Safety Guidelines Passenger Non Passenger Vessels

PASSENGER AND
Guidelines
NON-PASSENGER VESSELS
Safety
CONTENTS
Part One:
Specific identified hazards
1 Emergency procedures and 4 Watchkeeping

equipment 4.1 Organising the navigational watch 49
1.1 General prevention strategies 1 4.2 Duties and responsibilities 50
1.2 Muster stations 2 4.3 Navigational equipment 52
1.3 Emergency training 4 4.4 Fitness for duty 54
1.4 Fire on board 6
1.5 Man overboard 7 5 Safety in machinery spaces
1.6 First aid 8 5.1 Refrigeration systems 55
1.7 Flooding 10 5.2 Compressed air systems 57
1.8 Abandon ship 11 5.3 Gas cylinders and installations 58
1.9 Emergency contacts 13 5.4 Electrical systems 59
1.10 Operating with helicopters 14 5.5 Hydraulic systems 61
5.6 Hot work 62
2 Fire prevention and fire safety
2.1 Fire prevention and fire safety 15 6 Weather/sea conditions
2.2 General fire prevention 16 6.1 Weather conditions 63
2.3 Fire drills 18 6.2 Extreme sea conditions 65
2.4 Fire fighting 19 6.3 Fog 66
2.5 Fire fighting equipment 22 6.4 Bar crossing 67
2.6 Fire detection equipment 26
7 Human factors
3 Safety in vessels 7.1 Fatigue 69
3.1 General safety 27 7.2 Stress 72
3.2 Personal protective equipment 7.3 Alcohol and other drugs 75
and appropriate clothing 29 7.4 Host responsibilities 77
3.3 Machine guards 30
3.4 Isolation procedures 31
3.5 Hazardous substances
(dangerous goods) 32
3.6 Lifting gear 33
3.7 Portable electric tools 34
3.8 Working deck surfaces 35
3.9 Ventilation 36
3.10 Lighting 37
3.11 Ropes and mooring lines 38
3.12 Boarding and disembarking 39
3.13 Keeping the vessel watertight 40
3.14 Escape routes 41
3.15 Machinery stops 42
3.16 Fuelling safety 43
3.17 General training 44
3.18 Trip planning/pre-sailing checklist 46
Part Two:
Specific VESSEL OPERATIONS
8 Roll on/Roll off (RO-RO) 14 Hazard management

ferries 81 14.1 What is a hazard? 107
14.2 When does a hazard become
9 High-speed passenger vessels 83 significant? 108
14.3 Hazard identification 109
10 Passenger ferries 85 14.4 Hazard assessment and
management 110
11 Bare boat/hire and drive 14.5 What does “all practicable steps’’
vessels 87 mean? 111
14.6 Significant hazard management
Part Three: worksheet 112
general informaTion on health
and safety
12 Duties and responsibilities 89

12.1 Employer/vessel owner
(person who pays the wages) 90
12.2 Skipper (person who controls
the place of work) 91
12.3 Crew (people who are paid wages) 92
12.4 Self-employed 93
12.5 Principal (person who hires self-
employed people (skipper or owner)) 94
12.6 Other people who visit the workplace
in the course of their work
(eg observers, compliance officials,
contractors) 95
13 Managing health and safety

13.1 Relevant legislation 97
13.2 Developing a health and safety
policy 98
13.3 Providing information 99
13.4 Selection and placement of crew 100
13.5 Training 101
13.6 Induction for visitors and others 102
13.7 Employee participation in health
and safety 103
13.8 People who are not employees 104
13.9 System auditing 105
INTRODUCTION
This manual has been put together by operators of commercial passenger and non-passenger vessels
to provide guidelines on the safe operation of these types of vessels. This manual would not have been
possible were it not for the earlier achievements of FishSAFE in producing the Safety guidelines for small
commercial fishing vessels, which this manual is based on. If you are involved in commercial fishing you
should refer to the Safety guidelines for small commercial fishing vessels, rather than the information
contained here. Special mention must also go to the contribution made by the Marine Transport
Association in providing the expert knowledge and vessel-specific material contained within this manual.
Everyone working on board is encouraged to regularly refer to this manual. It is intended to help you put
in place training, practices, and procedures that ensure you operate safely and reduce losses due to
injury, accidents, or incidents. The information in these guidelines is based on practical experience and
hard-earned knowledge from past accidents and incidents. The guidelines offer information and a “best
practice” approach to the normal hazards and dangers found on small passenger and non-passenger
vessels. It is acknowledged that every passenger and non-passenger vessel has commercial operations
that are unique, so there are no easy “one size fits all” answers to safety issues. The intention is for
owners, skippers and crew to use this material as a starting point and guide when considering how to
make sure that the processes, procedures and general operation of their vessel are both safe and efficient.
The guidelines, while not legislative, are an effective way of putting induction and training processes
into place. They will help owners, skippers and crew to meet their legal obligations under the Health
and Safety in Employment Act 1992 and Maritime Rules (particularly Safe Ship Management).
The guidelines do not contain all the answers to every hazard or danger. Likewise, it may be that the
solutions or techniques they offer do not apply to your vessel or operation for practical or economic
reasons. In these cases, it is hoped that the guidelines will provide the framework and approach that
will enable you to put your own unique solutions into place.
The guidelines are designed to be an evolving document. They will be updated and amended in
the future. If you have any questions or feedback on the guidelines contact the Manager, Safety
Management Systems, Maritime New Zealand.
SPECIFIC IDENTIFIED
HAZARDS
Part One
EMERGENCY 1
PROCEDURES
AND EQUIPMENT
1.1 GENERAL PREVENTION
STRATEGIES
This section details the emergency procedures and equipment that should be on every vessel. It also
covers what you can do to prevent emergencies:
1 EMERGENCY PROCEDURES AND EQUIPMENT

• if there is a fire on board
• when someone falls overboard
• when someone is injured on board
• if there is a flood on board
• if you have to abandon ship
• if you have to make a MAYDAY call.
Regular emergency drills ensure all crewmembers know what to do if something goes wrong.
Preventing emergencies
Many accidents and injuries can be avoided, or their effects reduced, through the knowledge and
training of the vessel’s management and crew.
Everyone should do what they can to keep the vessel in good working condition. This means:
• keep things tidy on and below deck
• know where items should be stored and keep them there
• secure loose items
• make sure safety gear is easy to get to, and that it is regularly checked and maintained
• report any problems or gear defects to the skipper.
TIPS FOR SKIPPERS
Insist on safe working standards at all times.

• Always discuss safety matters with your crew. Formal safety committees are only compulsory
where there are 30 or more employees. Good communication on safety matters keeps
everyone informed.
• Every crewmember should be encouraged to give feedback and report defects.
• Complete pre-sailing safety checks every time you sail.
• Follow the Safe Ship Management (SSM) programme on board.
• Encourage your crew to attend first aid, fire fighting, survival and emergency training.
• Conduct regular safety exercises and discussions while at sea.
LEGAL REQUIREMENTS
• Maritime Rules Part 23 lists “Operating procedures and training designed to cope with emergency
situations or prevent such situations occurring”.
• The Health and Safety in Employment Act 1992 (HSE Act) requires “every employer to take all
practical steps to ensure the safety of employees while at work”.
• The HSE Act also requires “all employees to participate in processes relating to health and safety”.
Part One: SPECIFIC IDENTIFIED HAZARDS

1.2 MUSTER STATIONS
Muster station and muster list are terms typically used by larger vessels. However, they are still relevant
to smaller vessels.
A muster station is an assembly point that every crewmember knows to go to on hearing the vessel’s
emergency alarm. At the muster station/s details are given to crew and passengers on the type of
emergency. Crew are also given instructions on what tasks are required of them. The muster station
on a small passenger or non-passenger vessel is normally in, or behind, the wheelhouse.
A muster list is a list that details what duties each crewmember has in the event of an emergency.
This should be displayed in a prominent position on your vessel where the crew will see it often.
An example muster list is shown on the following page.
Everyone should know and follow the muster procedures.
TIPS FOR SKIPPERS
Essentials
• Place your muster list in a prominent position on the vessel. Refer to the legal section below for
maritime rule requirements.
Keep your crew “up to speed” by:
• having drills when least expected
• changing crew emergency duties around between trips so they become familiar with all duties,
and they get into the habit of regularly checking the muster list
• putting a copy of the muster list in places where crew will read it, eg the mess or the back of the
toilet door
• always initiating any drill with the actual alarm.
LEGAL REQUIREMENTS
• All vessels should have a muster list. Refer to Maritime Rules Part 23 for details of which passenger
and non-passenger ships are required to have a muster list.

EXAMPLE:
Muster list for small passenger or non-passenger vessel.

MUSTER STATION LIST
(Emergency Duty List)
MUSTER POINT
When the general alarm is sounded all crew muster behind the wheelhouse next to lifejacket stowage.
ABANDON SHIP
This order will only be given by the skipper.
Crew Proceed to Duty

Skipper Wheelhouse Send distress signals
Mate Wheelhouse Collect EPIRB on way to liferaft
Deckhand Wheelhouse Collect flares and VHF radio from wheelhouse on way
to liferaft
FIRE ON BOARD

Skipper Wheelhouse Start fire/deck pump
Start sending distress messages if required
Mate Wheelhouse Fight fire with extinguishers
Deckhand Wheelhouse Shut ventilation, close vents and prepare to boundary cool
COLLISION

Skipper Wheelhouse Monitor and control
Mate Wheelhouse Start bilge pumps
Deckhand Wheelhouse Close all watertight openings
MAN OVERBOARD
All crew muster behind wheelhouse (keeping an eye on person in water).
CREW NAMES FOR TRIP

Skipper Jack Hook Wheelhouse port side
Mate Bob Updown Forward cabin port bunk
Deckhand Fred Stone Forward cabin starboard bunk

1.3 EMERGENCY TRAINING
The crew are the only people who can deal with an emergency at sea. As emergencies do not occur
often, regular training is essential. This will mean your crew can respond quickly and effectively when
needed. Emergency training is practising safety drills on board the vessel while it is at sea.
Ideally training should be done at any time and while at sea.
Regular training, or practising, develops familiarity and familiarity saves time. In an emergency you don’t
have time to think.
TIPS FOR SKIPPERS
Essentials
• Develop and use a training exercise programme for your vessel and crew.
• Practise all drills regularly and often – even the simple ones.
• Conduct basic muster station and man overboard drills at the earliest opportunity after leaving port,
especially if new crewmembers are on board.
• Keep a record of all training and exercises undertaken. An example record is shown on the next
page. Your SSM manual may have similar record forms.
Extras
• Never assume everyone remembers or already knows what to do in an emergency.
• Conduct exercises for all types of emergencies. Hold these in different areas of the vessel
each time.
• Explain the use of the emergency gear used during each exercise.
• Never let your crew talk you out of doing an exercise. Yes they have done them before, yes they
can be boring, but they must be done.
• Don’t assume that because you only have a very small crew you don’t need to worry.
If an emergency occurs, you will have less people to rely on.
• Use training exercises to check your equipment. Operate hydrant valves to ensure they’re not
seized. Check hoses aren’t perished. Check extinguishers are in date.
• Work through “what if” scenarios with your crew after an exercise. Informal meetings are often
the best way on board smaller vessels.
LEGAL REQUIREMENTS
• Under the Health and Safety in Employment Act 1992 section 13 regulations, employers must
ensure staff are adequately trained and receive adequate supervision.
• Maritime Rules Part 23 requires the skipper to ensure the crew are familiar with a fire drill and
an abandon ship drill. The rule also requires the skipper of the vessel to ensure crew are familiar
with their duties and the use of emergency equipment.

EXAMPLE:

TRAINING AND EXERCISE RECORD
Jan Feb Mar Apr May Jun Jul Aug Sep
Fire in engine room. J.B.
4/1
Fire in galley/mess. Pete
23/2
Fire in steering J.B.
compartment. 1/3
Man overboard. J.B.
Recover from vessel. 9/1
Man overboard. Pete
Recover by rescue vessel. 20/2
Muster stations and J.B.
abandon ship. 1/1

Keep a training record like the one above in your SSM manual. If you make the effort to do the exercises,
it just takes a fraction more time to initial and date the record.

1.4 FIRE ON BOARD
Fire on board a vessel at sea (or alongside) is extremely serious. Fire can spread quickly and smoke
becomes very intense very quickly. This makes fire fighting harder. Fires can start anywhere on a vessel.
They most often start in the galley or in the engine room.
Action Points!
1. Raise alarm! Shout FIRE and/or sound the alarm.
2. Attempt to put out the fire using a portable fire extinguisher.
3. Stop all ventilation. Turn off fans.
If unsuccessful:
4. Get out and close up the compartment.
5. Shut off all power and fuel supplies to compartment on fire (if possible).
6. Activate fixed fire extinguishing system (if fitted).
7. Close all openings, doors and vents to the compartment. Keep an eye out for smoke escaping.
Block holes so the fire is starved of oxygen.
8. Protect liferafts from the fire.
9. Dampen hot spots on external bulkheads (if applicable) and on the deck above the compartment
on fire to stop it spreading. Use water sparingly to avoid stability problems due to free surface water.
10. Prepare to abandon ship.
Note
See Section 2 for more detail about how to fight fires on board.

1.5 MAN OVERBOARD
A crewmember can fall into the sea at any time while working on deck – not only during rough weather.

The person entering the water may have been unconscious when they fell in, and might not be able
to keep their head above the water. If they are not wearing a floatation aid, they may sink quickly.
It is important to RECOVER THE PERSON AS FAST AS YOU CAN.
Action Points!
If you hear or see someone fall overboard:
• Immediately throw a floatation device into the water. The best thing to use is a life ring. If you do not
have a life ring use a lifejacket or anything else that will assist the person to stay afloat. At night, throw
in a light or reflective item as well.
• Raise alarm! Shout MAN OVERBOARD.
• Keep pointing at the person in the water.
• Keep an eye on the floatation device and the person in the water. Guide the wheelhouse back to
them without taking your eyes off them.
• Carefully manoeuvre the vessel alongside (upwind) of the person.
• Recover the person being careful not to be pulled into the water yourself.
• Make the person warm, and conduct CPR immediately (if required).
• Radio for assistance (if required).
If someone is missing
• Mark your position and start retracing your track.
• Raise MAYDAY call immediately so other vessels in the area can assist.
Good Practices
• Always wear a personal floatation device whenever working on the weather deck – not just in bad
weather.
• Ensure life rings and other safety devices are easy to get to at all times.
• If you are the only one on deck consider wearing a safety line.
TIPS FOR SKIPPERS
• Conduct regular exercises by throwing something into the water to recover.

• Make sure at least two crewmembers know how to manoeuvre the vessel. It may be you in the
water.
• Position life rings near the main work areas and near the wheelhouse.

1.6 FIRST AID
First aid is the assistance given when a person becomes ill or injured. Often a vessel is days from shore
or hours from receiving help so it is up to the crew to conduct first aid. This often results in saving the life
of an injured crewmember.
Keep your first aid kit well maintained and organised in a dry location.
Keep common-use items (band-aids and hangover cures) separate so the first aid box does not get disturbed.
Action Points!
Raise alarm!
PATIENT UNCONSCIOUS
1. Secure the scene.
2. Make sure it is safe for you to assist the victim.
3. Conduct A, B, C!
A. Turn the patient on his/her side and clear Airway.
B. Check that the patient is Breathing and conduct rescue breathing (if required).
C. Check Circulation (check carotid pulse – take no longer than 10 seconds) and conduct CPR (if required).
PATIENT BADLY CUT

1. Stem flow of blood by wrapping with a clean bandage or material.
2. If an amputation has occurred, collect severed section in a clean plastic bag and place “on ice”.
3. Treat patient for shock.
PATIENT BURNT
1. Immerse burnt part of body in cold, fresh water.
2. Keep immersed in cold water for at least 20 minutes.
3. Do not put any medication on burns.
4. Wrap in sterile bandage.
5. Treat patient for shock.
HYPOTHERMIA
If a patient has been in the water they could be at risk of hypothermia. Treat them by doing the following:
1. Move the patient into a sheltered position.
2. Remove wet clothing and put dry clothes or blankets on the patient.
3. Make the patient warm and then stabilise his/her temperature.
4. Give warm or high-energy food.
SHOCK
If a patient has suffered a moderate or major injury they will suffer from shock. Treat the patient by doing
the following:
1. Lie the patient on their back and raise their feet slightly higher than their head.
2. Stay with the patient and keep reassuring him/her.
3. Maintain their body temperature by keeping the patient warm. Do not overheat.

ADULT CARDIO PULMONARY RESUSCITATION (CPR)

Check for any danger – if danger, move the casualty to safety.
Establish responsiveness – shout at the casualty and pinch the earlobes hard.
Call for help.
If no response: Check Airway, Breathing and Circulation
If no signs of life and inadequate or no breathing start CPR.
1. Airway
• Open the airway using Head Tilt/Chin Lift.
• Check for any obstruction, if found remove by finger sweeping.
2. Check for Breathing

• Get down close. Look, Listen and Feel for Breathing.
• If breathing is absent or inadequate – start CPR.
• Locate the centre of the chest, place the palm of the hand on the lower half of the sternum, link the
fingers and compress down 5 cm.
• Compress 30 times at a rate of 100 compressions per minute.
• Give 2 normal breaths, each breath of a 1 second period (where possible use a CPR Face Shield).
3. Continue CPR at a ratio of 30 compressions to 2 breaths until:

• casualty recovers
• higher medical aid arrives, or
• you are told to stop.
Every few minutes recheck the ABCs, pulse; if no change continue CPR.
Medical assistance is available via 2182khz or on VHF Channel 16.
LEGAL REQUIREMENTS
• Maritime Rules Part 32 requires every LLO and ILM certificate applicant to hold a valid first
aid certificate.
• You must report all accidents and incidents to Maritime New Zealand. Refer section 31 of the
Maritime Transport Act 1994.
• All vessels must have a first aid kit on board. The size depends on the size of vessel and operating
area. Refer Maritime Rules Part 50.
• All vessels must have a copy of a St John or Red Cross First Aid Manual on board. Refer Maritime
Rules Part 50.

