INCORPORATING

THE AUSTRALIAN OFFSHORE SUPPORT VESSEL CODE OF SAFE WORKING PRACTICE

THE CODE OF SAFE WORKING PRACTICE FOR AUSTRALIAN SEAFARERS

View image in the official sourceIssued by the Seacare Authority on approval by the Minister for Employment, Workplace Relations and Small Business pursuant to Section 109 of the Occupational Health and Safety (Maritime Industry) Act 1993

April 2000

DISCLAIMER

The use of this Code does not affect the responsibility of the ship operator to operate safely and to observe statutory requirements, or of any person to exercise the normal duty of care.

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3. MANAGEMENT PLANS

3.1 SUPPORT VESSELS

3.1.1 SAFETY MANAGEMENT PLAN

Each Owner must have a Safety Management Plan which details the safety policy and objectives of the Owner. It must set out the means by which the owner intends to achieve the goals stated in the policy and objectives.

3.1.2 OPERATIONS MANUAL

The Safety Management Plan may provide for a separate company Operations Manual or similar document that sets out in detail the various procedures that the company expects to be followed as part of the safe operation of its vessels.

5. COMPLIANCE WITH STATUTORY PROVISIONS

5.1 RELEVANT STATUTORY PROVISIONS

Ships operating within Australian Waters must comply with:

Navigation Act 1912 and Marine Orders

Occupational Health and Safety (Maritime Industry Act 1993 Occupational Health and Safety (Maritime Industry) Regulations Seafarers Rehabilitation and Compensation Act 1992

State Acts and Regulations relating to State waters

International Convention on Standard of Training. Certification and Watchkeeping (STCW)

International Convention for the Safety of Life at Sea (SOLAS)

International Convention for the Prevention of Pollution from Ships

(MARPOL 73/78)

Marine Notices

Rigs/Offshore platforms operating within Australian waters must comply with:

Petroleum (Submerged Lands) Act 1967

Note Not all of the above are applicable at all times, mariners must take care to ensure they comply at all times with the applicable statutory provisions. Rigs when on transit from one site to another are considered to be ships.

5.2 STATE AND COMMONWEALTH HEALTH AND SAFETY LEGISLATION

5.2.1 GENERAL

Offshore supply vessels are subject at all times to occupational health and safety (OHS) legislation as follows:

Vessels to which the Petroleum (Submerged Lands) Act apply are subject to the OHS provisions of that Act

Vessels to which Part II of the Navigation Act applies or which are declared under section 8A of that Act must comply with the OHS (Maritime Industry) Act when the Petroleum (Submerged Lands) Act does not apply to them

Other vessels are subject to the OHS legislation of the relevant State.

5.2.2 THE PETROLEUM (SUBMERGED LANDS) ACT OHS PROVISIONS ALSO APPLY TO:

Offshore installations and any activities on them;

Certain activities carried out in connection with offshore installations, whether carried out from the installation or from a vessel, including:

inspection alteration

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8. FATIGUE & REST

8.1 Fatigue is a hazard to personnel within the offshore industry and a threat to offshore safety. In view of this and to minimize the possibility of fatigue the following should be taken into account:

the necessity for onboard relief for Master and crew in case of prolonged operations;

the effects of bad weather during offshore operations;

the level of onboard automation (bridge; E/R; deck machinery); the need for proper onboard victualling arrangements;

voyage patterns and repairs/husbandry support; crew training and competence;

the nature and extent of the work to be undertaken including special needs of the installation.

EQUIPMENT

SUPPORT VESSEL EQUIPMENT

HULL, MACHINERY & NAVIGATION EQUIPMENT

The hull and machinery should be maintained in good, serviceable condition with all statutory and classification surveys up to date.

Defects should be repaired as soon as possible to maintain the vessel in a safe and seaworthy state.

All navigation equipment shall be maintained in proper working order and checked for errors in accordance with good practice. Any equipment that is not functioning correctly or that has appreciable errors that may affect the safety of navigation shall be taken out of service and tagged 'Out of Service'.

All charts and publications in use shall be the latest editions properly corrected to the latest available 'Notices to Mariners'.

CARGO HANDLING EQUIPMENT

GENERAL

All cargo handling equipment must be maintained such that the condition of the equipment does not present a hazard to people operating it or those working in the area.

Remote stop controls should be provided in the wheelhouse for all bulk cargo discharges, i.e. fuel, water, dry bulk and liquid bulk, to enable the immediate shutdown of operations in the event of a problem.

Care must be taken to ensure that the pressure at which bulk cargo is delivered does not exceed the safe pressure of the receiving system. A serious hazard may be created if a modern support vessel pumps cement at 80 p.s.i. to an older drilling rig which has a system built for a pressure of 40 p.s.i.

LIFTING GEAR

Lifting gear must be maintained according to the relevant Marine Orders and good practice. Lifting gear must be tested, examined and inspected, and these acts documented according to the requirements of Marine Order Part 32.

A register of all cargo handling equipment must be kept. The record of tests, examinations and inspections should be included in, or attached to, the register.

FUEL HANDLING EQUIPMENT

Particular attention should be paid to the condition of hoses and connections to identify any chafed or worn areas. Connections should be inspected at each use and 'Dry Break' type couplings used where possible. In cases where ball valves are used in the end of fuel hoses arrangements should be made to avoid the possibility of the valve handle being damaged when the hose is landed on the support vessel deck.

GENERAL

The proper maintenance of anchor handling equipment is of prime importance in the reduction and control of the hazards associated with this activity. Close inspection of the equipment is necessary and the speedy rectification of any faults will result in a safer and more efficient operation.

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. If the work-wire needs to be fed over the stern then it must be long enough to have at least one full wrap on the drum at its greatest extension.

Due to the high incidence of wire damage, work wires must be inspected regularly to ensure that any damage is immediately noticed and rectified prior to working 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.

Only 'Here-Alloy' type chain should be used in tugger wire chain tails. Chains must be of SWL at least that of the pulling power of the tugger winch.

'Latchlock' style hooks are preferred for use on tugger wires.

As these wires are also subject to heavy wear and consequent damage they should be inspected often and repaired/replaced immediately the condition renders them suspect.

SOCKETS AND EYES

Because the majority of breaks occur at or near the wire terminal, the condition of all sockets and eyes should be very 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 in this application.

Sockets should be inspected often with particular attention to the join between the lug and the body of the socket. Hard eyes should be closely monitored with particular attention to the wire at both ends of the swage and the condition of the thimble. Any apparent damage should be repaired immediately. Wires with badly crushed or

STAND-BY VESSELS

GENERAL

The duties of stand-by vessels must be laid down in the operator’s Safety Management Plan so as to avoid confusion as to what is expected of the stand-by vessel. Copies of the Safety Management Plan should be available on dedicated stand-by vessels as well as on any other support vessel that may be required to take over the duties of the stand-by vessel at particular times.

