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PERSONAL SAFETY
ON BOARD SHIP
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PERSONAL SAFETY ON BOARD SHIP

A VIDEOTEL PRODUCTION

CONSULTANTS: Phil Anderson

Captain Charles Ellis
Captain Len Holder
Keith Parsons

PRODUCERS: Kathrein Günther

Peter Wilde

PRINT AUTHORS: Sheila Brownlee

Deborah Catesby

WRITER / DIRECTOR: Richard Hackett

p r o d u c t i o n s
84 NEWMAN STREET, LONDON W1T 3EU
TELEPHONE +44(0)20 7299 1800
FACSIMILE +44(0)20 7299 1818
E-MAIL mail@videotelmail.com
WEB www.videotel.co.uk
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PERSONAL SAFETY ON BOARD SHIP

A VIDEOTEL PRODUCTION
in association with
THE STEAMSHIP MUTUAL UNDERWRITING ASSOCIATION (BERMUDA) LTD

THE PRODUCERS WOULD LIKE TO ACKNOWLEDGE THE ASSISTANCE OF

BP Shipping Ltd
Carnival Cruise Lines
Chemical Distribution Institute – Marine (CDIM)
The Delta Queen Steamboat Co
InterManager
International Maritime Organization (IMO)
Institute of Marine Engineering, Science and Technology
(IMarEST)
ISM Solutions Inc
Jo Tankers
Kaye, Rose & Partners
Nautical Institute
Oil Companies International Maritime Forum (OCIMF)
Orient Overseas Container Lines
Overseas Maritime Carriers S.A.
P&O European Ferries
SeaTec Safety Systems
The Shipping Corporation of India Ltd
Ugland Interocean Management
United European Car Carriers
VDR German Shipowners Association
V. Ships
Vlasco Shipping Inc
Wallem Shipmanagement
Warsash Maritime Academy

The Masters, Officers and Crews of all ships and all other
organisations and individuals that provided support

WARNING
Any unauthorised copying, lending, exhibition, diffusion, sale, public performance or other exploitation of the accompanying video is
strictly prohibited and may result in prosecution.
© COPYRIGHT Videotel 2008
This video and accompanying workbook training package is intended to reflect the best available techniques and practices at the time of
production. It is intended purely as comment. No responsibility is accepted by Videotel, or by any firm, corporation or organisation who
or which has been in any way concerned with the production or authorised translation, supply or sale of this video for accuracy of any
information given hereon or for any omission herefrom.
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CONTENTS
INTRODUCTION 4

SECTION 1 THE CONTRIBUTION TO SAFETY BY SHIPBOARD PERSONNEL 8

SECTION 2 PERSONAL SAFETY – THE SHIPBOARD MANAGEMENT ROLE 9

SECTION 3 PERSONAL SAFETY IN THE ENGINE ROOM 25

SECTION 4 PERSONAL SAFETY IN THE ACCOMMODATION 26

SECTION 5 PERSONAL SAFETY IN THE GALLEY 27

SECTION 6 PERSONAL SAFETY ON DECK 28

SECTION 7 PERSONAL SAFETY ON TANKERS 29

SECTION 8 PERSONAL SAFETY ON CHEMICAL TANKERS 31

SECTION 9 PERSONAL SAFETY ON CONTAINER VESSELS 48

SECTION 10 PERSONAL SAFETY ON PASSENGER SHIPS 49

SECTION 11 PERSONAL SAFETY ON GENERAL CARGO SHIPS 51

SECTION 12 PERSONAL SAFETY ON CAR CARRIERS AND RO-RO’S 52

SECTION 13 PERSONAL SAFETY ON BULK CARRIERS 53

SECTION 14 ASSESSMENT QUESTIONS 54

APPENDIX 1 PERSONAL SAFETY FOR PASSENGERS ON BOARD PASSENGER SHIPS 78

APPENDIX 2 FURTHER READING AND RESOURCES 81

ANSWERS TO ASSESSMENT QUESTIONS 82

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INTRODUCTION

ABOUT PERSONAL SAFETY ON BOARD SHIP

This package consists of five core videos and seven specialist videos, and this booklet.

The five core videos are:

Personal Safety – The Shipboard Management Role
Personal Safety in the Engine Room
Personal Safety in the Accommodation
Personal Safety in the Galley
Personal Safety on Deck

The seven specialist videos are:

Personal Safety on Tankers
Personal Safety on Chemical Tankers
Personal Safety on Container Vessels
Personal Safety on Passenger Ships
Personal Safety on General Cargo Ships
Personal Safety on Car Carriers and Ro-Ro’s
Personal Safety on Bulk Carriers

Four of the five core videos relate to safety in the main areas common to all vessel types. The other (The
Shipboard Management Role) deals with the contribution of management towards safety, and is for staff
whose responsibilities include a supervisory role or operational safety or the specific management of
safety on board ship.
Personal Safety on Chemical Tankers is another complete chapter, and Sections 3-7 and 9-12 are short
bullet point summaries of the essential points made in the other videos. Each summary is on a separate
page and can be photocopied to use as a handout during training sessions on the topics in question.
The seven specialist videos concern safety on a specific vessel type. They are all intended for crew
members as well as officers, and for others whose activities may affect the safety of those on board.
Appendix 1 contains further points on the safety of passengers on board passenger ships. It can be used
during training sessions in addition to the summary which applies to the Personal Safety on Passenger
Ships video.
The videos are intended to complement your company’s Safety Management System (SMS), not as a
substitute for it. Each one highlights specific safety issues, and describes certain essential steps which
can and should be taken by crew members and others in order to avoid accident and injury on board ship.
The most common risks in a specific area, or on a specific type of vessel, are identified and addressed.
Therefore, although each of the videos is specialist in nature, the essential message in all is that safety
depends largely on individual awareness and responsibility.

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INTRODUCTION
It should be noted, however, that the videos and this text are not intended to make up or replace a
comprehensive safety programme. Nor do they provide detailed instructions concerning any operational
or safety procedures on board ship. The videos may be used to emphasise existing safety procedures and
guidelines, but they do not establish the particular standard of care appropriate to the vessels or
operations of any individual owner or operator.

ACCIDENTS AND THEIR CONSEQUENCES

Any accident resulting in a personal injury causes pain to the victim and disruption to the team while the
crew member is recovering. In purely economic terms, the shipowner or operator may also have to bear
significant indirect costs. Operations may be delayed, future trading plans disrupted and, of course, the
vessel's earnings may be lost and jobs put at risk.
Delays are likely to have an immediate impact on commercial relationships with business partners such
as charterers, and a poor safety record will worsen this problem through damage to the company’s
reputation.

WHY DO ACCIDENTS HAPPEN?

Most accidents and incidents at sea are caused,
either directly or indirectly, by human error. They
might be a result of an unsafe act by an individual,
unsafe working conditions (also ultimately
attributable to human error) or a combination of
1 the two.
SERIOUS It is estimated that for every SERIOUS ACCIDENT
ACCIDENT there will be 30 MINOR ACCIDENTS, 300 NEAR
MISSES OR HAZARDOUS OCCURRENCES and
30 3000 UNSAFE ACTS AND WORKING CONDITIONS.
MINOR The only reason the unsafe acts and working
conditions do not end up in more accidents and
ACCIDENTS near misses is sheer luck.

300
NEAR-MISSES

3000
UNSAFE ACTS AND CONDITIONS

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INTRODUCTION
Why do we commit so many unsafe acts?
One or more of the following factors are usually involved:
• Failure to follow the correct procedures
• Inadequate training
• Complacency
• Lack of motivation
• Stress
• Fatigue
• Poor communication between officers and crew, or between members of a team
• An on board culture which has a negative attitude to safety

Often, these will be interconnected, and all can be put down to a failure on the part of the management
team to manage safety properly.

SOLUTIONS AND TOOLS

Ships have a range of protective mechanisms in place:
• Procedural: the ship’s Safety Management System (SMS), manuals, checklists, maintenance, training,
drills, audits
• Physical: lifeboats, fire extinguishers and Personal Protective Equipment (PPE)

All these mechanisms need to be managed effectively by the management team who have been given the
resources to do their job properly. Their work is the key to reducing accidents and incidents onboard.
A range of national and international codes and regulations provide a valuable legislative framework and
guidance for how safety should best be managed.

CODES AND REGULATIONS

Investigations into shipping accidents had shown that standards of safety in the shipping industry were
not as high as they should be. In response to this, a series of international and national codes and
regulations were introduced to raise shipping companies’ safety management to the same high
standards, and to provide benchmarks that the shipboard management team can use when planning and
carrying out safety measures on their ships.

The International Management Code for the Safe Operation of Ships and for Pollution
Prevention (ISM Code)
Adopted by the IMO in 1993 and in force since 1 July 1998, the ISM code came into being because
investigations into accidents had highlighted shortcomings on the part of ship management both at sea
and ashore.
The ISM code requires owners and operators of ships to set in a place a Safety Management System
(SMS) to ensure safety and environmental protection.

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INTRODUCTION
International Safety Guide for Oil Tankers and Terminals (ISGOTT)
ISGOTT is recognised as the main industry guide on the safe operation of oil tankers and terminals and is
published by the International Chamber of Shipping (ICS), the Oil Companies International Marine Forum
(OCIMF) and the International Association of Ports and Harbours (IAPH). It originally came out in 1996
and as this book goes to print, is on its 5th edition.

The International Ship and Port Facility Security Code (ISPS Code)
This set of measures was developed in response to the 9/11 attacks in the United States. It came into
force on 1 July 2004 as part of SOLAS (International Convention for the Safety of Life at Sea) and applies
to all vessels over 500 gt operating in international trade.
The ISPS code regards security as basically a risk management activity. It provides methods to assess
security risks and put adequate measures in place. It establishes roles and responsibilities and enables
security information to be collected and exchanged.

Code of Safe Working Practices (CoSWP)

The UK’s Maritime and Coastguard Agency (MCA) CoSWP provides guidance for safe working practices in
situations that commonly arise. Its basic principles can be applied to many other work situations that are
not specifically covered. It must be carried on all UK ships but it is designed to add to manuals, work
instructions and other guidance provided by the shipping company.

Tanker Management and Self-Assessment (TMSA)

TMSA, published by OCIMF (Oil Companies International Marine Forum) in 2004, is a best practice guide
for ship operators and goes beyond the ISM Code in its recommendations. TMSA takes the view that best
practice is the best way to solve problems. It provides a model for quality management where the
shipboard management team assess their own ships’ quality through KPIs (key performance indicators)
and raise standards by using the continuous improvement cycle.
The focus throughout is on safety and environmental excellence.

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SECTION 1

THE CONTRIBUTION TO SAFETY BY SHIPBOARD PERSONNEL

All who serve on board are responsible for safety, both for themselves and others.
In order to fulfil these responsibilities, each crew member should:
i) Always use common sense for their own safety and for the safety of those around them
ii) Familiarise themselves with and always follow the general rules which apply to a particular ship
iii) Familiarise themselves with and always follow the safety practices which apply to a particular job
iv) Make sure that appliances are fit for the work to be undertaken
v) Familiarise themselves with and always follow safe operating procedures for machinery and
equipment at all times
vi) Promptly report unsafe machinery, equipment, conditions or operations
vii) Contribute positive safety ideas to those responsible

Remember, any crew member has the duty to intervene if they think something is unsafe!
No crew member is obliged to carry out unsafe acts or to work in unsafe conditions.

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SECTION 2

THE SHIPBOARD MANAGEMENT ROLE

EFFECTIVE SAFETY MANAGEMENT

The management team must take a proactive approach towards identifying hazards and developing
measures to reduce risks to the barest minimum.
Safety management needs to be carried out in a systematic way, both on board and ashore. This involves:
• Developing and refining safety management systems
• Managing safe operation and maintenance
• Creating a safety culture
• Training and familiarisation
• Motivating and leading

Case study – cargo tank incident showing lack of effective safety management

Incident
In December 2006, a Deck Cadet and the Bosun entered a cargo tank which had previously contained the
cargo Hexene-1. Both crew members were overcome by the vapours of the previous cargo or lack of
oxygen and lost consciousness, causing them to fall onto the mid level platform of the tank. The duty AB
radioed to the cargo control room for help and both men were rescued from the tank by the Chief Officer
and the duty AB. First aid was immediately administered and shortly after the rescue both men were
transferred by ambulance to hospital. Both men were declared fit by the hospital and allowed to return to
the vessel later the same day.

Causes
• The root cause of this incident lay in the fact that, against all company and industry procedures, a cargo tank was
entered, without proper communication and verification of the tank atmosphere.
• Although in general the cooperation between Bosun and other deck personnel was good, some problems
occurred relating to the manner in which the Bosun conveyed orders to his people. This was especially noticeable
with the Deck Cadet who was afraid to question the Bosun, even when an unsafe situation was developing.

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• The duty AB did not intervene in a correct manner. Although he did challenge the Bosun verbally, he did not
report to the Duty Officer by radio about the intentions to enter the tank.
• There had been a pre-arrival meeting and the list of cleaning operations was discussed. However, the sequential
way this would be completed was not included. No further status meetings were held.
• Although all tank cleaning operations had been suspended almost one hour before the incident, on returning to
deck after a coffee break the Bosun continued with his list of jobs to be carried out, preparing the cargo tank in
question being one of the items on the list. This showed that communication between the Chief Officer and Bosun
was not good enough.
• Most of the communication between officers and deck personnel was done by radio. At the time of the incident
three officers were inside the CCR and deck work was not directly supervised by the officers. It was not verified
that all tank cleaning operations were actually stopped after the order of suspension was issued.

WORKING TOWARDS A SAFETY CULTURE

A true safety culture and safe practices are products of good safety management. They benefit everyone
and can only be achieved through the active leadership and commitment of the management team on
shore and on the ship.
A culture is a community in which the members have shared attitudes, beliefs and values which cause
them to behave in similar ways. In a safety culture, people support one another and look out for each
other.

Safety culture starts at the top. People base their

behaviour on what they can see is important to
their bosses, so it is important for the Master to
have a clear and genuine interest in safety
committee meetings, for example, and for head
office to spend money on safety even when there is
no obvious commercial benefit to them.
Management’s commitment to safety is paramount.

A SAFETY CULTURE MEANS:

• Safety is not seen as just a matter of compliance with minimum regulatory requirements but as an
integral part of every activity on the ship, whether it is unloading cargo, maintaining equipment,
rigging an accommodation ladder or welcoming a visitor on board. People think about their own
safety and that of their fellow seafarers all the time.
• All hazardous occurrences are reported. Analysis of the causes of hazardous occurrences helps to
improve systems and procedures, and to reduce the risk of incidents and accidents occurring.
• A ‘no fear’ culture. The management team encourage good relationships and communication between
ranks, between engine and deck, and between different nationalities. Crew members should feel they
can speak out if they have concerns over a safety issue, without fear of put-down, blame or
recrimination.

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SECTION 2

Ships with a safety culture have the fewest accidents! And that leads not only to a
happier ship but also a more profitable ship.

Case study: The Bow Mariner – lack of safety culture and leadership Incident

Incident
In 2004, the chemical tanker Bow Mariner caught fire, exploded, and sank to the east of Virginia, with 21
people dead.
The USCG (United States Coast Guard) report found that, while underway, the Master had inexplicably
ordered the crew to open 22 cargo tanks that had previously held MTBE (methyl tertiary-butyl ether),
exposing the crew to toxic fumes and permitting flammable vapours heavier than air to accumulate on
deck.
However, the seriousness of the accident was compounded by a number of other factors:

Causes
• The Master did not organise a proper response to the explosions. He abandoned ship without sending a distress
signal or without attempting to contact a nearby ship, without conducting a proper muster or search for injured
crewmen, and without attempting to launch primary lifesaving appliances.
• The premature abandoning of the ship by the Master and Chief Engineer exposed the crew members who
entered the water with them to the cold water far earlier than necessary and contributed to the high loss of life.
There would have been enough time for the survivors of the explosion to put immersion suits on before they got
into the water.
• The Master had not carried out regular and effective fire and boat drills, and ignored questions from the Third
Officer about whether a distress signal had been sent. The officer on watch failed to sound the general alarm,
make an announcement or send a distress signal. Several crew members panicked and no one reported to their
muster stations with the equipment they were assigned to bring. The personnel who gathered aft were
disorganised, did not know what to do and were in desperate need of leadership that the Master and Chief
Engineer did not provide.
• The company and senior officers had failed to provide familiarisation training required by the Safety Quality and
Environmental Protection management System (SQEMS) for critical crew members who were making their first
voyage with the company. In fact the Second Assistant Engineer stated he was specifically prohibited from
performing many of the duties listed for his position in the SQEMS by the Chief Engineer.
• Training was scheduled and recorded in the minutes of Safety Committee meetings but not conducted. Many of
the entries in the minutes that related to inspections were identical from month to month, with the same
typographical errors, indicating that portions of the minutes were simply copied each month. This went unnoticed
by the company’s onshore officials.