1.7 FLOODING
Floods can occur through:

• a collision
• structural failure
• a broken service (cooling) pipe
• a damaged hull fitting or gland.
Flooding can affect the stability of your vessel. You need to watch out for accumulation of water and
understand the free surface effect of loose water.
Free surface effect

When a compartment has water in it, that water is free to “slop around”. The surface of the water is
called a “free surface”. When this water moves to one side, the weight of it moving will cause the vessel
to heel over. The same effect occurs when cargo or passengers are allowed to move from one side of
the vessel to the other.
Action Points!
1. Raise alarm!
2. Start pumps.
3. If you are the wheelhouse watchkeeper, send a radio message to nearby vessels or ashore.
Only after you have done this, go to assist. Things may deteriorate quickly once you are assisting
and you may not get another chance to get a message off.
4. Turn vessel towards shallower water or port. Consider beaching the vessel.
5. Attempt to stem the flow of water by shutting valves, or blocking the hole.
6. If pumps are out of action, get out and close compartment.
7. Reduce the free surface effect by making sure all water or fuel tanks not in use are pressed up full
or completely empty whenever possible.
8. Make sure all freeing ports are clear of obstruction to allow any collected water on deck to be
drained quickly.
9. Look for holes that allow water or fuel to leak into adjoining compartments.
10. Consider the stability affects of a flooded compartment. The vessel may heel over to one side
because of this. You may need to transfer fuel or counter flood another compartment to get the
damaged part of the hull out of water.
11. Prepare to abandon ship. Remain on the vessel for as long as it is safe to do so.
10 Part One: SPECIFIC IDENTIFIED HAZARDS

1.8 ABANDON SHIP
An emergency situation may be so bad that it is necessary to abandon the vessel in order to save lives.
It is often a difficult decision that should not be made too early or left too late.

Someone who gets into the liferaft relatively dry, with warm clothing, food, and water, has a greater
chance of survival. If you are dealing with an emergency (fire or flooding) and it seems likely that you
will have to abandon ship, the skipper should dispatch one crewmember to prepare to launch the raft
and gather food, water, clothing and other things you need.
The order for abandon ship must only be given by the skipper once it is clear that continued presence
on the vessel will be a risk to human life.
Action Points!
If there is time:
• Radio a MAYDAY call giving the vessel’s position.
• Collect a portable radio.
• Collect warm clothing and blankets.
• Activate EPIRB (emergency position indicating radio beacon) if possible, and tie this to the raft
or to your person.
• Collect food and water.
• Collect extra flares.
• Launch the liferaft and use the painter line to inflate the raft, and pull it to the side of the vessel.
Once everyone is in the raft get it clear of the vessel:

• Try to stay as dry as you can when you get into the raft. This helps prevent the onset of hypothermia.
• If unable to get into the raft dry, squeeze the water out of your clothing and bail out as much water
as soon as you can.
Once the raft has been cleared of as much water as possible:

• Close all liferaft openings to reduce chill.
• Stream the sea anchor to keep the raft in the vicinity of the last known position of the vessel.
• If the vessel is still afloat, keep clear in case it tips over or a mast falls.
• Erect reflector sheets (if fitted).
• Take seasickness tablets (if required).
If there is no time to launch a liferaft:

• Swim clear of the vessel.
• Once you are clear of vessel conserve energy.
• Keep talking to each other and huddle together in the water. Refer illustration 4.
This will maximise body warmth and make a bigger object for searchers to find.
• If you are alone, pull your knees up to your chest, into the survival position. Refer illustration 3.
• Watch out for the liferaft or other floating objects emerging from the water.
Part One: SPECIFIC IDENTIFIED HAZARDS 11

TIPS FOR SKIPPERS
Essentials:
• Maritime rules require all vessels to conduct an abandon ship drill once a month.
Extras
• Make sure liferafts are stowed properly. The painter line must be secured to the vessel (via a weak
link) so the raft stays close until survivors board it.
• Make sure EPIRBs are stowed properly so they float free once the hydrostatic release mechanism
has activated.
• Keep your liferafts and all hydrostatic release mechanisms serviced and in good condition.
• Ensure the crew know how to up-right a liferaft. Refer illustrations 1 and 2. Display posters
around vessel (if possible).
• Encourage crew to do a survival course.
1 2
3 4

1.9 EMERGENCY CONTACTS
Maritime NZ 24-hour emergency number: 0508 472 269 or alternatively 111

This notice should be displayed next to the vessel’s VHF radio. Copies are available by contacting
Maritime New Zealand on 0508 22 55 22.
Making a MAYDAY call with this information initiates a response from the Rescue Coordination
Centre NZ (RCCNZ).
RCCNZ will co-ordinate the organisations required to send you assistance.
You should also know the local frequencies of the NZ Coastguard. These are available from your
local coastguard or on their website: www.nzcoastguard.org.nz.
EXAMPLE:
The example below shows how coastguard frequencies could be displayed.
Coastguard base location Frequencies available on

1.10 OPERATING WITH
HELICOPTERS
Operating a helicopter over vessels presents a number of problems for the helicopter pilot. Rescue
operations are often conducted in poor weather and are extremely dangerous.
When transferring to a helicopter:

• Select the position where the transfer is to take place, ie the position where an injured person is to be
winched up. This may not necessarily be the largest deck area but will be the best location to allow
the helicopter and winch to keep clear of high obstructions (ie masts, gantries, derricks etc).
• Clear the deck of any loose pieces of debris or equipment that may be sucked up into the helicopter’s
engine.
• On sighting the helicopter, set a smoke flare to highlight your location and indicate the wind direction
to the pilot.
• The crew on deck should be dressed as brightly as possible, and should stay out of the way until the
helicopter is in position.
• Maintain radio communication with the helicopter throughout the operation.
• Never attach anything to the helicopter before the pilot gives approval to do so.
• Remember the pilot may not be able to see the load, so they may need some guidance.
• If the rescue is at night, the pilot will be accustomed to the darkness so avoid turning on very
bright lighting.
• Know the signals to communicate with the helicopter pilot from the deck.
• Ensure the static on the helicopter is earthed before you touch the rescue wire lowered from the
helicopter. How do you do this? Is it common knowledge?
STOP
LOWER
RAISE

FIRE PREVENTION
AND FIRE SAFETY
2
2.1 FIRE PREVENTION AND
FIRE SAFETY
Fire is very dangerous for vessels at sea. Most vessels carry and use a number of highly flammable items
on board. Once a fire starts, it can be very hard to put out. You will need to do everything you can to
2 FIRE PREVENTION AND FIRE SAFET Y

keep your vessel afloat and seaworthy.
This section covers:

• What causes fires.
• How to prevent fires from starting.
• How to fight fires safely and effectively.
Every vessel should have regular fire drills. Regular drills mean everyone knows what to do.
Important points for all crew:

• Know and look out for fire risks.
• Know what fire equipment is held on board.
• Know where all fire fighting equipment is held on board.
• Know how and when to use all the fighting equipment.
• Know how to contain a fire on board.
• Know the affects of fire fighting water on the stability of the vessel.
• Know your role in fighting a fire on board.
Flammable hazards
A flammable hazard is anything that could ignite a fire, or anything that burns easily. On board every
vessel there are a number of flammable hazards. These can include:
Things that can ignite or start the fire are:

• heat and sparks from electrical switches, motors, tools or leads
• cooker flames
• sparks from grinding and welding
• generators
• cigarettes, matches or lighters.
Things that can give the fire fuel to burn are:

• diesel fuel
• gas
• cleaning chemicals
• rags with oil or chemicals on them
• hydraulic oil.
Part One: SPECIFIC IDENTIFIED HAZARDS 15 15

2.2 GENERAL FIRE PREVENTION
The two main things everyone can do on board a vessel to prevent fires are to:
• keep the vessel tidy
• identify fire risks during normal day-to-day operation of the vessel.
Some specific flammable hazards are listed below. There may be other fire risks that are not on this list.
Consider what else you can do to prevent fires.
Diesel and petrol fuel and lubricating oils

• Ensure no one smokes on board the vessel when taking on fuel.
• Make sure all leaks in pipelines, fittings and engines are repaired immediately.
• Store all flammable products separately and tidily.
Hydraulic oil
• Make sure all leaks in pipelines and fittings are repaired as soon as possible.
• Regularly check hoses for deterioration.
LP Gas
• Gas bottles must be installed on the exposed weather deck. Salt air and water will corrode the
bottles. Keep them covered and ensure there is good ventilation to prevent fumes building up.
• Ensure bottles are stowed where they are least likely to be damaged.
• Regularly check hoses and fittings for deterioration.
• Install a simple gas detector/alarm.
Cooking fryers, elements and oils

Fires often start in the galley.
• Install timed switches on galley equipment so it will turn off if left unattended.
• Ensure a smoke detector is fitted.
• Make sure gas bottles are locked shut when leaving the vessel.
Electrical switchboards and connections

On most vessels, there is a range of control boxes, switches and sockets in areas exposed to physical
damage.
• Ensure the flame-proof and water-proof enclosures are kept in excellent physical condition.
• Regularly check that contacts and connections inside are still tight. Remember a vessel is continually
vibrating, so connections do come loose, which can create a hot spot.
Electric motors and generators

These are often in areas where they are exposed to fumes and dust. The fumes and dust can get into
the vents of the machine. Sparks from the electrics can ignite fumes or dust.
• Have a qualified person regularly check the vents and remove grills to make sure the internals of the
machine are clean.
• At the same time check that all connections inside are still tight.

Portable electric tools
• Ensure tools (including leads and extension leads) are kept in excellent condition.

• Turn power off after use.
• Do not run leads across deck.
Welding, grinding and gas cutting

Welding and cutting maintenance work is regularly required on board, and can be a significant fire hazard.
Fires resulting from this work rarely start from where the work is done and often develop some time after
the work was done.
• Fires from welding usually start on the other side of the bulkhead when paint or insulation ignites
or where sparks and lose metal fall.
• Fires from cutting work happen when sparks fly over an area. If these sparks fall into a nearby pile
of rubbish, on an oily rag, or on a piece of paper a fire could start.
• Always assign a crewmember, or make sure the contractor has a worker, to check the opposite side
to where welding work is being conducted. This should be done while the work is happening and for
some time after the welding has finished. The person doing it should use the back of their hand and
have a wet rag and bucket of water to dab onto any paint or panel that ignites.
• Insulation on the other side of the face being welded must be removed.
• Before allowing grinding or cutting work to proceed physically check the surrounding areas.
• Make sure a fire extinguisher is close by.
• Ensure contractors report to you before they start and when they finish.
• Check the area again one or two hours after work is completed.
Rags
Rags are regularly used to wipe up oil or fuel spills and then tossed into a nearby container.
Dispose of oily rags in a metal bin with a lid or a sealed airtight bag.
Chemicals
• Read the data sheets supplied with chemicals. Certain chemicals can be extremely volatile if mixed
with other substances.
• Have chemicals supplied in robust and non-corrosive containers.
• Stow chemicals in a separate dry stowage on or immediately adjacent to the weather deck.

2.3 FIRE DRILLS
Fire drills ensure everyone knows what to do when there is a fire. Talking about what to do is important,
but a practical drill gives everyone a chance to practise the required skills.
Fire drills are just as important for small vessels with only one or two crew. How you carry out a fire drill
on a small vessel might be different to how you would on a large vessel. For instance, on a small vessel
you may “walk through” the drill together and test each other. Whatever way you decide to carry out fire
drills on the vessel, you must do them regularly.
Good fire drills

• Start with the alarm you normally use to get crew to the muster stations. This allows an immediate
check to confirm everyone is accounted for and doing their duty.
• Occur in different locations on the vessel where a fire could possibly start.
• Have a sense of urgency.
• Use the correct fire fighting equipment at the scene.
TIPS FOR SKIPPERS
• Time crew during the drill to see how long it takes them to do certain tasks.
• Check your deck and/or fire hoses are long enough and in good condition. Always open at water
supply and/or fire hydrant valves to keep them moving.
• Make sure crew know how to use all the different types of extinguishers, hose spray/jet nozzles
and pumps on the vessel.
• Always debrief after a fire drill. This can be an informal discussion afterwards where “what if”
scenarios, as well as deficiencies in the day’s exercise, can be discussed.
• Always question crew on their knowledge but also listen to their comments and suggestions.
• Always log your exercise in the vessel log and/or your training record.
• Maritime New Zealand recommends you have one fire drill per month.

2.4 FIRE FIGHTING
Fire needs three components to keep burning: heat, fuel and oxygen. It will go out when one of these
components is removed.

Heat
Land-based fire brigades fight house fires through removing the heat by cooling the fire with lots of water.
Flooding a vessel at sea is not a good idea, as the vessel will become unstable with free surface water
and flooding.
Hoses can still be used for cooling at sea, but should be used with care.
Fuel
Fuel can often be isolated (say to a main engine). However, this requires time to take effect, and there are
often other flammable things also burning that keep the fire going.
Oxygen
At sea the primary method that has to be relied on to put fires out is suffocation, or removal of the
oxygen. This is done in combination with isolation of fuel supplies and cooling.
Fire fatalities
Most people who die in a fire suffocate from inhaling smoke or fire gases. Approximately twice as many
people die in this manner than those who are burnt.
Vessels have a vast range of materials that become toxic when burnt. These include paint, cables,
mattresses, and even the contents from a used fire extinguisher. The fumes from such materials,
as well as the smoke, are quickly concentrated within the confines of any vessel.
Dense smoke and toxic gases mean there is not much time to fight a fire on a smaller vessel.
You must act fast. If there is too much smoke, try to seal the compartment and get out!
Putting Out a Fire

On a small vessel fires must be fought quickly but sensibly. You can fight most fires on small vessels
if you follow these steps.
Attempt to put out fire. Raise alarm at same time. If unsuccessful:
Stop oxygen supply by closing all Prevent spread by boundary

1 openings to compartment. 4 cooling.
Stop fuel supply to fire Wait for compartment to cool

2 if possible. 5 before re-entry.
If a fixed fire fighting system Keep a close eye out for the
3 is fitted USE IT! 6 fire re-flashing.

Attempt to put out the fire
1. Use a hose, extinguisher, fire blanket, or smother the fire. See Section 2.5 on fire fighting equipment
to find out how to use hoses, extinguishers and fire blankets correctly.
2. Crouch down low to minimise smoke inhalation and to protect yourself in case a fireball develops.
3. If you can’t extinguish the fire, GET OUT.
Stop the oxygen supply to the fire – close down compartment

If you can’t extinguish the fire, you must act quickly to close the compartment. Your goal is stop all air
getting to the fire so the oxygen supply will run out.
The following steps are needed:

4. Turn off all ventilation fans to the compartment.
5. Close all doors and hatches to the compartment.
6. Close all ventilation trunk flaps to prevent air getting through.
7. Look for smoke escaping through any gaps or holes in bulkheads. Use fire blankets or non-flammable
material to stuff into the holes.
If you stop the smoke getting out and air getting in, the fire should suffocate relatively quickly.
Stop the fuel supply to fire

Fuel supplies for the engines are usually outside the engine room.
If there is a fire in the engine room, you might need to isolate the fuel supply. This decision must be made
by the skipper.
When you shut fuel supplies to the main engine or auxiliary it takes some time to work. It will have an
impact on vessel manoeuvrability, speed, power and fire fighting and pumping capabilities.
Activate fixed fire fighting systems

Some vessels may have a fixed fire fighting system fitted in areas where fires often occur, eg the engine
room and galley. Most of these systems are CO2 (carbon dioxide). Some of the older vessels have
systems called vaporising liquid (BCF, Halon) fitted. These work by cutting the oxygen supply to the fire.
If there is a fire in a compartment with one of these systems fitted, USE IT.
Before you operate the system:

8. Make sure all ventilation is stopped and all openings are closed. This will keep the extinguishing agent
in the compartment.
9. Ensure everyone is out of the compartment.
10. Shut down as much machinery as possible.
11. You only have one shot at it, so get it right first time.

Prevent spread of fire
Some vessels are built of flammable materials such as wood. Closing down a wooden compartment

may not stop the fire spreading. On vessels built of steel, remember that steel conducts heat and the
paints and linings on the other side can start to ignite.
You must monitor heat in surrounding compartments and, if they are hot, start boundary cooling:
12. Monitor temperature of surrounding bulkheads with the back of the hand.
13. Dampen down hot spots with damp sponge or hose.
14. Use water sparingly.
15. Cover all sides.
16. Monitor flooding from boundary cooling water and activate pumps accordingly.
17. Don’t stop until walls are cool and you are satisfied the fire is out.
Re-entry into compartment

Don’t re-enter the compartment too soon. Allow it to cool down and keep monitoring the temperature
of the surrounding bulkheads and the deck above. Wait twice as long as you think is necessary!
When you decide to enter through the door or hatch stay clear of the opening in case the rush of air
re-ignites the fire.
Allow some ventilation before you enter as there may be toxic gases within the compartment.
Move into the compartment and dampen down hot spots. Break down burnt rubble and ensure
it is completely cool.
Re-flash watch
Fires often re-ignite. Check every hour after a fire has been extinguished, until you are sure it will not
re-ignite.