The time of taking over and being relieved of stand-by duty should be noted in the log and the vessel last appointed as stand-by should remain in that capacity until officially relieved of the duty.

Stand-by vessels on duty must have adequate clear deck space for any foreseeable emergency and to cope with the duties as laid down. Adequate clear deck space would normally mean that not more than one third of the deck space is taken up with cargo or material and that there is access for the full length of the deck. Both port and starboard rescue zones must be kept clear.

Vessels required to perform other duties should be officially relieved of the stand-by duty by another vessel before conducting other operations. A vessel performing cargo operations, surveys, anchor handling or towing should not also be expected to be the stand-by vessel

The operator's Safety Management Plan should detail particular operations that require a vessel on close stand-by and all such operations should be suspended if a vessel is not available to perform the function.

SPECIAL EQUIPMENT

The operator's Safety Management Plan should set out in detail any special equipment that is required to be carried by the stand-by vessel. Such equipment should also be available on board any other support vessel before it is engaged as the stand-by vessel.

Any special equipment supplied to vessels for the stand-by role should have attached full operating instructions to enable vessel crews to operate the equipment safely and efficiently for its intended purpose.

Training should be conducted on board or ashore with the crews to ensure that they are familiar with any special equipment that is supplied for use in the stand-by mode.

FAST RESCUE CRAFT

Stand-by vessels should have a rescue craft and trained crew ready for immediate use at all times while the vessel is the designated stand-by vessel.

The rescue craft must be of a type approved for the purpose and maintained in a fit condition for use.

Crews assigned to rescue craft should be regularly exercised in a variety of conditions to ensure that the response time and efficiency is as good as possible. Records of various training and drills should be maintained on board.

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12. ASBESTOS

Crew members must be instructed to comply with the vessel's Asbestos Management Plan and not disturb encapsulated asbestos.

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13.

13.1

13.1.1

DANGEROUS MACHINERY AND APPARATUS

Every dangerous part of any machinery or apparatus must, so far as is practicable, be effectively guarded.

For the purpose of this Code "effectively guarded" means provided with:

(a) in the case of any moving dangerous part:

(i) an enclosure with movable parts which incorporate such safety devices as will prevent the dangerous part from moving until the movable part is in the 'safe' position and prevent any movable part of the enclosure from moving unless, by cutting off the power or otherwise, risk of injury from the dangerous part is prevented (a system of interlocks); or

(ii) a fixed enclosure adequately secured in such a position as to prevent any person or his clothing from coming into contact with the moving dangerous part.

(b) in the case of any other dangerous part, a fixed enclosure:

HAZARDOUS AND RESTRICTED AREAS

HAZARDOUS 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.

Some examples of areas that may be Hazardous Areas: High noise areas

Machinery and electrical spaces Cranes

Refrigeration spaces

Work deck areas on some vessels performing specific functions such as construction, pipe-laying, diving support, underwater operations or other work of a specialized nature.

RESTRICTED AREAS

Certain hazardous areas should also have restrictions placed on them as to who may enter. These shall be declared Restricted Areas and have signs on the entrances warning people that the area is a Restricted Area. The signs should also detail 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

High noise areas

Sensitive control rooms on specialized vessels Hazardous material storage areas

Machinery spaces

Wheelhouse and control rooms

16. TRAINING

16.1 Vessel owners/managers and operators of installations have the responsibility to ensure that their employees are adequately trained. It is strongly recommended that vessel owners/Masters provide the necessary induction training with respect to cargo handling, anchor handling/towing operations and vessel/installation emergency response.

16.2 Deck officers should be provided with 'in house' training at sea in relevant ship handling operations whenever circumstances permit.

16.3 All new crew must receive on board induction training according to the company operations manual and safety management plan.

16.4 On ships, full records of training given/received should be kept on board. The Master may issue appropriate documents recording such training where appropriate.

16.5 The training procedures and policies must be spell out fully in the Safety Management Plan or the ‘Operations Manual’.

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17. PERMIT TO WORK SYSTEM

17.1 GENERAL

The owner's Safety Management System should incorporate a "Permit to Work" procedure that covers any non-routine potentially hazardous work to be performed. Examples of work that may be covered by a "Permit to Work" system are:

hot work

entry into confined spaces electrical work

work over water hazardous substances working at height

work that compromises critical safety systems

17.2 HOT WORK

This encompasses any type of work which involves actual or potential sources of ignition and which is done in an area where there may be risks of explosion or fire, or which may involve the emission of toxic fumes from the application of heat. Welding, flame-cutting and grinding where a flammable atmosphere may exist, or the use of non-intrinsically safe electrical equipment in hazardous areas, should require a permit.

17.3 ENTRY INTO CONFINED SPACES

The permit shall comply with AS 2865.

17.4 ELECTRICAL WORK

A permit would normally be used to minimize the risk of electric shock to people carrying out any work on electrical equipment. Electrical work applies to work on low and high voltage systems.

17.5 WORK OVER WATER

This is work undertaken in a location where a person is liable to fall into the sea.

17.6 HAZARDOUS SUBSTANCES

This should cover all work involving hazardous substances which could be a danger to the vessel or personnel. These substances may be flammable, radioactive, toxic or corrosive.

17.7 WORKING AT HEIGHT

17.7.1 Special consideration shall be given to the problems of working aloft in areas near the ship's whistle, funnel, radio aerials and radar scanners. Particular attention should be paid to the sea state and weather conditions prior to the commencement of this type of work.

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18.

18.1

18.1.1

18.1.2

18.1.3

18.1.4

18.2

18.2.1

18.2.2

18.2.3

TRANSFER OF PERSONNEL

TRANSFER BY PERSONNEL BASKET

When using a 'personnel basket' to transfer personnel between installation and vessel, regard should be given to the experience of the personnel with the use of this device. All personnel should be briefed on the correct means of boarding, riding and disembarking the basket with particular attention being paid to those who may not have used it previously. An experienced person should accompany novices.

Personnel baskets should not be used for cargo except for small items of luggage that are being carried by the passengers.

The maximum number of four passengers should never be exceeded.

See Appendix D for guidelines on procedures for transfer by basket that are used in the North Sea.

TRANSFER BY BOAT

When transferring personnel by boat the principles set out in Chapter 24.9 of the lLO Code of Practice on Accident Prevention on Board Ship at Sea and in Port should always be applied.

On all occasions lifejackets and any other necessary safety equipment shall be worn by all persons in the boat.

It is the responsibility of the vessel master to decide whether such transfer is safe in the prevailing conditions. In making that decision he should take into account the following considerations:-

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

Any other prevailing circumstance that may affect the safety of the transfer.

19.

