8. Personal Safety 

When carrying out cargo watch duties the company policy is usually adopted and the responsibility of the supervision of the loading or discharge of cargo is being set out. 

These involved would include any or all of the following: 

1. Prior to commencing loading cargo, and on the orders of the Chief Officer, the hold spaces would be inspected to ensure they are ready in every way to receive cargo. They should be cleaned throughout, with the bilge pump suction tested. The hold lighting should be inspected and dunnage correctly laid if required. 

2. Hatch covers should be opened (weather permitting) and secured in the correct stowage position. 

3. The derricks or the cranes should be rigged for correct operation. 

4. Tween deck guard rails should be seen to be in place and secure, in respect of tween deck vessels. 

5. Regular checking of the holds should take place to ensure they are being loaded or discharged correctly. Notes should be taken of cargo parcels being loaded to be added to the cargo plan. If discharging, note should be taken of any damaged cargo to be reported to the Chief Officer. 

6. All times of cargo work and stoppages are to be recorded.

7. Attention should be given throughout operations to prevent pilferage, smoking in cargo spaces and damage to the vessel. 

8. Where ‘general cargo’ is being loaded, visits to the shoreside warehouse to ensure continuity of flow and special cargoes to be catered for, should be anticipated. 

9. Special cargoes that have specific requirements, such as tallying, lock-up stow, hazardous goods, port separation or other similar needs, should be catered for, and the Chief Officer kept informed on progress. 

10. The overall deck security should be monitored throughout, inclusive of gangway and hold access points, fire precautions, ship’s draught and moorings, together with tonnages and capacities loaded per space. Once operations are complete (for the day) the hatches should be secured and locked. 

For Tanker cargo work, general precautions during cargo operations are; 

Adherence to safety procedures is of paramount importance on tankers; 

• should have a detailed cargo operation schedule or plan available so that personnel are fully aware of what exactly is happening. 

• must be conversant with the maximum loading rates of cargo. For some cargoes the rate is limited for intrinsic safety reasons. However, the ship generally stipulates the rate; this should not exceed the capacity of the ship's vapour lines to clear cargo            gases  or inert gas. 

• Loading or discharging rates should be agreed between ship and shore. 

• Pipelines and hoses should never be over pressurized. 

• Cargo-handling signals must be agreed and understood between ship and shore personnel.

Arrangements for indicating the following must be made:

(a) Stand By 

(b) Commence Operation 

(c) Slow Down 

(d) Stop Loading or Discharging 

(e) Emergency Stop

• The loading rate must never be controlled by operating the manifold valves but should be reduced by shore personnel. 

• Manual ullaging and tank sampling should be carried out only through the sounding ports constructed in the tank lids and these should only be opened long enough to do the job. 

• Personnel should stand at right angles to the wind direction to avoid inhaling gas. 

• Manual steel ullage tapes and metal sampling cans should never be used while a distillate (clean) oil is being loaded. This is to avoid the risk of sparks since the distillate oil may be statically charged and non-conductive ullage tapes, etc. must be used. 

• Gauges which are fixed to the ship's structure, such as 'Whessoe', are considered to be non-conductive. 

• When loading, sufficient ullage should be left to allow for the expansion of cargo which is being transported to warmer climes. 

• It should be remembered that bunkers are often taken during cargo operations. The appropriate safety and stability precautions should be observed. 

• Procedures for line and hose clearance will depend upon the shore facilities available, but whatever method is used all precautions against spillage must be taken.

• Attention should be given to the tank pressure relief valves but these will be considered later.

• Comply strictly with the terminal 'Fire Notice' which gives details of emergency procedures in the event of fire and with the 'Ship/Shore Safety Check List'.

• Prior to opening, the Officer of the Watch must be informed. 

• Never open more than one set of hatch cover panels at a time. 

• Check that the hatch cover panel stowage area is free of personnel, equipment or dunnage. 

• Attach safety check wires or switch on the power system, with controls correctly  positioned, prior to removed system. 

• Disengage all cleats. 

• Ensure personnel are clear all-round the hatch. 

• Position Crewmembers to monitors all sides of the hatch during opening. 

• Raise hatch cover to the roll position by jacks or lifting system and ensure clear of guides. 

• Check towing chains are free. 

• Commence opening of hatch covers, slowly at first, then normal operating speed, finally slow down to stow. Great care must be taken when opening hatch covers, especially if it is not possible to control the operating speed. 

