Capt. Toru Asai

General Manager of Loss Prevention and Ship Inspection Department

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This column features the article contributed by our Association to "Mariners' Digest Vol.72", published in January 2024 by the Japan Shipping Exchange, Inc.

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Highlights

• In order to protect seafarers, risks onboard must be identified and evaluated. And effective preventive measures must be taken to remove or minimise those risks.
• PERSONAL PROTECTIVE EQUIPMENT (PPE) must be used only when risks cannot be avoided or reduced to an acceptable level by safe working practices.

Introduction

Following to our column “Prevention of Personal Accidents on Board (No.1)”, we will mainly explain a few accident examples and, focus on countermeasures to prevent personal accidents on board.

2. Introduction of accident examples

(1) Enclosed space entry

<Outline of the accident>

On a chemical tanker staying at the anchorage of the loading port, past 08:00 in the morning, Chief officer was found unconscious in a cargo tank. He was immediately transferred to a hospital ashore, but died. The cause of death was oxygen deficiency.

<Cause of the accident>

• The chief officer entered the cargo tank to check and remove the residual oil.
• The chief officer entered into the cargo tank alone.
• No watch man was assigned on deck.
• No one was informed it.
• No gas check carried out before entering. (No evidence that the safety of the inside of the cargo tank was confirmed by a gas detector.)
• Gas free fan was not in operation at the time of the tank entry.
• Suspected that the chief officer became unconscious in the lower part of the cargo tank. It is probable that the concentration of oxygen in the lower part of the cargo tank had decreased because the vaporized residual oil, which is heavier than air, remained in the lower part of the cargo tank and pushed up the air.
• The chief officer had to report the results of the inspection of the residual oil in the cargo tanks tothe master, which was written in the procedure manual.

<Measures to prevent recurrence>

• The permit to work in enclosed space shall be kept by the master and everyone must obtain permission from the master before entering into the enclosed space.
• When entering an enclosed space, always form a group of two or more and assign a watch man at the entrance for communication and rescue.
• Before entering an enclosed space, the gas-free fan should be continuously running to ventilate the space.
• The atmosphere should be checked in each layer of the closed compartment with the gas detectors.
• Self-contained breathing apparatus should be prepared for rescue.
• A meeting should be held before entering enclosed spaces.
• Crew entering the enclosed space should always carry a transceiver, secure a means of communication with the master in case something happens, report to the master before starting and finishing work in the enclosed space, and give instructions.

(2) Falling overboard

<Outline of the accident>

A container ship was heaving up her anchor at the anchorage. It was still dark in the morning, the temperature was low, and the drizzle that had fallen on the deck was frozen. Deck crew heard the master's order over the radio to prepare the pilot ladder for pilot boarding. One of deck crew went to the pilot boarding area alone after informing the second officer at the forward station that he would go to prepare the pilot ladder alone. Another deck crew at the aft station, who normally prepared the pilot ladder together, was busy in securing the tug line at that time. Later, when he arrived at the pilot boarding station, no one was there.

<Cause of the accident>

While the stepping platform was being subsequently lowered, the platform detached and fell overboard. The deck crew was pulled into the water because he had a thin cord wrapped around his hand to lower the platform. The arrangement of equipment at the pilot boarding station posed a risk to the crew. He considered the work as ordinary work, and as a result he worked alone. Working in the dark, without adequate lighting, near the open pilot gate, and on a partly slippery deck also contributed to the accident.

<Measures to prevent recurrence>

• To prohibit working alone
• Specify necessary protective equipment (safety harness, life jacket, etc.)
• To revise the procedure

(3) Injury during the shifting by mooring ropes

<Outline of the accident>

At a loading port, the shifting by mooring ropes was being performed. And a forward spring line snapped. The mooring line struck a chief officer who was responsible for the forward station. The chief officer was immediately taken to a hospital, but both legs suffered multiple fractures, and ultimately the right leg had to be amputated at the knee.

<Cause of the accident>

• The shifting by mooring ropes was performed by only one forward spring line (75mm diameter double-braided hawser) to move the vessel aback.
• There was a 3 knots current in the opposite direction of the movement of the vessel. This increased the load on the rope.
• The chief officer was struck by the broken mooring line as he was stood in the snap back danger zone.

<Measures to prevent recurrence>

• When performing the shifting by ropes, provide detailed explanations of the procedures, etc. to all deck crew.
• Situations in which rope-shifting loads are placed on a single mooring line should always be avoided. It is also important to consider using a tugboat for assistance.
• Crew members should understand the snap back danger zones. Basic training must be provided to crew members not to stand within the snap back danger zones.

