Professional Documents
Culture Documents
Safe Gangway and Ladder Operation
Safe Gangway and Ladder Operation
Safe Gangway and Ladder Operation
LADDER OPERATIONS
SAFE GANGWAY &
LADDER OPERATIONS
A VIDEOTEL PRODUCTION
PRINT AUTHOR
Sheila Brownlee
WARNING
Any unauthorised copying, lending, exhibition, diffusion, sale, public performance or other exploitation of the accompanying video is
strictly prohibited and may result in prosecution.
© COPYRIGHT Videotel 2006
This workbook and accompanying video/DVD training package is intended to reflect the best available techniques and practices at the
time of production. It is intended purely as comment. No responsibility is accepted by Videotel, or by any firm, corporation or
organisation who or which has been in any way concerned with the production or authorised translation, supply or sale of this video for
accuracy of any information given hereon or for any omission herefrom.
SAFE GANGWAY AND LADDER OPERATIONS VIDEOTEL PRODUCTIONS
CONTENTS
INTRODUCTION 5
RISK ASSESSMENT 7
WHILE ON WATCH 12
PILOT LADDERS 13
MAINTENANCE 19
SUMMARY 20
ASSESSMENT QUESTIONS 21
APPENDICES 25
Checklists 25
Regulations relating to safe access 26
Case studies 31
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Helping deck
officers and crew
members
understand correct
procedures and
maintenance
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It is every crew
member’s duty to
ensure that
gangways and
accommodation
ladders are safe
The Master is
responsible for
providing safe
access to the ship
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If the person stowing or rigging the ladder is not wearing personal protection
equipment (PPE) or if there is no lifebuoy with a line available at the gangway
or accommodation ladder, the result of the accident is likely to be even more
serious.
Incorrectly rigged
safety nets
Unsafe
crewmember
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If there is a problem with any part of the equipment, it should be noted down
and reported immediately, according to ship’s procedure, so that it can be
dealt with in the appropriate way.
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ACCOMMODATION While the ship is in port, many people will need to embark or
LADDER RIGGING disembark (crew, agents, customs officials, stevedores, port
IN PORT officials, visitors) including individuals who are unfamiliar with
ships. A correctly-rigged, well-maintained means of access is
essential for safety and to create a good first impression.
Accommodation
ladder positioned
at correct angle
There are different makes and models of ladder but the principles remain the
same. They are normally 5-20 metres long, swung out from the ship and
lowered by hoist. They should be inclined to an angle of not more than 55°
below the horizontal, unless designed and constructed for greater angles.
At the bottom of
the ladder there is
often a roller or
wheels which
enables the ladder
to move while the
ship is at the berth
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7
Safety net
incorrectly
positioned
3
Safety net
correctly
positioned
HAZARDS IN PORT
Accidents that take place in port may be a result of:
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GANGWAY Gangways can also be heavy and cumbersome to handle, but because they
are usually shorter than accommodation ladders there is more leeway about
RIGGING IN PORT
where they can be placed. The fact that they have fewer moving parts means
there is less potential for malfunction. However, as with accommodation
ladders, they must be rigged according to the manufacturer’s specifications
and with the recommended safety systems.
Generally, gangways are one metre wide and made of aluminium. They have
non-slip surfaces, heavy duty securing lugs and rolling wheels on the shore
side. They are ideal for ship to ship access as long as the angle of inclination
is not too steep.
As with accommodation ladders, gangways must be properly maintained and
regularly inspected:
Gangway rigging
Passengers using
a cruise liner
gangway
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MONITORING CHECKLIST
• Be aware of tidal rise and fall and how this may affect the angle of
inclination and the position of the ladder on the quay
• Consider surge caused by passing ships and whether damage
could occur
• Make sure the number of people using the ladder at any one time
is within the manufacturer’s instructions
• Post notices if conditions change and present a hazard
• Ensure the safety net remains tight at all times
• Watch out for any obstructions ashore
• Keep a log of the supervision of the gangway and all maintenance
carried out.
