Professional Documents
Culture Documents
OF NON-CARGO LOADS
AUTHOR
Sheila Brownlee
7299 1800
7299 1818
mail@videotelmail.com
www.videotel.co.uk
FACSIMILE +44(0)20
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 2007
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
ACCIDENTS CN HAPPEN
LIFTING EQUIPMENT
Introduction
Legal Requirements
Lifting Equipment
7
7
8
AFTER A LIFT
Maintenance and Testing
Record Keeping Equipment
Record Keeping Personnel Training
Storage of Lifting Equipment
Test Yourself Questions
11
11
14
15
15
16
16
17
18
18
19
20
25
27
29
31
31
31
32
32
33
34
FURTHER RESOURCES
36
APPENDICES
37
38
40
41
46
47
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INTRODUCTION
Lifting heavy or awkward items is difficult and dangerous enough on land. On board ship, with
the added difficulties of limited space, it is vital that every precaution is taken to ensure the
safety of those involved in the lifting operation. Whilst most lifts take place in port, it is also
important to ensure that vessel to vessel transfers are carried out in complete safety.
Every person who operates lifting devices must have extensive knowledge of the equipment they use,
including the various types of frames, beams, slings, clamps and shackles. They must also know the
limitations of the machinery and the forces involved in each lift.
IMPORTANCE OF TRAINING
As lifting is a hazardous operation, its essential to minimise those risks by restricting lifting to properly
trained personnel.
This guide shows the correct procedures to ensure the safe use of lifting devices on board vessels,
together with the maintenance and storage of lifting equipment.
It can be used alongside the DVD for private study or as the basis for conducting a simple training
session. For further study, there is also a companion Videotel interactive Computer Based Training (CBT)
program available.
IMPORTANT: The DVD, training guide and CBT in this package can cover only a small selection
of the lifting gear and rigging solutions available to a seafarer.
The skill is to know what each piece of gear is capable of doing and the correct procedures for operating
it. Only training and experience will bring about the required knowledge to plan and execute a safe lift.
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LIFTING EQUIPMENT
INTRODUCTION
Apart from the loading and unloading of cargo, lifting equipment on board a vessel is used for a
variety of purposes. These include loading of crew possessions and provisions; engine spares;
machine tools; maintenance and machinery; and even people.
LEGAL REQUIREMENTS
It is a managements responsibility to ensure that all lifting equipment is tested and certified in
accordance with prevailing regulations. In planning a lift, the first step is to check that all associated
equipment has been appropriately load tested and certified.
The International Labour Organisation (ILO) Convention places the following duties on the employer and
master in relation to hatches and lifting gear on board ship, requiring them to ensure that:
Any lifting plant (i.e. lifting appliance plus any lifting gear) used onboard ships is of good
design, of sound construction and material and free from patent defect. It must also be fit for
purpose, properly installed or assembled and properly maintained.
A ships lifting plant is used in a safe and proper manner and is not loaded in excess of its
Safe Working Load (SWL) except for the purpose of carrying out a statutory test.
LIFTING EQUIPMENT
No lifting device should be used with any locking safety device, limit switch, overload protection
or any other device rendered inoperative. If, exceptionally, limit switches need to be isolated in
order to lower a crane to its stowage position, the utmost care should be taken to ensure the
operation is completed safely.
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LIFTING EQUIPMENT
NON-CARGO CRANES
There are almost as many types of shipboard cranes and self-loading/unloading systems as there are
ships. They can be steam, electro-hydraulic or electrically powered. Only authorised and properly trained
personnel should operate these installations.
JIB CRANE A jib crane is frequently used to lift provisions, equipment and personal belongings on or off
ships. OVERHEAD TRAVELLING CRANE This is a familiar installation in an engine room, usually
operated via a remote box with low voltage push buttons.
HOISTS
Hoists can also be found in many forms. There are chain, wire and rope hoists, all of which can be
powered or manually operated.
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LIFTING EQUIPMENT
SHACKLES, CLAMPS AND SLINGS
In many lifting operations, shackles and clamps will be applied as the slings are attached to the item to
be lifted and the lifting block. Only undamaged shackles and clamps should be used and in accordance
with manufacturer's instructions. Any misuse of these items can result in the slings parting from the
hook or the eyebolt, leading to damage or injury.