The report also found lack of cohesiveness and trust between the three senior Greek officers and the
Filipino crew. Filipino officers did not eat their meals in the officers’ mess and were given only menial
tasks. Several survivors reported that the Greeks treated them with disrespect and were constantly
threatening them with dismissal. The survivors clearly feared the Greek officers and each one stated that
they would obey any order from them, even if they knew the order to be unsafe. One crew member stated
that orders from the Greeks were like ‘words from God’.

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SECTION 2

THE SAFETY MANAGEMENT TEAM

Managing safety is a team effort. Managers in the shore office form one part of the safety management
team, and the managers on board ship form the other. As always in teamwork, the best results are
achieved when all parties work closely together.

THE SHORE OFFICE

Shore office managers, especially the Designated Person Ashore, have their own part to play in
motivating personnel and in committing themselves to creating a safety culture.

They are responsible for:

• Publishing a policy statement that demonstrates the company’s commitment to safety through continuous
improvement
• Recruiting suitably well-trained and qualified personnel
• Providing procedures and instructions presented in a clear step-by-step format
• Setting in place an appraisal system to review staff’s safety awareness and identify any training needs
• Monitoring the training, suitability and health of crew members working on the ship on an ongoing basis
• Sharing and promoting best safety practices across the fleet
• Monitoring ships’ performance targets and tracking recommendations that have been made to make sure that
they have been implemented
Managers on shore should establish good two-way communication with the management team on the
ship. They should:
• Visit ships at regular intervals so that they can see and understand what the safety issues mean in practice
• Encourage and support individual ships’ safety initiatives
• Discuss and respond promptly and constructively to safety issues identified on ships
The role of shore office managers is likely to change as a result of advances in information and
communication technology. As more and more ships have broadband internet access, they will gain
access to current information and may require guidance from shore management, for example on
whether to proceed with a certain task.

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Depending on the issue raised, shore managers will need to consider whether to request a risk
assessment for the task in question and then make the decision themselves, or whether they should
delegate the decision to the ship.

THE ROLE OF THE DESIGNATED PERSON ASHORE (DPA)

Providing the link between the ship and the office ashore, with access to the highest levels of
management, the DPA plays a vital role in managing safety.
The ISM Code stipulates the DPA’s responsibilities as monitoring the safety and pollution-prevention
aspects of the operation of each ship and ensuring that adequate resources and shore-based support are
applied, as required.
The most vital aspect of this role is to see that the ship’s Safety Management System (SMS) is operating
well, and is continuously refined and improved.

The DPA should be well known, trusted and

respected by those on board ship and in the office
ashore. He or she should be seen to be effective,
to deal with issues, to provide leadership and
support, and ensure that feedback loops are
always closed.

THE SHIPBOARD MANAGEMENT TEAM

The management team on board ship have the closest day-to-day relationship with the crew and are in a
unique position to provide leadership and motivation, and to embed a safety culture on the ship. They are
responsible for:
• Ensuring that safety systems and procedures are followed
• Supervising the safe operation and maintenance of equipment
• Controlling training, familiarisation and drills
• Reviewing and improving all procedures, systems and training, as part of the cycle of continuous improvement
• Using resources appropriately, i.e. keeping track of crew members’ work and rest hours
• Having a clear response plan for emergencies
• Displaying safety information in the appropriate places
• Communicating with shore management about what is reasonable and safe, for example the best time for an
inspector to come on board, or for a boiler to be repaired

Note: Everyone on board ship who has someone to supervise can be considered a
safety manager! Their safety, too, must be managed.

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SECTION 2

THE CONTINUOUS IMPROVEMENT CYCLE

Effective safety management means taking a proactive attitude towards reviewing

and correcting anything that could pose a risk.

The continuous improvement cycle is a

PLAN management tool in which policy is planned and
set, management processes are implemented,
their effectiveness is measured, and any
adjustments are made, before the whole cycle
ACT DO begins again.

CHECK

¯ The team identifies the risk element(s) in an activity or piece of equipment

¯ A plan is agreed to implement a new measure which will address the risk(s)
¯ The measure is implemented
¯ The measure is then assessed and refined
¯ Based on the findings, an improved measure is agreed and implemented
¯ The improved measure is assessed and refined
¯ And so on…
SITUATIONAL AWARENESS
It is only too easy for the management team to become absorbed in their own tasks and lose sight of the
bigger picture. The Master and officers on board need to use their knowledge, experience and all the
information at their disposal to pick up on potentially unsafe situations.

Case study: Braer – lack of situational awareness

Incident
On 5 January 1993, the tanker Braer went aground off Shetland resulting in a 9-mile oil slick. It was only
through efficient air rescue that all the crew were safely evacuated.
The morning before, it had been reported to the Master that four spare steel pipe sections which had
been secured on the port side of the after deck had broken loose and were rolling between the port side
of the engine casing and the ship’s port rails. The vessel was rolling heavily in a severe southerly gale
and frequently shipping water on deck. No action was taken to secure the pipes.

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That evening, difficulty was experienced re-igniting the auxiliary boiler after routine adjustments had
been made to it. Shortly after midnight, seawater contamination was discovered in the diesel oil supply
line to the boiler, and later also in the diesel oil service supply to the main engine and generator.
At 0440 hours the main engine stopped, and soon after the generator failed.

Causes
The report found that that the sea water had entered the tank from the upper deck through a damaged
after air pipe to the tank, and the damage had been caused by one or more of the steel pipe sections
which had broken adrift.
It is likely that the ‘rumbling’ of the pipes would have been heard from the officers’ messroom.
The Master had not given an order to have the pipe sections re-secured. He did not even go and look at
them from the crew messroom window, or tell anybody to keep him informed as to what damage they
may have been causing.
Neither he, the Superintendent, the Chief Engineer, nor the senior Assistant Engineers had realised why
the seawater contamination had taken place. All efforts were concentrated on draining water from the
fuel. An earlier intervention by the Superintendent and an analytical approach by him might have resulted
in discovery of the source of the water entry.
The accident took place because none of the shipboard management team had connected the two issues
(the rolling pipes and the seawater contamination) in their minds.

ROUTINE OPERATIONS
All routine operations that could have safety implications should be managed, and part of the
management process involves assessing them for risk (this is dealt with in detail under RISK
ASSESSMENT, below).
Each aspect of the operation must be planned in detail, and carefully scheduled to ensure there are
enough people for the task and that it will not conflict with other operations taking place at the same
time.

SUPPORT FOR THE SHIPBOARD MANAGEMENT TEAM

The shipboard management team should be able to trust junior officers to take on certain tasks. It is not
possible to do everything yourself, and in fact it is risky behaviour to attempt to do so, as doing too much
can lead to mistakes made through fatigue or confusion or both.
In the case of the Bow Mariner, the chief officer would not sleep during cargo operations except for
occasional short naps in a chair. He performed all management and administrative duties himself,
including the preparation of plans for cargo loading/unloading, ballast management, tank cleaning and
gas freeing, training and drills. He did not delegate or attempt to train the junior officers to perform any
of these tasks, either to reduce his own workload or to provide for their professional growth.

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SECTION 2
The most efficient approach to delegating tasks is to plan and prioritise them in advance, preferably in a
meeting with the relevant personnel:
• What tasks need to be done?
• When do they need to be done?
• If there are too many to do at once, can you put any of them off to a later time?
• If not, what would be the most appropriate task for you, personally, to be taking control of?
• Who would be the most suitable officer(s) to take on the other task(s)? Have they been trained in how
to do this? Do they have sufficient experience?
• What feedback mechanisms can you use to ensure that the job is being done properly?

MANAGING CREW MEMBERS’ WORKLOADS

Long working hours are an inevitable part of working at sea, but stress and fatigue can be kept within
tolerable limits if resources are used properly.
The management team should evaluate the skills and knowledge of individual seafarers to see whether,
collectively, they are experienced and trained for the peak manpower points and that there are enough
people to cover extended busy periods.
But it is not only the peak times that need to be planned. Look at crew members’ overall workload:
• Watchkeeping
• Deck and engine room maintenance
• Cargo preparations
• Drills and training
• Cleaning
• Record-keeping, etc.
Is the overall workload excessive? If so, a request for more people should be made.

DIFFICULT DECISIONS
Senior officers face a dilemma when they are under commercial pressure to keep to their schedule, but
something needs repairing or the crew have not had their allotted rest or sleep hours. The right decision
is always to stop the ship – it is better to lose time than lives! From a purely financial point of view, an
accident or incident is bound to be more expensive than a delay.
At other times, a senior officer may make a decision that, in hindsight, or as circumstances change, looks
unwise. Keep in mind the possible outcomes of your decision, and change it if necessary. This is
professional seamanship, not loss of face, and you will be respected for doing the right thing.

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RECORD KEEPING

Record-keeping is an important part of the safety

management system for routine operations and
essential for auditing purposes. Has the operation
been safely planned? Has it been checked? Has
equipment been safely and regularly maintained?
All these things should be recorded.

MANAGING CHANGE
The smallest change can have consequences for safety, and must be managed. Any change to equipment,
personnel (including the arrival of third-party contractors) or procedures should be evaluated with a view
to taking appropriate action such as training or familiarisation.
The TMSA guidelines recommend that the change-management systems should, among other things:
• Provide a clear understanding of the safety implications of the change
• Ensure that all changes comply with regulations, industry standards and original equipment design
specifications
• Ensure that there are appropriate procedures in place for staff handover and familiarisation, both ashore and on
board vessels
• Include provision for issuing work permits before any work is carried out, or any changes are made to equipment
• Ensure that the potential consequences of the change are identified, together with any necessary mitigation
measures, and that the results are communicated to those affected by the change

THIRD-PARTY SERVICES
The shipboard management team should ensure that third parties perform their work in a manner
compatible with the operator’s own safety policies and procedures, and consistent with the TMSA
guidelines. This requirement should cover both vessels that are contracted in and personnel contracted
to undertake maintenance, inspections or repair work.

MANAGING SAFETY AND SECURITY WHEN VISITORS COME ABOARD

The ship owner has a legal responsibility and duty of care to provide a safe working environment for crew
members as well as third parties while they are on board.

Security
The ISPS code stipulates that there should be ship security plans, ship security officers and company
security officers. Access to the ship should be monitored, as should the movements of people and cargo,
and security communications should be readily available.
The ship should have a system in place to manage the checking and logging of visitors’ IDs, and to escort
visitors at all times while on the ship.

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Safety
The fact that people are on board who are not familiar with the ship increases the likelihood of accidents.
Even shore based contractors who are experienced in their task will need special supervision.
The safety of visitors to the ship is the responsibility of the management team. They need to make sure
that visitors are familiarised with the ship, and with all the appropriate safety procedures and signals.

RISK ASSESSMENT
Risk assessment is an essential aspect of safety management. It can be applied to any procedure or
equipment, and really does reduce the risk of accidents.
The obvious use for risk assessment is to find out what risk might be attached to a new task or piece of
machinery. Yet one of the most useful applications is on existing working practices which have always
been done in a particular way. Because people have become used to doing it that way, they do not see
how potentially dangerous it is.
There are no fixed rules for how to perform a risk assessment, but it is strongly recommended that your
company sets up a procedure for doing this, and for ensuring that risk assessments are recorded, put
into action and evaluated.
Generic risk assessment forms from CoSWP, the Maritime Coastguard Agency’s Code of Safe Working
Practices, can be found in Appendix 1.

How to manage a successful risk assessment

1 Plan. What needs to be done? Who is going to do it? Will it need a written assessment? Will it need a
permit to work? (usually for work on pressurised equipment, work requiring isolation from sources of
electrical power or heat; entry into enclosed spaces; work involving toxic materials; working aloft or
overside; hot work; any other types of work such as lifeboat maintenance or diving operations)
2 Hold a briefing meeting with everyone who will be involved. Explain why the risk assessment is
being carried out. Remind people about risks and precautions and check that they are properly
prepared, and wearing the appropriate PPE. Don’t forget to ask for crew members’ opinions and
suggestions, and praise good ideas! This is good management and helps to create a safety culture.
3 Identify the hazards inherent in the procedure or equipment, and evaluate the severity of the level of
risk.
4 Decide what would be the best course of action to take. Have a contingency plan in case something
unforeseen happens.
5 Communicate the work plan throughout the ship. Everyone on board should know what other people
are doing.
6 Before starting the task, hold a ‘toolbox talk’ (an on-the-job-briefing) to ensure everyone
understands the task to be done, what is required of them, and has the correct tools, PPE and
permits to work.
7 Carry out the agreed action.
8 Monitor what has been done. Has it been successful? Could it be improved?

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Remember:
• People want to understand why they are being asked to do something. Explain why the risk assessment is
important and how they will benefit.
• Nobody knows a task better than the people who habitually do it. Consult the relevant crew members. How do
they feel about the way an activity is being currently performed? How could it be improved in their opinion?
• Let them know that you will be involved in the assessment by saying ‘we’ rather than ‘you’.

APPROVING THE TASK

When approving a task, the management team should take into account the level of risk inherent in the
task. Once the task’s risk has been assessed, your company procedure will dictate who is responsible for
deciding whether to go ahead with it. Often it will be the Master to decide, but with major tasks it could
be the shore office.
If the risks of undertaking the task could be very high, the Master may decide not to proceed. However,
where it is possible to reduce the risk, it may be advisable to carry out the task under different conditions
such as in dry dock, or in a modified way, or by taking special precautions to reduce the risk, such as
waiting for extra manpower to become available.

CARRYING OUT THE TASK

Managing safety while the task is being carried out is the first line of defence against accidents!
Although the main objective is clearly to get the task done, the focus of everyone’s efforts should be on
safety, and the manager is responsible for motivating crew members to perform the task safely. He or
she must see that everyone is working in a safe way, in compliance with company procedure and, if
relevant, with the equipment manufacturer’s instructions.
Everyone must be wearing the appropriate PPE, and, depending on the task to be performed, must have
the necessary permits to work.

Good communication between everybody involved

in carrying out a task is vital, especially in the
event of circumstances changing during the
operation. It is always better to have face-to-face
communication and if necessary another toolbox
meeting rather than communicating via radios
only, as people may miss the message.

The safety officer should not only compliment those who are doing their job safely and wearing the right
PPE but should also support anyone who is in need of encouragement. For instance, if crew members are
not doing a job safely, the officer should explain to them how to do it properly.
Note: An officer may delegate a task but not the responsibility for it to be carried out correctly.

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THE SAFETY COMMITTEE

A Safety Committee is normally required by companies and Flag States. It is a

valuable tool in the process of managing day-to-day safety, and a useful link
between the management team on board and on shore.
The committee should meet regularly (recommended frequency is once a month) and decide its own
agenda. It can be chaired by anyone, though some Flag States require the Master to be the chair.
However, note that the Master must not be the ship’s Safety Officer.
How the committee is made up will depend on the company or Flag State, but in addition to the
permanent members, other personnel should be invited when a particular issue on the agenda relates to
their department. There should be a mix of operational areas, ranks and nationalities, and contractors, if
any are on board.
In fact, it should be made clear that anyone who would like to come to a meeting will be welcome. Often
the best ideas for improving safety come from people working ‘on the ground’.

AGENDA FOR MEETINGS

Although certain items should regularly be covered during the meetings, the agenda should also allow
for free discussion on safety-related issues.

Topics under consideration might be:

• Collecting, reporting and discussing information about hazardous occurrences and accidents, not only
on your ship but others in the fleet
• How to communicate information to all personnel about new safety issues including accident and
hazardous occurrence reports
• Training and familiarisation for new crew members
• Assessing risk (procedures, tasks, drills, equipment)
• Brainstorming ideas for how safety could be improved for existing procedures

THE OUTCOME
After the meeting, the notes should be written up, put on the notice board, and sent to the heads of
department and the DPA. The safety officer can also use the decisions that were agreed during the
meeting as a talking point during his or her normal contact with personnel, to find out their opinions,
consider their suggestions, and keep safety uppermost in people’s minds.

