October 13

Version 10

Occupational
safety and health
for seafarers

Author
Jrn Ola Tranvg (Ph.D)

Published by:
Tranvg Maritime AS
P.O.Box 27
N 6004 lesund

The rights of this book belong to Tranvg Maritime AS. Parts or all of the content must not be copied or
distributed further without the authors consent.
ISBN 82-997198-0-1

Occupational health and safety

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Content
1

ORGANIZATIONS AND AUTHORITIES ....................................................................................................... 4

1.1
IMO INTERNATIONAL MARITIME ORGANISATION .............................................................................. 4
1.2
ILO - INTERNATIONAL LABOR ORGANISATION / MLC........................................................................... 6
1.2.1
ILO 178 Maritime Labor Convention (MLC) ............................................................................................... 6
1.3
NORWEGIAN MARITIME DIRECTORATE ................................................................................................... 9
1.3.1
Expert Counsel for seamens and fishermens working and living conditions ........................................11

LAWS AND REGULATIONS ...........................................................................................................................12

2.1
THE SHIP SAFETY (AND SECURITY) ACT ................................................................................................12
2.1.1
Chapter 4 Personal safety - Ship Safety Act ...................................................................................................14
2.2
THE NORWEGIAN SHIP LABOUR ACT - MARITIME LABOUR CONVENTION ........................................15
2.3
THE WORKING ENVIRONMENT, HEALTH AND SAFETY ONBOARD NORWEGIAN REGISTERED SHIPS .16

THE ISM CODE, SOLAS CHAPTER XI ......................................................................................................19

3.1

SAFETY MANAGEMENT SYSTEM (SMS) ..................................................................................................20

FOUNDATION - HSE-WORK ..........................................................................................................................23

4.1
IDENTIFICATION OF HEALTH, ENVIRONMENTAL AND SAFETY CHALLENGES......................................24
4.2
SAFETY CULTURE.......................................................................................................................................27
4.2.1
Leadership and safety culture ..........................................................................................................................30
4.2.2
Employees duty to contribute ..........................................................................................................................31
4.2.3
Influence on the individual ..............................................................................................................................33

INFORMATION AND TRAINING ..................................................................................................................34

5.1
WHEN AND HOW.........................................................................................................................................34
5.1.1
HSE training requirement (HSE 5-14) ........................................................................................................36
5.2
TRAINING AND INVOLVEMENT .................................................................................................................37

ACCIDENTS AND HUMAN ERROR ..............................................................................................................38

6.1

TRIGGERING FACTORS AND PREVENTATIVE MEASURES ........................................................................40

RISK MANAGEMENT ......................................................................................................................................48

7.1
RISK ASSESSMENT .....................................................................................................................................49
7.1.1
Check lists - element of risk / Job Safety Analysis (JSA) ...................................................................................52
7.1.2
Risk assessment of hazardous substances (chemicals) ............................................................................................54
7.2
ACCEPT CRITERIA ......................................................................................................................................56
7.2.1
Example - risk assessment .............................................................................................................................58

8
PERSONNEL SAFETY REPRESENTATIVE AND MEMBERS OF THE SAFETY AND
ENVIRONMENTAL COMMITTEE ..........................................................................................................................59
8.1
PERSONNEL SAFETY REPRESENTATIVE...................................................................................................59
8.1.1
Personnel safety representatives duties ...............................................................................................................61
8.2
PERSONNEL SAFETY COMMITTEE (SEC).................................................................................................63
8.2.1
Safety and environmental committees composition ................................................................................................64
8.2.2
The safety and environmental committees duties ..................................................................................................65
8.2.3
SEC meetings..............................................................................................................................................68
9

PERSONAL PROTECTIVE EQUIPMENT AND WORK EQUIPMENT ...................................................70

9.1
9.2

PERSONAL PROTECTIVE EQUIPMENT.......................................................................................................71

WORK EQUIPMENT.....................................................................................................................................73

10

MANUAL HANDLING OF OBJECTS.............................................................................................................75

11

SPECIAL PROVISIONS CONCERNING MEASURES FOR SAFETY AND PROTECTION .................77

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12

ASBESTOS ..........................................................................................................................................................81

13

CHEMICALS AND BIOLOGICAL FACTORS ..............................................................................................82

13.1
13.2

RISK ASSESSMENT OF HAZARDOUS SUBSTANCES USED ONBOARD.......................................................84

SPECIAL PROVISIONS AGAINST EXPOSURE TO CHEMICALS ...................................................................85

14

PROTECTION AGAINST MECHANICAL VIBRATIONS AND HARMFUL NOISE.............................87

15

ARTIFICIAL OPTICAL RADIATION ............................................................................................................90

16

HEALTH SERVICE AND WORKING ENVIRONMENT.............................................................................91

16.1
16.2

17

WELL-BEING A NATURAL STARTING POINT ..........................................................................................92

VICTIMIZATION AND DISPUTE RESOLUTION ...........................................................................................94

WARNING SIGNS, LIGHT AND ACOUSTIC SIGNALS .............................................................................97

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---- INTRODUCTION ---A new and revised version of The Norwegian Health, Security and Environment regulation for
Seafarers serving on board Norwegian ships (HSE) entered into force January 2005. The HSE
regulation was previously based on the Norwegian Seamens Act 40. When the Norwegian Ship
Safety Act came into force in 2007, was the Seamens Act 40 replaced by chapter 4 Personal
safety in the new legislation.

The Ship Safety Act 29 regulates the captains responsibilities, as ship owners representative on
board the ship. 29 states that ship owners have the responsibility to ensure that occupational
health, security (safety) and environment on board its ships are properly organized and
implemented.
The Ship Safety Act 30 state that employees has a duty to contribute and participate to ensure
that work is carried out in a safe and justifiable way, and contribute to a healthy psycho-social
working environment.

Too many accidents lead to unwanted long-term consequences for the individual seaman, but also
for the shipping company in form of long-term sick leave and absence due to disability and early
retirement. Loss of personnel and number of serious accidents which lead to disablement/disability
insurance show how important it is to think safety and organize work in a safe manner to prevent
accidents. There are high costs related to work accidents and poor working environment.
Such as:
Substitutes, early retirements, hiring of new personnel, training of new personnel
Lost earnings
Sickness absenteeism, overtime pay
Damages on installations, equipment and materials
Time used by management in connection with the accidents

A "safe worker" operating in a safety culture can be defined as someone who:

Is educated about the inherent danger in all organizational activities
Is vigilant because of the inherent danger in all organizational activities
Works safely and efficiently to keep the risk associated with the degradation of systems
low
Is informed of changes in risk
Has the knowledge and opportunity to make suggestions that contribute to improved safety,
productivity output and system factor quality

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Organizations and authorities

IMO
The organizations purpose
is to improve safety at sea
and promote protection of
the marine environment

UN

ILO
Established to improve living
conditions, working conditions
and work possibilities for
employees all over the world

IMO

ILO
Conventions

SOLAS
MARPOL
STCW
COLREG
LL
IMGD

Maritime Labour Convention

(MLC)

National Laws

Figure 1: Organizations and authorities - Subdivisions of United Nations (UN)

1.1

IMO International Maritime Organisation

The International Maritime Organization (IMO) is a subdivision of United Nations (UN),

responsible for improving maritime safety and preventing pollution from ships, and has its main
office located in London, UK. The IMO Convention (convention formally establishing IMO)
entered into force in 1958 and the new organization met for the first time the following year.

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The purposes of the Organization are; "to provide machinery for cooperation among Governments
in the field of governmental regulation and practices relating to technical matters of all kinds
affecting shipping engaged in international trade; to encourage and facilitate the general adoption
of the highest practicable standards in matters concerning maritime safety, efficiency of navigation
and prevention and control of marine pollution from ships". The Organization is also empowered
to deal with administrative and legal matters related to these purposes.
Shipping is perhaps the most international of the world's industries, serving more than 90 % cent
of global trade by carrying huge quantities of cargo cost effectively, cleanly and safely.
The ownership and management chain surrounding any ship can embrace many countries and
ships spend their economic life moving between different jurisdictions, often far from the country
of registry.
The majority of current IMO conventions are ratified (giving official sanction or approval) by
most flag states and covers today around 98 % of the worlds tonnage. IMO oversees that these
conventions and other agreements are implemented and updated by member states (government).
When a member states government accepts an IMO Convention, the state agrees to make it part of
its own national legislation. In case a member state chooses not to ratify a convention, it is not
obligated to comply with it.
Technology and techniques in the shipping industry change very rapidly these days. As a result,
not only are new conventions required but existing ones need to be kept up to date. In early
conventions, amendments came into force only after a percentage of member states, usually two
thirds, had accepted them. These proceedings were so slow that some amendments adopted have
never entered into force. To remedy the situation IMO introduced a new amendment procedure.
The tacit acceptance procedure means that amendments, which are nearly always adopted
unanimously, enter into force on a set date unless they are specifically rejected by a specified
number of countries. Tacit acceptance is now incorporated into most of IMO's technical
conventions. It facilitates the quick and simple modification of conventions to keep pace with the
rapidly-evolving technology in the shipping world. Without tacit acceptance, it would be very
difficult to keep the conventions up to date and IMO's role as the international forum for technical
issues involving shipping could have been in jeopardy.

An example of a code that has been amended into an already existing ratified convention is the
International Management Code for the Safe Operation of Ships and Pollution Prevention (ISMCode). Chapter IX, Management for the Safe Operation of Ships entered into force July 1998. The
International Ship and Port Facility Security Code (ISPS Code) Special measures to enhance
maritime security was amended into chapter XI-2 in the existing SOLAS convention (2002).
Since the SOLAS convention applies to over 98 % of worlds fleet, the member states that already
had ratified SOLAS were forced to add the ISM-code, and later on the ISPS-code into their
respective states juridical systems.

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ILO - International Labor Organisation / MLC

ILO was founded in 1919 in the wake of a destructive war, to pursue a vision based on the premise
that universal, lasting peace can be established only if it is based upon decent treatment of working
people. The organization became the first specialized agency of the UN in 1946. ILO was formed
to improve the living conditions, working conditions and work possibilities for employees all over
the world. Some of the ILOs most important challenges are to prepare new and relevant
conventions for the working life. ILOs purpose is to promote social justice, internationally
recognized human rights and rights in the working life. Within UN, ILO holds a unique position
because representatives of both employees and employers participate as equal partners with
governmental representatives in the organizations leading organs. A central task for ILO is to
work out international work standards in form of conventions or recommendations which
thereafter set minimum standards for basic rights in working life. Norwegian authorities as well as
Norwegian employee and employers organizations participate actively in ILOs operations.
ILOs conventions are binding pertaining to international law and shall be adjusted to every
member states legal framework. In other words they are a legal instrument which regulates most
of the fields within the working life. By ratifying a convention the states commit themselves to
fulfill the conventions (state agrees to make it part of its own national legislation (and enforce it))
and in the same time also accept international surveillance through ILOs control system.

1.2.1

ILO 178 Maritime Labor Convention (MLC)

An ILO 178 survey was introduced in 2009. It is arranged that the surveyors (done by class/ROC
or by flag state- complete the Inspection of Seafarers Living and Working Conditions at the same
time as the other audits and inspections (ISM audit). Under this arrangement inspections under
ILO 178 take place at intervals of less than 3 years. Ref.: KS-0144-1 ILO-178 Checklist;
http://portal.sjofartsdir.no/pdf/KS-0144-1%20ILO-178%20Sjekkliste%20ENG.pdf
The ILO Maritime Labor Convention, 2006 (MLC 2006) was ratified on 20 August 2012 and will
enter into force on 20 August 2013;
http://www.webstore.lr.org/products/479-ilo-mlc-pocket-checklist.aspx

The new inspection regime for ILO 178 surveys was introduced in 2009. There is a system of
inspection in place that requires an inspection by maritime authority (or recognized classification
society ROC - on behalf of the Norwegian Maritime Directorate) to visit each registered ship at
intervals not exceeding 3 years. It is arranged that the surveyors complete the Inspection of
Seafarers Living and Working Conditions at the same time as the other audits and inspections.
Where appropriate and practical, inspections (will also apply to MLC inspections) will be carried
out in conjunction with ISM audits, taking advantage of areas of overlap.

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Scope of the Inspection - The ILO 178 inspection will generally cover areas such as:
Standards of maintenance and cleanliness of the ships living and working areas
Minimum age of seafarers
Articles of Agreement (Crew Agreements)
Food, catering and the standards and cleanliness of food and provisions
Arrangements
Crew accommodation arrangements
Manning, medical examination of seafarers, medical provisions on board and the
qualifications and training of crew members
Hours of work and rest periods and the records kept
Arrangements on board for the prevention of occupational accidents and for reporting and
investigation of accidents
Articles of Agreement, contracts of employment and/or any collective bargaining
agreements in place relating to the terms and conditions of employment on board
Appropriate to use ILO 178 inspections as practice for future MLC inspections.

The ILO's Maritime Labor Convention (MLC) provides comprehensive rights and protection at
work for the world's more than 1.2 million seafarers. The Convention aims to achieve both decent
working conditions for seafarers, and secure economic interests in fair competition for quality ship
owners. MLC contains a comprehensive set of global standards, based on those that are already
found in 68 maritime labor instruments (Conventions and recommendations), adopted by the ILO
since 1920.
Many existing maritime labor Conventions have a low ratification level. The new Convention has
been designed specifically to address this problem. More protection of seafarers will be achieved
by the early ratification and national-level implementation of the new Convention by the vast
majority of ILO nations active in the maritime sector, as is the case of the key Conventions of the
International Maritime Organization (IMO): SOLAS, STCW and MARPOL.
It is anticipated that the MLC will enter into force by summer 2013. The existing ILO maritime
labor Conventions will be gradually phased out as ILO Member States that have ratified those
Conventions ratify the new Convention, but there will be a transitional period when some parallel
Conventions will be in force

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ILO 178 Convention vs. MLC:

MLC Code
Minimum age
Medical examinations
Qualifications of seafarers
Use of any licensed or certified or
regulated private recruitment and
placement service
Hours of work
Hours of work or rest
Manning
Manning levels for the ship
Crew accommodation/Standards of
Accommodation
maintenance and cleanliness of shipboard
living and working areas
On-board recreational facilities
Food and catering
Food and catering
Prevention of occupational accidents
Health and safety and accident prevention
Medical care
On-board medical care
On-board complaint procedures
Terms and conditions of employment
Payment of wages
Articles of agreement
Employment agreements
Sickness and injury benefits
Social Security/Ship owners liability
(through employment agreement)
Social welfare and related matters
Social Security
Repatriation
Repatriation (through employment
agreement)
Freedom of association
ILO-178 Convention
Minimum age
Medical examinations
Qualifications
Recruitment

ILO 178 applies to ships above 500 GT.

MLC applies to all ships above 500 GT in international trade. The ships must have a Declaration
of Maritime Labor Compliance (DMLC) and Maritime Labor Certificate (MLC). The Certificates
validity is 5 years. All ships under non-ratifying Flag States, when visiting a foreign port of
ratified Flag States, shall be met by the No more favorable treatment i.e. they will be inspected
for compliance with MLC 2006. The protection against unfair competition from substandard ships
will now be reinforced through the No more favorable treatment principle for ships from nonratifying countries.

MLC 2006 is often called the fourth pillar of the international maritime regulatory regime because,
when it enters into force, it will exist alongside the well-known key IMO Conventions SOLAS,
MARPOL and STCW that support quality shipping and help to eliminate substandard shipping.

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Where IMO (International Maritime Organization) oversees the STCW Certification Convention,
the ILO (International Labor Organization) oversees the MLC Convention. For instance the new
STCW rest hour requirements (Ref.: Manila amendments to International Convention on
Standards of Training, Certification and Watch keeping for Seafarers) were developed to ensure
that they were compatible with those stipulated in the ILO Maritime Labor Convention (MLC).
STCW and MLC (adaptions):
Rest hours
Training and competence
Certificates
Medical certificates

1.3

Norwegian Maritime Directorate

Norwegian Maritime Directorate (Norwegian: Sjfartsdirektoratet) is the Norwegian government

agency responsible for life, health, vessels and the marine environment. The directorate has
jurisdiction over ships registered in Norway and foreign ships arriving Norwegian ports.
Norwegian Maritime Directorate, through international co-operations and membership in IMO,
ILO and European Maritime Safety Agency (EMSA) represent Norwegian maritime interests and
marine environment protection affairs.
The Norwegian Maritime Directorate shall:
ensure and contribute to ensure that Norwegian ships keeping the highest level of safety
and environmental standards
ensure and contribute so seafarers working on board Norwegian ships are qualified and
have good working and living standards
ensure that foreign vessels within Norwegian waters and ports are following national and
international laws, rules and regulations
IMOs technical conventions and ILOs health -, welfare - and safety conventions enables
governments to inspect ships visiting their ports to make sure that they comply with IMO/ILO
standards. This process is known as Port State Control. Paris Memorandum of Understanding
(PMOU / The Paris MOU) consist of maritime administrations and covers the waters of the
European coastal States and the North Atlantic basin from North America to Europe. The Paris
MOU aims at eliminating the operation of sub-standard ships through a harmonized system of port
State control. Annually over 20.000 inspections take place on board foreign ships in the Paris
MOU ports, ensuring that these ships meet international safety, security and environmental
standards, and that crew members have adequate living and working conditions.
IMO has encouraged the establishment of regional port State control organizations and agreements
on port State control - Memoranda of Understanding or MoU - have been signed covering all of
the world's oceans: Europe and the north Atlantic (Paris MoU); Asia and the Pacific (Tokyo
MoU); Latin America (Acuerdo de Via del Mar); Caribbean (Caribbean MoU); West and Central

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Africa (Abuja MoU); the Black Sea region (Black Sea MoU); the Mediterranean (Mediterranean
MoU); the Indian Ocean (Indian Ocean MoU); and the Riyadh MoU.

Department of Fisheries and

Coastal Affairs

The Norwegian
Coastal Administration

Department of Trade and Industry

Norwegian Maritime Directorate

Key tasks / authority

To ensure and contribute to
Norwegian ships keeping the
highest level of safety and
environmental standards.
To ensure and contribute to sailors
on board Norwegian ships having
good qualifications and good
working and living standards.
To ensure that foreign vessels in
Norwegian waters and ports keep
in line with national and
international laws and regulations

Expert Counsel for

seamens and
fishermens working and
living conditions was
founded in 2005

*Norwegian Maritime Code

*Norwegian Ship Labour Act
*Norwegian Ship Safety and Security Act

Figure 2: Norwegian Maritime Directorate and its tasks

The Norwegian Maritime law has since 1893 until today gone through many changes and
adaptations. Changes needed particularly as a consequence of Norway joining new international
conventions. Many of those conventions with requirements related to safety equipment onboard
(fire protection, navigation, lifesaving appliances, radio installations etc.), operational instructions
concerning daily operations, emergency procedures, periodical inspections and issuance of
certificates. This concern also requirements related to establishing safety management system,
education and training of seamen that the ship companies have to comply with. Herein requirement
related to onboard training (Assessor/assessment).

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1.3.1 Expert Counsel for seamens and fishermens working and living conditions
Counsel for Labor Inspection on vessels (RAS) established in 1975, was dissolved in 2004 by a
royal resolution. The councils was established with the purpose of being a consultative body and
intended to contribute and coordinate the work done by the authorities and relevant organizations
regarding issues related to preventive measures against injuries among the crew onboard
Norwegian registered vessels.
The council consisted of nine representatives from the authorities and maritime organizations who
met fire time a year. When RAS was dissolved in 2004, a new council Expert Counsel for
seamens and fishermens working and living conditions was established in 2005 according to
instructions approved by the Department of Industry and Trade. Tasks of the new counsel are
mainly activities in connection with ILO convention nr. 178 and Norwegian Maritime
Directorates supervision of seamens and fishermens working and living conditions.
The departments fields are in essence administration of and advice about Seamens Act and
related areas in the Maritime Code with their regulations, as well as mediate welfare measures to
seamen on Norwegian registered ships.

In few words the following can be mentioned:

Conditions of employment issues regarding resignation and dismissal, salary and
working conditions
Assist arrested and imprisoned seamen abroad
Missing seamen
Treatment and follow up of personal injury information. Personnel accident statistics
Death, return journey etc., inheritance cases
Preventive health, work, diseases and work-related injuries
Ships wreck, travel arrangements, compensation etc.
General information, work circular and information regarding seamens rights and duties
in accordance with the Seamens Act etc.
Health requirements, medical examination of seamen. Handle related complains
Grievance procedures and exemptions related to seafarers
Control of maritime services
Conventions concerning seafarers
Minimum age and protections regulations for young seamen
Storage and use of dangerous / health substances onboard (not cargo)
Doctors for seamen etc. in Norway and abroad
Sick and injured seamen transportation home/escort, place in hospitals/institutions in
Norway
Protection and environmental work onboard ships

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The Expert Counsel for seamens and fishermens working and living conditions coordinates the
distribution and access to newspaper and library services, movies arrangements, photo
competitions, recreational offers, sports activities, newsletters, language courses. It has welfare
stations in Aberdeen, Rotterdam and Port Said.
In addition there are private institutions that contribute within the shipping industry. These are
classification companies, the maritime educational system, shipping companies as well as ship
yards and equipment suppliers. Classification companies like Det Norske Veritas (DNV),
American Bureau of Shipping (ABS), LLOYDS, Bureau Veritas and Germanischer LLOYDS are
approved by Norwegian Maritime authorities to act on their behalf, and are in most cases the
controlling body on behalf of the Directorate (recognized organizations).
Each of the classification societies has their own set of comprehensive set of rules and regulations
related to design requirements and operational standards. Those set of rules and regulations are
based on international standards and requirements.
The maritime educational system educates seafarers and therefore an important part of the total
maritime cluster. At educational institutions the students receive their theoretical foundation and
are prepared for the challenges they will be faced with in their future profession.
Ship yards and equipment manufacturers are the ones who are respectively building and equipping
the ships. Utilization of modern methods of reliability calculations and mapping of both event
networks and causal factors will be the foundation of development and implementation of systems,
solutions and equipment in order to improve the safety and welfare onboard. Implementation of
new, and often advanced and complicated, systems requires highly qualified and trained crew
members on all levels onboard, as well as qualified and motivated management of the shipping
company.