• Check that towing chains remain free and do not foul the tracks or coaming top. 

• Never attempt to clear obstructions by hand. 

• Secure the hatch covers in the open position prior to shutting down the power or removing the towing and back-haul wires. 

• Install portable handrails where fitted. N.B. this should be done at the appropriate time according to type.

• The Officer of the Watch should be informed prior to closing any hatch cover. 

• Ensure the coaming top is clear of cargo, debris, tools, etc. 

• Ensure that the drain channels and entrances to the drain values are clear. 

• Check that hatch covers and seals are free of defects. 

• Check that any damage to wheel tracks, compression bars and landing pads has been repaired. 

• Ensure the hold is clear of personnel and that the hold access hatch or door is open. Check towing chains are free.

• Switch on power system. 

• Attach towing wire and back haul wire. 

• Remove portable handrails where fitted, N.B. this should be done at the appropriate time according to type. 

• Release locking or stow hooks and wires. 

• Position crewmembers to monitor all sides of the hatch during closing. 

• Ensure personnel are clear all round the hatch. 

• Commence closure of hatch covers, slowly out of stow, then normal operating speed, finally slowing as the hatch cover nears the closed position. Great care must be taken when closing 

• hatch covers, especially if is not possible to control the operating speed. 

• Check that towing chains do not foul the tracks or coaming top. Never attempt to clear obstructions by hand. 

• Lower hatch covers into guide pockets by jacks or lifting cylinders. In some cases this happens automatically by means of ramps. 

• Attach cleats prior to removing the towing wire or closing down the power. 

• Finally, check no one is in the hold and secure all hold access hatches, grain hatches and hold entry points.

• With hydraulic systems always ensure the oil tank is kept filled to the operating level and with the correct oil. 

• Never stand on moving hatch covers or next to unguarded openings into the hold. 

• Do not attempt to view the hold contents over the coaming prior to locking the hatch covers fully open. 

• Tween deck hatch cover cleat mechanisms must be engaged at all times when the panels are closed. 

• Never open hatch covers at sea unless absolutely necessary. Then, always secure by lowering wheels into guide pockets and/or attaching wires: particularly if side rolling type. 

• Do not tighten cleats so that the panels are unable to move on the coaming. This can cause weld failures on covers or coaming and lead to leaks. Follow maker’s instructions.

• ALWAYS rectify steel to steel faults before renewing rubber packing or rubber renewals will not be effective. 

• ALWAYS keep chains and cleats correctly adjusted. 

• ALWAYS attach locking pins and chains to doors and hatch covers in the open position. 

• ALWAYS keep coaming tops clean and double drainage channels in good order.

• ALWAYS open hatch covers and clean coaming tops and double drainage channels after loading bulk cargo through the grain cement hatches. This must be done prior to final closing of covers for sea. 

• ALWAYS keep wheels, hinge pins and chain tension equipment well greased. 

• ALWAYS keep hydraulic systems oil tight. 

• ALWAYS give notice that maintenance is being performed on equipment. Ensure no one can start the system or equipment. 

• ALWAYS prevent access hold from being locked closed when personnel are in the hold. 

• ALWAYS lock hatch covers fully open before switching off power. 

• ALWAYS check wires for broken strands and fraying. Grease regularly. 

• DO NOT enter a hold with suspect atmosphere. 

• DO NOT apply petroleum-based grease or paint to rubber packing surfaces. 

• DO NOT remove the rubber ball value from drain values. 

• DO NOT allow grooves to from in coaming tops in way of the side panel edges. 

• DO NOT use anything other than the recommended oil in the hydraulic system. 

• DO NOT leave cleats loose when proceeding to sea. 

• DO NOT attempt to open or close side rolling covers with loads or cargo debris on top. 

• DO NOT screw down cleats beyond normal tension.

Watch arrangements for keeping a deck watch when the ship is in port shall at all times be adequate to:  

• ensure the safety of life, of the ship, the port and the environment, and the safe operation of all machinery related to cargo operation;  

• observe international, national and local rules; and 

• maintain order and the normal routine of the ship. 

 The following check points shall be taken into account during cargo operation;  

• all relevant rules, regulations, and laws must be observed at all times 

• shall observe the weather and report any drastic changes including in case of excessive wind velocity and if any other abnormal condition has arisen or is expected to arise.  

