Hot work is any work that has the potential to ignite nearby combustible, flammable or explosive material.

Hot Works. Are you undertaking them correctly.

Common hot work tasks include:

  • Grinding
  • Welding
  • Thermal or oxygen cutting
  • Other related heat-producing or spark producing operations

Hot work potential hazards:

  • Fire: caused by heat, molten metal, sparks or direct contact with cutting or welding flames.
  • Explosions: caused by the presence of gas, liquid vapours or suspended flammable dust.
  • Toxic fumes: generated directly from the hot work process or through heat decomposition of nearby material(s).
  • Burns

These hazards create a serious risk to workers health and safety that can lead to injury, illness and death.

For example, burns from heat radiation or contact with flames, sparks, molten metal or hot surfaces, and exposure to hazardous fumes.

Hot work processes have the potential to ignite fires that can travel beyond site boundaries. Fires may also start well after the completion of any hot work activities due to residual heat.

The Australian Standard AS/NZS 1674.1:1997 – Safety in welding and allied processes Part 1: Fire Precautions may be of benefit when identifying and controlling risks.

Worker competencies

Any worker undertaking hot work must:

  • Hold the welding qualification relevant to the task being performed; and
  • Grinders, thermal or oxygen cutting or heating equipment, or other related heat-producing or spark-producing equipment must only be operated by workers who are experienced and competent in using the equipment.

Hot Work Permits

Where hot work is to be undertaken in an area other than a designated hot work zone a Hot Work Permit is to be completed. The Hot Work Permit is divided into four (4) sections:

  • Details of hot work
  • Risk controls to be implemented
  • Verification of risk controls
  • Completion of work

Designated hot work zones

A designated hot work zone may be established and authorised by the relevant manager. A hot work permit is not required to undertake hot work in a designated hot work zone.

In order for an area to be designated a hot work zone a risk assessment must be documented, and the outcomes of the risk assessment documented and retained.

Hot works in hazardous areas

A hazardous area is an area in which a flammable atmosphere is or may be expected to be present. Hot work in hazardous areas requires special precautions to be implemented before it can be undertaken.

Before undertaking hot work in a hazardous area, a Job Safety Analysis (JSA) must be developed to specify how the work will be undertaken and the risk controls that will be implemented.

General hot work safety

When undertaking any hot work, the following safety requirements must be meet:

  • Identify the scope of work and the potential hazards; e.g., flammable atmospheres or generation of toxic fumes, etc.
  • Monitor the atmosphere by undertaking atmospheric testing for flammable gasses before and during hot works, even in areas where a flammable atmosphere is not anticipated
  • Check for hidden voids or compartments that may share the same airspace. These areas may be a hidden source of flammable vapours
  • Ensure all areas are free of flammable and/or potential flammable vapours
  • Ventilate, clean or ensure the vapours and/or gasses have been made inert in the space before undertaking any hot work that when heated may create an explosive atmosphere
  • Ensure safe work practices are followed when undertaking hot work
  • Ensure hot work permits are obtained where necessary.

Shorlink’s Recommendation

Number one recommendation is to ensure any person undertaking hot work has the appropriate qualifications for the work they are undertaking.

Secondly ensure a Hot Work Permit is in place prior to the start of any hot works where required and thirdly ensure all safety precautions are in place.

Tip

If undertaking hot work onboard a vessel or in a workplace where the work is carried out in the same location and is not a designated hot work zone you can develop a generic Safe Work Method Statement (SWMS) which will cover your operations. This saves you from having to do a JSA every time!

If you operate any charter vessel that includes recreational snorkelling as part of the activities you must ensure you have an appropriate procedure in place. Failure to have a recreational snorkelling procedure in place leaves you wide open to serious litigation in the event of an incident,

Recreational snorkelling – Do you know the rules?

While recreational snorkelling is a fun and a great experience it also has many dangers associated with it. Dangers that can and have resulted in minor injuries through to loss of life.

The good news is there is a Code of Practice in place which is the Recreational Diving, Recreational Technical Diving and Snorkelling Code of Practice 2018.

Section 4 Control measures for recreational snorkelling covers off on all the factors that must be taken into account when undertaking recreational diving operations.

The key points are:

  • Assessing snorkellers
  • Medical fitness
  • Control measures for at risk snorkelers
  • Supervision of snorkelers in open water
  • Appropriate skills and knowledge
  • Instruction and advice to non-English speaking persons
  • Equipment for snorkelling

You must ensure you cover all of the above and how you are going to achieve them, i.e how are you going to assess snorkelers and their medical fitness, do they need floatation devices, etc.?

