Professional Documents
Culture Documents
HSM Manual
HSM Manual
Rev No. : 1
Date : 30-Nov-23
APPROVAL Page : 1 of 1
Issued By:
Approved By:
Rev No. : 1
Date : 30-Nov-23
RECORD OF REVISION Page : 1 of 2
RECORD OF REVISION
This procedure was first released as Edition 0, in 2006 and first major revision was
releases as Edition 1 on 21st Oct 2009. After which various revisions were released to
multiple chapters. The second major revision to the manual was released as Edition II
on 31st Jan 2013. The third major revision to the manual and the manual was renamed
as Health and Safety Manual and released as Edition III on 20th Feb 2015. The fourth
major correction to the manual was released as Edition IV on 30 th Dec 2019.
The fifth major correction to the manual was released as Edition V on 15 Dec 2022.
Record of all the previous revisions is maintained in office with QHSE Team.
Rev.
Chapter Page Date
No.
Ch 02B Permit to Work - Hot 8,10
1 30-Nov-23
Work (2)
Ch 02C Permit to Work - Entry 4,8
1 30-Nov-23
Into Enclosed Spaces (3)
Ch 02G Permit to Work - Work 1
1 30-Nov-23
on deck in heavy weather
Ch 02H Permit to Work - 1
Lifeboat recue boat 1 30-Nov-23
maintenance (2)
Ch 04 Isolation Procedure (1) 10 1 30-Nov-23
Ch 05C Daily meeting and Tool 2,3,5
1 30-Nov-23
box (1)
Ch 7 Occupational health and 1,7,8,9,14,15,16
1 30-Nov-23
safety risk assessment (1)
Ch 8A Chemical Handling and 3
1 30-Nov-23
storage
Ch 8B Handling and storage of 1
1 30-Nov-23
batteries
Ch 8C Storage of paints and 1
1 30-Nov-23
Lube oil drums (1)
Ch 10b Water Hygiene and 1,4
1 30-Nov-23
Storage
Ch 11 Health Surveillance (1) 6 1 30-Nov-23
Rev No. : 1
Date : 30-Nov-23
RECORD OF REVISION Page : 2 of 2
Rev.
Chapter Page Date
No.
Ch 13C Safe Operational 1
Practices- Marking of Anti-skid 1 30-Nov-23
and fall hazard
Ch 13D Safe Operational 1
1 30-Nov-23
Practices- Moving Machinery
Ch 13I Safety precautions for 1,2 30-Nov-23
1
carrying out Barbeque onboard
Ch 15B Personal transfer- At 2 30-Nov-23
1
sea and at seaside
Ch 15D Personal transfer- 2 30-Nov-23
1
Marine Helicopter Operation
Ch 16 Tools Management 2,3,4 1 30-Nov-23
Ch 17 HANDLING, STOWAGE 5,6,7,8,9,11 30-Nov-23
AND SECURING OF STEEL 1
PLATES
Ch 20A Portable Gas Measuring All 30-Nov-23
0
Equipment
Ch 20B Fixed Detection System All 0 30-Nov-23
Ch 20C Atmosphere monitoring All 30-Nov-23
of double bottom and double 0
hull spaces on tankers
Z1 Appendix 1 Required Level 2 1,2 30-Nov-23
1
Risk assessments (1)
Z2 Appendix-2 Local Operating 1 30-Nov-23
1
procedures
Z3 Appendix 3 Personal 5 30-Nov-23
1
protective Equipment
Z4 Appendix 4 SIMOP decision 1 30-Nov-23
1
matrix
Rev No. : 1
Date : 30-Nov-23
TABLE OF CONTENTS Page : 1 of 4
TABLE OF CONTENT
Sub
Chapter Title Revision Edition Date
Chapters
1 Safe System of Work 0 15-Dec-22
1A Philosophy And Culture 0 15-Dec-22
1B Familiarization 0 15-Dec-22
L.A.R.P Card System and Stop Work 0 15-Dec-22
1C Authority
Rev No. : 1
Date : 30-Nov-23
TABLE OF CONTENTS Page : 2 of 4
6 Smoking 0 15-Dec-22
Smoking 0 15-Dec-22
Rev No. : 1
Date : 30-Nov-23
TABLE OF CONTENTS Page : 3 of 4
Rev No. : 1
Date : 30-Nov-23
TABLE OF CONTENTS Page : 4 of 4
20 Gas Equipment’s
20A Portable Gas Measuring Equipment 0 30-Nov-23
20B Fixed Detection System 0 30-Nov-23
20C Atmosphere monitoring of double bottom 0 30-Nov-23
and double hull spaces on tankers
Appendix 0 15-Dec-22
Appendix 1 Required Level 2 Risk assessments 1 30-Nov-23
Appendix 2 Local Operating procedures 1 30-Nov-23
Appendix 3 Personal protective Equipment 1 30-Nov-23
Appendix 4 SIMOP decision matrix 0 15-Dec-22
Hazards
The Ideal
Defences
Hard & Soft
The Reality
Potential losses
People, Property & Environment
In all vessels, day to day management decisions are influenced by the prevailing
culture, embedded attitudes and rules (both official and unofficial), which underpins
the way the vessels run.
The consequences of inadequate consideration for safety (e.g. in terms of fatigue,
manpower, competence, communications, working practices, etc.) will be transmitted
to individual workplaces, where they will manifest as factors likely to promote unsafe
acts. Within the workplace, these local factors will then combine with natural human
tendencies to commit errors and violations, collectively termed as 'unsafe acts' that
may result in accidents.
1A.2.1 DEFENCES
The vulnerability of the individual (and the organisation) to accidents is dependent on
the barriers that serve to protect them from the consequences of any given hazard
reaching its potential (i.e., causing harm or damage).
In an ideal world, all the defensive layers would be intact (as shown on the left-hand
side of Figure 1). However, in the real world, each layer has weaknesses and gaps of
the kind shown on the right-hand side of Figure 1.
The necessary condition for an accident is the rare alignment of a set of holes in
defences, allowing hazards to come into damaging contact with people, equipment or
the environment. These 'windows of opportunity' are:
a. Relatively rare, because of the multiplicity of defences (e.g. modern equipment,
skilled workforce, good procedures, etc.), and
HEALTH AND SAFETY MANUAL
b. Short-lived because of the relative 'mobility' of the holes, as local conditions vary
(e.g., ambiguous procedures may be largely irrelevant to an experienced employee
but permit unsafe practices on the part of a trainee).
Analysis of most accidents is compatible with this model, typically revealing a
disastrous combination of events rather than a single root cause.
Safety defences are usually categorised as 'hard' or 'soft'.
Hard defences include hardware such as guards on machines, personal protective
equipment (hard hats, safety harness, etc.), and machines that mechanize hazardous
jobs (so that individuals are not required to have "hands-on" contact).
Soft defences rely largely upon the combination of people (knowledge and
leadership), Policy (commitment), and procedures (safe practices). They operate at
two distinct levels:
The operational or procedure level – We have procedures in place to ensure safe
systems for our work. Recognized hazardous jobs are additionally covered by carrying
out risk assessments before we start the job, additional control measures, and
possibly complying with the permit-to-work systems,
The organizational or policy level – This is the "safety culture" within which we should
be working. At the shore management level, this includes our policy of recruiting good
quality personnel, the provision of training and equipment, incentives for staff, etc.
On the vessels, this depends on the knowledge, professionalism, and self-motivation
of Officers and crew.
Because of the nature of our operations, we are heavily dependent on individual
competence, and this makes the robustness of our soft defences extremely important.
A safety culture will not happen by itself. It requires leadership, example, and
commitment to safe working practices and an incident-free environment from
onboard management, plus the active participation of all employees.
The safety culture survey is to be carried out across the fleet annually and the data is
to be analysed to identify the areas of improvement, If any.
INDIRECT DIRECT
ROOT CAUSE INCIDENT CONSEQUEN
CAUSE CAUSE
========== ========== CE
Barrier
========== ==========
-(Planning -(Accident ==========
-(Personal -(Unsafe Act
Standard and Near -(Injury
Factor Job Unsafe
Compliance) Miss) Damage)
Factor) Condition)
The LARP card system is different from incident analysis. The above loss causation model
explains all the causes that lead to an accident. The incident analysis creates barriers after
a near miss or an accident. LARP card introduces barriers to prevent a near miss or an
accident.
HEALTH AND SAFETY MANUAL
Master shall:
a. Train all staff in LARP And Near Miss system.
b. Ensure LARP cards and near misses are generated by all ranks, not just the master or
senior officers onboard. Also, LARP reporting shall not be limited to any one
department.
HEALTH AND SAFETY MANUAL
c. Review the LARP cards and provide further suggestions to senior officers
d. If Shippalm is not available onboard, the vessel is to send the filled up excel sheet to
the office every month (Report to be sent in the 1st week of next month)
e. Discuss important LARP cards in the safety meeting.
LARP cards can also be entered directly in the Shippalm.
An award system has been initiated to motivate the staff on board in reporting unsafe
acts, unsafe conditions, and near misses. Details of the awards will be sent to all the
vessels. Best LARP cards and names of the prize winners for each month will be circulated
within the fleet.
Reference:
SF-10 - Safety Familiarization booklet
SF-25 - LARP Card
SF-14 - Familiarisation for visitors
HEALTH AND SAFETY MANUAL
2A.1 GENERAL
The work to be controlled by various permits is specified in this section. The purpose of
this section is to provide guidance on the Permit to Work (PTW) system.
Permit to Work System is a planning and work control system designed to assist
everyone during potentially hazardous activities to follow safe and environmentally
sound working practices.
These systems are used for critical tasks where risk levels can only be controlled by
strict compliance with a set of procedures. These procedures must be fully completed,
without exception before the work permit can be issued.
The Master is overall in charge of coordinating all the activities controlled by the PTW
system but may delegate the responsibility of issuing some permits to members of the
management team.
There may be occasions when some permits or certificates are issued by a shore
authority, chemist, or any competent authority. This can occur when a ship is in a repair
yard or port limits for repair work being done or stated by local legislation or a repair
contract. During such times company's Permit to Work, System need not be completed.
However, safety precautions as per the company permit must be adopted if it is
observed that the local permits do not meet the company standards. At all other times,
the company Permit to Work System must be used.
Colour Code for Permit to Work
Permit Name Maximum Validity
Book No.
Period
1 Hot Work 12 hours
2 Enclosed Space Entry 8 hours
3 Working at Height / Overside 12 hours
4 Cold Work Permit 12 hours
5 Electrical Work Permit 12 hours
6 Underwater Operation Permit 8 hours
7 Elevator Maintenance Permit 12 hours
8 Work on deck in heavy Weather Permit 4 hours
Lifeboat/ Rescue Boat Waterborne and 12 hours
9
Hook Maintenance Permit
10 Permit for pressure testing of pipeline 12 hours
HEALTH AND SAFETY MANUAL
ASSESSING
At this stage responsible person must carry out the following activities:
1. Discuss and ensure understanding with the permit holder before authorising and
issuing the permit
• Details and hazards of work
• Controls in place
• Precautions to be taken during work
• If the nature or complexity of the job warrants, a discussion should take place at
the worksite
2. Ensure no conflict between operations and work activities
AUTHORISING
1. Ensure checks, requirements and controls are maintained before approving the
permit
2. Confirm the following with everyone involved:
• The atmosphere has been tested and safe
• Safe to commence work
• Work should stop if the agreed process is compromised or the smell of gas
present
• Required tests completed and continuously monitored
3. Refer to PTW details for responsibilities of permit signatories
• Person responsible
• Approving authority
4. The responsible person shall keep the original permit with him till permit
cancellation
MONITORING OF PTW SYSTEMS
1. Make copies of the approved permit
2. Display a copy of the permit and supporting documents at the worksite for
• Reference by the workgroup
• Persons conducting inspections of the work
HEALTH AND SAFETY MANUAL
3. The permit issuer, supervisor, and safety officer should monitor work randomly
under permit control regularly
• Include spot checks of worksites, permits, and supporting documents
4. Ensure the following during spot checks
• Permit properly displayed at work site
• Controls being implemented
• The work party has been briefed and they understand the hazards/risks
• further precautions were taken which became apparent
Change in Conditions
Stop work immediately when any change in the permit to work condition is noticed and
reassess the situation.
1. Some common changes in conditions include:
a. Specified equipment or tools not available
b. Change of type of work
c. Changes in the process condition
d. Changes in weather or sea conditions impacting permit
The responsible person must retain responsibility for the work until they’ve canceled
the permit or formally transferred it to another responsible person who is fully
conversant with the situation.
Anyone who takes over from the authorising officer, as a matter of routine or in an
emergency should sign the permit to indicate the transfer of full responsibility.
The person carrying out the specified work should not be the same as the authorising
officer. Trainee seafarers must not be a part of the minimum mandatory team assigned
for critical jobs or jobs requiring PTW. They can be included for training/observing
purposes only.
The permit shall be valid only when the Master or person authorised signs the
document.
HEALTH AND SAFETY MANUAL
CANCELLATION OF PERMITS
1. The permit can only be cancelled by the responsible person under the following
conditions.
i Work completed
ii Permit time expired
iii Change in circumstances or permit not used
iv Work suspended
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Chapter: 2B Date : 30-Nov-23
PERMIT TO WORK – HOT WORK Page : 1 of 29
Hot work can result in uncontrolled fire on the vessel, personal injury, or even death to
the workers and those nearby. Utmost caution and high safety standards are expected
irrespective of the type of ship and location of the hot work.
2B.1 DEFINITIONS
Hot work
Work involving sources of ignition or temperature sufficiently high to cause the ignition
of a flammable gas mixture. This includes:
1.
• Welding (both electric arc and gas)
• Burning, gouging, cutting (both electric and gas)
• Heating (blow torch, heat gun)
• Soldering (electric or blow torch)
• Some power-driven tools
• Any naked flame
2. use of any portable electrical equipment which is not intrinsically safe or contained
within approved explosion-proof housing in hazardous areas
3. use of internal combustion engines in hazardous areas e.g., diesel pumps, diesel air
compressors.
4. use of any spark-generating tool (see also control of hot work)
A hazardous area is any place where a sufficiently explosive atmosphere may occur.
These areas require special precautions to protect the safety of workers (for ships, see
dangerous area)
A hazardous zone is a classified designation found within a hazardous area and is
determined by an assessment based on the frequency of the occurrence and duration
that an explosive gas atmosphere may be present.
A dangerous area is an area on a tanker for the installation and use of electrical
equipment. This is regarded as dangerous due to the likelihood of an explosive
atmosphere being present. (For terminal, see hazardous area). The vessel shall refer to
the hazardous area chart provided by the yard.
A Non-hazardous area is an area in which an explosive atmosphere is not expected to
be present.
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PERMIT TO WORK – HOT WORK Page : 2 of 29
A designated hot work area is a suitable area in machinery space, generally the engine
room workshop. Vessels that have the bunker tank as one of the boundaries of the E/R
workshop should ensure that hot work is carried out in a demarcated area, which is not
within 500mm from the bunker tank bulkhead.
Hot work standards are the minimum standards laid down in the company manual, flag
and port state legislation, and industry publications.
IGF bunker tanks are tank spaces containing gases or other low-flashpoint fuels (IGF
Code).
Flammable Materials are the ones that get ignited or flame immediately when in
contact with fire or high temperatures in the air and continue to burn or slightly flame
when leaving the fire.
Non-Flammable Materials are materials that neither burn nor give off flammable
vapours in sufficient quantity for self-ignition when heated to approximately 750°C.
The Master will decide whether the hot work is justifiable based on safety needs,
operational needs and whether it can be done safely. The Master is responsible for
compliance with hot work procedures. They have the authority to stop the work if
deemed necessary.
Exceptional situations where the Master deems it necessary to carry out hot work to
immediately safeguard human life, the environment, or the property might occur.
They’re authorized to initiate such hot work without any further agreements during
such exceptions. However, the Master must inform the office at the earliest
opportunity.
Each ship should identify a designated space for hot work in the engine room workshop.
The designated hot work area should have been assessed for safety, fire risk, and the
necessary controls.
Hot work should be carried out by properly trained and certified ship or shore
personnel.
All the mentioned procedures are applicable when the vessel is out of drydock or lay
berth. During drydock or lay period, local safety measures must be complied with.
Hot work outside the designated area in machinery space (Engine room workshop) must
only be considered after full consideration of alternatives.
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PERMIT TO WORK – HOT WORK Page : 3 of 29
Request permission from below and comply with the applicable requirements and
restrictions,
1. Port authorities (when the vessel is within port limits.)
2. Terminal authorities (when alongside berth)
3. Owner/Class/Charterer (if applicable)
4. Shore contractor(s) (if applicable)
5. Any other stakeholder or a third party (if applicable)
6. Any Flag legislation
Hot work of any description is not allowed under the following conditions:
1. During any cargo operations on tankers, including,
a. Venting, purging, gas freeing, inerting of spaces carrying flammable material
b. Ballasting/deballasting of non-gas-free tanks
c. Cargo tank cleaning
d. Cargo re-circulation
e. Internal transfer
2. Bunker operations including internal transfers
3. In high-risk security areas, subject to approval.
4. Live fire test by security guards on tankers.
The following activities do not require a hot work permit but are subject to specific risk
assessment and daily planning,
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PERMIT TO WORK – HOT WORK Page : 4 of 29
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PERMIT TO WORK – HOT WORK Page : 5 of 29
Flow chart
Hot Work Approval Process
No
No
Office
Review by office team
Is hot work
Allowed basis review of
Send approval to vessel
RA, feasibility, documentation,
(approval authority Yes No
hot work category & Hot work
ashore as per HSM)
standards of
HSM
Rev No. : 1
Chapter: 2B Date : 30-Nov-23
PERMIT TO WORK – HOT WORK Page : 6 of 29
In cases where the hot work outside the engine room workshop cannot be deferred,
then the approval request email with documents needs to be sent to the office at least
72 hours before planned hot work, where to ensure timely approval.
Request approval through email with the below documents.
1. A risk assessment, identifying all possible hazards
2. A detailed hot work plan including job scope, location, personnel, equipment
3. Sketches & photos describing the work plan and the location of the hot work
4. Section of GA plan, drawings (tank plan, if applicable), hazardous & non-hazardous
diagrams showing the intended location of HW
5. Photographs of surrounding areas of the work site
6. Photos of adjacent areas where heat penetration is possible
7. If in port limits, the mail confirming permission from port authorities must be sent
Upon completion of the hot work, ensure all the documents are filed together.
The Master shall decide whether the hot work is justifiable and whether it can be done
safely.
Approval for hot work at a particular location is subject to below-
1. The scope and conditions remain the same.
2. Hot work is restricted to one location at a time.
3. Master must inform the office of any change in the scope and conditions of the
approved hot work.
4. Hot work is restricted to the duration stipulated. The maximum duration shall be
one day.
5. If the approved hot work extends beyond a day and the job scope and conditions do
not change, then the vessel must apply for an extension of planned approval daily.
In such cases, risk assessment and work plan need not be re-submitted.
6. The vessel must inform the office at the commencement and completion of hot
work.
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PERMIT TO WORK – HOT WORK Page : 7 of 29
Hot work hazardous and non-hazardous zone mentioned here is generic. Kindly refer to
ship specific hazardous zone plan and classify the space as per the definition given.
Category A Hot work in designated welding area within
machinery space
Spaces Engine room Workshop
covered
Rev No. : 1
Chapter: 2B Date : 30-Nov-23
PERMIT TO WORK – HOT WORK Page : 8 of 29
Hazardous
Spaces - Pump room
covered - Compressor/motor room
- The superstructure on the cargo deck
- Inside ballast tanks adjacent to cargo spaces
- Spaces inside or under forecastle space.
- Cargo tank deck
- Void/cofferdam/Hold spaces on cargo tank deck area
NOTE 1: Conditions mentioned in category D and E apply only when flammable cargoes
are carried onboard.
Non- Flammable cargoes include:
1. Bitumen
2. Certain high flash point cargoes
3. Vegetable Oil Products, animal fat, and their Derivatives, (e.g., Tallow, Palm Oil,
Palm Stearin, Soybean Oil, Sunflower Oil, PFAD, etc.)
4. Other Non-flammable cargoes
5. Cargoes not affected by heat.
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PERMIT TO WORK – HOT WORK Page : 9 of 29
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1. Fire precautions should be continued until the risk of fire no longer exists.
2. The area has been thoroughly inspected and found free of hot spots and possible
ignition sources.
3. The fire/smoke detector has been reactivated.
4. The work equipment has been switched off and isolated.
5. The area has been cleaned.
6. If in port limits and required, inform the Master and port authorities about the
completion of hot work.
If Hot work is in an enclosed space-
1. The intended compartment is to be cleaned, gas freed to Hot work standard.
2. The compartment intended for Hot work Cargo should be continuously ventilated.
3. The Safety Officer onboard shall be responsible for ensuring that the atmosphere in
the working area is suitably safe for hot work.
4. Atmosphere check shall be carried out at least within 30 minutes and additionally,
a. prior work commences:
b. after any work or meal breaks
c. after any period when the area has been unoccupied
d. after any stoppage of ventilation
e. after any change to those precautions that were listed in the checklist at the
start
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Chapter: 2B Date : 15-Dec-22
PERMIT TO WORK – HOT WORK Page : 11 of 29
Blue The atmosphere as per Green Standard. In addition, pipeline sections to the workspace compartment are isolated using LOTO.
Violet
All pipelines to other compartments flushed through water, drained, vented, and isolated from the hot work compartment.
•
Grey All pipelines to compartment gas freed or inerted and isolated from the hot work compartment.
•
Orange All cargo tanks within 30 meters should be cleaned and gas freed or completely filled with water.
•
Brown Tanks should either be cleaned, and gas freed or completely filled with water.
•
Green • Cleaned and gas-freed, with hydrocarbon vapor content reduced to not more than 1% LFL
OR
•• Emptied, purged and the hydrocarbon vapour content reduced to less than 2% by volume and inerted.
OR
• Completely filled with water
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Category B Hot work in a non-hazardous zone outside the designated hot work area
Spaces covered - Engine room spaces
- Inside accommodation.
Work Permit & Yes Yes Consider hot work inside the bunker
Proposal tank.
Atmosphere in space Cleaned and gas-free < Cleaned and gas-free < 1% LFL
1% LFL
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Category C Area in which an explosive gas atmosphere is not likely to occur in normal operation but, if it
does occur, will persist for a short period only
Spaces covered - Spaces located on open decks aft of the break of accommodation.
- Enclosed spaces aft of break of accommodation (except bunker tank)
- Cargo spaces and cargo decks on dry cargo vessels when flammable cargoes are not carried
onboard.
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Open decks aft In the vicinity of the Inside Enclosed Cargo spaces on Spaces mentioned in
of break of bunker tank spaces aft of break dry cargo vessels columns of this table
accommodati of accommodation when flammable
on (not in the (excluding bunker cargoes are not
vicinity of tanks) carried
bunker tank)
Work Permit & proposal Yes Consider hot work inside
The atmosphere in the hot Cleaned and gas freed < 1 % LFL respective tanks.
workspace
Adjacent cargo tank and IGF Hot work standard ‘Green’ N/A Refer to ‘Category E’ for
tanks atmosphere detailed guidance
(diagonally)
Adjacent bunker tank N/A < 1 % LFL and continuous ventilated
(diagonally)
Adjacent enclosed space Closed
opening
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Category D Area in which an explosive gas atmosphere is likely to occur in normal operation occasionally.
Spaces covered - Pump room
- Compressor/motor room
- The superstructure on the cargo deck
- Inside ballast tanks adjacent to cargo spaces
- Spaces inside or under forecastle space.
- Cargo tank deck
- Void/cofferdam/Hold spaces on cargo tank deck area
The below requirements should be read in conjunction with specific requirements following this section.
1. Comply with requirements of the Risk Assessment
2. Hot work should only be carried out when the ship is in ballast condition.
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PERMIT TO WORK – HOT WORK Page : 17 of 29
3. On gas carriers, hot work is allowed in ballast condition when the vessel is carrying 'heel'.
4. Cargo mentioned in this section is referred to as 'Flammable goods carried on board as cargo.'
Conditions Hot Work Location Hot Work Location
> 500 mm from Bunker, Cargo, and IGF tank < 500 mm bunker,
cargo & IGF tank
Compres Inside Cargo tank Inside Void/ Cargo Tank Pump room Spaces mentioned
sor / ballast deck (Inerted cofferdam/ hold deck (non- in columns of this
Motor tanks tanks) and space in the inerted tanks) table
room adjacent forecastle cargo deck area and forecastle
to cargo spaces spaces
spaces
Work Permit & Yes Consider hot work
proposal inside respective
The atmosphere in the Cleaned and gas freed < 1 % LFL tanks.
hot workspace
Adjacent cargo tank Hot work standard ‘Yellow’ Hot work Hot work Refer to ‘Category
and IGF tanks standard standard ‘Green’ E’ for detailed
atmosphere (diagonally ‘Orange’ guidance
& underneath)
Adjacent bunker tank N/A < 1 % LFL and cont. ventilated.
(diagonally &
underneath)
Adjacent enclosed Closed
space opening
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The below requirements should be read in conjunction with specific requirements following this section.
1. Comply with requirements of the Risk Assessment.
2. Hot work should only be carried out when the ship is in ballast condition.
3. On gas carriers, hot work is allowed in ballast condition when the vessel is carrying 'heel'.
4. Cargo mentioned in this section is referred to as 'Flammable goods carried on board as cargo.'
5. Reduce the tank pressure when carrying out hot work near pressurized
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Slops having flammable To be removed from the ship or placed at least 30mtr from the hot work location N/A
material
Work area to be clear of all Yes
sludge, cargo-impregnated
scale, sediment, or other
material likely to give off
flammable vapour.
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PERMIT TO WORK Page : 23 of 29
, Pipelines should be removed from the system and repaired in the designated hot work
area/engine room workshop whenever possible.
If hot work on pipelines or valves needs to be carried out with the equipment in place,
the item must be disconnected by cold work, and the remaining pipeline blanked off.
The item shall be cleaned, and gas-freed to meet the hot work standards.
Hot work precautions mentioned below are applicable to Category A, B and C work
locations –
• Discuss, plan, and carry out RA.
• The area is found fit for hot work.
• The adjacent area is clean and free of any combustible substance.
• The workpiece is free from any flammable/combustible substance.
A. Hot work in a hazardous area is permitted on chemical tankers in loaded condition
only if it is essential for the safety or immediate operation of the ship, and no
alternative repair procedure is possible. In such circumstances, hot work may be
allowed with the following conditions.
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The atmosphere of the adjacent Gas free < 1 % LFL and ventilated Cleaned, Gas free < 1 % LFL and ventilated
bunker tank (diagonally & gas free < 1
underneath) > 500mm from the % LFL and
hot-work space ventilated
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The atmosphere of the adjacent Cleaned, gas free < 1 % LFL and ventilated N/A
bunker tank (diagonally)<
500mm from the hot-work
space
Adjacent enclosed space Closed
opening
Pipelines carrying cargo or Hot work standard ‘Grey’ Hot work Hot work standard ‘Grey’ N/A
bunker to the compartment standard
‘Violet’
Inert gas lines N/A isolated N/A
Heating coils and Cargo pump Flushed or N/A Flushed or blown through N/A
cofferdam blown
through
Work area to be clear of all Yes
sludge, cargo-impregnated
scale, sediment, or other
material likely to give off
flammable vapour.
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14. Under no circumstances should a welder work while standing in water or with any
part of their body immersed.
15. The electrode holder should be isolated from the current supply before a used
electrode is removed and before a new electrode is inserted. This precaution is
necessary because some electrode coatings have extremely low resistance. Even a
flux coating, which is normally insulating can become damp from sweating hands
and be potentially dangerous.
16. When the welding operation is completed or suspended, the electrode should be
removed from the holder.
17. Hot electrode ends should be ejected into a suitable container; they should not be
handled with bare hands.
18. Spare electrodes should be kept dry in their container until required for use.
19. Suitable firefighting equipment should be kept on standby.
The following salient points must be ensured for gas welding and cutting.
1. While this section deals almost exclusively with oxygen and acetylene, other flue
gases may be used, and similar precautions should be taken.
2. The pressure of oxygen used for welding should always be high enough to prevent
acetylene from flowing back into the oxygen line.
3. Acetylene should not be used for welding at a pressure exceeding 1-atmosphere
gauge as it is liable to explode, even in the absence of air, when under excessive
pressure.
4. Non-return valves should be fitted adjacent to the torch in the oxygen and acetylene
supply lines.
5. Flashback arrestors should be provided in the oxygen and acetylene supply lines and
fitted at the low-pressure side of regulators though they may be duplicated at the
torch.