• gangway watch and patrols should be carried out following the vessel Ship Security Plan. All restricted areas must remain secured or manned.  

• the crew of the watch shall periodically monitor the water surrounding the vessel, for marine pollution, especially during de-ballasting and oil transfer operations.  

• while moored at a shore facility, shall periodically check and tend the gangway and moorings, and take any action necessary to ensure the safe mooring of the vessel, considering local changes in weather and tide, as well as changes in the draft due to cargo transfer operations, ballast operations or bunker fuel transfer operations.  

• the vessel must always provide safe access, well illuminated and with a gangway net. 

• in case severe weather is expected, the frequency of Mooring checks should be increased, and the possibility of passing extra lines considered. At specific berths, the surge caused by passing vessels can cause ropes to part and the deck crew should standby at stations when vessels are scheduled to pass by at close range.  

• while at anchor, shall periodically check the vessel's position and immediately notify if dragging suspected.  

• deck scuppers are to remain plugged at all times except briefly opened to drain rain water 

• ballast is not to be overflowed, and all DB tanks on containerships must be filled by gravity. 

• Bilges are not to be pumped out 

• the crew of the watch shall monitor the emission from the vessels funnel and immediately report any signs of black smoke, soot or sparks  

• Whether at anchor or moored at a shore facility, shall ensure that all lights, shapes, and flags are displayed, and sound signals ( at anchor, in fog) used following the Rules of the Roads (COLREGS).  

• For Tankers and Gas Carriers, the safe operating envelope of the shore arms/connections should always be noted. The deck watch shall initiate Emergency Stop procedure if the risk of pollution is expected.  

• All work to be performed onboard the ship; the nature, amount and disposition of cargo loaded, discharged or remaining, and any ballast operations  

• The crew members required to be on board and the visitors on board; 

• Any other circumstances of importance to the ship's safety, its crew, cargo or protection of the environment 

• Any ongoing operations and specific port regulations. 

The following check points shall be taken into account while carried out the safety round check; 

• Conditions and equal tension of mooring ropes

• Rat guards are always in place on mooring ropes while at berth. 

• Security awareness of both vessel and on wharf as well as sea side of vessel 

• Any pollution traces onboard and vicinity of the vessel 

• Stevedore working process and their safety while onboard 

• Fire Hazards 

• Cargo operation including stowage, securing and damage if any 

• Ensured for all restricted areas. 

• Pilferage and any other acts that potential breach of security

• Any suspicious activities onboard

Safety signs and their use 

Safety signs that include hazard warnings should be used to indicate hazards and obstructions or control measures to be taken where the hazard or obstruction cannot be removed. Particular attention should be paid on passenger ships to hazards that may be familiar to seafarers but not to passengers. Where a language other than English is the working language of the ship, any text used in conjunction with a sign should also be displayed in that language. 

Safety signs that used onboard are; 

• Prohibitory sign 

• Warning sign 

• Mandatory sign 

• Sign for emergency escape, first aid and safe condition 

• Fire symbols

Based on the findings of the risk assessment, appropriate control measures should be put in place to protect those who may be affected. 

The permits to work systems are formal records to confirm that control measures are in place when particular operations are being carried out by using appropriate checklists. 

8.5.1 Entry to enclosed space or confined space 

Examples of such spaces are: cargo spaces, double bottoms, fuel tanks, ballast tanks, cargo pump rooms, cargo compressor rooms, cofferdams, chain lockers, void spaces, duct keels, inter-barrier spaces, boilers, engine crankcases, engine scavenge air receivers, CO2 rooms, battery lockers, sewage tanks and adjacent connected spaces, e.g., cargo space access ways. 

This is not an exhaustive list, and awareness of potential risks is necessary for all spaces on  board ship.

8.5.2 Hot work 

8.5.3 Working aloft 

8.5.4 Working over side(outboard) 

8.5.5 Electrical work 

8.5.6 Cold work 

8.5.7 Working with pressured vessels

The ISPS Code and its parent requirement (SOLAS Chapter XI-2) apply to certain types of ships engaged on international voyages. These are: 

• passenger ships, including high-speed passenger craft; 

• cargo ships, including high-speed craft, of 500 gross tonnage and upwards; and 

• mobile offshore drilling units (MODUs). 

