LIETUVOS AUKŠTOJI JŪREIVYSTĖS MOKYKLA

Navigacijos katedra

“SAFETY AND RISK IN THE WORKINGPLACE”

Safety practices on board
Locijos, laivo valdymo ir budėjimo laivo tiltelyje terminija bei kalbos praktika.

Parengė: 19-LI-65 gr. stud. Oleg Kuchorenko

Tikrino: lekt. Vilma Pranckevičiutė

Klaipėda, 2020
 CONTENTS
1. SAFETY WORKING PRACTICES FOR MERCHANT SEAFARERS...............................3
2. SAFE WORKING PRACTICES ON BOARD.......................................................................6
2.1. Living on board: occupational health and safety risks:...................................................7
2.1.1. Safety requirements to seafarers are:...........................................................................7
2.2. PERSONAL PROTECTIVE EQUIPMENT (PPE)........................................................8
2.3. MODALS OF ENTERING CERTAINTY ENCLOSED SPACES................................9
2.3.1. Safetymanagement for entry into enclosed spaces......................................................9
2.3.2. Assessment of risk.....................................................................................................10
2.3.3. General precautions...................................................................................................10
3. ACCIDENT REPORTS........................................................................................................12
3.1. Witirng a report.............................................................................................................12
4. SPECULATING ABOUT POSIBLE CAUSES OF ACCIDENTS......................................13
4.1. Procedure for holding Safety Committee Meeting........................................................13
4.1.1. Case studies for onboard safety meetings.................................................................13
4.1.2. Safety committee meetings........................................................................................13
REFERENCES..............................................................................................................................15

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 1. SAFETY WORKING PRACTICES FOR MERCHANT SEAFARERS

The Code of Safe Working Practices (COSWP) is published by the Maritime and
Coastguard Agency (MCA) of the UK. The code details the regulatory framework for health and
safety aboard ship, safety management and statutory duties underlying to the advice in the code
and the areas that should be covered when introducing a new recruit to safety procedures on
board.
This code also provides a sound basis upon which the concerned can establish and
maintain safe working conditions on board ships at sea and in port and designed to reduce the
number of accidents.
COSWP is so highly regarded and well known, it has become the global marine industry
standard in terms of seafarer occupational health.
The Code is addressed to everyone on a ship regardless of rank or rating, and to those
ashore responsible for safety, because the recommendations can be effective only if they are
understood by all and if everyone cooperates in their implementation. Those not actually
engaged in a job in hand should be aware of what is being done, so that they may avoid putting
themselves at risk or causing risk to others by impeding or needlessly interfering with the
conduct of their work.
Extensive research has identified certain elements that contribute greatly to maintaining a
safe working culture. These can be described as:
 clearly defined expectations;
 good communications;
 clear leadership;
 good planning;
 risk awareness;
 accountability;
 good safety culture; and
 effective knowledge management.
These elements should be both put in place at a Company level within the safety
management system and implemented on board the vessel by the master and crew.
It is important that the entire workforce, from the most junior crew members through to the
senior managers ashore, are involved in the development of these elements for them to be fully

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successful. Many of them are already present within management systems but often some are
missing, which can create weaknesses in the management system.
A good approach is to conduct a gap analysis to identify those elements that are missing or
weak, and amend the systems accordingly. The more developed and comprehensive the systems
are, the more effective they can be.
Guidance on these elements follows, along with some examples. Although they may differ
in detail between companies and vessels, the principles remain the same.
It is important that seafarers at all levels of the organisation clearly understand what is
expected of them and what standards are required.
On every ship:
1) The Company has overall responsibility to establish a safety management system
and occupational health and safety policies and programmes, and to ensure that the
master is provided with the necessary resources and facilities to operate the ship
safely and in accordance with the Company’s policies and procedures.
2) The master has responsibility to implement the Company’s policies and procedures
on board the ship, and to report any deficiencies to shore-based management for
rectification.
3) Every person on board has a responsibility for their own occupational health and
safety and that of others, including:
– complying with instructions, safety procedures and any other measures in place for their
own or others’ safety;
– reporting any defects in equipment or unsafe conditions to a responsible person; and
– not interfering with or altering any safety device provided on board.
4) All crew members should have a job description.
In addition, any seafarer should feel confident to stop work if they feel unsafe – sometimes
known as ‘stop work authority’.
It is important that a comprehensive and clear induction process is carried out, with respect
to Company and vessel-specific requirements, for every joining member of the crew. The
inductions should be used to explain the rules and expectations in a format that is easily
understood. All crew members should be given copies or overviews of rules appropriate to them,
along with information on where the full information can be found. Examples of these rules may
include:
 the Company handbook;