6. Should a backfire occur (i.e., the flame returns into the blowpipe and continues
burning in the neck or mixing chamber) the recommended first action is to close the
oxygen valve on the blowpipe – to prevent internal burning – and follow the
shutting down procedure. When the cause of the backfire has been discovered, the
fault rectified and the blowpipe cooled down, the blowpipe may be re-lit.
7. If there is a flashback into the hose and equipment, a hose fire or explosion, or a fire
at the regulator connections or gas supply outlet points; the first action should be to
isolate the oxygen and fuel gas supplies at the cylinder valves or gas supply outlet
points – but only if this can be done safely. Further action should follow according to
the vessel's fire drill requirements.
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8. Piping should be of steel welded construction while bolted flanges are prohibited.
Braided lines may be used for the short length from the cylinder heads to the
manifolds within the storage space. Otherwise, copper, rubber, or braided lines
should not be used. Pipework and fittings should be free of grease.
9. Pipe joints on the low-pressure side of the regulators shall be welded. (46 CFR
56.50-103) Note. It may be acceptable for a short length of piping from the bottle to
an isolation valve to be flanged in open-air locations. However, this is the only
exception.
10. A watch should be kept on the acetylene cylinders and if one becomes hot it should
be immediately removed to the open. Further, it should be kept cool either by
immersion or with copious amounts of water and the cylinder stop valve opened
fully. Jettisoning should be considered If this cannot be done safely, the cylinder
overboard. Any acetylene cylinder suspected of overheating should be treated with
care because an impact could set off an internal ignition, which might cause an
explosion.
11. Only acetylene cylinders of approximately equal pressures should be coupled.
12. In fixed installations, manifolds should be clearly marked with the gas they contain.
13. Manifold hose connections (inlet and outlet connections) should be such that the
hose cannot be interchanged between fuel gases and oxygen manifolds and
headers.
14. Only those hoses specially designed for welding and cutting operations should be
used to connect an oxy-acetylene blowpipe to gas outlets.
15. Any length of hose in which a flashback has occurred should be discarded.
16. The connections between the hose-to-blowpipe and between the hose-to-hose
should be fixed with fittings.
17. Jubilee clips shall not be used for the connection of welding hoses. Instead, use
ferrule type or bandit connectors.
18. Hoses should be arranged so that they are not likely to become kinked, tangled,
tripped over, and cut/otherwise damaged by moving objects, falling metal slag,
sparks, etc. A sudden jerk or pull on the hose can pull the blowpipe out of the
operator's hands and cause a cylinder to fall or a hose connection to fall. Hoses in
passageways should be covered to avoid them becoming a tripping hazard.
19. Soapy water only should be used for testing leaks in hoses. If there are leaks that
cannot easily be stopped, the gas supply should be isolated and the leaking
components taken out of service, replaced, or repaired. If the leak is at the cylinder
valve or pressure regulator ("bull-nose") connection, the cylinder should be
removed to a safe place in the open air. If it is a fuel-gas cylinder, it should be taken
well clear of any source of ignition.
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20. Excessive force should never be used on cylinder valve spindles or hexagon nuts of
regulator connections to stop a leak. Neither are sealing tape nor other jointing
materials recommended for use to prevent leaks between metal-metal surfaces that
are designed to be gas-tight. With an oxygen cylinder, it could result in the initiation
of a metal-oxygen fire.
21. Blowpipes should be lit with a special friction igniter, stationary pilot flame, or other
safe means.
22. If a blowpipe-tip opening becomes clogged, it should be cleaned only with tools
specially designed for the purpose.
23. When a blowpipe is to be changed the gases should be shut off at the pressure-
reducing regulators.
24. To prevent a build-up of dangerous concentrations of gas or fumes during a
temporary stoppage or after completion of the work; supply valves on gas cylinders
and gas mains should be securely closed. Blowpipes, hoses, and moveable pipes
should be removed to lockers that are ventilated onto the open deck.
25. Oxygen should never be used to ventilate, cool or blow the dust off the clothing.
26. Regulators should be inspected annually. These should be replaced or refurbished
on a 5-year basis or as per the manufacturer’s instruction whichever is earlier.
27. The use of propane in gas burning and welding systems is prohibited.
Records:
Hot Work Permit Form (PTW 01B)
Work plan for proposed Hot work permit (PTW 01A)
Risk Assessment Form (SF-23)
Hot work in engine room workshop (TE 67)
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Enclosed space is defined as a space that has any of the following characteristics.
a. Limited openings for entry and exit
b. Poor natural ventilation; and
c. Not designed for continuous worker occupancy
2C.1 IDENTIFICATION
Some spaces that do not meet the criteria for an enclosed space may have an unsafe
atmosphere and should be subject to the enclosed space entry procedures. Examples of
this include a ballast water treatment room, lockers within the cargo area, tank cleaning
heater room, gas bottle storage area, ballast pump room, crane motor trunks, and deck
tunnel/trunk surface.
The spaces mentioned above are not exhaustive.
Markings - Vessels must have adequate markings at the entrance of an enclosed space
by the company-provided or self-generated notices to highlight the danger.
Entrance to all enclosed spaces must be marked with warning- DONOT ENTER WITHOUT
PERMISSION.
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The vessel shall carry out a risk assessment to identify the enclosed spaces onboard.
The following are to be considered while preparing for risk assessment.
a. Inventory of enclosed spaces
b. Characteristics of space
c. Hazards and mitigating measures
d. PPE requirement
e. Measures to prevent entry
f. Records of gas testing equipment maintenance and calibration
g. Emergency actions
Each vessel must identify all the enclosed spaces onboard and keep a record of it in
form SF -32. This list must be posted as a minimum on bridge, Cargo room and Engine
Control Room. Enclosed spaces list generated onboard shall contain:
a. Name of the space
b. Entrance Location of the Enclosed space
c. Space requiring permit to work or not
d. Space requiring risk assessment
e. Last review date
f. Name & signature of the Master and Chief Engineer at the time of list
generation/review.
SF-32 must be reviewed every 6 months by the Safety officer ( Chief officer , Second
Engineer).
The Master should ensure that all entrances to unattended enclosed spaces on the ship
are kept closed or secured against entry.
2C.3 DEFINITION:
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Figure 1
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• Carry out pre-entry gas checks by person who has completed training as
per SF-33
• Complete permit to work for enclosed sapce entry and permit for task
Execution that need to be carried out in space (if applicable)
• Carry out tool box talks and discuss risk assessment with team
• Make entry with all precautions
• Records maintained for entry by each person
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PERMIT TO WORK - ENTRY INTO ENCLOSED SPACE Page : 5 of 19
and
PTW-CHEM-01A
E6 All other spaces not covered Level 2 Risk PTW – 02A PTW – 02B
in zone E1, E2, E3, E4, E5 assessment
and E7
(These include but are not
limited to tanks (other than
E5), cofferdam, void spaces,
etc.)
E7 Bow thruster room (not Level 2 Risk PTW – 02A PTW – 02B
forming part of fuel assessment
pumping)
There shall be only 1 file or book maintained for enclosed space entry permit onboard for
entries made either on deck or in the engine room. The Chief Officer shall be the holder of
the book.
1. Nobody is allowed to enter an enclosed space until the space has been checked and
an entry permit has been issued.
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2. A water wash is required for a cargo tank or space containing hydrocarbons. If entry
is required without the water washing, then the operation will be identified as a
non-routine operation and requires a Level 2 risk assessment that identifies the
preparations needed to achieve safe entry. The Level 2 RA is to be approved by the
office (MSI/TSI). There should be documented tank cleaning/purging/ gas freeing
records for all operations while preparing for safe entry.
3. The use of a Compressed Air Breathing Apparatus (CABA), Emergency Life Support
Apparatus (ELSA), or Emergency Escape Breathing Device (EEBD) cannot be an
alternative to properly cleaning and gas-freeing a space for safe entry.
4. Separate enclosed space permits are to be issued for each space being entered.
5. Permits shall not be issued for multiple space entries in a particular time frame
except for the following case:
a. Simultaneous entry is permitted only when the vessel is involved in drydock
preparations or any other activities with the help of shore gang/assistance, with
level 2 risk assessment and permission from the office for multiple tank entry.
E1 E2 E3 E4 E5 E6 E7
Authority approving entry C/O or C/O or N/A Master for Master Master (***) Master
master master 1st entry (***) (***)
other-wise
C/O (***)
Responsible Person(**) C/O or C/O or N/A C/O C/O C/O or 2nd C/O
OOW OOW or Eng (based
Gas Eng on work
location)
Single crew entry √ √ √ √ X X √
Trainee entry in space √ √ √ √ √ (*) √ (*) √ (*)
Contractor Entry in space √ (+) √ √ √ √ (+) √ (+) √
Attendant required X X X For 1st entry √ √ √
(****)
(+)- Contractors must enter with at least one crew member, except when in dry dock.
(*) - Trainees can be allowed to enter enclosed spaces under the supervision of senior
officer provided they do not form the part of minimum member team required to enter
that space.
(**) - Responsible person and approving authority cannot be the same.
(***) - If the Master is supposed to enter the enclosed space, then Chief Engineer shall
authorize the entry.
(****) - No matter how many spaces are being entered simultaneously, each enclosed
space shall have its own separate attendant.
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Pre-entry atmosphere checks can only be carried out by deck officer or engineer officer
who has been issued the SF-33 Certificate of Eligibility for Atmosphere Checks by the
Master or Chief officer.
Cadets, Trainees, Deck crew, Engine crew, cannot be assigned duties for pre-entry
atmosphere checks. Deck crew, Engine Crew (not trainees, cadets) may be allowed to
monitor atmosphere checks during entry provided they have been briefed on the
proper use of gas measuring equipment by Master or Chief Engineer or Chief officer or
Second Engineer.
An enclosed space is suitable for entry when test of the atmosphere inside the space
confirms
a. Hydrocarbon gas concentration < 1 % LEL
b. Oxygen = 20.9% (with modern digital meters, this value may differ from 20.8% to
20.95%)
c. Toxic gases (i.e.: H2S, Benzene, Mercaptan, NO2, SO2, CO, CO2, Ammonia etc) <
50 % of occupational exposure limit (*).
(*) TLV-TWA of the gas is taken as occupational exposure limit for the purpose of
determining the safe value.
Permissible Exposure Limit (PEL) is the limit established by a regulatory authority for
exposure of workers to vapour. The PEL may vary in different countries. Threshold
Limit Value (TLV) is the same as the PEL.
Occupational Exposure Limit (OEL) is the same as the PEL and TLV.
All of these limits are qualified by the addition of a time limit for the permitted
exposure:
Time Weighted Average (TWA) is the exposure averaged over a period of 8 hours.
Long Term Exposure Limit (LTEL) is the same as the TWA.
Short Term Exposure Limit (STEL) is 15 minutes.
Ceiling Value is the concentration of an airborne toxic substance that should not be
exceeded at any time during the workday.
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CEILING VALUES
Benzene < H2S < 50 Mercaptan – NO2 <= 5 PPM
5 PPM PPM Nil
SO2 <= 5 CO < 400 CO2 < Ammonia < 50
PPM PPM 40000PPM PPM
The lowest of the occupational exposure limit must be considered from the company,
flag, port, Safety data sheet
For checking gas concentration in an enclosed space following shall be considered.
i Previous cargo carried
ii Present cargo carried in case of loaded passage.
iii Any dosing carried out inside the space
iv Ventilation status of the space
v Enclosed space structure
vi Coatings on the structure of enclosed space.
Oxygen deficiency must always be suspected in a cargo tank which has contained
hydrocarbon vapour/inert gas or in a compartment which has been sealed for any
length of time.
Aft Peak tank shall be tested for all the toxic gases that sewage emits (i.e.: flammable
gases, Ammonia, H2S, & CO) when it has been used for storage of sewage.
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Benzene < 0.5 H2S < Mercaptan – Nil NO2 <= 2 PPM
PPM 2.5 PPM
SO2 <= 1 PPM CO < 12 CO2 < 2500 PPM Ammonia < 12.5
PPM PPM
Tests should be carried out at different levels of the enclosed space, top, middle, and
bottom, and through as many openings as possible to obtain a representative sample of
the atmosphere in the space.
Guidance for the possible collection of the following gases in enclosed spaces
Methane – rises to the top as it is lighter than air
Carbon monoxide– stays in the middle as it is the same weight as the air
Carbon dioxide – sinks to the bottom as it is heavier than air
Properly calibrated gas measuring equipment must be used to check the environment
inside the enclosed space. Suitable gas sampling tubes of sufficient length must
supplement the gas measuring equipment to take the sample from all the extremities of
the enclosed space.
Atmosphere testing instruments should be able to measure the presence of carbon
monoxide & hydrogen sulphide along with hydrocarbon and oxygen content.
Personal gas meter- Calibrated gas measuring equipment that person can clip-on and
carry inside the enclosed space.
Portable gas meter- Calibrated gas measuring equipment for enclosed space that is
rigged outside the enclosed space for pre-entry checks and repetitive checks.
Note: Personal gas meter cannot substitute portable gas meter for measuring enclosed
space atmosphere.
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As a minimum, the Alarm set points for personal gas meters should be set as follows
• If there are 2 alarm set points, then the lower alarm set point (warning) should be
set at 50% of the TLV and the higher set point (Alarm) should be set at TLV-TWA.
• If there is only one Alarm set point these should be set at 50% TLV-TWA.
• For hydrocarbon gases (gasoline) TLV should be taken as 2% LEL
In case, vessel is unable to set the alarm set points, then vessel must seek guidance
from the office
E1 E2 E3 E4 E5 E6 E7
Before making the first √ √ √ √ √(*) √(*) √
entry and/or issuance
of the permit
Repetitive Check < 3 hrs < 3 hrs X X < 30 < 30 < 3 hrs
frequency during min min
permit validity
After each break N/A N/A N/A X √(*) √(*) N/A
(*) Ventilation for the enclosed space must be stopped for at least 10 minutes before
checking gases for issuing the permit and allowing re-entry after the break.
E1 E2 E3 E4 E5 E6 E7
Continuous Fixed √ Fixed √ √ Natural Forced Forced Fixed √
Ventilation (from at (from at √ √ (from at
(*) least 30 least 30 least 30
min min min before
before before entry)
entry) entry)
Lighting √ √ √ √ √ √ √
IG pressure X X X N/A √ √ X
in adjacent
spaces
reduced to
minimum
Isolation of √ LOTO √ LOTO √ LOTO N/A √ LOTO √ LOTO √ LOTO
fluid and gas
ingress
through
pipeline
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opening
inside the
space
Fix gas √ √ √ X X √ √ if
detection if fitted if fitted fitted for
system for the for the the space
working space space
Enclosed Enclosed Space Rescue Equipment will always be kept ready standby for
Space rescue at entrance to enclosed space.
Rescue
Equipment
1. Two SCBA X X X For 1st √ √ X
2. EEBD** entry
3. Medical
Oxygen
Resuscitator
4. Rescue √ X X X √ √ √
and recovery
hoist,
lifeline,
harness
(Tripod with
stretcher or
equivalent)
(*) The permit shall be rendered invalid if ventilation of the space stops.
(**) An EEBD is not intended to be worn as respiratory protection when entering an
enclosed space or area where the presence of H2S or other vapours are suspected. It is
to be used only for escape purposes in cases where a person suspects that he has been
exposed to H2S or other toxic gas.
Clearly identify any spaces that are opened for entering later. Warning signs must also
be supplemented by physical barriers such as barricades or nets.
In addition, controls should also include physical barriers to prevent confined spaces
from being accidentally opened.
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Ballast, cargo pump rooms, or fuel oil transfer pump rooms with only one fitted
extraction fan shall have an alternate temporary arrangement available for ventilation
in the event of main extraction fan failure. The pump room entry procedure in these
conditions is to be supplemented by a specific risk assessment covering the additional
hazards imposed due to fan failure.
Display a copy of the completed permit at the work site for the entire duration of
permit validity so that team members participating in the enclosed space entry can
carry out independent checks of the work site and system using the permit copy.
E1 E2 E3 E4 E5 E6 E7
Carriage of personal √ √ √ √ √ √ √
gas meter by every
individual
A person entering √ √ √ √ √ √ √
carrying sufficient
radio (At least 2 radios
with each team)
The safety harness is X X X X √ √ √
worn by each
personnel
EEBD lowered inside X X X √ √ √ √ (If not
the workspace for each available
individual at the time in space)
of entry (for initial
entry)
Use of intrinsically safe √ √ X X √ √ √ (on
tools and lights tankers)
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v The entry team should actively monitor changes in hazards while carrying out
planned tasks. If any task is likely to result in additional hazards, work is to be
suspended and risk assessed before resuming the task.
2C.10.3 COMMUNICATION BY ATTENDANT
Continuous and undisturbed communication should be maintained between the attendant
and team inside the enclosed space. The attendant must continuously check the
communication with the entry team every 5-10 min or whenever he/she is in doubt about
the safety of the team.
The attendant shall try to keep the entry team in sight where possible. He must be aware
of the approximate position of the entry team inside an enclosed space to support any
rescue operation if needed.
The attendant is also responsible for updating OOW for the entry and exit of individuals
inside enclosed spaces.
The attendant shall not be involved in any other job. He is not allowed to leave the
enclosed space location.
2C.10.4 MONITORING OF ENCLOSED SPACE ENTRY
At Sea for enclosed space entry outside the engine room
"Bridge" is designated as the "Control Centre" and the "Record of Personnel Entering"
shall be always maintained by OOW. The OOW is responsible for making the entries of
personnel entering and exiting the enclosed space.
In case the vessel is navigating in restricted waters/High Traffic Density areas, the
"Control Centre" shall be the "Ships Office/Cargo Control Room". A competent person
can be positioned in the control centre to monitor the enclosed space entry and
maintain a record of personnel entering.
In port for enclosed space entry outside the engine room
When enclosed space entry is performed in port, the "Ships Office/Cargo Control Room"
shall be the "Control Centre" and the "Record of Personnel Entering" shall be always
maintained by the OOW. The OOW is responsible for making the entries of personnel
entering and exiting the enclosed space.
Enclosed space inside the engine room
When enclosed space entry is performed in space inside the engine room, the engine
control room is the "Control Centre" and the "Record of Personnel Entering" shall be
always maintained by the Duty Engineer. The Duty Engineer is responsible for making
the entries of personnel entering and exiting the enclosed space.
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For all enclosed space entries, a copy of the enclosed space permit shall be provided in
the control station for reference. In case of a change of watch the relieving officer is to
be informed of the enclosed space entry in progress including the number of personnel
in the space, the status of the last gas checks, and a radio check with the attendant
designated outside the space.
2C.10.5 COMPLETION OF PERMIT
Once the job is completed, all personnel have exited the space and the space entries are
secured; the permit can be considered to be completed.
On completion of the permit
a. Destroy the permit copy that has been on display at the work site.
b. Complete the 'completion' section on the main permit and file it for records.
The rescue team should comprise dedicated personnel drilled and trained as
appropriate in all aspects of enclosed space rescue. They should be:
a. Prepared for the physical and technical demands of enclosed space rescue
b. Well-trained in all rescue team duties
c. Familiar with the use and deployment of rescue equipment that should be of size
and weight to allow its ready deployment into the enclosed space and placement in
any location where work may take place; and
d. Capable of fulfilling any role within the rescue team
Although a dedicated team offers major advantages, backup personnel must be also
identified in case a member(s) of the dedicated team is unavailable.
The attending crew should not enter the space under any circumstances during an
emergency. If forming a part of the rescue team, he/she shall perform the actions
instructed by the command centre. In all conditions of emergency, the safety of rescue
teams must be ensured.
Unless it has been positively shown that the atmosphere in the enclosed space is safe to
breathe, the rescue team should wear appropriate PPE and SCBA set. Only after the full
test has confirmed that the enclosed space atmosphere is safe the team should proceed
without breathing apparatus.
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Team leader
This should be a senior officer. The role will be to direct the rescue effort. Therefore,
the leader should not form part of the team that enters the enclosed space
Entry team
The number of entry team personnel should be kept to a minimum. However, at least
two persons should enter the space to carry out the rescue.
Back up personnel
These should be employed to rig the rescue equipment. They ensure that the entry
team has the equipment and support necessary to carry out their task. Backup
personnel also monitor the enclosed space atmosphere. One crew member should be
assigned to assist the rescue team leader with communications and to maintain a
record of events.
Workboat use inside the tank must be fit for the purpose.
The following precautions are needed for any work involving the use of workboats in
cargo tanks in addition to enclosed space entry precautions:
a. All deck apertures, such as tank washing plates, should be opened.
b. The workboat should only be used when the water surface is calm.
c. The workboat should only be used in tanks containing clean ballast water
d. The water level in the tank should be stationary. Under no conditions must the level
of the water rise while the boat is in use.
e. All personnel working in the compartment should wear a life vest/life jacket
A responsible person should act as a lookout at the top of the tank and if the boat is
working at a point remote from the tank hatch, an additional lookout should be
positioned a little way down the access ladder at a point where a clear view of the boat
is available.
Oxygen enrichment is the term often used to describe situations where the oxygen level
is greater than in the air. Oxygen is colourless, odourless, and tasteless. The human
senses cannot easily detect the presence of an oxygen-enriched atmosphere.
A leaking valve or hose used for welding/gas cutting, in a poorly ventilated room or
confined space can quickly increase the oxygen concentration to a dangerous level.
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Spaces which are suspected to be oxygen enriched (eg Nitrogen generator room/
welding gas cutting rooms) shall have a warning poster placed at the entrance of such
space.
2C.14 PROCEDURE FOR ENCLOSED SPACE ENTRY POST FUMIGATION (FOR DRY CARGO HOLDS)
When a ship is fumigated, refer to the cargo non-tanker manual and MSDS for the entry
procedure post-fumigation.
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14. It is only after these atmospheric checks, the E/R can be entered without SCBA sets
and machinery operated.
15. The enclosed space entry permit should be issued for entry until it is confirmed back
to normal.
Important Points to remember:
a. Carbon dioxide (CO2), a compound of carbon and oxygen, is a colourless gas
with a slightly astringent smell causing coughing when inhaled.
b. At high concentrations, it is acutely toxic.
c. As it is about 50% heavier than air, it will form a blanket over a fire and smother
it.
d. Due to a lack of Oxygen after the release of CO2, human life cannot be
supported in the E/R. it takes about 15–20 seconds after the release of CO2
before the concentration within the space reaches a dangerous level.
e. CO2 has very less cooling power, so the metal surface will remain hot even after
the fire has been extinguished. Due to hot metal surfaces, chances of re-ignition
are increased greatly.
Records:
PTW 02A: Enclosed Space entry permit.
PTW 02B: Record of Personnel entering
OP-TKR-33A: Pump Room Entry
OP-TKR-33B: Pump Room Entry Log
PTW-CHEM-01A
PTW-CHEM-01B
PTW-CHEM-01C
PTW 44A: Compressor Room Entry
PTW 44B: Compressor Room Entry Log
SF 32- List of Enclosed spaces onboard
SF 33 – Certificate of Eligibility for Atmosphere Checks
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Anchor point means a secure point of attachment for fall arrest equipment independent
to support or suspend an employee, intended to remain stationary in case of a fall.
While selecting an anchor point following should be kept in mind for minimum ground
clearance while using a shock-absorbing lanyard.
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Steam / Air valves shall be closed and lashed and the lines drain. They shall remain off
until the work has been completed.
Safety precautions shall be taken to minimise the possibility of unexpected discharges
from vents or exhausts. Plant with funnel uptakes shall not be put into operation unless
it is absolutely essential and personnel working on the funnel are at a safe distance and
have been pre-warned.
The direction and proximity of any exhaust fumes from the main engine, boilers,
generators, etc. shall also be considered in planning the work. Interference from fumes
and exhaust emissions can usually be minimised by programming work on the funnel
whilst the vessel is at anchor.
Personnel working on funnel or uptakes shall be provided with portable radios and be in
contact with OOW.
The whistle shall be tested after completion of work on funnel or uptakes.
2E.9 WORK OVERSIDE AND NEAR THE SHIPS SIDE
Work over the side is strictly regulated when the vessel is underway, however, such
work can be carried out under suitable conditions when the vessel is stopped. Any
outboard work shall only proceed on master's orders after taking all necessary safety
precautions and completing the checklist. A thorough risk assessment (Level 2) or
review of already prepared risk assessment shall be carried out to ensure the work
being carried out is adequately controlled. Avoid working overside if the vessel is rolling
more than 5 deg. Direct contact with the responsible Officer must be established during
the period of work.
Personnel working overside or within 2 meters of an unfenced deck edge must wear a
work vest/lifejacket, in addition to fall-arrest gear or a lifeline which is monitored
by a responsible person dedicated to it.
A lifebuoy with a sufficient line attached should be kept ready for immediate use.
Lifeboats or rescue boats should be ready for immediate use. Any such work should be
closely monitored/watched by a responsible person.
Where boatswain's chairs or stages are used overside, the gantlines should be long
enough to reach the water (as safety lines). A pilot ladder (or accommodation ladder)
should also be rigged a short distance aft of the stage. A lifebuoy with light and line
should also be provided on deck. One person must be present to assist on deck and
should not be given any other duties, which would detract him from his ability to
oversee those working on the stage or cause him to leave the area unattended.
A minimum of six work vests shall be maintained on board vessels to carry out overside
work. Out of which 2 work vests shall be dedicated for transfer of personnel.
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For rigging accommodation /combination ladder, the Master should steer a course to
provide good lee on the side where the ladder is to be rigged and to avoid any rolling or
pitching of the vessel. He shall provide enough illumination for the safety of the person
working on the ship side. All team members involved in the rigging of the
combination/accommodation ladder shall discuss risk assessment for rigging the
combination ladder. An experienced crewmember that is suitably attired with a
buoyancy aid and harness/lifeline along with portable radio should be allowed to work
on the shipside at the accommodation ladder. A responsible person with enough
helping hands should always monitor the safety aspects of rigging from the main deck
itself. He shall carry a radio with him also and be in continuous contact with the bridge.
The person helping on the main deck when working in the vicinity of the
accommodation ladder platform and open ship side railing, should also wear a safety
harness secured from a safe point along with a life vest.
Record:
PTW 03: Working at Height Permit
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Record
PTW 04: Cold work permit
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In the event of an elevator emergency, use the alarm, help button or telephone to call
for the assistance.
A person must be continuously standing by in order to ensure safety of the person
carrying out the job.
The following are not permitted to use the vessel’s elevator together
• Two senior officers/Engineers of the same department
• Electrical officer along with another senior engineer
This restriction is also applicable for entry into the elevator shaft during the maintenance
period.
2I.1 ELEVATOR MAINTENANCE
The permit to be used in following cases,
• Person working on top of cage
• Person working in Pit
• Person working on or inside elevator by keeping landing door open while positioning
himself on accommodation/Engine room deck.
2I.2 HAZARDS
Performing maintenance work on elevator on ships can be hazardous.
Types of hazards generally faced by Electrical Officers and others in their working
environment when they carry out the maintenance work include:
a. Mechanical hazards, such as:
Uncontrolled document when printed
HEALTH AND SAFETY MANUAL
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1. Trapped between the ascending elevator car and the soffit of the elevator shaft
3. Trapped between the descending elevator car and elevator shaft structure or
counterweight inside the elevator shaft
4. Trapped between the descending elevator car and the bottom of the elevator pit.
5. Pinching of fingers where ropes come into contact with pulleys and sheaves
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9. Hand tools falling from elevator car top down to hoist way
10. Equipment falling through the landing door down to hoist way
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Chief Engineer
- Ensure all persons working on elevators have been instructed in safe elevator
maintenance practices.
- Ensure that the work task is conducted safely and in accordance with this
procedure.
- Supervise or assign a safety attendant to supervise the work activity.
- Ensure that a Risk Assessment, Toolbox meeting and where applicable Permit to
Work and/or Lock Out Tag Out is applied.
- Ensure that requirements relating to elevator electrical safety devices are
followed always.
Persons Conducting Elevator Work
Follow the requirements of this procedure always and apply safe working practices.
Process:
Pre‐Work Requirements
• Only personnel who have been instructed in safe elevator working practice must
be assigned to perform elevator inspections and/or maintenance.
- Before commencing work:
- Conduct a Risk Assessment (RA).
- Conduct a Toolbox Meeting
- Determine if a Permit to Work (PTW) and/or Lockout Tagout (LOTO) is
required.
- Approval from Office for any maintenance outside the Elevator cage.
- Review and follow ship/equipment specific elevator safety instructions.
- All maintenance for Elevator outside the cage to be considered similar to
critical equipment maintenance job.
