect grip.
Consider wearing appropriate gloves in these situations.
232 Work at height Code of Safe Working Practices for Merchant Seafarers
17.3 Portable ladders
17. 3.1 Avoid working from ladders as far as possible. Use them only for
low-risk, short-duration work where personnel can maintain three
points of contact (both feet and a handhold) on the ladder at all
times (see Figure 17.1). Where necessary, personnel must use a
safety harness with a lifeline secured above the work position,
where practicable.
MGN 410 (M+F) Amendment 2
17. 3. 2 Use a portable ladder only where no safer means of access is
reasonably practicable. The ladder should be suitable for the work
and in a safe condition.
At least 1 m above the upper
supporting point or landing
place. Secured at top.
A should be approximately
four times the length of B.
Portable ladders should be pitched
(C) at 75° from the horizontal,
slipping at the bottom.
There should be at least 150 mm
clearance behind the rungs. (D)
Ladder lashed at the top and
at least 1 m (3 rungs) above
the upper supporting point or
landing place.
Three points of contact on
the ladder when working.
Check the ladder is in good
Always face the ladder.
4:1 height to
width ratio
C A
B
D
Figure 17.1 Portable ladder
Chapter 17
Code of Safe Working Practices for Merchant Seafarers Work at height 233
17.3.3 Only use ladders that:
●
have no visible defects
●
have an up-to-date record of inspection by a competent person;
inspect them on a schedule according to the manufacturer’s
instructions
●
are suitable for their intended use; i.e. strong and robust enough
●
have been stored and maintained according to the
manufacturer’s instructions.
17. 3.4 A competent person should inspect the condition of the ladder
regularly in accordance with the manufacturer’s instructions, as well
as before use, and keep a record. Look out for:
●
damaged or worn ladder feet
●
twisted, bent or dented stiles
●
cracked, worn, bent or loose rungs
●
missing or damaged tie rods
●
cracked or damaged welded joints, loose rivets or damaged stays.
HSE LA455
17. 3.5 Do not paint or treat wooden ladders to hide defects and cracks.
When not in use, stow them safely in a dry, ventilated space away
from any heat source.
17. 3.6 Pitch portable ladders at 75° from the horizontal and on a firm
base, as shown in Figure 17.1. Secure them firmly against slipping
or shiing sideways and allow a clearance of at least 150 mm
behind the rungs. Where practicable, the ladder should extend to
at least 1 metre above any upper landing place, unless there are
other suitable handholds.
17. 3.7 Annex 17.2 (reproduced from MGN 410 (M+F) Amendment 2) gives
further guidance on the requirements for ladders.
17. 3.8 When using portable extending ladders there should be sucient
overlap between the extensions.
17. 3.9 Personnel should use both hands when ascending or descending a
ladder and not try to carry tools or equipment in their hands.
17.3.10 Do not support planks on the rungs of ladders to be used as
staging, and do not use ladders horizontally for such purposes.
234 Work at height Code of Safe Working Practices for Merchant Seafarers
17.4 Cradles and stages
17. 4 .1 Cradles should be at least 430 mm (17 inches) wide and fied with
guardrails or stanchions with taut ropes to a height of 1 metre (39
inches) from the floor. Intermediate rails or taut ropes and toe-
boards should be fied. Annex 17.3 (reproduced from MGN 410 (M+F)
Amendment 2) gives further guidance.
MGN 410 (M+F) Amendment 2
17. 4 . 2 Examine planks and materials used for the construction of ordinary
plank stages carefully to ensure they are strong enough and free
from defects.
17.4.3 Stow wooden components of staging in a dry, cool,
ventilated space.
17.4.4 Examine ancillary equipment such as lizards, blocks and gantlines
thoroughly before use.
17. 4 .5 When rigging a stage overside, the two gantlines used in its rigging
should be at least long enough to trail into the water to provide
additional lifelines if a person should fall. Keep a lifebuoy and line
ready nearby.
17. 4 .6 Do not use gantlines for working at height for any other purpose and
keep them clear of sharp edges when in use.
17. 4 .7 The anchoring points for lines, blocks and lizards must be strong
enough and, where practicable, permanently fixed to the ship’s
structure. Test integral lugs with a hammer. Do not use portable rails
or stanchions as anchoring points. Treat any anchoring points as
liing points and inspect/test them as described in Chapter 19.
17. 4 .8 Always secure stages and staging that are not suspended against
movement. Restrict hanging stages against movement as far as
practicable.
17. 4 .9 In machinery spaces, keep staging and its supports clear of contact
with hot surfaces and moving parts of machinery. In the engine
room, do not use a crane gantry directly as a platform for cleaning
or painting. It can, however, be used as the base for a stable
platform if suitable precautions are taken.
17. 4 .10 Where personnel working from a stage have to raise or lower
themselves, they must keep movements of the stage small and
closely controlled.
17. 4 .11 Guidance for rail and trolley systems for overside working is available
in MGN 578 (M) Amendment 1.
MGN 578 (M) Amendment 1
Chapter 17
Code of Safe Working Practices for Merchant Seafarers Work at height 235
17.5 Bosun’s chair
17.5.1 When using a bosun’s chair with a gantline, secure it to the gantline
with a double-sheet bend and seize the end to the standing part
with adequate tail (see Figure 17.2). Annex 17.3 (reproduced from
MGN 410 (M+F) Amendment 2) gives further guidance.
MGN 410 (M+F) Amendment 2
Double sheet bend knot
Bosun’s chair supporting ropes
Seizing of the tail of the gantline
Eye of the bosun’s chair
Figure 17.2 Bosun’s chair
17.5. 2 Do not use hooks to secure bosun’s chairs unless they are of
the type that, because of their special construction, cannot be
accidentally dislodged, and unless they have a marked safe working
load that is adequate for the purpose.
17.5. 3 When rigging a bosun’s chair for use examine the chair, gantlines
and lizards thoroughly and renew them if there is any sign of
damage. Load test them to at least four times the load they will be
required to li before hoisting a person.
17.5.4 When using a chair for riding topping lis or stays, it is essential that
the bow of the shackle, and not the pin, rides on the wire. In any
case seize the pin.
236 Work at height Code of Safe Working Practices for Merchant Seafarers
17.5.5 When it is necessary to haul a person alo in a bosun’s chair,
it is generally done by hand rather than by using a winch.
For access to masts on large sailing yachts a competent person
may use a winch providing a risk assessment has been done and
eective safety measures are in place to control the risks identified.
17.5.6 If a seafarer is required to lower themselves while using a bosun’s
chair, they should first frap both parts of the gantline together with a
suitable piece of line to secure the chair before making the lowering
hitch. It is dangerous to hold on with one hand while making the
lowering hitch with the other. Another person should stand by to
tend the lines.
17.6 Working from a floating work platform
17.6.1 Floating work platforms should be stable and have suitable fencing.
Do not use unsecured trestles or planks to give additional height.
Use safety lines and working lifejackets.
17.6. 2 Before using a work platform the person in charge should consider
the strength of tides and other hazards, such as wash from
passing vessels.
17.6.3 When work is to be done at or near the stern or near bow/stern
thrusters, the person in charge should inform the duty deck and
engineering ocers so they can isolate the equipment and place
warning notices in the engine room, on the bridge and at any
local controls.
17.6.4 The person in charge should also inform the duty engineer and deck
ocers when personnel are working near ship’s side discharges so
that they are not used until the work is completed. Isolate equipment
and aach notices to this eect to the relevant control valves. Do
not remove the notices until the work is completed.
17.7 Scaffolding, including scaffolding towers
17.7.1 Only trained, competent and certified workers should erect, adjust
or dismantle scaolding, including towers. Annex 17.4 (reproduced
from MGN 410 (M+F) Amendment 2) gives further guidance.
MGN 410 (M+F) Amendment 2
Chapter 17
Code of Safe Working Practices for Merchant Seafarers Work at height 237
17.7. 2 Use only scaolding of an approved design and rig it in conformity
with a generally recognised configuration, as shown in Figure 17.3.
If necessary, a competent person should calculate its strength and
record this information. Follow appropriate procedures for testing.
When replacing components ensure they are compatible with the
existing scaolding. The structure may need to be retested.
Figure 17.3 Scaolding tower
17.7.3 Take care when assembling and dismantling the scaold (see
Annex 17.4).
17.7.4 Ensure that the structure is stable and access to it is safe.
If it is mobile fix it securely so it cannot inadvertently move while in
use, considering the anticipated weather conditions. Never move a
scaolding tower while people or materials are on the structure.
17.7.5 Anyone rigging or dismantling scaolding should have received
adequate training.
17.7.6 To prevent people or objects falling o, incorporate measures such
as adequate safety rails and toe-boards.
17.7.7 Do not exceed the safe working load of the structure.
238 Work at height Code of Safe Working Practices for Merchant Seafarers
●
Inspect all equipment and consider whether it is safe before use.
●
Supervise personnel working at height and ensure they follow
safety procedures.
●
Ensure that personnel working overside wear personal
flotation devices.
●
Do risk assessments before anyone works at height.
●
When working at height on ladders personnel must use a
safety harness (see Figure 8.2) with a lifeline secured above
the work position.
Chapter 17
Code of Safe Working Practices for Merchant Seafarers Work at height 239
Annex 17.1 Emergency planning for
work at height
1. Planning should take into account the possibility of emergencies
occurring that mean workers need rescuing from where they
are working at height. Sources of available guidance are listed
in Annex A of MGN 410 (M+F) Amendment 2; in particular, the
Work at Height Safety Association guidance regarding rescue.
Together with the risk assessment, consider any circumstances
that might occur when people are working at height and how to
rescue them. The following is a non-exhaustive list of questions
to ask:
●
What type of emergency could occur requiring the rescue of
a worker? For example, is it likely to be a fall from height to
the deck or into an open hold? A fall that leaves a worker
suspended from a safety harness or from the equipment on
which they were working? Or might it even involve a full or
partial collapse of that equipment?
●
Is access likely to be readily available to the worker or workers
concerned should a rescue situation occur?
●
How dicult would it be to recover a fallen or suspended
worker from a hold to deck level or to lower a fallen or
suspended worker to deck level?
●
What level of competence would the people involved in the
rescue require?
●
Would any specialist equipment be required?
●
Are there any hazards that could be encountered during the
rescue? For example, is the worker requiring rescue in an area
where oxygen deficiency or other hazardous atmosphere
could be a problem for rescuers?
●
Is appropriate protective equipment readily available to
rescuers in the situations described in the bullet point above?
●
Are rescuers, or others on board, appropriately trained to
provide appropriate medical care to a worker who has fallen or
become suspended while working at height?
MGN 410 (M+F) Amendment 2
2. Seafarers will obviously wish to rescue a colleague in distress as
quickly as possible. However, undue haste can result in additional
casualties, because rescuers do not take appropriate safety
precautions before aempting a rescue. Therefore, while the
aim should be to rescue the casualty as quickly as possible, the
rescuers should not put their own health and safety at risk.
240 Work at height Code of Safe Working Practices for Merchant Seafarers
3. When a ship is in port, there may be a tendency to await the
arrival of the local emergency services. However, there may be
delays to the emergency service. It is therefore essential that
appropriate procedures and measures are in place on board to
deal with any emergencies and rescues that could arise, whether
at sea or in port. The aim in any situation requiring the rescue of a
person suspended whilst working at height should be to rescue
the suspended person, whether injured or uninjured, as safely
and promptly as possible, having regard to all the circumstances,
including the health and safety of the rescuers.
4. A person le suspended at height in a harness for a significant
period of time may suer from symptoms of suspension
syncope or suspension intolerance. This includes tingling in arms
and legs and feelings of faintness.
5. During and aer rescue, follow standard first-aid guidance. If a
rescuer is unable to immediately release a conscious casualty
from a suspended position, elevation of the legs by the casualty
or the rescuer where safely possible may help prolong tolerance
of suspension. Up-to-date guidance on the treatment of
suspension syncope/intolerance is given in HSE Research Report
RR708 ‘Evidence-based review of the current guidance on first
aid measures for suspension trauma’.
HSE RR708
Chapter 17
Code of Safe Working Practices for Merchant Seafarers Work at height 241
Annex 17.2 Requirements for ladders
1. A ladder shall be positioned so as to ensure its stability during
use.
2. A suspended ladder shall be aached in a manner that:
●
makes it secure
●
ensures it cannot be displaced
●
prevents it from swinging.
The last two bullet points do not apply to a rope ladder.
3. Portable ladders shall rest on footing that is stable, firm, of
sucient strength and of suitable size and composition safely to
support the ladder so that its rungs or steps remain horizontal.
Where, owing to the movement of the ship, it is not reasonably
practicable to ensure that the rungs or steps of a portable ladder
remain horizontal, all appropriate measures to ensure the stability
of the portable ladder shall be taken.
4. The feet of a portable ladder shall be prevented from slipping
during use by:
●
securing the stiles at or near their upper or lower ends
●
using an anti-slip device or
●
any other arrangement of equivalent eectiveness.
5. A ladder used for access shall be long enough to protrude
suciently above the place of landing to which it provides
access, unless other measures have been taken to ensure a firm
handhold.
6. No interlocking or extension ladder shall be used unless its
sections are prevented from moving relative to each other while
in use.
7. A mobile ladder shall be prevented from moving before it is
stepped on.
8. A ladder shall be used in such a way that:
●
a secure handhold and secure support are always available to
the user; and
●
the user can maintain a safe handhold when carrying a load
by hand.
242 Work at height Code of Safe Working Practices for Merchant Seafarers
Annex 17.3 Requirements for rope
access and positioning
techniques
All rope access equipment should only be set up and used by
trained and competent personnel. The equipment should be
inspected before each use, and thoroughly examined at least every
three months, in accordance with a specified schedule.
1. A rope access or positioning technique shall only be used if:
●
subject to the next bullet point, it involves a system comprising
at least two separately anchored ropes, of which one (‘the
working rope’) is used as a means of access, egress and
support and the other is a safety rope
●
the seafarer is provided with and uses a suitable harness and
is connected by it to the working rope and the safety rope
●
the working rope is equipped with safe means of ascent and
descent and has a self-locking system to prevent the seafarer
falling should they lose control of their movements
●
the safety rope is equipped with a mobile fall prevention
system that is connected to and travels with the seafarer
●
the working rope and the safety rope take dierent leads
●
ropes are protected from right angles or sharp edges
●
the tools and other accessories to be used by the seafarer are
secured to their harness or seat or by some other
suitable means.
2. A rope access or positioning technique may involve a system
comprising a single rope where:
●
the risk assessment has demonstrated that the use of a
second line would entail higher risk to persons
●
appropriate measures have been taken to ensure safety.
Chapter 17
Code of Safe Working Practices for Merchant Seafarers Work at height 243
Annex 17.4 Requirements for
scaffolding
1. Strength and stability calculations for scaolding shall be carried
out unless:
●
a note of the calculations, covering the structural
arrangements contemplated, is available
●
the scaolding is assembled in conformity with a generally
recognised standard configuration.
2. Depending on the complexity of the scaolding chosen, an
assembly, use and dismantling plan shall be drawn up by a
competent person. This may be in the form of a standard
plan, supplemented by items relating to specific details of the
scaolding in question.
3. A copy of the plan, including any instructions it may contain, shall
be made available for the use of the person supervising and
the seafarers concerned in the assembly, use, dismantling or
alteration of the scaolding.
4. The bearing components of the scaolding shall be prevented
from slipping by:
●
aachment to the bearing surface
●
provision of an anti-slip device
●
any other arrangement of equivalent eectiveness.
5. The load-bearing surface of the scaolding shall be of sucient
capacity.
6. The scaolding shall be positioned to ensure its stability.
7. Wheeled scaolding shall be prevented by appropriate devices
from moving accidentally during work at height.
8. The dimensions, form and layout of scaolding decks shall:
●
be appropriate to the nature of the work to be performed
●
be suitable for the loads to be carried
●
permit work and passage in safety.
9. Scaolding decks shall be assembled in such a way that their
components are prevented from moving inadvertently during
work at height.
10. There shall be no dangerous gaps between the scaolding
deck components and the vertical collective safeguards to
prevent falls.
244 Work at height Code of Safe Working Practices for Merchant Seafarers
11. When any part of a scaold is not available for use, including
during the assembly, dismantling or alteration of scaolding, it
shall be:
●
marked with general warning signs in accordance with the
Merchant Shipping and Fishing Vessels (Safety Signs and
Signals) Regulations 2001
●
suitably delineated by physical means preventing access to
the danger zone.
12. Scaolding shall be assembled, dismantled or significantly
altered only under the supervision of a competent person and
by seafarers who have received appropriate and specific training
in the operations envisaged in accordance with Regulation 12 of
the Merchant Shipping and Fishing Vessels (Health and Safety
at Work) Regulations 1997 No. 2962 and Regulation 11 of the
Merchant Shipping and Fishing Vessels (Provision and Use of
Work Equipment) Regulations 2006 No. 2183, which shall include:
●
understanding the plan for the assembly, dismantling or
alteration of the scaolding
●
safety during the assembly, dismantling or alteration of
the scaolding
●
measures to prevent the risk of persons or objects falling
●
safety measures in the event of changing weather conditions
that could adversely aect the safety of the scaolding
●
permissible loads
●
any other risks that the assembly, dismantling or alteration of
the scaolding may entail.
In addition:
●
follow appropriate procedures for conducting testing
as necessary
●
avoid combining old and new components where possible,
with regular testing where the compatibility of parts may be
in question.
13. For the purposes of this annex, ‘competent person’ means the
person possessing the knowledge or experience necessary
for the performance of the duties imposed on that person by
this annex.
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 245
18
Provision, care and use of work
equipment
18.1 Introduction
18.1.1 The term ‘work equipment’ applies to any machinery, appliance,
apparatus, tool or installation provided for use at work.
18.1.2 The exception to the above is any safety equipment or apparatus
provided in compliance with the International Convention for the
Safety of Life at Sea (SOLAS) requirements, which is subject to other
merchant shipping regulations. See the Merchant Shipping and
Fishing Vessels (Provision and Use of Work Equipment) Regulations
2006 (PUWER) as referenced and Merchant Shipping (Marine
Equipment) UK Conformity Assessment Procedures for Marine
Equipment.
SI 2183/2006; MGN 331 (M+F) Amendment 2; SI 2016/1025 as
amended; MSN 1874 (M+F) Amendment 7
Key points
●
Train seafarers who are unfamiliar the equipment on board in its
proper use before allowing them to use it.
●
Where any seafarer who is likely to use any item of work
equipment does not understand the language in which the
information and instructions are wrien, provide information and
instructions in the working language of the vessel or another
language that the seafarer understands.
●
Carry, supply and use isolation equipment and PPE appropriate
to the ship’s electrical installation as and when required.
Responsibilities of the organisation
●
The company is generally responsible for all work equipment
on board.
●
Where work equipment is provided from ashore, the shore
provider is responsible for its condition. However, the company is
responsible for maintaining it while on board and using it safely.
●
All work equipment should comply with any relevant standards
laid down by merchant shipping or general UK regulations.
Any equipment not covered by regulations or type approvals
should comply with the appropriate British Standard or its
nearest International Organization for Standardization (ISO)
equivalent. See Annexes 18.1 and 18.3 for more details.
246 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
18.2 Duty of seafarers and workers
18.2.1 Seafarers and workers should comply fully with all instructions or
training they have been given for the use of any work equipment.
18.2.2 Personnel should use the correct tools or equipment for a task. They
should use tools only for their intended purpose. Use of unsuitable
tools or equipment may lead to accidents and incidents.
PUWER Part 4 Reg 34
18.2.3
●
No-one should operate any item of work equipment unless they
are competent, and authorised, to do so.
●
Never wear loose clothing or jewellery while using machinery
because it may become caught in moving parts.
●
Tie back long hair and cover it with a hair net or safety cap.
●
Personal protective equipment (PPE) should be provided and worn
as required by the Merchant Shipping and Fishing Vessels (Personal
Protective Equipment) Regulations 1999 and Merchant Shipping
Notice MSN 1870 (M+F) Amendment 5.
SI 1999/2205; MSN 1870 (M+F) Amendment 5
18.3 Risk assessment and specific risks
18.3.1 Do a risk assessment and put safety measures in place for the
safe operation of the equipment and all expected circumstances.
18.3.2 Consider the following risks, as appropriate to the equipment, to
protect workers who may be at risk while using it:
●
mechanical risks such as crushing, impact, trapping,
entanglement, cuing or friction
●
non-mechanical risks such as noise, vibration, electrical
hazards, temperature and radiation
●
any article or substance falling or being ejected from work
equipment
●
rupture or disintegration of parts of work equipment
●
work equipment overheating or catching fire
●
the unintended or premature discharge of any article or any
gas, dust, liquid, vapour or other substance that is produced,
used or stored in the work equipment
●
the unintended explosion of the work equipment or any article
or substance produced, used or stored in it
●
work equipment being struck by lightning while someone is
using it.
PUWER Reg 9
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 247
18.3.3 Where any seafarer using work equipment is, or could be,
exposed to one or more of the above risks or hazards, the
company should prevent any significant risks to their health and
safety by providing appropriate work equipment or protective
devices. If that is not practicable they should control them
adequately by appropriate means.
18.3.4 Where an item of work equipment causes a specific risk to health
or safety, it must be used, repaired, modified or maintained only
by seafarers who have been designated to perform the particular
task. They must be competent and must have had appropriate
training, either as part of their overall training for their current
position or provided by other qualified people on board or ashore
(including the manufacturer of the equipment).
18.4 Dangerous parts of work equipment
18.4.1 Every dangerous or exposed working part of work equipment
must have appropriate guards or protection devices. These must
be maintained and/or replaced as necessary and must be kept in
position when the relevant parts are in motion.
18.4.2 Stow equipment in a tidy and correct manner when not in use.
Protect any cuing edges.
18.4.3 All guards or protection devices provided should:
●
be of substantial construction
●
not cause any additional hazard
●
not be easily removed
●
be situated at a sucient distance from the danger zone (see
section 18.4.4)
●
not restrict the view of the operator more than necessary
●
be constructed or adapted to allow parts to be fied or replaced
and for maintenance work. Allow access only to the area where
work is to be carried out and, where possible, without having to
dismantle the guard or protection device.
PUWER Reg 13
18.4.4 ‘A sucient distance’ means as close as possible to the danger
zone without aecting the use or performance of the work
equipment. ‘From the danger zone’ means the zone within or around
work equipment where a seafarer would be exposed to a significant
health or safety risk.
248 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
18.5 Lighting
18.5.1 Provide adequate and appropriate lighting at any place where work
equipment is used.
PUWER Reg 24
18.6 Markings
18.6.1 Where any health and/or safety markings are required to comply
with the requirements of the Merchant Shipping and Fishing Vessels
(Safety Signs and Signals) Regulations 2001, the markings must
comply with MGN 556 (M+F) Amendment 1, and Chapter 9 of this
Code. Fix them to the equipment so they are clearly visible to any
person using the equipment or nearby.
PUWER Reg 26; MGN 556 (M+F) Amendment 1
18.7 Warnings
18.7.1 Where any work equipment needs warning signs or warning
devices their meaning should be clear and they should be easy to
see or hear.
PUWER Reg 27
18.8 Stability of work equipment
18.8.1 Where work equipment has to be stable to be used safely, stabilise
it with clamps or another appropriate method.
18.8.2 When deciding the most appropriate method for stabilising work
equipment, consider the potential movement of the ship under all
conditions.
PUWER Reg 23
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 249
18.9 High or very low temperatures
18.9.1 Take appropriate measures to prevent injury where any equipment,
parts of equipment or anything produced by, used by, or stored in
such equipment could burn, scald or cause any other injury to any
seafarer because it is at a high or low temperature.
18.9.2 Appropriate measures may include fiing guards or barriers to
the hazardous parts of the equipment, isolating the equipment or
providing PPE.
PUWER Reg 16
18.10 Maintenance
18.10.1 Keep all work equipment in good repair and ecient working order
following the manufacturer’s instructions. See section 19.3 for
further information.
18.10.2
A competent person should inspect the equipment regularly.
When equipment does not seem to be working properly, or has
been treated in a way likely to cause damage, report it and take it
out of service until it can be inspected and any necessary repairs or
maintenance undertaken.
18.10.3 The company or competent person is responsible for deciding
what maintenance work is required, in line with the manufacturer’s
instructions. The following should normally form part of a
maintenance routine:
●
Grease bearings thoroughly, following the manufacturer’s
recommendations. Dry bearings and other moving parts will
impose additional loads that can lead to failure.
●
Check all ropes, chains and aachment points regularly for
wear, damage or corrosion, and replace them as necessary. See
Chapter 19 for further guidance.
●
Test all controls, emergency stop controls, brakes, safety devices
and so on to ensure that they are operating correctly before use.
These checks should also be part of a planned maintenance
system.
18.10.4 Shut down the equipment before carrying out maintenance work on
powered equipment.
250 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
18.10.5 Where shuing down is not possible, put in place appropriate
protective measures to do the work safely without exposing the
worker, or any other person, to any significant risk to their health and
safety. Protective measures may include:
●
exposing the dangerous part as lile as possible
●
geing a responsible ship’s ocer or competent person to
authorise the exposure
●
permiing only a competent person to carry out the operation
●
ensuring that any person working close to the machinery has
enough clear space and adequate light while they are working
●
ensuring that any person operating close to the machinery has
been trained in safe systems of work for that machinery, and the
dangers and precautions to take
●
displaying a conspicuous warning notice on or close to the
machinery
●
keeping maintenance logs up to date.
PUWER Regs 7 and 25
18.11 Inspection
18.11.1
When to inspect
Where the safety of work equipment depends on the installation
conditions, a competent person should inspect the equipment
aer initial installation, or aer reassembly at a new site or in a
new location, and before puing it into service for the first time.
This is to ensure that it has been installed correctly, following the
manufacturer’s instructions, and is safe to use. In this context,
inspection means a competent person carrying out visual or more
rigorous checks. It may include testing when appropriate.
18.11.2 A competent person should inspect any work equipment that is
exposed to conditions causing deterioration as outlined in the safety
management system, risk assessment and procedures. When
exceptional circumstances occur that jeopardise the safety of the
work equipment, further inspection is necessary so any remedial
action can be taken to ensure it is still safe to use. Exceptional
circumstances include modification work, accidents, exposure to
extreme weather, any use that falls outside the equipment’s design
parameters, and prolonged periods of inactivity.
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 251
18.11.3 Any work equipment used for liing loads, including personnel, is
also subject to the provisions of the Merchant Shipping and Fishing
Vessels (Liing Operations and Liing Equipment) Regulations 2006.
These set out specific requirements for the inspection, testing and
thorough examination of such liing equipment. See Chapter 19
for more details.
PUWER Reg 8
18.11.4
How to inspect work equipment
Inspection means a detailed visual and operational check of work
equipment to ensure its condition and integrity for ongoing safe use.
It should take account of the manufacturer’s guidance.
18.11.5 Examine structures frequently for damage such as corrosion,
cracks, distortion or wear of bearings, and securing points.
Also check hollow structures, such as gantries or masts, for water
trapped inside them. If water is found drain the structure, treat it
where practicable, then seal it to prevent further ingress of water.
18.11.6 Record the results of all inspections and keep the records available
until the next inspection.
18.11.7 Where any ship’s work equipment is used outside the ship, or
work equipment from outside the ship is used on the ship, provide
physical evidence that the last inspection required under the
Merchant Shipping and Fishing Vessels (Provision and Use of Work
Equipment) Regulations 2006 has actually been carried out. In
this context ‘used outside the ship’ includes equipment used on
the quayside, dock or jey, the ship’s boats, pontoons or on board
another ship. It also applies to equipment operated by workers who
are not employed by the company.
18.11.8 Inspections should cover factors such as the standard of welding
or other fixing and materials used, together with the strength of
any part of the ship that supports it and to which it is aached.
Take account of any inspection requirements or guidance from
the manufacturer. Reinspect work equipment regularly, no less
than every five years, or more frequently if the manufacturer
recommends, to ensure that its installation has not deteriorated.
252 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
18.12 Information and instructions
18.12.1 Incorrect use of tools and equipment can cause accidents and
incidents, as well as damage to the equipment.
18.12.2 All seafarers, and any managers or supervisors who use work
equipment, should have access to all necessary health and safety
information and wrien instructions relating to its use, including
those from manufacturers.
18.12.3 This information should be in an easily understood form. It should
include information and, where appropriate, wrien instructions on
the conditions in which the work equipment may be used and its
method of use.
18.12.4 It should include foreseeable abnormal situations and what to do if
such a situation occurs; and information on any conclusions drawn
from previous experience of using that work equipment.
PUWER Reg 10
18.13 Training
18.13.1 All seafarers who use work equipment, or who supervise its use,
should have received adequate training covering the method of
use of the equipment, any risks that may arise from its use and any
precautions to take.
18.13.2 Similarly, seafarers specifically designated to carry out repairs,
modifications, maintenance or servicing to work equipment, or who
supervise such work, should have had adequate training for that
purpose when the use of that equipment may involve a specific
health and safety risk to the person using it; for example, electrical
equipment or mechanical cuing equipment.
18.13.3 In accordance with the International Safety Management Code for
Merchant Shipping, keep records of all such training and indicate
when workers become fully competent.
18.13.4 All instruction or information must be in the working language of the
vessel.
PUWER Reg 11
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 253
18.14 Hand tools
18.14.1 Do not use damaged or worn tools and keep cuing edges sharp
and clean. Only a competent person should maintain, repair or
dress tools.
18.14.2 The following guidelines apply to the use of tools and equipment:
●
When using a tool with a cuing edge, always keep both hands
behind the edge/blade.
●
Do not use hammers with split, broken or loose shas and worn
or chipped heads. Make sure the heads are properly secured to
the shas.
●
Files should have a proper handle. Never use them as levers.
●
When using a tool direct it away from the body so that if it slips it
does not cause injury (except when using a spanner; see below).
●
When using a spanner you will gain more control by pulling
towards the body.
●
Do not use spanners with splayed jaws. Scrap any that show
signs of slipping. Have enough spanners of the right size. Do
not improvise, for example, by using pipes as extension handles
on spanners.
●
Hold a chisel between the thumb and base of the index finger
with the thumb and fingers straight, and with the palm of the
hand facing towards the hammer blow.
●
The cuing edge of chisels should be sharpened to the correct
angle. Do not allow the head of a cold chisel to spread to a
mushroom shape; grind o the sides regularly.
●
Never use screwdrivers as chisels and never use hammers on
them. Split handles are dangerous.
●
Do not force a saw through the material being cut: push it with a
light, even movement.
254 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
18.15 Portable power-operated tools and equipment
18.15.1 The following guidelines apply for portable power-operated equipment:
●
Portable powered equipment is dangerous unless it is properly
maintained, handled and used. Only competent people should
operate it.
●
The flexible cables of electric tools should comply with the
relevant British or international standard.
●
Before work begins, ensure that power supply leads and hoses
are in good condition, laid safely clear of all potentially damaging
obstructions, and do not obstruct safe passage.
●
Where cables pass through doorways, secure the doors open.
18.15.2 The risk of electric shock is increased by perspiration and
locations that are damp, humid or have large conductive
surfaces. In these conditions operate power tools from low
voltage supplies; no more than 50 volts AC with a maximum of
30 volts to earth or 50 volts DC.
18.15.3 The risk associated with portable electric tools also applies to
portable electric lamps. The supply to these should not exceed
50 volts.
18.15.4 When it is not practicable to use low voltages take other
precautions. These could include a local isolating transformer
supplying one appliance only, or a high-sensitivity earth leakage
circuit breaker (also known as a residual current device), that
trips at 30 milliamperes (mA) residual current or less.
18.15.5 Do not use double-insulated tools on ships outside the
accommodation because water can provide a contact
between live parts and the casing, increasing the risk of a fatal
shock. An earth leakage circuit breaker may also fail to operate
when used with such tools because there may be no earth wire
in the power supply cable fied to the tool.
18.15.6
Chain linkages (whip checks ) or similar devices should be
fied between sections of pneumatic hose to prevent whiplash
in the event of breakage. Alternatively you can use safety
valves that close o the lines. Accessories and tool pieces
(eg drill bits, chisel) should be absolutely secure in the tool. In
particular, replace any retaining springs, clamps, locking levers
and other built-in safety devices on pneumatic tools aer the
tool piece has been changed.
18.15.7 Do not change accessories or tool pieces while the tool is
connected to a power source.
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 255
18.15.8 The correct safety guards should be securely fixed to appliances
that require them. Check that they are secure before starting
any operation. Remove guards only when the equipment is not
operating. If you need to remove guards while operating for
maintenance or examination of the equipment, take the following
precautions:
●
Only a responsible person should authorise the removal of
safety guards, or carry out the work or examination.
●
There should be adequate clear space and lighting to do
the work.
●
Tell anyone working close to the machinery what the risks
are. Instruct them in a safe system of work and the
precautions to take.
●
Display a conspicuous warning notice.
18.15.9 During temporary interruptions to work (eg during meal breaks and
on completion of a task) isolate equipment from power sources
and leave it safely or stow it away correctly.
18.15.10 When a work operation causes high noise levels, wear hearing
protection. When flying particles may be produced protect the face
and eyes (see Chapter 8).
18.15.11 The vibration caused by reciprocating tools (eg pneumatic drills,
hammers, chisels) or high-speed rotating tools can cause a
permanent disablement of the hands known as ‘dead’ or ‘white’
fingers. In its initial stages, this appears as a numbness of the fingers
and an increasing sensitivity to cold. In more advanced stages the
hands become blue and the fingertips swollen.
18.15.12 Seafarers who experience the symptoms above should not use
such equipment.
18.15.13 Advise other seafarers not to use reciprocating tools for more than
30 minutes without a break, unless the risk assessment indicates a
lesser period of use.
See Chapter 12 for further information.
256 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
18.16 Workshop and bench machines (fixed
installations)
18.16.1 Only competent personnel should operate fixed installations.
The operator should check the machine every time before use,
and ensure that all safety guards and devices are in position and
operative, that all tool pieces (eg drill bits, cuing blades) are in
good condition, and that the work area is adequately lit and free
from cluer.
18.16.2 Do not use a machine when a guard or safety device is missing,
incorrectly adjusted or defective, or when it is itself in any way faulty.
If there is any defect isolate the machine from its power source until
it has been repaired.
18.16.3 During operations, personnel should ensure that work pieces are
correctly secured in position, that machine residues (eg swarf,
sandings) do not build up excessively, and that they are disposed of
in a correct and safe manner.
18.16.4 Switch o the machinery and isolate the power supply whenever it is
le unaended, even if only briefly. Recheck the machinery and any
safety guards before resuming work.
18.17 Abrasive wheels
18.17.1 Only competent people should select, mount or use abrasive
wheels, and they should follow the manufacturer’s instructions.
They are relatively fragile so store and handle them with care.
18.17.2 Follow the manufacturer’s instructions when choosing the correct
type of wheel for the job in hand. Generally, so wheels are more
suitable for hard material and hard wheels for so material.
18.17.3 Before mounting a wheel, brush it clean and inspect it closely to
ensure that it has not been damaged in storage or transit. You can
check the soundness of a vitrified wheel further by suspending
it vertically and tapping it gently. If the wheel sounds dead, it is
probably cracked so do not use it.
18.17.4 Do not mount a wheel on an unsuitable machine. It should fit to the
spindle freely but not loosely. If the fit is too tight the wheel may
crack as the heat of the operation causes the spindle to expand.
18.17.5 Tighten the clamping nut only enough to hold the wheel firmly.
When the flanges are clamped by a series of screws, the screws
should be first screwed home with the fingers and diametrically
opposite pairs tightened in sequence.
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 257
18.17.6 The speed of the spindle should not exceed the stated maximum
permissible speed of the wheel.
18.17.7 Provide a strong guard which encloses as much of the wheel as
possible. Keep guards in position at every abrasive wheel, both
to contain wheel parts in the event of a burst and to prevent an
operator touching the wheel (see also section 18.17.8).
18.17.8 Where there is a work rest secure it properly to the machine and
adjust it as close as practicable to the wheel. The gap should
normally not be more than 1.5 mm.
18.17.9 Do not use the side of a wheel for grinding; this is particularly
dangerous when the wheel is badly worn.
18.17.10 Never hold the work piece in a cloth or pliers.
18.17.11 Machines used for dry grinding should have suitable transparent
screens. Where an abrasive wheel is being trued or dressed the
screen should protect the worker from the exposed part of the
wheel. As with all grinding operations, workers should wear properly
fiing eye protectors and follow the manufacturer’s instructions
and procedures.
18.18 Hydraulic/pneumatic/high-pressure jetting
equipment
18.18.1 Seafarers using hydraulic/pneumatic/high-pressure systems
should be trained and competent in their use. Always follow the
manufacturer’s guidelines. Do not operate equipment at higher
pressures than the manufacturer recommends.
18.18.2 Seafarers using high-pressure jeing equipment should wear the
correct protective equipment. These systems may involve a heated
supply source so operators should guard against splashing and
scalding. Notices should be displayed on approaches to areas where
such work is taking place to warn others that a high-pressure system
is in the area. Finally, seafarers should ensure that the direction of
such jeing is safe.
18.18.3 Before starting work, seafarers should ensure that the equipment
and supply systems are in sound condition, and that incorporated
safety devices are in place and functioning correctly.
18.18.4 Where equipment is defective or suspect, shut down the systems
and isolate and depressurise them to allow eective replacement or
repair. Only competent personnel should make these repairs, using
approved components.
258 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
18.18.5 Before activating a pressure system, and also when closing it
down, do the recommended checks to ensure that there are no air
pockets or trapped pressure in the system, as these may cause the
equipment to work erratically.
18.18.6 When handling hydraulic fluid, personnel should:
●
use the correct grade when topping up systems
●
clean up spillages immediately
●
clean o any splashes of such fluid onto skin areas o
immediately (many of these fluids are mineral based)
●
keep naked lights away from equipment during service/test
periods (hydraulic fluids may give o vapours that may
be flammable).
18.18.7 If there is a high-pressure release of oil, air or any other substance
that penetrates the skin, get medical advice immediately.
18.18.8 The pressure of compressed air should be no higher than is
necessary to do the work satisfactorily.
18.18.9 Do not use compressed air to clean the working space, and never
direct it at any part of a person’s body.
18.19 Hydraulic jacks
18.19.1 Inspect jacks before use to ensure that they are in a sound
condition and that the oil in the reservoir reaches the minimum
recommended level.
18.19.2 Before operating a jack check that its liing capability is adequate
for the work and that its foundation is level and strong enough.
18.19.3 Apply jacks only to the recommended or safe jacking points
on equipment.
18.19.4 Equipment under which seafarers are working should be properly
supported with chocks, wedges or by other safe means – never by
jacks alone.
18.19.5 If possible remove jack operating handles when they are not
required, so they will be in position for raising or lowering the jack.
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 259
18.20 Laundry equipment
18.20.1 All seafarers who work in a laundry, or use any part of the
equipment there, must be fully instructed in how to operate the
machinery. Seafarers under 18 years of age should not work on
industrial washing machines, hydro-extractors, calender presses
or garment presses unless they have been fully trained in how to
operate the machine and the precautions to take. If appropriate
a competent person should supervise them.
MSN 1838 (M) Amendment 1
18.20.2 Inspect equipment before use for faults and damage. Pay particular
aention to:
●
the automatic cut-o or interlocking arrangements on equipment
such as washing machines and hydro-extractors
●
the guards and emergency stops on presses, calender presses,
mangling and wringing machines.
Report any defects or irregularities you find during the inspection
immediately, or when the equipment is working. Do not use the
machine until any necessary repairs or adjustments have been
carried out.
Display a conspicuous notice warning against use on the defective
machine.
18.20.3 To ensure the necessary standard of maintenance for laundries,
the equipment needs frequent and regular inspection, including
thorough checking of all electrical equipment and apparatus.
18.20.4 Do not overload machines, and always distribute loads uniformly.
18.20.5 Do not rely entirely on interlocking or cut-o arrangements on the
doors of washing machines, hydro-extractors and drying tumblers.
Do not open doors until all movement has ceased.
18.21 Controls
18.21.1 Any seafarer operating the controls of any work equipment should be
able to ensure from the control position that no other seafarer will be
exposed to any significant risk to their health and safety as a result of
the starting up or use of that equipment.
260 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
18.21.2 Where such an arrangement is not reasonably practicable, introduce
appropriate systems of work to ensure that no seafarer is exposed
to any significant risk to their health and safety as a result of starting
up or using the equipment.
18.21.3 This may include audible, visible or other suitable warning devices,
as required by sections 18.6 or 18.7, so that any seafarers likely to be
aected are aware that the equipment is about to be started. See
Annex 18.3 for more details.
18.21.4 Any seafarers who could be exposed to a risk to their health and
safety because work equipment is being started or stopped must
be given enough time and a means to get out of the way first.
PUWER Reg 18
18.22 Use of mobile work equipment
18.22.1 Where mobile work equipment is used on board a ship:
●
ship’s powered vehicles or powered mobile liing appliance must
not be driven during a work activity except by a competent and
authorised person
●
where work equipment is moving around in a work area,
appropriate trac rules must be drawn up and followed for the
safety of seafarers and others
●
seafarers on foot should, so far as is reasonably practicable, be
prevented from entering the area of operation of self-propelled
work equipment
●
where work cannot be done properly unless seafarers on foot are
present, appropriate measures must be in place to prevent them
from being injured by the work equipment.
PUWER Reg 30
18.22.2 Seafarers should be carried on mobile work equipment only when
safe facilities are provided for this purpose. Adjust the speed of the
work equipment as necessary for the safety of the seafarers.
18.22.3 Do not use mobile work equipment fied with a combustion
engine in working areas unless there is sucient ventilation, so the
combustion engine does not put the health or safety of seafarers
at risk.
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 261
18.23 Carrying of seafarers on mobile work
equipment
18.23.1 No seafarer is to be carried on any mobile work equipment
unless it is designed for that purpose.
PUWER Reg 28
18.23.2 This means it must be fied out in such a way as to minimise risks
to the safety of any seafarer, including any risks from wheels or
tracks. Such equipment must also incorporate measures to prevent
it rolling over or, where that is not possible, reduce the risks to health
or safety of seafarers should it roll over whilst being used. Measures
could include:
●
stabilising the work equipment to prevent it rolling over
●
providing a protection structure so that the work equipment
cannot fall on its side
●
providing a structure that gives sucient clearance around the
seafarers being carried if the work equipment can overturn further
than that
●
using any device that is equally eective in protecting the
seafarers being carried.
18.23.3 Where there is a risk that any seafarer being carried by mobile work
equipment could be crushed if it rolls over, provide a restraining
system for the person. (This does not apply to a forkli truck with a
structure as described in section 18.23.2, points 2 and3).
18.24 Overturning of forklift trucks
18.24.1 Any forkli truck to which section 18.23.2 applies and which carries a
seafarer, must be adapted or equipped to minimise the risk to health
or safety from its overturning. Consider the manner and conditions
in which the forkli truck is being used.
PUWER Reg 29
18.24.2 Any seafarer operating a forkli truck must have received
appropriate safety training including that for the type of truck.
262 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
18.25 Self-propelled work equipment
18.25.1 When any self-propelled work equipment could present a hazard to
health and safety while in motion:
●
fit it with a means for preventing it from being started by an
unauthorised person (eg a key-operated switch)
●
where more than one item of rail-mounted work equipment
is moving at the same time, fit it with appropriate facilities for
minimising the consequences of a collision
●
fit it with braking and stopping devices
●
fit it with emergency facilities operated by a readily accessible
control or automatic system for braking and stopping if the main
device fails
●
where the driver’s direct field of vision is not wide enough to
ensure safety, ensure there are adequate devices for improving
their vision
●
if the equipment is used in the dark:
–
fit it with lighting appropriate to the work to be carried out
–
check that it is suciently safe for such use
●
if it, or anything carried or towed by it, involves a risk from fire and
is liable to injure seafarers, it should carry appropriate firefighting
appliances, unless such appliances are kept suciently close to it.
PUWER Reg 31
18.26 Remote-controlled self-propelled work
equipment
18.26.1 Where any remote-controlled self-propelled equipment could
endanger the safety of seafarers while it is in motion, set it up in
such a way that it stops automatically once it leaves its control
range. Additionally, incorporate features to guard against the risk of
crushing or other impact.
PUWER Reg 32
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 263
18.27 Drive units and power take-off shafts
18.27.1 Where the seizure of a drive unit or power take-o could present
a risk to seafarers, take appropriate measures including providing
guards or other protection devices referred to in section 18.4.1.
PUWER Reg 33
18.28 Ropes and wires
18.28.1 Choose the correct rope or wire for every purpose.
Use and maintain it properly to ensure the safety of life,
the ship and the environment. For further information
see BTA Rope Selection Guidance – Appendix 2 at
hps://britishtug.com/bta-produced-tow-rope-guidance/
18.28.2 When choosing a rope or wire ensure that its designated use is
compatible with the manufacturer’s design purpose. It should
be appropriate for its intended use and expected/foreseeable
operating conditions. This includes being compatible with the
vessel’s fiings. Relevant criteria may include minimum bend radius,
minimum breaking load, material and construction type.
18.28.3 There are many dierent techniques to construct a rope; for
example, diering numbers of strands, use of jackets and
proprietary coatings. Each construction may have unique
characteristics and may fail through dierent methods of use. Follow
the manufacturer’s guidance on the use and maintenance of low-
twist jacketed synthetic fibre ropes and monitor their performance
in dynamic loading environments.
18.28.4 The manufacturer’s and specialist industry guidance will help
you determine the safety factor and life expectancy of the rope
or wire.
18.28.5 Man-made (synthetic) fibre ropes are relatively stronger than those
of natural fibre, so for any given breaking strain they have smaller
diameters. However, wear or damage will weaken them more than
the same amount of wear or damage would on a natural fibre rope.
High-modulus synthetic fibre (HMSF) ropes, including high-modulus
polyethylene (HMPE), have a particularly high strength-to-weight ratio.
18.28.6 Table 18.1 shows recommendations for the substitution of natural fibre
ropes with synthetic ones. The diameters given are for three-strand
ropes and the size numbers are for eight-strand plaited ropes.
264 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
Table 18.1 Recommendations for substitution of natural fibre ropes by synthetic fibre ropes
Manila Polyamide
(eg nylon)
Polyester
(terylene)
Polypropylene
Diameter
(mm)
Size Diameter
(mm)
Size Diameter
(mm)
Size Diameter
(mm)
Size
48 6 48 6 48 6 48 6
56 7 48 6 48 6 52 6.5
64 8 52 6.5 52 6.5 56 7
72 9 60 7.5 60 7.5 64 8
80 10 64 8 64 8 72 9
88 11 72 9 72 9 80 10
96 12 80 10 80 10 88 11
112 14 88 11 88 11 96 12
18.28.7 Take new rope, three-strand fibre rope and wire out of a coil very
carefully to avoid disturbing the lay of the rope.
18.28.8 Rope of synthetic material stretches under load to a varying extent
depending on the material. The stretch of synthetic fibre rope, which
may be up to double that of natural fibre rope, usually recovers
almost as soon as tension is released.
18.28.9 Warning
When a synthetic rope breaks it may snap back in a dangerous
manner. If an item of running gear breaks loose it may be
projected with lethal force, endangering people’s lives. Avoid
snatching this type of rope; this may happen inadvertently and if
so personnel should stand well clear of the danger areas. HMSF
ropes have very specific stretch and snap-back characteristics
that will need to be considered.
18.28.10 The frictional heat generated during use can easily damage
synthetic fibre ropes. Too much friction on a warping drum may
fuse the rope, causing it to stick and jump when turning, which can
be dangerous. Polypropylene is more liable to soen than other
materials. To avoid fusing, do not surge ropes on winch barrels
unless necessary and use a minimum number of turns on the winch
barrel. Three are usually enough but, on whelped drums, one or
two extra turns may be needed to ensure a good grip; remove these
as soon as practicable.
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 265
18.28.11 Choose the method of making eye splices in ropes of synthetic
fibres according to the material of the rope:
●
Polyamide (nylon) and polyester fibre ropes need four full tucks
in the splice each with the completed strands of the rope,
followed by two tapered tucks for which the strands are halved
and quartered for one tuck each respectively. The length of the
splicing tail from the finished splice should be equal to at least
three rope diameters. The portions of the splice containing the
tucks with the reduced number of filaments should be securely
wrapped with adhesive tape or other suitable material.
●
Polypropylene ropes should have at least three but not more than
four full tucks in the splice. The protruding spliced tails should be
at least equal to three rope diameters.
●
Polythene ropes should have four full tucks in the splice with
protruding tails of at least three rope diameters.
18.28.12 Certain rope constructions, such as those using high-eciency
splicing methods, may require specialist assistance in splicing to
maintain the strength of the rope. Inspect the splices in ropes and
wires regularly to check that they are intact. Where wire rope is
joined to fibre rope, insert a thimble or other device into the eye
of the fibre rope. Both wire and fibre rope should have the same
direction of lay.
18.28.13 Do not use mechanical fastenings in place of splices on synthetic
fibre ropes because strands may be damaged during application
of the mechanical fastening. The grip of the fastenings may also
be aected by slight, unavoidable fluctuations in the diameter of
the strands.
18.28.14
Use synthetic fibre stoppers of similar material (but not polyamide)
on synthetic fibre mooring lines. The ‘West Country’ method
(double and reverse stoppering ) is preferable, as shown in
Figure 18.1.
Figure 18.1 The ‘West Country’ method of double and reverse
stoppering
266 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
18.28.15 Form eyes in wire ropes by eye-splicing or using appropriate
compression fiings (using swages or ferrules). Avoid using bulldog
grips if possible, and do not use them on liing wires or mooring
wires. Annex 18.2 gives further information on the use of bulldog grips.
18.28.16 Many types of rope of both synthetic and natural fibre are available,
each with dierent properties. Table 18.2 is a guide to the chemical
resistance of the main rope types, but it indicates only the possible
extent of deterioration of rope. In practice much depends on the
precise formulation of the material, the amount of contamination the
rope receives and the length of time and the temperature at which
it is exposed to contamination. In some cases, damage may not be
apparent even on close visual inspection.
Table 18.2 Chemical resistance of dierent types of rope
Substance Rope type
Manila
or sisal
Polyamide
(nylon)
Polyester Polypropylene Polythene
(HMPE)
Aramid
Sulphuric
(baery) acid
None Poor Good Very good Good Poor
Hydrochloric acid None Poor Good Very good Very good Good
Typical rust
remover
Poor Fair Good Very good
Caustic soda None Good Fair Very good Very good Good
Liquid bleach None Good Very good Very good Very good Good
Creosote, crude
oil
Fair None Good Very good
Phenols, crude
tar
Good Fair Good Good Very good Good
Diesel oil Good Good Good Good
Synthetic
detergents
Poor Good Good Good
Chlorinated
solvents (eg
trichloroethylene
used in some
paint and varnish
removers)
Poor Fair Good Poor Very good Good
Other organic
solvents
Good Good Good Good Very good Very
good
18.28.17 Synthetic fibre ropes have high durability and low water absorption
and are resistant to rot. Mildew does not aack synthetic fibre
ropes but moulds can form on them. This will not normally aect
their strength.
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 267
18.28.18 Store ropes away from heat, sunlight and extreme cold, if possible in
a separate compartment that is dry and well ventilated, away from
containers of chemicals, detergents, rust removers, paint strippers
and other substances capable of damaging them. Cover mooring
ropes with tarpaulins or, if the ship is on a long voyage, stow them
away. Report any accidental contamination immediately for cleansing
or other action.
18.28.19 Unlike natural fibre ropes, synthetic fibre ropes give lile or no
audible warning of approaching breaking point.
18.28.20 Keep mooring ropes, wires and stoppers in good condition. The user
should establish maintenance procedures and records. Establish
objective criteria by which to retire and replace in-service ropes
and wires to minimise the risk of failure. Keep certifications for
ropes and wires on board and link them positively to identifiable
equipment. Include records of inspection in the vessel’s planned
maintenance system, maintenance plan or management system, in
line with the manufacturer’s guidance. Further guidance is available
in IMO MSC 1/Circ 1620 – Guidelines for Inspection and Maintenance
of Mooring Equipment including Lines.
MSC 1/Circ 1620
18.28.21 Inspect ropes frequently for external and, where achievable, internal
wear between strands. A high degree of powdering between
strands indicates excessive wear and reduced strength. Ropes with
high stretch suer greater inter-strand wear than others. Hardness
and stiness in some ropes, polyamide (nylon) in particular, may also
indicate overworking.
18.28.22 Treat wires regularly with suitable lubricants. Inspect them internally
for deterioration and externally for broken strands. Apply lubricants
thoroughly to prevent internal as well as external corrosion, and
never allow wires to dry out.
18.28.23 Ensure that the inspection and discard criteria take into account the
fact that the condition of the load-bearing core of jacketed ropes
cannot be adequately assessed on board ship, and therefore it is
necessary to follow inspection procedures.
18.28.24 A rope or wire may lose strength if bent around deck fiings with
radii below those of its specified minimum bend radius. Carefully
inspect ropes that are regularly exposed to a bend radius less than
the stated minimum as the service life of the rope may be less than
that recommended by the manufacturer.
18.28.25 The risk of a rope or wire parting under the load is reduced by
proper care, inspection and maintenance and by using it properly
in service. However, ropes may progressively weaken in service.
For this reason, consider their anticipated life expectancies taking
specialist industry guidance into account.
268 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
●
Seafarers and workers must follow training and manufacturer’s
instructions when using work equipment.
●
See also Chapters 8 and 12.
●
Work equipment must comply with the relevant regulation for
use and its standard.
●
PPE must be provided and worn as instructed.
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 269
Annex 18.1 Conformity requirements
Table 18.3 lists the UK instruments and all work equipment that
should conform to the appropriate product standards, apart from
equipment that pre-dates any relevant standards.
CE marking transferred to UK conformity assessed (UKCA) marking
in Great Britain on 31 December 2020.
A UKCA or CE marking is relevant for the purpose for which
the equipment is to be used. In this context, a marking signifies
compliance with basic requirements of design of, manufacture
of, and the specifications and test methods applicable to, a piece
of work equipment, which have been adopted by the appropriate
authorities. Reference to a UKCA or CE marking also includes the
marking for an alternative standard that provides equivalent levels of
safety, suitability and fitness for purpose.
270 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
Table 18.3 Statutory Instruments concerning the safety of work equipment
Title Reference
The Low Voltage Electrical Equipment
(Safety) Regulations 1989
SI 1989/728, amended by SI 1994/3260
The Simple Pressure Vessels (Safety)
Regulations 1991
SI 1991/2749, amended by SI 1994/3098, SI 2016/1092
The Personal Protective Equipment
(EC Directive) Regulations 1992
SI 1992/3139, amended by SI 1993/3074, SI 1994/2326 and
SI 1996/3039
The Equipment and Protective Systems
Intended for Use in Potentially Explosive
Atmospheres Regulations 1996
SI 1996/192, amended by SI 1998/81
The Lis Regulations 1997 SI 1997/831, amended by SI 2004/693 and SI 2005/831
The Pressure Equipment Regulations 1999 SI 1999/2001, amended by SI 2002/1267, SI 2004/693 and
SI 2015/399
The Merchant Shipping and Fishing
Vessels (Personal Protective Equipment)
Regulations 1999
SI 1999/2205
The Radio Equipment and
Telecommunications Terminal Equipment
Regulations 2000
SI 2000/730, amended by SI 2003/1903, SI 2003/3144 and
SI 2005/281
The Noise Emission in the Environment by
Equipment for Use Outdoors Regulations
2001
SI 2001/1701, amended by SI 2001/3958 and SI 2005/3525,
SI 2015/98
The Medical Devices Regulations 2002 SI 2002/618, SI 2003/1697, SI 2005/2909, SI 2007/400,
SI 2008/2936 and SI 2013/2327, SI 2019/791, SI 2020/1478,
SI 2021/873
The Electromagnetic Compatibility
Regulations 2005
SI 2005/281
The Supply of Machinery (Safety)
Regulations 2008
SI 2008/1597, SI 2011/2157
The Construction Products Regulations
2013
SI 2013/1387, SI 2019/465, SI 2020/1359, SI 2022/712
The Merchant Shipping (Marine
Equipment) Regulations 2016
SI 1999/1957, amended by SI 2001/1638, SI 2004/302,
SI 2004/1266, SI 2009/2021, SI 2016/1025
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 271
Annex 18.2 Bulldog grips
Figure 18.2 shows a typical bulldog grip.
Figure 18.2 Example of a bulldog grip
●
Avoid using bulldog grips if possible, and do not use them on
liing or mooring wires.
●
Do not use bulldog grips where the rope is likely to be subjected
to very strong vibrations.
●
Do not use bulldog grips with plastic-coated wire rope.
●
Where bulldog grips are used, install them correctly following the
manufacturer’s instructions.
●
Place the ‘U’ of the grip on the dead end of the rope as shown in
Figure 18.3. The distance between grips should be approximately
six rope diameters. The minimum number of grips depends on
the rope diameter. Retighten the grips when they have been in
service for several hours and recheck their tightness periodically.
Correctly fied grips should hold at least 80% of the minimum
breaking load of the rope.
Bulldog grips all the same type and fitted
all the same way with the 'U' grip placed
on the dead end of the rope
Distance between the grips is approximately
6 times the diameter of the wire
Figure 18.3 Use of bulldog grips
272 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
Annex 18.3 Standards for work
equipment
1. Suitability of work equipment
Work equipment should be:
●
suitable for the work to be carried out
●
properly adapted for that purpose
●
capable of being used without any significant risks to the health
and safety of any seafarer.
PUWER Reg 6(1); SI 2006/2183
2. Electrical equipment
All ship’s electrical equipment and installations should be operated
and maintained in such a way that there is no electrical hazard to
the ship or any person.
PUWER Reg 14
3. Controls for starting or making a significant
change in operating conditions
Where any work equipment could constitute a risk to the health or
safety of seafarers because it contains moving parts or is mobile,
it must be fied with one or more controls for the purposes of
starting it and controlling any change in its speed, pressure or
other operating conditions. Additionally, it must be possible to start
the machine or change its speed, etc. only by operation of the
relevant control.
