IMO REPORT TO THE MARITIME SAFETY COMMITTEE

Transcription

1 INTERNATIONAL MARITIME ORGANIZATION E IMO SUB-COMMITTEE ON STABILITY AND LOAD LINES AND ON FISHING VESSELS SAFETY 47th session Agenda item 17 SLF 47/17/Add.1 27 September 2004 Original: ENGLISH REPORT TO THE MARITIME SAFETY COMMITTEE 1 Attached, as annex 2 to the report, is Part A of the draft revised Code of Safety for Fishermen and Fishing Vessels, as amended, for approval by MSC 79. *** For reasons of economy, this document is printed in a limited number. Delegates are kindly asked to bring their copies to meetings and not to request additional copies.

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3 DRAFT REVISED FISHING VESSEL SAFETY CODE * PART A OF THE DRAFT REVISED CODE OF SAFETY FOR FISHERMEN AND FISHING VESSELS Preface 1 A resolution adopted by the Committee on Conditions of Work in the Fishing Industry, which was convened by the International Labour Organisation (ILO) in December 1962 to study certain aspects of working conditions of crew on fishing vessels, recommended the creation of a practical international code dealing with navigational, operational and occupational aspects of safety of fishing vessels and crew, and urged the ILO in collaboration with the Food and Agriculture Organization of the United Nations (FAO) and the Inter-Governmental Maritime Consultative Organization (IMO) to examine the possibility establishing a suitable body to prepare such a code. 2 Considering that it was desirable to co-operate within their respective fields of competency, in order to extend the scope of the proposed safety code for fishing vessels to make reference to all aspects of the safety of fishing vessels and crew, the three organizations subsequently entered into an agreement with respect to the principles of co-operation and the areas of mutual interest and responsibility in the field of fishing vessels and fishing vessel crewmembers, namely FAO, fisheries in general; ILO, labour in the fishing industries; and IMO, safety of life, vessels and equipment at sea. 3 Following the above agreement, draft contributions to the Code of Safety for Fishermen and Fishing Vessels were prepared by FAO, the ILO and IMO. It was agreed that the Code should be divided into two parts: Part A for skippers and crews, and Part B for fishing vessel builders and owners. 4 Part A of the Code was adopted by the first session of the Joint FAO/ILO/IMO Meeting of Consultants on Safety on Board Fishing Vessels which was held at ILO Headquarters in Geneva in September Later amendments to Part A were approved by the Maritime Safety Committee (MSC) at its thirtieth session in the Spring of At the same session, the Committee approved the final text of Part B which was endorsed by the FAO Council at its 64th session (Autumn 1974) and also endorsed by the Governing Body of the ILO at its 195th session (February 1975). 6 In 1977, an International Conference on the Safety of Fishing Vessels adopted the Torremolinos International Convention on the Safety of Fishing Vessels, 1977, that, for a number of reasons had not entered into force. Consequently, a further International Conference was convened, also in Torremolinos, Spain that adopted the Torremolinos Protocol of 1993 relating to the Torremolinos International Convention for the Safety of Fishing Vessels, Resolution 4 of the Conference requests IMO to review, as a matter of priority the FAO/ILO/IMO Code of Safety for Fishermen and Fishing Vessels, Part A and Part B. The Code of Safety for Fishing Vessels, Part B, addresses safety and health requirements for the construction and equipment of fishing vessels of 24 m in length and over. * An index will be prepared by the Secretariat for this Code prior to publication.

4 Page 2 8 The MSC entrusted the revision of the Code to its Sub-Committee on Stability and Loadlines and on Fishing Vessels Safety (SLF) and recommended that the recent developments in fishing vessel design and fishing operations should be taken into consideration. The MSC also entrusted SLF to revise the Voluntary Guidelines for the Design, Construction and Equipment of Small Fishing Vessels, that had been approved by MSC in 1979, which addresses vessels of 12 m in length and over but less than 24 m in length. In this regard, IMO was requested to invite the FAO and the ILO to participate in the revision. 9 At its forty-second session, SLF established an intersessional correspondence group for the revision of Part B of the Code and the Voluntary Guidelines. Later, at its forty-fifth session in July 2002 the FAO and ILO submitted a proposal to commence the revision of Part A. The Sub-Committee considered that unlike the current version, which was intended to be read by crewmembers on fishing vessels, the revised version should be directed primarily towards Competent authorities, training institutions, fishing vessel owners, representative organizations of the crew, and non-governmental organizations having a recognized role in crewmembers safety and health and training. Competent authorities would be encouraged to make use of the contents of the Code in the production of safety and health and training materials in an appropriate format to suit the particular needs of the fisheries of the country or region and in local languages. 10 [Paragraph on the outcome of the ILO conference in 1999] 11 [The revision of the Code and the Voluntary Guidelines were adopted by MSC at its session in and by the FAO Committee on Fisheries at its. session [date] and the Governing Body of ILO in [date]]. 12 Concerning the procedures for future amendments to the Code and the Voluntary Guidelines, the MSC considered that any amendments should be effected as expeditiously as possible. It was agreed that non-controversial amendments should be approved by correspondence, but joint meetings of experts might be necessary for other amendments for which no ready agreement by correspondence could be reached. 13 Recognizing that the majority of items covered by the Code are within the scope of IMO and noting the different working procedures within the three Organizations and also that the SLF Sub-Committee holds regular meetings, it was agreed that:.1 IMO should act as a focal point for co-ordinating proposed amendments to the Code and in particular the IMO Secretariat should undertake to receive any proposed amendments, to distribute them to the Organizations and to collate their respective comments;.2 any future joint FAO/ILO/IMO meeting should be held, whenever possible, in conjunction with a meeting of the SLF Sub-Committee; and.3 any proposed amendments should always be subject to the final approval of the appropriate bodies of the three Organizations. 14 Part B and the Voluntary Guidelines, as revised, are published as two separate booklets (Sales Numbers, respectively).

