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19.1.1. All anchoring, docking and mooring work should be supervised by a
competent person, who must be in constant communication with the bridge.
19.1.2. (1) The windlass, anchors, chains, mooring lines and wires should be
carefully maintained and regularly inspected for damage and defects.
(2) They should be periodically tested in accordance with the requirements of the
competent authority.
19.1.3. Appropriate personal protective equipment should be provided to all
seafarers involved in these operations.
19.1.4. Seafarers should be aware that it is usual for capstans, winches, or
windlasses to be designed so as to stall or pay out before exceeding the safe working
load of the weakest part of the system. Seafarers should not tamper with such
arrangements.
19.2. Anchoring
19.2.1. Any anchor or chain showing defects should be withdrawn from service
and repaired only by properly qualified persons.
19.2.2. In general, the anchor should not be dropped from the hawsepipe but
should be walked back to a suitable position and let go from that position.
19.2.3. Anchors may be let go at inappropriate moments due to the wrong
message being received on a portable transceiver. All instructions should be
"identified" by some means, e.g. by including the name of the vessel in the instruction.
19.2.4. Seafarers engaged in operating the brake, and others in the vicinity should
wear goggles and safety helmets for protection from dust and debris thrown from the
chain.
19.2.5. Seafarers engaged in stowing an anchor chain into the locker should stand
in a protected position and should keep in constant communication with the windlass
operator.
19.2.6. Anchors housed and not required should be properly secured to guard
against accidents or damage should the windlass brake be released inadvertently.
1
The publication Effective mooring (London, 1989) of the International Chamber of Shipping
provides further guidance on this topic.
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Accident prevention on board ship
19.3. Characteristics of man-made fibre ropes used for mooring or towing
19.3.1. Man-made fibre ropes have advantages over natural fibre ropes in terms
of strength, durability and resistance to rot, etc. However, wear, damage and excessive
exposure to sunlight can greatly diminish the strength of man-made ropes which should
therefore be handled with care.
19.3.2. The following features should be taken into account when man-made
ropes are used in port operations:
(a) owing to the ability of the ropes to stretch there may be considerable whiplash
effect if the rope breaks;
(b) there is generally no audible warning prior to a rope breaking;
(c) some ropes have a low melting point and have a tendency to melt or fuse on a
drum end.
19.4. Mooring and unmooring
19.4.1. All seafarers involved in mooring and unmooring operations of any kind
should be informed of the hazards of engaging in such operations.
19.4.2. A competent person should be in charge of mooring operations and
ascertain that there are no persons in a dangerous position before any heaving or letting
go operation is commenced.
19.4.3. On each occasion that a vessel berths, all relevant circumstances such as
weather, tides, passing vessels, etc., should be considered in determining a safe securing
pattern of ropes and wires.
19.4.4. Mixed moorings of wires and ropes in the same direction should not be
used because wires and ropes stretch differently.
19.4.5. There should be sufficient seafarers available to ensure the safe conduct of
operations.
19.4.6. Only competent persons should operate windlasses and winches.
19.4.7. Under no circumstances whatsoever should seafarers stand in a bight of a
rope or wire which is lying on deck. Seafarers should never stand or move across a rope
or wire that is under strain.
19.4.8. Ropes and wires are frequently under strain during mooring operations and
seafarers should, as much as possible, always stand in a place of safety from whiplash
should ropes or wires break.
19.4.9. Due to the types of man-made ropes that may be on board ship, seafarers
should be trained in the techniques of "stopping off' wires and ropes. Chain-securing
devices should be used for stopping off wire mooring ropes but never for fibre ropes.
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Anchoring, docking and mooring
19.4.10. A watchman should regularly inspect the moorings when a vessel is
alongside and the moorings should be kept tight at all times to prevent the ship's
movement.
19.5. Mooring to buoys
19.5.1. Where mooring to buoys by the ship's crew is permitted by the local
authority, the following additional precautions should be followed:
(a) lifebuoys, with and without attached lines, should be readily available;
(b) seafarers engaged in mooring to buoys from a ship's boat should wear personal
protective equipment and a life-jacket;
(c) equipment should be provided to enable anyone who falls into the water to climb on
board the boat;
(d) the eye of a slip wire used for mooring to buoys should never be put over the buts;
(e) mooring strong points, such as chain-securing devices and quick-release
mechanisms, should be maintained in a serviceable condition.
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20. Working on deck or in cargo spaces
20.1. General provisions
20.1.1. All national and international requirements relating to the equipment used
should be observed. However, when the ship is not subject to such requirements, they
may nevertheless serve as useful guidance.
20.1.2. Reference should also be made to the chapters concerning special types of
ships, where relevant.
20.1.3. All operations should be under the control of a responsible officer or
experienced seafarer who should provide instruction and draw attention to any possible
hazards associated with the operation.
20.1.4. No work should be started in adverse weather conditions.
20.1.5. If any operation is likely to involve a degree of risk to the safety and
health of seafarers, it should be conducted only under the "permit-to-work" system (see
Chapter 4).
20.1.6. When seafarers are to work on deck while a ship is at sea, a responsible
person should authorize such work.
20.2. Cargo operations1
20.2.1. The following section applies to seafarers only to the extent that they are
permitted to perform such cargo operations under applicable local regulations and/or
practice.
20.2.2. This section outlines general considerations for cargo operations. For
additional information on cargo operations on specific types of ships, reference should
be made to Chapter 24. The guidance provided in Chapters 1-19 and 21-23 should also
be followed, where applicable.
20.2.3. National and international requirements should be complied with.
Requirements of the port where cargo operations take place should also be complied
with and should be made known to seafarers, as appropriate.
1
The ILO Code of Practice on Safety and Health in Dock Work, which goes into much greater
detail on safety requirements and equipment specifications for cargo handling equipment, especially
equipment used on general cargo ships, should be used in conjunction with this code.
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Working on deck or in cargo spaces
20.2.4. Cargo handling equipment should be operated only by trained1 and
experienced persons. Manufacturer's instructions regarding operation and maintenance
as contained in the ship's cargo handling manual2 should be followed at all times.
20.2.5. Equipment should be inspected by a responsible officer prior to and after
use. No equipment should be used or operated unless the prescribed certificates of tests
and examinations are on the ship and are current and valid.
20.2.6. The officer with primary responsibility for cargo operations should check
that all safety features are in place and that any possible hazards are clearly marked and
otherwise dealt with to prevent injury to any persons who may be working on board the
vessel.
20.2.7. The master and ship's officers should ensure that the crew is aware of any
hazardous cargoes or operations. Appropriate protective equipment should be provided
to seafarers before commencement of cargo operations.
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