Tag Archive for: Work

Whilst it is worth initially noting that whilst every vessel is different and built with different materials, maintenance is an extremely important part of the running of your vessel.

While a critical safety factor, maintenance related issues do not always receive the attention they deserve. Maintenance issues are often difficult to detect and not generally linked to safety and therefore are not recorded.

The Importance of Maintenance

Maintenance ensures that a vessel, engine, etc. continues to perform its intended function as per its design in relation to the level of safety and reliability.

Examples of issues that could lead to technical failure include:

  • unsuitable modification to parts
  • omission of maintenance checks
  • incomplete installations
  • a fault not being isolated
  • missing equipment.

While many maintenance-related errors seem inconsequential, they have the potential to remain dormant and can affect the safe operation of a vessel over time.

How often do I need to complete maintenance checks?

Programmed maintenance of vessel and its equipment should be undertaken in accordance with the schedules specified in your SMS Manual. To ensure the safety and efficiency, inspections should be carried out prior to departure and at monthly and annually intervals at a minimum.

Where lapses have occurred in undertaking repairs and/or maintenance these are to be recorded in either the SMS or the Maintenance Log. The owner or Master is responsible for corrective actions to be undertaken within the timeframe specified in the vessels SMS.

Consideration may be given to the severity, nature and potential impact of any repairs or defects in relation to the corrective action required. Where there is no potential impact on the safety of the vessel, persons onboard, other vessels and the environment – the time required may be extended accordingly. Any extension in times should be recorded in the vessels Log Book.

The Master is responsible for ensuring all machinery, equipment and other technical and electronic equipment is maintained and serviced in accordance with the manufacturer’s instructions at all times.

The maintaining of all inspection records is the either the Master or the Engineer if caried.

When and Where do I need to inspect?

Pre-departure

These checks are to be in accordance with the vessels pre-departure check list.

Monthly

 The following areas/items should be inspected at a minimum every month:

  • Hull, Deck & Superstructure
  • Machiney, Fuel and Steering Systems
  • Fire & Safety Equipment
  • Miscellaneous – such as anchors, chain, line, winch and signage etc

Annually

 The following areas/items should be inspected at least once a year:

  • Hull, Deck & Superstructure – External
  • Hull, Deck & Superstructure – Internal
  • General Arrangements including Internal structures, stairs and air dampeners
  • Anchors, Chain and Equipment
  • Machinery, Steering and Fuel Systems
  • Electrical Systems
  • Navigation Equipment
  • Safety Equipment
  • Fire systems and Equipment

Identifying, addressing and managing maintenance-related risks is an important part of your Safety Management System (SMS). The SMS must include a planned maintenance schedule as well as a pre-departure checklist. Planned maintenance should include regular checks, servicing, visual inspections and operational tests.

Recording maintenance

Equipment failures and vessel breakdowns can cause accidents, putting everyone on board in danger.

It is important to keep proper records of what maintenance has been done. This allows you to track when you are due for maintenance and helps prove you are proactive about the safety of your operation.

Another common question we’re getting is do I have to record all my maintenance? The answer is YES you need to record all your maintenance, both scheduled and non-scheduled.

Scheduled maintenance includes everything from oil changes to annual refits and everything in between.

Unscheduled maintenance is things like when you have to repair engines, gearboxes, refrigeration or anything else due to a breakdown or hull repairs to an incident, etc.

All of these things must be recorded in an appropriate manner. You can use a Maintenance Log Book like ours below or maintenance record forms in your SMS, in an electronic maintenance program or even in an Excel spreadsheet but…it must be recorded.

We have a number of clients using specially designed maintenance software programs while others are using either our Maintenance Log Books or ones they’ve developed.

The other question is do we have to keep the records onboard? Simple answer, NO. Again, a number of our clients use our Maintenance Log Book and keep it ashore as they have shore-based maintenance personnel.

Many of our smaller clients use the maintenance form we have in our SMS Manuals and store them in their SMS.

Others use our maintenance form and store them in the cloud enabling maintenance to be recorded and having it accessible to onboard crew and shore-based staff and/or owners.

No matter which method you choose it’s no use unless you ensure all maintenance is recorded when it’s done not a month later.