Laws and regulations

Law is a system of rules to be enforced through a set of institutions. The Norwegian Parliament
passes and approves a new law before it enters into force. The degree of detailing pursuant to law
is worked out by the relevant department. This is then added into a regulation.

2.1

The Ship Safety (and Security) Act

The former Norwegian Seaworthiness Act was originally issued in 1903. While it had been
amended frequently since that time in an attempt to reflect the enormous technical, environmental,
political, national, international and legal changes regarding ship safety it was considered
unsatisfactory in many respects.
The Norwegian Seaworthiness Act was replaced by the Ship Safety and Security Act. The new
act prescribes, among others, a general duty for the ship owners (company) to provide for, ensure

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and develop the establishment of a sufficient safety management system that can be verified and
documented in order to survey and control the risk, and to assure that applicable rules and
regulations are complied with. The master and the crew on board the vessel have certain duties to
contribute to the establishment of the vessels safety management. The Ship Safety Act applies to
all Norwegian vessels word-wide and foreign vessels in Norwegian waters. The previous concept
of seaworthiness as a measure of ship safety, abandoned in favor of the concept of safety
management derived from the ISM Code.
The captain still has the same authority and responsibility related the daily operations onboard, like
loading and ballasting, navigation, watch keeping, information to the crew, safety and
environmental work onboard, notification of measures taken in case of any pollution, or risk for
pollution, handling of harmful cargo and keeping of journals etc. It is companys duty according
the ship safety act to ensure that adequate measures are in place to comply with rules and
regulations.

Ship Safety and Security Acts structure:

Chapter 1 Introductory Provisions
Chapter 2 Shipping companys duties Safety management
Chapter 3 Technical and operational safety
Chapter 4 Personal safety
Chapter 5 Environmental safety
Chapter 6 Protective security measures
Chapter 7 Supervision
Chapter 8 Administrative measures
Chapter 9 Administrative sanctions
Chapter 10 Criminal liability
Chapter 11 Other provisions

All violation of the Ship Safety and Security Act will not be regulated by the penal code as
formerly practiced, but by the Ship Safety and Security Act, chapter 10.
Provisions on criminal liability previously set out in the Norwegian Criminal Act have been
incorporated into the new Act, giving statutory basis for penalties and imprisonment in case of
substantial infringements of certain rules. Criminal liability applies to the ship owners personally,
the company, the master and the crew. If the vessel is found to be not seaworthy or the certificates
are invalid it can be detained.

The purpose of the new Act is to safeguard life, health, property and the environment by
promoting a high level of ship safety, ensuring a safe working environment, preventing pollution
from vessels, incorporating requirements and responsibilities for vessels safety management
system, establishing and developing appropriate supervision and control and arranging for the
development of regulations in compliance with international law, in particular IMO (e.g. SOLAS,
MARPOL, the ISM and ISPS Code), ILO and EU rules.

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Chapter 4 Personal safety - Ship Safety Act

Chapter 4 Personal safety of the Ship Safety and Security Act replaces the Seamens Act 40
(at the same time the 41 and 42 was annulled). Chapter 4 applies to those who work onboard
Norwegian registered ships (an exception are temporary workers onboard while the ship is in port
(security officers, dock workers, unloading team, etc.)).

Chapter 4, Personal safety contains the following sections:

28 (Safety representatives and working environment committee)
29 (Obligations of the master pursuant to this chapter)
30 (Obligations pursuant to this chapter for other persons who are working on board)
25 (Living and recreational environment)

The captain shall ensure that the work onboard is organized and performed in a secure and
responsible manner to protect seafarers life, health and welfare. The seafarer shall be made aware
of potential hazards and risks, and receive necessary information, guidance and training to secure
the health, safety and welfare of all personnel on board. Correct personal protective equipment
shall be provided and easily accessible. The captain must ensure that the seafarers are provided
with sufficient information and instructions so the work can be performed in a safe manner and to
protect the worker against hazards and health risks.
The seafarer is obligated follow procedures, instructions and measures intended for protecting the
seafarer against accidents and health injuries. That includes follow orders, use mandatory safety
equipment, show caution and contribute to the life, health and welfare work onboard.
Attitudes, motivation, involvements, ownership of system and processes and continuous
improvement are core values. HSE is useful because;
The total costs related to all types of accidents, errors and non-conformances are higher
than the money invested in development of processes, awareness, education and training of
personnel in order to safeguard the seafarers life, health and welfare
The involved parties have the desire to do their best and do the right thing, and will take
initiative for improvements, provided that they are given the necessary knowledge and
tools to do so. The workers must be heard and their ideas and suggestions should be taken
seriously into consideration by colleagues and leaders
The organization is considered as a system consisting of mutual dependent elements, and
important problems and issues should be solved in cooperation with the involved parties
The company cannot run away from its responsibility related to ASH requirements

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The Norwegian Ship Labour Act - Maritime Labour Convention

The act on employment protection for seafarers working onboard Norwegian ships (ships labour
act) repealed the former Norwegian seamen's act. The introduced ship labour act affected (should
be seen in connection with) also the content of chapter 4 in the ship safety act, since both regulates
working conditions for seafarers (it also had an impact on any related regulations issued before the
ship labour act came into effect).

Summary of what are included in the ship labour act;

The retirement age is raised from 62 to 70 years
Improvements in employment protection rights
The right to continue to work until a dispute about a dismissal is found legal (dismissal
dispute)
Extension of leave rights
Strengthen persons working on board right to bargain and right to receive any relevant
information (such as seafarers working and living rights)
Jointly and severally liable for the employer's financial obligations (The ship-owner must
have financial cover - ship owners liabilities)
Some exemptions given NIS so that the competitiveness of NIS flagged ships are not affected
significantly (Ref.: Ship labour act, 1-3 Act relating to a Norwegian International Ship
Register (NIS) / Special provision for NIS flagged ships, 8)
Brief summary of ship labour act - content:
1 - Introductory provisions
2 - Employer (company) and ship owner's duties
3 - Conditions of employment - agreement
4 - Wages payment of
5 - Termination of employment
6 - Workplace disputes (employers and employees)
7 - Leave rights (entitled to)
8 - The company's and master's duty of care
9 - Ship Service service at sea work on board
10 - Protection against discrimination
11 - Information and consultation
12 - Supervision and sanctions
13 - Other provisions

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The working environment, health and safety onboard Norwegian registered

ships

In January 2005 a new Norwegian regulation concerning working environment, safety and
health for employees (the following abbreviation used; HSE) working on board Norwegian ships
was introduced. The Norwegian Maritime Directorate decided to merge three former regulations
into the new HSE regulation (2005) and two new requirements was introduced as well.
The objective is to ensure that work and off-duty time on board is arranged and organized so that
the safety and physical and mental health of the workers is ensured in accordance with the
technological and social development of society. The regulation shall furthermore ensure that the
safety and health of workers is protected against risks arising or likely to arise from exposure to
chemicals and biological agents in the working environment.

Regulation 4th August

2000 nr. 808 about
working environment,
safety, and health for
employees on vessels.

Regulation 11th January

2001 nr. 21 about
protection of employees
on vessels against
exposure to chemicals.

Regulation 11th January 2001

nr. 20 about protection of
employees on vessels against
exposure to biological
factors.

Regulation 1st January 2005 about working environment,

safety and health for employees on vessels

HSE co-coordinator placed in ship owners onshore organization

The HSE regulation (2005) requires that the ship owner (company) designate a land-based HSE
coordinator. The coordinator is responsibility, on the behalf of the company, to oversee HSE
activities onboard the companys ships. The company (HSE 1-3 (2)) shall ensure that the
onshore HSE coordinator has the necessary competency, including a minimum amount of training
as described in HSE 5-14.

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Regulation dated 1st January 2005 about working environment, safety and health (HSE) for
employees on vessels has the following chapter division:
Chapter

Description - Content

Who is responsible for HSE activities onboard. It explains also who the regulation is
applicable for and the purpose of it.
This chapter deals with the working environment onboard. It focuses on the
process of increasing safety awareness, like risk assessment, organization of work
etc. In addition, the chapter is about the importance and requirement related to
employees need for information and training, as well the importance of
establishing an internal culture that opens up for involvement and open
communication. The chapter states the responsibilities of notifying proper
authorities in case of any accidents with personnel injuries.
Chapter 3. Personal
Requirements for use of personal protective equipment (PPE), and explain what is
protective equipment
considered PPE. As well as information and training ensure correct use, handle and
storage.
Chapter 4.
A definition is given on what is considered working equipment. And how the
Working equipment
equipment is subject to control and maintenance. Further, the importance of
adequate information and training to secure correct use of the work equipment
and that it is used for the correct task.
Chapter 5. Safety
This is largest chapter of the regulation. It describes the role of personnel safety
representative and
representative(s) and number of safety representatives depended of/related to the
safety and
number of crew members onboard.
environmental
It defines how to elect a personnel safety representative (SR), required training,
committee (SEC)
and how long a SR should serve. The SRs duties and responsibilities are defined.
The SR has the right to stop any work that SR finds risky and unsafe. The procedure
is to notify the captain who will make the final decision to continue the work or
terminate it. The requirements of and how to establish a safety and environmental
committee is described here. As well as a description of the committees
composition, duties and tasks. This includes who are the committees members.
The safety and environmental committee (SEC) is an important function and
therefore it is of importance that vessel and shipping company gives the members
time to do their duty and provide necessary training to give the members sufficient
knowledge in order to solve their HSE work in an adequate manner. Safety
representative and safety and environmental committee are bound to discretion in
matters concerning personnel, shipping company, or any other business and
operational secrets. To function as a SR or a member of a (safety and
environmental committee) SEC requires some office work. For instance, annually
st
within 31 January the safety and environmental committee are required to
publish a report about how safety and environmental work onboard has been
organized in the previous year.
Chapter 6. Employees The chapter explains the duty of seafarers to contribute in any safety and
duty to contribute
environmental matters. Each individual worker has a duty to comply with orders
and instructions, including accepting assignments, show caution and otherwise in
every way cooperate to safeguard life, health and welfare. Contribute to for fill the
HSE regulations and company standards, goal and objectives.
Chapter 7. Special rules This chapter describes requirements relevant for manual handling of objects like
for manual handling of
moving, lifting etc. The chapter covers preparation, arrangement, training and
objects
information etc.
Chapter 8. Special rules Deals with precautions and how to safeguard employees that is pregnant.
for employer who is
pregnant, has given birth
and breast-feeds
Chapter 1. General
provisions
Chapter 2.
Arrangements related to
working environment,
safety and health

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Chapter

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Description - Content

Chapter 9. Special rules Use of safety and protection equipment for specific work operations.
for safety and protection These concerns also work done outboard the ship during sailing (carried out only if
measures
absolutely necessary). Officer on duty must be informed about the work, and see
to that adequate safety measures are implemented. Other work operations related
to moorings, loading, unloading and work in cargo hold, engine room, tanks, aloft.
Always wear adequate PPE and necessary safety equipment.
Chapter 10.
Seamen might be exposed to injuries with long latent time, i.e. from time when the
Prohibition against use harmful influence occurs and until when the sickness appear. In cases of work
of asbestos and certain related illnesses the employee may have a right to compensation.
substances which are
toxic and dangerous to
health
Chapter 11.
Includes all cases where chemicals and/or biological substances are used onboard
Arrangement related to or in handling, storing, removal, destruction and waste handling, including any
protection of employees production processes on board. It concerns also transportation of chemicals unless
against exposure of
it is stated in the agreement that the chemicals are for use onboard or is regulated
chemicals and biological by other rule and regulation.
elements
Chapter 12.
It is required that records of substances and products are marked, organized and
Special rules about
filed onboard. It shall contain all the information about the substances and shall
protection of employees readily accessible to the workers. Such information can be for example be health,
against exposure of
environment and safety data sheets, other relevant information from suppliers,
chemicals
information from scientific experts/ specialist environment or other relevant
literature.
Chapter 13.
How biological factors are classified in separation of risks (infection hazards). In
Special rules related to cases there is risk for biologically conditioned danger for health it should be
the protection of
marked with warning signs. Measures for confining of biological factors. And how
employees against
one relates itself to Norwegian Maritime Directorate
exposure of biological
factors
Chapter 14. Safeguard Conditions where seafarers are exposed to or where there is a potential to be
against mechanical
exposed to vibration health risks (ref.: HSE 14-14. transitional provisions)
vibrations
Chapter 15. Safeguard Safeguard and protect the seafarer against noise exposure that may be a danger to
against health risks
safety and health. This chapter replaces regulation dated 5 December 1973
caused by noise
number 3 about protection against noise onboard the ship.
Chapter 16.
Applies to all Norwegian ships where workers can be exposed to artificial optical
Protection of seafarer
radiation in relation to work or stay onboard (added April 2010). Lays down
against the risks arising minimum requirements for the protection of workers from risks to their health and
from exposure to artificial safety arising or likely to arise from exposure to artificial optical radiation during
optical radiation (e.g.
their work.
UVA, laser, etc.)
Chapter 17.
Penalties for violation of the regulation. Entry into force etc.
Miscellaneous provisions
Attachments
Appendix 1.
Use of work equipment concerning temporary work in heights (directive
Provision for the use of 89/391/EF, and article 3 in directive 2001/45/EF2). Special provisions for use of
work equipment
ladders. Special provisions for use of scaffold. Provisions for use of rope as access
concerning temporary
way and to take working positions.
work in heights.

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The ISM Code, SOLAS Chapter XI

The International Management Code for the Safe Operation of Ships and for Pollution Prevention
(ISM Code) was made mandatory by the adoption of Chapter IX to SOLAS (International
Convention for the Safety of Life at Sea, 1974). A principal goal of the ISM - Code is to reduce
the number of incidents resulting from poor decisions and one man errors. By adhering to
written procedures for routine and critical operations, work performed by seafarers aboard ship is
likely to be better directed and coordinated, thus reducing the risk of accidents and hazardous
occurrences. Similarly, the Code requires companies to evaluate incidents with a view to
preventing their recurrence. Hence the process is a dynamic one.
The first 12 chapters (part A, implementation) of the ISM code applies to and should be addressed
by the company, while part B, addresses external certification and control by maritime authorities
(Flag State Administration, or a Recognized Organization acting on its behalf).
The 6 functional requirements for a SMS are listed in section 1.4 of the code, and should be
considered the core of the ISM Code. The ISM Code from chapter 3 gives a more specific
description and details of the ISM code requirements.

The 6 functional requirements can be summarized as following;

Section

1.4

.1.1

.1.2

.1.3

.1.4
.1.5
.1.6

Functional requirement
Every Company should develop,
implement and maintain a safety
management system which includes the
following functional requirements:
A safety and environmental-protection
policy:
Instructions and procedures to ensure
safe operation of ships and protection of
the environment in compliance with
relevant international and flag State
legislation:
Defined levels of authority and lines of
communication between, and amongst,
shore and shipboard personnel:
Procedures for reporting accidents and
non-conformities with the provisions of
this code:
Procedures to prepare for and respond to
emergency situations:
procedures for internal audits and
management reviews:

Reference
ISM code

Description

Chapter 11

Documentation

Chapter 2 /
1.2

Safety and environmentalprotection policy / objectives

Resources and personnel
development of plans for
Chapter 6, 7
shipboard operations
and 10
maintenance of the ship and
equipment
Company responsibilities and
Chapter 3
authority master's
and 5
responsibility and authority
Reports and analysis of nonChapter 9
conformities, accidents and
hazardous Occurrences
Chapter 8

Emergency preparedness

Chapter 12

Company verification, review

and evaluation

In addition to what is described in the summary above, the code also contains:
Chapter 4, Designated person(s)
Chapter 13-16, Certification and verification (external)

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Section 1.2.2.2 in the ISM code require the safety management objectives of the company to
assess all identified risks to its ships, personnel and the environment and establish necessary
safeguards.
Chapter 7 of the ISM Code requires the company to establish procedures, plans and instructions,
including checklists as appropriate, for key shipboard operations to ensure the safety of personnel,
ship and protection of the environment.
The company should ensure that it can demonstrate that it has:
systematically examined its operation
identified where things may go wrong (Hazard)
developed and implemented adequate control measures

3.1

Safety management system (SMS)

The shipping industry is one of the most international industries in the world. It embraces virtually
every nationality and culture, and the adoption of a recognised safety management system is
crucial to provide the necessary assurance to administrations, the public and customers on a global
scale.
Safety Management System (SMS) means a structured and documented system enabling company
personnel to effectively implement the company safety and environmental protection policy.
The Norwegian HSE regulation 1-6 applies for ships that are required to have a safety
management system (SMS) in accordance with the International Safety Management (ISM) Code
requirements (Ref.: Norwegian ship safety act chapter 2). In such cases the requirements set in the
HSE regulation should be complied with as a part (incorporated into) of the company safety
management system.
The SMS should provide for:
agreed standards being met, in the form of compliance with rules and regulations in ship
operation
recommended codes, guidelines and standards being taken into account
the personnels understanding of what is expected of them and why
enhancing a proactive way of thinking and the priority of safety throughout the
organization

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Occupational health and safety

SOLA
S

COLREG

MARPOL

October 13
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MLC
(HSE regulation Norw.)
Norw. Ship labour act

STCW

Figure 3: The umbrella Perfect mesh with ISM Code

The SMS should be structured and adapted to the company's particular type of ships, trade,
operating conditions, organization etc.

HOW TO IMPLEMENT AND USE A SAFETY MANAGEMENT

SYSTEM (SMS)

ESSENTIAL REQUIREMENTS

Commitment from Top

Management.
Project Organization.
Involvement of personnel from the
Company and the vessel during the
development of the system.
Project information distributed regularly
to all involved.

SMS TRAINING
All employees must understand that the SMS is
supposed to improve their job situation.

INTRODUCING THE SMS

Top Management must show their

involvement.
Start using the system.

Everybody with a specific SMS

responsibility must be trained, and their
responsibilities are to be described in
their job description.

ADVANTAGES OF USING THE

SMS
Increased safety awareness.
Safe practices and
conditions
Avoidance of accidents
Reduced losses
Less property damage
Reduced costly repairs.
High performance and
effective maintenance

Figure 4: A positive implementation of the SMS by the company in close cooperation with each ship

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A structured safety management system (SMS) enables a company to focus on the enhancement of
safe practices in ship operations and in emergency preparedness. A company that succeeds in
develop, implement and continuous improve their SMS should therefore expect to experience a
reduction in incidents, which may cause harm to people, damage to the environment or damage to
property (such as the ship, its equipment and cargo).

Example; The structure of a safety management system:

Main guidelines

Policy, goal and vision

Strategy
The structure of the company organization
Common procedures and routines
Nonconformance and corrective actions
Auditing of the system

Ship
Organization
Operation
Maintenance
Training

Company
Operation
Support
Personnel adm.

