Seacare Authority Code of Practice Approval 2018 - Health and

Safety in Shipboard Work, including Offshore Support Vessels

made under the

Occupational Health and Safety (Maritime Industry) Act 1993, section 109

1. Name of instrument
This instrument is the Seacare Authority Code of Practice Approval 2018 - Health and Safety
in Shipboard Work, including Offshore Support Vessels.

2. Commencement
This instrument commences on the 1 January 2019.

3. Code of Practice Approval

I approve the Seacare Authority Code of Practice 2018 - Health and Safety in Shipboard
Work, including Offshore Support Vessels under section 109 of the Occupational Health and
Safety (Maritime Industry) Act 1993.

4. Repeal of Approval
The Seacare Authority Code of Practice Approval 2017 (F2017L00326) made on
23 March 2017 is repealed.

CRAIG LAUNDY
Minister for Small and Family Business, the Workplace and Deregulation

22/8/18
Date

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 Seacare Authority

Code of Practice
for
Health and Safety in Shipboard Work,
including Offshore Support Vessels

April 2018

Authorised Version F2018L01173 registered 27/08/2018

 TABLE OF CONTENTS
FOREWORD ......................................................................................................................... 7
SCOPE AND APPLICATION ................................................................................................. 7
HOW TO USE THIS CODE OF PRACTICE ........................................................................... 7
1. GENERAL DUTIES ..................................................................................................... 8
1.1 OPERATORS DUTIES ...................................................................................... 8
1.2 DUTIES OF THE PERSON IN COMMAND (SHIP’S MASTER) ....................... 10
1.3 SEAFARERS DUTIES ..................................................................................... 11
1.4 OTHER DUTY HOLDERS ............................................................................... 11
1.5 REPORTING INCIDENTS ............................................................................... 11
1.6 CONSULTATION AND REPRESENTATION................................................... 12
2. RISK MANAGEMENT ............................................................................................... 13
2.1 IDENTIFYING THE HAZARDS ........................................................................ 13
2.2 ASSESSING THE RISKS ................................................................................ 14
2.3 CONTROLLING THE RISKS ........................................................................... 15
2.4 MAINTAINING AND REVIEWING CONTROL MEASURES ............................ 15
2.5 DEVELOPING A SAFETY MANAGEMENT SYSTEM ..................................... 16
3. THE GENERAL WORKING ENVIRONMENT ............................................................ 17
3.1 HOUSEKEEPING AND HYGIENE .................................................................. 17
3.2 AIR QUALITY .................................................................................................. 17
3.3 WORKING ON DECK ...................................................................................... 18
3.4 MANUAL TASKS ............................................................................................. 18
3.5 NOISE ............................................................................................................. 19
3.6 SMOKING ....................................................................................................... 19
3.7 FATIGUE ......................................................................................................... 19
3.8 PERMIT-TO-WORK SYSTEMS ....................................................................... 20
3.9 HAZARDOUS AND RESTRICTED AREAS ..................................................... 21
3.10 PERSONAL PROTECTIVE EQUIPMENT ....................................................... 21
3.11 SIGNS, NOTICES AND COLOUR CODES ..................................................... 23
4. SHIPBOARD EMERGENCIES .................................................................................. 24
4.1 FIRE-FIGHTING EQUIPMENT ........................................................................ 25
4.2 FIRE DRILLS AND TRAINING ........................................................................ 25
4.3 ACTION IN THE EVENT OF FIRE................................................................... 27
4.4 ABANDON SHIP DRILLS AND TRAINING ...................................................... 27
4.5 CONFINED SPACE ENTRY AND RESCUE DRILLS ...................................... 29
4.6 MAN OVERBOARD DRILLS AND RESCUE AT SEA ...................................... 29
4.7 HELICOPTER OPERATIONS ......................................................................... 31
4.8 OTHER DRILLS .............................................................................................. 31
5. SAFE ACCESS TO SHIP .......................................................................................... 32

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 5.1 ACCOMMODATION LADDERS AND GANGWAYS ........................................ 33
5.2 PILOT TRANSFER .......................................................................................... 33
5.3 TRANSPORT OF PERSONS BY WATER ....................................................... 33
6. SAFE MOVEMENT ONBOARD THE SHIP ............................................................... 34
6.1 PASSAGES AND WALKWAYS ....................................................................... 34
6.2 WATERTIGHT DOORS ................................................................................... 34
6.3 LIGHTING ....................................................................................................... 34
6.4 PROTECTION AROUND CARGO HATCHES AND OTHER OPENINGS........ 35
6.5 ACCESS TO HOLDS AND OTHER DECK SPACES ....................................... 36
7. CONFINED SPACES ................................................................................................ 37
7.1 SAFETY MANAGEMENT OF CONFINED SPACES ....................................... 38
7.2 CONFINED SPACE ENTRY PERMIT ............................................................. 38
7.3 PREPARING AND SECURING THE SPACE FOR ENTRY ............................. 38
7.4 PROCEDURES AND ARRANGEMENTS BEFORE ENTRY............................ 39
7.5 TESTING THE ATMOSPHERE OF CONFINED SPACES .............................. 40
7.6 ADDITIONAL REQUIREMENTS FOR ENTRY INTO A CONFINED SPACE ... 41
7.7 BREATHING APPARATUS AND RESUSCITATION EQUIPMENT ................. 41
7.8 MAINTENANCE OF EQUIPMENT AND TRAINING ........................................ 41
8. TOOLS AND OTHER EQUIPMENT .......................................................................... 43
8.1 PORTABLE ELECTRIC, PNEUMATIC AND HYDRAULIC TOOLS ................. 43
8.2 WORKSHOP AND BENCH MACHINES .......................................................... 44
8.3 ABRASIVE WHEELS ...................................................................................... 44
8.4 COMPRESSED GAS CYLINDERS ................................................................. 44
9. WELDING, FLAME CUTTING AND OTHER HOT WORK ......................................... 46
9.1 PRECAUTIONS AGAINST FIRE AND EXPLOSIONS ..................................... 46
9.2 ELECTRIC WELDING EQUIPMENT ............................................................... 47
9.3 PRECAUTIONS DURING ELECTRIC-ARC WELDING ................................... 47
9.4 FLAME CUTTING AND BRAZING................................................................... 48
10. PAINTING ................................................................................................................. 49
10.1 SPRAY PAINTING .......................................................................................... 49
11. WORKING AT HEIGHTS .......................................................................................... 51
11.1 CRADLES AND STAGES ................................................................................ 51
11.2 SUSPENDED SCAFFOLD – BOSUN’S CHAIRS/SWING CHAIR ................... 52
11.3 ROPES............................................................................................................ 52
11.4 PORTABLE LADDERS AND SCAFFOLDING ................................................. 52
11.5 ROPE LADDERS ............................................................................................ 53
12. WORKING WITH ELECTRICAL EQUIPMENT .......................................................... 54
12.1 FLEXIBLE CABLES, PORTABLE LIGHTS, ELECTRIC TOOLS AND OTHER
EQUIPMENT ............................................................................................................ 56

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 12.2 HIGH-VOLTAGE SYSTEMS ........................................................................... 57
12.3 RECTIFIERS AND ELECTRONIC EQUIPMENT ............................................. 58
12.4 RADIO COMMUNICATION AND NAVIGATIONAL EQUIPMENT .................... 58
12.5 BATTERIES AND BATTERY ROOMS ............................................................ 58
12.6 LEAD ACID BATTERIES ................................................................................. 60
12.7 ALKALINE BATTERIES................................................................................... 60
12.8 VISUAL DISPLAY UNITS (VDUS) INCLUDING MICROCOMPUTERS ........... 60
13. HAZARDOUS SUBSTANCES AND RADIATION ...................................................... 61
13.1 ASBESTOS ..................................................................................................... 62
13.2 SYNTHETIC MINERAL FIBRES...................................................................... 62
13.3 RADIO AND RADAR INSTALLATIONS ........................................................... 62
13.4 IONISING RADIATION .................................................................................... 63
14. CARRIAGE OF DANGEROUS GOODS .................................................................... 64
14.1 EMERGENCY RESPONSE ............................................................................. 65
15. WIRE AND FIBRE ROPES........................................................................................ 68
15.1 WIRE ROPES ................................................................................................. 69
15.2 FIBRE ROPES ................................................................................................ 69
16. CARGO OPERATIONS ............................................................................................. 72
16.1 LIFTING EQUIPMENT..................................................................................... 72
16.2 STORAGE, STOWAGE AND SECURING OF CARGO ................................... 75
17. ANCHORING, DOCKING AND MOORING ............................................................... 76
17.1 ANCHORING .................................................................................................. 76
17.2 MOORING AND UNMOORING ....................................................................... 76
17.3 MOORING TO BUOYS.................................................................................... 78
18. WORKING IN MACHINERY SPACES ....................................................................... 79
18.1 BOILERS, OIL HEATERS, UNFIRED PRESSURE VESSELS AND
STEAMPIPES........................................................................................................... 81
18.2 PROPULSION MACHINERY ........................................................................... 83
18.3 TURBINES ...................................................................................................... 83
18.4 INTERNAL COMBUSTION ENGINES ............................................................. 83
18.5 AIR COMPRESSORS AND RESERVOIRS ..................................................... 84
18.6 REFRIGERATION SYSTEMS ......................................................................... 84
18.7 OIL-BASED SYSTEMS ................................................................................... 84
18.8 STEERING GEAR ........................................................................................... 84
18.9 CONTROL ROOMS AND UNATTENDED MACHINERY SPACES ................. 85
18.10 HYDRAULIC SYSTEMS .................................................................................. 85
19. WORKING IN GALLEYS AND OTHER FOOD HANDLING AREAS .......................... 86
20. SAFETY IN LIVING ACCOMMODATION .................................................................. 90
21. OFFSHORE SUPPORT VESSELS ........................................................................... 93

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 21.1 RISK MANAGEMENT ....................................................................................... 93
21.2 COMMUNICATION ........................................................................................... 93
21.3 CARGO TRANSFER OPERATIONS ................................................................ 94
21.4 OFFSHORE TRANSFER OF PERSONNEL ..................................................... 97
21.5 ANCHOR HANDLING ..................................................................................... 100
21.6 TOWING ......................................................................................................... 104
21.7 BARGE WORK ............................................................................................... 106
22. OTHER SPECIFIC VESSEL TYPES ....................................................................... 107
22.1 BULK CARRIERS AND BULK CARGOES...................................................... 107
22.2 RO-ROS AND VEHICLE AND PASSENGER FERRIES ................................. 108
22.3 BUNKER BARGES AND OIL TANKERS ........................................................ 110
22.4 PASSENGER VESSELS ................................................................................ 111
22.5 LIQUEFIED NATURAL AND PETROLEUM GAS CARRIERS ........................ 113
22.6 CONTAINER SHIPS ....................................................................................... 114
22.7 BULK CHEMICAL TANKERS ......................................................................... 115
APPENDIX A: DEFINITIONS AND ABBREVIATIONS ....................................................... 117

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 FOREWORD
This Code of Practice on maritime health and safety for seafarers is an approved code of
practice under section 109 of the Occupational Health and Safety (Maritime Industry) Act
1993 (OHS(MI) Act).
An approved code of practice is a practical guide to achieving the standards of health and
safety required under the OHS(MI) Act, the Occupational Health and Safety (Maritime
Industry) Regulations 1995 and the Occupational Health and Safety (Maritime
Industry)(National Standards) Regulations 2003 (OHS(MI) Regulations 2003).
Similar to regulations, codes of practice deal with particular issues and do not cover all
hazards or risks that may arise. The health and safety responsibilities require duty holders to
consider all shipboard risks not only those for which regulations and codes of practice exist.
Codes of practice are admissible in court proceedings under the OHS(MI) Act and
Regulations. Failure to comply with a provision of a code of practice may be used by the
courts as evidence of an offence under the OHS(MI) Act and Regulations in the
circumstances to which the code relates.
The OHS(MI) Act and Regulations may be complied with in another way, for example by
following a technical or an industry standard, if this provides an equivalent or higher standard
of health and safety than that set out in the code.
An inspector may refer to an approved code of practice when issuing an improvement or
prohibition notice.
This Code of Practice is a revision of the Seacare Authority Code of Practice 1/2000 first
approved in May 2000, which incorporated the Australian Offshore Support Vessel Code of
Safe Working Practice and the Code of Safe Working Practice for Australian Seafarers.

SCOPE AND APPLICATION

This Code covers the health and safety of seafarers, contractors and other persons on board
prescribed ships and units to which the OHS(MI) Act applies. This Code is relevant for all
types of ships, including offshore support vessels.
This Code should be read in conjunction with relevant Marine Orders and codes of practice
on specific hazards and control measures relevant to shipboard work.

HOW TO USE THIS CODE OF PRACTICE

In providing guidance, the word ‘should’ is used in this Code to indicate a recommended
course of action, while ‘may’ is used to indicate an optional course of action.
This Code also includes references to provisions of the OHS(MI) Act and Regulations and
Marine Orders. These references are not exhaustive. The words ‘must’, ‘requires’ or
‘mandatory’ indicate legal requirements exist which must be complied with. References to
Marine Orders must be complied with to the extent that they apply to the vessel.
A list of key terms and abbreviations used in this Code is in Appendix A.

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1. GENERAL DUTIES
1.1 Operators duties

The operator of a ship is primarily responsible for ensuring the health, safety and welfare of
all persons on board the ship.
Under the OHS(MI) Act, the operator must take all reasonable steps to ensure that seafarers
and other people are not exposed to health and safety risks arising from the conduct of the
operator’s undertaking. This duty includes:
providing and maintaining a safe work environment (including plant and systems of
work)
ensuring the safe use, handling and storage of plant and substances
providing adequate facilities for the welfare at work
providing and maintaining a safe means of access to and from the workplace
providing any information, training, instruction or supervision that is needed to
enable seafarers to carry out their work in a way that is safe and without risk to their
health
monitoring the health of seafarers and the conditions at the workplace
providing appropriate medical and first aid services
developing a health and safety policy in consultation with any involved unions and
other persons the operator considers appropriate.
The operator should also provide the necessary resources to implement a safety program1
based on the safety policy. The policy and program should set out the responsibilities of all
relevant parties, including shore staff, contractors and any other persons on, or in the vicinity
of the ship.
The operator should ensure that the design of a new ship and any modifications to an
existing ship takes account of ergonomic principles and the relevant Australian and
international standards and codes of practice.2
The operator must maintain their ships, provide and maintain equipment, tools, operating
manuals and other documentation3, plan and organise all work so that health and safety
risks are eliminated, or if that is not possible, minimised so far as is reasonably practicable.
The operator must also comply with Marine Order 28 (Operations standards and
procedures), including:
providing written instructions to the person in command of each ship setting out the
policies and procedures to ensure all newly employed seafarers are given a
reasonable opportunity to become familiar with the shipboard equipment, operating
procedures and other arrangements needed for the proper performance of their
duties, before being assigned to those duties
ensuring that seafarers are provided with minimum hours of rest, and
checking that the seafarers hold appropriate medical and competency certificates.4

1
MSC-MEPC.2/Circ.3 – Guidelines on the basic elements of a shipboard occupational health and safety
programme.
2
MSC-MEPC.7/Circ.3 – Framework for consideration of ergonomics and work environment. MSC/Circ.982 -
Guidelines for ergonomic criteria for bridge equipment and layout.
3
IMO Circular MSC.1/Circ.1462 – List of certificates and documents required to be carried on board ships, 2013.

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The operator must ensure that, as soon as practicable after joining the ship, seafarers are
instructed in the hazards associated with their work and the shipboard environment and
trained in the procedures used to eliminate or minimise exposure to health and safety risks.
The training should include contingency planning and emergency preparedness.
The operator should take into account the necessary standards of fitness, experience and
competence to ensure the health and safety of seafarers in the performance of their duties
when operating on board. In doing so the operator should:
ensure acceptable working and living conditions, including working hours and rest
periods;
plan shipboard operations to take into account the expected period of work and the
prevailing conditions on board in order to minimise the risk of fatigue; and
consider reports and recommendations made by the person in command, health and
safety committee or other on board committees regarding health and safety issues
on the ship.
The operator should direct the person in command, and the person in command should work
closely with the health and safety committee and health and safety representatives, to
ensure that the work on board is organised in such a way as to eliminate or minimise health
and safety risks. The operator should make the person in command and seafarers fully
aware of all activities on board that could affect their health and safety.
The operator must designate a person(s) ashore to be responsible for:5
monitoring the safety aspects of the operation of each ship; and
ensuring that adequate resources and shore-based support are applied, as required.
The operator must, if requested by a health and safety representative or an involved union,
establish a health and safety committee on the ship. The OHS(MI) Act also enables the
operator, in consultation with the involved unions or other persons, to establish such a
committee covering health and safety matters across several ships.
The operator must ensure that the person in command fulfils the obligations imposed by the
OHS(MI) Act and the Navigation Act 2012 including:
consulting health and safety representatives on implementation of changes that
affect safety in the workplace;
allowing health and safety representatives access to the workplace;
allowing health and safety representatives to be present at interviews relating to
health and safety matters (if the person being interviewed agrees);
giving health and safety representatives access to health and safety related
information, other than confidential medical information;
allowing health and safety representatives, who have not previously completed the
approved health and safety representatives training course, time to complete the
course during working hours as soon as is reasonably practicable;
allowing health and safety representatives such time off work as is reasonably
necessary for them to exercise their powers;
complying with provisional improvement notices, to the extent that they relate to
matters under the person in command’s control;

4
In accordance with Section A-VIII/1 of the STCW Code, Regulation 1.2 and 2.3 of MLC, 2006, Marine Order 9,
Marine Order 11 and Marine Order 28.
5
In accordance with Marine Order 58 (Safe Management of Vessels)

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 making available to health and safety committees any information, other than
confidential medical information, relating to the health and safety of seafarers;
allowing members of health and safety committees reasonable time during working
hours, to perform committee functions; and
complying with requirements set out in Marine Order 11 (Living and working
conditions on vessels).
The operator must ensure a person under 16 years is not employed on the ship and that the
working conditions in Marine Order 11 for a person under 18 years are met.
The operator should arrange regular safety inspections of all parts of their ships to which the
safety of the seafarers may depend. Marine Order 11 requires weekly inspection of
accommodation, food, drinking water, storage areas and galleys. In addition, the inspection
of medical chest and medical equipment must be conducted at least once every 12 months.

1.2 Duties of the person in command (ship’s master)

The person in command is responsible for implementing the operator's health and safety
policy and program on board the ship. The policy and program, including safety rules and
instructions, should be clearly communicated to all seafarers.
The person in command must ensure that:
seafarers are assigned only to tasks which they are physically fit and suitably
qualified to do
no person under the age of 18 is assigned to inappropriate duties and work
arrangements6
any hazardous activities are properly supervised
safety equipment, including all emergency and protective equipment, is maintained
and stowed properly
all statutory drills and musters are carried out at the required intervals and in
compliance with the Navigation Act 2012 and Marine Order 21 (Safety and
emergency arrangements)
seafarers are trained in emergency procedures, and
seafarers have access to the information they need to conduct their work safely,
including operating manuals, vessel plans and safety procedures. Any necessary
instructions and notices regarding health and safety should be posted in prominent
places or brought to the seafarers' attention by other effective means. The person in
command should check that such instructions have been understood.
The person in command should ensure that all seafarers have:
a reasonable workload;
reasonable hours of work; and
reasonable rest periods during working hours, having regard to work which is
strenuous, hazardous or monotonous.7
When a person in command receives a prohibition notice or an improvement notice from an
inspector the person in command must give a copy of the notice to the health and safety
representative (if any) and display a copy in a prominent place at or near each workplace.

6
Marine Order 11 and Standards A.1.1, B1.2 and B2.3 of MLC, 2006.
7
Regulation 2.3 of MLC, 2006 and Marine Order 11

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If a person in command receives a notice of resignation from the health and safety
representative the person in command must display a copy of the notice in a prominent
place.

1.3 Seafarers duties

Seafarers must take all reasonable steps to protect their own health and safety as well as
the health and safety of other seafarers and persons on board. Seafarers must co-operate
with the operator in complying with health and safety requirements at the workplace. If
equipment is provided by the operator, seafarers must use it in accordance with the
information, instruction and training provided.
Seafarers should take an active role in implementing the operator’s health and safety policy
and program as delegated to them by the person in command. If a seafarer does not fully
understand an order, instruction or any other communication, they should seek clarification
from their supervisor.
Seafarers should:
immediately report any potential hazards which they cannot properly deal with
themselves to their supervisor;
participate in health and safety meetings;
not operate or interfere with equipment that they are not authorised to use. Except in
an emergency, seafarers should not interfere with, remove, or displace any safety
device or other equipment provided for their protection or the protection of others.

1.4 Other duty holders

Manufacturers, importers and suppliers of plant and substances must ensure, so far as is
reasonably practicable, that the plant or substance is manufactured, imported and supplied
without risks to health and safety. There are also safety duties for persons:
erecting, installing, repairing or maintaining plant in a workplace
constructing, modifying or repairing a structure on a ship, and
persons engaged in loading or unloading a ship.

1.5 Reporting incidents

Requirements for reporting an incident, including dangerous occurrences, are set out in the
OHS(MI) Act, the Navigation Act 2012 and the Transport Safety Investigation Act 2003. The
operator or person in command of the ship must submit an incident alert to AMSA within 4
hours of becoming aware of the incident and the full incident report within 72 hours of the
incident.8
The operator should investigate all incidents to identify their underlying causes and prevent
re-occurrence.
A full report of the investigation should be provided to the health and safety committee and
the relevant authorities.
The operator’s shore management should consider the reports and, if necessary, amend the
operator’s health and safety policy to take account of the outcomes of the investigation and
any recommendations to prevent re-occurrence.
The operator should encourage seafarers to report any safety concerns and hazardous
conditions or activities.

8
Details of incident reporting requirements and reporting forms are available at www.amsa.gov.au.

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1.6 Consultation and representation

Consultation involves sharing of information, giving workers a reasonable opportunity to

express views and considering those views before making decisions on health and safety
matters.
Seafarers are entitled to take part in consultation arrangements and to be represented on
work health and safety matters by a health and safety representative who has been elected
to represent their work group.
Consultation may occur through:
workplace induction or training processes
toolbox talks
committee meetings
participative risk assessment processes
sessions or events called for a specific purpose.
Toolbox talks may include discussions on:
changes to the work environment that may impact on health and safety
safe working instructions for particular tasks, and
recent incidents including ‘near misses’ and key lessons to prevent a reoccurrence.
When using toolbox talks it is good practice to:
keep a written record of the topic covered, attendees and feedback received
organise a program of toolbox talks to ensure seafarers are given sufficient
opportunity to provide input into how risks should be controlled, and
review the effectiveness of toolbox talks and the level of understanding in the
discussions.
Further guidance on how to consult effectively on health and safety matters is available in
Safe Work Australia’s Code of Practice: Work health and safety consultation, co-operation
and co-ordination

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2. RISK MANAGEMENT
Risk management is a systematic process to eliminate or minimise the potential for harm to
people. It involves:
identifying hazards
if necessary, assessing the risks associated with these hazards
implementing and maintaining risk control measures, and
reviewing risk control measures.
Further guidance on the general risk management process is in Safe Work Australia’s Code
of Practice: How to manage work health and safety risks.

2.1 Identifying the hazards

The first step in managing the risks of shipboard work is to find out what could potentially
cause harm to people. This may be done by:
inspecting the working environment and talking to workers about how work is carried
out
inspecting equipment and materials used during shipboard operations
reading product labels and manufacturers’ instruction manuals
talking to manufacturers, suppliers and health and safety specialists, and
reviewing reports of incidents, injuries and dangerous occurrences.
Table 1 lists common hazards associated with shipboard operations. Health and safety
duties require a duty holder to consider all risks associated with work, not only those
mentioned in this Code.
Table 1: Hazards associated with shipboard operations
HAZARD EXAMPLES OF TASKS

Hazardous manual tasks Handling cargo and equipment

(see section 3.4) Working above shoulder height
Working at height Working near an open hatch
(see section 11) Accessing cargo
Work overboard
Climbing ladders
Working in confined spaces Working in holds, pump rooms, tanks
(see section 7) Working in between cargo
Falling objects Working with suspended cargo or unsecured loads
(see section 16) Exceeding safe working load
Plant and equipment Working around mobile plant
(see sections 8, 15, 16 and 18) Using damaged or poorly maintained equipment e.g.
damaged ladders, ropes, stretched chains and defective hooks

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 HAZARD EXAMPLES OF TASKS

Working environment Working in extreme weather conditions

(see sections 3, 5 and 6) Accumulation of ice or snow on deck
Working in inadequate light, e.g. in holds or at night
Working near refrigerated containers
Electricity Working on live equipment
(see section 12) Using electrical equipment in wet areas
Stored energy Pressurised liquids and gases (section 18)
Tensioned cable or ropes (section 15)
Noise (see section 3.5) Using noisy machinery or power tools
Hazardous chemicals including Oil or chemical spills during loading and unloading hazardous
dangerous goods cargo
(see sections 10, 13 and 14) Exposure to chemicals used to fumigate ship’s holds
Fire Hot works e.g. welding or oxy-cutting
(see sections 4, 9 and 14) Handling combustible cargo
Storing or handling flammable substances near open flames or
other heat sources.
A number of hazards may co-exist in the workplace, for example shipboard operations may
involve being near moving parts and performing hazardous manual tasks in the presence of
high noise levels.
Hazards may also change as work is carried out, for example entries and exits may become
blocked preventing escape in emergencies.

2.2 Assessing the risks

A risk assessment involves considering what could happen if someone was exposed to a
hazard—the consequence—and the likelihood of this happening. A risk assessment can
help determine:
if there is further action that should be taken to control the risk, and
how urgently the action needs to be taken.
Factors to consider when assessing risks from shipboard operations include:
the type of work being performed
the work environment
how many people are exposed
communication methods and effectiveness
the suitability of equipment for the activity e.g. ropes and lifting gear
time of day and hours of work, and
the training and experience of seafarers.

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2.3 Controlling the risks

The ways of controlling work health and safety risks are ranked from the highest level of
protection and reliability to the lowest. This ranking is known as the hierarchy of risk control
(see Figure 1).
The most effective control is elimination where the hazard is completely removed. Operators
should always aim to eliminate a hazard. If it is not reasonably practicable to do so, the risks
should be minimised by working through the other options in the hierarchy from top to
bottom.
Figure 1 The hierarchy of control measures
Remove the hazard completely
Eliminate the risk of a fall from height by doing the work at ground level or from solid work platforms

Substitute with something safer

Substitute a hazardous chemical with a less hazardous chemical

Isolate the hazard from people

Use exclusion zones where loads are suspended over work areas, use guardrails to prevent falls

Use engineering controls

Instal guards on machinery; use ventilation systems to remove harmful fumes

Use administrative measures

Scheduling work hours to manage fatigue, providing safety training, permit-to-work systems, warning signs

Personal Protective Equipment

High visibility clothing, ear muffs, hard hats, gloves and protective eyewear

Administrative controls and personal protective equipment (PPE) rely on human behaviour
and supervision. Used on their own these measures tend to be least effective in minimising
risks.
In many cases, a combination of control measures provides the best solution.

2.4 Maintaining and reviewing control measures

Reviewing risk controls is an important part of the risk management process. The aim is to
ensure the implemented controls are effective and working.
A review can be done by using the same methods as the initial hazard identification process.
Reviewing the control measures also involves considering whether a higher order control
measure is now reasonably practicable.
Consult seafarers and any health and safety representatives as part of the review process
and consider the following questions:
Are all foreseeable hazards being identified?
Are the control measures working effectively in both their design and operation?
Have the control measures introduced new problems?
Has instruction and training provided to workers been successful?

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 Is the frequency and severity of health and safety incidents reducing over time?
If new legislation or new information has become available, does it indicate the
current controls may no longer be the most effective?
Have changes occurred affecting health and safety, for example has new plant or
equipment been introduced? Are new procedures required?
If changes or improvements are identified, further decisions are needed to control the risks.

2.5 Developing a safety management system

The risk management process is essential in developing a safety management system as

required under Marine Order 58 (Safe management of vessels) and the ISM Code.
A safety management system includes the following key elements:
A safety and environmental protection policy
Instructions and procedures to ensure safe operation of ships and protection of the
environment in compliance with relevant international and flag state legislation
Defined levels of authority and lines of communication between, and amongst, shore
and shipboard personnel
Procedures for reporting incidents and non-compliance
Emergency response procedures
Procedures for internal audits and management reviews

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3. THE GENERAL WORKING ENVIRONMENT
3.1 Housekeeping and hygiene

Good housekeeping practices should be implemented to control risks on vessels.

Minor deficiencies in the ship structure, equipment or furnishings (for example,
protruding nails and screws, loose fittings and handles, uneven and damaged
flooring) may contribute to cuts, bruises, trips and falls. They should be repaired as
soon as they are noticed.
Ropes and wires are frequently under strain during mooring operations and
seafarers should, as much as possible, always stand in a place of safety from
whiplash should ropes or wires break.
The stowage and dispersal of deck or machinery equipment should be well planned
and organised so that each item has its proper place.
Seafarers should always stand clear of any load being lifted and should not walk
near or underneath any load being lifted, or while it is suspended.
Loose items that may create a hazard from potential vessel movement should be
properly secured
Electrical cables are stowed away from walkways and wet areas
Litter presents a fire risk and may cause slips, falls or conceal other hazards. It must
be disposed of in compliance with Marine Order 95 (Marine pollution prevention –
garbage)9
High standards of personal cleanliness and hygiene should be maintained at all times.
Seafarers should protect their own health and safety by ensuring:
they have relevant up-to-date vaccinations and inoculations;
small cuts and abrasions are treated immediately;
precautions are taken to avoid insect bites. In particular, anti-malaria precautions
should be taken before, during and after the ship visits ports where malaria is known
to exist.

3.2 Air quality

Emissions from plant and substances in ships’ holds and storage areas may create
hazardous atmospheres. Where there is a likelihood of reduced air quality that may affect
health and safety, for example contaminated, oxygen-deficient or explosive atmospheres, a
risk assessment should be carried out and relevant control measures implemented. Control
measures may include:
providing measures for detecting hazardous atmospheres
providing natural or mechanical ventilation to prevent accumulation of harmful
concentrations of gases, fumes, vapours and fumigants
eliminating use of combustion-powered plant or equipment in poorly ventilated
spaces e.g. by using electric forklift trucks
managing the length of time plant is used e.g. switching off engines when not in use
providing access to safety data sheets (SDS) for hazardous chemicals (refer to
section 13)

9
Giving effect to MARPOL legislation

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 training seafarers in emergency response related to hazardous atmospheres, and
providing appropriate PPE like respiratory equipment and ensuring these are
properly fitted, worn and maintained.
Workers should not enter fumigated areas until these areas have been ventilated and are
assessed as safe to enter.

3.3 Working on deck

Work activities should be supervised and under the control of a responsible officer. Bridge
watchkeeping officers should be informed of all work being performed on deck or in deck
spaces.
Seafarers should work in pairs or in teams.
Seafarers should be prohibited at all times from sitting upon the vessel's bulwark or rail or
walking along the bulwark.
If heavy weather is expected, lifelines should be rigged in appropriate locations on deck. The
lashings of all deck cargo should be inspected and tightened, as necessary.
No seafarers should be on deck during heavy weather unless it is absolutely necessary for
the safety of the ship or crew. Work on deck during heavy weather must be authorised by
the person in command and the bridge watch should be informed.
Any person required to go on deck during heavy weather should wear appropriate PPE
including a life-jacket, portable transceiver and waterproof reflective clothing and equipment.
If possible, the person should remain in communication with a back-up person and be visible
at all times.
Working in conditions of high humidity and heat may cause heat exhaustion or heat stroke.
Precautions include drinking sufficient water.
Seafarers should protect themselves from prolonged sun exposure by wearing protective
clothing (wide brim hat, long-sleeved collared shirt, long pants, sunglasses) and sunscreen.