• Ensure the elevator cab does not contain a person(s) prior to taking out of
service.
• Establish and maintain a safe work site including:
- Securing the work site to prevent unauthorized access using physical barriers
and placement of hazard warning signs.
- Posting hazard warning signage on elevator machinery electrical control
cabinets located in machinery rooms.
- Manning and guarding the entrance throughout if the elevator landing door
is open during work
• Notify Engineer Officer on Watch if work involves taking an elevator out of
service. Work on elevator cab tops only if there is no alternative. Where
required, the elevator must be fully isolated or switched onto “Inspection”
Drive.
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• Perform entry into an elevator pit/well only when the elevator has been
disabled to prevent movement of the cab during the work task.
g. Establish communication between entrant and the safety attendant using
hand-held radio devices before entering an elevator shaft or pit/well.
Work Requirements
• At least two persons must be involved in any work within the shaft or pit/well,
where one person performs the work, while the other acts as a safety attendant.
The safety attendant must:
- Be in permanent attendance outside the elevator shaft or pit/well, or on an
adjacent deck or in the elevator machinery room always while work is in
progress.
- Provide assistance including equipment isolation.
- Know how to raise the alarm in the event of an emergency.
Never fit an elevator hand‐winding device without first isolating the power supply.
Elevator Electrical Safety Systems
• Electrical safety devices such as door interlocks must never be disabled/by‐
passed while the elevator is in normal service.
• If disabled for inspection and/or maintenance purposes, they must be enabled
immediately upon work completion and before the elevator is placed back into
normal service.
• Jumper cables used to disable safety devices during inspections and/or
maintenance must be of a type approved by the pertinent elevator
manufacturer and visually different than the permanently installed wiring /
cables. (e.g. prominently labelled and of a contrasting color to normal cables)
• The entire elevator safety system must never be completely disabled.
Failure to follow safe working practices associated with elevator electrical safety
systems will result in disciplinary action up to and including termination of employment.
Ship and Equipment Specific Elevator Safety Instructions
Ship and equipment specific safety instructions must detail safe working practice to be
followed including precautions to be taken for the following work tasks:
• Safe access to the elevator cab top.
• Safe riding on cab top.
• Safe work in elevator pit/well.
• Safe work within the confines of an elevator shaft (Includes panoramic
elevators).
• Safe work on elevator machinery located inside elevator machinery rooms.
• Safe retrieval of stranded persons inside an elevator during emergency or
elevator malfunction.
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▪ Do not leave parts, lubricants, etc. on the top of elevator cars. This is a violation
of the safety norms.
▪ The car-top emergency exit shall remain in the closed position except when
passing through same.
▪ Before performing repairs from car-top, with the car at or above the top landing,
place a ladder in car under top emergency exit to provide means of exiting from
car-top.
Car-top Access (Top-of-Car) / Egress Procedure
Besides examination, inspection, maintenance and adjustment work that must be done
on the car-top, there is a considerable amount of work in the hoist way which must be
done from the top of the car and, at times with the car in motion.
Accessing Car-top
Prior to accessing the hoist way always verify that the elevator has arrived before
stepping into or on the car.
▪ Capture the elevator and take it to the top access landing.
▪ Establish down demand by activating 2 car calls (COP).
▪ Using an approved door unlocking device, stop the elevator in flight to verify the
door interlock by opening the hoist way door no more than 6 inches (car should
have stopped). Be sure to stop the elevator in a safe position to safely reach the
car-top inspection run box.
▪ Insert proper door wedge tool and place the car-top stop switch in the “STOP”
position, turn on light, remove your door wedge tool and allow the doors to
close Note: If the switch cannot be accessed from the landing, lockout/ tagout
procedure must be followed prior to accessing the car-top.)
▪ Wait ten seconds and open the hoist way door no more than 6 inches to verify
the car-top stop switch is working. Car should not move.
▪ Insert proper door wedge tool and place the car-top inspection switch in the
“INSPECT” position and the car-top STOP switch to “RUN”. Remove your door
wedge tool and allow the doors to close.
▪ Wait ten seconds and open the hoist way door no more than 6 inches to verify
the car-top inspection switch is working. Car should not move.
▪ Insert proper door wedge tool and activate car-top STOP switch to “STOP”
position.
▪ Locate a safe refuge area and access the car-top.
▪ Remove door wedge tool and allow doors to close.
▪ Proceed with necessary tasks in hoistway ensuring car-top station remains on
INSPECT and stop switch is in the “STOP” position when work is being
performed.
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CAUTION: Be sure you have a surface to stand on that will support your weight. Don’t
stand on the car top emergency exit or the fan unit and use special care where the car-
tops are curved or domed.
Exiting Car-top
▪ Position car-top level with the egress landing. When a hoistway access switch is
provided, position the top-of- car at the landing where the top access switch is
located.
▪ Place the car-top stop switch in the “STOP” position.
▪ Check for tools, keys, rags or any other equipment.
▪ Slowly open hoistway door and place door wedge tool into the sill.
▪ Step off car-top onto landing.
▪ Place the inspection switch in the “NORMAL” position.
▪ Place the car-top stop switch in the “RUN” position and turn off the car-top work
light.
▪ Remove door wedge tool and close hoistway door to engage pickup rollers with
door clutch.
▪ Verify elevator is operational by placing a hall call.
Pit Safety
General
▪ Many serious injuries occur every year, entering and exiting pits. Every
employee must be aware of the hazards before entering a pit. Some of the more
common hazards are:
• Inadequate refuge space
• Inadequate lighting
• Improper access
• Tripping hazards
• Unsafe or lack of pit ladders
• Moisture/water/oil
• Moving equipment
▪ Take appropriate steps to minimize these hazards and any others that are
identified.
▪ Where an access ladder exposes a person to a fall hazard of 6 ft (1.8 m) or
greater; and
• The ladder is further than 29.5 in. (750 mm) from the interior edge of the
door frame; or
• The ladder or handhold extends less than 42 in. (1067 mm) above the
access landing,
• The clearance between the ladder rungs and side wall is less than 4.5 in.,
a hazard assessment shall be conducted to identify the necessary safety
precautions.
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▪ Before entering a pit, familiarize yourself with the position of the car and
counterweights for the car being worked on as well as any other
cars/counterweights in the vicinity.
▪ Control of the car shall be obtained prior to entry into the pit.
Safety precautions when working in pits:
▪ Locate a safe refuge area and be prepared to enter same at a moment’s notice.
▪ Ensure that all portable lights and tools are connected through a Ground Fault
(GFCI).
▪ Take care to protect all lighting from damage.
▪ Do not work in a pit with standing water.
▪ Never “jump” into a pit – always use the access ladder or a portable ladder.
▪ Always check your shoes for oil/grease prior to climbing.
▪ Use both hands when using ladders entering or exiting the pit.
▪ Be aware of moving equipment (i.e., counterweights, motors, belts, and
sheaves) and ensure that clothing and hands can’t get caught in them.
▪ Avoid smoking or open flames while in the pit.
▪ Use proper hand protection while cleaning pit.
▪ Never place your body under the car and have the car lowered to or below the
bottom landing.
▪ Never stand in counterweight runway, under compensating chains or straddle
over the traveling cable(s) loop.
▪ Never use wooden timbers to support car or counterweights.
▪ Do not leave parts, lubricants, cleaning equipment, etc. in the pit. This is a
violation of the safety norms
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▪ If the pit does not have a pit stop switch, the lockout/ tagout procedure is to be
implemented before entering the elevator pit.
▪ Standing outside the hoist way, remove door wedge tool and close the hoist way
door. Enter a hall call and wait 10 seconds to verify the elevator will NOT RUN
and to verify that the pit stop switch is working.
▪ Once verification of the pit stop switch operation is complete, open the hoist
way door, place a door wedge tool back into the sill, do a mental and visual job
hazard assessment and locate a safe refuge space.
▪ Carefully enter the pit. Close doors to about 6" and use door wedge to block.
▪ If operation of the elevator is necessary:
▪ The car is only to be operated on inspection operation from either the
car-top with car-top inspection operation, by a qualified elevator person.
The person operating the car and the person in the pit shall establish and
maintain two-way communications.
▪ Remove the door wedge tool and allow the hoist way door to close.
▪ Place the upper pit stop switch in the “RUN” position.
▪ Stand on the pit floor and be prepared to stop the movement of the elevator
with the pit stop switch.
CAUTION: Never stand on the pit ladder when the pit stop switch at the access landing
is in the “RUN” position, unless two pit stop switches are provided and the lower switch
is in the “STOP” position.
Exiting Pits
▪ Verify lower pit stop switch, where provided, is in the “STOP” position.
▪ Verify pit stop switch at access door is in the “STOP” position.
▪ Place lower pit stop switch in the “RUN” position.
▪ Remove pipe stands (hydraulic elevators).
▪ Slowly open hoistway door and place a door wedge tool into the sill. Exit the pit.
▪ Turn the pit light off.
▪ Remove door wedge tool and close hoistway door.
▪ Place the car back into service and test the operation by registering a call
Machine Room Safety
▪ Access to machine rooms, as well as working in the machine room itself, can be
hazardous if proper precautions are not taken. It is very important that you have
the ability to recognize potential hazards and are aware of the proper
precautions to take when they exist.
▪ Machine rooms shall be secured from unauthorized access.
Access to the machine room
▪ Just getting to a machine room can be hazardous, so recognizing potential
hazards and taking steps to correct or avoid them is very important. Some of the
more common hazards are:
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▪ Lighting - If the stairwell or hallway area is not well lit, use a flashlight or other
temporary lighting until the situation can be corrected – Don’t just “feel your
way” in the dark.
▪ Unsafe ladders (two level machine room), always check the condition of the
ladder before climbing.
▪ Never climb a ladder with tools in your hands. Use a rope to pull tools up.
▪ Safety norms requires the door to be operable from inside the machine room
without the need to use a key.
N/A No No No No * Prohibited
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PPE such as boiler suits, safety shoes, safety goggles and helmets (including chinstraps)
should be checked by the individual who is wearing it, prior to use and any defects noticed
should be reported to department head for a replacement. PPEs, which are placed in
common locations such as Eye wash, Safety harness, Chemical suits etc should be checked
by Chief Officer and Second engineer on monthly basis.
3.4 PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE)-
PPE matrix shall be displayed in ECR, CCR, Galley and all other work-related places in
accommodation (ie: Changing room, Toolbox talk room, ship’s office etc)
Flip-flops are not allowed for use outside the cabin.
Please refer Appendix 03-PPE
3.5 UNIFORM
Deck Officers are to wear uniform during the pilotage, Follow the bridge poster for
guidance.
Its master’s discretion for use of uniform as deemed necessary at other times.
All seafarer to wear clean and appropriate attires while accessing the common places
onboard.
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4. ISOLATION PROCEDURE
The intention of the isolation procedure is to effectively safeguard personnel against
accidents or potential accidents which may occur as a result of:
1. The unexpected and/or uncontrolled release of hazardous energy (e.g. Gravity,
Motion, Mechanical, Electrical, Pressure, Temperature, Chemical, Biological,
Radiation and Sound). The energy sources may have categorized as -
Live: Systems with flowing or moving energy e.g, live electrical circuit or fluid moving
through a pipeline.
Stored: Systems that has restrained energy e.g., compressed or stretched spring, stored
electrical energy and static pressure in a pipeline.
2. The unexpected and/or uncontrolled release of hazardous substances (including
vapours).
Depending on the hazards involved in work requiring a permit, isolation requirement will
vary. The isolation procedure complements other permit to work system, by safely
securing devices identified for control in the Risk Assessment that is carried out prior
commencement of any work requiring permit.
The following are examples of situations where the application of the isolation procedure
is required:
a. Work on electrical systems / equipment where contact with live connections is
possible.
b. (Electrical Work Permit is required for All Electrical Jobs, High Voltage Maintenance &
Elevator Maintenance jobs)
c. Work on systems where automatic, remote, or inadvertent activation of equipment
could result in personal injury or damage.
d. Work where the release of liquid or vapor from lines or pressure systems would be
hazardous to personnel, the vessel, or the environment. (Cold Work Permit)
e. Work on pressurized systems such as pneumatic, hydraulic etc.
Isolation procedures are incorporated in each permit to work system and should be used
to ensure that all forms of residual energy are addressed.
The locks / tags put in place must be clearly identified in the respective work permit.
Where applicable procedures for starting and stopping the equipment that is isolated
must be established and attached with the permit.
For securing and identifying isolation points, Locks and/or Tags can be used as explained
below.
Each vessel will be supplied with standard LOTO kit with Tags as well as Locks of various
sizes and shapes. These are to be used for effective Lock Out during maintenance work
on any machinery, electrical systems, pipe lines etc.
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There will be a user manual and a training CD along with each LOTO kit.
All vessels to carry out the required training on LOTO kit using the training materials
provided.
It is advised that the Lock out and Tag Out is carried out by the person in charge of the
job.
The LOTO kit shall be kept under the custody of Chief Engineer / Chief Officer and shall
be issued to the person in charge of the task during the Toolbox meeting.
LOCKS
A lock shall be used on any system / equipment where means is provided such as a latch,
cover, handle, etc., which can be used to lock the system or equipment in a closed,
inoperative, or isolating position, such that the hazardous substances or energy cannot
be unexpectedly released.
Where such a locking mechanism does not exist, locking of the system or equipment may
be affected using a chain, bar plastic cable ties (tie-wrap), seals or other such devices,
which physically prevent operation without removal of the lock.
Where key-operated locks are used, the person whose name appears on the tag as having
applied the lock shall retain the keys to each.
Where a protective device or system is not lockable, a tag shall be used instead.
a. For group locking on energy hasp should be used.
b. Group lockout box should be used for group lockout tagout.
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c. Scissor Cable or Round cable lockout can be used to lock multiple hazardous energies
instead putting individual locks & tags.
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Notes:
Lock & Tag should be used with all loto products.
Records of inventory of specialist Lock Out/Tag Out equipment should be maintained with the
vessel.
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TAGS
Tags are used for ALL isolations under this procedure, including those that are locked.
Their purpose is to:
a. Identify the isolation device(s) which is/are being used to protect personnel from the
possible release of hazardous substances or energy.
b. Give warning against unauthorized operation of the isolation device.
c. Identify who has the authority to remove the lock / tag.
Tags shall be attached by substantial means and a one-piece plastic cable tie is highly
recommended.
When working on electrical or electronic equipment on a ship, the risks of electric shock
are usually much greater than they are ashore because wetness, high humidity and high
temperature (inducing sweating) reduce the contact resistance of the human body. In
such conditions, severe and even fatal shocks may be caused at voltages as low as 60V
which may cause the heart to quiver or stop in which case breathing will stop. Before
starting work on electrical equipment, always isolate it from the power supply by
removing the plug from the socket, removing fuses or locking circuit-breakers open.
Always test the circuit to make sure that it is dead. Never work on or near live equipment
unless absolutely necessary. Under such circumstances, carry out Level 2 Risk
Assessment; avoid contact with bare metal; remove your wrist watch and rings and stand
on a dry insulating mat if possible.
Generally, the severity of injuries from electric shock is related to the voltage. The higher
the voltage the more severe is the burning at entry and exit points and greater the
damage to internal organs along the currents path. On discovery of an electric shock
victim, DO NOT TOUCH with bare hands until the current has been turned off or electrical
contact has been broken. Switch off the supply at the nearest isolator or at the main
switch board. Once clear of danger treat the casualty. Vessels are provided with Safety
poster – “Dealing with Electric shock”
These posters should be exhibited in common spaces.
The tags shall conform to the following format:
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Electrical Permit to be used when isolating any electrical appliance prior to commencing
work.
LOCKS AND DANGER TAGS
Every person working on isolated equipment should fit their own lock and/or danger tag.
Alternatively, another management approved system that achieves an equivalent level
of safety may be used.
When using locks or danger tags, consider the following:
1. Tags should be dated and signed.
2. Locks should be accompanied by a corresponding tag to identify who has locked out
the plant.
3. Tags and locks should only be removed by the person who applied them or by the
supervisor after consultation with the signatory of the tag. In the event that the
person who applied the tag is unavailable, their tag or lock may only be removed in
accordance with a management approved procedure.
4. Tags or locks should be fitted to all isolation points.
OUT OF SERVICE TAGS
Out-of-service tags are used to identify equipment or machinery that has been taken out
of service due to a fault, damage or malfunction (refer to Figure 2).
The tag is to be securely fixed to the operating control power isolator with the
appropriate details completed on the tag (explaining the reason for the machine being
‘out of service’).
The tag should not be removed until the equipment is safe to be returned to service, or
the reason for the tag no longer exists.
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While working on similar looking equipment’s such as radar, pumps etc, there are
chances of error in identifying the correct equipment intended for repairs or to be taken
out of service. In such situations, positive identification of the equipment is required.
These caution tags are to be fitted on the identified equipment, in addition to the tags
used for isolation of energy source.
Note: A List of all different types and numbers of Lock Out/Isolation Tags are to be
included in the company form and checklist (OP15G)
WITHDRAWN EQUIPMENT
This procedure is intended to prevent the accidental use of equipment or machinery,
which is no longer active, unsafe, unserviceable or otherwise, not fit for service.
It applies to:
a. Any fixed machinery or equipment, which remains, in its place of duty.
b. Machinery or equipment, which although it has been removed from its place of duty,
appears complete and outwardly serviceable.
c. Portable equipment, which has the outward appearance of being serviceable.
Such machinery or equipment shall be clearly identified, by means of the withdrawn
equipment tags (WETs).
Note: This procedure is complementary to the Isolation procedure, which may be used
as an alternative in certain instances. Whilst it is not intended that both systems be used
together, there may be occasions where this is appropriate.
The following are examples of where machinery or equipment shall be withdrawn from
service and WET tagged:
a. Normal operation of the machinery or equipment could cause harm to personnel,
damage to the vessel or any other equipment, or damage to the environment.
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b. There is risk that the machinery or equipment could function abnormally, erratically
or otherwise unexpectedly, and could thus cause harm to personnel, damage to the
vessel or any other equipment or damage to the environment.
c. The machinery or equipment is serviceable in itself, but operation in the current
circumstances is unsafe (e.g. its installation is faulty – inadequate wiring, not properly
secured, wrong way round, etc).
d. The machinery or equipment is unserviceable and is-
• To be landed for disposal.
• To remain on board but will NOT be repaired or returned to service.
• It has been withdrawn from service pending an overhaul, repair or service by
either the ships' staff or an outside approved sub-contractor.
• It comprises used items, which require but for any reason have no certification,
test maintenance record or service history.
e. This list is not exclusive and withdrawn equipment tags may be used any
circumstances which meet the principles.
f. It is particularly important that unserviceable safety equipment is tagged, especially
where personnel might attempt to use it, in the event of an emergency.
g. It is also important that defective power tools and hand tools are tagged. It is not
sufficient to remove the plug off, as this can easily be re-attached by the unwary.
h. The Withdrawn Equipment Tags must be attached to the subject equipment by a
secure means, preferably requiring a tool to remove them e.g. plastic cable ties or
staples.
i. Withdrawn Equipment Tags shall identify the person withdrawing the equipment
from service, the date and a brief description of the reason e.g., obsolete, overhaul,
bearings replacement, leaking seals etc.
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The vessel shall record minutes of extraordinary safety meetings using form SF-17. They
shall attach a completed SF-17 with a Shippalm incident report in case of an onboard
incident. However, extraordinary safety meeting minutes after receiving fleet alert must
be sent to QHSE.
Additionally, the vessel shall record the summary of the meeting in SF-12 for office
review.
Agenda for extraordinary safety meeting shall include but not be limited to the
following:
a. Discussion on probable causes of incident
b. Evaluation of the shipboard practices to counter incident casual factors
c. Evaluation of the shipboard work environment to ensure that such incident is not
going to happen in future on own vessel
d. Identify resources required to avert the repetition of such incidents
e. Training required or conducted to prevent a recurrence
The minutes of Safety and Environmental Protection Meeting shall be reported to office
every month for office review. A updated copy shall be posted in common noticeboard
for the staff.
The Safety Committee should promote the health and safety awareness on board and
ensure that the ship is run in a safe and proper manner.
5B.5 BEST PRACTICES AND SAFETY SUGGESTIONS
Vessels are encouraged to adopt best practices on board and report their suggestions to
improve safety.
To promote innovation, vessels are required to report a minimum number of best
practices every month set by the company.
Best practices and safety suggestions for the month shall be reported in safety meeting
minutes along with the identity of the person who suggested it.
Office staff will then collate all the ‘safety suggestions’ & ‘best practices’ from vessels
safety meeting report and shortlist the quality suggestions. These suggestions will be
utilized for amending SMS and implementing them fleet wide.
Reference:
• Form: SF-11A, SF-11B & SF-11C Safety Officer Inspection checklist
• Form: SF-12- Minutes of safety meeting
• AD-19 – Daily work planner
• Code of Safe Working Practice for Merchant Seaman
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• Master may delegate the duty of Officer In-charge for contractors to other
officers, engineers depending on work location (Deck, Engine ), Work/Rest
hours, etc.
• Contractor tasks must be included in the AD-19.
Basis DWPM, Toolbox Meetings shall be carried out by Supervisors/Department heads
prior carrying out the actual task and shall continue following the existing procedures.
The agenda of the DWP meeting to be as below but not limited to,
• Reviewing the risk assessments prepared by department head or other department
and providing inputs to it.
• Discussion of LARP & near miss on daily basis so that correction can be taken up in
next day Toolbox meeting and subsequent work practices.
• Agrees the scope of work to be undertaken.
• Identifies any operational or departmental conflict.
• Identifies planned drills, training and crew meetings.
• Identifies personnel requirements.
• Identifies tools and equipment required.
• Establishes appropriate PPE requirements.
• Ensures compliance with work and rest hours.
• Ensuring that not many critical operations take places on the same day
Records of Daily Work Plan shall continue to be maintained in Booklet form AD-19. Daily
Work Planner shall be audited during Internal Audits and VIR Inspections.
The purpose of the meeting is to discuss work plan and to carry out / discuss the risk
assessment, involving the people carrying out the task and the people responsible for
the task.
‘Flow Chart 1 – Daily Work Planning’ & ‘Flow Chart 2 – Daily Work Process’ can
be used as guidance of these procedures.
A “Daily work meeting” shall be conducted by the department heads to discuss
every routine or non – routine task carried out on that day.
(Refer to HSM Chapter 7)
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1. Mandatory: Master, C/Off, C/E , 2/E, 1. Choose Common Location & time for
EO. meeting.
2. Call additional People if required.
Conduct Daily 2. Discuss all tasks promulgated, required
3. Accept voluntary participation of Workplan RA & PTW.
crew. meeting. 3. Identify Resources, challenges, and risks.
4. Solo work to be flagged. 4. Finalize the task for NEXT DAY.
5. Contactors may attend the meeting.
1.Crew aware about location of Task 1. Record in AD-19 Daily Work Planner.
List. 2. Task List available in Bride & ECR
2. Paste a copy of Task List in Crew Task List Final computer or hard copy.
Mess Room.
3. Responsible Officers have quick
access to Task List.
4. Officer in charge discusses the
Contactor tasks with them.
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START
Yes NO
Yes Yes
No Yes
No Yes
Senior
Senior
Obtain Permit to Does the task require Permit to Management
management to to
Yes RiskAssessment
Risk Assessment(II)
(II)&&Tool
Office
Box carryout RiskRisk
carryout
Work Work ?
Talk done by senior
permission taken.management Assessment (II)
Assessment
and Tool box (II)
No & Take .office
meeting
approval.
Arrange Are the Resources for Work Yes
Resources No available ?
Senior
Yes Management to
Risk Assessment (II) & Tool box
discuss Risk
talks done by senior
YesManagement
Carry Out Tool
Tool Box Talk Carried out by No assessment (II) &
Box Talk ...based Risk Assessment (II) & Office
Tool box talks.
supervisor based on RA just before
on Risk permission taken.
actual task ?
Assessment management Yes
Yes
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There might be occasions where a single person is required to carry out a job or may
take a decision to do a job in an individual capacity and not as a part of a team.
Working alone means working where you cannot be seen or heard by another person
and where you cannot expect a visit from another person. The risk of working alone
depends on location and conditions around it.
To mitigate the risk involved with Single person task, following measures shall be taken:
a. Team leaders and departmental heads must always plan to limit single person tasks.
All such intended jobs (even taken in individual capacity) are to be discussed in the
departmental and daily meetings to identify hazards and take necessary risk
mitigating measures.
b. Team leaders must train all individual, on the hazards involving single person job.
c. All personnel involved in ‘single person jobs’ must inform about their intent to the
OOW or departmental head before executing the job.
d. The person working alone must have means to establish contact or raise alarm
immediately if required.
▪ All personals must be encouraged to use a ‘TAKE FIVE’ tool when performing
solo work. This is similar to a self-done LMRA & toolbox talk.
▪ No contractor is allowed as Single person job unless Risk Assessment is carried
out and job authorised by Master. For contractor entry into enclosed space,
refer HSM manual 2C.8
▪ For enclosed space entry single person entry, refer to HSM manual 2C.8.
The TAKE FIVE process involves:
1. STOP & THINK: Scanning the environment and consciously identifying things that
may hurt us.
2. IDENTIFY: Look for trip hazards, protrusions and other hazards and consciously
recognize them.
3. ASSESS: Now that the hazard has been registered in our conscious mind it is easy to
control or avoid it.
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6. SMOKING POLICY
Fire is a major hazard and all precautions must be taken to avoid it. All ship staff are
required to comply with all smoking regulations and instructions.
The Master will indicate all approved smoking areas based on the conditions provided in
ISGOTT 4.2.2. These areas will be clearly marked. Smoking will be permitted only under
controlled conditions at times and in places specified by the Master.
Secret smoking is a lot more dangerous than controlled smoking. It is possible to have
flammable gases in a toilet or lockers. Gas may have been drawn down into the
accommodation through the ventilation system.
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1. Navigation Bridge.
2. ECR
3. Officer Smoke Room.
4. Crew Smoke Room.
Master must ensure that smoking shall not be allowed on Wheelhouse and Engine
control room, if any member of the duty team is not comfortable with passive smoking.
When the vessel is carrying out operations such as gas freeing, inerting, purging /
gassing up (at sea) - Smoking to be temporarily restricted to designated smoking rooms.
For the sake of understanding, ‘berth’ includes Port Facility, SBM, STS, drydock, lay
berth etc.
When the vessel is within any port limits, then their regulations will supersede the
company’s regulations, if it is more stringent.
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Cigarette lighters are not allowed on board the ship at any time. Only ship supplied
safety matches are to be used.
Use of e-Cigarettes are not permitted onboard.
Never carry matches or cigarettes with you on deck. Safety matches are to be kept in
designated smoking areas and not allowed in the cabins.
Ash trays used shall be of self-extinguishing type. Fixed ashtrays in cabin toilet are to be
removed and stored separately with an inventory.
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7.1 SCOPE:
This procedure covers method of carrying out risk assessment for all routine and non-
routine activities undertaken by the employees onboard the ships managed by the
company, activities of other personnel having access to the ships (such as suppliers /
sub-contractors and visitors), facilities onboard the ships, whether provided by the
company or others and activities undertaken by the company’s office.
RESPONSIBILITIES
7.2 DEFINITIONS
Some key terms have been defined as below (for the purpose of Occupational Health
and safety)
ACCEPTABLE RISK:
Risk that has been reduced to a level that can be tolerated by the company having
regard to its legal obligations and policy.
ACCIDENT
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HAZARD
Source, situation or act with a potential for harm in terms to personnel, damage to
property, damage to environment or a combination of these.
HAZARD IDENTIFICATION:
HEALTH:
Identifiable, adverse physical or mental condition arising from and / or made worse by a
work activity and / or work-related situation.
INCIDENT:
Any unplanned event resulting in, or having a potential for injury, ill health, damage or
other loss
NEAR MISS:
A near miss is an event that could have resulted in human injury or damage to property,
process or the environment.
RISK ASSESSMENT
Process of evaluating the risk(s) arising from a hazard(s), considering the adequacy of
any existing controls and deciding whether or not the risk(s) is acceptable.
RISK CONTROL
Risk control is the process of implementing measures to reduce the risk associated with
the hazard. The control process must follow:
RISK MANAGEMENT
Risk management is the process that integrates hazard identification, risk assessment,
developing strategies to manage it and mitigation of risk using resources.