Contingency

Figure 5: The structure of a safety management system

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Foundation - HSE-work

During the planning, design and building stage of a new building project there is a strong focus on
creating a safe ship and safe place of work. Nevertheless the ship is always dependent on highly
motivated and skilled seafarers that can identify potential hazards, be alert and contribute to
solutions and preventive measures. Conclusions reached in safety and environmental committee
meeting, or more systematic studies of working areas and working and living conditions may
lead to improvements (corrective measures), e.g. weld new rails, isolate noise, mark risk areas with
signs or color codes etc.
The best possible foundation for an efficient HSE work in the company should be achieved by:
Commitment
Involvement
Utilization of competence
Realization of individual attitudes and motivation on all levels
Realization of each employees possibilities for participation and feel of ownership
towards the system

Consulting employees about health and safety result in:

healthier and safer workplaces because employee input is valuable to identify hazards,
assess risks and develop ways to control or remove risks
better decisions about health and safety because they are based on the input and
experience of a range of people in the organization, including employees who have
extensive knowledge of their own job and the ship (industry)
stronger commitment to implementing decisions or actions because employees have been
actively involved in reaching these decisions
greater co-operation and trust because employers and employees talk to each other, listen
to each other and gain a better understanding of each others views
joint problem-solving

Consult with employees / their representatives on the following:

the introduction of any measure which may substantially affect their health and safety at
work, for example the introduction of new equipment or new systems of work
arrangements for providing sufficient training and experience or knowledge and other
qualities
the information they must give their employees on the risks and dangers arising from their
work, measures to reduce or get rid of these risks and what employees should do if they are
exposed to a risk
the planning and organization of health and safety training
the health and safety consequences of introducing new technology

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Involvement and contribution

onboard
Ownership to system and processes - influence
Informed and trained tools/skills to do it
correct
Knowledge Understanding - Participation
Awareness - satisfaction
Influence work place environment well being
Motivated, involved and committed
improved and safer working conditions
Fellowship - Sense of community

Employee
participation

Company (management
Commitments & support)

Organize, provide and

stimulate to achieve:

Pro active
ship organization
Personell safety
commitee

Personell safety
representative

Figure 6: HSE organization - Interaction, involvement and continuous development

4.1

Identification of health, environmental and safety challenges

The cause of injuries and absences due to ill health may be complicated, but by, for instance,
initiating a methodical cause and effect analysis it would be easier to reveal any potential to cause
harm, foster a safe and healthy work environment, and find suitable solutions.
Concrete measures should be planned, developed, agreed on, and implemented by the involved
parties. A written action plan with milestones should be prepared and followed up to verify the
progress. Such action plan should include a description of needed measures, responsibility,
timeframe and objective(s) (achieved). Sometime the main focus of such plans are related to
physical and chemical work processes, but are lacking very few or almost no measures related to
psychical, social and organizational conditions. Nonconformities that are easy to describe and easy
to quantify, are less complicated to manage than psychosocial and organizational issues. Lacks of
proper lighting or poor air quality are problems might be solved by third party. This requires little
or no interference by the employees themselves. The solutions are usually known and

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standardized. Psychosocial and organizational factors might be more complex to address. What
one employee perceive as threatening and unpleasant, another may experience as a positive and
stimulating challenge. In cases where conflicts exist, it is not given that everyone has the same
understanding of the core problem. In order to obtain a common understanding the involved must
be willing and able to communicate with each other
Identification of tasks and challenges to address might include:
Use of personal protective equipment
Access to and use of first aid kit / equipment
Access and use of fire-fighting equipment
Evaluation of inflammable conditions
Marking of emergency exits
Cleaning, sanitary installations, mess room and recreational area
Noise and vibrations
Lighting, warmth, air quality
The absence due to illness
Accidents and near misses (HSE related)
Equipment and technical devices (work place arrangements)
Operation
Exposure to dangerous to health strains and substances
Arrangement and organization of the work
The works content, control over work situation (locus of control)
Work arrangement, one can cooperate and learn from others experience and competence
Is there any efforts done to motivate employees (development and training)
The most common identification methods are:
HSE inspections (audit)
Work place visits (work place evaluation)
Occupational hygiene
Ergonomic examinations
Biological examinations (as blood samples and X-ray pictures)
Sociological survey
Control of the employees health
Training for new hires
Variation of work tasks (Locus of control)
Risk factors might be:
Technical/ergonomically conditions (poorly secured equipment, poorly secured work
places, difficult working positions, heavy and/or homogeneous work etc.)
Organization of work (technology, work organization, monotonous)
Psychosocial conditions (social contact/support, work alone, psychical harassment, selfdetermination, qualification requirements etc.)
Physical conditions (noise, dust, gasses, vibrations, climate conditions, lighting, radiation,
pressure etc.)
Chemical conditions (handling of hazardous substances
Biological conditions (virus, bacteria, fungi or toxic or carcinogenic substances)

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Occupational health and safety

The summary report should be addressed in safety and environmental committee meeting.
The action program could, among other things, address the following issues:
Time frame for the action program (e.g. 1/2 1 year)
What kind of measures the committee plan to implements and in which order
How to implement
Who will implement what (responsible)
When completed
An example of how a simple planning form may look like:
GOAL
POSSIBILITY TO
TIME
(What should be
MEASURE
FRAME
done / implemented)
Want to be achieved?

How can we verify that we have

achieved the goal?

How long time

will it take?

What is todays situation

(status)?

Milestones?

Required?
Desired?
Final result?

What will be the future situation

(when we have achieved the
goal)?
Types of possibilities to
measure:
Quantitative
Qualitative
Costs
Other

PLAN
(What should be
done )
What should be
implemented /
carried out?
Methods used?
Program of action?
(How are we going
to do this)?
Involved?
Responsible?

The personnel environmental committees action plan proposal should be discussed at a general
meeting onboard where everybody has the opportunity to express their opinion. The personnel
environmental committees draft (action plan) should be copied (if possible) and handed out before
the meeting starts. The final result becomes the vessels guidelines and action plan that applies for
a certain time frame. The planned action is not always the final solution, but conditions that may
lead to increased personal safety awareness in a desirable direction. This means that everybody
must be prepared for a pro-active HSE work approach, come up with new ideas and suggestions to
secure continuous evaluation and development of the HSE work on board. First of all it means that
the action plan should be followed and the formulated guidelines have to be complied with, also by
the next shift.
Identify the problem
Identify
improvements

Set goals

Evaluate solutions

Develop solutions
Implement solutions

Figure 7: Continuous improvement / Development a learning organization

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Safety culture

The Safety Culture goes well along with other vital operational factors as efficiency, quality and
performance, as they all are branches on the same management tree. Management should
promote how the employee will benefit from a healthy safety culture.

The management's commitment shows it is fulfilling the following duties:

Developing a safe work system and reviewing the existing procedures and practices
Evaluating existing procedures, practices and policies, making recommendations to
introduce changes where necessary
Making recommendations to the company based on their findings/discussions for the
improvement of health and safety reviewing recommendations made by the employer and
giving feedback and/or making information available to the employees based on
discussions

Safety culture is proactive and those involved in maritime operations must identify potential
problems and hazards, and introduce preventive measures. Safety culture is orientated towards
finding solutions more than problem orientated. This may be achieved through active management
and team work. Creating a solid safety culture requires continuous improvement and learning
within the company organization, both onshore and offshore onboard each ship.
Safety culture is common, deliberate attitude from all involved in the shipping company and
onboard the ships, that work, safety and health is everybodys responsibility, it is taken seriously
and it's a given part of the companys and the ship(s) everyday operations. In contrary to the
indifference culture where the attitude is that accidents and injuries do not happen to us, but to
others.
Safety culture can be defined as an integrated part of the companys culture based on the following
criteria:
Reflect how the company is lead
Reflect how employees behave
Reflect if the work is carried out safely
Demonstrate the single employees attitudes, values towards the quality, execution, safety
and environment
Indicate a general business function and image within business and market sector.

A safety culture is developed by:

Active participation of companys leadership (top-leader)
Continuously call attention to the importance of safety
Motivate and create attitudes
Organize safety courses/training
Testing of knowledge of the systems onboard
Create belonging to the vessel
Develop methods to measure the safety

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SAFETY CULTURE

Attitudes
Beliefs
Values
The way we do things around here

ORGANIZATION

MANAGEMENT

WORKERS

accidents will happen

part of the job

workers fault

never had a problem before

dont have enough funding

that way is too slow

its the law

the boss will flip

hurry up

its managements concern

its not that risky

they dont want to know

its not my fault
nothing really happened

POOR SAFETY
CULTURE
LARGE ORGANIZATIONS
Many defense mechanisms
Small apparent risk
No fear of risk

Figure 8: Wrong safety culture

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Characteristics of a positive safety culture:

Communication founded on mutual trust and openness
Good information flow and processing
Shared perceptions of the importance of safety (HSE)
Recognition of the inevitability of error
Confidence in the efficacy of preventative (safety - HSE) measures
Proactive identification of latent threats to safety (HSE)
Organizational learning
Committed leadership and executive responsibility
A 'no blame', non-punitive approach to incident reporting and analysis

CHANGING THE CULTURE

MANAGEMENT

WORKERS

Gather information (survey/questionnaire)

Consult the workers
Improve communication
Make changes (education/training)
New procedures
New commitment Zero injury
Positive approach
Share responsibility

Accept responsibility
Participation in decision making
Respect the dangers/hazards
Implement procedures
Report near misses
Learn, listen

GOOD SAFETY
CULTURE
NEW
*Values
*Attitudes
*Beliefs

Review, Reassess, Improve

The way we do things around here

Figure 9: Right Safety culture

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A "safe worker" operating in a safety culture can be defined as someone who:

Is educated about residual risk
Is vigilant because of residual risk
Works safely and efficiently to keep organizational risk low
Is informed of changes in organizational and residual risk
Has the knowledge and opportunity to make suggestions that contribute to improved safety,
production output and system factor quality

4.2.1

Leadership and safety culture

Leadership deals with persuading, inspiring, motivating others, and spearheading useful changes.
Individuals attach meanings to and interpret the environment within which they work. These
meanings and perceptions then influence the way in which individuals behave within the
organization through their attitudes, norms, and perceptions of behavior-outcome contingencies.
A leader creates a sensible vision for others, and directs them toward achieving that vision. To be a
leader, the people one is attempting to lead must have confidence in him/her and give the leader
their support and commitment. A good leader is able to develop reasonable goals, strategy,
objectives and visions. And then communicate them in a clear and understandable manner as well
as being committed to manifest itself through job training programs, participation and reviewing
the pace of work. The efficacy of goals as motivators of high performance should not be
underestimated. Goals, whether set on an individual level or for an organization, consistently focus
performance with greater clarity. Specific, difficult goals consistently energize a level of
performance that is superior to that obtained with unspecific, "do your best" goals. Goals clearly
direct and also energize task performance.
A supervisors general functions are plan, explore, organize and control. Leadership is more
related to inter-human activities. Leadership involves more than just authority and exercise of
power; it is found in different levels in the organization. On individual level, for example, the
leadership involves guidance, giving advice, involvement, inspiration and motivation. Leaders
contribute to the fellowship feeling, create team spirit and contribute to conflict solutions.
While different factors under different circumstances can be used to get the job done, there are
only factors related to work content that has the strongest influence on motivation. This is because
a motivated worker is receptive to inner stimulus which relates to a wish to get the job satisfactory
done.

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The figure below reveals some safety - elements or - pillars safety.

These four pillars are:

VALUES
ATTITUDES
BEHAVIOR
HABITS

SAFETY CULTURE

VALUES

ATTITUDES

BEHAVIOR

HABITS

1.1.1.1.1.1 LEDELSENS ENGASJEMENT

Figure 10: Safety cultures four pillars (Arne Sagen)

4.2.2

Employees duty to contribute

Employees have health and safety duties as well as employers. This reflects the fact that for good
safety management it is essential for the employer and employees to work together. Everyone who
works on board the ship needs to make sure that things are safe, and those things they are doing (or
not doing) dont hurt other people. The Ship Safety and Security Act 30 states that the seafarer
has a duty to contribute and comply with measures which are set to protect him/her against
accidents and ill health. He/she shall follow instructions, use the mandatory preventive equipment
and contribute to safeguard life, health and welfare (Ref. also: HSE 6-2).
The seafarer has a duty to contribute when it comes to planning and evaluation of work
environment and implementation of necessary preventive measures. Each individual worker has a
duty to comply with safety and health legislation, orders and instructions, including accepting
assignments, show caution and otherwise in every way cooperate to safeguard life, health and
welfare. Any worker onboard shall use the required protective equipment and otherwise cooperate

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to prevent accidents and health injuries. If a worker becomes aware of defects or deficiencies
which may involve a risk to life or health, he/she shall (unless the risk cannot be averted and
immediate measure are needed), notify the person responsible on board or the safety representative
as soon as possible. The seafarer has a duty to cooperate with the company, the master and other
workers to ensure a good and appropriate environment to achieve HSE goal and objectives.
An employee's should:
Cooperate with the company on health and safety matters
Managing and conducting all work activities so as to ensure the safety, health and welfare
of people at work (including the prevention of improper conduct or behavior likely to put
employees at risk)
Make sure nothing you do, or dont do, harms anyone else
Use the protective equipment and clothing that either you or your employer provides
Dont do work which is unsafe or involves unsafe practices
Know about and follow ship health and safety practices and procedures
Co-operate in the monitoring of hazards
Report hazards and defects observed in the workplace
If work, in the opinion of a worker, cannot continue without a risk to life or health, that work shall
be stopped (Ref. also: HSE 5-7 first paragraph safety representatives right to stop hazardous
work operations). The worker shall as soon as possible notify the master, who shall decide whether
work is to continue. A worker who stops any hazardous work (cannot be continued risk to life or
health) shall not be liable for any damage or loss (HSE 6-3, Worker right to stop hazardous
work).
The employees or their personnel safety representatives shall be consulted and have the right to be
heard in matters that are of importance and concerns their safety or health (HSE 2-4).

Consulting employees about health and safety can result in:

Healthier and safer workplaces because employee input is valuable to identify hazards,
assess risks and develop ways to control or remove risks;
Better decisions about health and safety because they are based on the input and
experience of a range of people in the organization, including employees who have
extensive knowledge of their own job and the business
Stronger commitment to implementing decisions or actions because employees have been
actively involved in reaching these decisions
Greater co-operation and trust because employers and employees talk to each other, listen
to each other and gain a better understanding of each others views
Joint problem-solving

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Influence on the individual

Each of us is motivated by needs. Our most basic needs are inborn, having evolved over tens of
thousands of years. Maslow's Hierarchy of Needs states that we must satisfy each need in turn,
starting with the first, which deals with the most obvious needs for survival itself. Only when the
lower order needs of physical and emotional well-being are satisfied are we concerned with the
higher order needs of influence and personal development. Conversely, if the things that satisfy
our lower order needs are swept away, we are no longer concerned about the maintenance of our
higher order needs.
Maslow (was an American psychologist) identified and prioritized the needs which he believed
everyone have. He claims that when the first need security in employment and sufficient entry
is satisfied the person is then paying attention to social needs, meaning group solidarity and being
accepted. When also this is fulfilled, he turns his attention to the characteristics, skills etc., and
locus of control. At the end comes self-realization which for the most people is difficult to achieve
completely. Despite Maslows divisions are simplified it provides a useful tool in determination of
an individual situation and influence on the individual.
Safety and security comes as number 2 in the hierarchy. This may also be related to the working
place.
The most important motivation factor is to succeed at work (self-realization) and recognition
(praise) comes on a good second place. Pay attention to that the factors which can create unsatisfaction concern issues which lay outside the work tasks, like the companys policy and
administration, work leadership, salary, inter-human conditions and working environment. If these
factors, so called hygiene factors, are arranged satisfactory, the negative attitudes are reduces.
However to create positive commitment at work it is not sufficient.
Figure 11: Maslows needs pyramid (below)

Self-actualization
personal growth and fulfilment
Esteem needs
achievement, status, responsibility, reputation
Belongingness and Love needs
family, affection, relationships, work group, etc.

Safety needs
protection, security, order, law, limits, stability, etc.

Biological and Physiological needs

basic life needs - air, food, drink, shelter, warmth, sex, sleep, etc.

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Information and training

Training means helping people to learn how to do something, telling people what they should or
should not do, or simply giving them information. Training isnt just about formal classroom
courses. It should be safeguarded that the employees are given and have understood necessary
information about safety and health risks. It should be ensured that the employees are given and
have understood needed safety - and health risks information and are informed about any measures
taken/implemented for improving safety and health onboard.

5.1

When and how

According to the HSE regulation is it the ship owners duty to identify when and how the
information should be provided (e.g. using risk assessment). It can be in writing or may be given
orally. This should be considered based on what is deemed necessary (by the ship-owner). It is the
employer who decides what is required, according to the circumstances. The more complicated,
risky and unusual situations, the information should be in writing.
HSE 2-6 states that all employees shall receive adequate and necessary training so the work will
be done in a safe manner. This before any access is given work areas where they might be exposed
to potential risk and also when introduced to new technology. The training shall be repeated
regularly and the training needs to be documented.
The instructor has a duty to ensure that the information and training is understood by the recipient
(HSE regulation 3-5 / personal protective equipment). If an employee feels that something is
unclear it is his/her duty to say so. This concerns also the use and work with equipment that
involve potential hazards (HSE regulation 4-5); and general use of work equipment (HSE
regulation 4-7).
It is expected that an employee onboard responsible for systematic accident preventive, safety and
environmental work possess knowledge about how such activity is organized and performed.
Effective training:

will contribute towards making employees competent in HSE

can help avoid the distress that accidents and ill health

may contribute to minimize the financial costs of accidents and occupational ill health
Information and training should:

ensure safe working environment (no one injured or made ill by their work)

develop a positive HSE culture

be a pro-active initiative to protect the health and safety of employees

The Safety Environmental committees role should be a positive one in that it should seek to
initiate or develop safety measures before an accident occurs rather than afterwards. Especially for
persons new on the ship where attention should be drawn to any special hazards on the ship.

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Before the seafarer is set to carry out work he/she must be provided with the necessary skills and
tools needed to execute the work in a safe justifiable manner. The seafarer must be aware of any
potential hazards related to the work operation(s), have received necessary guidance and training
to avoid dangers and adequate protective equipment must be available and used. The employees
should be informed about all measures which are implemented for improvement of safety and
health onboard
Lack of training and awareness can result in accident. The following example is work in enclosed
space.
There can be different causes to this, for example:
Not qualified and doesnt understand the danger
Thinks that measuring atmosphere is unnecessary
Knows that, but counts on not being caught (short cut)
Forget, due to stress and fatigue
Takes calculated risks to finish the job quickly

(Lack of knowledge)
(related to attitudes)
(related to values)
(tired, stressed)
(related to person)

Each of the above causes requires corrective measures to avoid serious consequences for the
involved.

HSE regulation 3-5 states that employee must be made aware of risks the personal preventive
equipment are designed to safeguard against. The company should provide information to
employees and such information should be kept available to them on:
the risk(s) that the personal protective equipment (PPE) will avoid or limit
the PPEs purpose and the way it must be used
what needs to do to keep the PPE in working order and good repair
Definition PPE:
Personal Protective Equipment (PPE) - Specialized clothing or equipment worn by employees for
protection against health and safety hazards. Personal protective equipment is designed to protect
many parts of the body, i.e., eyes, head, face, hands, feet, and ears.

Definition work equipment; any machine, apparatus, tool or installation used at work.
Necessary information should be given and understood by users in order to assure correct use of
the work equipment (especially information about any hazards that might arise from the usage). It
should be evaluated when information needs to be in writing or could be given verbally. The
employer must examine this based on situation analysis. Regarding more complex, risky and
unusual situations the information should be in writing. Here the instructor has to consider the
employees level of skill, their experience and practice, extent of needed guidance when and
duration of the work. Written information can be, for example, the producers or the suppliers
directions of safe use, data sheets, warning posters and training programs.

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Manual handling can be described as lowering, lifting, pulling, pushing, holding, restraining,
carrying, throwing or handling. Lift of heavy object carelessly can end up pulling muscles or even
worse; suffer long-term damage to the back or upper limbs. ASH regulation 7 applies to manual
work and handling of heavy objects and states that the employees or their personnel safety
representative shall be informed about the risk involved when manual handling objects, and
available measures to reduce risk (E.g. use mechanical aids). Manual handling is a common cause
of injury in the workplace. Attention to posture and lifting technique can help, but research
indicates that changing workplace design is the most effective way of preventing injuries.
HSE 11-8 states (for biological factors according to 13-1 are classified in group 3 or 4) that
emergency plans based on the risk assessment are made available and shall, among others, include.
It is required that the training and information for protection of employees against exposure to
hazardous chemicals and biological factors should be given based on all available information and
written instructions established to secure proper routines for storage, handling and transporting of
chemicals and biological factors onboard.

5.1.1

HSE training requirement (HSE 5-14)

The company shall in cooperation with the employees and their trade union make sure that Safety
representative and members of safety and environmental committee receive the training required
to conduct their duty/tasks in according to law and regulation (HSE 5-14). The company is
responsible for covering the costs.
The companys leaders (should), onshore HSE coordinator, safety representatives and members of
SEC shall according to HSE 5-14 (3) receive appropriate training in the following:
how to implement, perform and follow up HSE function and work
about ergonomics, noise, lighting, climate and create well-being measures
about protection against accidents, including preventive measures, use of personal
preventive equipment etc.,
about risk assessment
legal requirements and standards
maritime authorities
Such training shall be at least 40 hours. Other methods of structured training (less than 40 hours)
but must be agreed on by involved parties and trade unions(s) as suitable to for fill legislative
requirement.

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Training and involvement

A continuous focus on the important functions of HSE work increases status for those involved
onboard and motivate and commit to reach safety and health goals for the company and HSE
awareness. Effective and systematic HSE work leads to a better understanding and increased
consciousness that results in safer work environment for each employee with reduced potential for
accidents and mishap.
The learning should be planned and followed up in the same way as operation, investments and
cash flow etc., by establishing annual goals and objectives for training/learning.

The most important factors in this regard are:

Personal characteristics. Our personal characteristics are relatively stable and they
influence our behavior at different levels. This could be skills, personality, attitudes,
values, norms etc.

Motivation. Motivation can simply be defined as inner drive-force and it will influence
us in a great extent.

Learning. A simple definition of learning is lasting changes in behavior. Through a

learning process one will be able to achieve continues change of behavior.

We can also in great extent decide on our own behavior.

