TANKER SAFETY

SOLAS

The International Convention for the Safety of Life at Sea  (SOLAS), 1974 includes
special requirements for tankers.  Fire safety provisions, for example, are much
more stringent for tankers than ordinary dry cargo ships, since the danger of fire on
board ships carrying oil and refined products is much greater.

 Inert gas systems

It is not just fire which is dangerous - in certain circumstances a single spark can
cause a disaster, for even tanks which contain no oil are filled with flammable gas
which can explode unless proper procedures are followed.

The normal method is to fill these tanks with inert (non-explosive) gas from the
ship's boiler flue: it is cleaned and then pumped into the empty tanks, or into the
spaces left above the oil in loaded tanks.  An inert gas system is required on all new
tankers and most existing tankers of 20,000 dwt and above.

 Equipment duplication

IMO has introduced several measures over the years which are designed to ensure
that, in the event of mechanical failure, the ship can still be controlled. SOLAS
makes it necessary for essential parts of the steering gear of tankers to be
duplicated.

As with other ships, much of the navigational equipment of tankers must also be
duplicated.

 Mandatory towing arrangements

Since 1 January 1996 all new tankers of 20,000 dwt and above have had to be fitted
with an emergency towing arrangement fitted at either end of the ship. Existing
ships had to be fitted with such an arrangement not later than 1 January 1999.

MARPOL 73/78  - Reducing the consequences of accidents

The International Convention for the Prevention of Pollution by Ships (MARPOL

73/78) includes regulations regarding subdivision and stability which are designed
to ensure that, in any loading conditions, the ship can survive after being involved
in a collision or stranding.

Protective location of segregated ballast tanks

The 1978 MARPOL Protocol introduced the concept known as protective location
of segregated ballast tanks.  This means that the ballast tanks (which are empty on
the cargo-carrying leg of the voyage and only loaded with water ballast for the
return leg) are positioned where the impact of a collision or grounding is likely to
be greatest.  In this way the amount of cargo spilled after such an accident will be
greatly reduced.

The 1983 MARPOL amendments ban the carriage of oil in the forepeak tank - the
ship's most vulnerable point in the event of a collision.

Double hulls

Accelerated phase-out for single-hull tankers

Under the revised regulation 13G (regulation 20 in the revised Annex I which
entered into force on 1 January 2007) of Annex I of MARPOL, the final phasing-
out date for Category 1 tankers (pre-MARPOL tankers) was 2005. The final
phasing-out date for category 2 and 3 tankers (MARPOL tankers and smaller
tankers) was brought forward to 2010, from 2015.

Condition Assessment Scheme (CAS)

Under the revised regulation, the Condition Assessment Scheme (CAS) is

applicable to all single-hull tankers of 15 years, or older.

Enhanced inspections

Since 1995 all tankers and bulk carriers aged five years and over have been subject
to a specially enhanced inspection program which is intended to ensure that any
deficiencies - such as corrosion or wear and tear resulting from age or neglect - are
detected.

Guidelines on enhanced surveys on tankers and bulk carriers are contained in

Assembly resolution A. 744 (18), adopted in November 1993, as amended.

 Mandatory ship reporting

Since 1 January 1996, Governments have been able to propose to IMO the
introduction of mandatory ship reporting systems in areas where there are special
environmental or navigational concerns.

Mandatory reporting systems require ships to report in to shore authorities when

they reach a designated routeing system and give the ship's name, cargo and other
information. This enables the ship to be identified on radar and its course plotted
throughout the system.

In December 2000, IMO adopted mandatory requirements for  the carriage of

automatic identification systems (AISs) capable of providing information about the
ship to other ships and to coastal authorities automatically. The regulation in
SOLAS chapter V – Safety of Navigation, requires AIS to be fitted aboard all ships
of 300 gross tonnage and upwards engaged on international voyages, cargo ships of
500 gross tonnage and upwards not engaged on international voyages and passenger
ships irrespective of size built on or after 1 July 2002.

Existing tankers (those constructed before 1 July 2002), had to fit AIS not later than
the first survey for safety equipment on or after 1 July 2003.

 COLREGS

The International Regulations for the Prevention of Collisions at Sea, 1972

(COLREGS) contains special provisions for ships such as tankers which, by virtue
of their draught, have a reduced ability to manoeuvre.

 STCW Convention

The International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers, 1978, as amended in 1995 (STCW) includes several
requirements aimed specifically at those working on tankers.

 ISM Code

The International Safety Management (ISM) Code was adopted in 1994 and became
mandatory for tankers in 1998. The ISM Code imposes strict standards on shipping
companies.

 The Erika incident

The sinking of the Erika off the coast of France in December 1999 led to a new,
accelerated phase-out schedule for single-hull tankers - the revision of regulation
13G (regulation 20 in the revised Annex I which entered into force on 1 January
2007) of MARPOL 73/78.

The Prestige incident

The Prestige incident of November 2002 led to further calls for amendments to the

phase-out schedule for single hull tankers.

The MEPC at its 49th session in July 2003 agreed to an extra session of the
Committee, to be convened in December 2003, to consider the adoption of
proposals for an accelerated phase-out scheme for single hull tankers, along with
other measures including an extended application of the Condition Assessment
Scheme (CAS) for tankers

EXXON VALDEZ – OIL SPILL INCIDENT

CARGO OPERATIONAL SAFETY

When it comes to cargo operations on oil tankers, utmost care should be taken
during the loading and discharging operations because of the extremely hazardous
nature of the liquid cargo. Needless to say, sometime even a small mistake can take
form of an ugly situation involving fire, oil spill, or even an explosion.

As oil tankers carry huge amount of highly flammable material there is always a
risk to the ship’s crew and the marine environment.

It is therefore also extremely important that the cargo handling operation on oil
tankers is headed by the senior officer in-charge of each department i.e. both in the
engine and on the deck.
Every crew member involved in the operation must be aware of his or her duties,
both routine and emergency situations.

The ship’s management must take all the necessary precautions and safety measures
to ensure a less risky and incident free operation.

In this article, we have enumerated 30 important points which would help to make
the cargo handling operation of oil tankers extremely safe and smooth.

1.    Close Accommodation Openings: Ensure that all openings to the

accommodation area are closed to avoid ingress of cargo vapours during cargo
operation. While taking this step, it is obvious that there would be some discomfort
to the ship’s crew because of high humidity and temperature condition.  However,
for the sake of safety such condition should be tolerated for some time.
2.    Shut AC if Required:  If the AC system’s intake air is drawing cargo vapours,
it should be stopped immediately and the intake ports of the accommodation area
should be shut.

3.    Isolate Window AC Unit: If there is any window AC unit present on the ship,
it should be isolated if the need arise.

4.    Shut Natural Ventilation: If any kind of natural ventilation is present, it must

be trimmed away from the direction of the cargo vapour flow. In case it is not
possible to do so, the ventilation should be isolated and covered.

5.    Shut Cargo Tank Lids: All Cargo tanks lids containing hydrocarbon vapours
must be in shut position.

6.    Shut Sighting and Ullage Ports: All sighting and ullage ports must be kept
shut during cargo or ballast operation. They should be opened only when required
and with due precautions.

7.    Keep Vents in Operation: Cargo Tank Vents, PV valves and high velocity

vent valves should be kept in operation during the cargo handling procedure.

8.    Shut Segregated ballast tanks lid: Segregated ballast tanks lid should be kept
in closed position to avoid ingress of hazardous vapour during loading/ discharging
operation.

9.    Shut Washing Cover During Tank Washing and Gas Freeing

Operation: While tank washing or gas freeing operation, the washing covers
should be removed. However, during all other times it must be on its place and in
closed position.

10.  Check high pressure alarm: Check High pressure alarm of the cargo tank
before starting the loading operation.

11.  Check gland condition of pumps: Check gland condition of cargo pumps

located in pump room.

12.  Check Strainer cover, inspection plates and drain plug: Strainer cover,

inspection plates and drain plug in pump room must be in proper position.

13.  Check pump room at regular intervals of time: Regular watch on pump

room should be carried out during cargo handling.
14.  Check alarms and trips: All alarms and trips should be checked before any
cargo operation.