19.1

19.1.1

19.1.2

19.2

19.2.1

19.2.2

SAFETY OF THE ENVIRONMENT

INTRODUCTION

Any discussion regarding safety must include safety of the environment. Included here are excerpts from the Australian Petroleum Production and Exploration Association's Code of Environmental Practice that directly affect the operation of support vessels.

As compliance with the above is becoming a frequent requirement of the contract or charter party that the support vessels work, under it is reasonable that this Code should reflect similar requirements.

MARINE SUPPORT

Supply ships and other vessels supporting the offshore installation have the potential to cause significant environmental effects over a larger area than does the installation itself. Vessels plying between the installation and the shore may inadvertently transport adverse impacts into shallower coastal waters inherently more sensitive and subject to a wider range of uses. To avoid such impacts member companies should ensure that:

1. support vessels comply with all State and Commonwealth legislation for the control of pollution of the sea;

2. pumping of bilges, or discarding of spillage or other oil wastes does not occur unless the oil concentration of these wastes is within the statutory limit for direct discharge of such wastes;

3. particular care is taken to ensure goods and materials or refuse and other wastes are properly packaged for transportation and transfer;

4. blowing of dry waste from bulk tanks (e.g. residual drilling muds, cement etc.) whilst en route from offshore facilities to shore base is not done as it is in breach of sea dumping legislation;

5. refuelling and similar operations are conducted in accordance with port authority requirements and all hoses, fittings and fail safe devices are fully operational; and

6. provision is made for sewage treatment or retention on board for onshore disposal according to statutory requirements.

Where supply vessels and associated equipment form part of the inventory of equipment for the company's oil spill contingency plan, the vessels and equipment must be maintained in good order and at the appropriate levels of availability. Where changes are made to the configuration of a vessel to carry special cargoes etc, and these changes materially affect its role in an oil spill situation, the relevant co-ordinating authorities must be advised;

APPENDIX A APPENDIX A: CHECKLIST FOR SUPPORT VESSEL/

INSTALLATION OPERATIONS

Al SHIP

Weather conditions are suitable

Installation stopped in water or installation manager's agreement for operations under way obtained

All required propulsion, control, and back-up systems operational Master and crew are sufficiently rested

Deck crew are briefed and correctly dressed

Vessel's program has been advised/agreed Communications with the installation are working Internal communications on vessel are working Bulk transfer procedures have been agreed

Full details of cargo discussed/agreed

Notification has been given and received of any expected helicopter movements Required equipment ready for use

A2 . INSTALLATION

The required working zone alongside is clear of other vessels

Way taken off vessel for cargo operations or master's agreement for operations underway received.

Non critical overside discharges in the working zone have been stopped Standby vessel has been briefed on the operation

Installation personnel are sufficiently rested

Deck crew and crane driver are briefed Weather limitations have been considered Vessel's programme has been advised/agreed Crane limitations have been advised to Master

Permission given to offload or load during diving operations

Bulk transfer procedures have been agreed

Details of any expected delays/interruptions advised to the Master Full details of cargo discussed/agreed

Underwater/waterline obstructions which could cause a hazard to the vessel notified

Installation ready to commence operations

OIS/OIM/PIC (person in charge) identified by name to vessel master

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APPENDIX B APPENDIX B: BULK TRANSFER PROCEDURES

Bl These procedures should be used prior to, during and after, any transfer offshore of

bulk cargo to or from the vessel.

B2 Prior to the start of operations, hoses should be visually inspected and doubtful lengths replaced. Slings and lifting points should also be visually checked and replaced if required. 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 in particular.

B3 The following information should be requested by the Installation (or by the Master if bulk is to be transferred from the Installation to the vessel).

1. Estimated pumping rate for each product.

(b) Length of warning/estimate of time required to stop.

1. Emergency stop procedure.

2. Confirmation that the lines can be drained back to the vessel's tanks where necessary.

B4 The Master should be provided with the following information:

1. size of hose

2. type of connection

3. length of hose available.

4. colour scheme in operation (hose and/or product).

5. maximum loading rate/pressure permitted.

6. quantities of each product required, the order in which they are required, and an estimate of the time at which they will be required.

B5 When the hose is connected and installation lines are set, the support vessel should be directed to start pumping at a slow rate. For dry bulk transfers, purge air should be utilized prior to bulk transfer to clear lines and prove connections.

B6 If all is well and no leaks are observed, the support vessel should be advised to increase pumping, up to the full delivery rate.

B7 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.

B8 When the hose is disconnected, the end should be fitted with a suitable cap or blank.

B9 Every bulk liquid hose should, as far as practicable, be drained back to the vessel's tank(s).

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APPENDIX C

APPENDIX C: WORK PERMIT GUIDELINES

WORK PERMIT PROCEDURES ON OFFSHORE INSTALLATIONS/SUPPORT VESSELS

Cl The intention of this Appendix is to identify those areas of work on an offshore support vessel which should be covered by a work permit system and the clarification of administrative procedures which should apply.

C2 Regulations in force under the new 'Safety Case' legislation require that all work activities which may present a particular hazard be controlled by a work permit system. The aim of the system is to ensure the personal safety of those doing the work, to ensure that the safety of other persons is not endangered by the work being done and to ensure the overall safety and integrity of the installation or vessel.

C3 The types of work activity which may require a work permit include, but are not necessarily limited to:

1. hot work of any type (where heat is used or generated, for example by welding, flame cutting, grinding, etc.);

2. work which may generate incendive sparks or other sources of ignition;

3. work which may cause an unintended or uncontrolled hydrocarbon release, including any disconnection or opening of any closed pipeline, vessel or equipment containing, or which has contained, flammable or toxic materials;

4. electrical work which may cause danger;

5. entry into confined spaces;

(f) work at any place on the vessel from which any person will be liable to fall

into the sea or a distance of more than two metres;

1. work involving the use of dangerous substances;

2. work, the safe performance of which requires the isolation of water, oil, steam, compressed air or other piping, or which requires the isolation of electrical circuits.

C4 It should be noted that:

1. not all work of the above types necessarily requires a work permit; whether it does or not is a matter for the Master using the particular company Work Permit structure.

2. conversely, the circumstances of some work of a different type might call for the issue of a work permit.

C5 It is an essential element of any work permit system that an appropriate person should co-ordinate and control the issuing, return and close out of work permits. That person, on a support vessel, would normally be the Master as he is in a position to take an overview of all operations underway and planned for the vessel in order that potential hazards are not compounded by each other. It is the responsibility of the Master to ensure this co-ordination and control either by undertaking this function himself or by appointing an appropriate person to carry it out on his behalf.