2.5 FIRE FIGHTING EQUIPMENT
Extinguishers
Most extinguishers identify what type of fire they are used for:
• Class A
• Class B
• Class C
• Class E
• Class F.
Make sure you use the correct extinguisher for the job. These are explained below:
Class A Class B Class C Class E Class F
Wood Flammable and Flammable gases Electrically Cooking oils

Paper combustible energised and fats
Plastics liquids equipment
Foam extinguishers – Class A and Class B fires

Foam extinguishers are good for fuel and oil fires. They can also be used on wood, paper and fish bins
(plastic).
Try to direct the foam onto a vertical surface behind the fire. The foam then runs down and smothers the
fire from behind.
Another way is to spray the foam from a distance so that it drops the liquid onto the fire.
Foam is more effective on liquid fires when the liquid (fuel or oil) is contained.
Foam should not be used on electrical fires.

Dry powder extinguishers – Class B, C, E and F fires
Dry powder extinguishers are particularly good for fuel and oil fires such as a bilge fire in a vessel’s

engine room. The dry powder extinguishes the flames and is quicker acting than foam. Dry powder
extinguishers also deal more effectively with large areas of flame.
Dry powder is non-conductive so can be used where there is a risk of electric shock.
Direct the dry powder in a sweeping motion to the front edge of the flames. Then work it back to the
far edge of the flames in a sweeping motion.
Beware of using dry powder extinguishers in a confined space as their contents react with the fire
and produce toxic gases.
Note: The dry powder smothers the fire but has no cooling action. Once the initial fire has been
extinguished it may have to be cooled with water.
Carbon dioxide (CO2 ) extinguishers – Class B, C, E and F fires

CO2 extinguishers are also good for fuel and oil fires. Carbon dioxide is quicker acting than foam.
These extinguishers are better for fires that may spread to larger areas.
CO2 extinguishers do not leave a residue or deposit and they will not damage other equipment in
the vicinity of the fire.
CO2 can be used on electrical fires.
When used, the CO2 should be directed in a sweeping motion starting from the front edge of the flames
working it back over the flames.
CO2 has no cooling action. Once the initial fire has been extinguished it may have to be cooled with water.

Vaporising liquid (BCF, BTM, CBM) extinguishers – Class B and Class C fires
These are no longer suitable for use as they cannot be serviced due to the requirements of the Ozone
Layer Protection Act 1996. These should be replaced with an alternative extinguisher suitable for the
most likely use.
Fire blankets
There should be a fire blanket on board which you can use on small fires, eg a cooking oil fire.
Fire blankets are made of fireproof material. Carefully throw the blanket over the fire to smother it.
Fire blankets are also good to wrap around people who are on fire.
Hydrants, hoses and nozzles

Most fires on board vessels involve liquid fuel of some description. If you spray water on a fuel fire,
it can spread.
Some solid fuel (Class A) fires do need to be extinguished with water. For example, a mattress has
porous but thick construction. When a mattress is on fire an extinguisher will put out the flames,
but the mattress needs to be soaked with water to put out the internal burning material.
If you must use a hose make sure the spray/jet nozzle is attached. Always hit the fire with a spray rather
than a jet of water. This will tend to smother the flames rather than spread the liquid fuel (and fire)
everywhere. It will also give the user more protection from the heat or fireball if one has developed.
On smaller vessels, the deck hose is also often used as the fire hose. However, the nozzle is often taken
off the hose, which makes it harder to use for fire fighting.
Larger vessels often have a dedicated fire hose or dedicated fire hydrant.
This equipment is vitally important for the cooling operations during a fire on board. In particular,
a spray/jet nozzle will minimise the water being used as well as ensure it opens as a spray, which
prevents a jet of water being inadvertently sprayed into the seat of a fire.
Take care of your hoses, make sure you have one fitted with a spray/jet nozzle at all times. You should
regularly check to make sure the nozzle works.
Remember fire fighting water from the hose affects vessel stability, so it must be drained/pumped out
once the fire is out.
Fixed fire fighting systems

Some vessels will have a fixed fire fighting (dedicated extinguishing) system fitted in their engine room.
The system will have an extinguisher bottle and nozzles around the compartment to spray the
extinguisher around.
These systems can be automatically triggered by a detecting sensor or manually operated. An alarm
sounds before the vapour or gas is released to allow people to evacuate the compartment.
To look after these systems:

• leave the spray nozzles the way they were installed
• seal the compartment before you operate the system
• make sure these systems are regularly checked by service agents certified to perform the task.

Fire pump
There are a range of different fire pumps on different vessels. Some vessels have a powered pump

driven from the main engine, others have a hand-operated pump. All of these effectively get water to
the site of the fire. Remember, the water is mostly used to cool the area rather than to fight the flames.
Fire equipment signs

Signs must be used to highlight the location of equipment and to show how the equipment operates.
Signs are usually provided by equipment suppliers.
Don’t throw these away on the belief that “everyone knows how to use it”!
Make sure the ventilation flaps and fan switches that need to be turned off in a fire are also well marked.
LEGAL REQUIREMENTS
The requirements for fire appliances to be held on board are contained in Maritime Rules Part 40A,
40C and Part 42B. The capacity, type and number required all vary depending on vessel size so it
pays to check on these rules.

2.6 FIRE DETECTION EQUIPMENT
The earlier you get warning of a fire the faster you can respond.
Smoke or heat detection is not required on small vessels.
Vessels with less crew may be less likely to notice smoke while they are attending to their duties.
It is recommended that common battery-operated home smoke detectors should be fitted on

smaller vessels.
Fire detectors come in many forms but operate either by detecting excessive heat or by detecting
smoke. Smoke detectors are normally more sensitive than heat detectors but are no use if there
are lots of fumes.
If an alarm keeps going off – find out why and fix it!

SAFETY IN
VESSELS
3
3.1 GENERAL SAFETY
Housekeeping
This section covers suggestions for keeping your vessel tidy and hazard free.
3 SAFET Y IN VESSELS
• Clean up slippery decks.
• Mop up spills as soon as possible.
• Secure loose gear off the deck. No ropes or lines should be left strewn on deck.
• Keep decks as clear as possible at all times.
• Keep equipment, ropes and ladders tied or stowed up off the deck.
• Heavy objects (blocks) used aloft should not be left loose or swinging.
• Rope off any breaks in the deck. Make the rope visible by tying rags to it and tie it at a height
so people see it and it does not turn into a trip wire.
• Water hoses should be coiled and hung on brackets.
• Hatch covers should be neatly piled out of passageways when the hatches are open.
• Hatches should not be left partially opened or concealed with a tarpaulin.
• Supplies carried on deck should be covered (if necessary) and securely lashed.
• Make sure scuppers are not blocked by equipment, tools or debris. Blocked scuppers can pose
a serious hazard, especially in rough seas.
• Stow items at main deck level or below. Do not stow heavy items high on the vessel, as it will affect
the centre of gravity making the vessel unstable.
• Always place cargo on timber to allow drainage underneath.
• Do not store gear in passageways. Keep walkways, passages and waists clear.
• Store sharp objects in the galley or on deck safely.
• Clean rags should be kept in a box or locker. Dirty rags should be disposed of in metal containers
with lids.
• Keep quarters neat and orderly.
• Fire extinguishers should be properly located and never used as coat racks.
• Keep a bolt, wire cutter or knife on board to cut lines or gear that is tangled or needs to be cut
away quickly.
• Do not hang unattended towels or wash cloths above the stove to dry.
• Degrease filters and stove ventilation trunking regularly.
• Clearly labelled products and equipment reduce the risk of mistakes. For example mixing incorrect
chemicals, using the wrong oil, or turning the wrong switch off.
Personal safety
This section covers suggestions for keeping yourself safe and hazard free.
• Always wear protective clothing in work areas.
• Always wear personal floatation equipment on board.
• Never stand in a bight of rope or wire. It could tighten suddenly and cause a serious injury.
• Be careful where you put your feet, especially where wires or ropes are moving along the deck.
• Use the correct tool to clear a line from a sheave or block. Don’t risk crushing your fingers.
• Watch your head. Don’t stand under a load, or in areas where overhead equipment may swing
and cause serious injury.
• Keep your hard hat on at all times when working with overhead equipment or slung loads.

• Stow heavy gear in an accessible area so “twisting”, or strain on the body (particularly the back) to
access it, is minimal.
• Stay fit. Working on vessels can be a physical job.

• Do stretches before you start work.
Safe use of knives

Knives are used for many tasks at sea and are extremely hazardous items, particularly when they are
used on an unstable platform such as a vessel.
• Knives must be handled with care at all times.
• When using a knife concentrate on what you are doing.
• Select the correct knife for the work you are doing.
• Don’t leave knives lying around in work areas. Stow them in a sheath or rack when not in use.
• Take care when passing knives to another crewmember.
• Hold the knife by the handle and point it towards the deck when you walk or move.
• Clean knives separately from other items.
• Always stow your knife if you need your hands for another task (even when it’s only one hand).
• Knife handles should be secure and fixed rigidly to the blade. If the handle is loose tighten it,
or replace the knife.
• Keep the handles dry and clear of grease and oils. Wipe them regularly with a rag.
• Keep the knife sharp.
• When using a knife the action should always be away from your body and your hand. The knife blade
should be angled away from the work and so away from the fingers. Keep out of range of other crew.
• Don’t attempt to catch a falling knife. Leave it to fall. Then you can pick it up safely and clean it.

3.2 PERSONAL PROTECTIVE
EQUIPMENT AND
APPROPRIATE CLOTHING
Appropriate clothing
Think sensibly about the clothes you and your crew wear to sea, and remember your personal protective
equipment (safety gear).
• Wear close-fitting clothing, which is less likely to be caught in machinery.
• Wear cotton or wool in case there is a fire or you fall over board.
• Keep long hair tucked under a hat or tied back.
• Avoid wearing rings and other jewellery.
• Wear good non-slip footwear.
Personal protective equipment (safety gear)

All crewmembers should have the following personal protective equipment (safety gear) to wear:
1. Safety boots/gumboots/boatshoes
Safety boots, gumboots, or boatshoes should be worn at all times on deck and in machinery spaces.
Make sure the soles of your safety boots are still in good condition. Your favourite boots may be
comfortable after years of wear, but if the soles are too smooth you could slip and fall.
2. Safety helmets
Safety helmets must be worn when loads are being slung.
3. Hearing protection
Ear muffs must be worn in engine room spaces as well as in any other compartment where a noisy
machine is running.
4. Eye protection
Wear good quality protective eyewear when there is a risk that you could get something in your eyes.
Always wear eyewear when grinding or cutting.
5. Lifejackets
Always wear a personal floatation device (lifejacket) when working on deck or at times of
heightened risk.
6. Gloves
Gloves should be appropriate for the hazards the wearer may encounter, eg rubber gloves when
handling chemicals. Gloves should fit snugly at the wrists but permit free movement of the fingers.
7. High visibility vests

Always wear a high visibility vest when working on cargo decks or during cargo operations.

3.3 MACHINE GUARDS
No one intentionally puts their hand into a chain sprocket, or moving machinery. Guards are there to
protect you if your attention slips or the vessel rolls suddenly.
Action Points!
• Never remove covers while machine is in operation. This includes when clearing blockages.
If you must remove covers for cleaning or maintenance, make sure the machine is isolated and
tagged, or tapped off.
• Always replace guards. Never operate the machine with the covers or guards off.
• Never bypass or short circuit safety cut-out switches.

3.4 ISOLATION PROCEDURES
When someone is going to work on hydraulic, fuel, water or electrical systems:
The system must be isolated before work begins, and should not be restarted until work
has finished.
Isolating the system makes it safer to work on and means there is a much lower chance of:
• electrocution
• oil or fuel spills into the sea
• a fire starting
• equipment damage.
It is the skipper’s responsibility to make sure systems are isolated. Legally, this responsibility cannot be
delegated to contractors. It is always the skipper who is responsible for the safety of all workers on board
the vessel.
If there is an environmental incident, eg a fuel spill, particularly one that could have been avoided by
isolation, the owner and skippers, as well as the contractor, can all be found responsible.
Action Points!
1. Turn the supply off to the equipment that is going to be maintained.
You can then:
2. Put a piece of tape across it and write “Do Not Turn On” and your name on it.
3. Use a designed tag-out card.
Before restarting equipment:

• Before removing any tag, check with the person whose name is on the tag or tape that work has
been completed and that it is safe to operate.
• Always check yourself that the system looks safe to operate after it has been worked on.
• If a contractor comes on board for maintenance work when the crew are not there, isolate the system
before you leave.

3.5 HAZARDOUS SUBSTANCES
(DANGEROUS GOODS)
Hazardous substances have dangerous properties. A substance is hazardous if it has one or more
of these properties:
• explosive
• flammable
• oxidising
• corrosive
• toxic to people
• ecotoxic (toxic to the environment or to animals and plants).
When a supplier sells a hazardous substance, it has to be labelled.
When using hazardous substances:

• Keep products in a proper container.
• Read the label.
• Make sure labels aren’t damaged and can be easily read.
• Keep data sheets on file on board.
• Clean up spills quickly.
• Store containers in a secure, dry and ventilated location where they won’t be damaged.
• Dispose of containers and contents safely. Do not pour into the sea or drains and do not
burn containers.
• Take great care with these products and only take the bare minimum to sea!
• The suppliers of these products must provide you with data sheets detailing:
– the type of hazard it is
– what type of harm it can cause
– how to prevent it happening
– how to, or how not to, dispose of the product
– what other chemicals not to store with the product.
Assistance is available on:

0800 POISON or 0800 764 766
LEGAL REQUIREMENTS
The requirements for carrying dangerous goods on board are contained in Maritime Rules Part 24A.

3.6 LIFTING GEAR
Lifting gear on board a vessel includes derricks, booms, cranes, rigging gear, rigging and cargo ramps.
It includes both fixed and portable components (ie eyes, shackles and blocks).
This gear is subject to the elements and can have large forces exerted on it. Inspect lifting gear regularly
and keep it well maintained.
Make sure the gear fitted is of the correct size and capacity to do the job safely.
Carry out inspections to check that:

• The eyes of the lifting gear haven’t elongated.
• Shackles and pins aren’t worn beyond safe working limits.
• There are safety chains attached to blocks.
• The block sheaves are not worn.
• The wire is not showing signs of wear (ie fraying, crimped or rusting).
• The pins and bushes in blocks are running smoothly and there is not too much movement between them.
Upkeep points
Maintain equipment regularly by:
• keeping moving parts well lubricated with salt water resistant grease
• keeping paint on exterior of blocks and hanging eyes in good condition
• lubricating wire regularly
• keeping a record of all maintenance undertaken on gear.
Operation points
• Make sure all personnel involved in lifting and slinging operations both at sea and alongside
know the correct signals.
• Make all movements smooth and gradual.
• Avoid sudden shocks or strains and beware of side pulls.
• Avoid dangerous positions, eg stepping on a taut mooring line or standing in a bight or standing in
the “line of pull” of a taut rope or cable that might give way.
• Never walk or stand under a load.
• Keep your load within the safe working load limit.
• Remember the load may be low but the force is where the load is slung from. This affects stability.
• Stay out from under booms and cranes while lifting operations are in progress.
• Avoid swinging a load.
• Attach steady lines to heavy or unwieldy loads.
• Don’t stand between the load and fixed objects.
• Wear hard hats and safety shoes.
LEGAL REQUIREMENTS
The requirements for lifting gear can be found in Maritime Rules Part 49.

3.7 PORTABLE ELECTRIC TOOLS
When using portable electric tools

• Always use tools with residual current device (RCD) protection.
• Inspect the tool before you use it. Check for damage either to the cord or to insulation on the body
of the tool. If there is any damage, do not use the tool and get an electrician to repair it at the earliest
opportunity!
TIPS FOR SKIPPERS
• Set up a regular test period for portable electric tools. Use the SSM system to organise this.
• Get an electrician to test all your portable tools. These tests must be repeated at regular intervals
(discuss with the electrician).
• Keep logs of all testing. The log can be kept in a simple notebook, or some electrical contractors
will keep the records for you.

3.8 WORKING DECK SURFACES
Maintain the anti-skid properties of the deck coating and keep it free of hazards.
Action Points!
1. Maintain the deck coating so it is anti-skid
Crew need to be sure of their footing while working on deck. Make sure a good dose of sand or grit
is thrown on top of the last coat of paint, or some other grip tread is applied to the deck.
2. Replace deck gratings

If maintenance work has required the deck plates or gratings to be removed, replace them as soon
as possible. Fasten them properly so the edges and corners don’t rise up above the deck level.

3.9 VENTILATION
Small vessels often have small, confined spaces. The air in these spaces can become very stagnant
over a short period of time. This can be a health risk to crew working and living in these spaces.
Helpful tips
1. Regularly clean ventilation fans, grills and filters (if fitted)
These all trap dirt. The dirt can become a fire risk, it can reduce the quality and amount of air being
supplied and shorten the life of fan motors.
2. Regularly check ventilation gaps and grills

If there are small ventilation gaps or grills at the bottom of the door, check them regularly to make
sure they are clear.
3. Regularly maintain shutters and flaps

Remember in the case of a fire, the compartment must be able to be closed down. Regularly grease
these and move them through their arc-of-travel.

