Consolidated Notes - Safety

SHIP BOARD SAFETY

PRECAUTIONS AND GOOD PRACTICES

CONTENTS

1. Shipboard Safety Organization 2-5

2. Ship Safety Officer 6-7

3. Ship’s Safety Committee 8-9

4. Permit-to-work System 10 - 11

5. Enclosed Space Entry (with Risk Assessment) 12 - 16

6. Hot Work 17 - 19

7. Mooring Operations 20 - 21

8. MOT Ladder, gangway and pilot ladder 22 - 23

9. Working aloft (With Risk Assessment) 24 – 27

10. Notes on Risk Assessment 28 - 30

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 Consolidated Notes - Safety

SHIPBOARD SAFETY ORGANIZATION

Every person on board has a responsibility 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 those on board.
 Each employer is responsible for the health and safety of their workers.
 Heads of department are responsible for health and safety in their own department.
 Each officer/manager is responsible for health and safety for those they supervise
and others affected.
 Each individual seafarer or worker is responsible for their own health and safety and
that of anyone affected by their acts and omissions.

Managing occupational health and safety, the development of a positive ‘safety culture’ and
the achievement of high standards of safety depend on good organisation and the whole-
hearted support of management and all seafarers. Those with specific safety responsibilities
are more likely to perform well when management is clearly committed 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.

Appointment of safety officers

On every seagoing ship on which five or more seafarers are employed, the Company is
required to appoint a safety officer. The Master must record the appointment of a safety
officer – this should be in the official logbook.

The safety officer is the safety adviser aboard the ship and can provide valuable assistance
to the Company and to individual employers in meeting the statutory responsibilities for
health and safety. Some training may be provided on board, but the safety officer should
have attended a suitable safety officer’s training course.

Suitable safety officer training should cover the following topics:

1. The tasks of the safety committee;

2. The rights and roles of members of the safety committee;
3. How to carry out risk assessment and management;
4. How to provide the necessary advice to resolve safety concerns or problems and to
encourage adherence to prevention principles;
5. Supervision of safety tasks assigned to crew and other seafarers on board, and
passengers where applicable;
6. Accident and incident investigation, analysis and making appropriate corrective and
preventative recommendations to prevent their recurrence;
7. How to obtain relevant information on a safe and healthy working environment from
the competent authority and the Company;
8. Effective means of communication with a multinational crew; and
9. The commitment required to promote a safe working environment on board.
In addition, the safety officer should be familiar with the following:

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 Consolidated Notes - Safety
i. The occupational safety and health policy and programmes used on board;
ii. The safety tasks assigned to crew and other personnel on board, and passengers
where applicable; and
iii. The safety officer should be familiar with the principles and practice of risk
assessment, and should be available to advise those preparing and reviewing risk
assessments. It is recognised that, where the safety officer also has other
responsibilities (e.g. chief officer) they may well conduct risk assessments
themselves. However, the general principle is that the safety officer takes an
independent view of safety on behalf of the Company.

Election of safety representatives

On every ship on which five or more seafarers are working, the Company must make
arrangements for the election of safety representatives.

The number of safety representatives who should be elected will vary according to the
number of seafarers on board and where appropriate the number of different departments or
working groups. As far as practicable, seafarers at all levels and in all departments should
have effective representation. The Master must record the election or appointment of every
safety representative in writing – this should be either in the official logbook or in the minutes
of safety committee meetings.

Appointment of a safety committee

The Company is required to appoint a safety committee on every ship with five or more
seafarers. The committee must be chaired by the Master, and members will include, as a
minimum, the safety officer 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 attend. The Master must record the appointment of a safety committee
in writing – this should normally be in the official logbook or minutes of the committee’s
meetings.

Duties of safety officers

It is very important that the safety officer maintains a good working relationship with safety
representatives by, for example, inviting the relevant safety representatives to join in the
regular inspection of each part of the ship or, while carrying out an investigation, consulting
them on safety matters and arrangements, and in particular on any follow-up action
proposed.
The safety officer’s relationship with the safety committee is rather different since the safety
officer is both a member of the committee and also to some extent subject to its direction. A
committee has the right to inspect any of the records that a safety officer is required by law
to keep, and has the power to require the safety officer to carry out any health or safety
inspections considered necessary.

Advice on compliance with safety requirements

The safety officer 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. The
safety officer’s role should be a positive one, seeking to initiate or develop safety measures
before an incident occurs rather than afterwards. The safety officer should do the following:

1. Be on the lookout for any potential hazards and the means of preventing incidents.

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 Consolidated Notes - Safety
2. 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 have full regard to
the safety not only of themselves but also of others. The objective is to become the
ship’s adviser on safety to whom the Master, officers and all seafarers will naturally
turn for advice or help on safe working procedures.
3. Where unsafe practice is observed, approach the individual or responsible officer
concerned to suggest improvements in the method of working or use the safety
committee to discuss examples of dangerous or unsafe practices in a particular area.
If this brings no improvement, the safety officer should consider approaching the
head of department or, as a last resort, the Master to use their influence.
4. Ensure that each worker joining the ship is instructed in all relevant health and safety
arrangements, and of the importance attached to them before starting work.
5. Where possible, ensure that arrangements are made for each new entrant to work
with a seafarer who is thoroughly safety conscious.
6. Remind experienced seafarers joining the ship for the first time of the importance of a
high level of safety consciousness and of setting a good example to less experienced
seafarers.

The safety officer should also promote safety on board, subject to the agreement of the
Master, by:

i. Arranging the distribution of booklets, leaflets and other advisory material on safety
matters;
ii. Supervising the display of posters and notices, replacing and renewing them
regularly;
iii. Arranging for the showing of films on safety publicity and, where appropriate,
organising subsequent discussions on the subjects depicted;
iv. Encouraging seafarers to submit ideas and suggestions for improving safety and
enlisting their support for any proposed safety measures which may affect them (the
person making a suggestion should always be informed of decisions reached and
any action taken); and
v. Effectively communicating new requirements or advice in relevant shipping
legislation, marine notices and Company and ship’s rules and instructions relating to
safety at work about the ship.