3. Prevention of personal injury

In order to protect seafarers, risks onboard must be identified and evaluated. And effective preventive measures must be taken to remove or minimise those

risks.

• Risk assessment should be carried out.
• Effective preventive measures should be taken .
• Permit to work system should be used (including the check list before/during/after the work).
• Tool Box Meeting should be held prior to the commencement of the work.

(1) PERMIT TO WORK SYSTEMS

Based on the result of the risk assessment, appropriate control measures should be put in place. Permit to work systems are formal records to confirm that control measures are in place when particular work is being carried out.

Permits to work would be required for the following categories of work, but not limited to:

• enclosed space entry;
• hot work;
• working at height/over the side;
• any work requiring use of gas testing/equipment;
• electrical work;
• working on deck during adverse weather;
• lifts, lift trunks and machinery.

Permit to work systems consist of an organized and predefined safety procedure and contribute to measures for safe working.

The SMS for individual ships should determine when permit to work systems should be used, and the form of the permit to work. The following principles are applied for a permit to work,:

• The permit should be relevant and as accurate as possible. (State : the location and details of the work, the nature and results of any preliminary tests, the safety measures, the safeguards)
• The permit should specify the period of its validity (Max 24 hours) and any time limits.
• Only the work specified on the permit should be undertaken.
• Before signing the permit, the authorised officer should ensure that all measures specified as necessary have in fact been taken, or procedures are in place.
• The authorised officer retains responsibility for the work until they have either closed the permit or formally transferred it to another authorised officer. Anyone who takes over from the authorised officer, either as a matter of routine or in an emergency, should sign the permit to indicate transfer of full responsibility.
• The competent person responsible for carrying out the specified work should countersign the permit to indicate their understanding of the safety precautions to be observed.
• On completion of the work, the competent person should notify the authorised officer and get the permit closed.
• The competent person carrying out the specified work should not be the same person as the authorized officer.

(2) PERSONAL PROTECTIVE EQUIPMENT (PPE)

Risks to the safety of seafarers must be identified and assessed. All risks may not be removed.

Seafarers must wear the protective equipment or clothing supplied when they are carrying out a task for which it is provided, and follow appropriate instructions for use. PPE should always be checked by the wearer each time before use. Seafarers should comply with the training they have received in the use of protective items, and follow the manufacturer’s instructions for use.

Attention should be given to control measures that will make the working environment and working methods as safe as reasonably practicable. PPE must be used only when risks cannot be avoided or reduced to an acceptable level by safe working practices. This is because PPE cannot reduce the hazard and can only protect the person wearing it, leaving others vulnerable.

Controls should be chosen taking into account various factors. In order of effectiveness these are:

• elimination;
• substitution by something less hazardous and risky;
• enclosure (enclose the hazard in a way that eliminates or controls the risk);
• guarding/segregation of people;
• safe system of work that reduces the risk to an acceptable level;
• written procedures that are known and understood by those affected;
• reviewing the blend of technical and procedural control;
• adequate supervision;
• identification of training needs;
• information/instruction (signs, hand-outs); and
• PPE (last resort) – cannot be controlled by any other means.

Suitable equipment should:

• be appropriate for the risks involved, and the task being performed, without itself leading to any significant increased risk;
• fit the seafarer correctly after any necessary adjustment;
• take account of ergonomic requirements and the seafarer’s state of health; and be compatible with any other equipment that the seafarer has to use at the same time, so that it continues to be effective against the risk.

(3) Protection from falls

All personnel who are working at height should wear a safety harness attacbed to a lifeline.

Types of safety harnesses are as follows.

• Body belt－designated to support a person in a hazardous work position and to reduce the possibility of a fall
• Chest harness－used when there are only limited fall hazards or when retrieving personnel from a tank
• Full body harness－designed to stop free falls; allows the worker to remain in an upright position after a fall

Regarding “Full body harness”

Against the background of physical hazards and accident cases of falls, the rule has been revised in Japan.

• Obligation to use "fall prevention equipment" when working at heights or other work where there is a risk of falling.
• Work at height, Work over the side, Fishing work, Work in the hold and De-icing work
• Previously, workers were required to use a “lifeline or safety belt.” But, it has been changed to "the fall prevention equipment", and the fall prevention equipment should be "harness type" in principle.
• Safety harnesses should not be used by any individuals without the proper training.

Reference:

Code of Safe Working Practices for Merchant Seafarers

Guidelines for Safe Operations on Board－To prevent oxygen deficiency and gas intoxication accidents during operations in enclosed spaces