INTERNATIONAL MARITIME LAW

3.2.4 Various safe work practices and personal shipboard safety (cont’d) D. Permit-to-work systems (cont’d) In using a permit-to-work, the following principles apply: • The permit should specify the period of its validity (which should not exceed 24 hours) and any time limits applicable to the work which it authorises • Before signing the permit, the authorising officer should ensure that all measures specified as necessary have in fact been taken • The authorising officer retains responsibility for the work until he has either cancelled the permit or formally transferred it to another authorised person who should be made fully conversant with the situation. Anyone who takes over, either as a matter of routine or in an emergency, from the authorising officer, should sign the permit to indicate transfer of full responsibility • The person responsible for carrying out the work should countersign the permit to indicate his understanding of the safety precautions to be observed https://www.academia.edu/8937568/Code-of-safe-working-practices-for-seafarers

3.2.4 Various safe work practices and personal shipboard safety (cont’d) D. MINIMUM HEADINGS FOR PERMITS-TO-WORK • Separate permits may be developed for each of the types of activity below. Note: the authorising officer should indicate the sections applicable by ticks in the left-hand boxes next to headings, deleting any sub-heading not applicable. • The appropriate details should be inserted when the “Sections for other work” or “Additional precautions” are used. The authorised person should tick each applicable right-hand box as they make their check https://www.academia.edu/8937568/Code-of-safe-working-practices-for-seafarers

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3.2.4 Various safe work practices and personal shipboard safety (cont’d) E. Line handling 8.10 Protection from falls 8.10.1 All personnel who are working at height (i.e. in any position from which there is a risk of falling) should wear a safety harness (or belt with shock absorber) attached to a lifeline. If a vessel is shipping frequent seas, nobody should be required to work on deck unless absolutely necessary. However, where this is unavoidable, persons on deck should wear a harness and, where practicable, should be secured by lifeline as a protection from falls, and from being washed overboard, or against the ship’s structure. (see also Chapter 17, Work at height.)

3.2.4 Various safe work practices and personal shipboard safety (cont’d) E. Line handling • 15.8.5 Lifelines should be long enough for the purpose and capable of being firmly attached to the harness, but the wearer should be able to detach them easily should they become tangled. • They should not be relied upon as the sole means of recovering a casualty from a space.

3.2.4 Various safe work practices and personal shipboard safety (cont’d) Lifting techniques The load and the lift should be assessed before lifting. • A firm, stable and balanced stance should be taken, close to the load with the feet apart but not too wide, with one leg slightly forward to maintain balance, so that the lift is as straight as possible. • At the start of the lift and when lifting from a low level or deck, a crouching position should be adopted, with knees and hips bent, whilst maintaining the natural curve of the back to ensure that the legs do the work. It helps to tuck in the chin while gripping the load and then raise the chin as the lift begins. • The load should be gripped with the whole of the hand, not fingers only. If there is insufficient room under a heavy load to do this, a piece of wood should be put underneath first. A hook grip is less tiring than keeping the fingers straight. If the grip needs to be varied as the lift proceeds, this should be done as smoothly as possible. • The load should be lifted by straightening the legs, keeping it close to the body. The heaviest side should be kept closest to the trunk. The shoulders should be kept level and facing the same direction as the hips. Turning by moving the feet is better than twisting and lifting at the same time. Look ahead, not down at the load, once it is held securely.

3.2.4 Various safe work practices and personal shipboard safety (cont’d) Lifting techniques

3.2.4 Various safe work F. Electrical safety practices and personal shipboard • Electrical hazards safety (cont’d) • 3.12.11 Unauthorised persons should not interfere with electrical fittings. N • o personal electrical appliance should be connected to the ship’s electrical supply without approval from a responsible officer. • 9.6 Electrical wiring • 9.6.1 The cores of electrical cables should be readily identifiable throughout their length by colours or numbers. Although various standards (British, other national or international) exist for colour coding of cores, the colours specified in the standards differ. The colours found on any ship will, therefore, depend on the country of building or manufacture of the cables. • Care should therefore always be taken to make a positive identification of cable duty, and colours should be used primarily as a means of conductor tracing.