15.  Check Cargo hoses and flange connections: Cargo hoses and flange
connections used for oil handling must be checked thoroughly before use.

16.  Handle hoses properly: Hoses must be lifted and should not be dragged on the
deck. Hoses should also be supported at a number of places to avoid twisting.

17.  Adjust Hoses when required: As the cargo operation proceeds, the draught of
the ship will also change. The hoses must be adjusted according to the condition to
avoid stretch.

18.  Check Flanges: All flanges must be properly tightened by bolting each bolt.
New gasket must be used at every operation.

19.  Remove flange with precautions: While removing blank flange from any

section of pipeline, ensure that it does not contain oil at a pressure and that the
blank flange used is of steel or other approved metal.

20.  Check limits of elevation for metal cargo arm: The limit of elevation

for metal cargo arm must be checked as it is designed to operate under varying
elevations because of the tide effects. This must be compared to the ship’s data
before approving the cargo operation.

21.  Handle parking lock carefully: There is parking lock provided in the arm
which must not be removed unless the metal arm is empty or else oil spill can take
place.

22.  Remove ice: If there is any ice on the arm, it must be removed to avoid
imbalance before opening the parking lock.

23.  Keep an eye on mooring ropes: When an arm is connected for operation,

mooring ropes must be monitored and if excessive drifting is there, operation must
be stopped immediately.

24.  Avoid Charge Arching: All Ship shore piping, flanges, and metal arm must be
earthed to avoid any charge arcing.
 25.  Check emergency release: Emergency release must be checked before hand
and if possible draining arrangement should be kept ready in order to drain as much
oil as possible in case of oil spill emergency.

26.  Ensure adequate light is provided at night: Adequate lights must be

provided at cargo station and pump room during night operation.

27.  Check the weather condition: Weather condition should be discussed by the

master of the ship along with the terminal in-charge.

28.  Stop in Rough Weather: The ship cargo operation must be stopped

immediately (whether or not the ship tanks are equipped with IG system) during
lightening, storms, and rough weather condition.

29.  Keep emergency equipment in standby position: All oil spill fighting

equipment and fire fighting equipment must be ready at all times.

30.  Keep personal protective equipment ready: All personal protective

equipment must be worn and equipment such as gas detection and SCBA must be
kept ready.

For an efficient and safe cargo operation the crew must be trained at regular
intervals of time, explaining them the importance of safety during oil handling.

International Safety Guide for Oil Tankers and Terminals (ISGOTT 6)

6th Edition

OCIMF and ICS together with the International Association of Ports and Harbors
(IAPH) have worked together over the past two years to revise and update the
International Safety Guide for Oil Tankers and Terminals (ISGOTT 6).

This Sixth Edition encompasses the latest thinking on a range of topical issues
including gas detection, the toxicity and the toxic effects of petroleum products
(including benzene and hydrogen sulphide), the generation of static electricity and
stray currents, fire protection and the growing use of mobile electronic technology.

 What’s new?

New significantly reappraised topics include:

 Enclosed space entry.

 Human factors.

 Safety Management Systems (SMSs), including complementary tools and processes

such as permits to work, risk assessment, Lock-out/Tag-out (LO/TO), Stop Work
Authority (SWA) and their linkage to the underlying principles of the International
Safety Management (ISM) Code.

 Marine terminal administration and the critical importance of the tanker/terminal

interface.

 Alternative and emerging technologies.

 Bunkering operations, including the use of alternative fuels such as Liquefied

Natural Gas (LNG).

 Cargo inspectors.

 Alignment with OCIMF’s recently revised Mooring Equipment Guidelines.

 Maritime security and linkage to both the International Ship and Port Facility
Security (ISPS) Code and industry’s maritime security Best Management Practices
(BMP).

Care has been taken to ensure that where the guidance given in previous editions is
still relevant and accurate, any amendments, changes or deletions have only
enhanced the content and not diminished the ethos of ensuring the health, safety and
environmental protection of those who use the guide.

The Ship/Shore Safety and Bunkering Operations Checklists have also been
completely revised to reflect changes in the understanding of the impact of human
factors in their effective use. The importance of ensuring that individual and joint
responsibilities for the tanker and the terminal are clearly communicated before
arrival, as well as when alongside, is central to this objective.

SAFETY ON CONTAINERS

Safe Containers (CSC)

 International Convention for Safe Containers (CSC)

Adoption: 2 December 1972; Entry into force: 6 September 1977

In the 1960s, there was a rapid increase in the use of freight containers for the
consignment of goods by sea and the development of specialized container ships. 
In 1967, IMO undertook to study the safety of containerization in marine transport.
The container itself emerged as the most important aspect to be considered.
 
IMO, in co-operation with the Economic Commission for Europe, developed a draft
convention and in 1972 the finalized Convention was adopted at a conference
jointly convened by the United Nations and IMO.
 
The 1972 Convention for Safe Containers has two goals. 
 
One is to maintain a high level of safety of human life in the transport and handling
of containers by providing generally acceptable test procedures and related strength
requirements.
 
The other is to facilitate the international transport of containers by providing
uniform international safety regulations, equally applicable to all modes of surface
transport.  In this way, proliferation of divergent national safety regulations can be
avoided.
 
The requirements of the Convention apply to the great majority of freight containers
used internationally, except those designed especially for carriage by air.  As it was
not intended that all containers or reusable packing boxes should be affected, the
scope of the Convention is limited to containers of a prescribed minimum size
having corner fittings - devices which permit handling, securing or stacking.
 
Technical annexes
The Convention includes two Annexes:
 
Annex I  includes Regulations for the testing, inspection, approval and maintenance
of containers
Annex II covers structural safety requirements and tests, including details of test
procedures.
 
Annex I sets out procedures whereby containers used in international transport must
be safety-approved by an Administration of a Contracting State or by an
organization acting on its behalf.

The Administration or its authorized representative will authorize the manufacturer

to affix to approved containers a safety approval plate containing the relevant
technical data.

The approval, evidenced by the safety approval plate granted by one Contracting
State, should be recognized by other Contracting States.  This principle of
reciprocal acceptance of safety-approved containers is the cornerstone of the
Convention; and once approved and plated it is expected that containers will move
in international transport with the minimum of safety control formalities.
 
The subsequent maintenance of a safety-approved container is the responsibility of
the owner, who is required to have the container periodically examined.
 
The Convention specifically requires that the container be subjected to various tests
which represent a combination of safety requirements of both the inland and
maritime modes of transport.
 
Flexibility is incorporated in the Convention by the provision of a simplified
amendment procedures (tacit amendment procedure) which makes it possible to
speedily adapt the test procedures to the requirements of international container
traffic.
The estimated value of the world’s sea-borne trade for the container shipping
industry is about 52 %, which is the highest among all other types of trading means.

Container or liner trade is one of the fastest and easiest modes of transporting cargo.
With the increase in size and technology in the shipping industry, the container ship
is now able to carry more than 15000 containers, with around 8 or more containers
stacks lashed together to form of long series.

However, container lashing, the process of securing containers together on board a

ship, is one of the greatest areas of risk in the marine cargo handling sector.

What is Container Lashing?

When a container is loaded over ships, it is secured to the ship’s structure and to the
container placed below it by means of lashing rods, turnbuckles, twist-locks etc.
This prevents the containers from moving from their places or falling off into the
sea during rough weather or heavy winds.

Who Does the Container Lashing?

Normally Stevedores are responsible for lashing and de-lashing jobs in port.
However, due to less port stay and constraint of time, the deck crew is also
responsible for this operation.

Before the arrival of the port, the ship’s crew normally de-lashes the container so
that time can be saved in the port and the containers can be discharged immediately
after berthing.

The container Lashing is regularly checked by the ship’s crew so as to avoid any
type of accidents due to improper lashing.

Important points to be noted for safe lashing and de-lashing operation

 Wear all the required Personal protective equipment (PPE) such as a reflective

vest, steel toe shoes, hard helmet, gloves etc.