Slings come in various configurations single, double, three-legged or four employing ropes, steel
wires and chains. Each sling will be terminated in a simple eye or thimble, link, hook or clamp. Before
use, each sling must be checked to ensure that it is in good condition, fit for the intended application and
that the terminations are undamaged.
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LIFTING EQUIPMENT
PERSONNEL LIFTING BASKET
A personnel lifting basket, or net, is sometimes used when transferring personnel from quayside or boat.
Great care and attention should be taken when lifting people by this method. It is important that everyone
involved in the lift is focused and concentrated on the total operation from start to finish. Correct safety
procedures and the appropriate Personal Protective Equipment (PPE) must be adhered to at all times.
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SAFE WORKING LOAD (SWL) OF THE EQUIPMENT and choice of equipment for the lift
RISK ASSESSMENT to assess the risks involved
PRE-OPERATION MEETING to ensure everybody knows their role in the lift
PERSONNEL PREPARATION to make sure all personnel are prepared, briefed and wearing
the appropriate PPE
CHECKING THE WEIGHT OF THE LOAD to ensure that the SWL is not going to be exceeded
CHECKING THE EQUIPMENT TO BE USED to ensure that it is fit for purpose
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Each item of lifting gear that weighs a significant proportion of its own SWL should be clearly
marked with its weight.
CRANES
Where the SWL of a crane varies with its operating radius, it is required to be fitted with an accurate
indicator, clearly visible to the driver, showing the radius of the load lifting attachment at any time and
the safe working load corresponding to that radius.
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EQUIPMENT to ensure that any equipment to be used is undamaged and in safe condition.
MAINTENANCE to ensure the equipment has been properly maintained and that
maintenance records are correct and up-to-date.
PERSONNEL to ensure that the personnel to be employed in the lifting operation are fully
trained and know what they are doing.
SWL to ensure the equipment to be used is fit to lift the weight of the load (see Section 4.1
Safe Working Load (SWL)).
EXTERNAL CONDITIONS to take into account factors such as weather and sea condition.
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PERSONNEL PREPARATION
Before the lift, the personnel involved should not only be trained to carry out the operation, they should
be suitably protected and have a valid permit to work if one is needed.
Everyone involved in the lift should have the right Personal Protection Equipment, which must include:
hard hat, gloves, goggles, boiler suit and safety shoes. Additionally, for lifting operations in noisy areas,
such as the engine room, ear protectors must also be worn.
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Where the operator of the lifting appliance does not have a clear view of the whole of the path of travel of
any load carried by that appliance, appropriate precautions should be taken to prevent danger.
Generally, this requirement is met by using a competent and properly trained signaller designated to give
instructions to the operator. A signaller includes any person who gives directional instructions to an
operator while they are moving a load, whether by manual signals, by radio or otherwise.
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START
Attention
Start of command
STOP
Interruption
End of movement
END
of the operation
(operations cease)
or
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RAISE
LOWER
VERTICAL DISTANCE
JIB UP
JIB DOWN
*
EXTEND JIB
RETRACT JIB
JIB UP
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MOVE FORWARDS
(travel to me)
MOVE BACKWARDS
(travel from me)
RIGHT
to the signalmans
(in the direction indicated)
LEFT
to the signalmans
(in the direction indicated)
HORIZONTAL DISTANCE
SLEWING
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DANGER
EMERGENCY STOP
SECURE
Secure the load
TWISTLOCKS
Twistlocks on/off
OTHER
OPERATING INSTRUCTIONS
24
QUICK
SLOW
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No person should be lifted by lifting plant except where the plant has been specifically designed, adapted
or equipped for that purpose. In addition, nobody should be allowed access to the lifting area other than
those involved in the lift.
All loads should be properly slung and properly attached to lifting gear, and all gear properly attached to
appliances. Great care should be taken in freeing any load thats become stuck.
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Best practice is to raise the load slightly and stop the lift. The centre of gravity of the load can then be reassessed and judgement made whether to continue the lift.