3.10 LIGHTING
• Lighting should be fit for purpose.

• Change light bulbs, lamps and tubes as soon as they fail.
• Keep diffusers and reflectors on light fittings clean.
• Replace switches, diffusers and reflectors if they get damaged.
• Regularly test emergency lighting.
• Regularly check the battery supplying the emergency lighting.
• Lighting should allow people to move around the vessel with ease and do their work safely.
In accommodation areas, lighting should allow people to read.
Night lighting at sea

At night, night vision is of great importance to crew who are moving around on deck or on watch
on the bridge.
If you are surrounded by white light your night vision is seriously impaired.
Rules to improve night vision:

• Keep white lighting at sea to a minimum. Bright white light will prevent you from seeing objects ahead
of you at night.
• On the bridge of any vessel night lighting (blue or red) should be used to work with logs and charts.
• Do not use white deck lighting forward of the bridge.

3.11 ROPES AND MOORING LINES
All ropes securing a load need to be safe.

Action Points!
• Use the appropriate strength rope for the load.
• If the load is dangerous, heavy or expensive – double up.
• Stow ropes and lines up off the deck (if practical).
• Stow ropes and lines in such a way that if they are wet, they will dry.
• Regularly check ropes for fraying or cuts and discard if they are significantly damaged.
• Don’t bend large ropes too tightly.
• Never stand where a recoiling rope may strike you.

3.12 BOARDING AND
DISEMBARKING
Getting on and off a vessel is awkward. The vessel size and the tidal drop can sometimes make it
difficult to use a gangway.
Sometimes crew or passengers have to step onto the vessel directly from the wharf side. It is important
that embarking and disembarking is done in the safest manner.
Don’t take risks when boarding and disembarking.
Action Points!
• Set mooring lines so the vessel lays parallel to the wharf and does not swing too much.
• Use a gangway whenever possible.
• Secure ladders or gangways to the vessel.
• Build permanent hand rails/steps on side of vessel if practical.
• On passenger vessels, a crewmember should always stand near the gangway to assist passengers.

3.13 KEEPING THE VESSEL
WATERTIGHT
Flooding can occur on a vessel as a result of an incident at sea. Flooding can also happen when
a vessel is alongside.
There are a number of steps you can take to reduce the risk of a flood. There are also things you can
do to reduce the damage that a flood would cause.
Action Points!
• Keep watertight opening clips and dogs well greased and in good working order at all times.
• Keep all bilge and portable pumps maintained. Check operation before sailing each trip.
• Make sure bilges are clear of rags and debris that may block pumps.
• When leaving the vessel, ensure all sea cocks not required for cooling running equipment are shut off.
• Ensure your collision bulkhead or any other watertight bulkhead is not compromised by drilling holes
to install cabling or pipe-work. Make sure the appropriate through bulkhead watertight gland or fitting
is used.

3.14 ESCAPE ROUTES
Things happen extremely quickly at sea and often a compartment will have to be evacuated rapidly.
Evacuation of crew and passengers is often difficult because the vessel is moving. Flooding, fire and
smoke make it even harder to get out. It is important that further obstacles are not put in the way of
the person escaping, whether it is a physical obstruction, or the person’s lack of knowledge about
the vessel.
On some vessels, larger compartments have two exits. Often the alternative escape route is not
used much, and ends up with things obstructing it. Crew and passengers could be overcome by
smoke or they could drown because they cannot escape through blocked exits.
Action Points!
• Every ladder and door on the vessel should be treated as a possible escape route.
• Keep all openings clear and unobstructed at all times. This includes the passage leading to them.
• Regularly open and close alternative escape route hatches and doors to ensure all clips and hinges
are working freely from both sides.
• Exits should be marked with iridescent signs both at eye level and at ground level.
• Keep ladders leading up to escape hatches clear (ie do not use them as a rope or tool stowage).
• Show crew and passengers where alternative escape routes are from all compartments when they
arrive on board. This should form part of passenger safety briefings before sailing.

3.15 MACHINERY STOPS
There will be a number of machinery stops around any vessel on winches, cranes, windlasses
and conveyors and other pieces of machinery. Some machines are fitted with remote emergency
stops so they can be shut down from another area. Many stops are installed for safety purposes
so that machinery automatically stops if hazardous parts become exposed by the removal of a safety
cover or guard.
Stops may be in many forms including valves, levers, switches, micro-switches, electronic sensors
or buttons.
Action Points!
• Do not bypass any machine’s stop button, even “just for a short time”.
• Make sure all stop switches, levers and buttons are clearly labelled in red. Labels or signs should
be large, clean and bright.
• Crew must be shown where emergency stop buttons are positioned including equipment they
may not be responsible for operating.
• Keep all stop buttons and levers free from obstruction.
• Check operation of stop arrangements regularly. If there is a remote emergency stop button,
use it to shut the machinery down occasionally to prove it is working.

3.16 FUELLING SAFETY
Fuelling a vessel is a potentially dangerous situation. People on the vessel or in the area are at risk.
The environment could be damaged by a fuel spill.
Always take care when refuelling.
Action Points!
• Make sure everyone on board knows you are fuelling.
• Make sure everyone knows there can be no smoking during the fuelling operation.
• Make sure crew and contractors are not doing any welding, gas cutting or other hot work
on or near the vessel.
• Hoist flag BRAVO so vessels passing know you are fuelling.
• Keep constant communication with the tanker attendant.
• Make sure you attach bags or containers under all vents so spills are minimised.
• Keep a watch on deck throughout the operation.
• Keep an oil spill kit near you during the operation.
• Block scuppers.
• There should be no passengers on board during fuelling operations.

3.17 GENERAL TRAINING
People in key positions on the vessel must have the appropriate qualifications. Training is an ongoing
requirement, because all vessels and their equipment are different and people forget things.
Don’t fall into the trap of believing training is too expensive or you haven’t got time. Down time and
medical costs are expensive too.
The level of training will vary with each crewmembers’ experience and capability.
Experienced crew will only require induction training relating to the operation and location of equipment
on a new vessel. Inexperienced crewmembers will need detailed and ongoing training to learn the
appropriate skills.
Action Points!
• Never let crewmembers operate equipment until they have been trained and tested and can operate
it competently.
• Give all new crewmembers induction training.
• Record all training. The example of an induction checklist that follows is practical for small vessels.
It serves to remind the person training the new crewmember of everything that should be covered.
Keep records of completed training. These records will provide an audit trail to show that the training
was done. If you or your crew have an accident you may need this evidence.
An example induction training record sheet is on the following page.
For further information

There is a large range of courses available from various training suppliers around New Zealand.
Contact Competenz Industry Training on 0800 2 SKILL (0800 275 455) for more information.

EXAMPLE:
Induction training record
Note: The checklist below is not complete and is provided to indicate the concept only.
Adapt it to include training for your vessel-specific equipment.
INDUCTION TRAINING RECORD FOR FV COSTALOT

Training task Date Trainer name/sig Trainee name
Muster stations – Sound alarm. 1/4/07 J Boggs Terry Tee
Explain action required for fire, JFB TT
man overboard, abandon ship.
Life raft – Show location and 1/4/07 J Boggs Terry Tee
explain expiry date and hydrostatic JFB TT
release arrangement.
EPIRB – Show location and explain 1/4/07 J Boggs Terry Tee
expiry date and hydrostatic release JFB TT
arrangement.
Lifejackets – Show stowage and 1/4/07 J Boggs Terry Tee
explain light battery expiry date. JFB TT
Engine room ventilation – 1/4/07 J Boggs Terry Tee
Show how engine room ventilation JFB TT
is shut off in the case of an
emergency. Show ventilation
flaps that must be closed.
Anchor and cable – Explain and 24/7/07 Ian Heart Terry Tee
operate windlass. Explain dangers IH TT
involved. Explain and secure “dead
mans claw”. Operate the brakes.
Cable lockers – Show and explain 24/7/07 Ian Heart Terry Tee
dangers. IH TT
Winches – Explain operating 13/5/07 Ian Heart Terry Tee

procedures. Tools to be used. IH TT
Explain dangers associated with
working with wire and safe practices
that must be adhered to.

3.18 TRIP PLANNING/
PRE-SAILING CHECKLIST
An important part of planning your trip is knowing what happens on land if things go wrong at sea:
• Make sure someone on land knows where you are heading, how long you’ll be away, how many
passengers are on board (if appropriate) and when you are due back.
• Set up a regular (every 24 hours) communication/contact schedule (cellphone/vessel radio)
with someone on land or maritime radio.
• Have a plan in place for the person on land to follow if you miss a scheduled contact or are longer
than expected at sea.
Remember: it is best that someone knows your intended plan (even if this changes) rather than
no one noticing you are missing.
Before leaving port, your vessel must be ready and capable to travel:
• The vessel must be seaworthy. It must be watertight and equipment must be secured.
Vessel stability is improved if fuel and water tanks are full, the boom is down, and weights
(such as cargo) are kept low.
• All cargo, fuel containers and other supplies must be safely stored and secured.
• The vessel must be securely and safely loaded.
• Consideration must be given to current and forecast weather conditions.
Before sailing, check the essential items and equipment every time. These are included in your
SSM manual or logs. An example pre-sailing checklist is shown on the following page.

EXAMPLE:
Pre-sailing checklist
Navigation gear
Compass operating and remote indicator aligned Yes No
Radar operating Yes No
Depth sounder tested Yes No
Necessary updated charts on board Yes No
Navigation lights all operating in normal and backup modes Yes No
Deck and cabin light working Yes No
GPS working Yes No
Weather fax working Yes No
Radio check completed Yes No
Crew
New members shown basic safety equipment Yes No
Muster list up dated Yes No
Water tank filled Yes No
Food on board and stowed away Yes No
Passengers
Briefing Yes No
POB Yes No
Reported ashore (SAR contact person) Yes No
Electrical
Batteries checked for water level and charge Yes No
Deck lighting checked Yes No
Engine room
Oil and water levels checked Yes No
Belt tensions checked Yes No
Fuel level checked and confirmed adequate for trip Yes No
Gearbox oil checked Yes No
Steering
Steering checked in normal and emergency control Yes No
Stern tube oil checked Yes No
Emergency equipment
Liferaft fitted and secured properly with hydrostatic release Yes No
EPIRB in place Yes No
Bilge alarms working Yes No
Bilge pumps checked Yes No
First aid kit has been re-stocked Yes No
Flares in their stowage Yes No
Lifejackets in their correct stowage and in good order Yes No

WATCHKEEPING
4
4.1 ORGANISING THE
NAVIGATIONAL WATCH
The watchkeeper’s main job is to ensure the safe navigation of the vessel and to prevent it:
• running aground
4 WATCHKEEPING
• colliding with another vessel or moving object
• hitting a rock or other hazard.
It is a legal requirement that someone must be on watch at all times.
In order to avoid collisions with land or a floating object, sound and professional bridge watchkeeping
practices and procedures must be put in place on all seagoing vessels regardless of their size.
Information and resources on watchkeeping are widely available. While there may still be the odd
uncharted rock around the globe, the charts, radars and other navigational aids are now very detailed
and reliable.

• the watchkeeper’s job
• using two methods to check the vessel’s position
• lookout duties
• tips for using navigational equipment
• being fit for duty as a watchkeeper.

4.2 DUTIES AND RESPONSIBILITIES
The watchkeeper is directly responsible for the vessel and the lives of all those on board
the vessel.
4 WATCHKEEPING
The watchkeeper must remain vigilant at all times to ensure the safety of the vessel and all who sail
on board.
Watchkeeping duties are rarely performed in ideal conditions. The weather may be rough and make
it hard to do the job. Even when the weather is calm the watchkeeper can sometimes get a bit bored,
and not focus on the job.
Two watchkeepers on board

If possible, it is a good idea to have two qualified watchkeepers at sea.
Vessel operators should consider training all deckhands in watchkeeping and encourage them to sit
the most basic qualification so the watchkeeping duties can be shared.
The three main jobs of the watchkeeper are:

• Avoid collisions with other vessels or objects either floating or submerged.
• Keep the vessel on track and away from dangerous land and rocks and on her intended track.
• Manage the vessel on track and its log books, charts and communications. Conduct other routine
and training tasks professionally.
These are important responsibilities. Navigational watchkeepers on all vessels (large and small) have
to be alert and aware – the vessel’s safety depends on them.
Good watchkeeping practices

• Use more than one method to confirm your actual position. Use visual fixing, radar fixing and
GPS regularly.
• Don’t become distracted by passengers or passenger commentaries.
• Keep records of incidents, sea conditions and watch changes in the log book.
• Safe navigation should never become second priority. Even when you have to attend to operational
duties and take longer between fixes, complete thorough checks before you leave the bridge.
• Keep yourself active throughout the watch. If you are moving and working, you are less likely to
fall asleep.
• Do not have a television in the wheelhouse area.
• Ensure by regular checks that your own navigational equipment, particularly navigational lights,
are operable and switched on (or off) to indicate the vessel’s mode of operations.
• Always maintain anchor watches. Make sure your position is checked regularly. In adverse weather
keep a bridge watch while at anchor.

• Keep a good lookout. To do this:
– regularly go outside and scan the sea around the vessel
4 WATCHKEEPING
– use binoculars to scan the horizon
– regularly check the radar for new contacts
– keep note of the water depth under the vessel
– listen for sounds that are different or unusual
– check the faxes and radio for changing weather
– make sure you know the shapes and light configurations of different signals.
This will help you to know what other vessels are doing.
• It is very important to remain vigilant. Listen and look for things that may endanger the vessel and the
crew. “All available means” includes using your navigational equipment such as depth sounders and
radars that provide lookout information
• When you finish your watch, conduct a good handover. Explain what has happened during your
watch. Point out the vessel’s current position, intended track and any immediate hazards. Tell the next
watchkeeper about any other points of concern you have.
LEGAL REQUIREMENTS
Maritime Rules Part 22 states that vessels “must at all times maintain a proper lookout by sight and
hearing as well as by all available means in the prevailing circumstances …”

4.3 NAVIGATIONAL EQUIPMENT
Navigational charts
Charts are an essential navigational tool, and are especially useful when you need to plot a course
4 WATCHKEEPING
for a longer trip. Charts should be kept up-to-date at all times. Refer to: www.linz.govt.nz for updates.
Charts show depths, hazards, land and deviation figures for all navigational areas.
Even if you have electronic chart software on your vessel, keep in the habit of using the paper charts.
If a power failure or surge causes the computer to fail, you’ll still be able to access the information.
Compass
It is good practice to get into the habit of using the magnetic compass. It helps to:
• confirm electronic devices are operating correctly
• show less experienced watchkeepers the true position of hazards on charts when they calculate
deviation and variation corrected headings
• ensure that watchkeepers can perform their duties if GPS and radar fail
• break the monotony of the watch.
Radar
The radar set on your vessel is critical when visibility is poor, for example in poor weather, fog, or at night.
The radar will also often be the first indicator that there is something small ahead.
The watchkeeper must keep an eye on the radar set at all times. Small objects or vessels can appear
on the radar very quickly. The time between the radar detecting something and the vessel colliding with
that thing can also be very short.
Radars need to be checked regularly. Radars do get out of sync and may need to be calibrated to give
accurate readings. You can check your radar accuracy by cross checking against visual fixing and GPS.
Action Points!
• Ensure the range is set correctly for the operation you are performing and the associated hazards
in the area.
• Make sure the gain and clutter settings are set appropriately for the weather conditions you are
working in.
• Remember the magnetron in your radar has a finite life and the radar’s performance will deteriorate
so it is important that you have it checked and serviced regularly.
Navigational lighting
Your vessel’s navigational lights show others where you are and what you are doing. At night, in fog,
or in adverse weather, the lights will be the first warning other vessels may have of your presence.
Navigation lights help other vessels work out your vessel’s approximate course and indicate if you are
towing, or carrying out other activities.

Action Points!
4 WATCHKEEPING
• Always turn the appropriate lights on and off.
• Always run a quick visual check that the lights are shining after you have turned them on (you should
do this even if you have an alarm fitted).
Shapes
Shapes are used during daylight. They show that your vessel is performing a specific task, such as
vessel not under command or vessel at anchor. This indicates to other vessels that your manoeuvrability
may be restricted and they should give you plenty of room. The shapes on other vessels tell you what
they are doing.
Eyes and ears

Your eyes and ears are the most valuable navigational aids you have. Even though you may have good
and reliable technology, what you see and hear at sea is very important.
• Keep background noise on the bridge to a minimum (ie stereos, CDs).

• Have the maritime radio on, and listen to it.
• Regularly put your head outside to look out and listen.
• Listen for changes of sound.
Weather faxes and broadcasts

These provide valuable information about the environment. Get into a routine of using or listening
to them.
Depth sounders
In shallower waters the depth sounder provides useful information that you can compare with the charts.
It helps to clarify position as well as warn of an immediate danger of grounding.
Global Positioning System (GPS)

Most vessels have a GPS on board now. GPS is a useful tool, but it must not be used as the sole
navigational tool.
Action Points!
• GPS can become inaccurate due to electronic or satellite malfunctions.
• GPS does not show other vessels’ positions or warn of an imminent collision.
• GPS does not show the vessel’s position relative to adjacent shoreline.
• You have other navigational aids you can use.
LEGAL REQUIREMENTS
Maritime Rules Part 22 gives details on the lights and shapes all vessels are required to display.