5 Page 3 INTRODUCTION 1 Work at sea has never been without danger, and the fishing industry has a long and growing roll of honour of crew who have lost their lives in the performance of their work. Fortunately, loss of life in most types of fishing is now very much less frequent than it was only a few generations ago, but no technological advances can fully eliminate the forces of the sea and other natural dangers which crew have to face, nor is it possible to eliminate the human errors or to make the tools of the fishing activity - the fishing vessels and fishing gear completely accident proof. Fishing has, in many countries, already become a highly developed industry employing complex machinery, and this development necessitates the introduction and expansion of safety measures along lines similar to those, which apply to other major industries. 2 Training has only been used as a method to promote safety in the fishing industry in developing countries in the last fifty years. The dangerous nature of the fishing industry has called for specialized training for crewmembers prior to going to sea. Most developed countries have already adopted this course of action and have made such courses mandatory. These countries have also sought to tackle the problem of safety in the fishing industry by having mandatory qualifications for the senior positions on board a fishing vessel. These are usually the skipper, mate and chief engineer. Dependent on the size of vessel and/or area of operation, other crewmembers might also require mandatory training (e.g. radio officers, etc). 3 Although the members of IMO decided that the collection and analysis of statistical information on casualties of fishing vessels and fatalities of crewmembers should be prepared on an annual basis, they acknowledged in 1999 that there has been a very limited response. This lack of information is most likely to be caused by the informal employment arrangements in fishing, which may place many crewmembers outside traditional occupational accident reporting systems. Knowing where and how accidents occur can identify suitable measures for intervention. The human factor causes many accidents, which can be attributed to inadequate training, lack of experience and skills, recklessness, under manning and fatigue. The competent authority should ensure that investigation of accidents resulting in death of crew, and other incidents resulting in damage to the vessel or severe injury to the crew should normally be the subject of a formal investigation. 4 Some Competent authorities have estimated that half of the fatalities in the fishing industry are caused by accidents to the fishing vessel. Therefore, a very effective method to reduce crew fatalities is to ensure that the vessel is safe. The compulsory periodical inspection of a vessel and the validation of the same by a Safety Certificate will inevitably reduce accidents to the vessels and the crew. The skipper and crew of a vessel are those most conversant with the fishing vessel, the deck machinery and the fishing gear they are operating with. They are also aware of the hazards that can occur during fishing and know when, where and how they occur. By analysing these possible hazards, the crew can play a vital role in taking preventative action to reduce or eliminate these hazards. This procedure can be assisted by a formal procedure whereby the skipper is encouraged to perform this analysis. This concept has been readily adopted in the maritime sector. 5 The high accident rates that continue to affect the fishing industry despite mandatory safety schemes and top-down approaches have encouraged safety practitioners to propose that a more holistic approach to safety and health culture in the fishing industry should be engendered. Developing safety and health awareness and promoting sensitization of the fishing communities to take into account the cost of neglecting the safety and health issue is also advocated.

6 Page 4 6 The economical and social conditions under which the fishing industry operates is also recommended as an area for potential area for study in relation to accidents at sea. This encourages investigating issues that have not traditionally been taken into account in discussing safety in the fishing industry such as the method of remuneration of the crew, which in most cases, is based on a share of the catch. This has often been cited as a contributory factor in accidents. These should be investigated to see how mitigating measures could possibly reduce the accident rate. The methods of fisheries management have also been cited, as a contributory factor to accidents and Competent authorities should be working together to introduce safety at sea as a factor to be taken into account when introducing new fisheries management measures. On the other hand the insurance of fishing vessels, or more specifically, the lack of it, has been identified as a factor that can influence the accident rate.