You must also undertake a snorkelling risk assessment which is to be prepared by the snorkelling supervisor and should include:

  • Currents
  • Weather
  • Surface conditions
  • visibility

in addition you must specify the number and location of supervisory personnel taking into account:

  • the size, type and location of the snorkelling site
  • environmental conditions
  • number of people snorkelling in the water
  • ability of snorkellers
  • skills and abilities of supervisory personnel
  • type and effectiveness of rescue and communications equipment.

While all of this may sound like a lot it’s critical information to keep your clients and workers safe and minimise the potential for something to go wrong!

Shorlink’s Recommendation

Our number one recommendation is to ensure you have a procedure in place for recreational diving and that all the necessary equipment, both snorkeling and rescue items are in place and in good condition.

Secondly make sure you have a rescue plan in the event a snorkeler or snorkelers get into trouble, especially children.

Tip

Make the effort to check your safety and rescue equipment every day before undertaking any diving activities. You don’t want to be in a situation where your faced with an emergency and the rescue equipment fails!

The disposal of all garbage into the sea from vessels is prohibited, except in some limited circumstances.

Under MARPOL Annex V, garbage includes all kinds of food waste, domestic waste and operational waste, all plastics, cargo residues, incinerator ashes, cooking oil, fishing gear, and animal carcasses generated during the normal operation of the vessel.

Garbage Discharges. Do you know the requirements?

Food wastes

While the vessel is en-route, food wastes that have been ground and capable of passing through a screen with openings no greater than 25mm, can only be discharged 3nm or more from the nearest land.

Garbage Discharges. Do you know the requirements?

Food waste not ground can only be discharged 12 nautical miles or more from the nearest land. Vessels operating alongside or within 500mtrs of a fixed and floating platform cannot discharge food waste, except under very limited circumstances.

Additional requirements are in place for vessels operating in MARPOL Special Areas and Polar Regions. Refer to MARPOL for more information, noting that there are currently no Annex V Special Areas designated around the Australian mainland. There is, however, an extended ‘nearest land’ boundary around the Great Barrier Reef area.

Cargo residues

Cargo residues may be left over after loading or unloading. Cargo residues classified as Harmful to the Marine Environment (HME), cannot be discharged into the sea, except under very limited circumstances. Such waste must be discharged to an onshore waste reception facility.

Cargo residues not classified as HME can be discharged into the sea provided that the vessel is en-route, and the discharge occurs as far as practicable from the nearest land, but not less than 12 nautical miles from the nearest land.

Cleaning agents or additives contained in holds, deck and external surfaces wash water can be discharged into the sea, provided that they are not classified as HME.

For cleaning agents and additives, HME substances are those that are identified as marine pollutants in the International Maritime Dangerous Goods (IMDG) Code, or which meet the criteria in the Appendix of MARPOL Annex III (harmful substances). These criteria can be found in the 2017 Guidelines.

Animal carcasses

Animal carcasses may only be discharged into the sea when:

  • the vessel is not in a MARPOL designated special area;
  • the vessel is en-route, and the discharge is as far as possible from the nearest land;
  • the carcass has been slit or cut so that its thoracic and abdominal cavities are opened or passed through a comminuter, grinder, hogger, mincer or similar equipment; and
  • the discharge is undertaken in accordance with section 2.12 of the 2017 Guidelines.

Mixed garbage

When different types of garbage are combined or contaminated by other substances that are prohibited from discharge, the more stringent discharge requirements will apply.

Garbage management

AMSA requires that larger vessels manage, and record waste generated on board the vessel, including discharges.

Garbage Management Plans

Under MARPOL Annex V every vessel of 100 gross tonnage and above, and every vessel certified to carry 15 or more persons, is required to carry a Garbage Management Plan. The Garbage Management Plan contains procedures for collecting, storing, processing and the discharge of garbage, including the use of equipment onboard.

Garbage Record Books

Under MARPOL Annex V every vessel of 400 gross tonnage and above, and every vessel certified to carry 15 or more persons engaged in international voyages, is required to maintain and retain onboard a Garbage Record Book.

Fishing vessel operators must record the discharge or loss of fishing gear in the Garbage Record Book or the vessel’s official logbook.