3.2.4 Various safe work practices and personal shipboard safety (cont’d) G. Mechanical safety • 16.3.3 Special attention should be paid to the trim of the vessel when handling mechanical covers. The hatch locking pins or preventers of rolling hatch covers should not be removed until a check wire is fast to prevent premature rolling when the tracking is not horizontal. • 18.1.6 Specific risks that should be considered include: • mechanical risks such as crushing, impact, trapping or entanglement, cutting or friction; • 18.34.8 Mechanical fastenings should not be used in lieu of splices on man- made fibre ropes because strands may be damaged during application of the mechanical fastening, and the grip of the fastenings may be much affected by slight, unavoidable fluctuations in the diameter of the strands.

3.2.4 Various safe work practices and personal shipboard safety (cont’d) H. Chemical and biohazard safety • 2.6.3 Particular attention should be paid to the correct methods of disposal of waste oils (bilge or other), chemicals, galley waste (including used cooking oil), garbage (especially plastics, glass, drums and other non-biodegradable items) and redundant items (moorings, dunnage, cargo cleanings, etc.) in line with the vessel’s garbage management plan. • 3.11.3 It is important to read carefully all labels on chemical containers before opening them, to find out about any hazards from the contents. • A chemical from an unlabelled container should never be used unless it can be clearly established what it is. Further advice is in Chapter 21, Hazardous substances and mixtures

3.2.4 Various safe work practices and personal shipboard safety (cont’d) H. Chemical and biohazard safety • 7.7.3 In cases where a seafarer has been exposed to biological agents identified in group 3 or higher, a record must be kept for at least ten years following the end of exposure. • In cases where the effect of a disease may be long term, records may require to be kept for 40 years. Medical advice from the health surveillance provider should be sought on the appropriate retention period.

3.2.4 Various safe work practices and personal shipboard safety (cont’d) I. Personal safety equipment • 3.8.3 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. • 8.1.2 Personal protective equipment (PPE) must be used only when risks cannot be avoided or reduced to an acceptable level by safe working practices. This is because PPE does nothing to reduce the hazard and can only protect the person wearing it, leaving others vulnerable.

3.2.4 Various safe work practices and personal shipboard safety (cont’d) J. Roles of a Safety officer • 13.3.2 Appointment of safety officers • 13.3.2.1 On every seagoing ship on which five or more seafarers are employed, the Company is required to appoint a safety officer. • The master must record the appointment of a safety officer – this should be in the official logbook.

3.2.4 Various safe work practices and personal shipboard safety (cont’d) J. Roles of a Safety officer Suitable safety officer training should cover the following topics: The tasks of the safety committee. The rights and roles of members of the safety committee. How to carry out risk assessment and management. How to provide the necessary advice to resolve safety concerns or problems and to encourage adherence to prevention principles. Supervision of safety tasks assigned to crew and other seafarers on board, and passengers where applicable. Accident and incident investigation, analysis and making appropriate corrective and preventative recommendations to prevent their recurrence. How to obtain relevant information on a safe and healthy working environment from the competent authority and the Company. Effective means of communication with a multinational crew. The commitment required to promote a safe working environment on board.

3.2.5 Areas covered in safety commitee meeting • If a safety committee is formed to implement the employee participation element of health and safety on board, it should form the basis of consultation between the master, the employee representative and others. • It may be used by employers for consultation with the company and with employees. Its effectiveness will depend on the commitment of its members, in particular that of the master. • Because of its broad membership, the committee has the means to take effective action in all matters which it discusses other than those requiring the authorisation of the company and employer. • The frequency of meetings will be determined by circumstances but as a general guideline, the committee should meet about every 4-6 weeks. https://www.academia.edu/8937568/Code-of-safe-working-practices-for-seafarers