7 Page 5 SECTION I GENERAL CHAPTER 1 GENERAL PROVISIONS 1.1 Purpose and scope The purpose of this Part of the Code of safe practice is to provide information with a view to promoting the safety and health of crewmembers on board a fishing vessels This Part of the Code may also serve as a guide to those concerned with framing measures for the improvement of safety and health on board fishing vessels but is not a substitute for national laws and regulations The scope of this Part of the Code is limited to such basic information as is necessary for the safe conduct of fishing operations and each Competent authority should take every possible measure to promote safety and health aboard all fishing vessels. 1.2 Definitions For the purpose of this Part of the Code: 1 (i) (ii) (iii) (iv) (v) (vi) Fishing vessel is a vessel used commercially for catching fish, whales, seals, walrus or other living resources of the sea. Certain provisions of this Part of the Code may also apply to vessels used for the processing and/or cold storage of the catch; owner means any person or entity having assumed the responsibility for the operation of the vessel; skipper means the person having command of a fishing vessel; crew means the skipper and all persons employed or engaged in any capacity on board a fishing vessel on the business of that vessel; Competent authority is the government of the State whose flag the vessel is entitled to fly; Length (L) is to be taken as 96% on the waterline at 85% of the least depth measured from the keel line, or as the length from the foreside of the stem to the axis of the rudder stock on that waterline, if that be greater. In vessels designed with rake of keel the waterline on which this length is measured is to be parallel to the designed waterline. 1 This part may be further developed on the basis of any needs identified during the revision process. Definitions are illustrated in Annex I to Part B of the Code.

8 Page Surveys Instructions for the survey of fishing vessels should include aspects of crewmembers safety and health as set out in this Part of the Code. 1.4 Co-operation and consultation The safety and health of the crew of a fishing vessel is best assured through effective co-operation and consultation between the Competent authorities, fishing vessel owners, skippers and crewmembers, as well as, trainers and occupational safety and health personnel The implementation and monitoring of safety and health programmes may be enhanced through the provision of advisory bodies at the local and national level that would facilitate consultation between representatives of vessels owners and fishing vessel crewmembers, as well as, trainers and representatives from the Competent authority and may include maritime and fisheries administration and occupational safety and health services For guidance on the participation of the fishing vessel crewmembers, see Fishing Vessel Personnel Participation in Occupational Safety and Health Management contained in appendix 1.

9 Page 7 CHAPTER 2 DUTIES AND RESPONSIBILITIES 2.1 The Competent authority should prepare and implement laws and regulations and other measures to ensure the safety and health of crewmembers and the safety of fishing vessels, taking into account the provisions of this Code Competent authorities should, inter alia: (i) (ii) (iii) (iv) (v) (vi) ensure that all crewmembers have access to adequate training in safety and health practices; ensure that a minimum age is set for entry into the fishing industry; consider minimum levels of manning for various classes and sizes of fishing vessels; ensure that there is a system of accident reporting and investigation in place; encourage crewmembers to promptly report to the skipper, owner, and where necessary, the Competent authority any defect discovered on board which is liable to cause an accident; encourage owners and operators of fishing vessels to adopt safety assessment procedures. In this regard, the Competent authority should provide guidance on the development of such procedures. (See appendix 1); (vii) provide for regular inspections of fishing vessels; 3 (viii) take into account the principles of the ILO s Guidelines on occupational safety and health management systems. (See appendix 20 on the annotated list of pertinent referenced publications); and (ix) facilitate access to insurance or other financial security by bodies, companies and persons who employ crewmembers, as well as, representative organizations of the crew. 2.3 Owners should: (i) (ii) introduce, as appropriate, a safety and health program including a system of safety assessment procedures and ensure that supervisors and skippers are aware of their respective responsibilities in relation to its implementation; provide instruction materials for use on board in an appropriate format and in the local language; 2 3 Change made by SLF 46. Change made by SLF 46.