The use of lifting appliances to drag heavy loads with the fall at an angle to the vertical is inadvisable.
This is because the friction and other factors involved and should only take place in exceptional
circumstances where:
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Lifting operations should be stopped if wind or sea conditions make it unsafe to continue them.
Before any attempt is made to free equipment that has become jammed under load, precautions should
be taken to guard against sudden or unexpected freeing. Others not directly engaged in the operation
should keep in safe or protected positions.
When machinery and, in particular, pistons are to be lifted by means of screw-in eye bolts, the eye-bolts
should be checked for correct SWL to make sure the correct eye bolts are fitted. They should also be
checked to ensure that they have collars, that the threads are in good condition and that the bolts are
screwed hard down on to their collars. Screw holes for lifting bolts in piston heads should be cleaned and
the threads checked to see that they are not wasted before the bolts are inserted.
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1 BEFORE CARRYING OUT A LIFT, LIST THESE ACTIONS IN THE CORRECT SEQUENCE
If you think (a) is the first action, put 1 beside it, and so on for each action
a If required, make sure you have a valid permit to work
b Make sure any crew involved have been properly trained and have no other duties
while the lift is taking place
c Check weather and sea conditions are good enough to allow for a safe lift
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AFTER A LIFT
All lifting appliances and items of loose gear should be kept in central locations and in a form
based on the model recommended by the ILO making it easier to maintain, access and check
equipment before use.
A mandatory programme of maintenance, testing and record-keeping must be adhered to.
Records of reports and registers may be kept in either paper or electronic form.
All nominated personnel should receive proper training and accreditation in lifting equipment use.
Every lifting appliance and item of loose gear should be tested by a competent person before
being put into use for the first time and after any substantial alteration or repair to any part
liable to affect its safety. Upon completion of the test, the item should be thoroughly
examined by the competent person
Every lifting appliance and item of loose gear should be thoroughly examined by a competent
person at least once every 12 months
Every lifting appliance should be re-tested by a competent person at least once every five
years. Upon completion of the test, the lifting appliance should be thoroughly examined by a
competent person
The testing or re-testing and examination of the lifting appliances or loose gear should
adhere to a proper standard
All lifting gear and appliances should be maintained in accordance with the manufacturers
instructions
Subsequent to any examination or testing, a record duly signed by the competent person
carrying out such examination or test should be kept on board. Any record of maintenance,
alteration and damage repair should also be maintained
RECORD-KEEPING EQUIPMENT
A lifting equipment register should be implemented and regularly updated. The register should record
the history of all lifting equipment from the day its brought on board to the time of its disposal.
The register is a means of storing certificates of manufacture, test certificates, recording maintenance
and disposal. The upkeep of the register would typically be the responsibility of the chief officer who
should sign all entries and ensure that certificates, tests and maintenance are kept up to date.
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AFTER A LIFT
Following any statutory test or examination of lifting equipment, the master must ensure that a certificate
or report in the required form is supplied within 28 days. This must be kept in a safe place on board ship
for a period of at least two years from receipt of the certificate or report of the next following test or
examination.
Although the regulations allow 28 days for the production of documentation, where any competent person
discovers a defect affecting the safety of the plant, they should take immediate steps to ensure that a
suitable person in authority is made aware of these defects and inform the master or their deputy. The
master/deputy should then take appropriate action with respect to the use of the plant and the remedying
of the defect. Certificates or reports should be kept readily available on board and copies of the latest
certificates or reports should be available to any dock worker or shore employer using the ships plant.
Reports should be based on the model forms prepared by the ILO for the examination and testing of
ships lifting plant.
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AFTER A LIFT
TEST YOURSELF
Check on your knowledge of safe lifting of non-cargo loads so far by answering the questions below.
For answers see TEST YOURSELF ANSWERS on page 32.
