Mod MGT 312 15

PNTC COLLEGES
Zone III, Lt. Cantimbuhan St. Poblacion, Dasmariñas City
COLLEGE OF MARITIME EDUCATION

ONLINE DISTANCE LEARNING MODULE
COURSE CODE MGT 312 PRE-REQUISITE NONE

COURSE TITLE Integrated Management System SEMESTER 1st / 2nd
UNITS 3 YEAR LEVEL 3rd
COURSE DESCRIPTION This training course will be presented with detailed explanation of the requirements for
ease of understanding. It is useful for users of the previous standard as well as new users
with first time exposure to the quality, environmental & OHS management system.
MODULE 15 (WEEK 15)

1.3 Safety Code of Safe Working Practices for Merchant Seaman
TOPIC LEARNING OUTCOMES
The students shall be able to:
1. Explain that this Code of Safe Working practices or its equivalent is intended primarily for merchant seaman
2. Explain that there should always be an adequate number of copies to allow the master, safety officer and any
members of the Safety Committee to have their own, leaving at least one available for general reference
3. Explain that this Code is addressed to everyone on a ship regardless of rank or rating because the
recommendations can be effective only if they are understood by all and if all cooperate in their
implementation
4. Explain that the Code is arranged in sections which deal with broad areas of concern
5. State that the introduction gives the regulatory framework for health and safety on board ships and overall
safety responsibilities under that framework
6. State that section 1 is largely concerned with safety management and the statutory duties underlying the
advice in the remainder of the Code. All working on board are required to be aware of these duties and of the
principles governing the guidance on safe practice which they are required to follow
7. State that section 2 begins with a chapter setting out the areas that should be covered in introducing a new
recruit to the safety procedures on board. It goes on to explain what individuals can do to improve their
personal health and safety
8. State that section 3 is concerned with various working practices common to all ships
9. State that section 4 covers safety for specialist ship operation
10. Outline and describes the contents of the COSWP for merchant seaman
11. Describe safe working practices and personal shipboard safety including:
- Working aloft
- Working over the side
- Working in enclosed spaces
- Permit to work system such as:
- Hot work permit
- Cold work permit
- Entry in enclosed space permit
- Working aloft permit
- Working over side permit
- Electrical isolation permit
- Line handling
- Lifting techniques and methods of preventing back injury
- Electrical safety
- Mechanical safety
Form No. BPM2-CME 20 F-009 MGT 312(Module 15)
Rev.03 Page 1 of 25
COMPANY CONFIDENTIAL INFORMATION
Copyright © 2021 PNTC Colleges, All rights reserved.
When printed, this document is uncontrolled unless properly identified as controlled
PNTC COLLEGES
- Chemical and biohazard safety

- Personal safety equipment
- Describes the role of a safety officer
12. Explain the topics discussed in the safety committee meeting
13. Explain the importance of personal health and hygiene on board
14. Describe the use of:
- Portable O2 analysers
- Explosimeter
- Multi gas detectors - Other portable gas measuring instruments
ENGAGE
Code of Safe Working practices for Merchant Seaman. This code provides a sound basis upon which the concerned
can establish and maintain safe working conditions onboard ships at sea and in port and designed to reduce the
number of accidents. In your opinion, how will you maintain safe working practices onboard?
EXPLORE
• Code of Safe Working Practices for Merchant Seaman
Why is it necessary that a copy of this code be available to all seamen who request
it?
EXPLAIN AND ELABORATE
Chapter 1 (Cont’n)
1.3 Safety Code of Safe Working Practices for Merchant Seaman
This Code is published by the Maritime and Coastguard Agency (MCA) and endorsed by the National Maritime
Occupational Health and Safety Committee, UK Chamber of Shipping, Nautilus International and the National Union
of Rail, Maritime and Transport Workers (RMT) as best practice guidance for improving health and safety on board
ship. It is intended primarily for merchant seafarers on UK-registered ships.

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Safety of self and co-workers is the prime priority kept in mind by a professional seafarer while working onboard ship.
All shipping companies ensure that their crew follow personal safety procedures and rules for all the operation
carried onboard ships.
To achieve utmost safety on board ship, the basic step is to make sure that everybody wears their personal
protective equipment made for different types of jobs carried out on ship.
Copies of the current printed edition of the Code must be carried on all United Kingdom ships other than fishing
vessels and pleasure craft, and a copy must be made available to any seaman in the ship who requests it, in
accordance with the Merchant Shipping (Code of Safe Working Practices for Merchant Seamen) Regulations 1998.
There should always be an adequate number of copies to allow the Master, Safety Officer and any members of the
Safety Committee to have their own, leaving at least one available for general reference.
Provided that the requirements of the Merchant Shipping (Code of Safe Working Practices) Regulations 1998 are met,
including the requirement for copies of the code to be easily accessible, MCA accepts that some copies may be
electronic. In all cases at least one printed copy of the Code shall be available.
This Code is addressed to everyone on a ship regardless of rank or rating because the recommendations can be
effective only if they are understood by all and if all cooperate in their implementation. Those not themselves
actually engaged in a job in hand should be aware of what is being done, so that they may avoid putting themselves
at risk or those concerned at risk by impeding or needlessly interfering with the conduct of the work.
The Code is arranged in sections which deal with broad areas of concern.
The introduction gives the regulatory framework for health and safety on board ships and overall safety
responsibilities under that framework.
Section 1 is largely concerned with safety management and the statutory duties underlying the advice in the
remainder of the Code. All working on board should be aware of these duties and of the principles governing the
guidance on safe practice which they are required to follow.
Section 2 begins with a chapter setting out the areas that should be covered in introducing a new recruit to the
safety procedures on board. It goes on to explain what individuals can do to improve their personal health and safety.
Section 3 is concerned with various working practices common to all ships.
Section 4 covers safety for specialist ship operations.
The Code is intended to give guidance as to how the statutory obligations should be fulfilled. However, the guidance
should never be regarded as superseding or amending regulations.
Many regulations lay down specific requirements for standards of safety, equipment or operations. Some of these
regulations require that a relevant part of the Code should be consulted and the principles and guidance applied. In
these areas, the Maritime and Coastguard Agency would generally accept compliance with the guidance in the Code
as demonstrating that the Company, employer or worker had done what was reasonable to comply with the
regulations. More details about these regulations are contained in the relevant chapters in Section 1 of this Code.
2 PERSONAL HEALTH AND SAFETY

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CHAPTER 8
SAFETY INDUCTION
8.1 General 8.1.1 Before being assigned to shipboard duties, all persons employed or engaged on a seagoing ship
other than passengers, shall receive approved familiarization training in personal survival techniques or receive
sufficient information and instruction to be able to:
• communicate with other persons on board on elementary safety matters and understand safety information
symbols, signs and alarm signals;
• know what to do if:

• a person falls overboard,
• fire or smoke is detected, or
• the fire or abandon ship alarm is sounded;
• identify muster and embarkation stations and emergency escape routes;
• locate and don lifejackets;
• raise the alarm and have basic knowledge of the use of portable fire extinguishers;
• take immediate action upon encountering an accident or other medical emergency before seeking further medical
assistance on board; and
• close and open the fire, weather tight and watertight doors fitted in the particular ship other than those for hull
openings. 8.1.2 It is recommended that each Company should design and implement a standard induction
programme for each vessel, covering the STCW requirements, and incorporating any expanded detail specific to that
vessel’s particular needs. This Chapter gives guidance on the subjects to be covered.
8.1.3 On completion of the standard safety induction, it is also recommended that new personnel receive
departmental induction covering safe working practices, areas of responsibility, departmental Standing Orders, and
training/certification requirements to operate specific machinery or undertake specific tasks.
8.1.4 In addition anyone employed on board a vessel in any capacity with designated safety or pollution-prevention
duties should, before being assigned to any of those duties, receive appropriate basic training as listed below
relevant to those duties (the tables listed below refer to those in STCW 95):
• personal survival techniques as set out in table A-VI/1-1;

