What is safety in oil tanker?

Mandatory towing arrangements – Since 1 January 1996 all new tankers of 20,000 dwt and above have had to be fitted with an emergency towing arrangement fitted at either end of the ship. Existing ships had to be fitted with such an arrangement not later than 1 January 1999.

MARPOL 73/78 – Reducing the consequences of accidents The International Convention for the Prevention of Pollution by Ships (MARPOL 73/78) includes regulations regarding subdivision and stability which are designed to ensure that, in any loading conditions, the ship can survive after being involved in a collision or stranding.

Protective location of segregated ballast tanks The 1978 MARPOL Protocol introduced the concept known as protective location of segregated ballast tanks. This means that the ballast tanks (which are empty on the cargo-carrying leg of the voyage and only loaded with water ballast for the return leg) are positioned where the impact of a collision or grounding is likely to be greatest.

In this way the amount of cargo spilled after such an accident will be greatly reduced. The 1983 MARPOL amendments ban the carriage of oil in the forepeak tank – the ship’s most vulnerable point in the event of a collision. Double hulls In 1992 MARPOL was amended to make it mandatory for tankers of 5,000 dwt and more ordered after 6 July 1993 to be fitted with double hulls, or an alternative design approved by IMO (Regulation 13F (regulation 19 in the revised Annex I which entered into force on 1 January 2007) in Annex I of MARPOL 73/78).

The requirement for double hulls that applies to new tankers has also been applied to existing ships under a programme that began in 1995 (Regulation 13G (regulation 20 in the revised Annex I which entered into force on 1 January 2007) in Annex I of MARPOL 73/78).

All tankers would have to be converted (or taken out of service) when they reached a certain age (up to 30 years old). This measure was adopted to be phased in over a number of years because shipyard capacity is limited and it would not be possible to convert all single hulled tankers to double hulls without causing immense disruption to world trade and industry.

Although the double hull requirement was adopted in 1992, following the Erika incident off the coast of France in December 1999, IMO Member States discussed proposals for accelerating the phase-out of single hull tankers. As a result, in April 2001, IMO adopted a revised phase-out schedule for single hull tankers, which entered into force on 1 September 2003 (the 2001 amendments to MARPOL 73/78).

The new revised MARPOL regulation 13G set out a stricter timetable for the phasing-out of single-hull tankers. In December 2003, further revisions to 13G (regulation 20 in the revised Annex I which entered into force on 1 January 2007) were made, accelerating further the phase-out schedule. These amendments entered into force on 5 April 2005.

A new Regulation on the prevention of oil pollution from oil tankers when carrying heavy grade oil (HGO) banned the carriage of HGO in single-hull tankers of 5,000 tons dwt and above after the date of entry into force of the regulation (5 April 2005), and in single-hull oil tankers of 600 tons dwt and above but less than 5,000 tons dwt, not later than the anniversary of their delivery date in 2008.

What are the major hazards on tanker?

Due to the hazardous nature of the cargo tankers carry, seafarers need to always be alert and thoroughly trained to endure the safe operations of the vessel. As explained under certain circumstances, even a single spark may cause a disaster or another minor event onboard tankers.

• In light of the matter, experts from the latest SAFETY4SEA Virtual Forum discussed some of the key challenges concerning the safety of tankers.
• I n fact, back in October 2021, speakers of Panel 8 ‘Ship- Safety : Tankers’ – Capt.
• Steve Blair, Epic Marine Services Ltd, Managing Director; Mr.
• Alexandros Glykas, DYNAMARINe, Director; Mr.

David Savage, Oceanfile Marine Ltd, Director; Capt. John Taylor, Steamship Insurance Management Services Limited, Loss Prevention Manager and; Mr. Thanasis Theodorou, Capital Ship Management Corp., DPA/CSO, S&Q Manager suggested ways to move forward and improve the safety record.

According to Capt. John Taylor, there are many cargoes related claims and incidents taking place; albeit lessons learned and procedures in place, industry continues to see the same incidents. Consequently, the tanker industry must first understand what is happening and then get the appropriate training before taking any rank or responsibility onboard.

What is more, experts expressed their concerns for the tanker sector, considering that the pandemic has made the situation onboard quite challenging, putting additional stress on the crew. As a result, operators are responsible to focus on crew welfare while keeping the safety standards to the highest level as possible.