View image in the official source

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View image in the official source Australian Offshore Support Vessel Code of Safe Working Practice

APPENDIX D

APPENDIX D: TRANSFER OF PERSONNEL

BY BASKET

APPENDIX D: TRANSFER OF PERSONNEL

BY BASKET

APPENDIX E: APPLICABLE REGULATIONS/

INSTRUMENTS/CODES

APPENDIX E

APPENDIX F APPENDIX F: GLOSSARY

Bulk Cargo Cargo carried in a vessel without an intermediate form of

containment between cargo and vessel e.g. fuel, water, mud, cement, barytes.

Chafing Gear The protective sleeve or of the wire arrangement on the towing wire to stop undue wear from contact with the ship's structure.

Dogman · The person who directs the crane driver when the crane driver cannot see where the crane hook is working.

Stinger A length of wire (usually 6-8 metres long) with a cargo hook at one end and an eye in the other. The eye of the stinger is attached to the main crane hook to keep the latter well above the deck of the support vessel and away from the heads of crew members.

Tuning Fork A long 'D' type shackle made from plate steel. Wrap of wire One complete layer of wire on the drum.

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APPENDIX G

APPENDIX G: REFERENCES

Anchor Handling

in Oilfield Seamanship Volume 3, Michael Hancox, Oilfield Publications Ltd. Australian Code of Safe Practice for Ship - Helicopter Transfers

AMSA

Australian Petroleum Production and Exploration Association Code of Environmental Practice 1991

APPEA Jan 1991

Bridge Procedures Guide

International Chamber of Shipping May 1990

Code of Practice, The Safe Management and Operation of Offshore Support Vessels

U.K. Offshore Consultation Group

Code of Safe Working Practices for Merchant Seamen

U.K. Dept. of Transport H.M.S.O. 1991

ILO Code of Practice on Accident Prevention on Board Ship at Sea and in Port International Labour Organization Geneva, 2nd edition 1996

IMO Draft Guidelines for Safe International Towing IMO Document DE 40111

Report of the Working Group on Occupational Health and Safety in the Maritime

Industry, Australia

Rig Anchor Handling Practices on Offshore Supply Vessels BMT Cortec Ltd (March 1992)

Supply Ship Operations

Vic Gibson (Butterworth-Heinemann 1992)

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CODE OF

SAFE WORKING PRACTICE FOR

AUSTRALIAN SEAFARERS

ACKNOWLEDGEMENTS AND INTRODUCTION

This Code is an adaptation of the ILO code of practice entitled Accident prevention on board ship at sea and in port (copyright© 1996 International Labour Organisation) and is reproduced by permission.

A Committee established under the auspices of the Seacare Authority and chaired by AMSA adapted this code. AMSA wishes to acknowledge the hard work and dedication of those involved in its production.

This code of practice is approved pursuant to section 109 of the Occupational Health and Safety (Maritime Industry) Act, for the purposes of providing practical guidance to operators.

DISCLAIMER

Responsibility for the adaptation as well as any omissions or errors rests solely with the Australian Maritime Safety Authority.

The use of this Code does not affect the responsibility of the ship operator to operate safely and to observe statutory requirements, or of any person to exercise the normal duty of care.

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1 GENERAL PROVISIONS

1.1 OBJECTIVE

1.1.1 The objective of this code is to provide practical guidance on health and safety in shipboard work with a view to:

(a) preventing accidents, diseases and other harmful effects on the health of seafarers arising from employment on board ships at sea and in port;

(b) ensuring that the responsibility for health and safety is understood and remains a priority for all concerned with maritime transport, including governments, shipowners and seafarers; and

(c) promoting consultation and cooperation among government agencies, shipowner organisations and maritime unions in the improvement of health and safety on board ships.

1.1.2 The code also provides guidance in the implementation of the provisions of the Prevention of Occupational Accidents to Employees Convention, 1970 (No 134), and Recommendation, 1970 (No 142), as well as other relevant ILO Conventions and Recommendations.

1.2 APPLICATION

1.2.1 The code covers the health and safety of seafarers, contractors and other persons on board ships to which the Occupational Health and Safety (Maritime Industry) Act applies.

1.2.2 The provisions of this code should be considered as the basic minimum requirements

for protecting seafarers' health and safety.

1.3 GENERAL DEFINITIONS

1.3.1 For the purposes of this code the following terms have been defined as follows: accident: an incident that causes the death, serious injury or incapacity of a person; AMSA: Australian Maritime Safety Authority;

approved health and safety representatives training course: the Maritime Industry Health and Safety representative Distance Learning Course, as approved by the Seacare Authority, or any other such course as approved by that Authority;

Bulk Cargoes Code: Code of Safe Practice for Solid Bulk Cargoes, as amended (published by lMO);

competent person: a person having the relevant training and skills and, if appropriate, qualifications, to perform particular tasks, e.g. an industrial chemist or an electrician. A ship's officer having the relevant training and skills may be considered a competent person;

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3 REPORTING OF ACCIDENTS

3.1 GENERAL PROVISIONS

3.1.1 The principal purpose of accident investigation, reporting and analysis is to minimise the potential for a recurrence of such accidents.

3.1.2 The cause or causes of any accident or dangerous occurrence should be investigated.

3.1.3 A full report of the investigation should be made to the health and safety committee and the shipowner. Accidents and dangerous occurrences must also be reported to AMSA in the prescribed format in accordance with the relevant provisions of the Occupational Health and Safety (Maritime Industry) Act and the Navigation Act 1912.

3.1.4 Reports of accidents and dangerous occurrences should be discussed at health and safety committee meetings on board ship and steps should be taken to minimise the possibility of recurrences. The shipowner's shore management should consider the reports and, if necessary, amend the company's health and safety policy to take account of the conclusions of the investigation.

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GENERAL SHIPBOARD HEALTH AND SAFETY CONSIDERATIONS

SHIPBOARD HOUSEKEEPING AND PERSONAL HEALTH AND HYGIENE

The importance of good housekeeping in the prevention of accidents and conditions likely to be injurious to health should be given priority in the training of every member of the crew, until its acceptance becomes second nature.

Minor deficiencies in the ship structure, equipment or furnishings (for example, protruding nails and screws, loose fittings and handles, uneven and damaged flooring, rough and splintered edges to woodwork and jamming doors) may cause cuts, bruises, trips and falls. They should be repaired as soon as they are noticed.

Any spillage of oil or other substance likely to cause a hazard should be removed immediately.

Accumulations of ice, snow or slush should be removed from working areas and passages on deck.

Although all exposed asbestos and asbestos lagging was removed from Australian ships some years ago, some asbestos in sealed fittings or located behind bulkhead and deckhand linings could not be readily removed was left in place. Warning notices were affixed to the fittings concerned. Should any such fitting be damaged in the course of the voyage, a responsible officer must be informed immediately. Any exposed asbestos fibre or board should be covered and protected to prevent loose fibres escaping, pending proper repair or removal at the earliest opportunity by an authorised shore contractor (see also paragraph 17.5.5). These ships must maintain a register identifying the locations of asbestos.