4.4 FITNESS FOR DUTY
Are you fit to be on watch?

The following things can affect your ability do your work:
4 WATCHKEEPING
• if you are tired or haven’t had enough sleep

• if you are under the influence of drugs or alcohol
• if you are ill or drowsy
• if you are stressed
• if you have other concerns that distract you from the task.
A person may not be fit for duty if they are:

• more irritable or bad tempered than normal
• anxious
• bored or lethargic
• lacking energy.
If you do not think you are able to do watchkeeping duty effectively, you need to tell the
skipper.
TIPS FOR SKIPPERS
• Often the first time you can assess that a crewmember is fit or unfit for duty is when they appear
in the wheelhouse to take up their duty. As you discuss the handover watch for any signs of stress,
uncertainty, or fatigue. If you think the person is unfit for duty you must tactfully rearrange the watch
to make it shorter, or divert and anchor up for a few hours if possible.
• Keep your vessel free of alcohol and drugs.
• After busy periods make sure you take the time to talk informally and casually to the crew and
attempt to assess “how they are handling” the pressure.
• Adjust the planning of your watches to suit the workload, area of operations and the fitness for duty
of the individuals.
• Check that log entries and charts have been completed properly and show each watchkeeper
is keeping busy and conducting their watch in a professional manner.
LEGAL REQUIREMENTS
Maritime Rules Part 31 requires procedures and systems to be put in place by the skipper and owner
that ensures the watchkeeper is fit for duty. It also requires crewmembers to consider if they are fit
for their duty.

SAFETY IN
MACHINERY
SPACES
5
5.1 REFRIGERATION SYSTEMS
Many small vessels are fitted with refrigeration systems. Refrigerant gas or liquid:
5 SAFET Y IN MACHINERY SPACES

• is poisonous to humans

• affects running machinery
• is harmful to the environment if leaked.
There are a range of refrigerant gases used and all are hazardous. For this reason these systems have
to be well maintained. Crew need to be aware of the dangers and action required in the event of a leak.
In the past chlorofluorocarbon (CFC) refrigerants R-11, R-12 and R-502 were common. The Ozone Layer
Protection Act 1996 meant that CFCs could no longer be used in refrigeration systems. New refrigeration
systems use more environmentally friendly hydrochlorofluorocarbon (HFC) refrigerants.
These days, the most common refrigerants used on small vessels are Freon R-22 and Freon 134a.
Freon is actually a trade name, so the number is the important identifier.
Refrigerant hazards
• Freon cannot be seen or smelt.
• Freon is heavier than air so it will “fall” and stay sitting in the bottom of compartments.
• Freon is extremely harmful if it comes into contact with the eyes.
• Freon is suffocating as it displaces air.
• If you inhale high concentrations of Freon, it attacks the nervous system.
• When Freon comes into contact with hot surfaces and starts to burn, it can give off poisonous gases.
• Freons, if released into the air, may cause environmental damage. Refrigerants should never be
released into the atmosphere. They must be drawn into the condenser/receiver or into a separate
cylinder.
• Most refrigerants mix with oil so oil drained from a refrigeration system must be clearly labelled and
disposed of separately.
• Refrigerants must not be mixed.
If you start feeling faint or dizzy as you enter a compartment – don’t think twice – evacuate!
If a refrigerant leak occurs

• Evacuate compartment immediately.
• Sound alarm! Get crew in an up-wind position.
• If leak is in engine room shut down machinery.
• Turn vessel into wind if still possible.
• Do not enter compartment without ventilating it first.
Remember:
Freon sinks to the bottom of the compartment and is very hard to remove. Try to force airflow down into
the bottom of the compartment to force the Freon upwards.

Maintenance Points
• Refrigerant pipes are lagged and constantly damp. This means that pipe coatings and surfaces
can deteriorate relatively quickly. Check pipes regularly and make sure the coating is maintained.
• Where flexible hoses are used only use refrigerant tolerant hoses. Try to avoid using flexible hoses
wherever possible.
• Maintain fittings such as valves and gauges in good order.
• Mark pipes to show what type of refrigerant they have in them.
• Refrigerants are supplied in metal cylinders which will corrode in the salt environment. Make sure
these are left in dry storage (preferably ashore).

5.2 COMPRESSED AIR SYSTEMS
Some smaller vessels have a compressed air system on board. These are often “off-the-shelf” units
from the local hardware shop.

All compressed air systems have a pressurised bottle that contains the high-pressure air. These must
be kept in excellent condition.
Action Points!
• Always wear safety glasses when you are using compressed air.
• If you use compressed air to dry something, never point the hose directly at the object you are drying.
• Make sure whatever the compressed air is being used on is secure.
• Never use compressed air as an air supply for breathing.
• Never use compressed air near hot work, ie welding and gas cutting.
• Do not use compressed air to clean or dry clothing while you are still wearing it.
Maintenance Points
• Air storage bottles must be kept in a clean and dry compartment.
• The paint coating on the bottle must be kept in good condition.
• Fittings, gauges, valves and relief valves must be kept in good condition with regular maintenance.
• Hoses used on portable air equipment must be regularly checked for damage and replaced if found.
• Air bottles must be firmly secured to the vessel and tested regularly.

5.3 GAS CYLINDERS AND
INSTALLATIONS
Vessel cooking systems are usually small. They can be very dangerous if not installed, maintained
and operated safely. LPG is often used on board vessels for cooking.
Action Points!
• Always turn gas off immediately after use.
• Bottles, regulating and relief valves must be installed outside.
• Bottles, valves, pipelines and hoses must be protected from physical damage and kept out of
direct sunlight.
• Abide by the New Zealand Standard for installation and maintenance of LPG cylinders on boats
and caravans.
• The space in which the gas is being used should be well ventilated. Run the fans before ignition.
• LPG is heavier than air so will settle in the lower regions of the compartment.
• A gas detector should be fitted.
• Have all repairs and maintenance done by a qualified gas-fitter.

5.4 ELECTRICAL SYSTEMS
All vessels, whether large or small, have numerous electrical systems fitted including crucial alarm
and navigational equipment, as well as battery systems.

Electrical systems that are badly operated or poorly maintained can:
• black-out the vessel rendering it without steerage or power at sea
• cause serious disruption to navigational aids on board
• electrocute a crewmember
• seriously burn a crewmember
• start a fire on board.
All of the above can lead to death of one or more crewmembers.
Make sure all crew are familiar with the following:
Do
• Get all electrical maintenance and repair work done by a certified person.
• Keep all guards and covers on electrical gear.
• Regularly check all terminals and connectors for tightness, cleanliness and for excessive heat.
• Keep all electrical gear away from water.
• Keep all grills and vents of electrical gear clean.
• Use marine-rated equipment of the correct rating.
• Keep earth straps and bonding straps on equipment connected and in good condition.
• Regularly check for earth faults on your distribution board and remove faults when found.
• Regularly check battery packs and chargers.
• Regularly check alternative supplies to important equipment such as radars, radios, steering etc.
• Keep batteries well ventilated and dry.
Don’t
• Don’t hose down electrical gear.
• Don’t fiddle!
• Don’t run electrical cables through bulkheads or into boxes without using the correct watertight glands.
• Don’t work on electrical equipment without first isolating it!
• Don’t use under-rated parts in electrical systems.
• Don’t overload circuits.
• Don’t leave leads and other portable electrical appliances lying around.
• Never bypass stop switches.

TIPS FOR SKIPPERS
Keep a separate electrical toolbox on board with:

• electrical testers up to 440v
• hydrometer
• insulated tools
• spare fuse wire (“for home use only”)
• insulation tape
• connectors.

5.5 HYDRAULIC SYSTEMS
It is often easy to find a potential fault in hydraulic systems. You can normally see a fault which is about
to become a hazard. The fault will usually be a leak of some description.

Don’t just wipe up the leak and leave it. Leaks in hydraulic systems can result in:
• Larger leaks, catastrophic failure

Small leaks may warn you of a bigger weakness or a fault.
• Endangering the vessel

Leaks cause a drop in pressure which can lead to system failure. This can affect things like gear
recovery and steering, and endanger the vessel.
• Fire
If a significant leak suddenly appears it may spray over electrical equipment or a hot surface.
In both cases a fire is likely to occur.
• Injury
A leak on the deck, day or night, can cause a crewmember to lose their footing and either fall
overboard or suffer an injury.
Hydraulic systems are very powerful and can cause fatalities if not treated with due respect.
Hydraulic fluid is a pollutant and it is illegal to spill it into the sea.
Action Points!
• Attend to leaks as soon as possible.
• If the leak can’t be fixed until the vessel is alongside, contain the leak so it doesn’t spread.
• Don’t leave temporary containment arrangements in place for longer than necessary.
• Never bypass limit switches on hydraulic gear. Test these regularly.
• Make sure guards are used to protect people from the hydraulic system wherever possible. If guards
are not practical use a warning sign. Hydraulic fluid under pressure can puncture skin and cause
blood poisoning.
• Isolate electrical and oil supplies to hydraulic systems before you start work on them.
• Store hydraulic fluids in the vessels’ tanks. Don’t leave drums and containers of hydraulic fluid on
board if not absolutely necessary.
• Make sure you have an oil spill kit adjacent to where hydraulic maintenance work is being conducted.
• If working on hydraulics on deck equipment place rags in front of scuppers to prevent oil spilling into
the sea.

5.6 HOT WORK
Hot work is any work that may generate a spark or significant heat. Sparks and heat can ignite nearby
gases or materials.
The most common hot work on vessels involves welding, grinding and cutting operations. Electricians,
upholsterers and other trades also use appliances that could ignite surrounding materials and gases
through heat or sparks.
Hot work has led to numerous fires on board vessels and has also caused explosions in some cases.
Treat it seriously.
LEGAL REQUIREMENTS
• All vessels are to ensure the local harbourmaster is informed of any hot work that is to be
conducted on board a vessel in the port.
• If the contractor is a regular marine repairer they will be familiar with this requirement. The contractor
will usually inform the harbourmaster. Once the harbourmaster issues a hot work permit, work
can start.
• It is the vessel’s responsibility to make sure there is a hot work permit. The skipper must check that
the contractor has the permit before allowing work to commence.
Danger to nearby flammable goods

Some hot work operations, such as grinding and cutting, generate sparks which spray over a wide area.
These sparks can ignite nearby rubbish bags, rags, cartons etc.
Make sure you check both sides of the bulkhead or deck. Clear such items out of the way or cover
them with a flameproof blanket. Remember to keep the vessel’s fire blanket aside, in case you need
it to fight a fire.
Danger with fumes and gases

Sparks can ignite fumes coming from fuel tanks, gas bottles, paint and other solvents.
Never allow hot work to be conducted:

• during fuelling operations
• if there is a fuel tank lid off
• if there are solvents, oils, paints or other flammable liquids in open or plastic containers
(open or closed) nearby.
Always have a fire extinguisher nearby!

WEATHER/SEA 6
CONDITIONS
6.1 WEATHER CONDITIONS
Smaller vessels can be placed in danger when caught in extremely bad weather. A large proportion of
accidents involving small vessels are weather related. Bad weather makes the work environment on board
6 WEATHER /SEA CONDITIONS

the vessel extremely hazardous. It also places a lot of strain on the vessel’s structure and equipment.
Vessel operators should always know and understand what the weather is forecast to do.
Marine weather information

Marine weather forecasts state what the weather is expected to do. This is done using a series
of measures. These are outlined below.
Wave height
Wave height used in forecasts refers to the waves that are generated by the wind in the area that is being
reported. The measures used are:
Calm approx. wind wave height 0.1 m

Smooth approx. wind wave height 0.5 m
Slight approx. wind wave height 1.0 m
Moderate approx. wind wave height 2.0 m
Rough approx. wind wave height 3.0 m
Very rough approx. wind wave height 4.5 m
High approx. wind wave height 6.5 m
Very high approx. wind wave height 8.5 m
Phenomenal approx. wind wave height 11.0 m
Swell
Swell is also forecast. Swell comes from either a distant disturbance, such as a cyclone or depression, or
the swell develops from wind waves that have been blowing from the same direction for a length of time.
Swell height can be given in metres or named as follows:
Low Under 2.0 m

Moderate 2–4 m
Heavy Over 4 m
Average sea and swell

The heights of both sea and swell refer to the average from the trough to the crest of the highest one-
third of waves present.
Occasional waves may be much higher. About one wave in a hundred is likely to reach half as high again,
and one in a thousand twice the quoted average.
Wind speed
Wind speed is given in knots and the direction given is where the wind comes from.
Warnings are issued as follows:

Wind The wind is expected to exceed 33 knots (either steady or in gusts).
Gale Expect to be about 45 knots as a steady wind, gusts can be 50% higher.
Storm To about 60 knots as a steady wind, gusts can be 50% higher.
Tropical Cyclone is over 60 knots but is only used for “hurricane’’ type tropical storms.

Visibility distance
Fog less than 1.0 nautical mile Fair 3–6 nautical miles
Poor 1–3 nautical miles Good Over 6 nautical miles
Average visibility in New Zealand is about 15 nautical miles.
Sources of weather information

The two easiest ways of getting a marine forecast are by VHF radio and telephone.
VHF radio
Marine weather forecasts are announced on Channel 16 at 0533, 0733, 1033, 1333, 1733 and 2133 hours.
MetPhone
MetPhone Coastal
dial 0900 999 + map area number
60
Brett 60 Chalmers 69 76 61
Colville 61 Foveaux 70
Plenty 62 Puysegur 71 62
Portland 63 Milford 72 75
Castlepoint 64 Grey 73
Cook 65 Stephens 74
Abel 66 Raglan 75 74 63
Conway 67 Kaipara 76 66
Rangitata 68 Chatham Islands 78
64
73
Special Recreational Marine Forecasts 65
67 78
Bay of Islands 0900 999 98
Auckland Marine 0900 999 99
Chatham
72 Islands
Lake Rotorua 0900 999 18 68
Lake Taupo 0900 999 13
Kapiti Coast 0900 999 17
Wellington Marine 0900 999 22
69
Christchurch Marine 0900 999 44 71 70
For futher information or assistance: Or write to MetService, PO Box 722,

please call the MetPhone helpline toll free on: Wellington. Or visit their website
0800 WEATHER (932 843) www.met.co.nz
Other sources of forecasts

• Local coastguard stations on VHF radio.
• Teletext.
• www.metservice.co.nz.
• Local newspapers (remember information can be relatively old).
• Local radio stations.
• National Radio at 0500 hours.
• Auckland area has continual forecasts on Channels 20 or 21.
• Whitianga area has continual forecasts on Channel 23.

6.2 EXTREME SEA CONDITIONS
Dangers in extreme seas

Severe seas of any kind are dangerous if you are not prepared. You should take special care in the
following situations.
In beam seas, excessive roll can cause cargo to shift, creating a dangerous list. This could cause
the vessel to capsize. Strong breaking waves could also capsize the vessel.
In following seas, a vessel may lose stability on a wave crest. If the vessel is overtaken by a wave crest,
broaching may occur.
In quartering seas, the problems of beam and following seas are combined. Quartering seas represent
the most dangerous situation in severe weather.

6.3 FOG
When encountering fog, and before you enter it, you must:
• plot a fix on your chart or mark your position on the electronic plotter
• reduce speed (so you can stop in half the visible distance)
• turn navigation lights on
• post extra watchkeepers – by sight and hearing – preferably in the bow
• start sounding one long blast (4–6 seconds) every 2 minutes while making way through the water
and two long blasts every 2 minutes when stopped.

6.4 BAR CROSSING
Bars around the coast of New Zealand are notorious for accidents and require special care.

Below are important safety tips you should follow BEFORE you cross the bar.
Before you cross the bar

• Check the weather, tide and bar conditions.
• Contact coastguard or maritime radio immediately prior to crossing.
• Ensure adequate stability.
• Batten down.
• Lifejackets must be worn and all crew must be awake.
• Approach at moderate speed.
• Post a lookout to monitor sea conditions astern.
• Communicate your successful crossing to coastguard or maritime radio.
• If in doubt – don’t cross.
• Avoid ebb tide.
For more information

Refer Maritime New Zealand Boat Notice 10/2001. This contains the National code of practice
for bar crossings. Copies of the Boat Notice are available on the Maritime New Zealand website:
www.maritimenz.govt.nz or by phoning 0508 22 55 22.
The Seafood Industry Training Organisation (SITO) distributes a video/DVD Crossing the Bar which
illustrates best practice on bar crossings. Contact SITO on (04) 385 4005 to obtain copies.

HUMAN FACTORS
7
7.1 FATIGUE
7 HUMAN FACTORS
• what fatigue is
• how to know if someone is fatigued
• things to do to manage fatigue
• fatigue management plans.
If you are suffering from fatigue you will not be able to do your work properly and safely. Sometimes
people do not realise they are fatigued.
Fatigue happens when people:

• don’t get enough sleep
• work very hard, either physically or mentally, and don’t have time to recover
• work for too long
• work when the body is programmed to sleep (eg in the middle of the night)
• can’t sleep when they have the chance
• have poor quality sleep (eg sleep might be interrupted, or there might be something wrong with the
sleep environment – too much light, noise, etc).
Most people need 7–8 hours of sleep a night to be fully rested. Most, but not all, can get by on
6 hours of unbroken sleep a night for a few nights until the pressure for sleep increases to
dangerous levels.
With less than 6 hours sleep a night the pressure for sleep increases rapidly. The risk of falling asleep
or making a mistake also increases. With lack of sleep the brain takes “micro sleeps”, turning itself off
from the outside world for a short time. Eventually this will turn into continuous sleep. If people go for
several days without enough sleep, they are more likely to be affected by fatigue and to take longer
to recover from the lack of sleep. This is called “sleep debt”.
Is fatigue a significant hazard on my vessel?

