This year, 2023, has seen many changes in our industry already, and we are only in February!
With the recent changes to Marine Order 504 and the release of Marine Order 505 last month, an Annual Review of your SMS is not only necessary but critical!
All Safety Management Systems including those developed for Domestic Commercial Vessels (DCV) under Marine Order 504 and the ones developed for workplaces under Work Health and Safety are required to undergo an Annual Review or Audit to ensure compliance.
Failure to complete your Annual Review or Audit leaves you non-compliant and exposed to legal action in the event of an incident or accident.
Your vessel’s SMS should be based on a risk assessment of your operations. It should describe how safety, maintenance and operation is managed on your vessel. This should also be reviewed Annually to ensure the risk assessment remains accurate to your vessel and/or operations.
AMSA can and will conduct periodic reviews of your Safety Management System and Operations. With the changes that we have seen already this year, we certainly envisage this will be on the increase for 2023!
It has never been more important to ensure your SMS meets NSCV and Marine Order 504 and 505.
Shorlink’s Recommendation
My recommendation is to get out your SMS today, take a look at it thoroughly!
Also, take a close look at your vessel, business and operations to see where and how you can better adapt to the ongoing business climate and the changes to our industry.
Don’t wait!
Tip
My top tip is to ensure your safety management systems comply with the relevant standards and are up to date to ensure you’re protected as both AMSA and WorkSafe are going to be very active this year.
Not sure? We are always here to help. Drop us a line or call to discuss your concerns.
Also, help a mate in the industry! If you know of a fellow mariner and/or business owner, let them also know of the critical nature of Annual Reviews and we are also happy to discuss with them and offer free assessments of their current SMS.
https://shorlink.com/wp-content/uploads/3_1.png8321880Traceyhttps://shorlink.com/wp-content/uploads/2023/01/Shorlink_Logo_Transparent-002.pngTracey2023-02-28 08:57:072023-03-20 17:59:40Annual Reviews – do I need one really?
At least 32 species of sea snake have been recorded in Australian water and can be found in northern waters as well as in southern waters of Victoria, Tasmania and South Australia.
ALL sea snakes are venomous, and rhabdomyolysis is a major feature of sea snake envenomation, resulting in muscle pain, tenderness and sometimes spasm. Myoglobinuria develops after 3-6 hours. The bite itself is not particularly painful, and may go unnoticed, distinguishing it from envenomation by stinging fishes or jellyfish, both of which usually cause immediate and often excruciating pain.
Envenomation may be treated with sea snake antivenom (based on the venom of the beaked sea snake, Enhydrina schistosa) or tiger snake antivenom. In the case of the latter, 2 ampoules should be given initially.
While using antivenom is the treatment getting the victim to a hospital that has it is the big problem and can be made worse by distance offshore or from appropriate facilities. This often involves a medivac situation either by helicopter or fast vessel.
Dealing with a sea snake bite
All sea snake bites should be treated as a medical emergency!
First the DO NOT’s
Do not wash the bite area
Do not apply a tourniquet
Do not cut the wound
Do not try to suck the venom (poison) out
If bitten by a sea snake sit down immediately, restrict all movement and notify another crew member who will then follow the guide below.
Snake bite treatment
Immobilise the victim immediately;
Have the Master or other crew member call 000 or 112 in remote areas and ask for ambulance;
Apply a pressure immobilisation bandage over the bite site itself. It should be tight and you should not be able to easily slide a finger between the bandage and the skin;
Use a elasticised roller or compression indicator bandage to immobilise the whole limb. Start just above the fingers or toes of the bitten limb and move upwards on the limb as far as the body;
Write the time on the bandage over the bite site if possible;
Splint the limb including joints on either side of the bite;
Keep the person and the limb completely at rest.
Severe allergic reaction
Rarely, some people have a severe allergic reaction to being bitten by a snake. The reaction can happen within minutes and lead to anaphylactic shock (anaphylaxis). Anaphylactic shock is very serious and can be fatal.
Symptoms of anaphylactic shock include:
difficult or noisy breathing
difficulty talking and/or a hoarse voice
a swollen tongue
persistent dizziness or collapse
swelling or tightness in the throat
being pale and floppy (young children)
wheeze or persistent cough
If you or someone near you has symptoms of anaphylaxis (severe allergic reaction), call triple zero (000) and ask for an ambulance. If you have access to an adrenaline autoinjector (EpiPen™ or Anapen™), use it, continue to follow the steps of an ASCIA allergy action plan, if one is available.