• fire prevention and firefighting as set out in table A-VI/1-2;
• elementary first aid as set out in table A-VI/1-3; and
• personal safety and social responsibilities as set out in table A-VI/1-4.
SECTION 3
3 WORK ACTIVITIES
CHAPTER 15
SAFE SYSTEMS OF WORK
15.1 Introduction

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15.1.1 This chapter suggests some control measures which may be taken to protect those who may be put at risk in
some key areas on board ship. Such measures should be based on the findings of the risk assessment.
Safe working on ships and vessels
Health and safety
1. Introduction
Usually you should not have to inspect cargo or take samples on a vessel, but if you do, always make sure that the
master, crew and any other operatives in the vicinity know what you intend to do. This guidance is intended to
provide only an overview of the safety hazards that you may encounter when working on ships and other vessels.
 You should be aware of these hazards and avoid dangerous situations.
 You should not enter any area of a vessel that is not open to the general public without specific permission
and, if necessary, supervision.
 If a recognized danger or hazard is unavoidable you should not proceed without adequate training, guidance
and, where necessary, the appropriate permission from the master or owners of the vessel.
You should always refer to your national legislation and guidance.
Risk assessments and safe working practices should be available for staff working on ships or vessels.
1.1 Suitable safety equipment

Safety equipment must be available and should be worn. This may include:
 high-visibility clothing;
 life-jackets and/or ‘dry suits’;
 gloves;
 overalls;
 non-slip and anti-static footwear (usually with toe protection);
 safety helmets;
 intrinsically safe (IS) torch or working light (equipment that is safe to use in a flammable atmosphere).
If you have to enter confined spaces, additional specialist equipment (and training to use it) will be needed, including:
 personal alert safety system alarm (contains motion sensors and indicates when a person is unconscious);
 multi-gas alarm personal monitor (detects noxious gases);
 intrinsically safe (IS) radio/communications line;
 confined space rescue equipment (compressed-air breathing apparatus);
 safety harness and lifeline and location line;
 manual and automatic resuscitation system (MARS).
Health checks, training and regular refresher training are required before using compressed air breathing apparatus.
SECTION 4 covers safety for specialist ship operation such that of dry cargo ships (Chapter 29), tankers and other
ships carrying bulk liquid cargoes (Chapter 30), ships serving offshore oil and gas installations (Chapter 31), Ro-ro
ferries (Chapter 32), port towage industry (Chapter 33).
- Working aloft
4.10 Protection from falls
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4.10.1 All personnel who are working aloft, outboard or below decks or in any other area where there is a risk of
falling more than two meters, should wear a safety harness (or belt with shock absorber) attached to a lifeline. If a
vessel is shipping frequent seas, nobody should be required to work on deck unless absolutely necessary. However,
where this is unavoidable, persons on deck should wear a harness and, where practicable, should be secured by
lifeline as a protection from falls and from being washed overboard or against the ship’s structure.
- Working over the side

Other than emergency situations personnel should not work over side whilst the vessel is underway. If such work has
to be undertaken lifeboats or rescue boats should be ready for immediate use. Any such work should be closely
monitored/watched by a responsible person.
- Working in enclosed spaces

If working in enclosed spaces, they should be well ventilated. The minimum of light clothing should be worn, in order
to allow the largest possible surface for free evaporation of sweat.
- Permit to work system such as:
CHAPTER 16
PERMIT TO WORK SYSTEMS
16.1 Introduction
16.1.1 Based on the findings of the risk assessment, appropriate control measures should be put into place to protect
those who may be affected. This Chapter covers permits to work, which are suggested control measures for
particular operations.
16.2 Permit-to-work systems
16.2.1 There are many types of operation on board ship where the routine actions of one person may inadvertently
endanger another or when a series of action steps need to be taken to ensure the safety of those engaged in a
specific operation. In all instances it is necessary, before the work is done, to identify the hazards and then to ensure
that they are eliminated or effectively controlled. Ultimate responsibility rests with the employer to see that this is
done.
16.2.2 The permit to work system consists of an organized and predefined safety procedure. A permit-to-work does
not in itself make the job safe, but contributes to measures for safe working.
16.2.3 The particular circumstances of individual ships will determine when permit-to-work systems should be used.
In using a permit to work, the following principles apply:
(a) The permit should be relevant and as accurate as possible. It should state the location and details of the work to
be done, the nature and results of any preliminary tests undertaken, the measures undertaken to make the job safe
and the safeguards that need to be taken during the operation.
(b) The permit should specify the period of its validity (which should not exceed 24 hours) and any time limits
applicable to the work which it authorizes.
(c) Only the work specified on the permit should be undertaken.
(d) Before signing the permit, the authorizing officer should ensure that all measures specified as necessary have in
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fact been taken.
(e) The authorizing officer retains responsibility for the work until he has either cancelled the permit or formally
transferred it to another authorized person who should be made fully conversant with the situation. Anyone who
takes over, either as a matter of routine or in an emergency, from the authorizing officer, should sign the permit to
indicate transfer of full responsibility.
(f) The person responsible for carrying out the specified work should countersign the permit to indicate his
understanding of the safety precautions to be observed.
(g) On completion of the work, that person should notify the responsible officer and get the permit cancelled.
(h) The person carrying out the specified work should not be the same person as the authorizing officer
16.2.4 Annex 16.1 gives examples of permits-to-work for various types of activity. The examples show the headings
that may need to be covered. These should be adapted to the circumstances of the individual ship or the particular
job to be carried out, in the light of the risk assessment.
- Hot work permit
Definition
Work involving sources of ignition or temperatures sufficiently high to cause the ignition of a flammable gas mixture
is termed as Hot Work. This includes any work requiring the use of welding, burning or soldering equipment, blow
torches, some power-driven tools, portable electrical equipment which is not intrinsically safe or contained within an
approved explosion-proof housing, and internal combustion engines.
A document issued by a Responsible Person permitting specific Hot Work to be done during a particular time interval
in a defined area. The SMS should include adequate guidance on the control of Hot Work and should be robust for
compliance to deliver the expectations of ISM code and confirm that it is effective and that stated procedures are
being followed.
- Cold work permit

Cold Work is the work which cannot create a source of ignition or generate temperature conditions likely to be of
sufficient intensity to cause ignition of combustible gases, vapors or liquids in or adjacent to the area involved.
Cold work includes but not limited to:

1. Opening vessels, pipes or enclosed spaces
2. Where equipment requires decontamination
3. Mechanical maintenance work
4. Civil maintenance work
5. Erection removal of scaffolding
6. Insulation and painting
7. Blanking/de-blanking.
8. Disconnecting and connecting pipelines.
9. Removing and fitting of valves, blanks, spades or blinds.
10. Work on pumps
- Entry in enclosed space permit
This permit relates to entry into any enclosed space and should be completed by the master or responsible officer
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and by the person entering the space or authorized team leader.
- Working aloft permit
17 WORK AT HEIGHT
17.1 Introduction
17.1.1 Anyone working in a location where there is a risk of falling may be regarded as working at height. This
includes undertaking work inside a tank, near an opening such as a hatch, or on a fixed stairway. Further guidance is
contained in marine guidance note MGN 410(M+F).
17.1.2 Work at height should be subject to risk assessment, and suitable control measures should be taken to protect
those who may be put at risk. Depending on the severity of the risk, a permit to work may be required (e.g. for
working aloft).
- Working over side permit
17.2.6 Personnel working aloft should wear a safety harness with a lifeline or other arresting device at all times (see
section 8.10). A safety net should be rigged where necessary and appropriate. Additionally, where work is done
overside, a working lifejacket (personal flotation device) or buoyancy garments should be worn (see section 8.12) and
a lifebuoy with sufficient line attached should be kept ready for immediate use. Personnel should be under
observation from a person on deck.
17.2.7 Other than in emergency situations, personnel should not work overside whilst the vessel is under way. If such
work has to be undertaken, lifeboats or rescue boats should be ready for immediate use. Any such work should be
closely monitored/watched by a responsible person.
- Electrical isolation permit

Electrical Permit – An electrical permit is required for work on electrical systems where there is a possibility of
contacting energized electrical conductors. Some examples include:
 Work involving the installation or repair of electrical conductors,
 Connection or disconnection of electric motors,
 Reaching into any panel, transformer or other electrical enclosure which may have energized circuits, capacitors,
wiring, etc.
 Work on instrumentation, instrument panels, or telecom equipment,
 Where removal of a part of the circuit takes place outside normal operating conditions.
5.6.1 Electrical activities requiring the issuance of a permit will utilize the BP Wind Energy Permit to Work form (HTX-
050).
5.6.2 If the work activities will also require Lockout/Tagout the issuer will in addition utilize the BP Wind Energy LOTO
Permit (40_000011_Att-A).