3.4 Manual tasks

Manual tasks are carried out when a person needs to exert force to lift, lower, push, pull,
carry or otherwise move, hold or restrain any person, animal or thing. The following factors
can make manual tasks hazardous and lead to musculoskeletal disorders:
Repetitive or sustained force;
High or sudden force;
Repetitive movement;
Sustained or awkward posture;
Exposure to vibration.
The operator must ensure that hazardous manual tasks are identified and the risks
controlled in accordance with Part 3 of the OHS(MI) Regulations 2003. The operator must
eliminate or minimise the risk of injury so far as is reasonably practicable by:
redesigning the task or finding another method of doing the same job
providing mechanical aids to move loads, such as trolleys and pallet lifters, and
providing instructions and training to seafarers who are required to handle loads.
The training should include the correct use of mechanical aids, safe manual
handling techniques or team lifting procedures.
Before lifting and carrying objects, seafarers should first inspect the load’s weight, size and
shape. Attention should be given to sharp edges, protruding nails or splinters, greasy

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surfaces or any other features which might lead to injury. The size and shape of the load are
not a reliable indication of its actual weight.
The working environment should be assessed including the weather and the ship’s
movement when loads are being carried on board ship, particularly if the ship is at sea. The
area over which the load is to be moved should not be slippery and should be free from
obstructions.
Loads should be gripped with two hands and lifted, lowered and carried close to the body.
The load should be carried in a way that ensures vision is not obscured, otherwise another
method of moving the load should be used.
When two or more people are carrying a load, those involved should safely coordinate the
activity.
Further information is in the Code of Practice: Hazardous manual tasks

3.5 Noise

Seafarers must be protected from the effects of noise. SOLAS Regulation II-1/3-12 requires
new ships to be constructed to reduce on-board noise and to protect personnel from noise,
in accordance with the IMO Code on Noise Levels on Board Ships which sets out maximum
noise level limits for machinery spaces, control rooms, workshops, accommodation and
other spaces on board ships.
Warning signs should indicate spaces in which hearing protection needs to be worn. When
work has to be carried out in such areas, a suitable system of communication should be
agreed to before the work begins.
Guidance is also available in Safe Work Australia’s Code of Practice Managing noise and
preventing hearing loss at work.

3.6 Smoking

Seafarers should be made aware of the health hazards related to smoking. The operator
should develop a policy and instructions in relation to smoking on board ship.
Smoking on board a ship should not be permitted except in authorised areas. Signs
prohibiting smoking should be prominently displayed.
Ashtrays, or other suitable containers, should be provided and used in locations where
smoking is permitted. The operator should consider allocating a smoking room as an
authorised area where practicable.

3.7 Fatigue

Fatigue is a state of physical and/or mental exhaustion resulting from inadequate sleep,
disruption of the internal body clock or physical, mental or emotional exertion. Fatigue can
impair alertness and the ability to perform safety-related duties.
To reduce the risk of fatigue, the following should be taken into account:
the need for onboard relief for the crew and person in command during prolonged
operations
the effects of bad weather
the level of onboard automation (ensuring crew are trained and able to use deck
machinery rather than manual handling to reduce physical exertion)
voyage patterns
crew training and competence, and
the supply of nutritional victualling arrangements and drinking water.

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A fatigue management plan should be developed to help control the risks of fatigue. It may
include procedures for:
ensuring adequate resources (including manning) are available to conduct all tasks
safely
designing work schedules and shift rosters to minimise fatigue and providing
adequate opportunities for rest and sleep between shifts
designing the vessel’s sleep areas to support good quality sleep without disturbance
using task rotation to break up job monotony, and
providing fatigue awareness training to seafarers and encouraging reporting of
fatigue related issues.
Some vessels will need to comply with prescribed hours of work and hours of rest.10
Seafarers must co-operate with any reasonable policy or procedure relating to fatigue at the
workplace, for example policies on fitness for work.
Further information is in the Guide for managing the risk of fatigue at work.

3.8 Permit-to-work systems

The permit-to-work system consists of a planned and predetermined safety procedure for
any non-routine potentially hazardous work, such as:
hot work
entry into confined spaces
electrical work
work over water
hazardous substances
working at height
work that compromises critical safety systems, such as fire and gas detection
systems, alarms, public address systems, lifesaving equipment and fire-fighting
equipment.
The permit-to-work itself does not make the job safe. In using a permit-to-work, the following
principles apply:
The permit should be relevant and as accurate as possible. It should state the
location and detail of the work to be done, the results of the risk assessment or any
preliminary tests and the measures taken to make the job safe.
The permit should specify the period of its validity (which should not exceed 24
hours) and any time limits applicable to the work it authorises.
Only the work specified on the permit should be undertaken.
Before signing the permit, the authorising officer should check that all measures
specified as necessary have in fact been taken.
The authorising officer retains responsibility for the work until the permit is cancelled
or formally transferred to another authorised person who should be fully informed of
the situation. Anyone who takes over from the authorising officer should sign the
permit to indicate transfer of full responsibility.
The person responsible for carrying out the specified work should countersign the
permit to indicate their understanding of the safety measures to be followed.

10
Regulation 2.3 of MLC, 2006; Section A-VIII/1 of the STCW

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 On completion of the work, that person should notify the responsible officer to cancel
the permit.
The person carrying out the specified work should not be the same person as the
authorising officer.

3.9 Hazardous and Restricted Areas

Any areas on a vessel that may present particular hazards should be adequately signposted
as a Hazardous Area and have appropriate signage detailing any safety precautions or
clothing that must be worn for entry to the area.
Examples of areas that may be Hazardous Areas:
High noise areas
Machinery and electrical spaces
Areas where cranes are operating
Refrigeration spaces
Work deck areas on vessels performing specific functions such as construction,
pipe-laying, diving support, underwater operations or other work of a specialized
nature.
Certain hazardous areas should also have restrictions placed on them as to who may enter.
These should be declared Restricted Areas and have signs on the entrances warning people
that the area is restricted, with details on who is permitted to enter the Restricted Area.
The delineation of Hazardous Areas and Restricted Areas may need to be more
comprehensive on specialized vessels, particularly those with a large and diverse crew. In
these circumstances, hazardous areas need to be restricted to crew members who are
familiar with the hazards by virtue of their training or position.
Some examples of areas that may need to be restricted:
High voltage electricity areas
Sensitive control rooms on specialized vessels
Hazardous material storage areas
Machinery spaces
Wheelhouse and control rooms

3.10 Personal Protective Equipment

Personal protective equipment (PPE) does nothing to reduce the hazard and can only
protect the person wearing it, if the person wears it correctly. Therefore, PPE should be used
together with other controls or when risks cannot be eliminated or reduced to an acceptable
level by more effective control measures.
The use of PPE may in itself become a hazard. For example, through reduced field of vision,
loss of dexterity or agility.
PPE should be:
of a type and standard as approved by Standards Australia or its equivalent
suitable for the task for which it is required
used, inspected and maintained in accordance with the manufacturer's instructions
which should be kept with the relevant equipment, and
kept clean and disinfected when necessary.

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Records should be kept of servicing and any repairs carried out. Defective PPE that cannot
be repaired must no longer be used and should be disposed of appropriately and
immediately replaced.
All seafarers must be trained in the use and care of PPE and informed of its limitations.
Persons using such items should check them each time before use. Training records of
seafarers who have received the training should be kept.
Seafarers should wear appropriate safety clothing and footwear at all times.
Clothing worn in galleys and machinery spaces where there is a risk of burning or scalding
should adequately cover the body and should be made from a low flammability material,
such as cotton.

Head Protection
Helmets may be designed for different purposes. A helmet designed to provide protection
from objects falling from above may not be suitable for protecting seafarers from chemical
splashes. The ship should be supplied with helmet types appropriate to the range of
operations carried out on the ship. Australian Standard AS 1800–1998 (Occupational
protective helmets) provides guidance on the selection, care and use of industrial safety
helmets.
A helmet that is visibly damaged should not be used and should be disposed of and
replaced.

Hearing Protection
Seafarers who are exposed to high levels of noise, such as those working in machinery
spaces, should be provided with and wear hearing protectors.
Various types of hearing protectors are available for shipboard use, including ear plugs and
earmuffs. In general, earmuffs give the most effective protection and should be used in
preference to ear plugs except in situations where the use of ear muffs is impracticable.
Hearing protectors should comply with AS/NZS 1270–2002 (Acoustics— Hearing
protectors), or its equivalent.

Face and eye protection

Face and eye protectors are available in a wide variety of designs. Careful consideration
should be given to the nature of the hazard to ensure the appropriate protection is chosen.
Eye protectors should comply with AS/NZS 1337.1:2010 Personal eye protection – eye and
face protectors for occupational application or its equivalent.
Prescription (corrective) spectacles, unless manufactured to a safety standard, do not afford
protection. Certain box-type goggles are designed so that they can be worn over ordinary
spectacles.

Sun Protection
Strong sunlight can severely damage the eyes and sunglasses should be worn whenever
appropriate. Sunglasses should comply with AS/NZS 1067-2003 Sunglasses and fashion
spectacles.
A wide-brimmed hat should be worn and a sunscreen of SPF 50+ used on exposed parts of
the body when working in the sun.

Respiratory Protective Equipment

Appropriate respiratory protective equipment should be provided for work in conditions
where there is a risk of oxygen deficiency or exposure to poisonous, dangerous or irritating
fumes, dust or gases. Respiratory devices should comply with AS/NZS 1716–2012
Respiratory protective devices or its equivalent.
There are two main types of equipment which perform different functions:

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 a respirator filters the air before it is inhaled, and
breathing apparatus supplies air or oxygen from an uncontaminated source.
The face-piece incorporated in respirators and breathing apparatus must be fitted correctly
to prevent leakage. Wearing spectacles (unless designed for the purpose) or facial hair may
interfere with the face seal.
AS/NZS 1715–2009 Selection, use and maintenance of respiratory protective equipment
provides guidance on the selection, use and maintenance of respiratory protective devices.
Marine Order 15 (Construction – fire protection, fire detection and fire extinction) requires
Emergency Escape Breathing Devices (EEBD) to be provided in accommodation and
machinery spaces with the location and numbers of the devices indicated in the ship’s fire
control plan in accordance with SOLAS Regulations II-2/13.3.4 and II-2/13.4.3. Additionally,
SOLAS Regulation II-2/10.10.1 requires breathing apparatus to be provided in fireman’s
outfit.
Hand and foot protection
Gloves should be the right size for the wearer and be suitable for the type of work carried
out. For example, leather gloves may be useful for handling rough or sharp objects but
become slippery when they get wet or oily. Heat resistant gloves may be used for handling
hot objects, and rubber, synthetic or PVC gloves for handling acids, alkalis, various types of
oils, solvents and chemicals.
Seafarers should wear enclosed shoes or boots with non-slip soles to provide a secure
foothold on decks and ladders. Safety footwear incorporating toe protection may also be
suitable and should comply with AS/NZS 2210.1– 2010 Safety, protective and occupational
footwear – Guide to selection, care and use.

3.11 Signs, notices and colour codes

Signs and symbols are an effective method for warning against hazards and for presenting
information in a non-linguistic form. Safety signs and notices must conform in shape and
colour to the requirements of SOLAS, IMO Resolution A.760 (18) - Symbols related to life-
saving appliances and arrangements and IMO Resolution A.952 (23) - Graphical symbols for
shipboard fire control plans.
Fire extinguishers must be coloured and marked in accordance with the Marine Order 15
applicable to the fire extinguisher type. Each fire extinguisher should have a label fixed to it
providing instructions for its use. Seafarers should familiarise themselves with the colour
coding and markings on fire extinguishers to enable the appropriate extinguisher to be
immediately selected in an emergency.
International Standards include requirements for the colour coding of electrical wiring cores.
Seafarers should understand the meaning of the core colours on board the ship. If a
replacement is required, it should be in accordance with the coding system on board, see
AS/NZS 3000–2007 Electrical installations.
Pipelines should be marked with a colour coding system which indicates their contents.
Replacement lengths of pipe should be immediately marked consistent with the colour
coding system. A colour coding card should be provided (refer to AS 1345–1995
Identification of the contents of piping, conduits and duct).

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4. SHIPBOARD EMERGENCIES

Requirements relating to shipboard emergencies are in the following Marine Orders:

Marine Order 15 (Construction – fire protection, fire detection and fire extinction)
Marine Order 21 (Safety and emergency arrangements)
Marine Order 25 (Equipment – lifesaving)
Marine Order 58 (Safety Management of Vessels)
Guidance is available in the ISM Code and ISM Guidelines.
The safety management system must include procedures for responding to various
shipboard emergency situations, including the following types of emergency:11
fire;
damage to the ship;
pollution;
unlawful acts threatening the safety of the ship and the security of its passengers
and seafarers;
seafarer incidents;
cargo-related incidents;
emergency assistance to other ships.
The shipboard emergencies plan should include an emergency training module for seafarers
to raise awareness of actions to be taken in the event of an emergency.
Seafarers may require specific training before joining the ship, to ensure that they are
capable of carrying out safety related responsibilities.
Potential emergency situations likely to involve the ship should be analysed and actions
required by seafarers during the emergency should be practised at drills.
A drill must be held prior to sailing when a ship enters service for first time, after a major
modification or when a new crew is engaged.
The person in command must ensure that a muster list is compiled and kept up to date.12
When first joining a ship, seafarers must be informed of the location of the muster stations
and the survival craft to which they have been assigned and of their duties in emergency
situations. All seafarers with assigned emergency duties must be familiar with these duties
before the start of the voyage.
Each seafarer must participate in drills in accordance with the requirements of the person in
command and Marine Order 21 and SOLAS Regulation III/19, and the ship’s safety
management system, which sets out the procedure to be followed for an emergency stations
practice muster.
Each seafarer must participate in at least one abandon ship drill and fire drill every month.
Drills should involve all seafarers but, in some circumstances, it might be preferable to
confine certain drills to seafarers with specific tasks.
The timing of drills should be varied to ensure that seafarers who have not taken part in a
particular drill should participate in the next drill. Seafarers should receive drill training as
soon as possible. The abandon ship and fire drills must take place within 24 hours of the

11
IMO Resolution A.852 (20) provides guidelines for developing a uniform and integrated system of shipboard
emergency plans.
12
In accordance with Marine Order 21 and SOLAS Regulation III/37.

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ship leaving a port if more than 25% of the seafarers have not participated in abandon and
fire drills on board that particular ship in the previous month.
All seafarers should muster at a drill wearing the appropriate clothing and wearing life-
jackets. Arrangements for drills should take account of prevailing weather conditions and be
conducted as if there were an actual emergency.
Where practicable, drills should be conducted in a way that minimises the disturbance of rest
periods and does not cause fatigue.
Although drills are an essential part of emergency training, a training scheme should consist
of more than just drills. Information on subjects such as hypothermia and instructions on the
use of particular equipment should be provided.

4.1 Fire-fighting Equipment

In accordance with Marine Order 15 a fire control plan must be permanently displayed on the
ship. The plan must show the control stations for each deck and particulars of fire detection
and fire alarm systems, sprinkler installation, fire-extinguishing appliances, means of access,
details of the ventilation system and other relevant information for fire control.
At all times while a ship is in service, the fire-fighting equipment must be maintained ready
for use, tested and inspected in accordance with the manufacturer's instructions. For the
purpose of this requirement a ship is not in service when:
it is in for repairs or lay-up (either at anchor or in port) or in dry-dock;
it is declared not in service by the operator or the owner's representative; and
in the case of passenger ships, there are no passengers on board.
The maintenance plan (which may be computer based) must be kept on board the ship and
made available for inspection.
All fire-fighting equipment should be accessible at all times and emergency escapes and
passages should be free of obstructions.
Portable extinguishers which have been discharged must be immediately recharged or
replaced with an equivalent unit. Seafarers should not interfere with or discharge any fire
extinguishers without a reasonable excuse and should report any faults or cases of
accidental discharge to a responsible officer.

4.2 Fire Drills and Training

Seafarers must receive instructions on fire safety on-board the ship and on their assigned
duties before the voyage begins, including the location and operation of any fire-fighting
systems and appliances that they may need to use.
A copy of the fire training manual as required by SOLAS Regulation II-2/15 and a copy of the
training manual on Life Saving Appliances of the ship as required by SOLAS Regulation
III/35 must be provided in each crew mess room and recreation room or in each crew cabin.
Seafarers should familiarise themselves thoroughly with these training manuals.
Seafarers should be trained in the operation and use of the following fire-fighting systems
and appliances:
all types of portable fire extinguishers carried on board;
self-contained breathing apparatus;
hoses with jets and spray nozzles;
any fixed fire-fighting system such as carbon dioxide or foam;
fire blankets;
fireman’s outfit;

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 fire doors and smoke dampers; and
escape systems and appliances.
Although many fires occur at port it may be difficult to arrange a drill with the local fire
authorities. This can be partly resolved by instructing seafarers on the shore requirements
using the contents of the fire wallet (the fire wallet should be positioned by the access
arrangements and should outline information for shore fire authorities who are required to
fight a fire on board ship).
Fire drills should be planned to enable regular practice in the various emergencies that may
occur depending on the type of ship and the cargo.
The locations should be changed in successive drills to give practice in differing conditions
and with different types of fire. Locations could include:
holds, tanks and other spaces such as forepeak stores and paint lockers;
engine or boiler rooms;
accommodation spaces such as cabins and laundry rooms; and
galleys.
Fire drills should be as realistic as circumstances permit. Search and rescue exercise should
be undertaken in various parts of the ship. Where possible, local fire-fighting equipment,
such as extinguishers, should be activated and the visibility of self-contained breathing
apparatus masks should be reduced to imitate a smoke-filled atmosphere. Care should be
taken with such drills to avoid trip and slip hazards.
The fixed water fire-fighting system should be used. Engine room crew should ensure that
the fire pumps are operated and that full water pressure is on the fire mains. The emergency
fire pump should also be used for fire drills.
A fire drill can be held as the first stage of an abandon ship drill.
Fire-fighting teams should assemble at their designated stations and be dispatched to the
location of the supposed fire, carrying with them emergency equipment (for example, BA
sets, radios, lamps and axes).
An adequate number of hoses to deal with the assumed fire should be deployed. At some
stage during the drill, fire hoses should be tested under pressure.
The drill should extend, where practicable, to the testing and demonstration of the remote
controls for ventilation fans, fuel pumps and fuel tank quick closing valves, the closing of
openings and the appropriate isolation of electrical equipment.
Fixed fire extinguishing installations should be tested to the extent practicable.
At each drill, one extinguisher or more should be operated by a member of the fire-fighting
team, a different member on each occasion. Different types of extinguishers available on
board should be used on a rotational basis. The operation of extinguishers that cannot be
charged on board should be explained. Extinguishers that are used during the drill must be
recharged before being returned to their normal location.
Each member of the fire-fighting team should be trained in the use of breathing apparatus as
part of the drill. The apparatus should be cleaned and checked to be in good order both
before and after it is used. Cylinders of self-contained breathing apparatus should be
recharged and seafarers should be trained in the use of the recharge system. Otherwise,
sufficient spare cylinders should be carried for this purpose.
Fire appliances, fire and watertight doors, other closing appliances, and fire detection and
alarm systems that have not been used in the drill should be inspected in accordance with
ship’s safety management system.
All equipment activated during fire drills should be immediately replaced with fully loaded
appliances.

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4.3 Action in the event of fire

A fire can usually be extinguished most easily in the first few minutes. Prompt action is
essential.
The alarm should be raised and the bridge informed immediately. If the ship is in port, the
local fire authority should be called. If it is safe to do so, attempts should be made to
extinguish or limit the fire, either using suitable portable extinguishers or by smothering the
fire as in the case of a fat or oil fire in the galley.
The ship’s seafarers should be aware of the use of different types of fire extinguisher and
their suitability for different types of fire. Water extinguishers should not be used on oil or
electric fires and foam extinguishers should not be used on electrical fires.
Openings to the space should be shut to reduce the supply of air to the fire and to prevent it
from spreading. Any fuel lines feeding the fire or threatened by it should be isolated.
If practicable, combustible materials adjacent to the fire should be removed, boundary
cooling of adjacent compartments should be considered and temperatures monitored if
spaces are not otherwise accessible.
If a space is filled with smoke and fumes, seafarers not properly equipped with breathing
apparatus should leave the space immediately. Where necessary, escape should involve
crawling on hands and knees and emergency escape breathing devices (EEBDs) should be
used.
After a fire has been extinguished, precautions should be taken against its spontaneous re-
ignition.
Seafarers should not re-enter a space where a fire has occurred without wearing breathing
apparatus until it has been fully ventilated.

4.4 Abandon ship drills and training

The order to abandon ship can only be given verbally by the person in command.
Each abandon ship drill must include:13
summoning passengers and seafarers to muster stations by the general alarm and
ensuring that they are made aware of the order to abandon ship;
reporting to stations and preparing for the duties described in the muster list;
checking that all passengers and seafarers are at muster stations and are suitably
dressed to minimise cold shock if direct entry into the sea is necessary;
checking that life-jackets are correctly donned;
where possible, lowering of at least one lifeboat after any necessary preparation for
launching;
starting and operating the lifeboat engine;
a mock search and rescue of passengers/seafarers trapped in their cabins;
instruction in the use of radio life-saving appliances; and
where fitted, operating of davits for launching life-rafts.
Emergency lighting for mustering and abandonment should be tested at each abandon ship
drill.

13
As required by SOLAS Regulation III/19.3.3

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If possible, abandon ship drills should be held when a life-raft is due to be sent for servicing.
Invaluable experience can be obtained by actually inflating a life-raft in the water and
practising life-raft boarding techniques.
Different lifeboats should, as far as practicable, be lowered and manoeuvred at successive
drills. Lowering or hoisting a boat should only be done with minimum seafarers on board.
Each lifeboat must be launched and manoeuvred in the water by its assigned operating
seafarers at least once every 3 months during an abandon ship drill.14
During drills, lifebuoys and lines should be readily available at the point of embarkation.
While boats are in the water, seafarers should practise manoeuvring the craft by oar or
under motorised power.
When turning out davits or bringing boats or rafts inboard under power, seafarers should
always keep clear of any moving parts.
The crank handle of a lifeboat winch is designed not to rotate except for manual hoisting
action. Nevertheless, such handles should be removed from the winch as soon as manual
hoisting is stopped. If, however, for some reason the handle cannot be removed and there is
a chance of the handle rotating under the action of gravity or electricity, seafarers should
keep well away from the handle although it may seem stationary.
The engines on motor lifeboats should be started and run ahead and astern. All means of
starting arrangement should be tested. If two sets of batteries are provided then the engine
should be started with individual set of batteries one by one. Care should be taken to avoid
overheating the engine and the propeller shaft’s stern gland. All seafarers should be familiar
with the engine starting procedure.
Air bottle pressures and water spray systems (where fitted) must be tested in accordance
with manufacturer’s instruction.
Before craft in gravity davits are recovered by power, the operation of the limit switches and
similar devices should be checked.
Free fall lifeboats should be boarded in an orderly manner at all times. Seafarers should
immediately secure themselves into the seat with the restraining harness and carry out the
instructions of the responsible officer.
Where simultaneous off-load or on-load release arrangements are provided, ensure that the
hooks are fully engaged prior to launching and before recovery.
On-board training in the use of davit-launched life rafts must take place at intervals of not
more than 4 months on every ship fitted with such appliances.15 Whenever practicable, this
must include the inflation and lowering of a life-raft. This life-raft may be a special life-raft
intended for training purposes only, which is not part of the ship’s life-saving appliances;
such a special life-raft must be conspicuously marked.
Where life rafts are carried, instructions should be given to seafarers in their launching,
handling and operation. Methods of boarding life rafts and the nature of equipment and
stores on them should be explained.
Life-saving appliances must be maintained at all times. If the use of a life raft for practice
would bring equipment below the specified scale, a replacement must first be provided.
Rescue boats (other than lifeboats which are also rescue boats), must be launched each
month with their assigned seafarer aboard and manoeuvred in the water. Rescue boat
launching drills should be conducted in sheltered waters and under supervision of an officer
experienced in such drills.

14
As required by SOLAS Regulation III/19.3.3
15
As required by SOLAS Regulation III/19.4.3

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Seafarers in a fast rescue boat, rescue boat or survival craft being lowered should remain
seated and keep their hands inside the craft to avoid them being crushed against the ship’s
side. Lifejackets should be worn. In totally enclosed lifeboats, seat belts should be secured.
Any additional provisions, water or equipment should be placed in the survival craft. A check
of seafarers and passengers should be taken and the survival crafts lowered under the
direction of the person in charge.

4.5 Confined space entry and rescue drills

Confined space entry and rescue drill must be planned and conducted in a safe manner at
least once every two months in accordance with SOLAS Regulation III/19.3.6.
The operator should provide a schedule of regular on-board drills for seafarers with confined
space entry or rescue responsibilities.
Each confined space and rescue drill must include:
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 confined spaces;
checking and use of rescue equipment and procedures; and
instructions in first aid and resuscitation techniques
All seafarers should be trained in confined space safety, including the on board procedures
for identifying, assessing and controlling risks associated with entry into confined spaces.
All equipment (such as rescue equipment, portable oxygen/multi-gas detector etc.) used in
connection with confined space entry should be in good working condition and inspected
before use. The manufacturers’ instructions should be strictly followed to ensure that the
correct equipment is assembled. The seafarer using the equipment should be trained to use
the equipment before entry.
No person should open or enter a confined space unless authorised by the person in
command or the nominated responsible person and unless the relevant safety procedures
are followed. Chapter 7 provides further guidance on working in confined spaces.
Each drill should be recorded in the ship’s log book.

4.6 Man overboard drills and rescue at sea

The ship’s emergency plan must include specific plans and procedures for the recovery of
persons from water.16
The plans and procedures must identify measures to be taken to minimise the risk to
seafarers involved in the recovery operations and the equipment intended to be used for
recovery purposes.
Ship-specific procedures should specify the anticipated conditions under which a recovery
operation may be conducted safely by taking into account:
manoeuvrability of the ship;
freeboard of the ship;
points of the ship to which casualties may be recovered;

16
SOLAS Regulation III/17-1, Guidelines for the development of plans and procedures for recovery of persons
from the water (MSC.1/Circ.1447), Guidelines to recovery techniques (MSC.1/Circ.1182) and Guidelines for cold
water survival (MSC.1/Cric.1185/Rev.1).

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 characteristics and limitations of equipment intended to be used for recovery
operations;
available seafarers and personal protective equipment;
wind force, direction and spray;
significant wave height;
period of waves;
swell; and
safety of navigation.
As far as reasonably practicable, man overboard drills involving the manoeuvring of the
vessel should be conducted at regular intervals.
Drills conducted in harbour or anchorages should be as realistic as possible and include
manoeuvring the craft and recovering a training dummy or manikin from the water. Drills
should also ensure that seafarers are familiar with the plans, procedures and equipment for
recovery of persons from the water. Such drills may be conducted in conjunction with routine
man overboard drills.
Where a fast rescue boat (FRC) is carried, it should be launched each month and tested in
the water in a harbour or safe anchorage.
Prior to launching the rescue boat, communication with the deck and bridge should be
checked.
Working lifejackets that do not restrict free movement should be worn. Immersion suits
should be worn where there is a risk of hypothermia.
Rescue boat crews should receive training on correct techniques for retrieving persons from
the water without sustaining injury.
Each ship should have a contingency plan in the event that someone falls overboard. The
plan should take into account the particular characteristics of the ship, the life-saving
equipment available and the number of seafarers. For example, a typical drill could test the
action taken if the bridge watch keeping officer observes someone falling from the main deck
into the sea. This would include:
executing a Williamson turn or other ship's turn as appropriate;
dropping the bridge wing quick-release lifebuoy;
sounding the general or emergency squad alarm;
announcing the type of emergency over the public address system so that the
rescue boat can be prepared;
assigning a person to the wheel and posting lookouts;
radar "marking" of the man overboard position;
initiating any communication such as a "Pan Pan Pan" message; and
positioning the ship to make a lee and launching the rescue boat.
It may take the person in command a few minutes to reach the bridge before taking over the
operation and therefore some decisions may need to be made before he or she reaches the
bridge.
When a person witnesses someone falling overboard, he or she should throw a life buoy into
the water, preferable one equipped with a light. Inform the bridge immediately by any means
possible and call out for assistance. Keep the victim under surveillance if possible.
When a person is reported missing or unaccounted for, it will be presumed that the individual
has been lost overboard and the circumstance becomes a search and rescue issue.

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All ships must carry an up-to-date copy of Volume III of the International Aeronautical and
Maritime Search and Rescue (IAMSAR) Manual. Procedures provided in the IAMSAR
Manual should be adopted, especially if the search is carried out with other ships.

4.7 Helicopter operations

In accordance with Marine Order 57 (Helicopter Operations) the person in command may
permit a vessel-helicopter operation to be conducted only if the vessel has arrangements in
place that:
provide for emergency evacuation of people from the vessel; and
do not interfere with the normal operations of the vessel; and
are at least as effective in ensuring safety as the arrangements recommended in the
International Chamber of Shipping Guide to Helicopter/Ship Operations for the kind
of vessel–helicopter operations to be conducted.
The vessel arrangements must include
the equipment necessary for the safe conduct of the vessel–helicopter operation;
and
seafarer training on non-emergency and emergency procedures for the vessel–
helicopter operation.
The operator must ensure that the arrangements are included in the vessel’s safety
management system.

4.8 Other drills

Emergency training should not be limited to abandoning ship, fire-fighting and man
overboard drills. Seafarers should undergo regular refresher training in any emergency
situations likely to occur aboard the ship.
First aid training should be provided for particular types of cargoes and operations. Posters,
pamphlets and other means of reminding seafarers of first aid procedures should be made
available throughout the ship.
Further information is available in Safe Work Australia’s Code of Practice: First aid in the
workplace.