In some cases, the person bitten by the snake may need cardiopulmonary resuscitation.
Venomous bites
Venomous bites are when a snake bites your body and releases venom into the wound. Snake venom contains poisons that are designed to stun, numb or kill other animals.
Symptoms of a venomous bite include:
severe pain around the bite — this might take time to develop
swelling, bruising or bleeding from the bite
bite marks on the skin — these might be obvious puncture wounds or almost invisible small scratches
Once venom starts to spread within the body, you may develop symptoms including:
muscle weakness or paralysis (being unable to move)
Recommendations
Our number on recommendation is to have a recognised snake bit kit onboard. These contain Compression Indicator Bandages which ensure you get the right pressure on the limb. Too much pressure and you stop or reduce the blood flow, too little compression allows the venom to move and increases the risk level for the victim. A good snake bite kit will contain cotton gauze swabs, an emergency blanket, gloves, a permanent marker and 2 or 3 compression bandages. If you work in areas where sea snakes inhabit don’t leave port without a good quality snake bit kit!
Tip
The best tip we can give you is to ensure at least two people onboard have a “current” first aid and CPR certificate. This ensures that if a person with current first aid is the victim there is another person to provide first aid.
https://shorlink.com/wp-content/uploads/Shorlink-Blog-Posts-Image-1.png8321880Traceyhttps://shorlink.com/wp-content/uploads/2023/01/Shorlink_Logo_Transparent-002.pngTracey2023-02-21 15:00:462023-03-20 17:59:41Dealing with sea snake bites! Do you know how?
When undertaking recent audits on vessels it became clear that many Masters’ either forgot or didn’t know the full extent of their responsibilities.
While most, and I say most Master’s know how to operate the vessel many have not kept up to date with current requirements such as keeping log books, running drills, recording inductions and training, etc.
In this day and age is critical to ensure your paperwork is up to date at all times. Should an incident occur and its not recorded in the log book or reported (reportable incidents only) then you could be in big trouble.
Section 5 of Marine Order 504 states that the Master has a responsibility for ensuring that operational requirements are being complied with. Operational requirements is not just driving the vessel it includes but is not limited to the following:
Complying with the organisations policies
Implementing the vessels Safety Management System (SMS)
Following all of the operational procedures and emergency procedures
Inducting new crew members onto the vessel and the SMS
Undertaking regular ongoing training (drills) to ensure all crew members are competent in dealing with emergency situations
Recording all drills appropriately
Maintaining the vessels Log Book
Ensuring the vessel, machinery and equipment are operated properly and well maintained
Identifying repairs and/or maintenance that needs to be addressed
Ensuring maintenance records are maintained and up to date at all times
Maintaining passenger records (passenger vessels only)
Documenting and reporting marine incidents to AMSA
Vessels Deck Log Book
This is one of areas most neglected by many Masters and it’s the one area that can cause major issues if not completed properly. Section 11 in MO504 specifies that a log book must include details of the following:
any illness or injury of persons onboard;
any marine incident, other incident or accident involving the vessel or its equipment;
any assistance rendered to another vessel;
any unusual occurrence or incident;
all communications and messages sent or received for an emergency;
all passenger counts conducted for the vessel;
any operation of the vessel for recreational purposes.
So many log books we’ve reviewed fall short on so many points.
Reporting Marine Incidents
This is another area that often gets overlooked which can have serious repercussions to both the Master and vessel owner.
There are two (2) forms that should be completed as soon as is reasonably practicable following the incident and these are:
Incident alert (Form 18)
This form alerts AMSA that there has been a marine incident and can be filled in online but must be completed and submitted to reports@amsa.gov.auby the owner or master as soon as reasonably practicable* after becoming aware of the incident.
This form provides all the details about the incident, vessels involved and any injuries and must be completed by the owner or Master and submitted to reports@amsa.gov.au within 72 hours of the incident. Go to Form 19 by clicking on this link amsa-19-incident-report-form.pdf
If you would like to find out more about marine incident reporting by clicking on the link below.
If you employ crew, including Masters you should have your own specific requirements for your Master or Masters’ but there are legal responsibilities every Master must comply with.
The Master has the overriding authority and responsibility to make decisions with respect to safety and pollution prevention.
Note that means when operational and does not mean that the Master can make changes to policies and/or procedures without the approval of the owner. Also be aware that if changes are made they must be recorded in the appropriate manner.