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- Line handling
Mooring and anchoring operations are one of the critical and hazardous tasks routinely carried out on ships. Mooring
arrangement, the requirement of mooring equipment, and local weather conditions differ from port to port. Careful
preplanning before any mooring operation is therefore essential. In the past many fatal injuries and even death of
crew being reported due to unsafe mooring practices onboard. When mooring operation gets out of control, it may
lead a vessel to collide with other ships or severe contact damage to shore structure and resulted in a considerable
claim to the ship-owner. Thus, it is of great importance when conducting any mooring operation to make a
comprehensive risk assessment and follow specific steps to ensure the safety of all those doing the operation. This
article aims to address some of the key issues for ensuring mooring safety and highlight information which may assist
in onboard crew training and familiarization.
Safety of crew during mooring operations
The Company’s Risk Assessment procedure shall be utilized to ensure that during all anticipated mooring
arrangements and equipment use, the safety of crew is ensured. As the ship moves near the berth all mooring
equipment need to tested for appropriate working condition.
- Lifting techniques and methods of preventing back injury
“Backbone” is a word which describes a strong pillar or support to a system or an organization, and without which it
becomes difficult to sustain or make progress. When it comes to human body, the spinal bone holds utmost
importance. Back bone is a critical part of our body structure as it is responsible for our movements and gives our
body a shape and form.
Back injury or back pain is the most common but neglected problem experienced by ships’ crew. One of the reasons
for this problem is the amount of physical activity involved in a ship’s operation, which even includes lifting of heavy
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loads by the crew member.

In order to avoid this problem and ensure its long term consequences, it is very important to understand and train
the personnel onboard for correct lifting techniques as once a back problem occurs; the chance of its prolongation is
extremely high.
Main Reasons for Back Injuries are:

1) Lack of Training: No proper training or instructions are given to the person lifting the load.
2) Unaware of Technique: How you lift your load is the main reason for back injury as wrong twist and posture leads
to straining of one’s back.
3) Size: The size of the load to be considered before lifting. If the load is over sized as compare to your capacity or
handling, it may strain and damage your back.
4) Physical Strength: Different people have different physical strengths depending upon their muscle power. You
must know the limits of your own strength.
5) Teamwork: Ship operation is all about team work. A load can be lifted by two persons more easily and without any
problem as compared to a single person lifting it. If out of two persons, one is not lifting it properly, unnecessary
strain will cause back injury to other or both the persons involved.
Following are some basic rules applied while performing a physical lifting task on board ship:
 Always warm up your body before lifting any kind of load involving stretching of muscular parts.
 Check the size and weight of the load. If it’s out of your strength call for help and never lift alone.
 Check the surroundings and course from which the load to be carried and transferred for any hurdles and
skidding surface.
 On a level floor and take firm stance to place your legs apart from each other with one leg behind the other.
 Sit with knees bend to lift the load.
 Wrap one entire arm over the object and other in appropriate position to lift the load.
 Keep you back straight nearly vertical and chin tuck inside.
 Be as much close to the load and Start lifting the load with your foot and knees. Do not use your back for this
task.
 Lift the load smoothly and slowly and avoid sudden and jerky motion.
 Never twist your body to change direction, always turn the whole body together.
 Always ask for help when needed and be careful when using stares.
Awareness posters and instructions along with visual pictures must be pasted at important places on the ship to
make sure that every person onboard ship understands the important of safe lifting procedure.
Personnel safety is of utmost importance on ship and it can be taken care of by each person working on board. The
bottom line is – Be careful, lift safely, and use proper lifting procedure.
- Electrical safety
Electrical hazards can lead to deaths and injuries such as shocks and burns. They can also lead to shipboard fires,
explosions and the disabling (through blackouts) of essential equipment and services on board which can
compromise safety. Ensuring that the right controls and mitigation measures are in place is critical for maintaining
safe operations. To be effective, control measures need to be developed at the organizational, technical and
individual levels.
Between 2011 and 2015, a total of 87 electrical related incidents were reported to AMSA. A breakdown of the
outcomes from these incidents, categorized into injuries (23), fires (14), equipment/electrical failures (47) and near
misses (3).
Isolation and tagging of electrical power supply are critical tasks that should be undertaken prior to commencing
work.

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The PSC/FSC data displayed possibly highlights a level of underreporting of electrical related deficiencies.
Interestingly, a more detailed analysis of PSC/FSC data shows that most of these deficiencies point to hazards such
as; low insulation (50%), earth faults (34%), unsafe wiring (11%), protection/isolation issues (3%) and power supply
problems (2%).
Companies must ensure that control measures, work practices and procedures are in place to eliminate electrical
hazards. Although policies and procedures provide for safe working practices, it is the culture within the organization
and on board each ship that must support the desired behaviors.
 Ensure appropriate supervision is provided;