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5. SAFE ACCESS TO SHIP

Access to a ship in port must be carried out in accordance with Marine Order 12
(Construction – subdivision and stability, machinery and electrical installations).
Under SOLAS Regulation II-1/3-9 ships in port must be provided with means of embarkation
and disembarkation, such as gangways and accommodation ladders. The means of
embarkation/disembarkation must be inspected and maintained in accordance with IMO
Circular MSC.1/Circ.1331.
There should be a safe means of access between any ship and any quay, pontoon or similar
structure or another ship alongside which the ship is secured. An accommodation ladder or
gangway which is appropriate to the deck layout, size, shape and maximum freeboard of the
ship should be used when accessing the ship.
The means of access from the wharf to a vessel’s deck may be provided by the vessel or the
port authority. If access is provided by the port authority or another party, the person in
command must ensure that any safety concern is brought to the attention of the person
providing access and to a person requiring access to or from the ship.
Seafarers should be provided with information on how to make their way safely to and from
the ship through the marine terminal or shore side cargo handling area.
Access arrangements should be supervised at all times, either by seafarers or by shore
personnel, particularly in ports which have large tidal ranges. The supervision of access
arrangements also enhances security against unauthorised persons from boarding the ship.
A safe means of access to or from a ship must be:
strong enough to support the weight placed on it;
free of damage, degradation or wear that may affect the strength of the means of
access;
secured to prevent accidental displacement;
illuminated sufficiently for people to use it safely at night;
clear of the path of cargo being loaded or unloaded from a ship;
kept clean and free of any material that could make its use unsafe, including any
snow, ice, grease or other substance likely to cause a slip or fall;
properly rigged and adjusted to allow for any changes in tidal levels and the ship’s
trim and freeboard;
at an angle allowing safe access to the ship;
firmly landed and clear of wharf edge and other potential hazards; and
placed so that no suspended load passes over it.
Access equipment should be properly maintained and inspected at frequent intervals. It
should not be painted or treated to conceal cracks or defects.
A lifebuoy with a self-activating light and a separate safety line or some similar device should
be provided at the point of access aboard the ship.
Safety netting must protect the length of the accommodation ladder or gangway, including
protecting the user from falling between the ship and the quayside. The safety net must meet
the requirements in Marine Order 12.
Accommodation ladders and gangways should be clearly marked with maximum designed
angle of use and maximum safe loading in both number of persons and total weight. Under
no circumstances should this limit be exceeded.
The person in command of a ship at anchor or at a mooring may provide a pilot ladder as a
means of access if the use of an accommodation ladder is impracticable. The use of such

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ladder, except in an emergency, must be limited to pilots and other persons engaged in or in
relation to the business of the ship. In such cases an assessment of the risks associated
with using the pilot ladder should be carried out and the use of appropriate risk controls,
such as buoyancy vests and/or harnesses, should be considered.
Section 22.2 provides further guidance on access to vehicle ferries or roll-on/roll-off vessels
(RO-ROs).

5.1 Accommodation ladders and gangways

The specifications for accommodation ladders and gangways are contained in Marine Order
12.
If the gangway rests on rollers or wheels, it should be fitted or protected in such a way as to
prevent the user's feet from being caught and it should be placed in a position that does not
restrict the free movement of the rollers or wheels. Where the wharf surface is irregular or
gaps or ledges exist that may cause the rollers or wheels to jamb or catch, a suitably sized
plate should be placed on the surface on which the rollers or wheels rest.
A gangway should never be allowed to drop between the shore and the ship in such a way
that it may be crushed or damaged.
Regular inspections of gangways, ladders and metal fittings should be undertaken to detect
any cracking, rusting or corrosion. Any defects posing a hazard should be rectified before
further use.

5.2 Pilot transfer

Pilot transfer requirements are contained in Marine Order 12. When a ship uses a pilot, the
operator must ensure that pilot transfer arrangements comply with SOLAS Regulation V/23
and ensure that pilots are able to embark and disembark safely.
The rigging of the pilot transfer arrangements and the embarkation of a pilot must be
supervised by a responsible officer who can communicate with the navigation bridge. The
responsible officer must arrange for the escort of the pilot by a safe route to and from the
navigation bridge. Seafarers engaged in rigging and operating any mechanical equipment
must be instructed in the safe procedures to be adopted and the equipment must be tested
prior to use.
The following equipment must be kept ready for immediate use when persons are being
transferred:
two man-ropes of not less than 28 mm and not more than 32 mm in diameter
properly secured to the ship if required by the pilot; man-ropes to be fixed at the
rope end to the ring plate fixed on deck and must be ready for use when the pilot
disembarks, or upon request from a pilot approaching to board (the manropes must
reach the height of the stanchions or bulwarks at the point of access to the deck
before terminating at the ring plate on deck);
a lifebuoy equipped with a self-igniting light;
a heaving line.
Adequate lighting must be provided to illuminate the transfer arrangements overside and the
position on deck where a person embarks or disembarks.

5.3 Transport of persons by water

When persons have to be transported to or from a ship by water, suitable measures should
be taken to ensure their safe passage. The boats used should be fit for purpose, properly
equipped and maintained and suitably crewed. Embarkation and disembarkation should take
place only at safe landing places and not in adverse weather.

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6. SAFE MOVEMENT ONBOARD THE SHIP
When moving about the ship at sea, seafarers should always be aware of the possibility of a
sudden lurch or heavy roll by the ship.
Permanent fittings which cause obstruction may be dangerous to people, vehicles or lifting
equipment, and should be made visible by means of colouring, marking or lighting.
Any hazardous deck obstructions and head-height obstructions which cannot be removed
should be painted a bright, conspicuous colour. If necessary, warning signs using graphic
symbols should be displayed. Head-height obstructions should be padded.
Deck cargoes should be stowed in a way that allows safe access to safety equipment, crew
quarters and boarding of pilots.

6.1 Passages and walkways

All passages, walkways, stairs and deck surfaces should be properly maintained and kept
free from materials or substances that may cause slips or falls.
The surfaces of walkways and stair treads should, where practicable, be slip-resistant in dry
as well as in wet conditions.
Walkways on deck should be delineated by painted lines or otherwise and indicated by
signs.
Any gear or equipment stowed alongside a passage or walkway should be securely fixed or
lashed against the movement of the ship when at sea.

6.2 Watertight doors

All seafarers who might use watertight doors should be instructed in their safe use.
Power-operated watertight doors can be closed from the bridge and particular care should
be taken when using such doors. If opened locally under these circumstances, a door will re-
close automatically and crush anyone in its path as soon as local control has been released.
Both hands are usually required to operate the local controls, and for this reason no person
should attempt to carry any load through such doors alone. The bridge should be notified
whenever such doors have been opened and immediately after they have been closed.
Notices clearly stating the method of operating the local controls of watertight doors should
be prominently displayed on both sides of the doors.
No attempt should be made to pass through a watertight door when it is closing or when the
warning alarm is sounding.
Whenever a watertight door is energised and under remote control, transit is not allowed. If it
is necessary to leave the area confined by such doors, emergency exits must be used. A
warning to that effect should be displayed at the local operating point.

6.3 Lighting

Areas of the ship used for loading or unloading, other work processes or transit should be
adequately lit. Marine Order 32 requires that loading and unloading must not be carried out
unless:
there is suitable deck and under-deck illumination, with a minimum level of:
o 10 lux on access routes;
o 20 lux on ladders that provide access to the vessel, accommodation ladders and
gangways;
o 50 lux in working areas onboard and adjacent to the vessel, taking into account
any specific need that may require additional illumination;

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 the level of light in adjacent areas is reasonably uniform;
any artificial lighting does not expose persons engaged in loading or unloading to
health and safety risks or the safety of the vessel or of the cargo; and
any artificial lighting is designed and located to minimise glare, reflection and
shadows.
Where visibility is poor, the level of lighting should be increased above the recommended
minimum.
Before leaving an illuminated area or space, a check should be made that there are no other
persons remaining within that space before switching off or removing lights. Unattended
openings in the decks should either be kept illuminated or be properly or safely closed
before lights are switched off.
Broken or defective lights should be reported immediately and repaired as soon as
practicable. Failed light globes or faults in sealed waterproof or gas tight fittings must only be
changed by the responsible engineer officer.
When portable or temporary lights are in use, the light supports and leads should be
arranged, secured or covered so as to prevent a person tripping, or being hit by moving
fittings, or walking into cables or supports. Any slack in the leads should be coiled and kept
clear of possible causes of damage e.g. running gear, moving parts of machinery, equipment
and loads. If they pass through doorways, the doors should be secured open. Leads should
not pass through doors in watertight bulkheads or fire door openings when the ship is at sea.
Portable lights should never be lowered or suspended by their leads. To avoid risks of
electric shock from mains voltage, the portable lamps used in damp or humid conditions
should be of low voltage, preferably 12 volts.
Unlit or inadequately lit places on the ship should not be entered without safe portable lights.
Lighting appliances and cabling should be appropriate for the space being entered, for
example if the space does or may contain explosive fumes special electrical safety
standards need to be applied.
Both fixed and portable lighting should be checked to ensure proper operation and safe
rigging before use.

6.4 Protection around cargo hatches and other openings

Marine Order 32 (Cargo handling equipment) sets out mandatory requirements for protective
fencing around cargo hatches and other deck openings and machinery moving parts.
Any openings through which a person might fall should be fitted with secure guards or
fencing.
Guard-rails 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, rope or chain.
If constructed of rope or chain, the fence should be fitted with tensioning devises to keep the
rope or chain as taut as possible Guard-rails or fencing should have no sharp edges and
should be properly maintained. If necessary, locking devices and suitable stops or toe-
boards should be provided.
Open hatches for handling cargo or stores, through which persons may fall or on which they
may trip, should be closed as soon as work stops, except during short interruptions or where
they cannot be closed without risk to safety or mechanical efficiency because of the heel or
trim of the ship. Where hatch covers are raised, temporary fencing can be used as a control
measure to prevent falls.
Hatch covers, pontoons and beams that have been removed should be placed so as to
leave a safe walkway from rail to hatch coaming and fore and aft.

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Hatches and openings that provide access to holds should be checked to ensure:
they are protected by coamings
there is adequate clear space around the coamings to allow easy access
hinged and pontoon hatch covers are secured, or removed if not adequately
secured, to prevent them from accidentally closing during access
approaches to a hold and an access hatch are kept unobstructed to reduce the risk
of falls and to enable holds to be evacuated quickly in an emergency
hatch covers are closed when the hatch is not in use to eliminate the risk of falls,
and
means of access includes a ladder which is clear of the hatchway through which
cargo is loaded or unloaded.

Mechanically operated hatch covers

Mechanical, hydraulic or electrically powered hatch covers should only be operated by
designated members of the ship’s crew or other authorised people. When operating these
types of hatch covers:
warn people in the vicinity of the hatch cover before the hatch is opened or closed
and instruct them to move to a safe area
clear people and objects from the hatch cover before it is opened, and
position preventer chains or other securing devices before permitting people on top
of a retracted hatch cover.

6.5 Access to holds and other deck spaces

Safe access must be provided into each hold or space below deck, in accordance with
requirements of Marine Order 32.
Rope ladders should not be used to access holds.
All ladders and access arrangements should be inspected at frequent intervals by a
responsible officer, but particularly before and after working cargo in the space. If any
ladders, handgrips, footholds or cleats are found to be unsafe, access should be locked or
blocked off and warning notices prohibiting access should be posted at every approach until
repairs have been carried out.
The responsible officer should ensure that any defects are fixed as soon as practicable. Any
welding or replacement of rungs, ladders or cleats should be inspected and tested by a
responsible officer before use to ensure that the work has been properly carried out.
When heavy weather is expected, lifelines should be rigged securely across open decks.
Drains and scuppers should be regularly inspected and properly maintained to ensure that
they do not become blocked.
Access within cargo spaces and holds should be kept clear.

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7. CONFINED SPACES

Under Part 4 of the OHS(MI) Regulations 2003, the operator has a duty of care to manage the health
and safety risks associated with a confined space, including risks when entering, working in, on or
near a confined space, as well as the risk of inadvertent entry.
Additional guidance can be found in Safe Work Australia’s Code of Practice – Confined Spaces.
Reference should also be made to the ship’s safety management system.
Guidance in relation to entry into spaces on oil, chemical and gas tankers and ships carrying solid
bulk cargoes, the following publications can assist:
International Safety Guide for Oil Tankers and Terminals (ISGOTT),
Liquefied Gas Handling Principles on Ships and in Terminals (SIGTTO), and
International Maritime Solid Bulk Cargoes Code (IMSBC Code)
A confined space is an enclosed or partially enclosed space that is:
not designed or intended primarily to be occupied by a person; and
is at normal atmospheric pressure while any person is in the space; and
is or is likely to be a risk to health and safety.
All confined spaces are considered unsafe for entry until proven otherwise.
For the purpose of this chapter:
A competent person is a person who has, by a combination of training, education and
experience, acquired the knowledge and skills to:
make an informed assessment of the likelihood of an airborne
contaminant/dangerous atmosphere being present; or subsequently arising in the
confined space; or
safely and correctly perform a specific task associated with the confined space.
A standby person is a competent person who is near the confined space when it’s occupied
for work – also known as an attendant in the IMO Resolution A.1050(27).
A responsible person is a competent person who is nominated to authorise confined space
entry (e.g. permits) on behalf of the operator to ensure that the confined space is safe for
entry.
Confined spaces in which an unsafe atmosphere is present, or can arise, include: cargo
holds, double bottoms, cargo tanks, pump rooms, compressor rooms, fuel tanks, ballast
tanks, cofferdams, void spaces, duct keels, inter-barrier spaces, sewage tanks, cable trunks,
pipe trunks, pressure vessels, battery lockers, chain lockers, enclosed foc’s’les, inert gas
plant scrubber and blower spaces and the storage rooms for carbon dioxide (CO2). This list
is not exhaustive and a list should be produced on a ship-by-ship basis to identify confined
spaces.
Such confined spaces should not be entered except upon the explicit instruction of the
person in command or the responsible officer. If a lack of oxygen or the presence of toxic
gases, vapours or fumes is suspected in any space, then that space should be considered
dangerous.
If there is an unexpected loss of ventilation in spaces which are usually ventilated by
whatever means, then those spaces should also be considered as dangerous and should be
vacated immediately.
Confined space entry and rescue drill must be planned and conducted in a safe manner at
least once every two months (refer to section 4.5).

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7.1 Safety management of confined spaces

The operator must ensure that the entry or work in confined space is carried out by a
competent person and a risk assessment, considering the hazards, work to be carried out
and implementation of appropriate risk controls and emergency measures is conducted.
The operator must ensure that all confined spaces are identified on board and the
procedures for entering confined spaces are included among the key shipboard operations
concerning the safety of the seafarers and the ship, in accordance with OHS(MI)
Regulations 2003 and the International Safety Management (ISM) Code.
The operator must ensure that there is, at least, 1 standby person stationed to continuously
monitor the conditions and wellbeing of those inside the confined space. The standby person
should:
understand the nature of the hazards inside the particular confined space and be
able to recognise signs and symptoms of those in the confined space;
remain outside the confined space and do no other work which may interfere with
the primary role of monitoring those inside;
have all required rescue equipment immediately available;
have the authority to order seafarers to exit the space if a hazardous situation
arises;
initiate emergency response arrangements.
If any person working in a space feels in any way adversely affected, he or she must
immediately leave the space.
The risk assessment for a confined space should be periodically reviewed to ensure it
remains valid.

7.2 Confined space entry permit

A confined space entry permit provides a formal check to ensure that all elements of a safe
system of work are in place before people are allowed to enter the confined space.
Under the OHS(MI) Regulations 2003, the operator must not allow or direct anyone to enter
a confined space to carry out work unless there is a confined space entry permit for the work
and the appropriate safety procedures for the particular ship have been followed. The permit
must be authorised by a responsible person supervising the work in the confined space.
A confined space entry permit must be issued for each entry into the confined space. Each
permit only applies to one confined space and allows one or more trained seafarers to enter
that space.
Entry into a space should be planned in advance and if unforeseen problems or hazards
arise during the operation, then work should be stopped and the space evacuated
immediately. Permits to work should then be withdrawn and the situation reassessed.
Permits to work should be revised as appropriate after the reassessment.
Everyone must leave the confined space on expiry of a "permit to work". The entrance
should be closed or otherwise secured to prevent re-entry until declared safe for normal
entry.

7.3 Preparing and securing the space for entry

Entry doors or hatches leading to confined spaces must be secured at all times against
unauthorised entry. Signs should also be erected at each entry to warn against unauthorised
entry.
A door or hatch cover which is opened to provide natural ventilation of a confined space
may, wrongly, be taken to be an indication of a safe atmosphere. Therefore the use of a

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mechanical barrier, such as a rope or chain positioned across the opening with an attached
warning sign, could prevent such accidental entry.
Care should be taken to avoid the effects of a possible release of pressure or vapour when
opening the entrance to the space.
Flammable vapours may still be present in cargo or other tanks that have contained oil
products or chemical or gas cargoes. Cofferdams and other spaces that are adjacent to
cargo and other tanks may contain flammable vapours should there have been leakage into
the space.
Hydrocarbon gases or vapours are flammable as well as toxic and may be present in fuel or
cargo tanks which have contained crude oil or its products. The gases or vapours may also
be present in pump rooms and cofferdams, duct keels or other spaces adjacent to cargo
tanks due to the leakage of cargo.
The space should be isolated and secured against the escape of dangerous substances by
blanking off pipelines or other openings, or by closing valves. Valves should then be tied, or
some other method used to show that they must not be opened.
The space should be cleaned or washed, if necessary, to remove as much as possible of the
sludge or other deposit liable to give off dangerous fumes. If an empty tank or other confined
space has been closed for a time the oxygen content may have been reduced.
The space should be thoroughly and continuously ventilated by natural or mechanical
means, to ensure that all harmful gases are removed and no pockets of oxygen-deficient
atmosphere remain. Compressed oxygen should not be used to ventilate any space. All
persons in the space should leave immediately if the ventilation system fails.
Officers on watch, or persons in charge, on the bridge, on the deck, in the engine-room, or
the cargo control room should be informed as necessary that a space is to be entered so
that, for example, fans are not stopped, equipment not started or valves not opened by
remote control.
Appropriate warning notices should be placed on the relevant controls or equipment.
If necessary, pumping operations or cargo movements should be suspended when entry is
being made into a dangerous space.

7.4 Procedures and arrangements before entry

Access to, and lighting within, the space should be adequate.

Sources of ignition should not be taken into the space.
Persons entering enclosed spaces should be provided with calibrated and tested multi-gas
detectors that monitor the levels of oxygen, carbon monoxide and other gases as
appropriate.
A rescue team and resuscitation equipment should be available for immediate action. The
resuscitation equipment should be positioned ready for use at the entrance.
A continuous communication system must be set up, agreed and tested by all involved, to
ensure that persons entering the space can keep in touch with the standby person and
responsible person or officer on watch. A signal should be pre-arranged with the standby
person to allow for a more effective method to communicate issues promptly.
A pre-arranged plan should be drawn up to deal with the rescue of collapsed persons in a
confined space. The plan should take into account the design of the individual ship, the
equipment and resources available on board as well as emergency response arrangements
to ensure prompt response from the rescue team.
The standby person should not enter the space leaving the entrance unattended, even in
cases where a person inside the space is believed to be at risk, and certainly not before

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initiating emergency response arrangements and advising the responsible person or person
in command.
The general (or crew) alarm should be sounded in the event of an emergency, so that
immediate back-up can be given to the rescue team.
The incapacitated person should be removed from the space as quickly as possible, unless
he or she is gravely injured, and essential first aid treatment should be administered first.
It should be checked that entry with breathing apparatus is possible before entry is allowed.
The extent by which movement could be restricted or the removal of a casualty could be
hampered, by the use of breathing apparatus, lifelines or harnesses should be ascertained
by a competent person.
Rescue harness lifelines should be long enough for the purpose and easily detachable by
the wearer, but should not otherwise come away from the harness.
If hoisting equipment is needed for a rescue, the availability of persons to operate the
equipment in the event of an emergency must be ensured prior to entry.
Particular care should be taken when working on pipelines and valves within the space as
conditions may change. Changing conditions include increasing ambient temperatures, the
use of oxygen-fuel torches, mobile plant, work activities in the confined space that could
involve gases, or if the ship is ballasted or trimmed during the work.

7.5 Testing the atmosphere of confined spaces

Before entering or working in a confined space, the operator must ensure that the
atmosphere in and near the confined space is tested by a competent person in accordance
with the OHS (MI) Act.
Testing of the atmosphere must be carried out with properly calibrated equipment. The
manufacturers' instructions should be strictly followed.
Initial testing should be done from the outside of the confined space and continuously
monitored at regular intervals until all work is completed. Where practicable, the testing of
the space should be carried out at as many different levels and areas as it is necessary to
obtain a representative sample of the atmosphere in the space.
Any gas testing should be carried out with ventilation to the confined space stopped, and
after conditions have stabilized, in order to obtain accurate readings.
In some cases it may be difficult to test the atmosphere throughout the confined space
without entering the space (e.g. the bottom landing of a stairway) and this should be taken
into account when assessing the risk to persons entering the space. The use of flexible
hoses, sample probe or fixed sampling lines, which reach remote areas within the confined
space, may allow for safe testing without having to enter the space.
Before entry, the operator must ensure that the space has the following readings:
21% oxygen by volume by oxygen content meter;
not more than 1% of lower flammable limit (LFL) on a suitably sensitive combustible
gas indicator, where the preliminary assessment has determined that there is
potential for flammable gases or vapours; and
not more than 50% of the occupational exposure limit (OEL) of any toxic vapours
and gases.
If there is any deterioration in the conditions, all persons should leave the space
immediately.
The internal structure of the space, cargo, cargo residues and tank coatings may also result
in oxygen-deficient areas, even when a confined space has been tested as being suitable for
entry.

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7.6 Additional requirements for entry into a confined space

If it is not reasonably practicable to ensure the confined space contains a safe oxygen level,
then appropriate respiratory protective equipment must be provided.
The number of persons entering should be limited to the minimum number necessary to
undertake the work.
Two air supplies should be available to the wearer of breathing apparatus, except in the
case of emergency, or where this is impractical because movement in the space would be
seriously impeded. A continuous supply provided from outside the space should be used.
Should it prove necessary to change over to the self-contained supply, the person should
immediately vacate the space.
Precautions should be taken to safeguard the continuity of the outside source of air during
occupation of the space by the wearer of breathing apparatus. Special attention should be
given to supplies originating from the engine-room.
A single air supply may be acceptable, where remote testing of the space is not reasonably
practicable, provided prolonged presence in the space is not required and the person is
situated so that he or she can be hauled out immediately in case of emergency.
A rescue harness should be worn and lifelines should be used where practicable.
Portable lights and other electrical equipment should be of a type approved for use in a
flammable atmosphere.
If the person becomes unwell, an immediate check should be made that the air supply to
ensure it is being maintained at the correct pressure.

7.7 Breathing apparatus and resuscitation equipment

Only self-contained breathing apparatus, specifically designed for confined space entry
should be used.
Before entry, the responsible person and competent person should undertake the full pre-
wearing check and donning procedures recommended by the manufacturer. In particular the
following should be checked:
sufficient clean air is at the correct pressure;
low pressure alarms are working properly;
the face mask fits correctly against the wearer’s face, so that, there will not be an
ingress of oxygen-deficient air or toxic vapours when the user inhales. It should be
noted that facial hair or spectacles will prevent the formation of an airtight seal
between a person’s face and the face mask;
the wearer of the breathing apparatus is aware of the emergency procedures;
when work is being undertaken in the space, the wearer should keep the self-
contained supply ready for use in case there is a failure of the continuous supply
from outside the space.
When in the confined space, the breathing apparatus should not be removed and shared
with others unless it is necessary to save a person’s life.

7.8 Maintenance of equipment and training

The operator must ensure that all equipment used in connection with entry to or work in a
confined space or during an emergency or rescue response is appropriately maintained and
periodically inspected for correct operation. A maintenance record must be kept.

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Equipment for testing the atmosphere of dangerous spaces must be regularly serviced and
calibrated. The manufacturer's recommendations should be kept with the equipment and
should be followed.
The operator should provide seafarers with the necessary training, instructions and
information on entry into confined spaces. These include:
recognition of the circumstances and activities likely to lead to the presence of a
dangerous atmosphere;
recognition of the hazards associated with entry into dangerous spaces, and the
precautions to be taken;
the selection, use and proper care of equipment and clothing used in connection
with entry into confined spaces;
contents of any relevant confined space permit;
emergency procedures; and
confined space entry and rescue drills.

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8. TOOLS AND OTHER EQUIPMENT
All machines, tools and other equipment should be suitable for the tasks and conditions in
which they are to be used.
Seafarers must be trained in the safe operation of any equipment they need to use.
Manufacturer’s instructions should always be followed.
Tools that are not being used should be placed in a carrier, box or tool rack located in a safe
position against movement at sea and any cutting edge should be protected.
Any tools used when working at heights should be secured to prevent them from falling.
Suitable PPE should be worn (e.g. eye, face and hearing protectors and hair nets for long
hair). Loose clothing or jewellery should never be worn while using any machinery, as there
is a risk that it may become caught in moving parts.
General guidance on managing risks associated with machinery, tools and other items of
plant is available in Safe Work Australia’s Code of Practice: Managing risks of plant in the
workplace.

8.1 Portable electric, pneumatic and hydraulic tools

Power-operated tools are dangerous if they are not maintained and operated correctly.
Battery powered tools should be used to minimise the risks associated with electrical leads.
Special care should be taken when using electrical tools in damp conditions since the risk of
electric shock is greatly increased in the presence of moisture or high humidity.
Electrical tools and power supply leads should be inspected before use. Damaged, frayed or
suspect leads must not be used.
Hand-held electrical tools should be provided with a spring-loaded switch that will break the
circuit automatically when the tool is released from the hand. Portable electrical tools and
appliances should not be used in a potentially flammable, oxygen enriched or explosive
atmosphere, unless they are certified for use in such an atmosphere and the action is
authorised by a responsible officer.
The risk of electric shock is increased by perspiration and locations which are damp, humid
or have large conductive surfaces. In such conditions power tools should be operated from
low voltage supplies (e.g. no more than 50 volts AC with a maximum of 30 volts to earth or
50 volts DC).
Where it is not practicable to use low voltages, other precautions such as a local isolating
transformer supplying one appliance only or a high sensitivity earth leakage circuit breaker
(also known as a residual current device) should be used.
Hand-held tools manufactured with non-metallic cases are called double-insulated. Although
this design reduces the risk of grounding deficiencies, a shock hazard can still exist. Double
insulated tools are not recommended for use on ships 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 as there may be no earth
wire in the power supply cable fitted to the tool.
Ensure that electrical leads and hydraulic/pneumatic tool hoses are kept clear of anything
that might damage them and that they do not obstruct safe passage. Where they pass
through doorways, the doors should be secured open.
Power tools should be switched off and disconnected from the power source when not in
use. Tool pieces, such as drills or bits, must be secured in the tool and should not be fixed or
replaced while the tool is connected to a power source.

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8.2 Workshop and bench machines

Permanent signs should be fitted above workshop and bench machines alerting users to any
necessary precautions appropriate to the machine, such as the wearing of eye protection.
All dangerous parts of machines, for example revolving shafts, gearing and belt drives, must
be properly guarded. Before use, the operator should check that:
guards and safety devices are in position and operative
all tool pieces (e.g. drill bits and cutting blades) are in good condition, and
the work area is adequately lit and free from clutter. This includes ensuring that
machine residues such as metal turnings and swarf do not build up excessively, and
are disposed of safely.
If any defect is identified, the machine should be isolated from its source of power, tagged
and/or locked out until it has been repaired by a competent person.
Machine operators should be competent in the use of the machine and familiar with its
controls.
No control or light switch should be in such a position that the user is required to lean over
the machinery to reach it.
A machine in use should never be left unattended and should always be stopped when it is
not in use.
Before a drill or lathe is started, the chuck key should be removed and the machine operator
should ensure that other people are clear of the machine.
Work pieces for drilling and milling should be securely held at all times by a machine vice or
clamp.

8.3 Abrasive wheels

Abrasive wheels should be selected, mounted and used only in accordance with the
manufacturer's instructions and by a competent person. They are relatively fragile and
should be stored and handled with care.
A wheel should be closely inspected for damage and brushed clean before it is mounted.
The clamping nut should be tightened only enough to hold the wheel firmly.
A strong guard should be provided and kept in position at every abrasive wheel both to
contain the parts in the event of the wheel bursting and to prevent the user from coming into
contact with the wheel.
The speed of the spindle should not exceed the stated maximum speed of the wheel and
should be periodically checked.
When dry grind operations are being carried out or an abrasive wheel is being trued or
dressed, suitable transparent screens should be fitted in front of the exposed part of the
wheel and users must wear properly fitting suitable eye protection.

8.4 Compressed gas cylinders

The labelling, stowage and carriage of compressed gas cylinders are governed by the IMDG
code. Cylinders should always be handled with care, whether full or empty.
Cylinders should be properly secured and kept upright but must be capable of quick release.
Oxygen and fuel gas cylinders (such as acetylene) should be kept in separate, well-
ventilated compartments that are not subject to extremes of temperature. The space should
have no electrical fittings or other sources of ignition. “No smoking" signs should be
displayed at the entrance and within the space.

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Protective caps over the valve should be screwed in place when cylinders are not in use or
are being moved. Valves should be closed when the cylinder is empty.
Cylinder valves controls and associated fittings should be kept free from oil, grease and
paint. Controls should not be operated with oily hands.
Gas cylinders should be clearly marked with the name of the gas, its chemical formula or
symbol and the body should be coloured according to its contents. AS/NZS 4484-/NZS-2004
Gas cylinders for industrial, scientific, medical and refrigerant use – Labelling and colour
coding or its equivalent, sets out the requirements for the labelling of gas cylinders. A colour-
coding card should be provided.

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9. WELDING, FLAME CUTTING AND OTHER HOT WORK
Risks associated with welding, flame-cutting and other hot work must be controlled using the
permit-to-work system and in accordance with the ship’s safety management system.
General guidance on how to manage risks associated with welding is available in Safe Work
Australia’s Code of Practice Welding processes.
The operator must provide appropriate training, information and instructions to seafarers that
will be required to operate welding and flame-cutting equipment.
The equipment should be inspected before use by a competent person to ensure that it is in
a serviceable condition.
Harmful fumes can be produced during these operations from galvanising paint and other
protective materials. Oxygen in the atmosphere can be depleted during these operations.
Adequate ventilation should be provided during flame cutting and welding operations in
confined spaces (refer to section 7). Compressed gas cylinders must not be brought into
confined spaces.
Where portable lights are needed to provide adequate illumination, they should be clamped
or otherwise secured in position with leads kept clear of the working area.
The equipment operator and other persons involved in the work process should wear
appropriate PPE, for example:
a welding shield or welding goggles with a suitable shade of filter lens (goggles are
only recommended for gas welding and flame cutting);
leather gloves;
fire resistant apron (e.g. leather) when appropriate; and
long-sleeved natural-fibre boiler or other approved protective clothing.

9.1 Precautions against fire and explosions

Before any work begins, inspections and tests should be carried out to ensure there are no
combustible solids, liquids or gases at, or in any compartments adjacent to, the work area
which might be ignited by heat or sparks from the work. An assessment of the task in the
context of other work being done on board should be undertaken by a responsible officer.
All surfaces to be welded, or upon which hot work is to be conducted, should be free of oil,
grease or any flammable or combustible materials. If necessary, combustible materials and
dunnage should be moved to a safe distance before commencing hot work. Such working
surfaces should also be free of materials that could release a flammable substance if
disturbed.
All openings through which sparks might fall should be closed where practicable. Where
closure is not possible, ensure that no flammable materials below can be ignited and that the
area below is cordoned off to prevent persons accessing this area while work is occurring.
When welding is to be carried out near open hatches and other similar spaces, suitable
screens should be erected to prevent sparks dropping down hatchways, hold ventilation or
other similar spaces.
Cargo tanks, fuel tanks, cargo holds or other tanks or spaces (including cargo pumps and
pipelines) that have contained flammable substances should be certified by a competent
person as being free of flammable gases before any work commences (see section 7). The
testing should be carried out at regular intervals and include the testing of any adjacent
spaces, double bottoms and cofferdams.
When carrying out hot work on tankers and similar ships, all tanks, cargo pumps and
pipelines should be thoroughly cleaned and particular care taken with the drainage and
cleaning of pipelines that cannot be directly flushed using the ship’s pumps.