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  the vessel guidebook; and
 pocket cards.
There should be clear and concise policies, procedures and safety rules contained within
the safety management system and associated documentation. These should be reviewed
regularly to ensure that they are appropriate, remain valid and can be communicated to the crew
in various ways including:
 during the Company and vessel inductions;
 as part of the on-board and external training programm’s;
 through on-board supervision and monitoring; and
 in safety committee meetings.
Seafarers need to be aware of what happens if rules are not followed.

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 2. SAFE WORKING PRACTICES ON BOARD.

As per the International Safety Management (ISM) code, every ship must appoint a ship
safety officer (SSO) who has the knowledge, experience, and skills to look over the important
safety issues related to ship and its crew’s health.
Safety Officer – Chief Officer or Second Engineer or any other officer appointed by the
Master. A safety officer's appointment terminates as soon as he ceases to be employed in the
particular ship. (As per COSWP, on every sea going ship with five worker or more, company is
required to appoint a safety officer.)
The safety officer of the ship is entitled to look over all the duties related to safety of the
ship. Some of the important duties include:
 Safety Officer is the safety advisor onboard and provides valuable assistance to the
company in meeting its health and safety objectives;
 The safety officer shall be familiar with the principles and practice of risk assessment,
hazard identification etc;
 He shall ensure that all personnel joining the ship are familiar with relavant health and
safety arrangements;
 He shall regularly carry out health and safety inspection of the ship.
 He shall carry out monthly inspection of the ship LSA/FFA to ensure that they are ready
to be used.
 The safety officer may stop any work that he reasonably believes may cause an accident
and immediately inform master.
 The safety officer shall have an independent view of safety on behalf of the company
 The safety officer shall encourage the ship staff to work safely and explain them the
cause of unsafe practise
 The safety officer has to be himself a role model for carrying our safe work.
 He should carry out investigation of accident.
 Maintain a record of all the accidents taking place on the ship, including death, major or
minor injury, and near death experiences. Also, make this information available to the ship’s
master, safety representative, or any official of the company.

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 2.1 LIVING ON BOARD: OCCUPATIONAL HEALTH AND SAFETY RISKS:
1) Occupational health and safety risks may lead to death, permanent disability,
temporary disability or reduced work capability. Occupational health and safety risks may arise
from work-related hazards or from the general living and working conditions on board,
sometimes referred to as ambient factors. In cases where some risks are unavoidable, appropriate
control measures should be implemented to minimise exposure to hazards that may cause injury,
disease or death. Harmful exposure may have short-term or long-term adverse health effects.
Risks inherent in the working environment must be identified and evaluated (‘risk
assessment’), and measures must be taken to remove or minimize those risks, to protect seafarers
and others from harm, so far as is reasonably practicable.
2) These risks include, but are not limited to:
 Ambient factors, such as noise, vibration, lighting, ultra-violet light, non-ionising
radiation and extreme temperatures;
 Inherent hazards, such as the vessel’s structure, means of access, ergonomic
hazards and hazardous materials such as asbestos;
 Hazards arising from work activities, such as work in enclosed spaces, use of
equipment and machinery, working on and below deck in adverse weather,
dangerous cargo and ballast operations, and exposure to biological hazards or
chemicals;
 Health risks, such as fatigue and impacts on mental occupational health; and
 The emergency and accident response.
3) In addition, there are risks from violence in the workplace, tobacco smoking, drug abuse,
alcohol misuse and drug or alcohol dependence.
2.1.1 Safety requirements to seafarers are:

 take reasonable care for their own health and safety and that of others on board who may
be affected by their acts or omissions;
 cooperate with anyone else carrying out health and safety duties, including compliance
with control measures identified during the employer’s or Company’s risk assessment;
 report any identified serious hazards or deficiencies immediately to the appropriate
officer or other responsible person; and
 make proper use of plant and machinery, and treat any hazard to health or safety (such as
a dangerous substance) with due caution.