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UNSAFE ACT
Unsafe act is any act that deviates from a generally recognized safe way or specified
method of doing a job and which increases the probabilities for an accident. It must
contain an element of unsatisfactory behaviour immediately before an accident that
was significant in initiating the event. Examples of unsafe conditions:
UNSAFE CONDITION
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HAZARDS LIST
The effective identification of hazards is the key factor in meaningful risk assessments
and three questions below should be asked to assist the identification process
Unsafe acts
Unsafe conditions
Human factors
Job factors
The following is the suggestive list of identified hazards that are identified. More
prompts will be added based on suggestions received
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Before the harmful effect of hazard can be determined, any existing or planned control
that may negate or mitigate the effect of that hazard has to be considered.
During any operation, controls can include, inter alia -
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• Maintenance.
• Communication/language requirement.
• Use of proper equipment.
DETERMINATION OF RISK
LIKELIHOOD TABLE
Likelihood Description
Remote Never Heard in the Industry
Unlikely Heard in the Industry
Occasional Has happened in the organization or more than once per year
in the industry
Likely Has happened at the location or more than once per in the
organization
Almost Certain Has happened more than once per year at the location
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CONSEQUENCE TABLE
LEVEL 3:
Consequences LEVEL 1: Minor LEVEL 2: Marginal LEVEL 4: Critical LEVEL 5: Catastrophic
Substantial
Permanent total
disability (PTD),
Injury First Aid Case RWC, MTC LWC Fatality
Permanent partial
disability (PPD)
Spill into sea greater
than 1 bbl and less
than or equal to 10
Failure of Primary
barrel.
containment. Spill
contained on deck.
Spill quantity greater OR
than 1 BBL. Major spill greater
Spill into sea. less
than 10 Bbls into the
than or equal to 1 Uncontrolled release
sea
OR barrel of toxic gases greater
than 10m3 and less
Failure of Primary than or equal to 50
Uncontrolled release OR
Environment containment. Spill contained m3. (or equivalent in OR
of toxic gases less than
Damage on deck. Liquid Spill quantity ton) Spill into sea less
and equal to 1 m3 (or
less than or equal to 1 BBL Uncontrolled than or equal to 10
equivalent in ton)
release of toxic barrels.
Uncontrolled release
gases less than and
of toxic gases greater
OR equal to 1 m3. (or
OR than 50m3 (or
equivalent in ton)
equivalent in ton)
Emission of SOx gases
Uncontrolled release
for more than 1-hour
of toxic gases greater
duration after EGCS
than 10m3 and less
failure **
than or equal to 50
m3 (or equivalent in
ton)
Notable interruption,
disturbance or deviation
from normal functioning LOP issued to vessel for
Disruption to leading to significant not meeting charter Off Hire of any Fleetwide ban by Loss or suspension of
Business consequences. party requirements, vessel charterer DOC
excluding off-hire.
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Fines on vessel
imposed by authorities.
Stowaway onboard,
Unsuccessful attempted of Theft incident
theft Theft incident where
where property Ship used for
property value was < Vessel Hijacking
value was > USD smuggling, sabotage,
Security Incidents USD 5000
Unauthorized boarding 5000 and criminal attempt.
Bomb or terror attack
Cyber Attacks
Loss of security passes Unsuccessful hijack
attempt
Guidance Notes:
* Asset / Property loss: The cost referred to in this section is the cost incurred for repairs, technicians, spare parts used and
inspections/surveys. Variable service costs such as tuggage, salvage, external consultants and legal liability are to be ruled out
for loss classification determination.
** Emission of SOx gases – Applicable when SOx emission is not meeting the standard due to EGCS malfunction.
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Consequences
Minor Moderate Substantial Critical Catastrophic
Never Heard in
the Industry
Remote Very Low Very Low Low Low Medium
Heard in the
Industry
Has happened
Likelihood
in the
organization or
Occasional more than once Low Low Medium High High
per year in the
industry
Has happened
at the location
or more than
Likely once per year Low Medium High High Very High
in the
organization
Has happened
more than once
Almost per year at the Medium High High Very High Very High
Certain location
RISK CONTROL
Risk control is an action plan that sets out how the risks identified and assessed will be
eliminated or controlled. A hierarchy of risk control is used to eliminate or manage the
risk to as low as reasonably practicable (ALARP).
Following is the hierarchy of risk control and it ranks risk control measures in decreasing
order of effectiveness
Elimination: Remove the hazard. Sometimes hazards, equipment or work practices can
be avoided entirely. e.g., eliminating a requirement to carry out the tasks
Substitution: Replace the system, material or work practice with a less hazardous one.
Engineering Controls. Engineering the solution to minimize risk is highly desirable as the
process reduces the reliance on human behaviour to effect long lasting positive
change. There are a number of aspects to engineering controls as given below -
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Procedural Controls: These are the procedural aspects of managing hazards, such as
work permits, isolation, lock out / tag out procedures, education and training and
the rotation of staff thus minimizing exposure.
Personal Protective Equipment (PPE): Personal Protective Equipment is the last and
least effective control method used. It involves wearing appropriate PPE such as
gloves, safety shoes, goggles etc to isolate the person from the hazard. Any
breakdown of the system immediately exposes the worker to the hazard. This
control method is not highly effective because it relies totally on human behaviour.
The risk control measures implemented for the hazards identified should always aim
to be as high in the list as practicable. Many times, it will require more than one of
the risk controls measures above to effectively reduce exposure to hazards.
7.4 PROCEDURES
This is the assessment of risk that is carried out mentally to keep the risk at ALARP.
In this level of risk assessment, individuals or team analyse the risk involved with the
tasks and take measures to mitigate the risk. However, no formal risk assessment needs
to be prepared using form SF 23.
This level of risk assessment is applicable for performing the following tasks:
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i. Procedural or regulatory barriers given in SMS when they are considered along
with knowledge/experience of the person carrying out or supervising the work.
ii. Local procedure or PMS for the task.
This comprises a formal qualitative assessment using form SF 23 which is required when
responsible authority judges that additional safeguards will be needed to minimize the
risks.
The objective of the Level 2 assessment is to use local knowledge and expertise in a
structured way to examine the hazards, and to devise a set of safeguards that will
ensure an acceptable level of risk.
The assessment shall be undertaken by onboard. Team comprising management team
and other members of the workforce who have specialist knowledge or experience
which could help with the assessment.
1. If the risk is significant and guidance provided in SMS / sample risk assessment does
not provide adequate risk control measures.
2. When the control measure for significant risks are not addressed through the
routine planned maintenance / local procedures.
3. When the task at hand is new, unplanned, or non-routine
New task: For which vessel does not have any procedure, onboard risk assessment
or sample risk assessment.
Unplanned task: Unforeseen task that was not identified in the work plan for the
day. Such tasks shall include any task having significant risk.
Non-routine tasks: Tasks that are performed infrequently or for the first time. They
do not form a part of the PMS. Routine work not forming part of PMS are excluded
from this category
4. Typical circumstances that necessitate Level 2 Risk assessment include but not
limited to
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Documented sample risk assessments for various shipboard tasks are provided to ship
staff by the office.
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These shall be used as a reference document by ship staff to make ship-specific risk
assessments.
After taking risk control measures, the modified risk should be assessed and similarly
ranked as per the below table
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Further Control Measures - Control measures not covered in SMS. They are 'Best
practices' or measures taken from local procedure.
Existing Risk - Residual Risk with existing control and recovery measures in place.
Modified Risk - Final Risk after applying further risk control measures to Existing risk.
Vessels shall submit Level 2 risk assessment for any new, non-routine and unplanned
tasks for office for approval prior carrying out the task.
Approval authorities for the new, non-routine & unplanned task risk assessments are
classified according to modified risks obtained from the risk matrix and they are
mentioned below:
If an unplanned work if the work is to be initiated immediately for the protection of the
safety and environment protection, then office permission can be overruled.
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• Non-routine tasks are considered (which may become standard tasks following
review).
Vessel shall maintain a list of risk assessments with dates of preparation and revision.
All risk assessments used regularly infrequent activities need to be thoroughly reviewed
and posted in the designated work location or work-related places where concerned
workers regularly visit.
After completing any task, ship staff shall review the existing risk assessments and
include new hazards, control measures, and best practices noted while performing the
task.
Unless reviewed in the last six months, no risk assessment shall be used onboard.
Superintendent and internal auditors, visiting for audit and inspection shall randomly
review risk assessments prepared by the vessel and provide feedback. Same to be
included in the VIR and Internal audit report.
The vessel shall notify the office for all newly identified hazards, additional control
measures and best practices using form SF 03.
All the risk assessment recommendations received from below mentioned sources shall
be registered as ‘document change request (DCR)’ for further deliberation.
These DCRs will lead to amendment of sample risk assessment database and procedure
as applicable.
All the risk assessments in sample database shall be reviewed at frequency not more
than 6 months.
Summary of risk assessment reviews are analysed every six months along with
management review.
Records:
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HANDLING OF NON-CARGO CHEMICALS - CHEMICAL Page : 1 of 3
HANDLING AND STORAGE
While handling chemicals, you should always comply with following guidelines:
• Always refer to the care and precautions given in the Material Safety Data Sheets
of the specific chemical
• Always follow all directions on the label. Do not remove labels – try to preserve
them in good order, well attached to the container.
• Take special care when opening containers; internal pressure may cause spraying.
Eye and face protection is mandatory.
• Protect hands by use of chemically resistant gloves, along with splash sleeves
worn over glove cuffs.
• Protect the body by use of a full boiler suit (sleeves and legs rolled down),
chemically resistant aprons and boots.
• If chemicals come in contact with the body, flush affected parts with copious
amounts of clean water for 15 to 20 minutes (this is particularly important for the
eyes) and then seek medical assistance.
• When diluting an acid or caustic, slowly pour acid or caustic into the water, stirring
continuously. NEVER add water to strong acids or caustics as it can cause eruption
and splashing of the liquid surface.
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HANDLING AND STORAGE
• Only correct and appropriate chemicals are being used for various tasks
• The user is fully aware of relevant safety precaution and the actions to be
undertaken in event of accidental contact with chemical.
Containers must have suitable means to allow extraction of caustic/acid in a safe manner,
to minimise possible spillage and splashing.
Chemicals received must be placed directly at the designated storage locations and kept
segregated in accordance with the instructions contained in the MSDS.
a. Rooms in which chemicals are stored and used must be well ventilated and not
subjected to excessive temperature.
b. Always store incompatible chemicals, particularly acids and caustics well segregated
from each other.
c. Data for storage and handling of all products shall be posted at the site and available
in the file of chemical hazard data sheets, maintained on board.
Certain chemicals attack natural fibre or man-made ropes readily, reducing its breaking
strength considerably. Such damage may also not be readily apparent.
Therefore, chemicals should not be stowed near ropes and in particular, never near
equipment such as pilot ladders and life belts.
Chemicals should be ordered such that they do not remain unused beyond their
recommended shelf life. Newly received chemicals shall be marked with date received
and shall be used on rotational basis i.e. first in, first out.
All precautions shall be taken to avoid blowback of chemicals during pressurized
injection. The Chief Engineer shall ensure that full instructions on the injection of
chemicals are available and properly displayed. Manufacturers' instructions on correct
use of injection equipment shall be complied with.
Unopened stocks of test chemicals and Reagents for use in testing Lube Oils, Engine
Cooling Water and Boiler Feed Water should be stored separately in steel boxes with
the words “TEST CHEMICALS” stencilled on it
Stocks of reagents in use should be stowed in the test cabinet supplied by the lube /
chemical supply company
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HANDLING AND STORAGE
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AND STORAGE OF BATTERIES
STORAGE OF BATTERIES
Batteries must be securely fastened, to prevent possible shifting when vessel is rolling
or pitching during heavy weather.
Batteries shall be stored and transported in an upright position to prevent spillage of
electrolyte.
Manufacturers' instructions for maintenance of batteries shall be always adhered to,
unless otherwise instructed by Company.
Battery compartments should never be used to stow gear, which is not associated with
batteries. Battery room vents to be marked for positive identification and also read as
"Do not close except in emergency".
Batteries shall never to be disposed of at sea. They are to be landed to appropriate
contractors for safe disposal.
Used batteries must not be incinerated.
Batteries that are damaged or not designed to be recharged, should not be recharged.
On tankers, batteries to equipment such as lifebuoy lights, flashlights, walkie- talkies,
gas-detection meters should not be changed in a hazardous area or on open decks. The
equipment should be taken to a safe location such as inside accommodation and the
change carried out there.
• Full-face shield.
• Full-length apron.
• Chemical resistant gloves (earlier: Suitable gauntlets).
All above items must be approved for use with the particular electrolyte contained in
battery cells.
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AND STORAGE OF BATTERIES
• Boracic/water solution, where alkaline batteries are used. Mixing 0.5 ml of boracic
powder with 0.5 litres of fresh water can make this mixture.
• Where practicable fresh water, for flushing any electrolyte-contaminated part of the
body.
Never top up the level of a battery by adding electrolyte. Use only distilled water
instead.
When mixing electrolyte, always add electrolyte slowly to water. Never add water to
concentrated electrolyte.
Lead acid batteries and alkaline batteries must not be stored in same compartment.
Under no account should the different electrolytes be allowed to come in contact with
each other.
Where vessels are equipped with ‘maintenance free batteries’, the procedures as
mentioned by the manufacturer should be closely followed. If at all there is an absolute
requirement for maintenance or small repairs on these types of batteries, same should
only be dealt with after consultation with the manufacturers.
All personnel handling these batteries should be qualified to handle the same.
Additionally, risk assessment should be referred to for safe handling of the same.
Battery compartments shall be clearly labelled with “NO SMOKING, NAKED FLAMES OR
HOT WORK” signs at entrance.
Battery compartments shall always be ventilated to ensure elimination of build-up of
dangerous (for health) or potentially explosive (hydrogen) gases. The ventilators should
be unobstructed and capable of rapid and effective closing in event of an emergency.
Portable lamps or electric tools shall not be used in battery compartments, unless
approved for use in inflammable atmospheres.
Light fittings in battery compartments shall be properly maintained. Protective glasses
shall be always in position and correctly tightened.
Cracked or broken protective glasses shall be immediately replaced. If no replacement
glass is available, the circuit shall be isolated.
No alterations or modifications are to be made to any electrical fittings in battery
compartments without prior permission of Chief Engineer.
Battery cells must not be short-circuited. Metal tools or other conductive materials
must never be placed on top of batteries where they may come in contact with battery
terminals. When working on batteries use only insulated tools.
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AND STORAGE OF BATTERIES
Vent plugs must be in position and tightly closed when connecting or disconnecting
battery terminals. Clip-on connections must never be used.
Battery cable insulation must be maintained in good condition. Damaged insulation
must be repaired as soon as possible. Battery connections must be always kept clean
and tight.
Unlike lead acid batteries, metal casings of alkaline batteries always remain live. Do not
touch or allow metal objects to come in contact with metal cases of charged alkaline
batteries.
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PAINTS AND LUBE OIL DRUMS
8C STORAGE OF PAINTS
Particular care should be taken of the storage of lube oil and other oils in drums. They
should be well secured with suitable wire lashings on pallets rather than directly on the
deck and where possible within a containment area. The top of the drum should be
covered to prevent potential water standing and subsequent ingress and
contamination.
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CAUSTIC SODA
8D.1 GENERAL
The product must not be received, transferred, and used unless proper material safety
data sheet (MSDS) is received.
8D.2 PRODUCT
8D.3 EQUIPMENT
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CAUSTIC SODA
NOTE: Shoes made of leather CANNOT be used as these will “melt” from contact with
caustic soda. Leather is skin. Leather shoes will not be able to protect, as it dissolves in
contact with Caustic Soda!
All handling gear should be washed with copious amount of water, cleaned with vinegar
and again rinsed with water. Vinegar is used to ensure the remnants of the caustic soda
is neutralized to protect the subsequent users.
8D.4 LOADING
The loading plan to identify the duty of each person including Chief Engineer as person in
charge of this operation. The toolbox meeting to be conducted prior to the start of
operation. At all times, sounding of Caustic Soda tank must be undertaken under utmost
safety precaution with proper PPE in place. A designated Stainless-Steel sounding tape to
be used for this operation. Sounding tape to be cleaned with fresh water and later
neutralized with vinegar solution before storing in place.
NOTE: Cadets and trainees shall not be involved in the operation.
Prior to the start of any Caustic Soda loading operation emergency shower to be tested
and if required retested by the crew performing the operation.
Prior to the start of loading operation work area to be marked with marking tape and
warning signs posted preventing other crew members entering area.
NOTE: If transfer operation is interrupted (due to tea, lunch breaks, etc.), the shower shall
be tested again, before resuming the transfer operation.
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CAUSTIC SODA
8D.5 DISCHARGING/DISCARDING/DISPOSING
Discharging might not be a regular operation. However, if there is a reason for the vessel
to discard/dispose Caustic Soda to an external facility, these precautions shall be taken.
The disposal plan should be in line with Caustic Soda loading plan as mentioned in section
2 of this document.
The Technical Manual, Annex 1 and 2, will be revised shortly to include the requirement
given here below. Meanwhile, relevant vessel to follow below checks -
NOTE: Anti splash tape CANNOT be used as this is made of aluminium, which is non-
compatible with caustic soda. A two-half split type pipe clamp can be used, bottom to be
wrapped with Teflon sheet.
c. Testing of Bilge level alarm(s) in drip tray (to be tested with water)
d. Emergency Shower functional test (located near Caustic Soda transfer manifold)
e. Checking Inventory of Caustic Soda Safety Equipment Gear
8D.7 EMERGENCY
In case of any emergency, such as spills/leaks arising while handling caustic soda (from
tank, valves, or pipes), the following action shall be followed.
Safety gear for handling Caustic Soda, shall be put in use immediately.
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CAUSTIC SODA
The company’s contingency response plan shall be brought into action. Caustic soda
(NaOH) is very aggressive and can only be cleared by using large amount of water.
a. DO NOT touch spilled material with naked hands
b. Stop leak if possible, without risking self AND donning proper PPE
c. Personnel not involved in operation should be kept out of this area
d. DO NOT attempt neutralization or ointments to damaged skin.
Warning! Rinsing with vinegar on skin (acetic acid, CH3COO-H or H-Ac for short) will
neutralize the caustic soda through an exothermic reaction. This will happen very quick,
raising temperature drastically and cause severe burns.
All person handling emergency related to Caustic Soda need to be in proper PPE as
mentioned in section 1. The team might consist of below personal
• Chief Officers (in charge)
• One officer as safety watch at location outside the barrier, but with clear sight to
working location. Officer to have a radio.
• 2 deck hands to perform operation.
NOTE: Cadets and all trainees are not to be involved in the operation.
Additional crew can be allocated, if needed, but it should be ensured that PPE is available.
All reporting to be done as per company’s incident reporting policy with the following
information: -
• Place of spill/leakage (inside or outside spill tray)
• Size of spill/leakage
• Has the leak been stopped/contained?
• Injuries
• Will this affect the operation of the scrubber unit?
Additionally, take below precautions: -
Engine room
▪ Spill is not to be pumped into holding tanks. NaOH to be pumped directly overboard
using high amount of water (seawater) to dilute.
▪ Inside spill tray, all caustic soda to be washed towards the drains.
▪ Outside spill tray depending on size of the spill the method for cleaning to be selected.
▪ In case of a minor spill (a few drops) this can be moped with clean water (no soap).
▪ In case of a larger spill, hosing down (washed) shall be considered after proper
evaluation. Preferably the water shall be led in the direction towards a drain, which
can finally be lead out to sea through vessel’s systems.
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CAUSTIC SODA
On Deck
▪ All area affected or suspected to be affected, shall be washed with high amount of
water (seawater). Shipside shall also to be flushed (washed).
MSDS to be referred and adhered apart from the guidelines and recommendations-
▪ Caustic soda must be removed as quickly as possible after bodily contact by washing
with water only.
▪ Do NOT use soap.
▪ Do NOT attempt to neutralize the caustic soda with chemicals.
▪ Continue washing for minimum 30 minutes.
▪ Do NOT use vinegar.
It is imperative that you begin to wash with water as soon as possible. Any time lost prior
to such washing with water could cause serious and irreparable damage!
Eyewash fountains should be located near any caustic soda handling area. Emergency
safety showers should be used for washing residue.
1. Eyes:
Wash immediately with water under low pressure from an eyewash fountain. After hands
have been thoroughly rinsed, hold the eyelids open and continue washing for 30 minutes
or until advised otherwise.
2. Body:
Wash immediately with water from a safety shower. Wash the affected skin with water
for 30 minutes. Remove clothing while showering.
If the eyes have not been exposed, do not remove your goggles until your head and hair
have been thoroughly rinsed, otherwise, caustic soda could be washed into the eyes.
Rinse your head thoroughly, then remove the goggles, and complete washing.
3. Ingestion (swallowing):
Do not induce vomiting. Immediately drink large quantities of milk (preferable) or water.
4. Clothing:
Wash contaminated clothing separately from non-contaminated clothes to remove
caustic soda before reuse. Contaminated shoes and leather items should be destroyed.
8D.10 MAINTENANCE/REPAIR
Any maintenance and repair on Caustic Soda system must be managed through
company’s maintenance and repair procedure, taking all precautions as mentioned in this
document. All defects identified must be reported in ShipPalm, and the repair plan agreed
with the vessel’s superintendent.
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CAUSTIC SODA
8D.11 TRAINING
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WHAT PRACTICAL STEPS CAN BE TAKEN ON BOARD SHIP TO REDUCE CREW FATIGUE?
TEMPORARY RELIEF FROM FATIGUE
• Allow the crew member to take a break.
• Have a strategic nap.
• Water- Drink lots of it. Avoid caffeine.
• Eat something light.
• Rotate the crew member showing fatigue symptoms to task where the risk is
acceptable.
• Give consideration to whether the task must be continued or can be delayed.
LONG TERM RELIEF FROM FATIGUE
• Keep the schedule of duties under review to ensure that the hours of work
continue to be realistic and workable.
• Provide compensatory rest if it is necessary to exceed normal hours of work.
• Identify and reduce fatigue inducing risk factors. Discuss fatigue incidents during
safety meetings and establish shipboard practices to deal with them. Encourage
discussion on individual and group concerns about fatigue and take positive
actions based on conclusions that are arrived at.
• Suggestions on good ship board practice are most welcome, for we can convey
them to other vessels in the fleet.
• Use rested personnel to cover for those traveling long hours to join the ship and
who are expected to go on watch as soon as they arrive on board.
• Create an OPEN communication environment. Please make it very clear to the
crew that they must inform their supervisors, when fatigue is impairing their
performance. Also ensure that there is no recrimination for such reporting.
• Schedule drills, training sessions and routine maintenance functions in a manner
that minimizes the disturbances of rest/ sleep periods. Same way schedule
potentially hazardous tasks for day time hours.
• Develop a watch keeping schedule for watch keepers. This schedule should allow
for mandatory rest hours. (Refer ILO convention No.180) Senior Officers must
take time to ensure watch keepers are actually well rested.
• Job rotation – Change the order of activities, where personnel are assigned tasks
that include variety (mixing tasks requiring high mental/ physical work with low
demand tasks) in tasks, can be beneficial in breaking job monotony.
• Transfer of duties: To avoid development of fatigue in responsible person
involved in extended operations, duties can be transferred to other suitable
competent person provided he has been familiar with the ship system, well
rested and no critical part of operation fall under his intended duty period.
• Ensure shipboard living conditions are maintained to good standards. (Clean,
hygienic, heating, ventilation, air conditioning maintained, good, sufficient food,
unusual sources of noise taken care of etc)
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• Promote supportive relationships on board, maintain good morale and deal with
inter-personal conflict amicably.
• Increase awareness of the long-term health and practice of healthy lifestyle
behaviour. The ship’s club can equip the recreation room/ gym with sufficient
recreational items, equipment’s for exercising like tread mill etc.
• Lastly, Officers and crew should consider learning relaxation techniques like
meditation and yoga when they are on vacation.
Masters are encouraged to plan and highlight the expected rest hour issues in advance,
to the office. Inspite of all the diligent planning if an unexpected activity comes up,
Masters are empowered to stop or postpone work if the rest hour requirements are not
met for two consecutive days.
HOURS OF WORK AND REST
The purpose of this chapter is to ensure compliance with Rules A- VIII/1 and Rule A-
VIII/2 of STCW & ILO 180
Hours of work are such times during which the seafarers are obliged to perform a job
for the vessel. This will include any watchkeeping or work duties either during or
outside of the individuals scheduled period of work, and any other period of working
that disturbs a scheduled rest period such as drills, meetings, ER rounds, response to
alarms, mooring stations or any stand-by conditions on the bridge, deck or engine
room.
Hours of rest are such times during which the seafarer is free from all job for vessel.
Meal breaks taken during hours of work shall not be considered as “hours of rest”. Meal
break outside work hours is rest hour.
REST HOURS GUIDELINES AS PER STCW
▪ Minimum hours of rest shall not be less than:
• Ten hours in any 24-hour period; and
• 77 hours in any seven-day period.
▪ The hours of rest may be divided into two periods maximum, one of which shall
have a minimum of six hours of length and the interval between consecutive
periods of rest shall not exceed 14 hours
▪ Minimum hours of rest in a 7-day period may be reduced to 70 hours. This is not
allowed for more than two consecutive weeks. The interval between 2 periods
of exceptions must not be less than twice the duration of the exception.
For example, if the hours of rest for the period 07th Jan 2013 to 13th Jan 2013
was 71 hrs and rest for the period 14th Jan 2013 to 20th Jan 2013 was 72 hours,
this exception will not be allowed for next four weeks i.e., from 21st Jan 2013 till
17th Feb 2013.
▪ STCW 2010 exception clauses are included in latest version of ISF watch keeper.
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▪ The requirements for rest periods laid down above need not be maintained in
case of an emergency or drill or in other over riding operational conditions.
Musters, firefighting and lifeboat drills, and drills prescribed by national laws and
regulations and by international instruments shall be conducted in a manner
that minimizes the disturbance of rest periods and does not induce fatigue.
STCW 2010 also offers the ability to apply certain exceptions which must be allowed by
Parties (Flag States) to the STCW Convention. There are two main exceptions which can
be used either together or independently of each other:
7-day exception:
Minimum hours of rest in a 7-day period may be reduced to 70 hours
This is not allowed for more than 2 consecutive weeks and
Not allowed to be used again until twice the period of exception has been used.
24-hour exception:
The rest hours in a 24-hour period can be split into 3 periods (provided minimum of 10
hours rest is met)
Restricted use for 2 x 24-hour periods in any 7-day period
In applying regulation VIII/1 [of the Convention], the following should be considered:
Provisions made to prevent fatigue should ensure that excessive or unreasonable
overall working hours are not undertaken. In particular, the minimum rest periods
specified in section A-VIII/1 should not be interpreted as implying that all other hours
may be devoted to watch keeping or other duties.
REST HOUR GUIDELINES AS PER ILO 180
▪ Minimum hours of rest shall not be less than:
• Ten hours in any 24-hour period; and
• 77 hours in any seven-day period.
or
• Maximum hours of work shall not exceed:
• 14 hours in any 24-hour period; and
• 72 hours in any seven-day period;
▪ The hours of rest may be divided into two periods maximum, one of which shall
have a minimum of six hours of length. Interval between consecutive periods of
rest shall not exceed 14 Hours.
▪ Musters, firefighting and lifeboat drills, and drills prescribed by national laws and
regulations and by international instruments shall be conducted in a manner
that minimizes the disturbance of rest periods and does not induce fatigue.
Rest Hours requirement for tankers by OPA 90 in US waters
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All personnel who are granted shore leave shall be guided to check and maintain rest
hours sufficient to carry out their duties safely on return from shore leave. Master or
the responsible senior officer shall also make sure that the crew who join the vessel
after a long travel is rested well before assigning critical duties.
WATCH ORGANIZATION
Masters are also advised to refer to the Employment agreements which Company has
with ITF affiliated Seafarer Unions. There will be a reference to periods of rest hour in
the agreement. The requirements stated therein must be complied with.
Rest shall be obligatory for the whole personnel on board, including the Master.
The Master is required to establish and organize the watch keeping period in order for
them to be suitable and efficient, to guarantee the safety of the vessel and the crew at
all times. This shall be displayed as the “Table of Shipboard Working Arrangements”
which shall be in English and kept in an accessible place (e.g., Bridge, Engine control
room, Cargo Control room, Officer’s and Crew mess room).
This table shall be updated:
• Once in a month
• As and when there is an addition or deletion of a position / rank on board
• When the machinery status changes from UMS to manned or vice versa
• When the trade / route / operations of the vessel changes requiring
rescheduling of watch keeping
Each individual seafarer is responsible for ensuring that he/she is not fatigued during
the work period. For that purpose, they shall utilize ISF watchkeeper software (where
provided) for the planning of work and rest hours. Planning shall be robust enough to
avoid the occurrence of any non-conformance due to their expected work schedule.