 Put in place safe operating processes and procedures;
 Carry out risk assessments for all electrical work;
 Adequate maintenance, including inspection and testing; and
 Ensure that fatigue and workload is managed appropriately.
 Equipment design (ensuring safe design);
 Appropriate warning signs are in place including proper labelling for tag/lockouts;
 Appropriate use of surge protective devices;
 Ensure electrical systems are properly isolated when required;
 Carry out regular insulation testing; and
 Ensure there are clear and concise manuals for use of electrical equipment.
 Appropriate training, knowledge and awareness of electrical hazards;
 Appropriate use of Personal Protective Equipment (PPE); and
 Report of electrical safety related incidents and near misses.
Always remember – electricity is the invisible and silent killer. You won’t see it, you won’t hear it and you won’t feel it
until it is too late. Just don’t risk it.
- Mechanical safety
The industry has mostly shed its focus on navigational safety or pollution prevention; however, the issues related to
engine rooms and installations should not be disregarded considering that many accidents have been reported due
to engine failures, loss of power or other engineering related causes.
Power/Engine/Machinery failures
The inadequate monitoring and maintenance of the condition of lubricating oil is one of the various causes for
failures of main and auxiliary engines. In one case, a vessel during her transatlantic passage to New York suffered a
turbocharger failure to her medium speed main engine. Engine had then operated for several days with a non-
functional turbocharger creating very poor combustion and black exhaust smoke. Whilst in port it was recommended
that lubricating samples had to be taken from main engine for analysis. It wasn’t done, and main bearings and then
crankshaft failed leading to towage.
Best Practices
 Always follow periodical maintenance for main engine according to manufacturer’s specifications.
 A process of taking samples should be implemented to Engine PMS and further instructions for landing
analysis and taking feedback should be given by technical managers.
 Records of analyses of lubricants should always be kept onboard.
 Viscosity of lubricant is the key between the co-operating surface and the bearing and should be checked
regularly by using the viscosity index (V.I.).
 Improve performance of lubricant by adding chemical compounds (oil-additives) in order to enhance certain
desirable properties in lubricant.
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Personnel safety
Engine room is an area full of machinery equipment, electric instruments, turbochargers, generators etc. However,
this equipment is managed by crew members onboard who are responsible for its operation; this is the reason why
human error is the main cause of accidents related to engine room failures. Therefore, it is very important, relevant
procedures, posters or caution signs and guidance concerning machinery equipment to be strictly followed to
enhance personnel safety onboard and minimize human errors.
A very hot and risky work within engine room is the welding procedure. Many serious fatalities to welders been
reported due to exposure to fumes and gases, excessive noise and electrical shock or due to the use of the ship’s hull
as earth return.
In one case, a crewman came into engine room after being exposed in heavy rain on deck. He had been assigned to
complete a welding work. He knew he shouldn’t stand in water while working with electrical equipment but he
missed the fact that his clothes were still wet and he was unaware of a tiny lake creating on floor, between his feet.
When he touched the equipment, circuit was completed and current ran through his body. He had to be taken to
hospital for treatment.
- Chemical and biohazard safety
MLC Title 4.3(D) Health and Safety (Hazardous Chemical Agents)
SECTION 1
Introduction
1.1 Protecting seafarers from hazardous chemical agents A hazardous chemical agent is a chemical element or
compound with the potential to cause harm if inhaled, ingested or by coming into contact with or absorbed through
the skin and could potentially include chemical substances such as paints, cleaning materials, fumigants and
pesticides. Some illnesses caused by exposure to hazardous chemical agents may not appear until a long time after
the first exposure, therefore it is important to know how to protect the health of people working with the chemical
agents and also of other people who may be affected by the work being carried out. It is the ship-owners
responsibility to reduce and prevent the risk of exposure to hazardous chemicals agents used at work on board the
ship. However, where there are more stringent or specific provisions relating to the transport of hazardous chemical
agents the more stringent requirements shall be applied, for example the IMDG Code, the IBC Code, or the IGC Code.
1.2 Definition of hazardous chemical agents
The simplest method of ascertaining whether or not a substance is classed as a hazardous chemical agent is to check
with the supplier of the chemicals for any hazardous properties the chemical may have, and inspect the chemical
data sheets of any chemicals arriving on board.
In a legal context the definition of hazardous chemical agent is any dangerous substances and preparation according
to the criteria in the following directives –
 Council Directive 67/548/EEC with respect to dangerous substances;
 Council Directive 88/379/EEC with respect to dangerous preparations. However, these directives will be revoked on
01/06/15 and will be replaced by –
 (EC) No 1272/2008 classification of labelling and packaging of substances and mixtures (CLP Regulations).
Alternatively, a list of hazardous substances can be found in: Table 3.2, Part 3 of Annex VI to the CLP Regulations. This
states the list of harmonized classification and labelling of hazardous substances, and is available on the UK‟s Health
and Safety Executive website.
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This list does not include dangerous preparations or hazardous mixtures.
“Hazardous chemical agents used at work” means any work activity which may expose a seafarer to a hazardous
chemical agent, including the –
a. production of chemicals;
b. handling of chemicals;
c. storage of chemicals;
d. transport of chemicals;
e. disposal and treatment of waste chemicals; or
f. release of chemicals resulting from work activities.
SECTION 2
Risk Assessment
2.1 Risk assessment for hazardous chemical agents It is the ship-owners responsibility to ensure that if hazardous
chemical agents are present on board the ship a risk assessment is carried out to assess any risks to the health and
safety of seafarers. The risk assessment shall be based on –
a. the hazardous properties of the chemical agents;

b. any information on health and safety provided by the supplier;
c. the level, type and duration of seafarers‟ exposure to the chemical agent;
d. the circumstances of work involving the chemical agents, including their amount;
e. the occupational exposure limit values and binding biological limit values relevant to those agents (refer to Section
6 and 7); and
f. where available any conclusions from any health surveillance already undertaken.
The risk assessment shall –
a. cover activities such as maintenance where there may potentially be significant exposure, or which may result in
harmful effects to health and safety for other reasons;
b. in the case where a seafarer may be exposed to several hazardous chemical agents the assessment shall be based
on the risks presented by all the chemical agents in combination;
c. record the significant findings, any measures the ship-owner has taken or intends to take to eliminate or control
the exposure to hazardous chemical agents and any information and training required to be given to seafarers;
d. (if appropriate) explain the reason the risk assessment concludes there is no risk to the health and safety of
seafarers from hazardous chemical agents;
e. be reviewed at suitable intervals or if there are any significant changes in working conditions such as if a new
hazardous chemical agent is being used on the vessel, or if the results of any health surveillance indicates a seafarer’s
health is being affected; and
f. be retained on the vessel for inspection purposes.
- Personal safety equipment
Personal Protective Equipment important for Crew Safety
The MCA (Maritime and Coastguard Agency) Code of Safe Working Practices Chapter 4 Personal Protective
Equipment' (PPE) states that it is the responsibility of the employer to ensure that crew members are provided with
suitable PPE where it is needed and, in general, it should be supplied at no cost to the worker. All crew members
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should also be properly trained in its use and equipment should be checked by wearers each time before use.
Overalls, gloves and suitable footwear are the basic proper working attire for most work on board ship but other
equipment can be required for particular jobs.
Here is a list of what you might have to wear:
Head Protection
Safety helmets: A helmet can offer protection against falling objects and can also guard against crushing or sideways
blows and splashes from chemicals.
Bump caps: This is an ordinary cap with a hard, penetration-resistant shell, useful in protecting against bruising and
abrasion when working in confined spaces such as in the bottom of a tank. However, it is only intended to protect
against minor knocks.
Hair nets and safety caps: These are needed to keep hair from getting tangled when working with machinery.
Hearing Protection
This is necessary for all crew members exposed to high levels of noise such as in machinery spaces.
Ear plugs: These are useful but only offer limited noise level reduction.
Ear muffs: Provide a more effective form of protection, especially in noisier environments.
Face/Eye Protection
Eyes are the most sensitive parts of the body and in daily operations the chances of an eye injury are high if
protective eyewear is not used. Wearing the wrong type of eye protection, such as glasses with no sides, also
contributes to a significant number of accidents. The main causes of eye injuries are infra-red rays (from gas welding),
ultra violet rays (from electric welding), exposure to chemicals and exposure to particles and foreign bodies.
Welding shield: Protects eyes against high intensity sparks and UV rays.
Full face protection: A full face visor is often the best protection in work areas where there is risk of flying particles
and chemical splashes.
Goggles: Offer more protection than glasses because they form a seal around the eye area and are useful in
protecting against chemical splashes, vapour and dust particles.
Safety glasses: Offer less protection, as they do not have sides, but have impact-resistant frames and lenses and may
have prescription or non-prescription lenses. Proper fitting is essential, so they fit close to the face and therefore
there is less risk of an object reaching the eye.
Face mask: Protects against breathing in harmful substances when painting or cleaning.
Respiratory Protective Equipment

This is essential protection when working in conditions where there is irritating, dangerous or poisonous dust, fumes
or gases. A respirator filters the air before it is inhaled while breathing apparatus supplies air or oxygen from an
uncontaminated source.
Hand and Foot Protection

Gloves: The type of gloves you need depends on the type of work you are doing. Leather - for handling rough or
sharp objects. Heat-resistant - for handling hot objects. Rubber, synthetic or PVC - for handling acids, alkalis, various
oils, solvents and chemicals. Body Protection
Footwear: Most foot injuries result from wearing unsuitable footwear such as sandals or plimsolls. Injuries are
commonly caused through impact, penetration through the sole, slipping, heat and crushing.
Body Protection
There are various types of overalls which can protect the body from hazards such as hot oil, water, welding sparks
and chemicals. High visibility clothing should be worn when it is important to be seen such as during loading or
unloading cargo. Safety harnesses should also be worn by those at risk of falling from a height whether above or
below deck.