The requirements in the paragraph above do not apply to any
automatic restarting or other changes in the operating conditions that
occur as a result of the normal operating cycle of any work equipment.
PUWER Reg 17
4. Controls
All operational controls for work equipment should be clearly visible
and identifiable, including the provision of appropriate marking
where necessary. No control should be placed in a position where
any seafarer operating it is exposed to any significant risk to their
health and safety.
PUWER Reg 20
Chapter 18
Code of Safe Working Practices for Merchant Seafarers Provision, care and use of work equipment 273
5. Stop controls
In addition to the requirements in section 4, where any work
equipment could constitute a risk to health and safety, one or more
readily accessible controls must be provided to either bring it to a
stop or otherwise render it safe.
Any stop control must override any control required by
section 3.
PUWER Reg 18
6. Emergency stop controls
In addition to the requirements for stop controls in section 5, where
any work equipment could constitute a risk to health and safety,
one or more readily accessible emergency stop controls should be
provided. An emergency stop control must override any controls
required by sections 3 and 5.
PUWER Reg 19
7. Control systems
Any control systems for work equipment should be safe and take
account of any risks to health and safety that might result from
damage to or breakdown of that control system. In this context, a
control system cannot be considered safe unless:
●
its operation does not create any increased risk to health or
safety
●
any fault in, or damage to, any part of the control system, or
the loss of power supply to it, does not result in additional or
increased risk to health or safety
●
it does not impede the operation of any stop control required by
sections 5 and 6.
PUWER Reg 21
8. Isolation from sources of energy
Where the risk assessment indicates the need, work equipment
should be provided with a suitable system for isolating it from all its
sources of energy. Any isolating system should be clearly identified,
capable of being locked o and indicated in the appropriate permit
to work.
Suitable measures must also be in place to ensure that reconnection
of any energy source to work equipment does not expose the
seafarer using the equipment to any significant risk to their health
and safety. Such measures must also be identified in the risk
assessment and identified on the permit to work.
PUWER Reg 22
274 Provision, care and use of work equipment Code of Safe Working Practices for Merchant Seafarers
Not for resale
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 275
19
Lifting equipment and operations
19.1 Introduction
19.1.1 The general principles on provision, care and use of work equipment
set out in Chapter 20 also apply to liing equipment. This chapter
gives additional information on liing. Where there is any overlap, the
more stringent regulations apply.
19.1.2 ‘Liing equipment’ means work equipment used for liing or
lowering loads and includes the aachments used for anchoring,
fixing or supporting it.
19.1.3 ‘Loose gear’ means any gear by means of which a load can be
aached to liing equipment but does not form an integral part of
either the liing equipment or the load.
Key points
●
During liing operations ensure good and consistent
communications between the personnel operating liing
equipment and the shoreside, deck and bridge.
●
Store accessories for liing in conditions that will not result in
damage or degradation.
Your organisation should
●
Ensure that all liing equipment fied on board is appropriate
for its intended purpose and is safe to use.
●
Ensure a valid certificate of testing and thorough examination
by a competent person is in force for every item of liing
equipment, accessory for liing and loose gear. All items should
be tested, and then thoroughly examined and certificated for
use either:
–
aer manufacture or installation; or
–
aer any repair or modification that is likely to alter the
safe working load (SWL) or aect the strength or stability
of the equipment.
A certificate for a ship’s liing equipment is valid for no more than
five years.
Annex 19.1 shows the format for such certificates.
SI 2006/2184 and MGN 332 (M+F) Amendment 2
276 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
19.1.4 In addition to the strength and stability of the liing equipment, also
consider the stability, angle of heel and potential down-flooding of
any vessel as a result of using a crane, davit, derrick or other liing
device fied on it. This is especially important when fiing a crane
on a workboat or other small vessel. Get advice from the crane
manufacturer in such cases before fiing the crane.
19.1.5 A suitably qualified person should check the vessel’s stability
before installing a crane, and following any modification to it, to
ensure that the vessel can operate safely with the crane fied
and in use. Failure to do this could endanger the vessel and the
workers on it. See BS 7121: Part 2: 2013 Code of practice for safe
use of cranes, Part 2 Inspection, testing and examination.
19.1.6 Any welding of material should be to an approved, acceptable
standard because any fiing is only as strong as the weld that
connects it to the vessel’s structure.
19.1.7 If counterbalance weights are moveable, take eective precautions
to ensure that the liing equipment is not used for liing in an
unstable condition. In particular, all weights should be correctly
installed and positioned.
19.1.8 Do not use liing equipment with pneumatic tyres unless the tyres
are in a safe condition and inflated to the correct pressures. Provide
the means to check this.
19.1.9 The operator should check safety devices fied to liing equipment
before work starts and at regular intervals thereaer to ensure that
they are working properly.
19.1.10 Accessories for lifting
When selecting accessories for liing take into account:
●
the loads to be handled
●
the gripping points
●
the loose gear for aaching the load, and for aaching the
accessories to the liing equipment
●
the atmospheric and environmental conditions
●
the mode and configuration of slinging
●
vessel motions
●
stability issues.
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 277
Controls
19.1.11 Controls of liing equipment should be permanently and legibly
marked showing their function and their operating directions by
arrows or other simple means. Marks should indicate the position or
direction of movement (eg hoisting, lowering, slewing or lung).
19.1.12 Do not fit makeshi extensions to controls or make any
unauthorised alterations to them. Foot-operated controls should
have slip-resistant surfaces.
19.1.13 Do not use any liing device with an inoperative locking pawl, safety
aachment or device. If, in exceptional circumstances, limit switches
need to be isolated to lower a crane to its stowage position, take
care to complete the operation safely.
19.2 Regular maintenance
19.2.1 To ensure that all parts of liing equipment and related equipment
are kept in good repair and working order, do preventive maintenance
work regularly. Maintenance should include regular examinations
by a competent person. Do the examinations as required by the
regulations but in any event at least once annually. Look for general
material defects such as cracks, distortion, corrosion and wear and
tear that could aect SWL and overall strength.
19.2.2 When it is suspected that any liing equipment, or any part of that
equipment, may have been subjected to loads exceeding the SWL,
or treated in a way likely to cause damage, take it out of service until
a competent person can examine it thoroughly.
19.2.3 Some suggested maintenance tasks are as follows:
●
Grease equipment thoroughly and frequently because dry
bearings impose additional loads that can lead to failure.
●
Check all ropes, wires and chains regularly for wear, damage
and corrosion and replace them as necessary. Examine ropes
thoroughly, including lengths that remain static in use; these may
also be in areas dicult to access.
●
Renew shackles, links and rings when wear or damage is evident.
●
Examine structures frequently for corrosion, cracks, distortion and
wear of bearings, and securing points.
●
Check hollow structures such as gantries or masts for water
trapped inside. If water is found, drain the structure, treat it
appropriately, then seal it.
●
Carry out regular function tests of controls, stops, brakes,
and safety devices for hoisting gear, preferably before the start
of operations.
This list is illustrative only and additional items may be appropriate
dependent upon the equipment fied to an individual vessel.
278 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
19.2.4 Any replacement parts must comply with the manufacturer’s
instructions and be of an equivalent construction to the original part.
Replacing parts with incorrect or counterfeit parts of inferior quality can
seriously aect the safety of liing equipment.
19.2.5 Aer repairing or altering any liing equipment a competent person
should examine it and retest it if appropriate. This also applies if any
significant changes are made or noticed to the general condition of
the equipment.
19.3 Thorough examination and inspection
19.3.1 Where the safety of liing equipment depends on the installation
conditions, a competent person should inspect it before using it
for the first time. Inspect it on initial installation or aer re-assembly
at another location, to ensure that it has been installed correctly, in
line with any manufacturer’s instructions, and is safe for workers to
operate as well as functioning safely.
19.3.2 Examine thoroughly any liing equipment or accessory that is
regularly in service, and has been exposed to conditions that could
cause deterioration that is likely to result in dangerous situations:
●
at regular intervals (at least either every 6 months or every
12 months depending on whether the liing equipment is for
liing people) or
●
in line with an examination scheme drawn up by a competent
person and
●
whenever exceptional circumstances have occurred (eg
modification work, accidents, natural phenomena and prolonged
periods of inactivity) which are liable to jeopardise the safety of
the liing equipment, to ensure that health and safety conditions
are maintained and that any deterioration can be detected and
remedied in good time.
Table 19.1 shows the recommended in-service examination periods.
SI 2006/2184; Reg 12(2); INDG422
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 279
Table 19.1 Recommended in-service examination periods
Type of
equipment
6 months 12 months Examination
scheme
Accessory
for liing
✔ ✔
Equipment
used to li
people
✔ ✔
All other
liing
equipment
✔ ✔
19.3.3 Do not use accessories for liing, other than those subject to
section 19.4.2, first bullet point, unless they have been thoroughly
examined within the 12 months immediately before such use.
19.4 Defect reporting and testing: advice to
competent persons
19.4.1 By law liing equipment must be tested every five years. This
section advises the competent person doing the test.
19.4.2 The requirements for testing a piece of liing equipment will be met
if one of the following appropriate tests is done before use:
●
proof loading the equipment concerned
●
where appropriate, testing a sample to destruction
●
when retesting aer repairs or modifications, a test that satisfies
the competent person who subsequently examines the
equipment (a ship’s liing equipment may be retested by means
of a static test, eg by dynamometer where appropriate).
280 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
19.4.3 Where proof loading is part of a test, apply a test load in excess of
the SWL as specified in the relevant standard or, in other cases, by
at least the amount set out in Table 19.2.
Table 19.2 Proof load (tonnes)
SWL
(tonnes)
Liing
equipment
Single-
sheave
cargo
and
pulley
blocks
Multi-
sheave
cargo
and
pulley
blocks
Liing
beams
and
frames,
etc.
Other
liing
gear
0–10 SWL × 1.25 SWL × 4 SWL × 2 SWL × 2 SWL × 2
11–20 SWL × 1.25 SWL × 4 SWL × 2 SWL ×
1.04 + 9.6
SWL × 2
21–25 SWL + 5 SWL × 4 SWL × 2 SWL ×
1.04 + 9.6
SWL × 2
26–50 SWL + 5 SWL × 4 SWL ×
0.933 +
27
SWL ×
1.04 + 9.6
SWL × 1.22
+ 20
51–160 SWL × 1.1 SWL × 4 SWL ×
0.933 +
27
SWL ×
1.04 + 9.6
SWL × 1.22
+ 20
161+ SWL × 1.1 SWL × 4 SWL × 1.1 SWL × 1.1 SWL × 1.22
+ 20
Note: Where liing equipment is normally used with a specific
removable aachment and the weight of that aachment is not
included in the marked SWL, then for the purposes of using
Table 19.2 the SWL of that equipment is the marked SWL plus the
weight of the aachment.
19.4.4 Report any defect found in any liing equipment, including that
provided by a shore authority, immediately to the master or to
another responsible person who should take appropriate action.
Keep certificates of a test or thorough examination in a secure place
on board for at least two years.
19.4.5 Similar principles apply to cargo-securing devices as to liing
equipment. Instruct the crew and persons employed for the
securing of cargoes in the correct way to apply and use the cargo-
securing gear on board the ship. The ship’s approved cargo-
securing manual gives guidance on the securing of cargoes and
handling of security devices.
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 281
19.5 Certificates
19.5.1 The company must obtain a certificate no later than 28 days aer
any test and thorough examination of any liing equipment. Work
should not proceed without a valid certificate.
19.6 Records of lifting equipment
19.6.1 All vessels must keep records of manufacture, examination,
inspection and testing of liing equipment. Keep records and
service history of the equipment, dates of when and where
it is brought into use, its safe working load, plus any repairs,
modifications, tests and examinations carried out.
19.6.2 Annex 19.2 provides a form to register liing appliances and loose
gear used for cargo handling, based on the model recommended by
the International Labour Organization.
19.7 Positioning and installation
19.7.1 Do not use permanently installed liing equipment unless it has
been positioned or installed to minimise the risk of:
●
the equipment or a load striking a worker
●
a load driing dangerously or falling freely
●
a load being released unintentionally.
Reg 8
19.8 Lifting operations
19.8.1 Every liing operation must be:
●
subject to risk assessment
●
properly planned
●
appropriately supervised
●
carried out in a safe manner.
19.8.2 No liing operation should begin using liing equipment that is
mobile or can be dismantled unless the company is satisfied that it
will remain stable during use under all foreseeable conditions, taking
into account the nature of the surface on which it stands.
282 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
19.8.3 All liing operations must be properly planned, appropriately
supervised and carried out to protect the safety of workers. While
this applies to all vessels, it is particularly important when using
cranes on workboats and other small vessels due to their impact
on the stability of the vessel. Overloading a crane or aempting
to li at the wrong angle could, in some circumstances, result in
down-flooding and the vessel possibly sinking. Always observe any
restrictions relating to the use of liing appliances as stated in the
vessel’s stability book.
19.8.4 Weather conditions can play a significant part in liing operations.
High winds or wave action may cause suspended loads to swing
dangerously or mobile equipment to topple. Consider the eects of
weather conditions on all liing operations, whether inside the ship
or outside on deck. Suspend such operations before conditions
deteriorate to the extent that liing becomes dangerous.
19.8.5 No person should be lied except where the equipment is designed
and certified for that use or specially adapted and equipped for that
purpose, or for rescue or in emergencies.
19.8.6 Minimise contact between bare ropes or warps and moving parts of
the equipment by installing appropriate protective devices.
19.8.7 Personnel should never stand on, stand below or pass beneath
a load that is being lied. Establish a safe system of work and
supervise to ensure that loads are not lied over any access way.
19.8.8 All loads should be properly slung and properly aached to liing
gear, and all gear properly aached to equipment.
19.8.9 Any lis by two or more appliances simultaneously can create
hazardous situations; do this only when unavoidable. Conduct lis
properly under the close supervision of a responsible person, aer
thorough planning of the operation.
19.8.10 Do not use liing equipment in a manner likely to subject it to
excessive overturning movements.
19.8.11 Do not knot ropes, chains and slings.
19.8.12 A thimble or loop splice in any wire rope should have at least three
tucks, with a whole strand of rope and two tucks, with one half of
the wires cut out of each strand. Tuck the strands against the lay of
the rope. Any other form of splice that can be shown as equivalent
can also be used.
19.8.13
Do not pass liing gear around edges liable to cause damage
without using a chafe guard .
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 283
19.8.14 Where a particular type of load is normally lied by special gear,
such as plate clamps, substitute other arrangements only if they are
equally safe.
19.8.15 The manner of use of natural and synthetic fibre ropes, magnetic
and vacuum liing devices and other gear should take proper
account of the particular limitations of the gear and the nature of the
load to be lied.
19.8.16 Inspect wire ropes regularly. When necessary treat them with the
correct lubricants, as recommended by the manufacturer, to prevent
water being trapped inside the wire. Apply lubricants thoroughly to
prevent internal as well as external corrosion. Never allow the ropes
to dry out.
19.8.17 Cargo-handling equipment that is lied onto or o ships by crane or
derrick should be provided with suitable points for the aachment of
liing gear, so designed as to be safe in use. The equipment should
also be marked with its own gross weight and SWL.
19.8.18 Before trying to free equipment that has become jammed under
load, first try to take the load o safely. Take precautions against
sudden or unexpected freeing. People who are not directly engaged
in the operation should stay in safe or protected positions.
19.8.19 When liing machinery and, in particular, pistons by means of
screw-in eye-bolts, check the eye-bolts to ensure that they have
collars, that the threads are in good condition and that the bolts
are screwed hard down on to their collars. Clean the screw holes
for liing bolts in piston heads and check that the threads are not
wasted before inserting the bolts.
19.9 Safe working load
19.9.1 Do not li a load greater than the SWL unless:
●
a test is required by regulation
●
the weight of the load is known and is the appropriate proof load
●
the li is a straight li by a single appliance
●
the li is supervised by a competent person who
would normally supervise a test and carry out a
thorough inspection
●
the competent person specifies in writing that the li is
appropriate (in weight and other respects) to act as a test of
the equipment, and agrees to the detailed plan of the li
●
no person is exposed to danger.
284 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
19.9.2 Any grab fied to liing equipment should be of an appropriate
size, taking into account the SWL of the equipment, the additional
stresses on the equipment likely to result from the operation, and
the material being lied.
19.9.3 For a single sheave block used in double purchase, assume that the
working load applied to the wire equals half the load suspended
from the block.
19.9.4 The SWL of a li truck means its actual liing capacity. In the case of
a forkli truck this relates to the load that can be lied, based on the
distance from the centre of gravity of the load from the heels of the
forks. It may also specify lower capacities in certain situations, such
as for lis beyond a certain height.
19.10 Operational safety measures
19.10.1 Warning
Powered liing equipment should always have a person at the
controls while it is in operation; never leave it to run with a control
secured in the ‘ON’ position.
Regulation 10
19.10.2 When leaving any powered liing equipment unaended with the
power on, take loads o and put controls in a ‘NEUTRAL’ or ‘OFF’
position. Where practical, lock controls or inactivate them to prevent
accidental restarting. When work is completed, shut the power o.
19.10.3 The person operating any liing equipment should have no other
duties that might interfere with their primary task. They should be in
a proper and protected position, facing the controls and, so far as is
practicable, have a clear view of the whole operation.
19.10.4 Where the operator of the liing equipment does not have a
clear view of the whole path of travel of any load carried by that
equipment, take precautions to prevent danger. Generally this
requirement should be met by employing a competent and properly
trained signaller to give instructions to the operator. A ‘signaller’
includes any person who gives directional instructions to an
operator while they are moving a load, whether by manual signals,
radio or otherwise.
19.10.5 The signaller should have a clear view of the path of travel of the
load where the operator of the liing equipment cannot see it.
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 285
19.10.6 Where necessary, employ additional signallers to give instructions to
the first signaller.
19.10.7 Every signaller should be in a position that is:
●
safe
●
in plain view of the person to whom they are signalling, unless an
eective system of radio or other contact is in use.
19.10.8 All signallers should be instructed in, and should follow, a clear code
of signals, agreed in advance and understood by all concerned
in the operation. Annex 19.3 shows examples of hand signals
recommended for use with liing equipment on ships.
19.10.9 Signallers are not necessary if a load can be guided by fixed guides,
or by electronic means, or in some other way, so that it is as safely
moved as if it was being controlled by a competent team of driver
and signallers.
19.10.10
Additional measures for small vessels
Provide an inclinometer or other ecient device to display the heel
angle on board to guide the operator when controlling the liing of
items of unknown weight.
19.10.11 Consider which openings below deck should be secured
weathertight during liing operations. All personnel should be above
deck before a liing operation commences. Post notices with this
information on or near the liing equipment.
19.11 Use of winches and cranes
19.11.1 Secure the drum end of wire runners or falls to winch drums or crane
drums by proper clamps or U-bolts. The runner or fall should be
long enough to leave at least three turns on the drum at maximum
normal extension. Avoid making slack turns of wire or rope on a drum
because they are likely to pull out suddenly under load.
19.11.2 When changing a winch from single to double gear or vice versa,
first release any load and secure the clutch so that it cannot
disengage when the winch is working.
19.11.3 Maintain steam winches so that the operator is not exposed to the
risk of scalding by leaks of hot water and steam.
19.11.4 Before operating a steam winch clear the cylinders and steam
pipes of water by opening the appropriate drain cocks. Keep the
stop valve between winch and deck steam line unobstructed. Take
adequate measures to prevent steam obscuring the driver’s vision in
any part of a working area.
286 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
19.11.5 Maintain and operate ships’ cranes properly in line with the
manufacturers’ instructions. The company and the master, as
appropriate, should ensure that sucient technical information is
available, including the:
●
length, size and SWL of falls and topping lis
●
SWL of all fiings
●
boom liing angles
●
manufacturers’ instructions for replacing wires, topping up
hydraulics and other maintenance as appropriate.
19.11.6 Power-operated rail-mounted cranes should incorporate in their
control systems:
●
facilities to prevent unauthorised start-up
●
an ecient braking mechanism that will arrest the motion along
the rails and, where safety constraints require, emergency
facilities operated by readily accessible controls or automatic
systems for braking or stopping equipment in the event of failure
of the main facility
●
guards that reduce as far as possible the risk of the wheels
running over people’s feet, and that remove loose materials from
the rails.
19.11.7 When moving a travelling crane replace any necessary holding bolts
or clamps before resuming operations.
19.11.8 Access to a crane should always be by the proper means provided.
Cranes should be stationary while they are being accessed.
19.12 Use of derricks
19.12.1 Ships’ derricks should be properly rigged. The company and the
master should ensure that rigging plans are available including
information on the:
●
position and size of deck eye-plates
●
position of inboard and outboard booms
●
maximum headroom: the permissible height of cargo hook above
hatch coaming
●
maximum angle between runners
●
position, size and SWL of blocks
●
length, size and SWL of runners, topping lis, guys and preventers
●
SWL of shackles
●
position of derricks producing maximum forces
●
optimum position for guys and preventers to resist maximum forces
●
combined load diagrams showing forces for a load of 1 tonne or
the SWL
●
guidance on the maintenance of the derrick rig.
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 287
19.12.2 The operational guidance in the remainder of this section applies
generally to the conventional type of ship’s derrick. Follow the
manufacturers’ instructions for other types, such as ‘Hallen’ and
‘Stulken’ derricks.
19.12.3 Fit runner guides to all derricks so that when the runner is slack,
the bight is not a hazard to people walking along the decks. Where
rollers are fied to runner guides, they should rotate freely.
19.12.4 Before a derrick is raised or lowered, warn everyone on deck nearby
not to stand in, or be in danger from, bights of wire and other ropes.
Flake out all necessary wires.
19.12.5 When raising, lowering or adjusting a single span derrick secure
the hauling part of the topping li or bull wire (winch-end whip)
adequately to the drum end.
19.12.6 The winch driver should raise or lower the derrick at a speed
consistent with the safe handling of the guys.
19.12.7 Before raising, lowering or adjusting a derrick with a topping li
purchase, first flake out the hauling part of the span for its entire
length in a safe manner. Someone should be available to assist the
person controlling the wire on the drum, keeping the wire clear of
turns and making fast to the bis or cleats. Where the hauling part
of a topping li purchase is led to a derrick span winch, handle the
bull wire in the same way.
19.12.8 To fasten the derrick in its final position, secure the topping li
purchase to bis or cleats. First put on three complete turns, followed
by four crossing turns. Finally, secure the whole with a lashing to
prevent the turns jumping o due to the wire’s natural springiness.
19.12.9 When lowering a derrick on a topping li purchase, employ
someone to li and hold the pawl bar, and be ready to release it
should the need arise. They should engage the pawl fully before
releasing the topping li purchase or bull wire. They should not
aempt, or be given, any other task until this operation is complete;
in no circumstances should they wedge or lash up the pawl bar.
19.12.10 A derrick with a topping winch, and particularly one that is self-
powered, should not be topped hard against the mast, table or
clamp causing undue strain on the topping li purchase and its
aachments in such a way that the initial heave required to free the
pawl bar prior to lowering the derrick cannot be achieved.
19.12.11 Secure a heel block additionally by means of a chain or wire so that
the block will be pulled into position under load but will not drop
when the load is released.
19.12.12 Lower the derrick to the deck or crutch and secure it properly
whenever repairs or changes to the rig are to be carried out.
19.12.13 If heavy cargo is to be dragged under deck with a ship’s winches,
the runner should be led directly from the heel block to avoid
overloading the derrick boom and rigging. Where a heavy load is to
be removed, use a snatch block or bull wire to provide a fairlead for
the runner and to keep the load clear of obstructions.
288 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
19.13 Use of derricks in union purchase
19.13.1 To avoid excessive tensions when using union purchase:
●
the angle between the married runners should not normally
exceed 90°, and should never exceed 120°
●
keep the cargo sling as short as possible so as to clear the
bulwarks without the angle between the runners exceeding 90°
(or 120° in special circumstances)
●
top the derricks as high as practicable, consistent with safe
working practices
●
do not rig the derricks further apart than necessary.
19.13.2 The following examples show how rapidly loads increase on derricks,
runners and aachments as the angle between runners increases:
●
At a 60° included angle, the tension in each runner is just over half
the load.
●
At 90°, the tension is nearly three-quarters of the load.
●
At 195°, the tension is nearly 12 times the load.
19.13.3 When using union purchase, winch operators should wind in and
pay out in step; otherwise, dangerous tensions may develop in the
rig.
19.13.4 Always rig an adequate preventer guy on the outboard side of
each derrick when used in union purchase. Loop the preventer
guy over the head of the derrick, and as close to and parallel with
the outboard guy as available fiings permit. Secure each guy to
individual and adequate deck or other fastenings.
19.13.5 Narrow angles between derricks and outboard guys and between
outboard guys and the vertical should be avoided in union purchase
because these materially increase the loading on the guys. The
angle between the outboard derrick and its outboard guy and
preventer should not be too large and it may cause the outboard
derrick to jack-knife. In general, the inboard derrick guys and
preventers should be secured as close as possible to an angle of
90° to the derrick.
19.14 Use of stoppers
19.14.1 Use mechanical topping li stoppers whenever they are fied.
Where chain stoppers are used, always apply them by two half-
hitches in the form of a cow hitch, suitably spaced with the
remaining chain and rope tail backed round the wire and held taut to
the wire.
19.14.2 Shackle a chain stopper as near as possible in line with the span
downhaul and always to an eye-plate. Do not pass it round on a
bight because this would induce bending stresses similar to those in
a knoed chain.
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 289
19.14.3 Do not shackle a stopper to the same eye-plate as the lead block
for the span downhaul. This is particularly hazardous when the lead
block has to be turned to take the downhaul to the winch or secure
it to bis or cleats.
19.14.4 Always ease the span downhaul to a stopper. The stopper should
take the weight before removing turns from the winch, bis or cleats.
19.15 Overhaul of cargo gear
19.15.1 When replacing a cargo block or shackle ensure that the
replacement is of the correct type, size and SWL necessary for its
intended use.
19.15.2 All shackles should have their pins eectively secured or seized
with wire.
19.15.3 On completion of the work check that all the split pins in blocks and
so on have been replaced and secured.
19.15.4 On completion of the gear overhaul clean all working places of oil
and grease.
19.16 Trucks and other vehicles/appliances
19.16.1 Do not carry personnel other than the driver on a truck unless it has
been constructed or adapted for the purpose. Riding on the forks of
a forkli truck is not permied. The driver should be careful to keep all
parts of their body within the limits of the width of the truck or load.
19.16.2 Only competent people should use trucks for liing and transporting,
and only when the ship is in still water; never in a seaway.
19.16.3 Do not use appliances powered by internal combustion engines in
enclosed spaces unless they are adequately ventilated. Do not leave
the engine running when the truck is idle.
19.16.4 When trucks for liing or transporting are not in use or are le
unaended while the vessel is in port, align them alongside the ship
with brakes on, operating controls locked and, where applicable, the
forks tilted forwards flush with the deck and clear of the passageway.
If the trucks are on an incline chock their wheels. If they are not to
be used for some time, and always while at sea, secure them properly
to prevent movement.
19.16.5 Do not try to handle a heavy load by using two trucks at the same
time. Do not use a truck to handle a load greater than its marked
capacity or to move insecure or unsafe loads.
19.16.6 Do not li tank containers directly with the forks of forkli trucks
because of the risks of instability and of damaging the container
with the ends of the forks. Tank containers may be lied using forkli
trucks fied with suitably designed side or top liing aachments,
but take care because of the free surface eect in partly filled tanks.
290 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
19.17 Personnel-lifting equipment, lifts and lift
machinery
19.17.1 Except under the conditions required by section 19.17.2, do
not use liing equipment to li people unless it is designed for
the purpose.
19.17. 2 If in exceptional circumstances it is necessary to li people using
liing equipment that has not been specifically designed for
the purpose:
●
the control position of the liing equipment must be manned
at all times
●
the people being lied must have a reliable means of
communication, whether direct or indirect, with the operator
of the liing equipment.
19.17.3 Liing equipment that is designed for liing people must not
be used for that purpose unless it has been constructed,
maintained and operated such that a worker may use it or do
work activities from the carrier without risk to their health and
safety, and in particular so that:
●
the worker will not be crushed, trapped or struck, especially
through inadvertent contact with objects
●
the liing equipment is so designed or has suitable devices:
–
to prevent any carrier falling or, if that cannot be prevented
for reasons inherent in the site and height dierences, the
carrier has an enhanced safety coecient suspension
rope or chain
–
to prevent the risk of any person falling from the carrier
●
any person trapped in the carrier in the event of an incident is
not thereby exposed to danger and can be freed.
19.17.4 A competent person should inspect any rope or chain provided
under section 19.17.3, first part of second bullet point, every
working day.
19.17.5 Chapter 31 and MGN 332 (M+F) Amendment 2 provide guidelines
on the transfer of personnel.
MGN 332 (M+F) Amendment 2
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 291
19.18 Maintenance and testing of lifts
19.18.1 Before a li is put into normal service, a competent person must test
and examine it and issue a certificate or report. Details of the tests
and examinations required for the issue of a certificate are given in
British Standards and other equivalent standards.
Thorough examination and testing of lis: Simple guidance for li
owners (INDG339) is also available from the Health and Safety
Executive (HSE).
19.18.2 A competent person should carry out a regular, thorough
examination at least every six months, or in line with an examination
scheme, and issue a certificate or report. A third party must do a
more detailed examination and test of parts of the li installation
at periodic intervals determined by the manufacturer or their
representative, or at least every 12 months.
19.18.3 A person chosen to act as a competent person must be
over 18 years old. They should have enough practical and theoretical
knowledge and actual experience of the type of li that they have
to examine to be able to detect defects or weaknesses and assess
their importance in relation to the safety of the li. Specialist li
maintenance courses are available and recommended.
19.18.4 Only authorised people who are familiar with the work and the
appropriate safe working procedures can work on lis. Procedures
must include provision for the safety of people working on a li and
others who may also be at risk.
19.18.5 Do an initial risk assessment to identify the hazards associated with
work on each li installation, including work requiring access to the
li sha. Draw up safe working procedures for each li installation.
People who are to be authorised to work on or inspect a li
installation must comply with these procedures.
19.18.6 The risk assessment should include, as appropriate:
●
whether there are safe clearances above and below the car at the
extent of its travel
●
whether a car-top control station is fied and its means of
operation
●
the working conditions in the machine and pulley rooms.
19.18.7 Based on the findings of the risk assessment use a permit-to-work
system, as described in Chapter 14, when personnel need to enter
the li sha or override the control safety systems. No person
should work alone on lis.
292 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
19.18.8 Display appropriate safety signs in the area and on control
equipment such as call li buons. Use barriers when li landing
doors need to remain open to the li sha.
19.18.9
The most important single factor in minimising risk of accidents is to
avoid misunderstandings between personnel. Establish a means of
communication to the authorising ocer and between people
involved in working on a li and always maintain it. This might be by
telephone, portable hand-held radio or a person-to-person chain.
Whatever the arrangement, act only as a result of the positive
receipt of confirmation that the message is understood.
19.18.10
Isolate the li before aempting to access the li sha. Lock the
mains switch in the ‘OFF’ position (or withdraw the fuses and keep
them in a safe place) and display an appropriate safety sign at the
point of isolation. This should include both main and emergency
supplies. Also do not allow the landing doors to remain open longer
than necessary. Protect the machine room against unauthorised
entry and, aer completion of work, check that all equipment used
in the operation has been cleared from the well.
19.18.11 When personnel need to travel on top of a car, it is much safer to
use the car-top control station (comprising a stopping device and
an inspection switch/control device) in line with British Standards or
an equivalent standard. Consider the arrangement and location of
the control station: whether the stopping device can be operated
before stepping onto the car on top of the li car if no stopping
device is fied.
When liing equipment power is on, there must always be
personnel at the controls.
●
A certificate for a ship’s liing equipment is valid for no more
than five years.
●
If there are concerns that liing equipment may be damaged
take it out of service until a competent person can examine
it thoroughly.
●
Risk-assess the stability of the liing equipment of the vessel
before starting any liing operations.
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 293
Annex 19.1 Certificates of testing and
thorough examination of
equipment
Annex 19.1.1 Certificate of test and thorough examination of
lifting appliances
Name of ship: Certificate no: ...............
Ocial number:
Call sign:
Port of registry:
Name of owner:
(1) Situation and description of derricks
used in union purchase (with distinguishing
numbers or marks, if any), which have been
tested and thoroughly examined
(2) Maximum height of triangle
plate above hatch coaming (m) or
maximum angle between runners
(3) Test load
(tonnes)
(4) Safe working load, SWL
(U), when operating in union
purchase (tonnes)
Position of outboard preventer guy aachments: (a) forward/a* of mast and (m)
(b) from ship’s centre line (m)
Position of inboard preventer guy aachments: (a) forward/a* of mast (m)
and
(b) from ship’s centre line (m)
* Delete as appropriate
Name and address of the firm or competent person who witnessed testing and carried out
thorough examination:
.............................................................................................................................................................................................................................
.............................................................................................................................................................................................................................
.............................................................................................................................................................................................................................
I certify that on the date to which I have appended my signature, the gear shown in column (1) was
tested and thoroughly examined and no defects or permanent deformation were found; and that
the safe working load is as shown.
Date: ...........................................................
Signature: ................................................
Place: .........................................................
Note: This certificate is the standard international form as recommended by the International Labour
Oce in accordance with ILO Convention No. 152.
294 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
Annex 19.1.2 Certificate of test and thorough examination of
derricks used in union purchase
Name of ship: Certificate no: ...............
Ocial number:
Call sign:
Port of registry:
Name of owner:
(1) Situation and description of derricks
used in union purchase (with distinguishing
numbers or marks, if any), which have been
tested and thoroughly examined
(2) Maximum height of triangle
plate above hatch coaming (m) or
maximum angle between runners
(3) Test load
(tonnes)
(4) Safe working load, SWL
(U), when operating in union
purchase (tonnes)
Position of outboard preventer guy aachments: (a) forward/a* of mast and (m)
(b) from ship’s centre line (m)
Position of inboard preventer guy aachments: (a) forward/a* of mast (m)
and
(b) from ship’s centre line (m)
* Delete as appropriate
Name and address of the firm or competent person who witnessed testing and carried out
thorough examination:
.............................................................................................................................................................................................................................
.............................................................................................................................................................................................................................
.............................................................................................................................................................................................................................
I certify that on the date to which I have appended my signature, the gear shown in column (1) was
tested and thoroughly examined and no defects or permanent deformation were found; and that
the safe working load is as shown.
Date: ...........................................................
Signature: ................................................
Place: .........................................................
Note: This certificate is the standard international form as recommended by the International Labour
Oce in accordance with ILO Convention No. 152.
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 295
Annex 19.1.3 Certificate of test and thorough examination of loose
gear
Name of ship: Certificate no: ...............
Ocial number:
Call sign:
Port of registry:
Name of owner:
Distinguishing number or mark Description of loose gear Number
tested
Date of test
Test loaded
(tonnes)
Safe working load
(SWL) (tonnes)
Name and address of makers or suppliers:
.............................................................................................................................................................................................................................
.............................................................................................................................................................................................................................
.............................................................................................................................................................................................................................
Name and address of the firm or competent person who witnessed testing and carried out
thorough examination:
.............................................................................................................................................................................................................................
.............................................................................................................................................................................................................................
.............................................................................................................................................................................................................................
I certify that the above items of loose gear were tested and thoroughly examined and no defects
aecting their SWL were found.
Date: ...........................................................
Signature: ................................................
Place: .........................................................
Note: This certificate is the standard international form as recommended by the International Labour
Oce in accordance with ILO Convention No. 152.
296 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
Annex 19.1.4 Certificate of test and thorough examination of wire
rope
Name of ship: Certificate no. ...............
Ocial number:
Call sign:
Port of registry:
Name of owner:
Name and address of makers or suppliers:
.............................................................................................................................................................................................................................
.............................................................................................................................................................................................................................
.............................................................................................................................................................................................................................
Nominal diameter of rope (mm):
Number of strands:
Number of wires per strand:
Core:
Lay:
Quality of wire (N/mm
2
):
Date of test of sample:
Load at which sample broke (tonnes):
Safe working load of rope (tonnes):
Intended use:
.............................................................................................................................................................................................................................
Name and address of the firm or competent person who witnessed testing and carried out
thorough examination:
.............................................................................................................................................................................................................................
.............................................................................................................................................................................................................................
.............................................................................................................................................................................................................................
I certify that the above particulars are correct, and that the rope was tested and thoroughly
examined and no defects aecting its SWL were found.
Date: ...........................................................
Signature: ................................................
Place: .........................................................
Note: This certificate is the standard international form as recommended by the International Labour
Oce in accordance with ILO Convention No. 152.
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 297
Annex 19.2 Register of ships’ lifting
appliances and cargo-
handling gear
Name of ship:
Ocial number:
Call sign:
Port of registry:
Name of owner:
Register number:
Date of issue:
Issued by:
Signature and stamp:
Note: This Register is the standard international form as recommended by the International Labour
Oce (ILO) in accordance with ILO Convention No. 152.
298 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
Part 1 Thorough examination of lifting appliances and loose gear
(1) Situation and
description of
liing appliances
and loose gear
(with distinguishing
numbers or marks,
if any) which have
been thoroughly
examined (see
note 1)
(2) Certificate
numbers
(3) Examination
performed (see
note 2)
(4) I certify that on
the date to which I
have appended my
signature, the gear
shown in column
(1) was thoroughly
examined and no
defects aecting
its safe working
condition were
found other than
those shown in
column (5) (date
and signature)
(5) Remarks (to be
dated and signed)
Note 1: If all the liing appliances are thoroughly examined on the same date it will be sucient
to enter in column (1) ‘All the liing appliances and loose gear’. If not, the parts which have been
thoroughly examined on the dates stated must be clearly indicated.
Note 2: The thorough examinations to be indicated in column (3) include:
●
initial
●
12-monthly
●
five-yearly
●
repair/damage
●
other thorough examinations, including those associated with heat treatment.
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 299
Part 2 Regular inspections of loose gear
(1) Situation and description of
loose gear (with distinguishing
numbers or marks, if any) which
has been inspected (see note 1)
(2) Signature and date of the
responsible person carrying out
the inspection
(3) Remarks (to be dated and
signed)
Note 1: All loose gear should be inspected before use. However, entries need only be made when
the inspection discloses a defect.
300 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
Annex 19.3 Code of hand signals
Preliminary remark: The following sets of coded signals are examples of those implemented by the
EU Directive 92/58/EEC, but where there are accepted national signals in common use (as indicated
*) these too are acceptable.
Visit the Health and Safety Executive (HSE) website to see these signs demonstrated in a video clip:
hps://www.hse.gov.uk/workplacetransport/safetysigns/banksman/index.htm
Meaning Description Illustration
A. General hand signals
START
Aention
Start of command
Both arms are extended
horizontally with the palms
facing forward.
TAKING THE STRAIN or INCHING
THE LOAD
The right arm points upwards
with the palm facing forwards.
The fingers are clenched and
then unclenched. *
STOP
Interruption
End of movement
The right arm points upwards
with the palm facing forwards.
END
of the operation (operations
cease)
Both hands are clasped at chest
height.
OR
Both arms extended at 45º
downwards and lower arms
crossed back and forth sharply
across torso. *
B. Vertical movements
RAISE The right arm points upwards,
with the palm facing forward,
and slowly makes a circle.
LOWER The right arm points
downwards, with the palm
facing inwards, and slowly
makes a circle.
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 301
DERRICKING THE JIB Signal with one hand. Other
hand on head.
Jib up *
Jib down *
TELESCOPING THE JIB Signal with one hand. Other
hand on head.
Extend jib *
Retract jib *
VERTICAL DISTANCE The hands indicate the relevant
distance.
C. Horizontal movements
MOVE FORWARDS
(Travel to me)
Both arms are bent with the
palms facing upwards and the
forearms make slow movements
towards the body.
MOVE BACKWARDS
(Travel from me)
Both arms are bent with the
palms facing downwards
and the forearms make slow
movements away from the body.
RIGHT
to the signaller’s (in the direction
indicated)
The right arm is extended more
or less horizontally with the palm
facing downwards and slowly
makes small movements to the
right.
LEFT
to the signaller’s (in the direction
indicated)
The le arm is extended more or
less horizontally with the palm
facing downwards and slowly
makes small movements to the
le.
302 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
HORIZONTAL DISTANCE The hands indicate the relevant
distance.
SLEWING
(in the direction indicated)
Both arms close to side,
extending one arm 90º from
elbow.
*
*
D. Danger
DANGER
EMERGENCY STOP
Both arms point upwards with
the palms facing forwards.
E. Other
SECURE Secure the load: both arms are
crossed closely to the chest
with hands clenched.
TWISTLOCKS
Twistlocks on/o
The le arm points upwards.
Rotate wrist of le hand
clockwise for signalling twist on,
and anticlockwise for signalling
twist o.
F. Operating instructions
QUICK All movements faster.
SLOW All movements slower.
Chapter 19
Code of Safe Working Practices for Merchant Seafarers Lifting equipment and operations 303
Annex 19.4 Standards
The Merchant Shipping and Fishing Vessels (Liing Operations and
Liing Equipment) Regulations 2006 introduce measures intended
to protect workers from risks arising from the provision and use of
liing equipment. Full guidance is given in marine guidance note
MGN 332 (M+F) Amendment 2.
SI 2006/2184; MGN 332 (M+F) Amendment 2
Lifting equipment
Regulation 6 requires liing equipment to be:
●
of adequate strength and stability for each load, having regard
in particular to the stress induced at its mounting or fixing points;
and
●
securely anchored; or
●
adequately ballasted or counterbalanced; or
●
supported by outriggers, as necessary to ensure its stability
when liing.
Liing equipment should be of steel or other acceptable material
and securely fastened to the vessel’s structure. The maximum safe
working load (SWL) and maximum radius of operation of all derricks
and liing equipment are required to be part of the specification on
all new constructions with associated ropes, wires and guys, eye-
plates, shackles and blocks designed to meet these loads.
The vessel’s structure, crane, davit, derrick or other liing device
and the supporting structure should be of sucient strength to
withstand the loads that will be imposed when operating at its
maximum load moment.
Every part of a load that is used in liing it, as well as anything
aached to the load and used for that purpose, should be of good
construction, of adequate strength for the purpose for which it is to
be used and free from defects.
Marking of equipment
Liing equipment must be clearly marked to indicate its safe
working loads.
Where the safe working load depends on the configuration of
the equipment:
●
the work equipment is clearly marked to indicate the SWL for
each configuration of the equipment
●
information that clearly indicates the SWL for each configuration of
the work equipment is kept with the equipment.
Any liing equipment where the SWL varies with its operating radius
is fied with an accurate indicator, clearly visible to the operator,
304 Lifting equipment and operations Code of Safe Working Practices for Merchant Seafarers
showing the radius of the load liing aachment at any time and the
safe working load corresponding to that radius.
Liing equipment that is designed for liing persons is appropriately
and clearly marked.
Liing equipment that is not designed for liing persons but which
may be so used in error is appropriately and clearly marked to the
eect that it is not designed for liing persons.
Loose gear must be clearly and legibly marked with its safe working
load or otherwise marked in such a way that it is possible for
any user to identify the characteristics necessary for its safe use
including, where appropriate, its SWL.
Loose gear that weighs a significant proportion of the SWL of any
liing equipment with which it is intended to be used must be clearly
marked with its own weight.
Trucks and other vehicles/appliances
When vehicles/work trucks or other mechanical appliances are used
aboard a vessel to carry personnel, they should where possible be
constructed so as to prevent them overturning, or they should be
equipped or adapted to limit the risk to those carried, by one or
more of the following protection measures:
●
An enclosure for the driver.
●
A structure ensuring that, should the vehicle overturn, safe
clearance remains between the ground and the parts of the
vehicle where people are located when it is in use.
●
A structure restraining the workers on the driving seat so as to
prevent them from being crushed. These protection structures
may be an integral part of the vehicle/work equipment. They are
not required when the work equipment is stabilised or where the
equipment design makes rollover impossible.
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 305
20
Work on machinery and
power systems
20.1 Introduction
20.1.1 Work on machinery and power systems can be dangerous. It will
oen require careful assessment of the risks involved, permits to
work and clear understanding of responsibilities. Close coordination
is also necessary between the competent person
who does the
work and the authorising person who is responsible for the workers,
and for the work being done safely and eciently.
20.1.2 Based on the hazards and findings identified from risk assessment,
before any maintenance work begins, put appropriate control
measures in place to protect the seafarers and others who may
be aected.
Key points
●
Do risk assessments to identify and mitigate risk before work
begins.
●
Put in place appropriate control measures to protect the
seafarers involved and others who may be aected.
●
Use permits to work whenever isolations are required for work
on machinery and power systems.
●
Keep safe means of access and escape clear at all times
when working on machinery and power systems.
●
Consider using lock out tag out (LOTO) systems to
eectively control isolations required on machinery during
maintenance, repair or inspection.
Your organisation should
●
assess the identified risk to ship, personnel and environment
and put in place appropriate safeguards
●
provide suitable tools and equipment to do the work safely
●
provide manufacturers’ guidance and machinery manuals for
maintenance and repair
●
provide chemical data sheets for all substances that seafarers
might be exposed to while working
●
provide appropriately sized personal protective equipment
(PPE) that is fit for purpose and minimises the risk of injuries
while working.
306 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
20.2 General
20.2.1 Seek the authority of the master and chief engineer before
doing repair or maintenance work that may aect the supply of
water to the fire main or sprinkler systems and before isolating any
alarm system.
20.2.2 Always keep access to firefighting equipment, emergency escape
routes and watertight doors free from obstruction.
20.2.3
Remove the safety guards on machinery or equipment only when
the machinery is isolated (prevented from operating). If removal
is essential for maintenance or examination, take the following
precautions:
●
A responsible person should authorise the removal, and a
competent person should do the work or examination.
●
There should be adequate clear space and lighting for
the work.
●
Anyone working close to the machinery should be told about the
risks, safe systems of work and precautions to take.
●
Post a conspicuous warning notice in the immediate area.
20.2.4 When removing floor plates or handrails post warning notices, guard
or fence the openings, and ensure the area is well lit. Resecure the
floor plates and handrails in place once the work is done.
20.2.5
Use liing handles when removing or replacing a floor plate. When
there are no liing handles lever up the plate with a suitable tool
and insert a chock before liing. Never use fingers to prise up
the edges.
20.2.6 Solvents used for cleaning can be toxic; always follow the
manufacturer’s instructions. The area should be well ventilated, and
do not allow smoking.
20.2.7 When working on any powered machinery or equipment, isolate any
parts that may present a risk to personnel from potential uncontrolled
energy sources during repair, service, or maintenance work.
20.2.8 The basic rules are:
●
isolate all power sources (usually, but not always, electrical energy)
●
lock the isolator in the ‘o’ position (eg with a padlock)
●
post a warning sign that maintenance work is in progress.
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 307
20.2.9 Dissipate any stored energy (eg electrical, hydraulic or pneumatic
power) before the work starts. Before anyone enters or works on the
equipment, a competent person must verify and confirm that the
isolation is eective.
20.3 Work in machinery spaces
20.3.1 Dangerous parts of a ship’s machinery or other equipment should
have guards or protection devices to prevent access to danger
zones or to halt movements of dangerous parts before people reach
the danger zones. Guidance is given in Marine Guidance Note
MGN 331 (M+F) Amendment 2.
SI 2006/2183; MGN 331 (M+F) Amendment 2
20.3.2 Lag or otherwise shield all steam pipes, exhaust pipes and fiings,
which because of their location and temperature present a hazard.
The insulation of hot surfaces should be properly maintained,
particularly near oil systems.
SOLAS II-2 Reg 4.2.2.6
20.3.3 Seafarers working in noisy machinery spaces should wear suitable
hearing protection (see section 8.5).
20.3.4 Where a high noise level in a machinery space, or the wearing of ear
protectors, may mask an audible alarm, where practicable provide
a visual alarm of suitable intensity, to aract aention and indicate
that an audible alarm is sounding. This should preferably be a light
or lights with rotating reflectors.
Guidance is available in the International Maritime Organization (IMO)
Code on Alerts and Indicators.
20.3.5 Find the source of any oil leakage and repair it as soon
as possible.
20.3.6 Do not allow waste oil to accumulate in the bilges or on tank tops.
Dispose of any leakage of fuel, lubricating or hydraulic oil in line with
The Merchant Shipping (Prevention of Oil Pollution) Regulations 2019
at the earliest opportunity.
SI 2019/42
20.3.7 Take extra care when filling any seling or other oil tank to prevent
it overflowing, especially in an engine room where exhaust pipes
or other hot surfaces are directly below. Secure manholes or other
openings in the tanks so that if a tank is overfilled the overflow
arrangements will direct the oil to a safe place.
308 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
20.3.8 When filling tanks that have their sounding pipes in the machinery
spaces, ensure that weighted cocks are closed. Never secure a
weighted cock on a fuel or lubricated oil tank sounding pipe or on a
fuel, lubricating or hydraulic oil tank gauge in the ‘open’ position.
20.3.9 Keep engine room bilges clear of rubbish and other substances so
that mud-boxes are not blocked, and so the bilges may be readily
and easily pumped.
20.3.10 Regularly test remote controls fied for stopping machinery or
pumps, or for operating oil-tank quick-closing valves in the event
of fire to ensure that they are fully functional. This also applies to
the controls on fuel storage daily service tanks (other than double
booms) and lubricating oil tanks.
20.3.11 Use cleaning solvents in line with the manufacturers’ instructions
and in a well-ventilated area.
20.3.12 Secure spare gear, equipment, and machinery under repair/
maintenance against movement and stow it so as to prevent injury
or damage in any and all weather and operational conditions.
20.3.13 Procedures should be in place to identify defects caused by
vibration, fatigue, poor components and poor fiing of the fuel
system and to keep hot surfaces protected.
MSC 1/Circ 1321
20.3.14 Keep a supply of the necessary tools for personnel working in
the engine room in a convenient place. This should minimise the
distance a loaded toolbox needs transporting and, as much as
possible, avoid the need to carry tools up and down ladders.
20.3.15 Keep a supply of PPE and consumables (eg light bulbs, flashlights,
baeries, rags, log books and stationery) close to the engine room
for the personnel working there.
MSC/Circ 834
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 309
20.4 Unmanned machinery spaces
20.4.1 Seafarers should enter or remain in an unmanned machinery space
alone only if they have the permission of, or have been instructed by,
the engineer ocer in charge at the time. They may go there only
to carry out a specific task that should be done in a comparatively
short time. Before entering the space, at regular intervals while in
the space, and on leaving it, they must report by telephone (or other
means provided) to the duty deck ocer (see also section 20.4.4).
Before they enter the space, explain clearly how they should report.
Consider using a permit to work
where appropriate (see
section 14.2) and note the following:
●
The permit to work should be signed by an authorising ocer
and given to the competent person in charge of the work to be
carried out on or close to the high-voltage apparatus.
●
Inform the competent person of all permit to work details,
including as a minimum:
–
the extent of the work
–
exactly what apparatus is dead
–
that it is isolated from all live conductors
–
that it is discharged and earthed.
●
Confirm that electrical hazards have been assessed and that it is
safe to work.
20.4.2 If the engineer ocer in charge enters the machinery space alone,
they too should report to the deck ocer before entry, at regular
intervals while in the space, and on leaving it.
20.4.3 A notice of the safety precautions that seafarers working in
unmanned machinery spaces must take should be clearly posted at
all entrances to the space. Warn them that in unmanned machinery
spaces there is a likelihood of machinery suddenly starting up.
20.4.4 If there is a personnel alarm system in place it might not be
necessary to report at regular intervals. A personnel alarm is a
system that will indicate a person’s presence and their well-being
in unmanned machinery spaces. Vessels without a personnel alarm
system should have additional guidance recorded in the safety
management system.
20.4.5 Unmanned machinery spaces should be adequately lit at all times.
20.4.6 Engine room sta should tell the bridge about any changes they are
considering to machinery under bridge control. They should tell the
bridge when machinery under bridge control is being changed to
engine room control.
310 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
20.5 Maintenance of machinery
20.5.1 Before servicing or repairing machinery, prevent it being turned
on or started automatically or from a remote-control system,
as follows:
●
Isolate electrically operated machinery from the power supply.
●
Close both the steam and exhaust valves on steam-operated
machinery. Lock the valves or tie them shut, or use some other
means to indicate that the valves should not be opened. Take the
same care when dealing with heated water under pressure as
when working on steam-operated machinery or pipework.
●
Hydraulic-operated machinery should have its own oil supply
valve isolated as well as the oil return valve isolated, if fied.
●
In all cases, post notices at or near the controls warning that this
machinery must not be used.
20.5.2 The cleaning or replacement of fuel or lubricating filter elements
on engines or turbines should, so far as practicable, only be done
with the engine or turbine in the stopped condition. Where valves
or filter covers have to be removed or similar operations have to be
performed on pressurised systems, isolate that part of the system
by closing the appropriate valves. The position of a duplex filter
changeover cock does not guarantee that the ‘out of service’ filter
chamber has been isolated. Open the drain and/or vent cocks
gradually to depressurise the system before slackening o any
other fastenings or bolts.
20.5.3 When breaking joints of pipes, fiings, etc. do not completely
remove the fastenings until the joint has been broken and it has
been established that no pressure remains within.
20.5.4 Before opening a section of a steam pipe system to the steam
supply, open all drains. Let out the steam very slowly and keep the
drains open until all the water has been expelled.
20.5.5 Maintenance or repairs to, or close to, moving machinery should be
permied only where no danger exists or where it is impracticable
to stop the machinery. Workers should wear close-fiing clothing
and cover long hair (see section 8.4.5). The ocer in charge should
consider whether it is necessary in the interests of safety for a
second person to be in close aendance whilst the work is being
carried out.
20.5.6 Firmly secure any heavy parts of dismantled machinery that have
been temporarily put aside against movement in a seaway and, as
far as practicable, keep them clear of walkways. Cover sharp edges/
projections when reasonably practicable.
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 311
20.5.7 Secure spare gear, tools and other equipment or material
appropriately aer use, especially near stabiliser or steering gear
rams, switchboards and baeries.
20.5.8 Use a marlin spike, steel rod or other suitable device to align holes
when reassembling or mounting machinery; never use your fingers.
20.5.9 If guards or other safety devices have been removed from
machinery, replace them immediately once the work is completed
and before testing the machinery or equipment.
20.5.10 Use an approved safety lamp for lighting spaces where oil or oil
vapour is present. Disperse vapour by ventilation before the work
is done.
20.6 Boilers and thermal oil heaters
20.6.1 Open boilers only under the direction of an engineering ocer:
●
Aer emptying check that the vacuum is broken before removing
manhole doors.
●
Even if an air cock has been opened to break the vacuum,
always loosen the manhole door nuts and break the joint before
removing the dogs and knocking in the doors.
20.6.2 First remove the top manhole doors. Seafarers should stand clear of
hot vapour when doors are opened. Seafarers should not enter any
boiler, boiler furnace or boiler flue until it has cooled enough to make
work safe.
20.6.3 Before allowing entry to a boiler that is part of a range of two or more
boilers, the engineer ocer in charge should ensure that either:
●
all inlets through which steam or water might enter the boiler from
any other part of the range have been disconnected, drained and
le open to the atmosphere, or
●
where that is not practicable, all valves or cocks, including
blowdown valves controlling entry of steam or water, have been
closed and securely locked, and notices posted to prevent them
being opened again until authorisation is given.
Keep the above precautions as long as people remain in the boiler.
20.6.4 Seafarers cleaning tubes, descaling boilers and cleaning backends
should wear appropriate PPE including respirators. The company
should ensure that seafarers read the accompanying data sheet to
any chemical agents they may use in their work.
312 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
20.6.5 Warning
Seafarers should be aware of any potentially hazardous gaseous
by-products that may be produced from the reaction of the
cleaner/descaling product and the object itself, or from products
used together. This may result in an asphyxiating, explosive or
otherwise hazardous atmosphere.
20.6.6 A boiler is an enclosed and therefore potentially a dangerous
space. Take care before entering a boiler that has not been used
for some time or where chemicals have been used to prevent
rust forming. The atmosphere may be deficient in oxygen so test
it before allowing any person to enter (see Chapter 15).
Post a notice at each boiler seing out operating instructions. In
the boiler room post information provided by the manufacturers of
the oil-burning equipment..
20.6.7 To avoid the danger of a blowback when lighting boilers, follow the
correct flashing-up procedure:
●
Check that the furnace floor is free from loose oil.
●
Check that the oil is at the correct temperature for its grade; if
not, regulate the oil temperature before trying to light it.
●
Blow the furnace through with air to clear any oil vapour.
●
Use the torch provided for the purpose, or a manufacturer-
approved ignitor, for lighting a burner unless an adjacent burner in
the same furnace is already lit. Do not use other means of ignition,
such as puing loose burning material into the furnace.
●
If all is in order, the operator should stand to one side, insert the
lighted torch and turn the fuel on. Check that there is not too
much oil on the torch that could drip and possibly cause a fire.
●
If the oil does not light immediately, turn o the fuel supply.
Ventilate the furnace by allowing air to blow through for two or
three minutes to clear any oil vapour. During this time remove the
burner and the atomiser and check the tip to ensure that they are
in good order. Then try again.
●
If there is a total flame failure while the burner is alight, turn o the
fuel supply.
20.6.8 Keep the means of escape from the boiler fronts and firing spaces
clear at all times.
20.6.9 If a gauge glass cover is used it should always be in place when the
glass is under pressure. If a gauge glass or cover needs replacing or
repairing, shut o the gauge and drain it before removing the cover.
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 313
20.6.10 Apply the same isolating and maintenance principles to thermal oil
heaters and systems as those for boilers. However, because venting
systems are closed to the thermal oil header tank, and drainage
systems are closed to the thermal oil drain tank, take additional care
when isolating heaters to ensure that the system is fully drained.
Check that no residual pressure remains before removing fiings or
disconnecting pipes.
20.6.11 Once work on thermal systems is completed prevent water and
moisture geing into the system. The steam produced, its sudden
expansion and the significantly greater volume occupied may
damage equipment and cause significant disruption to the whole
system. Before refilling the system from the thermal oil header tank,
test the header tank drain for the presence of water. Do this also
whenever the header tank is refilled from the thermal oil drain tank
or the thermal oil storage tank.