Work of safety committees

The safety committee is a forum for consultation between the Master, safety officials and
others of matters relating to health and safety. It may be used by individual employers for
consultation with the Company and seafarers. Its effectiveness will depend on the
commitment of its members, in particular that of the Master. Because of its broad
membership, and with the Master as its chairman, the committee has the means to take
effective action in all matters which it discusses other than those requiring the authorisation
of the Company and individual employers. Safety committee meetings should not be used
for the purposes of instruction or training.

The frequency of meetings will be determined by circumstances, but the committee should
meet regularly, taking into account the pattern of operation of the ship and the arrangement
for manning and with sufficient frequency to ensure continuous improvement in safety. In
particular, a meeting should also be held after any serious incident or accident on the ship, if
the normal meeting is not due within a week.

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 Consolidated Notes - Safety
An agenda (together with any associated documents and papers, and the minutes of the
previous meeting) should be circulated to all committee members in sufficient time to enable
them to digest the contents and to prepare for the meeting.

The first item on the agenda should always 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.

The last item but one should be ‘any other businesses’. This enables last-minute items to be
introduced, and prevents the written agenda being a stop on discussion. Any other business
should be limited to important issues that have arisen since the agenda was prepared. All
other items should be submitted for inclusion in the agenda of the next meeting.

The last item on the agenda should be the date, time and place of the next meeting.

Minutes of each meeting should record concisely the business discussed and conclusions
reached. A copy should be provided to each committee member. They should be agreed as
soon after the meeting as possible, or amended if necessary, and then agreed under the first
agenda item of the following meeting.

A minutes file or book should be maintained, together with a summary of recommendations

recording the conclusions reached, in order to provide a permanent source of reference and
so ensuring continuity should there be changes in personnel serving on the committee.

All seafarers should be kept informed on matters of interest which have been discussed, e.g.
by posting summaries or extracts from the minutes on the ship’s noticeboards. Suggestions
may be stimulated by similarly posting the agenda in advance of meetings.

Relevant extracts of agreed minutes should be forwarded through the Master to the
Company and, where appropriate, individual employers, even when the matters referred to
have already been taken up with them. A record of response or action taken by the
Company should be maintained.

*********************

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 Consolidated Notes - Safety

SHIP SAFETY OFFICER

A ship safety officer is an officer on board designated by the master in agreement with the
company procedures. The ship safety officer handles important safety issues related to the
ship and the crew. The safety officer acts as the safety advisor on board ships and ensures
that all requirements related to health and safety are met.

On the basis of risk assessments and investigations, the ship safety officer makes
recommendations to the master on health and safety matters. It is the duty of the safety
officer to lookout for potential hazards and means of preventing incidents on board ship.

Following is the list of things the safety officer must consider during inspection of
working environment and condition.

Note that it should vary according to the design and type of ship.

Responsibilities of SSO in Access Area

 Ensure that all means of access such as ladders and stairs are in safe condition, well
lit, and unobstructed.
 Warning notices are put in case access is in dangerous condition or removed for
maintenance.
 Access for both transit and working purposes are marked, well lit, unobstructed, and
safe.
 All gears/equipment stowed in the access area are properly secured.
 The guard-rail are in good condition, secure, and in place.
 All fixtures and fittings that cause potential hazards are suitable painted and marked.

Responsibilities of SSO in Working Area

 The ship’s working environment must be safe to enter and without any obstruction
 All levels of the area must be adequately lit.
 The area should be well ventilated.
 The area should be clear off all unwanted items, rubbish, combustible material, oil
spill etc.
 All unnecessary dangerous goods and substances are not left unnecessary in the area
or stored dangerously.

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 Consolidated Notes - Safety
 All loose tools, stores and similar items are kept at dedicated places and secured
properly.

Responsibilities of SSO towards Working Conditions

 All The machinery system are properly guarded where necessary.

 All necessary operating instructions are clearly displayed.
 All required safety signs are clearly displayed.
 Permit -to-Work” is taken wherever required.
 All crew members must wear personal protective clothing and equipment
 All protective clothing and equipment are in good condition and used properly.
 Ensure that proper steps are being taken to rectify defective equipment/machinery
system
 Adequate supervision is provided for new or inexperienced crew.

Overall Responsibilities of SSO

It is the duty of the safety officer to check that all statutory regulations and company safety
procedures on ships are complied with.
He must also ensure that all safety procedures provided by publications and company are
followed.

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 Consolidated Notes - Safety

SHIP’S SAFEY COMMITTEE

In order to ensure that the ship and its crew follows all safety procedures while doing work
and maintains a safe working environment, a safety committee is formed on ships under the
chairmanship of the master.

The safety committee comprises of the safety officer and the safety representative along with
other competent persons. More crew members can be included in the committee if the need
arise.

The safety committee works with the sole goal of enhancing the safety standard on board
ships by ensuring that all safety procedures and practices are followed by the ship’s crew
members.

Tasks of the Safety Committee

 To ensure that safe working practices and standards are followed on the ship and are
not compromised at any cost.
 To improve the standards of safety by enhancing safety-first attitude among crew
members.
 To make recommendations regarding enhancement of occupational health and safety
measures on ships.
 To act as the representative of the crew to address concerns and queries to the ship
management.
 Inspect safety officer’s records.
 To take appropriate actions pertaining to occupational health and safety policies.
 To keep a record of safety meetings, suggestions, progress, and actions taken.
 To ensure that necessary safety tools and equipment are available to the crew
members, along with safety publications.
 To look into the accuracy of accident reports.
 To make sure that safety meetings are held every 4 to 6 weeks or whenever need
arise.
 All the records of the committee are properly noted down in official log book.
 Safety committee is an important body on board ships. It has the same powers under
the regulations as those possessed by safety representatives.