The Garbage Record Books are divided into Part I and Part II. Part I is used by all vessels, but Part II is only required for vessels that carry solid bulk cargoes.

Part I covers discharges of:

  1. Plastics
  2. Food wastes
  3. Domestic wastes
  4. Cooking oil
  5. Incinerator ashes
  6. Operational wastes
  7. Animal carcass(es)
  8. Fishing gear
  9. E-waste

Part II covers discharges of:

  1. Cargo residues (non-Harmful to the Marine Environment)
  2. Cargo residues (Harmful to the Marine Environment).

Placards

All vessels of 12 metres or more in length are required to display placards that notify the crew and passengers of the MARPOL garbage discharge requirements for that vessel under MARPOL.

The placards should be placed in prominent places onboard the vessel where the crew and passengers will see them to inform how they can manage their waste (e.g., galley spaces, wheelhouse, main deck and passenger accommodation).

Garbage Placards can be obtained from any AMSA office or by submitting a request to AMSA through the AMSA website.

Reception facilities

Australia is required under MARPOL to ensure that adequate reception facilities are available in ports and terminals to meet the needs of the vessels regularly using them, including the reception of all waste streams generated on board a vessel during normal operations.

Further information on arranging for waste reception, reporting inadequacies of facilities, and best practice regarding the provision of waste reception facilities in Australia can be found on AMSA’s Waste reception facilities in Australian ports webpage.

Exceptions

Exceptions to the prohibition of garbage discharge under MARPOL Annex V are:

General garbage

  • The discharge of garbage from a vessel is necessary to secure the safety of a vessel and those on board, or saving a life at sea;
  • The accidental loss of garbage resulting from damage to a vessel or its equipment, provided that all reasonable precautions have been taken before and after the occurrence of the damage, to prevent or minimise the accidental loss;

Fishing gear

  • The accidental loss of fishing gear from a vessel provided that all reasonable precautions have been taken to prevent such loss; or
  • The discharge of fishing gear from a vessel for the protection of the marine environment or for the safety of that vessel or its crew.

When the loss or discharge of fishing gear, such as nets, long lines, fish traps or any human-made contraptions designed to catch fish, cannot be reasonably retrieved, and poses a significant threat to the marine environment and navigation, the fishing vessel operator is required to report the approximate position and reasons for the loss to the nearest port authority or the Joint Rescue Coordination Centre in Canberra (on 1800 641 792).

This allows AMSA to broadcast Maritime Safety Information (MSI) if there is a significant risk to navigation. The loss must still be recorded in the garbage record book, as above.

It is recommended that state/NT and port authorities are consulted on any local regulations that may apply in specific circumstances.

Penalties

There are substantial penalties for MARPOL breaches in the Protection of the Sea (Prevention of Pollution from Vessels) Act 1983, including the power to detain vessels.  A detention requires the owner to post an undertaking of considerable financial security.

Guidelines for the Implementation of MARPOL Annex V

The 2017 Guidelines for the Implementation of MARPOL Annex V (Resolution MEPC.295(71)), as amended, (2017 Guidelines) were developed to assist vessel owners, vessel operators, vessels’ crews, cargo owners and equipment manufacturers in complying with certain requirements set out in Annex V of MARPOL. This includes the management of cargo residues, cleaning agents or additives, and the treatment of animal carcasses.

The 2017 Guidelines also provide information on all aspects of garbage management, such as waste minimisation, vessel board garbage handling and storage, vessel board treatment of garbage (e.g., grinding or comminution, compaction and incineration).

Shorlink’s Recommendation

Where required we recommend that you have a Garbage Record book to record the relevant information or record it in the vessels Log Book.

In today’s world ensuring you maintain the appropriate records is paramount!

Tip

Use sealable bags to store garbage onboard and dispose of all garbage in the appropriate receptacles ashore.

It’s also a good tip to separate recyclable items from general garbage and place them in the appropriate recycling bins ashore.

A common mistake we often see when reviewing or auditing SMS manual is the grouping of procedures, in particular emergency procedures.

The most common one we see is the grouping together of collision and grounding which sometimes often includes flooding! Let’s look at them individually.

Collisions

Collisions are when a vessel comes into contact with:

  • Another vessel
  • Navigational aids including beacons, poles and markers
  • A wharf, pontoon or other structure
  • An oyster lease or other aquaculture facility
  • A marine creature such a whale, etc.

Collision V Grounding DO you know the difference?