20.6.12 Warning
There may be an explosion if you try to relight a burner from the
hot brickwork of the furnace.
20.7 Auxiliary machinery and equipment
20.7.1 Before starting work on an electric generator or auxiliary machine,
stop the machine and secure the starting air valve or similar device
so it cannot be operated. Post a notice warning that the machine
must not be started or the turning gear used. To avoid the danger of
motoring and electric shock to any person working on the machine,
isolate it electrically from the switchboard or starter before starting
work. Open the circuit breaker and post a notice at the switchboard
warning seafarers that the breaker must not be closed. Where
possible lock the circuit breaker open and/or prevent access.
20.7. 2 Before starting a diesel engine, turn the engine with the indicator
cocks open. Disconnect the turning gear and secure it before trying
to start the engine.
20.7.3 Keep diesel engine relief valves, crankcase explosion doors
and scavenge belt safety discs free from oily deposits and
flammable materials.
20.7.4 Never apply flammable coatings to the internal surfaces of air
starting reservoirs.
20.7.5 When testing a diesel engine fuel injector or other high-pressure
parts of injection equipment, contain the jets so they cannot spray
onto any part of the body.
314 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
20.7.6 Warning
Never use oxygen for starting engines. Doing this would probably
cause a violent explosion.
20.7.7 Use assistive-start substances (typically volatile, low flash
point aerosols) only in line with both engine and substance
manufacturer guidance and where necessary:
●
Use of these substances is potentially dangerous, especially in
engines that utilise compressed air for starting arrangements;
uncontrolled explosions and engine damage have been
documented.
●
Never use these substances on hot engines or when manifold
heater plugs (glow plugs) are being used.
20.8 Main engines
20.8.1 Where necessary use suitable staging, adequately secured, to
provide a working platform.
20.8.2 Before allowing anyone to enter or work in the main engine
crankcase or gear case:
●
the engine-starting system must be in local control and fully
isolated with starting air drains opened to the atmosphere
●
turning gear should be engaged and warning notices posted at
the start position and turning gear local control
●
turning gear should be under the control of the person doing
the work
●
the spaces should be well ventilated and the atmosphere tested
before a seafarer enters.
20.8.3 Before using the main engine turning gear check that all seafarers
are clear of the crankcase and any moving part of the main engine.
Also check that the duty deck ocer has confirmed that the
propeller is clear.
20.8.4 If a hot bearing has been detected in a closed crankcase, do not
open the crankcase until sucient time has been allowed for the
bearing to cool; otherwise the entry of air could create an explosive
air/oil vapour mixture.
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 315
20.8.5 The opened crankcase or gear case should be well ventilated to expel
any flammable gases before bringing any source of ignition near to it,
such as a portable lamp (unless of an approved safety type).
20.8.6 Before restarting the main engine a responsible engineer ocer
should check that the sha is clear and inform the duty deck ocer,
who should confirm that the propeller is clear.
20.9 Refrigeration machinery and refrigerated
compartments
20.9.1 No one should enter a refrigerated chamber for maintenance
activities without first informing a responsible ocer or having
completed a permit to work, as part of the risk assessment process.
20.9.2 Seafarers charging or repairing refrigeration plants should know
the precautions to take when handling the refrigerant. They should
wear appropriate PPE when handling these chemicals. Adequate
information should be available on each vessel, laying down the
operation and maintenance safeguards of the refrigeration plant,
the particular properties of the refrigerant and the precautions for its
safe handling.
20.9.3 The compartment or flat in which refrigeration machinery is fied
should be adequately ventilated and lit. Where fied, both the supply
and exhaust fans to and from compartments in which refrigeration
machinery is situated should be kept running at all times. Keep
inlets and outlets unobstructed. When there is any doubt as to the
adequacy of the ventilation, use a portable fan or other suitable
means to help remove toxic gases from around the machine.
20.9.4 If it is known or suspected that the refrigerant has leaked into
any compartments, do not try to enter those compartments until
a responsible ocer has been advised of the situation. If it is
necessary to enter the space follow the procedures for entry into
enclosed spaces (see Chapter 15).
20.9.5 When charging refrigerant plants through a charging connection in
the compressor suction line, it is sometimes the practice to heat the
cylinder to evaporate the last of the liquid refrigerant. Do this only
by placing the cylinder in hot water or by a similar indirect method;
never heat the cylinder directly with a blow lamp or other flame.
Advice on the handling and storage of gas cylinders is given in
section 24.8.
20.9.6 If it is necessary for repair or maintenance to apply heat to vessels
containing refrigerant, open the appropriate valves to prevent a
build-up of pressure within the vessels.
316 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
20.10 Critical equipment
20.10.1 A risk assessment will be required before shuing down the
equipment. The risk assessment should include, but not be limited
to, the following:
●
alternative back-up equipment/systems
●
any necessary changes in operational procedures because the
equipment is out of service
●
any additional safety procedures, such as emergency equipment.
20.10.2 If the agreed out-of-service period for critical equipment or
systems maintenance cannot be achieved, any extension or
alternative actions will require a review by both the on-board and
shore management. A further risk assessment may be required if
circumstances change (such as environmental conditions, crew
fatigue or operational parameters).
20.11 Steering gear
20.11.1 Do not work on steering gear when the vessel is making way, only
when it has stopped. Immobilise the rudder by closing the valves on
the hydraulic cylinders or by other appropriate means.
20.12 Hydraulic and pneumatic equipment
20.12.1 Before repairing or maintaining hydraulic and pneumatic equipment
remove any load or, if this is not practical, adequately support it by
other means. Release all pressure in the system. Isolate the part
being worked on from the power source and post a warning notice
near the isolating valve, which should be locked.
20.12.2 Take precautions against the possibility of residual pressure being
released when unions or joints are broken.
20.12.3 Absolute cleanliness is essential for the proper and safe operation of
the hydraulic and pneumatic system. Keep the working area, tools,
system and its components clean during servicing work. Ensure that
replacement units, especially fluid passages, are clean and free from
any contamination.
20.12.4 Use only replacement components that comply with manufacturers’
recommendations. Inspect any renewed or replacement items or
test them before puing them into operation within the system.
20.12.5 Since vapours from hydraulic fluid may be flammable, keep naked
lights away from hydraulic equipment that is being tested or serviced.
20.12.6 Never allow a jet of hydraulic fluid under pressure to spray onto any
part of the body. If hydraulic fluid under high pressure spills onto
unprotected skin, get medical help immediately and wash o the
fluid thoroughly.
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 317
20.13 Electrical equipment
20.13.1 The risk of electric shock is greater on board ship due to moisture, high
humidity and high temperature (including sweating), which reduce the
contact resistance of the body. In those conditions, severe and even
fatal shocks may be caused at 60 volts or lower. Also remember that
cuts and abrasions significantly reduce skin resistance.
20.13.2 Post notices giving instructions on the treatment of electric shock in
every place containing electrical equipment and switchgear. Immediate
on-the-spot treatment of an unconscious patient is essential.
20.13.3 Before working on electrical equipment, ensure that:
●
the energy source is isolated and any residual energy dissipated
first
●
fuses are removed or circuit breakers opened to ensure that all
related circuits are dead
●
switches and circuit breakers are locked open and a ‘do not close’
notice has been posted
●
where a fuse has been removed, it has been retained by the
person working on the equipment until the job is finished
●
any interlocks or other safety devices are operative
●
the work will be carried out by, or under the direct supervision of,
a competent person with sucient technical knowledge and a
permit to work
●
additional precautions are taken to ensure safety when work is to
be undertaken on high-voltage equipment (designed to operate
at a nominal system voltage in excess of 1000 volts).
Lock out tag out
20.13.4 Lock out tag out (LOTO) is a safety procedure to ensure that energy
and power sources are properly isolated, shut o and cannot be
started up again before maintenance or repair work is completed.
This ensures that:
●
energy sources are isolated and rendered inoperative before work
is started on the equipment
●
the isolated power sources are then locked and a tag is placed on
the lock identifying the worker who placed it (see section 20.2.9).
The key should then be held according to company procedure.
This is to prevent accidental start-up and to ensure that the lock is
only removed once the work is completed and has been tested for
recommissioning purposes.
20.13.5 When dual LOTO is taking place on the same energy source,
the same principles apply. This prevents accidental start-up of a
machine or power source while it is in a hazardous state or while a
worker is in direct contact with it.
318 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
20.13.6
Other precautions
Use voltage indicators and proving units to prove successful isolation.
Parts of equipment, even when switched o, may remain live
;
identify any such circuits clearly by looking at the wiring diagram.
20.13.7 Never store or leave flammable materials near switchboards.
20.13.8 Avoid work on or near live equipment if possible. When it is essential
for the safety of the ship or for testing, take the following precautions:
●
A second person, who should be electrically competent and
trained in first aid, should be continually in aendance.
●
The working position should be safe and secure to avoid
accidental contact with the live parts. Wear insulated gloves
where practicable.
●
Avoid contact with the deck, particularly if it is wet. Footwear may
not give adequate insulation if it is damp or has metal studs or
rivets. Use a dry insulating mat at all times.
●
Avoid contact with bare metal. A hand-to-hand shock is
especially dangerous. To minimise the risk of a second contact if
the working hand accidentally touches a live part, keep one hand
in a trouser pocket whenever practicable.
●
Remove any jewellery such as wristwatches, metal identity
bracelets and rings. They provide low-resistance contacts with
the skin. Metal fiings on clothing or footwear (eg buons, zips)
are also dangerous.
20.13.9 Any test meters (and their associated leads/probes) used should
be rated for the voltage and/or current being tested. Meter probes
should have only minimum amounts of metal exposed and the
insulation of both probes should be in good condition. Take care
that the probes do not short-circuit adjacent connections. When
measuring voltages that are greater than 250 volts, aach and
remove the probe with the circuit dead.
20.13.10 The conducting tips of probes should have a maximum dimension
of 4 mm (and where possible 2 mm or less and/or fied with a
retractable shield). Leads should be flexible and long enough but
not so long as to be unwieldy. Meter sockets and lead plugs should
prevent finger contact being made with the conductor if the lead
becomes detached from the socket.
20.13.11 All seafarers should be aware of the potential dangers in the space
in which they are working. The test equipment should be suitable for
the system being examined, checked for damage before use, and
proved to be operational before and aer use.
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 319
20.14 Main switchboards
20.14.1 The internal cleaning and maintenance of the main switchboard must
be done only while the switchboard is ‘dead’. A full risk assessment
must have been carried out (see Chapter 1) and a formal permit to
work issued (see Chapter 14).
20.14.2 The risk assessment will identify the actions and checks required to
make the switchboard safe, and these will be identified in the permit
to work. The major checks to be listed on the permit to work will
identify the necessary interconnections to and from, and/or within,
the main switchboard and verify that they are disconnected. These
will include but are not limited to:
●
the shore power supply
●
the emergency generator
●
the emergency power supply.
20.14.3 The internal cleaning and maintenance of the main switchboard
would, in general, be an integral part of a ship’s dry-dock
programme or that of an extended maintenance programme.
20.15 High-voltage systems
20.15.1 Additional precautions are necessary to ensure safety when
work is to be done on high-voltage equipment (designed to
operate at a nominal system voltage in excess of 1000 volts).
20.15.2
Use a limitation of access instruction to give a wrien
definition of the limits of work to be done in the vicinity of, but
not on, high-voltage equipment/installations.
20.16 Work on high-voltage equipment/installations
20.16.1 No work must be carried out on high-voltage equipment/
installations unless an agreed switching plan has been
developed and implemented so that the equipment/installations are:
●
dead
●
isolated and all practicable steps have been taken to lock o live
conductors, voltage transformers (except where the connections
are bolted) and dead conductors that may become live
●
earthed at all points of disconnection of high-voltage supply
and caution notices have been aached in English and any
other working language of the vessel
●
released for work by the issue of a permit to work or a
sanction for test .
320 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
A switching plan for the safe deisolation and/or reenergising of the
system should be in place. The deisolation switching plan should
take into account the safe reconnection of live conductors and
removal of earthed connection. A safe deisolation plan might not
just be the reverse of the isolation switching plan.
Also, the competent person designated to carry out the work should
fully understand the nature and scope of the work to be carried out
and have witnessed a demonstration that the equipment/installation
is dead at the point of work.
Operation of switchgear
20.16.2 Routine high-voltage switching should be carried out by a
competent person in the normal course of their duties, using the
equipment provided for the purpose.
High-voltage switching to isolate equipment for maintenance,
inspection and/or testing should be done by an authorised person
or a competent person acting in the presence of and to the instructions
of an authorised person. The sequence of switching, isolation and
earthing is to be carried out in line with an agreed switching plan.
In an emergency, any competent person may carry out high-voltage
switching to cut o supply.
The recipient should repeat in full any message relating to the
operation of the high-voltage system that has been transmied by
telephone/radio. The sender should then confirm that the message
has been accurately received.
Making live or dead by signals or a pre-arranged understanding
aer an agreed time interval is not permied.
Withdrawn apparatus
20.16.3 High-voltage apparatus that has been isolated and removed
from its normal operating position may be worked on without a
permit to work or sanction for test, provided that:
●
it has been discharged
●
it is prevented by barriers and locking from being restored to a
live position
●
access to high-voltage conductors on the switchboard is
prevented.
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 321
Locking off
20.16.4 Lock shut all spout (orifice) shuers not required for immediate
work or operations. (Exception: on certain types of switchgear,
access to the shuers is restricted while the circuit breaker is still
in the cubicle. Under these circumstances, it is acceptable to lock
either the cubicle door or the racking mechanism, whichever is
appropriate, which must prevent further withdrawal of the circuit
breaker, so long as the circuit breaker has been withdrawn from its
normal operating position.)
Protective equipment
20.16.5 Do not adjust protective equipment associated with the high-voltage
equipment/installations and that forms part of the system. Do not put
it into or take it out of commission without the sanction of the chief
engineer or superintendent/senior electrical engineer
.
Do not commission or recommission (aer major work) high-voltage
equipment/installations until the protective devices have been
proved to be functioning correctly.
Insulation testing
20.16.6 All high-voltage equipment/installations that are either new or have
undergone substantial maintenance or alteration must undergo a
high-voltage test in line with figures approved in writing by the chief
engineer or superintendent/electrical engineer.
Failure of supply
20.16.7 During failures of supply, consider all apparatus, equipment and
conductors as being live until isolated and proved dead.
Entry to enclosures containing high-voltage equipment/
installations
20.16.8 Keep compartments and other enclosures containing high-voltage
apparatus locked except when entry or exit is necessary.
The keys or key safe
giving normal access to such enclosures
shall be accessible to authorising ocers only.
No person except an authorising ocer, or a competent person who
is under the immediate supervision of an authorising ocer, who
must be continuously present, must enter any enclosure in which it
is possible to touch exposed high-voltage conductors.
Entry to compartments or other enclosures containing high-voltage
equipment/installations is limited to authorising ocers or other
people only when accompanied by an authorising ocer.
Compartments containing high-voltage equipment/installations that
are not protected by insulated covers should be entered only when
the equipment/installations are isolated and earthed.
322 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
Earthing
20.16.9 Circuit mains earths must be applied and removed only by an
authorising ocer or a person competent to do so in the authorising
ocer’s presence and following their instructions.
When high-voltage equipment/installations have been made dead
and isolated, the conductors to be earthed must be proved dead,
if practicable, using an approved potential indicator. The potential
indicator should be in date for calibration and be tested immediately
before and aer use, to prove it is in good working order.
Where practicable, apply circuit main earths
through a circuit
breaker or earthing switches.
Before closing to earth, make the trip features inoperative unless
this is impracticable. Aer closing lock the circuit breaker in the
earth position and make the trip features inoperative, posting a
caution notice nearby.
Additional earths
may be applied at the point of work aer a
permit to work has been issued by the competent person in charge
of the work.
Circuit main earths/additional earths may also be removed/replaced
at the point of work aer the issue of a sanction for test by the
authorised person conducting the test.
A circuit main earth applied at the point of work may be removed
and replaced one phase at a time to facilitate the work, provided this
instruction is recorded on the permit to work. If this is the only circuit
main earth connected to the apparatus, then a person authorised
to issue permits to work must remain at the point of work and be
responsible for the safety of all those engaged in the work while the
circuit main earth is removed. No other simultaneous work must be
permied on any part of the circuit during the validity of this permit
to work.
Notices (tags)
20.16.10 Post caution notices and danger notices on all high-voltage
equipment/installations covered by a permit to work or sanction for
test drawing people’s aention to non-interference or danger as
appropriate.
Work on high-voltage cables
20.16.11 No person must touch the insulation that covers or supports any
conductor subject to high voltage unless the conductor is earthed.
Before issuing a permit to work a person authorised to issue permits
must identify the cable to be worked on and proven dead at the
point of work. Assume that all cables are live high-voltage cables
until proven otherwise.
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 323
20.16.12 Before issuing a permit to work to cut into or disturb the insulation of
a high-voltage cable (except as required below) the person who is to
issue the permit to work must ensure compliance with the following
and, where practicable, shall involve the recipient of the permit to work:
●
Check cable records.
●
Visually trace the cable from the point of work to a point where
the apparatus is clearly identified by permanent labelling and in
such a way that there is no doubt about the cable’s identity.
●
Where this is not practicable, the cable shall be identified by
signal injection methods; the cable shall be spiked with an
approved spiking gun as near to the point of work as practicable.
When practicable, the cable shall be cut with the spiking gun
in position; tests shall be made to confirm the cable cut is the
correct one. All this shall be carried out under a sanction for test.
●
Where work is to be carried out on cables where the conductors
and/or sheath may be subject to induced voltages from live
equipment in close proximity, where practicable the conductors
and/or sheath shall be earthed and appropriate PPE used.
Where the above procedures are not practicable a special
procedure shall be wrien and approved
by the chief engineer or
electro-technical ocer .
Work on transformers
20.16.13 When work is to be carried out on any connections up to a point
of isolation or the windings of a transformer, isolate all windings
irrespective of voltage. Apply circuit main earths at the points of
isolation from high-voltage supply. Lock open low-voltage points
of isolation.
Work on ring main units
20.16.14 The design of ring main units usually prevents the use of a potential
indicator, before earthing. It is therefore extremely important to
isolate the appropriate remote end before applying any earth.
Before starting operations check the system diagram and note the
onsite labelling on an approved switching procedure.
Do all work and switching on ring main units in strict accordance
with the manufacturer’s instructions.
Work within the switching chamber of the ring main unit may require
the isolation and earthing of all remote ends of the ring main unit.
324 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
Work on busbars and directly connected busbar
equipment
20.16.15 Before any work begins on a busbar or section of busbar, including
any directly connected equipment, isolate the busbar from any
point of supply, including voltage transformers. Isolate any directly
connected cable and earth it at the remote end.
Withdraw all switches on the busbar or section of busbar to their
isolated position.
Lock all isolating arrangements with shuers covering high-voltage
contacts. Lock shut any contacts that may become alive and those
where no work is to be done and post warning notices.
Prove dead the busbar or section of the busbar to be worked on
using an approved potential indicator following the rules for earthing
(see section 20.16.11).
Apply a circuit main earth to the busbar on at least one switch
panel on the section of busbar on which work is to be done. Apply
an additional circuit main earth at any remote ends of directly
connected equipment.
Apply an additional circuit main earth at any other position as is
necessary to ensure that the busbar remains earthed at all times
while work is being carried out.
Issue a separate permit to work or sanction for test for each section
of busbar. Do not issue more than one permit to work or sanction
for test at the same time for any section of busbar or any electrical
equipment directly connected to it.
Prove dead any orifices where work is to be done immediately
beforehand by using an approved potential indicator.
20.17 Arc-flash associated with high- and low-voltage
equipment
20.17.1 An arc-flash occurs when an electric current flows through an air
gap. The air is the conductor and an arc can form between phase-
to-ground (neutral) or phase-to-phase and is accompanied by
ionisation of the surrounding air.
20.17. 2 The incident energy associated with an arc-flash is measured in calories
per square centimetre (cal/cm²). It is the amount of thermal energy from
an arc-flash that reaches a surface, such as a person’s skin.
20.17. 3 The greater the incident energy value is, the more severe the
burn injury. The energy required to produce the onset of a partial-
thickness burn is 1.2 cal/cm² and this is the benchmark for personal
protection. (A partial-thickness burn aects both the outer and
underlying layer of skin and causes pain and redness, swelling and
blistering (NHS, 2020).)
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 325
20.17.4 Clearly mark all high- and low-voltage equipment that presents an
arc-flash hazard to personnel.
20.17.5 There are various methods to reduce the risk to personnel if an
arcing fault occurs within electrical equipment.
These may include:
●
reducing fault levels
●
tripping times by design
●
maintenance seings
●
arc-flash detection systems
●
‘arc-proof’ equipment tested in accordance with the relevant
national or international standards
●
removing personnel from the location of hazards (remote
operation/circuit breaker racking)
●
consider appropriate arc-flash protection PPE.
20.17.6 Arc-flash protection is to minimise the likelihood of burn injury by
providing an adequate thermal barrier that will limit the energy
exposure of a person’s skin to no more than 1.2 cal/cm². Remember
that 1.2 cal/cm² is where the onset of a partial-thickness burn can
occur, so there is still a possibility of being injured while protected.
MGN 452 (M)
20.18 Storage batteries: general
20.18.1 As baeries may give o gases when charging, keep baery
containers and compartments well-ventilated to prevent an
accumulation of dangerous gas. Store damaged lithium baeries
securely until they can be disposed of safely, following the baery
manufacturer’s instructions and according to company policy.
20.18.2 Do not allow smoking or any type of open flame in a baery
compartment. Post a conspicuous notice to this eect at the
entrance to the compartment.
20.18.3 Lighting fiings in a baery compartment should be of an
intrinsically safe design with any protective coverings tightly
fied and maintained in accordance with the manufacturer’s
recommendations.
20.18.4 If the lighting fixtures are found to have defects that cannot be
easily rectified, isolate the lighting fixture circuit.
20.18.5 Do not make any unauthorised modifications or additions
to electrical equipment (including lighting fiings) in
baery compartments.
20.18.6 All baeries require appropriate maintenance following the
manufacturer’s instructions.
326 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
20.18.7 The term ‘maintenance free’ is used to describe baeries constructed
to prevent the ability to top up electrolyte levels. ‘Maintenance free’
baeries are manufactured with sucient electrolyte levels for
recommended service life and application. However, excess use,
lack of maintenance and incorrect application can increase water
loss rates and gassing, leading to lower electrolyte levels. Carry out
maintenance following the manufacturer’s instructions.
20.18.8 Do not use portable electric lamps and tools, or other portable
power tools that might give rise to sparks, in baery compartments.
20.18.9 Do not use the baery compartment as a store for any materials or
gear not associated with it.
20.18.10 A short-circuit of even one cell may produce an arc or sparks that
may cause an explosion of any hydrogen present. Additionally, the
very heavy current that can flow in the short-circuiting wire or tool
may cause burns due to rapid overheating of the metal.
20.18.11 Maintain insulation and/or guarding of cables in baery compartments
in good condition.
20.18.12 Keep all baery connections clean and tight to avoid sparking and
overheating. Never use temporary clip-on connections because they
may work loose due to vibration and cause a spark or short circuit.
20.18.13 Never place metal tools, such as wrenches or spanners, on top of
baeries because they may cause sparks or short-circuits. The use
of insulated tools is recommended.
20.18.14 Remove jewellery such as watches and rings when working on
baeries. A short-circuit through any of these items will heat
it rapidly and may cause a severe skin burn. If rings cannot be
removed, tape them heavily in insulating material.
20.18.15 Switch o the baery chargers and all circuits fed by the baery
when connecting or disconnecting leads. If a baery is in sections,
it may be possible to reduce the voltage between cells in the work
area, and hence the severity of an accidental short-circuit or electric
shock, by removing the jumper leads between sections before
beginning work. Although individual cell voltages may not prevent a
shock risk, dangerous voltages can exist when numbers of cells are
connected in series. A lethal shock needs a current of only tens of
milliamps so take care when the voltage exceeds 50 volts.
20.18.16 Check the baery-charging systems to ensure that it is only possible
to charge within the specified rate. Check baery boxes for fixing and
integrity as part of the planned maintenance.
20.18.17 Screw baery cell vent plugs tight while making or breaking
connections.
20.18.18 Examine the ventilation tubes of baery boxes regularly to ensure
that they are free from obstruction.
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 327
20.18.19 Fasten the lids of baery boxes while they are open for servicing
and secure them properly again when the work is finished.
20.18.20 Secure baeries in place to prevent shiing in rough weather.
20.18.21 Keep alkaline and lead-acid baeries in separate compartments
or keep them apart using screens. Store equipment, tools and
materials for the servicing of lead-acid and alkaline baeries
separately to prevent contamination and/or electrolyte mixing, which
can result in a dangerous chemical reaction.
20.18.22 Both acid and alkaline electrolytes are highly corrosive. Immediately
wash o any accidental splashes on the person or equipment.
Always wash your hands as soon as the work is finished.
20.18.23 Baeries should always be transported in an upright position
to avoid electrolyte spillage. Be aware of manual handling
techniques before moving baeries as they are heavy and this may
result in painful strains or injury (see Chapter 10).
20.19 Storage batteries: lead acid
20.19.1 When preparing the electrolyte add the concentrated sulphuric acid
slowly to the water. If water is added to the acid, the heat generated
may cause an explosion of steam, splaering acid over the person
handling it.
20.19.2 Wear goggles, rubber gloves and a protective apron when
handling acid.
20.19.3 To neutralise acid on skin or clothes, use plenty of clean, fresh water.
20.19.4 An eyewash bole should be available in the compartment for
immediate use on the eyes in case of accident. This bole should
be clearly distinguishable by touch from acid or other containers so
that a person who is temporarily blinded can find it easily.
20.19.5 The corrosion products that form round the terminals of baeries
can cause injury to skin or eyes. Remove them by brushing away
from the body. Protect the terminals with petroleum jelly.
20.19.6 An excessive charging rate causes acid mist to be carried out of the
vents onto adjacent surfaces. Clean this o with diluted ammonia
water or soda solution and dry the aected areas.
20.20 Storage batteries: alkaline
20.20.1 The general safety precautions with this type of baery are the same
as for the lead-acid baeries, but with the following exceptions.
328 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
20.20.2 The electrolyte in these baeries is alkaline but is similarly corrosive.
Do not allow it to touch skin or clothing. If an accident happens
wash the aected parts with plenty of clean, fresh water. Treat
burns with boracic powder or saturated solution. Wash eyes out
thoroughly with water, followed immediately with a solution of
boracic powder (at the rate of 1 teaspoonful to 0.5 litre or 1 pint
of water). This solution should always be readily accessible when
electrolyte is handled.
20.20.3 Warning
Metal cases of alkaline baeries remain live at all times. Do not
touch them or allow metal tools to come into contact.
20.21 Work on apparatus on extension runners or on
the bench
20.21.1 Chassis on extension runners should be firmly fixed, either by
self-locking devices or by use of chocks, before any work is done.
20.21.2 Get assistance where units are awkward or too heavy for one
person to handle easily (see Chapter 10). Strain, rupture or a slipped
disc can result from a lone eort.
20.21.3 Wedge any chassis on the bench firmly or otherwise secure it to
prevent it overbalancing or moving. If a live chassis overbalances do
not try to grab it.
20.21.4 Temporary connections should be soundly made. Flexible extension
cables should have good insulation and adequate current-carrying
capacity.
20.22 Servicing radio and associated electronic
equipment
20.22.1 Strictly follow the manufacturers’ recommendations to avoid exposure
to microwave radiation. Operate radar sets only when the wave guide
is connected.
20.22.2 Work within the safety radius of a satellite terminal antennae only
when its transmier has been isolated.
20.22.3 Direct viewing of a radar aerial and wave guide can damage the
eyes. Avoid doing this while the radar is in operation or where arcing
or sparking is likely to occur.
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 329
20.22.4 Exposure to dangerous levels of X-ray radiation may occur in the
vicinity of faulty high-voltage valves. Take care when fault tracing in
the modulator circuits of radar equipment. An open-circuited heater
of such valves can lead to X-ray radiation where the anode voltage
is in excess of 5000 volts.
20.22.5 Follow the manufacturers’ instructions for maintenance and repair
activities. Vapours of some solvents used for degreasing are toxic,
particularly carbon tetrachloride, which should never be used.
20.22.6 Some dry recorder papers used in echo sounders and facsimile
recorders give o toxic fumes when in use. Keep the equipment
well-ventilated to avoid inhalation of the fumes.
20.22.7 Do not operate radio transmiers and radar equipment when people
are working near aerials; isolate the equipment from mains supply
and earth radio transmiers. When equipment has been isolated,
post warning notices on transmiing and radar equipment and at
the mains supply point. This is to prevent apparatus being switched
on until the people doing the outside work have given clearance that
they have finished.
20.22.8 Rig aerials out of reach of seafarers standing at normal deck level
or mounting easily accessible parts of the superstructure. If that is
impractical, put up safety screens instead.
20.22.9 Post notices warning of the danger of high voltage near radio
transmier aerials and lead-through insulators.
20.23 Additional electrical hazards from radio
equipment
20.23.1 Where accumulators are used, disconnect them at source.
Otherwise take precautions to prevent the short circuiting of the
accumulator, with the consequent risk of burns.
20.23.2 Live chassis connected to one side of the mains are usually marked
appropriately; handle them with caution. Where the mains are AC and
a transformer is interposed, the chassis is usually connected to the
earth side of the supply, but check this using an appropriate meter.
20.23.3 Modern equipment oen consists of a master crystal enclosed in an
oven. The supply to the oven comes from an independent source
and is not disconnected when the transmier is switched o and
the mains switch is o. Mains voltage will be present inside the
transmier so take care.
20.23.4 Before beginning work on the extremely high-tension section of a
transmier or other high-tension apparatus, with the mains switched
o, discharge all high-tension capacitors using an insulated jumper.
Insert a resistor in the circuit to slow the rate of discharge. Take this
precaution even where the capacitors have permanent discharge
resistors fied.
330 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
20.23.5 Replace an electrolytic capacitor that is suspect, or shows blistering,
because it is liable to explode when electrical supply is on. There
is a similar risk when an electrolytic capacitor is discharged by a
short circuit.
20.23.6 Avoid work at or near live equipment if possible, but where it is
essential for the safety of the ship or for testing take the additional
precautions described in section 20.13.8.
20.24 Valves and semi-conductor devices
20.24.1 When removing valves from equipment that has recently been
operating grasp them with a heat-resistant cloth. Allow large valves
(such as power amplifiers, output valves and modulators, which
reach a high temperature in operation) time to cool down before
removing them. Severe burns can result if they touch bare skin.
20.24.2 Handle cathode ray tubes and large thermionic valves with care.
Although they implode when broken there is still a risk of severe cuts
from sharp-edged glass fragments. Some special-purpose devices
(such as trigatrons) contain vapour or gas at high pressure but these
are usually covered with a protective fibre network to contain the
glass if they explode.
20.24.3 Beryllia (beryllium oxide) dust is very dangerous if inhaled or if
it penetrates the skin through a cut or abrasion. Symptoms of
poisoning include respiratory troubles or cyanosis (grey/blue
discolouration of the skin); they may develop within a week or aer a
latent period of up to several years.
20.24.4 Beryllia may be present in some electronic components. Cathode
ray tubes, power transistors, diodes and thyristors containing beryllia
will usually be identified in the manufacturers’ information provided.
However, if there is no such information there is no guarantee that
beryllia is not present. The heat sink washers that contain beryllia
are highly polished and look like dark brass. Store these items
carefully in their original packaging until required.
20.24.5 Physical damage to components containing beryllia, whether new
or defective, is likely to produce dangerous dust. Avoid abrasion
and do not work on components with tools. Encapsulations should
be le intact. Excessive heat can be dangerous, but it is safe to do
normal soldering with thermal shunt. Pack damaged or broken parts
separately and securely, following the manufacturer’s instructions
for return or disposal.
20.24.6 Seafarers handling parts containing beryllia should wear PPE,
including gloves, to prevent the substance touching the skin. Use
tweezers where practicable. If the skin is contaminated with the dust
they should clean the aected parts without delay, particularly any
cuts, following their instructions for handling dangerous chemicals.
Chapter 20
Code of Safe Working Practices for Merchant Seafarers Work on machinery and power systems 331
●
Follow the manufacturer’s instructions and guidance.
●
Monitor the insulation of hot surfaces through a heat
(thermographic) survey or using infra-red thermometers to
ensure that surface temperatures do not exceed 220°C.
●
Paint tank tops and bilges a light colour wherever practicable.
Keep them clean and well-lit near pressure oil pipes so that
leaks may be easily found.
●
Work on safety-critical systems should be authorised by the
master and chief engineer.
●
Any stored energy should be eectively isolated and
discharged by competent people and supervised by
authorised people.
●
Chemicals and cleaning materials can cause hazardous
gases; consider this when using them in work.
332 Work on machinery and power systems Code of Safe Working Practices for Merchant Seafarers
Not for resale
Chapter 21
Code of Safe Working Practices for Merchant Seafarers Hazardous substances and mixtures 333
21
Hazardous substances and
mixtures
21.1 Introduction
21.1.1 Many substances and mixtures found on ships are capable of
damaging the health and safety of those exposed to them. They
include not only substances displaying hazard-warning labels
(particularly those declared as dangerous goods in ships’ stores)
but also dusts (including hardwood dusts), fumes and fungal spores
which could arise from goods, machinery or activities aboard ship.
21.1.2 This chapter deals with the use of hazardous substances and
mixtures (referred to in this chapter as ‘hazardous substances’)
carried on board ships, such as in a ship’s stores. Chapter 28 covers
dangerous substances carried as dry cargo. Chapter 29 covers
tankers and other ships carrying bulk liquid cargoes.
Key points
●
Many substances and mixtures found on board ship can
damage the health and safety of people exposed to them.
●
Seafarers should ensure that they can recognise potentially
dangerous materials, including any warning labels, and that they
comply with company instructions to control or minimise risk.
●
A hazard-warning label includes a pictogram, a precautionary
statement, a hazard statement (eg ‘Carcinogenic’, ‘Flammable’)
and, where required, a signal word (either ‘Danger’ or
‘Warning’). Seafarers should familiarise themselves with the
meaning of such labels.
Your organisation should
●
based on the findings of the risk assessment and with
reference to the manufacturer’s safety data sheet (SDS),
identify where seafarers are working in the presence of
hazardous substances and put in place appropriate measures
to remove, control or minimise the risk
●
ensure that seafarers understand the risks arising from their
work and the precautions to take
●
ensure that seafarers’ exposure to carcinogens and mutagens
does not exceed statutory limits.
334 Hazardous substances and mixtures Code of Safe Working Practices for Merchant Seafarers
21.1.3 The company’s risk assessment will identify where seafarers are
working in the presence of hazardous substances and evaluate any
risks from exposure. Take appropriate measures to remove, control or
minimise the risk. Refer to the manufacturer’s SDS before exposing
seafarers to any hazardous substance, to select appropriate personal
protective equipment (PPE) and working methods.
21.2 Instruction/training of seafarers
21.2.1 The company should instruct and inform seafarers so that they
know and understand the risks arising from their work and the
precautions to take. Employers should tell seafarers the results of
any monitoring of exposure.
21.2.2 Where possible, seafarers should avoid direct contact with
hazardous substances, wear appropriate gloves and, if necessary,
safety glasses/goggles, and follow the manufacturer’s instructions.
21.2.3 The company should instruct seafarers to take appropriate
precautions and make them aware of the potentially hazardous by-
products that may be produced from mixing hazardous substances
together. For example, mixing chlorine-based toilet cleaner with
descaler will cause a hazardous gaseous by-product which may
result in an asphyxiating, explosive or other hazardous atmosphere.
21.2.4 The risk assessment will also provide information on whether health
surveillance is appropriate as a result of exposure to hazardous
substances (see Chapter 7).
21.2.5 To help identify hazards and assess risks from hazardous
substances, check the SDS. In Europe the manufacturer is required
to supply this with all hazardous substances and mixtures.
21.2.6 For more specialist advice relating to particular work activities,
where appropriate refer to the series of publications by the Health
and Safety Executive (HSE) under the Control of Substances
Hazardous to Health (COSHH) Regulations (see Appendix 2).
21.3 Health surveillance
21.3.1 The company should take reasonable steps to ensure that any
control measures are properly used and maintained. Where
appropriate, monitor and record exposure levels. For some
hazardous substances, seafarers must not be exposed at work
beyond a statutory level. These workplace exposure limits are
published by HSE in EH40/2005 Workplace exposure limits available
on the HSE website.
21.3.2 The risk assessment will also provide information to determine
whether health surveillance is appropriate as a result of exposure to
hazardous substances (see Chapter 7).
Chapter 21
Code of Safe Working Practices for Merchant Seafarers Hazardous substances and mixtures 335
21.4 Prevention or control of exposure
21.4.1 First consider how to prevent exposure by removing the substance
(such as by replacing it with a less harmful one.)
21.4.2 Where removing the substance is not reasonably practicable,
exposure can be prevented or controlled by any combination of
the following:
●
total or partial enclosure of the process and handling systems
●
using plant, processes and systems of work, which minimise the
generation of, or suppress and contain/prevent, spills, leaks, dust
fumes and vapours of hazardous substances
●
local exhaust ventilation (to remove toxic fumes and, therefore,
limit exposure)
●
limiting the quantities of a substance at the place of work
●
keeping the number of people who might be exposed to a
substance to a minimum, and reducing the period of exposure
●
prohibiting eating, drinking and smoking in areas that may be
contaminated by the substance
●
hygiene measures, including providing adequate washing and
laundering facilities, and regular cleaning of walls/bulkheads and
other surfaces
●
designation of those areas that may be contaminated and the
use of suitable and sucient warning signs
●
safe storage, handling and disposal of hazardous substances and
use of closed and clearly labelled containers
●
using appropriate procedures for the measurement of hazardous
substances, in particular for the early detection of abnormal
exposures resulting from an unforeseeable event or an accident
●
taking individual/collective protection measures
●
where appropriate, drawing up plans to deal with emergencies
likely to result in abnormally high exposure.
21.4.3 Apply these measures to reduce the risk to seafarers to the
minimum, but where they do not adequately control the risk to
health, provide PPE in addition.
21.4.4 Seafarers should comply fully with the control measures in force.
21.4.5 For certain substances (eg asbestos and benzene), very specific
control measures apply. Where failure of the control measures could
result in risk to health and safety, monitor the exposure of personnel
and keep a record for future reference.
21.4.6 Where the adequacy or eciency of control measures is in doubt,
stop work until outside advice has been sought and action taken
proportionate to the risks involved.
336 Hazardous substances and mixtures Code of Safe Working Practices for Merchant Seafarers
21.5 Carcinogens and mutagens
21.5.1 The Merchant Shipping and Fishing Vessels (Health and Safety at
Work) (Carcinogens and Mutagens) Regulations 2007 (the 2007
Regulations) specifically require that the risk assessment considers
the risk arising from exposure to carcinogens and mutagens. A
carcinogen is a substance or mixture for which evidence exists
to establish a link between exposure to it and the development of
cancer. A mutagen is a substance or mixture for which evidence
exists to establish a link between exposure to it and heritable
genetic damage.
SI 2007/3100; MGN 624 (M+F) Amendment 2
21.5.2 Hazardous substances that are found on ships and considered
carcinogens and mutagens include:
●
aflatoxins
●
arsenic
●
asbestos (see section 21.6)
●
hardwood dusts
●
rubber dust and rubber fumes
●
used engine oils
●
welding fumes (see Chapter 24).
21.5.3 The supplier of a hazardous substance or mixture is required to:
●
identify the hazards of the substance or mixture
●
provide information about the hazards to their customers. This
information is usually on the package itself (eg on a hazard label)
and, if supplied for use at work, in an SDS
●
package the chemical safely (classification of carcinogens is
described in Annex 21.1).
Use the hazard information to help the company comply with the
2007 Regulations.
21.5.4 Where the risk assessment reveals there is a risk to seafarers’ health
from carcinogens and mutagens, and the measures set out in
section 21.3 do not completely remove that risk, the company should
ensure that the exposure never exceeds the limit values set out in
the regulations.
21.5.5 All cases of cancer that can be identified as resulting from
occupational exposure to a carcinogen or mutagen, and have been
confirmed in a report from a doctor, must be reported to the MCA
(see section 7.3).
Chapter 21
Code of Safe Working Practices for Merchant Seafarers Hazardous substances and mixtures 337
21.6 Asbestos dust
21.6.1 The use of asbestos in ship construction has been banned
internationally, but asbestos is still being discovered in non-
approved parts such as gaskets and brake linings. Take care when
geing spare parts because some may contain asbestos even
when declared ‘asbestos free’. Measures to protect seafarers’ health
where there is a risk of exposure to asbestos are in the Merchant
Shipping and Fishing Vessels (Health and Safety at Work) (Asbestos)
Regulations 2010 and associated marine guidance notes (MGNs).
SI 2010/2984; MGN 669 (M+F) Amendment 1
21.6.2 Asbestos has a fibrous structure and can produce harmful dust if
the surface exposed to the air is damaged or disturbed. The danger
is not immediately obvious because the fibres that can damage
the lungs and cause lung cancer are too small to be seen with the
naked eye. Asbestos that is in good condition is unlikely to release
fibres, but where the material is damaged or deteriorating, or work is
undertaken on it, airborne fibres can be released.
21.6.3 Dry asbestos is much more likely to produce dust than asbestos that
is thoroughly wet or oil-soaked. Asbestos is particularly likely to occur
on older vessels in insulation and panelling, but certain asbestos
compounds may also be found elsewhere and on other vessels in
machinery components such as gaskets and brake linings.
21.6.4 The company should advise masters of any location where asbestos
is known or believed to be present on their ship. Masters and/or
safety ocers should keep a wrien record of this information. They
should also note any other position where asbestos is suspected,
but they should not probe or disturb any suspect substance. Warn
crew members who work regularly near asbestos or a substance
likely to contain it of the need for caution and to report any
deterioration in its condition such as cracking or flaking.
21.6.5 The condition of old asbestos may deteriorate so where reasonably
practicable consider removing it. This work should be done in port and
a specialist removal contractor used to ensure adequate protective
procedures. Where the port is in the UK and the work involves
asbestos insulation or asbestos coating, it is usually necessary for the
contractor to hold a licence issued by HSE. If the work is done outside
the UK, the contractor should be of equivalent competence.
21.6.6 If it is essential to carry out emergency repairs likely to create asbestos
dust while the ship is at sea, take strict precautions, including the
use of the appropriate protective clothing and respiratory protective
equipment, in line with the guidance in the relevant merchant shipping
notice (MSN). See also the general guidance on the assessment and
control of risks from hazardous substances in section 3.11.
21.6.7 Where asbestos or asbestos-containing materials are carried as
a cargo, generally in shipping containers, take extreme caution to
prevent exposure.
338 Hazardous substances and mixtures Code of Safe Working Practices for Merchant Seafarers
21.7 Use of chemical agents
21.7.1 Consult the relevant MGNs which give further guidance on the
handling of chemicals. There is a particular emphasis on health
monitoring for people exposed to chemicals (see Chapter 7).
SI 2010/330; MSN 1888 (M+F) Amendment 3
21.7. 2 Never use a chemical from an unlabelled package or receptacle
unless its identity has been positively established. In addition to
transport labelling, packaged substances supplied in Europe may
also display similar or additional labelling for supply and use for
compliance with the European regulation on classification, labelling
and packaging of substances and mixtures (‘the CLP Regulation’).
European Regulation EC 1272/2008
21.7.3 Employers should ensure workers are instructed to familiarise
themselves with the accompanying SDS for any chemical agents
they may use in their work. They should also be aware that
potentially hazardous gaseous by-products may be produced from
the reaction of a cleaner/descaling product and the object itself, or
products used together, because this may result in an asphyxiating,
explosive or other hazardous atmosphere.
21.7.4 Handle chemicals with the utmost care. Industrial formulations may
be stronger. Eyes and skin should be protected from accidental
exposure or contact.
21.7.5 Follow manufacturers’ or suppliers’ advice on the correct use of
chemicals. Some cleaning agents (eg caustic soda and bleaches)
may burn the skin even when used domestically. The product’s
hazard-warning label should identify where skin corrosion/serious
eye damage hazards are present. Instructions on handling such
chemicals safely will be made clear in the precautionary statements.
21.7.6 Do not mix chemicals unless it is known that no dangerous reaction
will be caused.
21.7.7 Employers should ensure that they give any necessary training in the
use of chemicals.
Chapter 21
Code of Safe Working Practices for Merchant Seafarers Hazardous substances and mixtures 339
21.8 Safe use of pesticides
21.8.1 Read the following guidance in conjunction with MSN 1718 (M) and
MGN 576 (M), which have mandatory force under the Merchant
Shipping (Carriage of Cargoes) Regulations 1999.
SI 1999/336; MSN 1718 (M); MGN 576 (M)
21.8.2 Where pesticides are used in the cargo spaces of ships or cargo
units, safety procedures should be in line with the International
Maritime Organization (IMO) publication MSC 1/Circ 1624. Keep a copy
of this publication on board and accessible for all crew members.
MSC 1/Circ 1624
Where pesticides are used in other spaces of ships, safety
procedures should be in line with MSC.1/Circ.1358.
MSC 1/Circ 1358
21.8.3 Where the crew are carrying out space and surface-spraying
operations the master should ensure that they wear the appropriate
protective clothing, gloves, respirators and eye protection.
21.8.4 The ship’s personnel should not handle fumigants; only qualified
operators should do this type of work. Fumigation should only be
done with the authority of the ship’s master. (HSG251 gives health and
safety guidance on fumigation and is available from the HSE website.)
21.8.5 Display the ‘fumigation warning’ sign conspicuously on cargo units
or spaces being fumigated. Station a member of personnel to watch
and prevent access to areas of risk by unauthorised personnel.
21.8.6 In exceptional circumstances, in-transit fumigation may be
permied only aer first referring to the requirements of the ship’s
own national administration, and seeking the approval of the
administration of the state of the vessel’s next destination or port of
call. The master should provide safe working conditions and ensure
that at least two members of the crew, including one certificated
ocer, have received the appropriate training. They should be
familiar with the recommendations of the fumigant manufacturer
concerning the methods of detection of the fumigant in air, its
behaviour and hazardous properties, symptoms of poisoning,
relevant first-aid treatment, special medical treatment and
emergency procedures.
340 Hazardous substances and mixtures Code of Safe Working Practices for Merchant Seafarers
21.9 Biological agents
21.9.1 Read the following guidance in conjunction with MSN 1889 (M+F)
Amendment 3 on biological agents. Biological agents are classified
in groups 1 to 4. These groups are defined in Annex 21.1.
SI 2010/323; MSN 1889 (M+F) Amendment 3
21.9.2 As well as following the guidance given in 21.8.1, employers must keep
a list of personnel exposed to biological agents of group 3 or higher.
21.9.3 Any worker involved with the handling of, or being exposed to,
biological agents should have appropriate training and advice.
21.9.4 Before any work takes place, carry out a risk assessment and put
procedures in place for any potential accident to minimise its eects.
21.9.5 The most likely areas for contamination by biological agents are
as follows:
●
food preparation
●
contact with animals and/or products of animal origin
●
health care
●
work with air-conditioning and water-supply systems
●
work involving waste disposal and the sewage plant.
21.9.6 Solid carbon dioxide
Solid carbon dioxide (Drikold
TM
, cardice, dry ice) can be used as an
emergency refrigerant for preserving deep-frozen food supplies in
their hard frozen condition.
21.9.7 Take the following precautions when using solid carbon dioxide:
●
Carbon dioxide does not diuse readily because it is heavier than
air. Therefore take special care to test the atmosphere thoroughly
and ventilate such compartments/enclosed spaces before entering.
●
The door of the compartments/enclosed spaces should remain
open while the seafarer is inside the cold compartments/
enclosed spaces.
●
Always wear gloves when handling solid carbon dioxide to
prevent blistering of the skin.
Chapter 21
Code of Safe Working Practices for Merchant Seafarers Hazardous substances and mixtures 341
21.9.8 Dry-cleaning operations
The principal hazard of a dry-cleaning solvent is that it is highly
volatile, producing chemicals that are harmful if inhaled. Therefore
provide eective mechanical ventilation in any compartment
containing dry-cleaning plant. Do not allow smoking in
compartments when the solvent is present.
Dry-cleaning solvent is also a potential cause of skin damage; wear
suitable PPE.
Appoint a competent person to take overall responsibility for the
security and operation of the dry-cleaning plant, and control access.
Chapter 15 gives guidance on entering enclosed spaces and the
procedures to follow before entry and while inside.
●
Be aware of hazardous chemical warning signs and their meanings.
●
Carry out tasks with hazardous substances and mixtures only if
appropriate training has been given.
●
Always review and follow the manufacturer’s instructions
before working with any hazardous substances or mixtures.
●
Always follow instructions based on risk assessments when
working on board in areas exposed to hazardous substances
and mixtures.
●
Wear PPE, correctly as directed.
●
If labels are missing or contents are unknown, always identify
any container or package before handling it.
342 Hazardous substances and mixtures Code of Safe Working Practices for Merchant Seafarers
Annex 21.1 Classification of
carcinogens and biological
agents
Classification of carcinogens and mutagens
Tables 21.1 and 21.2 show the classifications of carcinogens and
mutagens respectively.
In the case of mutagens, there are three similar categories with
analogous descriptors, based on the strength of evidence for
heritable genetic damage.
All categories should be treated as hazardous substances
or mixtures.
This categorisation is available in Table 3.8.1 of EC no.1272/2008
hp://data.europa.eu/eli/reg/2008/1272/oj
Table 21.1 Classification of carcinogens
Carcinogenic
category 1
Substances known to cause cancer on the basis of
human experience.
Carcinogenic
category 2
Substances that it is assumed can cause cancer on
the basis of reliable animal evidence.
Carcinogenic
category 3
Substances where there is only evidence in animals
and it is of doubtful relevance to human health; in
other words the evidence is not good enough for
categories 1 or 2.
Table 21.2 Classification of mutagens
Mutagenic
category 1
Substances known to cause heritable genetic
damage on the basis of human experience.
Mutagenic
category 2
Substances that it is assumed can cause heritable
genetic damage on the basis of reliable animal
evidence.
Mutagenic
category 3
Substances where there is only evidence in animals
and it is of doubtful relevance to human health; in
other words the evidence is not good enough for
categories 1 or 2.
Chapter 21
Code of Safe Working Practices for Merchant Seafarers Hazardous substances and mixtures 343
Classification of biological agents
Table 21.3 Hazard group definitions
The hazard group definitions in Table 21.3 are referred to in the
HSE publication The Approved List of Biological Agents available at
hps://www.hse.gov.uk/pubns/misc208.pdf
Group 1
Unlikely to cause human disease.
Group 2
Can cause human disease and may be a hazard to
employees; it is unlikely to spread to the community
and there is usually eective prophylaxis or treatment
available.
Group 3
Can cause severe human disease and may be a
serious hazard to employees; it may spread to the
community, but there is usually eective prophylaxis
or treatment available.
Group 4
Causes severe human disease and is a serious hazard
to employees; it is likely to spread to the community
and there is usually no eective prophylaxis or
treatment available.
344 Hazardous substances and mixtures Code of Safe Working Practices for Merchant Seafarers
Not for resale
Chapter 22
Code of Safe Working Practices for Merchant Seafarers Boarding arrangements 345
22
Boarding arrangements
22.1 Introduction
22.1.1 This chapter provides a general overview of the best practices
and general principles that must be followed regarding boarding
arrangements.
22.1.2 You must provide safe means of access between the ship and
the shore, or another ship alongside, to which the ship is secured.
Providing safe access to and from a ship is an integral part of
ensuring a safe working environment on board, as required by the
Merchant Shipping and Fishing Vessels (Health and Safety at Work)
Regulations 1997, as amended, regulation 5(2)I.
22.1.3 If you conform to the principles and guidance in this chapter you will
generally demonstrate compliance with the duty to provide a safe
working environment on board ship. Where alternative measures
are taken to provide a safe means of access, these must be fit for
purpose and provide at least an equivalent level of safety in the
operating conditions at the time.
SI 1997/2962, as amended
22.2 General principles
Key points
●
When suitable access equipment is provided from the ship,
from the shore or from another ship, any person boarding or
disembarking from the ship shall use that equipment.
●
Gangways and accommodation ladders are considered as
liing equipment. Test and maintain them and keep records
available for verification (see Annex 22.2 for more information).
●
Rigging equipment should not form a trip hazard. Ships should
comply with inspection, testing and maintenance requirements.
22.2.1 To ensure a safe means of access, equipment provided must be:
●
placed in position promptly
●
properly rigged and deployed
●
safe to use and adjusted as necessary to maintain safe conditions
for use.
MSC 1/Circ 1331
346 Boarding arrangements Code of Safe Working Practices for Merchant Seafarers
Your organisation should
●
Make arrangements for boarding that are fit for purpose,
comply with the appropriate standards in this chapter and are
properly maintained in line with section 22.6.
●
Provide pilot ladders and accommodation ladders that
comply with the construction and testing requirements laid
out in SOLAS V, regulation 23 as amended. Annex 22.1 gives
guidance on these standards.
22.2.2 The means of access should be:
●
inspected by a responsible ocer or competent person (s) to
ensure that it is safe to use aer rigging
●
further checked, under the supervision of a responsible ocer
or competent person(s), to ensure that adjustments are made
when necessary due to tidal movements or change of trim
and freeboard.
Keep rigging equipment such as guard ropes and chains taut at all
times and keep stanchions rigidly secured.
22.2.3 When access equipment is provided from the shore, it is still the
master’s responsibility to ensure as far as is reasonably practicable
that the equipment meets these requirements.
22.2.4 Ensure any access equipment and immediate approaches to it are
adequately lit. For appropriate standards of lighting see Annex 11.2.
22.2.5 Keep the means of boarding and its immediate approaches free
from obstruction and, as far as is reasonably practicable, any
substances likely to cause a person to slip, trip or fall. Where this is
not possible, display appropriate warning notices in the immediate
area. If necessary the surfaces should have a suitable non-slip
treatment.
22.2.6 Each end of a gangway or accommodation or other ladder should
provide safe access to a safe place or to an auxiliary safe access.
SIP 014
22.2.7 Use a portable ladder for access to a ship only when no safer
access is reasonably practicable. Use a rope ladder only between
a ship with a high freeboard and one with a low freeboard,
or between a ship and a boat if no safer means of access is
reasonably practicable.
Chapter 22
Code of Safe Working Practices for Merchant Seafarers Boarding arrangements 347
22.2.8 You must provide a lifebuoy with a self-activating light and also a
separate buoyant safety line aached to a quoit or some similar
device. This must be ready for use at the point of access aboard
the ship.
MGN 533 Amendment 2
22.3 Safety nets
22.3.1 The ship must carry enough safety nets of a suitable size and
strength, or they must otherwise be readily available. Where there
is a risk of a person falling from the access equipment, or from the
quayside, or ship’s deck adjacent to the access equipment, mount a
safety net where reasonably practicable.
22.3.2 Safety nets are used to minimise the risk of injury arising from
falling between the ship and the quay or falling onto the quay, deck
or between two vessels. Cover the whole length of the means of
access if possible. Safety nets should be securely rigged, using
aachment points on the quayside where appropriate.
SI 1997/2962, as amended
22.4 Positioning of boarding equipment
22.4.1 Always keep the angles of inclination of a gangway or
accommodation ladder within the limits for which it was designed.
22.4.2 When the inboard end of the gangway rests on or is flush with
the top of the bulwark, provide a bulwark ladder. Fence any gap
between the bulwark ladder and the gangway adequately to a
height of at least 1 metre.
22.4.3 Do not rig gangways or other access equipment on ships’ rails
unless the rail has been reinforced for that purpose. They should
comply with the guidance in Annex 22.1.
22.4.4 Position the means of access so it is clear of the cargo working area
and no suspended load passes over it. Where this is not practicable,
supervise access at all times.
22.4.5 When an accommodation ladder is being rigged, keep the ladder
horizontal so that seafarers working on it can be safely aached
with a safety line to the deck. Secure the ladder to reduce any
unnecessary movement.
22.4.6 During rigging, stay alert for your safety, fence any gaps in the railing
as explained in Annex 22.1 section 2.3, and follow guidance for
working at height (see also Chapter 17).
348 Boarding arrangements Code of Safe Working Practices for Merchant Seafarers
22.5 Portable and rope ladders (excluding pilot ladders)
22.5.1 Where, in exceptional cases, a portable ladder is used to access the
ship, a competent person must inspect it regularly, taking account of
vessel movement and tide changes.
22.5.2 When it is necessary to use a portable ladder for access, position
it at an angle of 75° from the horizontal. The ladder should extend
at least 1 metre above the upper landing place unless there are
other suitable handholds. Secure it firmly against slipping, shiing
sideways or falling and place it to aord a clearance of at least
150 mm behind the rungs.
22.5.3 When a portable ladder is resting against a bulwark or rails, there
should be suitable safe access to the deck.
22.5.4 When using a rope ladder to board a vessel, follow the standards
that apply to pilot ladders (see sections 22.8, 22.9 and Annex 22.1
section 4). Do not use the pilot ladder for any other purposes.
22.6 Maintenance of equipment for means of access
22.6.1 A competent person should inspect any equipment used for
boarding or hoisting boarding equipment, including liing wires at
appropriate intervals, and they should keep it properly maintained.
Renew parts in accordance with the manufacturer’s instructions.
Make additional checks each time the equipment is rigged, looking
out for signs of distortion, cracks or corrosion. During inspections
check the welding connections in particular.
SOLAS II.1/3-9; MSC 1/Circ 1331
22.6.2 Arrange to periodically inspect the underside of ladders and
gangways, including the turntable. Report any defects aecting the
safety of any access equipment, including access provided by a
shore authority immediately to a responsible person and repair them
before further use.
22.6.3 Examine aluminium equipment for corrosion and fracture following
the instructions in Annex 22.2.
22.6.4 Record all inspections, maintenance work and repairs. The record
should include the date of the most recent inspection, the name
of the person or body doing the inspection, the due date for the
next inspection and the dates for renewal of wires for supporting
the equipment.