The Safety Committee Report

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 Consolidated Notes - Safety
The minutes of the meetings of the safety committee should be recorded in reports for further
action- by the ship and also by the owners/managers. These minutes of the meetings are
recorded in a prescribed format.

The report covers broadly following activity areas for the month:

 Actions and status on previously reported safety issues

 Current reported safety issues and actions
 Repairs/maintenance/calibration status
 Drills and training conducted / planned

Contents of Safety Committee Report:

 Ship Name
 Report Number:
 Date of Meeting
 Meeting Opened: (Time)
 Meeting Closed: (Time)
 Participants of the meeting (Name, Rank)
 Absentees (with reason)

 Review of the previous meeting minutes.

 Opening comments
 Matters outstanding from previous meeting.
 New matters arising / observed on the ship during the past month.
 Action taken and status on the observed matters.
 Safety Equipment Under Repair or Undergoing Maintenance by Ships Staff
 Safety Equipment Outstanding or Overdue Maintenance (Including
Calibration)
 Emergency/pollution drills conducted
 Safety training conducted (other than safety drills)
 Safety training planned (other than safety drills)
 Any other business
 Conclusion

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 Consolidated Notes - Safety

PERMIT TO WORK SYSTEM

The permit-to-work system is a method whereby safety procedures are specified in writing on
a form issued to seafarers who are assigned with a task which may involve work of a
hazardous nature. Permits should only be used for the more hazardous tasks and the system
should not become over-complicated.

The form should describe the work to be carried out and the necessary safety precautions. All
probable hazards should be considered, a predetermined safe procedure should be adopted
and the appropriate precautions should be written down in a correct sequence. The permit
should contain a carefully planned checklist to identify, control or eliminate hazards and
should state the emergency procedure in the event of an accident.

A permit should be issued only by an officer with experience in the work operation. The
officer should ensure that the checks have been properly carried out and, together with the
person in charge, sign the permit only when satisfied that it is safe for the work to proceed.
The master should countersign any such permits.

Procedures for locking off at points of isolation and signing for, and the subsequent
cancellation of permits and "making live" should be covered.

Permit-to-work form – An Example

Note: The responsible officer should indicate the sections applicable by marks in the left-
hand spaces next to the headings, and by deleting any subheading not applicable. The officer
should insert the appropriate details when the sections for other work or additional
precautions are used. The person in charge of the work should mark each applicable right-
hand space when completing each check.

Work to be done
Period of validity of permit
Location
Person in charge of the work
Persons performing the work

Responsible officer
(Signature)

Date and Time

Master's signature

Date and Time

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 Consolidated Notes - Safety
Entry into enclosed or confined spaces

1. Space thoroughly ventilated

2. Atmosphere tested and found safe
3. Rescue and resuscitation equipment available at entrance
4. Responsible person in attendance at entrance
5. Communication arrangements made between person at entrance and those entering
6. Access and illumination adequate
7. All equipment to be used is of an approved type

When breathing apparatus is to be used:

1. Familiarity of user with apparatus is confirmed

2. Apparatus has been tested and found to be satisfactory

Machinery or equipment

Removed from service/isolated from sources of power or heat

All relevant personnel informed

Warning notices displayed

Hot work

1. Area clear of dangerous material and gas-free

2. Ventilation adequate
3. Equipment in good order
4. Fire appliances in good order
5. Other work
6. Additional precautions
7. Certificate of checks

I am satisfied that all precautions have been taken and that safety arrangements will be
maintained for the duration of the work.

(Signature of person in charge)

Certificate of completion

The work has been completed and all persons under my supervision, materials and equipment
have been withdrawn.

(Signature of person in charge)

(Date)____________________ (Time) ___________________________________

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 Consolidated Notes - Safety

ENTRY INTO ENCLOSED SPACES

Enclosed space accidents are very common on board ships. Such accidents occur mainly
when the ship’s crew enters a confined/enclosed space, which is not properly gas-freed and
has several pockets of toxic/flammable gases.
An enclosed space is defined as a space of enclosed nature which has limited openings for
entry and exit, inadequate ventilation and is not designed for continuous worker occupancy.
This includes cargo spaces, double bottoms, fuel tanks, ballast tanks, cargo pump-rooms,
cofferdams, chain lockers, void spaces, duct keels, inter-barrier spaces, boilers, engine
crankcases, engine scavenge air receivers, sewage tanks, and adjacent connected spaces
and any other spaces that are normally kept closed.

Procedure for Entering an Enclosed Space

The following are the points that need to be followed before entering an enclosed space:

1. Risk assessment to be carried out by a competent officer, as enclosed or confined

space entry is deficient in oxygen, making it a potential life hazard.

2. Risk assessment that needs to be carried out must include what work to be done,
rescue operation to be followed etc.

3. Potential hazards are to be identified such as presence of toxic gases.

4. A list of jobs to be done should be made for the ease of assessment for e.g. if
welding is to be carried out or some pipe replacement is to be done. This helps in
carrying out the work quickly and easily.

5. Opening and securing has to be done and precaution should be taken to check if the
opening of enclosed space is pressurized or not.

6. All fire hazard possibilities should be minimized if hot work is to be carried out.
Emptying the fuel tank or chemical tank nearby the hot work place can do this.

7. The confined space has to be well ventilated before entering.

8. The space has to be checked for oxygen content and other gas content with the help
of oxygen analyser and gas detector.

9. The oxygen content should read 20% by volume. Percentage less than that is not
acceptable and more time for ventilation should be given in such circumstances.

10. Enough lighting and illumination should be present in the enclosed space before
entering. As far as practicable lightings should be intrinsically safe.

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 Consolidated Notes - Safety
11. A proper permit to work has to be filled out and checklist to be checked so as to
prevent any accident which can endanger life.