Instruction plates, notices and operating indicators should be kept clean and legible. Heavy objects, particularly if placed at a height above deck level, should be stowed

securely against the movement of the ship. Similarly, furniture and other objects likely

to fall or shift during heavy weather should be properly stowed or secured. Doors, whether open or closed, should be properly secured.

Coils of rope and wires on deck should be located so as not to pose a tripping hazard.

Under no circumstances whatsoever 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 tension.

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.

6 SHIPBOARD EMERGENCIES AND EMERGENCY EQUIPMENT

Note: This chapter provides general guidance on shipboard emergency procedures and emergency equipment. For information about specific requirements, the reader should also study the relevant provisions in Marine Orders, Part 29 (Emergency Procedures and Safety of Navigation).

6.1 GENERAL PROVISIONS

6.1.1 The provisions of Marine Orders, Part 29 governing equipment, musters, drills and training must be strictly complied with.

6.1.2 Shipboard emergency training plans should take account of the IMO/ILO Document for Guidance (an international maritime training guide).

6.1.3 On first joining a ship, crew members 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 in accordance with STCW95 Regulation VIII.

6.1.4 The master must ensure that a muster list is compiled and kept up to date in

accordance with Marine Orders, Part 29.

6.1.5 All crew members concerned should muster at a drill wearing the appropriate clothing and wearing life-jackets, properly secured.

6.1.6 Arrangements for drills should take account of prevailing weather conditions.

6.1.7 Each crew member must participate in drills in accordance with the requirements of the master and Marine Orders, Part 29, Appendix 4, and the ship's safety management system, which sets out the procedure to be followed for an emergency stations practice muster.

6.1.8 The timing of drills should be varied to ensure that seafarers (who because of their duties) have not taken part in a particular drill may participate in the next drill. Crew members should receive drill training as soon as possible. Crew may require specific training before joining the ship, to ensure that crew members are not incapable of carrying out safety related responsibilities.

6.1.9 Drills should involve the whole crew but, in some circumstances, it might be preferable to confine certain drills to crew members with specific tasks.

6.1.10 Although drills are an essential part of emergency training, a training scheme should consist of more than just drills. Information should be given to the entire crew on subjects such as hypothermia and instruction provided to certain crew members on the use of particular items of equipment.

1. FIRE-FIGHTING EQUIPMENT, DRILLS AND TRAINING

2. In accordance with Marine Orders, Part 15 (Ship Fire Protection, Fire detection and

Fire Extinction),a fire control plan must be permanently exhibited on the ship. The

23

7 CARRIAGE OF DANGEROUS GOODS

Note: This chapter provides only general guidance on the safe handling and carriage of dangerous goods. For information about specific requirements, the reader should also study Marine Orders, Part 34 (Cargo and Cargo Handling-Solid Bulk Cargoes); Marine Orders, Part 41 (Cargo and Cargo Handling-Dangerous Cargoes); the IMDG Code; and the Bulk Cargoes Code.

NOHSC Exposure standards for Atmospheric Contaminants in the Occupational Environment should be consulted.

7.1 GENERAL PROVISIONS

Note: The International Maritime Dangerous Goods Code (IMDG Code) should be consulted by the responsible officer before any known or suspected dangerous goods are loaded.

7.1.1 The provisions of the IMDG Code, Marine Orders, Part 41 and any port rules and regulations must be observed.

7.1.2 No dangerous goods should be loaded if not accompanied by appropriate documentation. The documentation should state the correct technical name of the goods (the manufacturer's trade name alone is not sufficient) and the United Nations number so that the relevant information can be found in the IMO codes. The goods are to be correctly described using the IMDG classification system.

7.1.3 Dangerous substances should be loaded or unloaded only under the supervision of a responsible officer.

7.1.4 Goods should not be loaded if the packaging does not comply with IMDG Code standards and any special packaging requirements specified in Marine Orders, Part 41.

7.1.5 Packages are to be durably marked with the correct technical name and the contents are to be identified by the IMDG classification and labelling system.

7.1.6 No containers or road vehicles containing dangerous goods should be loaded without the provision of a container packing certificate or vehicle packing certificate where required.

7.1.7 Crew members should be advised beforehand of the dangerous nature of the goods and of any necessary precautions to be observed. Seafarers handling consignments containing dangerous substances are to be given adequate information about the nature of the substances and any special precautions that are to be taken. If accidental exposure to dangerous substances occurs, the IMO's Medical First Aid Guide for Use in Accidents Involving Dangerous Goods should be consulted.

Note: The ILO code of practice, Safety and Health in Dock Work, also provides that port workers should be advised on the handling of dangerous goods.

7.1.8 The shipper is responsible for informing the shipowner of any special hazard, and is required to from and instructions on the dangers and the medical treatment of

28

8 SAFE ACCESS TO SHIP

Note: This chapter provides only general guidance on safe access to the ship.

For information about specific requirements, the reader should also

consult Marine Orders, Part 23 (Equipment-Miscellaneous and Safety Measures). Further information on safe access to ships may also be found in the ILO code of practice on Safety and Health in Dock Work (revised, 1984) and the ILO Guide to Health and Safety in Dock Work (revised, 1988).

8.1 MEANS OF ACCESS TO SHIP

8.1.1 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.

8.1.2 Crew members should be provided with adequate information on how to make their way safely to and from the ship through the marine terminal or shore side cargo handling area.

8.1.3 In some modem ports access equipment such as mobile gangways and information on safe means of access are provided by the port authorities. However, the master should ensure, as far as possible, that the equipment meets the required safety standards.

8.1.4 Crew members shall not use a means of access which is unsafe. They should also use means of access with care, e.g. they should not carry so much at once but should instead make several trips or use a stores crane when carrying personal gear, stores or ship's equipment.

8.1.5 Access arrangements should be supervised at all times, either by crew members or by shore personnel, particularly in ports which have large tidal ranges.

Note: Besides contributing to the protection of seafarers against accidents, such surveillance also enhances security against unauthorised persons, including criminals, from boarding the ship.

9 SAFE MOVEMENT ABOUT THE SHIP

9.1 GENERAL PROVISIONS

9.1.1 When moving about the ship at sea, seafarers should always bear in mind the possibility of an unusual lurch or heavy roll by the ship.

9.1.2 Permanent fittings which cause obstruction and which may be dangerous to vehicles, lifting appliances or persons should be made conspicuous by means of colouring, marking or lighting.

9.1.3 Any deck obstructions and head-height obstructions that are a hazard should be painted a bright, conspicuous colour. Where necessary, warning notices utilising graphic symbols should be posted. Head-height obstructions should be padded.