These inner assumptions together with influence from the surroundings will lay premises for the
single persons behavior in the organization.
Competence is defined often as a sum of:
Understanding of law and regulations
Knowledge and attitudes
Increased awareness
Responsibility, authority and follow up
Clear and definable goals and objectives
Ownership of processes and HSE involvement (among the employees)
Understanding the value of and gains from actively involved in the HSE work
Availability

Knowledge

Skills

Attitudes

Competence
Figure 12: Influence/stimulation of competence

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A condition to succeed is to use enough resources on training of involved co-workers. The

involved persons have to be secured with the necessary competence to take care of the tasks they
are instructed to do and the things which otherwise will be required of them, as well as so they can
participate actively in the process. The training will also be important for not only understanding
the system and the process, but also as motivation factor.

Personal background:

Behavior

Abilities
Knowledge
Motivation
Values
Own will

The individuals
surroundings:
Formal structure
Informal structures
Leadership
Values

Learning

Figure 13: Factors which influence human behavior

Human behavior is influenced by each individuals background (culture etc.) and surroundings.
The behavioral changes over time and can be influenced by training, but also by the organizations
corporate culture. The figure above illustrates that both the employees and the organization are
under continuous change.

Accidents and human error

Human error can occur in the design, operation, management, and maintenance of the complex
systems characteristic of modern life. Because we depend increasingly on these systems for our
well-being, it is clear that human error is a potent and frequent source of hazard to human life and
welfare, and to the ecosystems. Statistics suggest that over 80% of all accidents at sea can be
traced back to human error. To establish an exactly percentage of maritime accidents that are
directly, or indirectly, related to human error might be difficult. A Human element in shipping
casualties rapport suggested that 90 % of all collisions and groundings was related to human
error, and above 75 % of all fires and explosions onboard was connected to human error. True or
not, it is often heard that as much as 80% of the accidents are caused by factors over which only
management has control.

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Accidents are usually a result of a set of factors, which may indicate that the company has poor
control of its internal activities. Accidents and mishaps do not occur randomly, they do have a
root cause. Discovering the root cause of incidents by looking at human error combined with
technical and system failures, can effectively begin to prevent situations from re-occurring and
reduce accident related costs. For each serious accident (death, fire, marine casualty etc.) it have
been several warning signs in form of near misses were no preventive measures or corrective
actions have been taken. These warning signs have been ignored. Instead of waiting or hoping
for that major accident not to happen, one need to systematically gather information about near
misses and hazardous condition. Subsequently find and analyze their root causes (triggering
factor(s)) and introduce preventive actions which should reduce, and preferably exclude similar
occurrences in the future (Ref.: Accident pyramid, as shown in figure below - 30 times of minor
accidents may eventually cause a major accident or casualties).

Serious (majors) accident casualty

Minor accident
30

Near miss accidents

Hazardous situations

300

At risk behaviour

3000

Figure 14: Accidents normal distribution

Some minor accidents are always possible, but good design, procedures, selection and training will
ensure that such events become less and less likely.

HSE regulation
5-6 (5) states
that;

Statement shall
be signed;

In connection with personal accidents such as death and

occupational and health injury, the personnel safety
representative shall as soon as possible write a statement of his
assessment of the case and any protective measures taken to
avert such injury.
The statement shall be signed by the personnel safety
representative and head personnel safety delegate (if
appropriate). A mandatory standard report is also sent to
relevant authorities.

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Triggering factors and preventative measures

A general rule is that approximately 80% of the accidents are caused by situations which only
the shipping company could improve:
Lack of, or poor work procedures
Poor maintenance procedures for machinery and equipment
Poor purchasing policy (tools, spare parts, provisions)
Lack of knowledge about laws, regulations etc.
Not hiring enough qualified personnel (which they complain about)
Poor training of the personnel
Humans are fallible and errors are to be expected, even in the best organizations. Conditions under
which people work can be improved. This is done by establishing safety devices/barriers which
should hinder development of less serious incident to develop into accidents of greater extent.
These safety devices/barrierscan be technical solutions like alarms, physical barriers,
automation, etc. Other measures can be well prepared and well trained people, procedures, routines
and administrative control.
Defenses, barriers, and safeguards occupy a key position in the system approach. High technology
systems have many defensive layers, some are engineered (alarms, physical barriers, automatic
shutdowns, etc.), others rely on people (pilots, control room operators, etc.), and yet others depend
on procedures and administrative controls. Their function is to protect humans and assets from
local hazards. The barriers (system/equipment, personnel, procedures) shall prevent that a minor
incident can escalate and develop into a major accident. But there also need to be focus on the
prevention of any minor incident. Failure and breakdowns on mechanical, electrical and other
equipment are often mainly a maintenance issue. The fewer occurrences of serious incident and
mishap, will lower the probability of a major accident to happen (figure 14).

Major
Occurrences
System /
Equipment

Barriers prevents the

development of a less
serious accident /
Intended to prevent that a
minor incident can
develop into the next level

Personnel

Procedures

Minor incident

Figure 15: A model based on the safety triangle

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The following may be used as an example:

The investigation of the car ferry Herald of Free Enterprise that capsized and sank just after
leaving Zeebrugge harbor (1987) revealed at first that the faults which led to this disaster were the
aforesaid errors of omission on the part of the Master, the Chief Officer and the assistant Boson.
But the underlying or cardinal faults lay higher up in the Company. The Board of Directors had
not considered the how and what order should be given to the safety of their ships. From top to
bottom the body corporate was infected with the disease of sloppiness and the failure on the part of
the shore management to give proper and clear directions was a contributory cause of the disaster.
Some of the significant latent errors were that there was no information display (not even a single
warning light) to tell the captain if the bow doors were open. Two years earlier, the captain of a
similar vessel owned by the same company had requested that a warning light should be installed,
following a similar incident when he had gone to sea with his bow doors open. Company
management had treated the request with derision.
Following the loss of the Herald, bow door warning lights were made mandatory on roll-on/rolloff car ferries. The top heavy design of roll on, roll off ships in this class is inherently unsafe.
Once again it was the combination of human errors (management, design and individual) that
combined to result in the loss of 188 lives. However, it is the latent errors that are the crucial ones
for disaster prevention.

Another example (1993):

Lerwick coastguard was advised that the tanker Braer, en route from Mongstad in Norway to
Quebec in Canada, laden with 84,700 tons of Norwegian Gulfaks crude oil, had lost engine power
but was in no immediate danger. Her estimated position then was 10 miles south of Sumburgh
Head and she was drifting in predominantly south westerly winds of force 10-11. The coastguard
alerted rescue helicopters from Sumburgh and RAF Lossiemouth, and made enquiries about the
availability of local tugs. At the coastguards suggestion the master agreed that non-essential
personnel should be removed from the vessel - 14 of the 34 crew were taken off by the coastguard
helicopter from Sumburgh at 08:25.
At 08:50 it was feared that the ship would founder near Horse Island and the experience of the
Aegean Sea which burst into flames shortly after grounding lead the coastguard to persuade the
captain to abandon ship. However, because of strong NW local currents the Braer moved against
the prevailing wind and missed Horse Island drifting towards Quendale Bay.
With the arrival on scene of the anchor handling vessel Star Sirius it was decided to attempt to try
and establish a tow. The master and some personnel were taken out by helicopter and were put
back on board the vessel. Efforts to attach a heaving line were unsuccessful and at 11:19 the vessel
was confirmed as being grounded at Garths Ness, with oil being seen to flow out into the sea from
the moment of impact. At this time the 'rescue' team was taken off by the helicopter.

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The confusion, lack of responsibility, lack understanding and sloppiness of personnel goes through
the process as a red thread (see also figure 15 and 17).

ACCIDENT
Main Engine stopped. No steering.
Black out.
Grounding and major oil spill

Fuel oil purifiers were not running (Due to

maintenance).
They would have given an alarm and detected
the seawater in the tanks. The fuel oil purifiers
reduce harmful contaminants such as fine
particulates, water, iron, sodium, potassium,
calcium and magnesium from fuel oil

Fuel settling and service tanks should be closely

monitored and checked for any water in the
tanks. In case of any water, it should be drained
from the tank. This was not done.

M/T Braers crew had carried out maintenance

and repair work on deck. Work was done on air
pipe from heavy fuel oil settling and service
tank. The pipes from the two tanks were joined
into a common pipe which terminated on the
boat deck on starboard side. The pipe was not
secured properly (spot welded) and was later
on knocked loose in bad weather by poorly
secured pipes on boat deck. This resulted in sea
water leaking into the fuel settling - and service
tank.

Breach of
procedure

Minor Incident
that develops
into a dangerous
situation

Figure 16: Tanker M/S Braer accident (chain of event)

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The safety of personnel, concern for the environment and capital (assets) are given a larger
consideration and is also important issue when it comes to maintenance. A decrease in serious
incidents will also decrease the probability of the occurrence of a major accident. The barriers
(system/equipment, personnel, procedures) shall prevent that a minor incident can escalate and
develop into a major accident. But there also needs to be focus on the prevention of any minor
incident. Failure and breakdowns on mechanical, electrical and other equipment are often mainly a
maintenance issue.

In an ideal world each defensive layer would be intact. In reality, however, they are more like
slices of Swiss cheese, having many holes, though unlike in the cheese, these holes are
continually opening, shutting, and shifting their location. The presence of holes in any one "slice"
does not normally cause a bad outcome. Usually, this can happen only when the holes in many
layers momentarily line up to permit a trajectory of accident opportunity, bringing hazards into
damaging contact with victims.

Figure 17 below: Active and latent failures (The The Swiss cheese model of system accidents)

Hazards

Losses

The Swiss cheese model of how

defences, barriers, and safeguards
may be penetrated by an accident
trajectory

Although people usually focus on the possibilities new technology gives, studies have shown that
computer systems can create new burdens and complexities for those responsible for operating
high-consequence systems. New technology may decrease the operator's physical workload while
increasing cognitive workload, especially during critical periods in which cognitive workload is
already high.
Clumsy automation is a form of poor coordination between human and machine in the control of
dynamic processes. Here the benefits from new technology accrue during workload troughs,
whereas costs and burdens imposed by the technology (e.g., new tasks, knowledge requirements,
communication burdens, and attention demands) occur during periods of peak workload.
Significantly, this can create opportunities for new kinds of system failure that did not exist in
older, simpler systems.

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Cognitive workload is best described as the level of mental resources required of a person at any
one time. This affects their ability to process information, to react to their surroundings and to
make decisions. Reducing these abilities can increase the likelihood of an accident occurring to
that seafarer or their vessel.
It can be thought of as a scale with two opposite ends:
Overload too much information. For example, when berthing a vessel in an unfamiliar
port in poor weather, the level of information processing and decision making required will
be very high
Underload daydreaming. For example, when keeping watch at night in calm seas with
no nearby traffic and all systems working normally, it can be difficult to maintain a
satisfactory level of vigilance to respond to an unexpected event that may arise
It is suggested that cognitive (mental) workload arises primarily from a mismatch between the
demands of the task itself, (for instance, judgments about maneuvering and monitoring the position
of a ship during berthing) and the mental resources available to meet these demands. These include
the skills and training of the Officer on Watch, the supporting bridge team, and technical support
systems such as radars and GPS that supplement these human resources, if well designed.
Cause model for accidents:
HUMAN ERRORS
withinKONTROLL AV
BEDRIFTSLEDELSENS
KNOWLEDGE - ATTITUDES- PHYSICAL ABILITY

IRRESPONSIBLE ACTION
(PERSON)
Lack of qualifications
Lack of safety or warning
Operates/drives with a high speed
Safety devices are switched off
Uses unsafe equipment
Irresponsible securing/stowing/placing
Irresponsible or unsafe behavior
Work with dangerous (unsafe) tools
Works without protective equipment

IRRESPONSIBLE WORKING CONDITIONS

(WORK)
Work place without necessary securing
Insufficient securing (heights, enclosed spaces)
Slippery work area
Irresponsible use of machine/tools (faulty)
Poor lighting
Poor ventilation
Poor arrangements/untidy work place
Exposed to dangerous substances / chemicals
Protective equip. not in its place or inaccessible

WHICH CAN CAUSE AN ACCIDENT

Figure 18: Dr. W. Heinrich's Cause model for accidents"

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Almost every unwanted occurrence involves a combination of two sets of potential triggering
factor, active failures and latent conditions.
Active failures are the unsafe actions committed by people who are in direct contact with the
situation or system. They take a variety of forms like slips, lapses, fumbles, mistakes, and
procedural violations. Active failures have a direct and usually short-lived impact on the integrity
of the defences.
Latent conditions have two kinds of adverse effect. They can translate into error provoking
conditions within the local workplace (for example, time pressure, understaffing, inadequate
equipment, fatigue, and inexperience) and they can create long-lasting holes or weaknesses in the
defences (untrustworthy alarms and indicators, unworkable procedures, design and construction
deficiencies, etc.). Latent conditions, as the term suggests, may lie dormant within the system for
many years before they combine with active failures and local triggers to create an accident
opportunity. Unlike active failures, whose specific forms are often hard to foresee, latent
conditions can be identified and remedied before an adverse event occurs. Understanding this leads
to proactive rather than reactive risk management.

Organizational Process

Local Working Conditions

Defenses, barriers and

safeguards

Active Failures

Latent Failures

Event

Local
Trigger

Local
Trigger

Figure 19: Active and latent failures

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Example:
Seafarer lost one of more fingers while working with/near rotating device.
Fingers were amputated when seafarers hand came in contact the fan / rotating shaft. Common for
these types of occurrences are that the protection screen was missing. This is violation of HSE
regulation. The captain is responsible for ensuring that the work is organized so that seafarers
safety and health is safeguarded.
The HSE regulation 4-3 states that working equipment shall be designed and arranged so that
workers when using the equipment are protected against injury to life or health, including
accidents, injuries from strain and exposure which may cause health injuries in the long term.

Example:
Shortly after a catering assistant (CA) had placed some bed sheets into the ship's tumble drier, an
alarm for main switchboard low insulation was activated. At the same time, the CA noted smoke
originating from the tumble drier.
What happened
Investigation by the ship's staff determined that an increase in the operating temperature of the
heater element, caused by lack of air circulation, led to ignition of the surrounding cabling and
gasket material. On observing smoke, the CA removed the bed sheets but could not identify the
location of the fire. A passing duty AB on fire patrol informed the officer on watch of the
situation, which was further investigated by off-duty second officer before the alarm was raised
and personnel mustered. Shortly afterwards, the fire detector head in the passageway was
activated.
What went wrong
Close examination identified that a previously undetected failure of the 'jalousie' mechanical vents
resulted in poor air flow and increase in operating temperature of the element.
On detecting the fire, the laundry was not evacuated and door was not closed. This allowed smoke
from the fire to enter the passageway.
The manufacturer's instructions in respect of inspection and servicing the equipment was lacking
in the detail that might have prevented this type of incident.
Root cause analysis
Lack of standards:
Although in the company's planned maintenance procedure, washing machines tumble and spin
driers, irons and small electrical items are subject to a three-monthly general check/inspection, it
was accepted that this was insufficiently detailed to identify the jalousie vent arrangement or its
importance to the continued safe operation of the equipment.

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Example:
During a fire drill with a newly-joined crew, the designated fire-fighting team was observed to
wrongly put on the firefighters suit over the self-contained breathing apparatus (SCBA). This
caused the jackets to be torn under the armpits, restricted movement and prevented quick changing
of the air bottle. The error was pointed out and the equipment was then worn correctly. It appears
that the seamen had previously received fire-fighting training with outfits that were designed to be
worn over the SCBA, having suitable pockets in the back to accommodate the same. However, the
ships firefighters outfits were not of this type.
This illustrates the need for crews to receive thorough and proper familiarization with safety
equipment immediately after boarding. In the absence of such type-specific training, there is a real
danger that emergency response may be ineffective if they wrongly assume on board equipment to
be the same or similar to those as previously encountered in other companies, on other ships or in
shore-based training.

Example:
A leak was observed from the fresh water (FW) generator from the vacuum drum cover gasket
about a month prior to the incident in question. Appropriate spares had been ordered in advance
but there was a delay in their delivery. In the meanwhile, the crew made temporary repairs to stop
the leakage by using silicone sealant to repair the damaged gasket.
Subsequently, after the spares had been received, the second engineer assisted by the chief
engineer proceeded to install the new gasket. The second engineer temporarily withdrew from the
workplace to attend to another task, leaving the chief to open the cover plate without assistance.
As he removed the holding nuts and pulled at the cover plate, after considerable resistance it
suddenly came away and fell on his little finger, crushing it against casing of the FW generator.
The chief engineer immediately informed the master and first aid was given at the ship's hospital.
After consulting with the company, the ship was diverted to the closest port for medical assistance,
where the ship arrived after half a day. However, due to extensive crushing of the bone and tissues
at the tip, the injured finger had to be amputated. The chief returned on board after two days in the
hospital and resumed his full duties after 10 days of recovery.
Root cause/contributory factors
No risk assessment carried out prior to conducting the task
Inadequate support/assistance:
o lack of assistance during handling the heavy steel plate cover
Inappropriate maintenance:
o Damaged gaskets repaired and sealed by silicone sealant. Had the appropriate
gasket been used, the plates would have come apart easily
Inadequate evaluation of changes to the steel plate under heat stress: due to build-up of heat
stress in the plates, they sprang loose from their securing position when the stress was
released suddenly
Delay in receiving spares
Corrective/preventative actions

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Risk Management

Risk is a factor everyone encounters in maritime operations and decisions are made every day
based upon it. Risk is essentially cause and effect on a defined scale. Ship companies are required
to develop and implement risk management procedure (including risk criteria) in order to assess
the risk in key shipboard operations. Risk management is an activity which integrates
recognition of risk, risk assessment, developing strategies to manage it (threat), and mitigation of
risk. Risk management tools assists in identifying risk levels associated with activities.
KEY CONCEPTS:

Risk Management (company level) = Risk assessment (analysis) + Assessing risk

Illustrated in the following flow chart:

IDENTIFY HAZARDS

DETERMINATE FREQUENCY

DETERMINATE CONSEQUENCE

DEFINING RISK(S) (Calculation of risk)

ESTABLISH ACCEPTABLE RISK LEVEL (Comparison with accept criteria)

ESTABLISH MEASURES WHERE APPLICABLE

ASSESSING RISK

COMPARE RISK WITH ACCEPTANCE CRITERIA

No
RISK - REDUCING
MEASURES

OK?

RISK MANAGEMENT (company level)

RISK ASSESSMENT (ANALYSIS)

DEFINE AREA

Yes
REPORTING

FOLLOW - UP / IMPLEMENTATION

Figure 20: Risk management (process)

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Risk Assessment

Risk assessment is a detailed and systematic evaluation (Risk Index = Impact of Risk event (x)
Probability of Occurrence (for instance, evaluate and determine acceptance criteria (using the
matrix compendia chapter 7.3). The purpose is to assess the risk to determine whether the risk is
acceptable or any preventive or corrective action must be taken (ref. figure 22 page 57). The risk
assessment carried out onboard should identify the appropriate procedures, protective equipment
and/or safety measures to reduce risk of injury, and requires preparation and follow-up. If the risk
is considered to be high, then additional measures must be implemented in order to reduce the risk.

Some points that should be applied:

The risk assessment will be helpful when one examines and discusses the risk factors on
board the vessel
Risk should be seen as acute incidents involving injury, but also the factors that can impair
health over time
The risk assessment can be used as a basis to instruct / train new crew before they start
working on board
The risk assessment will help to obtain an overview of the factors that may cause acute or
long-term damage

The identification of the sources (hazards) of the risk is the most critical stage in the risk
assessment process. The sources are needed to be managed for pro-active risk management. The
better the understanding of the sources, the better the outcomes of the risk assessment process and
the more meaningful and effective will be the management of risks.

Risk assessment starts with hazard (danger) identification, which basically means asking whether a
hazard exists (i.e., whether there is a substance or action that can cause harm). It must be
remembered that the terms hazard and risk are not synonymous, for it is the hazard that produces a
risk (if a hazard contains the possibility of someone suffering harm from it, then a risk exists).
There is no universally accepted definition of risk, but the one commonly used and regarded as
authoritative in most industrial contexts is; A combination of the probability, or frequency, of
occurrence of a defined hazard and the magnitude of the consequences of the occurrence.

Risk has two components; likelihood of occurrence (frequency) and severity of the consequences
Frequency is an actual or estimated number of potential occurrences per unit of time
Consequence is an outcome of an accident
Risk is a combination of the frequency and the severity of the consequence of a specific
hazard, event, or accident

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Definition of terms:
Hazard (Danger):
When the work operation or circumstances are known or considered as dangerous to handle (cause
an injury), for example, handling of hazardous - chemicals/ - substances, high-voltage or work at
heights. A hazard is both a danger for an accident to happen here and now, and dangers related
to wear and tear which can affect the exposed in the long run.
Risk:
When it concerns the possibilities that an accident can happen (the frequency of the incident) and
how severe the consequences of the accident might be (of the incident)
It is a possibility, high or low, of one getting injured by the potential risk.
The identification of hazard(s) is the first and most important step since the subsequent analysis is
based on it. It must be complete and accurate, and should be based, as far as possible, on
understanding an observation of the activity
To identify potential hazards requires:
Knowledge about systems and components
Knowledge about activities and operation
Knowledge about accidents
Knowledge about potential undesirable occurrences / near misses
Systematics and understanding of analysis technique
Different levels of experience and training mean that the hazards and risks associated with an
activity might vary with the people who carry it out, and conditions may be very different from
those prevailing at the time of the analysis.
A plain risk analysis is based on 3 simple questions:

What can go wrong?