12. Permit to work is to be valid only for a certain time period. If time period expires, a
new permit is to be issued and checklist is to be filled out again.

13. Permit to work has to be checked and permitted by the master of the ship in order to
work in confined space.

14. Duty officer has to be informed before entering the enclosed space.
15. Proper signs and “Men at work” sign boards should be provided at required places so
that person should not start any equipment, machinery or operation in the confined
space, putting life of the people at risk.

16. The checklist has to be signed by the person involved in entry and also by a
competent officer.

17. One person must always be kept standby to communicate with the person inside the
space.

18. The person may also carry a lifeline with him inside the enclosed space.

19. The person should carry oxygen analyser with him inside and it should be on all the
time to monitor the oxygen content.

20. As soon as the level drops, the analyser should sound the alarm and the space
should be evacuated quickly without any delay.

21. No source of ignition has to be taken inside unless the master or competent officer is
satisfied.

22. The number of persons entering should be constrained to the adequate number of
persons who are actually needed inside for work.

23. Rescue equipment is to be present outside the confined space. Rescue equipment
includes breathing air apparatus and spare charge bottles.

24. Means of hoisting an incapacitated person should be available.

25. After finishing the work, when the person is out of the enclosed space, the after work
checklist has to be filled.

26. The permit to work has to be closed after this and responsible officer notified of the
completion of the work.

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 Consolidated Notes - Safety

SAMPLE RISK ASSESSMENT FOR ECLOSED SPACES

Risk estimator
  
Likelihood of Severity of harm
harm Slight harm Moderate harm Extreme harm
Very unlikely Very low risk Very low risk High risk
 
Unlikely Very low risk Medium risk Very high risk
 
Likely Low risk High risk Very high risk
 
Very likely Low risk Very high risk Very high risk
 
 
 
Determine tolerability of risks:
 
Category of risk Evaluation of tolerability
Very low Acceptable
Low Tolerable
Medium Risks should be reduced so that they are
tolerable or acceptable
High
Very high Unacceptable
 
 
Details:
Very low risk:  Considered acceptable. No further action is necessary other than control
measures are maintained.
 
Low risk: No additional control measures necessary. Actions to further reduce these risks
considered low priority.
 
Medium risk: Consideration to be given where risk can be lowered to a tolerable level and
preferably, acceptable level.
 
High risk: Substantial efforts should be implemented urgently to reduce the risk.
 
Very high risk: Considered unacceptable. Substantial improvement in risk control measures
is necessary to reduce risk at tolerable or acceptable level.

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Risk assessment: Enclosed Space Entry

 
Sl Description of Likelihood Severity Risk Existing Further risk
No identified of harm of harm factor control control
hazards measures measures
1 Collapsing in the Likely Extreme Very 1. All lines 1. Training of
enclosed space High leading to personnel
Cause: Toxic space in enclosed
atmosphere secured space entry
2.  Space 2. Attendance
emptied at entrance
3. Space 3. Regular
remotely communica
cleaned if tion
possible 4. Emergency
4. Space signal
tested for established
safe 5. Entrant
atmosphere using PPE
5. Space 6. Availability
tested at of rescue
regular equipment
intervals
6. Continuous
ventilation

2 Fire/Explosion in Likely High High 1. Monitor 1. Drills and

the enclosed atmospher training in
space e firefighting.
Cause: Dust 2. Use 2. Sufficient
cloud, intrinsically personnel
flammable safe for fire
atmosphere, devices fighting
Hot-work, 3. Follow hot- 3. First aid
Equipment work equipment
failure, procedure
4. Do not use
defective
equipment
5. Do not
ventilate
with pure
oxygen

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 Consolidated Notes - Safety
3 Slipping and Likely Moderate Medium 1. Use of anti- 1. Stretcher
tripping of skid safety and first
personnel inside shoes aid kit
Cause: Poor 2. Good available
lighting, poor lighting 2. Drill and
housekeeping, 3. Clean the training in
Inadequate flooring of first aid
PPE, Hazardous mud oil etc. 3.
structures, 4. Relevant
worker fatigue, PPE
reduced visibility 5. Awareness
due to of the
smoke,/dust/mist space prior
entry
6. Sending
fresh and
alert
worker
7. Regular
hydration
of the
worker
8. Good
ventilation
 
4 Electrocution Unlikely Moderate Medium 1. Isolate  
hazard electric
Cause: Exposed equipment
cables, Running as
electrical appropriate.
equipment, 2. Post
warning
notices on
isolators.
3. Use
certified
electrical
equipment
5 Injury due to fall Unlikely Slight Low 1. Make sure 1. Secure all
of objects from no loose tools
aloft: items are appropriatel
Cause: Loose stored y.
items overhead, overhead.
Bad working 2. No loose
practices deposits
overhead.
3. Follow safe
working
practice
 

****************************************

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HOT WORK SAFETY

Accidents as a result of hot work can occur because of several reasons. One of the most
common ones are when hot work is being carried out in enclosed space with flammable
gases, when the adjacent tank has flammable material, as a result of flammable gas pockets
etc. It is also seen that seafarers often fail to follow the basic hot work procedures while
carrying out such procedures, leading to unfortunate, fatal accidents.