• Security level 1, (SL1: normal threat level). SL1 is the level at which the minimum protective and security measures are in permanent effect.

• Security level 2, (SL2: heightened threat level). SL2 is the level at which, as a result of a heightened threat of a security incident, additional protective security measures are maintained for the duration of the threat.

• Security level 3, (SL3: exceptional threat level). SL3 is the level at which, when a security incident is probable or imminent, further specific protective security measures are initiated and maintained for a limited period.

In port, appropriate security precautions should be taken, including ensuring adequate lighting at night and that a gangway watch is maintained at all times.

At sea, appropriate precautions should be taken including, where appropriate, posting additional lookouts and security rounds. Lookouts should be alert to the approach of lit or unlit craft. Consideration should be given to the use of night-vision equipment.

At anchor, appropriate precautions should be taken including adequate lighting at night and security patrols on deck. Lookouts should be alert to the approach of lit or unlit craft. Consideration should be given to the use of night-vision equipment.

To discourage persons trying to smuggle weapons and explosives on board, an appropriate sign should be displayed at all access points stating that ‘All items brought on board this ship are liable to be searched.’

If there is any likelihood of stowaways, a thorough search of the vessel should be made before departure. This should include all accommodation, engine room, store rooms, accessible below-deck spaces, lifeboats and any other spaces where a person could hide.

In areas of high risk of piracy or armed robbery, additional precautions should be taken in accordance with best management practice. This should include measures to prevent persons boarding the vessel at sea, at anchor or in port. 

Ships are advised to maintain anti-piracy watches while transiting areas of high risk and report all piratical and armed robbery incidents, including suspicious movements of boats and skiffs, to the 24-hour-manned IMB Piracy Reporting Centre (IMB PRC) in Kuala Lumpur, Malaysia. (Had been trained in SSA and DSD Courses, make revision and discussion when teaching hours are available) 

Seafarers are also often required to work in unfavorable working conditions and confined environment, which make them more susceptible to professional stress and strain. Thus, self-discipline coupled with a positive attitude is a must on board ships to avoid mistakes, professionally speaking. Seafarers are required to have the skills and profess to not only take care of themselves while at the sea, but also create and maintain a safe environment on and around your vessel. 

Things that would make you a responsible and smart seafarer are; 

• never follow illegal or irrelevant orders 

• never hide a problem or a mistake 

• don’t ignore alarms 

• never get involved in physical fights 

• be polite 

• be a good listener 

• puts others at ease 

• be comfortable to discuss various issues 

• asks good questions 

• never interrupt 

• graciously accept a compliment with a simple, 'thank you' 

• always positive contribution to team work

It is important that is to enhance interpersonal relationship between people on board to ensure that all jobs are done smoothly and safety. Working on ships is not an easy task and dissatisfaction and demotivation can easily be developed among seafarers as a result of various kinds of stresses. During such situation, it is the job of captain, chief engineer, chief officer to get rid of discontentment among people on ship and instill the importance of interpersonal relationship.

Other ranks must also understand and obey orders within the framework of responsibility. If any orders beyond the scope of liability, one sided and personal orders, unsafe instructions are received, shall be challenged and positive feedback with reasonably and gently manner. 

Drug and alcohol abuse and its adverse effects on safety is one of the most significant social problems onboard. Each Administration shall establish, for the purpose of preventing alcohol abuse, a limit of not greater than 0.05% blood alcohol level (BAC) or 0.25 mg/l alcohol in the breath or a quantity of alcohol leading to such alcohol concentration for masters, officers and other seafarers while performing designated safety, security and marine environmental duties. 

Regarding the control of alcohol consumption, the crew members must not drink the alcoholic beverage during any of the following times,

• must not drink during the performing duty 

• must not drink within four hours before the commencement of performing duty. 

• must not drink within four hours before forthcoming specific such as operation of berthing/ unberthing, anchor operation and preparation of heavy weather. 

• must not drink during period that master designated for the sake of ship and crew safety and the maintenance of shipboard discipline.

Some company had established the Dry Alcohol Policy/Dry ship policy which stated that “All crewmembers, pilots, office personnel, guests, visitors, contractors and any other person assigned to this Vessel should be aware that this is an “Alcohol Free” Vessel (No Alcohol is to be sold, distributed, brought on board or consumed on the vessel).” 