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Welding and flame-cutting operations should be properly supervised and a fire watch
maintained, both in the operational area and all adjacent areas, including spaces on the
other side of affected bulkheads. Due to the risk of delayed fires resulting from the use of
burning or welding equipment, frequent checks should be made for at least two hours after
the work has stopped.
Suitable fire extinguishers should be kept at hand. A person with a suitable extinguisher
should also be stationed to keep watch on areas not visible to the welder that may be
affected.
For hot work on or near cargo containment systems, Regulation 18.11 of the International
Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC
Code)17 requires special fire precautions to be taken in the vicinity of cargo tanks and,
particularly, insulation systems that may be flammable or contaminated with hydrocarbons or
that may give off toxic fumes as a product of combustion.
Hot work near fuel tanks, fuel piping and insulation systems that may be flammable,
contaminated with hydrocarbons, or that may give off toxic fumes as a product of
combustion may only be undertaken after the area has been secured, confirmed safe for hot
work and all approvals have been obtained.

9.2 Electric welding equipment

In order to minimise the risk of electric shock, the power supply to electric welding machines
for shipboard use should be direct current (DC) of no more than 70 V, with a minimum ripple.
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 affected by dust or humidity) should be
checked each time a welding set is used. Some voltage-limiting devices are affected by their
angle of tilt from the vertical, so it is important that they are mounted and used in the position
specified by the manufacturer. This requirement can be affected by adverse sea conditions.
The "go and return" system where the welding set has two cables should be used, with the
"return" cable separately earthed to the ship's structure. The lead and return cables should
be of the shortest length possible (and of an appropriate cross-section) to avoid voltage
drop.
Cables should be inspected before use, and connectors should be fully insulated. If the
insulation is impaired or conductivity reduced they should not be used.
Electrode holders should be fully insulated so that no live part of the holder is exposed to
touch and, where practicable, they should be fitted with guards to prevent accidental contact
with live electrodes, and as protection from sparks and splashes of weld metal.
A local switching arrangement or other suitable means should be provided for rapidly cutting
off current from the electrode should the equipment operator encounter difficulties, and also
for isolating the holder when electrodes are changed.
The direct current output from power sources should not exceed 70 volts open circuit.
Cable connectors should be fully insulated when connected, and so designed and installed
that current-carrying parts are adequately recessed when disconnected.

9.3 Precautions during electric-arc welding

Non-conducting safety footwear should be worn and clothing including hand gloves should
be kept as dry as possible.

17
Given effect through Marine Order 17 (Chemical tankers and gas carriers)

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An assistant should be present during welding operations. The nominated assistant should
be alert to the risk of accidental shock to the welder and ready to cut off power instantly,
raise the alarm and provide artificial respiration without delay. It may be desirable to have a
second assistant if the work is to be carried out in difficult conditions.
Where persons, other than the equipment operator, are likely to be exposed to harmful
radiation or sparks from electric arc welding, they should be protected by screens or other
effective means.
In restricted spaces, where the equipment operator may be in close contact with the ship’s
structure or is likely to make contact in the course of ordinary movements, protection should
be provided by dry insulating mats or boards.
There are increased risks of electric shock to the equipment operator if welding is done in
hot or humid conditions. Under such conditions, the operation should be deferred until such
time that an adequate level of safety can be achieved.
Under no circumstances should the welding operation be conducted in wet conditions.
When the welding is completed or temporarily suspended, the electrode should be removed
from the holder. Hot electrode ends should be ejected into a suitable container; they should
not be handled by bare hand. Spare electrodes should be kept dry in their container until
required for use.

9.4 Flame cutting and brazing

Equipment should have backpressure valves fitted adjacent to the torch in the oxygen and
acetylene lines and flame arresters fitted at the low pressure side of the regulators.
Oxygen pressure should always be sufficient to prevent acetylene from entering the oxygen
line.
Acetylene may explode under excessive pressure. It should not be used at a pressure
exceeding one (1) atmosphere gauge.
If a backfire occurs, the valves on the oxygen and acetylene cylinders should be closed
immediately. Equipment operators should be trained in the appropriate methods for cooling
and/or jettisoning cylinders which become hot. An acetylene cylinder that becomes
overheated is very dangerous as an impact could cause internal ignition and subsequent
explosion.
Only hoses which have been specially designed for flame cutting and brazing should be
used. Hoses in which a flashback has occurred, or which are in any other way damaged,
should be discarded.
Blowpipes should be lit by safe means such as a stationary pilot flame or a special friction
igniter.
Gases should be shut off at the pressure reducing regulators before a blowpipe is changed.

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10. PAINTING
Paints may be considered as hazardous substances. The packaging or Safety Data Sheet
(SDS) will contain warning signs or information, which will give the first indication of any
risks. The SDS must be accessible to seafarers using such paint.
Paints may contain toxic or irritant substances. Paints containing lead, mercury or similar
toxic compounds should not be used.
A paint for which no manufacturer's information or Safety Data Sheet (SDS) is available
should not be used. Information must also be provided on thinners and cleaning solvents.
Some paints dry by evaporation of the paint's solvent and the process may release
flammable or toxic vapours. All interior and confined spaces should be well ventilated while
painting is in progress and until the paint has dried.
Because the ingredients or composition of old paint may be unknown, painted surfaces
should always be rubbed down wet to reduce dust from the old paint, which may be toxic if
inhaled.
If the surface to be rubbed down is known to contain lead, then methods that do not create
dust should be adopted. It is safer to avoid or minimise dust creation than to try to clean up
the dust afterwards. Sanding or abrasive blasting should be avoided. Lead based paint
should never be burnt off because fumes will contain metallic lead in a readily absorbed
form. Appropriate respiratory protective equipment should be worn to protect against dusts.
Rust removers are acids and contact with unprotected skin should be avoided. Eyes and
skin protection should be worn against splashes. If painting at heights or otherwise near
ropes, care should be taken to avoid splashes on ropes.
Smoking should not be permitted during painting. Naked lights, such as matches, should not
be used in spaces until paint has fully dried.
Care should be taken when mixing two-pack (two component) paint, as a chemical reaction
takes place during the mixing which might create heat and fumes.
When painting is done in the vicinity of machinery, the power supply should be isolated and
the machine immobilised in such a way that it cannot be moved or started up inadvertently.
Appropriate warning notices should be posted.
Spaces where paint and painting equipment are stored should be well ventilated. If the
ventilation system in the paint store is inoperative, it should be treated as a confined space
as per section 7.

10.1 Spray painting

Operators should follow the manufacturer's instructions when using spray equipment.
Paints containing tin, mercury, lead or any toxic compounds should not be sprayed in interior
spaces.
Airless spray equipment should be used with caution as it ejects paint at a very high
pressure, which can penetrate the skin or cause eye injuries.
A "paint mist" may form during spraying. Suitable PPE should be worn such as a
combination suit, hood, gloves and eye protectors. Depending on the nature of the paint
being sprayed, a respirator should also be worn. In some cases, it may be necessary to use
specialist breathing apparatus.
If a spray nozzle clogs, the trigger of the gun should be locked in a closed position before
any attempt is made to clear the blockage.
Before a blocked spray nozzle is removed or any other dismantling is attempted, pressure
should be relieved from the system. When blowing through a reversible nozzle to remove a
blockage, all parts of the body should be kept clear of the nozzle mouth.

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The pressure in the system should not exceed the recommended working pressure of the
hose. The system should be regularly inspected for defects.
General guidance on managing risks associated with spray painting is available in Safe
Work Australia’s Code of Practice Spray painting and powder coating.

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11. WORKING AT HEIGHTS
Falls from height are one of the major causes of serious injuries and fatalities for Australian
seafarers. Working at height includes undertaking work inside a tank, over the side and near
an opening such as hatch, or a fixed stairway.
Work should only be carried out at height if there is no reasonably practicable alternative.
For example, the risk of falls when working over the side can be eliminated by using drones
or remote cameras for inspection work or using a boat instead of a ladder.
The sea and weather conditions and the possibility of squalls should be assessed before
commencing work at heights or over the side. In coastal waters strong tidal or current rips
could cause sudden, unexpected ship movements. In general, working at heights or over the
side should not be permitted if the movement of a ship makes such work hazardous.
Consideration should be given to hazards associated with working near the ship’s whistle,
funnel, radio aerials and radar scanners. All relevant officers should be informed before work
starts and all relevant equipment should be isolated or shut down. Warning notices should
be posted as appropriate. Officers should be informed when the work is completed.
Only competent persons should engage in any activity and use of equipment, including the
organisation, planning and supervision relating to working at height or over the side.
Activities including training associated with working at height or over the side must be
supervised by a competent seafarer.
Safety harnesses and restraints appropriate to the conditions should be worn. Safety nets
should be rigged where necessary. Persons working over the side should wear a lifeline and
life-jackets or other suitable flotation devices. Someone should be in attendance on deck. A
lifebuoy with a line attached should be readily available.
Warning notices that persons are working at heights or over the side should be posted on
deck, and at other visible areas as appropriate. Tools should be kept secured at all times, for
example using belt tool carriers.
All equipment, such as lizards, blocks and gantlines, should be carefully examined before
use. If there is any doubt of the standard, quality and condition of any item, it should not be
used.
Where possible, only permanent fixtures to the ship's structure, such as welded eye pads,
should be used as securing points for lizards, blocks and gantlines. Securing points should
be inspected to ensure that they are capable of carrying the weight.
Lizards and gantlines should be kept away from, or protected from, sharp edges.
Cargo handling operations should not take place in the vicinity where seafarers are working
at heights or over the side.
General guidance on controlling the risk of falls when working at heights is in Safe Work
Australia’s Code of Practice: Managing the risk of falls at workplaces.

11.1 Cradles and stages

Cradles should be at least 45 cm wide and fitted with guard-rails to a height of one (1) metre
from the floor.
Plank stages should be made from sound wood and materials and should be free from
defect.
As far as possible, stages should be secured against movement. Wooden components of
staging should be stowed in a dry, ventilated space and not subjected to heat.
Gantlines should be long enough to allow stages to be lowered to a level which enables
seafarers to step off the stage easily. Gantlines used for working afloat should not be used
for any other purpose and should be kept clear of sharp edges when in use.

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When seafarers working on a stage are required to lower the stage themselves, all
movements of the stage should be small and carefully controlled.
When a stage is rigged overside, the two gantlines used in its rigging should be at least long
enough to trail into the water to provide additional lifelines should a person fall. A lifebuoy
and line should be kept ready nearby.
Stages and staging that are not suspended should always be secured against movement.
Hanging stages should be restricted against movement to the extent practicable.
In machinery spaces, staging and its supports should be kept clear of contact with hot
surfaces and moving parts of machinery. In the engine room, a crane gantry should not be
used directly as a platform for cleaning or painting, but can be used as the base for a stable
platform if suitable precautions are taken.

11.2 Suspended scaffold – Bosun’s chairs/swing chair

A suspended scaffold must be designed and installed by a competent person. Guidance is

available in Safe Work Australia’s Guide for suspended swing stage scaffolds.
Unless a large enough exclusion zone is set up under the chair to protect other people,
control measures should be in place to prevent tools or equipment falling from the chair (e.g.
lanyards for hand tools or heavy equipment suspended from another rope).
The chair, gantlines, hoists and lizards must be thoroughly load tested and examined for
damage, wear and cracks before use and at pre-determined intervals by competent persons.
The person in the suspended scaffold must be able to activate every control from the seated
position. If the chair is subjected to movement due to wind forces or the work carried out,
lateral restraints are required.
When used with a gantline, the chair should be secured to it with a double-sheet bend and
the end seized to the standing part with adequate tail. Hooks should not be used to secure
bosun’s chairs unless they are of the type that, because of their special construction, cannot
be accidentally dislodged, and have a marked safe working load that is adequate for the
purpose.

11.3 Ropes

The safety of seafarers working at heights depends to a large extent on the condition of the
ropes used in the operations (refer to section 15.2).
Ropes should be stowed in a special locker and used for no other purpose than for working
at heights. Nothing else should be stowed in the locker as stores such as detergents and
paints may damage ropes. The locker should be dry and not subject to excessive heat.
All ropes should be thoroughly inspected each time before use. Although the surface of a
rope may look like it is in good condition, it may have deteriorated inside.

11.4 Portable ladders and scaffolding

A portable ladder should only be used where no safer means of access is reasonably
practicable. Guidance on the selection and safe use of portable ladders is set out in Safe
Work Australia’s Code of Practice: Managing the risk of falls at workplaces.
Ladders should be inspected regularly by a competent person.
Where a portable ladder is in use in a hatchway, no cargo may be loaded or unloaded
through that hatchway.
When using portable ladders:
they should be placed on a firm and secure surface

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 the distance between the ladder base and supporting structure should be about one
(1) metre for every four (4) metres of working ladder height (4:1 ratio)
the ladder should extend to a height of at least one (1) m above the top landing
place and be secured at the top or held steady while being used, and
workers should face the ladder and use both hands to climb it and not carry any
tools or equipment while climbing up and down.
The person working at heights should use a safety harness with a lifeline secured above the
work position.
Metal ladders should never be used where there is any risk of the ladder or user coming into
contact with an electrical source.
All scaffolding must be erected, altered and dismantled by competent persons. Any scaffold
from which a person or object could fall more than four metres must be erected, altered and
dismantled by or under the direct supervision of a licensed scaffolder.
Information on the safe use of scaffolding is set out in Safe Work Australia’s Scaffolds and
scaffolding work guidance material.

11.5 Rope ladders

Rope ladders should be of good construction, adequate strength and properly maintained.
The rope ladder should be properly secured. Do not secure a rope ladder to railings, or to
any other means of support, unless the railings or support will safely take the weight/load of
the person and the ladder.
The rope ladder should either hang fully extended or be pulled up completely. It should
never be left so that slack may suddenly pay out when the ladder is used.
The ladder should be rigged and used under the supervision of a competent person.

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12. WORKING WITH ELECTRICAL EQUIPMENT
All relevant national and international regulations governing the design and construction of
electrical installations must be followed, taking into account unusual conditions which may
be encountered in service such as exposure to:
moisture, steam and oil vapour, salt-laden atmosphere, sea spray, high winds and
ice formation;
abnormal vibrations, deformation and mechanical shock;
unusually high or low temperatures; and
explosive mixtures when used in certain areas.
The risk of electric shock is high on board as moisture, high humidity and high temperature
(including sweating) reduces the contact resistance of the body. In these conditions, severe
and even fatal shocks may be caused at voltages as low as 60V. Cuts and abrasions also
significantly reduce skin resistance.
Working with electrical equipment in small spaces increases the risk due to the difficulty of
being able to exit quickly should an equipment fault occur. Similarly, small spaces make it
difficult to avoid contact with items such as extension leads used with portable power tools.
General guidance on electrical safety is available in Safe Work Australia’s Code of Practice:
Managing electrical risks at the workplace
Seafarers must receive adequate training before being permitted to work on electrical
installations. Seafarers not authorised to carry out electrical work should never install new
equipment or alter existing equipment.
Work on or near live equipment should be avoided if possible but when it is essential for the
safety of the ship or for testing purposes, the following precautions should be taken:
A second person, who should be competent in the treatment of electric shock,
should be continually in attendance.
Adopt a working position to avoid accidental contact with live parts. Insulated gloves
should be worn where practicable.
Contact with the deck, particularly if it is wet, should be avoided. Footwear may not
give adequate insulation if it is damp or has metal studs or rivets. The use of dry
insulating mats at all times is recommended.
Contact with bare metal should be avoided. A hand-to-hand shock is especially
dangerous. To minimise the risk of a second contact should the working hand
accidentally touch a live part, one hand should be kept in a trouser pocket whenever
practicable.
Wrist watches, metal identity bracelets and rings should be removed. They provide
low resistance contact with the skin. Metal fittings on clothing or footwear are also
dangerous.
The installation should be maintained and protected to minimise the possibility of fire,
external explosion, electrical shocks and danger to seafarers.
All live parts should be effectively insulated and enclosed in conduits or otherwise protected
and should be maintained in that condition.
The enclosures of live circuits, such as terminal boxes, should be designed to prevent
accidental contact and to ensure that only authorised persons can access them.
All electrical equipment should be regularly inspected to ensure that it is suitable for its
intended use. Any electrical faults or other defects should be immediately reported to the
appropriate person and properly tagged out and disconnected from any power source. The
faulty equipment should be removed and repaired by a competent person.

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Parts of electrical equipment may remain live even when the equipment is switched off.
Equipment must be tested, verified as being isolated, disconnected from any power source
and the system de-energised before any work commences.
Attention should be paid to the maintenance of the emergency source of electrical power
and alarm systems supply and backup.
All electrical appliances should be clearly marked to indicate their safe operating voltage.
Circuits and appliances carrying different voltages in the same installation should be clearly
distinguishable by notices, markings on distribution boxes and other conspicuous means.
Seafarers should not interfere with an installation intended to prevent circuits and apparatus
from being subjected to voltages which exceed those for which they were designed.
Only an engineer officer or other competent person should carry out repairs to electrical
installations. A "permit-to-work" should be issued (see section 3.8).
Effective means of ensuring safe isolation of every circuit, sub-circuit and apparatus, such as
facilities to lock off isolators, key control or signing, should be provided to minimise or
eliminate danger to seafarers.
Every circuit should be protected against overload currents, so as to reduce damage to the
system and keep the danger of fire to a minimum.
Redundant circuits or apparatus should be disconnected or dismantled and marked
accordingly.
Contact with live equipment should be avoided by:
placing live parts out of reach;
effective enclosure of live parts;
adequate insulation; and
preventing work on live equipment or plant.
PPE, such as rubber gloves and rubber boots, should be used whenever there is a risk of
electric shock but should not be regarded as providing full protection against such a risk.
Suitable fuses or contact-breakers should be placed in each circuit to limit the current to the
safe rating for the cable or equipment.
Where fuses are used, they should bear clear markings indicating their rated current and, as
far as practicable, their rated capacity.
Only authorised persons should replace fuses. Replacement fuses should be of the correct
rating. Effective means (such as a fuse replacement tool) should be used to ensure that
persons removing or inserting fuses will not be endangered by any adjacent live parts.
In general, it should not be possible to remove or insert fuses in a circuit unless it has been
made dead by means of an isolating device on the incoming side.
The following notices should be displayed at suitable places:
a warning notice prohibiting unauthorised persons from entering electrical equipment
rooms, interfering with switchboards, and handling or interfering with electrical
apparatus;
a warning notice specifying the person to be notified in the event of an electrical
accident or some other dangerous occurrence, and indicating how to communicate
with that person;
a notice specifying the voltage present in equipment or conductors; and
a notice prohibiting the use of naked flames in the vicinity of the battery room.
Only authorised persons should have access to and enter equipment rooms containing live
electrical equipment or have access to the rear of live switchboards.

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No work should be done in dangerous proximity to a conductor or installation until it has
been made dead and signs have been suitably posted.
All conductors and equipment should be considered to be live until proven otherwise.
If a conductor or an installation is in the immediate vicinity of a work location and cannot be
de-energised, special precautions should be taken. This operation should be supervised
accordingly.
Before a circuit is re-energised, an engineer officer should ensure that no seafarer is in a
dangerous position and that all work has been completed with all permits to work signed off
accordingly.
After work has been done on electrical equipment, the circuit should be re-energised only by,
or on the orders of, a competent person.
Distribution apparatus and switch gear should be protected in all circumstances, particularly:
against dripping or splashing of water; and
in switchboard rooms and machinery spaces.
If temporary connections have to be made while repairs are being carried out, the
connections should be made with cables having an adequate margin of current and voltage
rating and by an engineer officer. They should be disconnected and removed as soon as
they are no longer required.
Accurate up-to-date drawings, including cabling diagrams and electrical equipment
arrangement diagrams, covering the whole installation must be on hand.
Distribution panels should include a list identifying the lighting fixtures, socket outlets and
fixed appliances supplied by each of the panel’s circuit breakers or fuses.
Distribution panels and local group starter panels should be clearly labelled to show their
identity as depicted on the drawings.
Before any work on electrical equipment is carried out, fuses should be removed or circuit
breakers opened to ensure that all related circuits are isolated and de-energised. If possible,
switches and circuit breakers should be locked open or, alternatively, a ‘not to be closed’
notice attached. Where a fuse has been removed, it should be retained by the person
working on the equipment until the job is completed. A check should be made that any
interlocks or other safety devices are operative.
Additional precautions are necessary to ensure safety when work is to be undertaken on
high-voltage equipment (designed to operate at a nominal system voltage in excess of
1000V). The work should be carried out by, or under the direct supervision of, a competent
person with sufficient technical knowledge using a permit to work system.
Any test meters used must be rated for the voltage being tested with meter probes having
only minimum amounts of metal exposed and insulation of both probes should be in good
condition. Care should be taken that the probes do not short circuit adjacent connections.
When measuring voltages that are greater than 250V, the probe should be attached and
removed with the circuit de-energised.

12.1 Flexible cables, portable lights, electric tools and other equipment

Battery powered tools should be used to minimise the risks associated with electrical leads.
All flexible cables should:
be of sufficient size and current rating for the purposes for which they are to be
used;
be constructed, insulated, secured and protected to eliminate or minimise electrical
risks;
not be laid on surfaces that are oily, wet or where corrosive liquids are present;

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 be kept clear of moving loads, running gear and moving equipment;
not be used to lift portable lamps or portable tools to which they are connected,
unless specifically designed for that purpose.
Every electrical connection should be of suitable construction with regard to conductivity,
insulation, mechanical strength and protection, taking into account the need to use such
equipment in exposed locations.
Cables and conductors should be mechanically protected and properly and durably insulated
at points where they are joined, branched or led into any apparatus. For these purposes
junction boxes, sleeves, bushings, glands or equivalent connecting devices should be used.
Where practicable, flexible cables should be joined by junction boxes or plug and socket
couplings, and the attachment should be made by screwing, clamping, soldering, riveting,
brazing and crimping or equivalent means.
Where armoured cables are joined, care should be taken to continue the conductive bond
between the armouring of the cables by bridging the junction boxes.
All conductors and apparatus that may be exposed to a flammable or explosive atmosphere
should be constructed to prevent ignition of the vapour or explosive dust. Reference should
be made to the International Electrotechnical Commission (IEC) 60079 series of explosive
atmosphere standards.
The supply voltage to portable tools and appliances should generally not exceed 240V.
A hand lamp or other portable lamp should be of an approved type with effective protection
for the bulb and with a suitable cover of glass or other transparent material. Such equipment
should be dust and water proof and, where necessary, gas proof.
When using portable equipment or portable lamps, ensure that any flexible cables passing
through doors, hatches or other openings are protected and that their insulation is not
damaged by the closing of doors, covers or lids.
A sufficient number of well-placed socket outlets should be provided so that permanent
extension leads are not needed.

12.2 High-voltage systems

A high voltage apparatus is any apparatus, equipment or conductors normally operated at a

voltage higher than 1000 volts alternating current (1000 V a.c.) or 1500 volts direct current
(1500 V d.c).
High-voltage systems are very dangerous and therefore only competent persons should
work on them. Additional precautions are necessary to ensure safety when work is to be
undertaken on high voltage equipment / installations.
Manufacturer's instruction manuals should be provided for all high-voltage equipment and be
closely followed.
All high-voltage equipment should be enclosed or protected. Access should be only obtained
by authorised persons using a special tool or key that is retained by the responsible engineer
officer, unless the equipment is designed in a way to ensure that any attempt at access will
automatically isolate and render it safe.
Work on high voltage equipment should not be carried out unless an agreed switching plan
has been developed and implemented so that the equipment /installations are isolated. A
switching plan is 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.

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The switching plan must be agreed between the authorised and the competent persons
undertaking the task prior to executing the plan. If contractors are involved, then their
agreement is also required.

12.3 Rectifiers and electronic equipment

Working near charged capacitors associated with rectification circuits is hazardous.

Maintenance or repair work should not be attempted until the equipment has been effectively
isolated and any stored energy dissipated. Only competent persons should be authorised to
repair electronic equipment.

12.4 Radio communication and navigational equipment

Aerials and open wire feeders should be placed and guarded in a way to make them
inaccessible to unauthorised persons.
Conductors that pass through areas of high electro-magnetic flux should be insulated or
otherwise protected in areas to which seafarers have access.
Seafarers should not be allowed to work near transmitting aerials whilst there is a possibility
that they may be energised. Any work in the vicinity of transmitting aerials should be carried
out only under the "permit-to-work" system (see section 3.8). Warning notices should be
posted at appropriate places until the work has been completed.
Suitable means should be provided and maintained to exclude any persons from the vicinity
of equipment where there is a danger from shock, radio frequency burns and injury from X-
rays or other radiation.
Notices warning of the danger of high voltage should be displayed near radio transmitter
aerials and lead-through insulators.
Where accumulators are used they should be disconnected at source; otherwise control
measures should be implemented to prevent short circuiting the accumulator with
consequent risk of burns.
Live chassis connected to one side of the mains are usually marked appropriately and
should be handled 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 this should be verified
using an appropriate meter.
Modern equipment often includes a master crystal enclosed in an oven; the supply to the
oven is taken from an independent source and is not disconnected when the transmitter is
switched off and the mains switch is off. Mains voltage will be present inside the transmitter,
and care should be taken.
Before work is begun on the energy harvesting (EH) section of a transmitter or other EH
apparatus, with the mains switched off, all EH capacitors should be discharged using an
insulated jumper, inserting a resistor in the circuit to slow the rate of discharge. This
precaution should be taken even where the capacitors have permanent discharge resistors
fitted.
An electrolytic capacitor that is suspect, or shows blistering, should be replaced since 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.

12.5 Batteries and battery rooms

Particular hazards when charging batteries are hydrogen explosion and short circuits. During
charging, a battery gives off hydrogen and oxygen and the subsequent mixture can be easily
ignited. Short circuits may cause arcing which could lead to an explosion or burn seafarers.

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Battery rooms therefore, must be adequately ventilated to avoid accumulation of explosive
gases.
Light fittings and any electrical equipment in the battery room should be certified as being
suitable for use in a hydrogen enriched atmosphere. Light fittings in battery compartments
should be properly maintained at all times, with protective glass in position and properly
tightened. If cracked or broken glass cannot be replaced immediately, the electric circuit
should be isolated until replacements are obtained.
All electrical connections including battery terminals, in battery compartment should be
checked regularly and well maintained. Unclean and poor connections may cause
overheating and sparking. Temporary clip-on connections should never be used as they may
become loose due to vibration, cause a spark and short circuit.
Insulation and/or guarding of cables in battery compartments should be well maintained.
No unauthorised modifications or additions should be made to electrical equipment
(including light fittings) in battery compartments.
Only authorised persons should enter battery rooms and, when doing so, they should ensure
that they do not introduce any source of ignition. A warning notice prohibiting smoking or
welding in and near battery rooms should be displayed near the entrance to the
compartment.
Battery rooms should be kept clear of any equipment, including any other electrical
equipment likely to act as a source of ignition, and should not be used as storerooms.
When using metal tools or implements, avoid making contact with the metal battery case or
terminals.
Remove jewellery, watches and rings etc. when working on batteries. A short circuit through
any of these items will generate heat rapidly and may cause a severe skin burn. If rings
cannot be removed, they should be heavily taped in insulating material.
Lead-acid batteries and alkaline batteries should not be stored in the same room because of
the possible interaction of the electrolytes. Where both lead-acid and alkaline batteries are in
use, ensure that the materials and tools used in servicing each type are kept apart, as
contamination of the electrolytes may cause deterioration of battery performance and mixing
of the two electrolytes may produce a vigorous, uncontrollable chemical reaction.
Battery chargers and all circuits fed by the battery should be switched off when leads are
being connected or disconnected. Whilst individual cell voltages may not present a shock
risk, dangerous voltages can exist when a number of cells are connected together in series.
A lethal shock needs a current of only tens of milliamps and particular care should be taken
when the voltage exceeds 50V.
Ventilation tubes of battery boxes should be examined regularly to ensure that they are free
from obstruction.
Lids of battery boxes (if provided) should be fastened while opened for servicing and
properly secured again when the work is finished.
Batteries should be kept battened into position to prevent shifting in rough weather.
Batteries should always be transported in the upright position to avoid spillage of electrolyte
and in a way that will minimise the risk of injury due to heavy lifting.
Safe and effective means of inspecting and servicing the batteries should be provided by
adequate lighting and access to each cell. Personal protective clothing, gloves and a face
shield suitable for use with acid should be supplied and worn by seafarers engaged in
topping up the batteries. Open flames and naked lights should not be used to inspect battery
cells.

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12.6 Lead acid batteries

When the electrolyte is being prepared, the concentrated sulphuric acid should be added
slowly to the water. If water is added to the acid, the heat generated may cause an explosion
of steam, splattering acid over the person handling it.
Goggles, rubber gloves and a protective apron should be worn.
To neutralise acid on skin or clothes, copious quantities of clean fresh water should be used.
An eyewash bottle should be available for immediate use on the eyes in case of accident.
This bottle should be clearly distinguishable by touch from acid or other containers, so that it
may be easily located by a person who is temporarily blinded.
The corrosion products which form around the terminals of batteries are harmful to skin and
eyes. They should be removed by brushing, away from the body. Terminals should be
protected by petroleum jelly.
An excessive charging rate causes acid mist to be carried out of the vents onto nearby
surfaces. This should be cleaned off with diluted ammonia or soda solution, and affected
areas then dried.

12.7 Alkaline Batteries

The general safety precautions with this type of battery are the same for the lead-acid
batteries with the following exceptions.
The electrolyte in these batteries is alkaline but is similarly corrosive. It should not be
allowed to come into contact with the skin or clothing. In the case of accident the affected
parts should be washed with plenty of clean fresh water.
Unlike lead acid batteries, the metal case of alkaline batteries remain live at all times and
care should be taken not to touch them or to allow metal tools to come into contact.

12.8 Visual display units (VDUs) including microcomputers

Seafarers should be given adequate training in the use and capabilities of VDUs and
microcomputers, if necessary to carry out their duties.
Work with VDUs can be mentally tiring and measures should be taken to minimise the risk of
eyestrain. Lighting should be adequate for the task, with glare and reflection cut to a
minimum, and the display screen should be clear and easy to read. Rest periods should be
provided.
Symptoms such as neck and arm pains may arise as the result of bad posture. VDU
operators should avoid sitting in a slumped or cramped position and should be provided with
an adjustable chair. Screens and keyboards should be adjustable to the correct height and
the correct distance from the operator.

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13. HAZARDOUS SUBSTANCES AND RADIATION
Under Part 2 of the OHS(MI) Regulations operators must assess the risks arising from
hazardous substances before introducing them on their ships. Health and safety risks must
be eliminated or minimised so far as is reasonably practicable, in accordance with the
hierarchy of control measures (refer to section 2.3)
The operator must also:
ensure containers are labelled to clearly identify the substance in the container
obtain the current Safety Data Sheet (SDS) from the manufacturer or supplier of the
chemical and ensure it is readily accessible to all users
maintain a register listing all hazardous substances used on the ship and ensure the
register is accessible to all persons who could be exposed to the substances
ensure that a hazardous substance in an enclosed system (e.g. pipeline, tank) is
clearly identified, for example with a label or warning notice
provide instruction and training to workers on the nature of the hazard associated
with the substance and the control measures needed, including the correct use of
any PPE
ensure that exposure standards are not exceeded
undertake atmospheric monitoring and health monitoring if the risk assessment
indicates it is needed.
Some substances such as residual fuel oil and used engine oil contain chemicals that cause
cancer. In addition to these effects, contact between oil and skin can lead to skin conditions
ranging from mild irritation to severe oil acne. Control measures must be implemented to
eliminate or minimise exposure to these substances.
Precautions on the label and in the SDS should be followed.
Hazardous substances should be stored in a locked, well ventilated area in the original
packaging or in another similarly labelled container that clearly identifies the substance. A
chemical from an unlabelled container should never be used.
Some domestic cleaning substances contain bleach (sodium hypochlorite) or caustic soda
(sodium hydroxide) whilst some disinfectants contain carbolic acid (phenol). These
substances can burn the skin and they are poisonous if swallowed. They should not be
mixed together or used at more than the recommended strength.
Wherever possible, non-hazardous cleaning products should be used.
Some chemical products emit fumes that are hazardous if inhaled, for example adhesives
and solvents used for degreasing. These substances should only be used in well ventilated
areas and appropriate respiratory equipment should be worn.
Exposure to certain substances such as mineral oils, natural solvents, domestic cleaning
agents and detergents, may cause dermatitis. Suitable gloves should be worn when using
such substances. Barrier creams may also help protect the skin.
Even seemingly innocuous material may contain harmful substances. Before removing
insulation, paint and other coatings, obtain information on the nature of the material, if
possible, to determine whether there are any hazards associated with it, so that exposure
can be minimised.
Inadvertent contact with toxic chemicals or other harmful substances should be reported
immediately and the appropriate remedial action taken in accordance with the SDS.
General guidance on managing the risks of hazardous chemicals is available in Safe Work
Australia’s Code of Practice Managing risks of hazardous chemicals in the workplace.