Following procedure to be followed for carrying out hot work maintenance on ships:

1. Refer and follow "Hot Work Precautions Matrix" before starting the job;
2. A work planning meeting to be held and a formal or informal risk assessment to be
carried out of the work place;
3. A responsible officer, who is not directly involved in the hot work, must be designated
to ensure that the plan is followed;
4. The atmosphere of the hot work area should be tested and found to be less than 1%
LEL;
5. Firefighting equipment must be arranged and kept ready for immediate use;
6. Fire detectors of the work place must be checked for proper working;
7. Measures should be taken to prevent scattering sparks, such as spark shelters;
8. Confirm that no other work such as repairing pipelines, that may cause leak of
combustible gas or oil, is being done in the same compartment;
9. Arrangements for placing required watchmen for monitoring hot work area and
adjacent areas should be made;
10. Provision must be made for sufficient ventilation and lighting;
11. Evacuation routes/passages must be properly designated/secured;
12. The condition of tools and equipment must be checked and found satisfactory;
13. Personnel involved in work must be provided with appropriate personal protective
equipment and danger indications, safety ropes etc. installed at work site as
necessary;
14. Areas where fire is directly applied must be clearly marked;
15. All crew engaged in the hot work should be adequately trained and clearly instructed
in precautions to be observed when carrying out hot work;
16. Measures must be taken to prevent fire from coming in contact with gas, residual oil,
sludge and other dangerous and combustible materials;
17. Check there is no dangerous and combustible materials on the other side of the
bulkhead, deck head or division on which hot work is to be carried out;
18. The section to be worked on should be disconnected or disassembled from related
pipelines and valves by cold work and the open ended section must be sealed off;
19. The safety in the pipe must be confirmed where applicable;
20. The safety of enclosed compartments must be confirmed in accordance with
procedures for entry into enclosed spaces where applicable;
21. All crew engaged in work within enclosed space must be provided with portable
lighting apparatus; and Gas detection in spaces where there is danger of combustible
gas emissions (air pipe tops, areas near manholes, other openings and the like) and

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 Consolidated Notes - Safety
in vicinity of the hot work area must be carried out prior work and should continue
periodically during work.

Some most safety precautions to follow while doing gas welding/hot work are:

 Secure Gas Cylinders in Vertical Position: Compressed gas cylinders must be

handled with utmost care and always be secured in vertical position even if they are
full or empty. Full and empty cylinders to be segregated and marked clearly.

 Store in Right Spaces: Never store oxygen and acetylene cylinder together in one
space whenever possible. Keep them separately in well ventilated spaces. Ensure
when not in use, their caps should always be on them.

 Keep Grease and Oil Away: Control valves and fittings should be kept free of oil
and grease. Never operate cylinder valves and parts with oily and greasy hands.

 Ensure Flame Arresters Are Properly Fitted: Ensure non-return valves and flame
arresters are fitted in the acetylene and oxygen cylinder lines. One flame arresters is
normally fitted in the low pressure side of the regulator near cylinder and other near
the torch.

 Keep Pressure of Oxygen Higher: When performing gas welding, ensure the
pressure of oxygen is always higher than the acetylene to avoid acetylene going
back to the oxygen line.

 Handle Acetylene With Care: Acetylene should not be used for welding at a
pressure exceeding 1 bar of atmosphere gauge as it is liable to explode, even in the
absence of air, when under excessive pressure.

 Rectify Cause of Backfire: In case of back fire, the first priority should be to close
the oxygen valve and then immediately close the acetylene valve. No operation is to
be performed until the cause of backfire is rectified.

 Handle Flashback Carefully: In case of flashback or explosion of the gas pipes, first
action must be to isolate the cylinder valves for both the cylinders. Further action to
be taken as per ship’s fire drill procedures.

 Ensure Proper Connections: The connections between the hose and blowpipe and
between hoses should be securely fixed with fittings to comply with Regulatory
Standard.

 Keep a Steady Watch: A regular watch to be kept on the temperature of acetylene

cylinder. If the temperature is elevating, it is to be considered same as flashback or
explosion situation for taking action.

 Prevent Interchange of Hoses: 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.

18
 Consolidated Notes - Safety
 Replace Old and Faulty Hoses: Any hose in which flashback has occurred must be
replaced with new one.

 Handle Hoses Properly: While performing the job, the hoses should be laid properly
and kept out of any moving machinery, sharp corners, high temperature areas etc.
Ensure they are not dangled, knitted or tipped over.

 Use Only Soap Water for Leakages: Only soap water to be used for detection of
leak from hose or regulator arrangement.

 Never Use Sealing Tape: Never use sealing tape of metal joining material to prevent
leak between metal to metal gas tight joints. With an oxygen cylinder this could result
in initiation of a metal- oxygen fire.

 Never Over Tight Connections: Never try to over tight any nut of regulator
connection or cylinder valve spindle to stop the leak. This can lead to damage.

 Take Proper Steps for Maintenance: Only special tools should be used to clean
any clogging in the blow pipe. Before performing any maintenance, complete system
to be isolated. Never attempt repairs on pressurized oxy-acetylene equipment nor
carry out any unauthorized modification on hot work equipment.

 Use Safe Igniters Only: Blowpipe should only be ignited with friction igniter or other
stable flame generator. Avoid using lighter as sudden flame, else blowpipe can hit
the lighter body and explode.

 Never Use Oxygen: Oxygen should never be used for ventilation, cooling purpose or
for blowing dust off the surface or clothes.

 Discard Hoses That Had Flashback: Any length of hose in which a flashback has
occurred should be discarded immediately. Last but not the least, make sure before
carrying out any kind of hot work, the hot work checklist and risk assessment forms
have been duly filled. Also, do not forget to follow all safety procedures while carrying
out such jobs in enclosed spaces.

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19
 Consolidated Notes - Safety

MOORING OPERATIONS
Yet another most common reason for serious injuries and deaths on board ships, mooring
operations is considered an extremely dangerous task, which needs proper skills and
knowledge. Several officers and crewmembers lose their lives every year because of
accidents related to mooring operations.

Mentioned below are ten points that must be considered while handing mooring operation on
ships:

1. Don’t Allow Any Extra Crew Member on the Deck: Ensure that no extra personnel
are present at the mooring station except those who are involved in the operation.
Anyone who is not assisting in the mooring operation must be asked to leave the
mooring station for his/her and other’s safety.

2. Consider Weather Condition: Before planning the mooring operation, consider the
weather condition by taking factors such as wind and current. The ship’s master and
responsible officer must have the details of current and future weather data before
commencing the mooring operation.