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FURTHER RESOURCES
Safe Use of Rigging Equipment
Videotel DVD programme and book (code no. 700)
Maritime and Coast Guard Agency: Code of Safe Working Practices for Merchant Seamen
(ISBN 0 11 5523693)
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APPENDIX A
USING SLINGS CORRECTLY
CHECKING SLINGS FOR WEAKNESSES
Slings can be made of rope, wire, chains, synthetic web and metal mesh:
Electric motors sometimes have an eyebolt for hitching a hook or a shackle for lifting
Other objects may have lifting plates welded to them with holes or rings for fitting lifting gear
Although a fitted eyebolt provides a single lifting point at the motor's centre of gravity, due to the location
of the motor, a vertical lift is not possible. The motor must be carefully lifted and moved horizontally
using two hoists hanging from two separate beams. Each sling and hoisting device must be capable of
lifting the full weight of the motor.
As the slings are employed vertically, the two slings share the weight of the object equally
but each of the slings must be capable of lifting the whole weight
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APPENDIX A
USING MULTIPLE SLINGS
Often the object to be lifted requires more than one hitching point for a balanced lift and a beam cannot
be used. A common alternative is a multiple sling in a bridle hitch.
Experiments show that two of the four slings actually take most of the weight
The other two only function in a balancing role and take only a small portion of the weight
during the lift, these roles interchange as the object is moved
It follows from this that all four slmgs must be rated capable of lifting half the weight of the
object
There are two different angles from the vertical involved in this lift, depending on whether
viewed from the side or from the end. Of course, for safety, the larger of the two must be
considered when choosing the correctly rated slings
Choosing the correctly rated slings and shackles will be done on the basis already discussed
The narrower the sling angle from the vertical the safer the lift, provided that the object
remains in balance throughout
The sling is wound around the object and fastened back on itself
In this configuration the sling can only lift about 80% of its rated weight
The critical point is the angle at which the sling is hitched back on itself
This angle should be kept as close to the vertical as possible
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APPENDIX B
ESTIMATING THE WEIGHT OF OBJECTS TO BE LIFTED
[NB this appendix uses the diagrams from pages 10 and 11: Safe Use of Rigging Equipment Videotel booklet]
A rectangular shaped object with length, width and height can be measured in feet or metres.
The three measurements multiplied will give its volume in cubic feet or cubic metres
A hollow cylindrical objects volume can be estimated by measuring its diameter and height,
calculating the area of its circular side and multiplying this by its height
Find out what material the object is made from and the materials weight per unit of volume (data tables
are available to provide this information).
Multiply this figure by the volume of the object to get its approximate weight.
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APPENDIX C
CARRYING OUT RISK ASSESSMENT ONBOARD SHIP
The detail of risk assessment, together with the form in Appendix D, is an example of how risk is
assessed by one particular company. Your own company may well have a different method.
Most activities on board ships carry at least some form of basic risk and a number of policies and
procedures are encompassed within the TQM. However, due to the varied nature of the industry it is
impracticable to cover all eventualities, Therefore, risk assessments must be carried out when
appropriate and if a risk is identified, then necessary measures shall be taken to eliminate such risk or
reduce it to an acceptable level.
For regular work, or work that is almost daily routine but not covered specifically in the Shipboard
Manual, a set of risk assessments shall be prepared by each department onboard. These shall be given
an onboard reference number (e.g. D-01, D-02, E-01, E-02, etc) and may refer to parts of the Shipboard
Manual. Cross-referencing to a specific risk assessment(s) can then be made in the Safety Morning
Meeting. These risk assessments shall be transmitted to Head Office when first prepared. These
routine assessments shall also be reviewed periodically on board, (a reminder may be inserted in the
vessels 6 monthly planned maintenance routine).
For periodic work, such as launching of lifeboat, major main engine maintenance (piston change, etc), a
risk assessment shall be carried out initially and transmitted to Head Office. These risk assessments
shall be reviewed on each occasion before, and (in the light of any potential new hazards identified during
the operation) after the work has been carried out.
Prior to carrying out any other critical or special tasks, a risk assessment shall be conducted to identify
any hazards. Such risk assessment is also to be made whenever new equipment or new technology is
introduced and whenever modifications are made to the planning or organisation of work that may affect
the health and safety of workers. Risk assessments shall also be made for all temporary and permanent
changes to procedures or equipment onboard the vessel.
Upon review of any risk assessment, if there is a change, the revised version shall be transmitted to Head
Office.