Further each person on board shall individually record period of rest hours. On vessels
not fitted with ISF software the form “Work Hours / Rest Hours” would have to be filled.
Ship staff shall use ISF watchkeeper tool for planning
The Master may nominate Chief Officer and 2nd Engineer to check the correctness of
the records for Deck and Engine-room staffs respectively, but it must be ensured that
the information is recorded by the seafarer.
In the event of significant noncompliance that is occurring or is likely to occur due to the
nature of the operation like ship-to-ship transfer, in-port tank cleaning, very short run of
vessel etc, the master shall bring it to the notice of the vessel superintendent and the
DPA who in turn shall incorporate mitigating measures in consultation with senior
management and all stakeholders.
The work schedule and hours of rest provided to all staff shall be reviewed every month
during Safety committee meetings.
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All vessels using the software shall send the export file (Rest hour record of each crew
for the entire month and the NC report) to office by email at the end of every week. It
shall be the responsibility of the Marine Superintendent in charge of the vessel to
monitor these reports and respond suitably to deviations, if any.
On vessels without the software, the records shall be sent to the office monthly and
verified by the designated Marine superintendent, who shall respond suitably to
deviations, if any.
Deviations in above rest hours, if any and the corrective actions shall also be brought to
the attention of Senior Management.
The work schedule shall be reviewed and renewed at following instances:
• When considered necessary after a Safety Committee review.
• When a new master takes over command of the vessel.
• If advised by Office after a review of records.
All vessels shall maintain the rest hour records on board for verification by authorities.
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Scheduled Work
Periods (4 - 8)
Day 1
Day 2 Watchkeeping Watchkeeping NC
Day 3 NC
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RECORDS
Form SF 16–Work Hours / Rest Hours
Form AD 17 – Table of shipboard working arrangement
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If proper control measures are not in place, ships are particularly prone to disease
outbreaks. Ships are isolated communities with crowded living accommodation, shared
sanitary facilities and common food and water supplies. Such conditions are favourable
to the spread of infectious diseases. The inevitable publicity that breaks out along with a
disease outbreak aboard ship can seriously impact financially on the ship owners.
Becoming ill aboard ship can be particularly dangerous because the ship at sea will be
isolated from modern medical centres. Furthermore, once an outbreak has been
reported onboard ship, it may not be permitted to dock.
Definition of food borne illness: Food borne illnesses are defined as diseases, usually
either infectious or toxic in nature, caused by agents that enter the body through the
ingestion of food. Every person is at risk of food borne illness.
Common Causes of food borne illnesses and food poisoning are:
▪ Preparation of food too far in advance and stored at room temperature
▪ Cooling food too slowly prior to refrigeration
▪ Not reheating food to high enough temperatures to destroy harmful bacteria
▪ Using contaminated cooked food
▪ Undercooking
▪ Not thawing frozen meat for sufficient time
▪ Cross contamination from raw food to cooked food
▪ Storing hot food below 63°C
▪ Infected food handlers
▪ Improper use of leftovers
10A.1.4 BACTERIA
No catering environment operates without harmful bacteria being present at some time.
Plenty of food is produced in environments where microbiological environmental levels
are very low. Small numbers of certain bacteria such as Salmonellae can cause serious
illness. Most pathogenic bacteria are destroyed by adequate cooking but harmful
preformed bacterial toxin, mycotoxins and algal toxins are unaffected by heat.
Pathogenic bacteria also thrive in cool, dry and anaerobic conditions. Raw meat is
considered to be high risk because of the likely presence of E.Coli, Salmonellae, L.
monocytogenes. Depending on the source viable cysts of intestinal parasites may also
exist. Good practice before cooking or processing should prevent bacteria multiplying to
the extent that would cause illness or food spoilage.
Bacteria levels rise rapidly in a warm moist environment on certain foods that support
their growth, such as high protein foods. However, foods with high levels of sugar, salt or
other preservatives do not provide favourable growth conditions.
“High risk” food, those most commonly implicated in food poisoning cases, is considered
to be food that supports bacterial growth and is ready to eat without further cooking. For
example:
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In addition to water, contaminated foods can be the vehicle of infection. Different foods,
including rice, vegetables, millet gruel and various types of seafood have been implicated
in outbreaks of cholera.
Symptoms, including abdominal pain, vomiting and profuse watery diarrhoea, may lead
to severe dehydration and possibly death, unless fluid and salt are replaced.
10A.2 FOOD HYGIENE
10A.2.1 STORAGE AND HANDLING
Traditionally the basis for food hygiene standards has been the use of clean, well
maintained catering spaces and the avoidance of unsanitary conditions. Even in clean,
well-maintained galleys, care must be taken not to handle food carelessly with
insufficient regard to food safety. Good food hygiene is more than cleanliness. It requires
food to be protected from the risk of harmful contamination by bacteria, chemicals and
other foreign bodies from point of delivery to point of consumption. Bacterial
contamination is the most serious risk to food safety and cause the majority of food
poisoning cases but physical and chemical contamination may also occur accidentally. For
example, from loose buttons, jewellery, and other foreign bodies or from cleaning agents.
Good food hygiene requires the sourcing of safe food. In certain circumstances, unsafe
food will always remain unsafe regardless of the measures taken. It is important to take
care how food is stored to make sure it's safe to eat.
Some foods need to be kept in the fridge to help stop bacteria from growing on them,
such as foods with a 'use by' date, cooked food and ready-to-eat food such as desserts
and cooked meats.
Domestic fridges temperatures must be monitored. This can be done by either using
portable temperature probes or having fridges with digital temperature readouts.
10A.2.2 PREVENTION OF BACTERIAL FOOD POISONING
Food must be protected against contamination. High standards of personal cleanliness
and food safety must be observed. Any existing bacteria already in the food must be
prevented from growing to dangerous levels. Most bacteria can be destroyed by
thorough cooking but not pre-formed toxins. To reduce the risk of food poisoning a range
of control measures should be put in place covering:
▪ Personal hygiene
▪ Temperature control (keep food hot >63°C or cold <5°C)
▪ Segregation of raw and cooked foods
▪ Ensuring no risk of cross contamination via hands, cloths etc.
▪ Thorough cooking
▪ Adequate and proper cleaning
▪ Purchasing safe supplies and ensuring safe delivery.
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Cardboard & wooden boxes should not be used for storage of victuals as these materials
are likely to contain cockroach eggs. Plastic, Stainless steel containers must be used for
storage.
Regular checks must be carried out and all expired canned food stuff should be removed
from the provision spaces and disposed as per Marpol 73/78 Annex V regulations.
10A.10 STORAGE IN COLD STORES
Safe temperatures for cold stores are generally considered to be 5 deg. C or colder and
minus 18 deg. C or colder for chill and freezer cabinets respectively but a slight tolerance
of one or two degrees is unlikely to create any significant risk to food safety. If cabinets
do not have a means of checking temperatures, a suitable thermometer should be
provided.
Any food item stocked in excess of five to six months is liable to progressive deterioration
or infestation making it unfit for consumption. Subject to good quality purchases, the
usual storage temperatures are:
Between -18 deg. C and -24 deg. C
Deep frozen: Meats, fish, ice-cream
Between 0 deg. C and +4 deg. C
Chilled: Dairy products, cheese, eggs, butter, fats, oils, fresh fruit and vegetables
Between +4 deg. C and +8 deg. C
Handling room: Potatoes, bananas
Between +10 deg. C and +15 deg. C
Air-Condition: Dry provisions, flour, sugar, cereals, also cleaning chemical and products
Between +15 deg. C and +25 deg. C
Ambient: Utensils, durable chandlery, linen, crockery, etc.
In case these temperatures are not maintained, Chief Engineer shall be immediately
notified.
In freezer units, the combination of high humidity and fluctuating temperatures (warmer
than minus 10°C) accelerate mould and other spoilage bacterial growth. Fluctuating
temperatures may also cause an accumulation of ice deposits. Food should never be
stored in front of cooling units as this restricts the circulation of air. Suitable packaging is
essential to avoid the loss of moisture from the surface of food which can produce a
freezer burn effect on exposed meat cuts or joints.
If defrosting is not an automatic process, equipment should be defrosted regularly to
maintain its efficiency.
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Although fridges and freezer cabinets should be maintained according to the ship’s
planned maintenance system, cooks and others working in the galley should regularly
check the condition of door seals and closing devices as well as routinely monitoring
temperatures.
Foodstuffs to be stored according to class to avoid cross contamination. Chilled raw food
must always be kept apart from cooked food, for example, cooked food or milk that
requires no further treatment before consumption. Separate refrigerators are preferred
although if in the same unit, the raw food must always be placed at the bottom to avoid
drip contaminating ready prepared food. Food should also be covered or wrapped to
prevent drying out, cross-contamination and absorption of odour.
All refrigerated room doors should be fitted with means both of opening the door and
sounding an alarm from the inside.
No food to be stored on the floor.
Foodstuff must be removed from the cardboard cartons and wooden boxes before
storing on shelves.
Food should never be stowed in front of cooling units as this restricts air circulation.
The Company must be advised of refrigeration machinery breakdown.
10A.11 SAFE PRACTICES TO BE FOLLOWED IN THE GALLEY
The galley and store area working environment contains many obvious and potential
hazards such as extreme surface and ambient temperatures, humidity, cleaning
substances, electrical equipment, fumes and knives. Equipment such as deep fat fryers,
are also potentially hazardous. Practical control measures should be in place to reduce
the risk of injury in the catering environment, which should include:
▪ Anyone working in the catering areas should be provided with appropriate
protective clothing and specialist anti-slip, Only Company-issued safety footwear
should be worn by the galley staff.
▪ Please remember – Hidden tools are dangerous. Knives and other sharp utensils
should not be left in a sink or washing-up bowl submerged in water.
▪ Stowage - items should be properly secured:
▪ Pots and pans should be secured during cooking and only filled to safe levels
particularly in heavy seas.
▪ Protective guards shall be fitted on mechanical fans, food mixers and other
kitchen equipment with exposed blades or other dangerous parts.
▪ Electrical equipment, including wiring in the galley and store areas should be
regularly inspected by either a qualified member of the crew or a shore side
contractor.
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▪ Burns and scalds are common injuries. A first-aid box should be provided either in the
galley or a suitable area convenient to the galley. The contents of the first-aid box
should be checked and when necessary replenished at appropriate intervals. A notice
stating the action to take if someone is burned or scalded should be prominently
displayed in or close by the galley.
▪ Do not force, a meat saw. It may jump and cause bad cuts.
▪ Do not submerge knives or glasses in wash basin/sinks
▪ Keep handles of choppers, meat cutting knives free of oil/ grease to ensure a firm
grip. Always cut meat and vegetables away from the body. Meat cutting glove to be
used while cutting meats as per MLC requirements.
▪ Keep hands away from striking area when using a meat chopper
▪ Do not open cans with anything other than a can opener
▪ Do not hold face in front of an oven when opening the door. Close oven doors
immediately after use.
▪ When lifting heavy packages, bend the knees to distribute the weight and prevent
injury.
▪ To prevent infection, all cuts, however small, must receive first aid attention. The
plaster for first aid should be waterproof and coloured.
▪ Any foodstuff which may have come into contact with broken glass must be thrown
away
▪ All Galley personnel must familiarise themselves with the location and use of safety
appliances.
▪ The use of anti-bacterial hand cleaners, moisturising cream and barrier creams should
be encouraged to reduce the risk of skin infections, particularly dermatitis.
▪ Do not use chipped or broken utensils / crockery.
▪ As far as practicable, not to use steel wool for cleaning cooking utensils, especially
ones made of aluminium, as they get scoured and retain food particles& grease even
after general cleaning.
▪ Hot plate is to be used by authorized galley staff only.
▪ Galley/provision storage area is restricted place for all non-galley staff except for the
people taking safety rounds, carrying out inspection or maintenance and for
participating in drill/training sessions.
10A.12 USE OF DEEP FAT FRYERS
Following applies to ships fitted with deep fat frying equipment
Different brands or types of oil must not be mixed. Only Sunflower and Soya oil are to be
used in deep frying machines.
Animal fat must not be used due to its low flash point. Only high flash-point vegetable oil
is to be used.
Deep frying machines are to be fitted with two thermostats. The settings of the
thermostats must be as per makers manual.
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Care should be taken to protect food and equipment during cleaning operations. Cleaning
products and equipment should be safely stored away, preferably in a designated locker.
Garbage and food waste segregation and disposal arrangements should maintain
operational health and safety standards and be in accordance with the ship’s garbage
management plan.
No personal items (shoes, clothes etc.), cleaning material or insecticide or detergents to
be stored in the galley near foodstuff. Inappropriate footwear and dirty cooking utensils
spread germs and contamination
The personal cleanliness of all Catering personnel is very important. Hands must be
washed after every visit to the toilets. Minor cuts and burns should receive immediate
first aid treatment
Finger nails must be kept short and clean. Smoking is not permitted when preparing or
handling food or in any food preparation area.
Flour, dough or sugar may cause dermatitis but this can generally be avoided by always
taking the following precautions:
Whenever a break from work occurs, wash the skin carefully with soap and water, rinse
well and dry thoroughly.
Only domestic dishwashing liquid detergent should be used when the hand-washing of
utensils and equipment is necessary. Protective rubber gloves should also be worn.
Do not wipe or scrape the skin to remove flour, dough or sugar sticking to it as this can
damage the skin.
10A.15 CLING FILM AND KITCHEN FOIL
Cling film
Cling film is useful for protecting food but, like many things, it needs to be used correctly.
Not every type of cling film is suitable for using with all foods. The description on the
packaging must be checked to see what foods it can be used with. Following to be
considered when using cling film:
▪ Don't use cling film if it could melt into the food, such as in the oven or on pots
and pans on the hob.
▪ Cling films can be used in the microwave, provided that it does not touch the food.
Kitchen foil
Kitchen foil, which is made from aluminium, can be useful for wrapping and covering
foods. But it' is best not to use foil or containers made from aluminium to store foods
that are highly acidic, such as:
▪ Tomatoes
▪ Rhubarb
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▪ Cabbage
▪ Many soft fruits
This is because aluminium can affect the taste of these sorts of food, especially if they are
stored in aluminium containers for a long time.
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Storage should normally never be less than a 2-day supply. Consideration should be given
to the size of the ship's complement of officers and crew, the time and distance between
ports of call and the availability of water suitable for treatment with facilities aboard.
Storage may be decreased if the water supply can be supplemented by water produced
by water making plants, but only to the amount that can be reliably supplied by the water
making plant.
Coatings systems other than cement should be specially developed for use in potable
water tanks. Manufacturer’s recommendations for application and drying or curing of the
coating must be followed. All items that penetrate the tank, for example bolts, pipes, pipe
flanges should be coated with the same product.
Potable Water tanks should be cleaned regularly (at intervals not exceeding 12 months).
10B.5 DISTRIBUTION SYSTEMS
The freshwater distribution pumps should not be capable of being connected to any other
service. The suction lines of the pumps should not be cross-connected with the piping or
storage tank of any non-potable-water system. Lines should not be submerged in bilge
water or pass through tanks storing non-potable liquid. Overflows, vents and drains from
tanks and drains from the distribution system (including any treatment plant), should not
be connected directly to sewage drains.
Potable water piping should be painted or hatched blue. If the direction of flow is
important, this shall be shown by means of an arrow pointing in the respective direction.
Potable water outlets should be labelled POTABLE WATER. All non-potable outlets should
be labelled UNFIT FOR DRINKING. If hot water piping and cold-water piping run adjacent
to one another, appropriate thermal insulation should be carried out.
Calorifiers and pressure tanks should be fitted with efficient connections at the lowest
point of the unit so that loose scale or sludge can be completely drained off after cleaning
and maintenance. They should have adequate access to enable thorough cleaning.
The design of the distribution system should provide maximum circulation, avoiding dead
legs and optimum conditions for bacterial growth (15°C to 50°C). The risk increases where
sections of the system are not kept in continuous use. To minimize the risk a ring main
system with circulation pumps in hot and cold-water lines should be considered for large
scale demand such as passenger ships for example.
Corrosion and scale inhibitors if used should be suitable for use in fresh water systems.
10B.6 TAPS AND OTHER FIXTURES
Fixtures should be resistant to the corrosive effects of salt water and saline atmosphere
and fit for use with fresh water systems. They should be easy to clean and designed to
function easily and efficiently. Approved mixer taps should be fitted to showers and it is
recommended that hand wash basins should have hot and cold mixer taps.
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Flushing of Fresh Water Taps of the places which are kept locked on board ships should
be carried out, so that contamination or discoloration of water does not take place.
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10C.1 PESTS
Good housekeeping obviously minimises the risk of infestation and it is important to
ensure that areas, particularly refuse areas are kept in a clean and tidy condition. Waste
bins should be emptied regularly, and lids should always be fitted unless they are being
used. They should also be washed after emptying.
Flies, cockroaches and rodents present a serious hazard. Food suspected of being
contaminated by rodents, flies or cockroaches must be destroyed.
A responsible member of crew should carry out routine inspections of food areas,
particularly undisturbed areas. If pests are found appropriate action should be taken to
eradicate or minimize the problem. This should include the use of a pest control book and
if necessary, the employment of a certified pest control agent.
Any treatments used should comply with the "Recommendations on the Safe Use of
Pesticides in Ships".
10C.2 PEST MANAGEMENT AND CONTROL ON BOARD
Every vessel should have a vector management plan in place to effectively control pests
and carrier borne diseases.
Infectious diseases on board may have a considerable toll on the operational capacity of
ships and in extreme circumstances become impediments to international commerce and
travel. Prevention of such incidents and a proper response should they occur are a top
priority for all those responsible for ship design, construction and operation.
The main focus of this vector management plan is to recommend effective measures to
keep vectors at bay in the operation of ships thus ensuring health onboard.
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PURPOSE
Health surveillance is a means of identifying early signs of ill health caused by occupational
hazards so that action can be taken to protect individuals at an early stage from further harm.
For example:
▪ where a worker’s exposure to a hazardous substance is approaching the agreed limit, the
worker should be removed from exposure before any harm is done;
▪ if symptoms of minor ailments (eg skin rash) are detected, action should be taken to
prevent them becoming major health problems.
Health surveillance procedures include-
▪ simple methods, such as if a seafarer has been working with chemicals, looking for skin
damage on hands
▪ enquiries about symptoms, for example: if a seafarer regularly works with paints or
solvents, issue a health questionnaire asking if they have developed any breathing
difficulties
▪ periodic checks on seafarers, such as a hearing test, a lung function test (spirometry test),
testing blood, or urine samples based on the history of working condition
▪ more involved medical examinations where found necessary (in addition to medical
examinations for seafarer’s medical certificates).
Health surveillance is beneficial because it forms another source of information to help
protect seafarers from illness caused by exposure to health risks on board the ship. The
results of health surveillance can provide a means of:
▪ Checking the effectiveness of health control measures
▪ Providing feedback on the accuracy of health risk assessment
▪ Identifying and protecting individuals at increased risk.
The risks can then be managed more effectively, and the effectiveness of existing control
measures can be evaluated.
Health Surveillance is not to be used as a substitute for measures to control risks to health
and safety. Control measures should always be the first consideration to reduce risk. Nor is
it the same as medical examinations which are intended to assess fitness for work (for
example pre-employment, sickness resumption or periodic examinations). However, where
relevant, health surveillance is conducted at pre-employment assessment so that a base-line
reference can usefully be established.
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APPLICATION
WHAT TO DO
Once it is decided that health surveillance is appropriate, it should be maintained whilst the
worker remains exposed to the hazard(s) in question. A worker’s health surveillance records
should where possible be retained, even when the worker changes employment.
Health surveillance may involve one or more of the following, as applicable:
▪ Inspection of readily detectable conditions (e.g. skin damage) by a person acting within
the limits of their training and experience.
▪ Enquiries about symptoms
▪ Hearing checks (audiometry)
▪ Medical examinations or company health checks
▪ Testing blood or urine samples.
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The frequency of such checks should be determined either on the basis of suitable general
guidance (eg skin inspection for skin damage) or on the advice of a qualified occupational
health practitioner. The workers concerned could be advised about the purpose of health
surveillance and an opportunity to comment on the proposed frequency of such health
surveillance procedures, either directly or through their safety representatives.
HEALTH CAMPAIGNS
Quarterly health campaigns are initiated on various health related topics to monitor and
educate staff as diet, nutrition, exercise, yoga etc. The vessel should actively participate in
all campaigns.
Body Mass Index (BMI) is a person’s weight in kilograms divided by the square of height in
meters. A high BMI can be an indicator of high body fatness. BMI can be used to screen for
weight categories that may lead to health problems, but it is not diagnostic of the body
fatness or health of an individual.
BMI is moderately correlated with more direct measures of body fat obtained from skinfold
thickness measurements or any other scientific method of fat determination. Furthermore,
BMI appears to be as strongly correlated with various metabolic and disease outcome as are
these more direct measures of body fatness.
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Fitness training is the physical activity people use to improve or maintain their physical
condition. Through fitness exercises we try to improve our stamina, suppleness, and
strength. Staying fit helps in many ways:
▪ It makes you physically and mentally stronger
▪ You are more balanced, without stress or physical hindrance
▪ Digestion improves
▪ Weight is kept under control
▪ Blood sugar stabilizes, preventing diabetes
▪ Sleep improves
▪ Concentration improves as well as self confidence
▪ Bones and muscles get stronger, reducing the risk for injuries and disease
▪ Blood pressure stabilizes and the amount of “good” cholesterol increases, reducing the
risk of cardiovascular disease
▪ The possibility of doing any fitness exercise is limited on a ship. Even modern ships cannot
always fulfil the needs of today’s seafarers to do sport and fitness activities.
▪ We recommend following activities on board
▪ Walks
▪ Organize walks onboard after meals with a fixed route so that people can join in at any
time.
▪ These walks may last between 20 to 30 minutes at most and can also be used as meeting
time.
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▪ Needless to say, proper PPE must be donned in case walking on main deck and weather
conditions considered. The bridge watchkeeper should be informed prior going out on
the main deck. Walking on main deck is prohibited during hours of darkness or if any
maintenance is being carried out on the walkways or catwalk.
▪ 10,000 steps a day is the recommended minimum for health benefits from walking.
11.7.1 SKIPPING
Stand with a straight back, chest out, stomach in. Place your feet slightly apart. Bring the left
leg up to an angle of 90°. At the same time, bring your right arm up to an angle of 90°. Bring
the arm and leg down and repeat the same exercise with the other arm and leg. Repeat this
exercise for one minute without stopping.
11.7.2 HEEL LIFT
Stand with a straight back, chest out, stomach in.
Place your feet slightly apart.
Bring your heel backwards and touch your bottom.
Bring your foot back down to the floor.
Touch your bottom with the other foot and bring that foot down again.
11.7.3 YOGA
It is equally important, especially in the management of daily stress and fatigue at work, for
relaxation to be part of the daily exercises. Exercises that involve body and mind and require
deep concentration improve body alignment, posture and balance. Typical examples is yoga.
Exercising pushes the body out of the comfort zone. In reaction, the body prepares itself for
future challenges. Fitness therefore improves during rest and not during exercise. It is very
important to adhere to the rest periods and not to overstrain and injure yourself.
Regular updates and additional information on the above topic shall be promulgated to the
vessels when available.
Mental health includes our emotional, psychological and social well-being. It affects how we
think, feel and act. It also helps determine how we handle stress, relate to others and make
healthy choices.
Synergy established a nine-language help line to address psychological needs and general
mental health and wellness for all maritime personnel. The “We Team” tool has been
developed in collaboration with TISS (Tata institute of social sciences).
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“We team” – Initiates Concern for all and is a mental health project which endeavours to
provide professional and free counselling 24/7, through technology assisted mediums such
as, telephone, email and chat to anyone in need of emotional support, irrespective of age,
gender, sexual orientation or race and transcending geographical distances while ensuring
confidentiality.
All ship staff (onboard and ashore) are encouraged to use the “We Team” facility.
24X7 Call helpline number: +65 31595123
Email: support@weareweteam.com
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GENERAL
12A GENERAL
In order to reinforce the preventive measures which has a possibility of risk on crew health,
below procedure has been formulated to mitigate and reduce exposure of crew to a
reasonably possible minimum level.
A risk assessment to be carried out for controlling various occupational hazards including
vibration and noise, and appropriate action to be taken to reduce the risk to a reasonable
level.
Any flag specific instructions shall be adhered e.g. Danish Flag on handling carcinogens,
paints, noise etc.)
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VIBRATION
12B VIBRATION
Vibration is a mechanical phenomenon whereby oscillations occur about an equilibrium
point.
Mechanical vibration is vibration that occurs in a piece of machinery or equipment, or on a
ship as a result of its operation. Mechanical vibration can cause severe back pain and long-
term damage to hands and fingers.
There are two types of mechanical vibration to be considered;
▪ hand-arm vibration and
▪ whole-body vibration.
Hand-arm vibration is vibration transmitted into workers’ hands and arms. This can come
from use of hand-held power tools (such as chipping hammers, grinders, Pneumatic tools
etc), or by holding materials being worked by hand-fed machines (such as pedestal grinders).
Regular and frequent exposure to hand-arm vibration can lead to permanent health effects
collectively known as hand-arm vibration syndrome (HAVS), as well as specific diseases such
as carpal tunnel syndrome (CTS). This is most likely when contact with a vibrating tool or
work process is a regular part of a seafarer’s job. Occasional exposure is unlikely to cause ill
health.
The following can be symptoms and effects of HAVS:
▪ tingling and numbness in the fingers which can result in an inability to do fine work
(for example, assembling small components) or everyday tasks (for example,
fastening buttons);
▪ loss of strength in the hands which might affect the ability to do work safely;
▪ the fingers going white (blanching) and becoming red and painful on recovery,
reducing ability to work in cold or damp conditions, e.g. outdoors.
The following can be Symptoms and effects of CTS:
▪ tingling, numbness, pain and weakness in the hand which can interfere with work and
everyday tasks and might affect the ability to do work safely.
Whole-body vibration is mechanical vibration which is transmitted into the body through the
supporting surface when seated or standing during a work activity, for example, riding in a
rescue boat in choppy seas. One of the primary health effects of whole-body vibration can
be back pain.
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VIBRATION
The table below is a ‘ready reckoner’ for calculating daily vibration exposures. Data required
for calculation is the vibration magnitude(level), which can be obtained from the work
equipment manual and exposure time, which will be the expected period of work. The ready-
reckoner covers a range of vibration magnitudes up to 40 m/s2 and a range of exposure times
up to 10 hours.
The exposures for different combinations of vibration magnitude and exposure time are
given in exposure points instead of values in m/s2 A (8).
▪ exposure points change simply with time: twice the exposure time, twice the number
of points;
▪ exposure points can be added together, for example where a worker is exposed to
two or more different sources of vibration in a day;
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VIBRATION
▪ the exposure action value (2.5 m/s2 A (8)) is equal to 100 points;
▪ the exposure limit value (5 m/s2 A (8)) is equal to 400 points;
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VIBRATION
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VIBRATION
▪ Limits can be imposed on the duration and intensity of the use of equipment which
are being regularly used on prolonged basis, such as chipping hammers
▪ By providing protective clothing to keep seafarers warm and dry, which will
encourage good blood circulation which helps to protect against developing vibration
white finger
▪ By adapting measures to seafarers who are particularly sensitive to vibration and
▪ By improvising on working system by taking into account the results from any health
surveillance that has been carried out.
▪ To comply with control measures as per the risk assessment carried out
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VIBRATION
Once the organisational and technical If this limit is exceeded then the
measures have been completed the reasons to be identified and take
effectiveness of the measures shall be action to reduce the exposure
re-assessed. below this value.
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NOISE
12C NOISE
A form and level of environmental sound that is generally considered likely to annoy, distract
or even harm other people.
Noise on board ships can cause hearing loss which can be temporary or permanent.
People can experience temporary deafness after leaving a noisy place which although
normally recovers within a few hours should not be ignored, it is a sign that continued
exposure could cause permanent damage. Permanent hearing damage can be caused
immediately by sudden extremely loud explosive noises such as from cartridge operated
machines.
Hearing loss is usually gradual because of prolonged exposure to noise, such as working in
an engine room without wearing hearing protection. It may only be when damage caused by
noise over the years combines with hearing loss due to ageing that people realise how deaf
they have become.
Hearing loss is not the only problem. People may develop tinnitus (ringing, whistling, buzzing
or humming in the ears), a distressing condition which can lead to disturbed sleep.