3. Have knowledge of Snap Back Zone and Rope Bight: All personnel involved with
the mooring operation should be aware of the snap back zones and rope bight.

4. Check All the Mooring Equipment: Check all the equipment (mooring winch,
drums, windlass etc.) involved in the mooring operation for any kind of problem.
Proper routine maintenance is the key to ensure smooth running of mooring
equipment and systems. Don’t forget to check the load sensors of mooring winches.

5. Check the Tail of Mooring Line: If the mooring wire line is provided with tail (short
lengths of synthetic fibre rope which are placed in series with the vessel’s winch-
mounted wires to decrease mooring line stiffness and thus to reduce peak line loads
and fatigue due to vessel motions) ensure same size and material of tails are used
for all lines in the same service (breast, spring and headlines). Different tail size and
material would lead to uneven load in the mooring line.

6. Tend One Line at a Time: Only one line should be tended at a time during mooring
operation. If this is not done, it may increase the load in the other tended lines. If two
lines are tended together it may lead to overloading and breakage. Follow the orders
of the master or responsible ship officer properly to avoid any kind of mishap.

7. Keep a Check on the Mooring Line Load: Ensure that the allowable breaking load
in any of the mooring lines does not increase 55% of its Maximum Breaking Load
(MBL). This is to prevent the line from breaking.

8. Keep a Continuous Check: Load on the mooring lines must be checked

continuously even after the mooring operation is over. If there is any change in the
ship’s ballast condition, the lines must be slacked or tightened accordingly. The

20
 Consolidated Notes - Safety
condition of the rope material should also be checked to foresee unfortunate
accidents.

9. Avoid Mixed Mooring: Mixed mooring is extremely dangerous. Generally, mooring

lines of the same size and material should be used for all leads, if this is not possible
due to the available equipment, all lines in the same service, i.e. breast lines, spring
lines, headlines and stern lines should be of the same size and material. The use of
mixed moorings comprising full length synthetic ropes used in conjunction with wire
should be avoided. If a synthetic rope and a wire are used in the same service the
wire will carry almost the entire load while the synthetic rope carries practically none.

10. Arrange Mooring Lines Symmetrical: All mooring line must be arranged as
symmetrical as possible with the breast line. The breast line should be perpendicular
to the longitudinal centreline of the ship and the spring line should be parallel to the
longitudinal centre line.

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21
 Consolidated Notes - Safety

WORKING WITH LADDERS / GANGWAY / PILOT ACCESS

Accidents have occurred on many ships when the ship’s MOT Ladder/gangway or pilot
ladders have failed while being used by ship’s crew members, pilots or visitors. MOT
Ladder/gangway failure usually takes place as a result of lack of maintenance and failure of
MOT Ladder/gangway wire rope.

Here are few points to consider while rigging the pilot ladder:

1. The top portion or head of the pilot ladders should be secured at the strongest point
of the vessel.
2. Pilot ladder should be positioned and secured, so that it is clear of any discharges
from the ship, with parallel body length of the ship and as far as practicable within the
half way length (amidships) of the ship.
3. All steps of the pilot ladder should rest firmly against the ship side. In certain ships,
where constructional features such as fenders or rubbing band prevent the
implementation of above safety features, special arrangements are to be made for
safe embarkation and disembarkation.
4. Two man ropes not less than 28 mm and made of manila rope or other material
which gives firm grip for climbing the ladder, should be rigged along the side of pilot
ladder if requested.
5. During night, the whole length of the pilot ladder, point access and egress should be
well illuminated. A life buoy with self-igniting light and a heaving line should be kept
ready. Hand hold stanchions and bulwark ladder are to be used if required.
6. If the point of access from sea level is more than 9 meters, a combination ladder
should be used. A combination ladder is a conjunction of pilot ladder and
accommodation ladder .This is a common arrangement found on vessels with high
freeboard. The accommodation ladder is rigged in such a way that it leads aft of the
vessel and has a slope angle of not more than 55 degrees.

Maintenance of Pilot Ladder:

1. Pilot ladders are to be regularly inspected for wear and tear of side ropes, missing
wedges and damages on the steps. The steps should never be painted and should
be kept clean, free from oil and grease.
2. All the steps should be equally spaced between the side ropes and the distance
between two steps should be uniform.
3. Steps should be always horizontal. Any faulty steps found should be replaced
immediately.
4. The side ropes are made of manila rope. They should be continuous and free from
ties and joints below the first step of pilot ladder. The shackles used to secure the
pilot ladder should have equal strength and durability same as that of side ropes
used.
5. Once the pilotage operation is over the pilot ladder should be secured instead of left
hanging on the ship’s side. The pilot ladders should be stowed in dry and well
ventilated space, clear of deck and fitted with cover to prevent the ladder from
sunlight, chemical and paint spills.
6. It is to note that Pilot ladders are solely used for the purpose of embarkation and
disembarkation of the personnel. It should never be used for any other purpose like

22
 Consolidated Notes - Safety
draught reading or any other maintenance work. Pilot ladders should be well
maintained and properly stowed which ensures safe, convenient and unobstructed
passage while pilot transfer. More information on pilot ladder construction and
specifications can be found in SOLAS chapter V under regulation safety of
navigation.