The results of the risk assessments are to be documented in writing in the Accident Prevention Log.
Classification of critical work activities and their risk assessments shall be discussed at the Protection
and Environment Committee (PEC) meetings.
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APPENDIX C
IDENTIFYING HAZARDS
The first step in any risk assessment procedure is to identify the hazards that create the risks. A hazard is
anything that has the potential to cause harm.
In the marine environment, we have various hazards are present. Examples of hazards are:
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Weather this includes sea, swell, wind, fog, extreme heat or cold
Chemical hazards
Electrical hazards
Fire and explosion
Hazards from high pressure mediums, such as compressed air, steam, oil, gas or water
under pressure
Moving machinery parts, unguarded rotating machinery
High noise levels
Working at heights onboard/outside of the ships rail
Slippery surfaces
Handling heavy weights onboard/outside of the ships rail
Unsecured objects in a moving seaway
Unsecured openings
Inadequate lighting
Inadequately ventilated spaces, especially enclosed spaces
Improper use of tools
Radiation
Slips, trips and falls
New, inexperienced or unfamiliar personnel
Whenever new working equipment or new technology is introduced
Whenever other modifications are made to the organisation or planning of work, which may
affect the health and safety of workers
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APPENDIX C
RISK ASSESSMENT
Risk can be defined as the combination of the severity of the hazard (consequence) with the likelihood of
its occurrence. Therefore,
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APPENDIX C
AN EXAMPLE OF RISK REDUCTION BY APPLICATION OF 'CONTROL MEASURES'
The foremast navigation light is extinguished and requires changing. Weather is bad with moderate
rolling and pitching and it is dark.
In this instance, the consequence of harm will be critical and harm is likely to occur to any person
carrying out the task. Therefore, there is 'considerable risk' attached to carrying out this activity under
the present circumstances.
If we wait for the weather to moderate and arrange to carry out the task in daylight hours and good
weather, we would be reducing the risk to a moderate level.
There is a smaller likelihood of critical harm, nevertheless there is an overall 'moderate risk' attached to
carrying out the task and we need to further reduce the level to bring it into the tolerable area.
We instruct the person to use a hard hat, safety shoes and utilise a safety harness to carry out the task
during daylight hours in good weather and to carefully examine that the mast ladder is in good and dry
condition.
By implementing additional control measures, we have now brought the risk down to as low as
reasonably practicable, and within the 'tolerable risk' level.
Note: If a likely consequence is a fatality then consequence is 3. If, with due safety precautions the likelihood
is significantly reduced to a tolerable level, i.e. unlikely to occur but the consequence of failure of all
precautions would be fatal, then consequence still remains a 3 but the risk is within the acceptable level.
Risk assessment involves three basic steps:
1 Identify hazards
2 Estimate the risk from each hazard the likelihood and severity of harm
3 Decide if the risk is tolerable
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APPENDIX C
To carry out effective risk assessment, it is necessary to:
A Classify work activities: prepare a list of work activities covering areas, machinery, people
and procedures, and gather information about them
B Identify hazards: identify all significant hazards relating to each work activity. Consider who
might be harmed and how
C Determine risk: make a subjective estimate of risk associated with each hazard assuming
that planned or existing controls are in place. The effectiveness of the controls and the
consequences of their failure should also be considered
D Decide if risk is tolerable: judge whether planned or existing precautions are sufficient to
keep the hazard under control and meet legal requirements
E Prepare a risk control action plan (if necessary): prepare a plan to deal with any issues found
by the assessment to require attention
F Review adequacy of action plan: re-assess risks on the basis of the revised controls and
check that risks will be as low as reasonably practicable
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APPENDIX D
V essel:
LPG/C BW Havsol
Engine
Form ref No
Related hazards:
Crit ical
Considerable risk
Moderat e
M oderat e risk
Insignif icant
Tolerable risk
Pract ically
im possible
Unlikely
t o occur
Likelihood
Likely
t o occur
Consequences
Crit ical
Considerable risk
Moderat e
M oderat e risk
Insignif icant
Tolerable risk
Pract ically
im possible
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Conclusion / Remarks:
Dat e: 03.01.2007
Unlikely
t o occur
Likelihood
Likely
t o occur
Signat ure
Acceptable
Based on t he
abov e analy sis,
indicat e t he
residual risk by
t icking relev ant box
Risk grading:
Not acceptable
Residual risk:
Acceptable
Consequences
Based on all
relat ed hazards,
t ick relev ant box
Risk grading:
Not acceptable
Initial risk:
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APPENDIX E
SHIPBOARD MANUAL
SBM 06-03
06 Safety
Safety Meetings
Safety planning shall be an integrated part of all operations and maintenance activities. The
meetings listed below are mandatory company requirement.