Recommendations
Top recommendation is ensure you or your Masters’ know exactly what their responsibilities are and what’s expected of them. if you’re the Master it’s up to you to ensure you comply will all the current requirements.
If you’re a vessel owner and engage Masters’ then it is your responsibility to ensure all Masters’ know exactly what is expected of them and their requirements to ensure full compliance.
Tips
If you engage Masters’ under an agreement or contract of any kind you must ensure they are fully aware of the responsibilities and conditions in their contract. Too many Masters’ will sign a document without reading it first. Best tip is to help them out and go through it in detail with them. this can save a lot of potential problems down the road.
Need a Log Book? Click Here for our range of Log Books that were ‘designed by a mariner for a mariner’ with Free Postage!
What you need to know in relation to Marine Orders 504 and 505 which were released this January 2023 and how they may impact your operations.
We’ve had detailed discussions with AMSA and the bottom line is if you operate a DCV where you have a crew member stand watch, referred to as a deck or navigation watch you will be required to have a second Mater onboard.
That’s right, if you normally appoint a watchkeeper so as you can rest, sleep or do other work you’ll need to have another Master with the appropriate ticket onboard.
For example if you have a 23mtr vessel you’ll need two (2) Masters onboard who hold a current Master <24 m NC ticket.
Here is what’s required
Marine Order 504 Schedule 1 Clause (17) specifies that a deck/navigation watchkeeper must be qualified in accordance with Clause 7.3 of Subsection 7B of the NSCV Part C. The requirement is for the watchkeeper to hold a Long Range Operator Certificate of Proficiency (or higher).
Marine Order 505 Schedule 1 Duties and functions for which a certificate of competency is required is where you’ll find what their duties are limited too.
In Marine Order 505 Schedule 3 Eligibility and sea service requirements identifies what courses are required to attain specific certificates of competency.
Marine Order 505 also specifies that to undertake a Navigational Watch or be a deck watchkeeper the following applies (see below for definitions):
For inshore waters: Coxswain Grade 1 NC.
For offshore operations: Master <24 m NC. This enables the holder to act as a deck watchkeeper on vessels <100 m and <3000 GT <EEZ
Inshore Waters means non-tidal waters
Offshore Operations means vessel operations that are:
within 200 nm seaward of the baseline of:
the Australian mainland; or
the Tasmanian mainland; or
a recognised island; and
in waters to the outer limits of the EEZ.
Here is the wording direct from AMSA identifying who is not permitted to be in charge of a navigational watch.
A person is not in charge of a navigational watch when working:
as a general-purpose hand (this means a deckhand, certified as a GPH or not)
as a navigational watch rating
under training
to assist a master
under the direct supervision of the person in charge of the vessel
I’ve had, and still having ongoing discussions with AMSA in relation to this highlighting the:
lack of suitably qualified Masters’ with experience in the required areas of operation;
impracticality of dual Masters’ on DCV’s, especially in vessels up to 40mtrs;
economic/financial impact on operators;
added stress and anxiety this is going to cause owners and operators;
potential for depression and potential suicide; and
applying of “big ship” operational procedures to DCV’s.
Here’s two of the responses I got from AMSA:
“you’ll just have to employee another Master”; and
“in the consultation process many owners agreed to this along with insurance companies”
The bottom line is that for many your SMS may have to be updated along with the Appropriate Crewing Calculator to reflect these changes.
We would be more than happy to hear your response to these changes. Please email your comments to wayne@shorlink.com as he is keen to hear them.
Recommendations
Our primary recommendation is consider your operations and how these impacts on them both operationally and financially. You then have to implement changes in crewing and/or how you operate.
Tip
If you need help with any of the new laws, please contact our office as these changes can have a major impact on your business both operationally and financially.
https://shorlink.com/wp-content/uploads/2023/01/urgent5.jpg374580Traceyhttps://shorlink.com/wp-content/uploads/2023/01/Shorlink_Logo_Transparent-002.pngTracey2023-01-24 09:23:022023-03-20 17:59:44URGENT! Changes to Marine Order 504 & 505. What you need to know and understand?
Over the years, most common work-related injuries and fatality rates have decreased thanks to an increase in workplace health and safety measures. But there is still a lot of work to do to get that number down to zero.
The most common work injuries are slips, trips, and falls, overexertion, and contact with equipment. All of these injuries are mostly preventable by taking the proper precautions and adhering to workplace procedures. In this article, we’ll look at the most common work-related injuries and provide some helpful guidelines on how to prevent them.