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 Under the regulations, it is also an offence for any person intentionally or recklessly to
interfere with or misuse anything provided in the interests of health and safety.
2.2 PERSONAL PROTECTIVE EQUIPMENT (PPE)
Ships are large, heavy duty sea transport machines. They are known to be hazardous places
in which to both work and live. In such an environment, the provision and habitual use of
Personal Protective Equipment (PPE) is essential. Regrettably, the feedback from P&I and
other surveyors is that PPE is often not being used properly or consistently by ships’ crews.
These situations generate an increased risk scenario together with shipowner exposure to the
high costs of medical care, evacuation/repatriation, legal defence and injury/death compensation.
The leadership goal must be to create and maintain a safety culture environment. In such
cultures, the seafarer who does not ‘suit up’ with appropriate PPE before starting work is seen as
a danger to himself and the team members around him. Seafarers who do not respond positively
must be formally warned that failure to use PPE may be considered as grounds for dismissal.
They should also be reminded that if they are injured while working, any wilful failure to use the
PPEs provided could negate their entitlement to compensation.
Comprehensive advice on the different types of PPE and their use is available at Chapter 8
of the UK MCA’s Code of Safe Working Practices for Seamen (COSWP). The carriage of a
copy of the COSWP manual is mandatory only on board UK flag vessels. However, COSWP is
so highly regarded and well known, it has become the global marine industry standard in terms
of seafarer occupational health.
A quick reference table from COSWP which outlines the various types of PPE and their
application is reproduced as below. COSWP also provides detailed instructions and coloured
diagrams on PPE use and maintenance.
Table.1 Types of PPE
Type Examples
Head protection Safety helmets, bump caps, hair protection
Hearing protection Earmuffs, earplugs
Face and eye protection Goggles and spectacles, facial shields
Respiratory protective equipment Dust masks, respirators, breathing apparatus
Hand and foot protection Gloves, safety boots and shoes
Body protection Safety suits, safety belts, harnesses, aprons, high-visibility clothing
Protection against drowning Lifejackets, buoyancy aids and lifebuoys
Protection against hypothermia Immersion suits and anti-exposure suits

PPEs represent the final link in a pre-planned chain of shipboard safe work practices that
should provide multiple barriers to seafarer injury and death. As such, PPEs provide the ultimate

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barrier that should only engage if all other safe work practice barriers have failed. If they do
engage, PPEs can mean the sudden difference between life and death.
The proper use of PPEs must therefore be promoted and enforced on board as being an
essential and habitual part of ‘suiting up’ for the job. The ISM Code encourages the on-going
updating and improvement of SMS manuals. MM is therefore hopeful that this Risk Bulletin will
promote both discussion and upgrading of their members’ SMS manuals by improving shipboard
procedures regarding the daily and proper use of PPEs.
2.3 MODALS OF ENTERING CERTAINTY ENCLOSED SPACES.
Enclosed space means a space which has any of the following characteristics:
 Limited openings for entry and exit;
 Inadequate ventilation; and
 Is not designed for continuous worker occupancy,
and includes, but is not limited to, cargo spaces, double bottoms, fuel tanks, ballast tanks, cargo
pump-rooms, cargo compressor rooms, cofferdams, chain lockers, void spaces, duct keels, inter-
barrier spaces, boilers, engine crankcases, engine scavenge air receivers, sewage tanks, and
adjacent connected spaces. This list is not exhaustive and a list should be produced on a ship-by-
ship basis to identify enclosed spaces.
2.3.1 Safetymanagement for entry into enclosed spaces

1. The company should ensure that the procedures for entering enclosed spaces are
included among the key shipboard operations concerning the safety of the personnel and the
ship, in accordance with paragraph 7 of the International Safety Management (ISM) Code.
2. The company should elaborate a procedural implementation scheme which
provides
for training in the use of atmospheric testing equipment in such spaces and a schedule of
regular onboard drills for crews.
a. Competent and responsible persons should be trained in enclosed space
hazard
recognition, evaluation, measurement, control and elimination, using standards acceptable to
the Administration.
b. Crew members should be trained, as appropriate, in enclosed space safety,
including familiarization with onboard procedures for recognizing, evaluating and controlling
hazards associated with entry into enclosed spaces.
3. Internal audits by the company and external audits by the Administration of the
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ship's safety management system should verify that the established procedures are complied
with in practice and are consistent with the safety strategy referred to in paragraph
2.3.2 Assessment of risk