22.6.5 Test gangways, accommodation ladders and winches used for
liing or access in the same way as all other liing appliances and
keep records, including any test certificates.
Chapter 22
Code of Safe Working Practices for Merchant Seafarers Boarding arrangements 349
22.7 Special circumstances
22 .7.1 In some circumstances, it may not be practical to mount proper
safe boarding arrangements by conventional means. Examples
include where there is frequent movement of the ship during cargo
operations, or where access is required between the ship and an
oshore structure. On such occasions, supervise boarding carefully
and consider providing alternative means of access.
22.7.2 Further guidance on safe access to oshore structures is given in
Chapter 31.
22 .7.3 Small boats or tenders used between the shore and the ship
should be safe and stable for the expected conditions, suitably
powered, correctly operated, properly equipped with the
necessary safety equipment and, if not a ship’s boat, approved
for that purpose.
22 .7.4 Where a vessel is moored alongside another vessel, there should
be agreement between the two vessels to provide suitable and
safe boarding arrangements. Generally the ship lying outboard
should provide the access, but where there is a great disparity in
freeboard, the ship with the higher freeboard should provide it.
22 .7.5 Take care at all times, particularly at night, when boarding or
disembarking from a ship, or when moving through the dock
area. Avoid the edges of the docks, quays, etc. and strictly follow
any sign prohibiting entry to an area. Where there are designated
routes follow them exactly. This is particularly important near
container terminals or other areas where rail trac, straddle
carriers or other mechanical handling equipment is operating,
because the operators of such equipment have restricted
visibility, placing anyone walking within the working area at risk.
350 Boarding arrangements Code of Safe Working Practices for Merchant Seafarers
22 .7.6 Transfer of personnel between two unsecured ships at sea is
potentially a particularly dangerous manoeuvre, so avoid it where
possible. Where it is unavoidable:
●
Carry out a risk assessment of the transfer arrangements and
put appropriate safety measures in place to ensure the safety of
those involved.
●
Equip both vessels properly and/or modify them to allow the
boarding to take place without unnecessary risk.
●
Provide a proper embarkation point and clearly agree on the
boarding procedure.
●
Consider the relative movements of both vessels in any seaway
and the varying sea, tide and swell conditions when deciding
whether to do a transfer.
●
The master responsible for the transfer operation should have
full sight of the area of transfer and, with at least one designated
crew member, be able to communicate at all times with the crew
member making the transfer.
●
Vessels doing ship-to-ship transfers while under way should carry
equipment designed to aid in the rapid recovery of a casualty
from the waters.
SI 2002/1473; SI 2020/0673; MGN 432 Amendment 1
22.7.7 Crew should wear working lifejackets when there is a risk of falling
into the water during a transfer to a vessel or structure that is not
alongside. Baggage and other items should be transferred by the
crews of the vessels and not by those boarding.
22.8 Access for pilots
22.8.1 Pilot ladders and arrangements should comply with the appropriate
standards for design, construction and testing.
SOLAS V/23; SI 2020/0673; MSN 1874 (M+F) Amendment 7;
Resolution A.1045(27); Resolution A.1108(29); MSC 1/Circ 1428;
BS ISO 799-1:2019; BS ISO 799-3:2022
Chapter 22
Code of Safe Working Practices for Merchant Seafarers Boarding arrangements 351
22.8.2 The master must ensure the following:
●
All pilot ladders used for pilot transfer are clearly identified with
tags or other permanent marking. This enables identification of
each appliance for the purposes of survey, inspection and record
keeping. Keep a record on the ship of the date the identified
ladder is placed into service and make any repairs.
●
Each pilot ladder, accommodation ladder and their associated
equipment are properly maintained and stowed, and regularly
inspected to ensure that, so far as is reasonably practicable, each
is safe to use.
●
Each pilot ladder is used only for the embarkation and
disembarkation of pilots and by ocials and other people while a
ship is arriving at or leaving a port.
●
The rigging of the pilot ladder, accommodation ladder and
associated equipment is supervised by a responsible ocer who
is in communication with the navigating bridge. This ocer’s
duties will include arranging for the pilot to be escorted by a
safe route to and from the bridge. Advice on safe rigging of such
equipment is given in section 22.9.
●
Personnel engaged in rigging or operating any mechanical
equipment are instructed in the safe procedures to be adopted
and that the equipment is tested before each use.
22.8.3 Always keep at hand and ready for use at the point of boarding
a safety line and harness for seafarers rigging the pilot ladder, a
lifebuoy with a self-igniting light, and a heaving line.
22.8.4 Ensure that there is adequate lighting for the pilot ladder,
accommodation ladder and the position where the person embarks
and disembarks on the ship.
22.8.5
It is very important that the ship oers a proper lee to the pilot
boat. Site the arrangements for boarding as near the middle of the
ship as possible. However, they should never be in a position that
could lead to the pilot boat running the risk of passing underneath
overhanging parts of the ship’s hull structure. For further information
see Marine Guidance Note MGN 301 (M+F) Amendment 1.
MGN 301 (M+F) Amendment 1
352 Boarding arrangements Code of Safe Working Practices for Merchant Seafarers
22.9 Safe rigging of pilot ladders
22.9.1 In addition to the general points in section 22.2, to minimise the
danger to pilots when embarking on and disembarking from ships,
pay particular aention to the following:
●
Rig pilot ladders so that the steps are horizontal and the lower
end is at a height above the water to allow ease of access to and
from the aendant cra, as shown in Figure 22.1.
●
The ladder should rest firmly against the side of the ship.
●
When an accommodation ladder is used with a pilot ladder,
the pilot ladder should extend at least 2 metres above the
boom platform.
●
Provide safe, convenient and unobstructed access to anyone
embarking or disembarking between the ship and the head of the
pilot ladder.
●
A lifebuoy with self-igniting light should always be available at the
point of access to the ship.
●
At night, the pilot ladder and ship’s deck should be lit by a
forward-shining, overside light.
●
Secure the top of the pilot ladder to the approved strong fixing
point on deck, not to handrails. Do not rig ladder steps or spacers
in a position where they are taking the weight of the ladder.
●
Ensure that steps and spacers do not become entrapped
or twisted.
Figure 22.1 Example of safe rigging for a pilot ladder
Chapter 22
Code of Safe Working Practices for Merchant Seafarers Boarding arrangements 353
See the ‘Required boarding arrangements for pilot’ diagram on the
International Maritime Pilots’ Association website, which is listed in
Appendix 2.
22.10 Safe access to small craft
22.10.1 Ports and harbours may not have areas specifically designed for
safe access to and from small vessels. When determining how to
provide access consider the options below, starting with gangways
before moving to the next level. Identify the most suitable means of
access by risk assessment, considering which safety measures
are required.
22.10.2 All these methods for gaining access to small cra can be used
safely, provided you take appropriate safety measures.
22.10.3 The industry’s recommended hierarchy of access arrangements for
small cra, starting with the safest first, is:
●
a gangway between small cra and the quay, quay steps, quay
wall, pier or other vessel/small cra
●
stepping directly (short step, level access) between the small cra
and the quay, quay steps, quay wall, pier, other vessel/small cra
or pontoon
●
fixed ladder from the quay, quay wall, pier or jey
●
portable ladder between the small cra and the quay, quay wall,
pier or jey.
SIP 021
Assess ports and harbours for suitability for access to and from
vessels.
Carry out a risk assessment for boarding arrangements.
354 Boarding arrangements Code of Safe Working Practices for Merchant Seafarers
Annex 22.1 Standards for means
of access
BS ISO 5488:2015; ISO 7061:2015; MSC 1/Circ 1331
1. General
1.1 Accommodation ladders and gangways should comply with
appropriate international standards such as BS ISO 5488:2015
Ships and marine technology – Accommodation ladders and
ISO 7061:2015 Ships and marine technology – Aluminium shore
gangways for seagoing vessels.
BS ISO 5488:2015
1.2 The structure of accommodation ladders and gangways and
their fiings should allow regular inspection and maintenance of
all parts and, where necessary, lubrication of their pivot pin. Each
accommodation ladder or gangway should be clearly marked at
each end with a plate showing any restrictions on safe operation or
loading, including minimum and maximum permied design angles
or inclination, design load and maximum load on the boom end
plate. Where the maximum operating load is less than the design
load, that should also be shown on the marking plate.
1.3 Gangways should be carried on ships of 30 metres in length or
over and accommodation ladders must be carried on ships of
120 metres in length or over, complying with the specifications
in section 2 of this annex. Access equipment must be of good
construction, sound material and adequate strength, free from
patent defect and properly maintained. Rope ladders must comply
with the requirements in section 4 of this annex.
1.4 Gangways and accommodation ladders must be clearly marked
with the manufacturer’s name, the model number, the maximum
designed angle of use and the maximum safe loading, both by
numbers of persons and by total weight.
Chapter 22
Code of Safe Working Practices for Merchant Seafarers Boarding arrangements 355
2. Gangways
2.1 Gangways must comply with the specifications set out in standard
BS MA 78:1978 or equivalent, and should be fied with suitable
fencing along their entire length.
BS MA 78:1978
2.2 Do not use gangways at an angle of more than 30° from the
horizontal, unless designed and constructed for use at greater angles.
2.3 Do not fix gangways to the ship’s railings unless the railings are
designed for that purpose. If gangways are rigged in an open
section in the ship’s bulwark or railings, any remaining gaps should
be adequately fenced.
3. Accommodation ladders
3.1 An accommodation ladder should be designed so that:
●
it rests firmly against the side of the ship where practicable
●
the angle of slope is no more than 55°. Treads and steps should
provide a safe foothold at the angle at which the ladder is used
●
it is fied with suitable fencing (preferably rigid handrails) along
its entire length, except that fencing at the boom platform may
allow access from the outboard side
●
at a maximum inclination, the lowest platform of the ladder is no
more than 600 mm above the waterline in the lightest seagoing
condition, as defined in SOLAS III/3.13
●
the boom platform is horizontal, and any intermediate platforms
are self-levelling
●
it provides direct access between the head of the ladder and the
ship’s deck by a platform that is securely guarded with guardrails
and adequate handholds
●
it can easily be inspected and maintained
●
it is rigged as close to the working area as possible but is clear of
any cargo operations.
BS MA 39, Part 2: 1973; SOLAS III/3.13
3.2 Aer installation, test the winch and ladder operationally to
confirm proper operation and condition of the winch and ladder
aer the test. This test should include raising and lowering the
accommodation ladder at least twice (in accordance with
ISO 7364:2016). Keep records, including any test certificates.
ISO 7364:2016
356 Boarding arrangements Code of Safe Working Practices for Merchant Seafarers
3.3 When a bulwark ladder is to be used, it must comply with the
specifications set out in the Shipbuilding Industry Standard No. SIS 7
or BS MA 39, Part 2:1973 Specification for ships’ ladders, or be of an
equivalent standard. Provide adequate fiings to enable the bulwark
ladder to be properly and safely secured.
4. Pilot ladders
See SOLAS V 23; SI 2020/0673; MSN 1874 (M+F) Amendment 7;
IMO Resolution A.1045(27); IMO Resolution A.1108(29);
MSC 1/Circ 1428; BS ISO 799-1:2019; BS ISO 799-3-2022
4.1 A rope ladder must be of adequate width and length and so
constructed that it can be eciently secured to the ship:
●
The steps must provide a slip-resistant foothold of not less than
400 mm × 115 mm × 25 mm and must be so secured that they are
firmly held against twist, turnover or tilt.
●
The steps must be horizontal and equally spaced at intervals of
310 mm (± 5 mm).
●
The side ropes, which should be a minimum of 18 mm in diameter,
should be equally spaced.
●
There should be no shackles, knots or splices between rungs.
●
Ladders of more than 1.5 metres in length must be fied with
spreaders not less than 1.8 metres long. The lowest spreader
must be on the fih step from the boom and the interval
between spreaders must not exceed nine steps. The spreaders
should not be lashed between steps.
4.2 New or replacement pilot ladders installed on or aer 1 July 2012
should be certified by the manufacturer as being compliant with
international standards. Merchant Shipping Notice MSN 1874 (M+F)
Amendment 7 provides more information. A pilot ladder conforming
to BS ISO 799-1:2019 is acceptable, provided that it meets the
regulation requirements.
4.3 In addition to the standards above, every pilot ladder should be
positioned and secured so that:
●
it is clear of any possible discharges from the ship
●
it is, where practicable, within the mid-ship half-section of the ship
(but see section 22.8.4)
●
it can rest firmly against the ship’s side
●
the person climbing it can safely and conveniently board the ship
aer climbing no more than 9 metres.
Chapter 22
Code of Safe Working Practices for Merchant Seafarers Boarding arrangements 357
4.4 Where replacement steps are fied, they should be provided by
the manufacturer and secured in position by the method used in
the original construction of the ladder. No pilot ladder should have
more than two replacement steps secured in position by a dierent
method. Where a replacement step is secured by means of grooves
in the sides of the step, such grooves should be in the longer sides
of the step.
4.5 Provide two man-ropes of not less than 28 mm in diameter, properly
secured to the ship.
4.6 Where access to the ship is by a gateway in the rails or bulkhead,
provide adequate handholds. Shipside doors used for this purpose
should not open outwards.
4.7 Where access is by bulwark ladder, securely aach the ladder to the
bulwark rail or landing platform. Provide two handhold stanchions,
between 700 mm and 800 mm apart, each of which should be
rigidly secured to the ship’s structure at or near its base and at
another higher point. The stanchions should be not less than 32 mm
in diameter and extend no less than 1.2 metres above the deck to
which it is fied.
4.8 Where the freeboard of the ship is more than 9 metres, provide a
combination of accommodation and pilot ladders on each side of
the ship.
4.9 Such accommodation ladders should comply with the standards in
paragraph 2.1 of this annex, and in addition:
●
The pilot ladder should extend at least 2 metres above the
accommodation ladder’s boom platform.
●
The boom platform should be in a horizontal position, at least
5 metres above sea level and secured to the ship’s side when
in use.
●
If a trap door is fied in the boom platform to allow access to
the pilot ladder, the opening should be no less than 750 mm
square, open upwards and be secured flat on the platform or
against the rails. The remainder of the boom platform should
be fenced, as should be the rest of the ladder. In this case, the
pilot ladder should extend above the lower platform to the height
of the handrail and remain in alignment with and against the
ship’s side.
358 Boarding arrangements Code of Safe Working Practices for Merchant Seafarers
Annex 22.2 Corrosion and fractures of
accommodation ladders
and gangways
Figure 22.2 provides a checklist of things to look out for when
examining ladders and gangways. In particular be aware of
the following:
●
Aluminium alloys are highly susceptible to galvanic corrosion in a
marine atmosphere if they are used in association with dissimilar
metals. Take care when connecting mild steel fiings, whether
or not they are galvanised, to accommodation ladders and
gangways constructed of aluminium.
●
Use plugs and joints of neoprene or other suitable material
between mild steel fiings, washers, etc. and aluminium. The
plugs or joints should be significantly larger than the fiings
or washers.
●
Make only temporary repairs using unsuitable materials such as
mild steel doublers or bolts made of mild steel or brass. Make
permanent repairs, or replace the means of access, at the
earliest opportunity.
●
The manufacturer’s instructions should give guidance on
examination and testing of the equipment. However, it is dicult
to examine certain parts of accommodation ladders and
gangways closely because of their fiings and aachments.
●
Aluminium welds are susceptible to fracture. Where there are
fractures repair them at the earliest opportunity.
It is essential, therefore, to remove the fiings periodically to
thoroughly examine the parts most likely to be corroded. Turn
over accommodation ladders and gangways to examine the
underside carefully.
Pay particular aention to the immediate perimeter of the fiings.
Test this area for corrosion with a wire probe or scribe. Where
the corrosion appears to have reduced the thickness of the
parent metal to 3 mm, fit back plates inside the stringers of the
accommodation ladder or gangways.
Chapter 22
Code of Safe Working Practices for Merchant Seafarers Boarding arrangements 359
Figure 22.2 Checklist for safe means of access
360 Boarding arrangements Code of Safe Working Practices for Merchant Seafarers
Not for resale
Chapter 23
Code of Safe Working Practices for Merchant Seafarers Food preparation and handling in the catering department 361
23
Food preparation and handling in
the catering department
23.1 Introduction
23.1.1 Catering sta should have proper training in food safety and personal
hygiene, as they are responsible for ensuring that high standards of
personal hygiene and cleanliness are maintained at all times while
working in the galley, pantry and mess rooms. Only qualified catering
sta can handle and prepare food on board ship. See MSN 1846
(M) Amendment 1 about training requirements and MSN 1845 (M)
Amendment 1 for further guidance on provision of food and water.
23.1.2 If food has been prepared by an outside caterer they will have
followed the equivalent shoreside precautions.
MSN 1845 (M) Amendment 1; MSN 1846 (M) Amendment 1
For more information on topics covered in this chapter, see MCA’s
Wellbeing at Sea: A Guide for Organisations, section 3.8.1, and
Wellbeing at Sea: A Pocket Guide for Seafarers, sections 1.1 and 1.2.
23.1.3 Health and hygiene
Key points
●
Catering sta must be fully aware of how important their
personal health and hygiene are when handling foods or liquids.
●
Use the correct equipment for specific tasks when processing
food and liquids and clean it according to safety requirements.
●
Store, handle and process foods and liquids in line with the
instructions for the type of food or liquid.
●
Catering sta must wear clean protective clothing with
appropriate protective gloves, if required, when handling food
and preparing meals (Figure 23.1 shows some typical examples.)
●
Safety and warning notices must be clearly visible and the
working environment kept clean to prevent injuries from
equipment, slips, trips and falls (see section 9.1).
362 Food preparation and handling in the catering department Code of Safe Working Practices for Merchant Seafarers
Your organisation should
●
Ensure that catering sta responsible for the preparation
and processing of foods and liquids on board ships are
appropriately qualified in food safety and food hygiene.
●
Provide all catering sta with correct clothing and protective
equipment.
●
Provide the correct galley equipment and facilities for catering
sta to process foods and liquids.
●
Ensure safety signage in the galley is clearly visible and that
appropriate fire safety equipment is accessible.
●
Apply anti-slip surfaces on deck areas immediately outside
the entrance to refrigerated rooms.
Chef’s hat
Neck tie
Double-breasted chef’s
coat with buttons
Knee-length apron
Chef’s trousers
Suitable safety footwear
Figure 23.1 Examples of protective clothing for catering sta
Chapter 23
Code of Safe Working Practices for Merchant Seafarers Food preparation and handling in the catering department 363
23.2 Personal preparation before handling food
or liquids
23.2.1
●
Wash your hands and fingernails using a dedicated hand basin,
antibacterial soap from a dispenser and disposable towels before
handling food and liquids, aer using the toilet, blowing your nose,
or handling refuse or contaminated food (see Figure 23.2).
●
Use alcohol gel only to supplement hand washing with soap and
water, not as a replacement.
●
Do not wear jewellery (except for a plain wedding band).
●
Always wear clean protective clothing, including appropriate
protective gloves, if necessary, when handling food and
preparing meals.
●
Do not smoke or use an e-cigaree in galleys, pantries,
storerooms or other places where food is prepared or stored
(see section 9.3.5). Smoke or use an e-cigaree only in
designated areas.
1) Wet your hands with clean
running water, then apply soap.
2) Rub your hands together to
lather the soap.
3 & 4) Scrub the soap around
your hands, making sure you
get under the nails and cover
the palms and backs of your
hands. This should take at least
20 seconds.
5) Rinse your hands with running
water to wash the soap o.
6) Dry your hands with a clean,
dry towel or dryer.
Figure 23.2 How to wash your hands
23.2.2 The cleanliness of all food, crockery, cutlery, linen, utensils,
equipment and storage is vital. Do not use cracked or chipped
crockery or glassware. Throw away any foodstus that may have
come into contact with broken glass or broken crockery.
23.2.3 Personal healthcare
●
Report all cuts, no maer how small, for first aid aention to
prevent infection.
●
Cover any cut, burn or abrasion with a blue waterproof dressing
and change it regularly.
●
Report any illnesses, coughs and colds, rashes or spots, however
mild, immediately when the symptoms appear.
●
Anyone with any type of infection, septic cut, boil, stye or anything
requiring regular first aid treatment should stop working with food
until it has completely healed.
1 2
4 5 6
3
364 Food preparation and handling in the catering department Code of Safe Working Practices for Merchant Seafarers
23.2.4 A person suering from diarrhoea and/or vomiting, which may
be signs of food poisoning or a sickness bug, should not work in
food-handling areas until medical clearance has been given.
23.3 Preparation and handling of food and liquids
●
Keep all food and liquid at the correct temperature to prevent the
multiplication of bacteria.
●
Wash fresh fruit and salad thoroughly in fresh water before serving.
●
Defrost frozen food in cool, controlled conditions, such as an area
separate from other foods.
●
Place food to be defrosted on grids in a container or on a shelf
and do not allow it to sit in the thaw liquid. Do not refreeze food
that has been defrosted.
23.3.1 Do not cross-contaminate foods or liquids.
23.3.2 Eliminate the risks of cross-contamination by thoroughly taking
apart and cleaning the relevant parts of equipment each time
dierent foods are used (especially raw and cooked foods). Always
wash your hands aer handling raw meat, fish, poultry or vegetables.
23.3.3 Keep raw food apart from cooked food or food that requires no
further treatment before eating or drinking (eg milk). It is beer
to use separate refrigerators. If raw and cooked foods have to be
stored in the same fridge always place the raw food at the boom
to avoid drips contaminating ready-prepared food. Cover food to
prevent drying out, cross-contamination and absorption of odour.
23.3.4 Set aside separate work surfaces, chopping boards and utensils
to prepare raw meat. Do not use them to prepare foods that will be
eaten without further cooking. Colour coding is an established way
of ensuring separation between the two activities.
23.3.5 Do not leave crockery or glassware in washing-up water where it
may easily be broken and cause injury. Wash knives and any utensils
or implements with sharp edges individually. It is beer to wash
crockery, glassware and utensils in a dishwasher, which will wash at
higher temperatures than hand washing.
Chapter 23
Code of Safe Working Practices for Merchant Seafarers Food preparation and handling in the catering department 365
23.4 Cleaning surfaces and equipment
23.4.1 Some domestic cleaning substances contain bleach (sodium
hypochlorite) or caustic soda (sodium hydroxide) while some
disinfectants contain carbolic acid (phenol). These can burn the
skin and they are poisonous if swallowed. Treat them with caution
and do not mix them together or use them at more than the
recommended strength.
23.4.2 If you accidentally come into contact with toxic chemicals or
other harmful substances report this immediately so you can get
appropriate medical care. Store cleaning substances and materials
in a suitable locker or cupboard away from food-handling areas.
Use cleaning products that are not injurious to individuals or the
environment when possible.
23.5 Waste disposal
23.5.1 Food waste, empty food containers and other garbage are major
sources of pollution and disease. Place them in proper covered
storage facilities safely away from foodstus. It is prohibited to throw
them into the sea (with limited exceptions; see MGN 632 (M+F).
MGN 632 (M+F) Amendment 1; SI 2020/621
23.6 Slips, falls and tripping hazards
23.6.1 Wear suitable footwear, with slip-resistant soles, at all times. Many
catering sta suer injuries because they wear sandals, plimsolls or
flip-flops, which do not grip greasy decks or protect the feet from
injury, burns or scalds if hot or boiling liquids are spilt.
23.6.2 Keeping work areas clean and clear
●
Keep decks and gratings clear from grease, rubbish, ice and
anything that might be on the floor, to avoid slipping.
●
Clean up any spillages immediately.
●
Always use a brush and dustpan to clear up broken glass or
crockery; never use your hands.
23.6.3 Moving about the galley or decks
●
Take care when you use stairs and companionways; always
keep one hand free to grasp the handrail.
●
Carry any items correctly so you can see sills, storm steps or
any other obstructions.
●
Avoid reaching for objects that are too high or too low.
●
Do not stand on any unsecured objects to get something that
is out of reach.
366 Food preparation and handling in the catering department Code of Safe Working Practices for Merchant Seafarers
23.7 Galley stoves, steam boilers and deep fat fryers
23.7.1 If your ship has an oil-fired stove you should operate safety
procedures according to the manufacturer’s instructions, particularly
when lighting the stove. Display the instructions clearly in the galley.
23.7. 2 Catering sta should not try to repair electric or oil-fired ranges
or electric microwave ovens. Always report defects so that proper
repairs may be made. Keep broken equipment out of use and
display a warning notice until it has been repaired.
Risk of electric shock, hot liquid spills and burns
23.7.3 It is very dangerous to use too much water when hosing down and
washing equipment in the galley, particularly when there are electrical
installations, as there is a danger of electric shock.
23.7.4 Warning
When washing down the galley deck switch o the power and
isolate the supply to all electric equipment. Keep water away
from the equipment.
23.7.5 Always use range guardrails in adverse weather. Never fill pots and
pans so full that the contents spill over when the ship rolls.
23.7.6 Instruct all catering sta in how to avoid burns from hot surfaces,
serving tables, bains-marie, steamers and tilting pans.
23.7.7 When handling hot pans and dishes always use dry cloths,
pot holders or heatproof oven gloves that are long enough to cover
the arms. Wet cloths conduct heat quickly and may scald the hands.
23.7.8 Do not stand directly in front of an oven when the door is opened –
the initial heat blast can cause burns.
23.7.9 Turn o the steam supply to pressure cookers, steamers and boilers
and release the pressure before opening their lids.
Chapter 23
Code of Safe Working Practices for Merchant Seafarers Food preparation and handling in the catering department 367
23.8 Liquid petroleum gas appliances
23.8.1 Gas leak detection alarms should be provided and securely fixed in
the lower part of the galley, as gas is heavier than air. A gas detector
should have both an audible and a visible alarm, and these should
be tested frequently. A suitable notice, detailing the action to take
when an alarm is given by the gas detection system, should be
clearly displayed and include the following information:
●
Shut o the gas supply to the appliance.
●
Open doors and hatches to ventilate the area.
●
Do not use switches or create flames which could spark
and ignite any remaining vapour.
●
If the alarm continues to sound, follow onboard fire
safety procedures.
MGN 280 (M), Annex 5, section 8 Emergency Action
23.8.2 Equipment should be fied, where practicable, with an automatic
gas shut-o device which operates in the event of flame failure.
23.8.3 When gas burning appliances are not in use, turn o the controls.
If they are not going to be used again for some time shut the main
regulators close to the storage boles. See Marine Guidance Note
MGN 280 (M) Annex 5 for further information on the safe operation of
liquid petroleum gas appliances.
MGN 280 (M) Annex 5
23.8.4 Establish a safe system of working, training and supervision for
lighting and operating procedures.
23.8.5 If you can smell gas check for a defect in a joint, valve or connection.
Catering sta should not aempt to repair electric, oil or gas
appliances.
23.9 Deep fat frying
23.9.1 Warning
Never pour water into hot oil; the water turns to steam, throwing
the oil in multiple directions. This may cause severe burns to
personnel, and possibly start a fire.
368 Food preparation and handling in the catering department Code of Safe Working Practices for Merchant Seafarers
23.9.2 Oil fires
●
If hot oil catches fire, smother the flames with a dedicated fire
blanket or suitable extinguisher. Never use water on the fire.
●
Only remove the container from the heat source if there is no risk
to personal safety.
●
Report the fire as you have been trained and instructed.
23.9.3 The manufacturer’s safety data sheet (SDS) will tell you the flash
point of the cooking medium. Use the thermostat(s) to monitor the
temperature to avoid reaching the flash point.
23.9.4 Deep fat fryers should have suitable safety lids. Keep these in
position when the fryers are not in use.
23.9.5 To minimise the risk of fire from failure of the control thermostat,
all deep fat fryers should have both a primary and a backup
thermostat, with an alarm to alert the operator if either thermostat
fails. Maintain the thermostats and check them in line with the
manufacturer’s instructions.
23.9.6 Switch o electrically operated deep fat fryers immediately aer use.
Make arrangements to automatically shut o the electrical power
when the fire extinguishing system is activated.
23.9.7 Establish a safe system of work for cleaning and draining fat fryers.
23.9.8 Set up a strict schedule of cleaning for galley uptakes/grills so that fat
deposits cannot accumulate.
23.9.9 Display a notice clearly, explaining what to do if there is a deep fat
fryer fire.
23.10 Microwave ovens
23.10.1 When using microwave ovens:
●
Cook food thoroughly and evenly. This is particularly important
with deep frozen foods; defrost these thoroughly before cooking.
●
Follow the manufacturer’s instructions carefully, along with the
information on the packaging of the foodstu.
●
Check that there is no damage to the microwave oven’s door, its
seals or that its interlock is out of use.
●
Check microwave radiation levels regularly.
●
Display a notice of each microwave oven’s last safety check.
Chapter 23
Code of Safe Working Practices for Merchant Seafarers Food preparation and handling in the catering department 369
23.11 Catering equipment
23.11.1 Warning
Do not use electrical equipment with wet hands.
23.11.2 No one should use catering equipment unless they are
supervised by a competent person or have been trained in its
use and fully instructed in the precautions to take.
23.11.3 Guard the dangerous parts of catering machines properly and keep
the guards in position when using the machine.
23.11.4 Inspect machines and equipment routinely for faults, wear and
tear, damage or defective parts. Report any machine or piece of
equipment that has faulty or defective parts, guards or safety
devices. Take it out of service and disconnect the power until it has
been repaired.
23.11.5
When cleaning a power-operated machine or removing a blockage
switch it o and isolate it from the power supply. Some machines
will continue to run down aer switching o, so make sure all
dangerous parts have stopped before starting cleaning.
23.11.6 Establish a safe procedure for cleaning all machines and
follow this carefully. Take every precaution where cuing edges
(eg on slicing machines) are exposed because guards need to be
removed for thorough cleaning. Replace the guards properly and
securely as soon as the job is done.
23.11.7 Unless they are properly supervised, a seafarer under 18 years of age
should not clean any power-operated or manually driven machine
with dangerous parts that may move during the cleaning operation.
23.11.8 Use appropriate kitchen tools, not fingers, to feed materials into
processing machines.
23.11.9 A competent person should inspect all electrical equipment regularly.
370 Food preparation and handling in the catering department Code of Safe Working Practices for Merchant Seafarers
23.12 Knives, meat saws, choppers, etc.
23.12.1 Handle sharp implements with care at all times and treat them
with respect. Do not leave them lying around working areas where
someone may accidentally cut themselves. Do not mix them with
other items for washing up but clean them individually and store
them in a safe place.
23.12.2 Keep knives tidily in secure racks or sheaths when not in use.
23.12.3 Securely fix the handles of knives, meat saws, choppers, etc. and
keep them clean and free from grease. Keep the cuing edges
clean and sharp.
23.12.4 Use proper can openers in clean condition to open cans. Using other
implements is dangerous and may leave jagged edges on the can.
23.12.5 Always pay full aention when you are chopping meat. The
chopping block must be firm, the cuing area of the meat well on
the block and hands and your body clear of the line of strike. There
must be adequate room for movement and nothing in the way of the
cuing stroke. Take particular care when the vessel is moving in a
seaway. Wear appropriate gloves for use when cuing meat.
23.12.6 When you are chopping a foodstu with a knife do not feed it
towards the blade with outstretched fingers. Tuck your fingertips on
the free hand in towards the palm of your hand with your forefinger
overlapping your thumb, as shown in Figure 23.3. Angle the knife
blade away from the work, using the knuckles as a guide to keep the
blade away from the fingers.
Figure 23.3 How to chop with a knife
Chapter 23
Code of Safe Working Practices for Merchant Seafarers Food preparation and handling in the catering department 371
23.12.7 Leave a falling knife to fall; do not try to catch it.
23.12.8 Guide a meat saw by puing the forefinger of your free hand over
the top of the blade. The use of firm, even strokes will allow the
blade to feel its way. If you force the saw it may jump, possibly
causing injury.
23.13 Refrigerated rooms and store rooms
23.13.1 Fit all refrigerated room doors with a means of opening the door
from both sides. It should be possible to sound an alarm from
inside the room.
23.13.2 Test the alarm bell and check the door clasps and inside release
regularly, at least once a week.
23.13.3 Workers using the refrigerated room should know how to release
the door from the inside in darkness and how to sound the alarm.
23.13.4 All refrigerated room doors should have a strong enough means
to hold the door open in a seaway. Doors should be secured
open while stores are being handled. These doors are extremely
heavy and can cause serious injury to a person caught between
the door and the jamb.
23.13.5 Anyone going into a refrigerated room should take the padlock,
if any, inside with them, and should tell another person they are
going in.
23.13.6 Do not enter cold stores or refrigerated rooms if it is suspected
that there has been a leakage of refrigerant. Post a warning
notice to this eect outside the doors.
23.13.7 Stow all stores and crates securely so that they do not shi or
move in a seaway.
23.13.8 When opening wooden boxes or crates remove any fastenings
that stick out, or make them safe.
23.13.9 Stow metal meat hooks in a special container when not in use.
Where you cannot easily remove the hooks keep them away from
passageways or areas where people are working.
23.13.10 When entering meat and fish storage rooms use appropriate
thermal personal protective equipment.
372 Food preparation and handling in the catering department Code of Safe Working Practices for Merchant Seafarers
●
Be aware of your surroundings and keep areas clean to
prevent slips, trips and falls.
●
Be familiar with warning notices and procedures so you are
prepared in the event of fires and be aware of any potential
hazards when using equipment.
●
Wash your hands frequently and between handling dierent
types of foods or liquids to prevent cross-contamination.
●
Wear clean personal protective clothing and appropriate
gloves as instructed.
●
Report injuries or incidents for appropriate medical treatment.
●
Follow instructions for the handling and processing of foods
and liquids.
●
Switch o the mains electricity supply to equipment when
washing equipment down.
Chapter 24
Code of Safe Working Practices for Merchant Seafarers Hot work 373
24
Hot work
24.1 Introduction
24.1.1 Based on the hazards and findings identified from the risk
assessment, companies should put appropriate control measures
in place to protect seafarers who may be aected. This chapter
identifies areas to consider in respect of hot work.
Key points
●
Hot work in places other than the workshop should have a
permit to work (see Chapter 14).
●
Operators should be trained in the process, familiar with their
equipment and instructed in any special precautions.
●
Before starting welding, flame cuing, angle grinding or other hot
work, check that there are no combustible solids, liquids or gases
at, below or adjacent to the work area that might be ignited by
heat or sparks from the work.
●
Never work on surfaces covered with grease, oil or other
flammable or combustible materials. Move combustible
materials and dunnage to a safe distance before starting
work. Keep these places free of materials that could release a
flammable substance if disturbed.
●
Keep suitable fire extinguishers ready for use during the
operation. Station a person with an extinguisher to keep watch
on aected areas not visible to the seafarer doing the work.
●
Because of the risk of delayed fires resulting from the use of
burning or welding apparatus, check frequently for at least
two hours aer the work has stopped.
●
When doing hot work near open hatches, put up suitable
screens to prevent sparks dropping down hatchways or hold
ventilators.
●
Close port holes and other openings through which sparks
may fall where practicable.
●
When doing work close to or at bulkheads, decks or
deckheads, check the far side of the divisions for materials and
substances that may ignite, and for cables, pipelines or other
services that may be aected by the heat.
374 Hot work Code of Safe Working Practices for Merchant Seafarers
Your organisation should
●
ensure cargo tanks, fuel tanks, cargo holds, pipelines, pumps
and other spaces that have contained flammable substances
are certified free of flammable gases before any repair work
is started
●
ensure testing includes adjacent spaces, double booms
and coerdams according to risk assessments. Further tests
should be carried out at regular intervals and before hot work
is recommenced following any suspension of the work
●
be aware that when doing hot work on tankers and similar
ships all tanks, cargo pumps and pipelines should be
thoroughly cleaned. Care should be taken with the draining
and cleaning of pipelines that cannot be directly flushed using
the ship’s pumps
●
provide adequate lighting where needed; this should be
clamped or otherwise secured in position (not handheld) with
leads kept clear of the working area
●
ensure that hot work is properly supervised and kept under
regular observation.
24.2 Gas cutting
24.2.1 Galvanising paint and other protective materials can produce
harmful fumes.
24.2.2 Warning
The use of gas-cuing equipment can deplete oxygen in the
atmosphere and produce noxious gases.
24.2.3 Provide adequate ventilation for welding and flame cuing. Check
the eectiveness of the ventilation at intervals while the work is in
progress. If appropriate consider using local exhaust ventilation
(LEV) and breathing apparatus.
24.3 Welding
24.3.1 Exposure to welding fumes (including from mild steel) may cause
lung and kidney cancers, and oxygen in the atmosphere can be
depleted when welding. Provide LEV, even for welding in the open.
If LEV fails to prevent exposure to the fumes, workers should wear
adequate and suitable respiratory protection equipment (RPE).
BS EN 12941/2:1998+A2:2008
24.3.2 Annex 24.1 suggests procedures for lighting up and shuing down.
Chapter 24
Code of Safe Working Practices for Merchant Seafarers Hot work 375
24.4 Personal protective equipment
24.4.1 The operator and their assistants must wear personal protective
equipment (PPE) that complies with the relevant standard
specifications or their equivalent. This is to protect them from
particles of hot metal and slag, and to protect their eyes and skin
from ultra-violet and heat radiation. Where workers wear RPE to
prevent exposure to welding fumes, it must be compatible with any
other PPE that they wear at the same time.
BS EN ISO11611:2015
24.4.2 The operator should normally wear the PPE shown in Figure 24.1:
●
welding shields or goggles with the appropriate shade of filter
lens to EN 169 (goggles are recommended only for gas welding
and flame cuing)
●
leather gauntlets
●
a leather apron (in appropriate circumstances)
●
where necessary to avoid exposure to welding fumes, RPE for
toxic atmospheres
●
a long-sleeved natural-fibre boiler suit or other approved
protective clothing.
BS EN ISO 16321-1:2022; ISO 16321-2; ISO 16321-3; BS EN 1146
Safety hat with
ear protectors
Flame-retardant,
long sleeved natural
fibre clothing – which
is free from grease,
oil and other flammable
substances
Leather gauntlets
Leather apron
Safety boots
Figure 24.1 Examples of PPE for hot work
376 Hot work Code of Safe Working Practices for Merchant Seafarers
24.4.3 Clothing should be free of grease, oil and other flammable
substances.
24.5 Pre-use equipment check
24.5.1 A competent person should check that hot work equipment is in
a serviceable condition before use.
24.5.2 In cold weather, moisture trapped in the equipment may freeze and
not work properly; for example, valves may malfunction. Use hot
water and cloths to thaw equipment; never use naked flames.
24.6 Electric welding equipment
24.6.1 To minimise personal harm from electric shock, electric welding
power sources for shipboard use should have a direct current (DC)
output not exceeding 70 volts, with a minimum ripple. See section
24.6.13 for further information on DC power sources.
24.6.2 When DC equipment is not available, AC output power sources may
be used providing:
●
they have an integral voltage-limiting device to ensure that the
idling voltage (the voltage between electrode and workpiece
before an arc is struck between them) does not exceed 25 V rms
●
the proper function of the device (which may be aected by dust
or humidity) is checked each time a welding set is used.
24.6.3 Some voltage-limiting devices are aected by their angle of tilt
from the vertical. Therefore mount and use them in the position
specified by the manufacturers. This requirement can be
aected by adverse sea conditions.
24.6.4 Use a go and return system using two cables from the welding
set. Clamp the welding return cable firmly to the workpiece.
24.6.5 The workpiece should be earthed to protect against internal
insulation failure of the welding transformer, by keeping the
workpiece at (or near) earth potential until the protective device
(such as a fuse) operates to cut o the mains supply.
24.6.6 Where the welding circuit is not adequately insulated from the
earthed referenced mains supply (it is not constructed to one of the
standards listed in Annex 24.2), earth the workpiece. The ‘return’
cable of the welding set and each workpiece should be separately
earthed to the ship’s structure. Do not use a single cable with hull
return. The workpiece earthing conductor should be robust enough
to withstand possible mechanical damage. It should be connected
to the workpiece and a suitable earth terminal by bolted lugs or
secure screw clamps. The clamping point should be clean, and free
of rust and paint to provide a good electrical connection.
Chapter 24
Code of Safe Working Practices for Merchant Seafarers Hot work 377
24.6.7 If an alternative method of protecting against welding transformer
insulation failure is used, avoid the hazards caused by stray welding
currents by not earthing the workpiece or the welding output circuit.
Self-contained engine-driven welding sets, and welding power
sources that comply with the standards listed in Annex 24.2, do
not need the workpiece to be earthed. Note, however, that other
equipment connected to the workpiece may require earthing for
safe operation (eg welding sets not constructed to one of the
standards listed in Annex 24.2 or electrical pre-heating systems).
24.6.8 To avoid voltage drop in transmission, the lead and return cables
should be of the minimum length practicable for the job and of
an appropriate cross-section.
24.6.9 Inspect cables before use; if the insulation is impaired or
conductivity reduced, do not use them.
24.6.10 Cable connectors should be fully insulated when connected,
and so designed and installed that current-carrying parts are
adequately recessed when disconnected.
BS EN 60529:1992+A2:2013
24.6.11 Electrode holders should be fully insulated so that no live part of
the holder is exposed to touch. Where practicable they should
have guards to prevent accidental contact with live electrodes,
and as protection from sparks and splashes of weld metal.
24.6.12 Provide a local switching arrangement or other suitable means to
rapidly cut o current from the electrode if the operator gets into
diculties, and to isolate the holder when changing electrodes.
24.6.13 The direct current output from power sources should not exceed
70 volts open circuit. The ripple on the output from the power
source should not exceed the values shown in Table 24.1. The
ripple magnitudes are expressed as percentages of the DC, and
the ripple peak is that with the same polarity as the DC.
Table 24.1 Suitable ripples on output from power sources
Ripple frequency (Hz)
50/60 300 1200 2400
Max. rms O/C voltage
ripple (%)
5 6 8 10
Max. peak O/C voltage
ripple (%)
10 12 16 20
378 Hot work Code of Safe Working Practices for Merchant Seafarers
24.6.14 The conditions in Table 24.1 are normally met by DC generators
incorporating commutators and by rectifier power sources that
have a three-phase bridge rectifier operating from a three-phase
50/60 Hz supply. Do not operate rectifier power sources from a
power supply of less than 50 Hz.
24.6.15 If you need to use a power source with a DC output with a ripple
magnitude in excess of those in Table 24.1 (eg a single-phase
rectifier power source) include a voltage-limiting device in the
power source to ensure that the idling voltage does not exceed 42V.
24.7 Precautions to be taken during electric arc
welding
24.7.1 As well as the PPE specified in section 24.4.1, the welding operator
should wear non-conducting safety footwear complying with
BS EN ISO 20345:2012/BS EN 50321-1:2018.
24.7. 2 Warning
Keep clothing as dry as possible to protect against electric
shock. Gloves in particular should be dry because wet leather is
a good conductor.
BS EN ISO 20345:2012; BS EN 50321-1:2018
24.7.3 An assistant should aend continuously during welding operations.
They should be alert to the risk of accidental shock to the welder
and ready to cut o power instantly, raise the alarm and provide
artificial respiration without delay. A second assistant may be
needed in dicult conditions.
24.7.4 Where people other than the operator are likely to be exposed to
harmful radiation or sparks from electric arc welding, protect them
with screens or another eective means.
24.7.5 In restricted spaces, where the operator may be in close contact
with the ship’s structure or is likely to make contact during ordinary
movements, protect them with dry insulating mats or boards.
24.7.6 There are increased risks of electric shock to the operator if welding
is done in hot or humid conditions because body sweat and damp
clothing greatly reduce body resistance. In these conditions delay
the operation until an adequate level of safety can be achieved.
24.7.7 A welder should never work while standing in water or with any part
of their body immersed.
Chapter 24
Code of Safe Working Practices for Merchant Seafarers Hot work 379
24.7.8 Isolate the electrode holder from the current supply before removing
a used electrode and inserting a new electrode. This precaution is
necessary because some electrode coatings have extremely low
resistance. Even a flux coating, which is normally insulating, can
become damp from sweating hands and thus potentially dangerous.
24.7.9 When the welding operation is completed or temporarily suspended,
remove the electrode from the holder.
24.7.1 0 Eject hot electrode ends into a suitable container; do not handle
them with bare hands.
24.7.11 Keep spare electrodes dry in their container until required for use.
24.8 Compressed gas cylinders
24.8.1 Always handle compressed gas cylinders with care, whether full or
empty. Secure them properly and store them in a suitable place for
their intended use and the risks that an inadvertent release of gas
may present. Secure the cylinders so they can be released quickly
and easily (eg in case of fire). Use cylinder trolleys where appropriate
to transport cylinders from one place to another.
24.8.2 If the cylinder design permits protective caps over the valve, screw
them in place when the cylinders are not in use or are being moved.
Where the cylinder design does not permit protective caps over the
valve protect the valve system from damage (eg from impact). Close
valves when cylinders are empty or not in use.
24.8.3 Store flammable gases for hot work carefully. The storage should:
●
be separated according to type of gas, and empty cylinders kept
separate from full ones
●
be well ventilated
●
not have extremes of temperatures
●
not contain any sources of ignition, including electronic devices
●
be prominently marked ‘No smoking’ and have safety signs in line
with the standards in Annex 9.1.
24.8.4 For compressed gas cylinders also take the following precautions:
●
Keep the cylinders’ valves, controls and associated fiings free
from oil, grease and paint; do not operate controls with oily hands.
●
Do not take gas from such cylinders unless the correct pressure-
reducing regulator has been aached to the cylinder outlet valve.
●
Take cylinders with leaks that cannot be stopped by
closing the outlet valve to the open deck away from any sources
of heat or ignition, then slowly discharge them to the atmosphere.
24.8.5 Identifying marks on cylinders are set out in section 9.6.
380 Hot work Code of Safe Working Practices for Merchant Seafarers
24.9 Gas welding and cutting
24.9.1 Although this section deals mostly with oxygen and acetylene, other
fuel gases may be used and similar precautions should be taken.
24.9.2 The pressure of oxygen used for welding should always be high
enough to prevent acetylene flowing back into the oxygen line.
24.9.3 Warning
Do not use acetylene for welding at a pressure exceeding
1 atmosphere gauge because it could explode when under
excessive pressure, even without any air.
24.9.4 Fit non-return valves adjacent to the torch in the oxygen and
acetylene supply lines.
24.9.5 Provide flame arrestors in the oxygen and acetylene supply lines.
They will usually be fied at the low-pressure side of regulators,
although there may be other ones at the torch.
24.9.6 If a cylinder backfires shut the oxygen valve on the blowpipe
to prevent internal burning. Immediately shut o the fuel gas
at the blowpipe valve. Then follow stages 3–6 of the shuing-
down procedure in Annex 24.1. Once the cause of the backfire
is known, the fault rectified and the blowpipe cooled down, the
blowpipe may be re-lit.
24.9.7 If there is a flashback into the hose and equipment, or a hose fire
or explosion, a fire at the regulator connections or gas supply
outlet points, isolate the oxygen and fuel gas supplies at the
cylinder valves or gas supply outlet points if safe. Further action
should follow in line with the vessel’s fire-drill requirements.
24.9.8 Monitor acetylene cylinders to ensure that they are not
becoming hot. A hot cylinder could be a sign of acetylene
decomposition and there is an increased risk of explosion.
24.9.9 If an acetylene cylinder is hot, close the cylinder stop valve
immediately to limit/reduce the decomposition. Take emergency
action which should include:
●
evacuating the area
●
prolonged cooling with water (either immersion or large
volume of flow)
●
possibly ieisoning the cylinder overboard (but movement can
cause rapid decomposition and cooling should be continued
during any movement).
Chapter 24
Code of Safe Working Practices for Merchant Seafarers Hot work 381
24.9.10
24.9.11
Warning
Approach any acetylene cylinder suspected of overheating with
extreme caution as any impact could result in explosion.
Couple acetylene cylinders only if their pressures are
approximately equal.
24.9.12 In fixed installations, manifolds should be clearly marked with the
gas they contain.
24.9.13 Manifold hose connections, including inlet and outlet connections,
should be such that the hose cannot be interchanged between fuel
gases and oxygen manifolds
and headers.
24.9.14 Use only hoses specially designed for welding and cuing
operations to connect any oxy-acetylene blowpipe to gas outlets.
24.9.15 Discard any length of hose in which a flashback has occurred.
24.9.16 The connections between hose and blowpipe and between hoses
should be securely fixed with fiings that comply with BS EN 1256
(see Annex 24.3 for more detailed guidance on hose connections
and assemblies).
BS EN 1256:2006
24.9.17 Arrange hoses so they are not likely to become kinked, tangled,
tripped over, cut or otherwise damaged by moving objects or
falling metal slag or sparks. A sudden jerk or pull on a hose could
pull the blowpipe out of the operator’s hands, cause a cylinder to
fall or a hose connection to fail. Cover hoses in passageways to
avoid them becoming a tripping hazard.
24.9.18 Use soapy water only for testing leaks in hoses. If there are leaks
that cannot easily be stopped, isolate the gas supply and take
the leaking components out of service, replace or repair them.
If the leak is at a cylinder valve or pressure regulator (‘bull-nose’)
connection, move the cylinder to a safe place in the open air. If it
is a fuel-gas cylinder, take it well clear of any source of ignition.
24.9.19 Never use excessive force on cylinder valve spindles or hexagon
nuts of regulator connections when trying to stop a leak. Do not
use sealing tape and other jointing materials to prevent leaks
between metal–metal surfaces that are designed to be gas tight.
With an oxygen cylinder, this could result in a metal–oxygen fire.
24.9.20 Light blowpipes with a special friction igniter, stationary pilot
flame or other safe means.
382 Hot work Code of Safe Working Practices for Merchant Seafarers
24.9.21 If a blowpipe-tip opening becomes clogged clean it only with
purpose-designed tools.
24.9.22 When changing a blowpipe shut o the gases at the pressure-
reducing regulators.
24.9.23 To prevent a build-up of dangerous concentrations of gas or
fumes during a temporary stoppage or aer work, securely close
the supply valves on gas cylinders and gas mains and blowpipes.
Remove hoses and moveable pipes to lockers that open onto the
open deck.
24.9.24 Never use oxygen to ventilate, cool or blow dust o clothing.
24.10 Further information
Detailed advice on the selection and standards for equipment
used in hot work is available in the HSE guidance note ‘HSG139
The safe use of compressed gases in welding, flame cuing and
allied processes’ on the HSE website.
●
Personnel must wear PPE according to company procedures
and as required by the manufacturer’s instructions.
●
Some manufacturers may recommend earthing electrical
welding equipment to reduce electrical interference. Although
this is not a safety-related measure, follow the manufacturer’s
advice.
●
Use a permit to work , which includes a risk assessment,
for hot work outside of a workshop.
●
Provide personnel with PPE that is appropriate and conforms
to the necessary ocial standards.
Chapter 24
Code of Safe Working Practices for Merchant Seafarers Hot work 383
Annex 24.1 Hot work: lighting up and
shutting down procedures
These procedures are appropriate for oxy-fuel gas equipment and
air-aspirated blowpipes with a few changes.
Pre-lighting up
1. Do a risk assessment including a survey of all adjacent spaces
and get a hot-work permit to work.
2. Post fire sentries in all adjacent compartments.
Lighting up
1. Ensure that the pre-use equipment checks have been made.
2. Check that the outlets of adjustable pressure regulators are
closed; in other words that the pressure-adjusting screw of the
regulator is in the fully unwound (anti-clockwise) position.
3. Check that the blowpipe valves are closed.
4. Slowly open the cylinder valves (or gas supply point isolation
valves) to avoid sudden pressurisation of any equipment.
5. Adjust pressure regulators to the correct outlet pressures, or
check that the pressures in distribution pipework are suitable
for the equipment and process.
6. Open the oxygen valve at the blowpipe and allow the flow of
oxygen to purge* air out of the oxygen hose and equipment. If
necessary, reset the pressure regulator to ensure the correct
working oxygen pressure.
7. Close the oxygen valve at the blowpipe.
8. Open the fuel gas valve at the blowpipe and allow the gas flow
to purge* air or oxygen from the fuel gas hose and equipment.
If necessary, reset the pressure regulator to ensure the correct
working fuel gas pressure.
9. Light the fuel gas immediately, preferably with a spark lighter.
10. Open the oxygen valve at the blowpipe. Adjust it and the fuel
gas valve to give the correct flame seing.
* Purging is important. It removes flammable gas mixtures from the
hoses and equipment, which could result in explosions and fires
when the blowpipe is first lit. Do it in a well-ventilated area. It may
take from several seconds to a minute or more depending on the
length of the hose and gas flow rates.
384 Hot work Code of Safe Working Practices for Merchant Seafarers
Shutting down
1. Close the fuel gas valve at the blowpipe.
2. Immediately close the oxygen valve at the blowpipe.
3. Close the cylinder valves or gas supply point isolation valves for
both oxygen and fuel gas.**
4. Open both blowpipe valves to vent the pressure in the
equipment.
5. Close the outlets of adjustable pressure regulators by winding
out the pressure-adjusting screws.
6. Close the blowpipe valves.
** Step 3 is not necessary when the equipment is to be used again
in the immediate future.
On completion of hot work and following shutdown, visit all adjacent
compartments to ensure that all is well.
Chapter 24
Code of Safe Working Practices for Merchant Seafarers Hot work 385
Annex 24.2 Earthing of arc-welding
systems’ transformer casing
Earthed
Class I appliance
Not earthed
Class II appliance
Transformer secondary
Earthed
This is an obsolete type of equipment and should be taken out of
service. Failure of the weld-return connection might not be noticed,
and damage to other earthed metallic paths could result.
Isolated
The absence of a weld-return conductor will prevent welding being
carried out. However, a failure of isolation within the welding set
could cause the work item to become live. For this reason, the
workpiece should be earthed.
Isolated with double or reinforced insulation
This is the most recent standard to which equipment is being built.
Owing to the strengthened insulation, the workpiece need not be
earthed. Furthermore, to prevent the possibility of stray weld-return
currents in the supply system earth conductors, it is recommended
that the workpiece is not earthed. Such welding power sources may
be identified by the additional symbol if they were manufactured in
line with the relevant parts of BS EN IEC 60974-1:2018+A1:2019, or
they will be marked with the standards numbers BS EN IEC 60974-
11:2010 and related references.
BS EN IEC 60974-1:2018+A1:2019
386 Hot work Code of Safe Working Practices for Merchant Seafarers
Annex 24.3 Hot work: hoses and
connections/assemblies
Hoses
Rubber hoses complying with Standard BS EN ISO 3821:2019 are
recommended for use in gas-welding and cuing processes, which
are oen carried out in aggressive working environments. Hoses
meeting these standards are reinforced with an outer protective
cover designed to be resistant to hot surfaces, molten slag or
sparks, and made with linings that resist the action of hydrocarbons
(for liquefied petroleum gas (LPG) hose), acetone or dimethyl
formamide (for acetylene hoses) and ignition in an atmosphere of
oxygen (for all services). Burst pressure is 60 bar g and maximum
working pressure 20 bar g.
BS EN ISO 3821:2019
Hoses made of thermoplastic materials are not generally suitable for
welding and cuing, because they do not have the same resistance
to hot surfaces or particles as reinforced rubber hoses.
BS EN 16436-1:2014+A3:2020; BS EN 16436-2:2018
Connections
Hose connections (comprising hose nipples and ‘bull-nose’ hose
connections) comply with BS EN 1256, ISO/TR 28821:2012 or
equivalent. Thread sizes specified in these standards are based
on Whitworth dimensions, which are generally used in this field
in many countries. Right-hand threads are used for oxygen and
non-combustible gases; le-hand threads are used for fuel gases,
with the hexagon nuts on their union connections notched to aid
identification.
BS EN 1256:2006
Hose connections may also be made with a quick-action coupling.
A male probe is fied to the end of the hose and a female
connector with a self-sealing valve is usually fied to a fixed piece
of equipment or gas supply outlet point. The probe is pushed into
the female fiing where it locks in position and automatically opens
the internal valve. Connections of this type are simple and quick to
operate, and there is no need to use a spanner to tighten any nuts.
Chapter 24
Code of Safe Working Practices for Merchant Seafarers Hot work 387
Problems include the male probe becoming damaged (eg from being
dragged along the ground or overuse) causing the coupling to leak.
There is also a possibility of connecting the hose to the wrong gas
outlet. Both should be avoided if couplings comply with Standard
EN 561 or ISO 7289:2018. These require probes to be constructed
of hard material. Their design dimensions are intended to prevent
oxygen and fuel gas connections being used interchangeably.
BS EN 561:2002
Hose assemblies
Hose lengths are usually supplied in the UK as pre-assembled units
complete with connection fiings crimped to the ends of the hose.
Hose and hose-nipple dimensions are matched by the supplier to
ensure a good fit. The recommended standard for hose assemblies
is BS EN 1256:2006, which specifies requirements for leak tightness
and resistance to axial loading. Worm drive or similar clips are not
recommended for fastening hoses.
BS EN 1256:2006
388 Hot work Code of Safe Working Practices for Merchant Seafarers
Not for resale
Chapter 25
Code of Safe Working Practices for Merchant Seafarers Painting 389
25
Painting
25.1 Introduction
25.1.1 Based on the findings of the risk assessment, appropriate control
measures should be put in place to protect those who may be
aected. This chapter identifies some areas that may require
aention in respect of painting.
Key points
●
Check packaging information before you start.
●
If you are painting inside, make sure the space is properly
ventilated.
●
Never use paints containing lead, mercury or other toxic
compounds.
Your organisation should
●
plan painting work with appropriate control measures to
protect everyone who may be in danger
●
warn seafarers about the risks of using paints
●
provide suitable personal protective equipment (PPE).
25.2 Preparation and precautions
25.2.1 Because the origin of any paint to be removed may be unknown
always take precautionary measures. Rub down painted surfaces
wet to reduce dust from the old paint, which may be toxic if inhaled.
Where the dust is known to contain lead, use other dust-treating
methods. Appropriate respiratory protective equipment should be
worn as protection against other dusts.
25.2.2 If the surface to be rubbed down is known to contain lead,
use methods that do not create dust. It is safer to avoid or minimise
dust creation than to try to clean up the dust aerwards. Avoid
sanding or abrasive blasting. Never burn o lead-based paint
because fumes will contain metallic lead in a readily absorbed form.