 Stretch and warm up your muscles prior to working as it is a strenuous

physical job.

 Try using a back support belt and always use your knee to lift.

 Be cautious while walking around the ship as the ship structure can be a
tripping hazard.

 Be careful from slip, trip and fall while boarding or leaving ship
from gangway with carrying loads

 Do not walk under suspended load i.e. gantry, hanging container etc.

 Work platforms, railings, steps, and catwalks must be inspected prior to the
starting of operations.

 All manhole cover or booby hatches to be closed while lashing.

 Be careful while walking over the rods and twist locks while working. Always
keep the lashing equipment in their assigned place or side of the walking path.

 Understand the plan and order of lashing and unlashing.

 The reefer containers require extra attention and coordination for plugging and

unplugging when loading or unloading is carried out.
 Beware of trip hazard due to reefer container power cord.

 Do not touch any electrical equipment or power chord until it is instructed that

it is safe to work on.

 All the lashing and other materials must be removed and secured from the top
of the hatch cover prior to the removal of the same.

 Be careful of fall hazards when lashing outside containers on the hatch cover
or pedestal.

 Fall arrester or safety harness must be used by workers when operating aloft.

 Always be at a safe distance from co-workers during lashing or unlashing

containers as the long rods can be hazardous if not handled properly.

 It is a normal practice not to lash or unlash any closer than at least 3

containers widths away from another co-worker.

 Always work in pairs when handling rods and turnbuckles.

 Always walk the bars up, slide them down and control the rods at all time.
  Do not leave or throw the rod or other equipment until you are sure that it is
safe to do so and no one is around the vicinity.

 Do not lose a turnbuckle and leave the rods hanging. When securing a rod, the
turnbuckle must be tightened right away.

 Always report defective lashing gear, defective ship’s railing, or any other
inadequate structure or system involved in the operation to the concerned
person or ship’s staff.

Several container lashing incidents have taken the lives of seafarers in the past.
Handing cargo containers is not an easy job and needs adequate safe practices to
carry it out safely and adequately.