10 Page 8 (iii) provide to each new entrant a briefing, accompanied by a booklet of elementary precautions based on the provisions of this Part of the Code. In particular, crewmembers should be made aware of the need: (a) (b) (c) (d) (e) (f) to make proper use of all safeguards, safety devices and other appliances furnished for their protection or the protection of others; that except in cases of necessity, or when duly authorized, they should not remove, alter or interfere with any safety device or other appliance furnished for their protection or the protection of others, or interfere with any method or process adopted with a view to avoiding accidents and injury to health; to acquaint themselves with and obey all safety and health instructions pertaining to their work; to refrain from careless or reckless practices or actions likely to result in accidents or injury to health to themselves and others, or which may cause damage to equipment; to understand that it is in the interest of all crewmembers that they should be able to swim; and to refrain from excessive use of alcohol and or the misuse of drugs; (iv) (v) ensure that crewmembers are aware of their responsibility and right to promptly report to the skipper, their employer, or if necessary the Competent authority, any defect discovered on board which is liable to cause danger. If a defect is such as to cause immediate danger, the use of the equipment affected should not be permitted until corrective action has been taken; and ensure that fishing vessels are adequately covered by insurance policies or other financial security, to protect the crew of such vessels and the interests of the crew. 2.4 Skippers, as the owners representative, have the overall responsibility for the safety of the crew and the safe operation of the fishing vessel and should: (i) (ii) (iii) (iv) manage the owner s safety and health program and implement the safety management system; confirm that crew, and to whom it is appropriate, have made themselves aware of their individual duties and responsibilities in respect of the safety and health programme; facilitate occupational safety and safety awareness training both on board and ashore, as appropriate; manage the members of the crew in a manner which respects the issues of safety and health including fatigue;

11 Page 9 (v) (vi) (vii) develop, together with the owner, a pre-departure sea safety check list, in an appropriate format, for use by the skipper and the shore staff; ensure that the numbers of crewmembers on board are sufficient for the safe navigation of the vessel and for fishing operations; ensure that all crew are above the minimum age set by the Competent authority and that they are physically and medically fit for work on board a fishing vessel; (viii) provide such supervision as will ensure that as far as possible crewmembers perform their work in the best conditions of safety and health; (ix) (x) (xi) (xii) (xiii) designate persons or groups of persons whose duty it is to ensure that the relevant provisions of this Part of the Code are applied; post in prominent places on board fishing vessels warning notices and instructions whenever required by any safety regulations or in accordance with safe practice standards; be aware of their responsibility to enter in the log-book or otherwise properly record and report to the Competent authority, any accident occurring on board, while the vessel is at sea or in port. In addition, skippers should ensure that any defective equipment, which has been involved in an accident, is retained for examination; ensure that in order to minimize accidents due to fatigue, crewmembers should be granted adequate rest periods, appendix 2 may be used as a guide; ensure that there is not excessive use of alcohol or misuse of drugs; and (xiv) ensure that information relating to the insurance or other financial security in relation to the vessel and the crew is made available to all crewmembers. 2.5 Crewmembers should: (i) (ii) (iii) (iv) comply with orders and instructions, taking care in their action to safeguard life, health and welfare; express views on working procedures adopted as they may affect safety and health; co-operate with the owner, the skipper and other members of the crew to maintain their own health and safety as well as the health and safety of other crewmembers and other persons on board; on becoming aware of defects or deficiencies which may involve a risk to life or health, they should, if the risk cannot be averted, notify the person responsible on board, as soon as possible; (v) use and take care of personal protective equipment and clothing at their disposal and not misuse such equipment;

12 Page 10 (vi) (vii) participate in safety and health education, discussion and, where appropriate, meetings; not operate or interfere with equipment which they have not been duly authorized to operate, maintain or use; (viii) if they give an order or otherwise instruct another, they should be certain that the order or instructions are understood; (ix) (x) (xi) (xii) if they do not fully understand an order, instruction or any other communication, from another member of the crew, seek clarification; be particularly diligent during fire, lifeboat and other drills and emergency training; organize time off duties so as to be rested and otherwise fit to carry out their duties; and make themselves aware of the type and extent of insurance coverage or other financial security in relation to the vessel and crew. 2.6 Institutions concerned with the training of crewmembers in matters of safety and health should ensure that: (i) (ii) (iii) (iv) (v) (vi) crewmembers are properly instructed in the dangers of their occupation and the precautions necessary to avoid accidents and injury to health and in particular that new entrants into the fishing industry are properly instructed in accordance with this Part of the Code; training modules are consistent with types of vessel on which the crewmember has to serve and fishing gear to be used; training programmes and materials are presented in an appropriate format; curricula and training modules are based on this part of the Code and where appropriate, the Document for Guidance on Fishermen s Training and Certification of Fishing Vessel Personnel; consideration is given to the level of education of the trainees; and ensure that those responsible for extension work within the industry formulate public awareness programs specifically directed at families of crewmembers on aspects of safety and health.