1. Above all, this panel highlighted the need to resolve the ‘safety paradox’ within the tanker sector by building trust with the crew and investing in training, communication and an inclusive culture in which crew have voice to share constructive feedback.
2. To better explain, the safety paradox is when adding additional layers of safeguards, but at the end of the day achieving the exact opposite by increasing accidents.

In other words, it is a theory of contradiction where the intent does not produce the desired outcome, Unfortunately, as ship managers we are forced to implement new procedures all the time, while the tanker industry has to be in line with specific requirements.

Therefore, it is essential to simplify all the paperwork, checklists, safety measurers etc Mr. Thanasis Theodorou marked. From his side, Mr. Alexandros Glykas said that: ‘Although safety paradox does exist within every industry, we have seen that commercial and organizational mandates from the industry have definitely improved safety onboard ships, as incidents are now reduced over the last 20 years and the world is enjoying safer ships, of course with a few exemptions’.

In addition, experts explained that safety culture should be well communicated across all personnel with the aim of motivating the crew on how to implement the procedures for their own safety. In that regard, operators should promote a positive attitude to give encouragement and make seafarers feel respected and valuable.6 key challenges of tanker safety

• Improve equipment and procedures
• Motivate crew to follow all the safety measures
• Promote teamwork and always report hazards
• Avoid blame culture
• Risk assessments and safe working practices should be available for staff working onboard
• Focus on the human element errors

According to the panelists, there will be potential risks of fires or explosions, air pollution and personnel poisoning in tankers when gas mixtures escape from the liquid cargo tank and diffuse somewhere in oil tanker unusually. At the same time, potential risks of fires, explosions, collisions, groundings and oil spills et al.

Will also take place when operation of the tanker or work of the liquid cargo tank is carried out wrongly etc. Once these potential risks are controlled improperly, serious accidents will occur, resulting in huge losses and damage to tankers. In consideration of the above-mentioned risks and speaking of safety, Mr.

Alexandros Glykas marked that the solution to further improve tanker safety is through technology and transparency. Among others, he mentioned the following best practices for every ship management company:

1. Communicate all the safety measures between vessels of the same fleet
2. Request feedback from seafarers onboard
3. Apply distance working to junior and medium office employees, not from home but from a ship for a short period over the year.
4. Introduce lessons learned from previous tanker accidents

In light of the situation, Mr. David Savage concluded that. Safety culture is caught and not taught Explore more at:

What is ICS tanker safety Guide?

The Tanker Safety Guide (Liquefied Gas) is the definitive industry best practice guidance for gas carrier operators, and a carriage requirement under the national regulations of many flag States. It is strongly recommended that a copy of the completely revised third edition is carried on board every ship engaged in the transportation of liquefied gas by sea.

What are the additional requirements on tankers for safety?

What are the additional requirements of tanker lifeboat as per SOLAS? Apart from the, Additionally tanker lifeboats shall comply with the following requirements:

Fire Protected Totally Enclosed Life Boat on each side = 100% (onboard person capacity) Chemical tankers and gas carrier carrying cargoes emitting toxic vapours or gasses shall carry fire protected totally enclosed lifeboat equipped with a self contained air support system. Oil tanker, chemical and gas carriers carrying cargoes having a flashpoint not exceeding 60C shall carry fire protected, totally enclosed lifeboat,

: What are the additional requirements of tanker lifeboat as per SOLAS?

What are the basic safety onboard?

3. Working on board – Several hazards are common to all areas of vessels. Insects are very resilient and can be found almost anywhere, rats have been found in holds and soiled items can be dropped by people in all areas and should not be touched without gloves.

• Ship’s equipment: Never attempt to examine any equipment on board until you have consulted a responsible officer.
• Unskilled interference with safety equipment, navigational apparatus or electrical systems can affect the seaworthiness of the vessel, jeopardising the safety of the passengers and crew.
• You would be committing a criminal offence.

Passenger areas and crew quarters: When searching these areas, be wary of sharp objects which may be secreted in the upholstery. If you move any safety equipment, e.g. lifejackets, you must put it back before you leave the vessel. Stowage compartments and lockers: Beware of hazardous chemicals and equipment.

Look first and request assistance from the crew if you are not sure what the area contains. Toilets: As well as presenting potential health hazards, in the form of discarded hypodermic needles, etc., toilets might contain corrosive cleaning chemicals and disinfectants. If you need to search these areas, wear appropriate safety clothing and equipment, particularly gloves, and wash your hands immediately afterwards.