CODE OF SAFE WORKING PRACTISE FOR MERCHANT SEAMAN

Chapter 1 MANAGING OCCUPATIONAL HEALTH AND SAFETY

1.1 Introduction
1.2 What does a safe working culture look like?
Annex 1.1 Management of change
Annex 1.2 Five steps to risk assessment
Chapter 2 SAFETY INDUCTION
2.1 General
2.2 Emergency procedures and fire precautions
2.3 Accidents and medical emergencies
2.4 Health and hygiene
2.5 Good housekeeping
2.6 Environmental responsibilities
2.7 Occupational health and safety
2.8 Company and worker responsibilities
2.9 Consultation procedures
Chapter 3 LIVING ON BOARD
3.1 General
3.2 Fitness, health and hygiene
3.3 Smoking
3.4 Medication
3.5 Malaria
3.6 Avoiding the effects of fatigue (tiredness)
3.7 Working in hot or sunny climates and hot environments
3.8 Working in cold climates and environments
3.9 Working clothes
3.10 Shipboard housekeeping
3.11 Substances hazardous to health
3.12 Common personal injuries
Chapter 4 EMERGENCY DRILLS AND PROCEDURES
4.1 Musters and drills
4.2 Fire drills
4.3 Action in the event of fire
4.4 Abandon ship drills
4.5 Action in the event of abandoning ship
4.6 Man overboard drills
4.7 Action in the event of man overboard
4.8 Dangerous (enclosed) space drills
4.9 Action in the event of a dangerous space emergency
4.10 Assisting a casualty
4.11 Drills for leakage and spillage
4.12 Action in the event of a leakage or spillage
Chapter 5 FIRE PRECAUTIONS
5.1 General
5.2 Smoking
5.3 Electrical and other fittings
5.4 Spontaneous combustion
5.5 Machinery spaces
5.6 Galleys
Chapter 6 SECURITY ON BOARD
6.1 Introduction
6.2 Ship security plans
6.3 Security levels
6.4 Precautions
6.5 Terrorism
6.6 Stowaways
6.7 Piracy and armed robbery
6.8 Smuggling
6.9 Personnel joining and leaving the vessel
Chapter 7 HEALTH SURVEILLANCE
7.1 Duty of employers
7.2 Purpose of health surveillance
7.3 Application
7.4 What to do
7.5 Seafarers
7.6 Managing health surveillance
7.7 Additional practical guidance on health surveillance for exposure to
biological agents
7.8 Reporting of occupational diseases
Chapter 8 PERSONAL PROTECTIVE EQUIPMENT
8.1 Introduction
8.2 General requirements
8.3 Seafarer duties
8.4 Types of equipment
8.5 Head protection
8.6 Hearing protection
8.7 Face and eye protection
8.8 Respiratory protective equipment
8.9 Hand and foot protection
8.10 Protection from falls
8.11 Body protection
8.12 Protection against drowning
Chapter 9 SAFETY SIGNS AND THEIR USE
9.1 Introduction
9.2 Duty to display signs
9.3 Role of the seafarer
9.4 Signs and notices
9.5 Occasional signs
9.6 Electrical wiring
9.7 Gas cylinders
9.8 Pipelines
9.9 Portable fire extinguishers
Annex 9.1 Safety signs as required by the Merchant Shipping and Fishing
Vessels (Safety Signs and Signals) Regulations 2001 and MSN 1763(M+F)
Chapter 10 MANUAL HANDLING
10.1 Introduction
10.2 General
10.3 Role of the Company
10.4 Good manual-handling techniques
Annex 10.1 Factors to be considered
Chapter 11 SAFE MOVEMENT ON BOARD SHIP
11.1 Introduction
11.2 General principles
11.3 Drainage
11.4 Transit areas
11.5 Lighting
11.6 Guarding of openings
11.7 Watertight doors
11.8 Stairways, ladders and portable ladders
11.9 Shipboard vehicles
11.10 Entry into dangerous (enclosed) spaces
11.11 Working on deck while ship is at sea
11.12 Adverse weather
11.13 General advice to seafarers
Annex 11.1 Standards for hold access
Annex 11.2 Standards for lighting
Chapter 12 NOISE, VIBRATION AND OTHER PHYSICAL AGENTS
12.1 General advice
12.2 Prevention or control of exposure to a physical agent
12.3 Consultation
12.4 Seafarer information and training
12.5 Noise: introduction
12.6 Assessing exposure to noise
12.7 Risk assessment: noise
12.8 Health surveillance: noise
12.9 Noise arising from music and entertainment
12.10 Types of vibration and their effects
12.11 Exposure limits set by the vibration regulations
12.12 Determining vibration levels
12.13 Mitigation
12.14 Mitigation: hand–arm vibration
12.15 Migration: whole-body vibration
12.16 Health surveillance and health monitoring: vibration
12.17 Additional guidance
Annex 12.1 Examples of typical dB(A) levels
Annex 12.2 Daily exposure to different sound levels
Annex 12.3 Personal hearing protection
Chapter 13 SAFETY OFFICIALS
13.1 Introduction
13.2 Employer duties
13.3 Company duties
13.4 Duties of safety officers
13.5 Powers of safety representatives
13.6 Advice to safety representatives
13.7 Advice to safety committees
13.8 Accident investigation
Annex 13.1 Checklist for safety officer’s inspection
Annex 13.2 Voluntary statement
Chapter 14 PERMIT TO WORK SYSTEMS
14.1 Introduction
14.2 Permit to work systems
14.3 Sanction to test systems
Annex 14.1 Permits to work
Annex 14.1.1 Permit to work: entry into dangerous (enclosed) space
Annex 14.1.2 Permit to work: working at height/over the side
Annex 14.1.3 Permit to work: general
Annex 14.2 Sanction to test: electrical high voltage (over 1000 volts)
Chapter 15 ENTERING DANGEROUS (ENCLOSED) SPACES
15.1 Introduction
15.2 Duties and responsibilities of a competent person and an authorized officer
15.3 Precautions before entering a dangerous space
15.4 Identifying potential hazards
15.5 Preparing and securing the space for entry
15.6 Testing the atmosphere of the space
15.7 Use of control systems
15.8 Safety precautions before entry
15.9 Procedures and arrangements during entry
15.10 Procedures on completion
15.11 Additional requirements for entry into a space where the atmosphere is
suspect or known to be unsafe
15.12 Training, instruction and information
15.13 Breathing apparatus and resuscitation equipment
15.14 Preparation for an emergency
Chapter 16 HATCH COVERS AND ACCESS LIDS
16.1 Introduction
16.2 General
16.3 Mechanical hatch covers
16.4 Non-mechanical hatch covers
16.5 Non-mechanical manually handled hatch covers
16.6 Steel-hinged inspection/access lids
16.7 Access to holds/cargo/other spaces
Chapter 17 WORK AT HEIGHT
17.1 Introduction
17.2 General
17.3 Portable ladders
17.4 Cradles and stages
17.5 Bosun’s chair
17.6 Working from punts
17.7 Scaffolding
Annex 17.1 Emergency planning for work at height
Annex 17.2 Requirements for ladders
Annex 17.3 Requirements for rope access and positioning techniques
Annex 17.4 Requirements for scaffolding
Chapter 18 PROVISION, CARE AND USE OF WORK EQUIPMENT
18.1 Suitability of work equipment
18.2 Maintenance
18.3 Inspection
18.4 Specific risks
18.5 Information and instructions
18.6 Training
18.7 Duty of seafarers
18.8 Dangerous parts of work equipment
18.9 Electrical equipment
18.10 High or very low temperatures
18.11 Controls for starting or making a significant change in operating
conditions
18.12 Stop controls
18.13 Emergency stop controls
18.14 Controls
18.15 Control systems
18.16 Isolation from sources of energy
18.17 Stability of work equipment
18.18 Lighting
18.19 Markings
18.20 Warnings
18.21 Hand tools
18.22 Portable power-operated tools and equipment
18.23 Workshop and bench machines (fixed installations)
18.24 Abrasive wheels
18.25 Hydraulic/pneumatic/high-pressure jetting equipment
18.26 Hydraulic jacks
18.27 Carrying of seafarers on mobile work equipment
18.28 Overturning of fork-lift trucks
18.29 Use of mobile work equipment
18.30 Self-propelled work equipment
18.31 Remote-controlled self-propelled work equipment
18.32 Drive units and power take-off shafts
18.33 Ropes
18.34 Characteristics of man-made fibre ropes
18.35 Laundry equipment
Annex 18.1 Conformity with community requirements
Annex 18.2 Bulldog grips
Chapter 19 LIFTING PLANT AND OPERATIONS
19.1 Introduction
19.2 General requirements
19.3 Register of lifting appliances
19.4 Regular maintenance
19.5 Thorough examination and inspection
19.6 Certificates
19.7 Reports, records and marking of lifting equipment
19.8 Controls
19.9 Safety measures
19.10 Positioning and installation
19.11 Lifting operations
19.12 Safe working load
19.13 Use of winches and cranes
19.14 Use of derricks
19.15 Use of derricks in union purchase
19.16 Use of stoppers
19.17 Overhaul of cargo gear
19.18 Trucks and other vehicles/appliances
19.19 Defect reporting and testing: advice to competent persons
19.20 Personnel lifting equipment, lifts and lift machinery
19.21 Maintenance and testing of lifts
Annex 19.1 Certificates of testing and thorough examination of equipment
Annex 19.1.1 Certificate of test and thorough examination of lifting appliances
Annex 19.1.2 Certificate of test and thorough examination of derricks used in
union purchase
Annex 19.1.3 Certificate of test and thorough examination of loose gear
Annex 19.1.4 Certificate of test and thorough examination of wire rope
Annex 19.2 Register of ships’ lifting appliances and cargo-handling gear
Annex 19.3 Code of hand signals
Chapter 20 WORK ON MACHINERY AND POWER SYSTEMS
20.1 Introduction
20.2 General
20.3 Work in machinery spaces
20.4 Unmanned machinery spaces
20.5 Maintenance of machinery
20.6 Boilers and thermal oil heaters
20.7 Auxiliary machinery and equipment
20.8 Main engines
20.9 Refrigeration machinery and refrigerated compartments
20.10 Steering gear
20.11 Hydraulic and pneumatic equipment
20.12 Electrical equipment
20.13 Main switchboards
20.14 High-voltage systems
20.15 Arc-flash associated with high- and low-voltage equipment
20.16 Storage batteries: general
20.17 Storage batteries: lead acid
20.18 Storage batteries: alkaline
20.19 Work on apparatus on extension runners or on the bench
20.20 Servicing radio and associated electronic equipment: general
20.21 Additional electrical hazards from radio equipment
20.22 Valves and semi-conductor devices
Chapter 21 HAZARDOUS SUBSTANCES AND MIXTURES
21.1 General advice
21.2 Carcinogens and mutagens
21.3 Prevention or control of exposure
21.4 Asbestos dust
21.5 Use of chemical agents
21.6 Dry-cleaning operations
21.7 Safe use of pesticides
21.8 Biological agents
Annex 21.1 Classification of carcinogens and biological agents
Chapter 22 BOARDING ARRANGEMENTS
22.1 Introduction
22.2 General principles
22.3 Safety nets
22.4 Use of equipment
22.5 Positioning of boarding equipment
22.6 Portable and rope ladders
22.7 Maintenance of equipment for means of access
22.8 Special circumstances
22.9 Access for pilots
22.10 Safe rigging of pilot ladders
Annex 22.1 Standards for means of access
Annex 22.2 Corrosion and fractures of accommodation ladders and gangways
Chapter 23 FOOD PREPARATION AND HANDLING IN THE CATERING
DEPARTMENT
23.1 Health and hygiene
23.2 Slips, falls and tripping hazards
23.3 Galley stoves, steamboilers and deep fat fryers
23.4 Liquid petroleum gas appliances
23.5 Deep fat frying
23.6 Microwave ovens
23.7 Catering equipment
23.8 Knives, meat saws, choppers, etc.
23.9 Refrigerated rooms and store rooms
Chapter 24 HOT WORK
24.1 Introduction
24.2 General
24.3 Personal protective equipment
24.4 Pre-use equipment check
24.5 Precautions against fire and explosion
24.6 Electric welding equipment
24.7 Precautions to be taken during electric arc welding
24.8 Compressed gas cylinders
24.9 Gas welding and cutting
24.10 Further information
Annex 24.1 Hot work: lighting up and shutting down procedures
Annex 24.2 Earthing of arc-welding systems’ transformer casing
Annex 24.3 Hot work: hoses and connections/assemblies
Chapter 25 PAINTING
25.1 Introduction
25.2 Preparation and precautions
25.3 Application of new paint
25.4 Use of paint-spraying equipment
Chapter 26 ANCHORING, MOORING AND TOWING OPERATIONS
26.1 Introduction
26.2 Anchoring and weighing anchor
26.3 Making fast and casting off
26.4 Mooring to a buoy
26.5 Towing
26.6 Safe mooring of domestic passenger craft and ships’ launches to quays
Annex 26.1 Complex mooring system, illustrating the snap-back zone
Annex 26.2 The full and safe mooring arrangement for small domestic,
passenger craft and launches
Chapter 27 ROLL-ON/ROLL-OFF FERRIES
27.1 Introduction
27.2 General
27.3 Ventilation
27.4 Fire safety/prevention
27.5 Noise
27.6 Safe movement
27.7 Use of work equipment
27.8 Inspection of vehicles
27.9 Stowage
27.10 Securing of cargo
27.11 Dangerous goods
27.12 Specialised vehicles
27.13 Housekeeping
Chapter 28 DRY CARGO
28.1 Stowage of cargo
28.2 Dangerous goods and substances
28.3 Carriage of containers
28.4 Working cargo
28.5 Lighting in cargo spaces
28.6 General precautions for personnel
28.7 Moveable bulkheads in cargo holds
Chapter 29 TANKERS AND OTHER SHIPS CARRYING BULK LIQUID
CARGOES
29.1 General
29.2 Oil and bulk ore/oil carriers
29.3 Liquefied gas carriers
29.4 Chemical carriers
Chapter 30 PORT TOWAGE INDUSTRY
30.1 General
30.2 Watertight integrity
30.3 Testing and inspection of towing equipment
30.4 Connecting and disconnecting the towing gear
30.5 Use of bridal/gog rope during towing operations
30.6 Seafarer safety during towing operations
30.7 Communications
30.8 Interaction
30.9 Escorting
Chapter 31 SHIPS SERVING OFFSHORE OIL AND GAS INSTALLATIONS
31.1 General information
31.2 Responsibilities
31.3 General precautions
31.4 Personnel protective equipment
31.5 Communications
31.6 Carriage of cargo
31.7 Bulk cargo operations
31.8 Approaching installation and cargo-handling operations
31.9 Transfer of personnel by ship to/from installation
31.10 Transfer by specialist craft
31.11 Transfer by personnel carrier
31.12 Transfer of personnel by ship to installation by transfer capsule
31.13 Transfer by personal basket
31.14 Transfer of personnel by gangway
31.15 Further guidance
31.16 Anchor handling
Chapter 32 SHIPS SERVING OFFSHORE RENEWABLES
Chapter 33 ERGONOMICS
33.1 General
33.2 Work with display screen equipment
Annex 33.1 Ergonomics
Appendix 1 Regulations, marine notices and guidance issued by the Maritime
and Coastguard Agency
Appendix 2 Other sources of information
Appendix 3 Standards and specifications referred to in this CodeAppendix 4
Acknowledgements
HOW TO ASSESS RISK FOR ACTIVITIES LIKE ENCLOSED SPACE
ENTRY, WORKING ALOFT, WORKING OVERBOARD ETC.