If you are currently experiencing any type of workplace injury, do not wait to seek medical attention. Even if it seems small, injuries due to falls, overexertion, burns, etc. can progress over time and cause serious complications later on.
The 7 most common workplace injuries
Slips, trips, and falls
Slips, trips, and falls are some of the most common types of workplace injuries and are the top reason for worker’s compensation claims. This includes workers who:
Slipped on an icy, oily, or wet floor
Tripped due to unprotected sides or holes, poor lighting, or clutter
Fell off ladders, roofs, cabin tops, etc.
These types of injuries can be prevented by being aware of your surroundings and by following the operational procedure for Working at Heights
Overexertion and muscle strains
Overexertion injuries like muscle strains and repetitive strain injuries (RSI) can cause long-term debilitating pain and lead to an overall loss in productivity. This type of occupational injury can be caused by:
Improper lifting technique
Manually lifting heavy objects
Repetitive work with no breaks
Jumping to another level
A collapsing structure
Lifting, pushing, carrying, or throwing
Microtasks on a factory line
Typing or moving a mouse without good ergonomics
To prevent overexertion and muscle strains you should always be following an operational procedure for Manual Handling. Remember, if it’s too heavy ask someone else to help you or use a lifting device or forklift.
To avoid overexertion and reduce your risk for lasting physical harm, ensure you take frequent breaks and that you are using that time to rest and stretch
Untreated injuries can progress over time, causing you more issues down the road.
Struck by workers, equipment, or falling objects
We’ve all walked into the sharp edge of a counter or turned into a wall, but when you’re working in a high-risk industry, these injuries can be far more serious. These types of injuries can include severe hand injuries, severed limbs or fingers, traumatic head injuries, stress fractures or full bone breaks, blindness, and more.
Workplace injuries of this nature are commonly caused by:
Poorly guarded machinery
Falling tools, debris, or materials
A part of the worker’s body being caught in a winch, wire or gears
Dropped loads
Pressure between the person and the source of the injury
The tipping over of heavy equipment
Excessive vibration
Bumping into an object or equipment
Being pushed into a hard surface of any kind
Walking into walls or machinery
Thankfully, many of these accidents can be prevented by staying aware of your surroundings, following established policies and procedures, using the proper personal protective equipment (PPE), avoiding loose clothing, and putting away unnecessary hazards.
Crashes or collisions
Whether you’re driving a motor vehicle, including forklifts or are working around them, you are at risk of getting hurt in a crash or collision. For example, if you’re working on the ground in a warehouse, you could be hit or run over by a forklift.
Other instances resulting in a crash or collision could include:
Falling from a vehicle
Forklift roll-over
Getting stuck under an overturned vehicle
Large-truck drivers drinking and driving
Being struck by objects falling from a vehicle
Semi, tractor-trailer, and tanker truck crashes
When operating any type of motorised vehicle, ensure you are wearing your seat belt and taking the proper safety measures established by your employer.
Exposure to harmful substances or environments
Those who work in loud environments or around hazardous chemicals risk severe injuries to their ears, eyes, skin, and respiratory systems if they are exposed without proper protection.
Be sure to familiarise yourself with any chemical safety data sheets and wear proper ear protection, safety goggles, gloves, and any other required PPE when exposed to harmful substances or loud noises.
6. Fire and explosions
Fires and explosions can burn your body tissue, cause severe damage to your respiratory system, and potentially cause disfigurement. This type of workplace injury is not too common, but it does have the highest casualty rate depending on how close you are to the blast. Injuries for explosions are categorized into four types based on level of impact to your body:
Primary blast: injury caused by the blast wave unique to high order explosions
Secondary blast: injury due to flying objects or debris displaced by the blast wind
Tertiary blast: injury due to displacement through the air or a structure collapse
Quaternary blast: all other injuries including crush injuries, burns, radiation, and inhaling toxic substances
To avoid these types of injuries, ensure that you and your co-workers are following Operational procedures, wearing the proper personal protective equipment (PPE), and maintaining chemical safety data sheets for all chemicals.
Violence and other injuries by persons or animals
As much as we’d like to think that fighting at work doesn’t exist, it does happens! Compounding stress and tension can result in an aggressive confrontation from an employee or customer, leading to harassment, intimidation, and even physical assault. Injury caused by animals can also be a concern for commercial fishers, foresters and individuals working on a farm or in other environments where animals, like dogs, are present.