13 Page 11 CHAPTER 3 EDUCATION, TRAINING, SAFETY AWARENESS AND RELATED ISSUES Introduction This chapter deals with the issue of training of crewmembers in all sizes of vessel and in all regions of the world. It also considers other related measures that can be implemented by Competent authorities and local communities to increase the safety of crewmembers and fishing vessels. 3.2 Training There is every reason to believe that safety training has had the effect of reducing the rates of injuries and fatalities, although for many reasons, this is difficult to prove with concrete figures There is now general consensus amongst safety promoters that obligatory safety training is the prerequisite for any success in reducing the level of accidents in the fishing industry The dangerous nature of the fishing industry has called for specialized training for crewmembers prior to going to sea. Most developed countries have already adopted this course of action and have made such courses mandatory. Many pre-sea safety courses in developed countries are identical, or very similar to courses agreed by international convention for trading vessels and as described in IMO Model Courses. Survival at sea courses, are also independent of the size and type of vessel. The certificates from such courses have the added advantage of occupational mobility for the trainee and the rationalization of expensive training resources between the trading and fishing industries. The certificates from such approved basic training also have the added advantage that they are internationally recognized The enactment of national legislation is required to make pre-sea training courses mandatory or to introduce qualifications and examinations as a mandatory requirement for positions of seniority on a fishing vessel. In some countries where there is devolvement of powers to provincial level for fisheries or marine safety, the legislation will have to be enacted at provincial or state level In coastal communities or island communities where a substantial percentage of the population live in close proximity to the sea and are likely to be on boats, be it for employment or pleasure, sea safety courses could be considered as part of the general education. 3.3 Certificates of competency In the past, experience and on-the- job training were the main requirements to attain a position of authority on a fishing vessel. This is still the case in many developing countries. The training of those in charge of larger vessels, skippers, mates and chief engineers, have been addressed by the Convention on Training and Certification for Fishing Vessel Personnel 4 Change made by SLF 46.

14 Page 12 (STCW-F, 1995). Although this Convention is not yet in force, it can be regarded as a format for Competent authorities to adopt in their national legislation. * On the other hand, the Document for Guidance for the Certification and Training for Fishing Vessel Personnel recommends courses and syllabi for all sizes of fishing vessels, including those not addressed by the STCW-F More recently, the rapid advances in technology have drawn attention to the fact that the passing of an examination at a young age is insufficient to educate crewmembers for life. Following the example of the trading seafaring certificates, the concept of revalidation of Certificates of Competency for the fishing industry has been suggested. Revalidation can ensure that serving crewmembers are kept up to date with advances in technology and associated practices. This is also important when individuals have had breaks in service and require updating prior to resuming a seagoing career It should be noted that in the past, the admittance to examinations for Certificate of Competency was open and did not require attendance at training courses. However over the last twenty years there has been a concentration on mini-courses at which attendance is mandatory in order to acquire subsidiary qualifications that are necessary for a candidate to be issued with a Certificate of Competency (e.g. Radar courses, survival courses, first aid, fire-fighting, GMDSS etc.). In many of these courses the requirement is for satisfactory completion of such courses, rather than passing examinations When certificates are introduced for the first time, it has been the convention that Competent authorities issue a Certificate of Service, by a minimum of examination to experienced crewmembers who have held the equivalent position for a number of years. This is because the candidates, have to a great extent, demonstrated their competence by the virtue of their experience. It also avoids opposition by the fishing industry to the introduction of mandatory certificates One of the requirements for candidates for deck certificates of competency is that they are required to pass an eyesight examination, which requires a colour blindness test. For this reason, new entrants into the fishing industry are strongly recommended to undertake a colour blindness test prior to undertaking fishing as a career. 3.4 Accident prevention and investigation Although the members of IMO decided that the collection and analysis of statistical information on casualties of fishing vessels and fatalities of crewmembers should be prepared on an annual basis, they acknowledged in 1999 that there has been a very limited response. This lack of information is most likely to be caused by the informal employment arrangements in fishing, which may place many crewmembers outside traditional occupational accident reporting systems. * See also Assembly resolution A.925(22) on the Entry into force and implementation of the 1993 Torremolinos Protocol and the 1995 STCW-F Convention.