Procedure for Entering an Enclosed Space on a Ship

A ship is a complex structure from inside with several small and enclosed spaces.
Many of these enclosed spaces are used for installing some machinery or for storing
machine parts or workshop equipment.

A ship has a matrix of pipelines, which runs through each of its parts, including
enclosed spaces. An enclosed space can be used for several reasons; however, the
main issue arises when one has to enter these enclosed spaces in order to do some
repairing work or for cleaning purposes.

Unfortunately, numerous incidents involving personal injury, loss of lives, enclosed

space casualties have been reported off late due to failure to follow correct entry
procedures.

Even though shipping companies issue warnings about the dangers and provide
relevant training, too many seafarers are still dying or are severely injured.

What is an enclosed pace and what are its characteristics?

An enclosed space is a space that is not used for day to day activity and which has
any of the following characteristics:

1. Limited opening for entry and exit

2. Inadequate ventilation

3. Is not designed for continuous worker occupancy

The presence of any one of the characteristics as stated above can make space an
enclosed space. A ship-specific list should be available to identify all enclosed
spaces on board and should be displayed in public spaces. The most common
confined spaces onboard ships are cargo holds, chain lockers, cofferdams, water
tanks, void spaces, duct keels, fuel tanks, engine crankcases, exhaust and scavenge
receivers.

Any area on the ship that has been left closed for any length of time without
ventilation must be considered dangerous. Changes in the environment of a space
that is not labelled unsafe can also make space unsafe, for example, failure of fixed
ventilation or the migration of hazardous vapours from an adjacent hazardous
space.

It is best practice not to enter a dangerous space, however, onboard crew members
have to enter enclosed spaces for a number of reasons including routine inspection
of tanks (ballast tanks, DB tanks), checking if a tank is dry before loading, cleaning
of tanks or holds, maintenance including painting, repairing, etc.

Dangers and hazards associated with enclosed spaces can be –

1. Lack of oxygen – the acceptable range of oxygen in an enclosed space is
between 19.5% to 23.55. Oxygen in any compartment can reduce due to many
factors- rusting of steel parts is the most common one. We all know that rusting is
nothing but the process of oxidation-thus oxygen is consumed. Oxygen can also be
consumed by activities like hot work, welding or the occurrence of fire.

Inert gases entering the space can also deplete the oxygen content. The remaining
traces from discharged cargoes such as iron ore, coal can absorb oxygen.

2. Hazardous vapours– The presence of toxic vapours can make space deadly even
if there is no lack of oxygen or the compartment is oxygen-enriched. A person may
suffer from eye irritation, headache or even become unconscious if he/she inhales
toxic gases. A higher concentration of toxic gases can also cause death.

3. Leakage of hazardous materials from adjacent spaces.

4. Insufficient/no ventilation – there could be high chances of the presence of

toxic gases or absence of oxygen, both cases being lethal for man entry.

5. Restricted space– restricted or limited space in any compartment can make

rescue attempts from such chambers difficult and challenging. Personnel should
understand the layout of an enclosed space before attempting entry.

6. Inadequate lighting.

7. Personal injury due to slips, trips, and fall.

Because of zero ventilation, these enclosed places generate and store toxic gases
which are either produced from chemicals stored in the place or leakage from
pipelines. If a person enters such a place without taking precautions, he or she may
suffer unconsciousness and sometimes even death.
There have been many accidents in the maritime industry related to enclosed spaces
that have not only caused health hazards but also have costed their lives.

In spite of stringent checklists, permits to work, our fellow seafarers are still losing
their lives.

Below we have enumerated some of the main issues that are often overlooked.

 Failure to recognize dangerous enclosed spaces and all hazards associated

with them
 Lack of awareness on the hazards of what is carried onboard
 Unplanned and poorly executed rescue attempts
 Lack of understanding or non-compliance with company procedures,
checklists should not be treated as a tick box exercise. The vessel safety
management system should be implemented properly. A range of safeguards
exist to protect against accidents and injury in enclosed spaces, and these
should be taken seriously. Checklists are prepared for a reason. Keeping to the
procedures is the rescuer’s first defence against injury or death.
 Incorrect use of critical safety equipment
 Failure to carry out necessary safety precautions
 Unplanned and poorly executed rescue attempts
 Acting on emotion and instinct and disregarding knowledge and training-
people believe it won’t happen to me. Impulsive behaviour can be fatal. It is
human nature to want to save a colleague, and in this thought, rescuers rush in
without taking proper safety precautions.
 Lack of intervention.

To prevent such unfortunate circumstances, there is a proper procedure that needs to

be followed for the safety and wellness of the person entering the enclosed space.

Procedure for Entering an Enclosed Space

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

 Risk assessment to be carried out by a competent officer as enclosed or

confined space entry is deficient in oxygen, making it a potential life hazard
 Risk assessment is one of the core preparation tools for enclosed space entry.
It is designed to minimize the possibility of accidents by dealing with every
aspect of the entry, identifying the hazards, deciding the control measures and
 finding alternatives or solutions or means to mitigate the risks. RA should be
performed every time before man entry

 A list of work to be done should be made for the ease of assessment for e.g. if
welding to be carried out or some pipe replacement etc. This helps in carrying
out the work quickly and easily
 Potential hazards are to be identified such as the presence of toxic gases
 Opening and securing has to be done and precaution should be taken to check
if the opening of enclosed space is pressurized or not
 All fire hazard possibilities should be minimized if hot work is to be carried
out. This can be done by emptying the fuel tank or chemical tank near the hot
workplace
 The confined space has to be well ventilated before entering. Enough time
should be allowed to establish a ventilation system to ensure that air
containing enough oxygen to sustain life is introduced. Ventilation can either
be natural or mechanical using blowers.