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13.1 Asbestos

Asbestos fibres released into the air are harmful because they can become lodged in the
lungs and may cause cancer.
Asbestos is 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.
From 31 December 2003 the installation of asbestos on Australian ships has been
prohibited. The same prohibition has been effective internationally from 1 January 2011, in
accordance with SOLAS Chapter II-1 Reg. 3-5.2.
The risks of exposure to in situ asbestos on ships must be eliminated or minimised so far as
is reasonably practicable as required under Part 2 of the OHS(MI) Regulations 2003. Health
surveillance is also required for seafarers who may be exposed to asbestos.
Ship owners and operators should ensure that:
Asbestos or asbestos containing materials are identified by a competent person
Analysis of material samples is undertaken by laboratories accredited by the
National Association of Testing Authorities (NATA)
Once asbestos or ACM is identified, its presence and location is clearly indicated.
Asbestos that is sealed is unlikely to release dust; however if asbestos is in poor condition
consideration should be given to its removal.
In general asbestos must only be dealt with by a specialist contractor or licensed asbestos
removalist. This includes any work or repairs.
The removal or disposal of asbestos should be carried out in accordance with the State or
Territory legislation. Ship owners and operators should contact the relevant State or Territory
Work Health and Safety (WHS) regulator to ensure that removal work is carried out as per
the applicable legislation.
Further guidance is provided in Marine Notice – Asbestos on Ships and Safe Work
Australia’s Code of Practice How to manage and control asbestos in the workplace and the
Code of Practice How to safely remove asbestos.

13.2 Synthetic mineral fibres

Synthetic mineral fibres, such as those found within insulation material, can cause skin, nose
and eye irritation. Appropriate PPE, such as goggles, masks and coveralls should be worn
when handling such material.

13.3 Radio and radar installations

Warning notices of the danger of high voltages should be located near radio transmitter
aerials and lead-through insulators.
Radio transmitters and radar equipment should not be operated when persons are working
near aerials and scanners. Equipment should be isolated from mains supply and radio
transmitters earthed. Warning notices should be placed on transmitting and radar equipment
and at the mains supply point to prevent the equipment being switched on until clearance is
received that the work is complete.
Fuses should be removed from any equipment upon which work is to be carried out before
that work commences.
Some dry recorder papers used in echo sounders and printers gives off toxic fumes in use.
The equipment should be well ventilated to avoid inhalation of the fumes.

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Aerials should be rigged out of reach of seafarers standing at normal deck level or mounting
easily accessible parts of the superstructure. If this is impracticable, safety screens should
be erected.

13.4 Ionising radiation

Precautions against exposure to dangerous levels of microwave radiation recommended by

manufacturers should be strictly followed. Radar sets should generally not be operated with
waveguide disconnected. However, if it is necessary for servicing purposes, special
precautions should be taken.
Exposure to dangerous levels of X-ray radiation may occur in the vicinity of faulty high
voltage valves. Care should be exercised when fault tracing in the modular 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 5000V.
Eyes are particularly sensitive to microwave and ultra-wave radiation, therefore looking into
a radar scanner or waveguide when a radar is operating should be avoided.
Work should not be carried out within the marked safety radius of a satellite terminal antenna
unless its transmitter has been switched off and isolated.

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14. CARRIAGE OF DANGEROUS GOODS

Mandatory requirements relating to the carriage of dangerous goods are in:

Marine Order 34 (Solid bulk cargoes)
Marine Order 41 (Carriage of dangerous goods)
International Maritime Dangerous Goods Code (IMDG Code)
SOLAS Chapter VII (Carriage of Dangerous Goods), and
International Maritime Solid Bulk Cargoes (IMSBC) Code.
The provisions of SOLAS Chapter VII, the IMDG Code, Marine Order 41 and any port rules
and regulations must be followed before any known or suspected dangerous goods are
loaded.
If dangerous goods are on board a ship or are to be loaded into or onto a ship, or unloaded
from a ship, the person in command must implement a safe system of work. In particular, the
person in command must ensure that:
adequate warning of the risks are given to seafarers and other persons on board the
ship and that they are advised of suitable precautions to be taken;
any incident involving dangerous goods, including leakage and spillage of goods
that are or might be dangerous goods, occurring on board the ship are reported as
soon as possible to AMSA;
no bunkering is carried out at any time during the handling of dangerous goods of
Class 1 (other than Class 1.4S); and
radio transmitters are not operated in an unsafe manner during loading or unloading
of explosive articles.
Under SOLAS Regulation VII/ 4, each ship carrying dangerous goods in packaged form
must have a special list, manifest or stowage plan which shows the location of all dangerous
goods on board and identifies the goods by class. The documentation must state the Proper
Shipping Name of the goods (the manufacturer's trade name alone is not sufficient) and the
United Nations number preceded by the letters “UN” with the contents identified in
accordance with the IMDG classification and labelling system.
A copy of the stowage plan must be available before departure for the respective shore
authorities and another copy must be kept on the vessel's bridge.
The IMDG Code contains provisions for ensuring the safe handling and carriage of
dangerous goods, including requirements for electrical equipment and wiring, fire-fighting
equipment, ventilation, smoking, repair work, provision and availability of special equipment,
and should be referred to before handling dangerous goods.
Containers or road vehicles, except for portable tanks, containing dangerous goods must not
be loaded without the provision of a container packing certificate or vehicle packing
certificate.18 IMO Circular MSC.1/Cir.1497 IMO/ILO/UNECE Code of Practice for Packing of
Cargo Transport Units (CTU Code) provides additional information on container packing
certificates/vehicle packing declaration.
Dangerous goods should be loaded or unloaded only under the supervision of a responsible
ship’s officer. All packages should be tallied.
Dangerous goods packaging must comply with IMDG Code standards and any special
packaging requirements specified in Marine Order 41.
Seafarers handling consignments containing dangerous goods must be given information
about the nature of the substances and any special precautions that are to be taken.

18
The requirement for container / vehicle packing certificate is provided in Chapter 5.4 of the IMDG Code.

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The shipper is responsible for informing the shipowner of any special hazard, and is required
to forward instructions to the person in command on the dangers and the medical treatment
of accidental spillage or poisoning and, if necessary, should supply any special drugs
required for medical treatment. For further information on accidental exposure to dangerous
substances and any special drug requirements, the IMDG Code and the IMO's Medical First
Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG) should be consulted.
Dangerous goods that are liable to spontaneous heating, combustion or interact dangerously
must be effectively segregated from one another in accordance with the IMDG Code and
Marine Order 41 requirements.
Explosives and other dangerous goods must comply with the requirements of the IMDG
Code and Marine Order 41 requirements before carriage.
Dangerous goods should be stowed away from living quarters.
Marine Order 34 and the IMSBC Code include requirements for the safe stowage and
shipment of solid bulk cargoes, excluding grain. They include procedures to be followed
whenever bulk cargoes are to be shipped, a description of the hazards associated with
certain materials and lists of typical material currently shipped in bulk.
Appendix 1 (Individual schedules for solid bulk cargoes) of the IMSBC should be followed.
Additional advice can be found in section 22 of this Code.
Pesticides used on board ship may be classed as dangerous goods; information on various
aspects of pest control can be found in the IMO Recommendations on the Safe Use of
Pesticides in Ships.

14.1 Emergency response

Emergency response for the carriage of dangerous goods is contained in the MFAG and the
Emergency Response Procedures for Ships Carrying Dangerous Goods (the EmS Guide).19
The goods included in the EmS Guide are classified according to the IMDG Code and are
grouped so that goods with the same or similar emergency action appear on one emergency
schedule. The appropriate schedules should be consulted before goods are loaded to
ascertain that the vessel has the correct equipment to deal with any incidents that might
occur.

Spillage
Incidents involving dangerous goods may result in spillages. The effects of an incident
depends on the type and amount of product released, together with any other product
involved and whether the spillage is on deck or in confined spaces.
Spillages could create additional hazards to those indicated by classification and labelling of
the dangerous goods (e.g. the spillage of a flammable liquid may create an explosive
atmosphere). Of particular concern are leakages of reactive chemicals, which in contact with
other materials or further spillages will produce additional or other chemicals (e.g. toxic
gases).
Emergency response to a spillage will vary depending on where the goods are stowed and
whether a substance is gaseous, liquid or solid. Drills and exercises specific to the cargoes
on board at the time should be a part of shipboard routine.
When dealing with incidents involving flammable gases or flammable liquids all sources of
ignition (for example, naked light, unprotected light bulbs, electric hand tools, etc) should be
avoided.

19
Both of these documents are available either as free-standing guides or incorporated into the IMDG Code in
the supplement to the Code.

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If the packaging has been damaged, the contents may have leaked. In this circumstance,
the emergency team may have to deal with toxic, corrosive, or flammable solid, liquids or
vapour. Vapour may arise due to a reaction between the spilled substances or other
materials.
Eye protection should always be worn. If hazardous dust may be encountered, respiratory
protection should be used and if the substance is a significant toxic hazard, self-contained
breathing apparatus (SCBA) should be used when working with such substances.
The response to the spillage should be in accordance with the appropriate EmS Guide
spillage schedule(s) for the dangerous good(s) involved in the incident.
In general, if there is a spillage, it should be washed overboard with copious quantities of
water. However, certain dangerous goods react violently with water producing flammable
and toxic vapours. Others will produce pollution if washed overboard. Disposal of dangerous
goods overboard is a matter of judgement by the person in command, noting that the safety
of seafarers has priority over pollution of the sea. If it is safe to do so, spillages and leakages
of substances, articles and materials identified in the IMDG Code as ‘marine pollutant’
should be collected for safe disposal. Absorbent material should be used for liquids.
Spillages collected with absorbent material should be kept in plastic bags or other containers
and stowed safely for disposal ashore. Collecting spillages with absorbent material under
deck may not be fully effective, and precautions for entry into confined spaces should be
observed.
A careful inspection of structural damage should be carried out after dealing with spillages of
highly corrosive substances.
Control measures should be implemented promptly to render harmless any spillage of
dangerous goods. Particular attention may be necessary if such substances are transported
in refrigerated compartments where the spillage may be absorbed by insulating material.
If leaking dangerous goods or damaged packaging are discovered, work in the affected area
must stop immediately and resumed only after the risks have been assessed and controlled.
In the event of leakage or spillage involving dangerous gas or fumes, a gas detector should
be used before a space is declared to be safe. Gas masks should only be used for purposes
of escape. The place where the leakage has occurred should be treated immediately with an
appropriate neutralising substance.
PPE used in an incident involving dangerous goods may become contaminated and may
need to be disposed of in secure containers or thoroughly decontaminated on board.

Fire
Preventing a fire from occurring is a very important part of the shipboard safety program.
Before loading commences all fire detection systems should be tested. During loading,
suitable fire-fighting appliances should be ready for use and all unauthorised seafarers
should be excluded from the area.
Given the complexity of extinguishing a fire involving dangerous goods, it is essential that
the guidelines in the EmS Guide are incorporated into the ship's training regime so that
seafarers are able to respond to a fire in a timely and effective manner.
Water is generally suitable as a fire-fighting medium for most dangerous goods at sea.
However, detailed guidance should be obtained from the relevant schedules contained in the
EmS Guide.
For certain substances which are highly reactive with water, the use of dry chemical fire
extinguishers is recommended. This would not preclude the use of suitable powdered inert
material if available in sufficient quantity. The other alternative is the use of copious
quantities of water, which will have a cooling effect on the fire, although reacting with the
substance.

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Where possible, packages should be removed from the vicinity of the fire. There is a
possibility that the heat will cause a chemical or physical change in the substance, or effect
the integrity of a package, leading to rupture and dispersal of the contents. Keeping the
packages cool may prevent this from occurring. Care should be exercised with those
substances liable to polymerise, as this reaction can continue long after the removal of
external heat.
Since some substances that catch fire may emit poisonous fumes, protective clothing and
sets of self-contained breathing apparatus should be readily available.
For incidents under deck, the best course of fire-fighting may be to batten down the hatch,
shut down all ventilation and operate the fixed fire-fighting installation. Self-contained
breathing apparatus should be used when battening down the hatches or if there is any
need to enter the space (for example, after the fire is extinguished).
Where the EmS Guide advises against the use of foam, this does not preclude the use of
special foams.
The general fire-fighting recommendations for a number of dangerous goods suggest that
they should be jettisoned if there is a likelihood of their involvement in a fire. Where full or
nearly full container loads or other units are concerned, this may be impractical, in which
case other measures should be taken to prevent the spread of fire to those containers. If,
despite preventive measures, fire seems likely to affect these containers, seafarers should
be withdrawn accordingly as the contents may explode.

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15. WIRE AND FIBRE ROPES
Many types of synthetic and natural fibre rope are available, each with different properties
and different resistance to contamination by substances which may seriously weaken the
rope. The following table is a guide to the resistance of the main rope types but the precise
formulation of the material, the amount of contamination the rope receives and the length of
time, as well as the temperature at which it is exposed to contamination, all affect the
properties of the rope. In some cases, damage may not be apparent even on close visual
inspection.

20
Resistance to chemicals of rope made of
Substance Manila Polyamide Polyester Poly- Poly Aramid
or Sisal (nylon) propylene ethylene
(HMPE)
Sulphuric (battery) None Poor Good V Good Good Poor
acid

Hydrochloric acid None Poor Good V Good V Good Good

Typical rust remover Poor Fair Good V Good - -

Caustic Soda None Good Fair V Good V Good Good
Liquid Bleach None Good V Good V Good V Good Good
Creosote, crude oil Fair None Good V Good - -
Phenols, Crude tar Good Fair Good Good V Good Good
Diesel oil Good Good Good Good - -
Synthetic detergents Poor Good Good Good - -
Chlorinated solvents, Poor Fair Good Poor V Good Good
e.g. trichloroethylene
(used in some paint
and varnish removers)
Other organic solvents Good Good Good Good V Good V Good

All ropes should be of adequate strength for the service required. Refer to AS 3569–2010
(Steel Wire Ropes) and AS 4142–1993 (Fibre ropes—Care and safe usage).
Before use, all ropes should be inspected internally and externally for signs of deterioration,
undue wear or damage and confirmed adequate for the intended working load.
A competent person should periodically inspect all ropes used for load bearing purposes.
When any rope has been lengthened, altered or repaired, it should be examined and tested
before it is used again.
All ropes should be well maintained. When not in use they should be stowed under cover in
clean, dry and well ventilated places.
Avoid damaging or weakening a rope through:
exposure to excessive heat or harmful chemicals
excessive stress and strain;

20
Section 18.33.2, MCA Code of Safe Working Practice for Merchant Seamen 2015

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 rubbing or chafing against sharp objects;
passing it through too small a sheave or block, or
allowing the formation of a kink in a rope under strain.
Care should be taken in withdrawing rope from a new coil. For stranded rope, this should be
done from the inside of a coil, taking it counter-clockwise for a rope for right-hand lay in order
to retain the twist. Kinks should always be taken out by correct coiling (a right-hand coiling
for a right-hand rope).
Any rope, whether natural, synthetic or wire, and of any construction, should not be put
under a load suddenly or taken up with a jerk, since such action may overload it.
Where thimbles are required for eye splices on ropes, they should be of suitable size.
Rope ends and splices should be properly seized with yarn or other suitable means.

15.1 Wire ropes

Wire rope should not be used on board unless it is accompanied by a certificate stating that
it has been made to a recognised national or international standard and which gives details
of its construction, safe working load and minimum breaking strain.
Gloves should be used to protect hands against injury from wire ropes except when the rope
is under stress or is being paid out. In such cases care should be taken to avoid hand
injuries from broken or frayed strands.
All wire ropes should be treated at regular intervals with suitable lubricants free from acid or
alkali and, if possible, of a type recommended by the manufacturer. Wire ropes should be
regularly inspected for loose or broken strands or internal damage. Special attention should
be paid to the condition of eye splices.
Wire ropes should be stored on reels of suitable diameter. When a wire rope normally stored
on a reel is required for use it should be taken from the reel and flaked on the deck in a safe
manner. It should be inspected thoroughly for corrosion, damage, and for the expiry of shelf
life that the manufacturer may have recommended.
A wire rope should not be used if:
it shows signs of corrosion;
there is a tendency towards separation of the strands or wires;
excessive wear is indicated by flats appearing on the individual wires;
there is excessive reduction in the measured diameter;
the number of broken wires in any length of 10 diameters exceeds five percent of
the total number of wires in the rope;
its statutory life or service life as recommended by the manufacturer has expired,
although the wire may look outwardly good; or
it fails to meet requirements of a test.
Where eyes are formed they should be made by eye splicing or using appropriate
compression fittings (using swages or ferrules). The use of bulldog grips is discouraged, and
they must not be used on lifting wires and mooring wires.

15.2 Fibre ropes

At regular intervals and always after any cutting or splicing, fibre ropes used for hoisting
purposes should be examined for abrasions, broken fibres, cuts, fraying, displacement of the
yarns, discolouration and other defects. Contact with grit or sand or dragging over rough
surfaces may damage rope and should be avoided.

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An eye or rope splice in a rope of natural fibre should have not less than three tucks and the
tail of each tuck should be whipped in a suitable manner.
Ropes used in connection with safety equipment should preferably be of natural fibre.
If synthetic fibre ropes are used for life-saving purposes, they should:
be approved for the purpose; and
carry a means of identification that they are of the approved quality.
When using synthetic fibre ropes, seafarers should:
be aware of the whiplash effects of a breakage in synthetic fibre ropes resulting from
their added elasticity and lack of warning signs before breaking;
avoid operations by which friction can heat the strands of the rope and produce a
partial melting or stickiness in operation, as for example during surging or slacking
away on a drum end or winch barrel, excessive angle around or movement over
bollards or fairleads, or rubbing against or across a wire rope or hatch coaming;
ensure that the manufacturer's recommendations are followed when surging
operations are carried out using winch drums to avoid excessive slippage;
ensure that when taking in or paying out rope, slippage between the rope and the
drum or barrel is reduced to a minimum;
avoid gripping any rope that has become heated by friction;
not allow ropes to run freely through their hands; and
ensure that such ropes are not unduly exposed to sunlight or harmful chemicals.
Rope of synthetic material stretches under load to an extent which varies according to the
material. Polyamide rope stretches the most. Stretching of synthetic fibre rope, which may
be up to double that of natural fibre rope, is usually recovered almost instantaneously when
tension is released. A break in the rope may therefore result in a dangerous back-lash and
an item of running gear breaking loose may be projected with lethal force. Snatching of such
ropes should be avoided. Where it may occur inadvertently, seafarers should stand well
clear of the danger areas. The possibility of a mooring or towing rope parting under the load
is reduced by proper care, inspection and maintenance and by its proper use in service, but
it can nevertheless still happen without warning.
Synthetic fibre ropes may easily be damaged by melting if frictional heat is generated during
use. Too much friction on a warping drum may fuse the rope with the consequential sticking
and jumping of turns, which can be dangerous. Polypropylene is more liable to soften than
other material. To avoid fusing, ropes should not be surged unnecessarily on winch barrels.
For this reason, a minimum of turns should be used on the winch barrel; three turns are
usually enough but on whelped drums one or two extra turns may be needed to ensure a
good grip; these should be removed as soon as practicable.
Synthetic fibre ropes should be replaced when worn or damaged and as required by the
competent authority.
The method of making eye or loop splices in ropes of synthetic fibre should be in accordance
with the manufacturer's instructions for the particular material of which the rope is made. As
a general rule, 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 no more than four full tucks in the splice.
The protruding spliced tails should be equal to three rope diameters at least.

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Polythene ropes should have four full tucks in the splice with protruding tails of three rope
diameters at least.
Mechanical fastenings should not be used in lieu of splices on synthetic fibre ropes because
strands may be damaged during application of the mechanical fastening and the grip of the
fastenings may be affected by slight unavoidable fluctuations in the diameter of the strands.
If any part of a synthetic rope has come into contact with organic solvents such as paint
stripper or paint, it should be discarded.
If a synthetic rope has been subjected to a severe shock, it should be carefully examined.
A natural fibre rope that has become wet should be allowed to dry naturally.
A natural fibre rope that has been, or is suspected of having been, in contact with any acid,
alkali or any other substance known to cause damage to rope fibre should be taken out of
service and destroyed.
Fibre ropes of diameter less than 12 millimetres should not be used to lift materials.

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16. CARGO OPERATIONS

Marine Order 32 (Cargo handling equipment) sets out requirements for loading or unloading
a vessel. Guidance is available in:
ILO Code of Practice – Safety and Health in Ports
Safe Work Australia’s Code of Practice – Managing Risks in Stevedoring.
The requirements of the port where cargo operations will take place should be complied with
and these requirements should be made known to seafarers.
Before commencing cargo operations, clear methods of communication should be
established between the ship's crew and terminal personnel or waterside workers. This is
particularly important in the case of hazardous cargoes or hazardous operations. If hand
signals are to be used, their meaning must be clear in advance to all those involved in the
cargo operations.
Only competent persons should operate cargo handling equipment. Manufacturers’
instructions regarding operation and maintenance as contained in the ship's cargo handling
manual should be followed at all times.
The safe working load of equipment must not be exceeded, except in accordance with
Marine Order 32. It is important, especially in older vessels, not to overstress any part of the
ship's structure.
All equipment should be thoroughly examined by a responsible officer before use and
regularly inspected during use. The frequency of examination should depend on the
operation. No equipment should be used or operated unless the prescribed certificates of
tests and examinations are on the ship and are current and valid.
Seafarers should wear appropriate PPE when carrying out cargo operations, fitting or
securing deck lashings and should use specially designed leverage bars to tighten cargo
tensioning devices.
When work is interrupted or has temporarily ceased, hatches should be left in a safe
condition, with either guardrails or the hatch covers in position.
No other work should be carried out in a space in which cargo is being worked.
Seafarers should immediately report any damage of cargo handling equipment to a
responsible ship's officer. Damaged equipment should be immediately taken out of service.
Cargo gear should be properly stowed to prevent it from breaking loose and posing a hazard
when the vessel is at sea. Cargo should be stowed and secured assuming the worst weather
conditions that may be expected.
When deck cargoes are carried, particularly timber, attention should be paid to ensuring the
ship's stability throughout the voyage, especially in consideration of the possibility of added
weight due to absorption of water or accumulation of ice or snow.

16.1 Lifting equipment

All lifting equipment used on board ship should be of good design, sound construction and
material, adequate strength for the purpose for which it is used, free from defect, properly
installed or assembled and properly maintained.
The person in command must keep an up-to-date register of material handling equipment
which includes a ship's lifting gear in accordance with Marine Order 32. This register should
be kept in an accessible place on the ship.
Lifting equipment must be tested, examined and certified by a competent person. The record
of tests and inspections should be included in or attached to the register.

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Lifting equipment must not be used unless it is clearly marked with its safe working load,
including the safe working load at various operating positions.
A pre-operational inspection should be carried out for ship based cranes to check:
crane brakes, limiting devices and emergency controls are fully operational
for obstructions impairing safe operation e.g. oil, debris or structures like cable
trench, rollers and rail tracks
the safety of crane access ladders or stairs including surfaces and lighting, and
emergency escape provisions are provided and suitable.
For rail-mounted cranes, inspections should include ensuring:
track wheels at deck level are fitted with foot guards
collision prevention devices are fitted where more than one crane is located on the
same track, and
locking devices on overside extensions are engaged.
Control measures for handling suspended loads include:
implementing exclusion zones to ensure workers are clear of the active arc of travel
while loads are being lifted or lowered, and
prohibiting working or walking under suspended loads.
Persons operating equipment should have a clear view of the operations. If this is not
possible, a signaller should be placed at a safe point clearly visible to the equipment
operator and from the area of work. When using radios a dedicated frequency should be
selected for the duration of the crane operations to prevent interference with other radio
equipment being used in the vicinity of the crane. Work should stop immediately if there is a
loss of communication.
Hoisting or lowering, whether by crane or by chain blocks, should be performed only after all
persons involved have been informed of the intended action.
Where lifting or eye bolts are used, the thread on the bolt and in the part to be lifted should
be clean and in good condition, and the threaded part fully screwed home and locked before
any lifting is applied.
Any friction fit, tightness or adhesion of the part of any load being lifted should be broken by
wedges or tapping, and not by increasing the load on the lifting appliance, as there is
potential to overload the lifting appliance.

Use of slings
Straps and slings for loading or unloading must be used in accordance with Marine Order
32. The slings should be of sufficient size and length to enable them to be used safely and
be applied and pulled sufficiently tight to prevent the load or any part of the load from
slipping and falling.
Before lifting heavy loads such as lengths of steel sections, tubes and lumber, the load
should be given a trial lift to test the effectiveness of the slinging.
Except for the purpose of breaking out or making up slings, lifting hooks should not be
attached to:
the bands, straps or other fastenings of packages of cargo;
the rims of barrels or drums.
Slings or chains being returned to the loading position should be securely hooked on the
cargo hook before the signaller gives the signal to hoist. Hooks or claws should be attached
to the egg link or shackle of the cargo hook, not allowed to hang loose. The cargo hook
should be kept high enough to keep slings or chains clear of persons and obstructions.

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Loads (setts) should be properly put together and properly slung before they are hoisted or
lowered.
Loads should be raised and lowered smoothly, avoiding sudden jerks or "snatching" loads.
Suitable precautions, such as the use of packing or chafing pieces, should be taken to
prevent chains, wire and fibre ropes from being damaged by the sharp edges of loads.
When slings are used with barrel hooks or similar holding devices where the weight of the
load holds the hooks in place, the sling should be led 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.
The angle between the legs of slings should not normally exceed 90 degrees. Where this is
not reasonably practicable, the angle may be extended 120 degrees provided the slings
have been designed to work at the greater angle.
Trays and pallets should be hoisted with four-legged slings and, where necessary, nets or
other means should be used to prevent any part of the load falling. Cages should be used
wherever possible for loose items.
When bundles of long metal goods such as tubes, pipes and rails are being hoisted, two
slings and, if necessary, a spreader should be used. A suitable lanyard should also be
attached, where necessary.
Cargo buckets, tubs and similar appliances should be carefully filled so that there is no risk
of the contents falling out. They should be securely attached to the hoist (for example, by a
shackle) to prevent tipping and displacement during hoisting and lowering.
Shackles should be used for slinging thick sheet metal if there are suitable holes in the
material; otherwise, suitable clamps on an endless sling should be used.
Bricks and other loose goods of similar shape, carboys, small drums, canisters etc., should
be loaded or discharged in suitable boxes or pallets with sufficiently high sides, lifted by four-
legged slings.

Pulley blocks
Blocks used for loading or unloading must be inspected, tested and certified in accordance
with Marine Order 32. Each block should be regularly greased.
When inspecting a block, ensure that:
it has identification marks and a safe working load marked on it in tonnes
no sheave is cracked
the block shank turns freely and the groove is not excessively worn
the head swivel fitting is securely fastened
the site straps are sound
all sheave clearances are satisfactory, and
all grease nipples and/or lubrication holes are kept clear.

Hooks and shackles

Every hook must be fitted with a device to prevent a load from becoming detached or be
constructed to prevent displacement of the load from the hook.
Hooks and shackles should not be used unless the safe working load is clearly marked. A
shackle should be of the correct type, size and safe working load for its intended use.
All shackles should have their pins effectively secured or seized with wire. The running part
of any rigging should not come into contact with the pin of a shackle. All shackle pins should
be kept lubricated.

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16.2 Storage, stowage and securing of cargo

Cargo not in containers, for example coils, pipes and beams, should be stored or stowed in
stable stacks. Ensure there is a plan for stacking cargo which takes into account the:
floor capacity of the storage area
type, dimensions and weight of cargo and method of storage
potential for stored energy due to stacking arrangements
safe access and egress for workers
mechanical handling equipment and ability to operate it safely
storage or separation requirements of hazardous chemicals or dangerous goods
length of time the goods or material will be kept, and
stability and securing devices for different types of cargo.
Control measures for safe storage include:
ensuring stacks of goods remain stable—the maximum height of the stack is
determined by the need to ensure the stability
ensuring coils:
are used with end stops in the vicinity of pedestrian walkways
are supported by coil collapse arrest systems when in the vicinity of amenities or
offices
using racking systems where appropriate
using jersey curbs
using dunnage correctly including:
using means other than hands to place dunnage under loads
avoiding placing hands or limbs under loads during glutting
using correct chocking methods like:
fixed chocks at the end of walkways
materials used for chocking and dunnage are fit for purpose and sufficient to
withstand the weight of the load
using bolsters at the end of walkways
identifying and communicating the load bearing capacity of floors, and
maintaining exclusion zones where necessary.

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17. ANCHORING, DOCKING AND MOORING
All anchoring, docking and mooring work must be supervised by a competent officer, who is
in constant communication with the bridge.
The assessment of risks associated with these activities should include the consequences of
the failure of any element of the equipment. The windlass, anchors, chains, mooring lines
and wires should be carefully maintained and regularly inspected for damage and defects.
Seafarers should be aware that it is usual for capstans, winches, or windlasses to be
designed to stall or walk back before exceeding the safe working load of the weakest part of
the system. Seafarers should not tamper with such arrangements or settings.

17.1 Anchoring

Before using an anchor, a competent seafarer should check that the brakes are securely on
and then clear voyage securing devices. A responsible person should be in charge of the
anchoring team, with an adequate communications system with the vessel’s bridge.
The anchoring team should wear appropriate PPE - safety helmets, safety shoes and
goggles as a minimum protection from dirt, rust particles and debris which may be thrown off
during the operation. Wherever possible, they should stand aft of the windlass.
Where the means of communication between bridge and anchoring team is by portable
radio, the identification of the ship should be clear to avoid misinterpretation of instructions
from other users of such equipment.
Before anchors are let go, a check should be made that no small craft or other obstacle is
under the bow. As a safety precaution it is recommended that the anchor is ‘walked out’
clear of the pipe before letting go. For larger ships with heavy anchors and cables, the
anchor should be paid out rather than be allowed to ‘free-fall’, minimising the risk of injury to
crew or damage to the anchor handling equipment.
Anchors housed and not required should be properly secured to prevent accidental release.
Any anchor or chain showing defects should be withdrawn from service and repaired and
tested by a suitable shore workshop.
Except in emergencies the anchor should not be dropped from the hawse pipe but should be
walked back to a suitable position and let go from that position.
Seafarers engaged in operating the brake, and others in the vicinity should wear goggles (or
a full-face shield) and safety helmets for protection from dust and debris thrown from the
chain.
Seafarers engaged in stowing an anchor chain into the locker should stand in a protected
position and should keep in constant communication with the windlass operator.