9.1.4 The stowage of deck cargoes should take account of the requirements for safe access to crew quarters, for crew working the ship, for boarding of pilots, and access to safety equipment.

9.2 PASSAGEWAYS AND WALKWAYS

9.2.1 All passageways, walkways, stairs and deck surfaces used for transit should be properly maintained and kept free from materials or substances that might cause slips or falls.

9.2.2 Transit areas and stair treads should, where practicable, be provided with a surface that is slip-resistant in dry as well as in wet conditions.

9.2.3 Walkways on deck should be delineated by painted lines or otherwise and indicated by signs.

1. Any gear or equipment stowed to the side of a passageway or walkway should be securely fixed or lashed against the movement of the ship when at sea.

2. When heavy weather is expected, lifelines should be rigged securely across open decks (see chapter 10).

3. WATERTIGHT DOORS

4. All seafarers who might use watertight doors should be instructed in their safe use.

5. 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 alone should attempt to carry any load through such doors. The bridge should be notified whenever such doors are opened and immediately after they are closed.

6. Notices clearly stating the method of operating the local controls of watertight doors should be prominently displayed on both sides of the doors.

35

10 ENTERING AND WORKING IN ENCLOSED OR CONFINED SPACES

Note: This chapter provides only a general guide to entering and working in enclosed or confined spaces. For more detailed information about the precautions to be taken before entering enclosed or confined spaces the reader should consult AMSA Marine Notice 9/1986 (Precautions to be taken before entering tanks or other enclosed spaces and safety measures in port). AS 2865-1997 (Safe Working in a Confined Space), must be used for enclosed space entry. Reference should also be made to the ship's safety management system.·

For additional guidance in relation to entry into spaces on oil, chemical and gas tankers and ships carrying solid bulk cargoes, the reader should consult the following publications:

International Safety Guide for Oil Tankers and Terminals (ISGOTT) Liquefied Gas Handling Principles on Ships and in Terminals (SIGTTO) Code of Safe Practice for Solid Bulk Cargoes (Bulk Cargoes Code)

NOHSC 3008 Guidance Note on Exposure standards for atmospheric

contaminants in the occupational environment

11 MANUAL LIFTING AND CARRYING

Note: This chapter provides only a general guide to safe manual handling practice. For more detailed information about the principles and practices of safe manual handling, the reader should also study the Worksafe Australia Standard on Manual Handling (which incorporates both the National Standard (NOHSC:l001(1990)) and the National Code

of Practice (NOHSC:2005(1990)).

TOOLS AND MATERIALS

GENERAL PROVISIONS

Users should ensure that all machines, tools and other equipment are suitable for the work in hand and the conditions in which they are to be used.

Personal protective equipment should be worn when appropriate (e.g. eye, face and hearing protectors and hair nets for long hair, should be worn when appropriate).

HAND TOOLS

Tools should be treated with due care and should be used only for the purpose for which each tool is designed.

Damaged or unsafe tools should not be used.

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.

All tools should be stowed on shadow boards, in lockers or other appropriate places at the end of a work period or operation.

When working aloft with hand tools, tools should be secured in such a manner as to prevent them falling.

PORTABLE ELECTRIC, PNEUMATIC AND HYDRAULIC TOOLS

Power-operated tools are dangerous if they are not maintained and operated correctly. Special care should be taken when seafarers work in damp conditions since the risk of

electric shock is greatly increased in the presence of moisture or high humidity.

Since ships are largely made of metal, which conducts electricity, great care should be taken in the use of electrical tools.

All electrical hand tools purchased must have double insulation. Electrical tools designed to be earthed should be properly connected.

Electrical tools should be inspected before use and particular attention should be paid to power supply leads. Damaged, frayed or suspect leads must never be used.

Refer to AS 3160-1996 (Approval and test specification). on electrical appliances. Electrical leads and hydraulic/pneumatic tool hoses should be kept clear of anything

that might damage them.

Tool pieces, such as drills or bits, must be secure in the tool and must not be fixed or replaced while the tool is connected to a power source.

Power tools should be switched off and disconnected from the power source when not in use.

WELDING FLAME-CUTTING AND OTHER HOT WORK

GENERAL PROVISIONS

Welding, flame-cutting and other hot work operations must be conducted within the "permit-to-work" system and procedures as described in the ship's safety management system documentation (see chapter 4), whenever carried out in a non-workshop location.

Equipment operators should be competent and familiar with the equipment to be used and should inspect it before use.

Equipment operators should be given careful instructions if special precautions need to be taken.

Harmful fumes may be produced and oxygen depleted during operations. Special care should be taken during operations in enclosed places and enclosed space procedures (see chapter 10) should be used where necessary to ensure safe operations. Compressed gas cylinders must not be introduced into confined spaces.

The precautions provided in chapter 24 should be followed for hot work aboard tankers.

PERSONAL PROTECTIVE EQUIPMENT

The equipment operator and other persons involved in the work process should wear clean and approved personal protective equipment.

The operator should normally wear:

1. a welding helmet and suitable eye shield:

2. leather working gloves;

3. a leather apron when appropriate; and

4. any other appropriate personal protective clothing and equipment, e.g. safety boots.

PRECAUTIONS AGAINST FIRE, EXPLOSIONS AND NON-LIFE SUPPORTING ENVIRONMENTS

Before any operation begins, inspections and tests should be carried out to ensure that 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 must be completed. The assessment to 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 material

PAINTING

GENERAL PROVISIONS

Paints may contain toxic or irritant substances. A paint for which no manufacturer's information or Material Safety Data Sheet (MSDS) 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 enclosed spaces should be well ventilated while painting is in progress and until the paint has dried.

Smoking should not be permitted during painting. Naked lights, such as matches, should not be used in spaces until paint has fully dried.

Great 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.

Chemical rust removers are corrosive and precautions should be taken to protect eyes and skin.

Spaces where paint and painting equipment are stored should be well ventilated (see section 10.9 for guidance concerning entering into such spaces when the ventilation system is inoperative).

SPRAY PAINTING

Operators should closely follow the manufacturer's instructions on the operation of spray equipment.

A "paint mist" may form during spraying operations and personnel should wear suitable personal protective equipment such as a combination suit, hood, gloves and eye protectors. A respirator may also be necessary.

Paints containing tin, mercury, lead or any toxic compounds should not be sprayed in interior spaces.

Airless spray equipment ejects paint at a very high pressure. The operation 1s hazardous as the paint can penetrate the skin or cause eye injuries. Great care should be taken in the use of such equipment.

Operators of spray equipment should be trained in the correct methods of unblocking nozzles according to the manufacturer's instructions.

PAINTING ALOFT AND WORKING OVER THE SIDE

Chapter 15 should be read for the precautions to be taken when working aloft and over the side.