What can we do to prevent this?

What can we do to reduce consequences if that happens?

Risk assessment will contain the following elements:

IDENTIFY RISK
(refer to check-list, injury experience, insurance requirements etc.)
EVALUATE RISK
(What the probability is and what the consequence is)
DETERMINATE MEASURES
(remove risk, reduce risk, accept, not to do ourselves, etc.)
IMPLEMENT NEW MEASURES
FOLLOW UP THAT THE MEASURE IS EFFECTIVE
(and that no side effects occur)

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Those involved in performing risk assessments should be those most familiar with the specific area
to be examined, and have experience from the task to be assessed. The process must be
systematic, and in order to make it so, it may help to categorize areas and activities as in
the following example:

Assessment Unit: Deck

Activity: Tank cleaning
Hazard: Toxic atmosphere or lack of oxygen
Risk (before controls): Intolerable (likely and extremely harmful)
Recommended Controls: Atmospheric testing, ventilation, use or availability of
breathing apparatus

Quantitative assessments of risk must be understood as estimates that are made at particular
moments and are subject to considerable degrees of uncertainty. They are not precise
measurements, and the rarer (and usually more catastrophic) the event, the less reliable the
historical data and the estimates based on them will be.

IN
DATABASES
PREVIOUS ANALYSIS
EXPERIENCES
SURVEYS

TECHNICAL SYSTEMS
SAFETY SYSTEMS
ASSUMPTIONS

PROCESS

OUT

Hazard / dangerIdentification
Identify all the possible situations in
the workplace where people may be
exposed to injury, illness or disease
Hazard What can go wrong?
Consequences How bad could it be?
Likelihood How often might it
happen?

Risk Assessment
Evaluating likely frequency and
severity of harm arising from a hazard

Risk level = Hazard

severity x Likelihood of
occurrence

Consistently controlled within the

organizations risk tolerance
Figure 21: (Hazard identification Sources/base for)

Ref. also: Hazard and risk

assessment (progress)
& Previous page: Risk analysis
(Progress)

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Check lists - element of risk / Job Safety Analysis (JSA)

A job safety analysis (JSA) is a procedure which helps integrate accepted safety and health
principles and practices into a particular task or job operation. In a JSA, each basic step of the job
is to identify potential hazards and to recommend the safest way to do the job. Other terms used to
describe this procedure are job hazard analysis (JHA)
A JHA is a technique that focuses on job tasks as a way to identify hazards before they occur. It
focuses on the relationship between the worker, the task, the tools, and the work environment.

Engine:
Type of work:

Job Hazard Analysis (JHA checklist)

Is permission for hot work, or other
Area
Deck: Accommodation: permission needed: Yes / No

Work task/job:
JHAen includes the following attachment(s):
Other check list(s)/drawing(s)/ sketch(es):

No. Of
attachment(s):

No
No.1

Risiko momenter
Is this a well-known work operation?

Yes

No

Measures
If no, perform proper
planning.

No.2

Is there any existing procedures/instruction/checklist for this job operation?

Complete checklist.

No.3

Any hot work / welding?

Any work in tanks / enclosed spaces?

Qualified operator

No.4

No.5

Involves crane lift with lifting eyelet or other?

No.6

Any certificates for lifting device / lifting

eyelet, strap, etc. If so are they valid?
Any danger for falling objects? Properly
secured?
Any personnel stay in the area?

No.9

Any danger of exposure to solvent, chemicals,

poising gas, etc.?

Nr.10

Are personal protective equipment (ppe)

required?
Is it other personnel than the ship crew that is
doing the job? If so, who is responsible!

No.7
No.8

Nr.11

Necessary measures:

Date:

Responsible at site:
Sign.:

Measure gas, ventilation,

oxygen level
Check necessary lifting
point.
Check lifting equipment
and the lift.
Secure and check the lift
Check the area and secure
it.
Give adequate information
about use, first aid and
data sheet.
Obtain correct ppe.
Clarify responsibility with
the involved.

Comments:

Captain:
Sign.:

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The HSE regulation requirement to perform risk assessment are set in;
HSE regulation 1-6 (Applies to company Safety
Management System (SMS) / Shipboard manual)
states that the owner shall ensure that the HSE
requirements are attended to in the company SMS
(ISM Code)
HSE regulation 2.2 - conducting risk assessment
onboard. Risk assessment for use of and exposure
to hazardous chemicals and biological factors that
may affect the health are stated in

The ISM Code part 1.2.2. Safety

management objectives of the Company
should, inter alia:
.2 - assess all risks
(Hazards) to its ships, personnel and the
environment and establish appropriate
safeguards
Hazards on board shall be identified. When
the hazard has been identified, an
assessment of the risk represented by the
hazard shall be made

HSE regulation 11.4

Performing risk assessment for the use and
exposure to hazardous chemicals and
biological factors that may affect the health
HSE regulation 14.6
Risk assessment - exposure of workers to
mechanical vibration
HSE regulation 15.6
Risk assessment workers exposure to
noise
HSE regulation 16.4

Findings shall be recorded and documented.

The documentation shall:
o Show hazards related to that work
task
o Be in writing and be updated
o Be easily accessible for employees
onboard

Risk assessment workers exposure to

artificial optical radiation (e.g. UVA, laser,
etc.)
The accident prevention log shall be kept
available on board for not less than three
years after the last entry was made HSE 56 (8)
Personnel safety representative should
participate in risk assessments (Ref.: HSE
regulation 5-6 (2)) and assure that
necessary measures are implemented

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Risk assessment of hazardous substances (chemicals)

If exposure to potential hazardous substances / hazardous chemical agents is not prevented or

properly controlled, it can cause serious illness, sometimes even death. The effects of hazardous
chemicals may be immediate or long-term, and range from mild eye irritation to chronic lung
disease. Risk Assessment is required for identification of hazards and risks associated with
chemicals, and how risk controls have been implemented to minimize these factors.

The completed risk assessment is based on all available information, including:

Dangerous characteristics of the hazardous substance
Manufacturers information about safety and health risks
The category / group the biological factors belong to
Information about illnesses which the biological factors may cause for the employees
Information from scientific experts
Recommended preventive measures and the effect of the implemented measures
Knowledge about illness of an employee that is provided from previous health control, or
in any other way that indicate a connection with the persons work
Other conditions onboard

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Activities which involve exposure to several different hazardous substances, the hazard(s) must be
evaluated based on the risk the chemicals represent all together. This should be done frequently
and always when changes under conditions that may influence the employees exposure to the
substances. The risk assessment and the result of this shall be documented in writing, filed and
available for the employees.

The ships safety and environmental committee

Shall involve themselves with identification
of workplaces and working conditions
presenting a risk of accidents and health
injuries, including an examination of the risk
assessment referred to in Section 2-2 to
determine whether this assessment is
adequate to reveal the hazards to which
workers are exposed (HSE regulation 511 (c))

These fields of activity onboard are

related to daily work operations involving
health and personnel safety for the
employees (must not be confused with
risk assessments related to ship
operation, navigation, cargo etc.)

A picture of a specific work process

Illustrates what is meant better than a
thousand words. The picture here could be
captioned Remember your safety
harness

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Cleaning is not considered as the most risky work operation onboard a ship. But the Norwegian
Maritime Directorate has experienced a large number of personal injuries caused by sweeping,
cleaning, and jet water washing. The cause of many of these injuries was contact with hazardous
substances. In many cases personnel protective equipment was not used or safety measures were
not in place. Injuries in connection with maintenance work in the engine room and other
maintenance task contributes to 26 % of all injuries in the category sea transport (in about every
fourth case - revealed that no preventive safety measures were taken).

7.2

Accept criteria

A Risk Matrix is a matrix that is used during a risk assessment to define the various levels of risk
as the product of the harm probability categories and harm severity categories. Although many
standard risk matrices exist, different organizations may need to create their own or tailor an
existing risk matrix.
For example, the harm severity can be categorized as:
Catastrophic - Multiple Deaths
Critical - One Death or Multiple Severe Injuries
Marginal - One Severe Injury or Multiple Minor Injuries
Negligible - One Minor Injury
The probability of harm occurring might be categorized as;
Certain
Likely
Possible
Unlikely
Rare

When potential hazardous elements are identified, more closely examination of each individual
element is carried out to determine what can be accepted, what cannot be accepted, and the
possibility for implementing risk reduction measures (application of controls to reduce the risks
that are deemed intolerable). The controls may be applied either to reduce the likelihood of
occurrence of an adverse event, or to reduce the severity of the consequences.

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Area with
unacceptable risk

Area which can be tolerated

if all reasonable measures
are implemented (ALARP)

October 13
Revision 10

Risk is not
tolerated

Risk is tolerated
if the costs for
risk reduction
exceed benefit

Area where risk in general

is considered as
acceptable

Risk is tolerated if further

risk reduction is not
practically implementable
or if costs do not stand in
proportion to the gains
(Cost Benefit)
Field with
acceptable risk

Figure 22: Acceptance criteria different levels. ALARP: As Low As Reasonable Practicable

Following questions may be considered:

Can the risk be removed by use of safe materials (not inflammable/not toxic)
Can the risk be reduced by use of less dangerous materials, shielding or removal?
Can the risk be reduced by making the work operation generally acceptable?
Can the risk be reduced by training/qualifying the operator or personnel?
Can the risk be reduced by use of personal or collective protection?
Is the risk too high and not acceptable, one could consider to hire specialists

The risk assessment is a tool used to:

Establish criteria

Identify occurrences

Asses consequences and frequency

Identify measures in order to:

Reduce possibility of an accident

Limit extent

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Example - risk assessment

Slips and trips one most common cause of injuries at work

The main causes of slips, trips and falls in the workplace might be:
weather conditions
uneven floor surfaces
unsuitable floor coverings
wet floors
changes in levels
trailing cables
poor lighting
poor housekeeping
Example:
Slips, falls, back injury during stores provisioning
HAZARD
FREQUENCY CONSEQUENCE
Slip / fall
4 (predefined)
3(predefined)

RISK LEVEL
3 (predefined)

Reducing the risks is usually easy, costs little or no money and often has other benefits:
Spillages
Clean up all spillages immediately. Use a cleaning agent if required. If the floor is wet, use
appropriate signs to tell people the floor are still wet and that extra care is needed. Alternatively,
use another route until the spillage or wetness is gone.
Trailing cables
Try to place equipment to avoid cables crossing pedestrian routes and use cable guards to cover
cables where required.
Change of surface from wet to dry
Ensure suitable footwear is worn, warn of risks by using signs and locate doormats where these
changes are likely.
Rugs or mats
Where they cannot be eliminated, make sure rugs or mats are securely fixed and that edges do not
present a trip hazard.
Slippery floor surfaces
Assess the cause of the slipperiness and treat accordingly, for example treats chemically and use
appropriate cleaning materials and methods. In some cases you may need to repair or replace the
floor surface.
Changes in level and slopes
Improve visibility, lighting, provide hand rails and add tread markers or other floor markings.
Poor lighting
Improve lighting levels and placement of lighting to provide a more even lighting level over all
floor areas.
Footwear
Ensure workers choose suitable footwear with the correct type of sole. If the work requires special
protective footwear, the employer should provide it free of charge.

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Personnel safety representative and members of the safety and environmental

committee

The captain must make sure that the safety organization is intact. That the necessary number of
personnel safety representatives are elected and that the personal safety delegates' and
environmental is established according to requirement in the HSE regulation.
The effective functioning of the safety organization on a ship will depend greatly upon the support
of the company and the ship captain. A positive approach to HSE is expected from the company
and captain to facilitate the work of safety officials in carrying out their occupational health and
safety functions.
The seafarer has a duty to contribute. This concerns planning and evaluation of work environment
and implementation of necessary preventive measures. Each individual employee has a duty to
comply with orders and instructions, including accepting assignments, show caution and otherwise
in every way cooperate to safeguard life, health and welfare. Any employee onboard shall use the
required protective equipment and otherwise cooperate to prevent accidents and health injuries.
For to able personnel safety representatives (Members of SEC) to attend to their duty, they need to
be provided with needed appropriate skills and knowledge (as required in HSE 5.1.4).

8.1

Personnel safety representative

The personnel safety representative is the crew reprehensive in matters concerning the
occupational working environment and welfare aspect.
The key part of any personnel safety representative's role is to represent their colleagues. For them
to do this effectively:
Employees need to know who is representing them
The representative needs to keep in touch with the views of the employees they represent
This means that representatives will have to speak to the group of employees they represent
regularly, and share information. Representing also involves investigating complaints made by an
employee they represent about their health, safety or welfare onboard their ship. They can then
raise this with you to resolve the complaint. Personnel safety representative can also bring up other
health and safety issues of concern with employers.
A personnel safety representative shall be elected by the seafarers onboard, involved in the ships
daily operations (( 5-1 (1))

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Number of
Number of
Comments
employees on
Safety
vessel
representatives
3-7
1
Majority of the employees onboard can choose that safety
and environmental work onboard shall be taken care of
without a Safety representative.
8 - 14
1
At all times there shall be at least one Safety representative
15 - 39
2
At all times there shall be at least two Safety representatives
< 40
3
At all times there shall be at least three Safety representatives

The personnel safety representative should be elected from the crew (deck, engine, catering, etc.).
When more than one personnel safety representative are required onboard, it would be appropriate
to elect them from different departments. The captain, department heads, or any health personnel
cannot be elected as personnel safety representative. A department head may function as a
personnel safety representative on ships with 3-7 employees, when it is not possible to elect a
personnel safety representative from the crew. The captain cannot be elected as safety
representative in such instances.
The captain shall organize and ensure that an election of the personnel safety representative is
carried out with the assistance of employee representative. The personnel safety representative is
elected by majority votes and information about the elections is registered in the ships HSE
journal. If none of the crew volunteer to run as a candidate, the captain must appoint a personnel
safety representative that may function up to six month.
The personnel safety representative is normally elected for a 1 year term. But, if agreed on before
the election is carried out, the term of office can be 2 years. When a personnel safety has
completed his/her term, a new must be elected as soon as possible. On vessels with shift
arrangements and set rotation schedule, the onboard personnel safety representative will function
until the other shifts personnel safety representative arrive onboard ((HSE 5-5 (1) and (2)).
If the ship has more than one personnel safety representative at the same shift, one of them must be
elected head safety delegate ((HSE 5-3 (1)).
The HSE 5-2 and 5-4 relates to elections of personnel safety representative and head personnel
safety representative on vessels sailing in local waters.

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8.1.1 Personnel safety representatives duties

The personnel safety representative is the crew reprehensive in matters concerning the working
environment and welfare aspect. Personnel safety representatives shall in cooperation with the
captain ensure that all aspect related to safety and health conditions for the crew are complied
with. Especially conditions concerning any changes related to working conditions onboard that
could affect their work tasks. In such cases the safety representatives shall be involved as
representative for the crew. If, in the opinion of the personnel safety representative, a work
operation may cause immediate hazard to the life and health of a worker and the hazard cannot be
averted in any other way, the safety representative shall stop the work temporarily. Work shall be
stopped only to the extent deemed necessary by the personnel safety representative to avert hazard
or prevent a more dangerous situation from arising. Where safety routines have been established
and specify a procedure for stopping work operations, that procedure shall be followed as far as
practicable. The safety representative shall as soon as possible notify the master, who shall decide
whether the work operation is to continue. A personnel safety representative who stops work
temporarily shall not be liable for any damage or loss resulting from such stoppage (HSE 5-7) .
Knowledge, diligence and care to own and colleagues health, safety and welfare are the core of
good HSE work. Safety rules must be followed and right working methods must be practiced, not
only when somebody is watching, but around the clock. It is required to have self-discipline and
defeat the temptations to take shortcuts and take chances. The HSE regulation should be perceived
as support tool when abnormal situations occur, e.g. to stop dangerous work. When accidents
or injuries have already happened, e.g. by writing accident statements and eventually discussing
and implementing preventative measures to ensure re occurrence.
It is easier to establish co - operation if the HSE work is focused on active preventive character. It
can, e.g. happen by including HSE work in the planning and preparation of daily work tasks. In the
long term the whole crew can participate, promote and contribute to safeguard the work
environment and welfare onboard. The ships HSE accident reports and statistics might for
example be used as input for common assessment and discussion. The goal is to build up
systematic knowledge about the different types of work and location onboard that requires
attention, and then work out a plan for needed measures to implement,. It is up to the crew on each
ship to provide practical content, and to use it as a remedy to prevent or reduce work related
injuries and ill health while serving onboard.

An example on some points which may be included in instructions for HSE work:
The personnel safety representative shall look after the employees interests in matters which
concern the working environment. The safety representative shall ensure that the work onboard is
planned and performed in such a way that the employees safety, health and welfare is properly
safeguarded, and suggest improvements for new safety and health measures.
In order to attain these goals the safety representative shall:
Acquire knowledge and understanding of laws, rules, agreements and regulations about
health and accident prevention.
See to that involved attend to their duties and follows the HSE regulations.
Be a good example, stimulate the HSE work.

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Look after new hires the best in agreement with the rest of the crew, help those to settle and
ensure that they are not exposed to unnecessary hazards due to faulty instruction.
Urge order and tidiness onboard.
Ensure that that warning signs, preventive arrangements and personal protective equipment
are used when required. The safety representative should correct persons who breach these
decisions.
Promote measures in the safety and environmental committee for improvements where
preventive arrangements are not present or are faulty (ref. the HSE regulation 5-6 (2)).
Report accident and when reasonably practicable contribute to clarify root cause and
promote suggestions for new safety measures to prevent re occurrence (ref. HSE regulation
5-6 (4 and 5)).
Participate in inspections within areas where the personnel safety representative has
necessary competence (ref. the HSE regulation 5-6 (4 and 5)).
Do written notes on own work, e.g. instructions and requests made, in the HSE journal.
The same concerns enquiries to the ship master in HSE matters.

The HSE journal is presented in the safety and environmental committees meetings. The HSE
journal records should be kept onboard for at least 3 years after the last written notes (ref. HSE
regulation 5-6 (7 and 8)).
The personnel safety representatives duties are found in HSE regulation 5-6 (3) and it state that
the personnel safety representative shall in particular ensure that:
work equipment, technical devices, chemical substances and work processes do not expose
workers to hazards
protective devices and personal protective equipment are in proper working order and are
used
workers are given the necessary instruction, practice and training
work is otherwise organized so that workers are able to perform it in a safe and proper
manner in terms of health and safety
It is important that the HSE work do not come to a halt when the personnel safety representative
or a member of personnel safety committee signs off. Crew change and sailing periods cause a
challenge, especially when some of the crew does not come back to the same ship they signed off.
Continuity of crew that is familiar with a particular vessel is therefore an advantage. Substitutes
and newly signed on seafarers should be followed up, also when it comes to the HSE work
onboard.
For example it can be related to certain periods or operational phases:
HSE inspections shall be carried out every month or at the beginning of a sea voyage.
Safety and environmental committee meeting shall be held at the beginning of every month
and when a special situation, e.g. accidents, injuries, requires that.
Safety meetings for the whole crew shall be organized at least once every 3 months or
when needed to give information, for example before handling of different cargo or when
there are many new comers onboard.
Safety / get-to-know-your-own-ship tour (familiarization) shall be a compulsory
procedure for new people (ref also: STCW convention).
Safety measures when planning and before the work tasks start.

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Personnel safety representatives should:

put forward their views and recommendations in a firm but reasonable and helpful manner
be sure of the facts
be aware of the legal position
be conscious of what is reasonably practicable

Having made recommendations, they should request to be kept informed of any follow-up actions
taken, or the reasons why such action was not possible. If a personnel safety representative finds
that his efforts are being obstructed, or he is denied facilities, he should bring the matter to the
attention of the captain through the SEC.
It should be, as far as possible, the aim to settle any difficulties on board the ship.

8.2

Personnel safety committee (SEC)

The safety and environmental committee objectives are implementation of justifiable conditions
for safety and health onboard and participate actively so that the safety work becomes a part of
daily work planning. SEC should actively be involved in issues related to training, instructions
and activities for information which are of importance for preventing professional injuries and
damage to health at work and leisure.
Personnel safety representative, or head safety delegate, shall have a permanent place in the
personnel safety committee (SEC). The SECs main purpose is to work towards a healthy safety
and environmental work environment, including health, safety and environmental
monitoring/identification and contribute to developed HSE action plans.
The basis for involvement and co-operation amongst the seafarers must be that the involved has
knowledge and common understanding of the HSE requirements. HSE work concerns everybody
onboard, but the commitment lays especially on personnel safety representative and the personnel
safety and committee.
After a new personnel safety representative is elected the personnel safety committee should call a
meeting. In this meeting the committee most agree on the best suitable way to organize itself (see
5 in the regulation).

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Safety and environmental committees composition

When there are at least 8 employees onboard, a SEC should be established (ref.: HSE regulation
5-8). The SEC composition (HSE 5-9, Composition of the working environment committee
SEC)

Main Safety representative (where

this shall be elected) and until three
Safety representatives

Captain, chief engineer, chief steward

and safety officer (optional)

Safety and environmental committee

Figure 23:Safety and environmental committees composition

The committee elects its leader and can also appoint a secretary. The committee can instruct its
members to be assigned to special tasks concerning training, guidance or other issues which are
among the committees tasks. Other employees can be called in to the committee when needed.