17.2 Mooring and unmooring

SOLAS Regulation II-I/3-8 prescribes requirements for ships’ towing and mooring
arrangement. IMO Circular MSC.1/Circ.1175 provides guidance on shipboard towing and
mooring arrangement.
All seafarers involved in mooring and unmooring operations of any kind should be informed
of the hazards of engaging in such operations.
A competent person should be in charge of mooring operations and ascertain that there are
no persons in a dangerous position before commencing any heaving or letting go operation.
On each occasion that a vessel berths, all relevant circumstances such as weather, tides,
passing vessels etc., should be considered in determining a safe securing pattern of ropes
and wires.

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Mixed moorings of wires and ropes in the same direction should not be used because wires
and ropes stretch differently.
There should be sufficient seafarers available to ensure the safe conduct of operations.
Only competent persons should operate windlasses and winches.
Under no circumstances should seafarers stand in a bight of a rope or wire which is lying on
deck. Seafarers should never stand or move across a rope or wire that is under strain.
Ropes and wires are frequently under strain during mooring operations and seafarers should
always stand in a place of safety from whiplash should ropes or wires break.
Due to the types of synthetic ropes that may be on board ship, seafarers should be trained in
the techniques of "stopping off" wires and ropes. Chain securing devices should be used for
stopping off wire mooring ropes but never for fibre ropes.
Vessels’ heaving lines should be constructed with a ‘monkey’s fist’ at one end. To prevent
personal injury, the ‘fist’ should be made only with rope and should not contain added
weighting material.
Areas where mooring operations are to be undertaken should be clutter free as far as
possible. 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.
All equipment used in mooring operations should be regularly inspected for defects. Any
defects found should be fixed as soon as possible. Particular attention should be paid to the
risk of oil leaks from winches. Surfaces of fairleads, bollards, bitts and drum ends should be
clean and in good condition. Rollers and fairleads should turn smoothly and a visual check
should be made that corrosion has not weakened them.
Ensure that pedestal roller fairleads, lead bollards, mooring bitts etc. are:
properly designed to meet all foreseeable operational loads and conditions;
correctly sited; and
effectively secured to a part of the ship’s structure which is suitably strengthened.
Mooring ropes, wires and stoppers that are to be used in the operation should be in good
condition. Ropes should be frequently inspected for both external wear and wear between
strands. Wires should be regularly treated with suitable lubricants and inspected for
deterioration internally and broken strands externally. Splices in both ropes and wires should
be inspected regularly to check they are intact. Where wire rope is joined to fibre rope, a
thimble or other device should be inserted in the eye of the fibre rope. Both wire and fibre
rope should have the same direction of lay.
Ropes and wires which are stowed on reels should not be used directly from stowage, but
should be run off and flaked out on deck in a clear and safe manner, ensuring sufficient
slack to cover all contingencies. If there is doubt of the amount required, then the complete
reel should be run off.
It is often difficult to achieve an ideal mooring layout. Ship’s equipment can be used to the
best advantage if the following general principles are remembered:
breast lines provide the bulk of athwartships restraint;
backsprings provide the largest proportion of the longitudinal restraint; and
very short lengths of line should be avoided when possible, as such lines will take a
greater proportion of the total load when movement of the ship occurs.
A watchman should regularly inspect the moorings when a vessel is alongside and the
moorings should be kept tight at all times to prevent the ship's movement.

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17.3 Mooring to buoys

Where mooring to buoys by the ship's crew is permitted by the local authority, the following
additional precautions should be followed:
Lifebuoys, with and without attached lines, should be readily available
Seafarers engaged in mooring to buoys from a ship's boat should wear personal
protective equipment and a life-jacket
Measures should be provided to enable anyone who falls into the water to climb on
board the boat. If a boarding ladder with flexible sides is used, it should be weighted
so that the lower rungs remain below the surface
The eye of a slip wire used for mooring to buoys should never be put over the bitts
Mooring strong points, such as chain securing devices and quick-release
mechanisms, should be maintained in a serviceable condition
Where mooring to buoys is undertaken from the ship, a lifebuoy with attached line of
sufficient length should be available for immediate use
When slip wires are used for mooring to buoys or dolphins, the eyes of the wires
should never be put over the bitts, as at the time of unmooring it may not be possible
to release the load sufficiently to lift the eye clear. To prevent accidental slippage of
the wire eye(s) over the bitts or other obstruction the eyes should be seized, partially
closing the eye.

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18. WORKING IN MACHINERY SPACES
All operations in machinery spaces should be performed under the supervision of a
responsible engineering officer.
Maintenance work or repair that may affect the supply of water to the fire main or sprinkler
system should not be started without the prior permission of the chief engineer. No alarm
system should be isolated without the permission of the chief engineer.
No work other than routine duties should be undertaken except on the orders of a
responsible engineering officer. Maintenance work should be carried out in compliance with
manufacturers’ instruction manuals. When necessary, specific work should be carried out
within the "permit-to work" system (see section 3.8).
Access to fire-fighting equipment, emergency escape routes and watertight doors should
never be obstructed.
Every dangerous part of a ship’s machinery or other equipment should have guards or
protection devices to prevent access to dangerous or moving parts.
Guards, fencing or shielding should not be removed during repair or maintenance except
when the machinery to which it relates has been stopped and isolated. The machinery
should not be restarted until the guards have been replaced and secured.
If removal is essential for maintenance or examination of the equipment, the following
precautions should be taken:
Removal should be authorised by a responsible person, and only a competent
person should carry out the work or examination;
There should be adequate clear space and lighting for the work to be done;
Anyone working close to the machinery should be told what the risks are and
instructed in safe systems of work and precautions to take; and
A warning notice should be clearly displayed.
Whenever floor plates or handrails are removed, warning notices should be posted, the
openings should be effectively fenced or guarded and the area well illuminated. Floor plates
and handrails should be secured in place on completion of the work.
Lifting handles should be used when a floor plate is removed or replaced. When lifting
handles are not provided, the plate should be levered up with a suitable tool and a chock
inserted before lifting. On no account should fingers be used to prise up the edges.
Where a high noise level in a machinery space, or the wearing of ear protectors, may mask
an audible alarm, a visual alarm should be provided, where practicable, to attract attention
and indicate that an alarm is sounding. This should preferably take the form of a light or
lights with rotating reflectors.21
The source of any oil leakage should be located and repaired as soon as practicable.
If the use of any piece of machinery or equipment is considered to be temporarily unsafe, it
should be immobilised or put in a safe place or condition immediately and, if necessary, a
warning notice should be posted next to it or at the control position. The ships lock out or tag
out system should be used where applicable.
All valves, pipes and fittings should be adequately supported and fixed or clamped to avoid
vibration and possible fracture. All such fixtures and supports should be properly maintained
and replaced after maintenance.

21
Guidance may be found in the International Maritime Organization (IMO) Code on Alerts and Indicators.

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Items such as steam pipes, exhaust pipes and fittings which present a hazard due to their
location and operating temperature, should be lagged or shielded. The insulation of hot
surfaces should be properly maintained, particularly in the vicinity of oil systems. This can be
monitored through thermographic survey or the use of infra-red thermometers to ensure that
surface temperatures do not exceed 220 C.
Waste oil should not be allowed to accumulate in the bilges or on tank tops. Any
accumulation should be removed as soon as possible in compliance with MARPOL. Tank
top and bilge spaces should be washed down at regular intervals or as necessary for safety.
Tank tops and bilges should, where practicable, be painted a light colour and kept clean and
well illuminated in the vicinity of pressure oil pipes so that leaks may be readily located.
A documented procedure should be in place to ensure that, whenever a fuel oil tank is being
filled, or the contents of one tank are being transferred to another, it does not overflow. Such
a procedure may include permanently displayed line diagrams. Whenever fuel oil is being
loaded or transferred, the operation should be supervised by the responsible officer.
Extreme caution is required when filling any settling or other oil tank to prevent it overflowing,
especially in an engine room where exhaust pipes or other hot surfaces are directly below.
Openings in the tanks should always be secured so that if a tank is overfilled the oil is
directed to a safe place through the overflow arrangements.
When filling tanks that have their sounding pipes in the machinery spaces, ensure that
weighted cocks are closed. In no case should a weighted cock on a fuel or lubricated oil tank
sounding pipe or on a fuel, lubricating or hydraulic oil tank gauge be secured in the open
position.
Engine room bilges and mud-boxes should be kept clear of rubbish and substances so that
the bilges can be easily pumped.
Remote controls fitted for stopping machinery or pumps, or for operating oil tank quick-
closing valves in the event of fire, should be tested regularly to ensure that they are
functioning satisfactorily. This also applies to the controls on fuel storage daily service tanks
(other than double bottoms) and lubricating oil tanks.
Special attention should be given to preventing leakages into machinery spaces of exhaust
gases from boilers, inert gas plants, uptakes etc.
All areas should be suitably illuminated:
areas under floor plates where oil pipes are located should be painted a light colour.
any light that fails should be replaced as soon as possible;
temporary or portable lighting should be used to provide additional illumination as
required, and should be removed immediately after use.
Ventilation should be maintained to ensure a comfortable atmosphere so far as is
reasonably practicable in all areas, with special attention being given to working areas and
control rooms. If necessary, ventilation should be increased where maintenance and repair
work is to be carried out in areas of high temperature or high humidity.
Unless properly equipped and authorised to be operated without persons in attendance, the
boiler room and machinery space should be under the direct supervision of an engineer
officer at all times.
All work on piping systems should be performed under the supervision of an engineer officer
and the following precautions should be taken:
all drains on equipment such as pipes and filters should be kept clear;
ensure that any pressure has been relieved in all relevant piping, system or
container before it is opened or any flange or joint is broken, noting that valves may
not be completely tight nor lines fully drained and that pressure, or accumulation of
oil and scalding water, may build up in a pipe even after the pressure has been
relieved;

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 as a precaution, bolts should be only slackened back and not removed until the
flange or joint is broken;
if the flange or joint does not part easily, separation should be made with a wedge
and not by allowing pressure into the line. The pipe should be secured temporarily if
necessary before the flange or joint is broken;
any valve controlling flow should be effectively locked or secured as long as the line
remains open and, if necessary, a warning notice should be posted.
All stores and tools should be properly stowed and adequate arrangements should be made
in preparation for heavy weather.
When lifting weights, seafarers should avoid strains by using chain blocks or the engine
room crane, as appropriate. When turning valves or hand wheels, seafarers should avoid
strains by using lever or wheel spanners.
Where heavy items are lifted by chain blocks or by an engine room crane:
the lifting device and lifting arrangements should be examined by the responsible
engineer officer, who should ensure that the safe working load is not exceeded;
slings should be examined for broken or ragged strands, and padded if necessary to
avoid damage on sharp edges.
When working alone, a person should arrange to communicate at regular and frequent
intervals with other persons in the machinery spaces or on the bridge.

18.1 Boilers, oil heaters, unfired pressure vessels and steampipes

No person should open or perform any operation on a boiler, unfired pressure vessel or
steam pipe that could result in the release of steam, air, or oil except:
under the supervision of an engineer officer; and
with the knowledge and approval of the chief engineer; and
where adequate arrangements have been made to prevent any back flow of steam
or working fluid by blanking off, or locking shut, any lines or valves that might allow
such back flow of steam, hot water or exhaust gases to enter the boilers,
combustion chamber or pressure vessel.
All boilers, and unfired pressure vessels and steam piping should be inspected internally and
externally at regular intervals by a competent person as required under Marine Order 31
(Vessel Surveys and Certification) and classification society rules.
Operating instructions should be clearly displayed at each boiler.
No boiler or unfired pressure vessel should be operated or kept at working pressure if unsafe
for use or if not provided with the properly maintained fittings necessary for safe operation.
A boiler or an unfired pressure vessel is enclosed and potentially a dangerous space.
Therefore, confined space entry procedures must be followed when performing any
operations.
Before any boiler, or unfired pressure vessel is opened for inspection, any pressure therein
should be released, the contents cooled down to atmospheric temperature and the system
effectively drained off.
Before entry is permitted to a boiler that is part of a range of two or more boilers, the
engineer officer 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 left open to 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.

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After emptying, check that the vacuum is broken before access doors are removed. Even if
an air cock has been opened to break the vacuum, it is good practice to loosen the access
door nuts and break the joint before removing the dogs and knocking in the doors. The top
access door should be knocked in first with the dogs slacked back but not removed. The
access door should be held by a rope or other means when the dogs are removed. When
the top access door has been removed, the bottom access door may be knocked in.
Seafarers should:
stand clear of hot vapours when doors are opened, and
not enter any boiler, boiler furnaces or boiler flue until it has cooled sufficiently to
make work in such places safe.
Work should not be undertaken while a second boiler is in operation, or when this is not
possible, there are at least two valves providing isolation between the fired boiler and the
boiler being inspected.
Spaces at the top and sides of boilers should not be used for storage.
Safety valves should be properly sealed and maintained in good operational condition at all
times. Special care should be taken to maintain water gauges in proper order. They should
be checked and blown through in a proper manner by a competent person at frequent
intervals. Only a competent person should replace gauges.
The water level should be checked at all times when fires are alight. Should the water level
fall below the glass, the boiler should be immediately secured as required.
When bringing a boiler back into service, ensure that:
the combustion chambers have been properly purged free of gas and that no loose
oil has accumulated on the furnace floor
all burners are clean and properly assembled
the fuel oil has been recirculated until all parts of the system have reached a suitable
temperature before admission to the furnace
when lighting up a boiler, all persons are standing clear of any openings to avoid
injury from a possible blowback.
Should a furnace fail to light for any reason when the oil valve is opened:
the valve should be closed;
the combustion chamber should be properly purged.
Seafarers cleaning tubes, scaling boilers and cleaning back-ends should wear appropriate
PPE including respirators. Before using any chemicals for this work, ensure the SDS for the
chemical is checked and that suitable control measures are implemented (refer to section
13).
The escape routes from the boiler fronts and firing spaces must be kept clear.
Where required to be fitted, the gauge glass cover should always be in place when the glass
is under pressure. If a gauge glass or cover needs to be replaced or repaired, the gauge
should be shut off and drained before the cover is removed.
The same isolating and maintenance principles should be applied to thermal oil heaters and
systems as those required for boilers. However, as the venting and drainage systems are
closed systems to the thermal oil header tank or thermal oil drain tank respectively,
additional care must be taken when isolating heaters to ensure that the system is fully
drained and no residual pressure remains, before fittings are removed or pipes
disconnected.
After completing work on thermal systems, measures must be taken to prevent water and
moisture being introduced to the system. The steam produced, its sudden expansion and the
significantly greater volume occupied may cause damage to equipment and significant

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disruption to the system as a whole. Before the system is refilled from the thermal oil header
tank, the header tank drain should be tested for the presence of water. This should also be
done whenever the header tank is refilled from the thermal oil drain tank or thermal oil
storage tank.

18.2 Propulsion machinery

The propulsion machinery must be provided and maintained in accordance with the
requirements of Marine Order 12 (Construction – subdivision and stability, machinery and
electrical installations) and the manufacturer’s operating manuals.
Maintenance should be carried out under the supervision of an engineer officer and the
officer informed immediately if any actual, or latent, fault or defect is observed with remedial
action being taken as appropriate.
Where necessary, suitable staging, which is adequately secured, should be used to provide
a working platform (refer to section 11).
Before any work is done, the machinery should be stopped with the throttle or starting
system closed, the turning gear or a suitable brake engaged and a warning notice posted.
Before anyone is allowed 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 atmosphere. Turning gear should be engaged and a warning notice posted at the
start position and turning gear local control. Turning gear should be under the control of the
person carrying out the work. The spaces should be well ventilated and the atmosphere
tested.
Before the main engine turning gear is used, a check should be made to ensure that all
seafarers are clear of the crankcase and any moving part of the main engine, and that the
duty deck officer has confirmed that the propeller is clear.
If a hot bearing has been detected in a closed crankcase, the crankcase should not be
opened until sufficient time has been allowed for the bearing to cool down; otherwise the
entry of air could create an explosive air/oil vapour mixture.
The opened crankcase or gear case should be well ventilated to expel all flammable gases
before any source of ignition, such as a portable lamp (unless of an approved safety type), is
brought near to it.
Before the main engine is restarted, a responsible engineer officer should check that the
shaft is clear and inform the duty deck officer who should confirm that the propeller is clear.

18.3 Turbines

The governor, low lubricating oil pressure alarm and shutdown devices, and other speed
limiting devices should be made ready to operate should abnormal operations occur.
Steam joints, valve gland and gland sealing arrangements should be maintained in good
order to avoid excessively high humidity in the surrounding area.

18.4 Internal combustion engines

Internal combustion machinery should be maintained in safe condition and be regularly

inspected as required by the manufacturer.
Scavenge trunks should be kept clean and free from loose oil and turbo-blowers should be
kept free of accumulations of oil and dirt.
A source of ignition (e.g. a portable electric light or naked flame) should not be brought near
an open engine crank case until it has been cooled and well ventilated and until all explosive
gases have been expelled.

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18.5 Air compressors and reservoirs

Air compressors should be properly maintained and inspected by an engineer officer.

The sudden release of air can cause hearing damage or even rupture an eardrum.
Maintaining air receivers properly prevents the potential for an explosive rupture.
Compressed air should never be directed at any part of a person's body as air puncturing
the skin can result in an air bubble in the blood stream which can be fatal.
Compressed air should not be used to clean a working area.
Seafarers should be particularly aware of the dangers of using high pressure pneumatic
equipment, such as cleaning and scaling devices, as their misuse can lead to fatal
consequences.

18.6 Refrigeration systems

Information about the operating and maintenance safeguards of the refrigeration plant
should be displayed on each vessel, including the particular properties of the refrigerant and
the precautions for its safe handling.
Refrigeration compressors and systems should be properly maintained to avoid leakage of
refrigerant, either in the compressor room or in the refrigerated compartments. Where
refrigerating equipment is isolated, the responsible engineer officer should be notified before
entering the machinery room or compartment.
Should it be known or suspected that the refrigerant has leaked into any compartments, no
attempt should be made to enter those compartments until a responsible officer has been
notified of the situation. If it is necessary to enter the space, the procedures for entry into
confined spaces should be followed (section 7).
The compartment or flat in which refrigeration machinery is fitted should be adequately
ventilated and illuminated. Where fitted, both the supply and exhaust fans to and from
compartments in which refrigeration machinery is situated should be kept running at all
times. Inlets and outlets should be kept unobstructed. When there is any doubt as to the
adequacy of the ventilation, a portable fan or other suitable means should be used to assist
in the removal of toxic gases from the immediate vicinity of the machine.
When refrigerant plant is being charged through a charging connection in the compressor
suction line, the cylinder is sometimes heated to evaporate the last of the liquid refrigerant.
This should only be done by placing the cylinder in hot water or some similar indirect method
and never by heating the cylinder directly with a blow lamp or other flame.
If it is necessary for repair or maintenance to apply heat to vessels containing refrigerant,
appropriate valves should be opened to prevent build-up of pressure within the vessels.

18.7 Oil-based systems

There is a risk of fire associated with the rupture of unprotected oil lines and joints.
Precautions should be taken when working on systems containing oil, in particular, hot oil.
All protective covers on oil lines should be drained before removing same. Protective covers
should be promptly replaced after completion of any work and after verification that no leaks
are evident in the system.
Safety devices of oil pumps, oil heaters and coolers should be well maintained.

18.8 Steering gear

The operation of the steering gear should be checked or inspected at frequent intervals by
the responsible officer and safety devices should be ready to operate at all times.

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The steering gear should be tested within 12 hours before proceeding to sea in accordance
to SOLAS Regulations V/26.
Generally work should not be done on steering gear when a ship is under way. If it is
necessary to work on steering gear when at sea, the ship should be stopped and the rudder
immobilised by closing the valves on the hydraulic cylinders or by other appropriate means.

18.9 Control rooms and unattended machinery spaces

Only authorised persons should enter a control room or an unattended machinery space.
Seafarers, including the engineer officer in charge, must report by telephone or other means
provided to the bridge/deck duty office before entering the space, at regular intervals when in
the space and when leaving the space.
When watch keeping is carried out from a control room, the engineer officer should ensure
that a competent person patrols the machinery space at regular intervals.
Any alarms that have operated should be reset before the machinery space is left. No alarm
system should be isolated without the permission of the chief engineer.
At any time when the machinery spaces are to be left unattended, a responsible engineer
officer should ensure that all instruments and alarm systems of the unattended machinery
space are in good operational order and that all persons have been accounted for and have
left the space.
Notices of safety precautions to be observed by seafarers working in control-rooms and
unattended machinery spaces should be clearly displayed at entrances.
When machinery is under bridge control, the bridge should always be advised when a
change in machinery setting is contemplated by the engine room staff, and before reverting
to engine room control of the machinery.

18.10 Hydraulic systems

Hydraulic systems should be frequently inspected by a responsible officer and be properly

maintained and kept free of leaks.
The system should be purged as necessary to avoid erratic operations that could be
dangerous to seafarers.
Before repairs to or maintenance of hydraulic and pneumatic equipment is undertaken, any
load should be removed or, if this is not practical, adequately supported by other means. All
pressure in the system should be released. The part being worked on should be isolated
from the power source and a warning notice displayed by the isolating valve, which should
be locked.
Precautions should be taken against the possibility of residual pressure being released when
unions or joints are broken.
For safe operation of the hydraulic and pneumatic system, the working area and tools, as
well as the system and its components, should be kept clean during servicing work. Ensure
that replacement units are clean and free from any contamination, especially fluid passages.
Only replacement components that comply with manufacturers’ recommendations should be
used. Any renewed or replacement item of equipment should be properly inspected or tested
before being operated.
Since vapours from hydraulic fluid may be flammable, naked lights should be kept away from
hydraulic equipment that is being tested or serviced.
A jet of hydraulic fluid under pressure should never be allowed to spray onto parts of the
body. If a person is subjected to hydraulic fluid under high pressure on unprotected skin,
immediate medical assistance should be sought. Any hydraulic fluid spilt on the skin should
be thoroughly washed off.

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19. WORKING IN GALLEYS AND OTHER FOOD
HANDLING AREAS

Marine Order 11 (Living and working conditions on vessels) and Maritime Labour
Convention, 2006 (MLC, 2006) include mandatory requirements for galleys, pantries and
other food handling areas.
The owner of a vessel must ensure that the catering area of the ship is equipped and
organised to allow for:
the preparation of varied and nutritious meals; and
the serving of meals in hygienic conditions.
The person in command must ensure that weekly inspections are carried out and
documented for:
the provision of food and drinking water; and
the spaces and equipment used for the storage and handling of food and drinking
water; and
the galley and other equipment used for the preparation and service of meals.
All seafarers working in the galley, pantry and other food handling areas should be trained in
related safety measures before assuming their roles. Seafarers who are engaged as ships’
cook must be trained, qualified and found competent.
There should be no smoking in galleys, pantries, store rooms or other places where food is
prepared or stored. Notices to this effect should be displayed.
Galleys present particular fire hazards. A means to smother fat or cooking oil fires, such as a
fire blanket and appropriate fire extinguisher, must be readily available. Water must never be
used in attempts to fight fires involving hot oil in cooking areas.
All seafarers working in the galley should be trained in the use of appropriate fire-fighting
equipment
Remote cut off and stops should be clearly marked and known to galley staff.
Seafarers and staff involved in catering operations should wear clean clothing, including
appropriate protective equipment, if necessary, when handling food and preparing meals.
Hands and fingernails should be washed before handling food. A supply of hot running
water, soap and clean towels should be available in food preparation areas.
All cuts, however small, should be reported immediately and first-aid attention provided to
prevent infection. Food must not be handled unless cleared to do so.
Illness, coughs and colds, rashes or spots, however mild, should be reported immediately
when the symptoms appear. If suffering from diarrhoea and/or vomiting, which may be signs
of food poisoning or a sickness bug, the person should not work in food-handling areas until
medical clearance has been given.
The person in command must ensure that the galley and its equipment are kept clean and
neat at all times.
Marine Order 11 outlines that meat and fish must be stored apart from each other and all
refrigerated or frozen food is kept at -15 degrees Celsius (for very cold food) or 5 degrees
Celsius (for cold food). Ensure other food is kept at its required temperature at all times. The
Australia New Zealand Food Standards give further guidance on the storage of food.
Fresh fruit and salad should be thoroughly washed in fresh water before being eaten.
Food, including drinking water, should be stored so that it is protected from contamination.
Ensure the environmental conditions under which it is stored will not adversely affect the
quality and suitability of the food.

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Raw food should be kept apart from cooked food or food that requires no further treatment
before consumption (e.g. milk). Separate refrigerators are preferred although, if stored in the
same unit, the raw food must always be placed at the bottom to avoid drips contaminating
prepared food. Food should also be covered to prevent drying out, cross contamination and
absorption of odour.
Separate work surfaces, chopping boards and utensils should be set aside for the
preparation of raw meat and must not be used for the preparation of foods that will be eaten
without further cooking. Colour coding is a useful way of ensuring separation between the
two activities.
Food waste, empty food containers and other garbage should be placed in covered storage
facilities safely away from foodstuffs. Their discharge into the sea is prohibited except in
circumstances specified in MARPOL.
19.1 Safety precautions
Remove or minimise the risk of tripping and slipping when moving around galleys or carrying
or serving food. If any water, oil or grease is spilt on decks, the person responsible should
clean it up immediately or warn others of the risk until the clean-up is completed.
Seafarers should be particularly careful when carrying food up and down stairs and
companionways, which should be kept clear. One hand should be kept free to hold handrails
or supports. Loads should be carried in such a manner as not to obstruct the line of view,
and movements should not be hurried. Extra caution should be taken in all catering
operations when the vessel is moving.
Protective footwear of a type that fully covers the foot, with slip-resistant soles, should be
worn at all times.
When meat is being chopped, ensure that:
the chopping block is firm and placed in a clear unobstructed area so as to reduce
and eliminate any dangers to the seafarer and others nearby;
the cutting area of the meat is entirely on the block;
fingers, arms and legs are clear of the line of strike; and
protective gloves are worn.
When foodstuffs are being chopped or cut with a knife, fingers should be bent inwards
towards the palm of the hand with the thumb overlapped by the forefinger. The knife should
be angled away from the work so that the blade is sloped away from the fingers as the work
is fed to the knife.
When meat is being sawed or boned, care should be taken to ensure that the saw or knife
does not slip off the bone. A protective apron should be worn.
Adequate lighting should be provided where catering operations are carried out, with
additional lighting in areas where cutting or chopping is done.
All areas where catering operations are carried out should be adequately ventilated. Cooking
areas should be provided with exhaust ventilation. The uptakes and any filters in such a
system should be cleaned at frequent intervals to remove oily deposits.
Pans or fat should never be left unattended in an oven or on a heating stove, or to allow
water to come into contact with hot fat. There should be no form of hot oil on stove tops and
other similarly exposed locations where they may be subject to splashing.
Sea water should never be used in the preparation of food.
Cracked or chipped crockery and glassware should be carefully discarded and any food that
has been in contact with broken glass or crockery should be thrown out.

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Precautions should be taken to prevent burns and scalding when handling hot kitchen
equipment such as carrying pans and dishes, removing lids off boilers, opening steamers
and pressure cookers or opening oven doors.
Cleaning should never be carried out when any part is in motion, and power should be
disconnected from any electrical equipment, using lock out/tag out procedures, before
cleaning any part or removing any blockage.
Before washing down the galley or cleaning any kitchen equipment, electrical appliances
should be unplugged or otherwise isolated from the power source and stoves should be
switched off. Ensure the ingress of water into electrical appliances is prevented, regardless
of whether or not the power is off. Decks should be mopped clear and surplus water
removed after washing.
Cleaning products should be stored in a suitable locker/cupboard separate from food-
handling areas.
Any defects in equipment or utensils should be reported to the responsible officer, who
should arrange for their repair or replacement as soon as possible. In the meantime, the
defective item should be taken out of service.
Repairs to galley equipment must only be made by, or under the supervision of an engineer
officer.
Potentially dangerous heated or moving parts of any machinery or equipment should have
suitable guards which should always be in position when the equipment is being used or
operated.
Catering staff, including seafarers engaged in catering operations, should:
only use mechanical or electrical equipment if they have been trained and instructed
in how to use or operate it safely:
ensure that all safety devices are in place before operating slicing, mincing or
chopping machines.
When a user is in doubt as to the operation of any electrically driven machine, the machine
should be switched off and the responsible engineer officer informed.
Sharp knives, saws and choppers should be safely stowed in a proper rack and should
never be left lying around or in washing-up water. Tins should be opened only with proper tin
openers, which should preferably be securely mounted on a bench or bulkhead.
19.2 Loading and storing provisions
Whenever possible, stores and provisions should be taken aboard, preferably by a crane or
derrick, onto a deck area where no cargo is being worked. There should be a short and
convenient route to the storerooms and, as far as practicable, this route should not pass
across areas where cargo is being worked.
Any obstructions between the loading area and the storerooms should be removed or
properly marked or protected. Where possible, wooden ramps should be installed so as to
provide unimpeded passage over steps or obstructions.
When crates are handled or opened, any protruding nails, staples, metal strips or projections
should be removed before handling.
Any hooks or sharp equipment used for handling stores should be stowed in a safe place.
Refrigerator chamber doors should be fitted with a device of adequate strength to hold them
open in a seaway; and a means of opening them from the inside.
Refrigerator rooms should have a means of sounding the alarm both from inside and
outside. The area immediately outside a refrigerator room should have a slip-resistant
surface.

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If a leakage of refrigerant in a refrigerated storage space is suspected, a warning notice to
that effect should be posted on the door or access and seafarers should not enter.
When seafarers enter refrigerated chambers that are usually padlocked they should take the
padlocks in with them.
Seafarers should make themselves familiar with the operation of the inside release for the
door and the location of the alarm button so they may be easily found in the dark.
The proper functioning of alarm bells, door clasps and the inside release should be checked
at regular intervals.

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20. SAFETY IN LIVING ACCOMMODATION

Marine Order 11 (Living and working conditions on vessels) and Regulation 3.1 of the
Maritime Labour Convention, 2006 (MLC, 2006) include mandatory requirements for
accommodation and recreational facilities.
Under Marine Order 11, the person in command of a vessel must ensure that:
seafarer accommodation is inspected weekly to ensure that it is safe, clean, fit for
human habitation and well maintained; and
a report of each inspection is recorded and kept on board.
Shipowners should provide the necessary cleaning equipment to allow seafarers to maintain
cleanliness of the accommodation.
The emergency stations and duties of the occupants of each cabin should be clearly
displayed in that cabin or immediately adjacent to the door of the cabin. Seafarers should
read and memorise this information immediately upon being allocated the cabin. A careful
note should be made of emergency escape routes from the cabin.
When electrical equipment, including personal electrical equipment, is used in the
accommodation, the following precautions should be taken:
any mains-operated electrical equipment purchased outside Australia should be
checked to ensure it is compatible with the ship’s power supply;
any mains-operated electrical equipment which develops a fault should be
immediately unplugged and not used;
double adaptors should not be used;
disposable fuses should never be rewired or replaced by others of a higher rating;
portable lamps, radios and other electrical equipment should be switched off at the
main switch when not in use or when the user leaves the room;
electrical equipment should be properly secured against movement in a seaway;
faulty cabin wiring should be immediately reported to an engineer officer.
The safety of the entire ship and crew depends upon off-duty crew members being able to
get adequate rest and sleep. Noise and other behaviour that may disturb others should be
kept to a minimum, especially near or in seafarers’ accommodation areas.
Before leaving a common space, seafarers should always check that loose objects are
appropriately secured against movement.
Accommodation areas should be inspected as part of a fire patrol when most seafarers are
asleep.
20.1 Sanitary and laundering facilities
The owner and/or operator must ensure that seafarers have convenient access to sanitary
facilities and laundry facilities on the vessel that meet the minimum requirements set out in
MLC, 2006 and Marine Order 11.
Hot and cold running fresh water must be available in all wash places. Slip-resistant bath
mats and proper handholds should be provided in bathrooms and showers.
Towels and clothing should be put away in their proper place when not in use. Wet clothing
should be hung in drying room and be kept clear of other sources of heat.
All seafarers required to work in a laundry, or use any part of the equipment there, must be
fully instructed on the proper operation of the machinery. The manufacturer's operating
instructions for washing, cleaning or drying machines should be followed.