Galleys: Electrical cooking equipment operates at high voltages and could be very hot. Beware of broken glass, etc. in rubbish bags and bins. Some vessels are equipped with galley lifts. These are particularly dangerous and should not be used for gaining access.

What is the safety hazard of oil?

Explosions and Fires – Workers in the oil and gas industries face the risk of fire and explosion due to ignition of flammable vapors or gases. Flammable gases, such as well gases, vapors, and hydrogen sulfide, can be released from wells, trucks, production equipment or surface equipment such as tanks and shale shakers.

• Prevention of Fatalities from Ignition of Vapors by Mobile Engines and Auxiliary Motors, OSHA and National STEPS Network and NIOSH Alliance, (June 2017). A hazard alert on how to prevent fires and explosions caused by ignition of vapors by motorized equipment during drilling, servicing, and production operations.
• Well Site Ignition Sources, OSHA’s Oil and Gas Drilling and Servicing eTool. Lists sources of ignition at well sites and possible controls.
• Hot Work, Fire, and Explosive Hazards, OSHA’s Oil and Gas Drilling and Servicing eTool. Covers hazards associated with performing hot work at oil and gas well sites.
• Potential Flammability Hazard Associated with Bulk Transportation of Oilfield Exploration and Production (E&P) Waste Liquids, OSHA Safety and Health Information Bulletin, (March 24, 2008). Alerts oil and gas facilities about the flammability of oilfield waste liquids.
• Static Electricity Buildup in Plastic Pipe, OSHA Hazard Information Bulletin, (September 30, 1988). Addresses the potential for static electricity to ignite flammable gas.
• Fire Safety, OSHA Safety and Health Topics Page.
• OSHA Fatal Facts, Oil Patch No.5-2012, Report on a fatality attributable to a flash fire from crude oil vapors.
• Hot Work in Oilfields, OSHA and National STEPS Network and NIOSH Alliance, (September 2016). A hazard alert on how to prevent fatalities associated with hot work on oilfield tanks, tankers and related equipment.

Relevant standards from OSHA, other federal agencies, and national consensus organizations, and OSHA letters of interpretation applicable to these hazards, include:

• Flammable liquids 1910.106
• Storage and handling of liquefied petroleum gases 1910.110
• Fire protection 1910 Subpart L
• Guidance on handling cases developed pursuant to the FRC enforcement policy memorandum, OSHA Letter of Interpretation, (December 18, 2012).
• Clarification of term “Active Hydrocarbon Zone” as it relates to the oil and gas well drilling operations; and the need to use FRC (flame-resistant clothing) when performing drilling operations, OSHA Letter of Interpretation, (October 19, 2010).
• Enforcement Policy for Flame-Resistant Clothing in Oil and Gas Drilling, Well Servicing, and Production-Related Operations,, OSHA Letter of Interpretation, (March 19, 2010).
• OSHA’s Flammable and Combustible Liquids Standard, 29 CFR 1910.106 related to pressure vessels used at oil and gas extraction/production facilities, OSHA Letter of Interpretation, (July 17, 2006).
• Applicability of 29 CFR 1910.119 Process Safety Management (PSM) Standard to the Manufacture of Explosives Required Under 29 CFR 1910.109(k)(2), OSHA Letter of Interpretation, (November 8, 1995).
• Bureau of Alcohol, Tobacco, Firearms and Explosives 27 CFR 555, Commerce in Explosives.
• NFPA 1 Fire Code
• NFPA 10 Standard for Portable Fire Extinguishers
• NFPA 30 Flammable and Combustible Liquids Code
• NFPA 2112 Standard on Flame-Resistant Garments for Protection of Industrial Personnel Against Flash Fire
• NFPA 2113 Standard on Selection, Care, Use, and Maintenance of Flame-Resistant Garments for Protection of Industrial Personnel Against Flash Fire

Relevant industry practice documents applicable to these hazards include:

• API 53 Blowout Prevention Equipment Systems for Drilling Operations
• API 54 Recommended Practice for Occupational Safety for Oil and Gas Well Drilling and Servicing Operations
• API 67 Oilfield Explosives Safety
• API 74 Recommended Practice for Occupational Safety for Onshore Oil and Gas Production Operations
• API 500 Classification of Locations for Electrical Installations at Petroleum Facilities Classified as Class I, Division 1 and Division 2
• IADC Hot Work Hazard Recognition

What are the hazards of carrying oil cargo?