The following points must be applied whenever the MOT Ladder/gangway is in use:

1. The MOT Ladder/gangway must be properly rigged and deployed.

2. It must be safe to use and adjusted as necessary to maintain safe access to the
vessel.
3. MOT Ladder/gangway adequately lit at all times, with a minimum of 20 lux at a height
of 1m.
4. A lifebuoy with self-activating light and buoyant line must be posted adjacent to the
MOT Ladder/gangway.
5. The MOT Ladder/gangway MUST NOT be used at an angle greater than 30° above
the horizontal plane unless it is specifically designed for operation at greater angles,
normally up to 50°.
6. Where necessary a bulwark ladder must be provided, safety fenced to a minimum
height of 1m.
7. Guard ropes must be kept taut at all times and stanchions must be rigidly secured.
8. The MOT Ladder/gangway must be kept clear of cargo operations and quayside
obstructions.
9. The MOT Ladder/gangway must be kept clear of any materials, substances or
obstructions likely to cause a person to slip or trip.
10. A safety net should be mounted where a person may fall from the MOT
Ladder/gangway, ship’s deck or quayside.
11. The aim of the safety net is to minimize the risk of injury arising from falling between
the ship and the quay or falling on to the quay or deck and as far as reasonably
practicable the whole length of the MOT Ladder/gangway should be covered.
12. Safety nets should be securely rigged, with use being made of securing points on the
quayside where appropriate.
13. In addition to this it should be noted that users of MOT Ladder/gangways are
responsible for risk assessing conditions prior to use, and where necessary
consideration should be given to turning and facing the MOT Ladder/gangway and
bulwark ladder whilst ascending or descending.
14. A pilot ladder should be capable of covering the whole length from the point of
access to the water level. The height from water level should be informed to the
bridge by the port control or the pilot himself depending on the height of the pilot
vessel.

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23
 Consolidated Notes - Safety

WORKING ALOFT
On board ships, seafarers are often required to work at heights wearing safety harnesses
and other important equipment. However, in spite of taking all the necessary precautions,
several crew members have lost their lives or suffered permanent injuries as a result of
falling/slipping from heights, failure of safety devices, falling inside cargo hold during
inspection and also due to sheer negligence.

Working aloft or over-side is considered to be a critical operation. While working aloft or at a

height, a number of precautionary measures need to be taken and bosun chairs, stage
boards or scaffolding should be prepared.

Summarized below are some basic checks prior to working aloft. These procedures
are only indicative, not exhaustive in nature and one must always be guided by
practices of good seamanship.

1. It must be ascertained that the work to be undertaken complies with the local port
regulations;
2. A proper pre-meeting should be held before commencing the work and work permit
should be obtained for the duration of the work; all concerned personnel to be informed.
3. Personnel under training shall not be assigned aloft or over side related jobs;
4. Personnel who are carrying out the work should be physically fit;
5. The personnel should be clearly instructed of work scope, procedure and precautions to
be taken;
6. Personnel should be notified of working in vicinity of radar scanner, aerials and funnel &
whistle;
7. Rolling period and wind speed must be taken into consideration to find out if the work
can be carried out safely or not;
8. The power source to potential hazards such as ships whistle, radar, etc. should be
isolated from their power source and accidental activation prevented by the use of
warning signs and / or removal of fuses;
9. Traffic under the working site must be prohibited as far as possible by cordoning off to
prevent injury to passerby due to falling debris / accidental dropping of objects;
10. Equipment to be used by the personnel working aloft or over side should be securely
housed in tool belts / bags;
11. Tools / equipment that cannot be carried on a person should be hoisted to the place of
work in secure containers;
12. All anti-falling measures for tools must be taken into consideration;
13. Personnel carrying out the work must wear all appropriate clothing and should be
provided with adequate personal protective equipment;
14. Condition and strength of safety harnesses, lifelines, safety belts should be properly
checked;
15. Equipment to be used must be correctly and properly rigged and measures must be
taken to prevent damage by chafing;
16. Bosun chairs, stage boards, scaffoldings & ladders should be checked for good
condition;

24
 Consolidated Notes - Safety
17. Condition and strength of ropes and lifelines must also be checked;
18. If portable ladders are used, it must be checked if they have been set correctly at
suitable places;
19. Warning notices must be posted at proper places to avoid accident by use of such
equipment during working;
20. Watchman must be posted where working crew is insufficient to take appropriate
measures to prevent accidents;
21. Upon completion of the jobs, all equipment must be removed from the site and warning
notices / isolated systems restored to normal condition; and
22. Concerned personnel must be notified of completion of the job.

PREVENTING SLIPS/TRIPS/FALLS
Fatal accidents do not occur only while working aloft. Several lives have been lost when
seafarers have slipped/tripped and fallen from heights.

The following important measures must be taken to prevent slips/trips/falls:

1. Ensure adequate lightings are fixed at all places on ships where chances of slips and
trips are high;
2. All hazards/obstructions must be identified clearly and marked;
3. Non-slip surfaces should be in place and properly maintained;
4. Personnel must use appropriate footwear;
5. Working areas on board ships must follow good housekeeping by clearing oil,
rubbish and equipment at the end of work;
6. All working areas must be provided with good access controls such as guardrails,
wires;
7. Personnel must wear all safety equipment and also use harness/nets etc. while
working at places where chances of falls are high; and
8. Adequate first aid facilities must be kept ready.

Sample Risk Assessment for Working Aloft:

Risk estimator
  
Likelihood of Severity of harm
harm Slight harm Moderate harm Extreme harm
Very unlikely Very low risk Very low risk High risk
 
Unlikely Very low risk Medium risk Very high risk
 
Likely Low risk High risk Very high risk
 
Very likely Low risk Very high risk Very high risk
 
 
 
Determine tolerability of risks:
 
Category of risk Evaluation of tolerability
Very low Acceptable
Low Tolerable

25
 Consolidated Notes - Safety
Medium Risks should be reduced so that they are
tolerable or acceptable
High
Very high Unacceptable
 
 
Details:
Very low risk:  Considered acceptable. No further action is necessary other than control
measures are maintained.
 
Low risk: No additional control measures necessary. Actions to further reduce these risks
considered low priority.
 
Medium risk: Consideration to be given where risk can be lowered to a tolerable level and
preferably, acceptable level.
 
High risk: Substantial efforts should be implemented urgently to reduce the risk.
 
Very high risk: Considered unacceptable. Substantial improvement in risk control measures
is necessary to reduce risk at tolerable or acceptable level.
 
Risk assessment: working aloft.
 