Space has to be checked for oxygen content and other gas content with the help of
an oxygen analyzer and gas detector. Atmosphere testing instruments should be
able to measure the presence of carbon monoxide and hydrogen sulphide. Tests
should be carried out at different levels of the enclosed space, the top, middle and
the bottom and through as many openings as possible to obtain a representative
sample of the atmosphere in the space. Exposure to even 2 to 5 ppm hydrogen
sulphide atmosphere can cause headache, nausea and teary eyes.
METHANE – RISES TO THE TOP AS IT IS LIGHTER THAN AIR
CARBON MONOXIDE– STAYS IN THE MIDDLE AS IT IS THE SAME WEIGHT
AS AIR
CARBON DIOXIDE – SINKS TO THE BOTTOM AS IT IS HEAVIER THAN AIR

 The oxygen content should read 20% by volume. A percentage less than that
is not acceptable and more time for ventilation should be given in such
circumstances.
 Enough lighting and illumination should be present in the enclosed space
before entering
 A proper permit to work has to be filled out and a checklist to be checked so
as to prevent any accident which can endanger life. A confined space should
only be entered with an authorised and issued permit and by a trained and
competent person. The permission to work in an enclosed space specifies:
– The location of the work
– The nature and limitations of the work
– Details of the working team and tools to be used
– Potential hazards
– Precautions are taken
– Protective equipment to be used
– Time of issue and its validity
– Agreed communication methods and intervals
– Signature of the person on issuing the permit and on completion of the work
– Signature of the person who is supposed to enter thus confirming he has
been advised on the hazards and the precautions to be observed

 Permit to work is to be valid only for a certain time period. If the time period
expires then again new permit is to be issued and the checklist is to be filled
out.
 Permit to work has to be checked and permitted by the Master of the ship in
order to work in a confined space
 Proper signs and Men at work signboards should be provided at required
places so that person should not start any equipment, machinery or any
operation in the confined space endangering the life of the people working
 The duty officer has to be informed before entering the enclosed space
 The checklist has to be signed by the person involved in entry and also by a
competent officer
 One person always has to be kept on standby to communicate with the person
inside the space. Effective communication between the people inside the
space and the person standing by is vitally important. The communication
system must be agreed upon and tested. The standby person must, in turn, be
able to communicate with the officer of the watch

 The person may also carry a lifeline with him inside

 The person should carry an oxygen analyzer with him inside the enclosed
space and it should be on all the time to monitor the oxygen content.  As soon
as level drops, the analyzer should sound alarmed and space should be
evacuated quickly without any delay
 No source of ignition has to be taken inside unless the Master or competent
officer is satisfied
  The number of persons entering should be constrained to the adequate number
of persons who are actually needed inside for work
 The rescue and resuscitation equipment are to be present outside the confined
space. Rescue equipment includes breathing air apparatus, spare charge
bottles, stretchers, means of hoisting an incapacitated person from the space
like a tripod, rescue harness, portable lighting, etc.

 Means of hoisting an incapacitated person should be available

R
escue Tripod –

 After finishing the work and when the person is out of the enclosed space, the
after-work checklist has to be filled
 The permit to work has to be closed after this

The above-mentioned procedure is extremely important to enter an enclosed space.

These points are imperative to risk any crew member’s life while entering a
confined space.
It is of paramount importance that enclosed space entry drills are carried out on
board. Drills should be realistic and effective and must involve the active
participation of all crew members.

E
nclosed Space Drill –
Regular drills help crew members to understand and anticipate the dangers of
enclosed spaces, the rescue procedure and equipment are to be used. It gives
valuable hands-on experience and the confidence needed in a real emergency. On
completion, drills should be evaluated to identify improvements.

Enclosed space drills have been made mandatory since 1st January 2015 and should
be carried out every two months. Every crew on board should be encouraged to
speak up when they feel something is wrong.
If you do not understand seek clarification. Proper supervision and coaching are
required for new joiners so that they understand and anticipate the dangers of
enclosed spaces.

Checklist for working Aloft or Working at Height ?

Checklist
1. Has a risk assessment been carried out for the proposed work?
2. Has a toolbox talk been carried out?
3. No conflict with any other permit to work in force?

Preparation checklist
1. Duty officer informed
2. Warning notices posted
3. On-deck supervisor identified
4. Equipment in good order
5. Work on funnel:
 Advise duty engineer;
 Isolate whistle.
6. Work near radar scanners/radio aerials:
 Isolate radar and scanner/radio room notified;
 Notices placed to stop the use of radar/radio.
7. Work over the side:
 Advise duty officer/engineer;
 Lifebuoy and lifeline ready.
8. Personal protective equipment to be used:
 Safety helmet;
 Safety harness and line attached to a strong point;
 Lifejacket;
9. All tools to be raised and lowered secured on a lanyard/belt or in a bag.
10. Has a plan been agreed and necessary equipment been put in place to
achieve an effective rescue?
 
Certificate of checks
I confirm that I am satisfied that all precautions have been taken and that safety
arrangements will be maintained for the duration of the work and no attempt will
be made by me or people under my charge to work on any other apparatus or in
any other area.
I am satisfied that all precautions have been taken and that safety arrangements
will be maintained for the duration of the work and no attempt will be made by
me or people under my charge to work on any other apparatus or in any other
area.
Authorised officer
Name …………………………………  
Signature ……………………………………………………………..
Time  ……………………………………………………….
Date …………………………………………………………………….
Note:
After signing the receipt, this permit to work should be retained by the competent
person in charge at the place where the work is being carried out until work is
complete and the clearance section signed.

HAZARD RELATED TO PAINTING

What does a painter do?

A painter applies paint and other decorative finishes to interior and exterior surfaces
of buildings and other structures.
Some of the main duties of a painter are to:

 Prepare surfaces to be painted (includes scraping, removal of wallpaper, etc.).

 Determine what materials will be needed.
 Use, clean, and maintain various equipment.
 Supervise apprentices or other workers.
 Provide estimates and invoices for clients.

What are some health and safety issues for painters?

Painters can work at a variety of workplaces, construction sites, homes, etc. and
face a constantly changing set of hazards. The hazards include:

 Working at heights (Ladders, platforms and scaffolds).: A painter working at

height will be exposed to all the risks relating to working at height; like falling
from height, falling objects, etc.
 Working in confined spaces: The painter will be exposed to hazards like low
oxygen availability, heat, etc.
  Risk of eye injury: When exposed to fumes released from the paint, the
painter’s eyes may be affected if not well protected.
 Slips, trips and falls: The painter could slip, trip or fall while painting.
 Exposure to paint products, solvents, lead and other toxic substances: Some
components of the paint posses health related issues that could affect the
painter’s health if not well protected.
 Proximity to flammable or combustible materials.
 Musculoskeletal disorders: The painter may assume some awkward postures
while painting, leading to the development of musculoskeletal injuries.
 Prolong standing: Prolong standing can result to blood pooling, leading to
fainting.
 Manual lifting: Excessive and poor manual lifting techniques can result to
musculoskeletal injuries.
 Exposure to heat and ultraviolet radiation.
 Electrical hazards from working close to live electrical power lines or
equipment.
 Exposure to moulds, fungi and bacteria.
 Exposure to bird and rodent droppings.
 Proximity to flammable or combustible materials.
 Noise.
 Stress.
 Shift work or extended work days.
 Working alone.

What are some preventive measures for painters?

 Check safety data sheet (SDS) of the paint or coating product for the selection
and use of appropriate personal protective equipment and safe use of the
product.
 Evaluate the work area for existing and potential hazards. Know the control
measures of the identified hazards and associated risks.
 Learn the correct procedures for working at heights.
 Select the correct ladder for the job. Use extended handle paintbrush
whenever possible, and eliminate the use of ladders.
 Avoid awkward body positions and take breaks when needed.
 Learn safe lifting techniques.
  Know how to prevent injury from electrical hazards. Maintain safe distances
from energized electrical equipment or utility lines.
 Keep tools and equipment, and their safety features, in good working order.
 Wear appropriate personal protective equipment and footwear.
 Keep work areas clear of clutter and equipment.
 Learn safety procedures for working in confined spaces.
 Maintain good ventilation during painting.
 Know how to prevent exposure to bird and rodent droppings.

What are some good general safe work practices?

 Practice safety procedures for:

o Working at heights
o Working with asbestos contained products
o Using ladders
o Lifting
o Repetitive physical tasks
o Selection, use, maintenance and storage of personal protective
equipment
o Confined space entry
 Follow company safety rules.
 Learn about chemical hazards, WHMIS and SDSs.
 Know how to report a hazard
 Follow good housekeeping procedures.
 Select less harmful substances or products where possible.