One of the best ways for a worker to avoid workplace violence is to set a zero-tolerance policy covering all individuals who come in contact with company personnel. When working with animals, you can reduce injury by wearing the proper attire, following guidelines set by your employer, and staying alert at all times.
Common causes of work-related fatalities
The “fatal four” work-related fatalities leading to death include:
Being struck by a moving vehicle or object / motor vehicle crashes
Slips, trips, and falls from tall heights
Electrocutions
Getting caught in or between machines, devices, or tools
Although you cannot control when an accident occurs, there are steps you can take to reduce work-related injuries and help keep yourself safe.
If you feel or suspect that the safety of yourself or others are at risk, never hesitate to report it to your company.
Shorlink’s Recommendation
We strongly recommend you review your operational procedures in relation to all tasks undertaken on your vessel or in your workplace. Ensure they are clear, conscience and easy to follow.
Secondly it’s vital that you review your emergency procedures relative to your operations to ensure your workers know what to do in the event of an emergency.
Remember, keeping your procedures up to date is a legal requirement under the Work Health and Safety Act and associated Regulations.
Tip
While keeping your procedures up to date is great if workers have not been inducted into procedures relevant to their assigned tasks they are all but useless!
Ensure you induct all workers into procedures relevant to their operations and the best tip we can give you is to have a sign off page for all procedures and have each worker sign off them.
https://shorlink.com/wp-content/uploads/2022/12/Picture6.png681940Traceyhttps://shorlink.com/wp-content/uploads/2023/01/Shorlink_Logo_Transparent-002.pngTracey2022-12-06 09:00:462023-03-20 17:59:47Most common workplace injuries. Do you know what they are?
Drowning doesn’t mean flailing arms and calling for help.
Knowing these silent signs of drowning can mean the difference between life and death.
This newsletter is not only for those at sea but is critical knowledge for anyone around water anywhere!
If two or more people are in the water, which one do you rescue first?
Unfortunately, the fact is that often those watching don’t know what to look for because drowning doesn’t look like drowning.
Do you go first to the person waving their arms and yelling or to the one who is quiet and not waving and yelling?
In most cases you’re going to the person who is NOT waving and yelling!
Read on to discover what you need to look for….
To ward off a tragedy in the making, watch for these 8 signs that someone is in trouble!
They can’t call for help They have to be able to breathe before they can speak. When a person is drowning, their mouth sinks below and reappears above the surface of the water. There isn’t time for them to exhale, inhale, and call out.
They can’t wave for help either. A drowning person instinctively extends their arms to the sides and presses down to lift their mouth out of the water; a child may extend their arms forward. They can’t use their arms to wave, move toward a rescuer or reach for rescue equipment.
They remain upright in the water with no evidence of kicking. They can struggle for only 20 to 60 seconds before going under.
Their eyes are glassy and unable to focus or closed.
Their face may be hard to see as their hair may be over their forehead or eyes.
Their Head is low in the water with their mouth at water level and their head may be tilted back with mouth open. A child’s head may fall forward.
They are quiet. Children playing in the water make noise. When they get quiet, you need to get to them and find out why.
They don’t seem in distress. Sometimes the most important indicator that someone is drowning is that they don’t look like they are drowning. They may just seem to be looking up at the sky, shore or the vessel. Ask them, “Are you all right?” If they can answer at all, they probably are BUT if they return a blank stare, you may have less than 30 seconds to get to them.
Shorlink’s Recommendation
We strongly recommend you and your crew and/or workers if they work around water, know the 8 quite signs of a person drowning AND have up to date CPR training.
By simply knowing these signs allows you to understand the difference between someone who needs immediate help and another who may be able to survive a little longer when there are 2 or more persons in the water.
Tip
When someone is in the water throw anything that floats towards them to help support them until you can rescue them. If there’s a lifebuoy close at hand throw it towards them.
Remember you don’t want this to be the last thing you see of the victim!
https://shorlink.com/wp-content/uploads/2022/11/Drowning-3.jpg408612Traceyhttps://shorlink.com/wp-content/uploads/2023/01/Shorlink_Logo_Transparent-002.pngTracey2022-11-29 09:00:532023-03-20 17:59:48Is that person drowning? 8 Things You Should Know
Since March 2020, the marine industry has had many highs and lows. From little or no business, to high levels and too often without enough staff. Staffing in Australia and indeed the world over in most industries is an ongoing major issue.
Whilst the supply of goods by sea and some services has continued throughout the pandemic, we now face staff shortages both on sea and land which makes the working conditions continue to be challenging.