25.2.3 Rust removers are acids so avoid contact with unprotected skin.
Eye/face protection should be worn against splashes (see
Chapter 8). If painting at height or otherwise near ropes, take care
to avoid splashes on ropes, safety harness, lines, etc. (see sections
18.28.16 and 18.28.17 on the eect of such contamination on ropes).
390 Painting Code of Safe Working Practices for Merchant Seafarers
25.2.4 Keep interior and enclosed spaces well ventilated, both while
painting is in progress and until the paint has dried. See Chapter 15
on how a space can become hazardous.
25.2.5 There should be no smoking or use of naked lights during painting
or until the paint has dried hard. Some vapours, even in low
concentrations, may decompose into more harmful substances
when passing through burning tobacco.
25.2.6 When painting near machinery, turn o the power supply and
immobilise the machinery in such a way that it cannot be moved
or started up inadvertently. Appropriate warning notices should be
posted. Close-fiing clothing should be worn, as shown in Figure 25.1.
Figure 25.1 PPE for general painting
Safety hat
Eye protection
Protective gloves
Close-fit ting overall/coverall
Safety boots
25.3 Application of new paint
25.3.1 Paints are hazardous substances and mixtures, and may present
risks that require precautions to be taken. Packaging is required to
be marked with warning signs, which will give the first indication of
any risks. Carry out a risk assessment using the safety data sheet
provided with the product. Warn seafarers using such paints of the
particular risks arising from their use.
Chapter 25
Code of Safe Working Practices for Merchant Seafarers Painting 391
25.4 Use of paint-spraying equipment
25.4.1 Because there are many dierent types of paint-spraying equipment
in use, seafarers should comply with the manufacturer’s instructions
for use.
25.4.2 Airless spray-painting equipment is particularly hazardous because
the paint is ejected at a very high pressure and can penetrate the
skin or cause serious eye injuries. Do not allow spray to come into
contact with the face or unprotected skin.
25.4.3 Suitable protective clothing such as a combination suit, gloves, cloth
hood and eye protection should be worn during spraying, as shown
in Figure 25.2.
Figure 25.2 PPE for spray-painting
Coverall with integrated
cloth hood
Protective nitrile gloves
Protective coverings
for footwear
Eye protection
and respirator
25.4.4 Do not use paints containing lead, mercury or similarly toxic compounds.
25.4.5 A respirator suitable for the nature of the paint being sprayed should
be worn. In exceptional circumstances it may be necessary to use
specialist breathing apparatus (see section 8.7).
25.4.6 The pressure in the system should not exceed the recommended
working pressure of the hose. Inspect the system regularly for defects.
25.4.7 As an additional precaution against the hazards of a hose bursting,
a loose sleeve (eg a length of 2 to 3 metres (6 to 10 feet) of old air
hose) may be slipped over the portion of the line that is adjacent to
the gun and paint container.
392 Painting Code of Safe Working Practices for Merchant Seafarers
How to unblock a spray nozzle
25.4.8 If a spray nozzle becomes blocked:
●
Lock the trigger of the gun in a closed position.
●
Before you remove the nozzle or try to dismantle the equipment,
relieve pressure from the system as explained above.
●
If the nozzle is reversible, blow through it to remove the blockage.
Keep yourself clear of the nozzle mouth.
●
Check the packaging information before you start.
●
Rub old paint down wet.
●
Do not burn o lead-based paint.
●
Wear suitable PPE.
●
Do not smoke around wet paint.
Chapter 26
Code of Safe Working Practices for Merchant Seafarers Anchoring, mooring and towing operations 393
26
Anchoring, mooring and towing
operations
26.1 Introduction
26.1.1 All seafarers involved in anchoring, mooring and towing operations
should have additional instruction on the specific equipment and
mooring configurations used on the vessel. This should include (but
may not be limited to):
●
the types of winches and windlass and their operation
●
the location of emergency stop buons
●
the types of ropes and/or wires used
●
the location and use of rollers, dollies and leads.
26.1.2 Records of instruction should be maintained.
26.1.3 Based on the risk assessment, appropriate control measures
should be put in place. The risk assessment must consider the
consequences of failure of any equipment. This chapter identifies
some areas that require aention when anchoring, mooring or
conducting towing operations. The risk assessment and control
measures should be reviewed for each new mooring operation,
taking account of the expected mooring configuration, particularly
to the risk of snap-back.
26.1.4 When anchoring, mooring or towing operations are taking
place, all seafarers should be adequately briefed on the mooring
configurations, including any limitations of the mooring equipment,
and wear appropriate personal protective equipment.
Key points
●
On joining a vessel ensure instruction is given on specific
equipment and mooring configurations
●
When making fast or casting o the monkey’s fist must
only be made of rope and not weighted, to prevent injury to
those receiving the lines.
●
Equipment must be regularly inspected for defects.
●
When mooring lines are under strain all seafarers in the vicinity
should remain in safe positions.
●
Maintain communications during anchoring, mooring and
towing operations.
394 Anchoring, mooring and towing operations Code of Safe Working Practices for Merchant Seafarers
Your organisation should
●
carry out a risk assessment of anchoring, mooring and towing
operations
●
arrange shoreside communications when self-mooring
●
be aware of tidal and weather conditions during anchoring,
mooring and towing operations.
26.2 Anchoring and weighing anchor
26.2.1 Before using an anchor, a competent seafarer must check that:
●
the brake is securely on, then clear all securing devices
●
a responsible person is in charge of the anchoring party, with a
suitable means of communication with the vessel’s bridge
●
the anchoring party wear protective clothing, including safety
helmet, safety shoes, gloves and goggles, to protect them from
injury by rust particles and debris that may be thrown o the
cable during the operation. Where the noise levels generated may
be harmful, they should consider hearing protection; however,
take into account the length of exposure and the greater risk from
impaired communication
●
during anchoring the anchoring party stand a of, or at a safe
distance from, the windlass/capstan and be aware of the risk of
anchor cable failure.
Intertanko (2019); OCIMF (2010a); OCIMF (2010b); The Swedish Club
(2016)
26.2.2 Where communication between bridge and anchoring party is
via portable radio, the identification of the ship should be clear to
prevent confusion caused by other users on the same frequency.
26.2.3 Before anchoring the vessel, the anchor should be ‘walked out’ clear
of the hawsepipe, as shown in Figure 26.1. This is to confirm it can be
released, before anchoring the vessel.
Check the following:
●
that there are no small cra near the vessel that will be impacted
by the operation, such as the vessel’s bow, the main engines and
thrusters, if used
●
what the anticipated movement of the vessel will be while anchoring.
Chapter 26
Code of Safe Working Practices for Merchant Seafarers Anchoring, mooring and towing operations 395
For very large ships with heavy anchors and cables, walk the anchor
out either at intervals or all the way to avoid excessive strain on the
brakes (and on the bier end, if the brakes fail to stop the anchor
and cable).
Figure 26.1 Anchoring
26.2.4 In situations where the cable has to be walked out aer the anchor
has been landed onto the seabed, the speed of the vessel over the
ground should not exceed the design hoisting speed of the windlass.
26.2.5 Seafarers should also be aware of the following limitations for
the design of anchoring equipment, which are referenced by the
International Association of Classification Societies (IACS) Unified
Requirements (UR):
●
The windlass design load li for vessels without a deep water
anchoring (DWA) notation is three shackles (82.5 metres) and the
weight of the anchor when hanging vertically.
●
The maximum environmental loads for sheltered waters that are
exposed to no waves is a wind velocity of 25 m/s and a current
velocity of 2.5 m/s.
●
The maximum environmental loads for outside sheltered
locations that may be exposed to a significant wave height of
up to 2 metres is a wind velocity of 11 m/s and a current velocity
of 1.5 m/s.
IACS UR A2 Rev 5 (Sept 2020), IACS Recommendation No 10 Rev 4
(Sept 2020)
396 Anchoring, mooring and towing operations Code of Safe Working Practices for Merchant Seafarers
26.2.6 When the anchor is let go from the stowed position, if, on release of
the brake, the anchor does not run, seafarers should not aempt to
shake the cable. Reapply the brake, place the windlass in gear and
walk the anchor out clear before release.
26.2.7 The cable should stow automatically. If for any reason it is necessary
for seafarers to enter the cable locker, they must first take proper
precautions for entering an enclosed space. They should stand in
a protected position and be in communication with the windlass/
capstan operator.
26.2.8 When weighing anchors, make every eort to wash cables, as far as
safely practicable, as they are heaved on board. Mud or debris le
on the cable will dry and could become a hazard to the anchor party
when next leing go the anchor.
26.2.9 Secure properly anchors that are housed and not required to
prevent accidental release.
26.3 Making fast and casting off
26.3.1 During mooring and unmooring operations, enough seafarers should
always be available both forward and a of the vessel to ensure a
safe operation. At the same time minimise the exposure of seafarers
to risk on mooring decks when lines are under tension.
When making fast and casting o:
●
A responsible person should be in charge of each of the mooring
parties and should have a clear line of sight to all lines and
members of the mooring parties.
●
There should be a suitable means of communication between the
responsible people and the vessel’s bridge team. If this means
using portable radios the ship should be clearly identified by
name to prevent confusion with other users.
●
All seafarers involved must wear protective clothing, including
safety helmet, safety shoes and gloves, and be fully briefed on the
berthing plan.
For more information, see Eective Mooring (2019, 4th edition) from
the Oil Companies International Marine Forum (OCIMF).
26.3.2 Due to the design of mooring decks, consider the entire area
dangerous in the event of snap-back or the sudden release of a line
under tension. All crew working on a mooring deck should be aware
of this, with clear visible signage.
Chapter 26
Code of Safe Working Practices for Merchant Seafarers Anchoring, mooring and towing operations 397
26.3.3 Seafarers, other than the mooring parties, should keep clear of
the mooring decks during mooring and unmooring operations.
26.3.4 Avoid painting snap-back zones on mooring decks because they
may give a false sense of security. Annex 26.1 shows the potential
snap-back zone for a complex mooring system, where there is a
single point of failure in the line. However, this is only illustrative; a
line or lines may break at any point, and may part at more than one
point, increasing the area of risk from snap-back. See section 18.28
for guidance on the use of dierent types of ropes and wires.
26.3.5 Working on enclosed mooring decks adds hazards so take extra
care. In particular ensure there is adequate lighting.
26.3.6 To prevent injury to seafarers receiving heaving lines, the monkey’s
fist should be made with rope only and must not contain added
weighting material. Safe alternatives include a small high-visibility
so pouch, filled with fast-draining pea shingle or similar, with a
weight of not more than 0.5 kg. Under no circumstances is a line to
be weighted by items such as shackles, bolts or nuts, or twist locks.
Figure 26.2 Monkey’s fist and weighted bag
26.3.7 Keep areas where mooring operations take place tidy and cluer-
free. Stow all mooring ropes properly, coil heaving lines and stoppers
away and clean up any oil and grease immediately. Decks should
have anti-slip surfaces provided by fixed treads or anti-slip paint
coating, and the whole working area should be adequately lit for
operations undertaken during periods of darkness.
398 Anchoring, mooring and towing operations Code of Safe Working Practices for Merchant Seafarers
26.3.8 Inspect equipment used in mooring operations regularly for defects.
Record and correct any defects. Pay aention to oil leaks from
winches. The surfaces of fairleads, bollards, bis and drum ends
should be clean and in good condition, and drum ends should not
be painted. Rollers and fairleads should turn smoothly; do a visual
check that corrosion has not weakened them.
Pedestal roller fairleads, lead bollards, mooring bis, etc. should be:
●
properly designed for the task
●
able to meet all foreseeable operational loads and conditions
●
correctly sited
●
fixed to a part of the ship’s structure that is suitably strengthened.
Personnel should be aware of the safe working load of the equipment.
26.3.9 Ropes and wires that are stowed on reels should not be used
directly from stowage, but should be run o and flaked out on
deck in a clear and safe manner, ensuring sucient slack to cover
all contingencies. If you are unsure how much to use, run o the
complete reel.
26.3.10
The following principles will ensure that the ship’s equipment is used
to best eect:
●
Breast lines provide most of the athwartships
restraint.
●
Spring lines provide the largest proportion of the
longitudinal restraint.
●
Avoid very short lengths of line when possible because
they will take a greater proportion of the total load when
the ship moves.
●
Compensate for very short lengths by running the line on
the bight.
26.3.11 Consider the layout of moorings carefully:
●
to use the leads that are most suited, without creating sharp or
multiple angles. Either of these increases the wear on lines and
the potential snap-back area if the line parts
●
not to feed ropes and wires through the same leads or bollards
●
to plan operations and do a risk assessment, especially where
unusual or non-standard mooring arrangements are used. The
risk assessment and control measures should consider the
shoreside mooring equipment at the berth, bearing in mind the
consequences of a line snagging on a shoreside structure, such as
a fender, and then suddenly releasing and coming under tension.
Chapter 26
Code of Safe Working Practices for Merchant Seafarers Anchoring, mooring and towing operations 399
26.3.12 There is a risk of a snagged mooring line suddenly releasing
under tension without breaking. When this happens the trajectory
of the line could be in either the horizontal or vertical plane,
or a combination of both, and may involve ‘snaking’. Do a risk
assessment to account for the possibility that the sudden release of
tension of a snagged line or the recoil of a parting line may have a
vertical component.
26.3.13 Seafarers should never stand in a bight of rope or wire. Winches
should be operated by competent seafarers to ensure that
excessive loads do not arise on moorings. Warping a vessel along a
berth involves risk; do a risk assessment before using mooring lines
to warp a vessel along a berth.
26.3.14 The risk assessment should take account of:
●
the environmental conditions
●
the vessel’s size
●
the type and length of rope used
●
the capability of the shoreside mooring arrangements.
Seafarers doing this must be competent and there should be a
toolbox talk before operations start. All participants should maintain
good communications with each other throughout.
26.3.15 When moorings lines are under strain, seafarers nearby should
remain in safe positions, avoiding potential snap-back zones.
Seafarers should always stay well clear of an entrapped line due
to the risk of it suddenly releasing under tension. A bird’s-eye view
of the mooring deck arrangement should be produced to identify
danger areas. Seafarers should also be aware of other dangerous
areas – the whole mooring deck is a danger zone. Risk exists in any
area where lines could come under tension or snap-back, including
side decks.
26.3.16 Warning
Take immediate action to reduce the load if any part of the
system appears to be under excessive strain.
26.3.17 Ensure that ropes or wires will not jam when they come under strain,
so they can be slackened o quickly if necessary.
26.3.18 Where a mooring line is led around a pedestal roller fairlead, the snap-
back zone will change and increase in area. Where possible do not
lead lines round pedestals, except when mooring the ship. Thereaer,
lines should be made up on bis, clear of pedestals if possible.
400 Anchoring, mooring and towing operations Code of Safe Working Practices for Merchant Seafarers
26.3.19 When heaving moorings on a drum end, the winch operator must
have a full view of all activity. The ‘fleet angle’ or lead angle of the
rope onto the drum should be no more than a few degrees. One
seafarer should be at the drum end, backed up by a second seafarer
standing at least a metre away, backing and coiling down the
slack. Three turns on the drum end are usually sucient to do this
successfully and avoid riding turns.
26.3.20 Never use a wire on a drum end as a check wire. Never surge a
synthetic rope on the drum end. Aer hauling a rope tight, use a
stopper to allow the rope to be removed from the warping drum
and then placed on a bollard or bis by using either single turns or
figures of eight. For wire rope secure at least the top three lays of
the figure of eight by a fibre rope to prevent jumping. Use like for like
stopper material (natural for natural ropes, and chain for wire ropes).
26.3.21 Never lead a wire across a fibre rope on a bollard. Keep wires
and ropes in separate fairleads or bollards.
26.3.22 When stoppering o moorings:
●
Stopper natural fibre rope with natural fibre.
●
Stopper synthetic fibre rope with synthetic fibre stopper (but
not polyamide).
●
The double-tail ‘West Country’ stopper is preferable for ropes;
see Figure 18.1.
●
Stopper wire moorings with chain, using two half-hitches in the
form of a cow hitch, suitably spaced with the tail backed up
against the lay of wire. This ensures that the chain does not jam
or open up the lay of the wire.
26.4 Mooring to a buoy
26.4.1 Where seafarers are mooring to a buoy from a ship’s launch or boat
they must wear a working lifejacket (personal flotation device). A
lifebuoy with an aached lifeline should be available in the boat.
26.4.2 Provide a means to recover a person overboard. If a boarding ladder
with flexible sides is used, it should be weighted so that the lower
rungs remain below the surface.
26.4.3 Where mooring to a buoy is undertaken from the ship, a lifebuoy
with an aached line of sucient length should be available for
immediate use.
Chapter 26
Code of Safe Working Practices for Merchant Seafarers Anchoring, mooring and towing operations 401
26.4.4 When using slip wires for mooring to buoys or dolphins, never
put the eyes of the wires over the bis because at the time of
unmooring it may not be possible to release the load suciently to
li the eye clear. To prevent accidental slippage of the wire eye(s)
over the bis or other obstruction seize the eyes, partially closing
them.
26.5 Mooring arrangements with an upward
lead angle
26.5.1 There is a risk of loss of control or containment of mooring lines
when using open fairleads and lines have an upward lead angle.
This situation can arise due to changes in water level, as well as
during transfer of cargo between moored ships due to changes in
relative vessel freeboard. It is beer to use closed fairleads when
transferring cargo in this way, and in any other situation where lines
have an upward lead angle.
26.6 Towing
26.6.1 There have been accidents when making fast and releasing a tow.
The gear can become taut without warning, causing the messenger
to part and strike anyone within the snap-back zone, resulting
in serious injury. Poorly controlled towing operations are also a
significant hazard to tug crews.
26.6.2 Maintain equipment used for towing adequately and inspect
it before use. During towing operations, excessive loads may be
applied to ropes, wires, fairleads, bis and connections. If the quality
of the towline is in doubt reject it and use an alternative line.
26.6.3 Before starting towing operations the master (and pilot) should
establish a suitable means of communication, exchange relevant
information (eg speed of vessel) and agree a plan for the tow
with the tug master.
402 Anchoring, mooring and towing operations Code of Safe Working Practices for Merchant Seafarers
26.6.4 Seafarers involved in towing operations must:
●
understand their duties, the operation and the safety precautions
to take
●
have PPE including safety helmets, safety shoes and gloves
●
take care during hours of darkness to ensure that floodlighting will
not dazzle and destroy the night vision of the tug master.
26.6.5 On instruction from the bridge, throw the heaving line over to the tug
from the shoulder (when taking a tow forward) of the vessel and not
from the position of the Panama/Suez fairlead. The position in front of
the vessel’s (bulbous) bow is the most dangerous for the tug. The tug
will then aach a messenger, which is placed on a winch and used
to heave the tug’s main towline on board. Use only enough turns of
the messenger on the drum end to heave in the towline (see section
26.3.16). Use a stopper while the eye is placed around the bollard.
On tankers, do not place the towline’s eye over the same bollard
that the fire wire was made fast to. Take o the fire wire if there is no
bollard available. Do the whole operation eciently to allow the tug to
withdraw to a safe position without undue delay.
26.6.6 Once the tow is connected, seafarers should keep clear of the
operational area. If anyone needs to remain in this area or to aend
to towing gear during the towing operation they should keep clear of
bights of wire or rope and the snap-back zone at all times.
26.6.7 During operations, communications should be maintained between:
●
the towing vessel and both the bridge team and the foredeck of
the vessel under tow
●
the tow party and the bridge team.
All parties should identify themselves clearly to avoid
misunderstandings. The tug master should be kept informed of
engine movements and proposed use of thrusters. Seafarers in
charge of the mooring party should monitor the towline to warn the
crew if the towline becomes taut for whatever reason.
26.6.8 When leing go, do not try to heave in the messenger to release
the towline before making positive communications with the
tug. The vessel’s master or pilot should do this when the tug has
indicated that it is ready to receive the towline back. The instruction
to release must come from the vessel’s master.
Chapter 26
Code of Safe Working Practices for Merchant Seafarers Anchoring, mooring and towing operations 403
26.6.9 Use the tug’s messenger to heave in the towline and then stopper it
o before taking the eye o the bollard. Use turns of the messenger
around the bollard to control the speed at which the towline goes
out and is retrieved on board the tug. Take care where the towline
goes into the water as it may foul the tug’s propellers. If the towline
is allowed to run out uncontrolled, it could whiplash and strike a
crew member, causing severe injuries. Never try to handle towlines
that have weight on them.
26.6.10 Further recommendations on towing are available in the relevant
merchant shipping notices (MSNs).
MGN 592 (M+F) Amendment 1
26.7 Safe mooring of domestic passenger craft and
ships’ launches to quays
26.7.1 The recognised and safe method for securing vessels and launches
alongside a quay or wharf in a good seafarer-like manner is by using
all the following ropes:
●
a fore spring
●
a back spring
●
a head rope
●
a stern rope.
26.7. 2 Do a risk assessment for the full mooring arrangement, including
a diagram.
26.7. 3 Annex 26.2 shows the full and safe mooring arrangement for
domestic passenger cra and ships’ launches.
26.7.4 Reduced mooring arrangements may be used in exceptional
circumstances, only aer taking into account the weather and sea
conditions, tidal state and tidal flow. Do a risk assessment for all
arrangements that are dierent from the full safe arrangement in
section 26.7.1.
26.7.5 Keep passengers and unnecessary seafarers clear of all mooring
and unmooring operations. All seafarers should keep clear of any
area that could be reached by mooring equipment or ropes.
404 Anchoring, mooring and towing operations Code of Safe Working Practices for Merchant Seafarers
26.7.6 Where mid-ships mooring is the only means of making fast, breast
lines may be run from mid-ships in addition to spring lines from
the bow and stern.
26.7.7 Avoid single-point mooring and steaming on a spring.
26.7. 8 Providing safe access to a vessel during an operation, in accordance
with section 22.1, essential to ensure a safe working environment
on board. Always ensure safe access irrespective of the form of
mooring operation.
26.7.9 Moor a vessel securely considering the guidance in this chapter. Ensure
that the mooring arrangement is eective in restricting movement of
the vessel for the foreseeable weather and tidal conditions.
26.8 Safe self-mooring operations
26.8.1 Have appropriately trained shoreside personnel available to assist
with mooring operations where practicable.
26.8.2 However, the act of mooring or unmooring a vessel with the exclusive
use of the vessel’s crew (self-mooring) is a common occurrence in the
small vessel sector. It may be reasonably practicable provided that the
unique hazards have been mitigated.
26.8.3
Provide a safe system of work for the activity, incorporating a risk
assessment and method statement. Such documents should
consider that access to some quays, jeies, berths and terminals
may give rise to additional risks:
●
working at height
●
water safety
●
restricted working areas
●
unguarded edges and vertical ladders.
Additionally, consider the size and type of vessel in relation to
the berth and/or mooring buoy, the potential dangers posed
to personnel from the prevailing environmental conditions,
communication between those involved and appropriate supervision
by a competent person
.
26.8.4 As many berths may not have been designed for self-mooring, do
risk assessments in collaboration with the berth operator/owner to
address shared risks.
Chapter 26
Code of Safe Working Practices for Merchant Seafarers Anchoring, mooring and towing operations 405
26.8.5 Seafarers and other workers engaged in the operation are
responsible for the health and safety of themselves or any other
person on board the vessel who may be aected by the conduct
of the operation. The master or coxswain of a vessel remains
responsible for the safety of their crew during self-mooring
operations and implementation of the control measures in the
company risk assessment, including all foreseeable hazards such as
unintentional entry into the water and if the cra is moving in a way
that poses a risk of crushing or other injuries.
26.8.6 Consider posting a member of the crew, with good communication
with the helmsman, to monitor that those leaving and returning to the
vessel do so safely.
26.8.7 Where the vessel side is guarded, seafarers should not climb
over bulwarks or transit along a rubbing band. Further guidance is
provided in Chapter 11 (especially section 11.4 on lighting), Chapter 22,
MGN 533 (M) Amendment 2, MGN 591 (M+F) Amendment 1, Port
Skills and Safety SIP 014 Guidance on safe access and egress,
SIP 021 Guidance on safe access to fishing vessels and small cra
in ports and SIP005 Guidance on mooring operations.
MGN 533 (M) Amendment 2; MGN 591 (M+F) Amendment 1; SIP 014;
SIP 021; SIP 005
26.8.8
Recommended hierarchy of means of self-mooring
Notwithstanding the points above, and ensuring that the vessel
is tight alongside, the following self-mooring operations may be
permissible, in order of hierarchy:
1. A means of self-mooring that can be conducted safely within the
confines of the vessel using pre-rigged lines or lassoing bollards
from the vessel. The vessel should be fully secured before
opening the bulwark gate and/or transiting to the quay/berth.
2. A safe and eective means of partially self-mooring within the
confines of the vessel using not less than two lines, before
opening the bulwark gate and/or transiting to or from the
quay/berth to complete the operation. In such circumstances,
additional control measures, as appropriate to the size and
capabilities of the vessel, may be necessary to address hazards
regarding unrestrained movement of the vessel.
3. Only when it is not possible to achieve full or partial mooring of
the vessel prior to embarkation or disembarkation, as detailed
above, should crew transit to or from the quay or berth while the
vessel is unsecured. The risk assessment should account for
the manoeuvrability of the vessel, its handling characteristics,
the stability of the platform, the vessel’s ability to hold position
alongside in the prevailing circumstances and the conditions for
the transit of personnel to conduct the mooring operation.
406 Anchoring, mooring and towing operations Code of Safe Working Practices for Merchant Seafarers
26.8.9 Annex 26.3 includes examples of mooring arrangements, showing
the use of fore and a lines doubled back onto the vessel to allow
for safe departure without leaving the vessel.
26.8.10 The use of appropriately trained shoreside personnel, such as
linesmen, shall be considered as a reasonably practicable measure
in all circumstances where additional hazards have been identified
or existing control measures have been assessed as impractical or
ineective given a change of condition or defect.
●
Equipment used should be adequately maintained and
inspected prior to use.
●
Seafarers should be adequately briefed before anchoring,
mooring or towing operations.
●
Seafarers should wear appropriate PPE as instructed.
●
Clear communication is needed between parties on the
ship and shoreside personnel during anchoring, mooring or
towing operations.
●
Personnel should always stay well clear of an entrapped line
due to the risk of it suddenly releasing under tension.
●
There is a higher risk to seafarers carrying out self-mooring
operations and this requires a risk assessment.
Chapter 26
Code of Safe Working Practices for Merchant Seafarers Anchoring, mooring and towing operations 407
Annex 26.1 Complex mooring system,
illustrating the snap-back
zone
FORECASTLE DECK
Snap-back area in yellow
Spring line
Point of failure
x
Spacing 700mm Frame Spacing 600mm
170 175 180 185 190
+
+
+
+
+
+
+
+
+
+
The diagram shows the potential area of danger (snap-back zone)
when the spring line parts at the spring line fairlead.
The snap-back zone would be increased if both pedestal fairleads
were used.
(Swedish Accident Investigation Authority Report S-95/11 Morraborg)
408 Anchoring, mooring and towing operations Code of Safe Working Practices for Merchant Seafarers
Annex 26.2 The full and safe mooring
arrangement for small,
domestic passenger craft
and launches
Aft
breast line
Forward
breast line
Breast line
Spring
Aft spring
Forward spring
Quay
Vessel/
launch
Chapter 26
Code of Safe Working Practices for Merchant Seafarers Anchoring, mooring and towing operations 409
Annex 26.3 Examples of mooring
arrangements
Example of a mooring arrangement,
including terminology
Head line
Breast lines
to be doubled
back to vessel to
allow for safe
self-departure
Stern line
Breast lines
to be doubled
back to vessel to
allow for safe
self-departure
Springs
410 Anchoring, mooring and towing operations Code of Safe Working Practices for Merchant Seafarers
Fore and Aft lines
to be doubled back
to vessel to allow
for safe self-departure
Springs or Short
lines may be used
in combination
with a central
bollard depending
on tidal rise and fall
Chapter 27
Code of Safe Working Practices for Merchant Seafarers Roll-on/roll-off ferries 411
27
Roll-on/roll-off ferries
27.1 Introduction
27.1.1 This chapter gives general advice for the safety of personnel
working on the vehicle decks of roll-on/roll-o (ro-ro) ferries. Where
other documents or chapters of this code apply, these are cross-
referenced and should be read with this chapter.
MGN 341 (M)
Key points
●
A responsible ship’s ocer should supervise the movement,
stowage and securing of vehicles on vehicle decks and ramps,
assisted by at least one competent person .
●
Do not permit smoking or naked flames on any vehicle decks.
Display clear ‘no smoking’ or ‘no smoking/naked lights’ signs.
●
Do not allow unauthorised people onto vehicle decks at any
time, including when the vessel is at sea.
●
For their own personal safety, passengers and drivers should
not remain on vehicle decks without the express authority
of the responsible ship’s ocer. Minimise the period before
disembarkation when you ask passengers and drivers to
return to their vehicles.
●
Closed-circuit television (CCTV) cameras should have an
uninterrupted view of the vehicle deck. Even if you use CCTV for
continuous watch car-deck patrols might still be necessary; for
example, coupled with fire patrols of passenger accommodation.
412 Roll-on/roll-off ferries Code of Safe Working Practices for Merchant Seafarers
Your organisation should
●
ensure that only competent people authorised by a
responsible ship’s ocer operate ships’ ramps, car platforms,
retractable car decks and similar equipment, in line with the
company’s work instructions
●
provide safe systems of work so as not to put the health and
safety of crew or passengers at risk
●
operate ramps only when the deck and ramp are clear of
people. Stop the operation immediately if any person appears
on the deck while the ramp is moving. Fit such ramps and
decks with audio and visual alarms where possible
●
provide training in the use of equipment that combines
theoretical instruction (enabling the trainee to appreciate
the factors aecting the safe operation of the plant) with
supervised practical work
●
not expose personnel working on vehicle decks to the
equivalent of 85 dB(A) or greater when averaged over an
eight-hour day
●
provide hearing protection for when the noise level is
equivalent to or exceeds 80 dB(A) averaged over an eight-
hour day.
For further guidance on noise levels see Chapter 12 and MCA’s Code
of Practice for Controlling Risks due to Noise on Ships (revised 2009).
27.2 Ventilation
27.2.1 Vehicle decks should have adequate ventilation at all times, with
special regard to hazardous substances.
SI 1998/1011; SI 1998/1012
27.2.2 On passenger vessels, run ventilation fans in closed ro-ro spaces
continuously whenever vehicles are on board. More frequent
air changes may be required when vehicles are being loaded or
unloaded, or where flammable gases or liquids are stowed in a
closed ro-ro space. Merchant shipping regulations specify the
special requirements for cargo space ventilation.
Chapter 27
Code of Safe Working Practices for Merchant Seafarers Roll-on/roll-off ferries 413
27.2.3 To reduce the accumulation of fumes:
●
Instruct drivers to stop their engines as soon as practicable aer
embarking.
●
Drivers should not start their engines before departure until
instructed to do so.
●
During loading and discharging, ventilation may be improved
by keeping both bow and stern doors open, as long as there is
adequate freeboard at these openings.
27.2.4 When there is doubt about the freshness of the atmosphere,
arrange for testing to ensure that you maintain 20% oxygen and
a carbon monoxide content below 30 ppm in the atmosphere of
the space.
27.3 Fire safety and prevention
27.3.1 Switch on fire detection systems whenever vehicle decks are
unaended. Train deck and engine crew to use and operate
the drencher systems. Ensure there is continuous monitoring of
vehicle decks by CCTV or regular fire patrols.
27.3. 2 Keep all fire doors closed on vehicle decks when the vessel is
at sea.
27.3.3 Plan for the inherent specific risk involving vehicle baery fires by
providing suitable equipment for crew who fight electrical baery
fires to contain and extinguish the fire safely and without personal
risk. Both shore and seagoing personnel responsible for the safety
of the vessel should know how to do this. Guidance is available in
MGN 653 (M) Amendment 1 Electric vehicles onboard passenger
roll-on/roll-o (ro-ro) ferries.
MGN 653 (M) Amendment 1
27.4 Safe movement
27.4.1 Warn pedestrians of vehicle movements when entering or crossing
car or vehicle decks and to keep to walkways when moving about
the ship.
414 Roll-on/roll-off ferries Code of Safe Working Practices for Merchant Seafarers
Figure 27.1 Example of a well mapped out car deck with pedestrian
walkway
27.4. 2 Separate vehicle routes from pedestrian passageways as far as
possible, as shown in Figure 27.1. Vehicle ramps should not be
used for pedestrian access unless there is suitable segregation of
vehicles from pedestrians. Segregation can be achieved by means
of a suitably protected walkway, or by ensuring that pedestrians
and vehicles do not use the ramp at the same time (see the Code of
Practice on the Stowage and Securing of Vehicles on Roll-on/Roll-
o Ships, section 2.6).
27.4.3 Crew members should take great care when supervising the driving,
marshalling and stowing of vehicles to ensure that no one is put at
risk. Take the following precautions, as shown in Figure 27.2:
●
Crew should be easily identifiable by passengers. Personnel
who need to be on the vehicle decks should wear appropriate
personal protective equipment, including high-visibility clothing.
●
Deck ocers and ratings should communicate clearly and
concisely with each other to keep passengers and vehicles safe.
●
There should be suitable trac-control arrangements, including
speed limits and, where appropriate, signallers. Crew may need to
collaborate with shoreside management where they also control
vehicle movements on board ship.
●
Loading supervisors and personnel directing vehicles should use
unambiguous hand signals.
●
Ensure there is adequate lighting.
Chapter 27
Code of Safe Working Practices for Merchant Seafarers Roll-on/roll-off ferries 415
●
Vehicle deck personnel must maintain situational awareness at all
times when vehicles are moving. They must never be distracted
by the use of any personal hand-held communication devices
such as mobile phones.
●
The risk assessment procedures must be followed and
periodically reviewed to identify any areas where personnel could
become trapped by reversing vehicles during loading operations.
These areas should be marked and not used by personnel,
unless appropriate mitigating measures have been put in place
(see section 1.2.6 on risk awareness and risk assessment and
MGN 621 (M+F) Roll-on/roll-o ships – guidance for the stowage
and securing of vehicles, section 2.4 risk assessment).
●
Personnel should keep out of the way of moving vehicles,
particularly those that are reversing, by standing to the side.
Where possible they should remain within the driver’s line of
sight. They should take extra care at the ‘ends’ of the deck where
vehicles may converge from both sides of the ship.
●
Crew members should be aware that vehicles may lose control on
ramps and sloping decks, especially when wet, and that vehicles
on ramps with steep inclines may be susceptible to damage.
Ramps should have a suitable slip-resistant surface.
●
Where audible alarms are fied to vehicles, drivers should sound
them when reversing.
●
Provide safe systems of work to ensure that competent people
direct all vehicle movements.
MGN 621 (M+F)
Figure 27.2 Loading a car deck
For further information see the Guidelines To Shipping Companies
On Vehicle Deck Safety (produced in conjunction with the Chamber
of Shipping National Maritime Occupational Health and Safety
Commiee).
416 Roll-on/roll-off ferries Code of Safe Working Practices for Merchant Seafarers
27.5 Use of work equipment
27.5.1 Keep moveable deck ramps clear of passengers when being raised
or lowered. When cars are lowered on the ramps of moveable
decks, they should be suitably chocked as shown in Figure 27.3.
If the operator cannot clearly see the whole operation from the
control station, post a lookout to ensure ramp and landing areas
remain clear throughout the operation.
Figure 27.3 Examples of vehicle wheel chocks
27.5. 2 Ramps, retractable car decks or liing appliances should not li
people, unless the equipment has been designed or especially
adapted for that purpose.
27.5.3 Lock retractable car decks and liing appliances securely when in
the stowed position.
27.5.4 Aer loading all vehicles isolate the car-deck hydraulics so that
they cannot be accidentally activated during the voyage, and inform
the bridge.
27.5.5 Secure the ship’s mobile handling equipment, which is not fixed to
the ship, in its stowage position before the ship proceeds to sea.
Chapter 27
Code of Safe Working Practices for Merchant Seafarers Roll-on/roll-off ferries 417
27.6 Inspection of vehicles
27.6.1 Before accepting a freight vehicle for shipment a competent and
responsible person or persons should inspect it externally to check
that it is in a satisfactory condition for shipment; for example, that:
●
it is suitable for securing to the ship in accordance with the
approved cargo-securing manual (see also section 28.2.3)
●
where practicable, the load is secured to the vehicle
●
the deck or doorway is high enough for vehicles to pass through
and vehicles have adequate clearance for ramps with steep inclines
●
any labels, placards and marks that would indicate the carriage of
dangerous goods are properly displayed.
27.6. 2 Ensure, as far as is reasonably practicable, that on each vehicle
the fuel tank is not so full as to create a possibility of spillage. Do
not load any vehicle showing visual signs of an overfilled tank.
MGN 341 (M)
Seafarers should be aware of hazardous units as detailed on
the stowage plan and indicated by labels, placards and marks.
They should be on guard against the carriage of undeclared
dangerous goods.
27.7 Stowage
27.7.1 Observe shippers’ special advice or guidelines regarding handling
and stowage of individual vehicles.
27.7. 2 Vehicles should:
●
as far as possible, be aligned in a fore and a direction
●
be closely stowed athwartships so that, if the securing
arrangements fail, or from any other cause, the vehicles’
transverse movement is restricted. However, provide enough
distance between vehicles to allow safe access for the crew and
for passengers geing into and out of vehicles, and going to and
from accesses serving vehicle spaces
●
be loaded so that there are no excessive lists or trims likely to
cause damage to the vessel or shore structures.
418 Roll-on/roll-off ferries Code of Safe Working Practices for Merchant Seafarers
27.7. 3 Vehicles should not:
●
be parked on permanent walkways
●
be parked so as to obstruct the operating controls of bow and
stern doors, entrances to accommodation spaces, ladders,
stairways, companionways or access hatches, firefighting
equipment, controls to deck scupper valves or controls to fire
dampers in ventilation trunks
●
be stowed across water spray fire curtains, if these are installed.
27.7.4 Maintain safe means of access to securing arrangements, safety
equipment and operational controls. Clearly mark stairways and
escape routes from spaces below the vehicle deck with yellow paint
and keep them free from obstruction at all times.
27.7.5 The parking brakes of each vehicle or each element of a vehicle,
where provided, should be applied and the vehicle should, where
possible, be le in gear.
27.7.6 Semi-trailers should not be supported on their landing legs during
sea transport unless the legs are specially designed and marked
for that purpose, and the deck plating is strong enough for the
point loadings.
27.7.7 Uncoupled semi-trailers should be supported by trestles or similar
devices placed in the immediate area of the drawplates so as not to
restrict the connection of the fih wheel to the kingpin.
27.7. 8 Drums, canisters and similar thin-walled packaging are susceptible
to damage if vehicles break adri in adverse weather. They should
not be stowed on the vehicle deck without adequate protection.
27.7.9 Depending on the area of operation, the predominant weather
conditions and the characteristics of the ship, stow freight vehicles
so that the chassis are kept as static as possible by not allowing
free play in the suspension. To do this, secure the vehicles to the
deck as tightly as the lashing tensioning device will permit. Take
care not to over-tighten the lashings. Use only designed tensioning
arrangements; do not use additional extensions to increase the
tightening force. Alternatively, jack up the freight vehicle chassis
before securing it.
27.7.10 Because compressed air suspension systems may lose air, try to
prevent lashings slackening o as a result of air leakage during the
voyage. Arrangements may include jacking up a vehicle or releasing
air from the suspension system where this facility is provided.
Chapter 27
Code of Safe Working Practices for Merchant Seafarers Roll-on/roll-off ferries 419
27.8 Securing of cargo
27.8.1 Complete cargo securing operations before the ship proceeds
to sea.
27.8. 2 Within the constraints laid down in the approved cargo securing
manual, the master has the authority to decide on the application
of securings and lashings and the suitability of the vehicles to
be carried. In making this decision, due regard shall be given to
the principles of good seamanship, experience in stowage, good
practice and the International Maritime Organization (IMO) Code for
Cargo Stowage and Securing (CSS Code).
27.8.3 Seafarers appointed to carry out the task of securing vehicles
should be trained in the use of the equipment and in the most
eective methods for securing dierent types of vehicles.
27.8.4 Securing operations should be supervised by competent persons
who are conversant with the contents of the cargo-securing
manual. Secure freight vehicles of more than 3.5 tonnes whenever
the expected conditions for the voyage are such that the vehicles
could move relative to the ship.
27.8.5 During the voyage, inspect the lashings regularly to ensure that
vehicles remain safely secured. Seafarers inspecting vehicle spaces
during a voyage should take care to avoid being injured by moving
or swaying vehicles. Always notify the ocer of the watch when
inspecting the vehicle deck of the decision to alter the ship’s
course to reduce movement or dangerous sway when lashings
are being adjusted.
27.8.6 When using wheel chocks to restrain a semi-trailer, keep them in
place until the semi-trailer is properly secured to the semi-trailer
towing vehicle.
27.8.7 Do not aempt to secure a vehicle until it is parked, the brakes
(where applicable) have been applied and the engine has been
switched o.
27.8.8 When stowing vehicles on an inclined deck:
●
Chock the wheels before lashing commences. The tug driver
should not leave the cab to disconnect or connect the trailer
brake lines; a second person should do this.
●
The parking brake on the tug should be engaged and in good
working condition.
●
As well as wheel chocks, leave at least two lashings holding the
unit against the incline in place until the trailer’s braking system is
charged and operating correctly.
420 Roll-on/roll-off ferries Code of Safe Working Practices for Merchant Seafarers
27.8.9 Where seafarers are working in shadow areas or have to go under
vehicles to secure lashings, provide hand lamps and torches.
27.8.10 Seafarers securing vehicles should take care to avoid injury from
projections on the underside of the vehicles. The driver and the
lashing crew should agree on a method of signalling, preferably
using a whistle or other distinct sound signal.
27.8.11 Wherever possible, aach lashings to specially designed securing
points on vehicles. Aach only one lashing to any one aperture, loop
or lashing ring at each securing point.
27.8.12 When tightening lashings, take care to aach them securely to the
deck and to the securing points of the vehicle.
27.8.13 Apply hooks, and other devices used for aaching a lashing to a
securing point, in a manner that prevents them from detaching if the
lashing slackens during the voyage.
27.8.14 Lashings should be aached so that, provided there is safe access,
it is possible to tighten them if they become slack.
27.8.15 All the lashings on a vehicle should be under equal tension.
27.8.16 Where practicable, have the same arrangement of lashings on both
sides of a vehicle. Angle them to provide some fore and a restraint,
with an equal number pulling forward as are pulling a.
27.8.17 The lashings are most eective on a vehicle when they make an
angle with the deck of between 30° and 60°. When you cannot
achieve these optimum angles use additional lashings.
27.8.18 Avoid using crossed lashings for securing freight vehicles if possible
because this arrangement provides no restraint against tipping over
at moderate angles of roll of the ship. Lashings should pass from
a securing point on the vehicle to a deck-securing point adjacent
to the same side of the vehicle. Where there is concern about the
possibility of low coecients of friction on vehicles such as solid-
wheeled trailers, use additional crossed lashings to restrain sliding.
Consider using rubber mats.
27.8.19 Do not release lashings for unloading before the ship is secured at
the berth without the master’s express permission.
27.8. 20 Seafarers should release lashings with care to reduce the risk of
injury when the tension is released.
27.8. 2 1 To avoid damage during loading and unloading, keep all unused
securing equipment clear of moving vehicles on the vehicle deck.
Chapter 27
Code of Safe Working Practices for Merchant Seafarers Roll-on/roll-off ferries 421
27.8. 2 2 A competent person should inspect securing equipment to ensure
that it is in sound condition at least once every six months and
whenever it is suspected that lashings have experienced loads
above those predicted for the voyage. Take defective equipment out
of service immediately and either dispose of it or place it where it
cannot be used inadvertently. Stow any unused lashing equipment
away from the vehicle deck.
27.9 Dangerous goods
27.9.1 Read this section in conjunction with Chapter 21. For guidance
on dealing with emergencies involving dangerous goods, see
Chapter 4 and the International Maritime Dangerous Goods
(IMDG) Code.
27.9. 2 Before loading, examine freight vehicles carrying dangerous
goods externally for damage and signs of leakage or shiing
of contents. Do not accept for shipment any vehicle that is
damaged or leaking or that has shiing contents. If a freight
vehicle is leaking aer loading inform a ship’s ocer. All
personnel should keep well clear until it is ascertained that no
danger persists.
27.9.3 Always secure freight vehicles carrying dangerous goods, and
adjacent vehicles.
27.9.4 Give special aention to tank vehicles and tank containers on flat-
bed trailers containing products declared as dangerous goods.
Pre-voyage booking procedures should ascertain that tanks have
been approved for the carriage of their contents by sea.
27.10 Specialised vehicles
27.10.1 Secure gas cylinders used for the operation and business of
vehicles such as caravans adequately against movement of the ship
and cut o the gas supply throughout the voyage. Refuse to ship
any leaking or inadequately secured or connected cylinders.
MGN 341 (M); MGN 545 (M+F); MGN 552 (M)
422 Roll-on/roll-off ferries Code of Safe Working Practices for Merchant Seafarers
27.1 0. 2 Give special consideration to the following vehicles, trailers and
loads:
●
Tank vehicles or tank containers containing liquids not classified
as dangerous goods. These may be sensitive to penetration
damage and may act as a lubricant. Always secure these vehicles.
●
Tracked vehicles and other loads making metal-to-metal contact
with the deck; where possible, use rubber mats or dunnage.
●
Loads on flat-bed trailers.
●
Vehicles with hanging loads, such as chilled meat or floated glass.
●
Partially filled tank vehicles.
Consider the guidance in MGN 653 (M) Amendment 1, which includes
the means for identifying electric vehicles (eg by wing mirror cards),
fire detection, specialised fire suppression, and charging.
27.1 0.3 Carry small electric vehicles, such as e-bikes and e-scooters,
on vehicle, special category and ro-ro spaces or on the weather
deck or a cargo space. Secure them appropriately to avoid
movement during transit (see SOLAS II-2 Regulation 20 for carriage
requirements).
SOLAS II-2 Reg 20
27.1 0.4 Freight vehicles carrying livestock require special aention to ensure
that they are properly secured, adequately ventilated and stowed
to allow access to the animals. Further guidance is available in the
Department of the Environment, Food and Rural Aairs (Defra)
Regulation on the Welfare of Animals During Transport: New Rules for
Transporting Animals (see Appendix 2).
27.1 0.5 Where vehicles are connected to electrical plug-in facilities,
personnel should take the precautions described in Chapter 18 for
working with any electrical equipment.
27.1 0.6 Plug in electric vehicles for charging only at dedicated charging
stations. Do not charge vehicles with modified baeries or any
visible damage.
27.1 0.7 Do not carry damaged electric vehicles when the damage indicates
that the baery may have been aected. A competent person
should inspect vehicles thoroughly before they are allowed to be
transported on board. The inspection should assess the risk of fire
and, subsequently, the risk to the vessel. Ship crews are not likely
to be suitably trained to identify these hazards so get declarations
from suitably qualified persons before carriage. Where vehicles are
being towed or carried by a car transporter, consider disconnecting
the baery pack due to the uncertainty around the baery’s
performance. A suitably qualified person should do this.
Chapter 27
Code of Safe Working Practices for Merchant Seafarers Roll-on/roll-off ferries 423
27.1 0.8 Competent persons may include those recognised by the Institute
of the Motor Industry (IMI) with TechSafe accreditation or similar.
See MGN 653 (M) Amendment 1 for further details.
MGN 653 (M) Amendment 1
27.11 Housekeeping
27.11.1 Keep all walkways clear.
27.1 1 . 2 Keep all vehicle decks, ships’ ramps and liing appliances, as far as
is reasonably practicable, free of water, oil, grease, any liquid that
might cause a person to slip or that might act as a lubricant to a
shiing load. Clean up any spillage of such liquid quickly. Provide
sand boxes, drip trays and mopping-up equipment for use on each
vehicle deck.
27.1 1 .3 Keep all vehicle decks, ships’ ramps and liing appliances free of
obstructions and loose items such as stores and refuse.
27.1 1 .4 Seafarers should be careful to avoid electrical points and fiings
when washing down vehicle decks.
27.1 1 .5 Keep all scuppers clear of lashing equipment, dunnage, etc.
●
Inspect vehicles carrying dangerous goods before loading.
●
There should be no unauthorised personnel on vehicle decks.
●
Provide adequate lighting on vehicle decks.
●
Display clear signage for walkways.
●
Keep all fire doors closed on vehicle decks when the vessel is
at sea.
●
Follow regulations and instructions to ensure there is adequate
vehicle deck ventilation and test the atmosphere as required.
424 Roll-on/roll-off ferries Code of Safe Working Practices for Merchant Seafarers
Not for resale
Chapter 28
Code of Safe Working Practices for Merchant Seafarers Dry cargo 425
28
Dry cargo
28.1 Introduction
28.1.1 This chapter covers both packaged and dry bulk cargoes, except
cargoes carried in roll-on/roll-o (ro-ro) ships which are covered in
Chapter 27.
Chapters 10, 16 and 19 are also relevant to work on dry cargo ships.
28.2 Stowage of cargo
28.2.1 The safe stowage and securing of cargo depends upon proper
planning, execution and supervision by properly qualified and
experienced personnel.
28.2.2 In the case of dry bulk cargo (excluding grain), follow the
International Maritime Organization (IMO) Code of Practice for the
Safe Loading and Unloading of Bulk Carriers, with the associated
IMO Ship/Shore Safety Checklist. For grain, detailed guidance is
provided in the International Code for the Safe Carriage of Grain
in Bulk.
28.2.3 Cargo other than bulk cargo should be loaded, stowed and secured
in line with the ship’s approved cargo-securing manual. Handling
and safety instructions for securing devices are available in sections
3.1 and/or 4.1 of the manual. The IMO Code of Practice for Cargo
Stowage and Securing (IMO Resolution A.714(17)) provides further
guidance. Secure all cargo before the ship proceeds to sea.
28.2.4 Timber cargo decks must be loaded, stowed and secured
throughout the voyage following the Code of Safe Practice for Ships
Carrying Timber Deck Cargoes 2011 (the 2011 TDC Code).
Your organisation should
Ensure that the 2011 TDC Code details on how to load, stow and
secure timber deck cargoes to prevent damage or hazard to
the ship and people on board or loss overboard throughout the
voyage are always complied with.
426 Dry cargo Code of Safe Working Practices for Merchant Seafarers
Key points
●
Stow and secure all cargoes in a manner that will avoid
exposing the ship and people on board to unnecessary risk.
●
Agree the planned procedures for the handling of cargo with
berth or terminal operators before loading or unloading.
●
Arrange a system of work to limit the need to work on
container tops.
●
Stow all cargo taking into account the order of discharge at a
port or number of ports.
28.2.5 The 2011 TDC Code provides:
●
practices for safe transportation
●
methodologies for safe stowage and securing
●
design principles for securing systems
●
guidance for developing procedures and instructions to be
included in ships’ cargo-securing manuals on safe stowage
and securing
●
sample checklists for safe stowage and securing.
SI 1999/336; MGN 107 (M); IMO Resolution A.714(17)
28.2.6 When planning the position of cargo and the order of loading and
unloading, consider the eects that these operations will have upon
access and the safety of personnel:
●
Record all the cargo information, including gross mass of the
cargo or cargo units and any special properties detailed on board
or in the shipping documents, and use it in planning.
●
Where more than one port is involved for loading or unloading,
where possible load the cargo in layers rather than in tiers to avoid
building high vertical walls of cargo.
●
Take care not to overstow lighter cargoes with heavier cargoes,
which may lead to a collapse of the stow.
●
Wherever practicable, stow cargo so as to leave safe clearance
behind the rungs of hold ladders and to allow safe access as may
be necessary at sea.
●
Minimise the need to walk across or climb onto the deck cargo
where this may involve an approach to an unprotected edge with
a risk of falling.
●
Take care to avoid large gaps next to cargo where it is stacked
against corrugated bulkheads.
Chapter 28
Code of Safe Working Practices for Merchant Seafarers Dry cargo 427
28.2.7 Safe access
●
Stow deck cargo in line with statutory requirements and keep it
clear of hatch coamings to allow safe access.
●
Always allow clear access to safety equipment, firefighting
equipment (particularly fire hydrants) and sounding pipes.
●
Make any obstructions in the access way, such as lashings or
securing points, clearly visible by painting them white or another
contrasting colour. Where this is impracticable and cargo is stowed
against the ship’s rails or hatch coamings to such a height that the
rails or coamings do not protect personnel from falling overboard or
into the open hold, provide temporary fencing (see section 11.5).
SI 1998/2241
28.2.8 Rig suitable safety nets or temporary fencing where personnel
are at risk of falling because they have to walk or climb across
built-up cargo.
28.2.9 When deck cargo is stowed against and above ship’s rails or
bulwarks, provide a wire rope pendant or a chain, extending from the
ring bolts or other anchorage on the decks to the full height of the
deck cargo. This is to avoid personnel having to go overside to aach
derrick guys and preventers directly to the anchorages on the deck.
28.2.10 Where beams and hatch covers have to be removed at intermediate
ports before unloading surrounding deck cargo, leave an access
space at least 1 metre wide adjacent to any part of the hatch or
hatchway that is to be opened. If this is impracticable on deck use
fencing or lifelines to enable seafarers to remove and replace beams
and hatch coverings safely (see section 11.5).
28.2.11 In the tween decks, the guidelines should be painted around the
tween deck hatchways at a distance of 1 metre from the coamings.
28.3 Dangerous goods and substances
28.3.1 Packaged dangerous goods are marked, labelled or placarded to
indicate the contents and their hazardous or polluting properties.
Use this information to assess any risk to seafarers and put in place
any necessary safety measures. Merchant shipping regulations
lay down requirements for the carriage of dangerous substances.
Follow the provisions of the International Maritime Dangerous
Goods (IMDG) Code together with those in the relevant merchant
shipping notices. The IMDG Code contains details of classification,
documentation, marking and labelling, and packaging and advice
to meet the requirements of the regulations. In particular it lists and
gives details of many dangerous substances.
SI 1997/2367; MGN 340 (M)
428 Dry cargo Code of Safe Working Practices for Merchant Seafarers
28.3.2 The general introduction and the introductions to individual
classes of dangerous goods in the IMDG Code contain many
provisions to ensure the safe handling and carriage of dangerous
goods, including requirements for electrical equipment and wiring,
firefighting equipment, ventilation, smoking, repair work, provision
and availability of special equipment. Some of these are general
for all classes and others specific to certain classes. Refer to
this information before handling dangerous goods. Some of the
requirements are highlighted below. If in doubt consult the Maritime
and Coastguard Agency (MCA) or other competent authority.
Chapter 7.8 of the IMDG Code provides advice on special
requirements in the event of an incident and fire precautions
involving dangerous goods. Follow this, in line with the ship’s safety
management system, in the event of spillage or other incident.
28.3.3 A responsible, competent ocer should supervise the loading and
unloading of dangerous goods. If applicable they should do this in
accordance with the ship’s document of compliance for the carriage
of dangerous goods. Take suitable precautions, such as providing
special liing gear as appropriate, to prevent damage to receptacles
containing dangerous goods.
28.3.4 Load, stow and carry dangerous substances in bulk in line with
Appendix 1 of the International Maritime Solid Bulk Cargoes Code
(IMSBC) published by IMO.
28.3.5 Establish emergency response procedures for the substances
carried in line with the IMO’s Emergency Procedures for Ships
Carrying Dangerous Goods (EmS Guide). Check this to ensure
that the ship carries the appropriate emergency equipment. The
application of such measures is under the control of the master of
the ship; it will depend on the circumstances of the incident and
the location of the ship. Keep the equipment necessary for the
execution of the emergency response immediately available and
ensure the crew are trained and practised in its use. The Medical
First Aid Guide for Use in Accidents Involving Dangerous Goods
(MFAG – MSC 1/Circ 857) should also be available.
MSN 1706 Amendment 1
28.3.6 Emergency response procedures should include cases of
accidental spillage or exposure (see section 28.3.8) and the
possibility of fire.
Chapter 28
Code of Safe Working Practices for Merchant Seafarers Dry cargo 429
28.3.7 Personnel who handle consignments containing dangerous
substances should be able to identify dangerous goods from the
labelling and placarding. They should have, and wear, personal
protective equipment (PPE) including breathing apparatus, where
necessary, appropriate to the hazard. More information on PPE
when handling dangerous substances is available in Chapter 8.
MSN 1870 (M+F) Amendment 5
28.3.8 Spillage of dangerous substances
●
Seafarers should promptly report any leakage, spillage or any
other incident that occurs and involves exposure to dangerous
substances. In the event of accidental exposure, refer to the
MFAG published by IMO.
●
Personnel who are required to deal with spillages or to remove
defective packages should have, and wear, suitable breathing
apparatus and protective clothing as the circumstances dictate.
Suitable rescue and resuscitation equipment should be readily
available in case of an emergency (see Chapter 8).
●
Take the appropriate measures promptly to control any spillage of
dangerous substances.
●
Take particular care when the ship carries dangerous substances
in refrigerated spaces where any spillage may be absorbed by
the insulating material. Inspect insulation aected in this way and
renew it if necessary.
28.3.9 Where there is leakage or escape of dangerous gases or
vapours from cargo, personnel should leave the danger area
and it should be treated as a dangerous (enclosed) space (see
Chapter 15).
28.3.10 Further guidance on the handling and stowage of dangerous goods
is available in the Recommendations on the Safe Transport of
Dangerous Cargoes and Related Activities in Port Areas published
by IMO.
28.4 Carriage of containers
28.4.1 Containers are simply packages of pre-stowed cargo, and sections
of Chapters 16 and 19 may be relevant to their safe working.
Guidance is also published by the UK’s Port Skills and Safety
organisation in its Health and Safety in Ports series, SIP Leaflet 008
– Guidance on the storage of dry bulk cargo.
28.4.2 Where a container holds dangerous goods, follow the relevant
guidance in section 28.3. For guidance on control of substances
hazardous to health see Chapter 21.