ANCHORING – SAFETY PRECAUTIONS

Good anchoring practice

Anchoring loss prevention

Anchoring is a critical operation on vessels. Shipping companies, port authorities

and P&I Clubs value the safety of anchoring, which can be affected by the wrong
anchoring operations and the increased traffic of ships as well as undesirable
weather conditions. Club statistics shows that the direct claims relating to anchor
account for up to 8% of navigation related claims. An improper anchoring could
cause damage and loss to the vessel, other vessels, property and the environment.
The consequential losses of grounding and collision due to anchor dragging or loss
can be significant. Claims relating to improper anchoring are as follows:

 Anchor lost or twist

 Grounding or collision due to anchor dragging
 Damage to underwater cables or pipelines
 Damage to floating objects or port facilities
 Damage to navigation aids or facilities
 Damage to the marine environment (e.g. coral reef)
 Fines etc.

Good bridge management in anchoring operations is the key to achieving safe

anchoring and avoiding accidents. It includes anchoring planning, risk assessment,
best anchoring practices, anchoring watch keeping, etc. Ship companies should set
up procedures for these critical tasks and incorporate them into the safety
management system.

Surroundings of anchoring

Along with evaluating the nature of the seabed when anchoring, these are the
elements to be considered: direction and strength of wind and current, sea
condition, shallow water, prohibited areas, navigational aids and facilities,
underwater cables and pipelines, swinging room, other anchoring vessels in the
vicinity.

To avoid accidents like anchor dragging, vessels should keep a safe distance from
other vessels, navigational hazards, underwater cables and pipelines. The distance
to the nearest grounding line should be no less than one nautical mile.

A safe distance between vessels depends on vessel's maneuverability that could be

restored from anchor dragging. There are no definite criteria to measure it.

The ICPC (International Cable Protection Committee) bulletin point out that anchor
dragging whilst at anchor or under way can cause underwater cable damage, and the
cause of such damage around the world has been closely monitored since the
formation of ICPC. Some newly laid oil pipelines or gas pipelines might not be
marked/updated on the navigation chart and Notices To Mariners.
Emergency anchor dropping might also be necessary in case of steering failure,
probable collision, maneuvering in shallow waters, etc.

Risk assessment and plan to anchor

Anchoring operation is part of a passage plan, which must be carefully planned,

executed and monitored. An effective anchoring plan can prevent anchor accidents
and avoid any operational failure.

A detailed risk assessment of the anchoring operation should be carried out to

formulate an effective plan and to make prudent decisions when facing
emergencies. If you expect wind force to increase, the possibilities of anchor
dragging must be part of the risk assessment. An alternative anchorage should also
be prepared if the initial selected anchoring position is unavailable.

The anchor plan should be prepared by the master considering the following
elements:

 The limitation of the anchoring equipment: It is only designed to hold the

vessel in good holding ground, and not to hold the vessel off fully exposed
coasts in rough weather.
 The available depth and type of holding ground at this anchorage. Maximum
depth of anchoring must be applied. Do not anchor in depths beyond windlass
hauling capacity with allowance of efficiency reduction for old windlass.
 The minimal Under Keel Clearance: in a calm weather and smooth seas
condition, the UKC should be at least 20% of maximum vessel's draft in
loaded condition.
 Location of the anchorage designed for the vessel.
 Tide, direction and strength of the current in the anchorage area.
 The immediate and predicted weather, wind direction and strength, visibility,
sea condition of wave, swell, etc.
 The availability of adequate sea floor.
 The safety swinging circle of the vessel: A circle with a minimum radius
including length of anchor chain and the vessel's Length Over All.
 The proximity of navigational hazards. An adequate safety distance to the
nearest vessels and navigational facilities.
 An alternative anchorage if the initial selected anchoring position is
unavailable.
  The anchor to be used with the condition of anchor, anchor chains, windlass,
brake band, chain stopper, lashing devices, etc.

The master should also determine the operation mode of the engine according to the
type of anchorage, weather conditions and the distance from other vessels, shoals
and navigational hazards.

Anchoring operation

Anchoring operation is based on experience in handling complex anchorage and

various conditions of vessels. The following points should be considered for safe
anchoring:

Determining which anchor to use depends largely on the vessel and condition of

the anchors. The basic principle is that the anchor must be in good holding and
heaving condition.

Sternway speed: the speed over the ground need to be minimized when the vessel
dropping the anchor and the chain paying out. In general, it should be limited to
about 0.5 – 1.0 knots; for VLCCs, it should be from 0.25 to 0.5 knots only. Laying
the chain across the ground in an orderly manner can avoid excessive strain on the
chain.

Observed GPS speed might not be reliable if the speed is less than 0.5 knot. It is
very difficult to be accurate at such low speed over the ground.

Anchor chain paid out: Wrong practice in dropping the anchor may cause chain
entangling accidents or loss of the anchor. Most accidents are caused by
uncontrolled running-out speed of the anchor chain and poor condition of the brake
when dropping the anchor.

The running-out speed should be limited to 5-6 metres/sec. and the brake force must
be used to control the speed.

In shallow waters, up to the depth of 25 metres, the customary practice is to let go

the anchor from the hawse pipe or one meter above water by releasing the brake.

If the water depth of the anchorage is between 25 to 50 metres, release the anchor
about 5 metres above the sea bottom with the windlass, and then let go the anchor
by releasing the brake.
If the water depth of the anchorage exceeds 50 metres, release the anchor and the
chain with the windlass until the chain walking out to the required length.

However, if the water depth is above 80 metres, do not drop anchor as the
maximum anchor depth for most vessels are designed to the rule of 82 metres (three
shackles). The master should check the class limitation of the vessel to ensure the
windlass heaving capacity limits do not exceeded for the anchoring depth.

Length of cable: the cable length that should be released depends on factors such
as water depth, draft, windage area, strength of wind and current, and anchorage
congestion.

The previous information of the cable length (3.5 to 4 times the water depth) is no
longer enough to prevent vessel from dragging if anchoring is affected by wind and
current.

A general guide: The cable length of should be 3 times of the water depth plus 90
metres in normal condition. It should be 6 shackles under normal circumstance for a
depth of 25 metres. In rough weather condition, the cable length should be 4 times
the water depth plus 150 metres. Congested anchorage is one of the exceptions. For
example, in Singapore Roads, there should be 3 shackles in the water for handy size
vessel, and only 4 shackles in the water are acceptable for "Panamax".

Anchor in stand-by: If there are underwater cables and pipelines on the planned
route of intended anchoring point, the anchor should not be lowered into the water
and the clutch of the anchor should remain engaged. This prevents the anchor
accidental releasing and damaging the underwater cables and pipelines.

Anchors when ship alongside berth should be properly secured with stoppers or
lashings to prevent any accidental running out.

Anchor dragging

Dragging the anchor often happens in rough weather conditions, especially in

tropical areas (typhoon, hurricane, etc.). Avoid anchoring when facing current
turbulence in heavy weather and the vessel should then be sailed to open sea.
It has been found that anchor dragging is experienced in 40% of instances of
anchoring under typhoon conditions. In such circumstances, it requires extra time
and emergency procedure to handle anchor dragging and anchor weighing.

Anchor dragging would not cause serious accidents if there is enough space in the
sea for maneuvering and enough time to regain control of the vessel. But in most
cases there is not sufficient space or enough time as the speed of anchor dragging
under wind pressure force is approximately 3 - 4 knots.

Anchor dragging rarely happens on vessels with a deep draft when compared to
vessels with a light draft. It is recommended to increase the draft of the vessel to
prevent dragging. The master and officers should familiarize themselves with the
condition of the vessel in advance and take necessary precautions.

Checking the anchor position frequently to detect anchor dragging at early stage is
of great importance. A vigilant bridge watch is essential as it can take some time to
recognise anchor dragging, especially in a crowded anchorage where there is
insufficient space between vessels to deal timely with emergencies.

The master and office must keep in mind that during the period beginning of
detecting dragging to regaining full control of the vessel, the vessel may run into a
dangerous situation, close to other ships and facilities, or underwater cables and
pipelines, or shallow water.