In order to ensure safety, a competent person should always make a preliminary

assessment of any potential hazards in the space to be entered, taking into account previous
cargo carried, ventilation of the space, coating of the space and other relevant factors.
The competent person's preliminary assessment should determine the potential for the
presence of an oxygen-deficient, oxygen-enriched, flammable or toxic atmosphere.
The competent person should bear in mind that the ventilation procedures for an adjacent
connected space may be different from the procedures for the ventilation of the enclosed
space itself.
2.3.3 General precautions

1. Entry doors or hatches leading to enclosed spaces should at all times be secured
against entry, when entry is not required.
2. A door or hatch cover which is opened to provide natural ventilation of an enclosed
space may, wrongly, be taken to be an indication of a safe atmosphere and therefore, an
attendant may be stationed at the entrance or the use of a mechanical barrier, such as a
rope or chain positioned across the opening with an attached warning sign, could prevent
such accidental entry.
3. The master or the responsible person should determine that it is safe to enter an
enclosed space by ensuring that:
 potential hazards have been identified in the assessment and as far as
possible isolated or made safe;
 the space has been thoroughly ventilated by natural or mechanical means
to remove any toxic or flammable gases and to ensure an adequate level of
oxygen throughout the space;
 the atmosphere of the space has been tested as appropriate with properly
calibrated instruments to ascertain acceptable levels of oxygen and
acceptable levels of flammable or toxic vapours;
 the space has been secured for entry and properly illuminated;
 a suitable system of communication between all parties for use during entry
has been agreed and tested;
 an attendant has been instructed to remain at the entrance to the space
whilst it is occupied;
 rescue and resuscitation equipment has been positioned ready for use at
the entrance to the space and rescue arrangements have been agreed;
 personnel are properly clothed and equipped for the entry and subsequent
tasks; and
 a permit has been issued, authorizing entry.
4. Only trained personnel should be assigned the duties of entering, functioning as
attendants or functioning as members of rescue teams. Ships' crews with rescue and first

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aid duties should be drilled periodically in rescue and first aid procedures. Training should
include as a minimum:
 identification of the hazards likely to be faced during entry into enclosed
spaces;
 recognition of the signs of adverse health effects caused by exposure to
hazards during entry; and
 knowledge of personal protective equipment required for entry.
 All equipment used in connection with entry should be in good working condition and
inspected prior to use.

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 3. ACCIDENT REPORTS.

For minor accidents it is standard practice for the marine crew to conduct and internal
investigation to identify the underlying causes of the incident and any recommendation that may
prevent a similar occurrence on the ship, sister ship, company ships or any other vessel.
Accident investigation should be done in prior before sending report duo to the nature of
the shipping industry the site of the accident might be days away from the nearest port and vital
evidence may be lost. As a result of any accident or dangerous occurrence, the designated Safety
Officer has a duty to investigate and should do so at soonest opportunity.
Every Flag State Authority has his own organizations which is delegated to regulate the
requirements for merchant ships accidents reports and investigations.
Depending to the nature of accident the report will be issued with all applicable
recommendations raised as result of the investigation. These recommendation will be addressed
to the relevant parties, which may include the vessel owner, Master and Flag State
Administration.
Usually the reporting of accidents onboard is the responsibility of ships Master and Chief
Officer.
3.1 WITIRNG A REPORT
Аaccording to the rules of SMS (Safety Management System) every accident should be
reported to Maritime Accident Investigation authority or any other relevant authority, and to
company’s DPA or CSO.
Report should include following information (some information is optional) :
 The name of the ship;
 IMO number or official number;
 Name and address of the shipowner;
 Date and time of the incident;
 Geographical position of the incident;
 Brief details of the accident and the sequence of events leading to the accident
 Type and extend of the damage to the ship;
 Any loss of life or injuries suffered and the details of the relevant personnel;
 Any potential or actual pollution to the environment or any hazard to navigation as
a result of the incident;
 Name and port of registry of any other vessels involved in the accident;
 Weather conditions.