As a guide, potentially harmful noise levels are quite likely where seafarers
▪ have to shout to be clearly heard by someone 2 metres away;
▪ experience temporary dullness of hearing, or ringing in their ears after leaving the
work space;
▪ are exposed to impulsive noises such as the sudden release of compressed air, or loud
explosive noises from equipment such as cartridge-operated tools;
▪ are exposed to high-level impact noise from hammering on metal surfaces, or using
chipping hammers; or
▪ work in machinery spaces.
As a rough guide to determine whether noise measurements are required the test below can
be used.
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NOISE
Lower Exposure 80dB 135dB If the noise levels are higher than this
value
Action Values (A-weighted) (C-weighted)
suitable and sufficient information,
instruction and training are to be
provided to seafarers;
to provide hearing protection.
Upper Exposure 85dB 137 dB If the noise levels are at or above this
value
Action Values (A-weighted) (C-weighted)
as far as practicable the crew to wear
hearing protection;
the area shall be identified by a sign
specifying hearing protection is worn
and access to the area must be
restricted as far as is practicable.
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NOISE
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NOISE
▪ By reviewing and improving the design and layout of workplaces and workstations in
order to avoid and minimise work period in noisy environment
▪ For noise generated by impact, can verify the possibility of eliminating the impact,
reducing its velocity, changing from metal to plastic materials, or cushioning or
coating one or both of the surfaces
▪ By minimizing, if possible, the time during which the noisy equipment is run
▪ By providing adequate information and training to seafarers to ensure that Crew are
familiar with the effects of Noise and familiar with usage of work and personal
protective equipment which should be used correctly and safely in order to reduce
exposure to Noise
▪ By adapting measures to seafarers who are particularly sensitive to Noise and
▪ By improvising on working system by taking into account the results from any health
surveillance that has been carried out.
▪ Regularly monitor the noise levels by the noise meter provided and comply with
control measures as per the risk assessment carried out
Except in an emergency, noise in the accommodation and service spaces should not exceed
the following limits –
Maximum Noise
Area
Limit dB(A)
Accommodation Space
Cabins and hospitals 60
Mess rooms 65
Recreation room 65
Open recreation areas 75
Offices 65
Service spaces
Galleys, without food processing equipment operating 75
Serveries and pantries 75
The maximum noise limits stated above are in accordance with IMO Resolution A.468(XII)
Code on Noise Levels on Board Ships.
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NOISE
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HAZARDOUS SUBSTANCES
Many substances found on ships are capable of damaging the health and safety of those
exposed to them. They include not only substances containing hazard warning labels (e.g. on
dangerous goods cargoes and ships’ stores) but also, for example, a range of dusts, including
hardwood dusts, fumes and fungal spores from goods, plant or activities aboard ship.
Risk assessment will identify where personnel are working in the presence of substances
hazardous to health or safety and evaluate any risks from exposure. Appropriate measures
should be taken to remove, control, or minimise the risk.
The risk assessment will also provide information to determine whether health surveillance
is appropriate (Refer HSM Chapter 11).
As an aid to the identification of hazards and the assessment of risks from dangerous goods
reference may be made to the International Maritime Dangerous Goods Code or to the
Chemical data sheets contained in the Tanker Safety Guides (Gas and Chemical) issued by
the International Chamber of Shipping. Information concerning hazardous cargoes carried in
bulk should be available where applicable to allow the assessment to be made.
In the case of ship’s stores etc., reference should be made to the manufacturer’s instructions
and material safety data sheets (MSDS), which may be supplied with the goods. Reference
may also be made where appropriate to the series of publications issued by the Health and
Safety Executive under the Control of Substances Hazardous to Health Regulations. MSDS
should be displayed near the storage area.
The risk assessments shall also consider the risk arising from exposure to carcinogens and
mutagens.
A “carcinogen” is a substance for which evidence exists establishing a link between exposure
to it and the development of cancer, and a “mutagen” is a substance for which evidence
exists establishing a link between exposure to it that substance and heritable genetic
damage.
Vessel to ensure that supplier of a dangerous chemical to provide information about the
hazards. This information is usually provided on the package itself (E.g. by means of a label)
and, if supplied for use at work, in a Material Safety Data Sheet (MSDS)
Where the risk assessment reveals a risk to workers’ health and safety from carcinogens and
mutagens, and the measures required in section do not result in the complete removal of
that risk, it must be ensured that in no circumstances does the exposure exceed the limit
values set out in the Regulations
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HAZARDOUS SUBSTANCES
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GAS HAZARDS
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GAS HAZARDS
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ASBESTOS
12F ASBESTOS
Working with asbestos can release small fibres into the air. Breathing these fibres in can
eventually lead to a number of fatal diseases. These include:
▪ Asbestosis or fibrosis (scarring) of the lungs;
▪ Lung cancer; and
▪ Mesothelioma (cancer of the inner lining of the chest wall / abdominal cavity).
Although the body will get rid of most of the larger fibres that can enter the nose and mouth,
tiny fibres can pass into the lungs. The body naturally gets rid of any asbestos fibres taken in
with food and water. Asbestos fibres cannot be absorbed through the skin. Provided the
asbestos material is intact and in a position where it cannot easily be damaged, it will not
pose a risk to health by releasing fibres into the air.
There is no cure for asbestos-related diseases. There is usually a long delay between first
exposure to asbestos and the first symptoms of disease. This can vary between 15 and 60
years. It is possible that repeated low-level exposures may lead to asbestos-related diseases.
12F.1 USES OF ASBESTOS
Asbestos was used earlier for thermal insulation (lagging), brake (friction) linings, jointing
and packing. In addition to solid sheets, it may occur in sprayed form, pre-formed mouldings
and inside insulating boards.
12F.2 PROTECTION
The hazard from asbestos only exists where material is in dust or fibrous forms. The hazard
increases with disturbance of the material.
Asbestos-free materials shall be used for all applications, including jointing, packing, lagging
and brake linings.
Any dust, broken or disturbed material containing, or suspected to contain asbestos should
be double-bagged (in plastic bags) and clearly marked.
On all new ships being delivered after 01 July 2012, Asbestos-free declarations and
supporting documentations will be collected from shipyard and equipment manufacturers’
prior vessel’s delivery. These documentations will be reviewed by the Superintendent in
charge of the take over and then handed over to the Master. This point has been included in
the task list which is part of Management of Change.
On existing ships, before finalizing any repair work (including work at ship yard) carried out
after 01 July 2012, company will obtain and verify necessary Asbestos-free declarations and
supporting documentations from service provider and manufacturers. This point has been
included in the task list which is part of Management of Change.
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DERMATITIS
12G DERMATITIS
The symptoms of Dermatitis include redness, itching, scaling and blistering. If it gets worse
the skin can crack and bleed and the dermatitis can spread all over the body. It can be bad
enough to keep you off work or compel you to change jobs. If it is recognised early and
adequate precautions are taken, most people will make a full recovery. But some people can
be affected for life.
The skin coming into contact with particular substances or chemicals causes dermatitis.
Because of this it is sometimes called ‘occupational contact dermatitis’. How quickly you get
it depends on a number of things:
▪ The substance;
▪ Its strength or potency;
▪ How long and how often it touches the skin.
Some things might affect you almost the first day you use them, others might take weeks,
months or even years to cause occupational dermatitis.
Dermatitis usually affects the hands or forearms, the places most likely to touch the
substance. But you can get it on your face, neck or chest from certain types of dusts, liquids
and fumes. Dermatitis can even spread to parts of your body that haven’t been in contact
with the substance. It can be very painful. But with a little care most cases can be prevented.
12G.1 PREVENTION
In some jobs, you may not be able to avoid working with substances which can cause
dermatitis but there is still a lot you can do to protect yourself:
▪ Wearing gloves. It may not be appropriate to wear gloves all the time, but wearing
gloves when handling substances that can cause dermatitis (and remember to change
them frequently) will help.
▪ Using barrier and moisturising cream before and after work. This will help to protect
and replace the natural oils that your skin loses when you wash or when you come
into contact with detergents and solvents.
▪ Wear a face shield or full-face mask, and protective coveralls where liquids, fumes or
dust that can cause dermatitis might get onto your face and neck.
▪ Keep your skin clean.
▪ Make sure your protective clothes are clean and intact.
▪ Keep your workplaces clean, including machinery and tools.
DO NOT use industrial solvents or detergents (e.g. toluene, gasoline, laundry detergents),
which are not designed for use on skin, to clean your hands, or any other part of your body.
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DERMATITIS
If you start to get dermatitis and it is spotted at an early stage, you can do something about
it. If you ignore the problem, it might not go away: it could affect you for life. Report any skin
problems to the ship’s medical Officer as soon as possible.
12G.2 SUPERVISORS
Officers and supervising crew should ensure that crew take proper precautions to prevent
unnecessary skin contact with chemicals and other substances, which could cause dermatitis.
This includes proper use of Personal Protective Equipment.
Heads of Departments shall ensure that adequate supplies of Personal Protective Equipment
and proprietary hand cleansers are maintained on board for their departments.
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HEAT RELATED ILLNESS
▪ Heat cramps are muscle contractions, usually in the hamstring muscles (the muscles
at the back of the calves).
▪ These contractions are forceful and painful.
▪ These cramps are believed to be connected to heat, dehydration, and poor
conditioning, rather than due to lack of salt or other mineral imbalances. They usually
improve with rest, drinking water, and a cool environment.
This is a fainting spell induced in a person when the body tries to compensate for the
excessive heat by diverting blood from the brain to the skin.
▪ Although partly due to exhaustion – and feeling like exhaustion, as the name implies
– heat exhaustion is also a result of excessive heat and dehydration.
▪ The signs of heat exhaustion include paleness, dizziness, nausea, vomiting, fainting,
and a moderately increased temperature (101- 102 °F), which, in this case, is not truly
a fever, but caused by the heat.
▪ Additional symptoms may be a clammy skin, diarrhoea, rapid pulse, and weakness.
Rest and water may help in mild heat exhaustion, and ice packs and a cool
environment (with a fan blowing at the person) may also help. More severely
exhausted patients may need intravenous fluids, especially if vomiting keeps them
from drinking enough.
▪ Heat stroke is the most severe form of heat illness and characteristically indicates a
failure of the body’s temperature control systems.
▪ Heat stroke can be fatal depending upon severity and treatment.
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HEAT RELATED ILLNESS
▪ It can occur even in people who are not working or exercising, if the weather is hot
enough. These people have warm, flushed skin, and do not sweat. Persons who have
heat stroke after a period of working in hot weather, though, may still be sweating
considerably.
▪ Whether activity-related or not, a person with heat stroke usually has a very high
temperature (106 °F or higher), and may be delirious, unconscious, or having seizures.
Other symptoms may include confusion, agitation, hyperventilation, a racing pulse,
and lethargy.
▪ These patients need to have their temperature reduced quickly, often with ice packs,
and must also be given IV fluids for rehydration; they must be taken to the hospital
as quickly as possible and may have to stay there for observation since there is a
possibility of organ failures due to the raising of the body’s temperature to very high
levels.
12H.5 PREVENTION
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HEAT RELATED ILLNESS
▪ Drink lots of water and drink it frequently. Drink more than is needed to quench
thirst.
▪ Limit working time in such places. If work requirements compel persons to stay in
these spaces for a long duration, then implement a regime of periodic breaks to rest
in a cool, dry place.
▪ When working in tropical areas, especially during the summer months, it is
recommended that work timings be adjusted so that a break is taken during the
afternoons to avoid working during the hottest and most uncomfortable part of the
day.
▪ Do not ignore the symptoms of heat exhaustion or heat stroke – bravado or an “I can
manage” attitude may progress the illness to a critical stage. Recognize the symptoms
early, report to the supervisor and leave the space immediately for rehydration,
cooling down or further treatment.
12H.6 FIRST-AID
▪ First aid for a person suffering from heat exhaustion or while waiting for emergency
medical help for a person suffering from heat stroke:
▪ Take him out of the hot environment and bring him into the accommodation.
▪ Fan with a newspaper, towel or direct the air stream from a blower towards him.
▪ Sprinkle with water, apply wet towels or in the case of a heat stroke victim, apply ice
packs to areas of his body that have the greatest blood supply (the neck, under the
arms and knees, the groin etc.).
▪ Elevate the feet to direct blood back towards the head.
▪ If the person is conscious, offer plenty of fluids – water (preferably lightly salted),
electrolyte solution.
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Approval
(When
applicable)
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Communicati Fatig
Supervision Distraction Resources Knowledge
on ue
* above table is for illustration purposes only (List is not all inclusive)
Approval Process
RA for SIMOPS must be reviewed by the superintendent of the vessel. Any SIMOPS in
which the risk is categorised ‘high’ and above must be approved by the DPA & CMS.
SF-31 : SIMOPS Plan to be used in co-ordination with matrix.
13A.3 MANAGEMENT TEAM MEETING / TOOLBOX MEETING
▪ A meeting is carried out by the senior management on board to review the
upcoming SIMOPS, discuss the approved RA, company procedures and
contingency measures
▪ Prior execution of SIMOPS, an onboard toolbox meeting involving relevant
personnel involved in the SIMOPS is to be conducted. This forms a Last-minute
risk assessment (LMRA) for the SIMOPS.
Example - To discuss the upcoming bunkering & discharging operations simultaneously,
a management team meeting was carried out prior to port arrival
Example - Prior to commencement of the SIMOPS, a tool-box meeting was conducted to
discuss the following:
▪ Prevailing and forecasted weather condition
▪ Shore limitations if any
▪ Review of number and understanding of the allocated duties of the personnel
involved
▪ Availability of personal protective equipment / spill response equipment
▪ Availability of communication tools (Walkie talkies sets, VHF sets)
▪ Experience sharing – If an operation was carried out under similar conditions
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ROUTES, ANTISLIP AND FALL HAZARDS
Whilst the vessel is in port, the escape route is identified as a route to the terminal
means of access.
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ROUTES, ANTISLIP AND FALL HAZARDS
All escape routes shall be identified and marked with signs in accordance with IMO
guidance sign is a green square or rectangle, with safety information shown by words or
a symbol in white. For example, a white arrow on a green background, points to an
emergency exit.
The escape route from the accommodation to the shore means of access should be
marked
The escape route from the accommodation to the means of shore access should be
clearly marked with signs and, so far as possible, routed around mooring lines under
tension and/or the cargo manifolds in use.
• The escape routes are routes for escape and also for access. Accordingly, the
locking arrangement should be such that it does not obstruct these two objectives
(escape and access). Doors along any designated escape routes which require keys
to unlock them when moving in the direction of escape should not be permitted.
• The embarkation deck should be accessible from the open decks to which escapes
routes
13C.4 FAMILARISATION.
• An officer or rating should be able to explain an escape route from any location
within the vessel where there was potential to take a route to a dead end or space
with no exit to an outside deck.
• An officer or rating should be to demonstrate the opening of an external door which
formed part of an escape route from the inside.
All work areas must be identified and painted with anti-slip paint or the surface must
have ant slip properties, typically but not limited to -
a. Mooring areas.
b. Proximity of bits and bollards.
c. Exposed walkway or cross decks on deck.
d. Cargo and Bunker Manifold area
e. Area near to tank domes and Manholes.
f. Stairways on Deck, ER, Pump Rooms, Stores.
g. Exposed bridge wings and area around and leading to the magnetic compass.
h. Working area under Lifeboat, Rescue boat deck.
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ROUTES, ANTISLIP AND FALL HAZARDS
i. Main deck area where fair leads, bollards and capstans are placed for fastening
tugs.
j. Around machinery that are prone to oil/water exposure Aux engine, main
engine platforms, steering gear, purifier room, seawater pumps etc.
k. Crane landing areas and working platforms.
l. Hatch cover working areas.
m. Garbage storage areas
n. Areas where lubricants are stored.
o. Cargo pump room (Stairways, Below pumps, around bilges etc)
p. Stairway leading to provision stores, working provision lobby.
q. Stores where heavy items are stored including paint room, forecastle store, ER
stores, Workshops.
r. Other areas as deemed fit by safety Officer and identified by the safety
committee.
All slip, trip and fall hazards onboard shall be highlighted in contrasting color. These
hazards may include the following:
a. Safety chains to prevent fall from height.
b. Any raised structured or obstruction hindering safe access
c. Sharp edges or corners of structures
d. First and last step of stairways outside accommodation
e. Boarding arrangement areas that require attention of people.
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EQUIPMENT
Exposure to the high-pressure waterjet has the greatest potential for causing severe
injury or death. The high pressure waterjet can travel at speeds exceeding 3.300 km/h.
Such a waterjet is powerful enough to slide through solid materials or to damage any
part of the human body. Even injuries that appear to be relatively minor can be fatal, as
microorganisms can be injected into the body through the injury site, along with air,
water and debris.
The use of low and high-pressure water cleaning equipment is allowed onboard
provided this procedure is considered. The use of high and ultra-high-pressure water
jetting is not allowed onboard unless specific permission is obtained from QHSE and
Marine manager.
1. Before working with water pressure cleaners, a competent person must ensure that
the following instruction topics are provided:
1. General and specific job safety rules including Risk Assessment and Toolbox
Meeting
2. Individual assigned to use high-pressure cleaning equipment and assistance
should be trained and familiarized with the type specific equipment before
use.
3. Understanding basic pressure water cleaning hazards
4. Equipment and nozzle principles
5. Manufacturer’s operating manual
6. Emergency shutdown procedures
7. General safe work practices for water pressure cleaners
8. Hazard identification and risk controls
9. Personal protective equipment
10. First aid and medical aid for water pressure cleaners’ injuries
2. The Chief Officer is the safety supervisor and, in this aspect, responsible for
supervising the workplace activity ensuring workplace safety. Furthermore, he must
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EQUIPMENT
ensure that the necessary safety equipment is available and used. Water pressure
cleaners must not be used in explosive environment.
3. Work activities must be planned to provide reasonable access to the area being
cleaned.
4. Overhead work must be avoided as it can cause unstable working position and lead
to musculoskeletal injuries.
5. Only adequate size work platforms must be used for elevated work areas.
6. Working with water pressure cleaners from ladders or surfaces is not allowed for
workers. like tank stools, tank piping and valves is not allowed.
7. The work area must be clearly identified and controlled with effective signage and
barrier tape to restrict access to authorized personnel only.
8. Water pressure cleaning in enclosed spaces must be risk assessed for the potential
release or creation of hazardous air contaminants.
9. When high pressure water cleaning is used to clean a surface, toxic materials can be
released as fine, airborne particles. The use of appropriate respiratory protection
must be considered
1. Immediately before the use of water pressure cleaning equipment the following
safety checks must be carried out by the Chief Officer and the crew intended to
operate the equipment.
2. Check all parts, cords, hoses and electrical compliance for any damage before use.
Do not use if the machine or cord are damaged or require maintenance. Check
hoses for splits or damages.
3. FW tank soundings should be known to the person in-charge prior assigning the
usage of HB.
4. Wear appropriate PPE as mentioned in the manufacturer manual. No high-pressure
water cleaning shall be carried out without proper PPE.
5. Place warning safety signs or ensure that the crew is duly informed about the
planned water pressure cleaning work.
6. Check immediate work area before each use for hazards. Remove all objects which
can be thrown up or get entangled in the machine.
7. Check the nozzle orifices before use to ensure that they are clear of debris that
could block the flow of water and cause over pressurization of the system or an
unbalanced nozzle
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EQUIPMENT
1. Read all instructions before using high pressure water cleaners. Be familiar with the
controls. Know how to start and stop the unit and bleed pressure quickly.
2. High pressure hoses must not be operated above their maximum allowable working
pressure.
3. Do not turn power on until water is flowing to machine. Maintain water pressure. If
machine doesn’t operate correctly turn off immediately and seek help.
4. Do not direct the nozzle at people, electrical components, wiring, lights, window
seals etc. as pressure can cause damage.
5. Stay alert and exercise control. Hold the lance strongly- high pressure cleaner jets
produce a powerful recoil force. Adjust the jet to suit the type of cleaning being
undertaken to control recoil force. Use muster rest if available.
6. Take short breaks to relax tensed muscles to prevent strain, sprain, muscle overuse
and to minimize the effects of vibration and fatigue.
7. Alternate cleaning between high and low areas to reduce back flexion and neck
strain from working above muster level when cleaning high located areas. 4.3.8
Never leave machine running while not in use or unattended. Turn the power off.
1. Use only equipment, hoses, fittings, couplers and accessories specifically designed
or intended for use with water pressure systems.
2. Always check manufacturer’s instruction before using any part. Any hoses that have
obvious signs of damage must not be used. Signs of damage include kinks, crushed
parts, stretched parts, blistered parts, rusted or broken reinforced wires.
3. The reassembly of any high-pressure component must be checked by a competent
person and determined to be safe for use.
4. Press the trigger to release any remaining pressure in the system. Turn off the
power and water supply and disconnect the hose. Roll up and store the hoses
correctly. Roll up and store the electrical cable correctly. Store the handgun and
spray lance in the accessory point and store appropriately. Always leave unit clean
and tidy. Return the pressure cleaner to the correct storage area
5. In sub-zero environment, flush the pump with antifreeze fluids before use and
ensure completely drainage after usage.
6. Used oil must be properly disposed
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PLATFORMS
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AIR
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SAFETY PRECAUTIONS FOR CARRYING OUT BARBEQUE Page : 1 of 2
ONBOARD
On dry vessel, barbeque can be conducted provided following safety measures are
adopted:
• Carry out level 2 risk assessment.
• Before planning a barbecue onboard, familiarize yourself with the specific regulations
regarding open flames, barbecues, and grilling on the vessel.
• Barbeque shall be planned on the clear day under good weather conditions.
• Choose a safe location: Find a suitable location on the vessel for the barbecue. Ensure
that it is away from any flammable materials, including fuel sources and other equipment.
Select an area with good ventilation to avoid the buildup of smoke or carbon monoxide.
The vessel may consider aft-most location on the poop deck that generally meets all the
mentioned requirements. Vessels should mark out an official barbecue area in which the
barbecue may be used.
• Barbeque tray shall not be custom-made onboard. The vessel shall carry good quality
barbeque manufactured from standard maker. The barbeque tray shall be checked
thoroughly for the structural intactness prior each use.
• Clear the surrounding area. Remove any flammable objects, such as paper, towels, or fuel
containers, from the vicinity of the grill. Maintain a clear zone around the barbecue to
minimize the risk of accidental fires.
• Make sure the grill is stable and securely fastened to prevent it from tipping over,
especially in rough waters.
• Position the face of the barbeque toward the wind to allow sparks being taken away from
the individuals cooking food.
• Keep a fire extinguisher ready nearby. In addition, keep the fire hose rigged and fire
blanket available in the vicinity of barbeque area.
Uncontrolled document when printed
HEALTH AND SAFETY MANUAL
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ONBOARD
• Have a first aid kit readily available on board in case of any injuries.
• Solvent or oil-based accelerants of any sort must not be applied to a barbecue to assist
the lighting process.
• Supervise the Barbeque until fire is ongoing. Never leave the lighted barbeque
unattended. Assign a responsible person to monitor the cooking process.
• Cooking tools made of nonflammable materials shall be used for handling food that are
being cooked on the barbeque grill.
• All personnel must wear cotton clothes while cooking food on the barbeque.
• Collect all garbage and do not allow anything to go overboard. Segregate the garbage as
per company garbage management plan.
• Practice safe food handling procedures, such as proper storage, refrigeration, and
preparation of meat, to avoid foodborne illnesses. Use separate utensils and cutting
boards for raw and cooked food to prevent cross-contamination.
• Fill the barbeque tray with fresh water to extinguish the burning charcoal at the end of
barbeque.
• Allow the coals or ashes to cool completely before disposing of them in a designated
fireproof container. Do not dump them overboard or place them in plastic or combustible
containers.
Remember, it's crucial to follow safety guidelines and exercise caution during the entire
process of barbecuing onboard.
Vessel conducting the barbeque shall display the Barbeque poster in the vicinity and
ensure all person are aware of the safety measures highlighted in the poster.
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14.1.1 SIGNALS
The following signals shall be displayed for the duration of any cargo-related operations
at any location:
▪ By day: International Code flag “B”
▪ By night: An all-round red light.
Doors that may lead to the cargo deck and may allow entry of gas when opened should
be opened momentarily for access but must be closed at all times. These doors include
but not limited to:
▪ All external accommodation doors, including galley
▪ All storerooms and service spaces around the accommodation, including paint
locker, mid ship store, fan rooms, oil and grease store, etc
▪ External doors from the Engine Room and steering flat.
▪ Fore Peak Store
All the doors listed above shall have notices posted on them in the form described below.
Where an access point has an inner screen door in addition to the outer door, the inner
screen door does not require a notice. Pump room doors should normally be kept shut
and is to be opened momentarily for access to avoid ingress of hydrocarbons and toxic
gases into the pump room through the open doors.
“This door must be kept CLOSED during all cargo, bunkering, cargo tank cleaning /
ballasting, purging and gas freeing operations but may be opened momentarily for access
only.”
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Material Safety Data Sheets for the cargo to be loaded shall be displayed in the CCR and
mess rooms.
Gauging and sampling equipment shall be electrically continuous and fitted with a
grounding clamp. Grounding contact shall be made prior to inserting equipment into the
tank. Contact shall not be broken until the equipment has been finally removed from the
tank.
All portable electrical / electronic equipment must be intrinsically safe equipment when
used in hazardous areas. All other materials used in the hazardous area shall be non-
sparking & anti-static.
Batteries of all electrical / electronic equipment shall be renewed in safe, non-hazardous
areas.
Note: There is high likelihood of generation of mist from oil cargoes (Accumulator
Cargoes) and the possibility of static discharge irrespective of the flash point of the cargo.
This is very likely when submerged cargo pumps are used and the cargo levels are low.
Thus, it is important to use Inert Gas for all Oil cargoes irrespective of its Flash Point.
MF/HF radio transceiver aerials are to be grounded prior to the commencement of cargo
operations.
Satellite communication equipment utilizing low power signals can be used at all times.
In port and during cargo operations, the VHF must be switched to 1 W output power.
During STS operations, the VHF may be kept at full power (refer to STS plan for more
details).
Reference is made to the requirement of Section 4.12 of ISGOTT with respect to use of
portable electrical equipment.
The use of radios, tape recorders, mobile phones, pagers, smart watches, cameras, games
console, fitness wristbands, e-cigarettes, remote controlled devices and other personal
electronic devices are prohibited on hazardous area or at any place where flammable
gases may be encountered.
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In the event of an electrical storm occurring or anticipated in the vicinity of the vessel,
following operations shall be suspended, regardless of the cargo tanks being in inert
condition, until storm conditions have dissipated:
▪ Ballasting or deballasting of dirty or clean ballast tanks
▪ Cargo loading or discharging
▪ Gas freeing
▪ Purging
▪ Tank cleaning
Tank vents and tank openings shall be closed including any bypass valve fitted on the
venting system.
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Still air conditions may be defined as conditions when the wind velocity is 5 m/s (9.7
knots) or less.
If there is little air movement, Cargo vapors may persist on deck in hazardous
concentrations.
Depending upon the quantity of gas being vented and the method of venting, the
presence of flammable concentrations of gas on deck should be suspected whenever still
air conditions prevail.
Gas measurements should be carried out on deck, and if hazardous concentrations are
detected, then cargo operations should be stopped until dispersion is achieved by
stronger wind conditions. Gas checks should be carried out on deck to confirm that it is
safe to resume cargo operations.
When ballasting / deballasting, loading / discharging, tank cleaning, gas freeing, purging
or inerting, bunkering, all doors, windows and ports in the superstructure shall be closed
and dogged.
Access to the accommodation shall, where practicable, be limited to one door, which
shall be closed immediately after use.
Where practical, a single door should be used for working access in port. Doors that must
be kept closed should be clearly marked. Allowance must be made to permit doors and
openings to be open if the vessel is storing provided there is no possibility of gas entering
the accommodation and that doors do not remain open for longer than is necessary.
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If it is suspected that gas is being drawn into the central air conditioning or mechanical
ventilation system, then the system should be stopped and all intakes closed, until more
favorable conditions are obtained and the threat of gas coming into the accommodation
has been removed.
If gas measurements within the accommodation spaces indicate a hydrocarbon
concentration in excess of 1% LEL, then cargo work should be stopped until weather
conditions permit dispersion of cargo vapors before they reach the accommodation.
Portable fans or blowers should only be used if they are hydraulically, pneumatically,
water or steam driven.
1. Their construction material should be such that no hazard of incendiary sparking
arises if, for any reason, the impeller touches the inside of the casing.
2. Portable fans, where used, should be placed in such positions and the ventilation
openings so arranged that all parts of the tank being ventilated are equally and
effectively gas freed. Ventilation outlets (discharged gas) should generally be as
remote as possible from the fans.