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THE SAFETY OFFICER

The Safety Officer’s role is as safety adviser on board, providing support to the
safety management team, and helping to promote a positive safety culture on
board ship.
His or her aim should be to anticipate safety issues and develop safety measures to deal with them
before an accident or incident should occur.

The Safety Officer should be actively involved in:

• Administering the SMS set up by the company
• Inspecting all areas of the ship accessible by the crew
• Making reports and recommendations on safety to the Master
• Arranging for safety brochures and leaflets to be distributed on board, and for posters and notices
to be displayed
• Communicating new regulations or advice relating to safety
• Ensuring that all equipment and procedures are safe
• Encouraging crew members to put forward ideas for how safety can be improved
• Carrying out safety inspections
• Training, familiarising, and drilling personnel in the use of equipment and in correct procedures
• Investigating accidents and incidents
• Monitoring permits to work
• Training the elected safety representative(s)

From a personnel management point of view, the best results are achieved when the Safety Officer takes
a positive, praising approach, especially to the people who most need encouragement. This attitude
promotes good practice and helps to instil a safety culture on board because people will perceive the
Safety Officer in a friendly light, as someone who is helping them stay safe in their life on board ship.

The Safety Officer should use his or her informal

day-to-day contacts with colleagues to reinforce
the safety message.

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SAFETY INSPECTIONS
Safety Officers should carry out inspections in each area of the ship that is accessible by crew members
at least once every three months. Heads of department should be consulted beforehand and involved in
the inspections.
Inspections should be done in plain view, as people are going about their work, and the officer should
always be accompanied.

The kind of things the Safety Officer should look for are:
• Are there physical aspects of the environment that could cause an accident or risk to health, such as
lighting, ventilation, noise levels, how easy a space is to enter and exit, whether equipment has been
properly stowed, whether surfaces are clean and tidy?
• Are procedures being properly carried out and supervised? Are personnel wearing their PPE? Have
they been adequately trained to carry out the task?
• Have the potential hazards identified in the last inspection been rectified?

Checklists for each area are a useful way of ensuring that everything is covered, and the results of each
inspection should be logged. Good points should be noted as well as bad.
Points identified during inspections should be followed up to make sure actions have been taken, and
taken correctly.
Note: Try to catch people doing something right! This is a great opportunity to praise crew members and
help to embed the safety culture.

SAFETY DRILLS

The Safety Officer should organise regular safety

drills, and before any drill takes place he or she
should ensure that there is a contingency plan and
that weather conditions are suitable. All new drills
will also require risk assessments.

Accident investigation
The investigation and reporting of accidents and hazardous situations is an important tool in the
management of safety and is required by the ISM Code.
Rather than to lay blame at someone’s door, the purpose of accident investigation is to identify areas of
vulnerability and learn lessons from what took place, so to prevent recurrence of the accident.

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The TMSA guidelines propose that ship operators should establish and maintain procedures for
consistently reporting, investigating, analysing and documenting safety and environmental incidents,
significant hazardous occurrences and breaches of regulations.
The Master is responsible for the reporting of accidents, but the Safety Officer must assist the Master to
investigate all accidents and dangerous occurrences.
The Safety Officer’s first concern must be for the welfare of the injured person or persons, and for the
safety of the affected area. But if this can be managed by other personnel, it is recommended that the
safety officer focuses on establishing the facts of the case.

Collecting evidence is done by:

• Writing down the names of everyone who was present at the accident
• Making a record of the scene of the accident (taking photos and measurements)
• Interviewing witnesses and the injured party as soon as possible
• Checking any equipment
• Putting together any relevant documents

Records should contain:

• Details of what happened
• The date
• The names of people involved
• The nature of the injury
• Witness statements
• Recommendations
• Action taken, if any.

The Master must send the accident investigation report as per the requirements of the company's SMS.

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SUMMARY

The main goals that good safety management should achieve, which are also its best tools, are:
• Continuous evaluation and improvement. All systems, procedures and operations should be
continuously reviewed to see how they could be better managed from a safety point of view.
• Good leadership. This includes effective planning, and consulting and involving crew at ground level in
the management of safety. Their participation will increase motivation and awareness.
• One safety management team. Shore and ship management must work together towards the same
goals and must be perceived as one team. Shore based management has to be visible and
approachable to those on board, and in turn shipboard personnel should feed back to shore, and
make suggestions for improvements.
• A company-wide safety culture. If people’s involvement is encouraged at every level a safety culture
will be easier to develop. People should be treated with respect, as an asset rather than a number.
They need to be encouraged to intervene when they see something going wrong or if they witness
unsafe procedures. There should be a ‘no fear’ culture in which the focus is on why things have gone
wrong in order to improve them, and not on finding someone to blame. Good, open communication is
an essential precondition for a successful safety culture.

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PERSONAL SAFETY IN THE ENGINE ROOM

This is a short bullet point summary of the main points made in the PERSONAL SAFETY IN THE
ENGINE ROOM video. It can be photocopied and used as a handout to facilitate training
sessions on this topic.
• Be familiar with and understand the relevant sections of your own Safety Management
System (SMS)
• Use protective clothing to protect yourself against cuts, abrasions, heat and chemicals
• Remove rings and jewellery so that they do not become caught in moving machinery
• Use safety footwear to protect your feet against heat, chemicals, penetration, slipping
and crush damage
• Adjust the fit on your hard hat so that it can absorb the force of impact effectively
• Wear your hard hat to avoid injury from knocks or falling objects
• Use ear defenders to protect your ears against noise
• Use safety glasses and goggles to protect your eyes against flying particles and harmful
splashes
• Make equipment and material secure against accidental movement
• Follow the correct procedures when operating watertight doors
• Fence off and mask dangerous places and replace missing floorplates and railings as
soon as practicable
• Don't injure yourself by misusing tools
• Don't use machinery if safety guards or screens are defective or missing
• Remove sources of potential fire danger by good housekeeping
• Take care when using flammable materials near hot surfaces and exhaust pipes
• Don't overload cables as this may cause electrical fires
• Know the location of safety equipment in the engine room
• Pre-plan escape routes in case of emergency
• Clear up spills to avoid slips and falls
• Use correct procedures when handling hazardous materials
• Don't use defective electrical equipment as it may cause shocks. Place a warning notice
for others
• Make sure that only trained and authorised crew use welding and flame cutting
equipment
• Avoid tiredness with sufficient sleep and rest periods. Stay alert to personal safety
• Be constantly alert to hazards. YOU have a personal responsibility for your own safety
and that of your shipmates
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PERSONAL SAFETY IN THE ACCOMMODATION

This is a short bullet point summary of the main points made in the PERSONAL SAFETY IN THE
ACCOMMODATION video. It can be photocopied and used as a handout to facilitate training
sessions on this topic.
• Be familiar with and understand the relevant sections of your own Safety Management
System (SMS)
• Do not create or ignore obstructions in ship's alleyways as they could prevent people
from escaping a fire
• Do not smoke in bed
• Report people who do smoke in bed
• Do not bring hazardous material into the accommodation
• Avoid disease by keeping air ducts clean and effective
• Be aware of hot surfaces in ships laundry and drying rooms
• Report dangerous equipment such as badly wired domestic appliances
• Don't play or interfere with fire extinguishers as it could cost someone's life
• Always use the handrails both on internal and external stairways
• Don't run down accommodation alleyways
• Always report even small defects like loose or protruding carpets as someone might
trip over them. Reporting small problems now helps avoid big problems later
• Report if you are feeling ill. Your illness may be contagious, and even if it is not, your
reactions may slow down and cause danger to yourself and others
• Be aware that tiredness increases the likelihood of an accident
• Remember that being off duty does not release you from your responsibility to
safeguard yourself or your fellow crew members
• Be constantly alert to hazards. YOU have a personal responsibility for your own safety
and that of your shipmates

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PERSONAL SAFETY IN THE GALLEY

This is a short bullet point summary of the main points made in the PERSONAL SAFETY IN THE
GALLEY video. It can be photocopied and used as a handout to facilitate training sessions on
this topic.
• Be familiar with and understand the relevant sections of your own Safety Management
System (SMS)
• Make sure that your hands are properly clean before you touch any food. You can never
know when your hands are harbouring food poisoning bacteria
• Make sure that all knives are properly stowed and labelled. Check all mechanical
slicers before you use them. Keep your eyes on what you are doing once you start
cutting
• Report to the safety committee all incidents where any kind of injury has or could have
occurred
• Wash your hands whenever you go from working on uncooked food to working on
cooked food
• Use safe procedures and good hygiene to minimise the growth of food poisoning
bacteria. Remember your training and be careful about temperature control
• Stow different types of food in different places and ensure that you have an effective
stock rotation system in operation
• Do not smoke in a food preparation area or food store
• Remember that good hygiene reduces the likelihood of pest infestation
• Tell someone when you are going into the fridges or cold stores and make sure you
know how to operate the emergency escape equipment or alarm. Make sure that the
floor and duck boarding in them is kept clean, ice-free, and in good condition
• Remember the correct lifting technique with heavy items. Always get help to lift heavy
objects if you need it
• Wear the appropriate footwear and clothing
• Clear up all spills and breakages immediately to keep the decks clean and dry and so
minimise slips, trips and falls
• Always use the correct procedures for operating cooking equipment, especially ovens
• Never leave the galley unattended if any cooking is taking place
• Make sure that no untrained personnel are allowed to operate the galley equipment
• Know where the appropriate fire fighting equipment is kept and how to use it
• Be constantly alert to hazards. YOU have a personal responsibility for your own safety
and that of your shipmates

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PERSONAL SAFETY ON DECK

This is a short bullet point summary of the main points made in the PERSONAL SAFETY ON
DECK VIDEO. It can be photocopied and used as a handout to facilitate training sessions on this
topic.
• Be familiar with and understand the relevant sections of your own Safety Management
System (SMS)
• Never leave a heavy object on deck without securing it. It could shift and injure someone
• Do not stand in the bight of a mooring rope and remember, mooring ropes can part
without warning
• Do not stand between the mooring line and the winch as you could get pulled in:
• Never lift a heavy object without bending your legs. Always get help to lift heavy objects
if you need it
• Always use both hands to steady yourself when climbing a ladder. Do not attempt to
carry awkward objects up a ladder- pull them up on a line
• Never work aloft without a safety harness
• Switch radar off if you are working near the scanner. Leave a notice to say it should not
be switched on. Ideally remove the fuse
• Always wear protective gear when dealing with corrosive materials such as acid
• Never smoke near an inspection hatch
• Always ensure that the current is switched off and an explanatory notice is put in place
when you work on electrical equipment
• Never walk through prohibited areas, especially when cargo is being loaded or unloaded
• Never go down a gangway before the safety net is ready. Never run down
• Always wear a hard hat in designated areas
• Do not take drugs. They can impair your performance and make you a danger to others.
They will also land you in trouble
• Be constantly alert to hazards. YOU have a personal responsibility for your own safety
and that of your shipmates

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PERSONAL SAFETY ON TANKERS

This is a short bullet point summary of the main points made in the PERSONAL SAFETY ON
TANKERS video. It can be photocopied and used as a handout to facilitate training sessions on
this topic.
• Be familiar with and understand the relevant sections of your own Safety Management
System (SMS)
• Only enter an unoccupied confined space if you have an entry permit or permit to work,
signed by the officer in charge and the Master, if thorough checks have been carried
out, and if the space has been mechanically vented beforehand
• Ensure that the watch kept at the tank entrance have a radio, breathing apparatus,
resuscitation equipment and trained personnel ready for entry in case of emergency
• Do not rush into a confined space to save a fellow crew member – always follow the
safeguards laid down in the procedures
• Cargo vapour can get anywhere so always work on the assumption that vapour is near
you on deck
• If you think you have breathed in cargo vapour, leave the area and immediately inform a
senior officer
• If any petroleum cargo gets on your skin, wash it off immediately
• Always wear the appropriate footwear and other relevant PPE (Personal Protective
Equipment)
• If you are carrying a new or unfamiliar product, check the cargo’s data sheets to find out
what special hazards are associated with it
• To reduce the risk of fire, ensure that there is no source of ignition
• Make visitors to the ship aware of the no smoking regulations
• Do not smoke outside the designated smoking area at any time
• Only use intrinsically safe portable equipment on deck and in tanks. This includes
cameras, domestic radios and torches, iPods, CD players and – most importantly –
mobile phones
• Inform all visitors to the ship that they must keep their mobile phones switched off until
they are in the accommodation
• To reduce the risk of sparks, make certain that ullaging tapes are properly earthed if
tank washing has taken place recently
• All metallic equipment should be earthed and man-made fibre ropes used at all times
• Only carry out hot work that conforms to the permit to work issued for it

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PERSONAL SAFETY ON TANKERS

Continued
• Keep a constant look out for any oil spills or leaks. These can cause pollution, fire,
breathing problems, and slips and falls
• Always keep hold of rails on gangways and stairs
• Ensure that all measuring equipment has been properly calibrated
• Be constantly alert to hazards. YOU have a personal responsibility for your own safety
and that of your shipmates

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PERSONAL SAFETY ON CHEMICAL TANKERS

Personal Safety on Chemical Tankers is about how to minimise injuries and

fatalities when working with chemical cargoes. It is intended mainly for crew and
deck officers, but there are also sections targeted specifically at engineers and
senior managers.

The aim of the training is to familiarise you with the hazards from the chemicals you work with, and to
raise awareness not only of your own personal safety but also that of your fellow seafarers. The package
should complement your company’s own Safety Management System (SMS) and training systems.

Note for trainers

We recommend that in your first session you show the Personal Safety on Chemical Tankers video all the
way through, and then open a discussion with your trainees on the issues raised, relating it to your own
ship.
This chapter follows the same structure as the video, so in your subsequent training sessions you can
show a module of the video, and use the accompanying section of the workbook to expand on the learning
points. The sections are:
1 Preparing for Cargo Operations
2 Loading Cargo
3 Discharging and Cleaning
4 The Engineering Department
5 Entering Enclosed Spaces
6 Further Hazards
7 Managing Chemical Tankers

But first, some background on why chemical tankers have a particularly high incidence of personal injury,
on what the types of hazard are, and on the Personal Protective Equipment (PPE) you will be using.

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WHY DO ACCIDENTS HAPPEN WITH CHEMICAL CARGOES?
Complexity – the number of different chemical cargo parcels loaded on board and the complexity of cargo
operations mean that chemical tankers have more potential for accidents than other vessels. Each tank
can hold a different chemical and will have a separate line, and there might be more than one cargo
operation going on at the same time. So the chances of heating the wrong tank, for example, or of putting
a caustic cargo next to an acid parcel, are much higher.
An added complexity is the presence of shore gangs on board who are not familiar with your company
procedures.
Pressure on the Crew – because of this very complexity and other constraints such as scheduling or
pressure from managers, crew members may feel stressed and as a result do not approach their work
calmly and methodically.
Attitudes and Behaviour – young crew members might feel more knowledgeable about the hazards than
in fact they are. Older crew members will have done a particular operation many times before and may
be tempted to cut corners. People of all ages may have a complacent attitude towards personal safety,
or a tendency to think “It won’t happen to me”. They may be feeling too hot or uncomfortable in their
protection suit and take it off, just at the wrong moment. Or they may make the false assumption that
because 39 tanks have enough oxygen in them, the 40th will too.

The vast majority of accidents can be avoided if you:

• Familiarise yourself with the ship and its systems when you first come on board, and
• Follow the correct operating procedures!

Dangerous procedure?
For a variety of reasons, seafarers often keep quiet when it comes to doubts or fears about their personal
safety. Yet nobody should do anything they believe to be dangerous or not in accordance with procedures.
It is important to speak to a senior officer (or the Safety Officer) if you feel you have been asked to do
something that will put you at risk, or if you feel the safety of a procedure could be improved. Similarly, if
you observe a fellow crew member doing something that you feel is not safe, you should point it out to
them or to a senior officer.

It is good practice to report hazardous occurrences and near misses.

WHAT ARE THE HAZARDS OF CHEMICAL CARGOES?

Different chemicals have different hazards, and everybody should know which ones
are associated with which cargo parcel on board.

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The hazards can be categorised as follows.