It is the seafarer’s responsibility to look after their health and fitness. The work of a seafarer calls for a high standard of health and fitness, and so every seafarer is required to hold a valid certificate of medical fitness. High standards of personal cleanliness and hygiene should be maintained. On board ship, infections can easily be spread from one person to others, so preventive measures, as well as simple, effective treatment, are essential. Treatment should be sought straight away for minor injuries; cuts and abrasions should be cleaned and first-aid treatment given as necessary to protect against infection. 

Anyone taking medication, particularly any medication that may affect alertness, should declare this to the approved doctor conducting their medical examination, and discuss any possible side effects. They should also notify a responsible officer on board, so that allowance may be made in allocating tasks.

High humidity and high temperatures can lead to heat exhaustion and heat stroke. Perspiration is the body’s best heat-control mechanism, but sweat consists mainly of salt and water which must be replaced. When working in these conditions, it is advisable to drink at least 4.5 litres (8 pints) of cool (but not iced) water daily. It is best to take small quantities at frequent intervals. Salt can be taken in food, supplemented by salt-containing drinks to prevent heat cramps. Alcohol should be avoided. Using sunscreen can add useful protection for the seafarer’s body, which it is not easy to shade from UV rays and sunlight. 

Working in cold climates can impair the seafarer’s ability to carry out simple tasks, as the cold temperatures can severely affect dexterity. At even colder temperatures, deeper muscles are affected, which results in reduced muscular strength and stiffened joints. Appropriate clothing should be worn, including gloves, hat and warm socks. Care should be taken to ensure that this is compatible with any personal protective equipment needed for the work in hand.

Clothing should be appropriate for the working conditions. Working clothes should be close-fitting with no loose flaps, pockets or ties, which could become caught up in moving parts of machinery or on obstructions or projections. Where there is a risk of burning or scalding, as in galleys, clothing and shoes should adequately cover the body and material should be of low flammability, such as cotton.

Good housekeeping is an essential element in promoting health and safety on board: 

• Equipment and other items should be safely and securely stored. 

• All work and transit areas should be adequately lit. 

• Electric circuits should not be overloaded, particularly in cabins. 

• Garbage and waste materials should be cleared up and disposed of correctly and promptly. 

• Doors and drawers should be properly secured. 

• Emergency signage and fire and life-saving equipment should be kept clear at all times. 

• Instruction plates, notices and operating indicators should be kept clean and legible, and should not be obstructed by other items.

Many substances found on ships are capable of damaging the health of those exposed to them. They include not only recognised hazard substances, such as dangerous goods cargoes  and asbestos, but also some maintenance and cleaning substances. For example, caustic soda  and bleaching powders or liquids can burn or penetrate the skin. They may react dangerously  with other substances and should never be mixed. Coughs and lung damage can be caused by  breathing irritant dust. The risk is usually much greater for a person who smokes than for a non- smoker. Personnel should always comply with any control measures in place, and wear any  protective clothing and equipment supplied.

Injuries may occur onboard the ship are hand injuries, foot injuries, eye injuries, head injuries, cuts, burns and scalds, and damage caused by electrical hazards. 

Stress and fatigue can create safety hazards in the workplace, particularly in safety-critical or safety-sensitive jobs and are especially critical where other workers of members of the public may be affected. 

In order to address the effects of stress, the report suggests the following:

Controlled breathing: Inhale slowly and deeply through the nose into the bottom of the lungs, filling them. 

• Exercise: Exercise can clear your thoughts, and get into a better state of mind to deal with your problems. 

• Rest well: Take time for yourself, relax or connect with others on board. 

• Socialize: Spend time with others. This can give anyone a sense of time out and can be a good distraction. 

• Identify what is causing the stress: A list of stressful can relieve some pressure, while talking it over with someone trustworthy can also be beneficial. 

Furthermore, in order to cope with fatigue, sleep is more than crucial. Lack of sufficient sleep can increase fatigue and the only real way to solve this is good quality sleep. In order to achieve a quality sleep that will get you rested; the report outlines some actions that will help achieve just that: 

• Do not eat heavy or spicy foods in the few hours before going to bed; 

• Set an alarm at a regular time each day; 

• Do not use your computer, phone or any electrical devices when you go to bed; 

• Use your bed mainly for sleep; 

• A warm shower is beneficial; 

• Go to bed when you are tired and ready for sleep; 

• Try quiet activities before sleeping; 

• Try relaxation exercises.