430 Dry cargo Code of Safe Working Practices for Merchant Seafarers
28.4.3 Freight containers should comply with the International Convention
for Safe Containers 1972 (CSC), under which they must carry a
safety approval plate (CSC plate). Report any defective containers or
containers on which the CSC plate is missing so they can be taken
out of service.
28.4.4 Containers should not be loaded beyond the maximum net
weight indicated on the CSC plate, and should be in a safe
condition for handling and carriage.
28.4.5
●
Use equipment for liing a container that is suitable for the load
and safely aached to the container.
●
The container should be free to be lied. Li it slowly to guard
against it swinging or some part of the liing appliances failing.
This is in case there are any unsecured contents which may be
unevenly loaded and poorly distributed, or in case the weight of
contents incorrectly declared.
●
When loading and securing goods into a container follow the
IMO/ILO/UN/ECE Guidelines for Packing of Cargo Transport Units
(CTUs).
●
Take special care when liing a container with a mobile centre
of gravity, such as a tank container, bulk container or a container
with contents that are hanging.
28.4.6 Provide safe means of access to the top of a container to release
liing gear and to fix lashings. Protect personnel from falling, where
appropriate, by providing a properly secured safety harness or other
suitable means.
28.4.7
Lash all containers individually and get a competent person
to check them. Where containers are stacked, consider the appropriate
strength features of the lashing and stacking-induced stress.
28.4.8 On ships that are not specially constructed or adapted for the
carriage of containers, wherever possible stow the containers
fore and a and securely lashed. Do not stow containers on decks
or hatches unless it is known that the decks or hatches are of
adequate overall and point load-bearing strength. Use adequate
dunnage.
28.4.9 Where the design for securing containers and checking lashing
makes access onto container tops necessary, use the ship’s
superstructure, a purpose-designed access platform, or personnel
cages which include a suitable adapted liing appliance. If this is not
possible, an alternative safe system of work should be in place.
Chapter 28
Code of Safe Working Practices for Merchant Seafarers Dry cargo 431
28.4.10 To allow access to the tops of overheight, so-top or tank
containers, where necessary, for securing or cargo-handling
operations, stow solid top or ‘closed containers’ between them
whenever practicable.
28.4.11 Where the ship’s electrical supply is used for refrigerated containers,
provide the supply cables with proper connections for the power
circuits and for earthing the container. Before use, inspect the
supply cables and connections, repair any defects and get a
competent person to test them. Handle supply cables only when
the power has been switched o. Where there is a need to monitor
and repair refrigeration units during the voyage, consider whether to
provide safe access in a seaway when stowing these containers.
28.4.12 Personnel should be aware that containers may have been
fumigated at other points in the transport chain, and there may be a
residual hazard from the substances used.
28.5 Working cargo
28.5.1 For regulations and guidance on liing equipment and liing
operations, including examination and testing requirements, see
Chapter 19.
28.5.2 Safety arrangements made before working cargo should ensure
that adequate and suitable liing equipment is available, in
accordance with the register of liing appliances and cargo gear,
and that all plant and equipment and any special gear necessary
is available and used. Check cargo gear regularly throughout the
cargo operation for damage or malfunction.
28.5.3 Do not do repair or maintenance work, such as chipping, spray
painting, shot blasting or welding, in a space where cargo
operations are in progress.
28.5.4 When loads are lowered or hoisted they should not pass or
remain over any person working in the cargo space area, or over
means of access. Personnel should take care when using access
ladders in hatch squares while cargo operations are in progress.
28.5.5 Cargo information for goods should always show the gross mass
of the cargo or of the cargo units. Where loads of significant gross
mass are not marked with their weight, check-weigh the loads
unless accurate information is available, as provided by the shipper
or packer of the goods.
432 Dry cargo Code of Safe Working Practices for Merchant Seafarers
28.5.6 There should always be a signaller at a hatchway when cargo is
being worked, unless the crane driver or winch operator has a
complete, unrestricted view of the load or total working area. The
signaller should be in a position that gives them a total view of the
operation; where this is not possible additional signallers should
assist. Guidance for signallers is given in sections 19.10.5 to 19.10.9
and Annex 19.3.
28.5.7 Before giving a signal to hoist, the signaller should have clearance
from the person making up the load that it is secure. They should
be sure that no-one else would be endangered by the hoist. Before
giving the signal to lower, the signaller should warn personnel in the
way and ensure they are clear.
28.5.8 Raise and lower loads smoothly, avoiding sudden jerks or ‘snatching’.
When a load does not ride properly aer being hoisted, the signaller
should immediately give warning of danger and the load should be
lowered and adjusted as necessary.
28.5.9 Do not load hooks, slings or other liing gear beyond their safe
working loads. Strops and slings should be of sucient size and
length for safe use. Pull them tight enough to prevent the load, or
any part of it, from slipping and falling. Put loads (sets) together and
sling them properly before hoisting or lowering them.
28.5.10 Before swinging any heavy load give it a trial li to test the
eectiveness of the slinging.
28.5.11 Except to break out or make up slings, do not aach liing hooks to:
●
the bands, strops or other fastenings of packages of cargo,
unless these fastenings have been specifically provided for liing
●
the rims (chines) of barrels or drums for liing, unless the
construction or condition of the barrels or drums enables safe
liing with properly designed and constructed can hooks.
28.5.12 Take suitable precautions, such as using packing or chafing pieces,
to prevent chains, wire and fibre ropes from being damaged by the
sharp edges of loads.
28.5.13 When using slings with barrel hooks or other similar holding devices
where the weight of the load holds the hooks in place, lead the sling
down through the egg or eye link and through the eye of each hook in
turn so that the horizontal part of the sling draws the hooks together.
28.5.14 The angle between the legs of the slings should not normally
exceed 90° because this reduces the safe working load of the sling.
Where this is not reasonably practicable, you may increase the angle
up to 120° as long as the slings have been designed to work at the
greater angles. However, note that at 120° each sling leg is taking
stress equivalent to the whole mass of the load.
Chapter 28
Code of Safe Working Practices for Merchant Seafarers Dry cargo 433
28.5.15 Load trays and pallets (unit loads) using a pallet loader where
available. If using slings hoist the trays and pallets with four-legged
slings. Where necessary, use nets and other means to prevent any
part of the load falling.
28.5.16 Sling bundles of long metal goods, such as tubes, pipes and rails,
with two slings or strops and, where necessary, a spreader. Double-
wrap and secure slings or strops to prevent the sling coming loose.
Also aach a suitable lanyard where necessary.
28.5.17 Load or discharge logs using wire-rope slings of adequate size; do
not use tongs except to break out loads.
28.5.18 Fit cargo buckets, tubs and similar appliances carefully so there is
no risk of the contents falling out. They should be securely aached
to the hoist (eg by a shackle) to prevent tipping and displacement
during hoisting and lowering.
28.5.19 Use shackles for slinging thick sheet metal if there are suitable holes
in the material; otherwise use suitable clamps on an endless sling.
28.5.20 Put loose goods such as small parcels, carboys and small drums in
suitable boxes or pallets with suciently high sides for loading or
discharge, and li them using four-legged slings.
28.5.21 When returning slings or chains to the loading position hook them
securely on the cargo hook before the signaller gives the signal to hoist.
Aach hooks or claws to the egg link or shackle of the cargo hook; do
not allow them to hang loose. Keep the cargo hook high enough so
that slings or chains are clear of personnel and obstructions.
28.5.22 Do not take ‘one-trip slings’ (slings that have not been used
previously for liing and are fied to the load before loading) back
on board ship aer the load has been discharged at the end of the
voyage. Leave them on shore for disposal.
28.5.23 When work is interrupted or has ceased temporarily leave the hatch
in a safe condition with either guardrails or hatch covers in position.
28.6 Lighting in cargo spaces
28.6.1 During cargo operations, cargo spaces should be adequately
lit. Avoid strong contrasts of light and shadow or dazzle (see
section 11.4). Do not use open or naked lights. Portable lights
should be adequately guarded, suitable for the task, and firmly
secured in such a manner that they cannot be accidentally
damaged. Never lower portable lights or suspend them by their
electrical leads. Run leads so they are clear of loads, running
gear and moving equipment.
434 Dry cargo Code of Safe Working Practices for Merchant Seafarers
28.7 General precautions for personnel
28.7.1 Where crew are working alongside shore-based personnel in cargo
operations, provide the same level of safety to both shore- and ship-
side personnel. Each should be aware of the other’s risk assessment
and procedures to ensure there is common understanding.
28.7. 2 Personnel working in cargo spaces should move with caution over
uneven surfaces or loose dunnage, and be alert to protrusions such
as nails.
28.7.3 Where vessels have been built with corrugated bulkheads, erect
precautions such as suitable rails, grids or nets to prevent cargo
handlers or other personnel from falling into the space between the
rear of the corrugation and the stowed cargo.
28.7.4 Where personnel are working on or near the cargo ‘face’ the face
should be secured against collapse, especially where bagged cargo
may be bleeding from damage. Where it is necessary to mount a
face, use a portable ladder. This should be properly secured against
slipping or shiing sideways or held in position by other personnel.
When personnel are working in areas where there is a risk of falling,
put up safety net(s). Do not secure the nets to hatch covers.
28.7.5 Personnel should be aware that cargoes may have been fumigated
at other points in the transport chain, and there is a risk that toxic
fumes may build up in enclosed spaces. An enclosed space entry
permit may be required to work in or around these areas. The
designated competent person(s) on board the ship must do this
risk assessment.
28.8 Moveable bulkheads in cargo holds
28.8.1 Moveable bulkheads are fied in some small, multi-purpose vessels
to allow more flexibility in the types of dry cargo carried from one
voyage to the next.
28.8.2 There have been several serious and even fatal accidents when
seafarers were moving or carrying out maintenance on these types
of bulkheads. The procedures for the operation and maintenance of
moveable bulkheads should be documented within the ship’s safety
management system.
28.8.3 Personnel doing work that involves moving the bulkhead or doing
maintenance and hold cleaning should, before starting these
duties, follow the risk assessment for these specific operations
with these bulkheads.
Chapter 28
Code of Safe Working Practices for Merchant Seafarers Dry cargo 435
28.8.4 Personnel doing these duties must be fully trained and competent
in the moving operations associated with these bulkheads and,
where required, with the jacking up of these bulkheads for hold
cleaning. An ocer or other supervisor who is familiar with these
types of bulkhead and competent to oversee such operations must
supervise these personnel at all times.
28.8.5 Seafarers must be trained before they are given duties associated
with these bulkheads.
28.8.6
Because the operations involved with these bulkheads are so
dangerous, consider issuing a permit to work for any duties
associated with them.
28.8.7 In the operation of certain designs of moveable bulkhead, also
consider, when jacking up these bulkheads for hold-cleaning
purposes, or for inspection and maintenance purposes, using
additional temporary holding supports at the upper end, when the
‘swing-over’ wheel system for moving these bulkheads cannot
be engaged.
●
Load, stow and carry dangerous substances in bulk in line
with IMSBC.
●
When carrying dangerous goods establish the emergency
response procedures within the ship’s safety management
system.
●
Load, stow and secure cargo other than bulk cargo in line with
the ship’s approved cargo-securing manual.
●
Load, stow and secure timber cargo decks throughout the
voyage in line with the 2011 TDC Code.
●
When planning the stowage of cargo, good communications
are essential to ensure it is placed correctly on board and
seafarers are aware of its contents.
●
Seafarers must wear PPE as instructed.
436 Dry cargo Code of Safe Working Practices for Merchant Seafarers
Not for resale
Chapter 29
Code of Safe Working Practices for Merchant Seafarers Tankers and other ships carrying bulk liquid cargoes 437
29
Tankers and other ships carrying
bulk liquid cargoes
29.1 Introduction
29.1.1 Seafarers appointed to work on tankers or similar vessels must meet
the special training and qualifications requirements specified under
Chapter V of the International Conventions on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW Convention),
1978, as amended.
SI 2022/1342; MSN 1866 (M) Amendment 1
Key points
●
There are specific risks involved in the carriage of bulk liquid
cargoes which vary according to ship and cargo type. Cargoes
may present a risk of fire or explosion; produce toxic vapours;
be harmful in contact with the skin; or have other harmful
characteristics.
●
Seafarers should ensure that they fully understand the
company’s operational and emergency procedures and best
practice industry guidelines relating to the carriage of bulk
liquid cargoes.
International Safety Guide for Oil Tankers and Terminals (ISGOTT)
and Tanker Safety Guides (Chemicals and Liquefied Gas)
published by the International Chamber of Shipping (ICS)
Your organisation should
●
ensure that seafarers working on oil, chemical and gas
tankers or similar vessels have had the special training and
hold the relevant qualifications specified in regulation V/1-1
and V/1-2 of the International Conventions on Standards of
Training, Certification and Watchkeeping for Seafarers (STCW
convention), 1978 as amended
●
assess the risks arising from the carriage of bulk liquid
cargoes, using any information available, including relevant
best practice industry guidelines
●
ensure that crew have regular training in emergency
procedures and special emergency equipment.
438 Tankers and other ships carrying bulk liquid cargoes Code of Safe Working Practices for Merchant Seafarers
29.1.2 Companies should assess the risks arising from bulk liquid
cargoes, using any information available, especially the chemical
data sheets in the Tanker Safety Guides (gas and chemical) from
the International Chamber of Shipping.
29.1.3 All seafarers should be trained to use the relevant personal
protective equipment and in emergency procedures, including
use of special emergency equipment. Guidance on general
operational procedures and precautions is given in the relevant
guidance documents for the ship types; details are provided in
this chapter.
29.1.4 Companies are required under the International Safety
Management (ISM) Code to have their own documented safety
management procedures. Relevant statutory publications, best-
practice industry guidelines and detailed safety management
system procedures should be available on board for crew.
29.1.5 Crew members should have regular training in emergency
procedures and the use of any special emergency equipment,
as appropriate. Instruction should include personal first-aid
measures for dealing with accidental contact with harmful
substances in the cargo being carried and with inhalation of
dangerous gases and fumes.
International Maritime Organization (IMO) EmS Guide; IMO
Medical First Aid Guide (MFAG)
29.1.6 Owing to the risks of ill-eects arising from contamination by
certain liquid cargoes, especially those carried in chemical
tankers and gas carriers, seafarers should maintain high
standards of personal hygiene, particularly when they have
been engaged in cargo handling and tank cleaning. To
prevent exposure to hazardous chemicals, consider use of
decontamination showers and wearing appropriate PPE such as
full body chemical suits with breathing and eye protection. The
primary aim must be to prevent the various routes for chemical
exposure to one’s body: inhalation, ingestion, injection, and eye
and skin contact.
29.1.7 Seafarers on board responsible for the safe loading and carriage
of the cargo should have all the relevant information about its
nature and character before it is loaded. They need information
about the precautions to take during the voyage, and they
should also be trained in handling procedures. Other seafarers
should be advised of any precautions that they too should take.
The relevant material safety data sheets for the cargo being
carried should be available on board before the cargo is loaded.
Chapter 29
Code of Safe Working Practices for Merchant Seafarers Tankers and other ships carrying bulk liquid cargoes 439
29.1.8 Rules restricting smoking and the carriage of matches or cigaree
lighters and electronic devices should be strictly observed. Any
equipment used in hazardous cargo areas should be certified as
intrinsically safe.
29.1.9 Clear up any spillages and leakages of cargo promptly. Do not
discard oil-soaked rags carelessly where they may be a fire hazard
or ignite spontaneously. Do not allow other combustible rubbish to
accumulate. Follow the procedures under the approved shipboard
oil pollution emergency plan or shipboard marine pollution
emergency to deal with any spills.
MARPOL Annex I/37 and Annex II/17
29.1.10 Keep cargo-handling equipment, testing instruments, automatic and
other alarm systems in good working condition. Equipment should
be calibrated and serviced at the manufacturer’s recommended
intervals. Electrical equipment for use in the cargo area should be of
an approved design and certified safe. The safety of this equipment
depends on its being properly maintained by competent people.
Unauthorised people should not interfere with this equipment.
Report immediately any faults, such as loose or missing fastenings
or covers, corrosion, and cracked or broken lamp glasses.
29.1.11 Work that might cause sparking or that involves heat should not be
done unless authorised by the responsible person. This work should
be authorised only aer the work area has been tested and found
gas-free, or its safety is otherwise assured by evaluating all the
risks involved.
29.1.12
Where people have to enter any dangerous (enclosed) space, the
precautions given in Chapter 15 should be strictly observed. Dangerous
gases may be released or leak from adjoining spaces while work is in
progress so the atmosphere should be tested frequently. Follow the
guidance in Chapter 14 on permit to work systems.
SI 2022/0096
29.2 Oil and bulk ore/oil carriers
29.2.1 Tankers and other ships carrying petroleum or petroleum products
in bulk are at risk from fire or explosion arising from ignition of
vapours from the cargo, which may in some circumstances enter
into any part of the ship.
29.2.2 Additionally, vapours may be toxic, some even in low concentrations,
and some liquid products are harmful on contact with the skin.
440 Tankers and other ships carrying bulk liquid cargoes Code of Safe Working Practices for Merchant Seafarers
29.2.3 Guidance on the general precautions to take is given in ISGOTT,
published by ICS, Oil Companies International Marine Forum and
the International Association of Ports and Harbours. Companies
are also required, under the ISM Code, to have their own documented
safety management procedures. These publications and detailed
procedures should be available on board and the guidance
diligently followed.
29.2.4 Consider all hazards associated with the generation of static
electricity during loading and discharging of cargo and during tank
cleaning, dipping, ullaging and sampling.
29.2.5 Where an inert gas system is fied under the regulations, the
oxygen content in the inert gas delivered to cargo tanks should not
exceed 5% by volume. This will help ensure that the oxygen content
of the atmosphere in any part of the cargo tank(s) does not exceed
8% by volume. In this way it prevents a flammable atmosphere
developing in the cargo tanks.
29.2.6 Take additional precautions in line with ISGOTT when handling static
accumulator cargoes and those containing hydrogen sulphide (H
2
S)
and benzene.
SI 2014/1512; FSS Code
29.3 Liquefied gas carriers
29.3.1 Tankers and other ships carrying liquified gas in bulk are at risk
from vapour cloud explosion and boiling liquid expanding vapour
explosion. These can be particularly dangerous to everyone on
board and if in port, the local area, especially if safe systems of work
are not followed.
Guidance on the general precautions to take on these vessels is
given in the Tanker Safety Guide (Liquefied Gas) published by the
ICS. The International Code for Construction and Equipment of
Ships Carrying Liquefied Gases in Bulk (IGC) contains guidance on
operational procedures for safe transportation of liquefied gases
in bulk.
SI 1994/2464
29.3.2 Note that cargo pipes, valves and connections, and any point of
leakage of the gas cargo, may be very cold. Accidental contact with
these may cause severe cold burns.
29.3.3 Reduce pressure carefully and drain the liquid cargo from any
point of the cargo transfer system, including discharge lines and
cargo manifolds. When necessary purge with nitrogen before
disconnection.
Chapter 29
Code of Safe Working Practices for Merchant Seafarers Tankers and other ships carrying bulk liquid cargoes 441
29.3.4 Some cargoes, such as ammonia, have a very pungent, suocating
odour. Even 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 allow the cargo to be closely supervised and should
be sited as far away from the manifold area as possible. Seafarers
should know where to find eyewash equipment and safety showers.
29.4 Chemical carriers
29.4.1 The cargoes carried in bulk on chemical tankers 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 have
other hazardous characteristics.
29.4.2 A chemical tanker may carry just one or a few products. Alternatively it
may have many cargo tanks carrying numerous products which may
be completely segregated, if required, to avoid cross-contamination.
29.4.3 IMO has developed codes (International Code for the Construction
and Equipment of Ships Carrying Dangerous Chemicals in Bulk
(IBC Code) and the Code for the Construction and Equipment of
Ships Carrying Dangerous Chemicals in Bulk (BCH Code)). The
codes are statutory under merchant shipping regulations and apply
to chemical tankers based on their date of construction. 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. This includes what to do in the event of spills
and leaks, countermeasures against accidental personal contact,
firefighting procedures and firefighting media. Further guidance
on general operational procedures and precautions to follow on
chemical tankers is available in the Tanker Safety Guide (Chemicals)
published by the ICS.
29.4.4 The ship arrangements and the equipment for cargo handling may
be complex. They might require a high standard of maintenance and
special instrumentation, protective clothing and breathing apparatus
for entry into dangerous spaces.
SI 1996/3010
29.4.5 Many products carried on chemical tankers are loosely referred to
as alcohols. Drinking these could lead to serious injury and death,
and strict controls should be exercised when carrying such cargoes
to prevent pilfering.
442 Tankers and other ships carrying bulk liquid cargoes Code of Safe Working Practices for Merchant Seafarers
●
Follow safety signs (see Chapter 9).
●
Always wear appropriate PPE.
●
Read the material safety data sheets for cargoes being carried.
●
Use tested and calibrated gas meters, appropriate to the
cargoes being carried.
●
Maintain good communications throughout cargo handling
operations.
●
Report spillages and leakages of cargo immediately so they
can be managed and cleared safely.
●
Always use intrinsically safe equipment within gas-hazardous
and other hazardous areas.
●
Do not use any electrical or electronic equipment that has not
been approved for use in gas-hazardous areas.
●
Maintain positive pressure inside accommodation to prevent
entry of hazardous vapours from cargo areas.
●
Follow the ship’s SMS and guidance on handling dangerous
cargos.
●
Do risk assessments to ensure the safe storage and handling
of dangerous cargos.
●
Always follow instructions for entry into an enclosed space,
with permits to work (see Annex 14.1 and Chapter 15).
Chapter 30
Code of Safe Working Practices for Merchant Seafarers Port towage industry 443
30
Port towage industry
30.1 Introduction
30.1.1 This chapter applies to seafarers working on tugs involved in
towage operations within port/harbour limits. It highlights the
potential hazards of towage and provides general guidance on
the management of risk. This chapter refers to other relevant
documents or sections of this Code so read them with it.
Key points
●
Understand the risks of conducting towage operations.
●
Take precautions during connecting/disconnecting and
handling tow lines.
●
Inspect and maintain towing equipment eectively.
●
Maintain good communications throughout the operation.
●
Move clear of hazards as soon as possible.
Your organisation should
●
Based on the findings of a risk assessment, plan towage
operations with appropriate control measures to protect
everyone who may be at risk.
●
Follow accepted best practice and the requirements and
guidance of equipment manufacturers.
30.1.2 Before starting towage, prepare a comprehensive plan in liaison with
the towed vessel, taking into account all relevant factors:
●
the weather and sea state
●
the visibility
●
the condition of the equipment, and whether it is in place and
fixed correctly
●
which personnel to allocate to the task
●
the best communication method to use
●
the position of tug points, bollard pull and the limits of bis
and bollards
●
the connection and disconnection points, and the destination
●
the contingencies in case of emergency.
Communicate this plan to everyone involved in the operation
on board.
444 Port towage industry Code of Safe Working Practices for Merchant Seafarers
30.2 Watertight integrity
30.2.1 Maintain the watertight integrity of a tug at all times. When the tug
is engaged on any towage operation, keep all watertight openings
securely fastened. The tug crew should avoid working below the
waterline at this time.
30.2.2 Display signs to advise of a watertight opening that conform with
Chapter 9.
30.3 Testing and inspection of towing equipment
30.3.1 Inspect all towing hooks and alarm bells daily.
30.3.2 Test the emergency-release mechanisms on towing hooks and
winches both locally and, where fied, remotely, before each operation.
30.3.3 Inspect all towing equipment in use for damage both before and
aer a tow. Refer to the manufacturer’s instructions and company
procedure for inspecting and maintaining towing equipment and
when determining the safety factor and life expectancy of rope
or wire.
30.3.4 Read the guidance in section 18.28 (Ropes and wires) in conjunction
with this section.
MGN 592 (M+F) Amendment 1 anchoring
30.4 Connecting and disconnecting the towing gear
30.4.1 Before beginning a tow, the master should determine which towing
gear is suitable for the operation and instruct the crew accordingly.
30.4.2 When receiving heavy lines, the tug crew should be aware of
the risk of injury through being struck by a monkey’s fist or
other weighted object aached to a line. Report any dangerously
weighted heaving lines.
30.4.3 Warning
Always stand clear of the area onto which the heaving line is to
be thrown down. Remember that the heaving line may not land
exactly where you may have indicated.
30.4.4 When connecting the tug to the assisted vessel, the tug crew
should ensure that the towing gear is clear of any obstructions, able
to run freely and is run out from the tug in a controlled manner.
30.4.5 During disconnection, seafarers on deck should be aware of the
risk of injury if the towing gear is released by the assisted ship in
an uncontrolled manner, and avoid standing directly below. They
should also be aware that any towing gear that has been released
and is still outboard may ‘foul’ on the tug’s propeller(s), steelworks or
fendering, causing it to come tight unexpectedly.
Chapter 30
Code of Safe Working Practices for Merchant Seafarers Port towage industry 445
30.5 Use of a bridle or gog rope during towing
operations
30.5.1 Use a suitable bridle, gog rope/gob rope or wire in circumstances
where the towline is likely to reach such an angle that a girting
situation may arise.
30.6 Seafarer safety during towing operations
30.6.1 The deck crew should indicate to the master once the towing
gear is connected and then clear the open deck. If seafarers
need to remain on deck they should stand in a safe position well
clear of the winch/towline. If seafarers need to aend the towing
equipment during the towing operation, they should be in contact
with the bridge via radio and should keep the length of time they are
exposed to the absolute minimum.
30.6.2 During towage operations, the towing gear, equipment and
personnel should be continuously monitored. Personnel should
relay any change in circumstances immediately to the master. This
is particularly important on tugs where the master has a restricted
view of those areas and personnel.
30.6.3 Where a tug is made fast, the crew of the assisted vessel should
be made aware that the towing gear may have to be released in an
emergency, possibly without warning.
30.6.4 Tug crews should wear appropriate personal protective equipment
(see Chapter 8).
30.7 Communications
30.7.1 Before towing, the tug and the master (or pilot) of the assisted ship
should agree an eective means of communication and exchange
all relevant information (e.g. speed during connection). They should
also agree on a secondary/alternative means of communication
where possible.
30.7. 2 Internal communications are equally important, and the tug master
should make the crew aware of the intended operation, including any
special circumstances or instructions. The master and crew should
agree an eective means of communication before the operation
begins and should maintain this throughout.
30.8 Interaction
30.8.1 Interaction and its eects on a tug and its handling are well known
and appreciated in port/harbour towage. Masters and crew should
remember that these eects increase with speed.
30.8.2 In areas where interaction exists, and when manoeuvring alongside
a ship, the master should be aware of the possibility of underwater
obstructions, such as bulbous bows and stabiliser fins, and areas
446 Port towage industry Code of Safe Working Practices for Merchant Seafarers
of the ship’s sides to avoid, such as pilot doors. Bow/stern thrusters
and azimuth propulsion systems by the ship may present a hazard
to the tug.
30.8.3 When the tug is close to or coming alongside an assisted ship, the
crew should be aware of interaction and the eect it may have on
the tug. There may be sudden movement or contact which could
cause loss of balance or movement of equipment and other objects.
Marine Guidance Note MGN 199 (M)
30.9 Escorting
30.9.1 Escorting as a regular operation is common within the port towage
industry. It should only be done, however, aer investigating
whether the tug is suitable, the crew are competent and a plan
can be agreed. This type of operation is carried out in both passive
and active modes: passive escort means running free in close
aendance and active escort means fast to the tow.
30.9.2 If active escort is being undertaken, the form of towage can be
direct or indirect, depending on the speed of the tow. When the
escort is made fast to the tow, masters should be aware that
increased loads can be applied to towing gear, especially when
operating in the indirect mode.
To maintain watertight integrity:
●
Mark all watertight openings with a sign warning that they
must remain closed during towage operations.
●
If any openings are used while crew are moving about the
tug during a towage operation they should be re-secured
immediately aer use.
Communicate eectively with all involved during the towing by:
●
Agreeing on both the primary and secondary communication
methods before starting towage operations.
●
Agreeing in advance the call signs to use and the format in
which towage instructions from the assisted vessel/pilot will
be given.
●
Being clear, concise, complete, correct and courteous, and
always acknowledging requests.
●
Towage operations are hazardous.
●
Be prepared to respond in an emergency.
●
Establish a plan for every towing operation.
●
The master should conduct a towage brief with all personnel
on board.
●
Test and maintain equipment.
Chapter 31
Code of Safe Working Practices for Merchant Seafarers Ships serving offshore oil and gas installations 447
31
Ships serving offshore oil and gas
installations
31.1 Introduction
31.1.1 The oshore industry has changed much over the years, aecting
the way the industry works. The safe working practices set out in
this chapter reflect those changes.
Key points
●
All personnel are responsible for their own safety and the
safety of those they work with. They must always act to
prevent accidents and may terminate cargo operations on
safety grounds at any time. All operations on deck must be
risk assessed, discussed and agreed with all involved via a
toolbox talk prior to the work commencing.
●
When carrying out risk assessments, discussion and
communications need to take place with all parties involved.
●
When at sea, only seafarers involved in the cargo operation
should be on the cargo deck. Other seafarers should stay
clear of the work area.
Your organisation should
●
ensure that appropriate personal protective equipment (PPE)
is provided for all weather conditions
●
ensure that arrangements are in place for crew members
to have adequate breaks, particularly if working in adverse
weather conditions
●
assess the working areas of working decks to ensure that
the noise levels, generated from both the vessel and the
neighbouring platform, are within acceptable levels
●
if necessary, suitable hearing protection should be provided that
does not restrict or inhibit communication on the installation or
between the installation and the bridge.
31.1.2 There are many dierent types of vessels now in regular use other
than the standard platform supply vessel or anchor handling tug
supply. These range from emergency response and rescue vessels
(ERRVs) and their daughter cras to more flexible types of multi-role
vessels that cover the ERRV role, inter-field transfers and general
cargo activities.
448 Ships serving offshore oil and gas installations Code of Safe Working Practices for Merchant Seafarers
31.1.3 In addition, there are a wide range of specialist vessels involved
in drilling, construction, platform maintenance, accommodation,
diving support and other functions. This chapter provides general
guidance for oshore operations, and in particular for supply vessels
and anchor handling. Sources of guidance for other specialist
vehicles are listed in Appendix 2.
31.2 Responsibilities
●
The master has the responsibility to stop any operations that
threaten the safety of the vessel or crew or the installation’s
integrity.
●
Other pressures, whether work-related or commercial, must
not interfere with the master’s professional judgement. The
master must inform the relevant parties of any serious conflict
of interests arising from instructions or activities of other
parties.
●
The oshore installation manager (OIM) controls the entry of
all vessels into the 500-metre zone around the installation
and can modify or terminate any support vessel activity that
they regard as hazardous to the installation or persons on it.
However, the master of the vessel has the final responsibility
for ensuring the safety of the vessel and the crew.
●
The OIM may delegate operational tasks to other competent
installation personnel.
31.3 General precautions
31.3.1 Seafarers working in cold and wet conditions should wear
waterproof garments over warm clothing. Arrangements should be
made for relief at suitable intervals to avoid undue exhaustion and
hands and limbs becoming cold and numb. Consideration should
be given to breaks for seafarers if operations are to continue for
several hours.
31.3.2 If working on deck cannot be avoided during adverse weather,
consideration should be given to adjusting the ship’s heading and
speed to provide as safe a platform as possible. Lifelines should
be rigged on the working deck to facilitate safe movement. Decks
should, as far as practicable, be kept free from ice, slush, algae
and any substance or loose material likely to cause slips and falls.
A lookout should be kept to give warning of imminent oncoming,
quartering or following seas, or the operation suspended until the
risk of shipping seas is over.
Chapter 31
Code of Safe Working Practices for Merchant Seafarers Ships serving offshore oil and gas installations 449
31.3.3 During hours of darkness, sucient lighting should be provided
at access ways and any work location to ensure that obstructions
are clearly visible, that seafarers working on deck can be clearly
seen from the bridge and installation, and that the operation may
be carried out safely. Lighting should be placed so that it does
not dazzle the navigational watch, interfere with the prescribed
navigational lights nor dazzle the deck crew when carrying out
cargo operations.
31.3.4 Owing to the unpredictable movement of vessels, especially in regard
to the rise and fall, the use of tag lines should be considered only in
exceptional circumstances and aer a thorough risk assessment.
31.4 Personal protective equipment
31.4.1 Personnel who are working in cold and wet conditions should wear
waterproof garments over warm clothing.
31.4.2 If there is a chance that a seafarer could be knocked or washed
overboard during cargo operations, then a self-inflating personal
flotation device (working lifejacket) should be worn so as not to
impede working movements. It must be capable, when activated, of
turning the seafarer onto their back if they are unconscious.
31.4.3 When carrying out cargo operations, as a minimum, coveralls,
high-visibility vest, safety helmet, safety boots, safety eyewear as
appropriate and gloves should be worn.
31.5 Offshore support vessels: communications
31.5.1 Where practical, and when using very high frequency (VHF),
communications between the vessel and the platform should be
conducted on a dierent channel from the one used for general
in-field communications, because this allows for beer and less
interrupted communications.
31.5.2 At all times when work is being done on the deck, there should be
an ecient means of radio communication between the bridge,
crane and seafarers involved. A back-up system should be available
between the bridge and seafarers involved and this can either be a
public address system or an additional radio.
31.5.3 A proper radio watch must be maintained on the bridge. This
includes the appropriate emergency and calling channels as well as
the current working channels.
450 Ships serving offshore oil and gas installations Code of Safe Working Practices for Merchant Seafarers
31.6 Carriage of cargo
This section should be used in conjunction with the Oil & Gas UK
publication Best Practice for the Safe Packing and Handling of Cargo
to and from Oshore Locations, Guidelines for Oshore Marine
Operations (G-OMO) and local supplement, and the International
Maritime Dangerous Goods (IMDG) Code where applicable. Please
see Appendix 2 for further information.
31.6.1 The master is responsible for the safe and correct loading of their
vessel, and should give due consideration to any known discharge
priorities or order of discharge for the cargo when deciding how and
where it will be loaded. They should ensure that the cargo is stowed
in such a way as to allow access for the seafarers to lis without the
need to climb over cargo and allows for proper and eective lashing
arrangements. This will help avoid the temptation to ‘cherry pick’ a
specific container.
31.6.2 All oncoming cargo should be checked against the manifest
to ensure that only the cargo listed is loaded. If there are any
discrepancies, then loading should be stopped until they can be
resolved. If necessary, the cargo should not be loaded. A cargo plan
should be produced so that locations of all items are known. There
should be pre-notification of any dangerous goods.
31.6.3 Careful aention must be paid to the positioning of dangerous
cargo, with segregation as necessary, and the loading plan must
include the locations of all dangerous goods.
31.6.4 Before securing, all containers should be given a visual check to
ensure there are no defects, the container test is in date and there
are no trapped strops or potential dropped objects. All containers
should have been inspected prior to loading, so the check that is
carried out by the deck crew will be to ensure that nothing has been
damaged in transit and nothing obvious has been missed.
31.6.5 When stowing cargo, aention should be given to potential
snagging hazards. These include, but are not limited to, stacking
points and pad-eye protectors, which may be larger than usual,
tie-down hooks, door handles, crash barriers or even entrances to
safe havens.
31.6.6 When loading half-height containers, consideration should be given
to whether the liing strops may get caught on the containers’
contents when discharging. A suitable material should be used to
cover the equipment inside and prevent the potential for snagging
hazards. This may include nets, tarpaulins, wood baens, roof bars,
cord lashing and crating of equipment.
31.6.7 Crane operators should be instructed to take up the weight slowly
on liing strops in case of any snagging, and crew members must
exercise particular caution and stand clear.
Chapter 31
Code of Safe Working Practices for Merchant Seafarers Ships serving offshore oil and gas installations 451
31.6.8 Boat-shaped skips should not be used.
31.6.9 Wherever possible, scaolding tubes and/or boards should be
pre-slung into an appropriate cargo-carrying unit designed for
four-point liing.
31.6.10 Cargo operations can continue for several hours. In such cases,
careful consideration should be given to ensuring that all involved
remain alert. All seafarers must ensure that they follow the hours
of rest requirements at all times. This is particularly important if the
vessel is sailing into port immediately aer cargo work or sailing
directly prior to it.
31.6.11 Any personnel working on cargo operations are entitled to stop the
operation on safety grounds, until the activity has been reassessed
and cleared as safe to resume.
31.6.12 Areas of the deck that are not to be used for cargo stowage should
be clearly marked or otherwise indicated.
31.6.13
The safe securing of all deck cargoes should be checked by a
competent person before the vessel proceeds on passage. To
enable unloading at sea to be carried out safely, independent cargo
units should, as far as practicable, be individually lashed. Where
it is not practical to lash individual pieces of cargo, groups of lis
intended for the same delivery location should be secured together.
Lashings should, where practicable, be of a type that can be easily
released and maintained.
31.6.14 All lashings should be checked at least once during each watch
whilst at sea. Seafarers engaged in the operation should be
closely supervised from the bridge, particularly in adverse weather
conditions. At night in adverse weather, a searchlight should be used
to aid remote checking of lashings to avoid placing personnel at risk.
31.6.15 Where fied, pipe posts should be used to restrain the movement
of tubulars.
31.7 Bulk cargo operations
31.7.1 Cargoes carried in bulk range from dry-powdered products such as
cement or barites to liquid products such as water, fuel oil, brine and
oil-based muds.
452 Ships serving offshore oil and gas installations Code of Safe Working Practices for Merchant Seafarers
31.7. 2 Discharging bulks pose a significant risk to the environment as
well as to personnel. As such, before undertaking any bulk cargo
operation, check the following:
●
Agreement should be aained prior to the vessel entering the
500-metre safety zone as to what product is required and how
much product will be discharged, or received by, the installation.
●
Pressure ratings of all equipment should be checked to ensure
that they are suitable for the operation.
●
Prior to commencement, the pumping rate and density of the
product should be agreed, as should the proposed sequence of
events. Only once these are agreed amongst all involved parties
should the operation commence.
●
The pumping rate should start o very slowly, to check that all
connections are secure and the product is going into the agreed
tank(s). Once this has been confirmed and all checks have been
made, pumping can be increased to the agreed rate. Further
checks of connections should be made once the final pumping
rate has been reached.
●
Each party should give sucient warning if tanks need to be
changed over. Confirmation should be given once this has been
done.
●
The vessel and the platform should regularly confirm the amount
discharged or loaded. If there are any discrepancies, then the
operation should stop until the error can be ascertained.
●
If communications are lost at any time, then the operation should
be stopped.
●
Appropriate deck personnel should be available and nearby
during the entire operation.
●
The master and/or ocer of the watch should be able to see the
bulk hoses at all times.
●
When discharging liquids, appropriate save-alls should be fied
and adequate spill equipment should be ready for immediate use.
●
Valves shall not be closed against the cargo pump.
●
Unregulated compressed air should not be used to clear bulk
hoses because this can damage tanks.
●
Compressed air should not be used to clear hoses that have
been used for hydrocarbons because this increases the risk
of explosions.
●
All hoses should have sucient flotation collars fied.
●
The hose used should be the correct type for the task.
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Code of Safe Working Practices for Merchant Seafarers Ships serving offshore oil and gas installations 453
31.8 Approaching installation and cargo-handling
operations
31.8.1 At no time is an installation’s exact position to be used as a
global positioning system (GPS) waypoint. Waypoints should
always be oset from the installation and outside the 500-metre
safety zone.
31.8.2 At no time should a vessel enter the installation’s 500-metre zone in
autopilot. The vessel should be in hand steering.
31.8.3 Prior to entering a 500-metre safety zone, an appropriate checklist
should be carried out. Normally these are company or installation
specific. A typical example of such a checklist can be found in the
G-OMO publication. An entry should also be made in the vessel’s
logbook once these checks have been completed.
31.8.4 The approximate working position needed for the planned operation
should be determined and confirmed with the platform prior to entry
to the 500-metre safety zone.
31.8.5 Aer entry into the 500-metre safety zone, the vessel should
proceed to a ‘set-up’ position that will be at least 1.5 ship’s lengths
from the installation, in a dri-o situation, or 2.5 ship’s lengths
in a dri-on situation. This set-up period will be carried out for a
minimum of ten minutes so as to allow for an accurate assessment
of the prevailing weather conditions and their eect on the vessel.
31.8.6 The current industry weather working guidelines should be followed.
These can be found in the G-OMO publication.
31.8.7 Cargo operations should be stopped if the vessel requires the use of
more than 45% power on its engines and/or thrusters.
31.8.8 At all times, personnel should be alert to the danger of being hit
or crushed should items of cargo swing during a li or become
dislodged through sudden movement of the ship. All seafarers
should approach a li only when it is safely on the deck and the
weight is o the wire.
31.8.9 Once a li is connected, the seafarers should retreat to an
appropriate safe haven before it is lied.
31.8.10 If any back-loading has to take place from the installation during the
o-loading of cargo from the vessel, care should be taken to ensure
that the cargo taken on board is immediately secured against
movement until it can be properly stowed.
454 Ships serving offshore oil and gas installations Code of Safe Working Practices for Merchant Seafarers
31.9 Transfer of personnel by ship to/from
installation
31.9.1 Circumstances may make it necessary to transfer personnel to or
from a vessel. There are a number of ways of achieving this:
●
All personnel to be transferred should be briefed by a responsible
person.
●
Personnel to be transferred should wear working lifejackets and
other PPE suitable for the environmental conditions.
●
Throughout the operation, a lifebuoy, boathook and heaving line
should be kept immediately available on board the vessel for use
in the case of emergencies.
●
The arrangements for rescue and recovery of persons near the
installation, which are set out in the installation’s emergency
response plan, should be in place.
●
Personnel transfer is to commence only if all identified parties
have confirmed readiness.
●
All personnel transfers should only take place aer a thorough risk
assessment has been completed and a toolbox talk carried out
with all personnel involved.
●
Further advice and guidance on personnel transfers can be found
in the G-OMO publication.
31.10 Transfer by specialist craft
31.10.1 When the weather is suitable, transfers can be carried out by
specialised small cra subject to the vessel having enough trained
personnel to carry out such a task safely.
31.10.2 The master of the ship providing the boat should be responsible for
the operation. Due consideration should be given to the eect of
prevailing weather conditions on the safety of the transfer.
31.10.3 As guidance, typically, such operation should not take place if the
prevailing weather conditions include one of the following:
●
The significant wave height exceeds 2.5 metres.
●
There are hazardous amounts of ice or snow on any of the landing
areas to be used. These include access and egress routes.
●
The visibility drops below 500 metres.
●
The wind speed exceeds 25 knots.
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Code of Safe Working Practices for Merchant Seafarers Ships serving offshore oil and gas installations 455
31.10.4 Personnel transfers by cra should not routinely take place during
the hours of darkness. However, if in exceptional circumstances this
cannot be avoided, the following precautions should be implemented:
●
All transfer areas should be illuminated adequately.
●
All lifejackets should be fied with a high-intensity strobe light
and/or a personal locator beacon.
●
Checks should be made to ensure that retro-reflective tape on
jackets, coveralls, etc. is not obscured.
31.10.5 Boarding and disembarkation should be carried out in an orderly
manner under the coxswain’s direction.
31.10.6 The boat’s coxswain should ensure an even and safe distribution
of passengers. Passengers should not stand up or change their
positions during the passage between ships save under instructions
from the coxswain.
31.10.7 The mother ship should establish communication with the receiving
vessel prior to the commencement of the operation and should
maintain continuous visual contact with the boat concerned
throughout the transfer. Any boat used for personnel transfers
should have at least two means of radio communications.
31.10.8 If the transfer of personnel involves a standby vessel, the master
should bear in mind that their vessel must, at all times, be ready to
fulfil its standby vessel duties.
31.10.9 Transfers from one vessel to another shall not take place within the
500-metre zone of any installation without the explicit permission of
the OIM.
31.10.10 Radio communications should be set up between the mother ship,
standby vessel (if it is not carrying out the transfer) and receiving
vessel.
31.10.11 The boat should be crewed by no fewer than two experienced
persons, at least one of whom should be experienced in handling it.
Lifejackets and, if necessary, suitable protective clothing should be
worn by all personnel.
456 Ships serving offshore oil and gas installations Code of Safe Working Practices for Merchant Seafarers
31.11 Transfer by personnel carrier
31.11.1 Transfers from ship to installations are sometimes carried out by some
type of personnel carrier that is lied by the platform’s crane. These
vary in design and redundancy, and can range from simple rope neing
to more elaborate systems where individuals are strapped in. However,
the dangers are similar and must be mitigated against. Once again,
further advice and guidance on personnel transfers using a carrier
system can be found in the G-OMO publication.
31.12 Transfer of personnel by ship to installation by
transfer capsule
31.12.1 Figure 31.1 shows an example of a typical transfer capsule.
The transfer capsule must be on deck and stable before personnel
approach it.
Figure 31.1 Example of a transfer capsule
31.12.2 Personnel should be escorted to the landing/loading area and
approach the capsule one at a time.
31.12.3 Personnel should be secured in the transfer capsule in accordance
with the manufacturer’s user guidance.
31.12.4 The capacity of the capsule must not be exceeded and it is
recommended that, in any case, the load should be no more than
five personnel who should be evenly distributed to ensure maximum
stability.
Chapter 31
Code of Safe Working Practices for Merchant Seafarers Ships serving offshore oil and gas installations 457
31.12.5 No baggage should be taken into the capsule. Baggage should be
transferred in a separate baggage container.
31.12.6 Before liing commences, all personnel (OIM, vessel master and
crane operator) must be in agreement that they are in readiness for
the transfer. Adequate radio communications should be maintained
throughout the transfer.
31.12.7 The capsule should be lied clear of the vessel and swung up and
out as smoothly as possible. Once over the sea, the capsule should
be lied to the installation.
31.12.8 Once over the installation, the capsule should be lowered to the
liing/landing area. Tag lines should be cleared before the capsule is
finally lowered to the landing area.
31.12.9 Transit personnel should remain seated and secured until the
transfer capsule is stable on the deck and the installation personnel
have removed securing and provided an escort to the reception on
the installation.
31.13 Transfer by personnel carrier
31.13.1 The following procedures should be observed for the transfer of
personnel from ship to installation by a personnel carrier:
●
The equipment should be steadied when it is lowered to the deck.
Tag lines may be used and the risk assessment must cover these.
Tags lines should never be wrapped around the hands.
●
Luggage should be secured within the appropriate space in the
carrier or taken up separately.
●
Personnel to be transferred should wear lifejackets and other PPE
suitable for the water and sea conditions.
●
Personnel being transferred should be evenly distributed around
the carrier to ensure maximum stability.
●
If using a basket type of carrier, personnel should stand outside
the basket with feet apart on the board and the basket securely
gripped with both arms looped through.
●
When the ocer in charge is satisfied that all are ready and at
an appropriate moment having regard to the movement of the
ship in a seaway, the basket should be lied clear of the vessel
and then swung up and out as quickly as possible before being
carefully hoisted up to the installation.
●
Radio communications should be set up between ship, standby
vessel (if it is not carrying out the transfer) and installation.
458 Ships serving offshore oil and gas installations Code of Safe Working Practices for Merchant Seafarers
31.14 Transfer by gangway
31.14.1 The master of the transfer vessel, installation OIM and ERRV master
must discuss the prevailing weather conditions before deciding
whether it is safe enough for the transfer to proceed. Operations
should take place only in the hours of daylight.
31.14.2 Transit personnel should be escorted to the gangway access area
and must use the gangway only under the direction of the gangway
operator. Figure 31.2 shows an example of a vessel with a gangway
in place.
Figure 31.2 Example of a vessel with gangway in place
31.14.3 Once on the installation, transit personnel are to be escorted to the
reception area.
31.14.4 The capacity of the gangway should not be exceeded.
31.14.5 Personnel baggage should not be carried on the gangway. Baggage
should be transferred through the use of a separate baggage
container.
31.15 Anchor handling
31.15.1 Anchor handling is generally carried out by vessels commonly
known as anchor handling towing supply (AHTS) vessels. As the
name suggests, they are multi-purpose vessels that can carry out a
number of important roles. However, generally, their primary purpose
is anchor handling. This guidance should be used in conjunction
with the anchor handling section of G-OMO.
31.15.2 Warning
All anchor-handling jobs should be risk assessed and the
findings disseminated to all those involved via a toolbox talk or
similar.
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Code of Safe Working Practices for Merchant Seafarers Ships serving offshore oil and gas installations 459
31.15.3 If the AHTS vessel is engaged in cargo activities, then the safety
precautions and procedures for supply vessels should be followed.
31.15.4 Owing to AHTS vessels having a stern roller, if general supply work
is undertaken by an AHTS vessel, some form of barrier is needed
to prevent cargo from going over the stern. This may be something
simple such as cargo chains or it can be something purpose built,
such as moveable bulwarks or railings.
31.15.5 Care should be taken on the metal decks of these vessels because
they can increase the chances of slips, trips and falls. They should be
regularly cleaned to prevent any build-up of algae or other residues.
31.15.6 During adverse weather, lifelines should be rigged on the working
deck to facilitate safe movement. Decks should, as far as
practicable, be kept free from ice, slush, algae and any substance
or loose material likely to cause slips and falls. This is particularly
important for the metal section of the deck.
31.15.7 Warning
Anyone working on the deck should wear a working lifejacket
at all times because of the open stern. Any lifejacket or flotation
device used must turn the casualty onto their back if they are
unconscious.
13.15.8 Many items used in anchor handling are large and heavy. Care
should be taken when manual handling any equipment and,
if necessary, two persons should be used.
●
Whenever an anchor is being lowered over the stern or
retrieved, all seafarers should be o the working deck and
within a safe area.
●
Before seafarers go back on deck, the chain should be
secured in the shark jaws or similar securing device.
●
If anchors have been retrieved from deep water, there will be
a lot of tension stored within the chain or pennant. When the
pin is removed, this tension will cause the pennant or chain to
spin and fly into the air. It is important that all seafarers are in
an appropriately safe position.
31.15.9 Warning
Never walk near or over a ‘live’ wire on the deck. A live wire is
one that is in use, under tension or has the potential to come
under tension.
460 Ships serving offshore oil and gas installations Code of Safe Working Practices for Merchant Seafarers
31.15.10 To reduce the likelihood of seafarers walking over a live wire,
duplicate tools should be positioned on both sides of the working
deck. This allows seafarers to remain on one side of the wire at
all times.
31.15.11 All equipment used is to be maintained and operated in accordance
with manufacturers’ instructions.
31.15.12 There should be oxy-acetylene (or similar) cuing gear, with
adequate gas, available for immediate use if needed.
31.15.13 Seafarers should ensure that the stowage of anchors and
equipment is secured in line with the planned operation, and be
aware of the risk of such items moving when unsecured.
31.15.14 Certain types of anchors are unstable and may not sit well on a flat
deck. This should be considered during the initial risk-assessment
stage so that adequate securing arrangements can be provided.
Further advice and guidance on oshore support vessel operations
may be found in the G-OMO publication and the various Oil & Gas
UK publications.
●
Lifelines must be rigged on the working deck during adverse
weather.
●
Personnel must wear lifejackets when working on deck.
●
Safety procedures to transfer personnel must be followed with
communications maintained throughout the process.
Ensure that personnel are trained and aware of safety
procedures for working with oshore installations.
Chapter 32
Code of Safe Working Practices for Merchant Seafarers Ships serving offshore renewables installations 461
32
Ships serving offshore
renewables installations
32.1 Introduction
32.1.1 This chapter considers good practice on vessels supporting the
construction, operation and maintenance of oshore renewable
energy installations (OREIs). Vessels are used for survey work,
transporting components and materials, transfer of personnel,
construction work, dive support and accommodation.
32.1.2 Guidance on operation of vessels transiting in the vicinity of OREIs is
published in MGN 372 (M+F) Amendment 1.
MGN 372 (M+F) Amendment 1
32.1.3 Safety for diving operations is subject to HSE regulation and to
the Merchant Shipping (Diving Safety) Regulations 2002 and
MSN 1762 (M+F) Amendment 1.
SI 2002/1587; MSN 1762 (M+F) Amendment 1
Key points
●
Ensure coordination of communications with all parties,
seafarers, workers and organisations involved in the
development and ongoing activities of the oshore renewable
energy installations (OREIs).
●
Provide safe access to and from OREIs day and night.
●
All seafarers must be fully trained, instructed and supervised
for their own health and safety responsibilities and for the
health and safety of others.
●
Workers employed in the development, construction and
maintenance of oshore windfarms may not have much
experience of working in a maritime environment. Their
employer is responsible for ensuring that they have the
information, instruction, training and supervision necessary to
safeguard their health and safety.
●
The master of the vessel should ensure that the personnel
carried are familiar with emergency procedures on board, and
give appropriate instructions and guidance to ensure that they
are aware of the vessel’s working practices that aect them.
●
When planning work activities that involve more than one
vessel, or a vessel and an installation, known as simultaneous
operations (SIMOPS), it is important to identify any
dierences in their safety procedures, carry out a risk
assessment and agree actions in advance that are clearly
understood by all.
462 Ships serving offshore renewables installations Code of Safe Working Practices for Merchant Seafarers
Your organisation should
●
carry out risk assessments involving ongoing operations
on all OREI activities and when a number of vessels may be
operating together or close by
●
have a document of compliance (DoCDG) (if required) for
the transit of dangerous goods
●
ensure vessel transfer arrangements are risk assessed and
maintain good communications between vessels throughout
the process
●
maintain vessels and ensure they are properly equipped
●
arrange an emergency response coordination plan to ensure
that HM Coastguard (HMCG) and search and rescue (SAR)
resources have information about the fundamental details of
an OREI.
Responsibility for offshore renewables personnel
32.1.4 Although the vessel provider may be a contractor with duties under
Construction (Design and Management) Regulations 2015), this does
not compromise the vessel master’s duty to ensure the safety of the
vessel, crew and passengers.
SI 2015/51
32.2 Coordination
32.2.1 It is likely that many organisations will be involved during both the
construction and ongoing operation of OREIs. Coordination is
therefore key. Each OREI should have arrangements in place for the:
●
provision of vessel trac information and advice to masters
●
management and coordination of all site work/activities
●
emergency response (see section 32.5).
32.2.2 Any marine operations within the area should be approved through
the marine coordination arrangements that are already in place.
Establish clear lines of responsibility and reporting.
32.2.3 In addition, when planning work activities that involve more than one
vessel, or a vessel and an installation, it is important to identify any
dierences in their safety procedures, carry out a risk assessment
and agree actions in advance that are clearly understood by all.
32.2.4 Vessels oen work near turbines, other structures and other vessels.
Even where activities do not directly involve working with other
vessels/installations, do a risk assessment to consider the impact
of each vessel’s activities on others. Where necessary, agree a
sequence of actions and safe procedures before the work starts.
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Code of Safe Working Practices for Merchant Seafarers Ships serving offshore renewables installations 463
32.3 Safe means of access to installations
32.3.1 Chapter 22 provides guidance on safe means of access, with
guidance for special circumstances in section 22.9.
32.3.2 Where passengers, industrial personnel or crew are accessing or
leaving installations from a vessel, carry out a risk assessment of
the transfer arrangements and put appropriate safety measures in
place to ensure the safety of those involved. Take additional safety
precautions during the hours of darkness. The arrangements
during transfer must be compatible with the specific oshore
installation and the operating company’s safety management
system (SMS) and comply with the statutory standards for work
at height regulations. The vessel should be properly equipped
and/or modified (taking into account the design of the access
point on the installation) to allow the transfer to be undertaken
without unnecessary risk. Provide a proper embarkation point and
establish a clearly agreed boarding procedure.
IMCA M 202; SI 2005/735; SI 2007/114
Making the transfer
32.3.3 The relative movements of the vessels in varying sea, tide and swell
conditions make the judgement of when to make a transfer crucial:
●
The master responsible for the transfer operation should have full
and direct sight of the area of transfer.
●
The master and at least one designated crew member should
be able to communicate at all times with the person making
the transfer.
●
Vessels undertaking ship-to-ship transfers while under way
should carry equipment designed to aid in the rapid recovery of a
casualty from the waters.
●
Workers transferring and working on exposed decks during
transfer should wear a personal flotation device. Consider
whether they need to wear an immersion/survival suit, particularly
in cold conditions.
●
Baggage and other items should be transferred by the crews of
the vessels and not by the people transferring.
Further guidance on the transfer of personnel to and from oshore
vessels and structures is available from the International Marine
Contractors Association (IMCA) (see section 31.9 and Chapter 17).
464 Ships serving offshore renewables installations Code of Safe Working Practices for Merchant Seafarers
32.4 Carriage and transfer of dangerous cargoes
32.4.1 Where a workboat carries more than 30 kg or 30 litres net total
quantity of dangerous goods, whether used on board for its own
purposes or by the industrial personnel for their own work, the
vessel generally requires a document of compliance to carry
dangerous goods (DoCDG). This is issued by the MCA. The
master and people ashore responsible for allocating stores and
equipment to be carried should be trained in the requirements of
the IMDG code.
MGN 497 (M+F) gives guidance on the storage of dangerous cargoes
on board. For detailed requirements that should be complied with
see MGN 280 (M); the Workboat Code, Industry Working Group
Technical Standard; or the Workboat Code, Edition 2.
32.5 Emergency response plans
32.5.1 OREI operators should have in place an emergency response
cooperation plan agreed with MCA SAR Operations for the
construction, operation and decommissioning phases of any
OREI. These plans are designed to ensure that HMCG and SAR
resources have information about the fundamental details of
an OREI and that all parties have access to emergency contact
numbers allowing rapid contact, information sharing and
eective cooperation during an emergency situation. This will
ensure the eective management of incidents arising on the site.
Workers operating vessels in the area may be required to take
part in testing of the arrangements. The master should ensure
that all seafarers on the vessel are familiar with the plan, and
comply where appropriate with the arrangements set out.
32.6 Other sources of information
32.6.1 Further industry guidance is available in Appendix 2.
All personnel must:
●
follow instructions and maintain communications during OREI
operations and work activities
●
be aware of their health and safety responsibilities.