Category of hazard Effect Examples

Corrosive This type of cargo can cause chemical burns, destroy sodium hydroxide
human tissue, and create flammable hydrogen gas. (caustic soda)

Toxic Toxic hazards on board ship come from inhaling sodium cyanide
gases or from contact through the skin and eyes.
The effects may be acute, i.e. they occur within
minutes, hours or days. Or they may be chronic, i.e.
they last a long time, whether or not the onset is
immediate or delayed. Both acute and chronic effects
may be irreversible or lethal.
Some toxic chemicals may be local, irritating the skin
or damaging tissue. Others may circulate throughout
the body, damaging a distant organ such as the liver,
or affecting the central nervous system.
Asphyxiating Certain chemical vapours in tanks, voids or pump nitrogen
rooms restrict the amount of oxygen necessary to methane
sustain life. A person breathing these vapours will carbon dioxide
rapidly become unconscious, and if they are not
rescued in a few minutes may suffer permanent brain
damage or even death.

Flammable Flammable liquids and solids are liable to ethyl alcohol

spontaneous combustion, or may emit flammable calcium carbide
gases when they come into contact with water.

These symbols are sourced from CoSWP and are internationally recognised. However, you may be
familiar with variations of these.
To find out a cargo’s hazard, look at its Cargo Data Sheet (CDS), which will contain a full description.

Important! Direct physical contact with any chemical should be avoided. If your
skin comes in to contact with cargo material, you should wash it off immediately.
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WHAT PERSONAL PROTECTIVE EQUIPMENT (PPE) SHOULD I USE?
PPE is extremely important, but as the last line of defence. Your first line of
defence should always be following proper procedures.
Depending on the type of cargo your ship carries, there may be a wide range of protective equipment
available on board, including:
• Chemical suits
• Pressurised suits
• Eye protection
• Respiratory protection (including filter masks)
• Foot protection
• Personal monitoring devices
• Toxicity meters
• Draeger tubes (gas detectors)
• Oxygen meters
• Explosimeters

Although the Officer of the Watch has a duty of care to tell you if you are not wearing or using the correct
PPE, it is your responsibility to find out what PPE you need for a particular task.

Chemical suits

Although different chemicals carry different risks,

it is not possible to have a different type of suit for
each chemical you are likely to encounter. Most
chemical suits protect against the vast majority of
all the chemical risks.

Does it work properly?

It is your responsibility to check that your PPE is in good repair!

Know the equipment

It is extremely important to know what hazard the equipment will protect you against. Choosing the
wrong type of filter mask, for example, could have serious consequences for your personal safety.

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PPE suggestions
If you have an idea for a particular item of protective equipment that you would like to see on your ship,
why not recommend it to the Safety Officer?

Case study: Injury during tank cleaning

A chemical tanker had discharged a parcel of Trichloroethane using hoses of a non-compatible material.
On completion of discharge, the ship commenced tank cleaning operations using the same hoses to
transfer washings to the slop tank. Shortly after commencement of cleaning, the manifold hose burst in
vicinity of the flange fixing. The water/product mixture sprayed over two seamen standing in the vicinity of
the manifold. Neither seaman was wearing protective clothing and both suffered skin irritation and eye
injury.

PREPARING FOR CARGO OPERATIONS

Planning and the pre-arrival meeting

Careful planning is essential for a safe cargo

operation. At this stage, agreement will be
reached with the shore about procedures for
carrying out the operation.
In the pre-arrival meeting, all the personnel
involved in the operation must be briefed about
what will happen.

The following issues should be covered:

• The cargo plan
Before the tanker arrives, everyone needs to know what the cargoes are and which ones will be going into which
tanks. The cargo emergency stopping arrangements should also form part of the plan.
• The schedule
At this point, the exact schedule for the transfer of toxic cargoes will not yet be known. During the pre-arrival
meeting, everyone should be informed that they will be told the timing of the transfer roughly an hour before it
takes place, and that movement on deck will have to be restricted during the transfer.
• PPE
The appropriate PPE for each cargo parcel will have been decided by the Master and Chief Officer beforehand,
and must be communicated to everyone at the meeting. It will be everyone’s personal responsibility to wear the
designated PPE during the operation.
• Cargo information
Everyone present should be advised that the Cargo Data Sheets (CDS) contain the necessary hazard information
and should be consulted as appropriate. CDS must be made available before loading, and can usually be found in
or near the cargo control room, or other prominent position.

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The information on the sheets should include:
• A full description of the physical and chemical properties, including reactivity,
necessary for the safe containment of the cargo
• Compatibility with other materials
• Action to be taken in the event of spills or leaks
• Countermeasures against accidental personal contact
• Fire-fighting procedures and fire extinguishing media
• Procedures for cargo transfer, tank cleaning, gas freeing and ballasting
• Whether the chemical is stabilised or inhibited

LOADING CARGO

In any cargo operation, the focus should be on

strict adherence to procedure and on a constant
high level of safety awareness, particularly at the
start and end of the operation when incidents are
more likely to happen.

Before loading: checklist

• Does everyone know the emergency shut down arrangements?
• If nitrogen is coming from the shore, has an agreement been reached about the procedure for handling it? What
is the transfer rate and pressure?
• Has the ship-shore checklist been signed off? Have loading speed and emergency stopping procedures been
agreed with the shore?
• Are the deck crew wearing the correct PPE while sample taking?
• Have all traces of previous cargo been removed from the manifold? Drip trays must be cleaned to avoid the next
cargoes reacting with residues to form toxic compounds.
• Have the hose connections been double-checked?
• If cargoes are corrosive, have splash guards been put in place?
• Have gaskets and blanks been checked for tightness? Has the gasket construction material been checked for
compatibility with the cargo?
• Has the anti-pollution gear been checked and made ready?
• Have the fire fighting appliances been made ready? Are they appropriate to the cargo? Have hoses been rigged?
Are there additional powder extinguishers?
• Is the water for the decontamination showers on? It is the first line of defence if someone should become
covered with a chemical, so the water should not have been isolated.

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Case study: Accident during sampling
An all stainless steel tanker was loading nitric acid from a shore facility. The Chief Officer had required a
composite cargo sample from the manifold to be taken throughout the loading. The Deck Officer fitted a
sampling device of brass/mild steel construction to the ship’s common manifold. Five hours after
commencement of loading, the duty Deck Officer was taking a scheduled sample. The sampling device
collapsed in operation, spraying nitric acid under 4 bar pressure into the face of the officer. The officer’s
eyes were protected by goggles and his body by the protective tank suit. However, his face suffered severe
burns resulting in his discharge from the ship and a short period of hospitalisation.

DURING THE OPERATION

• At the start of the loading operation, everybody should be extra vigilant.
• Loading must always start slowly!
• After loading has begun, the main task is to monitor the flow during cargo transfer. Checks should
also be carried out to see that the cargo is not leaking. Are there any drips anywhere around the
manifold?
• If a problem is identified, it is better to cause a small delay by stopping a cargo operation than risk a
personal injury, leak, pollution incident, or cargo contamination.
• Critical plan changes about tank arrangements or cargo timings should be communicated face to
face, so you should allow plenty of time for an exchange of information when handing over the watch.

CARGO VAPOURS
Toxic and flammable cargo vapours are an ever-present danger during cargo
operations.

Where are the danger areas?

Cargo vapour can get anywhere. Often heavier

than air, it can move around the structures of the
ship, making it difficult to predict where it will go.
If there is no wind, cargo vapours can sink to the
lower areas on deck, or – if there is a strong wind
– can be carried to the lee side of deckhouses or
other structures. It may be contained in the
framing on deck, so you should always work on
the assumption that vapour is nearby.

How can you tell whether vapours are toxic?

During the pre-arrival meeting you will have been told the cargoes’ level of toxicity and what level of PPE
is required, for example whether you will need personal monitoring devices as well as chemical suits.

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All chemicals have TLVs (Threshold Limit Values), also known as OELs (Occupational Exposure Limits),
which are guidelines for the maximum amount of airborne chemical that a person can be exposed to
without their health being damaged. If a cargo is particularly toxic, the deck area will need to be
monitored to establish whether the vapours fall within the acceptable TLV or OEL. Everyone on deck will
have monitoring devices, measuring the ppm (parts per million) that they are breathing.
Vapour detection equipment is required by the IBC Code (International Code for the Construction and
Equipment of Ships Carrying Dangerous Chemicals in Bulk) to measure or detect:
• Concentrations of flammable gases
• Low concentrations of cargo vapour in air and in inert gas, or in the vapour of another cargo
• Concentrations of oxygen in inert gas or cargo vapour, or in enclosed spaces

The ship’s monitoring equipment may be fixed or portable and everyone should be familiar with what the
different types of equipment can and cannot do. It should be regularly checked to ensure that it is in good
working order.

Case study: Cargo vapour in the accommodation

At sea in cold weather, a ship was cleaning up from acrylonitrile during the morning watch. All crew were
dressed in protective tank suits. At the morning coffee break, several crew entered the accommodation
removing their tank suits and leaving them at the entrance inside the accommodation. In the higher
temperature of the accommodation, cargo residue from the tank suits gave off acrylonitrile vapour,
resulting in the evacuation and decontamination of the lower accommodation. Two catering staff suffered
breathing difficulties.

TOPPING OFF
During topping off operations, the Officer of the Watch should go on deck and check that everyone
involved in these operations knows exactly what is going on and what their role is. This should be done in
person, rather than relying on radio communications, especially if there have been important changes in
the plan.
Deck officers must know the stopping ullages, and check that the calculations for the cargo temperature
and the ship’s trim are correct.

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DISCHARGING AND CLEANING

DISCHARGING
As with loading, it is vital that during discharging everybody:
• Follows the correct procedures
• Knows the cargo plan and emergency shut-down arrangements
• Takes the same care in preparing the manifold
• Remains alert to anything unusual that is going on around them.

Fire fighting and anti-pollution equipment must be ready.

As the discharging operation takes place, flow rates should be closely monitored. And again, if nitrogen is
being supplied from the shore, the transfer rate and pressure must be agreed in advance.

CLEANING
Cleaning is a potentially hazardous operation. Correct procedures should be followed and the job should
be done calmly and methodically, while wearing the right PPE.

After completion, the entire cargo system – tanks, cargo lines, stripping lines and
hoses – must be cleaned.
• Hoses must be disconnected as there may be small quantities of chemical inside them that could
contaminate the next cargo
• Plugs must be removed
• PV lines, strip lines and the vapour return line must be properly cleaned, and all lines drained to
ensure that no water remains
• Both ends of the manifolds must be flushed, and all the water drained
• Tanks must be ventilated

Case study: Remember to check tank levels

A tanker was discharging a 5000t parcel of isopropyl alcohol from six cargo tanks. Discharge commenced
with the forward four tanks. The Deck Officer was in the cargo control room and the Watch Rating on the
main deck. Shortly after commencement of discharge, the high level alarm sounded on the aft starboard
tank. The Deck Officer attributed the alarm to the changing trim of the ship and advised the Deck Rating
accordingly. The alarm sounded a total of six times and was duly cancelled by the Deck Officer without
any apparent reference to the level gauge reading or instruction to the Deck Rating to check the tank
level locally. Ultimately, the tank overflowed through the vent stack, showering the aft deck area with
cargo. Two crew members suffered mild exposure to the chemical.

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THE ENGINEERING DEPARTMENT

It is not only the deck crew who need a high level of safety awareness. Because cargo parcels have such a
high potential for personal injury, engineers must also be knowledgeable about the hazards.
So that they can provide sufficient power and work safely, they should be present at the pre-arrival
meeting and must be informed of any changes in timings or tank allocation.

HOW ARE ENGINEERS AFFECTED?

Maintaining plant on deck
On any chemical tanker, engineers will inevitably have to maintain or repair equipment on deck that
contains hazardous chemicals. They should be aware of the risks from liquids and vapours when they are
doing repair jobs on pumps, valves and gauges.

It is vital that the engineers know which cargoes

are in which tanks, and that they are informed of
any changes in the cargo plan so that they can
supply the necessary power and avoid working on
deck during toxic or flammable cargo transfers.
The correct PPE should be worn when they open
up pumps, as cargo residues may be present.

Leaks or vapours in the engine room

In some older tankers, a leak in the heating or cooling line could cause the cargo (with the associated
risk of flammable or toxic vapours) to enter the engine room. If this happens, the source should be
isolated, any openings closed, ventilation systems shut down, and the spaces evacuated.

Water intakes
Another reason the engineers should be aware of the location of hazardous cargoes is so that they know
where to take in water for cooling or other requirements such as discharging slops or using underwater
discharge.

Accommodation air
The engineers are responsible for closing the ventilation and re-circulating the accommodation air
whenever any toxic cargo is transferred. The accommodation air must be kept at positive pressure.

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Case study: Know your chemicals
A ship had discharged a cargo of phenol, tank cleaned, and load a cargo of aniline. The ship arrived
alongside and after cargo samples were taken, commenced discharge of the fore and aft tanks. One hour
after commencement of discharge, the aft cargo pump seized. Discharge of the aft tanks was completed
with an adjacent pump. After discharge, the ship was cleaned and the aft pump well was drained,
ventilated and dried for the engineers to repair the pump. The 3rd Engineer commenced dismantling the
pump and, having opened the casing, discovered solidified phenol in the inner chambers. The engineer
worked on, chipping away the frozen phenol without realising that phenol causes severe burns in both
solid and liquid form. The engineer was not wearing gloves, just his boiler suit; he wiped his hands on his
boiler suit and cleared his forehead. Alerted by burning sensation in his hands, the engineer exited the
pump well to wash his hands. The engineer was later admitted to hospital with severe burns on his
hands and wrists, and minor burns on his face and thighs.

ENTERING ENCLOSED SPACES

THE HAZARDS OF ENTERING TANKS

On chemical tankers, crew members often need to

enter tanks. This must always be done according
to the established procedures because the
atmosphere in enclosed spaces may have
insufficient oxygen (and could therefore cause
asphyxiation), or it may contain contaminants
harmful to health.

Inert gases
All inert gases can cause asphyxiation. In tanks where nitrogen has been used as an inert gas the hazard
is even greater. People can lose consciousness in a few seconds and may die if rescue does not take
place immediately.

Note: Nitrogen is heavier than air and so may remain in tank bottoms even when
readings elsewhere in the tank show that there is sufficient oxygen.

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CORRECT PROCEDURE FOR ENTERING A CONFINED SPACE

Your company will have a set of established

procedures for entering confined spaces, and the
following list represents only the basic minimum.

Before entry:
• The space must be mechanically vented
• Different levels in the tank must be checked for the oxygen, flammable and toxic gas levels (with the
gas level measuring equipment having been properly calibrated before use)
• Breathing apparatus and recovery equipment must be put in place
• A permit to work must be signed by the appropriate senior officer

During entry:
• Mechanical ventilation of the space and regular monitoring of oxygen, flammable and toxic gas levels
must continue while the entry team is inside the enclosed space
• The entry team must stay alert in case there are pockets of gas that have not been detected by the
monitoring equipment. If you feel dizzy or unwell, leave the space immediately!
• A watch must be kept at the entry site. Breathing apparatus and rescue equipment must be on hand
and personnel ready to go in if necessary

RESCUING A FELLOW SEAFARER FROM AN ENCLOSED SPACE

Although it is only natural to want to save a fellow crew member in trouble, this should only be attempted
with the proper equipment and with the necessary assistance, and by following the safeguards laid down
in the procedures. Regular drills should be carried out to practice rescue from enclosed spaces.

Case study: False assumptions

A chemical tanker finished discharging a cargo of benzene and started ventilating tanks. The ship left
port. Forty minutes later the Chief Officer entered one tank and the AB entered another. They both
assumed that both tanks were gas free. The Chief Officer soon realised his tank was not gas free and
immediately left it. On deck he discovered that the AB was still in the other tank. The Bosun immediately
entered the tank to rescue the AB. When he did not come out the Chief Officer also entered. Neither put
on breathing apparatus. The bodies of all three were recovered by personnel wearing breathing
apparatus.

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FURTHER HAZARDS

CHEMICAL BURNS

Severe exposure to certain chemicals can cause

burns which may be more serious than burns from
flames, and are often more difficult to treat.
Always wear the correct PPE for the task, and
follow company procedures.