On ships that already has established a safety and security group can the HSE requirement related
to establishing a safety and environmental committee be incorporated into the established safety
and security committee onboard. Then one must ensure an even representation of officers and crew
(HSE regulation 5-9).

When other persons in addition to ship companys own employees are engaged in activities they
should be represented in SEC.

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If others (in addition to) than ship company's own employees, are
engaged in activities on board (for instance subcontractor on; seismic
vessel, ROV, research ship, etc.) with at least four employees on board,
is, the head of such activities shall also sit on the SEC.

Safety and environmental committee

Number of employees
from "other activities" on
board
<4
4 - 14
15 - 39

Number of safety
Ref.: HSE
representatives from the regulation
other company
head other activities
5-1 (6)
1
5-1 (4)
2
5-1 (4)

Figure 24: Safety and environmental committees composition (others are engaged in activities on board (for instance
subcontractor))

HSE 5-10 deals with the composition of the working environment committee on vessels
operating in local "waters".

8.2.2

The safety and environmental committees duties

The safety and environmental committee objectives are implementation of justifiable conditions
for safety and health onboard. The company shall in cooperation with the employees and their
organizations ensure that personnel safety representatives and members of the SEC have received
required training so they perform their duties properly. The expenses for such training are covered
by the company ((ref.: HSE regulation 5-14 (1)).
Personnel safety representatives and members of SEC shall be allowed the necessary time to do
their HSE work, without affecting seafarers statutory obligation/duty time of rest, and generally
during normal working hours. If the SEC has to take time of their work one should notify the
closest superior (HSE regulation 5-13). The duty as a personnel safety representatives and
members of the SEC shall not lead to loss of income for the employees or in any other way lead to
any negative or disadvantage when it comes to their career development or status within the
company. The companys leaders, safety representatives and members of SEC shall have training
in accordance with HSE regulation 5-14 (see also chapter about systematic training).

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Objectives of the working environment committee should be:

Issues which concern the safety work and the employees health and welfare
Issues related to training, instructions and activities for information which are of
importance for preventing professional injuries and damage to health at work and leisure
Identification of work places and work conditions which involve danger for accidents and
ill health, including going through risk assessment as mentioned in HSE regulation 2-2
and assess if it is sufficient to uncover the dangers the employees are exposed to
Looking for causes of sickness and death which may have a connection to the work
environment onboard, and discuss suggestions for preventive measures
Participating actively so that the safety work becomes a part of daily work planning
Oversee that new hires are given adequate guidance and training in safety and health
matters
Raising discussion about issues which are of importance for the well-being onboard, social
gatherings, leisure activities etc.

The personnel safety and environmental committee shall go through new and changed procedures
and work descriptions which are of importance to the employees safety and health, and come up
with suggestions for improvements when necessary. The committee should go through all health
injuries, work accidents and near miss reports, and see to that adequate measures are
implemented to prevent reoccurrence. The committee should also review relevant inspection and
survey reports.
SEC shall hold at least six meetings annually. The committee should hold at least arrange the same
amount of general HSE meetings for all seafarers onboard. Documentation and notes regarding
SECs activities shall be kept in a special protocol which shall be signed by the members. The
protocol shall be kept on board at least three years after the last written notes. An agenda (together
with any associated documents and papers, and the minutes of the previous meeting) should be
circulated to all committee members in sufficient time to enable them to digest the contents and to
prepare for the meeting. All personnel should be kept informed on matters of interest which
have been discussed, for example by posting summaries or extracts from the minutes on the ships
notice boards. Suggestions may be stimulated by similarly posting the agenda in advance of
meetings.
Under normal operational activities where there are held weekly safety and environmental
meetings onboard for instance according to company internal SMS requirement involving the
captain and department heads, is it recommended to include the head safety representative.

Personnel safety representatives and members of the personnel safety committee are bound to
secrecy regarding issues which concern personal issues or the shipping company or other
companys operational and business secrets (according to 5-12).
Within 31st January annually the safety and environmental committee shall present a report about
the status of the safety and environment work onboard the previous calendar year. A copy of the
report is sent to the company. The report may be required sent to Norwegian Maritime Directorate
for review (only when requested by the Directorate). Annual report has to be sent on a standard

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form to the Norwegian Maritime Directorate ((HSE regulation 5-15 information requirement
and annual report).
The Safety Representatives and the captain shall produce the report. Annual report from the
Working Environment Committee can be found on (Norwegian Maritime Directorate web site):
https://portal.sjofartsdir.no/pdf/KS-0490%20%c3%85rsrapport%20AMU%20NOB.pdf

Personnel safety representatives and members of the SEC have a duty to stay updated on relevant
rules, regulations and instructions that concern the HSE work on board. The committee can be
summoned if requested by at least two of the committee members to discuss HSE related matters.
Safety representatives and members of safety and environmental committee shall have access to
the necessary information in order to be able to perform their duties, and every there should be
literature available to all employees onboard. Including other relevant publications which are
published by authorities/classification companies and nautical periodicals etc.

There should be list of the available description of these documents and their placing:
Example:
Publication
Rules of Norwegian Maritime Directorate
Seamens Act
The Ship Safety and Security Act
(includes the HSE regulation)
SOLAS
STCW / 95
MARPOL

Last edition

Are kept at:

Bridge /Library

Library
Library
Library

On vessels in local waters where safety and environmental committee is established according to
5-10, each single committee submits a joint annual report. On vessels where safety and
environmental committee is not required the safety representative submits an annual report. Where
there is no safety representative the captain shall submit an annual report.
The annual report can be a useful tool to have onboard, as hand over documentation and an
introduction and information about the safety and environmental committees work. When one at
the end of the year sits down and writes such a report, one will save lot of work if the information
needed is documented and addressed regularly during the year. Therefore it is useful to undertake
record important data and occurrences in the journals, safety protocol, accident statements etc.

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SEC meetings

Safety committee meetings should be a platform to discuss issues, problems, improvements or

implementation of new ideas in connection with the health and safety of shipboard personnel. It is
important to keep safety committee meetings separate from other meetings so that these matters
can be given complete attention with no interruptions.
Most safety and health committees prepare a written agenda. The problem with agendas, however,
involves following them. There is numerous reasons safety and health committees do not follow
the planned agenda. First, the agenda should always be in writing as verbal agendas tend to
encourage drifting from the plan. The agenda should identify topics, who has responsibility for
each topic, what type of topic it is (e.g., discussion vs. announcement) and how much time is
allocated to that topic. Each agenda should have a start time and an end time, and both should be
respected. Because priorities change, the agenda should be reviewed and approved by the
committee at the start of the meeting. If a new higher priority item arises, it can replace another
agenda item.
The committee leader has the responsibility to make sure the agenda is followed. This may mean
tabling a topic for a future meeting, dropping some other agenda item to continue with the current
topic or bringing the current item to closure as planned. It also means keeping the discussion
focused on the current topic. Focus may mean minimizing banter among committee members,
setting ground rules for discussions or curtailing unrelated debates. The committee leadership has
an obligation to guide the committee toward completion of the agenda topic in the time allotted.

The most frequently used management tool is the meeting minutes. Minutes should reflect what
actions and decisions the group made. They do not record verbatim every word spoken during the
meeting but do serve as the record of the meeting. A secretary or scribe should be tasked with
keeping the minutes. A draft should be distributed to committee members as soon as practical after
the meeting but certainly prior to the next meeting. Minutes should be reviewed and approved by
the entire committee at the next meeting. The biggest mistake in most meeting minutes is the
failure to bring items to closure. Once an item appears on the agenda, the meeting minutes should
describe what the outcome of that item was. Failure to close the loop leaves doubts about what
actions, if any, were taken by the committee.

SEC meeting preparation could include:

Noting items identified in the agenda or other items that they wish to raise
Report all unsafe acts, conditions, procedures or hazards
Submit reports of incidents, accidents, near misses or cases of ill health (HSE focused)
Review reports already submitted about accidents or cases of ill health
Submit own ideas or those received from other workers relating to health and safety
In advance of the meeting, distribute the agenda that has been prepared (at least one week
before the meeting) to allow attendees to prepare
Names of people the agenda is circulated to and places where it is displayed

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Suggestions to some items to be included in SEC meeting:

Minutes of the previous meeting
Status, what was agreed on in the last meeting
What has happened since the last meeting (any outstanding issues)
HSE work onboard - status
Implementation of procedures (If any)
Need for training - measures
Incidents/accidents etc. (HSE focus)
Investigation (conclusion/ action taken)
Any HSE related matters raised by bodies external to the ship such as the management's
requirements, changes in rules, procedures or practices, or health and safety requirements
in ports that the ship may visit
Matters brought forward from the workers with respect to health and safety, etc.
(suggestion boxes)
Suggestions made by any member of staff through their representative
Miscellaneous
Next meeting (date)
The minutes of the meeting should be made available to members of the committee
Members of the personnel safety committee are bound to secrecy regarding issues which concern
personal issues or the shipping company or other companys operational and business secrets.
All personnel should be kept informed on matters of interest which have been discussed, for
example by posting summaries or extracts from the minutes on the ships notice boards.

MEETINGS IN THE SAFETY AND ENVIRONMENTAL COMMITTEE

Call to Order - The date, time and location
Name of ship and its location, at sea or in port.
onboard of the meeting and possibly the date
and time the agenda is circulated
DATE
AGENDA (key words)

COLLECTIVE SAFETY MEETINGS ONBOARD

DATE
AGENDA (key words)

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REGISTRATION OF INJURIES (ACCORDING TO ACCIDENT STATEMENTS)

Date

Position

Place

Accident type

Work

Leisure

Offshore

NUMBER OF ACCIDENTS, DOCTORS CALLS, SICKNESS ABSENCE, DEATH

Jan.

Feb

Mar

Apr

May

Jun

Jul

Aug

Sep

Oct

Nov

Dec

Sum

Accidents
Doctors
calls
Retirement
caused by
sickness

Personal protective equipment and work equipment

Definition:
Personal Protective Equipment (PPE) - Specialized clothing or equipment worn by employees
for protection against health and safety hazards. Personal protective equipment is designed to
protect many parts of the body, i.e., eyes, head, face, hands, feet, and ears.

Definition:
Work equipment - any machine, apparatus, tool or installation used at work.

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Personal protective equipment

HSE regulation 3 attend to requirements for the use, maintenance and storage of personal
protective equipment. Personal protective equipment (PPE) shall be used when a risk cannot be
eliminated or sufficiently limited by means of common protective measures of a technical nature
or by means of measures, methods or procedures relating to the organization of work.
PPE is understood as all equipment (including clothing affording protection against the weather)
which is intended to be worn or held by a person at work and which protects him/her against one
or more risks to his health or safety, for example safety helmets, gloves, eye protection, high
visibility clothing, safety footwear and safety harnesses. As well as hearing protection and
respiratory protective equipment.

The hazards and types of PPE:

Eyes

Hazards: chemical or metal splash, dust, projectiles, gas and vapor, radiation. Options:
safety spectacles, goggles, face shields, visors.

Head
Hazards: impact from falling or flying objects, risk of head bumping, hair entanglement.
Options: a range of helmets and bump caps.
Breathing
Hazards: dust, vapor, gas, oxygen deficient atmospheres. Options: disposable filtering face
piece or respirator, half or full-face respirators, air fed helmets, breathing apparatus
Protecting the body
Hazards: temperature extremes, adverse weather, chemical or metal splash, spray from
pressure leaks or spray guns, impact or penetration, contaminated dust, excessive wear or
entanglement of own clothing. Options: conventional or disposable overalls, boiler suits,
specialist protective clothing, e.g. chainmail aprons, high visibility clothing.
Hands and arms
Hazards: abrasion, temperature extremes, cuts and punctures, impact, chemicals, electric
shock, skin infection, disease or contamination. Options: gloves, gauntlets, mitts,
wristcuffs, armlets.
Feet and legs
Hazards: wet, electrostatic buildup, slipping, cuts and punctures, falling objects, metal and
chemical splash, abrasion. Options: safety boots and shoes with protective toe caps and
penetration resistant sole, gaiters, leggings, spats.

HSE 3-3(8) states that in addition to the equipment which is required by other regulations, any
vessel shall, in order to carry out work requiring special safety equipment, carry on board an
adequate number of the following equipment:
a) safety belts/safety harnesses
b) helmets, tight-fitting goggles, face screens, ear protectors
c) boiler suits, oil skins, gauntlets, work vests/flotation vests
d) safety boots, self-contained breathing apparatus and filter masks

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The company is responsible for making personal preventive equipment easily available. And the
employee has a duty to follow instructions from employer. The personal protective equipment
shall be maintained, repaired and replaced when required. Make sure that those who use PPE are
aware of why it is needed, when it is to be used, repaired or replaced and its limitations. Because
PPE is the last resort after other methods of protective measures have been considered, it is
important that users wear it all the time when exposed to risk. Never allow exemptions for those
jobs which take just a few minutes. Safety sign can be useful reminders.

Often PPE is not used during mooring operations. Hard hat, gloves and protective shoes should be
worn. It is especially important that the gloves are in good condition. Any loose flap can easily get
stuck in the hawser drum or bollard. The same concerns loose fluttering cloth (shirttail, scarf and
similar).

The following personal accident statement is given to illustrate how hazardous operations can be:
The vessel as moored at Seabeth in ......... .
Due to weather and sea conditions the crew had from 12:00 am at the day of the accident been
struggling with the mooring cables (hawsers) to keep the ship safely berthed. Tugboats assistance
was not available. The person injured was about to stop the capstan when the mooring cables slid
of the bollard and hit the seafarer in the face.
When reconstructing the accident the next day, it was concluded that the hawser was not properly
secured/not in place between the bollards, and the injured stood at the wrong side of the hawser.
The captain held a general meeting on Monday evening after the vessel left the port, the
day after the accident. Another meeting was held together with the 2 eyewitnesses and a third mate
who was responsible for mooring operation forward in order to reconstruct course of events.
Personnel safety representative...................
From reading the accident report it is evident that no hard hat was used.
One of the conclusions of the investigation was to focus and improve training and safety
awareness. It was also concluded to increate focus on the availability of personal protective
equipment and their functionality (ref. HSE 3-5 Information and training).

Do not use protection that has been exposed to strains and been damaged or fractured in any way.
If, for example, a band in the hard hat is broken or it does not fit the shape of the head, it could
reduce the protective capability. Materials used in the manufacturing process of the protective
equipment can be affected by sunlight, chemicals and other environmental factors which act
destructively on the equipments protective abilities. Protective hard hats should not be painted nor
have markings pasted on it since protection for head equipments original material strength can be
affected. Use chin band or other recommended fastening device when the situation requires that.
If head protection is used in combination with other types of personal preventive equipment, e.g.
ear protection, protection for respiratory organs or eye protector, the equipment must be adjusted
so that it do not affect either the protection for head equipments safety and comfort or the other
equipments desired protective effect. Remember that CE-marked protection for head equipment is

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tried according to certain criteria and guidelines. Changes of the protection for head equipment by
e.g. adding holes or adding other equipment than what is recommended by the producer, can
reduce the protection effect.

The use of wrong preventive equipment (or wrong use of preventive equipment) provides little or
no protection since one may unconsciously be exposed to a higher risk

A simplified schematic representation of main types of respiratory protection:

RESPIROTARY PROTECTION:
Filtering respiratory protection:

Whole and half masks with

replaceable filters

Filtering half masks

Motor assisted respiratory

protection (turbo equipped)

Air supplied respiratory protection:

Compressor masks

Portable self-sufficient
equipment (for example.
compressed air bottles)

Free Personal Protection Equipment Course (OSHA)

www.free-training.com/osha/ppe/ppemenu.htm

9.2

Work equipment

Incidents involving the use of work equipment, including machinery can lead to serious injuries
and some can be fatal. By using safe, well-maintained equipment operated by adequately trained
staff, can help prevent accidents.
Accidents may happen because the wrong equipment for the work to be done has been chosen.
Controlling the risk often means planning ahead and ensuring that suitable equipment or
machinery is available.
HSE regulation 4 prescribes minimum safety and health requirements related to use of work
equipment onboard.

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HSE 4-2 defines work equipment as any machinery, apparatus, tools or installations used for
work. The use of work equipment includes any work operation involving the use of work
equipment, including starting and stopping of equipment, operating, transporting, installing,
assembling, repairing, modifying, maintaining, servicing and cleaning.
Example of work equipment onboard merchant ships:
Machinery
Scaling hammers, lathes, mooring winches, mixers, slicers, angle grinders and trucks.
Other technical aids
Computers, trolley containers, pallet lifters, cleaning trolleys and welding equipment.
The design must have the necessary strength and durability and any equipment for the
limitation of the effects from pressure, temperature, material tension etc.
The design must ensure that:
no contact with dangerous machinery parts or substances
tools, elements, sprays etc. cannot be flung out and be of danger
heat, cold, radiation, noise, vibrations, dust, vapors etc. that are generated
the aid, do not endanger someone. According to the rules on the use of work equipment
technical aids (machinery, scaffolding) on board ships
technical aids must be used in a fully sound and secure way as regards safety and health

The regulation sets it focus on three important aspects which must be evaluated when using of
work equipment, meaning:
the work equipments built-in safety (is it sufficient)
the place where the work equipments shall be used
the work task its been used for
Operating instructions should be available and workers should be given needed instructions and
trained in the use of the work equipment, so it can be used without risk to health and safety. Signs,
plates and other marking of work equipment giving information on its data, operation, etc. as well
as any risks should be kept visible and easily readable.
Before starting to use a technical aid, one must be instructed about its use. Perhaps more
thorough training is also needed. Workers shall be given and confirm that they have understood
the information needed for safe usage. Especially any hazards associated with irregularities which
may arise, and precautions to be taken based on background experience related to the usage.
The use of work equipment which may involve specific risk of injury to life and health (HSE 45) shall be subject to written job instructions and the necessary measures to ensure that its use is
restricted to workers having this as their task and having received the necessary training. In case
the use of work equipment involves a risk to health or safety on account of defects in the
equipment or other special circumstances, adequate measures must be taken, as long as the risk
exists, to prevent that the equipment is used. If possible the equipment shall be removed from the
workplace, dismantled or the like.

HSE 4-4 deals with control and maintenance of work equipment. The purpose of inspections and
maintenance is to ensure that the work equipment always is in proper order and meet the necessary

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level of safety. Maintenance and inspections are carried out by the supplier or by any other person
with the same qualifications. In connection with inspections, the instructions given by the supplier
must be followed.
Furthermore, additional rules apply to specific technical aids, such as:
Lifting gear e.g. lifts, working platforms and elevating work tables
Hoisting gear e.g. scaffolding and cranes
Mechanically driven transport gear e.g. conveyor belts and bucket conveyors
Mobile work equipment/automotive work equipment e.g. fork trucks.
Work equipment applied for temporary work in height e.g. ladders, scaffoldings, and
rappelling
The following criteria may be applied when evaluating inspections and maintenance procedure and
interval:
Range and frequency of use
Environment (corrosive, used outdoor)
Used for different tasks (multi tool)
Hazards (defects)

Maintenance should include regular examinations by a competent person. Qualified personnel

must be able to:
Determine type of control to be done
Identify critical parts and components
Perform troubleshooting
Decide which measures are necessary to maintain continual safe operations, report faults
and write a reports
The qualified person must have access to all relevant information, instruction and practice so that
the control can be performed in a right way and to avoid any hazardous situations.

10 Manual handling of objects

HSE chapter 7 covers special provisions concerning the manual handling of objects. Manual
handling of objects includes any lifting, putting down, pushing, pulling, carrying or moving of an
object which, due to its nature, weight or adverse ergonomically condition, may cause back injury
or other injury to workers. Lifting and carrying objects may seem to be simple operations but
many persons on board ship have sustained serious back and other injuries by lifting in an
incorrect manner. Lifting of heavy object carelessly may end up in pulling muscles or even worse,
suffer long-term damage to back or upper limbs.

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Some ergonomics-related risk factors that workers onboard may be exposed:

Lifting and carrying awkward loads
Force
Repetition
Awkward and prolonged static body posture
Contact stress
Vibration
Cold temperatures combined with the risk factors above

In order to avoid or reduce the risk for injuries and ill health, the company should organize,
implement and follow up adequate measures and facilitate such that among others proper tools and
necessary (appropriate) aids are readily available. Where risk of injury is identified, appropriate
control measures should be introduced. The workers and/or their safety representative (SEC)
should be informed of the risk involved in hazardous manual handling of objects, and of any
measures implemented.