CHECKLIST ON DEPARTURE
• Immediately before a ship departs, raise the accommodation ladder
• Look for damage or excessive wear while it is being raised
• Stow and secure the accommodation ladder and accessories with
as much protection as possible, to withstand possible heavy
weather conditions.
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PILOT LADDERS In order to navigate ships on arrival and departure from ports, pilots need to
embark and disembark while the ship is underway
Pilot operations
can be monitored
from the bridge
The responsible
officer must be in
position to receive
the pilot and offer
any assistance
PILOT RESPONSIBILITIES
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Every ship should have two pilot ladders in good condition, and
the ladder section should not be longer than 12 metres or it will
be too heavy for two people to handle.
Do not use tripping lines tied to the bottom of the ladder to help bring the
ladder back on board. These can get caught up in the pilot’s feet and can
damage the pilot boat’s fittings.
The pilot line should be clearly visible. This shows the pilot the most suitable
place for boarding, the precise height of climb and whether the correct ladder
arrangements are in place.
There should be a light over the side which illuminates the ladder from its aft
side, not from the forward side as it could shine directly in the pilot vessel
operator’s eyes.
There should be a
light over the side
which illuminates
the ladder from
its aft side
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Lifebuoy, safety
line and harness –
close to stowed
pilot ladder
Two crewmembers
deploying pilot
ladder over the
side of the ship
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Stanchions
attached to the
bulwark
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Accommodation
ladder with bottom
firmly against the
ship’s side
Accommodation
ladder lowered to
between 5-7
metres above
water level
Accommodation
ladder lowered to
correct angle and
with lower
platform horizontal
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Pilot ladder
attached at
weather deck level
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All defects should be reported and recorded, and necessary steps taken to
ensure that repair or replacement is carried out at the earliest opportunity. If
repair or replacement is not possible and the device is therefore unusable, a
notice must be securely attached stating that the device must not be used,
and why.
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WEBSITES
International Maritime Organization: www.imo.org
Nautical Institute: www.nautinst.org
International Maritime Pilots’ Association: www.internationalpilots.org
Marine Accident Investigation Branch: www.maib.dft.gov.uk
Transportation Safety Board of Canada: www.tsb.gc.ca
Australian Maritime Safety Authority: www.amsa.gov.au
UK P&I club: www.ukpandi.com
CHIRP (UK Confidential Human Factors Incident Reporting Programme):
www.chirp.co.uk
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APPENDICES CHECKLISTS
POINTS TO BE CONSIDERED (With thanks to Tyne Gangway)
n Preparatory work
n Assemble a sufficient number of experienced personnel
n Arrange supervision of less experienced personnel
n Discuss work plan and allocate tasks
n Ensure lifejackets and safety harnesses are worn as necessary
n Check that boarding arrangements will be clear of working areas
n Check for obstructions likely to impede lowering/positioning
n Place lifebuoy with light and buoyant line with float close by
RIGGING
n Test and position lighting arrangements
n Check that ladder is sufficiently stable
n Check that angle of inclination is satisfactory
n Check safety net for wear and defects
n Fit safety net correctly to span gap between ladder and vessel
n Check stanchions for distortion
n Ensure all stanchions are inserted/raised and locked as appropriate
n Inspect rope guardrails for wear and ensure ropes are pulled tight
n Ensure bottom platform is level (accommodation ladders, where fitted)
n Check boarding arrangements are free of oil, grease and ice
n Ensure that lifting equipment/bridle does not cause an obstruction
n Position and secure additional steps if required
n Post notices warning of additional steps as appropriate
n Rope off any gaps in bulwark or railings (gangways)
n Verify that safe access exists at shoreside end of ladder
n Verify that safe access exists at shipboard end of ladder
n Examine ladder closely for signs of distortion, cracks or corrosion
n Examine hoisting wires and equipment for wear and damage
n Report and record all defects found and equipment replaced
n Post sailing board
TENDING
n Check regularly whether repositioning is required
n Check regularly whether safety net/rope guardrails require adjustment
n Watch out for potential obstructions ashore
n Carry out regular checks to ensure that safe access is maintained
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GANGWAYS
5.1 The employer of every ship to which these Regulations apply shall ensure that
a gangway appropriate to the deck layout, size, shape and maximum freeboard
of the ship is carried.