3. Portable fans, where used, should be so connected to the deck that an effective
electrical bond exists between the fan and the deck.
4. The Portable fan should be located within studs of deck opening and secured by
means of nut and flat washers.
5. Check that the couplings for hose connections are compatible and
engage/disengage quite freely.
6. Before opening supply valve check that the portable fan is in the correct mode to
suit operation, i.e. supply mode to purge tank or exhaust mode to exhaust.
7. When the portable fan is being used on a continuous basis then it should be
regularly checked to ensure correct operation and outer case for excess
temperature.
Smart watches, fitness bands and similarly constructed devices pose a potential ignition
source due to their power consumption as compared to conventional wristwatches.
These devices are also susceptible to concentrations of gases found in refinery and vessel
environments, causing damage to the devices’ sensitive electronic circuitry.
Recently, the Oil Companies International Marine Forum (OCIMF) determined such
devices would be specifically not be permitted for use by the Ship Inspection Report
Program (SIRE) inspectors who routinely visit tankers, barges, and terminal facilities.
In addition, if during a vessel SIRE inspection, the inspector observes a member of the
vessels staff using a Smart watch/Fitness Band device in regulated areas, an observation
will be recorded.
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Non-approved / not intrinsically safe devices, like smart watches or fitness bands when
used in operational/gas hazardous areas (i.e. Refinery, Terminal, vessel’s, etc.) could
constitute a breach in Safety practices and should not been worn in gas hazardous areas
of a vessel calling to nor within any Marine Terminal or facility.
Kindly ensure compliance of below.
"DO NOT" wear Smart watches, fitness bands and similarly constructed devices in
"hazardous areas on board vessels"
"DO NOT" wear Smart watches, fitness bands and similarly constructed devices in
"refinery and terminal areas".
Caution the crew NOT to wear these gadgets while going ashore or while signing off when
in Terminal and Refinery areas.
Display adequate Warning notice about this requirement in prominent places on board
vessels
Include this warning in the warning notice displayed at Gangway
Ensure that this requirement is adhered by vessel crew and all shore personnel visiting
the vessel. All such gadgets should be left in their vehicle or ashore before they board the
vessel.
Kindly call for a meeting of all staff on board and brief them on this new requirement and
maintain record of the same on board.
Whenever contractors or work gangs are employed for squeegeeing operations, the
Master shall ensure that the shore personnel are familiarized as per HSM 1.7.2 and
ensure their understanding and compliance with all relevant safe working practices.
The Contractor should take part in the vessel’s safety/tool box meetings to discuss the
arrangements for work. During the toolbox meeting he shall be familiarized on the
company squeegeeing procedures as outlined in Chemical Tanker Manual chapter 3.
Additionally, the RA prepared for squeegeeing operations shall also be discussed with the
Contractor.
Prior entering the cargo tank and carrying out the squeezing operation the contractor
shall sign the squeegeeing permit to confirm compliance with the company procedures.
Contractors should be effectively supervised and controlled by a Responsible Officer.
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The Chief Officer, upon identifying any safety violation(s), either before starting cargo or
during cargo operations shall take immediate steps to correct the violation. If required,
cargo operations may be deferred or suspended until the safety violation can be
removed.
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16. Accommodation ladder or gangway must be clearly marked at each end with a
plate showing the restrictions on the safe operation and loading, maximum and
minimum permitted design angles of inclination, design load, maximum load on
bottom end plate, etc. The marking plate should also show where the maximum
operational load is less than the design load.
17. In case the vessel gangway or accommodation ladder can’t be used then the use
of a shore gangway must be considered. The safety responsibility for the use of a
shore gangway lies with the vessel.
18. The safety net must be fitted under every part of a ladder or gangway and
extend on both sides for 1.8 m and be kept taut protecting the entire length of
the means of access.
19. In case of multiple visitors, max allowable number of people allowed on the
gangway should be restricted. A poster indicating maximum capacity at one time
to be posted at the gangway entrance.
NOTE: All personnel transfer shall be done by the approved and certified means
complying with relevant guidance provided in the Code of Safe Working Practices
(COSWP) and ship to ship transfer guidelines for petroleum chemicals & liquified gas by
OCIMF.
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j. The masters or skippers of both vessels and the persons being transferred
should be content for the transfer to take place.
3. Lifesaving appliances such as lifebuoys with light and rescue lines must be kept
ready for emergency use at the boarding location.
4. Deck scuppers must be closed
5. Keep boarding arrangement properly illuminated.
6. Have a sufficient workforce available.
7. Dedicate a responsible person to supervise transfer operations.
8. Where practicable manropes must be provided
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The delay caused for additional safety measures should not act as a deterrent to
carrying out the operations safely. If the master finds the planned transfer of personnel
can be unsafe due to external conditions such as weather and/or sea conditions, or the
operation of the vessel may be interrupted due to conditions preventing the transfer of
personnel, he must assess the situation and consider options without endangering
safety.
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The rolling hitch knot used on a well rigged pilot-ladder arrangement. (Ideally the
securing ropes should be manila)
Even when a winch reel is used, the ladder needs to be secured on strong points on
deck
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Pilot ladders not reeled on the winch shall be rigged securely to avoid slipping of the
ladder. Some commonly used incorrect methods are shown below along with the
correct way of rigging the ladder.
NOTE: All personnel transfer shall be done by the approved and certified means
complying with relevant guidance provided in the Code of Safe Working Practices
(COSWP) and ship to ship transfer guidelines for petroleum chemicals & liquified gas by
OCIMF.
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Transfer of personnel with the crane are subject to level 2 risk assessment, toolbox
meeting and safety brief for the transferred personnel.
1. Transfer must only take place in well-lit conditions.
2. A training should be carried out for the crane operator, who is designated for
carrying out personnel transfer by crane.
3. Inexperienced people must be accompanied by an experienced person.
4. PPE and a lifejacket must be worn during transfer.
5. The Risk Assessment must indicate if the use of immersion suits is required.
6. The MOB / Rescue boat must be ready.
7. Maximum 4 persons may be transferred simultaneously in good weather and
maximum 2 persons in rough weather or maximum allowable persons as per the
manufacturer, whichever is less. The max capacity should be marked and visually
apparent to everyone.
8. The landing area must be of sufficient size to provide a clear area of at least 6 m².
9. No person suffering from acute seasickness or vertigo must be transferred.
10. Injured, ill, or unconfident persons may be transferred in a sitting position, on the
inside of the personnel basket accompanied by an experienced person.
11. In case of unforeseen safety issues, the transfer must be suspended, and another
Risk Assessment must be carried out
Cranes that are intended to be used to transfer personnel should meet the following
requirements as a minimum. Flag State and/or Classification Society requirements will
also need to be followed.
1. Cranes should be located within the parallel mid-body of the vessel. Cranes on
the stern, such as stores cranes, should not be used for personnel transfers
because of the risks associated with manoeuvring a vessel under any overhang.
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2. The Safe Working Load (SWL) of the crane should be reduced to 50% of the
normal SWL when transferring personnel.
3. Cranes should be marked with SWL capacity.
4. The safety factor of the wire should be at least 10:1.
5. All brakes should be automatically activated when:
a. Controls are in neutral position.
b. The emergency stop has been activated.
c. There is a power failure.
6. Brakes should be fitted with a manual override.
7. Crane hooks should be fitted with a positive locking (safety) latch.
8. Freefall or non-powered lowering should not be used when transferring
personnel.
9. Safety limit devices for upper and lower limits of hoisting and luffing should be
fitted and operational.
10. The crane and all its components should be maintained in accordance with the
vessel’s Safety Management System (SMS) and manufacturer’s
recommendations. The following additional requirements should be complied
with where possible:
11. Winches should have two independent braking systems, each capable of holding
the rated SWLs.
12. Cranes designed for the lifting of personnel should have emergency means for
the recovery of the lifted personnel from any position.
15C.4 EQUIPMENT
1. Only approved personnel baskets may be used and must not be used as a
workbasket or cargo net.
2. The basket must be marked with SWL. The empty weight of the PTB should be
clearly stated.
3. All PTBs should float, and rigid capsule types should be self-righting.
4. A crane hook pennant long enough to keep the crane block well clear of the
personnel being transferred should be used, but not too long to prevent the PTB
from being lifted safely over the rail.
5. Crane hooks must have a positive locking latch.
6. Use of non-original manufacturer components or modified equipment is not
allowed.
It is recommended that two tag lines are secured to each PTB. Tag lines should be
appropriate for the specific operation, should never be wrapped around or secured to a
strong point, and should:
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a. Be secured at opposing ends of the base ring of the PTB or at the lowest point
reasonably accessible. This ensures best control of the PTB, particularly when the
crane is slewed.
b. Be long enough to reach the water at the lightship draught of the active vessel
with sufficient handling allowance.
c. Have ends that are seized. Knots or back-splices should not be used as they may
get snagged, causing the PTB to tip.
15C.6 DOCUMENTATION
Documentation showing that equipment has been properly tested, inspected and
maintained should be available. This documentation could include:
1. Valid certificates for the cranes, PTBs and accessories.
2. A record of any outstanding or pending operational or maintenance issues.
3. A record of any issues that have been resolved.
4. Past maintenance and service records.
5. Recommendations from manufacturers of required maintenance intervals and
equipment shall be checked.
All lifting equipment, including crane, wires and basket must be maintained and
inspected in accordance with the PMS.
PMS, shore-based maintenance and replacement of all lifting equipment including
crane, wires and baskets must be in accordance with the manufacturer’s guidelines.
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All crane operators, signallers & assisting crew must be experienced and proficient in
operating that crane. Training records shall be maintained on board for individuals
assigned support the operation.
The crane operator must ensure that:
a. The Risk Assessment has been carried out.
b. The completed checklist is in place.
c. The crane is operational and tested. The wind speed, sea state and visibility are
satisfactory and within operational limits for the operation.
d. There is an unobstructed view of the transfer area and/or the banksman.
e. There is communication with the banksman, duty officer and bridge.
The deck officer in charge / banksman must be experienced. The deck officer in charge
may also be the banksman so long as he does not have any other duties at the time.
The banksman must have a clear sight of the persons being transferred and the crane
driver.
The deck officer in charge / banksman must ensure that:
a. The duties of the crane driver have been addressed.
b. The transfer procedure is understood.
c. The transfer basket has been inspected before use.
d. The people being transferred are briefed and understand the procedure.
e. Hand signals have been agreed and effective communication is established
between the crane driver and duty officer.
f. He has an unobstructed view of the crane and to the crane operator.
g. The personnel being transferred follow the procedures and reminded to grasp the
basket with both hands always.
h. Only the banksman must signal to the crane operator except in an emergency
when anyone involved in the operation must intervene. This must be made clear
during the Toolbox Meeting.
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The personnel transfer by crane plan is an interactive document that the Masters of the
active and passive vessel can complete leading up to the transfer. Some parts may be
completed well in advance of the transfer and others may need to be completed just
before the transfer begins. A record should be made when and how both Masters and
personnel to be transferred are in agreement.
If it is impractical for all parties to sign the personnel transfer by crane plan in advance
of the operation, the contents of the plan should be communicated and each
responsible person should sign their own copy of the plan to confirm they have
reviewed, understand, implemented and agree on relevant sections
15C.11.2 CHECKS
Prior to transfer, the Master and the other vessel must agree that the transfer can be
carried out safely.
Pre-use tests may include:
a. Topping lift to maximum and minimum extent.
b. Runner to maximum height.
c. Limit switch function.
d. Slewing function, by slewing the crane clockwise and anti-clockwise.
e. Secondary brake.
f. Mechanical brake for cylinders.
g. Emergency means of recovery.
Visual signals must be checked and confirmed between both parties. The rigging of the
transfer basket must be checked by the deck officer in charge immediately before its use.
The pick-up and lay-down areas for the personnel transfer must be prepared and
barricaded to ensure adequate room to carry out a safe operation.
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1. Size of the PTB and space required for crew members assisting the PTB as it is
lowered or raised.
2. Presence of obstructions, including above-deck-framing, piping, tank vents,
machinery and structures, including personnel walkways, catwalks and ladders.
3. Presence of overhead obstructions which might interfere with the crane’s range
of motion.
4. Maximum and minimum crane reach limits.
5. Line of sight of the crane operator and signaller.
6. Presence and direction of lighting that might disturb the crane operator’s vision.
7. Protection from waves resulting in seawater on deck.
When selecting a landing/lifting area, it is also important to consider the number of
individual crane movements and select an area that keeps movements to a minimum.
For example, selecting a landing/lifting area further away from the crane pedestal may
eliminate the need to top the boom to safely board personnel. A landing/lifting area
along the arc of the maximum swing radius can be advantageous, as long as the
available topping height is sufficient.
If a support vessel is used, the crane should be slewed away from that vessel’s
wheelhouse. It may be necessary to identify a secondary landing/lifting area located on
the opposite end of the manifold.
The landing/lifting area should be inspected and cleared of any obstructions.
One or more lifebuoys should be stationed at the railing close to the landing/lifting area
on both vessels.
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The transfer must be stopped if there is any increased risk to personnel being
transferred or if communication is lost. In addition;
a. Raising or lowering of the basket must, as far as practicable, take place over water
and not over the deck.
b. Luggage must not be transferred in the centre of the personnel net.
c. Personnel must stand on the outer rim, evenly spaced, and adjacent to a sidewall
opening in the netting, facing inward. Forearms must be interlocked on inside of
sidewall netting.
d. If crane operator’s view of the banksman is obstructed, the transfer must stop until
communication is restored.
e. Hoisting excessively over the water and other vessels must be avoided.
f. The length of the hoist wire, crane hook radius and jib head height must
continuously be adjusted to minimise swinging movements caused by the motion of
the vessel.
g. Weather forecast must be checked regularly.
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h. Crew members working on the deck of a vessel that is considerably lower than the
other should look out for falling tag lines. Individual lowering tag lines down to the
other vessel should warn the receiving crew and make sure they have visual contact
with the crew below before lowering the lines. Tag lines should never be wrapped
around a railing or strong point
NOTE: All personnel transfer shall be done by the approved and certified means
complying with relevant guidance provided in the Code of Safe Working Practices
(COSWP) and ship to ship transfer guidelines for petroleum chemicals & liquified gas by
OCIMF.
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PERSONNEL TRANSFER- MARINE HELICOPTER Page : 1 of 3
OPERATION
15D.1 COMMUNICATION
Effective communication between a vessel and helicopter in preparation for and during
helicopter operations is essential to ensure safety. This may involve messages passed
between the vessel operator, the ship’s agent and the helicopter operator.
Communication during helicopter operations will generally be between the helicopter
and the vessel.
When preparing for and conducting a vessel-helicopter operation, it is essential that the
vessel’s master ensures that all necessary information for the safe conduct of the
operation, including the details of the landing or winching area, is provided to the
helicopter operator or pilot. The master may also wish to obtain all important
helicopter information such as helicopter weight, landing gear type and rotor diameter.
It is good practice that the receipt of all communications be formally acknowledged.
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OPERATION
It is a requirement of some coastal state, that the owner of a vessel ensures that
documentary evidence regarding deck strength of a vessel on which a helicopter is likely
to land be available on board. This information must include the ability of any deck
surface of the vessel to withstand the static and dynamic loads imposed by a helicopter
landing on that surface. This information could be obtained from:
i. the classification society that carries out the vessel’s surveys.
ii. the shipbuilder that built the vessel.
iii. the flag State of the vessel.
Helicopter landing areas can consist of purpose-built landing pads or areas of the
vessel’s deck that do not have any obstructions in accordance with the ‘clear area’
requirements of the ICS Guide. Any obstacle within a helicopter landing and winching
area should be marked if it does not comply with the recommendations for obstacles in
the ICS Guide. A safe route to access the helicopter landing area or the helicopter
winching operations area should be properly marked and maintained.
It is a requirement that the equipment necessary for the safe conduct of vessel-
helicopter operations, including firefighting appliances and rescue equipment must be
at least as effective as that specified in the ICS Guide.
Reference should also be made to the International Convention for the Safety of Life at
Sea (SOLAS) Chapter II-2 Regulation 18 on helicopter facilities.
Training, drills and familiarization of the equipment must be carried out for all persons
involved in helicopter operation. For Drills reference must be made to Drill matrix.
In some ports helicopter drill is to be done within 24 hours from helicopter operation.
Guidance on the same should be seeked by the port/agent.
While landing on a vessels deck, the helicopter created strong vortexes of air column,
which if ignored may prove fatal for the team standing on deck.
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OPERATION
NOTE: All personnel transfer shall be done by the approved and certified means
complying with relevant guidance provided in the Code of Safe Working Practices
(COSWP) and ship to ship transfer guidelines for petroleum chemicals & liquified gas by
OCIMF.
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2. RPM rating of the tool piece must never be less than that of power device.
3. Handheld power tools for activities that require continuous handling of tools for long
period (eg: Needle gun, disc grinder, wire brush, power scrapper etc) must have a rated
vibration capacity of 5m/sec2 or less.
4. Use whip lash arrestor at all hose connections (hose to machine, hose to hose or hose
to supply fixture) to prevent injury on accidental release of connection.
5. Use of jubilee clips for binding of hose with coupling is discouraged. Vessels shall use
‘bandit’ that can provide appropriate strength to the connections.
6. USE OF BEARING PULLERS
Purpose of a bearing puller: A bearing puller is a tool which is used to remove
components such as bearings, gears and pulleys from a shaft or a recess. The puller
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securely grips the component with specially designed jaws before driving it off the
shaft. Pullers are used for safely and effectively dismounting bearings.
Advantages of a bearing puller: bearing pullers are essential tools for safely and
efficiently removing components such as bearings, gears, and pulleys from shafts or
recesses. By using a bearing puller, you can avoid damaging surrounding components
and promote the uptime and reliability of your machinery.
Choose the Right Puller: Select a bearing puller that is appropriate for the size of the
bearing and the available space. The puller should have jaws or hooks that can grip the
bearing securely. If it is a ball bearing that is mounted on a shaft and in a housing at the
same time, you need a ball bearing puller.
Verifying the safe use of bearing puller: Puller legs should fit tightly around or inside
the part to be removed. Position the forcing screw: Manually turn the forcing screw
clockwise until the screw touches the shaft. Ensure that the center of the screw is in
the center of the shaft when adjusting the legs.
Be careful when removing a stubborn gear or bearing. Always strike the head of the
centre screw squarely. If after two sharp blows the gear or bearing remains stuck,
select a larger puller and proceed to remove the gear or bearing. Use a protective cap
or removable point to protect screw from mushrooming or splitting the shaft.
Inspect the Tools: Before you start, make sure your bearing puller and associated tools
are in good condition. Check for any signs of damage or wear.
Safety Gear: Wear appropriate personal protective equipment (PPE), such as safety
glasses and gloves, to protect yourself from any potential hazards.
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Preparation: Ensure the equipment that houses the bearing is safely secured, and there
is enough space to use the puller effectively.
Lubrication: Apply some lubricating oil to the area around the bearing and the puller's
jaws. This can help reduce friction and make the removal process smoother.
Positioning: Position the puller's jaws or hooks around the bearing in a way that
ensures a secure grip without damaging the bearing or the surrounding components.
Tightening: Begin tightening the puller's screw or adjusting mechanism. Make sure the
pressure is applied evenly to prevent any tilting or misalignment of the puller.
Monitor Progress: As you tighten the puller, periodically check the progress of the
bearing's movement. If you notice any resistance or difficulty, stop and reassess the
situation before proceeding.
Equal Pressure: Continue tightening the puller's mechanism gradually and evenly.
Avoid over-tightening, as excessive force can damage the bearing or the component it's
attached to.
Gentle Tapping: If the bearing is still not coming out smoothly, you can tap the
surrounding component gently with a soft-faced mallet. This can help dislodge the
bearing without applying excessive force.
Remove the Bearing: Once the bearing starts to move, continue tightening the puller
until the bearing is completely removed from its housing. Make sure the bearing comes
out straight to avoid any damage.
Inspect the Bearing: After removal, inspect the bearing for any signs of damage or
wear. If you plan to reuse the bearing, clean it properly and assess its condition.
Clean Up: Clean the area around the bearing housing and the puller, removing any
debris, lubricants, or residues.
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III. Rated RPM of grinding or buffing wheel should not be less than machine specific
RPM
IV. No loose wire on buffing wheel
OR
Additionally, for DRILL MACHINE
I. Ensure all security guards including the spindle guard are in place.
Note: Iron or steel hand tools may produce sparks that can be an ignition source around
flammable substance. Hence nonferrous material tools should be used in hazardous zone
on tankers.
16.5.2 HANDHELD POWER TOOLS
GOOD PRACTICES
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1. Always use whip lash arrestor on each hose connection (hose to machine, hose to hose or
hose to supply fixture) to prevent injury on accidental release of connection
2. Keep cords and hoses away from heat, oil, and sharp edges.
3. Disconnect tools when not using them, before servicing and cleaning them, and when
changing accessories such as blades, bits, and cutters.
4. Keep all people not involved with the work at a safe distance from the work area.
5. Secure work with clamps or a vise, freeing both hands to operate the tool.
6. Avoid accidental starting. Do not hold your fingers on the switch button while carrying a
plugged-in tool.
7. Be sure to keep good footing and maintain a good balance when operating power tools.
8. Remove all damaged portable electric tools from use and tag them: "Do Not Use."
9. Give rest to hands at periodic intervals
10. While using handheld power tools, maximum continuous working hours for that machinery
must never exceed
Additionally, for ELECTRICAL TOOLS
I. Operate electric tools within their design limitations.
II. Do not use electric tools in damp or wet locations unless they are approved
for that purpose.
III. Ensure that cords from electric tools do not present a tripping hazard.
OR
Additionally, for HYDRAULIC POWER TOOLS
I. The manufacturer's recommended safe operating pressure for hoses, valves,
pipes, filters, and other fittings must not be exceeded.
II. All jacks must have a stop indicator, and the stop limit must not be exceeded.
III. load limit must be permanently marked in a prominent place on the jack, and
the load limit must not be exceeded.
IV. To set up a jack, make certain of the following:
a. The base of the jack rests on a firm, level surface.
b. The jack is correctly centred
c. The jack head bears against a level surface and
d. The lift force is applied evenly.
BAD PRACTICES
1. Carrying a tool by the cord or hose.
2. Yanking the cord or the hose to disconnect it from the receptacle.
3. Fastening the trigger button by any means.
4. Removing safety guard when the machinery is not operating and disconnected from the
power source
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16.8 HOUSEKEEPING
16.8.1 STORAGE
In general, every tool should be given its own place on a tool rack or tool board, or in a
toolbox. Some tools should be kept close by the machine for which they are designed and
on which they are used. Other tools must be stored in the tool room.
1. Tools shall return to dedicated storage place after each utility.
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TOOLS MANAGEMENT Page : 11 of 13
2. Tools shall be stored in cool, dry, and well-ventilated spaces that is clear of harmful
chemicals.
• Follow instructions in the user's manual for lubricating and changing accessories.
• Clean and inspect damages or degradation after every use.
• Degraded or damaged tools shall be repaired if possible.
• Tools that require continuous lubrication to avert degradation due to rust shall
remain dipped in oil or well lubricated as deemed necessary.
16.9.2 PLANNED MAINTENANCE
Vessel shall follow monthly PMS for inspection of all manual (powered or non-powered)
tools. Each department head will be responsible for the maintenance of the tools under
their jurisdiction.
Each vessel must also have separate ship specific PMS for fix power tools (lathe, bench
grinder, drilling machine etc) in accordance to their manufacturer manual.
16.9.3 SAFETY OFFICER INSPECTION
Safety officer shall inspect the fitness of tools during their inspections. Checking of tools
has been incorporated in various sections of the safety officer inspection checklist as a
reminder.
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Chapter: 17 Date : 30-Nov-23
HANDLING, STOWAGE AND SECURING OF STEEL PLATES Page : 1 of 12
17.1 INTRODUCTION
Steel plates of various grades and sizes are used on board for outfitting and Hull repair
works. Usually, these plates are available in standard sizes of 1219 x 2438 mm. Depending
on the thickness of the plate the weight of these plates can vary from 37.3 Kgs (1.6mm
thickness) to 280.0 Kgs (12 mm thickness). The handling, stowage, and securing of steel
plates of these dimensions/weights is a task involving risk that needs to be carefully
evaluated.
The following guidelines are meant to guide ship staff with proper Stowage, Securing and
Handling of steel plates and to have standard and uniform Stowage, Securing and Handling
procedures for steel plates, across Synergy fleet.
These Hazards are encountered at every stage of handling, from the time the plates comes
alongside the vessel, till the time they are consumed. An efficient Risk Assessment is
required to identify these hazards and mitigate the associated risks at every stage.
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The handling, transporting and or stowing task related to steel plates must be undertaken
under the supervision of senior petty officers like Bosun and Fitter and under the direct
supervision of the Chief officer or Second Engineer. This task cannot be undertaken solo,
additional hands as agreed during the vessel planner meeting to accompany until the
completion of this task (Ref: HSM Manual CH 5).
Master & CE must insist through the TSI/Purchase department/supplier that the Steel plates be
supplied to the vessel in cut size not exceeding 1 square meter for plates of a thickness
exceeding 6 mm. Purchase department has been instructed to supply plates not more than 1
Mtr x 1 Mtr Size or with maximum weight of 60 Kgs.
4. Use of “Synergy Impacto Gloves”, wooden wedges, and crowbars are required while
handling plates to avoid “Pinching Hazard”. Fingers and other injuries often result
when personnel attempt to first separate, then lift, large sheets of steel.
5. When removing adding a plate to an existing stack, ensure that the entire stack is not
left unsecured, which may fall or shift causing severe injuries.
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12. Procure equipment like lifting hook arrangements for steel plates and train the crew to
use same where vertical lifting is feasible.
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Chapter: 17 Date : 30-Nov-23
HANDLING, STOWAGE AND SECURING OF STEEL PLATES Page : 6 of 12
Steering
gear/Bosun
1 vertical Plate lifting hook 0.5 Ton- 1.0 Ton 2 store etc
Steering
Horizontal plate lifting hook (Only for gear/Bosun
2 horizontal storing) 0.5 Ton- 1.0 Ton 4 store etc
Steering
gear/Bosun
3 Chain Block 0.5 Ton- 1.0 Ton 2 store etc
Steering
gear/Bosun
4 Wire slings 1-2 mtrs 0.5 Ton- 1.0 Ton 4 store etc
Steering
gear/Bosun
5 D shackles 0.5 Ton- 1.0 Ton 4 store etc
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Chapter: 17 Date : 30-Nov-23
HANDLING, STOWAGE AND SECURING OF STEEL PLATES Page : 7 of 12
Steering
gear/Bosun
6 Crow bars NA 2 store etc
Steering
gear/Bosun
7 Traveller chain block 1.0 to 3.0 Ton 1 store etc
Steering
gear/Bosun
8 Steel plates shifting trolley 200-300 Kgs 1 store etc
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Chapter: 17 Date : 30-Nov-23
HANDLING, STOWAGE AND SECURING OF STEEL PLATES Page : 8 of 12
On board arrangements for securing steel plates (Insert Ship specific arranements)
Sample 1 : Self contained stowage and securing arrangement (Vertical stow and lift)
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Chapter: 17 Date : 30-Nov-23
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Sample 2: Vertical stowage arrangement (Sliding out or vertical lift as per vessel's
requirement/Space constraints.)
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Rev No. : 0
Chapter: 18 Date : 15-Dec-22
LIFTING EQUIPMENT AND OPERATIONS Page : 1 of 3
18.1 DEFINITIONS
‘Lifting equipment’ means work equipment used for lifting or lowering loads and includes
the attachments used for anchoring, fixing or supporting it.
‘Loose gear’ means any gear by means of which a load can be attached to lifting equipment
but which does not form an integral part of either the lifting equipment or the load.
Rigging equipment is considered to be any equipment used for lifting, pulling, dragging or
moving objects that is not defined as either lifting equipment or loose gear.
18.2 CERTIFICATION
A certificate for ship’s lifting equipment is valid for no more than five years.
Lifting equipment with a safe working load (SWL) of 1000kg or greater and its associated
loose gear should generally be inspected and certified by the vessel’s Classification Society
in accordance with Flag Administration rules.
Manufacturer’s test certificates must be available for each item of rigging equipment and,
lifting equipment fall and topping lift wires.