A collision can best be described as hitting or colliding with a solid object such as another vessel, navigational aid, infrastructure or a marine creature!

Collisions, in the most part are avoidable by ensuring a proper lookout is maintained at all times when underway and at anchor!

Underway means when not secured to a marina or pole berth, mooring or at anchor. You are underway even if you not secured to any of the items above and do not have your motor running!

Grounding

A grounding can be described as a vessel coming into contact with:

  • the mainland
  • an island
  • coral reef
  • sand or mud bank.

Collision V Grounding

A grounding can be described as running into a land mass, reef or sand or mud bank!

Groundings as with collisions are avoidable when a proper lookout is maintained in conjunction with good navigational practice.

Good navigational practice means either local knowledge or consulting the chart for the area where you are operating.

By consulting the chart, you will be able to identify all areas where potential grounding may occur and avoid the embarrassment of being left high and dry.

So now I hope you can differentiate between a collision and a grounding and realise that there a two separate procedures required.

The other interesting thing is we often see flooding grouped with collision and grounding. While flooding can occur in either of these  incidents it is again a separate procedure and should not be grouped together with other procedures.

Shorlink’s Recommendation

We recommend you check your SMS to ensure that collision and grounding (and flooding) are not grouped together in one procedure. If they are you need to separate them and develop individual collision and grounding procedures.

Tip

When developing a grounding procedure, we recommend you take into account the seabed structures in your areas of operations and reference how you re-float your vessel.

Ensure you are familiar with the areas you operate in including local sea life, navigational aids, infrastructure, land masses, reefs and shallow water areas.

As a commercial operator we’ve all had to deal with vessel inspections by marine agencies including AMSA, Fisheries and the Water Police.

While on most occasions you get through them without too much hassle there are times when we wonder what the hell some of these officers are talking about.

I think most of us have gotten disturbed at times and even downright angry at some of the things we get thrown at us.

I can say that in most cases the officers are not displaying any form of prejudice against you as a person. Unfortunately, I have to admit to being witness to an officer going out of his way to make life hard for an operator they believed should not be on the water!

Ordinary situations can be hard enough but when you have to deal with that sort of behaviour, its hard to keep your calm.

What’s important to remember is that the person undertaking the inspection is only doing their job and they are only human after all!

One of the biggest issues to deal with is consistency. What we’ve seen happen is an inspection being undertaken in one port and being given the “all good” then going to another port only to be told all these things are wrong.

The worst one is with SMS manuals, where officers out their twist on what they think should be in your SMS.

AMSA have an SMS Assessment check list that lays out what they need to ensure is in your SMS. That’s what they should be sticking too!

So… how do we deal with onboard inspections?   

Dealing with onboard inspections at any time can cause stress, especially when you feel things are not going so well, so below I’ve listed how I recommend ALL Owners, Masters and Crew Members to respond.

During an onboard inspection I always recommend all persons involved to remain calm and respect the officers conducting the inspection, even if you disagree with their decisions.

Actions and reactions

  • Keep calm at all times
  • Don’t blow your stack no matter what
  • If you disagree with something ask them for an explanation
  • If something is found to be non-compliant or unsafe ask to be shown what it is and have them explain to you if you’re uncertain
  • If you feel the officer has been unjust or wrong in some way don’t argue about it. Let them know your concerns and ask for clarification
  • If you’re issued with a Report of Inspection with defects listed, make sure you have anything you don’t understand explained to you
  • Being issued with an order to return to port or tying up the vessel up for any reason accept it, don’t argue with the officer and follow the direction then deal with whatever was the cause
  • If you feel any decision is wrong, first follow the instructions then you can report it to AMSA but ensure you are clear about the issue have all the facts together to support your case. Be clear and concise!
  • In relation to SMS Manuals be aware that officers are viewing them to ensure they have all the required information relevant to your vessel and its operations. They are not meant to go through procedures and issue instructions about them. They may make suggestions but remember for DCV’s there is no actual approval system in place.

If you follow the above your onboard inspections will go much easier, no matter what the outcome is!


Shorlink’s Recommendation

My number one recommendation is to follow the guideline above but if you feel there is a problem with any notices given during an inspection the I strongly recommend you contact our office for advice immediately.

We have the experience and knowledge in dealing with these matters and can make life easier for you. If you have an inspection scheduled and would like assistance in dealing with it then you can arrange for us to be onboard during the inspection (based upon availability).