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Clothes washing and drying machines should be installed according to the manufacturer’s
instructions concerning ventilation and operation.
Frequent and regular inspection, with thorough checking of all electrical equipment, is also
necessary to ensure the standard of maintenance essential for laundries. Problems with the
operation of the equipment should be reported immediately and the machine removed from
use until repairs have been carried out. A notice warning against use should be displayed
prominently on the defective machine.
Machines should not be overloaded and loads should be distributed uniformly.
Reliance should not be placed entirely on interlocking or cut-off arrangements on the doors
of washing machines, hydro-extractors and drying tumblers, etc.; doors should not be
opened until all movement has ceased.
When hand or industrial irons are used, precautions should be taken to avoid burns and
scalds and such equipment should be switched off and returned to the stowed position
whenever the user leaves the laundry room.
Dry-cleaning chemicals should not be used.
20.2 Recreational facilities
The operator should take into account the MLC Guidelines B3.1.11 to ensure that the
recreational facilities meet the needs of seafarers living and working on the vessel.
Where there are rooms furnished with equipment to maintain physical fitness, all equipment
should be installed, secured and used in accordance with the manufacturer's instruction.
Free weights are dangerous and should not be used at sea.
Seafarers should be encouraged to maintain health and fitness. It may not be safe to use
certain gym equipment when the ship is moving in a seaway. Regular inspection and
maintenance of gym equipment should be conducted.
Where a swimming pool is available, warning signs should be placed around the pool to
discourage dangerous activities such as swimming alone or diving.
The swimming pool should be emptied when heavy weather is expected. A net should be
stretched across the pool and properly secured whenever the pool is empty.
The water in the swimming pool should be changed at regular intervals and the pool should
not be filled with water that might be hazardous to health.
20.3 Sewage systems
The risk of gases from sewage systems finding their way into working and living spaces
should be eliminated or minimised so far as is reasonably practicable. An operational
procedure should be introduced for reporting, recording inspections, maintenance of the
sewage system and the action taken to deal with complaints of foul or musty smells which
may be due to toxic or oxygen-depleted gases.
The use of toilet cleaning products that kill germs and bacteria should be avoided as they
may destroy the bacteria which are essential to the aerobic operation of sewage treatment
plants. The manufacturer of the treatment plant should be consulted for details of
appropriate non-harmful cleaning products.
If entry into the sewage tanks or work on the system is necessary, all personnel engaged on
this work need to follow confined space procedures due to the risk of encountering oxygen-
depleted, toxic and flammable gases (see section 7).
When inspecting a sewage system, ensure that:
all drainpipes have satisfactory water/gas tightness and adequate water seals and
traps to prevent the back flow of gases into the respective compartments;
all sanitary fittings are securely fastened to prevent relative movements at pipe
joints;

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 where toilet pans are fitted with vacuum-breaking arrangements at the back of the
water trap, such as individual air pipes or patented back flow prevention valves,
these are in a satisfactory condition and operation;
there is an adequate supply of flush water to clear toilet pans and to replenish water
seals, and
drains and air vents are clear of obstructions and are in sound water/gas tight
condition throughout their length.
Adequate air vents should be fitted to the piping network, paying special attention to the
extremities of the system. These should ensure an adequate supply of air and prevent plugs
of water from breaking the water seal during violent rolling or pitching.
Ventilation systems to all compartments of a ship should be designed, installed and
balanced to ensure satisfactory distribution of air. They should be maintained in a clean and
efficient condition to achieve the designed air changes throughout the service life of the
vessel. Particular attention should be paid to the exhaust or extraction systems in toilet or
washing areas. In general, attention should be paid to the examination of extraction grilles,
louvres, ducts etc. to ensure that they are clear and free of accumulated dirt, fluff etc.

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21. OFFSHORE SUPPORT VESSELS
This section provides additional guidance for Australian offshore support vessels on how to
manage the key risks associated with cargo and personnel transfer, towing, anchor handling
and barge work.
Further information is available in the Guidelines for Offshore Marine Operations.

21.1 Risk management

Offshore operations are often complex and hazardous, involving many parties who share
responsibility for ensuring these operations are carried out safely. Before commencing any
offshore operations, vessel operators must carry out a risk management process (described
in section 2 of this Code) in consultation with all other relevant duty holders including the
charterer, Offshore Installation Manager (OIM) and operators of any other support vessels
carrying out simultaneous activities at an installation.
The outcome of the risk management process should be used by the operator to develop a
Safety Management Plan which sets out the health and safety roles and responsibilities and
various procedures that the company expects to be followed as part of the safe operation of
its vessels.
Offshore installations operate under risk management plans or safety cases approved by the
National Offshore Petroleum Safety and Environmental Management Authority. Offshore
support vessels may therefore need to comply with additional requirements under the
facility’s safety case regime which should be discussed and agreed as part of the charter
party.
The person in command must discuss with the operator and charterer any provisions of the
charter party that may exceed the limitations or capabilities of the vessel to the extent that
safety may be compromised. Each vessel should have on board a copy of the charter party
before commencing operations so that the person in command and crew are aware of any
special expectations that the charterer may have of the vessel, and of their obligations to the
charterer.
Weather forecasts must be available during all offshore operations, and operations planned
accordingly.

21.2 Communication

To ensure effective safety management of offshore operations, it is essential that operators

of offshore support vessels and charterers establish a process for consultation, ongoing
communication and coordination of activities. A direct line of communication needs to be
established between operators and charterers to enable all safety matters to be raised and
addressed. Individuals should be nominated for this purpose. This direct line should not
replace the first line of communication between the person in command of the vessel and
the OIM but should complement it.
Before commencing offshore cargo operations, anchor handling or towing, the planned
activities should be discussed and agreed by radio between the OIM and person in
command, or their appointed deputies, to ensure that the installation and vessel are ready in
all respects. The person in command must be advised of any anticipated helicopter
movements during the operations.
The installation should be informed of any factors limiting the vessel's expected performance
before or during operations, and the person in command should, in turn, be given
information on limitations of the installation which may affect the operation.
Effective communication between the person in command, the installation personnel,
particularly the crane operator, the deck officer in charge on the vessel and the deck crew
are vital for safety during operations. An effective radio communication link between the

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vessel and installation on a dedicated channel should be maintained at all times whilst the
vessel is engaged in offshore operations.

21.3 Cargo Transfer Operations

Pre-planning
Cargo pre-planning should be conducted both at the shore terminals and offshore to
facilitate the safe transfer of cargo between offshore support vessels and installations.
The order of loading, discharging and stowage arrangements should be planned to avoid
‘cherry picking’ and to minimise the number of lifts at the installations. The person in
command should be informed of any high priority items before loading so that they can be
discharged first. A cargo plan should be maintained on board showing the locations of the
‘blocks’ of cargo for each facility together with the number of lifts in each block and other
relevant details.
All cargo should be accompanied by a cargo manifest identifying the goods loaded onto the
vessel with details of the contents, destination, general dimensions and weight. Operators
should provide equipment at the shore base to verify weight during loading operations.
The person in command should be provided with details of any unusual items of cargo
requiring special securing arrangements, or heavy lifts, before loading.
All deck cargo must be correctly stowed and adequately secured for the intended voyage.
Congestion on the cargo decks of both offshore vessels and installations can create
hazardous situations. A vessel should plan to arrive at an offshore facility with approximately
10% of its useable deck clear and ready to receive initial back-load. This allows sufficient
space to be cleared on the facility’s deck before any cargo is taken up from the vessel.
The person in command has the authority to decide the sequence of cargo discharge to, and
back-loading from, the installation.
The person in command should be informed of expected delays to operations so that the
vessel's work programme may be synchronized with that of the installation. Excessive
standby/waiting time alongside the installation should be avoided.

Bulk cargo transfer operations

Undertaking bulk cargo operations should include the following general precautions:
The pressure ratings of all components of the transfer system should be checked to
ensure that they are suitable for the proposed operation. The pressure at which bulk
cargo is delivered must not exceed the safe pressure of the receiving system.
Agreement is needed between all relevant parties, including vessel, base, facility or
tanker regarding the pressure rating to avoid overpressure.
Communication arrangements should be agreed and tested before commencing the
operation and at frequent intervals as it proceeds.
Relevant personnel must be readily available and nearby throughout transfer
operations.
Remote stop controls must be provided for all bulk cargo discharges, i.e. dry bulk
and liquid bulk, to enable the immediate shutdown of operations in the event of a
problem.
In bad weather and under certain conditions of trim, considerable amounts of water
may flow over the after deck when a vessel is approaching a rig stern-on under
power. Open stern vessels pose an increased risk of flooding. Crew members
should be aware of this possibility and seek positions of safety.
Do not close valves against a cargo pump.

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 Do not use compressed air to clear hoses used for the transfer of any hydrocarbon
based products since an increased risk of explosion will result.
Do not use potable water hoses for transferring other bulk liquids, including ordinary
fresh water. The transfer of potable water and fuel at the same time should be
avoided.
Hoses should remain afloat at all times.
Before arriving at offshore installations to discharge liquids, cargo and bulk, the following
matters should be checked:
that the ship can approach the installation safely;
that there are no divers, ROVs etc in the water;
that the weather/tide/current/sea and swell conditions are suitable;
the type, weight and number of units to load or discharge;
the existing cargo on deck;
that there is sufficient space on deck to allow safe access to and from the work area;
that all engine/steering/thrusters/joystick controls have been checked and are fully
operational and the main engine pitch control is fully operational;
vessel's electrical load must be carried by auxiliary alternators and is not totally
reliant on shaft alternators; and
hose connection points on the vessel are in good order.
Before proceeding with the cargo operation the person in command must ensure that:
all emergency pump stops are operational;
the vessel is able to remain on location in the prevailing weather and sea conditions;
correct couplings have been identified for the products to be transferred; and
constant communication is maintained with the person on the platform responsible
for supervising the transfer of hoses and receiving of cargo.

The hose terminations should be colour-coded by use of a coloured band to mark the
product, and all support vessels and installations should adopt a universal colour and
connection scheme as follows:

Product Coupling colour Connection Vessel coupling

Dry cement Yellow 5" hammer lug union Male
Dry barite & bentonite Orange 5" hammer lug union Female
Potable water Blue 4" hammer lug Female
Fuel Brown 4" quick release self- Female
sealing coupling
Base oil White 4" quick release self- Female
sealing coupling
Drill water Green 4" hammer lug Female
Brine Red 4" quick release self- Male
sealing coupling
Oil based mud Black 4" quick release self- Male
sealing coupling
Methanol Black and yellow (tiger 4" quick release self- Male
stripes) sealing coupling

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Hoses should only be lifted by a certified wire strop on a certified hook eye fitting. Hoses
should be secured to the vessel by a rope lashing before disconnection from the crane.
Further rope lashings at appropriate places will minimize 'kicking' of dry bulk hoses.
When the hose is connected and installation lines are set, the support vessel should be
instructed to start pumping at a slow rate. If no leaks are observed, the support vessel
should be instructed to increase pumping, up to the full delivery rate. Relevant installation
personnel should stand by appropriate valves so as to act quickly in event of an emergency.
When pumping has finished, both the installation and the support vessel should set their
lines to allow the hose to be drained back to the vessel's tank. If the installation has a
vacuum breaker fitted to the line, this should be used to aid draining. Lines may also be
blown through with air, if available, to ensure that they are properly cleared. In suitable
conditions the crane should also be used to lift the hose to aid draining.

Fuel Handling Equipment

The condition of hoses and connections should be inspected before each use to identify any
chafed or worn areas. 'Dry Break' type couplings should be used where possible. In cases
where ball valves are used in the end of fuel hoses measures should be taken to prevent
damage to the valve handle when the hose is landed on the support vessel deck.
Ensure that hoses passed to or from the vessel are empty and not under any pressure, and
that the risk of spilling oil is eliminated or minimised.

Dry Bulk and Cement Equipment

Check the condition of hoses and connections. Worn sections of hoses should be replaced
before use as a blow-out creates a severe dust hazard as well as a hazard from hoses
whipping around under pressure.
Bleed off/ test cocks should be fitted near the hose connection point to enable crew to check
that pressure is off the line prior to connecting/disconnecting. These cocks should be placed
in the upper end of the pipe and regularly serviced to avoid blockage by product or rust.

Glycol and Methanol Systems

Glycol and methanol must only be carried in dedicated tanks and delivered through
dedicated systems.
Methanol, when carried on deck, must only be carried in specialised portable tanks as a sole
deck cargo. The tanks must be secured and adequate fire fighting equipment must be laid
out ready for instant use. All tools and connections used must be made of approved material
that will not provide a source of ignition.

Securing to the Installation

An adequate area for handling mooring lines should be left free of cargo at the stern of the
vessel if the vessel is securing to the installation. If it is necessary to carry deck cargo in the
area that the crew require for mooring activities, such cargo should be discharged to the
installation before the vessel is moored.

Unusual cargo items

All tubular backloads should be indicated to the vessel in good time to allow for planning of
stowage. Tubular cargoes should be pre-slung in bundles or singly and secured by bulldog
grips or other equivalent methods to prevent slippage. All pipe lifts should be slung so as to
be level. Varying lengths of sling in one lift should not be used.
Other operations, bulk handling etc., may have to be suspended whilst heavy lifts are
underway. Subject to agreement with the person in command, taglines may be attached to
heavy or large lifts, if considered necessary to aid handling.

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Crane Operations
For offshore crane operations a safety pendant ('Stinger') of sufficient length should be
provided between either the headache ball or floating block and the hook, all of which should
be of high visibility colour. The tag line attached to the ‘Stinger’ should be a minimum
diameter of 12mm and not too short or too long to create a hazard.
The 'Stinger' and hook must be of an appropriate SWL for the lifts being worked. The
installation should have a selection available for the type of cargo that is normally handled.
The lighter the weight of the 'Stinger' and hook, the less hazardous it is for the deck crew on
a moving ship to handle, provided that it is of sufficient SWL.
For routine cargo operations, only swivel self-locking safety hooks should be used. For non-
routine cargo, alternative hooks or lifting gear as agreed between the person in command
and OIM may be used, providing that such equipment is fit for the purpose.
The crane driver should always have a clear view of the vessel’s deck and have direct radio
communication to the bridge of the vessel. Directions given to the crane driver by the deck
crew on the vessel must only be given by one person who has been designated to perform
that function.
Consideration must be taken of impact loadings caused by the vertical movement of the craft
in the swell when the weight of the cargo is taken by the crane.
When planning the loading ashore, containers and pre-slinging arrangements should be
suitably de-rated to take account of the expected sea conditions during discharge at the
offshore installation.
As far as is practicable, all crane lifts made from or onto a supply vessel should not be lifted
directly over the vessel if the height of the lift above the vessel exceeds 3 metres inclusive of
any swell which may be in existence. Once the height of the lift exceeds 3 metres, the
remainder of the lift should be made over water.

21.4 Offshore Transfer of Personnel

Various methods may be used to transfer personnel to or from a vessel whilst it is offshore. The
preferred method of undertaking such transfers will normally be by helicopter or where conditions
are suitable, a small boat specifically designed to move personnel. Fast rescue craft should not
be used for this purpose as they are intended for emergency operation only.
If these methods are unavailable, ‘Frog’ personnel transfer capsules, transfer baskets or other
forms of carrier lifted by a crane on the facility may be used. In general, baskets or carriers
incorporating a rigid frame which provides protection for occupants are preferable.
The risk management process should be followed whenever personnel transfers are considered.
Personnel transfer should include the following general precautions:
The capacity of the personnel transfer basket, carrier or craft as determined by the
manufacturer of the equipment must not be exceeded at any time.
The suitability of the vessel to carry out a transfer should be determined by its ability
to maintain station alongside the installation and have sufficient clear deck space to
safely receive the carrier.
Personnel should be briefed on the correct means of boarding, riding and
disembarking the carrier. A person to be transferred who is not sufficiently
experienced or trained should not be permitted to transfer unaccompanied.
Personnel transfer should generally not proceed where the prevailing conditions
include one or more of the following:
o Wind speeds in excess of 20 knots (10 metres / second) at height of 10 metres
above sea level.
o Significant wave heights in excess of 2.5 metres.

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 o Horizontal visibility of less than 500 metres, vertical visibility of less than 100
metres.
o Heavy accumulations of snow or ice on landing areas, access and egress routes.
Supervisors and operators of equipment used in transferring personnel between
offshore installations and/or vessels should be competent to undertake the tasks
assigned to them.
Wherever possible, supervisors should have a clear view of all phases of the entire
transfer operation.
The means of communication between the various personnel involved in the transfer
operations should be determined as part of the risk management process. All such
means of communication should be in place and their correct operation tested
before commencing any transfer activities.
Transfer operations should be conducted during daylight hours. If this is not
possible, the transfer areas should be adequately illuminated.
A basket or carrier should be fitted with sufficient buoyancy to support the unit itself
and its occupants in the event of entering the water.
Baskets or carriers should be visually inspected by a competent person before each
operation to ensure that all rigging, fixtures and fittings remain fit for purpose and
secure.
Lift-off and landing areas on the facility and vessel should be clearly marked and
kept free of any obstructions.
Appropriately briefed personnel should be in attendance for both lift-off and landing
to assist in controlling the movement of the basket or carrier. In particular, such
personnel should be briefed in the use of attached tag lines.
Any other work in the vicinity of the lift-off and landing areas should be suspended
whilst the transfer is in progress.
The transfer route should be planned so that the basket or carrier is always well
clear of any exhausts, discharges or obstructions.
After the basket or carrier is lifted from the deck of the facility the crane should be
slewed so that it is over the water, whereupon it is lowered to a height of
approximately 2 metres above the vessel’s cargo rail. The basket or carrier should
then be moved to a position over the designated landing area on the vessel before
being finally lowered onto its deck. Transfers from the vessel to the installation
should follow the reverse route.
Free-fall or non-powered lowering should not be used.

Safety Equipment
Personnel being transferred should be provided with suitable PPE which may include:
Watertight immersion suit
Thermal protection
Inflatable lifejacket or buoyancy aid
Personal Locator Beacon, where detection and tracking facilities are available.
Personnel should be given instructions on the correct donning and use of the equipment.
Before boarding the basket, carrier or craft it should be checked by the person supervising
the transfer.
Personnel should not wear any clothing or carry any items which could restrict their mobility
or interfere with the correct operation of any protective equipment.

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Rescue procedures
Rescue facilities must be available at immediate notice during personnel transfer operations.
Where a stand-by vessel is in attendance, if not directly involved in the transfer operation, its
rescue boat should be made ready for immediate launching.
Alternatively, fast rescue craft installed on other vessels, should be identified and agreed
before the persons in charge give the necessary authorisation.

Roles and responsibilities

The duties of those involved in the transfer of personnel should include the following:
Person in command of the vessel
confirmation to the OIM of accepting the transfer and understanding the procedure
confirm that the vessel is stationary and that its station keeping arrangements are
fully operational
the deck crew is fully briefed
persons to be transferred are adequately briefed and fit to be transferred

Crane Driver
the crane is fully operational
the windspeed is satisfactory for safe operation
the crane driver has a clear and unobstructed view of the carrier or basket, or is able
to see the directions of the ‘Dogman’
adequate communications are established.

Dogman and Deck Supervisor

the transfer procedure is understood
they are clearly identifiable as 'Dogman' and 'Deck Supervisor'
the personnel basket or carrier is correctly used
the transferees are fit for transfer and understand procedures
proper communications have been established
they have a full view of the transfer areas.

Individuals who are to be transferred

the transfer procedure is understood
confirm that they agree to the transfer
correctly use the safety equipment provided
observe all instructions from those in charge of the operation.

Transfer by Boat
The person in command is responsible for deciding whether such transfer is safe in the prevailing
conditions, by taking into account the following:
Wind and sea state
Movement of the vessel from which the boat is to be launched
Movement at the access point on the installation
Performance characteristics of the boat and launching/recovery equipment
Boat crew and transferee training and experience

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 Any other prevailing circumstance that may affect the safety of the transfer.
Further guidance is available in the lLO Code of Practice on Accident Prevention on Board Ship
at Sea and in Port.

21.5 Anchor Handling

Anchor handling involves lifting extremely large weights and can involve a fleet of vessels
working together as they move the anchors of an installation. Risk assessments are
essential for such operations. Offshore personnel should be aware of the operational
limitations of the various vessels used, including their power and freeboard. Detailed
procedures for each operation should be set out in the ship's Operations Manual.
Vessel owners must ensure that vessels involved in anchor handling operations are fit for
the purpose and adequately manned.
Where several vessels are working together on the same operation, a specific
communication plan for that activity must be established to ensure an effective and
coordinated action in the event of any unintended incident.
Communication between vessel workstations where the person in command and winch
driver will be, and the anchor handling deck must be decided prior to the operation.
As anchor handling is often performed over the stern, control measures must be
implemented to eliminate or minimise the risk of crew members being washed across the
deck by seas coming aboard during operations. The person in command has the authority to
cease operations if the weather is such that there is a significant risk of injury due to
boarding seas.
If in attendance, the standby vessel should be informed of all operations in progress.

Crew Briefing
Before commencing work, the person in command should brief the crew on the planned
operation, including any unusual aspects of the job and hazards that may be encountered. A
Job Safety Analysis covering the proposed work program should be reviewed and discussed
at this 'toolbox meeting'.
If it becomes necessary to deviate from the plan during the operation, written procedures
should be established detailing responsibilities. Any deviation from the plan should be
agreed by all parties.
Crew should also be provided with an opportunity to familiarise themselves with the
operation of deck machinery.

Clear Decks
Anchor handling vessels should have clear decks prior to commencing anchor handling
operations. All personnel should be clear of the deck and in a protected place at all times,
except when they are actually working on the anchor handling equipment.

Equipment
Anchor handling equipment is exposed to heavy wear and damage. A system must be in
place for the testing, inspection and maintenance of anchor handling equipment.
All equipment used in anchor handling operations should be secured until required. Care
should be taken when opening up wire coils, in particular pendant wires, as injuries have
occurred when the coils spring open following release of the securing bands.
When running anchors, the person in command of the anchor handling vessel should be
advised where the installation winches have payout limitations so that speed can be
controlled.

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It is preferable to have a length of chain installed between the crown of the anchor and the
pendant and this chain should be long enough to reach the vessel securing device and thus
allow crews to change pendants without the need to deck the anchor.
A safe and effective method of stoppering wire pendants should be implemented.

Wires
Work wires must be of adequate size for the power of the vessel, the strength of the anchor
handling winch, the size of anchors to be worked and the depth of water. They should be at
least the same diameter as that specified for the tow wire of the vessel. They must be long
enough to have at least one full wrap on the work drum when the wire is led out as far as it
would normally be when working with anchors.
The securing device for the 'bitter end' of the work wire must be the correct size for the wire
in use to provide an adequate fixing to the winch drum.
Tugger wires should be of adequate size and strength with regard to the size and weight of
the gear being handled, and the power of the tugger winches. The SWL must be at least
equal to the maximum pulling power of the winch. They must be of sufficient length to always
have at least one full wrap on the winch drum at the maximum extension. Tugger wires must
also have an adequate means of securing the 'bitter end' to the winch drum.
'Latchlock' style hooks are preferred for use on tugger wires.

Sockets and Eyes

Because the majority of breaks occur at or near the wire terminal, the condition of all sockets
and eyes should be closely monitored. The terminals of work wires, tuggers and pennants in
particular are subject to damage (work hardening, kinking and overstress) due to being
wound onto winch drums under load and compressed or distorted by other layers on top.
Similarly, the 'long stirrup' type of socket should not be used for anchor handling where it is
to be wound around a winch drum. 'Short stirrup' type sockets should be used instead.
Sockets should be inspected often with particular attention to the join between the lug and
the body of the socket. Hard eyes should be checked, paying particular attention to the wire
at both ends of the swage and the condition of the thimble. Wires with badly crushed or
distorted thimbles should not be used.
Sockets and eyes must be of an appropriate size to enable easy connection when used with the
correct size shackle. The use of two shackles between pendants or work wires is discouraged
due to the hazards created when winding excess gear onto work drums.
Current test certificates (preferably proof load or ultrasonic/magnetic particle test as a minimum)
must be available for sockets (with individual serial numbers rather than the previously used
batch numbers) prior to use. Sockets should be properly fixed to the wire by an experienced
person using correct procedures and materials that are approved for the purpose.

Shackles
Only shackles of sufficient SWL must be used when handling anchors, taking into account that
the anchor may be deeply embedded in the seabed thus increasing the load to which the
equipment is subjected.
Link type shackles ('Baldt' or 'Kenter' style) or hinge links are preferred for use between pennants
or where multiple shackles must be wound onto the winch drum. The risk of fouling the pennant
as it is unwound under load is much reduced when these links are used.
If 'Bow' type shackles are used for winding onto winch drums they should be placed such that the
pin is toward the winch as this also reduces the incidence of fouling of the wire when it is
unwound under load.

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Roller Fairleads
The use of roller fairleads mounted on the deck or crash barriers of vessels should be carefully
monitored. Inspection and maintenance must be performed regularly as any uplift by external
forces, such as a tugger wire, may dislodge roller fairleads from their seating. Careful reassembly
of these leads after maintenance is important.
Personnel should never stand inside the bight of wire around a roller fairlead.

Hydraulic or Mechanical Stoppers

These usually come in the form of 'Shark Jaws' (or Triplex gear), 'Ulstein Tong', and 'Karm
Fork' designs or other similar proprietary mechanical/hydraulic securing devices. These
devices should be used strictly in accordance with the manufacturer's instructions.
'Ulstein Tongs', 'Karm Forks' and other types that use removable jaws for different
applications are dangerous if the wrong jaws are used. For this reason it is important that the
correct jaws be used for chain and wire applications.
Ensure the device is 'Locked' either mechanically (by pins or bars) or hydraulically before
crew members commence work on the connection. Visual inspection must be done on each
occasion with the hydraulic locking type to ensure that the arms have reached the over-
centre point where locking is effective.
Hard eye or soft eye wires with a 'Tellurit' or sleeve (ferrule) type termination should not be
used in a mechanical stopper where the sleeve bears the weight against the stopper jaws or
inserts. Wire pendants may be supported in mechanical stoppers by attaching five links of
anchor chain to the pendant or forming three links of anchor chain with the thimble and using
a chain link in the mechanical stopper.
Soft eye pendants wear more quickly than hard eye pendants and therefore require frequent
inspection. If doubts exist as to the suitability of the pendant it should be returned to the rig
and replaced.
Any equipment returned to the installation as suspect or unserviceable must not be used or
sent back to a vessel for use until it has been repaired, retested and recertified by a
competent person.

Buoy Catchers
The person in command should consider the following factors before deciding to use the
'Lightweight' type of buoy catchers:
Weather conditions
Depth of water
Weight of the buoy and pennant system
Size and movement of the vessel
Likelihood of the anchor being fouled
Other conditions that may lead to an excessive load being applied to the catcher.
If any of the above factors are unfavourable, an alternative should be used to reduce the
potential failure of the buoy catcher. A heavier chain may be pulled around the pennant under
the buoy or around the crucifix with a tugger wire or mooring line and shackled back to the
work wire, thus providing a much more substantial buoy catcher which is less likely to fail
under heavy load.
Ensure that the heavy chain buoy catcher is properly stoppered while connection is being
made due to the likelihood of snatch loads being suddenly applied to the gear.
All anchor handling vessels must carry equipment that may be used as a heavy duty
alternative to the 'Lightweight' buoy catchers.

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Regardless of the type of catcher used, it is essential for safety that all crew are 'off the deck'
or behind the crash rail while heaving the buoy as excessive weight may suddenly come on
the catcher, parting it. This may happen due to a fouled anchor making the pennant shorter
than expected, the vessel drifting away from the line of the anchor in the swell or some other
unforeseen circumstance.

Chasers
It is preferable for chain chasing operations that the chaser wire be one continuous length.
This reduces the hazards associated with numerous shackles and sockets on the winch
drum while recovering anchors.
The chaser wire should be the same size as the work wire normally used on the vessel and
long enough for there to be at least one full wrap on the drum when it is paid out to its full
working length for the water depth.

Pipelines, Sub-Sea Obstructions/Structures

All personnel involved must have full details regarding the location of pipelines and sub-sea
obstructions/structures relating to the whole operation.
Where it is known that anchor handling and/or towing operations will be conducted near
pipelines or sub-sea obstructions/structures, then full written procedures should be agreed
by all parties.

Winch Drum Visibility

On all anchor handling vessels the winch driver must have a clear view of the winch drum
that is being operated. The person in command should also have a clear view of the drum.
Both the person in command and winch driver should have a clear view of the working deck.
On vessels where there are video cameras installed to provide a view of the winch drum,
these and the associated lighting must be positioned to give the best view possible. The
video system should be maintained so that the winch driver always has a clear view of the
drum.
In an emergency or system breakdown it may be necessary to operate the winches using a
crew member as an observer at the drum using a radio or hand signals to communicate
direct to the winch driver. If this is necessary the observer should be positioned to eliminate
or minimise any risks from the winch or the equipment being wound on/off. Hand signals
should be agreed prior to the operation and all personnel fully briefed on the requirements.

Chain Chasing
This operation should be performed using the recommended amount of wire for the depth of
water and using the methods recommended by the manufacturer.
To avoid picking up bights of chain/wire with consequent overloading of the gear, tension
should be maintained by the installation on the anchor chain/wire until the vessel has run the
full distance and is ready to commence heaving.
To avoid overloading of the equipment, the vessel should be kept directly over the line of the
anchor cable while chasing and care should be taken not to use excessive amounts of
power on the vessel's propulsion.
The crew should be off the deck and in a protected location during chasing operations.

Grappling
Care should be taken deploying grapples and 'J' hooks over the stern. If the weight suddenly
comes on the pendant wire it may whip across the deck. This hazard can be addressed by
using the vessel’s tow pins.
Excessive power or speed may cause sudden overloading on equipment when the grapple
or 'J' hook encounters the cable.

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Recovering Anchors
Care should be taken when lifting anchors, especially those that are deeply embedded in the
seabed, to avoid as much as possible sudden heavy loads on the pendant string from the
rise and fall of the vessel in the seaway.
If it is necessary to deck an anchor, it should be secured on deck so that it cannot move due
to the movement of the vessel.

Multiple Pendants
Care should be taken when stowing multiple pendants on the winch drum to avoid fouled
pendants when the wire is unwound. If 'bow' type shackles are used they should be placed
so that the pin is toward the winch as this reduces the possibility of fouling behind the pin
when the wire is unwound under load.

Length of Pendant from Rig

The length of pendant that is passed to the vessel from the installation should be sufficient to
allow the vessel room to manoeuvre to keep the pendant slack while it is being connected to
the work-wire/pendant by the deck crew.