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 4. SPECULATING ABOUT POSIBLE CAUSES OF ACCIDENTS.

As Per Code of Safe Working Practices (COSWP) the company is required to appoint a
Safety Committee on every ship. And safety meetings. Purpose of which is to discuss of
potential risks leading to accidents.
4.1 PROCEDURE FOR HOLDING SAFETY COMMITTEE MEETING
To conduct the safety committee meeting it is important that all officer and rating are
present for the meeting except on on watch and hence meeting should be conducted on various
timing so that the officer or rating who did not attend the meeting is able to attend the next
meeting.
The first agenda of the meeting must always be the minutes of the previous meeting and
matters arising out of the last safety Meeting.
All decisions and actions taken with respect to previous safety meeting observation and
which have been completed must be reported and a record made stating the closing of those
items. Items which have not been completed should be carried forward for the next meeting also
reasons for items that have not been completed should recorded and a target date mentioned for
the same item.
Safety officer inspection report and observation should be discussed.
Incident, injury, near miss or accident reports can be discussed in the meeting to increase
the crew awareness and avoid further similar incident/injury/near miss/accidents.
Main tasks of the safety committee are:
 To ensure that safe working practices and standards are followed on the ship and are not
compromised at any cost
 To improve the standards of safety by enhancing safety-first attitude among crew
members
 To make recommendations regarding enhancement of occupational health and safety
measures on ships
 To act as the representative of the crew to address concerns and queries to the ship
management
 Inspect safety officer’s records
 To take appropriate actions pertaining to occupational health and safety policies
 To keep a record of safety meetings, suggestions, progress, and actions taken
 To ensure that necessary safety tools and equipment are available to the crew members,
along with safety publications
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  To look into the accuracy of accident reports
 To make sure that safety meetings are held every 4 to 6 weeks or whenever need arise
 All the records of the committee are properly noted down in official log book
Safety committee is an important body on board ships. It has the same powers under the
regulations as those possessed by safety representatives.

4.1.1 Case studies for onboard safety meetings

The case studies for safety meetings have been developed by IMO to provide crews with a
tool to improve experience transfer and safety awareness.
The cases consist of a short story describing a common operation onboard most vessels.
The crew should read the story and try to detect the errors made. Recommended that the risk
assessment form is used as a template to discuss the story and carry out a risk assessment of the
operation described. Any suggestions for improvements or discovered discrepancies in own
procedures should be reported in accordance with the company manual.
4.1.2 Safety committee meetings

Meetings should be held in compliance with the requirements of the competent authority.
They should take place regularly, taking into account the pattern of operation of the ship and the
arrangement for manning and with sufficient frequency to ensure continuous improvement. The
chairperson should also convene meetings when two or more committee members request a
meeting to address a particular issue. Whenever possible, OSH issues should be dealt with at the
shipboard level through the safety committee.
Meetings should also be convened after serious accidents or incidents as part of the
regular investigation and reporting procedures. It is also recommended that hazardous situations
should be treated as opportunities for safety improvement to prevent future accidents or incidents
from harming seafarers or causing damage to the ship.
To avoid any delays between committee meetings, safety representatives should
communicate regularly to identify potential or existing OSH issues and endeavour to resolve
them. In so doing, they should cooperate with those responsible for tasks in the respective
departments, including catering.
Minutes of the meetings should be distributed to the committee members, made available
to those working on board and sent to the shipowner. The content of the minutes should be
brought to the notice of the competent authority, upon request.

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 REFERENCES

1. Maritime and Coastguard Agency UK (2014). MERCHANT SHIPPING NOTICE (MSN

1870) The Merchant Shipping and Fishing Vessels (Personal Protective Equipment)
Regulations 1999;
2. Maritime and Coastguard Agency UK (2017). “Code of Safe Working Practices for
Merchant Seafarers.” 2015 edition – Amendment 2;
3. IMO (2011) ASSEMBLY 27th session Agenda item 9. “Revised Recommendations For
Entering Enclosed Spaces Aboard Ships”;
4. International Labor Office. Geneva (2014). Guidelines for implementing the occupational
safety and health provisions of the Maritime Labor Convention.
5. D.S. Bist (2000). Safety and Security At Sea.

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