15

15.1

15.1.1

15.1.2

15.1.3

15.1.4

15.1.5

15.1.6

15.1.7

15.1.8

15.1.9

15.1.10

15.1.11

15.1.12

WORKING ALOFT AND OVER THE SIDE

GENERAL PROVISIONS

Consideration should be given to a permit to work system for work aloft or over the side, depending on the nature of the work (see chapter 4). A form for working aloft should take account of the particular nature of the operation.

Particular attention should be paid to sea and weather conditions and the possibility of squalls before working aloft or over the side is commenced. In general, working aloft or over the side should not be permitted if the movement of a ship in a seaway makes such work hazardous.

In coastal waters strong tidal or current rips could cause sudden, unexpected ship movements, which might be hazardous to seafarers working aloft.

Special consideration should be given to the problems of working near the ship’s whistle, funnel, radio aerials and radar scanners. All relevant officers should be informed before work commences and all relevant equipment should be isolated, shut down or appropriate procedures adopted. Warning notices should be posted as appropriate. Officers should be informed when the work is completed.

Inexperienced persons should not be required to work aloft, outboard or over the side, unless accompanied by an experienced crew member or are under adequate supervision.

All seafarers should wear safety harnesses and restraints appropriate to the conditions. Safety nets should be rigged where necessary. Persons working over the side should wear 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 aloft should be posted on deck, and elsewhere as appropriate. Tools should not be carried in pockets but secured in belt tool carriers, and they should be kept secured to the belt with a lanyard or string during the work. Tools and stores should be sent up and lowered by line in suitable containers.

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 aloft.

A competent person should continuously supervise seafarers working aloft or over the side.

WORKING WITH ELECTRICITY AND ELECTRICAL EQUIPMENT

GENERAL PROVISIONS

All relevant national and international regulations governing the design and construction of electrical installations should be observed, with account being taken of unusual conditions which may be encountered in service such as exposure to:

1. moisture, steam and oil vapour, salt-laden atmosphere, sea spray, high winds and ice formation;

2. abnormal vibrations, deformation and mechanical shock;

3. unusually high or low temperatures; and

4. explosive mixtures when used in certain areas.

Note: The Australian Standard Handbook SAA HB94 1997-Electrical safety in the workplace contains information and advice which augments the provisions of this code.

Seafarers should receive adequate training before being permitted to work on electrical installations.

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.

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 repaired by a competent person.

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.

Flickering lights should be investigated and repaired by an engineer officer.

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 a design and installation intended to prevent circuits and apparatus from being subjected to voltages which exceed those for which they were designed.

17 WORKING WITH DANGEROUS AND IRRITATING SUBSTANCES AND RADIATIONS

18 UPKEEP OF WIRE AND FIBRE ROPES

GENERAL PROVISIONS

18.1.1 All ropes should be of sound material, good construction and adequate strength for the service required. Refer to AS 3569-1989 (Steel Wire Ropes) and AS 4142-1993 (Fibre ropes-Care and safe usage).

18.1.2 Before use, all ropes should be inspected and confirmed adequate for the intended working load.

18.1.3 A competent person should periodically inspect all ropes used for load bearing purposes.

18.1.4 When any rope has been lengthened, altered or repaired, it should be examined and tested before it is used again.

18.1.5 All ropes should be maintained in good order:

1. when not in use they should be stowed under cover in clean, dry and well ventilated places;

2. ropes should not be exposed to excessive heat or harmful chemicals.

3. Care should be taken to avoid damaging or weakening a rope through:

4. excessive stress and strain;

5. rubbing or chafing against sharp objects; or

(c) passing it through too small a sheave or block.

18.1.7 Care should be taken to avoid the formation of a kink in any rope under strain. Care should be taken in withdrawing rope from a new coil:

1. 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.

1. kinks should always be taken out by correct coiling (a right-hand coiling for a right-hand rope).

18.1.9 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.

18.1.10 Where thimbles are required for eye splices on ropes, they should be of suitable size.

18.1.11 Rope ends and splices should be properly seized with yam or other suitable means.

18.2 WIRE ROPES

18.2.1 No wire rope should be accepted on board unless it is accompanied by a certificate stating that it has been made to a recognised national or international standard and

67

19

19.1

19.1.1

19.1.2

19.1.3

19.1.4

19.2

19.2.1

19.2.2

19.2.3

19.2.4

19.2.5

19.2.6

19.3

19.3.1

19.3.2

ANCHORING, DOCKING AND MOORING

GENERAL PROVISIONS

All anchoring, docking and mooring work must be supervised by an officer, who is in constant communication with the bridge.

The windlass, anchors, chains, mooring lines and wires should be carefully maintained and regularly inspected for damage and defects.

Appropriate personal protective equipment should be provided to all seafarers. involved in these operations.

Seafarers should be aware that it is usual for capstans, winches, or windlasses to be designed so as 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.

ANCHORING

Any anchor or chain showing defects should be withdrawn from service and repaired and tested by a suitable shore workshop.

Except on cases of an emergency 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.

Anchors may be let go at inappropriate moments due to the wrong message being received on a portable transceiver. All instructions should be "identified" by some means, e.g. by including the name of the vessel in the instruction.

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.

Anchors housed and not required should be properly secured to guard against accidents or damage should the windlass brake be released inadvertently.

CHARACTERISTICS OF MAN-MADE FIBRE ROPES USED FOR MOORING OR TOWING

Man-made fibre ropes have advantages over natural fibre ropes in terms of strength, durability and resistance to rot etc. However, wear, damage and excessive exposure to sunlight can greatly diminish the strength of man-made ropes which should therefore be handled with care.

The following features should be taken into account when man-made ropes are used in port operations:

21

21.1

21.1.1

21.1.2

21.1.3

21.1.4

21.1.5

21.1.6

21.1.7

21.1.8

21.1.9

21.1.10

21.1.11

21.1.12

WORKING IN MACHINERY SPACES

GENERAL PROVISIONS

All operations in machinery spaces should be performed under the supervision of a responsible officer. .

Reference should be made to chapter 13 concerning welding, flame cutting and other hot work.

Reference should be made to chapter 5 concerning personal protective equipment. Particular attention should be paid to protecting seafarers from the effects of noise. Warning signs should indicate spaces in which hearing protection needs to be worn.

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 manufacturer's instruction manuals. When necessary, specific work should be carried out within the "permit-to work" system (see chapter 4).

Moving parts of machinery should be protected with permanent guards or other safety devices such as railings or fencing. Refer to the AS 4024.1-1996 (Safeguarding of machinery-General principles).

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 adjacent to it or at the control position. The ships lock out or tag out system should be used where applicable.

No guard, fencing or shielding should be removed for repair or maintenance except when the machinery to which it relates has been stopped and isolated. The machinery should not be restarted until the fencing or shielding has been replaced and secured.

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.