If the answer to any of the following questions is yes, fatigue is likely to be a hazard on your vessel:
• Does anyone on the vessel usually start work before 0700 or finish after 2200?
• Is the work day usually longer than 12 hours?
• Is it a demanding work environment (eg lots of noise, vibration, heat or cold, rough sea conditions)?
• Are work demands unpredictable?
• Is working on the boat constantly physically or mentally demanding?
• Do people working on the boat say they’re tired a lot or at particular times of trips?
• Does the crew report feeling excessively tired, or have health problems that affect their sleep?
• Do employees commute long distances to work?
The use of alcohol and drugs can also lead to people falling asleep or becoming fatigued when they
normally wouldn’t.
How can I tell if someone is fatigued?

Someone who is fatigued won’t always look or feel fatigued. It helps to think about the amount of sleep
a person had recently, and what kind of work they have been doing. This “history” helps to identify if
someone is at risk of being fatigued.
Part One: SPECIFIC IDENTIFIED HAZARDS 69 69

People who are fatigued might:
7 HUMAN FACTORS
• be very irritable (more than usual)

• be uncommunicative, or unclear when they talk
• forget things quickly
• be unable to stay focused on a task
• be preoccupied with parts of a problem, missing warning signs and losing “the big picture”
• cut corners to get the job finished
• take unusual risks
• make poor judgements about distance, speed and/or time
• have slow reactions to things that happen, or people talking to them
• have slurred or muddled speech
• be clumsy
• be obviously sleepy.
LEGAL REQUIREMENTS
• Fatigue is a hazard under the Health and Safety in Employment Act 1992.
• Employers have to take all practicable steps to manage fatigue as a hazard, and need to involve
employees in identifying fatigue problems and how to control them.
• Maritime New Zealand requires every vessel owner to develop an approved fatigue management
plan as part of their SSM manual (if fatigue is a significant hazard on their vessel).

How can I manage fatigue on our vessel?
If people on your vessel are at risk of fatigue, the skipper will need to write a fatigue management plan.
More information on fatigue management plans is at the end of this section.
If fatigue is not an issue for people on your vessel, everyone involved (owner, skipper and crew) should
agree that fatigue does not need to be actively managed. The skipper needs to document the reasons
for this in the vessel SSM manual.
Action Points!
• There is no right way to manage fatigue – the solutions need to fit your vessel, its operation,
and your skipper and crew.
• Owners, skippers, crew, partners and safety advisors should be involved in developing fatigue
management plans.
• Everyone should learn about fatigue. It’s a good idea for everyone to attend a training session about
fatigue management.
• Make sure all crew regularly have time off for sleep. A minimum of 6 hours continuous sleep in every
24 hours is recommended (time sleeping is not the same as time off).
• Take short naps wherever possible (40 minute and 2 hour naps are the best timing, if you want
to work soon after waking up).

TIPS FOR SKIPPERS
7 HUMAN FACTORS
• Assess whether fatigue is a significant hazard and develop a fatigue management plan.
• Regularly review levels of fatigue and how well your fatigue management plan is working.
Any time you monitor or review the plan, make a note in your SSM manual.
• Make sure all crew have somewhere dry and dark to sleep.
• Talk about fatigue with the crew. Make sure they know it is human to get tired and that it is better
to admit it than hide it.
• Provide healthy food and plan “rest days’’ so that cumulative fatigue doesn’t become a problem.
• Install watchkeeper alarms (if appropriate).
• Make sure people on watch at night have activities to keep them active.
• Provide caffeine and energy drinks which can help keep people alert for short periods of time.
• Make sure watchkeepers feel comfortable waking someone else if they get tired.
Fatigue management plans

A fatigue management plan is an organised way of managing fatigue as a hazard. In practice, a good
fatigue management plan has two major parts:
• what to do on the vessel to manage fatigue
• what the owner or skipper has to do to keep an eye on how the plan is implemented and ensure
it’s up to date.
The owner, skipper and crew should work together to develop the fatigue management plan.
Everyone has different job demands, and experiences fatigue differently.
Your plan needs to show that you have thought about:

• why people are getting fatigued
• how you can stop it happening
• how you can minimise or eliminate it.
You also need to consider how you will deal with someone who is fatigued and document this in
your plan.
The fatigue management plan should be put up where everyone can see and read it. A laminated sheet
on the bridge and in the crew mess is a good way to do this. Details on how the plan will be monitored
and kept up to date should go in your SSM manual.

7.2 STRESS

7 HUMAN FACTORS
• what stress is
• what causes stress
• how to know if someone is stressed
• things to do to manage stress.
Some stress is good for us. However, if we have too many challenges, we may become stressed and
not cope well. We need the right balance. Whether stress is “good’’ or “bad’’ depends on the individual.
As a general rule, stress which continues for a long time will be bad for most people.
Workplace stress is when someone becomes aware that they are not able to cope with the demands
of their work, and they have a negative emotional response to that awareness.
Stressors are things that lead to someone feeling they are unable to cope with either physical
or psychological demands. Stressors can arise because of:
• the nature of the job
• the way the work is organised. This can include physical factors (such as cold, wetness, noise etc)
as well as physiological factors (such as shift work, lack of time to rest etc)
• excessive work demands such as unrealistic deadlines
• personal factors such as health status, relationships, ability to cope with difficult situations etc.
Is stress a significant hazard on my vessel?

Legally an employer is required to take all practicable steps only for those circumstances that they
know or ought reasonably to know about. If someone says they are stressed, or are acting in such
a way that most people would agree they were stressed, then you need to do something.
The situation on each vessel will be different. To decide if stress is a significant hazard, you should
consider the following questions:
• Is the work emotionally draining or unpleasant?
• Does the work require intense, prolonged concentration?
• Would a mistake have major consequences?
• Is the work inherently hazardous?
• Is the workload unrealistic?
• Is the work too hard for the person?
• Are there factors such as persistent bullying in the workplace?
• Are people separated from their families and/or friends for long periods of time?
• Are people forced to both live and work in close confines with people they may not necessarily
get along well with?
How can I tell if someone is stressed?

Stress is a complex issue. No two people will react in exactly the same way to situations. Owners and
skippers need to watch for signs of stress in people who are working on their vessel. Crew need to
tell the skipper or owner when they’re feeling stressed, and know that everything possible will be done
to deal with the situation.

People who are stressed might show some of these signs:
• not being aware of safety issues or putting themselves into harm’s way
7 HUMAN FACTORS
• being “down’’, anxious, irritable or clinically depressed
• losing confidence, talking about sleeping badly, having slow reactions or behaving oddly
• not being able to get along with people they used to work well with
• being irritable or indecisive, or performing poorly and making more mistakes
• drinking more alcohol than usual or using recreational drugs
• complaining about their health, eg having frequent headaches.
LEGAL REQUIREMENTS
• Stress is a hazard under the Health and Safety in Employment Act 1992 and must be managed
like any other hazard.
• The law only requires employers to manage work stressors or the individual’s stressed situation
when they can be reasonably expected to know about the stress.
• Crew should be involved in identifying stress problems and suggest ways to control them.
• There need to be systems in place to assess and deal with identified stress, whatever the source.
• Employees must have confidence that if they report stress something will be done about it.
• Employers have no direct control over, nor responsibility for, non-work factors. However, if an
employer knows about non-work sources of stress, steps may need to be taken to prevent harm
where the safety of people in the workplace – the employee included – may be an issue.

How do I manage stress as a hazard?
For all crew

• Identify areas of the work that are inherently stressful. Refer to the list of stressors at the beginning
of this section.
• Work with the skipper to figure out how to eliminate or reduce the impact of those stressors.
• Learn ways that help you to manage your own stress levels.
• Tell your skipper when stress levels get too high.
For the skipper

• Make sure work practices on the vessel do not cause unnecessary stress. Have systems in place to
deal with crewmember stress. You are not required to monitor all your crewmembers’ stress levels all
the time. You are required to put things in place to minimise stress and if a crewmember says they are
stressed you need to take this seriously.
• Where possible, create clear work routines and operating procedures so there is a more predictable
work environment.
• If a crewmember is consistently unable to carry out their work because of non-work stress factors,
manage this as you would any performance issue. Talk to the crewmember about your concerns and
work out a way to resolve the situation if possible. Remember you only have to take “all practicable
steps’’ to deal with the hazard.
• Be aware that someone who is suffering from stress may be a danger to themselves or to others
while working.

• Work out how you will handle a situation where a crewmember tells you they are stressed.
Document this and make sure the crew know there is a system in place for dealing with stress
7 HUMAN FACTORS
and that everything possible will be done to deal with the situation in a confidential manner.
• Consider how you will decide whether a crewmember is coping with their work or whether they are
affected by stress. Make sure you treat each person as an individual, as different people cope with
things in different ways.
• Ensure there are different activities available on board to allow people to relax on their off
duty hours.
• Make sure there is adequate time available for rest.
• Work to create a supportive environment on board the vessel. Recognise people’s different needs
for space and time to themselves.
• Carefully investigate any crew claims of feeling stressed and put in place any necessary measures
to reduce their stress levels.
• Make sure you identify the things in the job that are inherently stressful, and talk about them with
potential employees before you offer them the job.

7.3 ALCOHOL AND OTHER DRUGS
Drug and alcohol abuse on vessels can cause serious problems. This makes it a serious health and
safety issue.
7 HUMAN FACTORS
Alcohol and drug use affects:
• the ability to make good decisions
• co-ordination
• motor control
• concentration and alertness.
This section covers the use of alcohol and illegal drugs on board the vessel.
Some crewmembers may use prescribed drugs for health conditions. The skipper needs to know
about this, and how to manage any side effects from medication or from the health condition requiring
the medication.
Why is the use of alcohol and other drugs on board vessels a hazard?
The following may occur when people use alcohol and other drugs on board:
• misuse of machinery or equipment
• increased risk of causing harm of injury to self or other employees
• falling from heights, into holds, overboard, while boarding and when leaving the vessel
• decreased skills, poor judgement, slower reaction times
• inappropriate behaviour, like fighting or abusive language
• increased risk of fatigue.
LEGAL REQUIREMENTS
• Alcohol and drugs are defined in the Health and Safety in Employment Act 1992 as hazards.
• The Misuse of Drugs Act 1975 makes it an offence for anyone to procure (buy or receive),
or have in their possession, or consume, smoke or otherwise use, any controlled drug. It is also
an offence to supply or offer to supply or administer a Class C controlled drug to any other person.
• It is illegal to bring controlled drugs onto a vessel.
• It is also illegal to possess instruments (pipes, bongs, syringes etc) for the purpose of taking
illegal drugs.
• Parents and guardians are the only people who can supply alcohol to people under the age of 18.
• If you have an accident or are injured while under the influence of alcohol or other drugs this may
affect your ability to claim insurance.

Action Points!
7 HUMAN FACTORS
• If there is a no alcohol and drug policy for the vessel, follow it.
• Do not bring illegal drugs on board the vessel.
• Do not use illegal drugs on board the vessel.
• If you are allowed to drink alcohol on the vessel, don’t drink too much or too close to when you need
to be ready for work.
• Don’t use machinery or steer the boat when you are under the influence of alcohol or drugs.
TIPS FOR SKIPPERS
• Develop a policy on the use of alcohol and other drugs at work. The policy should apply to
everyone. It should be developed in consultation with crew and given to each new crewmember.
• Make sure everyone who works on the boat is regularly reminded of the policy on the use
of alcohol and other drugs at work and the consequences of not complying with it.
• It is strongly recommended that the use of alcohol and other drugs be banned on board the vessel.
How do I develop an alcohol and drug policy?

An alcohol and drug policy is a way to set out what you expect of all those working on the vessel.
The policy should aim to eliminate or minimise the hazards associated with the use of alcohol and
other drugs in the workplace. Develop the policy in consultation with all those who are going to be
affected by it.
The policy should cover the following areas:

• why a policy is needed – the importance of preventing harm and managing hazards
• scope – that the policy covers everyone who comes on board the boat, including visitors
• infringements – what is an infringement, and what will happen if someone doesn’t follow the policy
• how to tell when someone is affected by drugs and alcohol – list the common signs and symptoms
of being under the influence
• how to deal with an intoxicated person
• information and training – explain what training and information around managing the hazards
of alcohol and drug use will be given and what it will cover
• workplace induction – how skippers/crew/visitors will be made aware of the policy
• confidentiality – make sure everyone understands that any action taken under the policy will
be confidential and how you will ensure this happens
• screening/testing – if applicable, explain the company’s screening and testing procedures.
It is strongly recommended that the use of alcohol and other drugs on board the boat be prohibited.
If alcohol is used on board the boat, an alcohol policy also needs to cover:
• when it is considered appropriate to drink alcohol
• acceptable standards of work performance
• a prohibition on being drunk on the vessel.

7.4 HOST RESPONSIBILITIES
This section reminds vessel owners and skippers that they need to have policies in place when they
are enhancing the passenger experience and comfort by providing food and alcoholic beverages.
7 HUMAN FACTORS
Example policies follow below.
DRAFT EXAMPLE
Liquor Licence On Board Host Responsibility Policy and Statement
NB This is not a template for your liquor licence policies. It is simply an example of the type of policies
you may implement on your vessel. Your policies should be drafted to reflect your vessel and the specific
requirements pertaining to your individual vessel and operation.
XYC COMPANY LIMITED

HOST RESPONSIBILITY POLICY
The management and staff on board the XYC vessel believe that we have a
responsibility to provide an environment that is not only comfortable and welcoming
but also where alcohol is served responsibly. Because of this the following Host
Responsibility Policy has been implemented.
We provide and actively promote a range of non-alcoholic drinks, including low-alcohol beer,
fruit juices, soft drinks, tea and coffee. Water is also available free of charge at all times.
A good range of snack food is always available. Menus are visible at all times.
It is against the law to serve minors. If we are in doubt as to your age, we will ask
for identification. Acceptable forms of proof of age are the NZ driver licence,
the HANZ 18+ card or a current passport.
Patrons who are visibly intoxicated will not be served alcohol, will be asked to leave
the premises and encouraged to take advantage of safe transport options.
We will promote transport options to get you safely home.
We will encourage more people to have a lifesaver (designated driver). We will make
the lifesaver’s job more attractive by providing an interesting range of low-alcohol
and alcohol-free drinks.
We will make sure all these services are well promoted and will display signage
required under the Sale of Liquor Act 1989.
We will maintain a training and management policy to give our staff the skills and
support they need to do their job responsibly.
Please be our guest and take advantage of the services we offer.
Host responsibility makes sure that everyone has a good time, and leaves in safe
shape for the road home. It could save our licence, and it could save your life.
We’re Responsible Hosts.
Signed
XYC Company Limited

HOST RESPONSIBILITY POLICY
XYC COMPANY LIMITED
7 HUMAN FACTORS
At XYC we are a responsible company and want to ensure that our clients or
passengers enjoy their sojourn on the XYC vessel. This policy sets down our
guidelines, which we ask all our staff to read and be familiar with, and to implement.
Our policy statement is:
A safe, memorable and enjoyable experience

for all who board the XYC vessel.
In order to enhance the passengers’ and/or guests’ experience on the vessel,

the following services and guidelines are provided.
Food
(Detail here the full range of food available on the vessel and any menus provided.)
Low/non Alcoholic Drinks

Coffee, tea and water are also available, with fresh coffee and its wonderful aroma
always to be at the forefront. Also orange juice is always offered on client functions as
an alternative to alcohol. Splits are also sold by the bottle and are on view at the front
of the bar.
Minors
Always be alert to younger drinkers. If in any doubt at all, ask politely for identification,
and if not forthcoming, politely inform them that although they may well be 18, without
proof we are legally and morally obliged to decline to serve them. Identification will
include photo identification as in passport, NZ driver licence or HANZ 18+ card, but if in
further doubt, check their signature against this identification. If in doubt, decline!
Intoxication
All staff on embarkation of passengers, and throughout the duration of the sailing, should
be alert for potentially intoxicated passengers. If in any doubt, contact the captain prior
to allowing them to board.
The Wellington Police definition of intoxication is:
“A person should be considered to be intoxicated if at the time the person is observably

affected by alcohol and or drugs to the extent that their speech, co-ordination or
behaviour is clearly impaired.”
continued…

EXAMPLE POLICY continued
7 HUMAN FACTORS
Indicators of intoxication
For a person to be considered slightly, moderately or extremely intoxicated, the Wellington

Police consider the following indicators:
(Please note: these are a guide so all of these indicators may not be present and
other factors may also be considered.)
Slight intoxication – Occasional slurring or stumbling of words, becoming loud,

clumsy, slow or delayed reactions, glassy eyes, vacant expression/blank stare,
inappropriate actions or language (eg annoying/obnoxious).
Moderate intoxication – Slurred speech, loud/repetitive, difficulty concentrating

or forming words, occasional stagger or stumble when walking, sways when standing still,
bumping into or knocking over things, loss of eye contact, inability to focus, tired/sleepy
looking, decreased concern/awareness of appearance (eg drink/food spilt on clothing),
strong smell of alcohol on breath, argumentative/belligerent, inappropriate actions or
language (eg sexual advances).
Extreme intoxication – Very slurred speech, loses train of thought, speech is

nonsensical or unintelligible, significant staggering or stumbling, very unsteady on feet
(eg can’t remain still/uses wall for support), falling asleep, very disheveled, very strong
smell of alcohol on breath, very aggressive, acting irrationally.
The most important indicators to consider when making this assessment

are speech and co-ordination.
If a passenger appears to be slightly intoxicated, a close eye should be kept on them.
If a passenger appears to be moderately/extremely intoxicated they should not be allowed

on board the vessel. If they become moderately/extremely intoxicated during the voyage,
they should not be served any further alcohol.
If the intoxicated person is with a group, talk to the group co-ordinator or a friend of the
intoxicated person and explain your actions, asking them for assistance etc. Whether it
be refusing to allow further drinks or suggesting a cup of coffee alternative or, if all else
fails, requesting and assisting the intoxicated person to disembark the ferry at the earliest
possible opportunity and arranging safe transport home etc.