3.2.5 Areas covered in safety commitee meeting (cont’d) Agenda • An agenda (together with any associated documents and papers, and the minutes of the previous meeting) should be circulated to all committee members in time for them to digest the contents and prepare for the meeting. • If there is a particularly long agenda, it may be better to hold two meetings in fairly quick succession rather than one long one. If two meetings are held, priority at the first meeting should be given to the most urgent matters. • The first item on the agenda should always be the minutes of the previous meeting. This allows any correction to the minutes to be recorded and gives the opportunity to report any follow-up action taken. • The last item but one should be “any other business”. This enables last minute items to be introduced, and prevents the written agenda being a stop on discussion. The last item on the agenda should be the date, time and place of the next meeting https://www.academia.edu/8937568/Code-of-safe-working-practices-for-seafarers

3.2.5 Areas covered in safety commitee meeting (cont’d) Minutes • Minutes of each meeting should record concisely the business discussed and conclusions reached. A copy should be provided to each committee member. Normally, they should be agreed as a true record at the next meeting, or amended if necessary, under the first item of the agenda. • A minutes file or book should be maintained, together with summary of recommendations recording conclusions reached, to provide a permanent source of reference and ensure continuity if there are changes in personnel serving on the committee. • All personnel should be kept informed on matters of interest that have been discussed, eg by posting summaries or extracts from the minutes on the ship’s notice boards. Suggestions maybe stimulated by similarly posting the agenda in advance of meetings. • Relevant extracts of agreed minutes should be forwarded through the master to the company and, where appropriate, individual employers, even when the matters referred to have already been taken up with them. https://www.academia.edu/8937568/Code-of-safe-working-practices-for-seafarers

3.2.6 Personal health and hygene onboard It is the responsibility of individuals to ensure high standards of personal hygiene and to look after their own health. Attention should be paid to: • personal cleanliness • sensible diet • adequate sleep during rest periods • regular exercise • avoidance of excess alcohol/tobacco • prompt attention to cuts/abrasions • maintenance of working clothes and protective equipment in a clean condition • appropriate dress for the work and climate • avoidance of recreational drugs https://www.academia.edu/8937568/Code-of-safe-working-practices-for-seafarers

3.2.6 Personal health and hygene onboard (cont’d) • On international voyages, any vaccinations/inoculations required should be fully updated. Medications for prevention of illness (e.g.: anti-malarial tablets) should be taken as and when required. • In hot climates, it is important to protect skin from strong sunlight and drink plenty of salt-containing liquids to replace the body fluids lost through perspiration. https://www.academia.edu/8937568/Code-of-safe-working-practices-for-seafarers

3.2.7 Usage of analysers and various gas measuring tools Testing the atmosphere of the space Testing of a space should be carried out only by persons trained in the use of equipment. Testing should be carried out before entry and at regular intervals thereafter. If possible, the testing of the atmosphere before entry should be made by remote means. If this is not possible, the person selected to enter the space to test the atmosphere should only do so in accordance with the additional precautions specified in 17.10, which include the wearing of breathing apparatus. Where appropriate, the testing of the space should be carried out at different levels. Some monitoring equipment is designed for personal use purely to provide a warning against oxygen deficiency and hydrocarbon concentrations when there is a change in conditions. This should not be used as a means to determine whether a dangerous space is safe to enter. https://www.academia.edu/8937568/Code-of-safe-working-practices-for-seafarers

3.2.7 Usage of analysers and various gas measuring tools Testing for oxygen deficiency • A steady reading of at least 20% oxygen by volume on an oxygen content meter should be obtained before entry is permitted. • A combustible gas indicator cannot be used to detect oxygen deficiency https://www.academia.edu/8937568/Code-of-safe-working-practices-for-seafarers