Case study: Sulphuric acid and the importance of basic safe working practices
During the course of a vessel’s voyage, the cargo was heated, resulting in the pressurisation of the cargo
tanks. When a crew member attempted to sample the sulphuric acid cargo, the hatch cover did not pop
open automatically. He completely removed the securing dog (instead of only loosening it before
attempting to open the cover). He then moved to a position directly in front of the tank washing trunk and
pulled up on the hatch causing it to pop open. Although the crew member was wearing a face shield and
goggles, the pressure release was so forceful that sulphuric acid was blown under his face shield. He
sustained 2nd and 3rd degree burns and entered a medically-induced coma.

FIRE
Three things are essential for a fire.
1 Fuel (on a chemical tanker, this could be either the cargo or its vapour)
2 Oxygen (present in air)
3 A source of ignition

Removing any one side of the triangle will prevent

a fire from starting, so one of the most important
preventative measures on board a chemical tanker
is to ensure that there is no source of ignition.
Note: Fire can obviously cause burns of varying
degrees of severity. But note that most deaths
from fire are caused by asphyxiation and not from
direct contact with flames.

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FIRE PRECAUTIONS
Use of approved equipment
Many cargoes are flammable and you must take every precaution to avoid causing a source of ignition
that could ignite cargo vapours. For example, metal tools can create a spark if they are dropped. Only
approved tools must be used on deck. Even non-sparking tools such as chipping hammers can be
dangerous as they can pick up small fragments of flammable material. Non-sparking spanners, however,
carry no fire risk.

No smoking
Everyone must comply with the No Smoking regulations.

Avoiding static build-up

Some cargoes (‘static accumulators’) can become electrostatically charged when handled, and may
release a spark that could set a tank atmosphere on fire, resulting in serious explosions. Cleaning
materials can also react with cargo, with explosive consequences.
Loading cargo slowly will help to ensure that static charges do not build up, and you should always follow
company procedures for loading and discharging cargo, and tank cleaning. Lines that have been flushed
with water must be thoroughly drained and the bottom of the tank must be dry before a static
accumulator cargo is loaded.

Case study: Explosion and injury

While loading a cargo of benzene into 12 tanks, a vessel was boarded by a Cargo Surveyor. The Pumpman
observed the Cargo Surveyor taking samples from the aftermost tanks and working forward.
Approximately 25 minutes after the last tank was loaded, an explosion occurred and fire developed near
the forward part of the cargo area. The fire was extinguished in several minutes by the Master and
another crew member using deck monitors. The no. 1 port cargo tank lid was blown off and other
damage was noted on nearby structures and pipework. The Cargo Surveyor was injured.
The investigation showed that a static charge had developed in the cargo tank prior to the explosion. The
Cargo Surveyor had used a metallic can attached to a nylon rope to obtain samples which caused a
discharge of static electricity within the tank. He had not been aware of the risks associated with the
equipment he was using and had not followed established procedures. The crew members did monitor
the cargo surveyor’s methods and equipment.

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PERSONAL HYGIENE

Working with chemical cargoes can cause

chemical residues to be absorbed by your boiler
suit. So never wear contaminated PPE in the
accommodation, and never eat while wearing
contaminated clothing! For example, if you know
that you have a benzene spill on your suit, you
should take it to the decontamination room.

Being around toxic cargoes means that, for your own safety, you should always wash your hands and face
after working on deck during cargo operations.

VISITORS TO THE SHIP

Visitors to the ship may not be experienced at their jobs, and will not know your company’s safe working
practices and procedures. They should be accompanied at all times and observed to ensure that they are
not putting themselves, the ship and the crew at risk.

MANAGING CHEMICAL TANKERS

MANAGING STRESS

The complex nature of cargo operations means

there is constant potential for stress on board a
chemical tanker: there may be several different
cargo procedures going on at once involving
cargoes that are flammable, toxic or harmful to
the environment.

To help minimise crew members’ stress, senior officers should:

• Plan operations efficiently, taking into account the experience of the personnel and the equipment
that is available
• Issue their commands in a positive, calm manner
• Encourage everyone to have safety – rather than speed – uppermost in their minds at all times
• Stay alert to how the operation is going, offering help and advice where appropriate

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MULTIPLE OPERATIONS
Sometimes, because it is convenient for them, the terminal or agent will ask the ship to take on bunkers
and stores while cargo operations are going on. Senior officers should try to resist this pressure, where
possible, as it could lead to extra stress and fatigue and the consequent risk of incidents and accidents.
As a general rule, the number of concurrent cargo operations should be kept to a minimum.
If multiple operations are unavoidable, allowances must be made and the following day’s workload
adjusted accordingly. The operational plan should allow enough time for the officers and crew to rest.

TRANSFER OF HAZARDOUS CARGOES

When hazardous cargoes are being transferred, senior officers should pay particular attention to whether
the deck crew are wearing the appropriate PPE, and must ensure that movement on deck is kept to an
absolute minimum. The same applies when cargo sampling or measuring is taking place.

CHANGES TO THE CARGO PLAN

It is essential to inform everyone of the changes in cargo procedures that are bound to occur when you
get to port. This information can be communicated during progress meetings and watch handovers.

Case study: Has the plan changed?

In port, a ship had completed discharge and had tank cleaned in the late evening. As was standard
procedure, the engineers were to check the pump securing bolts prior to loading the next parcel on the
following day. The work plan was for the engineers to check pump bolts in 3 and 4 centre tanks prior to
loading cumene as per the cargo plan. During night hours, because of a delay in the discharge loading
rotation, cargo tanks 3 and 4 were changed to load a cargo of styrene and were to be pre-inerted with
nitrogen. The inerting took place early in the morning. The assigned engineer started the morning with
his job list to check the bolts on tank 3 and 4 centre. He went on deck and despite the N2 warning signs
attached to the tank lid, opened tank lid and entered. At the first platform level he was overcome, but
somehow managed to exit the tank.

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SUMMARY
• Don’t rush!
• Complying strictly with proper procedures is the only way to keep the incidence of personal injury to a
minimum
• If you are ever asked to do something you consider to be unsafe, or if you see someone else doing
something unsafe, speak to a senior officer about your concerns
• If you are unsure about how to carry out a procedure, do not carry on with it or you could put yourself
and everyone on board at risk. Asking for help is good for safety and an effective method of learning
• Never cut corners in carrying out any procedure. You, your colleagues and the ship will all benefit
from you carrying out your work calmly and correctly

USEFUL REFERENCE SOURCES

The latest editions of:
• ICS (International Chamber of Shipping) Tanker Safety Guide – Chemicals
• The IBC Code (International Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk)
• The IMDG (International Maritime Dangerous Goods) Code
• International Safety Guide for Oil Tankers and Terminals (ISGOTT)
• The Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG)
• The International Medical Guide for Ships (IMGS)

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PERSONAL SAFETY ON CONTAINER VESSELS

This is a short bullet point summary of the main points made in the PERSONAL SAFETY ON
CONTAINER VESSELS video. It can be photocopied and used as a handout to facilitate training
sessions on this topic.
• Be familiar with and understand the relevant sections of your own Safety Management
System (SMS)
• Always be aware of the danger of being struck by containers being handled either on
board ship or on the dockside
• On the dockside use only designated routes to ships
• Work in pairs wherever practicable. If you work alone, always let someone know where
you are going
• Keep access routes clear of obstructions
• Know the location of hazardous cargo and procedures for dealing with it
• Treat all cargo spills as hazardous until you know otherwise
• Only authorised and protected crew members should investigate gas leaks
• Never smoke in cargo spaces, only in designated smoking areas
• Keep off the deck during heavy weather. If you must be on deck, wear a safety line
• Only trained and authorised crew members should tackle container fires
• Be constantly alert to hazards. YOU have a personal responsibility for your own safety
and that of your shipmates

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PERSONAL SAFETY ON PASSENGER SHIPS

Awareness of personal safety on board passenger ships will necessarily include the safety of passengers
as well as crew members. As a result, this subject raises particular issues which are dealt with in
additional detail in Appendix 1.

This is a short bullet point summary of the main points made in the PERSONAL SAFETY ON
PASSENGER SHIPS video. It can be photocopied and used as a handout to facilitate training
sessions on this topic.
• Be familiar with and understand the relevant sections of your own Safety Management
System (SMS)
• Do your own job safely, using the correct procedures
• Watch out for the safety of passengers. They are on holiday and may take less care than
they would normally
• If you are a stateroom steward, help passengers by pointing out safety and other
features of their cabins with which they may be unfamiliar
• Make sure that passengers are aware of their muster station and the location of their
life-jackets
• Follow the correct procedures when operating watertight doors
• Encourage passengers to use hand rails while walking about, especially in heavy
weather and take care with doors, especially in high winds
• Always refer all questions about Ports of Call to the Cruise Staff even if you are familiar
with the port
• Follow your ship's procedure for dealing with troublesome passengers. Get help early,
don't wait for the situation lo become serious
• Point out any wet areas to passengers who are walking through. This will minimise the
risk of passengers slipping and falling
• Make sure that any food and drink spills are cleared up immediately Always lend a hand
to clear up spills
• Inform maintenance staff immediately if you find defective fittings and furnishings.
Make sure no-one can be injured by the defect
• If you see passengers where they shouldn't be, do something about it. Always follow
your company policy
• During tender operations, make sure there is a carefully controlled flow of passengers.
Help passengers on and off the tender

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PERSONAL SAFETY ON PASSENGER SHIPS

Continued
• If you see any accident, stop what you are doing and give help to anyone who has been
hurt. This should include either crew members or passengers. Be sure to inform the
safety officer, the medical department or your supervisor
• Never let any injured passenger feel that they have been neglected. Injured people feel
very vulnerable. Medical and Purser's staff should follow up, by phone or visit, any
injured passenger to see how they are progressing
• Be constantly alert to hazards. YOU have a personal responsibility for your own safety
and that of your shipmates

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PERSONAL SAFETY ON GENERAL CARGO SHIPS

This is a short bullet point summary of the main points made in the PERSONAL SAFETY ON
GENERAL CARGO SHIPS video. It can be photocopied and used as a handout to facilitate
training sessions on this topic.
• Be familiar with and understand the relevant sections of your own Safety Management
System (SMS)
• Always assess the risk of injury. Don't gamble with personal safety
• Make sure the supervisor knows where you are working if you are out of the stevedores’
sight
• Beware of being struck by moving cargo loads, hooks or trailing wires
• Protect yourself by wearing hard hats and safety boots in cargo spaces, and other
designated areas
• Keep away from open hatchways. Don't use hatchway ladders while cargo is being
worked
• In the cargo hold, remember to take portable lighting where appropriate
• Make sure that access routes are clear of obstructions. Report any problems
• Use a portable rigid ladder secured against movement if you have to climb stowed cargo
• Report any dangerous acts or conditions on board ship
• Assume all cargo spills are hazardous until you know otherwise
• Clean up cargo spills quickly to avoid slipping and contamination
• Only authorised and protected crew members should investigate gas leaks
• Know the location of hazardous cargo for your own safety
• Smoke only in authorised areas, never in cargo spaces or near hatchways
• Follow proper procedures if you come across a fire - raise the alarm and try to contain
the fire but always be prepared to escape to a safer area
• Keep off the deck during bad weather. If you must be on deck, wear a safety line
• Avoid walking through cargo spaces during bad weather, as cargo can move about
• Stay alert by avoiding tiredness through taking proper rest periods
• Be constantly alert to hazards. YOU have a personal responsibility for your own safety
and that of your shipmates

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SECTION 12

PERSONAL SAFETY ON CAR CARRIERS AND RO-RO'S

This is a short bullet point summary of the main points made in the PERSONAL SAFETY ON
CAR CARRIERS AND RO-RO’S video. It can be photocopied and used as a handout to facilitate
training sessions on this topic.
• Be familiar with and understand the relevant sections of your own Safety Management
System (SMS)
• Remember that there are special risks which arise from the design features and cargo
operations typical of these ships
• All personnel joining such ships must attend special training programmes in
accordance with SOLAS
• Cargo operations should be well planned before entering port. The plan should be
discussed with those involved so that everyone is familiar with the process and their
respective role in it
• Always check for loose objects, oil or fuel leaks and pools which may cause accidents
• Remember that there is a duty of care to stevedores and drivers. Tell them of any
specific hazards and safety procedures
• Remember the additional risks involved with Ro-Ro's carry passengers. Disembarking
passengers' luggage may cause obstruction and subsequent accidents
• Always use correct lifting techniques and seek assistance for heavy objects
• Remember that connecting doors and automatic doors may open or close unexpectedly
• Take care when passing through doorways which have high thresholds and may cause
tripping
• Remember that doors leading to open decks may be subject to high winds which can
cause difficulty and accident
• Make regular, periodic deck inspections during sea voyage especially during bad
weather
• Ventilate car decks prior to passengers or crew entering
• Beware of loose and protruding lashings
• Take care with fork lift trucks carrying pallets as they may be insecure or split
• Watch out for semi-trailers which may become unstable or are inadequately supported
• Be aware that leaking cargo may be hazardous to health. Remember the Dangerous
Goods procedure
• Never allow smoking or refuelling on vehicle decks
• Make sure that engines are not started before departure is imminent
• Be constantly alert to hazards. YOU have a personal responsibility for your own safety
and that of your shipmates

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SECTION 13

PERSONAL SAFETY ON BULK CARRIERS

This is a short bullet point summary of the main points made in the Personal Safety on Bulk
Carriers video. It can be photocopied and used as a handout to facilitate training sessions on
this topic.
• Be familiar with and understand the relevant sections of your own Safety Management
System (SMS)
• Never walk through prohibited areas on deck
• Always wear a hard hat on deck, in cargo spaces and other designated areas
• Never smoke near access hatches as there could be a build up of flammable gases with
certain cargoes
• Never enter an enclosed space without a permit. Test the atmosphere before entry and
wear the appropriate breathing equipment
• Remember that you are especially at risk from cargoes like coal or grain
• Never leave a spillage uncleared or unreported as someone may slip on it
• Take special care when working with a naked flame and ensure that any nearby access
hatches are closed. You will need a permit to work for this kind of job
• Remember that the possibility of flammable vapour is high on bulk carriers with, or
after carrying, certain cargoes
• Be on the alert for moving hatch covers. If you are operating the cover, always ensure
that there is nobody in the way
• Always wear a mask and any other appropriate gear when working with dusty cargoes
such as grain
• Never be complacent. Remember that it is not ships that cause accidents, but people.
People ignore obvious safety measures to save time. Always think about your safety and
the safety of your fellow crew members
• Be constantly alert to hazards. YOU have a personal responsibility for your own safety
and that of your shipmates

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SECTION 14: ASSESSMENT QUESTIONS

SHIPBOARD MANAGEMENT ROLE

1 WHAT IS THE MOST IMPORTANT FACTOR IN MAINTAINING A SAFE SHIPPING
OPERATION?
a) Clear safety manuals.
b) Severe punishment for those who break the rules.
c) Regular audits.
d) Management commitment.

2 THE MOST VITAL ASPECT OF THE DPA’S SAFETY MANAGEMENT ROLE IS TO:
a) Carry out risk assessments.
b) Ensure that the ship’s SMS is operating as it should.
c) Publish a policy statement demonstrating company commitment to safety.
d) Approving tasks.

3 IT IS ADVISABLE TO REPORT AND ANALYSE HAZARDOUS OCCURRENCES BECAUSE:

a) It shows whose fault they were.
b) It shows that the management team take safety seriously.
c) It is obligatory.
d) It identifies potential problems.

4-7 ARE THE STATEMENTS ABOUT THE DUTIES OF THE SHIPBOARD MANAGEMENT TEAM
TRUE OR FALSE?
4 They should ensure the display of safety information when and where appropriate.
5 They should rely on the safety officer to decide what training is needed.
6 They should welcome positive safety ideas from all quarters.
7 They are responsible for the safety of visitors to the ship.
8 SAFETY COMMITTEE MEETINGS SHOULD BE ATTENDED BY:
a) The person chairing the committee, plus representatives from different operational areas,
ranks and nationalities, and anyone else who would like to come.
b) Heads of department only.
c) The Master and heads of department only.
d) The regular committee members only.

9 RISK ASSESSMENT SHOULD BE APPLIED TO:

a) New equipment only.
b) New procedures only.
c) New procedures and equipment only.
d) Any new or existing procedure or equipment.

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SECTION 14: ASSESSMENT QUESTIONS

10 THE INVESTIGATION OF ACCIDENTS IS REQUIRED UNDER:
a) ISPS (The International Ship and Port Facility Security Code).
b) The ISM Code (The International Management Code for the Safe Operation of Ships
and for Pollution Prevention).
c) The Load Line Regulations.
d) The investigation of accidents is not required by any Convention, but is encouraged
on a voluntary basis by the International Maritime Organization.