Timely steps should be taken once anchor dragging occurs as it can affect the safety
of the vessel. Anchor dragging can be reduced to a minimum if another anchor is
dropped immediately.

In the event of suspected anchor dragging, anchor dragging of vessels nearby, or

when the vessel is straying out of the safety swinging circle, the officers on watch
should:

 Report to the master immediately

 Inform engine room to start the main engine emergently
 Have officers standing by at the anchor station
 Anchoring in heavy weather

When the wind increases to BF 7, the main engine should be prepared on standby,
the bridge and engine room must be at a navigation level, and officers should stay
alert.

If necessary, the vessel should leave the anchorage and proceed to open sea to avoid
anchor dragging. If the master decides to take such actions for safety reasons, he or
she does not need to wait for instruction from VTS or port authorities.

To prevent anchor dragging in heavy weather, below are the recommended

measures:

 Reduce wind area of the vessel as much as possible

 Use ballast to increase the draft of the vessel
 Reduce trim by stern as much as possible
 Trim by head and increase it if possible. This is to move the wind center
backward and the hydrodynamic center forward to reduce deviation of the
vessel and improve the vessel's stability.

Procedures and Precautions to Be Taken Prior to Anchoring

Anchoring Procedures 

Anchoring procedures are not just about lowering and heaving up the anchor. Prior
to this, a number of steps must be followed in order to ensure that the anchor is
ready to be lowered or heaved up. 

Prior to lowering or heaving up an anchor, a procedure known as Clearing the

Anchor must be carried out. If an anchor is not cleared prior to lowering or heaving,
damages will occur to the various equipment and machinery used in the process.
Another procedure known as Securing the Anchor is to be carried out every time
the anchor is heaved up and the ship is ready to proceed to sea. This is extremely
important in order to ensure that the anchor is properly home and secured. In
between these two procedures comes the lowering of the anchor. 

There are two different methods of Anchoring; 

 Walkback Method.
 Let Go Method.
Both methods have their advantages and disadvantages, and both are
frequently used on board merchant ships.
Clearing and Securing the Anchor
Clearing the Anchor

When preparing for anchoring, a series of steps have to be carried out. One of the
most important procedures is ‘Clearing the Anchor’ which is done every time prior
to lowering or heaving up the anchor. Once this procedure is complete, the person
in charge of the anchor station will report to the Master on the bridge that the
Anchor is Cleared. The following simple steps will be carried out for clearing the
anchor:

 All lashings are removed, this includes the Devil’s claw and the Chain
Stopper or Guillotine.
 The pin for the chain stopper or guillotine is inserted to ensure that the
stopper does not fall over the chain during the operation.

It is extremely important to ensure that the break is properly on prior to removing

the lashings and clearing the anchor. Additionally, the windlass power would be on
at this point and the dog clutch engaged or disengaged depending on the anchoring
method agreed upon.

When using the Walkback method the clutch would be engaged, and the brake
would be off, whilst with the Let go method the clutch would be disengaged and the
brake on. At this point, the anchor would be lowered into the sea as per the Master’s
Instructions. 

Securing the Anchor for Sea

Once the anchoring operation is complete and the anchor has been retrieved,
securing the anchor is required to take place. When securing the anchor for the sea
the following steps are carried out:

 Ensure the Anchor is properly Home.

 Ensure the break is fully Closed.
 Put down the Chain Stopper and secure it with the pin.
  Secure the Devil’s Claw to the chain.
 Disengage the Dog Clutch.
 Switch off the Windlass.
 Secure the Hawse Pipe and Spurling Pipe by putting the metal lids across
(if available).

Once this procedure is carried out and the anchor is secured, the person in charge of
the Anchor Party will report to the Master on the bridge that the Anchor is secured
for sea. At this point, the Anchoring Operation would be complete, and the Master
will instruct the Anchor Party to stand down. 

When carrying out such procedures it is important to consult your Company’s SMS
(Safety Management System) in order to ensure that all steps are followed, since
these procedures may vary slightly from ship to ship. 
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officer-when-ship-is-at-anchorage/

SAFETY PRECAUTIONS TO BE TAKEN DURING RESTRICTED

VISIBILITY

10 Important Points Ship’s Officer On Watch Should Consider During Restricted

Visibility
One of the most important duties of a ship’s officer on watch (OOW) is safe and
smooth navigation of the ship. During its voyage, a ship has to sail through different
weather and tidal conditions. It’s the duty of the navigating officer to know and
understand the ship’s sailing route well in advance and prepare for the same
accordingly.

One of the most dangerous conditions to navigate a ship is restricted visibility

because of fog, heavy rain or dust storm. When the ship’s officer gets information
regarding such upcoming weather condition, he or she should take all the necessary
precautions to ensure that the ship sails through restricted visibility area without
confronting any kind of collision or grounding accident.
Mentioned below are ten important points that must be taken into consideration for
safe navigation of the ship through restricted visibility area.

1. Know your Ship inside-out: An efficient navigating officer must know each and
every aspect of his or her ship in order to prevent any kind of accident. From
dimensions to the characteristics of the ships, the officer should know how the ship
will behave under different circumstances. For restricted visibility situation, it is
important that the OOW know the stopping distance of the ship at any particular
RPM in order to control the ship during emergencies.

2. Inform the Master : During restricted visibility, it is important that the master is
on the bridge. The OOW must call or inform the master regarding the navigating
condition. The officer should also inform the engine room and ask the duty engineer
to man the engine room incase it is on “unmanned” mode.

3. Appoint Adequate Man Power: It is important that enough man power is

present on the bridge in order to keep a close watch on the ship’s course. Additional
personnel must be appointed as “lookout” at different locations on the ship. If there
is traffic in the area, the officer must inform the engine room to have enough
manpower so that the engine is also ready for immediate maneuvering.

4. Keep the Fog Horn Ready : Ensure that the fog horn is working properly for the
restricted area. If the horn is air operated, drain the line prior to opening the air to
the horn.

5. Reduce Speed: Reduce the speed of the ship depending on the visibility level. If
the visibility is less, bring down the ship to maneuvering RPM.

6. Ensure Navigation Equipment and Light Are Working Properly: Ensure that
all important navigating equipment and navigation lights are working properly
during restricted visibility. The OOW must ensure that the navigation charts are
properly checked for correct routeing and a good radar watch is carried out.

7. Stop All Other Works: Though it’s obvious, but never multi-task during
restricted visibility even if there are more than sufficient people present on the
bridge. Also stop all other deck work and order the crew to go to their respective
rooms. This is to prevent injury to personnel working on open deck in case collision
or grounding takes place.

8. Open/Close Bridge Doors: Ensure that the bridge door is kept open and is
without any obstruction for easy bridge wing access (Considering that the bridge
wing is not enclosed). Also, in case of dust or sand storm, close all the bridge
openings.

9. Shut Ventilation: If the ship is passing through a sand storm, the ventilation fans
and accommodation/ engine room ports must be closed to avoid sand particles from
entering bridge, accommodation and engine room.

10. Follow All Procedures: Follow all the important procedures for restricted
visibility as mentioned in COLREG Rule -19.  Also monitor channel 16 in the radio
and ensure that all important parameters of the ship such as latitude and longitude,
time, speed etc. are noted in the log book.

Navigating the ship through restricted visibility area is a critical task which must be
carried out with utmost caution and care the officer on watch. Do you know any
other important points that must be considered during restricted visibility? Let us
know in the comments below.

This checklist is to be completed by the officer on Watch on each occasion that

restricted visibility is encountered and a Log Entry made. 
 Has the following equipment been brought into operation.
 Radar / ARPA or Other Plotting Facilities.
 Manual Steering. 
 VHF.
 Fog Signalling Apparatus. 
 Navigation Lights.
 Echo Sounder, If in soundings( shallow water) .
 Watertight Doors as appropriate.
 Helmsman on stand by .
 Have Lookouts been posted.
 Have The Master And The Engine Room been informed.
 Are The 1972 International Regulations For Preventing Collisions At Sea being
complied with, particularly with regard to proceeding at a Safe Speed
and RULE 19.
 Has the possiblity of anchoring been considered.