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- Describes the role of a safety officer
Duties of Safety Officers
3.9 General advice to safety officers
3.9.1 It is very important that the safety officer maintains a good working relationship with safety representatives -
for example, inviting the relevant safety representatives to join him for the regular inspection of each part of the
ship, or while carrying out an investigation, consulting them on safety matters and arrangements, and in particular on
any follow-up action proposed.
3.9.2 The safety officer’s relationship with the safety committee is rather different since he is both a member of the
committee and also to some extent subject to its direction. A committee has the right to inspect any of the records
which a safety officer is required by law to keep, and has the power to require the safety officer to carry out any
health or safety inspections considered necessary.
3.10 Advice on compliance with safety requirements
3.10.1 The safety officer is required by the Regulations to try to ensure compliance with the provisions of this Code
and any health and safety guidance and instructions for the ship.
3.10.2 The safety officer’s role should be a positive one, seeking to initiate or develop safety measures before an
incident occurs rather than afterwards. He should:
• be on the lookout for any potential hazards and the means of preventing incidents;
• try to develop and sustain a high level of safety consciousness among the crew so that individuals work and react
instinctively in a safe manner and have full regard to the safety not only of themselves but also of others. The
objective is to become the ship’s adviser on safety to whom the master, officers and all personnel will naturally turn
for advice or help on safe working procedures.
• where unsafe practice is observed, approach the individual or responsible officer concerned to suggest
improvements in his method of working or use the safety committee to discuss examples of dangerous or unsafe
practices in a particular area. If this brings no improvement, the safety officer should consider approaching the head
of department or, as a last resort, the master to use his influence.
• ensure that each worker joining the ship is instructed in all relevant health and safety arrangements, and of the
importance attached to them before starting work. A suggested outline for this induction is given in Chapter 8.
• where possible, ensure that arrangements are made for each new entrant to work with a crew member who is
himself thoroughly safety conscious.
• remind experienced seamen joining the ship for the first time of the importance of a high level of safety
consciousness and of setting a good example to less experienced personnel.
3.10.3 He should also promote safety on board, subject to the agreement of the master, by:
(a) arranging the distribution of booklets, leaflets and other advisory material on safety matters.
(b) supervising the display of posters and notices, replacing and renewing them regularly.
(c) arranging for the showing of films of safety publicity and, where appropriate, organize subsequent discussions on
the subjects depicted.
(d) encouraging members of the crew to submit ideas and suggestions for improving safety and enlist their support
for any proposed safety measures which may affect them (the person making a suggestion should always be
informed of decisions reached and any action taken).
(e) effective communication of new requirements or advice in relevant shipping legislation, Marine Notices and
Company and ship’s rules and instructions relating to safety at work about the ship.

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3.10.4 The safety officer has a duty to investigate notifiable accidents or dangerous occurrences affecting persons on
board ship or during access, as well as potential hazards to health and safety and any reasonable complaints made by
any personnel, and to make recommendations to the master. It is good practice to record and investigate as
appropriate all incidents reported by personnel or passengers.
3.10.5 Additional health or safety investigations or inspections may be commissioned by the safety committee.
13.7 Advice to safety committees
13.7.1 The safety committee is a forum for consultation between the master, safety officials and others of matters
relating to health and safety. It may be used by individual employers for consultation with the Company and
seafarers. Its effectiveness will depend on the commitment of its members, in particular that of the master. Because
of its broad membership, and with the master as its chairman, the committee has the means to take effective action
in all matters which it discusses other than those requiring the authorization of the Company and individual
employers. Safety committee meetings should not be used for the purposes of instruction or training.
13.7.2 The frequency of meetings will be determined by circumstances, but the committee should meet regularly,
taking into account the pattern of operation of the ship and the arrangement for manning and with sufficient
frequency to ensure continuous improvement in safety. In particular, a meeting should also be held after any serious
incident or accident on the ship, if the normal meeting is not due within a week.
13.7.3 An agenda (together with any associated documents and papers, and the minutes of the previous meeting)
should be circulated to all committee members in sufficient time to enable them to digest the contents and to
prepare for the meeting.
13.7.4 If there is a particularly long agenda, it may be better to hold two meetings in fairly quick succession rather
than one long one. If two meetings are held, priority at the first meeting should, of course, be given to the more
urgent matters.
13.7.5 The first item on the agenda should always be the minutes of the previous meeting. This allows any correction
to the minutes to be recorded and gives the opportunity to report any follow-up action taken.
13.7.6 The last item but one should be ‘any other business’. This enables last-minute items to be introduced, and
prevents the written agenda being a stop on discussion. Any other business should be limited to important issues
that have arisen since the agenda was prepared. All other items should be submitted for inclusion in the agenda of
the next meeting.
13.7.7 The last item on the agenda should be the date, time and place of the next meeting.
13.7.8 Minutes of each meeting should record concisely the business discussed and conclusions reached. A copy
should be provided to each committee member. They should be agreed as soon after the meeting as possible, or
amended if necessary, and then agreed under the first agenda item of the following meeting (see section 13.7.5).
13.7.9 A minute’s file or book should be maintained, together with a summary of recommendations recording the
conclusions reached, in order to provide a permanent source of reference and so ensuring continuity should there be
changes in personnel serving on the committee.
13.7.10 All seafarers should be kept informed on matters of interest which have been discussed, e.g. by posting
summaries or extracts from the minutes on the ship’s noticeboards. Suggestions may be stimulated by similarly
posting the agenda in advance of meetings.