11 RECORD-KEEPING IS AN IMPORTANT PART OF THE SAFETY MANAGEMENT SYSTEM

FOR ROUTINE OPERATIONS. TRUE OR FALSE?

12 WHO IS RESPONSIBLE FOR SETTING IN PLACE AN APPRAISAL SYSTEM TO REVIEW

STAFF SAFETY AWARENESS AND IDENTIFY ANY TRAINING NEEDS?
a) The shore office.
b) The safety officer.
c) The Master.
d) The safety committee.

13 WHICH OF THE FOLLOWING ACTIONS IS NOT INTEGRAL TO THE CONTINUOUS

IMPROVEMENT CYCLE?
a) Policy is planned and set.
b) Management processes are implemented.
c) Shore office is notified.
d) The effectiveness of management processes is measured.
e) Any adjustments are made.

14 THE SHIPBOARD MANAGEMENT TEAM SHOULD NOT DELEGATE ANY TASKS TO JUNIOR
OFFICERS. TRUE OR FALSE?

15 SAFETY OFFICERS SHOULD CARRY OUT INSPECTIONS IN EACH AREA OF THE SHIP
THAT IS ACCESSIBLE BY CREW MEMBERS:
a) At least once a week.
b) At least once a month.
c) At least once every 3 months.
d) There is no recommended frequency for inspections.

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SECTION 14: ASSESSMENT QUESTIONS

PERSONAL SAFETY IN THE ENGINE ROOM

1 WHO IS RESPONSIBLE FOR YOUR PERSONAL SAFETY IN THE ENGINE ROOM?
a) You are responsible for your own safety (others may also rely on you).
b) The Chief Engineer is solely responsible for the safety of persons working in the Engine Room.
c) The ship’s Safety Officer is solely responsible for my safety on board.
d) The superintendent is responsible for my safety.

2 IT IS IMPORTANT TO ADJUST THE FIT ON YOUR HARD HAT BECAUSE:

a) It is more comfortable.
b) It will absorb the force of any impact more effectively.
c) You should comply with the regulations.
d) It looks more seamanlike.

3 HOW SHOULD YOU PROTECT YOUR EYES AGAINST FLYING PARTICLES

AND HARMFUL SPLASHES?
a) Tip the rim of your hard hat over your eyes.
b) Ordinary spectacles are fine.
c) Goggles are sufficient.
d) Wear safety glasses and goggles.

4 IF THE SAFETY GUARD ON A MACHINE IS NOT WORKING OR HAS BEEN TAKEN OFF,
YOU SHOULD:
a) Not use the machine.
b) Be cautious when using the machine.
c) Use your safety glasses and goggles when using the machine.
d) Create a temporary guard using a similar size piece of metal.

5 YOU SHOULD REDUCE THE RISK OF FIRE FROM FLAMMABLE DEBRIS IN THE ENGINE
ROOM BY:
a) Dousing the debris with water.
b) Reporting it to your manager.
c) Removing it.
d) Ensuring that appropriate guards are in place.

6 OVERLOADING CABLES IS DANGEROUS BECAUSE IT COULD CAUSE:

a) Power surges.
b) A knotted tangle that someone might trip over.
c) A drain on the ship’s power supply.
d) An electrical fire.

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SECTION 14: ASSESSMENT QUESTIONS

7 WHAT MUST BE DONE WHEN MACHINERY IS NOT TO BE USED?
a) An entry should be made in the log book.
b) In all cases, warning notices must be posted at or near the controls.
c) The lubricating oil must be drained off.
d) The Chief Engineer must be informed.

8-10 IS IT TRUE OR FALSE TO STATE THE FOLLOWING?

8 Remove rings and jewellery so that they don’t become caught in moving machinery.
9 Spontaneous combustion is unlikely to occur in engine room spaces.
10 Use your ear defenders to protect your ears against noise.
11 THE DECISION AND THE SUITABILITY OF ANY PERSON TO UNDERTAKE ELECTRIC
ARC WELDING SHOULD BE TAKEN BY:
a) The Deck Officer of the Watch.
b) The Master.
c) The Senior Officer in charge.
d) The Superintendent.

12 NORMALLY, WELDING SHOULD ONLY BE UNDERTAKEN WHEN:

a) A fire watch is standing by.
b) The ship is in port.
c) The office has granted permission to do so.
d) The Chief Engineer is present.

13 WHEN ALONE IN THE ENGINE ROOM YOU MUST FOLLOW:

a) The regulations for collision avoidance.
b) The procedure for attending coffee and meal breaks.
c) The watch schedule.
d) The notification procedures.

14 SPECIAL CARE SHOULD BE TAKEN WHEN WELDING AND FLAME CUTTING IN ENCLOSED
SPACES. WHICH OF THE FOLLOWING PROCEDURES DOES NOT NEED TO BE FOLLOWED?
a) Provide adequate ventilation.
b) Be the subject of a “permit to work” system.
c) Be aware that harmful fumes can be produced.
d) Ensure the use of inert gas.

15 NO ALARM SYSTEM SITUATED IN THE ENGINE ROOM SHOULD BE ISOLATED WITHOUT

THE PERMISSION OF THE:
a) Officer of the Watch.
b) First Engineer.
c) Chief Engineer.
d) Master.

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SECTION 14: ASSESSMENT QUESTIONS

PERSONAL SAFETY IN THE ACCOMMODATION

1 CAUSTIC SODA CAN BURN OR PENETRATE THE SKIN. TRUE OR FALSE?

2 ELECTRICAL FITTINGS IN YOUR CABIN. WHICH IS THE CORRECT STATEMENT?

a) Personal electrical appliances should only be connected to the ship’s electrical supply with
approval from a responsible officer.
b) Clothing can be left to dry close to cabin heaters or light bulbs.
c) Hand pressing irons can be left switched on as long as the iron is left in the upright position.
d) It is ok to use extension plugs in your cabin as long as the plug is fused.

3 WHICH STATEMENT BEST DESCRIBES THE CORRECT WAY OF MOVING ABOUT THE SHIP?
a) Running is safe, provided the correct foot wear is used.
b) “Horseplay” releases tensions and is harmless when exercised inside the accommodation.
c) One hand should always be kept free to grasp the handrail when using alleyways,
stairs or companionways.
d) Sandals, plimsolls or flip-flops are only suitable for use inside the engine when off duty.

4 SOME SUBSTANCES MAY REACT DANGEROUSLY WITH OTHER SUBSTANCES AND

SHOULD NEVER BE MIXED. TRUE OR FALSE?

5 WHAT SHOULD YOU DO WHEN YOU SEE A SPILLAGE OF SOAPY WATER IN THE
ALLEYWAY OUTSIDE YOUR CABIN?
a) Call the steward.
b) Report it to the Master.
c) Let it evaporate.
d) Clean it up as soon as practicable.

6 GOOD HOUSEKEEPING. WHICH ITEM DOES NOT BELONG IN THIS LIST?

PARTICULAR ATTENTION SHOULD BE PAID TO:
a) Safe and secure stowage of loose items.
b) Proper securing of doors.
c) Getting sufficient sleep.
d) Good maintenance of fittings and fixtures.
e) Adequate illumination of all work/transit areas.
f) Avoidance of overloading of electrical circuits especially in cabins.
g) Clear and legible signs/operational notices.
h) Proper clearance and disposal of garbage/waste material.

7 IT IS SAFE TO SMOKE IN BED AS LONG AS YOU STAY AWAKE. TRUE OR FALSE?

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SECTION 14: ASSESSMENT QUESTIONS

8 IF YOU DISCOVER A DEFECT IN ANY EQUIPMENT OR A FITTING WITHIN THE
ACCOMMODATION, SUCH AS IN THE LAUNDRY ROOM, AIR CONDITIONING UNITS,
TILES, CARPETS, LIGHT FITTINGS ETC., YOU SHOULD:
a) Make a log book entry.
b) Fix it best you can.
c) Complain to the Superintendent.
d) Report it to a responsible person.

9 IF YOU COME ACROSS A LARGE PACKING CASE IN AN ACCOMMODATION CORRIDOR,

YOU SHOULD:
a) Squeeze past and walk on.
b) Remove it.
c) Secure it to the handrail, and squeeze past.
d) Leave well alone.

10 WHEN YOU ARE FEELING ILL YOU SHOULD:

a) Go to bed and keep quiet.
b) Drink lots of liquid.
c) Report to a responsible person immediately.
d) Check your body temperature.

11 GREEN SIGNS INDICATE:

a) That you should take a specific action.
b) The emergency escape or first aid equipment.
c) That you should take care.
d) The location of fire fighting equipment.

12 BLUE SIGNS INDICATE:

a) That you should take a specific action.
b) The emergency escape or first aid equipment.
c) That you should take precautions.
d) The location of fire-fighting equipment.

13 MAKESHIFT PLUGS, SOCKETS AND FUSES MAY BE USED IN AN EMERGENCY.

TRUE OR FALSE?

14 SOLVENTS USED FOR CLEANING CAN BE TOXIC. TRUE OR FALSE?

15 FURNITURE LIKELY TO FALL OR SHIFT DURING HEAVY WEATHER SHOULD:

a) Not be on board in the first place.
b) Be moved to the cargo area.
c) Be properly secured.
d) Be observed at all times.

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SECTION 14: ASSESSMENT QUESTIONS

PERSONAL SAFETY IN THE GALLEY

1 BEFORE YOU TOUCH ANY FOOD, YOU SHOULD FIRST OF ALL:
a) Obtain permission from the person in charge of the galley.
b) Let someone in charge know how you are going to prepare the food.
c) Make sure that your hands are really clean.
d) Put on clean clothes.

2 SELECT THE MOST IMPORTANT REQUIREMENT. WHEN GOING TO THE COLD STORE,
YOU SHOULD:
a) Wash your hands.
b) Switch on the lights.
c) Tell someone that you are going.
d) Put on warm clothing.

3 WHAT ACTION SHOULD YOU TAKE FIRST, AFTER MAKING A SPILL?

a) Tell someone about it.
b) Clear it up right away.
c) Mark the spot and clean it up at the end of the watch.
d) Don’t worry about it, galley floors are designed to cope.

4-7 ARE THE FOLLOWING STATEMENTS TRUE OR FALSE?

4 To prevent contaminating the food, wash your hands frequently.
5 Always keep raw food and cooked food together.
6 Cold stores often have wet or icy spots.
7 Galley staff should not take part in the ship’s safety committee discussions.
8 YOU SHOULD LEAVE THE GALLEY WHEN FOOD IS COOKING FOR A PROLONGED
PERIOD OF TIME. TRUE OR FALSE?

9 FOOD POISONING BACTERIA GROW QUICKEST IN WARM SURROUNDINGS.

TRUE OR FALSE?

10 WHEN LIFTING A HEAVY OBJECT, DO NOT BEND YOUR KNEES. TRUE OR FALSE?

11 A SAFE PROCEDURE FOR CLEANING MACHINES IN THE GALLEY SHOULD BE

ESTABLISHED. FOR EXAMPLE, GUARDS ON SLICING MACHINES:
a) Should never be removed, not even for cleaning purposes.
b) Should only be removed under supervision.
c) When removed for cleaning, should be securely replaced immediately the job is done.
d) Need not be used by experienced personnel, but must be used for training purposes
for new personnel.

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SECTION 14: ASSESSMENT QUESTIONS

12 GALLEYS AND PANTRIES PRESENT PARTICULAR FIRE RISKS. WHEN FAT OR
COOKING OIL CATCHES FIRE YOU SHOULD:
a) Call the Duty Officer.
b) Apply copious quantities of water quickly.
c) Smother with a fire blanket.
d) Stand back and let it burn out.

13 WHAT PRECAUTIONS, IF ANY, SHOULD BE TAKEN WHEN WATER IS USED TO HOSE

DOWN AND WASH THE GALLEY?
a) No precautions are necessary. Large amounts of water will help in achieving thorough
cleaning and insect/pest control.
b) Indiscriminate use of water in the galley is dangerous. Power to electrical installations
should be isolated.
c) As long as one wears appropriate protective clothing, the practice of hosing down with
large amounts of water is correct procedure.
d) The water used should be cold and mixed with disinfectant so that germs will be killed.

14 WHY IS IT NECESSARY TO WEAR PROPER FOOTWEAR IN THE GALLEY?

a) To avoid catching athlete’s foot.
b) To keep one’s feet warm.
c) For appearance’s sake in case of visitors.
d) To avoid broken toes and scalds from spills.

15 HOW SHOULD KNIVES AND BOARDS BE USED?

a) They should be colour coded and kept for specific food types to prevent contamination.
b) No special requirements as long as they are kept clean.
c) To be kept in a cool place when not in use.
d) Only for use by senior galley staff.

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SECTION 14: ASSESSMENT QUESTIONS

PERSONAL SAFETY ON DECK

1 NEVER LEAVE A HEAVY OBJECT ON DECK WITHOUT SECURING IT. TRUE OR FALSE?

2 WHEN ENTERING ENCLOSED OR CONFINED SPACES, RESCUE AND RESUSCITATION

EQUIPMENT SHOULD BE:
a) Carried in with you as a matter of course.
b) Put on the deck of the space.
c) Available at the entrance.
d) Available on request.

3 IT IS OK TO WALK THROUGH PROHIBITED AREAS WHILE CARGO IS BEING LOADED

OR UNLOADED IF YOU HAVE A LEGITIMATE REASON TO DO SO. TRUE OR FALSE?

4 WHAT IS THE AIM OF SAFETY NETS?

a) To give warning of danger.
b) To stop unauthorised access.
c) To minimise the risk of injury arising from falling.
d) To protect the area under the net.

5 WHAT DO YOU BELIEVE TO BE THE MOST IMPORTANT FACT FOR CONSIDERATION

WHEN THERE IS NO PRACTICAL ALTERNATIVE TO MANUAL HANDLING?
a) The individual’s capabilities when the task is being allocated.
b) The sea condition.
c) The weight of the object to be moved.
d) The dimensions of the object to be handled.

6 WHY IS IT IMPORTANT TO READ THE LABELS ON CHEMICAL CONTAINERS CAREFULLY

BEFORE OPENING THEM?
a) To find out about any hazards from the contents.
b) To find out how to open the container.
c) To find out the cost of the contents and avoid waste.
d) To find out the quantity in the container.

7 WHEN WORKING NEAR THE RADAR SCANNER YOU SHOULD:

a) Keep your eye on the scanner in case it starts to move.
b) Keep your head and body below the level of the moving parts of the scanner unit.
c) Arrange for the radar to be switched off, the fuse removed and a warning notice to be left.
d) Ask a colleague to stand guard and keep a look out.

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SECTION 14: ASSESSMENT QUESTIONS

8 WHAT DO YOU CONSIDER TO BE THE MOST IMPORTANT PRECAUTION WHEN
WORKING ALOFT?
a) Let someone know that you are about to go aloft.
b) Never work aloft without a safety harness.
c) Work in pairs.
d) Use both hands to steady yourself.

9 BEFORE USING CHEMICALS YOU SHOULD ALWAYS:

a) Wash your hands.
b) Follow the manufacturer’s or supplier’s advice on correct use.
c) Speak to your supervisor.
d) Ask a fellow crew member to be present.

10 COMPLETE THE SENTENCE IN THE MOST APPROPRIATE MANNER. WHEN HATCH LIDS
ARE OPEN THEY SHOULD BE:
a) Painted bright red on the inside.
b) Marked with a warning sign.
c) Safely secured against movement.
d) Brightly flood lit.

11 WHICH STATEMENT BEST DESCRIBES YOUR RESPONSIBILITY FOR YOUR FELLOW

CREW MEMBERS WITH RESPECT TO THEIR PERSONAL PROTECTION?
a) None, each person must look after his/her own safety.
b) Unsafe or hazardous conditions should be reported to a responsible person immediately.
c) I should limit my observations concerning safety of others to the job in hand.
d) It is the sole responsibility of the Safety Officer, and it is best not to interfere.

12-15 ARE THE FOLLOWING STATEMENTS TRUE OR FALSE?

12 An experienced seafarer should be at the winch controls throughout the whole time
of the mooring.
13 Mooring decks should be regularly gritted to ensure they are anti-slip.
14 Partly opened unguarded hatches should always be covered with tarpaulins.
15 In manual handling, the size and shape of the load are not good guides to its weight
or weight distribution.