SPECIFIC VESSEL
OPERATIONS
Part Two
ROLL ON/
ROLL OFF (RO-RO)
FERRIES
8
8. ROLL ON/ROLL OFF
(RO-RO) FERRIES
RO-RO vehicular ramp
8 ROLL ON /ROLL OFF ( RO-RO ) FERRIES

Key points to ensure when working with a forward ramp door on a vehicular ferry:
• Lifting wires are checked daily for fraying.
• Wires are greased to keep out elements such as salt.
• Lifting blocks are greased through grease nipples.
• Ramp pins and hinges are checked for thickness and metal fatigue.
• Lifting shackles are checked for metal fatigue and wear.
• Hydraulic lifting rams and oil seals are checked.
• Lifting switch is isolated from the public by means of a covered box.
• Travelling vehicles are aware of axle loading maximums, eg maximum axle loading 10 tonne per axle,
this is to be posted on forward bulwarks and in operational manual.
• Passengers are kept away from forward ramp when working through segregation lines on deck
or ropes across vehicular deck.
RO-RO vehicular deck passenger and vehicle segregation

Key points to ensure passenger and crew safety on vehicular deck:
• Vehicles are moved onto or off the vehicle deck prior to embarking and disembarking passengers.
Use the PA system and deck crew to ensure everyone complies with this.
• All deck crew are wearing hi-visibility jackets and appropriate footwear.
• When carrying dangerous goods (ie petrol tankers) no more than 25 persons shall be carried
on board. Ensure that crew, passengers and management are aware of the legal requirements
for maintaining the specified distance between the dangerous goods and the passengers.
• Crew are to ensure that when guiding vehicles onto the deck eye contact is kept with drivers
of vehicles at all times.
• Ensure appropriate safety signage is posted, ie “no smoking on vehicular deck”,
“beware of slippery deck when wet”, and “mind your step” when moving from vehicular deck
to passenger lounge.
Action Points!
• When ramp is up ensure safety chains are on.
• In the event of heavy weather, ensure the ramp is hard up against forward bulwarks and fastened
with safety catches or rigging screws.
Part Two: SPECIFIC VESSEL OPERATIONS 81

HIGH-SPEED
PASSENGER
VESSELS
9
9. HIGH-SPEED PASSENGER
VESSELS
This section covers high-speed adventure vessels where the nature of the trip exposes passengers
to the potential hazard of being tossed around violently in the seat.
9 HIGH-SPEED PASSENGER VESSELS

• Passenger comfort levels and expectations will differ on trips involving these types of vessels.
It is important to get an idea of these expectations by talking with passengers prior to departure.
They may then be seated in the boat accordingly.
• Supply wind/spray jackets. Passengers are usually dressed according to the weather, but at speed
the wind chill factor can be a problem.
• Inform passengers of conditions to expect. If it’s rough tell them it is better to reschedule than
to put passengers through undue discomfort.
• Advise passengers of the best position in the boat to sit, eg forward moves around more while aft
has less movement but more spray.
• If the vessel has only the skipper and no crewmember sitting amongst passengers to provide
assistance, passenger body language should be observed closely by the skipper prior to
commencing the trip. Include in departure briefing a hand signal for ok and not so good.
• If crewed, the crewmember can walk the aisle, chat with passengers, and check if they are enjoying
themselves. You can slow down and move people to suit.
• It is important that the crew know the characteristics of the vessel in different conditions,
eg different angles to the sea suit different boats better.
• Where possible have back up transport available from a destination such as a bus or larger slower
boat. A passenger with a bad experience on your boat is the one thing you don’t want. Most will
appreciate a company that looks after its passengers.
• Remember you are doing the trip day in, day out, and for some passengers this may be their first
time in a boat.
• Lifejackets should be worn at all times during the trip.
• Seatbelts should be provided and used for the safety of passengers. Seatbelts should be of the
type which can be released easily even in a capsized position.
Part Two: SPECIFIC VESSEL OPERATIONS 83

PASSENGER
FERRIES
10
10. PASSENGER FERRIES
• Particular attention should be paid to the safe use of gangways including tying down and moving
them across open spaces. Crew should always use the correct lifting techniques when moving
10 PASSENGER FERRIES
awkward and heavy objects such as gangways quickly.
• Crew should always be mindful of their hands and trunk when berthing vessels. They should always
be aware of getting themselves caught between the vessel and wharf. Crew can be tying up a vessel
up to 30 times a day and need to be aware of complacency.
• Vessel housekeeping is highly important. Lines and deck equipment need to be kept secure and
tidy at all times to ensure the safety of passengers.
• Crew need to be constantly aware of trip hazards and should inform passengers of loose matting,
wet decks, bulwarks etc.
• Correct procedures should be adhered to when handling lines and tying and untying vessels.
• Crewmembers should carry out frequent rounds while the vessel is under way to ensure the safety
of passengers. Particular attention should be paid to the cabin area and outside decks to ensure
passengers are not running or climbing.
• Keep a constant watch for unusual or dangerous behaviour of passengers who may harm themselves
or others.
Part Two: SPECIFIC VESSEL OPERATIONS 85 85

BARE BOAT/HIRE 11
AND DRIVE
VESSELS
11. BARE BOAT/HIRE AND
DRIVE VESSELS
These are vessels in SSM that can be hired out by skippers who will use the vessel as a pleasure vessel.
The skipper is not required to hold the qualification required by Maritime Rules Part 31B.
11 BARE BOAT/HIRE AND DRIVE VESSELS

• It is important to establish the level of experience of the client, whether they are trained to skipper
a vessel or whether they are crew, and whether they have any formal qualifications. This can be
done by simply getting the client to complete a particulars form prior to hiring the vessel.
• It is important to determine whether the client is experienced in the local weather and sea conditions.
• Any staff members that are hired out with the vessel should wear the appropriate safety equipment
at all times while on the vessel including a lifejacket and proper footwear.
• An extensive safety briefing should be conducted before the client leaves the marina. An example
of a briefing checklist is on the next page.
• Ensure the skipper who hires the boat is aware of their responsibility for safety and pollution
prevention and is aware of the safety management system designed for the vessel.
Part Two: SPECIFIC VESSEL OPERATIONS 87 87

EXAMPLE:
Safety briefing checklist
SAFETY BRIEFING
All that you are briefed on is in the BOAT MANUAL, which is to be read
before you leave the marina.
Location and use of: Morse controls (put in neutral)
Lifejackets Emergency steering (if applicable)
Harnesses Winches, boom and rope handling safety
Flares Water and diesel filler location
First aid kit Anchoring procedure and winch use
Tool box Outboard (if applicable)
Fire extinguishers Appropriate disposal of rubbish
Fire buckets Weather awareness of current conditions
EPIRB Double Cove/Long Island Marine Reserve-
VHF (call in between 3pm–5pm, call when No Fishing zones – check charts B4 fishing!
10 min out, channel 01, weather forecast) (You could be fined, have tackle confiscated,
– Life rings and M.O.B light and the boat could be seized)
– Boat hook and fenders Health and Safety on vessel – BE AWARE
– Battery switches location – All vessel surfaces are slippery when wet.
– Use of domestic power – Lifejackets and/or safety harnesses may
– Control panel be required at any time depending on the
circumstances.
Use of gas system
– Be careful when moving about inside and
– Sniffer (what to do if alarm comes on)
on deck. Use the handhold, handrails and
– Light stove safety lines.
– Light caliphont – Be careful of your head when moving around
– Remember to turn bottle off after use the vessel, inside and out, eg doorways, boom.
– No cigarette smoking while in use! – When berthing or pulling along side another
vessel, ensure fenders are tied prior.
Bilge usage and location (manual and electric)
– Make certain all persons are briefed on the
Use of toilet
appropriate procedure and to keep hands and
– What not to put down it all limbs safely inside the perimeter of the boat.
– Holding tank (if applicable) – We recommend wearing boat shoes to avoid
Water tank change over valves (if applicable) slipping and damage to feet.
and filter Rules of the road at sea.
Familiarity with the Sounds and charts – Give way to ferry at all times and if passing
(prior experience?) ALWAYS pass astern.
– Survey limits, eg Tory Ch Exit
Moorings
– Location
– How to pick up
– Usage (only Charter Link charterers)
Starting the engine (check fridge is off)
and charging the batteries The skipper is legally responsible for the safety of the
vessel and all people on board.
Fridge operation and how long to have on
Stopping the engine (stop knob location
and start battery off) Signed: ...............................................................................
Warning alarms on the boat (eg bilge etc),

what to do if they sound Signed: ...............................................................................
88 Part Two: SPECIFIC VESSEL OPERATIONS

GENERAL INFORMATION
ON HEALTH AND SAFETY
Part Three
DUTIES AND
RESPONSIBILTIES
12
12. Duties and responsibilities
Everyone who works on board a vessel needs to make sure things are safe, and the things they are
doing (or not doing) do not hurt other people. The Health and Safety in Employment Act 1992 makes this
12 DUTIES AND RESPONSIBILITIES

a legal requirement.
This section explains the responsibilities of each person on board a vessel and provides some examples.
Part Three: GENERAL INFORMATION ON HEALTH AND SAFETY 89

12.1 Employer/vessel owner
(person who pays the
wages)
The employer is the person who pays the wages. This might be the owner, or it might be the skipper.
If you pay the wages, you need to take all practicable steps to make sure the vessel is safe and that the
people who work on or visit the vessel are safe. This means you need to:
• regularly go through a process for identifying hazards
• make sure any hazards are eliminated, isolated or minimised
• provide suitable protective equipment and clothing to all your employees
• provide safety information to all your employees
• provide training or supervision to make sure the work is done safely
• keep an eye on your employees to make sure their work isn’t causing them health problems
• provide ways for your employees to contribute to health and safety
• maintain a register of hazards.
90 Part Three: GENERAL INFORMATION ON HEALTH AND SAFETY

12.2 Skipper (person who
controls the place
of work)
The skipper is normally the person who controls the place of work (the vessel). The skipper is
responsible for the safety of the vessel, equipment and crew. This means taking all practicable

steps to ensure any hazards do not harm any people who are:
• lawfully at work on the vessel (as employees, contractors etc)
• there as customers or to undertake an activity
• in the vicinity of the vessel.
The skipper also needs to make sure visitors to the vessel are told about any significant hazards
on board.

12.3 Crew (people who are
paid wages)
Crew who are paid wages are defined as employees under the Health and Safety in Employment Act
1992. As an employee, you can expect that your employer will make sure the vessel is safe. You also
have things you need to do.

These are:
• Make sure you do everything you can to ensure the vessel is safe for working on.
• Make sure nothing you do, or don’t do, harms anyone else.
• Use the protective equipment and clothing that either you or your employer provides.
• Don’t do work which is unsafe or involves unsafe practices.
• Make unsafe work safe or, if you can’t, tell your supervisor or the skipper.
• Know about and follow the boat’s health and safety practices and procedures.
• Co-operate in the monitoring of hazards and of your health.
• Report all hazards.

12.4 Self-employed
If you are self-employed, you must:

• make sure nothing you do at work harms yourself or anyone else

• make sure you take health and safety into account when you plan your work activities
• keep a record of accidents and incidents caused by your work that harmed or might have harmed
either yourself or someone else. Report these to Maritime New Zealand within 7 days.

12.5 Principal (person who
hires self-employed
people (skipper or owner))
If you hire self-employed people, you still have to make sure they are safe on the vessel. You should
include health and safety issues in your contracts and make sure you talk about health and safety
with your contractors. You also need to:

• make sure no contractor, subcontractor, or employee of those people, is harmed while doing
the work you hired them to do
• keep accident registers
• report accidents involving serious harm to Maritime New Zealand as soon as practicable.

12.6 Other people who visit
the workplace in the
course of their work
(eg observers, compliance

officials, contractors)
If you visit the vessel in the course of your work, you are treated the same as a self-employed person.
You must:
• make sure nothing you do at work harms yourself or anyone else
• make sure you take health and safety into account when you plan your work activities
• keep a record of accidents and incidents caused by your work that harmed or might have harmed
either yourself or someone else. Report these to Maritime New Zealand as soon as practicable
• follow the instructions of the skipper as the person in control of the place of work.
Action Points!
• Know which category of duties and responsibilities applies to you and any people working on board
your vessel. Seek advice on this if necessary.
• Develop a checklist for your duties and obligations. Record on a regular basis your understanding
of how you are fulfilling those duties and responsibilities.
• Seek advice from Maritime New Zealand or your lawyer.
LEGAL REQUIREMENTS
• The duties of employers to ensure the safety of employees are contained in section 6 of the
Health and Safety in Employment Act 1992 (HSE Act).
• The duties of employers in relation to training and supervision of employees are contained in
section 13 of the HSE Act.
• The duties of a skipper as a person who controls the place of work are contained in section 16
of the HSE Act.
• The duties of self-employed people are contained in section 17 of the HSE Act.
• The duties of principals are contained in section 18 of the HSE Act.
• The duties of employees are contained in section 19 of the HSE Act.

Where can I find out more?
For more information on your roles and responsibilities under the HSE Act go to the Maritime
New Zealand website – www.maritimenz.govt.nz – or contact Maritime New Zealand on

freephone 0508 22 55 22.
The Inland Revenue Department has advice on its website about how to decide whether someone
is an employee or self-employed – check www.ird.govt.nz
A booklet for the maritime industry Health & safety: a guide is available from Maritime New Zealand.
This booklet provides detailed information on your obligations under the HSE Act. Copies are available
by phoning Maritime New Zealand on 0508 22 55 22.

MANAGING HEALTH
AND SAFETY
13
13.1 Relevant legislation
The health and safety systems for your vessel outline how you plan to meet your responsibilities under
the Health and Safety in Employment Act 1992 (HSE Act). This section provides further information on
13 MANAGING HEALTH AND SAFET Y

developing and implementing your systems.
Legislation
Since 2003, Maritime New Zealand has been responsible for administering the HSE Act for work
on board vessels and for vessels as places of work. Maritime New Zealand also administers the
Maritime Transport Act 1994 (MT Act). Maritime and marine protection rules are statutory instruments
(or secondary legislation) made by the Minister of Transport pursuant to the MT Act. While the MT Act
stipulates broad principles of maritime law, the rules contain detailed technical standards and procedures.
Generally speaking, the MT Act and the rules made under that Act focus on vessel-related safety,
while the HSE Act focuses on the safety of operations and people on board the boat. There is a degree
of overlap.
Health and Safety in Employment Act 1992

The purpose of the HSE Act is to make work activities safe and healthy for everyone connected
with them.
The HSE Act reinforces that employers, or other people responsible for the work, have the primary
responsibility for health and safety at work. The HSE Act also recognises that everyone within a
workplace has responsibilities to themselves and others. Effective health and safety in the workplace
requires co-operation between everyone involved.
Safe Ship Management Systems (SSM)

SSM makes vessel owners and operators responsible for the day-to-day safe operation of their vessels.
SSM ensures the safety of a vessel and its crew is maintained throughout the year instead of just on an
annual “survey day’’.
SSM covers construction, stability, equipment, operating limits, operating parameters, qualifications
and training of crew, vessel maintenance and emergency procedures. The system is reflected in
documentation which is customised for each individual vessel according to which particular system
it fits within. The documentation also contains information about how you are meeting your health
and safety obligations under the HSE Act.
LEGAL REQUIREMENTS
• The HSE Act doesn’t replace any duties you may have under other pieces of legislation.
The exception to this is Part II of the MT Act which was replaced by the HSE Act in 2003.
• You are still required to comply with other legislation. The requirements of the HSE Act have been
developed in order to interact consistently with other legislative requirements. In the maritime sector
this means you are still required to comply with the MT Act and all relevant Maritime Rules.
• Some Maritime Rules already address health and safety issues. These rules exist alongside the
HSE Act and are designed to work with other health and safety systems and requirements to
make a safer workplace.

13.2 Developing a health
and safety policy
Although not a legal requirement, it’s a good idea to develop a health and safety policy statement that
is specific to the vessel, its operations, management and crew. This document sets the tone for the
commitment to health and safety, and should be included as part of your SSM manual. A health and
safety policy could cover some (or all) of the following:
• A commitment to achieving the highest standards of health and safety in all aspects of operations.
• Seeking continuous improvement in health and safety performance taking into account evolving
employee expectations, management practices, scientific knowledge and technology.
• Complying with all applicable legislation and standards and, where these do not exist, adopting
and applying standards that reflect commitment to health and safety.
• Involving management, skippers, crew and contractors in the improvement of health and safety
performance.
• Holding skippers responsible for safety in their areas of supervision in the same way that they are
responsible for quality, efficiency, maintenance, etc.
• Training skippers to carry out their responsibilities effectively so they have an understanding of health
and safety.
• Training and holding individual employees/crew accountable for their area of responsibility.
• Managing risk by implementing management systems to identify, assess, monitor and control hazards
and by reviewing performance on a regular basis.
• Ensuring all employees are informed of and understand their obligations in respect of the health and
safety policy.