Maritime safety data and research highlight a critical need for the marine industry mental health and wellbeing to be managed more effectively, to achieve better outcomes. Here at Shorlink, we take mental health as serious as safety.
Stress can lead to mental health issues. This newsletter provides information and guidance to provide business owners’ and Masters with strategies to help alleviate the effects of stress.
It also talks about the importance of educating crew about mental health, in order to create a culture on board in which crew are able to identify when their fellow crew members are experiencing poor mental health and support one another.
Educating Crew!
It is important that masters receive adequate education on the psychological impact of stress and mental health issues. Masters need to:
have a good knowledge of both the short and long-term consequences of stress
ensure crew in their charge have appropriate information and awareness
establish prevention and minimisation programs
be able to identify crew members having problems
initiate the necessary assistance if required—this may include masters and senior crew being instructed in mental health first aid.
Recognise the signs of possible mental health problems!
If a crew member displays any of the following behaviours, they may be experiencing mental health problems:
appears to withdraw, isolates themselves, or seems quieter than usual
appears distressed
agitated or irritable
difficulty managing work or workload
more argumentative, aggressive or gets into conflicts
confused, unusually forgetful or has
trouble concentrating
behaving in a way that is out of character.
The following are some suggestions which can be used to assist crew members suffering from mental health difficulties:
spend time with the person
offer your assistance and a listening ear, but do not intrude on that person’s privacy. Be mindful that there may sometimes be deeper problems that underlie the initial problem they mention
help them with any practical arrangements they require
do not take their emotions personally, as this is probably a part of their reaction
do not downplay or dismiss their problems. Do not tell them they are ‘lucky the situation isn’t worse’—they probably don’t feel lucky
help them to re-establish a normal schedule as quickly as possible. If possible, include them in the activities of others
encourage them to be active and involved
encourage them to look at what they can manage, rather than just thinking about what they want to avoid.
Managing crew reactions!
After a mental health-related or other stressful event, crew members are often very sensitive to:
how others react to them
how others may describe the event and the role of the crew member involved,
particularly in terms of their reactions to their colleagues.
The extent to which the work/social network validates or invalidates the experience has a very important effect upon the crew members psychological adaptation or recovery.
If all crew are aware of the stressors and their potential impact, the experience of crew members having a mental health issue is more likely to be recognised and validated. If masters are aware of the principles of mental health first aid, crew are more likely to receive appropriate support following mental health issues.
Crews with low morale typically exhibit the highest risk for psychological injuries. This is because strong morale acts as a buffer or protective layer against the effects of mental health issues and other stressors.
This should be factored into decisions that may affect the management of mental health risk.
At regular intervals, the master should schedule the following:
An informal debrief—this provides crew with the ability to say how they are going and allows for the reiteration of mental health information and awareness
recognition by a valued authority— have someone, like the master, acknowledge the crew and the efforts they have made
follow up contact with crew members who may have been identified as likely to suffer mental health issues to see how they are travelling.
Owners and operators need to ensure that the conditions in which their crew work and live do not exacerbate mental health problems.
A crew members ability to access mental health services at sea is limited, hence the incorporation of strategies for mental health interventions is an essential service.
Shorlink’s Recommendation
Training staff, from Master to deckhands on mental health first aid is imperative to ensure the business is providing a healthy working environment.
Breaking down the stigma, both on board and ashore, regarding mental health issues. It should be no different than any other injury or illness.
Be alert for potential signs of mental health issues among crew members.
Proactively manage cases of mental health issues, including repatriation if appropriate.
Maintain a fair, just and supportive crew environment, as part of a positive safety culture. Resource poor environment is even more important.
Specific attention is needed in higher risk periods of the work-life cycle, such as during periods of contract extension, operating season and inability to take shore leave.
Tip
It all starts from the top down – both with attitude and education!
Emphasis should be given to training for mental health awareness and resilience. Owners and Masters should be trained in mental health first aid.
If you have any questions, or require assistance with training, please contact our office.
This is important! Please do not hesitate to share this with colleagues, bosses, friends and family.
https://shorlink.com/wp-content/uploads/2022/11/mental-health-1.png225225Traceyhttps://shorlink.com/wp-content/uploads/2023/01/Shorlink_Logo_Transparent-002.pngTracey2022-11-22 09:00:582023-03-20 17:59:49Mental Health Check after COVID. Or are we still in it?