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SECTION 14: ASSESSMENT QUESTIONS

PERSONAL SAFETY ON TANKERS

1 YOUR MAIN DEFENCE AGAINST INJURY IS:
a) Your PPE.
b) Life saving appliances on board.
c) Keeping to company procedures.
d) Being very careful.

2 IF YOU CAN SMELL A CARGO VAPOUR, IT MEANS THAT:

a) This is a normal situation on a tanker.
b) It is localised and not a problem.
c) You should carry out your work more quickly.
d) Something is wrong.

3 THE CARGO DATA SHEET WILL INDICATE WHETHER ADDITIONAL PPE IS NEEDED.
TRUE OR FALSE?

4 VISITORS TO THE SHIP CAN USE THEIR MOBILE PHONES IN ALL AREAS AWAY FROM
THE CARGO MANIFOLD. TRUE OR FALSE?

5 WHEN ENTERING AN UNOCCUPIED CONFINED SPACE, YOUR PERMIT TO WORK

OR ENTRY PERMIT MUST BE AUTHORISED BY:
a) Yourself.
b) The Master and the officer in charge.
c) Nobody. You do not need one.
d) Any member of the engine room personnel.

6 ONLY INTRINSICALLY SAFE EQUIPMENT SHOULD BE USED ON DECK AND IN TANKS.

TRUE OR FALSE?

7 IF PETROLEUM CARGO GETS ON YOUR SKIN, YOU SHOULD:

a) Wash it off immediately.
b) Find the first aid kit.
c) Report it to a senior officer.
d) Ignore it – petroleum cargo is harmless.

8 IF YOU WISH TO SMOKE, YOU SHOULD DO SO:

a) Only on the cargo deck.
b) Only in your cabin.
c) Only in the designated areas.
d) Only in the designated areas and in the open air.

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SECTION 14: ASSESSMENT QUESTIONS

9 YOU SHOULD BE CAREFUL WHEN HANDLING METAL TOOLS BECAUSE THEY CAN
GENERATE A SPARK WHEN DROPPED. TRUE OR FALSE?

10 WHAT IS THE TIME LIMIT FOR HOT WORK?

a) 30 minutes.
b) 1 hour.
c) 2 hours.
d) The time specified in the permit to work.

11-13 ARE THE FOLLOWING STATEMENTS ABOUT FIRE PREVENTION TRUE OR FALSE?
11 It is not your job to prevent visitors smoking in unauthorised places.
12 Under certain conditions static electricity can cause sparks.
13 Apart from by the manifold during cargo transfer, the deck will be a vapour free area.
14 WHAT IS THE MINIMUM TIME FOR WHICH VENTILATION IS RECOMMENDED PRIOR
TO PUMP ROOM ENTRY?
a) 10 minutes.
b) 15 minutes.
c) 20 minutes.
d) 30 minutes.

15 WHAT IS THE MINIMUM TIME FOR WHICH A TANK SHOULD BE LEFT AFTER WASHING
BEFORE ULLAGING WITH A METAL TAPE?
a) 10 minutes.
b) 15 minutes.
c) 20 minutes.
d) 30 minutes.

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SECTION 14: ASSESSMENT QUESTIONS

PERSONAL SAFETY ON CONTAINER VESSELS

1 THERE IS A CONSTANT RISK OF BEING STRUCK BY CONTAINERS BEING HANDLED
EITHER ON BOARD SHIP OR ON THE DOCKSIDE. TRUE OR FALSE?

2 ON THE DOCKSIDE, YOU CAN USE ANY ROUTE TO YOUR SHIP. TRUE OR FALSE?

3 IT IS BEST TO WORK:
a) In teams of 4.
b) On your own.
c) In pairs.
d) It does not matter how many people you work with, as long as all are properly trained.

4 IF YOU WORK ALONE, YOU SHOULD:

a) Let someone know where you are going.
b) Have a permit.
c) Ask permission from your manager.
d) Get on with it. It is not necessary to inform your crew members of your every movement.

5 ONLY THE CARGO HANDLERS ARE RESPONSIBLE FOR KEEPING ACCESS ROUTES
CLEAR OF OBSTRUCTIONS. TRUE OR FALSE?

6 EVERYONE SHOULD KNOW THE LOCATION OF HAZARDOUS CARGO AND PROCEDURES

FOR DEALING WITH IT. TRUE OR FALSE?

7 GAS LEAKS SHOULD BE INVESTIGATED BY:

a) The designated team.
b) Authorised crew members wearing appropriate PPE.
c) The Safety Officer.
d) The Master.

8 YOU SHOULD NEVER SMOKE IN CARGO SPACES UNDER ANY CIRCUMSTANCES.

TRUE OR FALSE?

9 IF YOU MUST BE ON DECK IN HEAVY WEATHER, YOU SHOULD:

a) Wear a safety line.
b) Wear protective goggles.
c) Make sure someone is with you.
a) Inform your supervising officer.

10 WHEN HANDLING REFRIGERANTS SUCH AS CFCS, YOU SHOULD FOLLOW THE

SAFETY REGULATIONS. TRUE OR FALSE?

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SECTION 14: ASSESSMENT QUESTIONS

11 WHEN CHECKING THE TOPS OF CONTAINERS FOR LOOSE ITEMS, YOU SHOULD:
a) Get the driver to carry out the check.
b) Climb up and have a look yourself.
c) Give a stevedore a leg-up so that he can remove any loose item.
d) Use a portable ladder and someone to hold it.

12 YOU SHOULD CONSULT THE IMDG CODE FOR RECOMMENDED PROCEDURES ABOUT
HAZARDOUS CARGO. TRUE OR FALSE?

13 IF THERE IS A CONTAINER FIRE WITH HAZARDOUS CARGO, IT SHOULD BE DEALT

WITH BY:
a) All available means and following the advice given in the IMDG code.
b) Crew members using a fire blanket.
c) Crew members using a fire extinguisher.
d) Crew members using the nearest available water supply.

14 BEFORE CONNECTING A TEMPERATURE CONTROLLED CONTAINER TO POWER,

YOUSHOULD ALWAYS ENSURE THAT THE POWER SWITCH IS ON. TRUE OR FALSE?

15 YOU SHOULD TREAT ALL CARGO SPILLS AS HAZARDOUS UNTIL YOU KNOW
OTHERWISE. TRUE OR FALSE?

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SECTION 14: ASSESSMENT QUESTIONS

PERSONAL SAFETY ON CHEMICAL TANKERS TEST

1 IF YOU ARE ASKED TO PERFORM A TASK WHICH YOU FEEL IS DANGEROUS,
WHAT SHOULD YOU DO?
a) Delegate it to a more experienced fellow crew member.
b) Trust the person who told you to perform the task and go ahead with it.
c) Argue assertively with the person who told you to do it.
d) Consult your Safety Officer or other senior officer.

2-3 ARE THESE STATEMENTS ABOUT PERSONAL PROTECTIVE EQUIPMENT (PPE)

TRUE OR FALSE?
2 PPE is your first line of defence.
3 Most chemical suits protect against the vast majority of all the chemical risks.
4-7 ARE THESE STATEMENTS ABOUT CHEMICAL HAZARDS TRUE OR FALSE?
4 Caustic soda is a corrosive chemical and can burn human tissue.
5 All toxic chemicals circulate throughout the body and end up in the liver.
6 If you breathe carbon dioxide in an enclosed space, you will rapidly become unconscious.
7 Certain flammable cargoes may emit flammable gases when they come into contact with water.
8-9 ARE THESE STATEMENTS ABOUT THE PRE-ARRIVAL MEETING TRUE OR FALSE?
8 The cargo emergency stopping arrangements should form part of the plan.
9 The exact schedule for the transfer toxic cargoes will be announced.
10 DURING TOPPING OFF AND COMPLETING CARGO OPERATIONS, THE OFFICER OF
THE WATCH SHOULD MONITOR ACTIVITY ON DECK VIA RADIO. TRUE OR FALSE?

11 WHO IS RESPONSIBLE FOR CLOSING THE VENTILATION AND RE-CIRCULATING

THE ACCOMMODATION AIR WHENEVER ANY TOXIC CARGO IS TRANSFERRED?
a) The engineers.
b) The Safety Officer.
c) The Officer of the Watch.
d) All crew members.

12 STATIC ACCUMULATORS ARE:

a) Cargoes that can become electrostatically charged.
b) Cargoes that must not be moved more than absolutely necessary.
c) Devices that monitor static electricity.
d) Devices that enable static charges to be built up.

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SECTION 14: ASSESSMENT QUESTIONS

13 NITROGEN IS LIGHTER THAN AIR AND SO MAY REMAIN IN THE TOP OF A TANK EVEN
WHEN READINGS ELSEWHERE IN THE TANK SHOW A GOOD OXYGEN LEVEL.
TRUE OR FALSE?

14 MECHANICAL VENTILATION OF THE SPACE AND REGULAR MONITORING OF OXYGEN

AND GAS LEVELS MUST CONTINUE WHILE PERSONNEL ARE INSIDE AN ENCLOSED
SPACE. TRUE OR FALSE?

15 MOST DEATHS FROM FIRE ARE CAUSED BY ASPHYXIATION AND NOT FROM DIRECT
CONTACT WITH FLAMES. TRUE OR FALSE?

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SECTION 14: ASSESSMENT QUESTIONS

PERSONAL SAFETY ON PASSENGER SHIPS

1 IF YOU ARE A STATEROOM STEWARD, YOU SHOULD NOT POINT OUT SAFETY FEATURES
OF THE CABIN TO PASSENGERS AS IT COULD CAUSE THEM TO WORRY. TRUE OR
FALSE?

2 WHICH OF THE FOLLOWING DO PASSENGERS NOT NEED TO BE MADE AWARE OF,

FOR THE SAKE OF THEIR SAFETY?
a) Their nearest muster station.
b) The radio in their cabin.
c) The location of their life jackets.
d) What they should do in an emergency.

3 IF YOU SEE ANY ACCIDENT, WHETHER IT INVOLVES CREW MEMBERS OR PASSENGERS,

YOU SHOULD STOP AND HELP. TRUE OR FALSE?

4 PASSENGERS SHOULD BE ENCOURAGED TO USE HAND RAILS WHILE WALKING ABOUT,

ESPECIALLY IN HEAVY WEATHER. TRUE OR FALSE?

5 IF A PASSENGER HAS QUESTIONS ABOUT PORTS OF CALL YOU SHOULD:

a) Endeavour to answer them to the best of your ability.
b) Consult your manager.
c) Refer them to the Cruise Staff even if you are familiar with the port.
d) Explain politely that it is not your responsibility.

6 WHEN DEALING WITH TROUBLESOME PASSENGERS, YOU SHOULD:

a) Follow your ship's procedure.
b) Leave them alone until they calm down.
c) Threaten them with the law of their own country.
d) Keep eye contact and say nothing.

7 IF A PASSENGER HAS FALLEN SICK OR BEEN INJURED:

a) Medical and Purser's staff should follow up, by phone or visit.
b) It is the passenger’s responsibility to bring first aid with them.
c) They should be left alone, as people prefer that.
d) They should be asked to fill out the appropriate form.

8 WHAT ACTION SHOULD YOU TAKE IF THERE IS A FOOD OR DRINK SPILL?

a) Give the passenger concerned a stern warning.
b) Report it.
c) Lend a hand to clear it up right away.
d) Mark the spot and clean it up at the end of the shift.

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SECTION 14: ASSESSMENT QUESTIONS

9 IF YOU FIND DEFECTIVE FITTINGS AND FURNISHINGS, THE FIRST THING YOU
SHOULD DO IS:
a) Repair them.
b) Contact the supplier.
c) Leave it – this is the Safety Officer’s responsibility.
d) Inform maintenance staff.

10 IF THE WATER LEVEL IN THE POOL DROPS, YOU SHOULD:

a) Fill it up.
b) Put warning signs by the deep end.
c) Increase the chlorination.
d) Put a net over it.

11 IF THERE HAS BEEN AN ACCIDENT, ITS CAUSE SHOULD BE INVESTIGATED

BY THE DUTY OFFICER. TRUE OR FALSE?

12 IN WHICH OF THE FOLLOWING AREAS ARE PASSENGERS ALLOWED?

a) The engine room.
b) Crew accommodation.
c) Machinery spaces.
d) None of these.

13 DURING TENDER OPERATIONS, YOU SHOULD:

a) Hurry passengers on and off the tender as quickly as possible.
b) Make sure there is a carefully controlled flow of passengers.
c) Make sure any company personnel have priority.
d) Leave passengers to make their own way on and off the tender.

14 IF A PASSENGER GETS ANGRY WITH YOU FOR KEEPING THEM WAITING BECAUSE OF
QUEUES AT THE STEPPING OFF POINT, YOU SHOULD STILL INSIST THAT THEY WAIT.
TRUE OR FALSE?

15 YOU SHOULD MAKE SURE PASSENGERS REMAIN SEATED WHILE IN THE TENDER.
TRUE OR FALSE?

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SECTION 14: ASSESSMENT QUESTIONS

PERSONAL SAFETY ON GENERAL CARGO SHIPS

1 WHEN YOU GO INTO THE CARGO HOLD, REMEMBER TO TAKE:
a) Full breathing apparatus.
b) Resuscitation equipment.
c) Portable lighting, where appropriate.
d) Your lifejacket.

2 IF YOU ARE OUT OF THE STEVEDORES’ SIGHT, YOU SHOULD:

a) Give them occasional verbal signals to let them know where you are.
b) Make sure the supervisor knows where you are working.
c) Take a walkie-talkie with you.
d) None of these. You must never go out of the stevedores’ sight.

3 WHEN YOU ARE IN CARGO SPACES, WHAT PPE IS SUFFICIENT PROTECTION?

a) Safety goggles.
b) Ear defenders.
c) Hard hats.
d) Hard hats and safety boots.

4 IF YOU HAVE TO CLIMB STOWED CARGO, YOU SHOULD:

a) Use a portable rigid ladder secured against movement.
b) Ask a colleague to give you a hand up.
c) Climb on to an appropriate sized container.
d) Never climb on stowed cargo – it is against regulations.

5 USE YOUR EAR DEFENDERS TO PROTECT YOUR EARS AGAINST NOISE.

TRUE OR FALSE?

6 WHAT ACTION SHOULD YOU TAKE IF THERE IS A CARGO SPILL?

a) Leave it for maintenance staff.
b) Report it.
c) Clear it up immediately.
d) Mark the spot and clean it up at the end of the shift.

7 GAS LEAKS SHOULD BE INVESTIGATED BY:

a) The designated team.
b) Authorised crew members wearing appropriate PPE.
c) The Safety Officer.
d) The Master.

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SECTION 14: ASSESSMENT QUESTIONS

8 IF YOU COME ACROSS A FIRE, YOU SHOULD FOLLOW THE CORRECT PROCEDURE,
WHICH IS TO:
a) Raise the alarm and try to contain the fire.
b) Withdraw to a safe area.
c) Report it to your manager.
d) Spray it with water.

9 IF YOU MUST BE ON DECK IN HEAVY WEATHER, YOU SHOULD:

a) Wear a safety line.
b) Wear protective goggles.
c) Make sure someone is with you.
d) Inform your manager.

10 STAY ALERT BY:

a) Drinking 8-10 cups of coffee a day.
b) Using prescription medication.
c) Avoiding tiredness through taking proper rest periods.
d) Taking short naps on duty.

11 YOU SHOULD NEVER STAND ON A GUARDRAIL WHEN THE SHIP IS IN PORT.

TRUE OR FALSE?

12 WHICH OF THE FOLLOWING IS NOT A RISK FROM MOVING LOADS?

a) Slashes from hooks and wires.
b) Slips or falls from oil spills.
c) Stabs from dunnage and nails.
d) Hearing damage from excessive noise.

13 YOU SHOULD USE MAIN HATCHWAY LADDERS DURING CARGO OPERATIONS.

TRUE OR FALSE?

14 WHETHER THE PILOT USES A HELICOPTER OR BOAT, THEY WILL NEED A SAFE AREA
FOR BOARDING AND DISEMBARKING. TRUE OR FALSE?

15 IF CARGO BREAKS LOOSE AT SEA, YOU SHOULD:

a) Secure it quickly before an accident occurs.
b) Secure it and then report the incident to an officer.
c) Report the incident because an officer should supervise this type of work.
d) Put a warning notice up.