Chapter 32
Code of Safe Working Practices for Merchant Seafarers Ships serving offshore renewables installations 465
●
All seafarers should be aware of the emergency response
cooperation plan for the vessel and OREI.
●
Vessel transfer operations have a greater risk when vessels are
underway; maintain rapid recovery equipment and keep it to
hand as instructed in case of an emergency.
●
Seafarers on deck during vessel transfer operations need to
wear personal flotation devices.
●
Follow the SMS plan and working at height regulations during
transfer operations.
466 Ships serving offshore renewables installations Code of Safe Working Practices for Merchant Seafarers
Not for resale
Chapter 33
Code of Safe Working Practices for Merchant Seafarers Ergonomics 467
33
Ergonomics
33.1 Introduction
33.1.1 Ergonomics deals with the interaction between humans and work,
and covers three principal areas of work:
Design and environment
●
Workplace design: layout, controls, displays, temperature, light,
noise, smell, vibration
●
Workload and fatigue
●
Safe working posture.
Work processes
●
Mental workload, fatigue and work-related stress
●
Human reliability, errors and violations
●
Competence, capability and training.
Organisation
●
Communication and teamwork
●
Policies, procedures and work instructions
●
Quality management and assurance.
SI 1997/2962; MGN 636 (M) Amendment 2
Key points
●
Personnel must raise concerns about poor ergonomics or
procedures at every opportunity.
●
Use the opportunity to consider ergonomics as part of routine
safety meetings.
●
Be assertive in advising the shoreside organisation of the need
for any changes.
●
Be active in procedural or work instruction review.
●
Assess how the layout could aect seafarers’ situational
awareness and working practices during routine and
emergency operations.
468 Ergonomics Code of Safe Working Practices for Merchant Seafarers
Your organisation should
●
ensure that everyone is familiar with the on-board equipment
and knows how to use it
●
ensure that seafarers have adequate individual training in the
use and capabilities of display screen equipment (DSE)
●
ensure that seafarers using DSE for long periods of time have
the same considerations as those working ashore
●
have organisational policies and practices that support the
front line in all its needs; in other words, by seing people up
to succeed
●
have recruitment and selection practices that ensure that
all personnel serving on board are fully competent for their
duties, including operating all equipment on board
●
provide immediate and eective on-board familiarisation training
●
have working practices that ensure that vessels are fully and
correctly maintained and have ready access to all the stores,
tools and supplies needed, wherever they are in the world.
For more information, see ‘HSG48 Reducing error and
influencing behaviour’ on the HSE website.
33.1.2 The quality of shipboard ergonomics plays a significant role in
safety as well as ecient operational performance. Ergonomically
designed ships are generally easier to operate, more ecient, less
stressful, safer and more resilient.
33.1.3 Similarly, the quality of procedures, operating instructions, work
instructions and maintenance instructions can play a significant
role in operational performance and safety. Procedures and
instructions that are clear, logical, consistent, easily understood
by all users and fit for purpose will reduce violations and lead to
safer operations.
33.1.4 More information about applying ergonomic principles is provided in
Annex 33.1.
33.1.5 However, oen seafarers will need to work in less than ideal
circumstances. The following checklist helps them to work safely
and eciently in such circumstances.
Chapter 33
Code of Safe Working Practices for Merchant Seafarers Ergonomics 469
33.1.6 The following guidance applies to seafarers:
●
Familiarise yourself with the layout of your working areas.
●
Be aware that risk factors do not operate in isolation – they
combine and multiply.
●
Remain vigilant and maintain situational awareness at all times.
●
Help others – eective teamwork and communication are
essential.
●
Do not allow yourself, or others, to take shortcuts or violate
procedures.
●
Be aware of the eects of frustration, fatigue and stress on
behaviour and performance.
33.2 Work with display screen equipment
33.2.1 In this chapter DSE includes devices or equipment that have an
alphanumeric or graphic display, such as display screens, laptops,
touch screens and other similar devices. There are no specific
regulations governing health and safety in the use of DSE that apply
to UK-registered ships. This section therefore gives guidance only,
reflecting best practice ashore.
33.2.2 DSE training should include any risks from DSE work and the
controls in place and, where possible:
●
how to adjust equipment seings
●
how to adjust furniture for correct posture as shown in Figure 33.1
●
how to organise the workplace to avoid awkward or frequently
repeated stretching movements
●
who to contact for help and to report problems or symptoms.
470 Ergonomics Code of Safe Working Practices for Merchant Seafarers
Figure 33.1 Correct siing posture for display screen equipment
1. Top of screen level with eyes, about an arm’s length away
2. Relax your shoulders – try to position yourself high enough so
you don’t need to shrug your shoulders
3. Keyboard just below elbow height
4. Seat height equally supports front and back of thighs (or use
cushion to raise seated position)
5. Back of the seat provides good lower back support (or use a
cushion, to provide additional back support)
6. Gap of 2–3 cm between front of seat bottom and back
of knee
7. Computer and screen directly in front of you on desk or other
surface
8. Screen and keyboard central – don’t twist your back
9. Mouse in line with elbow.
33.2.3 Although the relevant regulations do not apply on ships, it is
recommended that any seafarer using DSE as part of their work for
continuous periods of an hour or more a day be provided with an eye
test by a qualified person on request and at no cost to the seafarer.
33.2.4 Lighting should be adequate for the task, with minimum glare and
reflection, and the display on screen should be clear and easy to
read. The operator should adjust the brightness and contrast to suit
the lighting. When appropriate, the operator should be given short
rest periods away from the equipment.
33.2.5 Certain forms of medication may impair working eciency on DSE.
Personnel should be aware of this and seek medical advice if necessary.
Further guidance on the safe use of DSE in an oce environment
is available from the HSE website including ‘Working with display
screen equipment (DSE)’.
For additional guidance on determining fatigue and musculoskeletal
disorders see Chapter 1 of Wellbeing at Sea – A Pocket Guide
for Seafarers and Chapter 3 of Wellbeing at Sea – A Guide for
Organisations.
Chapter 33
Code of Safe Working Practices for Merchant Seafarers Ergonomics 471
●
Minimise risks of musculoskeletal injuries by ensuring that
seafarers follow the correct working methods and procedures.
●
Review the working environment periodically and highlight to
the safety representative on board any ergonomic concerns,
proposing eective solutions, modifications or changes
to procedures.
●
Poor ergonomic design can increase stress and fatigue and
encourage people to take shortcuts or procedural violations.
●
When people are working with DSE for long periods regular
eye tests are recommended.
472 Ergonomics Code of Safe Working Practices for Merchant Seafarers
Annex 33.1 Ergonomics
The underpinning principle of eective ergonomics is to make
machines, equipment, processes and organisational policies fit
the actual needs of people who use them. This is known as user-
centred design.
In an ideal world, eective user-centred design would be the
norm. In reality, many people have to adjust as best they can to the
working environment they are given. This presents a number of
challenges for working safely and eciently, and seafarers need to
be extra vigilant and mindful of their tasks. The challenges of poor
ergonomics are as follows.
Design and construction
The design of ships, layout of workspaces and arrangement of
controls and displays is not always ideal. Important or frequently
used controls are not readily at hand, and controls and displays are
not arranged in a logical sequence, or are dicult to see, identify,
distinguish and read.
Working and living environments may be uncomfortable due to heat,
cold, noise, vibration, smell or poor lighting. Communication may
be dicult, making any existing language diculties worse. Access
may be inadequate; spaces may be cramped, making it dicult to
operate tools and equipment.
A seafarer can encounter physical hazards as part of the ship’s
design, including slips, trips and falls.
Work processes
Manual work (eg cargo handling, maintenance and repair work) can
be physically demanding and strain the seafarer’s mind and body.
The most suitable tools and equipment may not be available and
the working space may not be adequate to allow them to do a job
safely. This can lead to shortcuts and procedural violations.
Working at a poorly adjusted workstation for long periods can
harm body posture and cause long-term health and
musculoskeletal injuries.
Long hours and demanding work cause fatigue and can lead to
stress. Poorly designed ships, equipment, tools and work processes,
where seafarers continually have to adjust and find workarounds,
increase the physical and mental workload. This will greatly increase
the likelihood of errors and accidents.
Chapter 33
Code of Safe Working Practices for Merchant Seafarers Ergonomics 473
Procedures and instructions must make life easier for crews.
Poorly wrien procedures and instructions may aect the safe and
successful operation of ships and equipment. Crews may interpret
the instructions in dierent ways, leading to inconsistencies and
errors. Unclear instructions may lead to procedural violations as
crews struggle to find a workaround.
Risks
Ergonomic deficiencies can cause operational distractions that will
aect situational awareness and eciency. They can make errors
more likely; not only in stressful or emergency situations but also
during routine operations, unless crew are extra vigilant.
Safe operations depend upon well-trained seafarers who know their
ship and how to use the equipment. Lower levels of competence
can lead to increased workload, fatigue, stress and error rate. Poor
ergonomic design of ships, equipment and procedures will increase
any eect of lack of competence.
Organisational failures, including those that aect design and
procedural ergonomics, can lead to operational errors through
equipment breakdown, unavailability of tools and equipment,
additional stress on personnel and poor resourcing.
Environmental issues beyond anyone’s control (eg adverse weather;
sea state) can add to any risk. Poor ergonomics will become even
more dicult to manage.
Mitigation of poor ergonomics
Ship owners and operators should be proactive and:
●
Consider eective ergonomic principles when commissioning
ships, equipment or designing work procedures, and follow user-
centred design principles.
●
Consider modifying existing ships, equipment and work
processes to become more user-centred.
●
Encourage ships and their crews to report ergonomic issues
on board.
●
Ensure that procedures and work instructions are in a consistent
format and are easily understood by everyone who uses them.
●
Ensure that seafarers using procedures and work instructions are
actively involved in developing and reviewing them.
Design and construction
Well-designed, user-centred equipment and work processes will
support seafarers in their work and have a positive eect. They will
reduce fatigue and stress and make work more satisfying, ecient
and safe.
474 Ergonomics Code of Safe Working Practices for Merchant Seafarers
Procedural/work instruction ergonomics
Procedures and work instructions need to:
●
reflect how tasks are actually done
●
be accurate and complete
●
be clear and concise but with enough detail
●
be current and up to date
●
be supported by training (where appropriate)
●
identify hazards
●
state the necessary precautions for hazards
●
promote ownership by seafarers
●
use familiar language and be easily understood by everyone
on board
●
take into account potential dierences in language ability
●
use consistent terminology
●
be in a suitable format
●
be accessible to all on board.
Appendix 1
Code of Safe Working Practices for Merchant Seafarers Appendix 1 475
Appendix 1
Regulations, marine notices and guidance issued by the Maritime
and Coastguard Agency
This appendix lists all the regulations, marine notices and other guidance referred to in this Code.
Statutory instruments (regulations) are available on www.legislation.co.uk
TSO publications are available from TSO, PO Box 29, Norwich, NR3 1GN; www.tsoshop.co.uk
Copies of Maritime and Coastguard Agency (MCA) marine notices and forms can be downloaded
from www.gov.uk/government/organisations/maritime-and-coastguard-agency
There are three dierent types of marine notice:
●
Merchant Shipping Notices (MSNs) are used to convey mandatory information that must be
complied with under UK legislation. These MSNs relate to statutory instruments and contain the
technical detail of such regulations.
●
Marine Guidance Notes (MGNs) give significant advice and guidance relating to the improvement
of the safety of shipping and of life at sea, and to prevent or minimise pollution from shipping.
●
Marine Information Notes (MINs) are intended for a more limited audience, such as training
establishments or equipment manufacturers, or they contain information which will only be of use for
a short period of time, such as timetables for MCA examinations. MINs are numbered in sequence
and have a cancellation date (which will typically be no more than 12 months aer publication).
These notices publicise to the shipping and fishing industries important safety, pollution prevention
and other relevant information.
Within each series of marine notices suxes are used to indicate whether documents relate to
merchant ships or fishing vessels, or to both. The suxes following the number are:
●
(M) for merchant ships
●
(F) for fishing vessels
●
(M+F) for both merchant ships and fishing vessels.
Copies of MCA published leaflets are available from EC Group, Europa Park, Grays, Essex, RM20
4DN; email: mca@ecgroup.uk.com
The Code reference is shown in bold and the information is arranged in chapter order.
Chapter 1: Managing occupational health and safety
Regulations
1.1; 1.2.5 SI 1997/2962 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
Regulations 1997 (as amended).
Marine notices
1.2.5 MSN 1838 (M) Amendment 1 Maritime Labour Convention, 2006: Minimum age.
476 Appendix 1 Code of Safe Working Practices for Merchant Seafarers
MSN 1890 (M+F) Amendment 3 The Merchant Shipping and Fishing Vessels (Health and Safety
at Work) Regulations 1997 and the Merchant Shipping (Maritime Labour Convention) (Medical
Certification) Regulations 2010: New and Expectant Mothers.
1.2.8; Annex 1.2 MGN 484 (M) Amendment 3 Maritime Labour Convention, 2006: Health and safety:
Published accident statistics – information and advice.
Annex 1.2 MGN 636 (M) Amendment 2 Merchant Shipping and Fishing Vessels (Health and Safety
at Work) Regulations 1997.
MGN 587 (F) Amendment 1 International Labour Organization Work in Fishing Convention (No. 188),
Health and safety: responsibilities of fishing vessel owners, managers, skippers and fishermen.
Guidance
1.1 Maritime and Coastguard Agency (MCA) (2020) Wellbeing at Sea: A guide for organisations,
London: TSO (ISBN 978-0-11-553608-3).
1.2.3 MCA (2014) Leading for Safety: A practical guide for leaders in the maritime industry:
www.gov.uk/government/publications/leading-for-safety/leading-for-safety-a-guide-for-leaders-
in-the-maritime-industry
Chapter 2: Safety induction for personnel working on ships
Regulations
2.1.2 SI 1997/2962 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
Regulations 1997 (as amended).
2.4.1 SI 1999/2722 The Merchant Shipping (Musters, Training and Decision Support Systems)
Regulations 1999.
2.8.1 SI 2020/621 The Merchant Shipping (Prevention of Pollution by Garbage from Ships)
Regulations 2020.
Marine notices
2.1.2 MGN 636 (M) Amendment 2 Merchant Shipping and Fishing Vessels (Health and Safety at
Work) Regulations 1997.
2.4.1 MGN 71 (M) Musters, drills, on-board training and instructions, and decision support systems.
2.6.2 MGN 652 (M+F) Amendment 1 Infectious disease at sea.
2.8.1 MGN 632 (M+F) Amendment 1 The Merchant Shipping (Prevention of Pollution by Garbage
from Ships) Regulations 2020.
Guidance
2.2.1 Maritime and Coastguard Agency (MCA) (2020) Wellbeing at Sea: A guide for organisations,
London: TSO (ISBN 978-0-11-553608-3).
Chapter 3: Living on board
Regulations
None
Appendix 1
Code of Safe Working Practices for Merchant Seafarers Appendix 1 477
Marine notices
3.2.1; 3.4.1 MSN 1886 (M+F) Amendment 1 Maritime Labour Convention, 2006: Work in Fishing
Convention, 2007 (ILO No. 188) Medical Examination System: Appointment of Approved Doctors and
Medical and Eyesight Standards.
3.2.1 MSN 1815 (M+F) Amendment 6 Countries whose seafarer medical certificates are accepted as
equivalent to the UK seafarer medical fitness certificate (ENG1).
3.5.1; 3.5.3 MGN 652 (M+F) Amendment 1 Infectious disease at sea.
3.6.4 MGN 505 (M) Amendment 1 Human element guidance – Part 1 Fatigue and fitness for duty:
Statutory duties, causes of fatigue and guidance on good practice.
3.13.3 MGN 357 (M+F) Night-time lookout – Photochromatic lenses and dark adaptation.
3.15.7 MGN 299 (M+F) Interference with safe navigation through inappropriate use of mobile phones.
MGN 520 (M) Human element guidance – Part 2 The deadly dozen: 12 significant people factors in
maritime safety.
MGN 638 (M+F) Human element guidance – Part 3 Distraction: The fatal dangers of mobile phones
and other personal devices when working.
Guidance
3.1.1 Maritime and Coastguard Agency (MCA) (2020) Wellbeing at Sea: A guide for organisations,
London: TSO (ISBN 978-0-11-553608-3).
MCA (2020) Wellbeing at Sea: A pocket guide for seafarers, London: TSO (ISBN 978-0-11-553787-5).
3.1.1; 3.5.3; 3.15.7 MCA, The Ship Captain’s Medical Guide, London: TSO.
Chapter 4: Emergency drills and procedures
Regulations
4.1.1; 4.1.7; 4.4.12; 4.4.23 SI 1999/2722 The Merchant Shipping (Musters, Training and Decision
Support Systems) Regulations 1999.
4.2.15 SI 1998/2514 The Merchant Shipping (Passenger Ship Construction: Ships of Classes I, II, and
II(A)) Regulations 1998.
4.8.2 SI 2022/96 The Merchant Shipping and Fishing Vessels (Entry into Enclosed Spaces)
Regulations 2022.
Marine notices
4.1.1; 4.1.9; 4.1.10; 4.2.14; 4.4.12 MGN 71 (M) Musters, drills, on-board training and instructions, and
decision support systems.
MSN 1579 (M) Minimum training requirements for personnel nominated to assist passengers in
emergency situations.
4.2.14 MGN 276 (M+F) Amendment 1 Fire protection – maintenance of portable fire extinguishers.
4.3.1 MGN 653 (M) Amendment 1 Electric vehicles onboard passenger roll-on/roll-o (ro-ro) ferries.
4.4.13; 4.4.21 MGN 560 (M) Amendment 2 Requirements for life-saving appliances.
478 Appendix 1 Code of Safe Working Practices for Merchant Seafarers
4.4.15 MSN 1722 (M+F) Guidelines for training crews for the purpose of launching lifeboats and
rescue boats from ships making headway through the water.
4.4.23 MGN 540 (M+F) Life-saving appliances – lifeboats and rescue boats – fiing of ‘fall preventer
devices’ to reduce the danger of accidental hook release.
4.13.5 MGN 558 (M) Amendment 1 Life-saving appliances – marine evacuation systems (MES) –
servicing and deployments.
Chapter 5: Fire precautions
None
Chapter 6: Security on board
Regulations
None
Marine notices
None
Guidance
6.1.1 Maritime and Coastguard Agency (MCA) (2020) Wellbeing at Sea: A guide for organisations,
London: TSO (ISBN 978-0-11-553608-3).
MCA (2020) Wellbeing at Sea: A pocket guide for seafarers, London: TSO (ISBN 978-0-11-553787-5).
Chapter 7: Workplace health surveillance
7.1.1; 7.3.1 SI 1997/2962 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
Regulations 1997 (as amended).
SI 2007/3100 The Merchant Shipping and Fishing Vessels (Health and Safety at Work) (Carcinogens
and Mutagens) Regulations 2007.
SI 2007/3075 The Merchant Shipping and Fishing Vessels (Control of Noise at Work) Regulations
2007.
SI 2007/3077 The Merchant Shipping and Fishing Vessels (Control of Vibration at Work) Regulations
2007.
SI 2010/330 The Merchant Shipping and Fishing Vessels (Health and Safety at Work) (Chemical
Agents) Regulations 2010 (as amended).
SI 2010/332 The Merchant Shipping and Fishing Vessels (Health and Safety at Work) (Work at
Height) Regulations 2010.
SI 2010/2984 The Merchant Shipping and Fishing Vessels (Health and Safety at Work) (Asbestos)
Regulations 2010 (as amended).
SI 2010/2987 The Merchant Shipping and Fishing Vessels (Health and Safety at Work) (Artificial
Optical Radiation) Regulations 2010.
7.1 .1; 7. 2 .3 SI 2010/323 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Biological Agents) Regulations 2010.
Appendix 1
Code of Safe Working Practices for Merchant Seafarers Appendix 1 479
7.3.1 SI 2014/1616 The Merchant Shipping (Maritime Labour Convention) (Health and Safety)
(Amendment) Regulations 2014.
Marine notices
7.2.3 MSN 1889 (M+F) Amendment 3 The Merchant Shipping and Fishing Vessels (Health and Safety
at Work) (Biological Agents) Regulations 2010 (as amended).
7.3.4 MSN 1850 (M) Amendment 1 Maritime Labour Convention, 2006: Health and Safety Reporting
of Occupational Diseases.
7.3.5 MSN 1888 (M+F) Amendment 3 The Merchant Shipping and Fishing Vessels (Health and Safety
at Work) (Chemical Agents) Regulations 2010 (as amended), Annex 3.
Forms
7.3.4 MSF 4159 Occupational disease report form for UK registered merchant ships.
Chapter 8: Personal protective equipment
Regulations
8.1.1; 8.1.2; 8.1.4; 8.1.5; 8.1.6; 8.1.7; 8.1.8; 8.1.9; 8.2.2 SI 1999/2205 The Merchant Shipping and Fishing
Vessels (Personal Protective Equipment) Regulations 1999.
8.5.1 SI 2007/3075 The Merchant Shipping and Fishing Vessels (Control of Noise at Work)
Regulations 2007.
Marine notices
8.1.1; 8.1.2; 8.1.6 MSN 1870 (M+F) Amendment 5 The Merchant Shipping and Fishing Vessels
(Personal Protective Equipment) Regulations 1999.
8.5.1 MGN 658 (M+F) The Merchant Shipping and Fishing Vessels (Control of Noise at Work)
Regulations 2007.
Guidance
8.5.1 Maritime and Coastguard Agency (MCA) (2009) Code of Practice for Controlling Risks Due to
Noise on Ships, London: TSO (ISBN 978-0-11-553075-3).
Chapter 9: Safety signs and their use
Regulations
9.1.1; Annex 9.1 SI 2001/3444 The Merchant Shipping and Fishing Vessels (Safety Signs and Signals)
Regulations 2001.
Marine notices
9.1.1; Annex 9.1 MGN 556 (M+F) Amendment 1 The Merchant Shipping and Fishing Vessels (Safety
Signs and Signals) Regulations 2001.
9.3.9 MSN 1676 (M) Amendment 1 The Merchant Shipping (Life-saving Appliances and
Arrangements) Regulations 2020 and The Merchant Shipping (Life-saving Appliances for Ships of
Classes III to VI(A)) Regulations 1999.
9.8.1 MSN 1665 (M) Amendment 1 The Merchant Shipping (Fire Protection) Regulations 2023 and
The Merchant Shipping (Fire Protection: Small Ships) Regulations 1998: Fire-fighting equipment.
480 Appendix 1 Code of Safe Working Practices for Merchant Seafarers
Chapter 10: Manual handling
Regulations
10.1.3; 10.1.7 SI 1998/2857 The Merchant Shipping and Fishing Vessels (Manual Handling Operations)
Regulations 1998.
Marine notices
10.1.3 MGN 90 (M+F) Amendment 3 The Merchant Shipping and Fishing Vessels (Manual Handling
Operations) Regulations 1998.
Guidance
10.1.2 Maritime and Coastguard Agency (MCA) (2020) Wellbeing at Sea: A pocket guide for
seafarers, London: TSO (ISBN 978-0-11-553787-5).
Chapter 11: Safe movement on board ship
Regulations
11.1.1; 11.11.7 SI 1997/2962 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
Regulations 1997 (as amended).
11.1.3 SI 2001/3444 The Merchant Shipping and Fishing Vessels (Safety Signs and Signals)
Regulations 2001.
11.9.1 SI 1988/1638 The Merchant Shipping (Entry into Dangerous Spaces) Regulations 1998.
SI 2022/96 The Merchant Shipping and Fishing Vessels (Entry into Enclosed Spaces) Regulations
2022.
Marine notices
11.1.1 MGN 532 (M) Amendment 2 Health and safety at work. Safe movement on board ship.
11.1.3 MGN 556 (M+F) Amendment 1 The Merchant Shipping and Fishing Vessels (Safety Signs and
Signals) Regulations 2001.
11.6.1; 11.6.11 MGN 35 (M+F) Amendment 1 Accidents when using power-operated watertight doors.
Annex 11.2 MSN 1844 (M) Maritime Labour Convention, 2006: Crew Accommodation.
MGN 481 (M) Amendment 1 Maritime Labour Convention, 2006: Crew Accommodation,
Supplementary Guidance.
Chapter 12: Noise, vibration and other physical agents
Regulations
12.5.1; Annex 12.3 SI 2007/3075 The Merchant Shipping and Fishing Vessels (Control of Noise at
Work) Regulations 2007.
12.9.1; 12.14.7; 12.15.3 SI 2007/3077 The Merchant Shipping and Fishing Vessels (Control of Vibration
at Work) Regulations 2007.
12.18.1 SI 2010/2987 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Artificial Optical Radiation) Regulations 2010.
Annex 12.3 SI 1999/2205 The Merchant Shipping and Fishing Vessels (Personal Protective
Equipment) Regulations 1999.
Appendix 1
Code of Safe Working Practices for Merchant Seafarers Appendix 1 481
Marine notices
12.1.1; 12.15.3 MGN 436 (M+F) Amendment 3 Whole body vibration, guidance on mitigating against
the eects of shocks and impacts on small vessels.
12.1.1; 12.14.7 MIN 588 Amendment 2 Codes of practice for controlling risks due to noise and
vibration on ships.
12.5.1; 12.9.1; Annex 12.2; Annex 12.3 MGN 658 (M+F) The Merchant Shipping and Fishing Vessels
(Control of Noise at Work) Regulations 2007.
12.9.1; 12.17.1 MGN 353 (M+F) Amendment 2 The Merchant Shipping and Fishing Vessels (Control of
Vibration at Work) Regulations 2007.
12.18.1 MGN 428 (M+F) Amendment 2 The Merchant Shipping and Fishing Vessels (Health and
Safety at Work) (Artificial Optical Radiation) Regulations 2010.
Guidance
12.1.1 Maritime and Coastguard Agency (MCA) (2020) Wellbeing at Sea: A guide for organisations,
London: TSO (ISBN 978-0-11-553608-3).
MCA (2020) Wellbeing at Sea: A pocket guide for seafarers, London: TSO (ISBN 978-0-11-553787-5).
12.1.1 MCA (2009) Code of Practice for Controlling Risks Due to Noise on Ships, London: TSO (ISBN
978-0-11-553075-3).
12.14.7 MCA (2009) Code of Practice for Controlling Risks Due to Hand-transmied Vibration on
Ships, London: TSO (ISBN 978-0-11-553090-6).
12.15.3 MCA (2009) Code of Practice for Controlling Risks Due to Whole-body Vibration in Ships,
London: TSO (ISBN 978-0-11-553076-0).
Chapter 13: Safety officials
Regulations
13.1; 13.2; 13.3; 13.4; 13.8.1 SI 1997/2962 The Merchant Shipping and Fishing Vessels (Health and
Safety at Work) Regulations 1997 (as amended).
13.3.7.1; 13.3.8.4; 13.8 SI 2012/1743 The Merchant Shipping (Accident Reporting and Investigation)
Regulations 2012.
Marine notices
13.8 MGN 564 (M+F) Amendment 1 Marine casualty and marine incident reporting.
13.8.2 MGN 520 (M) Human element guidance – Part 2 The deadly dozen: 12 significant people
factors in maritime safety.
Chapter 14: Permit to work systems
None
Chapter 15: Entering enclosed spaces
Regulations
15.1.1; 15.5.1 SI 2022/96 The Merchant Shipping and Fishing Vessels (Entry into Enclosed Spaces)
Regulations 2022.
482 Appendix 1 Code of Safe Working Practices for Merchant Seafarers
15.2.7 SI 1997/1713 The Confined Spaces Regulations 1997.
15.11.2 SI 1988/1638 The Merchant Shipping (Entry into Dangerous Spaces) Regulations 1988.
Chapter 16: Hatch covers and access lids
None
Chapter 17: Work at height
Regulations
17.1.1. SI 2010/332 The Merchant Shipping and Fishing Vessels (Health and Safety at Work) (Work at
Height) Regulations 2010.
17. 2 SI 2006/2183 The Merchant Shipping and Fishing Vessels (Provision and Use of Work
Equipment) Regulations 2006.
Marine notices
17.1.1; 17.3.1; 17.4 .1; 17.5.1; 17.7.1; Annex 17.1 MGN 410 (M+F) Amendment 2 The Merchant Shipping and
Fishing Vessels (Health and Safety at Work) (Work at Height) Regulations 2010.
17.1. 2 MSN 1838 (M) Amendment 1 Maritime Labour Convention, 2006: Minimum age.
17. 2 MGN 331 (M+F) Amendment 2 The Merchant Shipping and Fishing Vessels (Provision and Use of
Work Equipment) Regulations 2006.
MGN 532 (M) Amendment 2 Health and safety at work. Safe movement on board ship.
MGN 533 (M) Amendment 2 Means of access.
17.2.2; 17.4.11 MGN 578 (M) Amendment 1 Use of overside working systems on commercial yachts,
small commercial vessels and loadline vessels.
Chapter 18: Provision, care and use of work equipment
Regulations
18.1.2; 18.2.2; 18.3.2; 18.4.3; 18.5.1; 18.6.1; 18.7.1; 18.8.2; 18.9.2; 18.10.5; 18.11.3; 18.12.4; 18.13.4; 18.21.4;
18.22.1; 18.23.1; 18.24.1; 18.25.1; 18.26.1; 18.27.1; Annex 18.3 SI 2006/2183 The Merchant Shipping
and Fishing Vessels (Provision and Use of Work Equipment) Regulations 2006.
18.1.2 SI 2016/1025 The Merchant Shipping (Marine Equipment) Regulations 2016 (as amended).
18.2.2 SI 1999/2205 The Merchant Shipping and Fishing Vessels (Personal Protective Equipment)
Regulations 1999.
18.13.3 2014/1512 The Merchant Shipping (International Safety Management (ISM) Code) Regulations
2014.
Marine notices
18.1.2 MGN 331 (M+F) Amendment 2 The Merchant Shipping and Fishing Vessels (Provision and Use
of Work Equipment) Regulations 2006.
MSN 1874 (M+F) Amendment 7 Marine equipment – United Kingdom conformity assessment
procedures for marine equipment, other approval and standards.
Appendix 1
Code of Safe Working Practices for Merchant Seafarers Appendix 1 483
18.2.2 MSN 1870 (M+F) Amendment 5 The Merchant Shipping and Fishing Vessels (Personal
Protective Equipment) Regulations 1999.
18.6.1 MGN 556 (M+F) Amendment 1 The Merchant Shipping and Fishing Vessels (Safety Signs and
Signals) Regulations 2001.
18.20.1 MSN 1838 (M) Amendment 1 Maritime Labour Convention, 2006: Minimum age.
Chapter 19: Lifting equipment and operations
Regulations
19.1.3; 19.3.2; 19.7.1; Annex 19.4 SI 2006/2184 The Merchant Shipping and Fishing Vessels (Liing
Operations and Liing Equipment) Regulations 2006.
Marine notice
19.1.3; 19.17.5; Annex 19.4 MGN 332 (M+F) Amendment 2 The Merchant Shipping and Fishing
Vessels (Liing Operations and Liing Equipment) Regulations 2006.
Chapter 20: Work on machinery and power systems
Regulations
20.3.1 SI 2006/2183 The Merchant Shipping and Fishing Vessels (Provision and Use of Work
Equipment) Regulations 2006.
20.3.6 SI 2019/42 The Merchant Shipping (Prevention of Oil Pollution) Regulations 2019.
Marine notices
20.3.1 MGN 331 (M+F) Amendment 2 The Merchant Shipping and Fishing Vessels (Provision and Use
of Work Equipment) Regulations 2006.
20.17.6 MGN 452 (M) Electrical – potential hazards of arc flash associated with high and low voltage
equipment.
Chapter 21: Hazardous substances and mixtures
Regulations
21.4.1 SI 2007/3100 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Carcinogens and Mutagens) Regulations 2007.
21.5.1 SI 2010/2984 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Asbestos) Regulations 2010 (as amended).
21.6.1 SI 2010/330 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Chemical Agents) Regulations 2010 (as amended).
21.7.1 SI 1999/336 The Merchant Shipping (Carriage of Cargoes) Regulations 1999.
21.8.1 SI 2010/323 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
(Biological Agents) Regulations 2010.
Marine notices
21.4.1 MGN 624 (M+F) Amendment 2 The Merchant Shipping and Fishing Vessels (Health and Safety
at Work) (Carcinogens and Mutagens) Regulations 2007 (as amended).
484 Appendix 1 Code of Safe Working Practices for Merchant Seafarers
21.5.1 MGN 669 (M+F) Amendment 1 The Merchant Shipping and Fishing Vessels (Health and Safety
at Work) (Asbestos) Regulations 2010 (as amended).
21.6.1 MSN 1888 (M+F) Amendment 3 The Merchant Shipping and Fishing Vessels (Health and
Safety at Work) (Chemical Agents) Regulations 2010 (as amended).
21.7.1 MSN 1718 (M) The safe use of pesticides in ships.
MGN 576 (M) Guidance for those undertaking fumigation operations alongside.
21.8.1 MSN 1889 (M+F) Amendment 3 The Merchant Shipping and Fishing Vessels (Health and
Safety at Work) (Biological Agents) Regulations 2010 (as amended).
Chapter 22: Boarding arrangements
Regulations
22.1.3; 22.3.2 SI 1997/2962 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
Regulations 1997 (as amended).
22.7.6; Annex 22.1 SI 2002/1473 The Merchant Shipping (Safety of Navigation) Regulations 2002.
22.7.6; 22.8.1; Annex 22.1, 4 SI 2020/0673 The Merchant Shipping (Safety of Navigation)
Regulations 2020.
Marine notices
22.2.8 MGN 533 (M) Amendment 2 Means of access.
22 .7.6 MGN 432 (M+F) Amendment 1 Safety during transfers of persons to and from ships.
22.8.1; Annex 22.1, 4 MSN 1874 (M+F) Amendment 7 Marine equipment – United Kingdom
conformity assessment procedures for marine equipment, other approval and standards.
22.8.5 MGN 301 (M+F) Manoeuvring information on board ships.
Chapter 23: Food preparation and handling in the catering department
Regulations
23.5.1
SI 2020/621 The Merchant Shipping (Prevention of Pollution by Garbage from Ships)
Regulations 2020.
Marine notices
23.1.2 MSN 1845 (M) Amendment 1 Maritime Labour Convention, 2006: Food and catering: Provision
of food and fresh water.
MSN 1846 (M) Amendment 1 Maritime Labour Convention, 2006: Food and catering: Ship’s cooks
and catering sta.
23.5.1 MGN 632 (M+F) Amendment 1 The Merchant Shipping (Prevention of Pollution by Garbage
from Ships) Regulations 2020.
23.8.1; 23.8.3 MGN 280 (M) Small vessels in commercial use for sport or pleasure, workboats and
pilot boats – Alternative construction standards (Annex 5).
Appendix 1
Code of Safe Working Practices for Merchant Seafarers Appendix 1 485
Guidance
23.1.2 Maritime and Coastguard Agency (MCA) (2020) Wellbeing at Sea: A guide for organisations,
London: TSO (ISBN 978-0-11-553608-3).
MCA (2020) Wellbeing at Sea: A pocket guide for seafarers, London: TSO (ISBN 978-0-11-553787-5).
Chapter 24: Hot work
None
Chapter 25: Painting
None
Chapter 26: Anchoring, mooring and towing operations
Regulations
None
Marine notices
26.6.10 MGN 592 (M+F) Amendment 1 Anchoring, mooring, towing or hauling equipment on all
vessels: Safe installation and safe operation.
26.8.7 MGN 533 (M) Amendment 2 Means of access.
MGN 591 (M+F) Amendment 1 Provision of safe means of access to fishing vessels and small vessels
in ports.
Chapter 27: Roll-on/roll-off ferries
Regulations
27.2.1 SI 1998/1011 The Merchant Shipping (Fire Protection: Small Ships) Regulations 1998.
SI 1998/1012 The Merchant Shipping (Fire Protection: Large Ships) Regulations 1998.
Marine notices
27.1.1; 27.6.2; 27.10.1 MGN 341 (M) Ro-ro ships’ vehicle decks: Accidents to personnel, passenger
access and the carriage of motor vehicles.
27.3.3 ; 27.10. 2 ; 27.10.8 MGN 653 (M) Amendment 1 Electric vehicles onboard passenger roll-on/roll-
o (ro-ro) ferries.
27.4.3 MGN 621 (M+F) Roll-on/roll-o ships – guidance for the stowage and securing of vehicles.
27.10.1 MGN 545 (M+F) Guidance on the transport of dangerous goods as defined by the
International Maritime Dangerous Goods (IMDG) Code when carried in a private vehicle not in
commercial use or by a foot passenger on a Ro-Ro ship.
MGN 552 (M) Cargo stowage and securing – safe stowage and securing of specialised vehicles.
Guidance
27.1.1 Maritime and Coastguard Agency (MCA) (2009) Code of Practice for Controlling Risks Due to
Noise on Ships, London: TSO (ISBN 978-0-11-553075-3).
486 Appendix 1 Code of Safe Working Practices for Merchant Seafarers
27.4. 2 MCA (2003) Code of Practice on the Stowage and Securing of Vehicles on Roll-on/Roll-
o Ships, London: TSO: www.gov.uk/government/uploads/system/uploads/aachment_data/
file/292367/ro-ro_stowage_securing_of_vehicles_cop.pdf
Chapter 28: Dry cargo
Regulations
28.2.4 SI 1999/336 The Merchant Shipping (Carriage of Cargoes) Regulations 1999.
28.2.6 SI 1998/2241 The Merchant Shipping (Load Line) Regulations 1998.
28.3.1 SI 1997/2367 The Merchant Shipping (Dangerous Goods and Marine Pollutants)
Regulations 1997.
Marine notices
28.2.4 MGN 107 (M) The Merchant Shipping (Carriage of Cargoes) Regulations 1999.
28.3.1 MGN 340 (M) International Maritime Dangerous Goods (IMDG) Code and cargoes carried in
cargo transport units.
28.3.5 MSN 1706 Amendment 1 The carriage of military and commercial explosives – amendment
no. 1.
28.3.7 MSN 1870 (M+F) Amendment 5 The Merchant Shipping and Fishing Vessels (Personal
Protective Equipment) Regulations 1999.
Chapter 29: Tankers and other ships carrying bulk liquid cargoes
Regulations
29.1.1 SI 2022/1342 The Merchant Shipping (Standards of Training, Certification and Watchkeeping)
Regulations 2022.
29.1.12 SI 2022/96 The Merchant Shipping and Fishing Vessels (Entry into Enclosed Spaces)
Regulations 2022.
29.2.3 SI 1998/1561 The Merchant Shipping (International Safety Management (ISM) Code)
Regulations 1998.
29.2.6 SI 2014/1512 The Merchant Shipping (International Safety Management (ISM) Code)
Regulations 2014.
29.3.1 SI 1994/2464 The Merchant Shipping (Gas Carriers) Regulations 1994.
29.4.4 SI 1996/3010 The Merchant Shipping (Dangerous or Noxious Liquid Substances in Bulk)
Regulations 1996.
Marine notices
29.1.1 MSN 1866 (M) Amendment 1 Training and certification requirements for seafarers on tankers,
ships subject to the IGF Code, ships that operate in polar waters and passenger ships.
Chapter 30: Port towage industry
Regulations
None
Appendix 1
Code of Safe Working Practices for Merchant Seafarers Appendix 1 487
Marine notices
30.3.4 MGN 592 (M+F) Amendment 1 Anchoring, mooring, towing or hauling equipment on all
vessels: Safe installation and safe operation.
30.8.3 MGN 199 (M) Dangers of interaction.
Chapter 31: Ships serving offshore oil and gas installations
None
Chapter 32: Ships serving offshore renewables installations
Regulations
32.1.3 SI 2002/1587 The Merchant Shipping (Diving Safety) Regulations 2002.
32.1.4 SI 2015/51 The Construction (Design and Management) Regulations 2015.
32.3.2 SI 2005/735 Work at Height Regulations 2005.
SI 2007/114 Work at Height (Amendment) Regulations 2007.
Marine notices
32.1.2 MGN 372 (M+F) Amendment 1 Safety of navigation: guidance to mariners operating in the
vicinity of UK oshore renewable energy installations (OREIs).
32.1.3 MSN 1762 (M+F) Amendment 1 The Merchant Shipping (Diving Safety) Regulations 2002.
32.4.1 MGN 497 (M+F) Dangerous goods – including chemicals and other materials – storage and
use on board ship.
MGN 280 (M) Small vessels in commercial use for sport or pleasure, workboats and pilot boats –
Alternative construction standards.
Guidance
32.4.1 Maritime and Coastguard Agency (MCA) (2014) Workboat Code: Industry Working Group
Technical Standard: www.gov.uk/government/publications/workboat-code
MCA (2018) The Workboat Code: Edition 2 Amendment 1: www.gov.uk/government/publications/the-
workboat-code-edition-2-amendment-1
Chapter 33: Ergonomics
Regulations
33.1.1 SI 1997/2962 The Merchant Shipping and Fishing Vessels (Health and Safety at Work)
Regulations 1997 (as amended).
Marine notices
33.1.1 MGN 636 (M) Amendment 2 Merchant Shipping and Fishing Vessels (Health and Safety at
Work) Regulations 1997.
Guidance
Maritime and Coastguard Agency (MCA) (2020) Wellbeing at Sea: A guide for organisations, London:
TSO (ISBN 978-0-11-553608-3).
MCA (2020) Wellbeing at Sea: A pocket guide for seafarers, London: TSO (ISBN 978-0-11-553787-5).
488 Appendix 1 Code of Safe Working Practices for Merchant Seafarers
Not for resale
Appendix 2
Code of Safe Working Practices for Merchant Seafarers Appendix 2 489
Appendix 2
Other sources of information
This appendix lists the sources of the other documents referred to in this Code.
This list has been compiled by the MCA, with support from industry. It provides a non-
comprehensive list of suggested reading references and publication titles, with the sole purpose
of providing further information on the topics covered by the Code. The MCA is not recommending
the purchase of any publications nor endorsing the guidance within, unless MCA involvement is
specified within the resource.
International Maritime Organization (IMO) publications are available from IMO Publishing,
4 Albert Embankment, London, SE1 7SR, email sales@imo.org or telephone +44 (0)20 7735 7611.
Registration is required for access to some IMO publications. Links have been provided as available
at time of publication.
The Code reference is shown in bold and the information is arranged in chapter order.
Chapter 1: Managing occupational health and safety
References
National Health Service (NHS), Every Mind Maers: www.nhs.uk/every-mind-maers
NHS, Mental health: www.nhs.uk/conditions/stress-anxiety-depression
NHS, Live Well: Sleep and tiredness: www.nhs.uk/live-well/sleep-and-tiredness
1.2.1 Code of Conduct for the Merchant Navy: www.nautilusint.org/en/news-insight/resources/
partnership-publications/code-of-conduct-for-the-merchant-navy/
1.2.7 National Maritime Occupational Health and Safety Commiee (NMOHSC), Guidelines to
Shipping Companies on Behavioural Safety Systems.
Chapter 2: Safety induction for personnel working on ships
References
2.1.1 International Maritime Organization (IMO), International Convention on Standards of Training,
Certification and Watchkeeping (STCW) for Seafarers, 1978, as amended.
International Labour Organization (ILO), Maritime Labour Convention, 2006: www.ilo.org/global/
standards/maritime-labour-convention/lang--en/index.htm
Chapter 3: Living on board
References
National Health Service (NHS), Mental health: www.nhs.uk/mental-health/NHS, Mental health
conditions: www.nhs.uk/mental-health/conditions/
3.2.4 National Health Service (NHS) Live Well: Eat well: www.nhs.uk/live-well/eat-well/
3.3.2 NHS Beer Health, Quit smoking: www.nhs.uk/beer-health/quit-smoking
490 Appendix 2 Code of Safe Working Practices for Merchant Seafarers
3.3.4 NHS Live Well: Quit smoking, ‘Using e-cigarees to stop smoking’: www.nhs.uk/live-well/quit-
smoking/using-e-cigarees-to-stop-smoking
Public Health England, ‘Evidence review of e-cigarees and heated tobacco products 2018:
executive summary’: www.gov.uk/government/publications/e-cigarees-and-heated-tobacco-
products-evidence-review/evidence-review-of-e-cigarees-and-heated-tobacco-products-2018-
executive-summary#poisonings-fires-and-explosions
3.6 NHS Live Well: Sleep and tiredness: www.nhs.uk/live-well/sleep-and-tiredness/
3.6.1 International Maritime Organization (IMO), MSC/Circ 813 The Role of Human Element, List of
Human Element Common Terms.
3.7. 2 Health and Safety Executive (HSE), ‘Thermal comfort’: www.hse.gov.uk/temperature/thermal
3.8.1 Canadian Centre for Occupational Health and Safety (CCOHS), ‘Cold environments: working in
the cold’: www.ccohs.ca/oshanswers/phys_agents/cold/cold_working.html
3.8.2 NHS, Frostbite: www.nhs.uk/conditions/frostbite
NHS, Hypothermia: www.nhs.uk/conditions/hypothermia
Chapter 4: Emergency drills and procedures
References
4.1.1 International Maritime Organization (IMO), International Convention for the Safety of Life at
Sea (SOLAS), 1974: Chapter II-1 Construction – Subdivision and stability, machinery and electrical
installations.
IMO, SOLAS, 1974: Chapter II-2 – Fire protection, fire detection and fire extinction.
IMO, SOLAS, 1974: Chapter III – Life-saving appliances and arrangements.
IMO, SOLAS, 1974: Chapter V – Safety of navigation.
4.1.9; 4.1.11; 4.4.13; 4.8.2; 4.4.21; 4.13.5 IMO, SOLAS, 1974: Chapter III – Life-saving appliances and
arrangements, Regulation 19 Emergency training and drills: Drills.
4.1.10; 4.13.1 IMO, SOLAS, 1974: Chapter III – Life-saving appliances and arrangements, Regulation
30 Drills.
4.2.1 IMO, SOLAS, 1974: Chapter II-2 – Fire protection, fire detection and fire extinction, Regulation 15
Instructions, onboard training and drills.
4.2.15 IMO, SOLAS, 1974: Chapter II-2 – Fire protection, fire detection and fire extinction, Regulation
10 Fire fighting.
4.4.7; 4.4.21 IMO, MSC 1/Circ 1206/Rev 1, Annex 2 Guidelines on safety during abandon ship drills
using lifeboats.
4.4.21 IMO, MSC 1/Circ 1206/Rev 1, Appendix Guidelines for simulated launching of free-fall lifeboats.
4.6.1 International Chamber of Shipping (ICS) (2022) Bridge Procedures Guide: www.ics-shipping.
org/publication/bridge-procedures-guide-sixth-edition/
4.11.2 IMO Resolution A.716(17) The International Maritime Dangerous Goods Code (IMDG Code).
Emergency Procedures for Ships Carrying Dangerous Goods (EmS Guide): www.imo.org/en/
OurWork/Safety/Pages/EmS-Guide.aspx
4.13.1; 4.13.5 IMO, SOLAS, 1974: Chapter II-1 Construction – Subdivision and stability, machinery and
electrical installations, Regulation 19-1 Damage control drills for passenger ships.
Appendix 2
Code of Safe Working Practices for Merchant Seafarers Appendix 2 491
4.13.5 IMO, SOLAS, 1974: Chapter V – Safety of navigation, Regulation 26 Steering gear: testing and
drills.
Chapter 5: Fire precautions
References
5.5.4 International Maritime Organization (IMO), MSC 1/Circ 1321 Guidelines for Measures to Prevent
Fires in Engine Rooms and Cargo Pump Rooms.
Chapter 6: Security on board
References
6.2.1; 6.3 International Maritime Organization (IMO), The International Ship and Port Facility Security
(ISPS) Code.
6.2.1 Regulation (EC) No 725/2004 of the European Parliament and of the Council of 31 March 2004
on enhancing ship and port facility security: www.legislation.gov.uk/eur/2004/725
Chapter 7: Workplace health surveillance
References
National Health Service (NHS), Mental health conditions: www.nhs.uk/mental-health/conditions/
NHS, Mental health: www.nhs.uk/mental-health/
NHS Live Well: Sleep and tiredness, ‘Why am I tired all the time?’: www.nhs.uk/live-well/sleep-and-
tiredness/why-am-i-tired-all-the-time/
7.1 . 2 Health and Safety Executive (HSE), ‘Record keeping’: www.hse.gov.uk/health-surveillance/
record-keeping.htm
7.1 .8 HSE, ‘Manage performance and act on results’: www.hse.gov.uk/health-surveillance/manage-
performance.htm
Chapter 8: Personal protective equipment
None
Chapter 9: Safety signs and their use
References
9.2 Health and Safety Executive (HSE) (2015) Safety Signs and Signals: The Health and Safety
(Safety Signs and Signals) Regulations 1996. HSE Books (3rd edn, ISBN 978 0 7176 6598 3).
9.3.6 International Maritime Organization (IMO) Resolution A.952(23) Graphical Symbols
for Shipboard Fire Control Plans: wwwcdn.imo.org/localresources/en/KnowledgeCentre/
IndexofIMOResolutions/AssemblyDocuments/A.952(23).pdf
(For ships constructed before 1 January 2004, IMO Resolution A.654(16) Graphical Symbols for
Fire Control Plans: wwwcdn.imo.org/localresources/en/KnowledgeCentre/IndexofIMOResolutions/
AssemblyDocuments/A.654(16).pdf)
9.3.9 IMO Resolution A.1116(30) Escape Route Signs and Equipment Location Markings:
wwwcdn.imo.org/localresources/en/KnowledgeCentre/IndexofIMOResolutions/
AssemblyDocuments/A.1116(30).pdf
492 Appendix 2 Code of Safe Working Practices for Merchant Seafarers
(For ships constructed before January 2019, IMO Resolution A.760(18) Symbols Related to Life-
saving Appliances and Arrangements: wwwcdn.imo.org/localresources/en/KnowledgeCentre/
IndexofIMOResolutions/AssemblyDocuments/A.760(18).pdf)
9.4.2 IMO Resolution A.1021(26) Code on Alerts and Indicators, 2009: wwwcdn.imo.org/
localresources/en/KnowledgeCentre/IndexofIMOResolutions/AssemblyDocuments/A.1021(26).pdf
9.4.4 IMO Resolution A.918(22) Standard Marine Communication Phrases, 2002 (IMO SMCP 2001)
(IMO sales no. IA987E) and IMO SMCP on CD-ROM 2004, Standard Marine Communication Phrases:
A pronunciation guide, London: IMO (IMO sales no. D987E): wwwcdn.imo.org/localresources/en/
KnowledgeCentre/IndexofIMOResolutions/AssemblyDocuments/A.918(22).pdf
Chapter 10: Manual handling
None
Chapter 11: Safe movement on board ship
References
Annex 11.2 Health and Safety Executive (HSE), HSG38 Lighting at work: www.hse.gov.uk/pubns/
books/hsg38.htm
Convention on the International Regulations for Preventing Collisions at Sea (COLREG), 1972
(as amended).
Chapter 12: Noise, vibration and other physical agents
References
12.1.1; 12.6.3; Annex 12.2 International Maritime Organization (IMO) Resolution MSC 337(91), Code on
Noise Levels on Board Ships.
12.9.1 Health and Safety Executive (HSE), HSG260 Sound advice: Control of noise at work in music
and entertainment: www.hse.gov.uk/pubns/books/hsg260.htm
12.12.6 HSE, ‘Vibration at work’: www.hse.gov.uk/vibration
12.16.2 HSE, ‘Vibration risk assessment’: www.hse.gov.uk/vibration/hav/advicetoemployers/
assessrisks.htm
HSE, ‘Providing health surveillance’ (hand–arm vibration): www.hse.gov.uk/vibration/hav/
advicetoemployers/healthsurveillance.htm
12.16.3 HSE, ‘Health monitoring and review’ (whole-body vibration): www.hse.gov.uk/msd/wbv.htm
12.18 Non-binding guide to good practice for implementing Directive 2006/25/EC Artificial
Optical Radiation: op.europa.eu/en/publication-detail/-/publication/556b55ab-5d1a-4119-8c5a-
5be4fd845b68/language-en/format-PDF/source-261805315
Non-binding guide to good practice for implementing Directive 2013/35/EU Electromagnetic Fields:
op.europa.eu/en/publication-detail/-/publication/c6440d35-8775-11e5-b8b7-01aa75ed71a1
Annex 12.3 HSE, ‘Accounting for “real world” factors’: www.hse.gov.uk/noise/goodpractice/
hearingrealworld.htm
Appendix 2
Code of Safe Working Practices for Merchant Seafarers Appendix 2 493
Chapter 13: Safety officials
References
13.3.8.4 Marine Accident Investigation Branch (MAIB): www.gov.uk/government/organisations/
marine-accident-investigation-branch
Chapter 14: Permit to work systems
None
Chapter 15: Entering enclosed spaces
References
15.2; 15.5.4; 15.5.12 International Maritime Organization (IMO) Resolution A.1050(27) Revised
Recommendations for Entering Enclosed Spaces Aboard Ships: wwwcdn.imo.org/localresources/
en/KnowledgeCentre/IndexofIMOResolutions/AssemblyDocuments/A.1050(27).pdf
15.5.2 MSC 1/Circ 1477 Guidelines to Facilitate the Selection of Portable Atmosphere Testing
Instruments for Enclosed Spaces as Required by SOLAS Regulation XI-1/7.
15.5.12 Health and Safety Executive (HSE), ‘EH40/2005 Workplace exposure limits’: www.hse.gov.uk/
pubns/books/eh40.htm
Chapter 16: Hatch covers and access lids
None
Chapter 17: Work at height
References
17. 3.4 Health and Safety Executive (HSE) and The Ladder Association, ‘LA455 Safe Use of Ladders
and Stepladders: a brief guide’: ladderassociation.org.uk/la455
17.7 Health and Safety Executive (HSE), ‘Tower scaolds’: www.hse.gov.uk/construction/
safetytopics/scaold.htm
Annex 17.1 HSE Research Report RR708, ‘Evidence-based review of the current guidance on first aid
measures for suspension trauma’: www.hse.gov.uk/research/rrpdf/rr708.pdf
Chapter 18: Provision, care and use of work equipment
References
18.28.1 British Tugowners Association (BTA) (2021) Rope Selection, Procurement and Usage:
britishtug.com/bta-produced-tow-rope-guidance
18.28.19 IMO MSC 1/Circ 1620 Guidelines for Inspection and Maintenance of Mooring Equipment
including Lines: wwwcdn.imo.org/localresources/en/Documents/MSC.1-Circ.1620%20-.pdf
Chapter 19: Lifting equipment and operations
References
19.3.2 Health and Safety Executive (HSE), ‘INDG422 Thorough examination of liing equipment: A
simple guide for employers’: www.hse.gov.uk/pubns/indg422.pdf
19.18.1 HSE, ‘INDG339 Thorough examination and testing of lis: Simple guidance for li owners’:
www.hse.gov.uk/pubns/indg339.pdf
494 Appendix 2 Code of Safe Working Practices for Merchant Seafarers
Chapter 20: Work on machinery and power systems
References
20.3.2 International Maritime Organization (IMO), International Convention for the Safety of Life at
Sea, 1974 (SOLAS) II-2 Reg 4.2.2.6 Construction fire-protection, fire detection and fire extinction:
Arrangements for oil fuel, lubrication oil and other flammable oils; Protection of high temperature
surfaces: www.imo.org/en/About/Conventions/Pages/International-Convention-for-the-Safety-of-
Life-at-Sea-(SOLAS),-1974.aspx
20.3.4 IMO Resolution A.1021 (26) Code on Alerts and Indicators, 2009: wwwcdn.imo.org/
localresources/en/KnowledgeCentre/IndexofIMOResolutions/AssemblyDocuments/A.1021(26).pdf
20.3.13 IMO MSC 1/Circ 1321 Guidelines for Measures to Prevent Fires in Engine Rooms and Cargo
Pump Rooms.
20.3.15 IMO MSC/Circ 834 Guidelines for Engine-Room Layout, Design and Arrangement.
20.17. 3 National Health Service (NHS), 2022, Overview: Burns and scalds, types of burn:
www.nhs.uk/conditions/burns-and-scalds
Chapter 21: Hazardous substances and mixtures
References
21.2.6 Control of Substances Hazardous to Health (COSHH) Regulations: www.hse.gov.uk/coshh/
index.htm
21.3.1 Health and Safety Executive (HSE), EH40/2005 Workplace exposure limits: www.hse.gov.uk/
pubns/books/eh40.htm
21.6.2; Annex 21.1 European Regulation (EC) 1272/2008 Classification, Labelling and Packaging
of Substances and Mixtures (CLP Regulation): eur-lex.europa.eu/LexUriServ/LexUriServ.
do?uri=OJ:L:2008:353:0001:1355:en:PDF
21.7. 2 International Maritime Organization (IMO) MSC 1/Circ 1264 Recommendations on the Safe Use
of Pesticides in Ships Applicable to the Fumigation of Cargo Holds.
IMO MSC 1/Circ 1358 Recommendations on the Safe Use of Pesticides in Ships.
21.7.4 HSE, HSG251 Fumigation: Health and safety guidance for employers and technicians carrying
out fumigation operations: www.hse.gov.uk/pubns/books/hsg251.htm
Annex 21.1 HSE (2021) The Approved List of Biological Agents: www.hse.gov.uk/pubns/misc208.pdf
Chapter 22: Boarding arrangements
References
22.2.1; 22.6.1; Annex 22.1 International Maritime Organization (IMO) MSC 1/Circ 1331 Guidelines
for Construction, Installation, Maintenance and Inspection/Survey of Means of Embarkation and
Disembarkation.
22.2.1; 22.8.1; Annex 22.1, 4 IMO, SOLAS V.23 Safety of navigation: Pilot transfer arrangements.
22.2.6 UK Port Skills and Safety, ‘SIP014 Guidance on safe access and egress’:
www.portskillsandsafety.co.uk/resources/sip014-guidance-safe-access-and-egress
22.6.1 IMO, SOLAS II.1/3-9 Construction – Structure, subdivision and stability, machinery and
electrical installations: Means of embarkation on and disembarkation from ships.