Cargo: Cargoes carried on tanker ships are flammable in nature as most of them release some types of gases which may form a combustible mixture composed of hydrocarbons. A flammable mixture contains 1 – 10% hydrocarbon gas by volume and the rest is air.

What are the maritime safety hazards?

Common Maritime Industry Worker Risks – The Center for Maritime Safety and Health Studies (CMSHS) considers maritime workers as people employed on vessels, at waterfront facilities working in and around vessels, and onshore directly supporting the seafood industry.

No matter where a maritime worker is stationed, it’s essential the hazards are identified in order to be able to suggest effective controls. The Occupational Safety and Health Administration (OSHA) and the Centers for Disease Control and Prevention (CDC) track the industry. And though each environment presents its own set of unique challenges, they share the following risks: 1.

Physical Accidents These are accidents that are associated with the worksite. Maritime workers are susceptible to these types of injuries because common environmental and worksite risks, including heat and cold stress, vibration, noise, and ergonomics hazards, cause them.

Injuries due to mechanical and electrical equipment are also a high risk.2. Bacterial and Parasitic Infections Some organic substances that may cause health problems are often present in many seafood workers’ responsibilities. For example, the water spraying process, which is a standard application in seafood processing, may form aerosols with bacteria that can be inhaled.

Additionally, parasites present when processing fish are also a threat.3. Chemical and Toxin Exposure Seafood processing may, at times, require the use of dangerous chemical substances. Dermatologics, carcinogens, and asthmatic agents are some of the toxins present in the chemicals used when processing seafood.

Products used for sanitizing and cooling foods are examples of products that pose a significant risk.4. Stress Related Risks Stress hazards are those that affect the psychological well-being of workers. They are associated with and relate to how the work is designed, organized, and managed, as well as the job’s safety, economic and social contexts.

Long hours and even days away from home, along with constant physical threats, can contribute to poor mental health.

What is IGC code in tanker?

The International Code of the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code), adopted by resolution MSC.5(48), has been mandatory under SOLAS chapter VII since 1 July 1986. The IGC Code applies to ships regardless of their size, including those of less than 500 gross tonnage, engaged in carriage of liquefied gases having a vapour pressure exceeding 2.8 bar absolute at a temperature of 37.8°C, and certain other substances listed in chapter 19 of the Code.

The aim of the Code is to provide an international standard for the safe carriage by sea in bulk of liquefied gases and the substances listed in chapter 19, by prescribing the design and construction standards of ships involved in such carriage and the equipment they should carry so as to minimize the risk to the ship, to its crew and to the environment, having regard to the nature of the products involved.

The basic philosophy is one of ship types related to the hazards of the products covered by these codes, each of which may have one or more hazard properties. A further possible hazard may arise owing to the products being transported under cryogenic (refrigerated) or pressure conditions.

Severe collisions or strandings could lead to cargo tank damage and uncontrolled release of the product. Such release could result in evaporation and dispersion of the product and, in some cases, could cause brittle fracture of the ship’s hull. The requirements in the codes are intended to minimize these risks as far as is practicable, based upon present knowledge and technology.

Throughout the development of the Code it was recognized that it must be based upon sound naval architectural and engineering principles and the best understanding available as to the hazards of the various products covered; furthermore that gas carrier design technology is not only a complex technology but is rapidly evolving and that the Code should not remain static.

What is the purpose of the ISM Code for tanker vessels?

ISM Code – The purpose of the ISM Code is to provide an international standard for the safe management and operation of ships and for pollution prevention. The Assembly had already invited all Governments, by resolution A.443(XI), to take the necessary steps to safeguard the shipmaster in the proper discharge of his responsibilities with regard to maritime safety and the protection of the marine environment.

• In resolution A.680(17), the Assembly recognized the need for appropriate organization of management to enable it to respond to the need of those on board ships in order to achieve and maintain high standards of safety and environmental protection.
• Recognizing that no two shipping companies or shipowners are the same, and that ships operate under a wide range of different conditions, the Code is based on general principles and objectives, which include assessment of all identified risks to one Company’s ships, personnel and the environment and establishment of appropriate safeguards.

The Code is expressed in broad terms so that it can have a widespread application. Clearly, different levels of management, whether shore-based or at sea, will require varying levels of knowledge and awareness of the items outlined. The cornerstone of good safety management is commitment from the top.