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SECTION 14: ASSESSMENT QUESTIONS

PERSONAL SAFETY ON CAR CARRIERS AND RO-RO’S

1 ALL PERSONNEL JOINING CAR CARRIERS AND RO-RO’S MUST ATTEND SPECIAL
TRAINING PROGRAMMES IN ACCORDANCE WITH:
a) SOLAS.
b) United States Coast Guard.
c) Code of Safe Working Practices for Merchant Seamen
d) Port State Control

2 THE CARGO OPERATIONS PLAN SHOULD BE DISCUSSED BEFORE ENTERING PORT

WITH:
a) The stevedores.
b) The Master.
c) The Purser.
d) Everyone who is to be involved in the cargo operation.

3 WHAT ACTION SHOULD YOU TAKE IF YOU SEE AN OIL OR FUEL SPILL?
a) Leave it for maintenance staff.
b) Report it.
c) Clear it up immediately.
d) Mark the spot and clean it up at the end of the shift.

4 WHEN LIFTING A HEAVY OBJECT, YOU SHOULD BEND YOUR KNEES. TRUE OR FALSE?

5 YOU SHOULD TELL STEVEDORES AND DRIVERS OF ANY SPECIFIC HAZARDS

AND SAFETY PROCEDURES. TRUE OR FALSE?

6 CAR DECKS DO NOT NEED VENTILATING PRIOR TO PASSENGERS OR CREW ENTERING.

TRUE OR FALSE?

7 YOU SHOULD ALWAYS TAKE CARE WHEN USING DOORS LEADING TO OPEN DECKS.
WHICH OF THE FOLLOWING IS THE MOST COMMON RISK FACTOR?
a) Flooding.
b) High winds.
c) Damage from heavy use.
d) Damage by heavy objects.

8 WHEN LOADING PALLETS ON TO A FORKLIFT TRUCK, WHAT IS THE MOST COMMON

CAUSE OF HAZARD?
a) This type of truck is unstable and can easily tip.
b) They tend to leak oil.
c) They are very fast.
d) The pallets may be insecure or split.

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SECTION 14: ASSESSMENT QUESTIONS

9 LEAKING CARGO MAY BE HAZARDOUS TO HEALTH. REMEMBER MOST OF ALL:
a) Your breathing apparatus.
b) Your leather gloves.
c) The Dangerous Goods procedure.
d) The ISPS Code.

10 DURING A SEA VOYAGE, THE BOW OR STERN OPENINGS SHOULD BE:

a) Kept open.
b) Verified shut by one officer who should make this his or her special responsibility.
c) Kept open or shut depending on the prevailing weather conditions.
d) Verified shut by several people independently.

11 AFTER A VOYAGE IN BAD WEATHER, FOR WHICH OF THE FOLLOWING HAZARDS

DO DECKS NOT NEED INSPECTING?
a) Loose lashings.
b) Fallen cargo from vehicles.
c) Oily patches.
d) Discolouration.
e) Protruding securing points or chains.

12 THE RAMPS CAN ONLY BE OPENED AFTER THE SHIP HAS BEEN SECURELY MOORED
AND WHEN ALL THE SAFETY CHECKS HAVE BEEN CARRIED OUT TO THE SATISFACTION
OF THE OFFICER IN CHARGE. TRUE OR FALSE?

13 IF A VEHICLE REQUIRES REFUELLING, THIS SHOULD BE DONE ON BOARD SHIP.

TRUE OR FALSE?

14 WHICH OF THE FOLLOWING CARGO DECK CHECKS NEED TO BE CARRIED OUT

PERIODICALLY DURING A SEA VOYAGE? SELECT ALL THAT APPLY.
a) That cars are not moving.
b) That breathing apparatus is in good working order.
c) That lashings are holding tight.
d) That no loads on the vehicles have vibrated loose.
e) That no leaks of dangerous goods have taken place.
f) That warning signs are clearly legible.
g) That no fire hazards are present.
h) That all the watertight side doors and bow and stern openings are tightly closed.

15 ENGINES SHOULD BE STARTED WELL IN ADVANCE OF DEPARTURE. TRUE OR FALSE?

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SECTION 14: ASSESSMENT QUESTIONS

PERSONAL SAFETY ON BULK CARRIERS

1 YOU SHOULD NEVER SMOKE NEAR ACCESS HATCHES BECAUSE CERTAIN CARGOES
CAN CAUSE A BUILD UP OF FLAMMABLE GASES. TRUE OR FALSE?

2 FROM WHICH TYPE OF CARGO ARE YOU LEAST AT RISK?

a) Frozen meat carcasses.
b) Coal.
c) Grain.
d) Chemicals.

3 IF THERE IS AN OIL OR FUEL SPILLAGE, YOU SHOULD:

a) Sprinkle talcum powder on to it.
b) Clear it up right away.
c) Mark the spot and clean it up at the end of the shift.
d) Leave it. Floor surfaces on bulk carriers are designed to cope.

4 FOR WHICH OF THE FOLLOWING IS IT NOT NECESSARY TO HAVE A PERMIT?

SELECT ALL THAT APPLY.
a) Entering an enclosed space.
b) Cleaning with solvents.
c) Moving hatch covers.
d) Walking through a prohibited area on deck.

5 ANY WORK WITH A NAKED FLAME OR WITH WELDING EQUIPMENT REQUIRES

THE ISSUING OF A PERMIT TO WORK. TRUE OR FALSE?

6-9 ARE THE STATEMENTS ABOUT PPE TRUE OR FALSE?

6 Use your ear defenders to protect your ears against noise.
7 Masks should be used whenever you work near dusty cargoes.
8 While working on deck no special footwear is required.
9 Wearing a hard hat on deck is advisable but not mandatory.
10 OPENING AND CLOSING THE HATCH COVERS IS NOT LIKELY TO CREATE ANY HAZARDS.
TRUE OR FALSE?

11 OPENING ACCESS HATCHES COULD RESULT IN THE RELEASE OF FLAMMABLE

VAPOURS. TRUE OR FALSE?

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SECTION 14: ASSESSMENT QUESTIONS

12 HARD HATS PROTECT AGAINST:
a) Heat.
b) Chemicals.
c) Vapour.
d) Knocks.

13 YOU SHOULD REMOVE SOURCES OF POTENTIAL FIRE DANGER BY GOOD

HOUSEKEEPING. TRUE OR FALSE?

14 AN ENCLOSED SPACE MAY LACK:

a) Toxic gases.
b) Oxygen.
c) Carbon dioxide.
d) Carbon monoxide.

15 WHO IS RESPONSIBLE FOR YOUR PERSONAL SAFETY ON BOARD?

a) I am responsible for my own safety (others may also rely on you).
b) The Master is solely responsible for the safety of persons on board.
c) The ship’s Safety Officer is solely responsible for my safety on board.
d) The Superintendent is responsible for my safety.

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APPENDIX 1

PERSONAL SAFETY FOR PASSENGERS ON BOARD PASSENGER SHIPS

Sea staff on board passenger ships need to be aware of the personal safety of
passengers as well as their own personal safety. This special section has therefore
been added as an additional guide. Further information directly relating to the
video can be found in the section on video learning points.

Passenger ships present specific safety problems for shipboard personnel. This is because
passengers may be:
1 Unfamiliar with life on board ship
2 Unused to heavy weather
3 On holiday and therefore less on guard against everyday risks
4 Inclined to drink more alcohol than in normal situations

As a result it is particularly important that those on board ship should be aware of the following points
when dealing with passengers.

INTRODUCTION TO THE SHIP

Sea staff should inform passengers of the appropriate company procedures.

Depending on the circumstances, passengers may need to be informed of the following:

• All alarm signals including how they are given and what action to take
• Where Muster Stations are and how to reach them, and where life jackets can be located and how
they should be used
• The need to take particular care when moving around the ship
• Features of the vessel which may need particular attention
• The need to exercise care during heavy weather - for example, use of handrails, wearing sensible
shoes, slippery decks
• Which areas of the ship are off limits for passengers - for example, crew accommodation, engine
room, and navigating bridge

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APPENDIX 1
MONITORING PASSENGER SAFETY DURING A VOYAGE
Shipboard personnel dealing with passengers during a voyage should consider the following
recommendations:-
1 To take special care of children and the elderly when requested or where required
2 To post warning signs where appropriate
3 If circumstances warrant, to remind passengers politely of the dangers arising from over-exuberance

Personnel should feel encouraged to take appropriate action whenever potential risks are
noticed, for example;
• If the pool level drops, the pool should be netted and passengers informed
• Defective furnishings and fittings (e.g. loose carpets or handrails), if noted, should be reported
immediately to the maintenance staff and appropriate warnings posted
• Spillages should be cleared as soon as practicable
• Defective lighting should be attended to

Safe embarkation and disembarkation practices should be followed, for example:

• Help should be available for all passengers requesting assistance when boarding or exiting tenders
• Sea staff should make sure that everyone moves slowly and carefully
• The number of people reaching the stepping off point should be controlled
• The gap and difference in level between ship and tender should be monitored
• The wakes of passing ships and other changes in the sea state should be monitored
• The effect of weather conditions should be taken into account. One person should be made
responsible for slowing or stopping the embarkation if conditions warrant such an action
• Passengers should be reminded to avoid dangling their arms and legs over the side of the tender
• Passengers should remain seated while the tender is underway

When the ship is alongside, sea staff should:

• Stand by to ensure that the passengers exercise caution while on the gangway
• Keep control of the numbers of people on the gangway
• Keep the top and bottom of the gangway and the areas around them safe and free of obstruction

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APPENDIX 1
If, despite all the precautions, an accident does occur, crew members at the scene of the
accident should:
• Stop what they are doing (assuming it is safe to do so) and render any help needed
• Inform the first aid/medical personnel, the supervisor and the safety officer
• Avoid moving the injured person, unless necessary for their safety
• Treat the injured with the care and attention that they would like to receive in similar circumstances
• Encourage the injured person to talk to the medical staff once they are comfortable
• Avoid making comments about fault or blame while trying to console the passenger. Leave
investigation to the safety officer or to the expert retained for this purpose
• Assist the Safety Officer in making sure the area where the incident occurred is safe for others

Medical staff and the Purser's office should:

• Make sure that they do not neglect the injured person following the accident. They should contact the
person either by phone or visit, check on their progress and see to their needs
• Record calls and visits to ensure the proper level of follow-up is maintained. The passenger will not
want to be either ignored or bombarded with calls.

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APPENDIX 2

FURTHER READING AND RESOURCES

‘Safety and Health at Sea’ by Arne Sagen and Pat Mitchell (published by Witherby)
‘Tanker Management and Self Assessment’ (OCIMF)
‘Code of Safe Working Practice’ (MCA)

RELATED VIDEOTEL TRAINING PROGRAMMES AND PACKAGES:

Behaviour-based Safety Series (Codes 797-800)
Incident Investigation: Analysis and Reporting Training Course (Code 863)
Leadership and Management Training Course (Code 836)
Making the ISM Code Work for You (Code 737)
Risk Assessment at Sea Training Course (Code 867)
Safety Officer Training Course (Code 820)
The International Safety Management Code (Code 524)

RELEVANT WEBSITES
Australian Maritime Safety Authority
www.amsa.gov.au
CHIRP (Confidential Human Factors Incident Reporting Programme)
www.chirp.co.uk
InformISM - a website dedicated to enhancing knowledge, understanding and debate about the ISM Code
www.ismcode.net
International Maritime Organization
www.imo.org
MAIB (Marine Accident Investigation Branch)
www.maib.dft.gov.uk
MARS (Marine Accident Reporting Scheme)
www.nautinst.org/MARS/index.htm
OCIMF (Oil Companies International Marine Forum)
www.ocimf.com
The Maritime & Coastguard Agency
www.mcga.gov.uk
Transportation Safety Board of Canada
www.tsb.gc.ca
United States Coast Guard
www.uscg.mil

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ANSWERS TO ASSESSMENT QUESTIONS

The Shipboard Management Role
1d, 2b, 3d, 4 True, 5 False: The shipboard management team is responsible for identifying and reviewing
training needs; 6 True, 7 True, 8a, 9d, 10b, 11 True, 12a, 13c, 14 False: The shipboard management team
should be able to trust junior officers to take on certain tasks; 15c.

Personal Safety in the Engine Room

1a, 2b, 3d, 4a, 5c, 6d, 7b, 8 True, 9 False: Spontaneous combustion can occur in engine room spaces; 10
True, 11c, 12a, 13d, 14d, 15c.

Personal Safety in the Accommodation

1 True, 2a, 3c, 4 True, 5d, 6c, 7 False: You should never smoke in bed; 8d, 9b, 10c, 11b, 12a, 13 False. You
should never use makeshift plugs, sockets or fuses; 14 True, 15c.

Personal Safety in the Galley

1c, 2c, 3b, 4 True, 5 False: Raw and cooked foods should be kept separately; 6 True, 7 False: Everyone is
encouraged to contribute to the ship's safety committee discussions, 8 False: You should never leave the
galley unattended if any cooking is taking place, 9 True, 10 False. It is good technique to bend your knees
when lifting heavy objects; 11c, 12c, 13b, 14d, 15a.

Personal Safety on Deck

1 True, 2c, 3 False: Never walk through prohibited areas, especially when cargo is being loaded or
unloaded, 4c, 5a, 6a, 7c, 8b, 9b, 10c, 11b, 12 True, 13 False: Mooring decks should be intrinsically anti-
slip; 14 False: Partly open hatches should never be covered with tarpaulins; 15 True.

Personal Safety on Tankers

1c, 2d, 3 True, 4 False: Visitors can only use their mobile phones in the accommodation, 5b, 6 True, 7a,
8c, 9 True, 10d, 11 False: You should make visitors aware of the smoking regulations, 12 True, 13 False:
Cargo vapour can get anywhere so you should assume it will be near you on deck, 14b, 15d.

Personal Safety on Chemical Tankers

1d, 2 False: PPE is your last line of defence – the first is keeping to correct procedures, 3 True, 4 True, 5
False. Some toxic chemicals end up in the liver but others only affect the skin or tissue, or may
accumulate in other organs of the body, 6 True, 7 True, 8 True, 9 False: The exact timing for cargo
transfer cannot be announced during the pre-arrival meeting, as it is not yet known, 10 False. The Officer
of the Watch should monitor topping off operations by going on deck and not relying on radio
communications, 11a, 12a, 13 False: Nitrogen is heavier than air and may remain in the bottom of tanks
even when readings elsewhere in the tank show a good oxygen level, 14 True, 15 True.

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ANSWERS TO ASSESSMENT QUESTIONS

Personal Safety on Container Vessels
1 True, 2 False: When on the dockside, you should only use designated routes to your ship, 3c, 4a, 5
False. Safe access on deck is very important and everyone is responsible for keeping access routes clear,
6 True, 7b, 8 True, 9a, 10 True, 11d, 12 True, 13a, 14 False. The power switch should be off before
connecting a temperature controlled container to power, 15 True.

Personal Safety on Passenger Ships

1 False: Passenger safety is everyone's business and stateroom stewards should point out safety features
of the cabin; 2b, 3 True, 4 True, 5c, 6a, 7a, 8c, 9d, 10d, 11 False: The Safety Officer will investigate the
causes of accidents, 12d, 13b, 14 True, 15 True.

Personal Safety on General Cargo Ships

1c, 2b, 3d, 4a, 5 True, 6c, 7b, 8a, 9a, 10c, 11 True, 12d, 13 False: You should avoid using main hatchway
ladders during cargo operations because you could be struck by moving cargo and lifting equipment, 14
True, 15c.

Personal Safety on Car Carriers and Ro-Ro’s

1a, 2d, 3c, 4 True, 5 True, 6 False: Car decks need thorough ventilation before crew members or
passengers enter, 7b, 8d, 9c, 10d, 11d, 12 True, 13 False: Refuelling should be dealt with onshore. 14b
and f, 15 False: Engines of private cars, trucks and lorries should not be started before they are free to
disembark.

Personal Safety on Bulk Carriers

1 True, 2a, 3b, 4 b and c, 5 True, 6 True, 7 True, 8 False: Safety footwear should be worn at all times to
protect feet against heat, chemicals, penetration, slipping and crush damage, 9 False: Your hard hat
should always be worn on deck, in cargo spaces and other designated areas, 10 False: Moving hatch
covers could cause accidents and you should always ensure there is nobody in the way, 11 True, 12d, 13
True, 14b, 15a.

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NOTES

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