3.2.7 Usage of analysers and various gas measuring tools Testing for flammable gases and vapours • The combustible gas indicator (sometimes called an explosimeter) detects the amount of flammable gas or vapour in the air. An instrument capable of providing an accurate reading at low concentrations should be used to judge whether the atmosphere is safe for entry. • Combustible gas detectors are calibrated on a standard gas. When testing for other gases and vapours reference should be made to the calibration curves supplied with the instrument. Particular care is required should accumulations of hydrogen be suspected. • In deciding whether the atmosphere is safe to work in, a “nil” reading on a suitably sensitive combustible gas indicator is desirable but, where the readings have been steady for some time, up to 1% of lower flammable limit may be accepted, eg for hydrocarbons in conjunction with an oxygen reading of at least 20% by volume. • Direct measurement of trace components of inert gas (see “Toxicity of other substances”)is not required when the gas freeing of the atmosphere of a tank reduces the hydrocarbon concentration from about 2% by volume to 1% of lower flammable limit or less in conjunction with a steady oxygen reading of at least 20% by volume, because this is sufficient to dilute the components to a safe concentration. • If, before the commencement of gas freeing, the hydrocarbon concentration of a tank containing inert gas is below 2% by volume due to excessive purging by inert gas, then additional gas freeing is necessary to remove toxic products at the safe level without specialised equipment and trained personnel. If this equipment is not available for use, the period of gas freeing should be considerably extended. https://www.academia.edu/8937568/Code-of-safe-working-practices-for-seafarers

3.2.7 Usage of analysers and various gas measuring tools Testing for toxic gases • The presence of certain gases and vapours on chemical tankers and gas carriers is detected by fixed or portable gas or vapour detection equipment • The readings obtained by this equipment should be compared with the occupational exposure limits for the contaminant given in international industry safety guides. • These occupational exposure limits provide guidance for the level of exposure to toxic substances that should not be exceeded if the health of the persons is to be protected. However, it is necessary to know for which chemical a test is being made in order to use the equipment correctly and it is important to note that not all chemicals may be tested by these means. • When a toxic chemical is encountered for which there is no means of testing then the additional requirements specified in 17.10 should also be followed. • A combustible gas indicator will probably not be suitable for measuring levels of gas at or around its occupational exposure limit, where there is solely a toxic, rather than a flammable, risk. This level will be much lower than the flammable limit, and the indicator will probably not be sufficiently sensitive to give accurate readings https://www.academia.edu/8937568/Code-of-safe-working-practices-for-seafarers

Syed Najmi MEng. (Mechanical – Marine Technology) UTM BEng. (Mechanical – Marine Technology) UTM [email protected] *LMD30903 International Maritime Law **LMD25903/LMB31303 International Maritime Law/ International Maritime Law 1 1

Contents 3.1 The background and history of SOLAS 3.2 Main element in SOLAS 3.3 General Provisions 3.4 Subdivision and Stability, Machinery and Electrical Installation 3.5 Fire Protection, Fire Detection and Fire Extinction 3.6 Life-saving Appliances and Arrangements 3.7 Carriage of Grain 3.8 Carriage of Dangerous Goods 2

3.1 History of SOLAS At the end of the lesson you should be able to : ➢ State the purpose of SOLAS ➢ Explain the safety of ship depends on adequacy of its construction, equipment and maintenance ➢ Describe briefly the contents of SOLAS http://www.mar.ist.utl.pt/mventura/Projecto-Navios-I/IMO-Conventions%20(copies)/SOLAS.pdf 3 3/8/2021

3.1 INTRODUCTION TO SOLAS ✓ Most important of all international treaties concerning safety of merchant ships ✓ First version in 1914 after TITANIC disaster • 1929 (2nd), • 1948 (3rd) and • 1960 (4th) ✓ 1960-1965- IMO first major task in modernizing regulation and technical developments ✓ 1974- New completed convention which introduce the new amendment procedure - tacit acceptance procedure (short acceptable period ) 3/8/2021 4

Purpose of SOLASTo Be a Leader in Maritime Education and Training Main objective is to Specify Minimum Standards for ➢ a. Construction, ➢ b. Equipment and ➢ c. Operations of ships compatible with their safety (maintenance) ❑ Flags States are responsible for their Flag ship ❑ Port Sate Control ( PSC ) may inspect compliance of SOLAS ❑ SOLAS applies only to ship engaged in International Voyages, unless expressly provided. (Chap. V annex ) 5