What does ICS mean in ship?

Home / About / Organisations / ICS

The International Chamber of Shipping (ICS) is the international trade association for merchant ship operators. ICS represents the collective views of the international industry from different nations, sectors and trades. ICS membership comprises national shipowners’ associations representing over 80% of the world’s merchant fleet.

• A major focus of ICS activity is the International Maritime Organization (IMO), the United Nations agency with responsibility for the safety of life at sea and the protection of the marine environment.
• ICS is heavily involved in a wide variety of areas including any technical, legal and operational matters affecting merchant ships.

ICS is unique in that it represents the global interests of all the different trades in the industry: bulk carrier, tanker, container, and passenger ship operators. Visit the ICS website here: http://www.ics-shipping.org/

What is Category 1 oil tanker?

Category 1 oil tanker means oil tankers of 20,000 tons deadweight and above carrying crude oil, fuel oil, heavy diesel oil or lubricating oil as cargo, and of 30,000 tons deadweight and above carrying other oils, which do not comply with the requirements for protectively located segregated ballast tanks (commonly known

What are the safety requirements for the vessels?

Taking Care of Personal Safety on Ships – Personal safety primarily includes the various ways and means which sailors can adopt to stay safe on an individual level, such as careful movement around the ship, steady handling of heavy cargo, etc. In addition, appropriate use of safety equipment is also a part of personal safety on ships.

Wearing Protective Clothing

It is imperative to wear comfortable and well-fitted clothes on board a ship as loose clothes can get caught in the machinery and cause injuries. Proper footwear with slip-resistant soles helps in minimizing the risks of slipping and must be worn at all times on the ship.

Personal Protective Equipment

Personal protective equipment includes safety helmets, shoes, goggles, ear-muffs, safety harness, life-jackets, life rafts, etc., which is used to safeguard the individual seafarer from any harm. This equipment is mandatory for ships to ensure that there are no fatalities due to lack of life-saving appliances.

Safety Equipment for the Crew

Apart from personal life-saving devices used aboard ships, there are safety equipment for the entire crew, including lifeboats, fire extinguishers, fire suits and breathing devices, emergency medical equipment, and distress signals for summoning help.

Movement About the Ship

On ships carrying heavy cargo, the containers should be securely tied at all times. Sudden lurching of the ships may cause these to dislocate if not tied properly, which can result in major bodily harm. It is necessary to be constantly on alert for slippery patches, unguarded railings, or open hatches through which people may fall.

Appropriate Use and Placement of Tools

Portable tools and equipment must be carried with both hands. In case of climbing or descending a staircase, the equipment should be carried in a tool belt (if handy) or across the body, leaving the hands free for a firm grip. Portable power tools such as drills and welding equipment should be checked before operation and must be used only by professionals.

Steady Handling of Dangerous Cargo

Cargo often consists of highly flammable fuels and other such dangerous materials. Such cargoes must be stored away from the passengers. Safety instructions must be followed and the cargo must be labeled and segregated according to its nature. The containers must regularly be checked for any spills or leaks as they can prove to be hazardous.

Mooring

Mooring is the process of anchoring the ship to the docks, using equipment such as ropes, cables, chains, deadweight anchors, etc. During this process, the passengers must stay away from the mooring area. While mooring goods and cargo, ropes under tremendous strain can break and cause damage.

• The entire area should be cleared before mooring.
• The safety of the ship depends upon the safety of the passengers.
• Therefore, it is necessary to put your own safety first and take the proper precautions and follow the rules while travelling onboard a ship.
• The SOLAS convention of 1914 has been a pathbreaker in this area, emphasising the necessity of maritime safety.

Not only has the act taken ship and seafarer safety to new heights, but it has also spurred many amendments by the IMO to improve cargo management. Ship and safety equipment manufacturers in India provide all the required safety gear while travelling on water.

Are oil tankers safe?

Tankers, which transport liquid bulk such as oil and gas, are subject to very strict, rigorous inspections and legislation. Oil transport must also meet oil companies’ high standards. Representation of a double hull tanker Credit : Desgagnés Tankers are:

Reliable, safe and environment-friendly A mode of transportation that has the capacity and means to intervene in case of an emergency.

To carry oil, ship owners must meet Transport Canada’s requirements, which include the use of double hull tankers (a type of hull where the vessel’s bottom and sides have two complete layers of watertight hull surfaces). Foreign tankers transporting crude oil in Canadian waters must meet this requirement as well.