Here’s hoping everyone got something out of last week’s issue, and it inspired at least some but hopefully all to check their vessel and workplace fire apparatus and equipment.
To follow on from last week a good starting point is to go back to fire basics and look at the fire triangle which includes Fuel – Heat – Oxygen.
What’s important to remember is if you remove just one of those items you have no fire!
Another point to remember is that a fire can get out of control within seconds and can generate heat in excess of 1,000°C.
This alone should encourage people to take action quickly unless you have some strange underlying desire to suffer serious injury and burns!
Here’s a few of the more common areas where the potential for a fire is quite high.
Engine and/or machinery rooms: leaking fuel or hydraulic/oil lines and bags of rags
The galley or kitchen: oil fires and stoves and other appliances left unattended
Store rooms: paint, grease, oil fires, cardboard/paper fires, etc.
Accommodation areas: mobile phone/tablet/laptop chargers and overloaded power boards
Leaking fuel or hydraulic lines are often the cause of fires in engine and machinery rooms. Fuel or oil leaking onto hot engine components, especially exhausts or turbo chargers is a fire about to happen.
Bags of damp or used rags left in engine or machinery rooms are also a recipe for fire.
The picture below shows a leaking fuel line and a bag of rags, both major causes of fires!.
The answer to these and most other potential fire hazards is regular inspections of fuel and hydraulic/oil lines and ensuring the safe storage and disposal of rags.
Oil fires on stoves are another common cause of fires as is leaving cooking appliances unattended which usually happens when someone calls the cook to help them with something.
Knowing how to use a fire blanket is vital but during training session we deliver unfortunately very few people actually know how to use them to extinguish and mitigate reignition.
Here’s what everyone should know about using fire blankets.
Pull the tabs to remove it from the packet and open the fire blanket
Take hold of the tabs and flick the top over your hands
Approach the fire slowly with the blanket just below your eyes
Place it gently over the fire. DO NOT throw it as this will fan the fire
Then the step that just about everyone misses – turn off the power or gas supply!
Leave it in place for at least 20 – 30 minutes or longer
Remove it using the tabs to slowly slide it back towards you
Note that when you’ve used a fire blanket it cannot be re-used and must be replaced.
We have a major hate in the use of power boards and charging phones, tablets and laptops in accommodation areas.
These are known causes of fires not only onboard vessels but in offices and homes as well.
The picture below shows a power board that’s overheated and was the start of a fire!
People in their bunks get up and inadvertently throw bedding over the item which causes an extra build-up of heat and there’s your fire waiting to happen.
Shorlink’s Recommendation
As per last week’s recommendation and for your safety and the safety of all others and vessel or premises ensure you have a procedure in place and that you undertake regular drills.
Secondly, monitor the use of extension leads and power boards to ensure they are not overload.
And remember, if you take away one side of the triangle (fuel, heat or oxygen) you extinguish the fire!
Tip
It’s a standing rule on the boats we manage, and in our homes that there is no charging of mobile phones, etc. in cabins or bedrooms and it’s a tip for you to follow!
https://shorlink.com/wp-content/uploads/2022/10/Fire-Triangle.png209242Traceyhttps://shorlink.com/wp-content/uploads/2023/01/Shorlink_Logo_Transparent-002.pngTracey2022-11-08 09:00:522023-03-20 17:59:50More on Fire Safety. Are you aware of these?
This is a very important question because over the last 12 months we’ve undertaken several Safety Audits both on vessels and in workplaces ashore and conducted multiple onboard training sessions where fire safety was compromised.
How does your fire safety stack up?
Here’s a short list of things we’ve discovered during our Safety Audits and training sessions:
Empty fire extinguishers
Fire extinguishers not serviced
In one case the engine room fire suppression system bottle was empty
Air shut offs not functioning. Often these had been painted over during refit
Air shut offs with damaged dampeners
In another case an air shut off that had a bolt from a fitting located in the vent pipe which prevented the dampener from closing
Inoperable fuel shut offs
In one case a fuel shut off that had to be accessed through a hole in the deck with a fitting that could not be removed
Fire hydrants and/or hoses in disrepair
A lack of knowledge on how to deal with a fire, even a minor one!
All of the above put the vessels at risk in the event of a fire onboard, especially in the engine room.
While the above list is based on vessels, many of the items are also relevant to workplaces such as factories, offices, etc.
Fire extinguishers that have been discharged or otherwise become inoperable should never be onboard or in the workplace, they must be serviced when due.