Sl Description Likelihood Severity Risk Existing control Further risk
No of identified of harm of harm factor measures control
hazards measures
1 Falling off Unlikely Moderate Medium 1. Use safety  
the ladder harness.
while 2. Use
climbing appropriate
PPE.
3.  Clean any
slippery
ladders.
2 Falling from Unlikely Moderate Medium 1.  Safety  
heights while harness
working secured to a
strong point.
2. Attended by a
responsible
person.
3 Ship’s Very Slight Low 1. Isolate  
whistle unlikely whistle.
sounded 2. Use of
while warning signs
working on all whistle
controls.
 
4 Hit by radar Very Slight Low 1. Isolate  
antenna unlikely Radars.
2. Use warning
signs on all

26
 Consolidated Notes - Safety
radars.
5 Radiation Likely Slight Low 1. Use of  
hazard by warning sign
radar or on Radar.
radio aerial 2. Switch off
radar.
6 Electrocution Unlikely Moderate Medium 1. Isolate electric  
hazard equipment as
appropriate.
2. Post warning
notices on
isolators.
7 Injury due to Likely Moderate High 1. Adequate 1. Secure all
fall of objects training of tools
from aloft support staff appropriately
below. .
2. Supply
appropriate
PPE.

8 Deterioration Unlikely Moderate Medium 1. Arrange in 1. Monitor

of weather daylight weather.
and sea condition. 2. Stop work if
condition 2. Arrange in dry weather starts
condition. deteriorating.
3.         Arrange
in calm
weather.
9 Falling over- Likely Extreme Very 1.  Safety 1.  Over-side
side high harness jobs not to be
secured to a taken unless
strong point. extreme
2. Use of emergency.
lifejacket. 2. To be
3.  Rescue boats attended by a
to be ready. responsible
person.
3. Regular
communicatio
n with bridge.
 
 (Details from Code Of safe Working Practice.)

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 Consolidated Notes - Safety
********************************

RISK ASSESSMENT FOR SHIPS

General Overview

According to International Maritime Organization (IMO), risk is the “combination of the

frequency and the severity of the consequence”, thereby articulates two components of the
likelihood of occurrence and the probability of severity of the (un) predictable consequences.
It is about well-thought of decision making.In other words, it implies that there is:

a) The probability of occurrence; and

b) The extent of the damage, if caused.

What is Risk Assessment for Ships?

“Safety management objectives of the company should…establish safeguards against all

identified risks” so has it been stated in the paragraph 1.2.2.2 of the ISM Code. The methods
could vary accordingly but how ever more or less formal they are, they should be well
organised and planned if assessment and responses are meant to be completed and act
effectively, so as to provide evidence of the decision-making process.Basically the risk
assessment process is concerned with observing the company’s activities and operations,
identifying what might go wrong, and deciding upon what should be done in order to prevent
it. The areas pertained to are:

 Identification of hazards - The marine risk assessment helps in evaluation of each

hazard associated with the risks in terms of the likelihood of harm and its potential
aftermath. The identification of hazards is most important since in determines the
course of actions to be followed thereafter;
 Assessment of the risks concerned;
 Application of controls to reduce the risks; and
 Monitoring of the effectiveness of the controls.

The most relevant risks to monitor are:

a) Health and safety issues of individuals involved directly or indirectly in the activity,
or those who may be otherwise affected;
b) Property of the company and others; and
c) The environment.

How Deck Officers Should Do Risk Assessment On Ships?

No job can ever be valued more than human life and therefore it is important to put strict
emphasis on risk assessment and its procedures.

The process of risk assessment would typically involve following stages:

1. Gathering the required data and familiarization with that data

28
 Consolidated Notes - Safety
This process involves the personnel in charge to gather all the relevant information with
respect to the job against which a risk assessment is to be undertaken. For example, a
‘working aloft’ task would involve assimilating the data regarding:

i. The area where the work is to take place;

ii. The available safety equipment for working aloft;
iii. A clear appraisal of the people capable and qualified to execute the job with
respectable ease; and
iv. Medical expertise at disposal should something go awry etc.
Familiarization would mean that the officer in charge of the risk assessment is thorough with
the area of the ship where the work is to be carried out.

2. Identifying the hazards involved with the data at hand taking into account the
practical observations

With experience and diligence on behalf of the officer, identifying the hazards would
automatically involve everything which is occupational, as well as that which is mechanical.
Any equipment to be used in the job must be double checked and then checked again! When
a man’s life is involved, no effort should be spared to absolutely ensure total and complete
safety.

3. Analyzing the risks associated with the pending job

The risks are classified into the following:

 Trivial;
 Tolerable;
 Moderate;
 Substantial; and
 Intolerable.

Needless to say, the risks associated with each of the above points ascend in magnitude.
Actions and measures should be put in place as per the analyzed amount of danger for the
job. Risks are occupational hazards that can tantamount to grave if not understood to the very
basic. For example, an ‘enclosed space’ job obviously demands supreme caution and all
associated risks such as that of asphyxiation, poisoning, possible flammability of gases etc.
should be accounted for in the analysis.

4. Assessment of the risks involved (probability of occurrence and the extent of

probable damage)

The term ALARP, means that the risk should be reduced to a level that is “as low as
reasonably possible”. Assessment of risks would involve that each and every practical
hazard, the risks associated with them, the supervising personnel; as well the controlling
measures are determined with precision to a level that is achievable.

5. Risk control, i.e., measures to prevent mishap and/or minimising the damage in

case of any incident

29
 Consolidated Notes - Safety
The process of risk control would automatically become easy if the rest of the points earlier
are adhered to and are further emphasised as follows:

i. Vigilance on the part of the officer;

ii. Having all medical equipment on standby, which doesn’t imply a negative approach
to a job but it does imply an ingrained safety culture; and
iii. All safety equipment in use for the work to be carried out must be inspected
thoroughly by the officer, as well as the person going to do the job. Approval to use
them should be given once both sides are satisfied to its operational integrity

30