22.8.1; Annex 22.1, 4 IMO Resolution A.1045(27) Pilot Transfer Arrangements: wwwcdn.imo.org/
localresources/en/KnowledgeCentre/IndexofIMOResolutions/AssemblyDocuments/A.1045(27).pdf
Appendix 2
Code of Safe Working Practices for Merchant Seafarers Appendix 2 495
22.8.1; Annex 22.1, 4 IMO Resolution A.1108(29) Amendments to the Recommendation on
Pilot Transfer Arrangements (Resolution A.1045(27)): wwwcdn.imo.org/localresources/en/
KnowledgeCentre/IndexofIMOResolutions/AssemblyDocuments/A.1108(29).pdf
22.8.1; Annex 22.1, 4 IMO MSC 1/Circ 1428 Pilot Transfer Arrangements: Required boarding
arrangements for pilots.
22.9.1 International Maritime Pilots’ Association, ‘Required boarding arrangements for pilots’:
www.impahq.org/system/files/2021-04/Pilot%20Ladder%20Poster.pdf
22.10.3 UK Port Skills and Safety, ‘SIP021 Guidance on safe access to fishing vessels and small cra
in ports’: www.portskillsandsafety.co.uk/resources/sip-021-guidance-safe-access-fishing-vessels-
and-small-cra
Annex 22.1, 3.1 SOLAS III/3.13 Life-saving appliances and arrangements: Definitions. (For further
information, see MSN 1676(M) Amendment 1 The Merchant Shipping (Life-saving Appliances and
Arrangements) Regulations 2020 and The Merchant Shipping (Life-saving Appliances for Ships of
Classes III to VI(A)) Regulations 1999.)
Chapter 23: Food preparation and handling in the catering department
None
Chapter 24: Hot work
References
24.10 Health and Safety Executive (HSE), HSG139 The safe use of compressed gases in welding,
flame cuing and allied processes: www.hse.gov.uk/pubns/books/hsg139.htm
Chapter 25: Painting
None
Chapter 26: Anchoring, mooring and towing operations
References
26.2.1 International Association of Independent Tanker Owners (INTERTANKO) (2019) Anchoring
Guidelines: A risk-based approach: www.intertanko.com/info-centre/intertanko-guidance/
guidancenotearticle/anchoring-guidelines-a-risk-based-approach
Oil Companies International Marine Forum (OCIMF) (2010a) Anchoring Systems and Procedures:
www.ocimf.org/publications/books/anchoring-systems-and-procedures
OCIMF (2010b) Estimating the Environmental Loads on Anchoring Systems: www.ocimf.org/
document-libary/131-estimating-the-environmental-loads-on-anchoring-systems/file
The Swedish Club, ‘Mooring and anchoring: Correct care and maintenance of mooring and
anchoring equipment’: www.swedishclub.com/loss-prevention/ship/mooring-and-anchoring
26.2.5 International Association of Classification Societies (IACS) UR A2 Rev 5 (Sept 2020)
Shipboard fiings and supporting hull structures associated with towing and mooring on
conventional ships: www.iacs.org.uk/publications/unified-requirements/ur-a/ur-a2-rev5-cln/
IACS Recommendation No 10 Rev 5 (June 2023) Chain anchoring, mooring and towing equipment:
www.iacs.org.uk/download/1965
26.3.1 OCIMF (2019) Eective Mooring (4th edn): www.ocimf.org/publications/books/eective-
mooring
496 Appendix 2 Code of Safe Working Practices for Merchant Seafarers
26.8.7 UK Port Skills and Safety, ‘SIP005 Guidance on mooring operations’:
www.portskillsandsafety.co.uk/resources/sip005-guidance-mooring-operations
UK Port Skills and Safety, ‘SIP014 Guidance on safe access and egress’: www.portskillsandsafety.
co.uk/resources/sip014-guidance-safe-access-and-egress
UK Port Skills and Safety, ‘SIP021 Guidance on safe access to fishing vessels and small cra in
ports’: www.portskillsandsafety.co.uk/resources/sip021-guidance-safe-access-fishing-vessels-
and-small-cra
Chapter 27: Roll-on/roll-off ferries
References
27.8. 2 IMO (2021) Code of Safe Practice for Cargo Stowage and Securing (CSS Code).
27.1 0.3 International Maritime Organization (IMO), International Convention for the Safety of Life at
Sea, 1974 (SOLAS) II-2 Reg 20 Protection of vehicle, special category and ro-ro spaces.
27.1 0.4 Department for Environment, Food and Rural Aairs (Defra), Guidance: Animal welfare:
www.gov.uk/guidance/animal-welfare#animal-welfare-during-transport
Chapter 28: Dry cargo
References
28.2.2 International Maritime Organization (IMO) Resolution A.862(20) Code of Practice for the Safe
Loading and Unloading of Bulk Carriers: wwwcdn.imo.org/localresources/en/KnowledgeCentre/
IndexofIMOResolutions/AssemblyDocuments/A.862(20).pdf
IMO Resolution MSC 23(59) Adoption of the International Code for the Safe Carriage of Grain in Bulk:
wwwcdn.imo.org/localresources/en/KnowledgeCentre/IndexofIMOResolutions/MSCResolutions/
MSC.23(59).pdf
28.2.3; 28.2.4 IMO Resolution A.714(17) Code of Safe Practice for Cargo Stowage and
Securing: wwwcdn.imo.org/localresources/en/KnowledgeCentre/IndexofIMOResolutions/
AssemblyDocuments/A.714(17).pdf
28.2.4 IMO Resolution A.1048(27) Code of Safe Practice for Ships Carrying Timber Deck
Cargoes, 2011 (2011 TDC Code): hps://wwwcdn.imo.org/localresources/en/KnowledgeCentre/
IndexofIMOResolutions/AssemblyDocuments/A.1048(27).pdf
28.3.4 IMO Resolution MSC 268(85) Adoption of the International Maritime Solid Bulk Cargoes
(IMSBC) Code: wwwcdn.imo.org/localresources/en/KnowledgeCentre/IndexofIMOResolutions/
MSCResolutions/MSC.268(85).pdf
28.3.5 Emergency Procedures for Ships Carrying Dangerous Goods (EmS Guide): www.imo.org/en/
OurWork/Safety/Pages/EmS-Guide.aspx
IMO MSC/Circ 857 The Medical First Aid Guide for Use in Accidents Involving Dangerous Goods
(MFAG).
28.3.10 IMO (2007) Revised Recommendations on the Safe Transport of Dangerous Cargoes and
Related Activities in Port Areas.
28.4.1 UK Port Skills and Safety, ‘SIP008 Guidance on the storage of dry bulk cargo’:
www.portskillsandsafety.co.uk/resources/sip-008-guidance-storage-dry-bulk-cargo
28.4.3 IMO Resolution MSC 355(92) Amendments to the International Convention for Safe
Containers (CSC), 1972.
Appendix 2
Code of Safe Working Practices for Merchant Seafarers Appendix 2 497
28.5 IMO MSC/Circ 886 Recommendation on Safety of Personnel During Container-Securing
Operations.
IMO MSC/Circ 888 Preventing Falls at Corrugated Bulkheads in General Cargo Ships.
Chapter 29: Tankers and other ships carrying bulk liquid cargoes
References
29.1.1; 29.2.3 International Association of Ports and Harbors (IAPH), International Chamber of
Shipping (ICS) and Oil Companies International Marine Forum (OCIMF) (2020) International Safety
Guide for Oil Tankers and Terminals (ISGOTT 6): ocimf.org/publications/books/international-safety-
guide-for-tankers-and-terminals-1
29.1.1; 29.3.1 ICS (2018) Tanker Safety Guide (Liquefied Gas): ics-shipping.org/publication/tanker-
safety-guide-liquefied-gas/
29.1.1; 29.4.3 International Chamber of Shipping (ICS) (2021) Tanker Safety Guide (Chemicals):
ics-shipping.org/publication/tanker-safety-guide-chemicals/
29.1.5 International Maritime Organization (IMO) MSC 1/Circ 1588 Carriage of Dangerous Goods,
International Maritime Dangerous Goods (IMDG) Code, Revised Emergency Response Procedures
for Ships Carrying Dangerous Goods (EmS Guide).
29.1.5 IMO MSC/Circ 857 The Medical First Aid Guide for Use in Accidents Involving Dangerous
Goods (MFAG).
29.1.9 The International Convention for the Prevention of Pollution from Ships (MARPOL).
29.2.6 IMO Resolution MSC 98(73) Adoption of the International Code for Fire Safety Systems
(FSS Code).
29.3.1 IMO Resolution MSC 5(48) Adoption of the International Code for the Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code).
29.4.3 IMO International Code for the Construction and Equipment of Ships carrying Dangerous
Chemicals in Bulk (IBC Code).
IMO Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH
Code).
Chapter 30: Port towage industry
None
Chapter 31: Ships serving offshore oil and gas installations
References
IMCA Guidance: Guidance on the Transfer of Oshore Personnel to and from Oshore Vessels and
Structures: IMCA SEL 025, Rev 1, IMCA M 202 Rev 1: www.imca-int.com/publications/287/guidance-
on-the-transfer-of-personnel-to-and-from-oshore-vessels-and-structures
31.6 Oshore Energies UK (2015) Best Practice for the Safe Packing and Handling of Cargo to and
from Oshore Locations.
International Maritime Organization (IMO) Resolution A.716(17) The International Maritime Dangerous
Goods Code (IMDG Code).
31.6; 31.8.5; 31.9.1; 31.11.1; 31.15 Guidelines for Oshore Marine Operations (G-OMO): www.g-omo.info
498 Appendix 2 Code of Safe Working Practices for Merchant Seafarers
Chapter 32: Ships serving offshore renewables installations
References
32.3.2 IMCA Guidance: Guidance on the Transfer of Oshore Personnel to and from Oshore
Vessels and Structures – IMCA SEL 025 Rev 1, IMCA M 202 Rev 1: www.imca-int.com/
publications/287/guidance-on-the-transfer-of-personnel-to-and-from-oshore-vessels-and-
structures
32.4.1 National Workboat Association – Good Practice Guide for Oshore Vessels:
www.workboatassociation.org/news/nwa-publishes-good-practice-guide-for-oshore-energy-
service-vessels/
32.6.1 G+ Integrated Oshore Emergency Response – Renewables (IOER-R): Good Practice
Guidelines for Oshore Renewable Energy Developments: publishing.energyinst.org/topics/
renewables/oshore-wind/g-integrated-oshore-emergency-response-g-ioer-good-practice-
guidelines-for-oshore-renewable-energy-developments
G+ Good Practice Guideline: The safe management of small service vessels used in the oshore
wind industry: publishing.energyinst.org/topics/power-generation/oshore-wind/good-practice-
guideline-the-safe-management-of-small-service-vessels-used-in-the-oshore-wind-industry
Health and Safety strategy for renewables: www.renewableuk.com/page/HealthSafety
The National Workboat Association Good Practice Guide for Oshore Energy Service Vessels:
www.workboatassociation.org/news/nwa-publishes-good-practice-guide-for-oshore-energy-
service-vessels
Emergency rescue cooperation planning: www.gov.uk/government/publications/oshore-
renewable-energy-installations-orei
Chapter 33: Ergonomics
References
33.1.1 Health and Safety Executive (HSE), HSG48 Reducing error and influencing behaviour:
www.hse.gov.uk/pubns/priced/hsg48.pdf
33.2.5 HSE, INDG36 Working with display screen equipment (DSE): www.hse.gov.uk/pubns/indg36.pdf
Appendix 3
Code of Safe Working Practices for Merchant Seafarers Appendix 3 499
Appendix 3
Standards and specifications referred to in this code
NOTE: Copies of standards produced by the British Standards Institution (BSI) can be obtained from
BSI Customer Services, 389 Chiswick High Road, London W4 4AL; or online from shop.bsigroup.com
Standards double-prefixed ‘BS EN’ are the UK version in English of a European harmonised
standard. The prefix ‘BS EN ISO’ appears where an international standard has been adopted by
Europe as a European Standard.
The transition from CE marking to UKCA marking in Great Britain occurred from 31 December 2020
and a new UK Conformity Assessed (UK CA) marking system was introduced, with the full transition
to this UK CA marking system from 1 January 2023.
All standards are subject to periodic updating; the most recent version should be used.
Copies of EU Directives are available from eur-lex.europa.eu/homepage.html?locale=en
The Code reference is shown in bold. Information arranged in chapter order.
Chapter 1: Managing occupational health and safety
None
Chapter 2: Safety induction for personnel working on ships
None
Chapter 3: Living on board
3.13.6 BS EN ISO 12311:2013 Personal protective equipment – Test methods for sunglasses and
related eyewear.
BS EN ISO 12312-1:2013+A1:2015 Eye and face protection – Sunglasses and related eyewear. Part 1:
Sunglasses for general use.
3.14.8 BS EN ISO 23907-1:2019 Sharps injury protection – Requirements and test methods – Part 1:
Single-use sharps containers.
Chapter 4: Emergency drills and procedures
None
Chapter 5: Fire precautions
None
Chapter 6: Security on board
None
500 Appendix 3 Code of Safe Working Practices for Merchant Seafarers
Chapter 7: Workplace health surveillance
None
Chapter 8: Personal protective equipment
None
Chapter 9: Safety signs and their use
9.6.1 BS EN 1089-3:2011 Transportable gas cylinders. Gas cylinder identification (excluding LPG).
Colour coding.
9.6.3 BS EN ISO 407:2023 Small medical gas cylinders – Pin-index yoke-type valve connections.
9.7.1 BS ISO 14726:2008 Ships and marine technology – identification colours for the content of
piping systems.
BS 4800:2011 Schedule of paint colours for building purposes.
9.8.1 BS EN 3-10:2009 Portable fire extinguishers. Provisions for evaluating the conformity of a
portable fire extinguisher to EN 3-7.
9.8.4 BS 5306-10:2019 Fire extinguishing installations and equipment on premises. Colour coding to
indicate the extinguishing medium contained in portable fire extinguishers. Code of practice.
BS EN 3-7:2004+A1:2007 Portable fire extinguishers: Characteristics, performance requirements and
test methods.
Chapter 10: Manual handling
None
Chapter 11: Safe movement on board ship
11.5.5 ISO 15085:2003+A2:2018 Small cra – Man-overboard prevention and recovery.
Chapter 12: Noise, vibration and other physical agents
None
Chapter 13: Safety officials
None
Chapter 14: Permit to work systems
None
Chapter 15: Entering enclosed spaces
15.12.4 EN 137:2006 Respiratory protective devices. Self-contained open-circuit compressed air
breathing apparatus with full face mask. Requirements, testing, marking.
BS EN 14593-1:2018 Respiratory protective devices. Compressed air line breathing devices with
demand valve. Devices with a full face mask. Requirements, testing and marking.
BS EN 14593-2:2005 Respiratory protective devices. Compressed air line breathing apparatus with
demand valve. Apparatus with a half mask at positive pressure. Requirements, testing, marking.
Appendix 3
Code of Safe Working Practices for Merchant Seafarers Appendix 3 501
BS EN 14594:2018 Respiratory protective devices. Continuous flow compressed air line breathing
devices. Requirements, testing and marking.
BS EN 1146:2005 Respiratory protective devices. Self-contained open-circuit compressed air
breathing apparatus incorporating a hood for escape. Requirements, testing, marking.
Chapter 16: Hatch covers and access lids
None
Chapter 17: Work at height
None
Chapter 18: Provision, care and use of work equipment
None
Chapter 19: Lifting equipment and operations
19.1.5 BS 7121-2-4:2013 Code of practice for the safe use of cranes. Inspection, maintenance and
thorough examination. Loader cranes.
Annex 19.3 Council Directive 92/58/EEC of 24 June 1992 on the minimum requirements for the
provision of safety and/or health signs at work (ninth individual Directive within the meaning of
Article 16 (1) of Directive 89/391/EEC).
Chapter 20: Work on machinery and power systems
None
Chapter 21: Hazardous substances and mixtures
None
Chapter 22: Boarding arrangements
22.8.1; Annex 22.1, 4, 4.2 BS ISO 799-1:2019 Ships and marine technology – Pilot ladders – Part 1:
Design and specification.
22.8.1; Annex 22.1, 4 BS ISO 799-3:2022 Ships and marine technology – Pilot ladders – Part 3:
Aachments and associated equipment.
Annex 22.1 BS ISO 5488:2015 Ships and marine technology – Accommodation ladders.
ISO 7061:2015 Ships and marine technology – Aluminium shore gangways for seagoing vessels.
Annex 22.1, 2.1 BS MA 78:1978 Specification for aluminium shore gangways.
Annex 22.1, 3.2 ISO 7364:2016 Ships and marine technology – Deck machinery – Accommodation
ladder winches.
Chapter 23: Food preparation and handling in the catering department
None
502 Appendix 3 Code of Safe Working Practices for Merchant Seafarers
Chapter 24: Hot work
24.3.1 BS EN 12941:1998+A2:2008 Respiratory protective devices. Powered filtering devices
incorporating a helmet or a hood. Requirements, testing, marking.
24.4.1 BS EN ISO 11611:2015 Protective clothing for use in welding and allied processes.
BS EN 169:2002 (withdrawn) Personal eye-protection. Filters for welding and related techniques.
Transmiance requirements and recommended use.
BS EN ISO 16321-1:2022 Eye and face protection for occupational use – Part 1. General requirements.
BS EN ISO 16321-2:2021 Eye and face protection for occupational use – Part 2: Additional
requirements for protectors used during welding and related techniques.
BS EN 1146:2005 Respiratory protective devices. Self-contained open-circuit compressed air
breathing apparatus incorporating a hood for escape. Requirements, testing, marking.
24.6.9 BS EN 60529:1992+A2:2013 Degrees of protection provided by enclosures (IP Code).
24.7.1 BS EN ISO 20345:2022 Personal protective equipment – Safety footwear.
BS EN 50321-1:2018 Live working. Footwear for electrical protection. Insulating footwear and
overboots.
24.9.13; Annex 24.3 BS EN 1256:2006 Gas welding equipment. Specification for hose assemblies for
equipment for welding, cuing and allied processes.
Annex 24.2 BS EN IEC 60974-1:2022+A11:2022 Arc welding equipment – Welding power sources.
BS EN IEC 60974-11:2021 Arc welding equipment – Part 11: Electrode holders.
Annex 24.3 BS EN ISO 3821:2019 Gas welding equipment. Rubber hoses for welding, cuing and
allied processes.
BS EN 16436-1:2014+A3:2020 Rubber and plastics hoses, tubing and assemblies for use with
propane and butane and their mixtures in the vapour phase. Hoses and tubings.
BS EN 16436-2:2018 Rubber and plastics hoses, tubing and assemblies for use with propane and
butane and their mixture in the vapour phase. Assemblies.
ISO/TR 28821:2012 Gas welding equipment – Hose connections for equipment for welding, cuing
and allied processes – Listing of connections which are either standardised or in common use.
BS EN 561:2002 Gas welding equipment. Quick-action coupling with shut-o valves for welding,
cuing and allied processes.
BS ISO 7289:2018 Gas welding equipment. Quick-action coupling with shut-o valves for welding,
cuing and allied processes.
Chapter 25: Painting
None
Chapter 26: Anchoring, mooring and towing operations
None
Chapter 27: Roll-on/roll-off ferries
None
Appendix 3
Code of Safe Working Practices for Merchant Seafarers Appendix 3 503
Chapter 28: Dry cargo
None
Chapter 29: Tankers and other ships carrying bulk liquid cargoes
None
Chapter 30: Port towage industry
None
Chapter 31: Ships serving offshore oil and gas installations
None
Chapter 32: Ships serving offshore renewables installations
None
Chapter 33: Ergonomics
None
Information arranged by Standards number
British Standards (BS)/European Norm (EN)/International Organization Standardization (ISO)
BS EN ISO Standards
number
BS/EN/ISO full title Code
reference
BS EN ISO 407:2023 Small medical gas cylinders – Pin-index yoke-type valve
connections
9.6.3
BS EN ISO 3821:2019 Gas welding equipment. Rubber hoses for welding, cuing
and allied processes
Annex 24.3
BS EN ISO 11611:2015 Protective clothing for use in welding and allied processes 24.4.1
BS EN ISO 12311:2013 Personal protective equipment – Test methods for
sunglasses and related eyewear
3.13.6
BS EN ISO 12312-
1:2013+A1:2015
Eye and face protection – Sunglasses and related eyewear.
Part 1: Sunglasses for general use
3.13.6
BS EN ISO 16321-1:2022 Eye and face protection for occupational use – Part 1.
General requirements
24.4.2
BS EN ISO 16321-2:2021 Eye and face protection for occupational use – Part 2:
Additional requirements for protectors used during welding
and related techniques
24.4.2
BS EN ISO 20345:2022 Personal protective equipment – Safety footwear 24.7.1
BS EN ISO 23907-1:2019 Sharps injury protection – Requirements and test methods
– Part 1: Single-use sharps containers
3.14.8
504 Appendix 3 Code of Safe Working Practices for Merchant Seafarers
British Standards
BS number BS full title Code
reference
BS MA 78:1978 Specification for aluminium shore gangways Annex 22.1, 2.1
BS 4800:2011 Schedule of paint colours for building purposes 9.7.1
BS 5306-10:2019 Fire extinguishing installations and equipment on premises.
Colour coding to indicate the extinguishing medium
contained in portable fire extinguishers. Code of practice
9.8.4
BS 7121-2-4:2013 Code of practice for the safe use of cranes. Inspection,
maintenance and thorough examination. Loader cranes
19.1.5
BS/EN
BS/EN number BS/EN full title Code
reference
BS EN 3-7:2004+A1:2007 Portable fire extinguishers: Characteristics, performance
requirements and test method.
9.8.4
BS EN 3-10:2009 Portable fire extinguishers. Provisions for evaluating the
conformity of a portable fire extinguisher to EN 3-7
9.8.1
BS EN 169:2002
(withdrawn)
Personal eye-protection. Filters for welding and
related techniques. Transmiance requirements and
recommended use
24.4.1
BS EN 561:2002 Gas welding equipment. Quick-action coupling with shut-
o valves for welding, cuing and allied processes
Annex 24.3
BS EN 1089-3:2011 Transportable gas cylinders. Gas cylinder identification
(excluding LPG). Colour coding
9.6.1
BS EN 1146:2005 Respiratory protective devices. Self-contained open-circuit
compressed air breathing apparatus incorporating a hood
for escape. Requirements, testing, marking
15.12.4; 24.4.1
BS EN 1256:2006 Gas welding equipment. Specification for hose assemblies
for equipment for welding, cuing and allied processes
24.9.13; Annex
24.3
BS EN
12941:1998+A2:2008
Respiratory protective devices. Powered filtering devices
incorporating a helmet or a hood. Requirements, testing,
marking
24.3.1
BS EN 14593-1:2018 Respiratory protective devices. Compressed air line
breathing devices with demand valve. Devices with a full
face mask. Requirements, testing and marking
15.12.4
Appendix 3
Code of Safe Working Practices for Merchant Seafarers Appendix 3 505
BS EN 14593-2:2005 Respiratory protective devices. Compressed air line
breathing apparatus with demand valve. Apparatus with
a half mask at positive pressure. Requirements, testing,
marking
15.12.4
BS EN 14594:2018 Respiratory protective devices. Continuous flow
compressed air line breathing devices. Requirements,
testing and marking
15.12.4
BS EN 16436-
1:2014+A3:2020
Rubber and plastics hoses, tubing and assemblies for use
with propane and butane and their mixtures in the vapour
phase. Hoses and tubings
Annex 24.3
BS EN 16436-2:2018 Rubber and plastics hoses, tubing and assemblies for use
with propane and butane and their mixture in the vapour
phase. Assemblies
Annex 24.3
BS EN 50321-1:2018 Live working. Footwear for electrical protection. Insulating
footwear and overboots
24.7.1
BS EN
60529:1992+A2:2013
Degrees of protection provided by enclosures (IP code) 24.6.9
BS EN IEC Standards
BS EN IEC Standard BS EN IEC full title Code
reference
BS EN IEC 60974-
1:2022+A11:2022
Arc welding equipment – Welding power sources Annex 24.2
BS EN IEC 60974-11:2021 Arc welding equipment – Part 11: Electrode holders Annex 24.2
BS/ISO Standards
BS/ISO Standards BS/ISO full title Code
reference
BS ISO 799-1:2019 Ships and marine technology – Pilot ladders – Part 1:
Design and specification
22.8.1; Annex
22.1, 4, 4.2
BS ISO 799-3:2022 Ships and marine technology – Pilot ladders – Part 3:
Aachments and associated equipment
22.8.1; Annex
22.1, 4
BS ISO 5488:2015 Ships and marine technology – Accommodation ladders Annex 22.1
BS ISO 7289:2018 Gas welding equipment. Quick-action coupling with shut-
o valves for welding, cuing and allied processes
Annex 24.3
BS ISO 14726:2008 Ships and marine technology – identification colours for
the content of piping systems
9.7.1
506 Appendix 3 Code of Safe Working Practices for Merchant Seafarers
EN Standards
EN number EN full title Code
reference
EN 137:2006 Respiratory protective devices. Self-contained open-circuit
compressed air breathing apparatus with full face mask.
Requirements, testing, marking
15.12.4
ISO Standards
ISO number ISO full title Code
reference
ISO 7061:2015 Ships and marine technology – Aluminium shore gangways
for seagoing vessels
Annex 22.1
ISO 7364:2016 Ships and marine technology – Deck machinery –
Accommodation ladder winches
Annex 22.1,
3.2
ISO
15085:2003+A2:2018
Small cra – Man-overboard prevention and recovery 11.5.5
ISO/TR 28821:2012 Gas welding equipment – Hose connections for equipment
for welding, cuing and allied processes – Listing of
connections which are either standardised or in common
use
Annex 24.3
Other applicable standards: EEC Directives
Directive number Full title Code
reference
92/58/EEC Council Directive 92/58/EEC of 24 June 1992 on the
minimum requirements for the provision of safety and/or
health signs at work (ninth individual Directive within the
meaning of Article 16 (1) of Directive 89/391/EEC)
Annex 19.3
Appendix 4
Code of Safe Working Practices for Merchant Seafarers Appendix 4 507
Appendix 4
Acknowledgements
The Maritime and Coastguard Agency (MCA) would like to give special thanks to all those involved in
the 2023/4 review of this Code. The following organisations contributed to the development of this
update:
Abu Dhabi Maritime Academy – Abu Dubi Ports Group
Anglo Eastern
Bernicia Marine Consultants Ltd
CalMac Ferries Ltd
Clyde & Co/BML Solicitors
Condor Ferries
Dover Harbour Board
Fairbrother Consultancy Services
Fleetwood Nautical College
Fletcher Group
Honourable Company of Master Mariners
InterManager
Isles of Scilly Steamship Group
MSC Cruise Management LTD UK
Nautilus International
Northlink Ferries
Oshore Turbine Services
P&O Ferries
Royal Fleet Auxiliary
Scoish Sea Farms
SeaRegs Training Ltd
SERCO Northlink Ferries
Svitzer Marine Ltd
The National Union of Rail, Maritime and Transport Workers (RMT)
The Shipowners’ Club
508 Appendix 4 Code of Safe Working Practices for Merchant Seafarers
UK Chamber of Shipping
VShips/DNV
Wightlink Ferries
Williams Shipping
All other private seafarers/industry individuals in the UK and abroad are recognised for their
contribution.
Additionally, we would like to acknowledge the individuals and organisations that gave their time to
respond to the public consultation carried out from 29 August to 21 November 2023.
The Maritime and Coastguard Agency (MCA) acknowledges the kind permission for the following
sources of information and illustrations used in this Code.
Links to the information are provided in Appendix 2, Other sources of information.
The Code reference is shown in bold and the information is arranged in chapter order.
Chapter 1: Managing occupational health and safety
1.2.9 Eddie Perkins, Figure 1.2, Knowledge management diagram.
Annex 1.1 John Blaikie, Simple change (management of change).
Chapter 2: Safety induction
None
Chapter 3: Living on board
National Health Service (NHS) website, including Live Well and Beer Health sections.
3.7. 2 Health and Safety Executive (HSE), ‘Controlling thermal comfort’.
3.8.1 York University, Canada, ‘Guidelines for working in cold weather’.
Chapter 4: Emergency drills and procedures
None
Chapter 5: Fire precautions
None
Chapter 6: Security on board
None
Chapter 7: Health surveillance
7.1 .8 Health and Safety Executive (HSE), Figure 7.1, the health surveillance cycle diagram.
Chapter 8: Personal protective equipment
None
Appendix 4
Code of Safe Working Practices for Merchant Seafarers Appendix 4 509
Chapter 9: Safety signs and their use
None
Chapter 10: Manual handling
Annex 10.1 Health and Safety Executive (HSE), Figure 10.7, Guideline weight diagram.
Chapter 11: Safe movement on board ship
None
Chapter 12: Noise, vibration and other physical agents
12.12.6; 12.16.2; 12.16.3 Health and Safety Executive (HSE), ‘Vibration at work’; ‘Providing health
surveillance’ (hand–arm vibration); and ‘Health monitoring and review’ (whole-body vibration).
Chapter 13: Safety officials
None
Chapter 14: Permit to work systems
Annex 14.1 North Star Shipping, Permit to work (general).
Chapter 15: Entering dangerous (enclosed) spaces
None
Chapter 16: Hatch covers and access lids
None
Chapter 17: Work at height
None
Chapter 18: Provision, care and use of work equipment
None
Chapter 19: Lifting equipment and operations
None
Chapter 20: Work on machinery and power systems
None
Chapter 21: Hazardous substances and mixtures
None
Chapter 22: Boarding arrangements
None
510 Appendix 4 Code of Safe Working Practices for Merchant Seafarers
Chapter 23: Food preparation and handling in the catering department
None
Chapter 24: Hot work
None
Chapter 25: Painting
None
Chapter 26: Anchoring, mooring and towing operations
26.2.3 Figure 26.1 Anchoring. Image courtesy of Intertanko.
Annex 26.1 Swedish Accident Investigation Administration, Complex snap-back zone.
Acknowledged as source of diagram of snap-back zones on the foredeck of a ship.
Chapter 27: Roll-on/roll-off ferries
None
Chapter 28: Dry cargo
None
Chapter 29: Tankers and other ships carrying bulk liquid cargoes
None
Chapter 30: Port towage industry
None
Chapter 31: ships serving offshore oil and gas installations
None
Chapter 32: Ships serving offshore renewables
None
Chapter 33: Ergonomics
33.2.2 Health and Safety Executive (HSE), Figure 33.1, ‘Working with display screen equipment (DSE)’.
Glossary
Code of Safe Working Practices for Merchant Seafarers Glossary 511
Glossary
Additional earth An earth connection applied to apparatus aer the application
of a circuit main earth. This is normally at the point of work if the
equipment is not already fied with a circuit main earth.
Approved A type of form sanctioned for use by the superintendent/senior
electrical engineer.
Athwartships restraint Mooring lines leading ashore as perpendicular as possible to the
ship’s fore and a line.
Authorising ocer A person appropriately trained and appointed in writing by the
superintendent/electrical engineer to carry out work as permied
by these rules.
Breast lines Lines that restrain the ship in one direction (o the berth).
Caution notice Conveys a warning against interference with the apparatus to
which it is aached.
Chafe guard An anti-abrasion device.
Chief engineer A senior engineer on board the vessel who is responsible for all
vessel technical operations and maintenance.
Chock A means of restraint placed against the wheels to prevent
movement.
Circuit main earth An earth connection applied to make apparatus safe to work on
before a permit to work or sanction for test is issued, and which
is nominated on the document.
Competent person A person who is appropriately trained and has sucient technical
knowledge or experience to enable them to avoid danger. It is the
duty of the authorising ocer issuing a permit to work covered by
these rules to satisfy themselves that persons are competent to
carry out the work involved.
Danger notice Calls aention to the danger of approach or interference with the
apparatus to which it is aached.
Dead At or about zero voltage and disconnected from all sources of
electrical energy.
Double and reverse stoppering A quick, practical whipping knot; a method of using twine to
secure the end of a rope to prevent it fraying. Also known as
West Country whipping.
Down-flooding Water ingress on board that may aect the stability of the vessel.
Dynamic risk assessment The continuous process of identifying hazards, assessing
risk, taking action to eliminate or reduce risk, monitoring
and reviewing, in the rapidly changing circumstances of an
operational incident.
512 Glossary Code of Safe Working Practices for Merchant Seafarers
Earthed Connected to the general mass of earth in such a manner as will
ensure at all times an immediate discharge of electrical energy
without danger.
Electro-technical ocer A specialist electronic engineer who is competent to work on
high-voltage systems.
Elimination Taking action to remove exposure to risk.
Girting The capsizing movement of the tug caused by a ship’s sudden
movement.
Go and return In welding, consists of two cables to complete the electric circuit
that allows for electrical arc-based welding (eg TIG, MIG/MAG,
MMA) to work.
Gog rope (gob rope) A specific tug rope for the purpose of maintaining safe
manoeuvres during towing.
High voltage A voltage exceeding 1000 volts.
High-voltage apparatus Any apparatus, equipment or conductors normally operated at a
voltage higher than 1000 volts.
Isolate To disconnect and separate the electrical equipment from every
source of electrical energy in such a way that the disconnection
and separation are secure.
Just culture An eective safety culture is necessary for operating safely. It
means organisations must be able to learn from their mistakes
and continuously improve.
Key safe A device for the secure retention of keys used to lock means of
isolation, earthing or other safety devices.
Lee The side of the ship not exposed to the prevailing wind.
Limitation of access A form issued by an authorising ocer to a competent person,
defining the limits of the work to be carried out in the vicinity of,
but not on, high-voltage electrical apparatus.
Live Electrically charged from a supply of electricity.
Lock out tag out (LOTO) A safety procedure to ensure that energy and power sources
are properly isolated, shut o, locked and tags applied, to notify
others that energy or power systems are being worked on and
the restarting of these energy and power sources is prohibited,
while locks and tags are in place.
Longitudinal restraint Mooring lines leading in a nearly fore and a direction to prevent
longitudinal movement (surge) of the ship while in berth.
Manual handling Any operation that includes transporting or supporting a load,
liing, puing down, pushing, pulling, carrying or moving by hand
or bodily force.
Monkey’s fist A knot formed in the shape of a fist or ball used to add natural
weight to a rope.
Glossary
Code of Safe Working Practices for Merchant Seafarers Glossary 513
Permit to work A form of declaration signed and given by an authorising ocer
to a competent person in charge of the work to be carried out on
or in close proximity to high-voltage apparatus, making known
to the competent person the extent of the work, exactly what
apparatus is dead, is isolated from all live conductors, has been
discharged and earthed and, insofar as electric hazards are
concerned, on which it is safe to work.
Physical agent An external environmental factor within the working location such
as noise, vibration, optical radiation (ultra-violet and infra-red
light), heat and electromagnetic fields.
Safety lock A lock used to secure points of isolation, safety devices and
circuit earths, being unique from any other locks used on the
system.
Sanction for test A form of declaration, signed and given by an authorising ocer
to another authorising ocer in charge of testing high-voltage
apparatus, making known to the recipient what apparatus is to be
tested and the conditions under which the testing is to be carried
out.
Shark jaws A remotely controlled chain and wire stoppers used on board
to unshackle lengths of wire on deck when carrying a loaded
wire over the stern roller. They are designed to guide wire/chain
safely without crew being present and also work as a securing
mechanism.
Simultaneous operations Work activities that involve more than one vessel, or a vessel and
an installation.
Snap-back zone Designated area on board within which a mooring line or rope
could break.
Spring lines Lines that restrain the ship in two directions: headsprings prevent
forward motion and backsprings prevent a motion.
Superintendent/senior A senior electrical/mechanical engineer suitably qualified
electrical engineer and appointed in writing by the company to be responsible
for compilation and administration of rules for high-voltage
installations and operations.
Switching plan A plan or programme, developed by the authorised person, which
details the intended sequence of switching, isolation and earthing
operations required to be carried out to isolate and make dead,
or reinstate and make live, high-voltage equipment or installation.
The plan must be agreed between the authorised person and
the competent persons undertaking the task before executing
the plan. If contractors are involved, then their agreement is also
required.
Task based risk assessment A formal process of identifying the hazards associated with each
(TBRA) task to be performed, assessing the risk, and providing the safety
controls to manage the risk.
Thorough examination An examination carried out by a competent person who should
be suciently independent and impartial to allow objective
decisions to be made.
514 Glossary Code of Safe Working Practices for Merchant Seafarers
Ullaging The amount of space remaining empty in a tank.
Whelps The projections which stand out from the barrel of a capstan or
winch. They provide extra bite for a rope under strain than if the
barrel were smooth.
Whip check A safety cable used to connect air hoses across the coupling.
It secures hoses from movement in case the connection
unexpectedly separates.
Code of Safe Working Practices for Merchant Seafarers Index 515
Index
Index
References are shown by chapter, section and paragraph numbers. The leer A before a chapter
number indicates the annex at the end of the chapter.
abandon ship drills 4.4
abandoning ship 4.5
abrasive wheels 18.17
access lids 16.1–16.7 see also hatch covers
accident investigation 13.8, A13.2
accident recording 13.3.7, 13.4.5
accidents 2.5
accommodation ladders A22.1.1, A22.1.3, A22.2
accountability 1.2.7
accumulators 20.23.1
acetylene 24.9
adverse weather 11.11
aerials 20.22.8–20.22.9
aerosols 3.10.2
AHTS (anchor handling towing supply) vessels 31.15
alcohol 3.4.2, 3.7.1, 29.4.5
alkaline storage baeries 20.20
aluminium equipment 22.6.3, A22.2
anchor handling towing supply (AHTS) vessels 31.15
anchoring 26.1–26.2
arc-flash 20.17
arc-welding systems A24.2
armed robbery 6.7
asbestos 3.11.4, 21.6
atmosphere testing 15.5
auxiliary machinery 20.7
baeries 20.18–20.20
bench machines 18.16
beryllia 20.24.3–20.24.5
bilges 20.3.6, 20.3.9
biological agents 7.2, 21.9, A21.2
boarding arrangements 22.1–22.10
ladders 22.5, 22.8–22.9 see also accommodation
ladders; pilot ladders; portable ladders; rope ladders
maintenance of equipment 22.6
pilots 22.8
positioning of equipment 22.4
safety nets 22.3
small cra 22.10
special circumstances 22.7
standards A22.1
transfers between ships at sea 22.7.6–22.7.7
body protection 8.10
boilers 20.6
bosun’s chairs 17.5
breast lines 26.3.10
breathing apparatus 8.7.14–8.7.15, 15.12
bulk liquid cargoes 29.1–29.4
bulk ore/oil carriers 29.2
bulkheads, moveable 28.8
bulldog grips A18.2
bump caps 8.4.4
buoys, mooring to 26.4
burns 3.12.7–3.12.8
busbars 20.16.15
carbon dioxide 21.9.6–21.9.7
carcinogens 21.5, A21.1
cardice 21.9.6–21.9.7
cargo gear 19.15, A19.2
cargo spaces, lighting in 28.6
casting o 26.3
casualties 4.10
catering equipment 23.4–23.7, 23.11
change management 1.2.5, A1.1
chemical agents 21.7
chemical carriers 29.4
choppers 23.12
clothing 3.9
cold conditions 3.8
communications 1.2.3
compressed gas cylinders 9.6, 24.8
consultation procedures 2.11
containers, dry cargo 28.4
cradles 17.4
cranes 19.11
critical equipment 20.10
cross-contamination 23.3.2
culture for safe working 1.2.1–1.2.9
cuts 3.12.6
damage control drills 4.13
dangerous goods 27.9, 28.3
dangerous occurrences 13.4.5
dangerous spaces see enclosed spaces
dangerous substances, spillage of 28.3.8–28.3.10
dangerous work, duty to stop 13.4.6
davit-launched life ras 4.4.25–4.4.26
deck work 11.10
deep fat fryers 23.7, 23.9
derricks 19.12–19.13
diesel engines 20.7.2–20.7.5
display screen equipment (DSE) 33.2
domestic passenger cra, mooring 26.7, A26.2
drainage 11.2
Drikold
TM
21.9.6–21.9.7
drills see emergency drills
drive units 18.27
drowning protection 8.11
dry cargo 28.1–28.8
containers 28.4
dangerous goods 28.3
moveable bulkheads 28.8
precautions for personnel 28.7
safe access 28.2.7–28.2.11
stowage 28.2
working 28.5
dry ice 21.9.6–21.9.7
dry-cleaning solvents 21.9.8
DSE (display screen equipment) 33.2
dust 3.11.6
dynamic risk assessment 1.2.6
516 Index Code of Safe Working Practices for Merchant Seafarers
ear defenders 8.5.4, A12.3
earplugs 8.5.2–8.5.3, A12.3
e-cigarees 3.3.4–3.3.5, 5.4
electric arc welding 24.7
electric welding equipment 24.6
electrical equipment see also high-voltage systems
arc-flash 20.17
LOTO (lock out tag out) 20.13.4
precautions 20.13.6–20.13.11
work on 20.13
electrical hazards 3.12.12–3.12.14
electrical wiring 9.5
electronic equipment 20.22–20.24
emergency drills 4.1–4.15
abandon ship drills 4.4
damage control drills 4.13
emergency steering drills 4.14
for enclosed spaces 4.8
fire drills 4.2
frequency of A4.1
launching drills A4.2
leakage drills 4.11
man overboard drills 4.6
MES drills 4.15
spillage drills 4.11
emergency exit signs A9.1
emergency procedures 2.4, 4.1–4.15
emergency steering drills 4.14
enclosed spaces
atmosphere, suspect/unsafe 15.10
atmosphere testing 15.5
breathing apparatus 15.12
control systems 15.6
emergencies in 4.9
emergency drills for 4.8, 15.13
entry into 11.9, 15.1–15.14
authorised ocers 15.2
competent persons 15.2
completion procedures 15.9
information 15.11
instruction 15.11
precautions 15.3, 15.7
preparing and securing the space 15.4
procedures and arrangements during 15.8, 15.13
training 15.11
flammable vapours 15.4.15–15.4.16
hazards 15.14
oxygen deficiency 15.14.1–15.14.2
oxygen-enriched atmosphere 15.4.3
permits to work A14.1
rescue arrangements 15.13.3–15.13.9
toxic substances 15.4.7–15.4.14
engines 20.7–20.8
environmental responsibilities 2.8
ergonomics 33.1–33.2, A33.1
escape route signs A9.1
escorting 30.9
expectations of seafarers 1.2.2
extension runners 20.21
eye injuries 3.12.4
eye protection 8.6
face protection 8.6
fall protection 8.9
fast-rescue boats 4.4.22–4.4.24
fatigue 3.6
fire drills 4.2
fire extinguishers 9.8, A9.1
fire precautions 2.4, 5.1–5.6
fire procedures 4.3
fire safety/prevention, roll-on/roll-o (ro-ro) ferries 27.3
firefighting symbols A9.1
first-aid signs A9.1
fitness 3.2
fixed installations 18.16
flammable gases and vapours, testing for 15.5.9–15.5.11
flammable vapours 15.4.15–15.4.16
floating work platforms 17.6
food hygiene 23.1.3
food preparation and handling 23.1–23.13
burns 23.7. 3–23.7.9
choppers 23.12
deep fat fryers 23.7, 23.9
electric shocks 23.7.3–23.7.4
equipment 23.4–23.7, 23.11
galley stoves 23.7
knives 23.12
liquid petroleum gas appliances 23.8
liquid spills 23.7
meat saws 23.12
microwave ovens 23.10
personal preparation 23.2
refrigerated rooms 23.13
slips, falls and tripping hazards 23.6
steam boilers 23.7
store rooms 23.13
surfaces 23.4
waste disposal 23.5
foot injuries 3.12.3
foot protection 8.8
footwear 8.8
fork-li trucks 18.24, 19.16
free-fall lifeboats 4.4.20–4.4.21
frostbite 3.8.4
galley stoves 23.7
galleys 5.6
gangways A22.1.2, A22.2
gas cuing 24.2, 24.9
gas cylinders 9.6, 24.8, 27.10.1
gas welding 24.9
gases, testing for 15.5.9–15.5.12
generic risk assessment 1.2.6
gloves 8.8, 12.14.7
guardrails 11.5
hairnets 8.4.5
hand injuries 3.12.2
hand protection 8.8
hand signals A19.3
hand tools 18.14
hand-arm vibration 12.14
harnesses 8.9
hatch covers 16.1–16.7
hatchways 11.5
hazardous substances 3.11, 21.1–21.9
asbestos 21.6
biological agents 21.9, A21.2
carbon dioxide 21.9.6–21.9.7
carcinogens 21.5, A21.1
chemical agents 21.7
dry-cleaning solvents 21.9.8
health surveillance 21.3
instruction/training 21.2
Code of Safe Working Practices for Merchant Seafarers Index 517
Index
hazardous substances continued
mutagens 21.5, A21.1
pesticides 21.8
prevention/control of exposure 21.4
head injuries 3.12.5
head protection 8.4
health 2.6, 3.2 see also occupational diseases
health and safety
occupational 2.9
management of 1.1–1.2.9
representations 13.3.8
health surveillance 7.1–7.3
hazardous substances 21.3
noise 12.8
vibration 12.16
hearing protection 8.5, A12.3
height, work at see work at height
high-pressure jeing equipment 18.18
high-voltage cables 20.16.11
high-voltage systems 20.15–20.16
busbars 20.16.15
cables 20.16.11
earthing 20.16.9
entry to enclosures 20.16.8
failure of supply 20.16.7
insulation testing 20.16.6
locking o 20.16.4
notices 20.16.10
protective equipment 20.16.5
ring main units 20.16.14
switchgear 20.16.2
tags 20.16.10
transformers 20.16.13
withdrawn apparatus 20.16.3
hold access, standards for A11.1
hooks 23.13.9, 27.8.13, 28.5.11, 28.5.13
hoses and connections/assemblies A24.3
hot work 3.7, 24.1–24.10
arc-welding systems A24.2
compressed gas cylinders 24.8
electric arc welding 24.7
electric welding equipment 24.6
equipment checks 24.5
gas cuing 24.2, 24.9
hoses and connections/assemblies A24.3
lighting up procedures A24.1
shuing down procedures A24.1
welding 24.3–24.10, A24.1–24.2
housekeeping 2.7, 3.10, 27.11
hydraulic equipment 20.12
hydraulic jacks 18.19
hydraulic systems 18.18
hygiene 2.6, 3.2
hypothermia 3.8.5
incidents, learning from A1.1
injuries 3.12
insulation testing 20.16.6
just culture policy 1.2.7
knives 23.12
knowledge management 1.2.9
ladders 22.5, 22.8–22.9 see also accommodation ladders;
pilot ladders; portable ladders; rope ladders
launches, mooring 26.7, A26.2
launching drills A4.2
laundry equipment 18.20
lead acid storage baeries 20.19
leadership 1.2.4
leakage drills 4.11
leakages 4.12
lifeboats 4.4.8–4.4.21
lifebuoys 8.11
lifejackets 4.1.13, 8.11
liing equipment 19.1–19.18
cargo gear 19.15
certificates 19.5, A19.1
controls 19.1.11
cranes 19.11
defect reporting 19.4
derricks 19.12–19.13
examination 19.3, A19.1
fork-li trucks 18.24, 19.16
hand signals A19.3
inspection 19.3
installation 19.7
maintenance 19.2
operation 19.8
operational safety measures 19.10
personnel-liing 19.17
positioning 19.7
records 19.6
register of A19.2
safe working load 19.9
selection 19.1.10
standards A19.4
stoppers 19.14
testing 19.4, A19.1
trucks 19.16
winches 19.11
lis 19.17–19.18
lighting
in cargo spaces 28.6
for safe movement 11.4
standards A11.2
and work equipment 18.5
liquefied gas carriers 29.3
liquid cargoes 29.1–29.4
liquid petroleum gas appliances 23.8
living on board 3.1–3.15
lock out tag out (LOTO) 20.13.4
machinery
auxiliary machinery 20.7
on the bench 20.21
boilers 20.6
critical equipment 20.10
electrical equipment 20.13
arc-flash 20.17
high-voltage systems see high-voltage systems
LOTO (lock out tag out) 20.13.4
precautions 20.13.6–20.13.11
electronic equipment 20.22–20.24
on extension runners 20.21
hydraulic equipment 20.12
main engines 20.8
main switchboards 20.14
maintenance of 20.5
pneumatic equipment 20.12
radio equipment 20.22–20.24
refrigeration machinery 20.9
518 Index Code of Safe Working Practices for Merchant Seafarers
machinery continued
spaces 5.5, 20.3
steering gear 20.11
storage baeries 20.18–20.20
thermal oil heaters 20.6
unmanned spaces 20.4
main engines 20.8
main switchboards 20.14
making fast 26.3
malaria 3.5
man overboard drills 4.6
man overboard procedures 4.7
mandatory safety signs A9.1
manual handling 3.12.10, 10.1–10.2, A10.1
marine evacuation systems see MES drills
meat saws 23.12
medical emergencies 2.5
medications 3.4
MES drills 4.15
microwave ovens 23.10
microwave radiation 20.22
mobile phones 3.15
mobile-liing appliances 11.8
mooring 3.12.11, 26.1, 26.3–26.6
arrangements, examples A26.3
to buoys 26.4
domestic passenger cra 26.7, A26.2
launches 26.7, A26.2
to quays 26.7
self-mooring operations 26.8
moveable bulkheads 28.8
musters 4.1
mutagens 21.5, A21.1
needles 3.14
noise 12.5–12.9
exposure assessment 12.6
exposure to A12.1–12.2
health surveillance 12.8
levels A12.1–12.2
limits A12.1–12.2
from music and entertainment 12.9
risk assessment 12.7
occupational diseases see also health
reporting of 7.3
occupational health and safety 2.9
management of 1.1–1.2.9
oshore oil and gas installations 31.1–31.15
anchor handling 31.15
bulk cargo 31.7
cargo 31.6
cargo-handling operations 31.8
communications 31.5
gangway transfers 31.14
personal protective equipment (PPE) 31.4
personnel baskets 31.13
personnel carriers 31.11–31.13
precautions 31.3
responsibilities 31.2
support vessels 31.5
transfer capsules 31.12
transfers 31.9
oshore renewable energy installations (OREIs) 32.1–32.6
oil 3.11.5, 15.4.4–15.4.6, 29.2
oil and gas installations see oshore oil and gas
installations
openings, guarding of 11.5
OREIs (oshore renewable energy installations) 32.1–32.6
oxygen deficiency 15.5.7–15.5.8, 15.14.1–15.14.2
oxygen-enriched atmosphere 15.4.3
painting 25.1–25.4
permit to work systems 14.1–14.3
permits to work A14.1
enclosed spaces A14.1.1
general A14.1.3
at height A14.1.2
over the side A14.1.2
personal assessment of risk 1.2.6
personal electronic devices 3.15
personal gas monitors 8.7.10–8.7.13
personal injuries 3.12
personal protective equipment (PPE) 8.1–8.11
body protection 8.10
drowning protection 8.11
eye protection 8.6
face protection 8.6
fall protection 8.9
foot protection 8.8
hand protection 8.8
head protection 8.4
hearing protection 8.5, A12.3
oshore oil and gas installations 31.4
respiratory protective equipment 8.7
seafarer duties 8.2
types of 8.3
vibration 12.14.7
welding 24.3–24.4
personal safety 6.9
pesticides 21.8
physical agents 12.1–12.18 see also noise; vibration
consultation 12.3
control of 12.2
information on 12.4
prevention of 12.2
training 12.4
pilot ladders 10.2.13, 22.2.1, 22.8–22.9, 25.5.4, A22.1.4
pipelines 9.7
piracy 6.7
planning 1.2.5
pneumatic equipment 20.12
pneumatic systems 18.18
port towage industry 30.1–30.9
portable fire extinguishers 9.8
portable ladders 11.7, 16.7.2, 17.3, 22.2.7, 22.5, 22.10.3, 28.7.4,
A17. 2
positioning techniques A17.3
power systems see machinery
power take-o shas 18.27
power-operated tools 18.15
power-operated watertight doors 11.6
PPE see personal protective equipment
prohibitory safety signs A9.1
quays, mooring to 26.7, A26.2
radar equipment 20.22.4
radiation 20.22
radio equipment 20.22–20.24
razor blades 3.14
refrigerated compartments 20.9
refrigerated rooms 23.13
refrigeration machinery 20.9
remote-controlled self-propelled equipment 18.26
rescue boats 4.4.22–4.4.24
Code of Safe Working Practices for Merchant Seafarers Index 519
Index
respirators 8.7.4–8.7.8
respiratory protective equipment 8.7
resuscitators 8.7.16
rigging accommodation 10.2.13
ring main units 20.16.14
risk assessment 1.2.6, 18.3, A1.2, A1.3
risk awareness 1.2.6
roll-on/roll-o (ro-ro) ferries 27.1–27.11
cargo, securing of 27.8
dangerous goods 27.9
fire safety/prevention 27.3
gas cylinders 27.10.1
housekeeping 27.11
livestock 27.10.4
safe movement 27.4
stowag e 27.7
vehicles
electric 27.10.3, 27.10.5–27.10.7
inspection of 27.6
specialised 27.10
ventilation 27.2
work equipment 27.5
rope access A17.3
rope ladders 22.2.7, 22.5, A22.1.3, A22.4.1
ropes 18.28, 26.3.9
ro-ro see roll-on/roll-o ferries
rubbish collection 3.14.5–3.14.8
safe condition signs A9.1
safe movement on board ship 11.1–11.11
safe weight guidelines A10.1
safe working load (SWL) 19.9
safety caps 8.4.5
safety commiees 13.3.4, 13.7
safety culture 1.2.1–1.2.9
safety harnesses 8.9
safety helmets 8.4.1–8.4.3
safety induction 2.1–2.11
safety inspections 13.4.4
safety nets 22.3
safety ocers
accident recording 13.4.5
appointment of 13.3.2
compliance advice 13.4.2
dangerous occurrences 13.4.5
dangerous work, duty to stop 13.4.6
duties of 13.4
inspections 13.4.4
checklist A13.1
investigations 13.4.3
support for 13.3.6
termination of appointments 13.3.5
safety ocials 13.1–13.8 see also safety commiees;
safety ocers; safety representatives
safety representatives
advice to 13.6
election of 13.3.3
powers of 13.5
safety signs 9.1–9.8
duty to display 9.2
electrical wiring 9.5
emergency exit A9.1
escape routes A9.1
fire extinguishers 9.8
firefighting symbols A9.1
first-aid A9.1
gas cylinders 9.6
mandatory A9.1
occasional 9.4
pipelines 9.7
portable fire extinguishers 9.8
prohibitory A9.1
safe condition A9.1
standards 9.3
warning A9.1
sanction to test 14.3, A14.2
scaolding 17.7, A17.4
scalds 3.12.7–3.12.8
security 6.1–6.9
security levels 6.3
security precautions 6.4
self-mooring operations 26.8
self-propelled work equipment 18.25
semi-conductor devices 20.24
sharps 3.14
ship security plans (SSPs) 6.2
shipboard vehicles 11.8, 19.16
side-launch lifeboats 4.4.8–4.4.19
signs see safety signs
smoking 3.3, 3.10.3, 5.4
smoking regulations 2.4.2
smuggling 6.8
snap-back zones 26.3.4, A26.1
solid carbon dioxide 21.9.6–21.9.7
spillage drills 4.11
spillages 4.12
spontaneous combustion 5.3
sprays 3.10.2–3.10.3
spring lines 26.3.10
SSPs (ship security plans) 6.2
stages 17.4
stairways 11.7
steam boilers 23.7
steering gear 20.11
stoppers 19.14
storage baeries 20.18–20.20
store rooms 23.13
stowaways 6.6
sunburn 3.7.5
sunglasses 3.13
supervisory interventions 1.2.7
switchboards 20.14
switchgear 20.16.2
SWL (safe working load) 19.9
syringes 3.14
tankers 29.1–29.4
task-based risk assessments (TBRAs) 1.2.6
terrorism 6.5
thermal oil heaters 20.6
thermal protective clothing 8.10
tiredness 3.6
toolbox talks 1.2.6
tools 18.15
misuse of 3.12.9
towing 26.1, 26.6, 30.1–30.9
toxic gases, testing for 15.5.12
transformers 20.16.13
transit areas 11.3
tripping hazards 23.6
trucks 19.16 see also shipboard vehicles
union purchase 19.13
520 Index Code of Safe Working Practices for Merchant Seafarers
valves 20.24
ventilation 27.2
vessel familiarisation training 2.2
vibration 12.11–12.16
eects of 12.10
exposure to 12.11
hand-arm vibration 12.14
health surveillance 12.16
levels, determination of 12.12
limits 12.11
mitigation 12.14
personal protective equipment (PPE) 12.14.7
types of 12.10
whole-body vibration 12.15
voluntary statements A13.2
warning safety signs A9.1
waste disposal 23.5
watertight doors 11.6
weather, adverse 11.11
weighing anchor 26.1–26.2
welding A24.1–24.2
whole-body vibration 12.15
winches 19.11
wires 18.28, 26.3.9
work at height 17.1–17.7
emergency planning for A17.1
permits to work A14.1.2
work equipment 18.1–18.28 see also liing equipment
abrasive wheels 18.17
bench machines 18.16
bulldog grips A18.2
carrying of seafarers on 18.23
conformity requirements A18.1
controls 18.21
dangerous parts of 18.4
drive units 18.27
fixed installations 18.16
fork-li trucks 18.24
hand tools 18.14
high-pressure jeing equipment 18.18
hydraulic jacks 18.19
hydraulic systems 18.18
information 18.12
inspection 18.11
instructions 18.12
laundry equipment 18.20
and lighting 18.5
maintenance 18.10
markings 18.6
pneumatic systems 18.18
power take-o shas 18.27
power-operated tools 18.15
remote-controlled 18.26
risk assessment 18.3
roll-on/roll-o (ro-ro) ferries 27.5
ropes 18.28
seafarers, duties of 18.2
self-propelled 18.25
stability of 18.8
standards A18.3
temperatures, extreme 18.9
training 18.12
use of 18.22
warnings 18.7
wires 18.28
workers, duties of 18.2
workshop machines 18.16
worker responsibilities for safety 2.10
working alo see work at height
working clothes 3.9
workplace health surveillance 7.1–7.3
workshop machines 18.16
X-ray radiation 20.22.4
