Safety of Seafarers on High Seas - Essay Example

Much is written on the of safety of seafarers who sail the high seas, and yet many families suffer loss of their family members, due to deathin enclosed spaces. Most of these deaths are preventable by following simple procedures and precautions. Therefore, it is of utmost importance that the protective measures applying to entry into enclosed spaces are understood by individuals who are on board the ship. Any space or tank, enclosed or not, that has been isolated from the surrounding atmosphere for a period of time must be considered as dangerous. Thus enclosed spaces should never be entered without instructions which are explicit from the Master or the Officer in Charge of the ship and with proper precautionary measures. Examples of such spaces are Cargo holds Bunker Tanks Duct keels Pipe Tunnels Pump rooms Oxygen shortage in these spaces affects the brain faster than any other part of the body and since oxygen content of the atmosphere falls below 21% in such enclosed spaces, breathing become faster and with more effort. When oxygen supply is below 16% the brain is quickly affected and at 10% unconsciousness is unavoidable and the individual will die if not revived and removed to fresh atmosphere. At oxygen levels below 5% unconsciousness is immediate with irreversible brain damage. Ventilation has to be carried out before entry is permitted into an enclosed space. This may be either Forced ventilation, where at least two air changes are done before entry is made or Natural ventilation where the space is allowed to breath for at least 24 hours. In double bottom tanks, ventilation is ensured by filling the compartment with clean seawater and then pumping it out. Regardless of the ventilation method employed, entry must be made only after the tests have shown that the atmosphere inside is breathable - contains 21% oxygen and no noxious hydrocarbon or other toxic gases Gas tests are done to ensure safety. Oxygen is depleted by oxidization and tanks containing amounts of rusty colored water are highly dangerous. The first test should be to ensure the atmosphere throughout the space contains 21% of oxygen by volume since even 19% oxygen may be breathable but it is not considered "Safe". Entries at such low levels are made only to save life with full backup. The second test should be to ensure that no hydrocarbon gases are present and zero readings on explosimeters are shown. Carbon Monoxide, inert gas (Tankers), exhaust fumes (Car Carriers) and Methane (formed by rotting vegetable/animal products in dirty bilge/ballast water) may be present. Before entry is permitted, the Master or a Senior Responsible Officer must ensure that tests have been made by a competent individual. Procedure of Entry: Entry into an enclosed space should be made only with the Master's or Senior Responsible Officer's signed consent on an approved form or "Check List". Check list should contain the following 1. Spaces to be entered and reasons for entry 2. Entry and exit points. 3. Results of atmosphere checks and details of ventilation method. 4. Names of persons entering, times of entry and duration. 5. Method and frequency of communication. 6. Name of the linkman. 7. At least one compressed air breathing apparatus set must be positioned at the point of entry, with revival unit and rescue equipment consisting of life-lines and harnesses. 8. The coordinator is on duty to sound the emergency alarm without delay if a problem occurs. 9. Personal oxygen meters are issued - if available (http://www.simsl.com/enclosed-spaces---guide-to-good-practice.html) The Master is personally responsible for the safety of every man entering an enclosed space and he must ensure that a "Responsible Officer" is in charge of the operation and that the check lists are complied with. He must ensure communications are happening between the individuals inside and the officer outside and that an emergency support officer is on watch in the engine room, where alarms can be raised to send in the emergency team. Rescue operations can be carried out only after wearing a breathing apparatus set and a rescue harness without which any attempt would have fatal results .The Master or the responsible Officer should make sure that rescue duties are done by competent persons trained and drilled in using apparatus sets. Regular simulation rescue drills should be undertaken (including emergency drills) and details recorded in the official log book for reference. This is the interest of ship board safety. Notices about safety are often legibly and firmly affixed to be seen and understood by the members and visitors Permits are an assessment of risk made by a competent officer and set out in writing. It provides a step by step guide to those responsible for the work. The permit is similar to a form or a check list to be signed at each stage of the compliance. The information given on the permit to work should be precise and accurate, giving the nature of work, location and the persons involved. It should be recognized as an overriding work instruction till such time it is cancelled (usually does not exceed 24 hrs).The responsible officer should personally check implementation of safety measures before signing the permit. The person actually carrying out the work should counter-sign the permit to indicate his understanding of the hazards involved, the precautions to be taken and the safety gear to be used. For operations requiring welding or burning, permits to work are sometimes referred to as "hot work permits" (http://www.simsl.com/enclosed-spaces---guide-to-good-practice.html) The International Maritime Organization instructs all passenger ships and all cargo ships over 300 gross tonnages on international voyages to carry specified satellite and radio communications equipment, for sending and receiving distress alerts and maritime safety information, and for general communications. The International Convention on Maritime Search and Rescue (SAR), 1979, ensures that no matter where an incident occurs, the rescue of persons in distress will be coordinated by a SAR organization and, where necessary, by co-ordination between neighboring SAR countries. With compliance to the SAR plans and the full implementation of the GMDSS (Global maritime distress and safety system), seafarers and ships' passengers should feel safer and more secure at sea. (http://www.imo.org/) In case of fire while at port, the port has to be informed and the bell /siren has to continuously ring. All loading and discharging functions will be stopped. Safe mooring is the responsibility of the Ships master according to the berthing instruction given by the port.Some of the precautions includes plugging of scuppers/hawser pipes. If wires are used for mooring, then wire-hand has to be nylon or rope.Firewires over side of the off-side bow side to enable tugs to connect readily in an emergency situation. In case of any oil spill from a vessel, take such steps as may be deemed necessary to fight the pollution before it spreads. Gas freeing and/or tank cleaning should not be done while at port. Boiler tubes must not be blown whilst vessel is alongside the port, and every precaution must be taken to prevent sparks escaping from funnel. Bilge water must not be pumped overboard. (http://www.greatbeltagencies.dk/images/GUlfhavn_Portregulation%20ENG.pdf) The places where smoking is permitted aboard ship are regulated, for reasons of safety, fire prevention, personal health and comfort. The regulations pertaining to smoking aboard each ship will be listed in the ship handbook and posted aboard ship. In general, smoking is allowed on open (weather) decks and in some other areas where it is specifically permitted and banned in all other locations including laboratories. By law, smoking is never allowed while the ship is fueling or loading explosives. (http://shipsked.ucsd.edu/Chief_Scientists/Manual/procedures.php) . Bibliography 1. http://www.simsl.com/enclosed-spaces---guide-to-good-practice.html 2. http://www.greatbeltagencies.dk/images/GUlfhavn_Portregulation%20ENG.pdf 3. www.denizcilik.gov.tr/mevzuat/dosyam/ISTANBUL 4. http://www.imo.org/ 5.http://books.google.co.in/books'id=8mFdMbhkiWEC&pg=PA164&lpg=PA164&dq=Operational+hazards+maritime&source=bl&ots=B7Hr56_BU4&sig=lYlBfaBYO0541d1OJInOPNC66vo&hl=en&ei=j0PISYqRA5yi6gPR_7ivAg&sa=X&oi=book_result&resnum=1&ct=result#PPA165,M1 6. http://www.imo.org/TCD/mainframe.asp'topic_id=389 7. http://shipsked.ucsd.edu/Chief_Scientists/Manual/procedures.php Read More