A tanker inspection program every 6 months (12 elements covering 750 validation criteria) A verification process (vetting) before travelling that covers:

Ship and fleet inspection results Past accident and incident history Crew’s qualifications and experience Authorities’ inspection reports

A ship’s structural review program.

Ship owners transporting oil must also :

Have an emergency response plan in case of oil pollution Have environmental response equipment Sign agreements with response organizations certified by Transport Canada Implement a safety management and pollution prevention system according to the International Safety Management Code (ISM CODE) – a maritime insurance company requirement

Navigating personnel for tankers :

To transport oil by ship, Transport Canada requires officers to have specific qualifications on their certificate of competency (petroleum product transportation) Oil companies apply additional combined experience criteria for senior officers (time with the company, rank and type of vessel) Ships navigating the St. Lawrence must hire a certified maritime pilot between Les Escoumins and Montreal, and in the Saguenay River Oil tankers often voluntarily call on escort tugs to help them manoeuver in difficult areas.

Learn more about tanker safety and spill prevention

What are the minimum safety standards?

The minimum safety standard (MSS) consists of determining a minimum level of care (influencing the safety probability) with which all sellers should comply in offering their products. The MSS is selected by a regulator seeking to maximize welfare defined by the sum of the sellers’ profits and consumers’ surplus.

What is the hazard of oil leaks?

Oil Leaks Are a Hazard Risk – A dreaded oily puddle is exposed to the daylight as a car pulls out, and the driver bites his lip in frustration. It’ll need to be cleaned up, but stop for a second and think about what’s going on here. An oil leak is an environmental hazard, a pollutant that will be washed into a drain and then into water supplies.

And, if the effect on the environment isn’t bad enough, just imagine what it’s doing to the engine. The oil reservoir could go dry and cause a catastrophic engine failure. Finally, leaking oil could make contact with other parts of the engine. A hot metal surface causes smoke and an engine compartment fire results.

Even if hot spots are avoided, the oil will inevitably find its way into and onto rubber parts and cause them to deteriorate, meaning rubber hoses and seals face a shortened lifespan.

What hazard class is oil?

UN 1267 Hazardous Materials Table Information –

The html, images, and layout for this hazardous materials table excerpt are copyright of Labelmaster. Date created: August 31, 2017.

What types of hazard is oil spill?

Oil spill cleanup workers can face potential hazards from oil byproducts, dispersants, detergents and degreasers. Drowning, heat illness and falls also pose hazards, as can encounters with insects, snakes and other wild species native to the impacted areas.

What is the meaning of safety in ship?

Maritime safety is the protection of the crew and passengers aboard vessels, as well as those living or working near bodies of water, from hazards and the risk of injury or fatality.

What is safety case in oil and gas?

The Offshore Installations (Offshore Safety Directive) (Safety Case etc.) Regulations 2015 These Regulations replace, in relation to British external waters, the Offshore Installations (Safety Case) Regulations 2005 to provide for the preparation of safety cases for offshore installations and the notification of specified activities to the competent authority.

The “competent authority,” for the purposes of these Regulations is the Health and Safety Executive (the “Executive”) and the Secretary of State acting jointly. The competent authority is appointed to carry out the functions imposed on such an authority by Directive 2013/30/EU on safety of offshore oil and gas operations and amending (“the Offshore Safety Directive”) (OJ No L 178, 28.06.13, p.66).

A “safety case” is defined in the Regulations as a document containing specified information relating to the management of health and safety and the control of major accident hazards and containing the relevant particulars specified in Schedule 6 or 7 to the Regulations.

These Regulations: (a) together with the Offshore Petroleum Licensing (Offshore Safety Directive) Regulations 2015 () and the Merchant Shipping (Oil Pollution Preparedness, Response and Co-operation Convention) (Amendment) Regulations 2015 () implement the Offshore Safety Directive in relation to the territorial sea adjacent to Great Britain and any area designated by order under section 1(7) of the Continental Shelf Act 1964 (“British external waters”); (b) implement Article 3(2) of Council (OJ No L 348, 28.11.92, p.9) concerning the minimum requirements for improving the safety and health protection of workers in the mineral-extracting industries through drilling.

That Directive applies to internal waters and external waters. That Directive was implemented in relation to internal waters and GB external waters by the Offshore Installations (Safety Case) Regulations 2005 () (“the 2005 Regulations”). These Regulations replace the provisions of the 2005 Regulations as they implemented Article 3(2) of that Directive in British external waters.