All items such as steam pipes, exhaust pipes and fittings which, because of their location and operating temperature present a hazard, should be adequately lagged or shielded.

The source of any oil leak should be located as soon as possible and the leak stopped. 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.

A 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 be in writing and may include permanently displayed line diagrams and particulars. Whenever fuel oil is being loaded or transferred, the operation should be supervised by the responsible officer.

WORKING IN GALLEYS, PANTRIES AND OTHER FOOD HANDLING AREAS

LOADING AND STORING PROVISIONS

All seafarers working in the galley, pantry and other food handling areas should be trained in related safety measures before assuming their responsibilities.

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.

Care should be taken to ensure that any obstructions between the loading area and the storerooms are marked or properly 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 or staples should be removed and crates or chests should be made safe and any metal strips or projections 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:

1. a device of adequate strength to hold them open in a seaway; and

2. 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. If a leakage of refrigerant in a refrigerated storage space is suspected:

1. a warning notice to that effect should be posted on the door or access; and

2. 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.

87

23

23.1

23.1.1

23.1.2

23.1.3

23.1.4

23.1.5

23.1.6

23.1.7

23.1.8

SAFETY IN LIVING ACCOMMODATION

GENERAL PROVISIONS

Cabins and accommodation should be kept in a clean and tidy condition. Shipowners should provide the necessary cleaning equipment for this purpose.

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.

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 light bulbs, radiators and other sources of heat.

Where the shipowner's smoking policy permits smoking in the accommodation, seafarers should take care to ensure that all butts and ashes are properly extinguished. Seafarers must never smoke in bed. Check company policy.

When electrical equipment, including personal electrical equipment, is used in the accommodation, the following precautions should be taken:

1. any mains-operated electrical equipment purchased outside Australia should be checked to ensure it is compatible with the ship's power supply;

2. any mains-operated electrical equipment which develops a fault should be immediately unplugged and not operated again before being checked by an engineer officer or a qualified shore service agent;

3. double adaptors should not be used;

4. disposable fuses should never be rewired or replaced by others of a higher rating;

5. 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;

(f) electrical equipment should be properly secured against movement in a seaway;

(g) faulty cabin wiring should be immediately reported to an engineer officer.

Slip-resistant bath mats and proper handholds should be provided in bathrooms and showers.

Seafarers should recognise that the safety of individuals and 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.

Before leaving a common space, seafarers should always check that chairs and other loose objects are appropriately secured against movement.

SPECIFIC VESSEL TYPES

GENERAL PROVISIONS

The appropriate national and international requirements should be observed.

In all operations, maintaining a high level of safety should be the first priority. The operations and the hazards should be thoroughly explained to seafarers carrying out their respective tasks and the safety precautions for each task should be fully understood. In particular:

1. where there is a high risk from fire and explosion rules restricting smoking and the carriage of matches and cigarette lighters must be observed. Smoking should not be permitted on board except in places and at times in accordance with the shipowner's smoking policy or, if there is no specific smoking policy set down, as permitted by the master;

2. a warning of the risks present, not only from smoking and naked . flames, but also to the risks in an explosive atmosphere from the use of unsuitable electrical equipment or arising from a discharge of static electricity.

3. spillages and leaks of hazardous substances, such as petroleum and some mineral oils, should be attended to immediately. The shipowner should provide seafarers with information and personal protective equipment for the safe handling of such spillages;

4. oil soaked rags and other materials present a fire hazard and may spontaneously ignite. They must be disposed of in compliance with MARPOL. Other combustible rubbish should not be allowed to accumulate;

5. cargo handling equipment, testing instruments, automatic and other alarm systems should be well maintained;

(f) work which could cause sparking or which involves the use of heat should not be undertaken unless authorised, after the work area has been tested and found gas free, or otherwise declared safe. Similar caution is required where there is a possibility of the formation of explosive dusts, such as sugar, grains or sulphur;

1. where work in an enclosed space is necessary, the guidance in chapter I 0 should be strictly followed;

2. "permit to work" procedures should be adopted unless the work presents no hazard (see chapter 4);

3. appropriate personal protective equipment should be worn.

Shipowners should ensure seafarers on first joining the ship receive appropriate training and instruction relevant to the operations they will perform on the ship. Training in emergency procedures and the use of any special emergency equipment should be undertaken at regular intervals. This should include medical first aid measures, in the event of accidental contact with harmful substances and inhalation of dangerous gases or fumes.

REFERENCE LIST

ILO (1984) Safety and Health in Dock Work (2nd Edition) Geneva: International Labour Office

IMO/ILO (1985) Document for Guidance

London: International Maritime Organisation/International Labour Office

AGPS (1988) Asbestos: Code of Practice and Guidance Notes

Canberra: AGPS

IMO (1989) Code of Safe Practice for Solid Bulk Cargoes (1998 Edition) London: International Maritime Organization

AGPS (1990a) National Code of Practice for the safe use of synthetic mineral fibre: National Occupational Health and Safety Commission Guidance Note 2006 (1990)

Canberra: AGPS

AGPS (1990b) Worksafe Australia Standard on Manual Handling

Canberra: AGPS

IMO (1990a) IMDG Code (As amended) London: International Maritime Organization

IMO (1990b) Medical First Aid Guide for use in Accidents involving Dangerous Goods

(Supplement to IMDG Code as amended) London: International Maritime Organization

IMO (1990c) Emergency Procedures for Ships Carrying Dangerous Goods (Supplement to IMDG Code as amended)

London: International Maritime Organization

IMO (1990d) IMO Recommendation on the Safe Use of Pesticides in Ships (Supplement to IMDG Code as amended)

London: International Maritime Organization

IMO (1993) Merchant Ship Search and Rescue Manual (1997 Edition) London: International Maritime Organization

ICS (1995) Tanker Safety Guide: Liquefied Gas (2nd Edition) London: International Chamber of Shipping

AGPS (1995) Exposure Standards for Atmospheric Contaminants in the Occupational Environment: Guidance Note [NOHSC: 3008 (1995)} and National Exposure Standards [NOHSCJ003 (1995)]

Canberra: AGPS

G. McGuire and B. White (1996) Liquefied Gas Handling Principles (2"' Edition) Bermuda: SIGTTO. London: Witherby and Co.

ICS (1996) International Safety Guide for Oil Tankers and Terminals (4th Edition) London: Witherby and Co.

AGPS (1996) Survival at Sea (3rd Edition) Canberra: AGPS

AMSA (1997) Australian Offshore Support Vessel Code of Safe Working Practice

Canberra: AMSA

INDEX

111

Code of Safe Working Practice for Australian Seafarers

For more information on Marine Notices see, Table A of Marine Notice 1/1999 (Summary of Marine Notices).

Marine Notices are available on the Internet:

www.amsa.gov.au