15 Page Knowing where and how accidents occur, suitable measures for intervention can be identified. The human factor causes many accidents, which can be attributed to inadequate training, lack of experience and skills, recklessness, under manning and fatigue. The Competent authority should ensure that all accidents resulting in death of crew be investigated as appropriate. Other incidents resulting in damage to the vessel or severe injury to the crew, as well as dangerous incidents should be reported to the maritime administration and, if necessary, subject to a formal investigation by an independent unit within the maritime authority If necessary, the results of these investigations should be made available in the public domain. This information should also be relayed back to the industry in short to-the-point safety information notes, which highlights areas where accidents are occurring (e.g. Notices to Mariners). The results of Maritime Investigation Boards should provide feedback to lecturers and examiners for Certificates of Competency and pre-sea safety courses. This should ensure that the examination candidates are conversant with the type of accident that is occurring within the local industry and skippers can be informed on how these types of accident can be prevented Accidents to the vessel may cause injury to the crew, which in many cases result in multiple fatalities. Some Competent authorities have estimated that half of the fatalities in the fishing industry are caused by accidents to the fishing vessel. Therefore a very effective method to reduce accidents to the crew is to ensure that the vessel is safe. The requirements for safety certificates, which require a periodical inspection of a vessel, will inevitably reduce accidents to the vessel and crew. 3.5 Safety assessment The skipper and other members of the crew of a vessel are those most conversant with the fishing vessel, the machinery, including the deck machinery and the fishing gear they are operating with. They are also most aware of the hazards that can occur and can anticipate when, where and how they are liable to occur. By analysing these possible hazards, the crew can play a vital role in suggesting preventative action to reduce or eliminate these hazards. This process can be better achieved through procedures introduced by the fishing vessel owners, with the assistance of the Competent authorities and could include safety assessment and shipboard or shoreside safety committees. However, the Competent authority should ensure that assistance is provided to crewmembers undertaking safety assessment where literacy levels preclude preparation of a written report As noted above, the process of safety assessment could be enhanced by the establishment of a safety and health committee. Such committees may be organized ashore or on board vessels as is appropriate to the vessels and crewmembers concerned An advantage of the safety assessment approach is that it provides a process whereby the crewmembers have to think about safety on their own vessel and fishing method as opposed to relying on a generic approach that may not be appropriate for their specific situation Guidance on safety assessment and safety committees is provided in appendix 1. 5 Change made by SLF 46.

16 Page Insurance Insurance can contribute to the improvement of safety on fishing vessels by highlighting the factors that cause accidents. The insurers can financially analyse their business to reduce the costs, and by doing so, identify the type of accidents that are occurring and where they are encountering financial loss. By reducing the premiums paid for fishing vessels that undertake specific safety precautions, the insurers can thereby provide an incentive for improving safety in the fishing industry However, such insurance schemes are not always available, particularly to small-scale fisheries operations Furthermore, in many parts of the world, the difficulties in accessing insurance coverage through the commercial market are often compounded by the lack of foreign exchange and where the exist, mutual insurance schemes whereby the crewmembers can set up their own insurance co-operatives are not always successful for the very similar reasons making it impossible to effect reinsurance. Where this would be the case, Competent authorities should facilitate access to insurance by those who employ crewmembers, as well as, associations of crewmembers. Thereafter, particularly where there is no social security net in place, it should be possible for the Competent authority to require that the crew of a fishing vessel should be adequately covered by insurance or other financial security, whether they are on board or travelling to or from such vessel It should follow, therefore, that it would be the duty of those who employ crewmembers, to ensure that fishing vessels are adequately covered by insurance policies or other financial securities to protect the crew of such vessels and the interests of the crew, to indemnify third parties against loss or damage and to protect their own interests. In particular, they should ensure, for example, that the crew are adequately covered for such risks as illness, personal injury, death, wages and shipwreck unemployment indemnity, loss or damage to the effects of a crewmember, as well as, such needs for medical examination, this would be the case. Competent authorities should facilitate access to insurance by bodies, companies and persons who employ crewmembers, as well as, associations of crewmembers. 3.7 Community safety organizations The high accident rate that the fishing industry has experienced, has led to the formation of volunteer groups that are associated with marine safety. The provision of lifeboats has been one of the most successful of these. Many countries have a lifeboat service under various means of funding. Generally manned by volunteers with seagoing experience, they know the local conditions In the past coastguard crews were voluntary; however the Coastguard has now tended to become a professional occupation. The use of helicopters for rescue services has also been common in recent years and although they have advantages in speed and safety there are times in very bad weather that they cannot operate and in some cases they are limited by range of operation. Under these conditions there is no option but to rely on the lifeboats.