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13.7.11 Relevant extracts of agreed minutes should be forwarded through the master to the Company and, where
appropriate, individual employers, even when the matters referred to have already been taken up with them. A
record of response or action taken by the Company should be maintained.
23 FOOD PREPARATION AND HANDLING IN THE CATERING DEPARTMENT
23.1 Health and hygiene
23.1.1 Catering staff should be properly trained in food safety and personal hygiene, as they are responsible for
ensuring that high standards of personal hygiene and cleanliness are maintained at all times throughout the galley,
pantry and mess rooms. Further guidance for food preparation is contained in merchant shipping notice MSN
1845(M). Where food is prepared outside the confines of the galley (e.g. food that is provided ready prepared by an
outside caterer), equivalent precautions will have been applied at the premises where the food is cooked.
23.1.2 There should be no smoking in galleys, pantries, store rooms or other places where food is prepared or stored.
23.1.3 Hands and fingernails should be washed before handling food using a dedicated hand basin, a bacterial liquid
soap from a dispenser and disposable towels. It is important to thoroughly wash and dry hands after using the toilet,
blowing your nose or handling refuse or contaminated food. An alcohol gel may be used to supplement the use of
soap and water.
23.1.4 All cuts, however small, should be reported immediately and first-aid attention provided to prevent infection.
23.1.5 An open cut, burn or abrasion should be covered with a blue waterproof dressing which must be changed
regularly. Anyone with a septic cut or a boil, stye, etc. should stop working with food until it is completely healed.
23.1.6 Illness, coughs and colds, rashes or spots, however mild, should be reported immediately when the symptoms
appear.
23.1.7 A person suffering from diarrhea and/or vomiting, which may be signs of food poisoning or a sickness bug,
should not work in food-handling areas until medical clearance has been given.
23.1.8 Catering staff should wear clean protective clothing, including appropriate protective gloves if necessary,
when handling food and preparing meals.
23.1.9 Catering staff should not wear jewelry, apart from a plain wedding band.
23.1.10 The cleanliness of all food, crockery, cutlery, linen, utensils, equipment and storage is vital. Cracked or
chipped crockery and glassware should not be used. Foodstuffs that may have come into contact with broken glass or
broken crockery should be thrown away.
23.1.11 Fresh fruit and salad should be thoroughly washed in fresh water before being eaten.
23.1.12 Foodstuffs and drinking water should not be stored where germs can thrive. Frozen food must be defrosted
in controlled conditions, i.e. an area entirely separate from other foods in cool conditions. Food should be prevented
from sitting in the thaw liquid by placing it on grids in a container or on a shelf. Frozen food that has been defrosted
is not to be refrozen.
23.1.13 The risks of cross contamination should be eliminated by thoroughly stripping and cleaning the relevant parts
of equipment when successive different foods are to be used (especially raw and cooked foods). It is important to
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wash hands after handling raw meat, fish, poultry or vegetables.
23.1.14 Raw food should be kept apart from cooked food or food that requires no further treatment before
consumption (e.g. milk). Separate refrigerators are preferred although, if stored in the same unit, the raw food must
always be placed at the bottom to avoid drips contaminating ready prepared food. Food should also be covered to
prevent drying out, cross contamination and absorption of odor.
23.1.15 Separate work surfaces, chopping boards and utensils should be set aside for the preparation of raw meat
and must not be used for the preparation of foods that will be eaten without further cooking. Color coding is an
established way of ensuring separation between the two activities.
23.1.16 Ensure all food is kept at the correct temperature to prevent the multiplication of bacteria.
23.1.17 Crockery and glassware should not be left submerged in washing up water where it may easily be broken and
cause injury. Such items should be washed individually as should knives and any utensils or implements with sharp
edges. Crockery, glassware and utensils should preferably be washed in a dishwasher, where much higher
temperatures can be achieved compared with hand washing.
23.1.18 Some domestic cleaning substances contain bleach (sodium hypochlorite) or caustic soda (sodium hydroxide)
whilst some disinfectants contain carbolic acid (phenol). These substances can burn the skin and they are poisonous
if swallowed. They should be treated with caution and should not be mixed together or used at more than the
recommended strength. Inadvertent contact with toxic chemicals or other harmful substances should be reported
immediately and the appropriate remedial action taken. Cleaning substances and materials should be stored in a
suitable locker/cupboard separate from food-handling areas. Wherever possible, cleaning products that are not
injurious to individuals or the environment should be used.
23.1.19 Food waste, empty food containers and other garbage are major sources of pollution and disease and should
be placed in proper covered storage facilities safely away from foodstuffs. Their discharge into the sea is prohibited
except in circumstances specified in MSN 1807(M+F).
- Portable O2 analysers
Introduction
There are various types of measuring instruments used on board ships for measuring different parameters such
as salinity, ionic purity, pH, speed or depth. An oxygen analyzer is another such important equipment. Many times it
is necessary to measure the oxygen content especially during situations of enclosed space entries and tank entry. It is
advisable as well as mandatory to follow such procedures for the sake of safety of the human beings which enter
these spaces.
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Oxygen content also needs to be noted during inert gas operations on tankers as well. In this article we will learn
about the basic operating principle of a hand held oxygen analyzer.
Oxygen Analyzer
These analyzers come in various makes and models and we will be studying about one such analyzer namely the
continuous reading type analyzer. The underlying theory behind the working of this type of oxygen meter is as
follows.
The main property of oxygen which helps in its detection and measurement of its percentage in the given sample of
air is that of Para-magnetism. Basically this means that oxygen gets attracted towards a magnetic field. The set up for
measuring oxygen content using this property can be understood from the image shown below.
As you can see in the sketch there are two platinum resistance wires which are exposed to two different chambers. In
the first chamber there is the air in which the oxygen content needs to be monitored plus there is an artificially
created magnetic field, while the second chamber there is the same air but there is no magnetic field present in this
chamber. The wires form a part of the Wheatstone bridge circuit and if you remember from your study of physics,
the Wheatstone bridge is used to measure an unknown resistance by obtaining a balance between two legs of the
circuit.
The air whose content has to be noted is supplied at one end and is filtered by passing it through a diffuser and goes
on to the two chambers as shown in the picture. Hence while one chamber of the meter attracts oxygen the
reference chamber attracts only air. This causes a difference in the temperature of the two wire sets because of the
difference in thermal conductivity of oxygen with respect to air. This causes imbalance in the resistance of the bridge
legs and the degree of this imbalance is in proportion to the oxygen content in the sample to be measured.
Last but not least there is a meter which is calibrate to show this difference in resistance as a percentage of the
oxygen in the given sample, thus allowing the ship staff to note the oxygen content in the given space.
- Explosimeter
Principle
The Combustible Gas Indicator (CGI) or Explosimeter is used to measure the volume of flammable gas in a gas/air
mixture. It gives the result as a percentage of the lower flammable limit. It is used to ascertain the atmosphere in a
cargo tank when planning tank cleaning in a too lean atmosphere or for evaluation of C/H gas prior to man entry, hot
work or other operations.
Marine Safety Appliances MSA 40 is a commonly used CCI. It works on the Catalytic Combustion Principle. A catalytic
filament is heated by an electric current. A sample of the atmosphere to be tested is drawn over it and combustion of
the flammable gas on the filament further raises the temperature. This, in turn, causes an increase in resistance,
which is indicated on the meter as the gas concentration.
The measuring circuit is a balanced Wheatstone’s bridge and for operation three major steps must be taken before
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samples are drawn into the instrument for analysis:

1. The combustion chamber must be swept free of combustible gases and filled with fresh air.
2. Batteries must be turned on and the proper voltage applied to the bridge.
3. The bridge must be balanced to zero deflection on the meter with fresh air in the chamber.
A gas sample may be taken in several ways:

1. Diffusion.
2. Hose and aspirator bulb (one squeeze equates to about 1 metre of hose length).
3. Motorized pump (either internal or external)
Flammable vapours are drawn through a flashback arrester into the pellistor combustion chamber. Within the
chamber are two elements, the Detector and the Compensator. This pair of elements is heated to between 400 and
600°C. When no gas is present, the resistances of the two elements are balanced and the bridge will produce a stable
baseline signal. When combustible gases are present, they will catalytically oxidize on the detector element causing
its temperature to rise This oxidation can only lake place If there is sufficient oxygen present. The difference in
temperature compared to the compensator element is shown as % LFL.
The reading is taken when the display is stable. Modern units will indicate on the display when the gas sample has
exceeded the LFL.
Care should be taken to ensure that liquid is not drawn into the instrument. The use of an In-line water trap and a
floating probe fitted to the end of the aspirator hose should prevent this occurrence. Most manufacturers offer these
items as accessories
Cautions
Poisons and Inhibitors

Some compounds can reduce the sensitivity of the pellistor.
 Poisons – these are compounds that can permanently affect the performance of the pellistor and include
silicone vapors and organic lead compounds.
 Inhibitors – these compounds act in a very similar way to poisons, except that the reaction is reversible.
Inhibitors include hydrogen sulphide, freons and chlorinated hydrocarbons. If the presence of hydrogen
sulphide is suspected, this should be tested for before any measurements of hydrocarbon vapors are carried
out.