My crews would often say I was too annal in recording maintenance as I insisted in everything being recorded down to changing light globes which may sound a bit extreme.

The benefit of that was upon return from a trip they had changed light globes in one cabin 6 times during that trip. This indicated an electrical fault which had the potential to cause a fire!

You don’t have to go to that extreme but must always ensure maintenance relevant to the operation and safety of the vessel are recorded. This demonstrates to AMSA that you run a professional operation!


Shorlink’s Recommendation

First recommendation is to ensure you have a method of recording maintenance that suits your requirements, and all maintenance is recorded.

Second is to ensure your SMS has a maintenance schedule or program that outlines what you inspect and/or service and at what intervals, e.g., monthly, annually, etc.

For most of our clients we develop monthly and annual schedules while a few have monthly and biannual programmes in place. The bottom line is the schedule must suit your operations.

In our Maintenance Log Books and forms we include a column for the person undertaking the maintenance to sign of on it.


Tip

Our best tip is to record all maintenance, no matter how big or small it is. We recommend recording everything from the replacement of fuses and light globes to major component items such as engines, gearboxes, etc.

This provides a chronological account of all maintenance which gives you a detailed look at how the vessel is running and identifies any areas that may require special attention.

Click Here to view the Maintenance Log Book.  If you wish, you can order with free postage.

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.

  1. Engine and/or machinery rooms: leaking fuel or hydraulic/oil lines and bags of rags
  2. The galley or kitchen: oil fires and stoves and other appliances left unattended
  3. Store rooms: paint, grease, oil fires, cardboard/paper fires, etc.
  4. 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.

  1. Pull the tabs to remove it from the packet and open the fire blanket
  2. Take hold of the tabs and flick the top over your hands
  3. Approach the fire slowly with the blanket just below your eyes
  4. Place it gently over the fire. DO NOT throw it as this will fan the fire
  5. Then the step that just about everyone misses – turn off the power or gas supply!
  6. Leave it in place for at least 20 – 30 minutes or longer
  7. 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!

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.

Are Boils Contagious?

On their own, boils are not contagious. However, the infection inside a boil can be contagious if it is caused by a staph bacteria.

If you or someone close to you has a boil that is actively leaking pus, you should cover it — or encourage them to keep the abscess covered — with a clean bandage.

Can boils spread?

Technically, boils cannot be spread. However, the infection that causes the red bump in your skin is likely caused by Staphylococcus aureus.

This staph bacteria can be spread by contact with other people or with other parts of your body, possibly resulting in boils or another type of infection.

Boils can also be caused by methicillin-resistant Staphylococcus aureus (MRSA). This isa type of bacteria that has become immune to some antibiotics, making it harder to treat.

If a boil has been caused by MRSA, you must be very careful to prevent the pus and liquid from the boil from coming into contact with other people.

How do I prevent boils from spreading?

To prevent the infection inside of boils from causing other infection, you must practice good hygiene and care for the infected area.

  • Wash your hands often.
  • Do not touch the infected area more than necessary.
  • Do not share towels, razors, or washcloths.
  • Cover the wound with clean bandages.
  • Do not attempt to pop or lance (cut open with a sharp instrument) the boil at home.
  • Wash the area gently and often with a washcloth, but do not reuse washcloth.

What is a boil exactly?

A boil is an infection that develops inside the hair follicle. Therefore, boils can occur anywhere that you have hair, but are commonly found on the

  • face
  • armpit
  • thighs
  • buttocks
  • pubic area

A boil occurs in the hair follicle and pushes itself up towards the surface of the skin. The bump that results from the boil is filled with pus. If the infection spreads to hair follicles in the immediate area, the boil is classified as a carbuncle which is a cluster of boils.

How do you get boils?

Boils are caused by an infection that develops in the hair follicle. You have a higher risk if you have:

  • come in contact with staph bacteria
  • a weakened immune system
  • diabetes
  • eczema
  • shared personal items with someone who has boils
  • come in contact with surfaces that may carry bacteria such as wrestling mats, public showers or gym equipment.

Boils are not typically sexually transmitted. However, if you come in close contact with someone who has a boil that is leaking, you should wash with antibacterial soap as soon as possible.