5.2 Each such gangway shall be
(a) of sound construction;
(b) properly secured to the ship;
(c) of adequate strength for the propose for which it is used;
(d) permanently and clearly marked with the manufacturer's name, the
gangway model number, the maximum designed angle of use and the
maximum safe loading both by number of persons and by total weight; and
(e) properly maintained and regularly inspected by a competent person.
5.3 Gangways shall not be permitted to rest on railings unless the railings have
been reinforced for that purpose.
5.4 The master shall not permit a gangway to be used when its angle of inclination
is more than 30 degrees above or below the horizontal except that a gangway
may be used at a greater angle of inclination if it was designed and constructed
to be used at that angle.
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BULWARK LADDERS
8.1 In every ship to which these Regulations apply on which the inboard end of any
equipment used as a means of access rests on, or lies flush with, the top of the
bulwark, the employer shall ensure that the ship carries a suitable bulwark
ladder.
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APPENDICES 8.2 The employer shall ensure that adequate fittings are provided in every such
ship to enable the bulwark ladder to be properly and safely secured and
fastened.
8.3 The employer shall ensure that any gap between the bulwark ladder and the
gangway and accommodation ladder can be adequately fenced to a height of
one metre.
8.4 The master shall ensure that the bulwark ladder is rigged in a safe and secure
manner.
SAFETY NETS
10.1 In every ship to which these Regulations apply, the employer shall ensure that
an adequate number of safety nets shall be carried on the ship of good
construction and sound material, free from any patent defect and of adequate
strength for the purpose for which they are used.
10.2 The master shall ensure that whenever practicable a safety net or nets shall be
rigged properly under the gangway accommodation ladder, portable ladder or
rope ladder so as to prevent persons from falling onto the quay or between a
quay and a ship.
FOREIGN SHIPS
11.0 The master of any ship not registered in the State shall, when that ship is in
any port of the State, ensure that no access equipment is carried for use on
board which, if used, would be hazardous to the safety of any persons using it.
SOLAS (International Convention for the Safety of Life at Sea) regulations
ANNEX
RECOMMENDATION ON PILOT TRANSFER ARRANGEMENTS
1 GENERAL
Ship designers are encouraged to consider all aspects of pilot transfer
arrangements at an early stage in design. Equipment designers and
manufacturers are similarly encouraged, particularly with respect to the
provisions of paragraphs 2.1.1.3, 3.1 and 3.3.
2 PILOT LADDERS
2.1 Position and construction
2.1.1 Every pilot ladder should be so positioned and secured that:
.1 it is clear of any possible discharges from the ship;
.2 it is within the parallel body length of the ship and, as far as is
practicable, within the midship half-length of the ship; and
.3 each step rests firmly against the ship's side. Where constructional
features, such as rubbing bands, would prevent the implementation
of this provision, special arrangements should, to the satisfaction of
the Administration, be made to ensure that persons are able to
embark and disembark safely.
2.1.2 Shipside doors used for pilot transfer should not open outwards.
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APPENDICES 2.1.3 A single length of pilot ladder should be used capable of reaching the
water from the point of access to, or egress from, the ship and due
allowance should be made for all conditions of loading and trim of the
ship, and for an adverse list of l50. The securing strongpoints, shackles
and securing ropes should be at least as strong as the side ropes
specified in subsection 2.2 below.
2.1.4 The steps of the pilot ladders should comply with the following
requirements:
.1 if made of hardwood, they should be made in one piece, free of knots;
.2 if made of material other than hardwood, they should be of equivalent
strength, stiffness and durability to the satisfaction of the
Administration;
.3 the four lowest steps may be of rubber of sufficient strength and
stiffness or other material to the satisfaction of the Administration;
.4 they should have an efficient non-slip surface;
.5 they should be not 1ess than 400 mm between the side ropes, 115
mm wide and 25 mm in depth, excluding any non-slip device or
grooving;
.6 they should be equally spaced not less than 300 mm or more than
380 mm apart; and
.7 they should be secured in such a manner that each will remain
horizontal.