Anchor Deployment
The anchor handling vessel should be held in line with the anchor cable while the anchor is
deployed and until the buoy is in the water so that the pendant is laid out in a straight line
away from the anchor, reducing as much as possible the hazards associated with fouled
anchors.
The installation should tension the cable as soon as possible after the anchor is on the
bottom to 'set' the anchor below the seabed and thus avoid fouled anchors.

Buoy Deployment
Buoys should be deployed from as close to the stern of the vessel as possible to avoid an
uncontrolled and damaging progression along the length of the deck.

Passing Pendant to Rig

Ensure that the pendant is not released from the securing device on deck until the crane has
taken the weight as this can lead to unacceptable shock loads on the crane.

Clearing Fouled Anchors

Crew members should be aware that coils of pendant wire fouling an anchor may move
sharply as they are cleared. Clearing should be accomplished as much as possible using
tuggers and other mechanical means.
Pendant wires that have been cleared from a fouled anchor should be closely inspected by
an officer of the vessel for damage before a decision is made as to whether they are suitable
for use. If there is damage to the wire sufficient to render it suspect, the wire should be
marked 'Out of Service' and returned to the installation.

21.6 Towing

Towing can be hazardous. Offshore personnel should be aware of the operational limitations
of the various vessels, including their power and freeboard.
Vessel owners must ensure that vessels involved in towing operations, together with their
equipment, are fit for the purpose and adequately manned by competent personnel.
The person in command of the towing vessel must prepare a detailed passage plan taking
into account water depth, other offshore or subsea facilities and emergency locations or
refuges which may be needed.

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A safe method of passing the main towing pendant from the installation to the towing vessel
should be established. A system to prevent tow-line chafing should be used.
As soon as the towing vessel is connected and starts towing operations, winches on the
vessel being towed (if used in the towing gear) must be continuously manned during the
initial stages of the tow and be under control of the person in command of the towing vessel.

Clear Decks
Once the tow is safely connected, the crew should 'clear the deck' and stay clear until the
tow is streamed to towing length and the person in command authorizes fitting of chafing
gear or other necessary maintenance.
Vessels involved in towing should have decks as clear as possible with no cargo or other
equipment encroaching on the area of the deck covered by the tow wire between its
extremes of possible movement.

Towing Equipment
The towing equipment should be inspected by a competent officer of the vessel before
connection to ensure that there are no apparent defects that may affect the safety of the tow.
The main towing equipment must be of sufficient size and construction as recommended by
the rig/barge builder. The power of the towing vessel and size of the towed vessel gear
should be taken into account. As a guide, the towed vessel bridle and forerunner should be
larger and stronger than the towing vessel tow-wire.
The bridle and fore-runner should be long enough to allow the towing vessel room to
manoeuvre while connecting and disconnecting and there should be an effective and safe
means of passing/recovering the gear to/from the towing vessel.
The securing points on the installation should be of a type that allows slipping of the towing
gear in an emergency ('Smit' brackets or similar).

Reserve Tow Equipment

The secondary towing system on an installation should be identified, a readily available
method of retrieval of the main towing gear established, and a safe method of passing the
secondary towing system agreed.
Towing vessels engaged in long tows or where there is only a single towing vessel should
carry a complete set of spare gear to enable reconnection in the event of failure.
Where possible, spare tow-wires should be stored permanently on powered drums.
Towing vessels should ensure that the installation personnel are aware of the time that may
be required to rig their spare towing wire. When an additional vessel is available as reserve
tug whilst on passage, it should be rigged for towing.
All crew must be fully briefed on the procedure for installing the spare tow gear and
reconnecting as this is normally required to be done in adverse conditions when hazards are
greater than normal and mistakes can be made due to undue haste.

Manned Tow
The personnel on board the towed vessel are responsible for:
using the proper navigation signals on a manned tow and following the instructions
issued by the person in command of the tow, and
maintaining the vessel properly ballasted and trimmed and not making changes
without the prior knowledge and agreement of the person in command of the tug.
A continuous communications link on a dedicated channel should be established and
maintained between the tug and tow for the duration of the tow.

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Unmanned Tow
The person in command or officer of the towing vessel must inspect the towing
arrangements of unmanned tows to become familiar with the layout of both main and reserve
towing gear on the vessel to be towed and to have any apparent defects corrected before
connection.
The person in command or officer of the towing vessel should also check that:
the navigation lights of the vessel to be towed are working and have capacity to last
the entire length of the proposed tow, and
sea fastenings on any cargo that the towed vessel is carrying are adequate for the
intended tow.
Any machinery that may be fitted to the vessel to be towed should be inspected to ensure
that side valves, watertight doors and any other hull openings are closed and that the towed
vessel is in all respects ready for the proposed tow, properly ballasted and trimmed.
The reserve towing gear should be rigged so that it can be recovered by the tug crew without
having to board the tow. This normally means a floating line streamed astern of the tow
connected to the reserve towing gear.

21.7 Barge Work

Safe access and egress between the vessel and barge must be provided if assistance with
mooring is needed. Movement of the floating vessel and barge can cause movement of the
gangway, thus increasing the risk of workers falling or being injured. A small boat may be
used to transport personnel to the barge and provide access via a barge ladder.

Hipping up
Hipping up to the barge for close handling work requires considerable tension to be applied
to the tug mooring lines if it is to be done effectively. The crew must be properly briefed prior
to hipping up so that they are aware of the particular hazards associated with this operation.
Hipping up at sea presents additional hazards due to movement caused by sea and swell
and deck crew should exercise great care when handling mooring lines to avoid injuries.
Consideration must be given to the limitations imposed by the shape of the vessel and the
effect that any movement in the seaway will have on the safety of the operation. In most
circumstances, support vessels are not designed with sufficiently straight sides and bow or
with sufficient structural strength in this area to allow hipping up vessels in a situation where
movement in the seaway between the vessels may occur.

High Wire Hazard

Crews must be made aware of the hazard presented by a high wire when working close to a
barge with a high bow and short bridle and fore-runner. This may cause the towing gear to
rise and fall from the work deck if weight unexpectedly comes on the wire during
connection/disconnection. No attempt should be made to work on the wire while it is off the
deck or when there is any weight on the gear.

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22. OTHER SPECIFIC VESSEL TYPES
This section provides further guidance on additional hazards relevant to specific types of
vessels.

22.1 Bulk carriers and bulk cargoes

Requirements for bulk cargoes are set out in:

Marine Order 33: Cargo and cargo handling - grain
Marine Order 34: Solid bulk cargoes
Marine Order 35: Additional safety measures for bulk carriers
International Maritime Solid Bulk Cargoes Code (IMSBC Code).
Dry bulk may consist of materials that emit dangerous gases, spontaneously combust,
liquefy, develop hot spots, develop biological hazards or become unstable. For example:
ammonium nitrate fertilisers produce toxic gases during decomposition
antimony ore dust is toxic
barium nitrate dust is toxic if swallowed
pencil pitch may cause severe irritation of the skin and eyes in sunlight
dust created by certain cargoes, particularly in loading, discharging or hold cleaning
operations, may pose an explosion hazard.
Some bulk materials are liable to oxidation. This may result in oxygen reduction, emission of
toxic fumes and self-heating. Some materials may emit toxic fumes, particularly when wet.
Other materials, if they become wet, are corrosive to skin, eyes and mucous membranes, as
well as to the ship's structure.
Cargo dust should be prevented from entering the ship's accommodation area by keeping
portholes and doors closed in port.
Spaces used for carrying bulk cargoes should be treated as confined or dangerous spaces.
The procedures for entering such spaces (see section 7) must be strictly followed.
Ships which carry cargoes that may emit toxic gases should be provided with the appropriate
gas detection equipment.
Many bulk cargoes, particularly ores, are loaded into holds from great heights and at very
fast rates which may create sufficient stress to damage the structure of the vessel. This
should be avoided by reducing the loading rate.
A formal loading plan is required under SOLAS.22 The plans for loading and discharging of
ships should be properly followed, so that the vessel is not exposed to unacceptable
stresses, shear forces and bending moments.
Some kinds of cargoes, including concentrates, certain coals and other materials with similar
physical properties, may liquefy and cause a shift in cargo, if the moisture content exceeds
the transportable moisture limit. The moisture content should therefore be checked before
loading and the surface of the cargo in the holds checked during the voyage, as moisture
migration may occur due to vibration and/or ship motion.
Precautions should be taken to prevent:

22
The IMSBC Code and the IMO Code of Practice for Safe Loading and Unloading of Bulk Carriers (the BLU
Code) provide further information.

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 liquids entering through pipelines into cargo holds in which bulk cargoes are stowed
throughout the voyage, and
seawater entering holds through hatch covers moving or flexing when the ship is
working in a seaway.
Water should not be used to cool cargoes that may liquefy.
The appropriate national and international requirements with respect to ventilation should be
followed. Certain cargoes, such as some coals, copra, swarf, charcoal and concentrates are
liable to self-heating and may catch fire if the temperature is high enough. Cooling such
material should be carried out with extreme care since water used to cool the cargo may
actually increase heating and lead to spontaneous ignition and/or explosion. The
temperature of holds containing such cargo should be checked daily or in accordance with
the operator’s or shipper’s instructions.
The dust from some bulk cargoes including grain and sugar dusts can be explosive.
Particularly when cleaning holds after discharge, seafarers should be made aware of this
hazard. Smoking should be prohibited and cleaning carried out to minimise dust formation,
for example, by hosing down. Static electricity is a major source of hazard and care must be
taken to ensure that equipment used is suitable for controlling static hazards.
Seafarers and other personnel should not enter wing tanks when grain is being loaded.
Ensure equipment used for loading and unloading dry bulk, including conveyors, are fit for
purpose, maintained and inspected as required.

22.2 RO-ROS and vehicle and passenger ferries

Operators must provide seafarers with training, especially in the operation and maintenance
of ramps and vehicle access doors.
The cargo securing manual should be kept readily accessible. The movement, stowage and
securing of vehicles on vehicle decks and ramps should be supervised by a responsible
ship’s officer.
Special attention should be paid to the possible ingress of water, for example, through
defective door closures, scuppers, broken bilge pipes and faulty bilge non-return valves,
which may affect the stability of the ship. Any water that does enter should be reported to the
bridge immediately. The officer of the watch should arrange for the water to be pumped out
as soon as possible and the cause of the inflow investigated and remedied.
The person in command should ensure that an effective system of supervision and reporting
of the closing and opening of doors and ramps is in operation. Doors should never be
opened when the ship is under way. Openings in the deck must be suitably framed.
The appropriate gas detection instruments must be carried on board to ensure ro-ro spaces
are safe (refer to section 7).
The advice given in operating manuals should be followed when opening, working, closing,
locking and maintaining cargo access equipment.
There should be no unauthorised persons on vehicle decks at any time, and there should be
no entry to vehicle decks when the vessel is at sea, unless specifically permitted.
Where closed-circuit television (CCTV) cameras are fitted, they should, where practicable,
have an uninterrupted view of the vehicle deck. The use of CCTV for continuous watch does
not necessarily preclude the need for car-deck patrols, e.g. coupled with fire patrols of
passenger accommodation.
Vehicles should be provided with the requisite number of securing points to enable the cargo
to be properly secured to withstand forces, particularly transverse forces, which may arise
during the voyage.

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Ships should be provided with fixed cargo securing arrangements and with portable securing
gear, the correct application of which should be described in the ship’s cargo handling
manual.
Shippers' advice or guidelines on handling, loading, stowing and lashing individual cargo
units should be followed.
Before being accepted for shipment, every freight vehicle should be inspected externally by
a responsible person to check that it is in satisfactory condition for shipment. Cargo units or
vehicles should not be accepted for shipment if there is reason to suspect that:
cargo has been packaged or stowed in an unsatisfactory way;
a vehicle is in a bad state of repair or overloaded;
the unit itself cannot be safely stowed or secured to the ship and may therefore pose
a danger to ship, cargo and crew;
the unit might contain dangerous goods;
the unit is not properly marked.
The type and number of lashings per vehicle depends on the stowage space within the ship
and the dimensions and the weight of the vehicle.
The movement, stowage and securing of vehicles should be well planned and carried out by
at least two competent persons under the supervision of a responsible officer. Adequate
means of communication (e.g. hand-held radios) should be used when possible.
Ships' ramps, car platforms, retractable car decks and similar equipment should be operated
only under the supervision of the responsible officer. Safe systems of work should be
provided to ensure that the health and safety of persons are not put at risk when the
equipment is operated.
Passengers and drivers should not be permitted to remain on vehicle decks without the
express authority of the responsible officer. Prominent notices should be displayed in vehicle
spaces and passenger accommodation to bring this restriction to the attention of passengers
and drivers. The period prior to disembarkation, when passengers and drivers are requested
to return to their vehicles, should be kept to a minimum.
Ramps used by vehicles should not be used for pedestrian access unless there is suitable
separation of vehicles and pedestrians.
Where permanent walkways are provided on vehicle decks, they should be safe to use,
clearly marked and signposted.
Suitable notices or appropriate instructions should warn persons on vehicle decks of the
dangers from moving vehicles and of the need to exercise extreme caution to minimise the
risk to health and safety.
Seafarers working on vehicle decks should wear high visibility clothing.
Seafarers should exercise great care when supervising the driving, marshalling, stowing and
securing of vehicles to ensure that no person is put at risk.
No attempt should be made to secure a vehicle until it is parked, the brakes have been
applied and the engine switched off.
Hand lamps and torches should be available wherever seafarers are working in poorly lit
areas or have to go under vehicles to secure lashings.
Seafarers engaged in the securing of vehicles should take care to avoid injury from
projections on the underside of vehicles.
Lashings and their points of attachment should be regularly checked during the voyage and
re-tightened when necessary. Persons inspecting vehicle spaces during a voyage should
exercise caution to avoid being injured by moving or swaying vehicles. If necessary, the
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officer of the watch should always be informed whenever an inspection of the vehicle deck is
being carried out.
Diesel engine exhaust emissions contain many known carcinogenic substances. To reduce
exposure to diesel particulates and fumes, for example carbon monoxide, drivers should be
instructed to stop their engines as soon as practicable after embarking and to avoid starting
up prior to departure until instructed to do so. Warning notices to this effect should be posted
at the entrances to and within vehicle spaces. The appropriate national and international
requirements with respect to ventilation should be observed. Where there is doubt about the
quality of the air, arrangements should be made for testing. The car deck should be
ventilated in accordance with the ship's ventilation plan. Further guidance is available in Safe
Work Australia’s Guidance for managing the risks of diesel exhaust.
Noise levels on vehicle decks should be monitored and hearing protection with the
appropriate attenuation made available.
Smoking is not to be permitted on the vehicle deck. “No smoking” signs should be
permanently affixed within the space and at all entrances.
If the presence of flammable vapour is suspected or detected, all electrical circuits and items
of equipment that are not intrinsically safe, or certified flame-proof, should be isolated from a
position outside the space. Employees and passengers should not be allowed into the space
until the vapour has been effectively dispersed.
All vehicle decks, ships' ramps and lifting appliances should be kept free of water, grease,
oil, or any liquid which might cause a person to slip or fall.
Drums, canisters, fuel, gas and acetylene cylinders should not be stowed on the vehicle
deck.
Retractable car decks and lifting appliances should be securely locked in the stowed
position. Doors and ramps, when open, should be locked in position.
No vehicle movements should occur until the ferry has been made fast to the dock.
Vehicle decks should have adequate ventilation at all times, with special regard to
hazardous substances.
Particular attention should be paid to vehicles, unit load and trucks carrying dangerous
goods. The goods carried and full safety information should be specified on the relevant
transit document of the vehicle. Ensure the proper separation from other vehicles, or from
other substances carried in other vehicles, is maintained.

22.3 Bunker barges and oil tankers

Bunker barges and other ships carrying fuel or petroleum products in bulk are at risk from
fire or explosion due to vapour igniting from the cargo.
Uncontrolled spills are a major risk associated with bunkering operations. Before
commencing bunkering operations, ensure that:
The scuppers/wash ports are firmly plugged/sealed
Bunker connections not in use are well blanked
The bunker connection has been provided with a good seal
There is a well-tightened bolt in every bolthole at the bunker pipe connection flange
Drip trays are in position on decks around connections and bunker tank vents.
The bunker hoses are in good condition, well supported and are of sufficient length
to allow for movement of the vessel.
There is effective communication established and maintained between responsible
officers, so as to enable immediate shutdown if required
The filling sequence, pumping rate and emergency shut down procedure is agreed

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 Any cargo handling in progress will not hinder bunker transfer operations.
Once bunkering has commenced:
No smoking, naked flame or hot work is permitted within 25 metres of any bunker
flange and or vent pipes associated with the bunker transfer operation.
All cargo and bunker tank hatch lids are closed.
A constant visual watch is maintained on board the barge and on the ship receiving
bunkers.
Bunker tank contents are monitored at regular intervals.
Sufficient absorbent material is available on site to deal with any accidental spillage.
The International Safety Guide for Oil Tankers and Terminals (ISGOTT) provides
comprehensive information on the safe operation of tankers.
The person in command should ensure an adequate number of competent people familiar
with the bunkering system or safe tanker operations are allocated to the ship’s crew.
Crew members need to be aware of:
the hazards associated with the cargoes onboard and the inherent dangers of cargo
pumprooms;
the carcinogenic health hazards resulting from exposure to minor concentrations of
benzene vapour in the air. This hazard can result from breathing vapours of
benzene containing cargoes such as gasoline, JP–4 and some crude oils;
the safety precautions and emergency action to be taken in the event of spillage.

22.4 Passenger vessels

The IMO Convention for the Safety of Life at Sea (SOLAS) requires a sufficient number of
trained persons to be on board for mustering and assisting untrained persons. The
requirements for practice musters and drills are outlined in SOLAS Regulation III/26.
Personnel nominated on muster lists to assist passengers in emergency situations should
receive additional training to enable them to perform their duties properly. The number of
trained persons should always be sufficient to assist the total number of passengers who
may be on board at any one time. The number of trained persons should be included on the
ship's safe manning document.
The training should include:
awareness of life-saving appliance plans and fire-control plans, and knowledge of
muster lists and emergency instructions including:
o general alarms and procedures for mustering of passengers;
o areas of responsibility with emphasis on "own section";
general layout of the ship with special emphasis on location of muster and
embarkation stations, accesses and escape routes;
location and use of emergency equipment relevant to the duties in paragraph 25.8.2
with emphasis on "own section" and escape routes therefrom;
location of adult and infant life-jackets;
location of other evacuation supplies, e.g. blankets, to be taken to survival craft;
elementary first aid and transportation of casualties;
communication including the use of internal communication systems, raising the
alarm, alerting the passengers as well as reporting and notification.
evacuation such as:

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 o the use of passenger lists or counts;
o the alarm signals;
o mustering; importance of keeping order and panic avoidance procedures;
o emergency exits;
o evacuation equipment;
o control of passengers in corridors, staircases and passageways;
o maintenance of escape routes clear of obstructions;
o assistance enroute to muster and embarkation station;
o methods available for evacuation of disabled persons and persons needing
special assistance;
o restrictions on the use of elevators;
o search of accommodation spaces;
o ensuring that the passengers are suitably clothed and have donned their life-
jackets correctly;
fire situations:
o fire detection and initial containment;
o raising the alarm;
o danger of smoke inhalation;
o breathing protection;
abandon ship situations:
o correct use of individual survival equipment, e.g. life-jackets, immersion suits,
lifebuoys, light and smoke signals etc.;
o need for assistance to special cases;
familiarisation by means of repeated organised guided tours on board;
repeated participation in fire drills and lifeboat drills including transportation of
simulated casualties;
repeated exercise in use of equipment such as donning of life-jackets and
appropriate protective clothing;
repeated exercise in use of internal communication systems;
repeated exercises in evacuation.
Where training is given in a shore-based training course, it should be supplemented by
shipboard training. The training should be to the satisfaction of the flag State and some
means should be established of ensuring that seafarers and relevant personnel maintain
continued proficiency through periodic refresher training, drills or related work experience.
Communication skills of the nominated seafarers should be sufficient to assist passengers
during an emergency, taking into account the following criteria:
the language or languages appropriate to the principal nationalities of passengers
carried on a particular route;
the likelihood that an ability to use elementary English vocabulary for basic
instructions can provide a means of communicating with a passenger in need of
assistance whether or not the passenger and crew member share a common
language;
the possible need to communicate during an emergency by some other means (e.g.
by demonstration, or hand signals, or calling attention the location of instructions,

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 muster stations, life-saving devices or evacuation routes) when verbal
communication is impractical);
the extent to which complete safety instructions have been provided to passengers
in their native language or languages; and
the languages in which emergency announcements may be broadcast during an
emergency or drill to convey critical guidance to passengers and to help crew
members in assisting passengers.
Before the vessel leaves port, instructions should be issued to passengers on emergency
and evacuation procedures.
Where possible a short safety video should be screened shortly after embarkation of
passengers.
Unambiguous emergency signs to assist passengers should be placed at the appropriate
level and should be in a language understood by a majority of passengers, indicating paths
to muster stations and the location of life-jacket containers. The IMO international symbols
should be used for this purpose.
Lifeboat drills should be carried out in compliance with SOLAS and other life-saving
appliances and equipment should be examined regularly and kept in good order. The
manufacturers' instructions with respect to maintenance and replacement should always be
followed.
Communications systems should be tested regularly and kept in good working order.
Man–overboard drills and procedures should be conducted regularly.

22.5 Liquefied natural and petroleum gas carriers

Additional information and guidance on the operational procedures and precautions that
should be taken on these vessels is available from:
Marine Order 17 (Chemical tankers and gas carriers)
Tanker Safety Guide (Liquefied Gas) published by the International Chamber of
Shipping
IMO Codes for the International Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk (IGC)
International Code of Safety for Ships Using Gases or Other Low-flashpoint Fuels
(IGF Code), and
Liquefied Gas Handling Principles on Ships and in Terminals
Cargo pipes, valves and connections, and any point of leakage of the gas cargo, may be
intensely cold. Contact with these may cause severe cold burns.
Pressure should be carefully reduced and the liquid cargo drained from any point of the
cargo transfer system, including discharge lines, before any opening up or disconnecting is
begun.
Some cargoes such as ammonia have a very pungent, suffocating odour and very small
quantities may cause eye irritation and disorientation together with chemical burns.
Seafarers should take this into account when moving about the vessel, and especially when
climbing ladders and gangways. The means of access to the vessel should be such that the
cargo can be closely supervised and sited as far away from the manifold area as possible.
Seafarers should be aware of the location of eyewash equipment and safety showers.
Ships intended for the carriage of liquefied gas should carry only those liquids for which its
construction and equipment are suitable, and which are specified on the certificate of fitness.

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Shipowners should provide seafarers employed on liquefied gas carriers with appropriate
training and instructions in the relevant operational and safety requirements associated with
their duties and emergency situations.
Comprehensive operating instructions should be provided concerning the particular ship and
cargo.
For each operation, the person in command should designate a competent officer who is
familiar with the safe operation of liquefied gas carriers. The person in command should
ensure that the designated officer has available an adequate number of experienced
seafarers.
Particular attention is drawn to the need to:
ensure that a full description of the cargo's physical and chemical properties is
supplied with each cargo loaded;
ensure that seafarers are made aware of the safety precautions and emergency
action to be taken in the event of spillage:
plan effective first aid treatment due to possible physical contact with liquefied gases
or cold cryogenic pipelines, some of which can be at a temperature of minus 160
degrees Celsius;
carry out emergency drills at regular intervals using personal protective equipment
and safety and rescue devices.

22.6 Container ships

Operators must provide seafarers with specific training in the safe operation and
maintenance of on-board container cranes.
Operators should provide each ship with instruction manuals for the operation and
maintenance of cargo handling equipment. A stowing and securing manual must also be
provided.
Each container should be fitted with a safety approval plate specifying the country of
approval, date of manufacture, identification number, maximum operating gross weights,
allowable stacking weight, transverse racking and test load value.
The stack height of containers should take account of their design strength and also not
impair visibility from the bridge. The number of tiers on deck or in the hold should not exceed
the design limitation of both the vessel and the container.
When carrying containers on a hatch cover the strength of the hatch cover should not be
exceeded. Covers should be restrained against sliding and tipping by approved type
stoppers and locking devices.
Containers stowed on deck should be secured to the ship, for example, by stacking cones
and twist locks. Twist locks can be used effectively when containers are stowed one or two
high, especially if the container in the second tier is either light loaded or empty. Care should
be taken that twist locks are placed in the correct way and locked. When the number of tiers
on deck exceeds two, stacking cones and wire or steel rod lashings should be used.
All containers should be effectively secured, preferably at the bottom corners, in a way that
will prevent them sliding.
No restraint system should be imposed on containers, or any of their fittings, which create
forces in excess of those for which they have been designed.
In the handling of containers, attention should be paid to the possibility of uneven or poorly
distributed loading or incorrectly declared weight.
Heavy items of machinery or plant that are stored on flats may need to be further secured by
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Safe means should be provided for access to containers stacked on deck to check lashings.
Where practicable, seafarers should be protected from falling by the use of a properly
secured safety harness or by other suitable arrangements.
Where the ship's electrical supply is used for refrigerated containers, the supply cables
should be provided with proper connection for the power circuits and for earthing the
container. Before the supply is used, cables and connections should be inspected and any
defects repaired and tested by a competent person. Supply cables should be handled only if
the power is switched off.
Seafarers should be aware that a container may drop as a result of failure of cargo handling
equipment and that the structure of a container itself may fail due to overloading or damage
during cargo operations. This may result in the contents of the container spilling out and
falling on deck.
Seafarers should be aware that loose lashing gear, particularly twistlocks and lashing gear
inadvertently dropped during cargo operations, pose a considerable danger.
All deck areas and the tops of containers should be checked for loose lashing gear after
cargo operations have been completed.
If a container is leaking, the contents should first be identified from its placarding and from
the documentation carried on board the ship.
Freight containers should be hoisted vertically and with the aid of the correct spreader.
Containers should never be lifted with the aid of wire slings alone, as deformation of the
container may occur which renders it unsuitable for replacing in cell guides and/or handling
by specialised equipment.

22.7 Bulk chemical tankers

Aspects of section 22.3 may also apply to this section.

Additional information and guidance can be obtained from, Marine Order 17 (Chemical
tankers and gas carriers).
A bulk chemical tanker may be dedicated to the carriage of one or a small number of
products or it may be constructed with a large number of cargo tanks in which numerous
products are carried simultaneously side by side.
The products carried range from the so-called non-hazardous to those that are extremely
flammable, toxic or corrosive, or have a combination of these properties, or that possess
other hazardous characteristics.
IMO has produced codes (International Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk (IBC Code) and Interpretations of the IMO Code for
the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH
Code)) for the construction and equipment of ships carrying dangerous chemicals in bulk.
The codes are statutory under merchant shipping regulations. Ships carrying cargoes in bulk
that are listed in the IBC Code must display for the information of all on board any data
necessary for the safe carriage of the cargo, including action to be taken in the event of spills
and leaks, countermeasures against accidental personal contact, and firefighting procedures
and firefighting media.
All seafarers should be trained in the use of relevant PPE and in emergency procedures.
Guidance on general operational procedures and precautions that should be followed on
chemical tankers is given in the Tanker Safety Guide (Chemicals) published by the
International Chamber of Shipping. This publication, together with the codes referred to in
earlier chapters and any special safety requirements issued by the operator should be
available on board.

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Ships intended for the carriage of chemicals should carry only those chemicals for which
their construction and equipment are suitable, and which are specified on the certificate of
fitness.
It is important to have comprehensive information on the safe operation of chemical tankers.
Only approved documentation should be used. SDS must be provided and be freely
available for all chemical cargoes carried.
Shipowners should provide seafarers employed on chemical tankers with specialised
training and instructions in the safe carriage of all chemicals which the ship may be required
to carry and the relevant operational and safety requirements associated with their duties
and emergency situations.
For each operation the person in command should designate a competent officer who is
familiar with the safe operation of chemical tankers. The person in command should ensure
that the designated officer has available an adequate number of experienced seafarers.
Particular attention is drawn to the need to:
ensure that any cargo offered is listed in the shipping documents by the correct
technical name;
ensure that where a cargo is a mixture, an analysis is provided indicating the
dangerous components which contribute significantly to the hazard of the product.
This information should be available on board, and freely accessible to all
concerned;
ensure that a full description of a cargo’s physical and chemical properties is
supplied with each cargo loaded;
ensure that seafarers are made aware of the safety precautions and emergency
action to be taken in the event of spillage or crew exposure to possible
contamination by chemicals;
ensure that cargoes requiring stabilisers or inhibitors, and which are not
accompanied by the required certificates, are not accepted for shipment;
carry out emergency drills using protective equipment and safety and rescue
devices at regular intervals;
plan effective first aid treatment in the event of accidental personal contact.

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APPENDIX A: DEFINITIONS AND ABBREVIATIONS
AMSA means Australian Maritime Safety Authority.
Authorised person means an authorising officer is appropriately trained and appointed in
writing by the superintendent / senior officer or engineer to carry out work as permitted.
Competent person means a person having the relevant training, qualification, experience,
knowledge and skills, to perform particular tasks.
Dangerous occurrence is an incident that could have caused the death, serious injury or
incapacity of a person, but which did not have that outcome.
Earthed means connected to the general mass of earth in such a manner that will ensure an
immediate discharge of electrical energy without danger.
Electro Technical Officer (ETO) means a specialist electrical, electronic and control system
engineer certified in accordance with STCW Regulation.
Health and safety representative means a seafarer selected in accordance with section 41
of the OHS(MI) Act.
ILO means the International Labour Organization.
IMDG Code means International Maritime Dangerous Goods Code as defined in Marine
Order 41.
IMO means the International Maritime Organization.
IMSBC Code means the International Maritime Solid Bulk Cargoes Code.
Incident has the same meaning as in section 10 of the Occupational Health and Safety
(Maritime Industry) Regulations 1995.
ISM Code means the International Safety Management Code as defined in Marine Order 58.
MLC, 2006 means Maritime Labour Convention, 2006
MARPOL means International Convention for the Prevention of Pollution from Ships 1973,
as modified and added to by the 1978 Protocol and as affected by any amendments (other
than amendments not accepted by Australia) made under Article 16 of the Convention.
OHS(MI) Act means the Occupational Health and Safety (Maritime Industry) Act 1993.
Operator means the person who has management or control of the ship or unit.
Person in command under the OHS(MI) Act means:
a) In relation to a prescribed ship – the person in command, or in the absence of the
person in command, the person on board responsible, as agent for the operator, for
the operation of the ship
b) In relation to a prescribed unit – the person on board responsible, as agent for the
operator, for the operation of the unit.
Personal protective equipment (PPE) anything used or worn by a person to minimise risk
to the person’s health or safety and includes a wide range of clothing and safety equipment.
Safety policy means a written document developed by an operator indicating in broad terms
its commitment, aims and objectives in relation to the occupational health and safety of
employees in accordance with section 12 of the OHS(MI) Act.
Safety program means a detailed plan designed to implement the commitment and
intentions expressed in the safety policy.
Seafarer means any person employed or engaged in any capacity (including that of person
in command) on board a ship on the business of the ship or unit. The term “seafarer”
includes “employee” as given by section 4 of the OHS(MI) Act.

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Ship means a ship engaged in trade or commerce. For the purposes of this code, the term
“ship” embraces the terms “prescribed ship” and “prescribed unit” in the OHS(MI) Act.
SOLAS means the International Convention on Safety of Life at Sea 1974, as amended by
the Protocol of 1978, and the subsequent amendments.
STCW means the International Convention on Standards of Training, Certification and
Watchkeeping 1978, as amended.

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