The Regulations: require a licensee to ensure that any operator or well operator appointed by the licensee is capable of carrying out the functions and discharging the duties of an operator satisfactorily ( regulation 5 ); require the competent authority to inform the licensing authority (which is established in the Offshore Petroleum Licensing (Offshore Safety Directive) Regulations 2015) where it determines that an operator or well operator no longer has the capacity to meet the requirements of the relevant statutory provisions (as defined in regulation 2(1) ) ( regulation 6 ); require any operator or owner (which is a body corporate or unincorporate) to prepare and implement a corporate major accident prevention policy ( regulation 7 and Schedules 1 and 2 ); require an operator and owner to prepare a document setting out its safety and environmental management system and to integrate that system with its overall management system ( regulation 8 and Schedules 2 and 3 ); impose requirements with respect to the creation, revision and continuing effect of a verification scheme in respect of an installation and provide a defence for contravention of the requirements ( regulations 9, 10 and 14 and Part 1 of Schedule 4 ); impose requirements with respect to the creation, revision and continuing effect of a well examination scheme in respect of a well and provide a defence for contravention of the requirements ( regulations 11, 12 and 14 and Part 2 of Schedule 4 ); require an operator to prepare and send to the competent authority a design notification for a production installation which is to be established ( regulation 15(1) and Schedule 5 ) and a relocation notification for a production installation that is to be moved to a new location ( regulation 15(3) and Schedule 5 ); prohibit the operation of a production installation unless a safety case has been sent to and accepted by the competent authority ( regulations 16 and 17 and Schedule 6 ); prohibit the movement of a non-production installation in external waters with a view to its being operated there unless a safety case has been sent to and accepted by the competent authority ( regulations 16 and 18 and Schedule 7 ); require a design notification to be sent to the competent authority in respect of the conversion of a non-production installation to a production installation ( regulation 19(1) ) and prohibit the operation of a converted installation unless a safety case has been sent to and accepted by the competent authority ( regulation 19(7) ); prohibit the dismantling of a fixed installation unless a revised safety case has been sent to and accepted by the competent authority ( regulation 20 and Schedule 8 ); prohibit the commencement of a well operation unless a notification has been sent to the competent authority ( regulation 21(1) and Schedule 9 ) or where the competent authority objects to the notification ( regulation 21(7) ); prohibit the engagement of an installation in a combined operation with another installation or installations unless a notification has been sent to the competent authority ( regulation 22 and Schedule 10 ); require an owner or operator to review their safety case at intervals of five years and at such other times as the competent authority may direct ( regulation 23 ); require a safety case to be revised when appropriate and when directed by the competent authority ( regulation 24 ); grant to the competent authority powers in respect of safety cases and related documents ( regulation 25 ); grant to the competent authority a power to prohibit operations where measures for preventing or limiting the consequences of a major accident proposed in a safety case or in a notification of well operations or combined operations are insufficient ( regulation 26 ); impose requirements with respect to the making and keeping of documents ( regulation 27 ); require any procedures or arrangements in safety cases and plans stated in a notification of well operations or a notification of combined operations to be followed, and provide for specified defences for contravention of the requirement as regards safety cases ( regulation 28 ); require an operator, owner and well operator to take suitable measures to reduce risk, including where necessary suspending operations, where an activity carried out significantly increases the risk of a major accident ( regulation 29(1) and (2) ) and to report to the competent authority when such measures have been taken ( regulation 29(3) ); require the operator or owner to perform certain duties under the Offshore Installations (Prevention of Fire and Explosion, and Emergency Response) Regulations 1995 (the duties are set out in regulation 30(14) ) consistently with the external emergency response plan (as defined in regulation 30(13) ) and taking into account the risk assessment undertaken during the preparation of the safety case ( regulation 30(1) ); require the operator, owner and well operator to communicate to their employees, contractors and contractors’ employees the arrangements for confidential reporting of safety concerns ( regulation 31 ); require duty holders to cooperate with the competent authority in developing, preparing and revising standards and guidance on major accident prevention ( regulation 32 ); require the operator, well operator or owner to notify the competent authority of any major accident or situations where there is an immediate risk of such an accident ( regulation 33 ); require UK-registered companies to provide the competent authority with information about accidents outside the European Union in which they or their subsidiaries are involved as licensees, operators or well operators ( regulation 34 ); provide for the granting of exemptions from the Regulations by the competent authority ( regulation 35 ); make specific provision for enforcement of the Regulations and penalties for offences ( regulations 36 and 40 ); provide for an appeal to the Secretary of State against certain decisions of the competent authority ( regulation 37 and Schedule 12 ); make amendments to existing legislation ( regulation 38 and Schedule 13 ); and contain savings and transitional provisions in respect of activities in existence or proposed within a specified time of the coming into force of the Regulations ( regulation 39 ).