Check the gauge on a regular basis and if it is in the RECHARGE section, get it recharged immediately!
Do you have Dry Chemical extinguishers on your vessel in your workplace?
If yes, ensure you know what class they are as there are two classes for Dry Chemical extinguishers, these are:
ABE Type :
Class A Fires – paper, cardboard, wood, fabrics, people etc.
Class B Fires – flammable liquid fires, petrol, diesel, oil etc
Class E Fires – electrical fires, computers, photocopiers, switchboards etc
BE Type:
Class B Fires – flammable liquid fires, petrol, diesel, oil etc
Class E Fires – electrical fires, computers, photocopiers, switchboards etc
Air shut offs that do not fully operate put your vessel at risk. You need to check them for full operation regularly, especially after a refit where painting has been undertaken.
The picture below was supplied by AMSA as an example of a damaged air dampener.
Fuel Shut offs: The location and operation of your fuel shut offs is also critical for your safety in the event of an engine room fire. These should also be checked regularly for effective operation.
The picture below is an example of a cable operated fuel shut off.
Fire hydrants and fire hoses are fitted on many vessels, but we’ve found ‘lay flats” hoses that were in disrepair, one that even feel apart when pulled out!
Shorlink’s Recommendation
For your safety and the safety of your crew, workers and/or clients and vessel or premises ensure you have a procedure in place and that you undertake regular drills.
Secondly, make sure all crew and workers can identify the classes of extinguishers and their specific uses.
Also, it’s critical to your safety that you undertake regular checks of ALL your fire fighting apparatus and equipment to ensure it works when required.
Tip
Best tip for Dry Chemical extinguishers is to turn them upside down and give them a little shake on a regular basis.
The reason for this is that the powder compacts on the bottom of the extinguisher and may not work efficiently or work at all.
https://shorlink.com/wp-content/uploads/2022/10/fire13.jpg187187Traceyhttps://shorlink.com/wp-content/uploads/2023/01/Shorlink_Logo_Transparent-002.pngTracey2022-11-01 09:00:482023-03-20 17:59:50Fire! How safe is your workplace?
While it’s not a question that most people have considered or even thought about it’s one that vessel owners and operators should. It’s not just vessel Master’s it should be considered for business managers as well.
But staying with the Master scenario what would your crew do if something happened to the Master?
Here’s a couple of examples to get you thinking…
One of 2 deckhands onboard a trawler walked into the wheelhouse and found the Master lying unconscious on the wheelhouse deck.
What should he do?
A charter vessel was on a night time delivery voyage when the Mate walked into the wheelhouse to relive the Master who was not there.
Where is the Master?
Onboard a trawler that was working the Mate walked into the wheelhouse to let the Master know it was time to winch up but there was no Master.
What happened to the Master?
Do these examples sound strange, well it’s sad to say but all three are real life situations that actually occurred!
In scenario 1 the Master had suffered a heart attack (most likely due to the crew!) and while being attended to by the deckhands the vessel ran aground.
The Master in scenario 2 went into the engine room without letting anyone know (which was against the SMS procedures) and got his hand caught in machinery causing serious injuries.
In the last example the Master simply fell overboard from the wheelhouse deck while checking the wires. Fortunately, he was recovered a short time later.
What do these 3 examples tell you?
Very simply Masters are not as bullet proof as many think they are and therefore every SMS should have a procedure for dealing with an Incapacitated Master.
Does your SMS have an Incapacitated Master procedure?
It’s a procedure we put in all the SMS manuals we develop and one that’s actually saved lives!
Shorlink’s Recommendation
We strongly recommend that you have a procedure to deal with a Master that’s become incapacitated in any way. You need to take into account potential causes and how to deal with them in the event the Master becomes incapacitated for any reason.
If you’re the Master then you want to be saved and if you’re the owner and the Master becomes incapacitated or is lost then you can become legally responsible if there is no procedure for dealing with an incapacitated or lost Master.
Tip
Our tip is to ensure you include the one thing we DO NOT seen in Incapacitated Master procedures we’ve reviewed and that is “what’s the boat doing and where is it”.
Those two things are what can save you from having a single emergency to encountering multiple emergencies situations at once.
https://shorlink.com/wp-content/uploads/2022/09/featured-image-37.jpg335599Wayne Linklaterhttps://shorlink.com/wp-content/uploads/2023/01/Shorlink_Logo_Transparent-002.pngWayne Linklater2022-10-18 09:00:212022-09-29 15:11:03What happened to the Master: Do you know?