Tip

Safety Management Systems (SMS) are one of the biggest issues with vessel owners and operators at present due to AMSA’s increase monitoring of them.

For those who aren’t clients, my tip is to have us undertake a FREE assessment of your SMS so we can point you in the right direction. Feel free to send us a copy to sms@shorlink.com and we would be happy to assess and advise!

If you’ve received a MO504 SMS Assessment and there are items listed as “not met” then our tip is to send them to us if you’re unsure about what’s required ASAP.

Ongoing training or drills as most people know them are vitally important to the safety of your vessel and all those onboard.

Many crew often say I’ve done a safety course before so I’m all good. Well, the truth is they are so far wrong it’s not remotely funny.

Ongoing training develops what we call “muscle memory” and that’s what’s imperative in dealing quickly, efficiently and safely with emergencies.

Simply put the more often you do something the easier it is to do it, without thinking when needed in an emergency.

When we do safety audits for new clients and see how most of them run drills we observe similar habits in all but a few.

What are these habits?

Let’s look at a fire drill in an accommodation space where the Master says we’ve got a fire lets deal with it. A deckhand grabs a fire extinguisher (sometimes) then pretends to put the fire out (hopefully). Great job…or is it?

While it’s a start it’s not covering off on all the “real life” situations including but not limited to:

  • did they raise the alarm
  • did they identify the source of the fire
  • did they identify what was burning
  • did they check for persons in the cabin
  • did they get the most appropriate fire extinguisher
  • did they have back up

All of the above are critical factors in safely and efficiently dealing with the situation.

An overview of how Shorlink runs drills.

Let’s look at the same situation, a fire in the accommodation area. When we run this scenario we incorporate multiple issues to make it more a “real life” situation. In addition to dealing with the fire we also put into this drill:

  • Initial dealing with a minor fire
  • Fire going from minor to major
  • Evacuation
  • Smoke
  • Injury (burns)
  • Assembly stations
  • Abandon ship

This situation represents a real life situation and not just a quick run through of a fire situation and incorporates 5 emergency situations as follows:

  • Fire
  • Evacuation
  • Injury
  • Assembly Stations
  • Abandon Ship

You can then record all 5 in your training log. Job done. Just do the same for all emergencies to cover off real life situations.

How often should drills be run?

Some operators have said that’s great we’ll do them once a year. Well, that sounds great but in reality it puts you in a dangerous position.

For example, you do a fire drill today and no further drills have been undertaken then 6 months latter there is a fire onboard that results in a serious injury to a crew member the question will be asked if the training period was adequate. The answer is NO it’s not adequate!

While there is now no set period for drills the onus is on you and/or the Master to ensure your crew have ongoing training in emergency response.

Wayne delivering flare training


Shorlink’s Recommendation

Ensure you conduct ongoing training (drills) at regular intervals of not more than 2 months is my recommendation. I prefer to see fire drills undertaken monthly and be focused on different areas of the vessel; e.g. engine room, galley, accommodation, etc.

We undertake inductions and initial training at the start of every season or on 2 separate occasions to ensure all existing and new crew are up to speed at all times. A simple cost effective means of ensuring you meet your requirements.

If you’re unsure about your ongoing training contact us and we can undertake a Safety Audit of your training and related documentation. Don’t wait until there’s a marine incident or an AMSA inspection!


Tip

Check your training documents to ensure they are up to date and comply with the requirements! If they are not them that means that you need to do some work to get your inductions and training up to date.

When you ask a Master or Skipper have they been doing drills they almost always say yes but I haven’t had time to do the paperwork. My response is they have not been done because the Master can’t prove it by producing the records.

My tip is to put them to work doing what they should be doing and do the inductions and training AND record them to ensure that when AMSA come onboard you have the documentation to show.


Log Books

Click Here for more information on our Crew Training Log Book

Crew inductions and training, just how important are they and can they get you sent home or cause delays in getting to sea?

The simple answer is yes they can and have done so already. I’ve been telling vessel owners and operators for some time AMSA will be getting tough on inductions and training with a recent case highlighting this.

A warning for all owners, operators and Masters

AMSA undertook a vessel inspection and conducted challenge testing to see how the crew would handle an emergency situation. The result, the vessel was tied up due to the crew failing to be able to demonstrate they were competent.