A full impact assessment of the effect that these Regulations would have on the costs of business and the voluntary sector is published with the Explanatory Memorandum which is available alongside the instrument on, The Transposition Note in relation to the implementation of the Offshore Safety Directive is published with the Explanatory Memorandum and available on that website.

What are the safeties on ship?

Taking Care of Personal Safety on Ships – Personal safety primarily includes the various ways and means which sailors can adopt to stay safe on an individual level, such as careful movement around the ship, steady handling of heavy cargo, etc. In addition, appropriate use of safety equipment is also a part of personal safety on ships.

Wearing Protective Clothing

It is imperative to wear comfortable and well-fitted clothes on board a ship as loose clothes can get caught in the machinery and cause injuries. Proper footwear with slip-resistant soles helps in minimizing the risks of slipping and must be worn at all times on the ship.

Personal Protective Equipment

Personal protective equipment includes safety helmets, shoes, goggles, ear-muffs, safety harness, life-jackets, life rafts, etc., which is used to safeguard the individual seafarer from any harm. This equipment is mandatory for ships to ensure that there are no fatalities due to lack of life-saving appliances.

Safety Equipment for the Crew

Apart from personal life-saving devices used aboard ships, there are safety equipment for the entire crew, including lifeboats, fire extinguishers, fire suits and breathing devices, emergency medical equipment, and distress signals for summoning help.

Movement About the Ship

On ships carrying heavy cargo, the containers should be securely tied at all times. Sudden lurching of the ships may cause these to dislocate if not tied properly, which can result in major bodily harm. It is necessary to be constantly on alert for slippery patches, unguarded railings, or open hatches through which people may fall.

Appropriate Use and Placement of Tools

Portable tools and equipment must be carried with both hands. In case of climbing or descending a staircase, the equipment should be carried in a tool belt (if handy) or across the body, leaving the hands free for a firm grip. Portable power tools such as drills and welding equipment should be checked before operation and must be used only by professionals.

Steady Handling of Dangerous Cargo

Cargo often consists of highly flammable fuels and other such dangerous materials. Such cargoes must be stored away from the passengers. Safety instructions must be followed and the cargo must be labeled and segregated according to its nature. The containers must regularly be checked for any spills or leaks as they can prove to be hazardous.

Mooring

Mooring is the process of anchoring the ship to the docks, using equipment such as ropes, cables, chains, deadweight anchors, etc. During this process, the passengers must stay away from the mooring area. While mooring goods and cargo, ropes under tremendous strain can break and cause damage.

1. The entire area should be cleared before mooring.
2. The safety of the ship depends upon the safety of the passengers.
3. Therefore, it is necessary to put your own safety first and take the proper precautions and follow the rules while travelling onboard a ship.
4. The SOLAS convention of 1914 has been a pathbreaker in this area, emphasising the necessity of maritime safety.

Not only has the act taken ship and seafarer safety to new heights, but it has also spurred many amendments by the IMO to improve cargo management. Ship and safety equipment manufacturers in India provide all the required safety gear while travelling on water.

What is fuel safety?

Practice caution when handling fuel-Safety Moment #13 The Canadian Center for Occupational Health and Safety offers a number of tips for storing and handling fuel:

Don’t store more fuel than the minimum amount needed. Use approved containers, away from heat sources and in well-ventilated areas. Never attempt to siphon gasoline with your mouth – doing so could be deadly. Refrain from prolonged skin contact with fuel, avoid breathing in fuel fumes or vapors, and remove any clothing that comes in contact with fuel.

When your workplace is receiving fuel from a delivery truck:

Don’t allow smoking near fuel trucks, as vapors may ignite. Have spill kits handy in the event of a spill. Keep fuel caps closed, except during filling and gauging, to avoid the release of vapors. Position the fuel truck away from other vehicles so it doesn’t interfere with their movements.

Jack Gloop