13.3 Providing information
People on board the vessel need to know how to do their work safely. The employer is required to
provide easily accessible information to the crew about:

• hazards on the vessel
• hazards that might arise from the type of work the employee is doing
• the steps to be taken to minimise the chances anyone will be harmed by the hazards
• where to find safety clothing and equipment
• how to deal with any emergencies.
Information needs to be provided in a way that employees can understand. This might be by talking to
people, or it might include printed information using easily understood words, and may include diagrams.

13.4 Selection and placement
of crew
Safety starts with selecting the “right” person to crew on the vessel.
It is important to note that you cannot discriminate against someone on the grounds of a disability/
medical condition. However, it may also be unlawful under the provisions of the Health and Safety in
Employment Act 1992, for a person to be placed in a position where they are likely to cause harm to
themselves or others. If in doubt, get legal advice.

13.5 Training
One way of ensuring crew can carry out work safely is making sure they have adequate knowledge,
experience and training to do what they need to do.

Employers must do what is reasonably practicable to ensure crew have knowledge and experience
of relevant similar workplaces, work, equipment or substances, or that they are supervised by someone
who has that knowledge and experience.
Employers must also ensure crew are adequately trained in using the types of objects, substances and
protective clothing and equipment they are required to work with.

13.6 Induction for visitors
and others
Everyone who comes on board the vessel needs to know about the hazards they might come across
on board and how they are managed. You should develop a standard induction checklist for visitors that
lists the hazards and any action required of the visitor. This would include letting them know where they
can’t go on the vessel. Tick off the items on the list as you talk about them with the visitor. Get them to
sign the list as proof that you’ve gone through it with them.

13.7 Employee participation
in health and safety
Everyone needs to work co-operatively and in good faith to establish effective health and safety
arrangements in the workplace.

Good faith requires being open and honest, and understanding that all involved have a legitimate interest
in a safe and healthy workplace.
People who carry out work are in a good position to identify actual or potential hazards that arise in
the course of that work and suggest ways those hazards could be managed. All employers have a duty
to provide reasonable opportunities for the crew to participate effectively in processes for improving
health and safety at work.

13.8 People who are not
employees
Employers also have a duty to people who aren’t their employees. The employer must take all
practicable steps to ensure the actions or inaction of an employee while at work doesn’t harm any
other person. That includes a duty to stop anyone being harmed through “skylarking’’ or other actions
or inaction where it is reasonably foreseeable that harm will be caused to another. It isn’t enough to
just have rules or procedures – they need to be enforced. Where someone not following the rules or
procedures could have serious consequences, there needs to be back-up plans in place – just in case.

13.9 System auditing
Any system that is put in place needs to be regularly reviewed to make sure it is effective and
comprehensive. It needs to fully meet the requirements of the law to have a safe and healthy workplace.

You should do this in a systematic way – perhaps have a list of the parts of the system and review one
each month. You need to write down the details, the results of the review, and any action that is taken.
Keep this with your Safe Ship Management (SSM) manual.
LEGAL REQUIREMENTS
• The Health and Safety in Employment Act 1992 specifies in some detail the requirements for
maintaining a healthy and safe workplace.
• The Maritime Transport Act 1994 and the Maritime Rules contain requirements which are specific
to the maritime sector.
• Your SSM manual also contains requirements which are relevant to health and safety and therefore
must be followed.
Action Points!
• Develop a health and safety policy that makes clear to everyone on board the vessel what your
commitment to a healthy and safe vessel is.
• Your health and safety system is the detail of how you plan to meet your obligations to provide a safe
and healthy workplace. You should write down how this is going to happen and make sure you are
doing what has been documented.
• Make sure you regularly audit the system to check that it is effective, and all your responsibilities are
being met. Write down the results of the audit in your SSM manual.
• Decide how you’re going to make sure people on the vessel follow your rules and procedures,
and what you’re going to do if they aren’t followed.
• Make sure everyone has enough information and training to be working safely.
• Choose the right people to be part of your crew.
• Develop a standard induction checklist for use with visitors. Get it signed by the visitors once you’ve
gone through it with them.
• Make sure the owner, skipper and crew all have opportunities to be involved in the development
and ongoing implementation and maintenance of your health and safety systems.
• Make sure you know your legal obligations in relation to health and safety.

For further information about the Maritime Transport Act and the associated maritime and marine
protection rules contact the Manager, Rules and International Standards, at Maritime New Zealand,
or email manager.rules@maritimenz.govt.nz
For further information about SSM contact the Nautical Advisor, Safe Ship Management, at Maritime
New Zealand, or email ssm@maritimenz.govt.nz
If you need assistance in agreeing on a system for employee participation in managing health and safety
matters, mediation services are provided by the Employment Relations Service. Contact them through
WorkInfo on 0800 20 90 20.

HAZARD
MANAGEMENT
14
14.1 What is a hazard?
Hazard management – identifying hazards and making sure their potential or actual impacts are
eliminated, isolated or minimised – is an important way of meeting the obligations of the Health and
14 HAZ ARD MANAGEMENT

Safety in Employment Act 1992 (HSE Act). It is also a legal requirement.
This section provides an overview of the process you need to go through to ensure you’re customising
the management of hazards to your vessel and operation.
A hazard is any activity, situation or substance that can cause harm. This includes a situation where
a person’s behaviour may be an actual source of harm to themselves or others. Hazards can:
• be actual or potential
• be physical, biological or behavioural, including temporary conditions that can affect a person’s
behaviour, such as fatigue, shock, alcohol or drugs
• arise or be caused within or outside a place of work.
Hazards also include events that mean crew are at a greater risk of causing themselves or others
on board harm. These events could occur when on board or elsewhere ashore. Examples of these
events are:
• the design of shifts and rosters
• jobs with inherent stress or pressure
• seasonal peak workflows
• jobs that regularly include long days because of travel before, after or during work
• being part of, or witness to, an accident.
Physical or mental fatigue, drugs, alcohol and traumatic shock are specifically mentioned in the
HSE Act as hazards.

14.2 When does a hazard
become significant?
The legal definition of a significant hazard is given in the Health and Safety in Employment Act 1992:
A significant hazard is one that is an actual or potential cause or source of one or more of:
• Serious harm
The definition of serious harm is as follows:
1. Any of the following conditions that amounts to or results in permanent loss of bodily function,
or temporary severe loss of bodily function: respiratory disease, noise-induced hearing loss,
neurological disease, cancer, dermatological disease, communicable disease, musculosketal
disease, illness caused by exposure to infected material, decompression sickness, poisoning,
vision impairment, chemical or hot-metal burn of eye, penetrating wound of eye, bone fracture,
laceration, crushing.
2. Amputation of a body part.
3. Burns requiring referral to a specialist registered medical practitioner or specialist out
patient clinic.
4. Loss of consciousness from a lack of oxygen.
5. Loss of consciousness, or acute illness requiring treatment by a registered medical
practitioner, from absorption, inhalation, or ingestion, of any substance.
6. Any harm that causes the person harmed to be hospitalised for a period of 48 hours or more
commencing within 7 days of the harm’s occurrence.
• Harm, the severity of which may depend on how often or how long a person is exposed
to the hazard
This harm must be “more than trivial” and includes such things as occupational overuse syndrome.
• Harm that cannot be detected until a significant time after exposure

This includes diseases caused by exposure to hazardous substances, such as asbestosis,
neurotoxicity, emphysema, and other occupational diseases.
This definition is important as significant hazards are required to be managed in a set way.
Hazards that aren’t significant need to be noted and re-examined in the future as necessary, to
re-assess whether they have become significant as time has passed. They also need to be managed
as appropriate – if there are easy or obvious things that can be done to reduce the hazard, you
should do them.
Assessing if a hazard is significant is a matter for the judgement of the employer (and should involve
discussion with the crew and others on board the vessel). If you identify a hazard and then decide
it isn’t significant, you should record the reasons why you believe it is not significant. You should also
write down when you will re-look at the hazard to ensure it hasn’t become significant over time.

14.3 Hazard identification
Hazard identification means working out and then writing down the hazards on your vessel.

Everything on the vessel and that happens when working on the vessel needs to be looked at as a
potential hazard. A regular process for hazard identification needs to be followed. The process must be
systematic and thorough. How you have identified and assessed hazards should be written down and
kept as a record in your SSM manual to show you are meeting your obligations. Ways of identifying
hazards include:
• going around and inspecting the vessel and equipment
• analysing the work that needs to be done on the vessel and how it’s being done
• reviewing previous accidents (including near misses) and looking at what happened and why.
The Health and Safety in Employment Act 1992 requires employers to give employees (eg the skipper
and crew) reasonable opportunities to be involved in all parts of the hazard management process,
including identification of hazards.
You need to review your hazard identification methods regularly to make sure they’re effective.
For example, if an accident happens as the result of a hazard you hadn’t identified, think about why
your system didn’t pick it up and how you can make sure there isn’t anything else that hasn’t been
picked up.

14.4 Hazard assessment
and management
Where hazards are potentially harmful to people on the vessel, the employer is required to take all
practicable steps to provide a safe and healthy environment. The employer’s responsibility only
extends to matters they can reasonably be expected to recognise or be aware of.
Everyone on board the vessel shares in the responsibility to recognise and manage problems themselves
and this includes handling non-work issues sensibly.
Hazards need to be assessed to determine whether or not they are significant.
The Health and Safety in Employment Act 1992 describes a hierarchy of actions for managing significant
hazards. Hazards that are not significant must still be managed, and this process may be useful for
managing those hazards also.
The preferred action is to eliminate the hazard, by changing things so that the hazard no longer exists.
This might include, for example, relocating equipment or instruments which restrict forward visibility,
or replacing a hazardous substance with one that is harmless.
If this can’t be reasonably done, you should isolate the hazard, by putting in place a process or
mechanism that keeps employees away from the hazard. This might include:
• permanently fixing a guard to cover a dangerous part of a particular machine
• fitting an acoustic enclosure around noisy machinery
• putting a releasable door catch inside a freezer.
If this can’t reasonably be done, the hazard must be minimised, by doing what can reasonably be
done to lessen the likelihood of harm being caused by the hazard and to protect employees.
This might include:
• providing employees with suitable protective clothing or equipment
• monitoring employees’ exposure to the hazard
• with their informed consent, monitoring employees’ health in relation to the hazard.
This process is set out in a two-page form at the end of this section.
Not all hazard management methods are “physical”. There can be rules or policies designed to reduce
the risk from the hazard (eg the development of a fatigue management plan).

14.5 What does “all
practicable steps” mean?
Employers, employees, self-employed people, people in control of workplaces, and principals,
are required to take all reasonably practicable steps, in circumstances they know or should reasonably

know about, to ensure their own safety and the safety of others.
All practicable steps means those steps that it is reasonably practicable to take. A step is practicable
if it is possible or capable of being done.
The word reasonable means that not everything that is humanly possible needs to be done. Instead,
it is only necessary to do what a reasonable and prudent person would do in the same situation.
When assessing if a step is reasonable the following needs to be taken into account:
• the nature and severity of any injury or harm that may occur
• the degree of risk or probability of injury or harm occurring
• how much is known about the hazard and the ways of eliminating, isolating or minimising the hazard
• the availability and cost of safeguards.
The costs of dealing with a hazard are only one factor in deciding if a step is reasonably practicable.
Costs should be measured against other factors, including the risk and seriousness of harm that might
occur if nothing is done. If there is a risk of serious or frequent injury or harm, spending a greater
amount of money to deal with the hazard is considered reasonable.

14.6 Significant hazard
management worksheet
See the two-page form provided in this section.
LEGAL REQUIREMENTS
• The Health and Safety in Employment Act 1992 (HSE Act) requires employers to systematically
identify hazards and to systematically manage significant hazards by either eliminating, isolating
or minimising them and then developing and maintaining emergency procedures.
• Hazards that aren’t significant still need to be managed to make sure the vessel is safe and working
on the vessel is safe.
• The HSE Act requires employers to give employees (eg the crew) reasonable opportunities to be
involved in all parts of the hazard management process.
• Where appropriate, employers must provide suitable protective clothing and equipment to protect
people from hazards. They also need to provide training in its use and make sure it is worn or used.
• Maintain a hazard register.
Action Points!
• Set up a regular system for identifying hazards. Schedule this into your work routines, including
regularly looking at whether the ways in which you’re controlling hazards is working.
• Emphasise to everyone on board the vessel that it is their responsibility to advise the skipper of any
hazards they find on the vessel.
• Set up regular meetings with the crew to talk about hazards and how they can be managed.
• Set up emergency processes for hazards in case things go wrong.
• Regularly review accidents and near misses to help you identify any hazards you might have missed.
• When you identify things that need to be done to manage a hazard, make sure responsibility for the
action is clear, and someone checks that it has been done.
• Make sure you regularly check that policies and procedures are being followed and that your
management of hazards is effective.
• Make sure everyone on board has enough training and information around how hazards are managed
on the vessel, and how to work safely, and that they’re supervised when necessary.
• Information needs to be provided in a way that will be understood. This might be through talking to
people, or it might mean making sure written material is in different languages, simple to understand,
and includes diagrams or pictures.
• Keep a register of all hazards that are identified on the vessel.

Maritime New Zealand has a booklet for the maritime industry Health & Safety: A Guide which
outlines your obligations under the HSE Act, and the associated hazard management processes.
Copies are available from Maritime New Zealand on freephone 0508 22 55 22
To find out more about how to identify and manage hazards, contact Maritime New Zealand,
on freephone 0508 22 55 22, or email ssm@maritimenz.govt.nz.

SIGNIFICANT HAZARD
MANAGEMENT WORKSHEET
Section One: Background

Hazard:
Is this hazard significant? Yes No
Why is the hazard significant or not significant?
Section Two: Elimination
Can the hazard be eliminated? Yes No
If yes, list the steps to achieve this, allocate responsibility, then go to Section Five:
Step Timeline Responsible
If no, why not?
Test your reasons against the “all practicable steps” requirement.
Section Three: Isolation
Can the hazard be isolated? Yes No
If yes, list the steps to achieve this, allocate responsibility, then go to Section Five:
If no, why not?
Test your reasons against the “all practicable steps” requirement.

Section Four: Minimise
List the steps you will take to minimise the likelihood of harm from the hazard:

List the equipment and clothing that are required to protect employees from the harm:
Equipment/clothing Timeline for provision Responsible
Section Five: Review and Monitoring
Have you tested your answers against the “all practicable steps” requirement? Yes No
How will the employees’ exposure to the hazard, and their health in relation to the exposure,
be monitored?
Monitoring step Timeline Responsible
How and when will you review the success of your control measures?
Review step Timeline Responsible
Were employees involved in this hazard management process? Yes No
If no, why not?
Section Six: Sign-Off
Vessel Name:
Name of person filling out this sheet:
Position: Date:

SAFETY GUIDELINES
PASSENGER AND NON-PASSENGER VESSELS
Published by:
Maritime New Zealand
PO Box 27006
Wellington 6141
New Zealand
www.maritimenz.govt.nz
2007 Maritime New Zealand
ISBN – 978-0-478-18852-3
Acknowledgment
Maritime New Zealand acknowledges the assistance
of the NZ Marine Transport Association in the development
of this publication.

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PASSENGER AND

1 Emergency procedures and 4 Watchkeeping

8 Roll on/Roll off (RO-RO) 14 Hazard management

12 Duties and responsibilities 89

13 Managing health and safety

1 EMERGENCY PROCEDURES AND EQUIPMENT

TIPS FOR SKIPPERS

Insist on safe working standards at all times.

Part One: SPECIFIC IDENTIFIED HAZARDS 

Everyone should know and follow the muster procedures.

TIPS FOR SKIPPERS

 Part One: SPECIFIC IDENTIFIED HAZARDS

1 EMERGENCY PROCEDURES AND EQUIPMENT

Crew Proceed to Duty

Crew Proceed to Duty

Crew Proceed to Duty

CREW NAMES FOR TRIP

Crew Proceed to Duty

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Ideally training should be done at any time and while at sea.

TIPS FOR SKIPPERS

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1 EMERGENCY PROCEDURES AND EQUIPMENT

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They most often start in the galley or in the engine room.

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1 EMERGENCY PROCEDURES AND EQUIPMENT

It is important to RECOVER THE PERSON AS FAST AS YOU CAN.

TIPS FOR SKIPPERS

• Conduct regular exercises by throwing something into the water to recover.

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PATIENT BADLY CUT

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1 EMERGENCY PROCEDURES AND EQUIPMENT

Call for help.

If no response: Check Airway, Breathing and Circulation

If no signs of life and inadequate or no breathing start CPR.

2. Check for Breathing

3. Continue CPR at a ratio of 30 compressions to 2 breaths until:

Medical assistance is available via 2182khz or on VHF Channel 16.

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Floods can occur through:

Free surface effect

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Once everyone is in the raft get it clear of the vessel:

Once the raft has been cleared of as much water as possible:

If there is no time to launch a liferaft:

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Maritime NZ 24-hour emergency number: 0508 472 269 or alternatively 111

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RCCNZ will co-ordinate the organisations required to send you assistance.

Coastguard base location Frequencies available on

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When transferring to a helicopter:

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2 FIRE PREVENTION AND FIRE SAFET Y

This section covers:

Important points for all crew:

Things that can ignite or start the fire are:

Things that can give the fire fuel to burn are:

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• identify fire risks during normal day-to-day operation of the vessel.

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