All Items of rigging equipment or, fall or topping lift wires, shall be removed from service in
accordance with the company retirement criteria
Any lifting equipment or accessory for lifting that is, or has been, exposed to conditions
that could cause deterioration in its condition should be thoroughly examined by a
competent person as per below -
• In the case of lifting equipment for lifting persons or an accessory or lifting, at least
every six months
• In the case of other lifting equipment, at least every 12 months
• In either case, in accordance with an examination scheme as per the PMS
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Chapter: 18 Date : 15-Dec-22
LIFTING EQUIPMENT AND OPERATIONS Page : 2 of 3
• Whenever exceptional circumstances that are liable to jeopardize the safety of the
lifting equipment have occurred
18.4 RECORDS.
All vessels are required to maintain records of manufacture, examination, inspection and
testing of lifting equipment. Records and service history should be kept of equipment, of
dates when and where it is brought into use, its safe working load, plus any repairs,
modifications, tests and examinations carried out.
18.6 LIFTING EQUIPMENT AND LOOSE GEAR INSPECTED AND CERTIFIED BY THE VESSEL’S
CLASSIFICATION SOCIETY.
• The vessel shall maintain the required certification in accordance with the Flag
Administration rules.
• The routine maintenance and onboard inspection shall be carried out by a competent
person as per the PMS routines
• Vessel should retain certificates for each fall wire or topping lift wire.
• The retirement criteria for fall wires and topping lift wires shall be determined by the
condition assessment as per company form OP 28. However, the life of the wires
should not exceed 5 years after putting into service.
If an item of lifting equipment and loose gear covered by a Classification Society
programme is out of Service or found damaged, flag and class to be notified immediately.
18.7 LIFTING EQUIPMENT, LOOSE GEAR AND RIGGING EQUIPMENT NOT INSPECTED OR
CERTIFIED BY THE VESSEL’S CLASSIFICATION SOCIETY.
These include the lifting equipment and associated loose gear which do not form a part of
the chain register and have not been inspected by the class in the annual verification. It
also includes all other loose gear, anchoring gear and fall prevention gear which are used
independently and do not form a part of, or a fitting to any lifting equipment.
• The vessel should retain certificates, or equivalent, for each item of lifting or rigging
equipment, including fall wires.
• The inspection of each item of equipment by a competent person should be done as
per the PMS routines.
• The marking of each item of equipment with a unique Serial number. Same should be
mentioned in company form OP 28
Uncontrolled document when printed
HEALTH AND SAFETY MANUAL
Rev No. : 0
Chapter: 18 Date : 15-Dec-22
LIFTING EQUIPMENT AND OPERATIONS Page : 3 of 3
Each item of lifting and rigging equipment should be inspected by the work supervisor prior
to each use to verify that it remained fit for continued use.
Items of lifting equipment, loose gear and rigging equipment that should be considered
under this question may include but not be limited to.
• Cranes, derricks, davits, beam chain blocks, lifting beams and pad eyes (which form
part of the vessel’s outfitting)
• Chain blocks, wire hoists, snatch blocks, webbing slings, hose slings, wire rope slings,
multi-leg bridles, shackles, hooks, tripods, shear legs, mucking winches and tank rescue
hoists. (which do not form part of the vessel’s outfitting)
FAMILARITY WITH THE LIFTING EQUIPMENT, LOOSE GEAR AND RIGGING EQUIPMENT
The officer in charge of the equipment shall be familiar with the company procedure for
the management, and the inventory of lifting and rigging equipment.
Ratings using the LIFTING EQUIPMENT, LOOSE GEAR AND RIGGING EQUIPMENT shall be
familiar with the markings required on each item of lifting or rigging equipment and/or the
checks required to be undertaken before using the item during routine work.
Rev No. : 0
CHAPTER - 19 Date : 15-Dec-22
CONTRACTOR SAFETY Page : 1 of 4
19.1 OBJECTIVE:
The objective of this section of the manual is to provide a guideline on the:
Contractor or Service Management System
• Lay down a procedure on the qualification of Contractors, Suppliers and Service
Providers
• Evaluation and Monitoring process of such Contractors, Suppliers and Service
Providers
19.2 DEFINITIONS:
Independent Contractor- is a natural person or Company, which provide goods or services
to another Company or a vessel and bound by specific terms and conditions of a mutually
agreed contract between the interested parties. The contract should be valid and
enforceable under the law of the land. The Independent Contract referred to under this
topic does not include the seafarers contracted for employment on board the vessels.
Independent Contractor may include Riding Squad, Service Technicians, Repair Teams,
and so forth. The list is non-exhaustive as long as the parties qualify under the definition
of Independent Contractor.
Riding Squad- consists of casual skilled or unskilled workers, employed by a Contractor to
board a vessel for a specific duration to carry out a specific task.
Service Technician- A person, either self-employed or employed by a Contractor, is
engaged for servicing ship’s equipment either on board a vessel or on shore.
Repair Team- These are the people employed by a Contractor to board the vessel and
carry out various kinds of repairs.
Stevedore- A Stevedore is a manual laborer, employed by an Independent Contractor for
loading and unloading ships. They are also known as Dockworker, Dock Laborer, Wharfie
or Longshoreman.
Supplier- A supplier is vendor, who supplies services or goods to a buyer. Suppliers include
the Ship Chandlers, Caterer, Provider, Seller, Victualer, and so forth.
Agent- is an individual or a Company, who agrees and authorized, pursuant to the
Principal-Agency relationship, to act on behalf of a Principal, to legally bind that individual
or that Company with a Third Party.
19.3 QHSE POLICIES UNDER THE CONTRACTOR MANAGEMENT SYSTEM:
On board Safety Briefing and Familiarization:
Upon boarding a vessel, at the Gangway, the crew should
• check and verify the identity of the visitor and record it in the Visitor’s Logbook.
• Should inform the concerned Officer In-charge or escort such visitors to him.
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CONTRACTOR SAFETY Page : 3 of 4
• Contractors should be made aware of the ship’s Smoking Policy and familiarize
them with the designated smoking zones.
• Contractors should be asked to use proper PPE at the time of performing their
tasks. If required, the vessel may provide required PPE to the Contractors. Under
no circumstance, a Contractor should be allowed to work without the use of a
proper PPE
• The Independent Contractor should provide its employees the required tools and
PPE for the execution of desired activities on board a vessel
• The designated Officer on board a vessel should ensure that a Contractor gets
proper rest if the job is to be continued for a prolonged period of time.
The Security Officer of the vessel should brief a Contractor, Stevedore, Agent or Supplier
about the Security-Level applicable on board the vessel and ensure that the Contractors
abide by the applicable security norms.
In case of any suspicious activity or obvious violation of the security norms, the matter
should be immediately brought into the notice of the Master of a vessel, who in turn,
should do the proper assessment of the situation and take the necessary steps as
prescribed under the ISPS Code or Security Policy of the Company. The Master should
also make an entry in the Official Log Book, and get it signed by the person concerned
and two more witnesses among the Ship’s crew.
• If a Contractor faces any health-related issue on board a vessel, then the
responsible Officer should immediately cease the work, and get him examined by
the designated Medical Officer on board the vessel.
• If need so arise, the Master of the vessel should inform the Company of the
medical condition of the Contractor and take such steps as may be deemed
necessary for the welfare of such Contractor.
19.4 RESPONSIBILITIES:
19.4.1 MASTER:
For the effective implementation of the Contractor Management System, the Master of
a vessel is also bestowed with certain responsibilities. He must monitor their
performance and ensure the desired deliverables with respect to the quality and
timeliness. He should designate appropriate officers and delegate respective tasks to
them.
19.4.2 THE MASTER OF A VESSEL
• should be given a prior information from the office regarding the appointment of
an agent or visit of a Contractor or Supplier on board the vessel
• be informed the details and purpose of the visit of a Contractor
• should ensure that a proper risk assessment is carried out and risk mitigation
activities done before allowing the Contractors to perform their assignments
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CONTRACTOR SAFETY Page : 4 of 4
• should not engage the Riding Squad, Service Technician, Repair Team or such
other Contractors on regular day-to-day activities as that of a seafarer, unless
otherwise there is an emergency posing danger to the safety and security of
personnel on board the vessel.
• should ensure that the Contractors abide by the local Rules and Regulations, as
applicable, while they are officially engaged on board the vessel
• should ensure that the Contractors wear proper PPE while engaged in their
designated activities
• should ensure that the Contractors follow the Company’s D&A Policy, Smoking
Policy and Work and Rest Hours Policy, as applicable on board the vessel.
• should have be an authority to suspend the activity of a Contractor, if he suspects
or has obvious reasons of violation of safety, security, Company Policy or any
Regulatory requirements, by the Contractor.
• should endeavor to check the quantity and quality of the items supplied by the
suppliers on board the vessel. He should fill-up the ‘Goods Received Notes’ (GRN)
and send the feedback form to the Office.
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CHAPTER – 20A Date : 30-Nov-23
PORTABLE GAS MEASURING EQUIPMENT Page : 1 of 2
20A.1 INTRODUCTION:
Gas detection and monitoring equipment are safety devices designed to alert workers of
potential hazards such as toxic gas exposure, lack of oxygen, or combustible gas
explosions.
To ensure accuracy, it is essential to test, maintain, calibrate, check, and use gas
measuring equipment according to the maker’s guidance. For that purpose, the sequence
of steps mentioned in the maker’s instruction shall be adhered to.
20A.1.1 TESTING:
Before daily use, portable and personal gas measuring equipment must undergo
zero/fresh air check. In addition, a bump test may be carried out if advised as per the
manufacturer’s instruction.
20A.1.2 CALIBRATION:
Calibration of gas measuring equipment shall be carried out onboard in the following
circumstances but no later than 30 days from the last calibration:
• Bump test failure,
• Occurrence of any fault
• As per maker’s recommendation
Each portable or personal gas measuring equipment requires shore calibration at the
frequency mentioned in the manufacturer’s manual.
Kindly note: Vessels shall maintain the suitable number of span gas bottles for calibration
and bump test but not less than the quantity mentioned in the requirement given in
respective cargo manuals.
20A.1.3 TROUBLESHOOTING:
On the occurrence of any fault on the portable and personal gas meters, vessel shall
troubleshoot as per the manufacturer’s guidance.
20A.1.4 RECORDKEEPING:
The vessel must keep records of all gas measuring equipment testing, calibration and
maintenance (including sensor change).
• Daily testing records in the new form OP 44 form.
• Calibration and maintenance records in existing OP-39 form. A separate form sheet must
be used for each piece of equipment.
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CHAPTER – 20A Date : 30-Nov-23
PORTABLE GAS MEASURING EQUIPMENT Page : 2 of 2
20A.1.5 TRAINING:
All engineers and officers shall undergo training in the use of gas detection equipment
present onboard before using them independently. Post successful training, the
respective person must be issued SF-33 – Certificate of Eligibility for atmosphere checks.
20A.1.6 LOCAL PROCEDURE:
The vessel shall maintain the ship-specific local procedure for the using, testing,
calibration, and maintenance of portable and personal gas meter.
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CHAPTER – 20B Date : 30-Nov-23
FIXED GAS DETECTION SYSTEM Page : 1 of 1
20B.1 INTRODUCTION:
Gas detection and monitoring equipment are safety devices designed to alert workers of
potential hazards such as toxic gas exposure, lack of oxygen, or combustible gas
explosions.
To ensure accuracy, it is essential to test, maintain, calibrate, check, and use gas
measuring equipment according to the maker’s guidance. For that purpose, the sequence
of steps mentioned in the maker’s instruction shall be adhered to.
20B.1.1 TESTING:
Fixed gas measurement instruments should be tested as per the manufacturer’s
instructions or every month whichever is earliest.
20B.1.2 CALIBRATION:
Calibration of gas measuring equipment shall be carried out onboard as per maker’s
recommendation
20B.1.3 TROUBLESHOOTING:
On the occurrence of any fault on the portable and personal gas meters, vessel shall
troubleshoot as per the manufacturer’s guidance.
20B.1.4 MAINTENANCE:
Manufacturers' instructions for the maintenance of the fixed gas measuring system
should be followed and PMS to be set accordingly.
20B.1.5 LOCAL PROCEDURE:
The vessel shall maintain the ship-specific local procedure for the using, testing,
calibration and maintenance of Fixed gas detector system.
Rev No. : 0
Chapter: 20C Date : 30-Nov-23
ATMOSPHERE MONITORING OF DOUBLE BOTTOM AND 1 of 1
Page :
DOUBLE HULL SPACES
20C.1 INTRODUCTION
The vessel shall monitor the atmosphere of void and ballast spaces of the double hull and
double bottom regularly to detect hydrocarbon gas accumulation.
Monitoring can be carried out through a fixed gas detector system if fitted. Vessels not
equipped or with a defective fixed gas measuring system shall check the atmosphere daily
on loaded passage using a portable gas meter.
20C.2 REFERENCES
The vessel shall use the dedicated SMS form to record the gas monitoring results daily in the
loaded passage.
▪ OP TKR 31 – Sounding and Atmosphere monitoring log
▪ Gas 48 – Gas Detector Log
▪ LNG LOG 15 – Barrier space Monitoring
▪ OP CHEM 35 - Sounding and Atmosphere monitoring log
Rev No. : 1
Appendix 01 Date : 30-Nov-23
REQUIRED LEVEL 2 RISK ASSESSMENTS Page : 1 of 5
Below mentioned tasks require ship specific level 2 risk assessments prior to initiating the task.
This list is not exhaustive. The vessel shall refer to CH 07 for further guidance on scenarios that
require level 2 RA.
GENERAL SAFETY
▪ Hot work ▪ Maintenance on ▪ Use of non-intrinsically
Elevator cage equipment in hazardous
area
▪ SIMOP ▪ Unable to adopt ▪ Double banking
precaution required by
Permit to work system
▪ Fumigation ▪ Transfer of personnel by Elevator Maintenance
Transfer Basket Permit
Rev No. : 1
Appendix 01 Date : 30-Nov-23
REQUIRED LEVEL 2 RISK ASSESSMENTS Page : 2 of 5
NAVIGATION
▪ Deviation from UKC ▪ Navigation in special ▪ Non availability of
policy area original charts
▪ Navigation through HRA ▪ Search and rescue ▪ New or unknown port call
TECHNICAL
▪ Critical Equipment ▪ Bunkering ▪ Modification to pipeline
shutdown and electrical circuits
Rev No. : 1
Appendix 01 Date : 30-Nov-23
REQUIRED LEVEL 2 RISK ASSESSMENTS Page : 3 of 5
CARGO OPERATIONS
▪ Cleaning by ventilation ▪ Opening cargo sea chest ▪ Flushing of shore line.
during loading
▪ Heavy weather ballasting ▪ STS operation ▪ Carrying High H2S cargo
▪ Use of Portable heater ▪ Cargoes which are new ▪ Carriage of helium tanks
to company and vessel
▪ Loading over the tide ▪ Loading high pour point ▪ Opening Cargo Sea chest
cargoes during loaded condition
▪ Purging of cargo tanks ▪ Carriage of high H2S Cargo ▪ SAAB Radar gauge
or cargoes having toxic cleaning the sensor
gases
▪ Opening of COP/ WBP ▪ Failure of SAAB radar ▪ Cargo Dosing (Dyes and
strainer for inspection / gauge additives
cleaning
Rev No. : 1
Appendix 01 Date : 30-Nov-23
REQUIRED LEVEL 2 RISK ASSESSMENTS Page : 4 of 5
▪ Crude Oil Washing and ▪ Hose connection and ▪ Loading / unloading new
Tank cleaning operations disconnection on all cargo
on tanker tankers
▪ Risk Assessment for tank ▪ Loading high pour point ▪ Tank cleaning operations
cleaning concurrently with cargoes have not been done during
cargo operations tenure of current Master
or Chief officer
Rev No. : 1
Appendix 01 Date : 30-Nov-23
REQUIRED LEVEL 2 RISK ASSESSMENTS Page : 5 of 5
MOORING
▪ Mooring ▪ Tandem ▪ Change
operations Moorings managements
When winch design ▪ Removing a twist ▪ CBM mooring
with respect to in the anchor
rope/wire in use, chain
restrict to take
required number of
turns on tension
drum, then vessel
shall take maximum
possible tuns and
prepare suitable risk
assessment to
mitigate the risk
MISCELLANEOUS
▪ When it is physically
impossible to comply with
the requirement of local
procedure
Rev No. : 1
Appendix 02 Date : 30-Nov-23
TOPICS REQUIRING LOCAL OPERATING PROCEDRES Page : 1 of 1
Vessels)
On Deck
Crane Ops
Operation
Operation
(PPE)- Work
Mooring Ops
Appendix 03
Anchoring Ops
APPENDIX 03 –
Machinery Space
Safety Shoes
Helmet
Ear Defender
Harness
Safety Glasses
PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE)
Safety Goggles
Working Gloves
Chemical Apron / Suit
Special Gloves ## –
F/O
Safety line
Floatation aid
Dust mask
:
:
:
Work vest
Winter Jacket, Gloves
Personal Multi-gas meter
1 of 10
30-Nov-23
wheels
Painting
Welding
Cleaning
Lifeboats
Descaling
(PPE)- Work
Appendix 03
Wire Handling
APPENDIX 03 –
Work at height
Handling chemicals
Working at ship side
EQUIPMENT MATRIX
equipment/machinery
PERSONAL PROTECTIVE
***Power tools/abrasive
Boiler suit
Safety Shoes
Helmet
Ear Defender
Harness
Safety Glasses
PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE)
Safety Goggles
Working Gloves
Chemical Apron / Suit
C
W
Special Gloves ## –
Chemical (C), Electrical (E),
Food Cutting (F), Oven (O),
Welding (W), razor wire (R)
S
V
V
Safety line
Floatation aid
Dust mask
:
:
:
Work vest
Winter Jacket, Gloves
Personal Multi-gas meter
2 of 10
30-Nov-23
HEALTH AND SAFETY MANUAL
Rev No. : 1
Appendix 03 Date : 30-Nov-23
PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE) Page : 3 of 10
Safety Glasses
Floatation aid
Ear Defender
Safety Shoes
PERSONAL PROTECTIVE
Safety line
Dust mask
Work vest
Boiler suit
EQUIPMENT MATRIX
Harness
Helmet
(PPE)- Work
****Electrical work E
Work on hydraulic
equipment
Working with High
pressure equipment
Working with steam
W A
equipment
Working in cold weather
Working in pump room
(Tanker)
Rigging gangways /
accommodation ladders
Loading
grain/cement/coal
Hold cleaning
Rev No. : 1
Appendix 03 Date : 30-Nov-23
PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE) Page : 4 of 10
Safety Glasses
Floatation aid
Ear Defender
Safety Shoes
PERSONAL PROTECTIVE
Safety line
Dust mask
Work vest
Boiler suit
EQUIPMENT MATRIX
Harness
Helmet
(PPE)- Work
Mandatory
Required depends on the nature of work and exposure period
Rev No. : 1
Appendix 03 Date : 30-Nov-23
PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE) Page : 5 of 10
**Gas Carrier: If the ship staff while carrying out any task is expected to come in contact with cargo, then they shall wear gas
suit for self-protection.
**Vessels using gas as fuel: If the ship staff while carrying out any task is expected to come in contact with gaseous fuel
onboard, then they should wear gas suit for self-protection.
Chemical Carrier: If the ship staff while carrying out any task is expected to come in contact with cargo, then they shall wear
chemical suit for self-protection.
*Refer Chemical Tanker Manual chapter 3 and appendix 4, for PPE requirement on chemical tankers
Safety glasses are to be used for eye protection when personnel are on ship specific duty; except in circumstances where
likelihood or severity of getting eye injuries are high (as mention in matrix). In these conditions they are expected to use safety
goggles for better eye protection.
Vessel Sailing in polar region shall identify Polar Service Temperature under guidance of Polar Ship Certificate 2.3.1 & Polar code
part 1A section 1.2.11 and carry sufficient PPE as mention in Polar code 1B section 9.11 for ship’s crew.
*** Gloves should not be used when handling Grinding, Drill and Lathe Machines
Rev No. : 1
Appendix 03 Date : 30-Nov-23
PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE) Page : 6 of 10
**** Gloves used for electrical work must be rated for the appropriate voltage. To use high voltage electrical insulated gloves
where applicable.
*****For log loading spiked safety shoes are to be used for personnel walking on top of the logs.
## Work specific gloves – Below mentioned table advises job-specific gloves, their usage and their care
Type of Glove Features Applications Care instructions
Basic work glove with palm and Multi-purpose utility glove that allows for Air dry the gloves.
fingertips in spit leather, back finger flexibility. Examples include but are Do NOT use bleach or
cotton canvas with leather not limited to: Handling light solvent.
reinforcement. Elastic stores/provisions, Routine Deck Do NOT machine dry or
Accommodation and ER rounds, Inspection overheat. Leather fabric
tightening on the back. Inside
jobs, Light work, can be used for light not recommended for
cotton lining for comfort
SG1: MULTI PURPOSE GLOVE chipping/ painting jobs and other routine washing; wipe with a
Product Code: 314510 jobs on deck and engine room. Do NOT use damp cloth if necessary
if there is potential of impact or cut injuries and sun-dry after use
Whole glove in grain leather, All light jobs in cold weather conditions. Do NOT machine Wash,
elastic on back side. Completely Do NOT use if there is potential of impact or dry or expose gloves to
lined with insulating fleece cut injuries heat source other than
indirect sunlight. Do NOT
use softener or bleach.
SG 2: COLD PROTECTION
GLOVE
Product Code: 314509
Rev No. : 1
Appendix 03 Date : 30-Nov-23
PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE) Page : 7 of 10
Cut level 5 High tenacity cut Impact resistance exoskeleton & pinch-point Air dry the gloves.
resistant gloves. Grey polyamide protection. General work with potential of Do NOT use bleach or
yarn seamless knitted, palm- hand impact, cut and abrasion injuries. solvent.
natural split leather with Example-Mooring operations, Hammer and Do NOT machine dry or
reinforcement cotton canvas cuff. chisel jobs, Pilot ladder rigging Handling overheat. Gentle hand
Back supported with TPR for stores and heavy lifts. Engine room heavy wash/cleaning is
Impact and better mechanical machinery maintenance jobs. Pipe repair acceptable basis product
SG 3: IMPACTO GLOVE protection. work on deck, engine room and pump is well dried.
Product Code 314508 room.
High Cut and Puncture resistance. To be used while rigging razor wire. Leather fabric on palms
Easy grip while protecting hands not recommended for
from cuts. washing; wipe with a
damp cloth if necessary
and sun-dry after use
Rev No. : 1
Appendix 03 Date : 30-Nov-23
PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE) Page : 8 of 10
Stainless steel mesh 4 Cut To be used for heavy cutting or chopping Brush hard with hot
resistant glove. Made of work (single side, to be used on non-knife water. For disinfection use
stainless steel with an attached holding hand) non-acidic products.
heavy-duty strap and press stud
fastening.
Seamless knitting glove (Gauge Light cutting in Galley. Cutting Gentle hand wash/
10) in high density vegetables/salads etc. cleaning is also
polyethylene filament, acceptable, basis product
stainless steel filaments and is well dried, and hygiene
is maintained
100% synthetic thread, blue
elastic wrist of 10 cm.
SG 7: Cut 5 & Knitted
Polyethylene & SS Filament
Product Code 314513
Rev No. : 1
Appendix 03 Date : 30-Nov-23
PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE) Page : 9 of 10
Chemical Resistant gloves Used for handling Chemicals such as The gloves should not be
made of PVC/Rubber/ peroxides, fats, acids, bases, and amines stored under direct
Neoprene, sunlight. Regularly check
gloves for punctures,
discoloration, or tears.
Before each use, check to
make sure there are no
SG 8: Polyvinyl chloride/
rubber/neoprene holes in the rubber.
Product Code 190132
Natural /synthetic rubber Appropriate rated gloves for Keep gloves clean, check
Electric insulation gloves protection against electric shock. Used for for embedded materials,
(working on electrical carrying out jobs on electric equipment, Air test them before every
equipment) circuits. wear (simply hold the
gauntlet (sleeve) end of it
closed trapping air inside,
then tightly roll the closed
end of the glove towards
SG 8: Natural/ synthetic rubber the fingers ensuring no air
Product Code 795531 leaks out), Store gloves in
cool, dark and dry place.
Rev No. : 1
Appendix 03 Date : 30-Nov-23
PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE) Page : 10 of 10
Tanned resistant leather Digit articulation while protecting the Use cold water along
gloves, electric shock resistant operator from electrical shock, and with a mild soap to
and extreme heat resistant provide abrasion resistance and scrub off the dirt and
enhanced grip. Used for welding as well other substances.
as handing high heat cargo lines / valves
SG 9: Welders Gloves-Tanned
heat resistant leather with
gauntlet cuff.
Product Code 851163
Thermal insulated glove or Protects hands from some of the Hand wash the oven
mitten usually worn in the extreme heat encountered in a galley mitts with warm to hot
galley to protect the wearer's when reaching into a hot oven, carrying water, using natural
hand from hot objects scalding hot sheet pans directly laundry detergent, and
removed from that oven, or even then let them air dry
dropping a freshly cut potato into a fryer after washing
SG 10: heat protection tank of bubbling oil.
aluminised cloth
Product Code 174048
Remarks: Type of gloves to be used in any activity/task shall be identified/discussed during daily work planning meeting/Risk
assessment and toolbox meetings.
Rev No. : 1
Appendix 04 Date : 30-Nov-23
SIMOP DECISION MATRIX Page : 1 of 1
Ballast Opera�on
Overhaul / repair
Discharging / De-
(Mul�grade, e.g.
Receiving Stores
Comingling (For
Bunkering (Non
Tank Cleaning /
Working Alo� /
Li�ing by crane
Enclosed Space
Bunkering (IGF
STS Opera�on
Lube Oil, etc.)
VLSFO, HSFO,
(For Tankers)
(Including all
(Including all
Naviga�on-
Inspec�ons
Opera�ons
Opera�ons
/Ice/Heavy
Third Party
opera�ons
opera�on)
opera�on)
associated
machinery
associated
Helicopter
Outbound
Bunkering
Personnel
Tes�ng of
Hot Work
Visibility/
Lowering
Tankers)
Weather
Mooring
Reduced
slopping
Transfer
IGF fuel)
Lifeboat
Loading
COW /
Diving
Entry
Drills
fuel)
Work
Naviga�on- Reduced
Visibility/Ice/Heavy NA NA NA OFF ER NA NA OFF OFF N/A N/A N/A
Weather
Bunkering (Non IGF fuel) OFF, OFF,
NA OFF DEP NER, NH NER OFF, PRE OFF OFF
NER DEP
Bunkering (Mul�grade, DEP
OFF, OFF,
e.g. VLSFO, HSFO, Lube NA OFF DEP NER, NH NER OFF OFF OFF
NER DEP
Oil, etc.)
Bunkering (IGF fuel) OFF, DEP
NA DEP NER, NH NER PRE
NER
Enclosed Space Entry OFF, DEP
OFF DEP DEP DEP OFF, PRE OFF, PRE
DEP
Hot Work DEP, ER DEP
ER OFF, DEP DEP OFF ER OFF DEP
OFF
Working Alo� / DEP DEP ER
DEP DEP DEP OFF DEP ER ER PRE PRE
Outbound
Diving Opera�ons NA OFF OFF OFF OFF, PRE OFF, PRE
Mooring opera�ons NA N/A ER ER
Li�ing by crane OFF, OFF, DEP,
OFF, NER DEP OFF
NER NER OFF
Helicopter Opera�ons
COW/Tank As
As
Cleaning/Comingling (For OFF ER ER OFF NH OFF Applicabl
Applicable
Tankers) e
STS Opera�on (For As
As
Tankers) ER OFF OFF ER ER OFF OFF Applicabl
Applicable
e
Receiving Stores OFF,
OFF, DEP NA OFF OFF OFF ER, OFF PRE PRE
DEP
Overhaul / repair NER,
OFF NER, NH NER, NH DEP OFF ER NH ER OFF ER, PRE ER, PRE ER, PRE
NH
Tes�ng of Machinery NER NER NER DEP DEP ER ER
Third Party Inspec�ons NA OFF PRE OFF OFF OFF OFF OFF
Personnel transfer DEP DEP ER
Lowering Lifeboat OFF,
OFF ER, OFF OFF, PRE OFF, PRE
PRE
Drills OFF, PRE OFF, PRE
Discharging / De slopping As
(Including all associated As Applic
NA OFF OFF OFF, PRE PRE OFF, PRE PRE ER, PRE OFF, PRE OFF, PRE OFF
opera�on) Applicable able
Loading As
As
(Including all associated NA OFF OFF OFF, PRE PRE OFF, PRE Applic PRE ER, PRE OFF, PRE OFF, PRE OFF
Applicable
opera�on) able
Ballas�ng DEP DEP ER
Yes
Perform the
operation at
different times