To decide which tasks are likely to stress the body, consider:

Observe the tasks to see what activity is actually involved
Review incident, injury and first aid reports to identify the tasks that have caused injuries
and difficulties in the past
Talk to (involve) workers doing the job to find out their experience of the job
Workers know the workplace well and may identify problems youve overlooked.
Some safe work practices;
Guard the sharp edges and such to prevent personal injury
Handling objects at the appropriate height or in the correct position (consider work area)
Practice good housekeeping. Keep floors free of items that might cause tripping
Prevent slipping accidents by cleaning up spills immediately. The working surface should
be even and not too slippery for the workers footwear
Temperature, humidity and ventilation may affect safety. Prolonged, heavy manual work is
carried out in a cold, hot or humid environment, can increase fatigue, making handling
movements less coordinated
The physical environment can affect the postures adopted by the employee e.g. handling a
dirty, hot, cold or sharp object may cause the person to carry the load away from the body

If it is not practical to eliminate manual handling risks one must design the work activity to control
them and if necessary:
Modify the design of objects or the work environment, taking into account work design and
work practices
Provide mechanical aids or as a last resort use team lifting
Ensure that worker are aware of manual handling techniques, and correct use of aids

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11 Special provisions concerning measures for safety and protection

HSE chapter 9 covers special provisions concerning measures (including risk reduction / proper
use of correct PPE) for safety and protection. Such as special work operations, working with high
pressure - / spraying equipment, sand blasting, flushing arrangements, working aloft, enclosed
spaces and working in areas where there is a

Workers not informed and adequately protected through procedures, position, or personal
protective equipment (PPE) (such as helmets, face screens, large aprons, gauntlets, suitable safety
boots, protective goggles) are exposed to high risks.

HSE 9-1, use of safety and protective equipment for special work operations applies to:
Work outboard while the ship is underway (should be avoided must only take place when it
is absolutely necessary)
Mooring, loading/unloading
Working in cargo holds, engine rooms, tanks, as well as in places where objects might fall
down
The use of tools, machinery, power sprayers, etc. which present a risk of injury to the eyes
When products which can be hazardous to health are used for cleaning
Repairs that have to be carried out in places where there may be a danger of asbestos dust
or dust from materials containing asbestos

For example - Yellow

stripes painted on deck.
No Standing Zones

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Example (above figure):

Many of the serious incidents in mooring areas involve parting lines. Highlighting mooring line
snap-back zones may ensure that crew can visibly see the danger areas without having to
purposely think about them while working.
When struck on the head by a parting mooring line, the wearing of a hard hat will be the life or
death deciding factor. A hard hat should be worn at all times when involved in mooring
operations, as well as appropriate safety footwear and boiler suit (or other protective full-length
clothing / high visibility / buoyancy when appropriate). Some may claim that the wearing of
gloves when handling mooring ropes is an unsafe practice. This is due to concern that loose gloves
may become trapped under a line on a windlass drum and hauls the crewmember over it. Gloves
should be worn but seafarers need to be aware of the dangers associated with ill-fitting gloves
when handling ropes.
Mooring and unmooring operations provide the circumstances for potentially serious accidents.
Personnel should never stand in the bight of a rope or near a rope under tension, and should treat
ropes on drums and bollards with the utmost care. By being familiar with the danger zones on
deck, crew members will become aware of the potential hazards present. While full overalls, safety
boots and hard hat are the minimum items of PPE for mooring operations. Gloves should be worn
but crew need to be aware of the dangers associated with ill-fitting gloves when handling ropes.
Personnel working at a height may not be able to give their full attention to the job and at the same
time guard themselves against falling. Personnel working aloft should wear safety harness with
lifeline or other attesting device at all times. Where work is done overside, buoyancy garments
should be worn and a lifebuoy with sufficient line attached should be kept ready for immediate
use. Personnel should be under observation from a person on deck. Any such work should be
closely monitored/watched by a responsible person (The officer of the watch shall be informed of
the work, and shall ensure that adequate safety measures are taken).
HSE 9-2 applies to safety measures related to the use of high pressure equipment, paint spraying
gear, sand blasting equipment, flushing arrangement, etc. Debris propelled by for example
waterjets can injure eyes, skin, and body parts upon impact. Workers not adequately protected
through procedures, position, or personal protective equipment (PPE) are likely to be exposed to
substances that may cause significant acute or long-term injury.
Workers that perform sandblasting operation can be exposed to toxic materials, such as lead or
zinc, while removing existing coatings from material surfaces. They are also exposed to hazards
from the sandblasting agent. Many paints that are sprayed are classified as hazardous substances
because they contain potentially harmful ingredients. Exposure of workers to these paints can
cause injury and illness through inhalation of toxic vapors and mists, or absorption of irritants
through the skin. Other hazardous substances could include thinners, degreasers, resins, surface
preparation products, dusts from sanding, rust converters and rust removers. Some hazardous
substances used in spray painting are also a fire or explosion risk. Workers who will be engaged in
the process of sand blasting, or operating high pressure spraying equipment or high pressure
flushing equipment, shall be trained for operating the equipment. During spraying of paint, etc. in
enclosed spaces, adequate continuous ventilation shall be provided. As there are many different
types of equipment in use, operatives should comply with the manufacturers instructions for use,
suitable protective clothing such should be worn during the work operation.

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Rotating motion can be dangerous, and even smooth, slowly rotating shafts can grip clothing, and
through mere skin contact, force an arm or hand into a dangerous position. Collars, couplings,
cams, clutches, flywheels, shaft-ends, spindles and horizontal or vertical shafting are some
examples of common rotating mechanisms that may be hazardous. The danger increases when
bolts, nicks, abrasions, and projecting keys or set screws are exposed on rotating parts. Movable
parts on machinery, etc. shall be provided with adequate protective arrangements. The inside of
lids, covers or other protection that is normally kept closed, as well as dangerous parts of
machinery, should be painted in a conspicuous yellow color. The marking shall not be visible
when the protective arrangement is in place. When machinery or gear is stopped for maintenance
or repairs, etc. adequate precautions shall be taken against inadvertent starting (HSE 9-3).

Figure 28. Shielding of flywheel

Many pieces of auxiliary equipment are designed to start automatically or remotely, which means
this equipment could start without warning. If a guard is installed improperly and clothing get
caught in the rotating components, death or serious injury may result. After a maintenance action
or repair, take the extra time to install the coupling guard properly and return your equipment to a
safe and ready position.

When work is carried out where there may be a risk of falling down, a safety harness with
attached line shall be used (HSE 9-4). If the work takes place where a safety harness or belt
cannot be used, a net or other equally safe precaution shall be provided when this is necessary to
prevent accidents. While working aloft (above 2 meters) care must always be taken to avoid risks
to anyone working or moving below. Suitable warning notices should be displayed. Tools and
stores should be sent up and lowered by line suitable containers which should be secured in place
for stowage of tools or materials not presently being used.
The bearing components of scaffolding must be prevented from slipping, whether by attachment to
the bearing surface, provision of an anti-slip device or any other means of equivalent effectiveness,
and the load-bearing surface must have a sufficient capacity. It must be ensured that the
scaffolding is stable.

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Figure: H-Harness.
It is necessary to use proper protective equipment in order to stop a fall
when working aloft.
A safety belt shall be of H-harness which has straps around the chest ,
waist and thighs.
The harness shall be fasted in a way that one hangs upright in case of a
fall. The harness shall be firmly secured.

Source: Shipping Working Environment committee

When working with cleaning and other maintenance work of tanks onboard
Fall hoists are especially suitable for fall securing. A fall hoist has the same
effect as safety harness in a car. The wire slides slowly in and out so long
the person moves in a normal speed, but a fall will block the wire. An inbuilt
sliding break (energy absorber) prevents against fall shock. The blocking
neutralizes automatically when the pull stops. The fall hoist is fastened in an
anchor point preferably vertically over the work place.

Fall hoist
Source: Shipping Working Environment committee

HSE 9-5 applies to the use of safety and preventive equipment in special work operations
onboard fishing and catch vessels.

Floating suit
Source: Viking Life-saving
Equipment A/S

A floating suit can have an ISO

15027-3 marking. This marking
refers to the isolating features
the suit has.

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Life jacket
There are 2 types of life jackets. The one type is made from a firm material, meaning firm
cellular foam. The other type is inflatable life jacket. It inflates with a help of a small CO2bottle which automatically disengages if one falls over board.
There are 2 different inflate systems, one which is released with a help of a salt tablet, and
one which operated with a help of hydrostatic relay rely. Both types of jackets shall have a
whistle and a light. The light shall be able to glimmer. In additions the inflatable life jacket
shall disengage automatically.
Source: Viking Life-saving Equipment A/S

The work waistcoat is to work in and is NOT a part of the vessels

emergency preparedness.
There are 3 different ways one can inflate inflatable life jacket:
a. automatic inflation: buoyancy chamber inflates within 5 seconds after it
hits the water
b. manual inflation: Pull release handles to inflate the life vest.
c. Inflate by blowing into mouthpiece placed on the left side of the vest.

Inflatable life jacket - work waistcoat

Source: Viking Life-saving Equipment A/S

12 Asbestos
Chapter 10 in the HSE regulation states that it is prohibited to use asbestos and certain toxic and
hazardous substances. Asbestos has been prohibited to use onboard Norwegian ships built after
1987. It was used earlier in insulation materials and among other things, used as insulation around
pipes and boilers. In case of exposure to asbestos, it can take years before any symptom appears
(latent period). Asbestos is a generic term for a group of crystalline minerals with fiber structure
which, among other things, increases the risk for cancer. The risk of exposure occurs only when
the loose asbestos fibers appears as dust and is inhaled. Normally plates/materials that contain
asbestos do not involve risk unless they are damaged when for example tearing them or under
repair works.
Seamen are often exposed to injuries with long latent time, meaning the time from the harmful
influence takes place until the outbreak of the sickness. Concerning occupational diseases one
must be aware of that even though the harmful exposure took place under previous employer the
employee has a right to compensation. This even if the disease is found when the employee is no
longer in the workforce. Lung cancer caused by asbestos exposure can for example occur after 2030 years after the exposure took place.

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There is a connection between long-term inhalation of highly concentrated asbestos fibers and
cancer, among other things, in lungs and respiratory passages. Smoking of tobacco gives a
reinforcement of the asbestos carcinogenic characteristics. The most common sicknesses caused
by asbestos fiber are:
Thickening in costal pleura; is observed after approx. 30 years.
Fibrosis (Asbestos): weakened. Effective treatment offers lack. Cancer can develop.
Inflammation of costal pleura: diagnose is detailed. Causes liquids in the lungs which must
be drained out time to time.
Lung cancer: most common cancer form among asbestos workers. Is related to smoking.
Virulent.
Costal pleura cancer: relatively rare. Can be observed 10-15 years after exposure. Is not
related to smoking. Virulent

On vessels built on 1 July 1987 or later all use of asbestos is prohibited, except pre - manufactured
asbestos packing and friction coating, etc. which need no adapting work on board. On existing
vessels all asbestos in need of repairs or renewal shall be replaced with equivalent materials.

Following chemicals are prohibited to have onboard ( 10-2):

2-naftylamin og salt av 2-naftylamin (CAS-nr. 91-59-8),
4-aminobifenyl og salt av 4-aminobifenyl (CAS-nr. 92-67-1),
benzidin og salt av benzidin (CAS-nr. 92-87-5),
4-nitrobifenyl (CAS-nr. 92-93-3).

13 Chemicals and biological factors

Many substances found on ships are capable of damaging the health and safety of those exposed to
them. They include not only substances containing hazard warning labels (e.g. on dangerous goods
cargoes and ships stores) but also, for example, a range of dusts, including hardwood dusts,
fumes and fungal spores from goods, plant or activities aboard ship.
As an aid to the identification of hazards and the assessment of risks from dangerous goods
reference may be made to the International Maritime Dangerous Goods Code or to the Chemical
data sheets contained in the Tanker Safety Guides (Gas and Chemical) issued by the International
Chamber of Shipping. Information concerning hazardous cargoes carried in bulk should be
available where applicable to allow the risk assessment to be made. In the case of ships stores
etc., reference should be made to the manufacturers instructions and data sheets, which may be
supplied with the goods.
HSE regulation chapter 11 deals with the protection of employees against exposure to chemicals
and biological factors and shall ensure that the employees safety and health are protected against
hazards which occur or can occur when exposed to chemicals. It includes all circumstances were
chemicals and biological factors are used onboard, or exposed, including production, handling,

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storing, removing, destruction and waste handling. This relates also to transportation of chemicals
unless there is a stricter or more specific requirement in another regulation.
Risk for health injuries when using chemicals can be high. In addition to the chemical substances
and products which are transported as cargo, there are is daily risks of harmful exposure from
chemical substances used for work onboard. Faulty information and/or careless use can result in
health injuries. Therefore it is in the workers duty and best interest to stay updated and informed
on whats needed to avoid such injuries. It is the companys responsibility to safeguard and follow
up that necessary procedures and documentation are easily available for the involved. It is
important that everybody onboard takes the health risk seriously when they handle chemicals.

Ensure that the hazardous substances are labeled adequately (Ref.: HSE 12-2). Such as:
Danger class and symbol for danger to health/fire and explosion
Technical name, substance name/product name with specification of contents (dangerous to
health components), first-aid measures
Handling and storage
Warning about dangers and necessary precautions, exposure controls/personal protection
Name and address of producer
Workers need to familiarize themselves with the accompanying data sheet to any chemical agents
they may use in the course of their work, they also need to be aware of the potentially hazardous
gaseous by-products which may be produced from the reaction of the cleaner/de-scaling product
and the object itself or products used together, as this may result in an asphyxiating, explosive or
other hazardous atmosphere. Manufacturers or suppliers advice on the correct use of the
chemicals should always be followed. Some cleaning agents, even though used domestically, for
example, caustic soda and bleaches, may burn the skin.
Some items to consider before the work with hazardous substances starts:
What does the work involve?
Which chemicals should be used?
How they should be handled?
What kind of dangerous characteristics does the product have?
o When inhaling?
o When contact with skin?
o Inflammable/explosive?
Where and when during work may the hazards occur?
Formation of gas?
Are there any igniting sources nearby so that spark or flames can occur?
Are there measures taken to avoid fire/explosion?
What happens when something goes wrong, e.g. power failure or leakage?
Is there a need of preventive measures?
Is the exposure as low as possible?
What measurements should be taken in case of possible accident?
Is personal protective equipment available (and used)?
How should the work be conducted?
Choose working method, equipment, place and preventive measures
Are there necessary instructions for emergency preparedness and information formulated?

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13.1 Risk assessment of hazardous substances used onboard

HSE 11-4 addresses the requirement to perform risk assessment when hazardous chemicals
(substances) and biological factors will be used onboard (ref. also to HSE 2-2, Risk assessment).
It should cover areas such as production, handling, and storing, removing, destruction and waste
handling. Completed risk assessments shall be documented in writing.
The risk assessment shall be performed on the basis of all available information, including:
Information on dangerous properties of chemicals
Information from the supplier on safety and health risks
Information on the risk group of each biological agent
Information on human diseases that may be caused by the biological agents
Information from competent authorities
Information on recommended protective measures and effects of measures taken
Knowledge that a medical condition found in a worker at a special medical examination or
otherwise may be directly attributed to that persons work
Information on the conditions on board in general
For activities involving exposure to several types chemicals and biological agents, the risk shall
be assessed on the basis of the aggregate and combined risk of the chemicals and biological agents.
A risk assessment shall be carried out in order to uncover any exposure to chemicals that might
involve danger to the workers health:
Type of chemicals the employees are exposed to (any other circumstances or conditions
that may be taken into account)
o concentration
o duration
o potential number of employees that might be affected

HSE 12-5 (2) states that measurements of the contamination of the working atmosphere shall be
made at regular intervals and invariably in the event of any change that may influence the workers
exposure to chemicals. Any measurements of contamination and their results shall be documented
in writing.
Ref.: HSE 12-8 and 9 (ref. also HSE 12-11, change of work / protect the health of a worker).
Measures related to;
for sandblasting work
inflammable, explosive substances / chemicals and unstable substances / chemicals
volatile chemicals
When risk assessments shows that there still are risks, despite the preventive measures taken to
safeguard workers, he or she shall undergo medical examination (HSE 11-7). The medical
examination shall take place before the worker starts the work and thereafter at regular intervals.
The medical journal shall be available for at least 10 years after the end of exposure.
For workers exposed to carcinogenic chemicals or to any other special health risk, the journal shall
be available for at least 60 years after the last known exposure.

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HSE 11-9 requires that a register should be prepared over workers exposed to chemicals and
biological factors that, through use or otherwise are, or may be, exposed to:
carcinogenic chemicals
chemicals which according to the risk assessment pose a special health risk biological
agents classified pursuant to HSE 13-1 as Group 3 or 4
The register shall identify the chemicals and biological agents to which the worker is exposed
and provide information on how the worker has been exposed, and the duration and degree
of the exposure. The register shall be available for at least 60 years after the end of exposure for
workers who have been exposed to chemicals, and for at least ten years after the end of exposure
for workers who have been exposed to biological agents.

13.2 Special provisions against exposure to chemicals

HSE regulation Chapter 12 applies to special provisions concerning the protection of workers
against exposure to chemicals. HSE 12-1 states that register (records) of health threatening
substances and products should be kept which show the chemicals to be used on board. The
records of substances and products shall reveal all information on the chemicals needed for their
intended use. Such information may include, inter alia, health, environment and safety product
data sheets, other information provided by the supplier, information from competent authorities
and relevant literature. This documentation shall be kept readily accessible to the workers.
Product data sheets shall be arranged systematically in card indexes with easy-to-understand
content description. The captain has a responsibility to follow up on the substance card indexes
onboard of the vessel. Symbols and hazard terms shall be found in the HSE substance data sheet
and on packing label. Some chemicals that are considered harmless might generate a dangerous
chemical reaction when it is mixed with another chemical substance. Some chemicals shouldn't be
mixed together. In fact, these chemicals shouldn't even be stored near each other on the chance that
an accident could occur and the chemicals could react. Be sure to keep incompatibilities in mind
when reusing containers to store other chemicals.
That chemicals are dangerous can mean they:
Are dangerous to health (as isocyanater and heavy metals, for example lead and nickel)
Are inflammable (as acetone and isopropanol)
Are explosive (as nitroglycerine and TNT)
Have very high or low temperature (as melted steel and liquid nitrogen)
Displace oxygen in the air (gas as carbon dioxide and argon)
Can lead to dangerous reactions (as mixture of acid and lye or chlorate and phosphorus)
You can be exposed to risk if you:
Breath in polluted air
Breath in air with poor oxygen supply
Get the chemical directly on the skin either by touching or because of squirt (e.g. fire
injury or cauterize injury)
Swallow something of the chemical (e.g. after getting it on the hands)
Come near fire or explosion

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Here are some examples of mixtures to avoid:

Acids with cyanide salts or cyanide solution. Generates highly toxic hydrogen cyanide gas.
Acids with sulfide salts or sulfide solutions. Generates highly toxic hydrogen sulfide gas.
Hydrides (e.g., sodium hydride) with water. May form flammable hydrogen gas.
Phosphates (e.g., sodium phosphate) with water. May form highly toxic phosphate gas.
Hydrogen peroxide/acetic acid mixtures. May explode upon heating.

Some of the common chemicals used for household purposes shouldn't be mixed together. It's one
thing to say "don't mix bleach with ammonia", but it's not always easy to know what products
contain these two chemicals.

Some example of products that shouldn't be combined:

Bleach with Acid Toilet Bowl Cleaners
This mixture can result in toxic fumes.
Bleach with Vinegar
Vinegar is a type of acid. Toxic chlorine vapor is produced. Don't mix chlorine bleach with
any acid.
Bleach with Ammonia
Toxic, potentially lethal vapors are produced.
Different Brands of One Type of Product
Don't mix different cleaners together. They may react violently, produce toxins, or become
ineffective.
Highly Alkaline Products with Highly Acidic Products
Acids and bases (alkalis) can react violently, presenting a splash hazard. Acids and bases
are caustic and may cause chemical burns.
(For further, read safety data sheets (label) to determine the chemicals property/characteristic)

Hazardous chemicals shall be used only in areas with good ventilation ( or fresh air hose breathing
apparatus), never use chemicals near areas where welding, grinding, and similar hot work is
carried out. Different types of chemicals should be separated and kept in cupboards/storage room
which is locked and cupboards shall be marked with appropriate signs. In each cupboard there
shall be a Product data sheet (PDS) clearly visible, as well as a form where consumption is
documented in writing, which should be visible in the cupboard. Substance card indexes and
product data sheet on all the chemicals to be used onboard shall be kept in a separate journal for
recording of purchase, storage conditions and quantity. The records shall in each case identify the
person to whom a chemical agent is handed out, the quantity involved and the intended use of the
chemical. The workers shall sign for the chemicals handed out and thereby acknowledge that they
are familiar with both the health hazards associated with the use of the chemicals and the
necessary protective measures.

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Product Data Sheet (PDS): Up to

date substance card indexes and
product data sheet of all the related
chemicals/substances shall be kept in
this journal (ring binder).
Product
Purchased
Stored:
Name:
quantity

October 13
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NB: By signing below the user acknowledges

that he/she has read the PDS and is familiar with
any health risk (s), any hazards and any required
measures before starting to use the received
substance.

Used
quantity

Comments
Remaining (to be used
for)

Users
Name:

NB:
Users
Signature:

The journal shall be available for at least for 3 years (ref. HSE 12-10, Journal) and the workers
shall have access to the information contained in the records. The journal will serve among others
as documentation to acknowledge that the user is informed about any health risk and preventive
measures needed before the substance is taken into use.