Overview of SOLASTo Be a Leader in Maritime Education and Training 3/8/2021 66

Application The following vessels are not applicable to SOLAS but they comply with the respective national legislation. o Vessel below 500GRT o Ships not engaged in International (Unlimited) voyage o Pleasure Crafts and Wooden primitive built ships o Fishing Vessel of 24 meters or less o Warships 3/8/2021 7

Safety of Ships Other matters related to SOLAS are : LOADLINE Limitation on the draught to which ship may be loaded and make a significant contribution to safety. These are in the form of FREEBOARDS marks This law is largely contained in The International Convention on Load Lines, 1966 ( LOADLINES 1966 ) 3/8/2021 8

Safety of Ships 9 Another important aspect of the safety of the ship is its CARGO This involve the following aspect of cargo a) Loading process b) Handling process c) Packaging of the cargo A number of important provision is contained in SOLAS Annex 3/8/2021

Safety of Ships  The carriage of Dangerous goods is regulated in Chap VII of Annex. IMO as introduce the International Maritime Dangerous Goods Code (IMDG-Code) to aid compliance The purpose is to provide harmonisation between countries engaged in the carriage of dangerous goods by sea.  The subject of container safety lead IMO to also introduce the International Convention of Safe Containers (CSC) for world major container operators.  The carriage of Grain is regulated in Chapter VI of the annex 3/8/2021 10

9.2. Main Element in SOLAS (version 2015) The annex of SOLAS contents 12 chapters + 2 more chapters. Chapter I - General Provisions Chapter II-1 - Construction - Subdivision and Stability, Machinery and Electrical installations Chapter II-2 - Fire Protection, Detection and Extinction Chapter III - Life-Saving Appliances and Arrangements Chapter IV - Radio Communications Chapter V - Safety of Navigation Chapter VI - Carriage of Cargoes Chapter VII - Carriage of Dangerous Goods Chapter VIII - Nuclear Ships Chapter IX - Management for the Safe Operation of Ships Chapter X - Safety Measures for High-Speed Craft Chapter XI-1 - Special Measures to Enhance Maritime Safety Chapter XI-2 - Special Measures to Enhance Maritime Security Chapter XII - Additional Safety Measures for Bulk Carriers,Specific structural requirements for bulk carriers over 150 metres in length. Chapter XIII - Verification of compliance. Mandatory from 1 January 2016 the IMO Member State Audit Scheme. Chapter XIV - Safety measures for ships operating in polar waters. The chapter makes mandatory, from 1 January 2017, the Introduction and part I-A of the International Code for Ships Operating in Polar Waters (the Polar Code). 11

3.3 General Provisions Chapter I – General Provisions ➢ Includes regulations concerning the survey of the various types of ships and the issuing of documents signifying that the ship meets the requirements of the Convention. The Chapter also includes provisions for the control of ships in ports of other Contracting Governments. 3/8/2021 12

3.4 Subdivision and Stability, Machinery and Electrical Installation Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations ➢ The subdivision of passenger ships into watertight compartments must be such that after assumed damage to the ship's hull the vessel will remain afloat and stable. ➢ Requirements for watertight integrity and bilge pumping arrangements for passenger ships are also laid down as well as stability requirements for both passenger and cargo ships. 3/8/2021 13

3.4 Subdivision and Stability, Machinery and Electrical Installation Chapter II-1 - Construction - Subdivision and Stability, Machinery and Electrical Installations ➢ The degree of subdivision - measured by the maximum permissible distance between two adjacent bulkheads - varies with ship's length and the service in which it is engaged. The highest degree of subdivision applies to passenger ships. ➢ Requirements covering machinery and electrical installations are designed to ensure that services which are essential for the safety of the ship, passengers and crew are maintained under various emergency conditions. The steering gear requirements of this Chapter are particularly important. 3/8/2021 14