Meeting
Frequency
Safety Morning
Meeting
Particip
Every workday
morning
ants
Deck meeting:
Chief Officer,
Bosun and and if
required,
Electrician.
Riding squad
leader regardless
of size of squad.
Purpose
Documentation
Safety Morning
Meeting Form to
be completed and
handed over to
Master.
Engine meeting:
Second Engineer
and person
leading engine
room crew and
the electrician.
Subcontractor if
applicable.
Weekly
Maintenance and
Safety Meeting
Once a week
Planning of the
coming week's
planned
maintenance and
related safety
precautions.
The safety
aspects of the
work programme
have been
discussed and
recorded.
Protection and
Environment
Committee (PEC)
When required,
but at least once
a month
The Protection
Supervisors, the
Master, C/O, C/E,
Second Off, (as
ship's Safety
Officer & PEC
Secretary), 2nd
Eng. and if riding
squd of more
than four
onboard, the
squad leader.
To review the
safety work
onboard, To deal
with subjects
brought up by
the members and
safety related
issues from the
Company shore
organisation
Accident
Prevention
Notebooks,
Accident
Prevention Log.
Annual Report to
NMD
To review the
safety work
onboard, To deal
with subjects
brought up by
the members and
the Company
shore
organisation
Accident
Prevention
Notebooks,
Accident
Prevention Log.
Annual Report to
NMD/Head office
Common Meeting
When required
but at least 4
times per year.
Can be combined
with PEC
-meeting
The purpose of the safety morning meeting is to identify the safety aspects and hazards involved
in the maintenance work and operations during the day. One meeting is to be held by the deck
Revision
06
Approved Date
23.10.2005
Document owner
Terje Gautesen
Superior approver
Leif Arthur Andersen
Page No
1 of 2
This is an uncontrolled paper copy of BW Gas ASA's TQM system. Whenever this document is electronically revised, a printed copy of the new revision
shall replace the old. It is the responsibility of the reader of this document to ensure that this paper copy is valid.
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APPENDIX F
Name of vessel
LPG/C BW Havsol
Date (day-month-year)
Yatin Bhiwandkar
At sea
In Port
Deck
Engine
1. Are the crew fit for w ork and personal safety equipment available as appropriate
Checked
Checked
NA
Checked
NA
Checked
NA
Checked
NA
Necessary
Not necessary
3. If substances injurious to health are being used, have all instructions in " Journal
for Health Hazard Substances" been considered.
4. If entering enclosed spaces or hot w ork is involved, have all precautions
according to TQM been considered, and are all check lists and permits available.
5. Are the crew using required protective equipment?
Ref regulat ion concerning w orking env ironm ent , healt h and saf et y of w orkers
on board ship dated 04. 08. 2000 3 -2 . (NB docum entation if f ound t o be necessary , DCM 0 1 . 0 6 -8 6 )
DECK
Time:
ENGINE
Tim e:
48
SUBCONTRACTOR
Tim e:
COUNT ER SIGNATURE
Superv isor
Tim e:
Deck: Chof f
At regular intervals during the working day it shall be confirmed that the w orking conditions established/
agreed upon during SAFETY MORNING MEETING are being followed.
At the end of the w orking day this check list shall be handed over to the master and filed in the SAFETY
MORNING MEETING FILE.
T im e
Nam e
Signat ure
Tim e
Nam e
Signat ure
T im e
Nam e
Signat ure
Tim e
Nam e
Signat ure
T im e
Nam e
Signat ure
Tim e
Nam e
Signat ure
p r o d u c t i o n s
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