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Pressure
Pellistor type instruments should not have their sensors subjected to pressure as this will damage the pellistor. Such
pressurization may occur, for example, when testing hydrocarbon gas mixtures at high velocity in vapour lines or
from a high-velocity vent.
The above Is also relevant when using multi-gas Instruments. For example, when an infra-red sensor is being utilised
for taking a % Vol gas reading, any pellistor sensor in the instrument may suffer damage if the inlet gas stream into
the Instrument is at a pressure or has a high velocity.
Condensation
The performance of pellistors may be temporarily affected by condensation. This can occur when the instrument is
taken into a humid atmosphere after it has been In an air-conditioned environment Time should be allowed for
Instruments to acclimatize to the operating temperature before they are used.
- Multi gas detectors
New SOLAS Regulation XI-1/7 for Enclosed Spaces
Mandatory for Vessels to Carry Portable Gas Detectors
Enclosed space entry drills and training every two months will become mandatory as of January 2015 under
amendments to SOLAS (Regulation III/19). It is hoped that these additional measures will help to save lives.
Also, in November 2014 IMO approved amendments to SOLAS in the form of new SOLAS regulation XI-1/7, making it
mandatory for all applicable vessels to carry portable gas detectors.
Every ship is to carry at least one appropriate portable atmosphere testing instrument which as a minimum is capable
of measuring concentrations of oxygen (O2), flammable gases or vapors, hydrogen sulphide (H2S) and carbon
monoxide(CO) prior to entry into enclosed / confined spaces, and at appropriate intervals thereafter until all work is
completed.
As advised in guidelines MSC.1/Circ.1477 “It should be noted that, given a ship’s specific characteristics and
operations, additional atmospheric hazards in enclosed spaces may be present that may not be detected by the
instrument recommended to be selected by these Guidelines, and in such cases, if known, additional appropriate
instruments should be carried.”
A personal gas detector intended to be carried by an individual whilst inside an enclosed space is not considered
suitable.
This requirement will enter into force on 1 July 2016. However, IMO urge early voluntary compliance with this
regulation from 1 January 2015 to coincide with the new enclosed space entry and rescue drill requirement.
Persons with enclosed space entry responsibilities should be familiar with the content of IMO Resolution A.1050
(27) “Revised Recommendations for Entering Enclosed Spaces on Board Ships”, and MSC.1/Circ.1477 “Guidelines to
facilitate the selection of portable atmosphere testing instruments for enclosed spaces as required by SOLAS
regulation [XI-1/7]”.
In short, the SOLAS XI-1/7 regulation requires gas detectors to be dedicated 4-gas portables (not personal), capable
of 10 hours’ continuous operation, waterproof and dustproof to Ingress Protection rating IP67, and capable of
remote detection (using a pump with a sample hose) suitable to test the atmosphere in an enclosed space before
entry. Calibration is also a requirement, as prescribed by the manufacturers’ instructions. We recommend as best
practice to bump test and/or calibrate as frequently as is practical on-board the vessel.
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Our recommended instrument is the Riken Model GX-8000 (Type B) with ATEX & MED (Wheelmark) certification.
Already found and used on many vessels, this robust, lightweight instrument has a powerful built-in pump that will
draw a sample from 30m within a few seconds; designed to provide continuous and simultaneous exposure
monitoring in hazardous areas of flammable, oxygen(O2) and toxic gases (carbon monoxide (CO) and hydrogen
sulphide (H2S) ) in air.
The 0-100% volume Thermal Conductive sensor in the Riken Model GX-8000 (Type A) additionally allows monitoring
of volume levels of combustibles in oxygen-depleted environments and inert gas atmospheres. This combination of
sensor makes for a versatile detector, suitable for dual-use applications such as Confined Space and Purging or
Inerting. It’s rugged IP-67 waterproof design makes it well suited to harsh, tough marine environments.
An economical alternative for smaller vessels over 500 gross tons, such as Commercial Yachts, and Private Yachts
Limited Charter (PYLC), and Cargo Carriers, is the Personal Gas Monitor Riken Model GX-2009 (Type A) with ATEX &
MED (Wheelmark) certification.
This gas monitor is designed to provide measuring concentrations of Oxygen (02), flammable gases or vapors, toxic
gas (CO, H2S) in hazardous environments. The GX-2009, when used together with the hand pump aspirator kit and a
sampling hose, can be used as a portable instrument capable of remote sampling and detection for all gases that it is
designed for, without interference from the atmosphere or other characteristics prior to entry enclosed space. When
used as described the instrument is in compliance with SOLAS REGULATION XI-1/7.
- Other portable gas measuring instruments
Application Areas for Portable Gas Detection
Portable gas detection instruments are subject to very diverse requirements. Different application areas require
solutions tailored to the measurement task, which also take into account the respective application conditions. It is
generally possible to distinguish between the following application areas:
Personal monitoring – The instruments should warn the wearer of gas-related risks in his/her immediate work area.
They are usually worn directly on the work clothing. The basic requirements for these types of devices are, therefore,
a high degree of comfort, robustness and reliability. Continuous detection devices for single gases or multiple gases
are suitable for this measurement task. For short-term measurements (or spot measurements),
Dräger-Tubes and CMS can also be used.
Area monitoring – The task here is to monitor an area, in which one or more workers are active. The device is located
in a central position, so that it can optimally monitor the work area. Robustness, stability and well-recognized alarms

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(visual and audible) are the basic requirements here. Continuous measurement devices for multiple gases should be
used.
Confined Space Entry – In order to perform maintenance or repair work, it is often necessary to enter confined
spaces. Limited space, a lack of ventilation and the presence or development of hazardous substances result in
particularly high risks in these work areas. A clearance measurement is required before entry. Multiple-gas detectors
with corresponding pumps and accessories, such as hoses and probes, are recommended. After a successful
measurement where no hazards have been found, the same devices can then be used for continuous personal
monitoring while working within the confined spaces.
Dräger-Tubes and CMS are also suitable for spot measurements.
Leak detection – Leakages can occur anywhere where gases or liquids are stored or transported. It is important to
identify these quickly in order to take appropriate measures to prevent damage to people, the environment and the
facility. Detection instruments with corresponding pumps must have rapid response times in order to detect even
slight changes in concentration. Extreme reliability is a minimum requirement for these instruments.
Single-Gas Instruments Single-Gas
Instruments If the risk caused by toxic gases or vapors can be narrowed down to a single gas or one conductive
component, single gas detectors and warning instruments are the ideal solution for personal monitoring at the
workplace. They are small, robust and ergonomic. The devices are typically worn directly on the worker’s clothing,
close to the breathing area, without restricting the workers’ freedom of movement. The instruments continuously
monitor the ambient air and issue an alarm (visual, audible and by vibration) when the gas concentration exceeds a
limit preconfigured on the device. This allows workers to react directly to risks should incidents occur during standard
operations, or if unforeseeable events occur during maintenance and repair work. Dräger Pac® 3500 – 7000 The Pac
3500 – 7000 family is equipped with XXS sensors, which are miniature electrochemical sensors. They allow for a
smaller, ergonomic instrument design. The sensor sits directly behind a replaceable dust and water filter, which
protects it against environmental influences with negligible effects on the response times. Besides accuracy and
reliability, the response time is crucial. The so-called t90 to t20 times provide information on how fast the sensor
reacts to changes in the concentration of a gas. Due to the fast reaction time and very short diffusion paths, these
sensors react extremely quickly and display any gas-related risk immediately. The sensor’s electrical signal with the
help of electronics and software is displayed as a concentration. Alarm thresholds are defined in the device (A1 =
prewarning / A2 = main alarm). If these alarm thresholds are exceeded by the current gas concentration, then the
device emits a visual, audible and vibrating alarm. Robustness and protection against explosive materials are two
further important factors when selecting the correct gas detection instrument. Dräger X-am 5100 The Dräger X-am
5100 is designed for the measurement of the gases / vapors hydrazine, hydrogen peroxide, hydrogen chloride and
hydrogen fluoride. These special gas hazards are difficult to detect because they adsorb to different surfaces. The
open gas inlet projecting from the device prevents that adsorbing surfaces are between the gas and the gas sensor. A
rapid response of the proven XS sensors is thus also ensured for these special gases.
Multi-Gas Instruments Multi-Gas
Instruments ST-7070-2005 If different hazardous substances (Ex-Ox-Tox) occur in the work place, it is advisable to use
continuous measurement devices for multiple gases. They make it possible to use different measurement principles
(infrared, catalytic bead, PID and electrochemical sensors) in one device, thus taking advantage of the respective
strengths of each measurement principle.
The constellation of the sensors depends on the application in question. Up to 6 gases can be detected in real-time
and continuously. Besides being used for personal or area monitoring, optional accessories also allow multi-gas
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instruments to be used for clearance measurements and leak detection.
Multi-gas instruments include Dräger X-am 1700, X-am 2000, X-am 3000, X-am 5000, X-am 5600 and X-am 7000. 2
Sensor slots Compatible with PID, IR Ex, IR C02 and Cat Ex Warning function Visual 360° and >100 dB loud multitone
alarm Large display Clearly structured, scratch-proof display informs in plain text Robust housing Robust, waterproof
housing with standard rubber protection Selection from 25 different Dräger sensors Cover Internal sampling pump
with an IP 67 membrane 3 electrochemical sensor slots Compatible with up to 25 different electrochemical sensors
Gas measurement technology (example: Dräger X-am® 7000) D-16407-2009 Explosion Protection Explosion
Protection
EVALUATE
1. How do we achieve the utmost safety on board ship?