Chapter 13 treats special rules for protection of employees against exposure to biological factors,
where in 13-1 biological factors are classified. They are classified into four risk groups in
regulation to the infection danger they represent. Areas where there are risk for biological
conditioned health danger are marked with according warning sign ( 13 2).
An advance notice shall be provided to Norwegian Maritime Directorate ( 13-3) about the first
use of biological factors which are according to 13-1 classified in group 2,3 or 4. the advance
notice shall be provided to Norwegian Maritime Directorate latest 30 days before the work will be
started. 13-1 describes also which points in the notice shall contain. The rest of the chapter 13
described different measures related to biological factors.

14 Protection against mechanical vibrations and harmful noise

Harmful noise and vibrations exist on every type of ship. These problems have a tendency to
increase as the ship ages. Propeller, machinery, hydraulic and ventilation creates noise on board.
Negative effects when exposed:
Fatigue
Concentration problem
Reduced ability to realt
Stress

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Preventive measures (for example).:

Distributed load (cargo, equipment etc.)
Balancing of machinery etc.
Maintenance
Consider strain and amount of cargo and equipment
Elastic impact / use of vibration damper

The Norwegian Maritime Authorities decided some changes needed to be done in the HSE
regulation. This was necessary because of requirements set in EU-directive 2002/44/EF and the
need to comply with it. Norway was adapting to the minimum requirement specified in the
directive regarding employees protection against health- and safety risk from, or most likely
from the exposure of mechanical vibrations. The requirement was met by implementing a new
chapter 14 into the existing HSE regulation (end of 2006). The chapter applies to situations where
the employees are exposed to, or there is the possibility of being exposed to, harmful mechanical
vibrations during work and period of stay onboard the ship.
Risk assessments have to be done if it is suspected or any possibility that employees are exposed to
harmful mechanical vibrations. The results of the vibration-measurement (must be done by
qualified person) and the risk assessment must be filed so the documentation is accessible if
needed. Chapter 14 states that in case of exposure from mechanical vibrations it can be evaluated
by observing the specific work operation. Based on the gathered information about the estimated
level of vibration from the equipment or type of equipment used under specific conditions,
included any information/data given by the manufacturer of the equipment. Such evaluation
method does not require any measuring instrument/ gauge.
Employees and personnel safety representative should, based on the result from the risk
assessment, receive necessary and adequate information and training (ASH regulation 14.13).

Ref. also: ASH regulation 14-3 exceptions, and 14-14 transitional provisions. It concludes the
following, the implementation of the requirements set in 14-9 regarding work equipment, are
applicable after 5 years from the 6. July 2005, in cases where the work equipment are accessible
for the employees before 6. July 2007. This applies to equipment that exceeds the level of
hazardous exposure, and there is not any alternative equipment available that can be used to
decrease the level of exposure. Even when current technical improvement and organizational
arrangements are considered.
HSE chapter 15 addresses the protection of employees from exposure of harmful noise. This
chapter replaces regulation 1973 nr. 3 concerning protection against hazardous noise on board the
ship.
Damages to the hearing cannot be restored. The psychological strain of hearing impairment may
often be harder that the physical. Hearing impairment can occur when exposed to continuous noise
above dB (A). The intensity and duration of the noise affects the level of risk for loss of hearing.
The risk and degree of hearing impairment increases related to how many years of exposure to
harmful noise. An exposure for 8 hours of 85 dbA or 88 dbA over 4 hours will give the same
harmful effect.

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Exposure to noise may cause:

Increase heart rate and pulse
Elevated blood pressure
Muscular tension
Fatigue
Lack of concentration
Headache
Buzzing in the ears
Stress
Sleeps poorly at night
Reduced resistance (skin)
Irritability and reduced tolerance
Reduced work capacity
Misjudgment and thereby exposed to accidents
10 years of
exposure to
harmful

Risk of
hearing
disability

80 dB(A)
85 dB(A)
90 dB(A)
95dB(A)

0%
4%
11%
24%

The sound intensity is measured in decibel (dB (A)). A normal conversation between 2 persons is
about 60dB (A). Noise around 120 dB (A) will be felt as painful.

Max noise limit on new ships:

Engineroom:
Galley:
Bridge:
Cabin:
Mess room:

110 dB(A)
75 dB(A)
65 dB(A)
60 dB(A)
65 dB(A)

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WARNING SIGNS EXPOSED AREAS

80-88 dB(A):
High noise level Use ear protection
88-110 dB(A):

Hazardous noise level Use ear protection

110-115 dB(A):

Warning: Hazardous noise level !

Use ear protection, stay in area only for short period

< 115 dB(A):

Same as above.
Maximum stay 10 minutes for inspections

It is required that the seafarer and the personnel safety representative receives information and
training in accordance with the results from performed the risk assessment. The inspection,
measuring and judgment must be performed by qualified personnel with noise- level test
experience (ref.: ISO 1999:1990). (Measuring noise levels onboard ships ref. ISO 2923). The risk
assessment with the results shall be documented and kept onboard for any inspection by the
maritime authority.

Ref. HSE 15-9 (4) When measuring the noise level (noise monitoring) at sea the load on the
main engine should be max 80 % of the engines total output.

Ref.: HSE 15-9 (5) Ships with dynamic positioning (DP) shall carry out the noise level
measuring when operating the DP. The load on the system should be minimum 40 % of total
output.

15 Artificial optical radiation

There are natural - and artificial sources of optical radiation. The main natural source is the sun. Any
manmade source of light, whether it is visible or invisible is considered to be artificial optical
radiation. Office lighting, computer displays, blowtorches, welding arcs and stage lighting are all
examples of typical light sources. The majority of light sources in most workplaces are considered as
trivial and do not present any significant optical risk to workers. Only light sources that emit large
amounts of light, or special types of light such as UV, Infrared, or laser light are likely to be the
sources of particular concern.

Chapter 16 of the HSE regulation apply to all Norwegian ships where workers can be exposed to
artificial optical radiation in relation to work or stay on board. The purpose is to protect workers
from hazardous sources of intense light in the workplace. Artificial optical radiation is all optical
radiation that is not derived from natural phenomena such as sun and lightning. Artificial optical

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radiation includes ultraviolet radiation (UV), visible light and infrared radiation (IR). Exposure to
such radiation could cause damage to skin and eyes, while repeated exposure may cause chronic
damage. On the ship, those who work with welding and laser equipment are the most vulnerable.
Almost all accidents with ultraviolet light occur because UV light cannot be seen, or because one
is not aware of that there is UV lamps located nearby. Automatic safety devices and instruction of
the potential risk is important, as well as posting of warning signs. Employers must assess the risk
of artificial optical radiation and implement appropriate measures to reduce exposure, and it is
required to give affected employees the necessary information and training.
The employer has an obligation to provide medical examination or, if necessary, relocate the
workers. The Company shall determine the extent to which the employee is exposed to artificial
optical radiation and measure or calculate the levels of radiation. When the calculation is made the
company shall ensure that the risk of causing artificial optical radiation is removed or reduced to
the lowest possible level.
ASH 16-4 sets the requirements for risk assessment. The company shall ensure that any risk of
adverse health effects to the eyes or skin of employees as a result of exposure to artificial optical
radiation which is identified in the risk assessment is eliminated or, where this is not reasonably
practicable, reduced to as low a level as is reasonably practicable. If the risk assessment indicates
that employees are exposed to levels of artificial optical radiation which exceed the exposure limit
values, the employer shall devise and implement an action plan comprising technical and
organizational measures designed to prevent exposure exceeding the exposure limit values. The
limits refer to what are known as Exposure Limit Values ( ELV's). These values are based on
scientific research and describe the levels that must not be exceeded. It is not always a
straightforward process to interpret the limit data provided in the Exposure Limit tables, therefore
in the first instance, advice should be sought from the manufacturer or supplier as to how much
and what types of light their devices emit. In time, manufacturers should be providing this
information as standard (ref.: HSE 16-3, (ref. also: Appendix III and IV in the HSE regulation)).
HSE regulation 16-9 contains provision for the company to disclosure information about the
risks associated with artificial optical radiation to employees and safety representatives.
The Company shall ensure that employees are offered appropriate medical examination if
exposure limits are exceeded, the employee has caught a medical condition as a result of artificial
optical radiation, or the risk assessment reveals that there are health risks (ref.: HSE 16-10)

16 Health service and working environment

The quality of health, environment and safety is closely related and is decisive for the whole
environment onboard. It is important that everyone onboard is in good health. The examination
before signing up shall contribute to that all have almost the same starting point both at that
moment and for avoidance of disease during the time onboard, which, among other things, health
control and vaccination contribute to. We are all known with the reality of preventive measures to
avoid injuries, this concerns also health.

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HSE regulation 1-1 defines the objectives of the regulation, to ensure that work and leisure
activities onboard are arranged and organized to ensure the employees safety and psychic health is
attended to in accordance with the technological and social development in the society. HSE 2-1
emphasizes that social and environmental surroundings that contributes to health, well-being and
welfare for the employees must be cared for.
HSE 2-7 states that measures shall be taken to ensure that workers undergo the necessary
medical examination relevant to the safety and health hazards which they will be exposed to on
board. Workers shall undergo consecutive medical examinations when exposed to risks that may
develop into long-term health injuries.
Health service is more than scheduled doctors control and health certificate. It affects many
conditions onboard, and not only the risk for injuries etc. The injuries included in personal injury
statistics do not reveal anything related to long-term physical and mental strains.

Well-being, or the mental working environment as it is also known, plays a key role in the work
done on health and safety at sea because:
Well-being in the workplace has a positive influence on the safety culture
Well-being in the workplace helps recruitment and retention of employees
Contented crew often have fewer conflicts and so are more efficient
In other words, crew well-being impacts on the bottom line, the safety culture and employee
involvement and job satisfaction. Problems with well-being might for example be revealed by:
High sick leave rates
Management duties not being handled well enough
Unserviceable communication
Too many conflicts, poor working relations or perhaps even mistrust between officers and
crew, etc.

16.1 Well-being a natural starting point

A ship is more than just a place of work. It is a 24 hours community with a combination of work
place and housing with few possibilities to change environment if one wishes so. Housing and
living conditions are usually narrow and leisure possibilities are limited within the ships
accommodation. This involves professional challenges and social challenges for the seamen that
most of the time cannot be solved by technical means. One of these issues is well-being and
welfare which influences health as motivation factor. This might also affect the safety onboard.
Without the feeling of well-being we might lose motivation and the awareness when performing
the daily work. The safety and health is at stake and it can be difficult for the shipping company to
keep their employees in the company and experience high turnover of their seafarers. This may
have a negative effect on safety on board the ship.
Well-being is most commonly used in philosophy to describe what is non-instrumentally or
ultimately good for a person. Popular use of the term well-being usually relates to health

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Generally the feeling of wellbeing influence the feeling of job control, achieve personal
expectations to the work situation.
Example on some factors that affect health and well-being:
Healthy conditions and environments
Safe physical environments
Supportive social conditions
Regular nutritious food
Healthy policy and organizational practice
Provision for meaningful employment

Psychosocial factors
Participation in activities and social engagement
Feeling of trust
Positive self-esteem
Some risk factors
Discrimination (age, sex, race, disability)
Isolation
Lack of social support
Low self-esteem
High self-blame
Low perceived power
Loss of meaning or purpose
Abuse
Well-being onboard does not come into being by itself. Sometimes there is a need to discuss issues
that influence health and well-being and come to agreed solutions. The work and life onboard is
affected by many conditions. Therefore there are many influences which can lower and destroy the
feeling of well-being for a person or a group.
These can be:
The cultural differences the cultural differences is a known problem which constantly causes
well-being problems in daily life. The extent of cultural differences can contribute to greater
understanding.
Lack of communication between a vessel and shipping company it is necessary to have a good
relationship between a vessel and the onshore organization. Lack of communication or
understanding to each others world can make the cooperation difficult
Cooperative problems and conflicts onboard in case of a conflict and cooperative problems
how can the crew and onshore organization better themselves to approach the problem?
Lack of professional and/or personal qualifications the work onboard have changed its character
during the last years. Are there qualifications which are needed onboard to ease the work
challenges? Is there a need for training and update of management qualifications?
Too frequent labor turnover too frequent change of the crew will put pressure on the officers
onboard. The training work will be very time consuming and this will affect the safety.

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Leisure time onboard the life onboard a vessel is a 24 hours experience where leisure and work
melt into each other. It is not enough to have a meaningful job, it is also necessary to have varied
leisure time.
Monotonous work monotonous work and inactive spare time can lower the feeling of well-being
and the life onboard might become un-inspirational and boring.
The best results are attained in the cases where one acknowledges that there is a need for changes
and when there is a wish to do something about it. All shipping companies are different. It is
necessary to consider well-being activities as a long-term process where the shipping company and
its coworkers agrees on and prioritize focus areas they think are important to improve well-being
and the working environment.

16.2 Victimization and dispute resolution

Victimization and harassment is not acceptable behavior. Conflicts and victimization are often
problems that occur in a working environment. This is problems that need to be handled as any
other working environment problems.
Employees responsibilities
All employees should contribute to create well-being and a good working environment. Healthy
social-minded behavior, cooperation and good working environment. One must be conscious not
to act in a way which harms others, but should contribute to making colleagues everyday life
positive.
A ship is a closed community and it is important that employees function well together, also
socially. Poor social conditions onboard can affect the safety onboard. And everyone have a
responsibility to report errors and mishaps which can be a hazard to life and health.
What is bullying (mobbing)?
Workplace bullying as repeated, unreasonable behavior directed to an employee or group of
employees that creates a risk to health and safety. Norwegian researcher Dan Olweus defines
bullying as when a person is "exposed, repeatedly and over time, to negative actions on the part of
one or more other persons." He defines negative action as "when a person intentionally inflicts
injury or discomfort upon another person, through physical contact, through words or in other
ways.
It is considered bullying when a person is exposed repeatedly and over a period of time to negative
behavior and offensive verbal comments/actions. This can mean harassment, bothering, expelling,
offensive comments, neglecting, deprivation of ones work tasks or similar. It is typical for this
situation that the victim is not able to defend himself. The actions which are included in
victimization can happen to most of us. As isolated actions they can therefore be relatively
harmless wisecrack as and something one has to act in accordance with. Bullying is systematic and
continuous and directed towards the same person. The victim of bullying feels helpless and
defenseless. The effects of bullying can be serious and even fatal. Mobbing can threaten peoples
physical and psychical health. research which indicates that individuals, whether when someone is
persistently subjected to abusive behavior at risk of stress related illness which in worst case can
lead to suicide. Victims of bullying can suffer from long term emotional and behavioral problems.

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Bullying can cause loneliness, depression, anxiety, lead to low self-esteem and increased
susceptibility to illness.
Why do bullying (mobbing) occur?
Bullying can occur as a consequence of conflicts of interests or a person feels a treat to his/her
situation, as well as when somebody has a need to show power/strength. In some cases it can be
caused because of lack of limitations related to joking and funny tricks. Bullies will often test
potential victims to see if they can manipulate them. They will push a little here and there to see
what gives. A typical target for bullying in the workplace will be someone who is:
Conscientious. If you are hardworking then this may make you a target because you may
be perceived as someone who will 'upset the apple cart' or make the bully appear lazy or
incompetent in comparison. Also if you are conscientious then you are more likely to
blame yourself when things go wrong rather than the bully
Sensitive. If you are perceived as sensitive then the bully will feel you have more buttons
to press
Popular and/or attractive. Jealousy may drive the bully to target you.
Quiet. If you tend to keep your head down the bully may instinctively feel you won't let on
what is happening (and possibly blame yourself for the bullying)
In the wrong place at the wrong time
Why bullies bully
There is no evidence that bullies treat others badly because they themselves have low self-esteem.
People with genuinely low self-esteem tend to treat themselves badly, but not other people. On the
contrary bullies are often genuinely full of themselves and feel superior. They bully because they
feel the bully target may show them up as incompetent, less intelligent, less hardworking or purely
because they find they get a kick out of bullying. It may be their way of getting 'entertainment.'
Bullying is not acceptable is any form, and you deserve to be able to relax and get on with your
work the way you see fit.
Who are the bullies?
They wish to prove themselves, emphasize, their own excellence and their own knowledge by
harassing others. Many mobbers are not conscious that their actions involve other people feeling of
being mobbed. A mobbed usually seeks to justify his actions in the mobbing victims
characteristics, he is so foolish, he does not do his job, he fawns on superiors etc. Fear for
confrontation is often the reason when one uses methods for punishment as freezing one out,
talking behind ones back, deprivation of ones work tasks etc. Somebody needs a scapegoat to
hide their own unacceptable actions or not doing their own job.
If you feel mobbed, what can you do?
Write down occurrences, be thorough with separating between what really happened/was
said and how you experienced the situation. This helps you to see the situation from
outside/different angle and at the same time this will reveal any repeat patterns.
Contact with personnel safety representative/employee representative, closest superior or
captain and explain the situation.
Think through how you think the problem can be solved. What is most important for you?
Talk about the problem with somebody you trust.

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If you are a witness to mobbing, what can you do?

Show that you dissociate yourself from the mobbing
Report to captain, superior or personnel safety representative
Make sure that you dont involve yourself in gossiping, spreading rumors or making fun of
the victim.
Take time to talk to and listen to the person who is exposed to mobbing
The safety representative
The safety representatives task is to take care of the employees interest in cases which concern
the working environment. In cooperation with captain they shall see to that consideration to the
safety and health is taken care of in all the work. This concerns also the psychosocial environment
onboard.

The safety representative should:

Be bound to secrecy about personal issues
Avoid negative talks about employees and leaders, discuss problems with those it concerns
Keep discussions on matter-of-fact level, not approve personal attacks or making fun of.
Safety Delegates' and Environmental Committee (SEC)
Safety Delegates' and Environmental Committee are bound to secrecy in cases which concern
personal issues (in accordance to the Work, Safety and Health regulation 5-12).
SEC shall work actively to prevent mobbing by systematically and immediately take appropriate
action and call a meeting to resolve the conflict. Based on the outcome the participants must
decide on how they wish their working environment should be and how they can change the
situation. They must be obligated to contribute and follow what is agreed on. Such discussions, for
example, draw the lines for what is an acceptable behavior and what one can allow to say to each
other. Solutions must be adjusted to the each single situation. The problems should be handled
openly, not individually.
SEC shall focus on:
Prevention, to reduce probability for any conflicts to occur
Handling, to stop eventual mobbing that has occurred
Learn from the situation and implement correcting measures to prevent repetition
Follow up

Handling and follow-up:

Handling is about clarifying course of events in a case. It is important that mobbing is handled at
earliest possible stage so that the problems do not develop into a deadlocked situation. It is also
necessary to analyze own working environment and evaluate how this could occur and why could
go on for some time without anybody were reacting. Measures directed to the involved and any
necessary improvements to the working environment. It can be necessary to implement measures
independently of the issue if mobbing has or has not been taken place.

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HSE responsible person in the shipping companys land organization who shall see to that the
stipulations in the Work, Safety and Health regulation are implemented onboard, can, for example,
be brought in as a mediator if the situation onboard is considered deadlocked.

17 Warning signs, light and acoustic signals

Safety signs should be used to indicate hazards or control measures to be taken where the hazard
cannot otherwise be removed.
Prohibition signs
Warning signs
Mandatory signs
Rescue and emergency

(Black letters on a white background with red edges)

(Black letters on a yellow background with black edges)
(White letters on a blue background)
(White letters on a green background)

(*
(*
(*
(*

The safety representative should follow up that all get familiar with rules and conditions onboard.
Experience shows that some symbol signs can be difficult to understand. Make sure that all
onboard understands the meaning of what is shown on the signs.

Mandatory signs, Prohibition signs, Warning signs, Rescue signs, instruction signs and fire
signs. Some signs show, for example, what is in the different rooms or in different
containers. Other signs show, for example, the escape route. The common is that safety signs
should be divided up into a system which follows international standards (IMO standard).
These are symbols, pictures and drawings which are easy to understand for all nationalities.

General danger

Ear protection
must be worn

Eye protection
must be worn

In the directive different concepts are defined:

a) Safety and/or health signs are signs which refer to a certain object, operation or
situation and which provide information or instruction about safety and/or health at
work place by use of a sign, a color, a light sign or sound signal, an oral instruction or
hand or alarm signal depending on the situation,
b) Prohibition sign is a sign which prohibits behavior which directly or indirectly can
cause danger,
c) Warning sign is a sign which warns about a risk or danger,

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d) Mandatory sign is a sign which command a certain behavior,

e) Emergency exits or first aid sign is a sign providing information about emergency exits
or first aid equipment or life-saving equipment,
f) Information sign is a sign which gives other information than the mentioned ones from
b) to e),
g) Post sign is a sign which provides certain information by using a combination of a
geometric form, color or a symbol or pictogram and which is made visible by sufficient
lighting,
h) Sub sign is a sign which is used together with a sign plane post sign described under
point g) and which provides additional information,
i) Safety color is a color which has a certain meaning,
j) A symbol or a pictogram is a figure which describes a situation or commands a certain
behavior and which is used on sign board or luminous surface,
k) Light sign is a sign with a device made of transparent or translucent material which is
lightened from the inside or backside in a way that a luminous surface is made,
l) sound signal is a coded sound signal which is triggered and transferred with a help of an
arrangement which is constructed to this purpose without use of human or artificial voice
m) Hand - and arm signal is a movement and/or positioning of arms and/or hands in a coded
form to guide persons who carry out maneuvers which involve a risk or danger to
employees.

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