2.1.5 No pilot ladder should have more than two replacement steps which
are secured in position by a method different from that used in the
original construction of the ladder, and any steps so secured shall be
replaced as soon as reasonably practicable by steps secured in position
by the method used in the original construction of the pilot ladder
When any replacement step is secured to the side ropes of the pilot
ladder by means of grooves 4n the sides of the step, such grooves
should be in the longer sides of the step.
2.1.6 Pilot ladders with more than five steps should have spreader steps not
less than 1.80 m long provided at such intervals as will prevent the pilot
-ladder from twisting. The lowest spreader step should be the fifth step
from the bottom of the ladder and the interval between any spreader
step and the next should not exceed nine steps.
2.2 Ropes
2.2.1 The side ropes of the pilot ladder should consist of two uncovered
ropes not less than 18 mm in diameter on each side and be continuous
with no joins below the top step.
2.2.2 Side ropes should be made of manila or other material of equivalent
strength, durability and grip which has been protected against actinic
degradation and is satisfactory to the Administration.
2.2.3 Two manropes of not less than 28 mm in diameter properly secured to
the ship should be kept at hand ready for use if required.
2.3 Associated equipment
2.3.1 A lifebuoy equipped with a self-igniting light should be kept at hand
ready for use.
2.3.2 A heaving line should be kept at hand ready for use.
2.3.3 When required by section 5, stanchions and bulwark ladders should be
provided.
2.3.4 Lighting should be provided such that both the pilot ladder overside
and the position where any person embarks or disembarks on the ship
are adequately lit.
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THE INCIDENT
Whilst ascending the accommodation ladder of his ship, after an evening
ashore, an intoxicated seaman fell backwards down the ladder. He suffered
serious head injuries and subsequently died.
WHAT HAPPENED?
A seaman was returning to the ship after an evening ashore having consumed
a significant quantity of alcohol. A watchman from a nearby ship reported that
the man appeared to be experiencing considerable difficulty ascending the
steeply angled accommodation ladder. At a point approximately half way up
the ladder the seaman overbalanced, slipped backwards and fell to the
bottom of the ladder. At the foot of the ladder he fell off and landed on the
quay resulting in a serious injury to his head.
The injured man was rushed to hospital but, unfortunately, his condition
deteriorated and he later died from his injuries.
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• The tender arrived off the ship with no staff to receive it and the accommodation
ladder was in the hoisted position
• A seaman appeared and secured the tender with a bow rope instead of telling the
skipper to lay off. He then disappeared to fetch the quartermaster
• The quartermaster arrived and instead of casting off the tender, secured it with a
further rope. He then attempted to lower the accommodation ladder while
simultaneously turning the tender through 180 degrees (bow to stern) until its
stern was up against the ladder platform. Lots of shouting occurred and an officer
appeared on the bridge wing to survey the incident
During this manoeuvre it was fortunate that no passenger was injured, either
between the ship's side or the ladder platform, and the tender.
Passengers had to duck to avoid taut ropes at eye level as the tender was
turned round. Everyone thought that the performance was a huge joke except
of course those on board with seafaring experience.
See also North of England P&I case study PI 026 “Mistakes and Ladders”
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APPENDICES BASICALLY:
• All concerned persons should have been informed the ladder was defective
• A notice should have been placed by the controls to say the ladder was out
of order
• A lashing should have been put across the ladder access to prevent anyone
getting on it
• The pilot should anyway have been advised to wait for the ladder to be lowered
into position before walking onto it as is our standing instruction
I was given a piece of paper. I addressed a note to the Master and vessel's
Safety Officer, informing them that it was a requirement to supply and rig a
safety net and also that its absence would leave themselves and their
employer exposed if any incident around the ladders occurred. No action was
taken.
On a subsequent port call it was again noted that no gangway net was rigged.
I again raised it with the people at the gangway, who swipe the identity cards,
but they knew nothing of the requirements. I asked for the procedures to
complain to the Master and again, I got a piece of paper. I was also told by the
Receptionist that a net had never been rigged there in the six month's he had
been on board. My letter again pointed out the requirement under regulations
to have a net at the gangway and near the quayside. No action was taken.