2. A copy must be made available to any seaman in the ship who requests it, in accordance with the Merchant
Shipping. What is this copy?
3. To whom this Code of Safe Working Practices addressed?
4. What does the Section of the dealt with?
5. Much of the Code relates to matters which are the subject of such regulations. In such cases the Code is
intended to give guidance as to how the statutory obligations should be fulfilled. How would this code to be
regarded as to the regulations?
6. What is new is the explicit requirement in regulation for employers to adopt the risk assessment approach to
occupational health and safety. What does this mean?
7. What is the most safety induction to be given to the seafarers before being assigned to shipboard duties?
8. On completion of the standard safety induction, it is also recommended that new personnel receive
departmental induction covering safe working practices, areas of responsibility, departmental Standing Orders,
what other requirements are needed before a new personnel can operate specific machinery or undertake
specific tasks?
9. Deck cargo should be stowed in accordance with the statutory regulations, and kept clear of hatch coamings to
allow safe access. Access to safety equipment, firefighting equipment (particularly fire hydrants) and sounding
pipes should also be kept free. What must be done to the obstructions in the access way such as lashings or
securing points to make them more easily visible?
10. It is a statutory requirement that seafarers are provided with the information necessary to ensure their health
and safety, e.g. a copy should be kept in the mess room. What other easy access it should be provided in
appropriate formats in sufficient quantity to ensure easy access?
11. All personnel who are working aloft, outboard or below decks or in any other area where there is a risk of
falling more than two meters, should wear a safety harness (or belt with shock absorber). Where should this
safety harness to be attached?
12. The frequency of meetings will be determined by circumstances, but the committee should meet regularly,
taking into account the pattern of operation of the ship and the arrangement for manning and with sufficient
frequency to ensure continuous improvement in safety. In particular, a meeting should also be held after any
serious incident or accident on the ship, if the normal meeting is not due within a week. What do call this kind
of meeting?
13. Raw food should be kept apart from cooked food or food that requires no further treatment before
consumption (e.g. milk). Separate refrigerators are preferred although, if stored in the same unit, where would
the raw food must always be placed?
14. Multi Gas Detector were already found and used on many vessels, this robust, lightweight instrument has a
powerful built-in pump that will draw a sample from 30m within a few seconds; designed to provide continuous
and simultaneous exposure monitoring in hazardous areas. What are the gases that it is designed for enclosed
space atmosphere concentrations that it can measure?

PNTC COLLEGES
EXTEND
1. Does the Code of Safe Working Practices for Merchant Seaman provide comprehensive guidelines in ensuring
safety during work onboard? Explain.
2. Why it is that Safety committee meetings should not be used for the purposes of instruction or training?
Explain.
References:
• Code of Safe Working Practices for Merchant Seamen Consolidated Edition, 2010
• Code of Safe Working Practices for Merchant Seafarers 2015 edition – Amendment 3, October 2018
• Marine Insight - By Mohit | In: Marine Safety | Last Updated on December 17, 2020
• European Commission - Taxation and Customs Union / Revisions: Version 1.0 Date: 12.10.2012 / Changes: First
version
• BP Wind Energy Sharepoint site Print Date: 9/17/2011
• Marine Insight - By Anish | In: Marine Safety | Last Updated on November 28, 2019
• SAFETY4SEA / SAFETY | 11/03/16
• SAFETY4SEA - MARITIME KNOWLEDGE | 26/07/18
• Isle of Man Ship Registry September 2012
• Britannia P&I Club - Health Watch 2013, Volume 2 Issue 3 December 2013
• Copyright © 2017 Weatherall Equipment & Instruments Ltd. | All Rights Reserved
• BY CULT OF SEAFILED UNDER: TANKERSTAGGED WITH: ATMOSPHERE, COMBUSTIBLE GAS
INDICATOR, EXPLOSIMETER, GAS, HC, INSTRUMENT, TANK CLEANING, TANKERS
• 2009-03-25 Marine Machinery, Engines & Controls
Revision Status:
MOD MGT 312(15)

Rev.: 01
Issue Date:
Sept. 3, 2021


Mod MGT 312 15

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PNTC COLLEGES

Zone III, Lt. Cantimbuhan St. Poblacion, Dasmariñas City

COLLEGE OF MARITIME EDUCATION

COURSE CODE MGT 312 PRE-REQUISITE NONE

MODULE 15 (WEEK 15)

The students shall be able to:

- Chemical and biohazard safety

• Code of Safe Working Practices for Merchant Seaman

EXPLAIN AND ELABORATE

1.3 Safety Code of Safe Working Practices for Merchant Seaman

Form No. BPM2-CME 20 F-009 MGT 312(Module 15)

Section 3 is concerned with various working practices common to all ships.

Section 4 covers safety for specialist ship operations.

2 PERSONAL HEALTH AND SAFETY

Form No. BPM2-CME 20 F-009 MGT 312(Module 15)

• know what to do if:

• identify muster and embarkation stations and emergency escape routes;

• locate and don lifejackets;

• personal survival techniques as set out in table A-VI/1-1;

Form No. BPM2-CME 20 F-009 MGT 312(Module 15)

Safe working on ships and vessels

Health and safety

You should always refer to your national legislation and guidance.

1.1 Suitable safety equipment

- Working over the side

- Working in enclosed spaces

- Permit to work system such as:

PERMIT TO WORK SYSTEMS

16.2 Permit-to-work systems

(c) Only the work specified on the permit should be undertaken.

fact been taken.

- Hot work permit

- Cold work permit

Cold work includes but not limited to:

- Entry in enclosed space permit

and by the person entering the space or authorized team leader.

- Working aloft permit

- Working over side permit

- Electrical isolation permit

Form No. BPM2-CME 20 F-009 MGT 312(Module 15)

Safety of crew during mooring operations

- Lifting techniques and methods of preventing back injury

loads by the crew member.

Main Reasons for Back Injuries are:

Form No. BPM2-CME 20 F-009 MGT 312(Module 15)

 Ensure appropriate supervision is provided;

- Chemical and biohazard safety

MLC Title 4.3(D) Health and Safety (Hazardous Chemical Agents)

1.2 Definition of hazardous chemical agents

This list does not include dangerous preparations or hazardous mixtures.

a. the hazardous properties of the chemical agents;

The risk assessment shall –

- Personal safety equipment

Personal Protective Equipment important for Crew Safety

Here is a list of what you might have to wear:

Respiratory Protective Equipment

Hand and Foot Protection

Form No. BPM2-CME 20 F-009 MGT 312(Module 15)

- Describes the role of a safety officer

Duties of Safety Officers

3.9 General advice to safety officers

3.10 Advice on compliance with safety requirements