You need to ensure all crew, new and existing know the location of:

  • all safety appliances
  • all firefighting appliances and equipment
  • fuel shut offs
  • air shut offs
  • fire suppression system activation point
  • engine room fans
  • isolation points for electrical areas and items

Not only do your crew have to know where these items are but also how to use them. It’s no use knowing where something is and not knowing how to use it properly and safely!

Do your crew know where all of the above items are and how to use them?

If not then be prepared to be sent home or tied up before you leave port because AMSA now have a focus on ensuring all crew members can handle emergency situations and…so should you!

For fleet owners

If you’re a fleet owner or operator and you have crew that operate on different vessels they must be inducted onto each vessel they work on. Remember that while a vessel may undertake the same operations each vessel is different in some way.

This makes it critical that you ensure all crew are inducted onto each vessel they work on and their induction and initial and ongoing training onboard that vessel is recorded properly.

Record Keeping

While it’s good that you induct new crew and provide initial and ongoing emergency response training if you don’t record it then as far as regulators are concerned it didn’t happen.

You need to ensure all inductions and training are recorded in accordance with regulatory requirements.

At Shorlink we have a set of standard forms we use for recording inductions and training which are:

  • Crew Induction Agreement
  • Crew Details
  • Crew Induction Record (for use by Masters when inducting new crew)
  • Emergency Preparedness Training Record (for Masters use to record ongoing training, drills)
  • Crew/Vessel Induction and Training Record. This is a form we use internally when we conduct inductions and initial emergency response training.

Shorlink inductions, initial training and ongoing training.

We undertake vessel specific crew inductions and initial emergency response training for a large number of our clients.

These are delivered based on their operations which may be seasonal or for others either monthly, bi-annually or annually.

In conjunction with these we provide hands on distress flare and portable fire extinguisher training to ensure all crew members know how to use these items if necessary.

Contact our office for more information!

 

Wayne delivering fire extinguisher training! Wayne delivering fire extinguisher training!

 


Shorlink’s Recommendation

My number one recommendation is to ensure you fully induct each and every crew member, new and existing. To ensure all crew members remain up to date and efficient with emergency response ensure you conduct ongoing training (drills) at regular intervals.

We also recommend that you go through vessel/crew inductions and initial training at least once a year to ensure everything is up to date.

If you’re unsure about your inductions and training contact us here at Shorlink to help you get yours up to date and compliant. Don’t wait until there’s an emergency or AMSA inspection! Our inductions and training sessions provide a simple cost effective means of ensuring you meet your requirements.


Tip

Check your induction and training documents to ensure they are up to date and comply with the requirements! If they are not then that means that you need to do some work to get your inductions and training activities and records up to date.

Among the many question we get another common one is “what is a DP?”

DP stands for Designated Person which used to be called Designated Person Ashore (DPA) but for DCV’s a DP can be the owner operator and may be onboard when at sea.

Section 4 of Marine Order 504 specifies:

“The owner of a vessel must designate a person to be responsible for monitoring the safety of the vessel, the environment and all persons on or near the vessel and ensuring appropriate resources and shore support are provided to the vessel.”

What’s required to be a DP?

Ideally a DP will have a solid working knowledge of the vessel, its operations and crew requirements so as to be able to provide appropriate assistance and/or advice to the crew in the event of an emergency situation.

While this is the ideal situation it’s not always possible for owner operators as they are usually the ones that have all the knowledge about their vessel and operations. In these situations its quite often the wife or partner who is listed as the DP.

Larger organisations and multi-vessel operators usually have someone who is up to speed with the organisations vessels and operations and is listed as the DP. These people usually have the knowledge and resources to deal with emergency situation efficiently.

No matter whether you’re a single vessel operator or operate multiple vessels your DP must have the owners authority and resources to act in emergency situations involving the safety of the vessel, all persons onboard, infra structure and the environment.

And the good part is to ensure your DP is available at all times when your vessel is operating which for many operators this means 24 hours a day, 7 days a week! If you’re a DP you must answer all calls from the vessels when they are operational, the safety of the vessel and/or persons onboard may depend on it!


Shorlink’s Recommendation

Ensure your DP has the appropriate authority to act in the event of an emergency situation as well as the resources that may be needed.

Have a list of emergency contact numbers ready including emergency services (Police, Ambulance and Fire) 000 and any other numbers that can assist in specific situations; e.g., mechanics, volunteer marine rescue organisations, etc.


Tip

Our best tip is to have an alternative DP listed in your SMS in the event the primary DP is unavailable for any reason whatsoever.