You should encourage that person to keep the boil covered. The pus inside of a boil commonly carries contagious bacteria.

How do I treat a boil?

Boils can heal on their own with time, but usually need to drain in order to heal completely.

To help the boil heal quickly, apply warm compresses to the boil to help it open naturally and drain.

Do not pick or attempt to pop your boil as this will allow the pus to come in contact with other surfaces and spread infection. Be sure to keep the area clean and covered with sterile bandages.

If your boil does not heal on its own in two weeks, you may need to have the boil surgically lanced and drained. A doctor will make an incision in your boil to allow the pus to drain. The doctor may pack the wound with gauze to help soak up any excess pus.

Takeaway

Boils themselves are not contagious, but the pus and liquid inside of the boil can cause additional infection to yourself and others. The pus can contain bacteria such as Staphylococcus aureus.

If you have a boil, keep the area clean and do not share personal items with other people.

Sharing towels or clothing that touches the area can cause the bacteria to spread to other people or other places on your body, which can result in more boils or other types of infections.


Shorlink’s Recommendation

Personal hygiene is our top recommendation to prevent boils from occurring. Commercial vessels all have (or are meant to have) an up to date medical supplies which include the drugs required to treat boils.

If you notice anything that is a potential boil tell the Master immediately so as you can be treated before serious issues develop.


Tip

Personal hygiene is key but so is ensuring you cloths, bedding, towels, etc. are kept clean and free from the bacteria that transmits boils.

Our best tip is to wash your cloths using a medicated anti-bacterial treatment in your washing machine. We strongly recommend using Seabreeze Puro Rinse which has been scientifically proven to kill the bacteria and fungi in your washing machine and your washing including cloths, bedding, etc.  Click Here to purchase for only $23.95 including free shipping!

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.

Watchkeeping and watchkeeper responsibilities!

This newsletter is about watchkeeping on Domestic Commercial Vessels (DCV) for vessels less than 35 metres operating within the EEZ.

Watchkeeping, do you need a ticket for being a watchkeeper on a DCV <35mtrs?

Whilst its best if the person on watch has a deck ticket it’s not a requirement. There’s no problem in a crew member who has been trained in watchkeeping procedures and the Master deems competent to stand a watch.

In fact, if a watchkeeper on a DCV had to have a ticket there is likely to be either less vessels operating or more marine incidents.

A watchkeeper may be the Master or another crew member deemed competent to undertake watchkeeping duties.

When a Master hands over watchkeeping duties to a crew member remember that the person on watch has been given control over the safety of the vessel and all persons onboard!

A person on watch is required to maintain a lookout using all available means which includes but is not limited to:

  • Sight
  • Sound
  • The use of electronics; e.g. radar, sounders, etc.

Every SMS should have a watchkeeping procedure which includes:

  • Recording the name and time of crew members on and off watch
  • Masters Standing Orders
  • Following the planned course
  • Maintaining safe navigation
  • Maintaining a radio watch
  • Monitoring machinery, plant and all alarms
  • Being aware of situations or conditions that do or have the potential to affect safety
  • Recording events in the vessels Log Book
  • Most importantly calling the Master if in doubt

Being on watch means not only when you’re working or steaming but also at anchor so ensure the above items are followed even when at anchor which is when a lot of incidents occur!


Shorlink’s Recommendation

Develop a watchkeeping procedure and ensure it gets followed at all times. We strongly recommend developing a watchkeeping hand-over sheet which includes:

  • Vessels current position, course and speed
  • Position and number of potential hazard (if any)
  • Other vessels in close proximity
  • Special conditions affecting the vessels progress or operations (wind, tide, etc.)
  • Navigational aids
  • Each crew members operational duties if working

With some of our clients we have developed a sign over form which each item is ticked off during the hand-over process then signed by the watchkeeper going off duty and the one taking over.

Our other recommendation is when travelling at periods of restricted visibility (at night, dusk or dawn, fog, etc.) in waters that restrict your manoeuvrability by way of channel width or depth place a lookout on the bow and reduce speed!