I later saw a Senior Second Officer heading for a restaurant, so I asked him
whether it was policy to rig a net. He informed me it was a requirement to
have a net out, and they complied with that. I suggested he checks this out
the next time we arrived in port.
Next port, again, no gangway net, again, I raised it with reception, and I
addressed another note to the Master, pointing out that members of his crew
were wilfully neglecting their responsibilities. Reception informed me that the
Security Officer was in charge of the gangway. On my return from a trip, the
Security Officer was present at the bottom of the gangway, so I queried him
on the lack of a safety net. He informed me, that they complied with the
requirements, and a net would be difficult to rig. No action was taken.
I never saw a Deck Officer at the gangway, and the only Deck Officer I saw
during the week was the Senior Second Officer I spoke to about the gangway
net.
Unfortunately, the vessel gave a very poor impression, from the time of
boarding. This impression was carried on throughout the voyage, on a number
of activities. The safety culture appeared poor, I did not go looking for
examples, but I was disappointed at the way the vessel appeared to be run,
especially as it was under a reputable flag.
I fully understand how impossible it is to comply all the time with every
regulation, but I feel the vessel should at least get the basics right.
CHIRP’S RESPONSE:
In the UK this issue is covered by the Means of Access Regulations 1988
which state at s.9(2):
"The master shall ensure that when access equipment is in use and there is a
risk of a person falling from that access equipment or from the ship or from
the quayside immediately adjacent to the access equipment, a safety net is
mounted in order to minimise the risk of injury."
Other flags or ports may have similar requirements, but the issue of ensuring
safe access is a matter of common sense not just whether there is a
regulation or not. CHIRP contacted the operator of the vessel and was
informed an internal audit had identified the same issue and gangway nets
are now in use.
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LESSONS LEARNED
The Ship's Accident Investigation Committee recommended the use of a hook
in lieu of the shackle so that a seaman would not have to lean over the
outboard side of the accommodation ladder in order to remove the strap.
The rigging of gangways should never be attempted when vessel is shipping
seas on deck.
Anytime a seaman is performing work over water—on the accommodation
ladder, staging, etc., a work vest must be worn to afford protection from
drowning in the event of a fall into the open water.
Ship's personnel must make it a habit to use various types of personal
protective equipment that is available to them whenever the work requires
the need for such equipment. Don't endanger your life by taking chances.
2. The control lever to the accommodation ladder was not set in neutral when the
air control valve was opened
4. The pilot ladder was lashed to the accommodation ladder. This is against all
pilot boarding legislation and shows no regard for basic seamanship or basic
safety of embarking personnel
5. The position of the control lever did not allow the operator an overside view
whilst operating
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is highly probable that he will not be able to resume his job as a pilot.
Subsequent investigation of the accident revealed the following deficiencies of
the ladder and non-compliance with SOLAS;
1. The side ropes of the ladder had been served and therefore the ropes could not
be readily inspected as they were covered.
2. There were no handrails or stanchions, the pilot had to use the edges of the
door to steady himself when mounting the ladder.
3. The vessel had an 8" rubbing band round the hull, this was 24" below the lower
edge of the side door, the ladder could not rest against the side of the vessel at
any point. The hull plating below the 8" rubbing band receded toward the keel so
that the ladder was hanging in the air some distance from the hull.
5. Approximately 10 feet forward of the access door on the next deck above, a
scupper pipe of approximately 6" diameter was discharging water from the
vessel's deck onto the pilot boat and the pilot ladder, there was torrential
tropical rain falling during the incident and this discharge was falling on the
deck of the launch
6. When not in use the ladder was apparently swung inboard without any storage
or care. This apparently allowed the ladder to remain wet and eventually rot.
7. The ship's officer that accompanied the pilot did not know anything about testing
or inspecting of the equipment associated with the pilot ladder.
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Q8 TRUE
Q9 FALSE The pilot can refuse to board if he is not satisfied with the
arrangements.
Q10 b) 12 metres
Q11 FALSE They are made of heavy materials which will not blow in
the wind.
Q12 a) 40 cm wide
Q18 b) attach a notice stating that the device must not be used
and the reason why
Q19 a) 2 years
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