17 Page Community safety awareness programmes One of the surprising results of investigations into the safety at sea in the fishing industry is that in many cases crewmembers do not tend to regard their occupation as particularly dangerous or tend to adopt a fatalistic view of the occupational danger. The fact that they all probably know someone who has died or drowned does make them aware of the risk to themselves. Indeed a high risk of loss of life or injury has been accepted as part of the fishing culture. Many have likened this to the fatalistic view that man takes when confronted with the massive forces of nature Studies have shown that one of the most cost effective method of dealing with the safety problem in the fishing industry would be safety awareness programmes. Under such programmes crewmembers would be made aware of the dangers they were undertaking and the probabilities of them losing their life at sea. They would also be informed on safety practices that would reduce the probability of accidents and which would increase the possibility of survival should an accident occur. This would include informing someone of where they were going to fish, when they would be expected to return and what action to take if they did not return by a particular time The use of a checklist of items to be carried on a small vessel would also be very practical. It should also be mentioned that these studies also found that the crewmembers spouses were very receptive to safety awareness programmes, realizing that should a crewmember lose his/her life, his/her widow/widower and children would be impoverished in the absence of a social security provision. 3.9 Remuneration systems In addition to the factors mentioned above, it has been noted that the system of remuneration in the fishing industry may affect safety at sea. The basic types of remuneration prevailing in fisheries are the share system and the system of a wages plus catch bonus. The first is more widespread and is often combined with a minimum wage assurance, while the second is restricted to vessels over a certain size administered by structured companies, and often involves agreements that regulate working hours among other issues As with any payment system, share fishing, whereby the crewmember is paid by a share of the catch has both advantages and disadvantages. Those in favour of it say that it increases motivation, creates team spirit and gives every crewmember a stake in the results achieved. It also distributes the risk between the owner and the crewmembers during spells of poor fishing and, when things go well the crew benefit directly. There is no doubt that the share fishing system motivates crewmembers to work harder and for longer hours, which in itself contributes to risk through fatigue. It may also increase the motivation to go fishing under adverse weather conditions, to take risks while fishing in the hope of increasing the catch and to overload the vessel when the fishing goes well. The authorities, vessel owners and crewmembers should scrutinize the operation of the share fishing system with the aim of reducing elements that contribute to risk-taking Although working conditions and efficiency have improved in many ways with increased mechanization, new dangers have been introduced and strain on the crew is still considerable, not least because of the reduction in numbers of crew to reduce costs.

18 Page Fisheries management It should be noted that fishing regulations and management may well have a direct influence on marine safety for crewmembers. The increasing use of fisheries management measures to restrict fishing effort, and hence to reduce pressure on fish stocks, could have an impact on fishing vessel safety by encouraging unsafe practices. Some of these measures, such as those that limit duration of the fishing seasons or directly restrict the number of days during which crewmembers are allowed to fish tend to cause fatigue, which in turn causes accidents. By contrast, management based on the amount of fish caught rather than on the time it takes to catch the fish, allows more rational planning in order to reduce risks and avoid fatigue. Some fisheries management measures tend to be more concerned with the long-term conservation and sustainable use of fisheries resources than with the welfare of those who harvest them Co-management in the regulatory process, in which stakeholder/user groups have the formal opportunity and the power to participate in the design and implementation of fisheries regulations, is especially important given the impact that fisheries management regulations have on reducing or increasing dangers at sea. In open-access fisheries, competition is the order of the day. Getting to and from the fishing grounds as fast as possible and carrying home the largest possible catch, calls for increasing engine power, vessel size and gear efficiency Making the production of a safety certificate for a fishing vessel a pre-requisite for a fishing license is a practical example of overcoming the lack of motivation that has been a barrier to improved safety at sea for crewmembers for so long. However this usually involves, very close co-operation between different branches of government administration The recent history of the development of fisheries management indicates that the governance of fisheries will eventually include direct involvement of fisheries participants, conferring user rights along with responsibilities. The management regime should not only aim to match the fishing fleet to the potential yield of the resource, but also to control the seaworthiness of the vessels, the working conditions on board and to ensure that the crewmembers have the necessary training and knowledge. * 6 7 * Change made by SLF 46. Change made by SLF 46. See FAO Safety at sea as an integral part of fisheries management.

19 Page 17 CHAPTER 4 HEALTH AND MEDICAL CARE 4.1 General This chapter reviews the principles of health and medical care on board fishing vessels. It discusses how these may be applied for different types of fishing operation and on different types of vessel. Sections II and III of the Code provide operational recommendations for small and large vessels The aims of health care in the fishing industry are to:.1 minimize the risk that health problems of the crew could jeopardize the safe navigation and operation of the vessel or affect the ability of the crew to react swiftly to emergencies;.2 reduce the risk of illness arising from hazards in the working environment;.3 reduce the probability of illness arising at sea which would put the sufferer at excess risk;.4 minimize the risk of infection;.5 make provision for the effective treatment of any illness or injury which may arise at sea; and.6 provide opportunities for health promotion to help crewmembers complete their career and have a healthy retirement Crewmembers may have special health care needs while ashore because of the risks of their work, the fitness requirements for it and their mobility. They should have access to affordable health services. There should be no discrimination against them and their dependants in access to and receipt of benefits from statutory social security programmes and occupational health schemes. 4.2 Fitness for work on board fishing vessels Crewmembers should be medically fit for the duties they will be expected to undertake. Requirements will depend on the duties performed Where the fishery is near a port with adequate and available medical facilities, rapid access to medical attention in the event of the recurrence of a medical problem may be possible and so some fitness standards can be less stringent. On the other hand, distant water fishing may mean that there are long time delays in returning to port with an ill crewmember - causing increased risk and major operational consequences and crew may therefore require a higher standard of fitness.