Tip

One of the best gadgets to have is a Watch Alarm which you can set different intervals between alarms which are designed to ensure you remain awake.

Take Note: if you are getting tired or falling asleep when on watch WAKE SOMEONE UP do not try to battle through your watch and put the vessel and all persons onboard at risk!

Our other BIG tip is when on watch don’t just sit in the chair, get up, walk around and ensure you look behind you as well. A 360° lookout has saved may a vessel from a collision. Don’t always think that because you’re keeping a lookout the other vessels crew are doing the same!

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!

Whether you believe it, or not psychological risks exist in every workplace and the maritime industry is no exception.

Before I get into this topic I have to admit that it is one close to my heart as I’ve lost many friends and a few family members to suicide, most of which were in the maritime industry so…please take it seriously!

In maritime there are a number of contributing factors based on what sector you operate in, a few of these you may recognise…

  • extended time away from home
  • adverse (bad) weather
  • poor catch rates for fishing operators
  • increasing closures for commercial operators
  • low prices for fishing operators
  • unhappy and/or complaining passengers
  • increasing restricted zones for charter operators
  • ever increasing governmental requirements
  • marine incidents
  • alcohol/drug abuse

The above list was prior to COVID-19 which has added extra pressers on operators including…

  • potential business failure due to restrictions
  • limited numbers for charter operators
  • crew movement from interstate
  • issues with working between various states
  • further low prices for fishing operator’s

If you think that these issue only affect owner’s you need to think again! Crew members can suffer from these issues which then has the potential to led to psychological distress.

Here’s a few stats from a National Health Survey conducted for the year 2017 to 2018.

  • Around one in eight (13% or 2.4 million) adults experienced high or very high levels of psychological distress
  • One in five (20.1%) or 4.8 million Australians had a mental and behavioural condition
  • 2 million Australians (13.1%) had an anxiety-related condition
  • One in ten people (10.4%) had depression or feelings of depression

Now if you take into account COVID-19 these numbers increase significantly.

Work is a big part of our lives and continually changes. It is in everyone’s interest to understand, to be proactive and to actively support people (this includes crew members) whatever the original cause or trigger.

While most people can recognise they have a problem, be it anxiety, depression or at worst suicidal tendencies they usually fail to seek help.

It’s up to everyone and in particular owners, managers and Masters to be actively involved in addressing mental health issues in the workplace.

The problem is generally due to a lack of understanding, lack of training and lack of support for workers (including crew members) experiencing mental health issues.

The good news is that it doesn’t need to be hard and doesn’t always require qualifications or massive programs.

By simply having a work environment where people feel safe to talk about psychological health, to raise things and to have conversations is the key.

Talking about these things helps everyone understand they are not alone, and it can reveal solutions.

Leaders in the field report that a psychologically healthy workplace is where an organisation:

  • Establishes trust and respect amongst its members;
  • Values employee contributions;
  • Communicates regularly with its employees; and
  • Takes employee needs into account when creating new initiatives.

We should also add to this list “good work design” as the way our work is designed affects how we feel about our job and can influence whether we feel motivated, engaged, bored or stressed at work.

When we all share the knowledge, have some skills and abilities to detect signs and symptoms around psychological health and offer the appropriate support everyone benefits including the organisation!

Also note that under Work Health and Safety a business owner/operator has the primary duty to ensure, so far as is reasonably practicable, workers and other people are not exposed to psychological health and safety risks arising from the business or undertaking.


Shorlink’s Recommendation

Our primary recommendation is to take the time to understand psychological health, especially if you’re a non-believer as it may save not only someone’s life but also your business. Psychological distress can cause serious workplace accidents which have the potential to cause serious financial and emotional issues for all parties and… they may have been avoided

Take the time to be able to identify the signs of psychological distress and how to initiate a conversation with that person not only for that person but yourself as well!


Tip

If you or someone you know is with or you think they may be suffering from psychological distress including anxiety, depression or suicidal thoughts urge them to contact a health professional.

Beyond Blue call 1300 22 46 36
Lifeline: 13 11 14

If you’re unsure about what to do or just need to talk about your situation don’t hesitate to contact Wayne directly on 0423 313 790 as he have considerable experience in this area and is here to help!