If you and your partner take holidays together and you’re listed as primary and alternative DP’s then you may have an issue with who deals with an emergency situation if both parties are absent.

The Shorlink Group has expanded and launched Puro Systems Australia!

Puro Systems Australia was established to undertake research and development in odour control technologies.  Our Directors, Wayne and Charmayne have been instrumental in providing solutions to air quality (odour and bacteria control) within Australia and South East Asia for over 20 years.
  • Developed, manufacture and market odour and bacteria control products to both the domestic and commercial markets.
  • 100% family owned Australian company
  • All products are manufactured in Australia
  • Dedicated to ongoing research into odour and bacteria control
  • All Seabreeze range of products have been tested by a NATA accredited lab
  • Developed a range of products based on essential oils for use in domestic and commercial applications
  • Products have a wide range of applications

We’ve launched our first product today, with the Marine Industry in mind!


Seabreeze 30ml Puro Rinse

Seabreeze Puro Rinse is a highly effective odour and bacteria control product formulated to eliminate odours and bacteria from washing machines.

It provides safe, positive relief from unpleasant odour from washing machines by effectively eliminating the bacteria and fungi in the pump, plumbing, and washing using natural-based products.

It’s been proven highly effective in both the domestic and commercial sectors including hospitality and accommodation industries, health areas, and transport industries.

Puro Rinse based on 3 drops per wash will provide you with up to 400 washes.

This equates to around $0.06 per wash.

Review from a fellow mariner:

Loving the new Seabreeze Puro Rinse product, for years I have been using a fabric softener in my washing but this product not only makes my clothes smell fresh and fragrant but also eliminates odours and removes bacteria from my washing machine to make it hygienically clean. Made from essential oils and being non toxic  means that it’s environmentally friendly, I highly recommend using this great new alternative product.

Visit our website today for more information at

www.purosystems.com.au including Free Shipping!

 

That’s what one business owner got hit with due to an incident with a forklift truck resulting in the death of a worker.

Failing to have a safety management system in place with procedures, checks for appropriate tickets and licences and the provision of training was a key factor in the death of the worker.

The employer was hit with a $600,000 fine and that was only the beginning. Ongoing related expenses including compensation payments, increased insurance premiums, and other ongoing related costs were in addition to the fine!

On the other side of that one of our clients had a Master involved in a marine incident which involved an injury to a passenger. This resulted in AMSA and Work Health and Safety undertaking a major investigation into the incident.

The company was facing $250,000+ in fines plus potential jail time for the owner and the Master was looking at fines of $18,000 or more.

When the officers reviewed the SMS manual then the induction and training documents that we developed they were satisfied that the employer had taken all reasonable steps to ensure a safe vessel and workplace. No action was taken against the business or its owners.

The outcome of the investigation was that the Master was negligent in his actions in operating the vessel resulting in the injury to the passenger. Based on our expert witness statement the fine was reduced to $5,000.

The bottom line!

Most vessel owners and operators now know they require an SMS which complies with either MO 504 for Domestic Commercial Vessel (DCV) or the ISM Code for Regulated Australian Vessels (RAV).

What many business owners don’t know or choose to ignore is the fact that any person conducting a business or undertaking (PCBU) is required under the Work Health and Safety Act 2011 to ensure, so far as is reasonably practicable the health and safety of workers at the workplace.

This is achieved by implementing a Work Health and Safety Management System (WHSMS). Today there are 2 recognised systems of WHSMS available:

  1. AS/NZS 4801 which is recognised in Australia and New Zealand; or
  2. ISO45001 which is recognised internationally.

If you only operate in the domestic (Australian) marketplace then AS/NZS4801 is fine but if you operate internationally then you’re better off with ISO45001.

Note that under the Work Health and Safety Act a volunteer association does not conduct a business or undertaking for the purpose of the Act. See Section 6 (7) on Page 22.


Shorlink’s Recommendation

 It’s simple, if you don’t have a safety management system in place for your vessel or workplace if you’re a land-based business then you need to get one NOW, don’t waste time and be exposed, especially in the event of an incident.

Note that the global trend now is moving towards “is there a failure by an organisation or an individual to create a culture of compliance” which is what AMSA and WHS are looking at now and why our managed services are quickly gaining traction!


Tip

Determine what standard is best suited to your business and get started now to ensure not only your safety but that of your crew or worker!  Do you have questions? Contact us today and we would be happy to discuss further!