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3.5 Fire Protection, Fire Detection and Fire Extinction Chapter II-2 - Fire Protection, Detection and Extinction “‘A’ class divisions” are those divisions formed by bulkheads and decks which comply with the following: 1. they shall be constructed of steel or other equivalent material; 2. they shall be suitably stiffened; 3. they shall be so constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test; 3/8/2021 16

“‘A’ class divisions” 4. they shall be insulated with approved non- combustible materials such that the average temperature of the unexposed side will not rise more than 140 °C above the original temperature, nor will the temperature, at any one point, including any joint, rise more than 180 °C above the original temperature, within the time listed below: 3/8/2021 17

“‘A’ class divisions” 5. The Administration of the flag State shall require a test of a prototype bulkhead or deck to ensure that it meets the above requirements for integrity and temperature rise in accordance with the IMO Resolution A.754(18). 6. For class B, C and D ships, constructed on or after 1 January 2003 IMO Resolution A.754(18) shall read Fire Test Procedures Code. 3/8/2021 18

“‘B’ class divisions” “‘B’ class divisions” are those divisions formed by bulkheads, decks, ceilings or linings which comply with the following: 1. they shall be so constructed as to be capable of preventing the passage of flame to the end of the first half hour of the standard fire test; 2. they shall have an insulation value such that the average temperature of the unexposed side will not rise more than 140 °C above the original temperature, nor will the temperature at any one point, including any joint, rise more than 225 °C above the original temperature within the time listed below: 3/8/2021 19

“‘B’ class divisions” 3. they shall be constructed of approved non- combustible materials and all materials entering into the construction and erection of ‘B’ class divisions shall be non- combustible, with the exception that combustible veneers may be permitted provided they meet other requirements of this chapter; 4. the Administration of the flag State shall require a test of a prototype division to ensure that it meets the above requirements for integrity and temperature rise in accordance with IMO Resolution A.754(18). 3/8/2021 20

3.6 Life-saving Appliances and Arrangements Chapter III - Life-Saving Appliances and Arrangements ➢ A revised Chapter was adopted in 1996 and entered into force on 1 July 1998. The revisions took into account changes in technology since the Chapter was last revised in 1983. Under the 1996 revision, specific technical requirements were moved to a new International Life-Saving Appliance (LSA) Code, made mandatory under Regulation 34, which states that all life-saving appliances and arrangements shall comply with the applicable requirements of the LSA Code. ➢ The Chapter entered into force on 1 July 1998 and applies to all ships built on or after 1 July 1998, with some new amendments to the previous Chapter also applying to ships built before that date. ➢ Chapter III Part B, Section V, Reg. 35 – Requirement on Training Manual. 3/8/2021 21

3.6 Life-saving Appliances and Arrangements Chapter III - Life-Saving Appliances and Arrangements ➢ The text of the 1996 Chapter takes into account technological changes, such as the development of marine evacuation systems: these systems involve the use of slides, similar to those installed on aircraft. The 1996 revision of Chapter III also reflects public concern over safety issues, raised by a series of major accidents in the 1980s and 1990s. Many of the passenger ship regulations have been made applicable to existing ships, and extra regulations were introduced specifically for ro-ro passenger ships. 3/8/2021 22

DESCRIPTION OF SOLAS Chapter IV – Radio Communications ➢ The Chapter was completely revised in 1988 to incorporate amendments to introduce The Global Maritime Distress and Safety system ( GMDSS). ➢ The amendments entered into force on 1 February 1992 with a phase-in period to 1 February 1999. By that date the Morse Code was phased out and all passenger ships and all cargo ships of 300 gross tonnage and upwards on international voyages are now required to carry equipment designed to improve the chances of rescue following an accident, including satellite emergency position indicating radio beacons (EPIRBs) and search and rescue transponders (SARTs) for the location of the ship or survival craft. 3/8/2021 23

3/8/2021 https://www.marineinsight.com/marine-navigation/introduction-gmdss-global-maritime-distress-safety-system/ 24