20 Page Medical fitness examinations and medical fitness certification of crewmembers may usefully be modelled on those used for merchant seafarers or those for small commerical vessels, where such exist. A certificate of fitness should have a set period of validity. The medical fitness certifcation should meet international minimum standards as provided by ILO and IMO, and should take into account ILO/WHO Guidelines for Pre-sea and Periodic Examination for Seafarers Means may be required to ensure that any specific fitness standards are met. These may include, for instance, self-notification of illness, and checks of skin condition or screening for visual acuity by a competent person or a medical examination. The requirements for any such procedures should be publically available and specified in terms of the standards to be applied, who they apply to and when fitness should be assessed (for instance, in recruitment to the industry, periodically or after episodes of illness). The person responsible for ensuring that medical examinations are performed and the competencies of the examiner also need to be stipulated. Any person, who is not satisfied with the initial decision regarding the fitness assessment, including any restrictions to duties, should have the right to appeal Assessments must be carried out in the interests of the individual and fellow crewmembers and not used as a means of unreasonable discrimination. In particular, safeguards are needed to ensure that those who are HIV positive but not disabled are not excluded from opportunities to work It is good practice to issue a certificate of fitness, which has a set period of validity The Competent authority should ensure that those conducting fitness assessments of crewmembers are provided with guidance on the nature of work in the fishing sector and the risks of injury and diseases of persons working on board fishing vessels Owners and skippers should not engage a person for work on board a fishing vessels unless that person meets any national requirements concerning fitness standards for the duties to be undertaken on the relevant type of fishing vessel The individual should be made responsible for reporting any health problems which may affect fitness for work to the skipper prior to any voyage. This includes the use of medications which cause effects such as drowsiness. Medical advice may then be required on whether the person can safely go to sea until the problem has resolved Expectant mothers or new mothers should be allocated apropriate work to ensure that they are not exposed to any physical or chemical risk that would endanger the mother or the child. 4.3 Medical treatment at sea Where a vessel is operating near to a port with adequate and available medical facilities only the short term management of injuries and very sudden illness would be required In distant water fisheries, equipment, facilities and skills may be needed to treat and care for a sick or injured crewmember for several days.

21 Page Medical supplies and facilities The medical supplies (medicaments and medical equipment) carried on board should be prescribed by the Competent authority taking into account such factors as the type of fishing vessel, the number of persons on board, and the nature, destination and duration of voyages. The standards for medical supplies should take into account those issued by the relevant international or regional organizations, such as the list of medicines and guidance on surgical equipment, instruments and supplies provided in the ILO/IMO/WHO International Medical Guide for Ships. They should take account of any unusual risks, such as venomous creatures present in the fishery Medical supplies should be properly maintained and inspected at regular intervals in accordance with national requirements. They should be held securely but with access to those who need to use them at a location convenient to any on board facilities for the care of ill or injured crewmembers. 4.5 Essential medical/personal information Crewmembers should provide to the skipper or employer information which may be essential to emergency medical treatment in the event of injury or illness This might include, for example: contact persons ashore (family member, friend, etc.); phone numbers, address, medical considerations, blood type, allergies (including allergies to medicaments), name of personal doctor, personal medical coverage (insurance) plan. 4.6 Persons providing medical care at sea Crewmembers should receive instructions on the immediate action that should be taken on encountering an accident or other medical emergency and should be properly trained in emergency first aid (see appendix 3, First aid and medical care). Skippers and senior crewmembers, as specified by the Competent authority, should receive suitable, more advanced training in the treatment of medical emergencies. Training and refresher training requirements should be specified by Competent authority. 4.7 Medical advice by radio Fishing vessels should be equipped and have access to medical advice by radio or by other means of communication as appropriate to the service of the vessel. 4.8 Reporting of injuries The Competent authority should set out requirements, as appropriate, for the reporting of injuries. The information obtained in these reports should be used to identify areas for improved accident prevention and health promotion. * Crewmembers should report all their injuries to the skipper without delay The skipper should report to the owner of the fishing vessel, all injuries that required medical care. All injuries should be recorded in the appropriate vessel log-book. * See also chapter 3 in section III.

22 Page The owner should report injuries to the Competent authority in accordance with national laws and regulations. A copy of the report should be given to the injured person or next of kin. 4.9 Health awareness and promotion The content of health awareness and promotion activities should be proportional to the nature of the voyage. Where voyages are of short duration, shore-based initiatives are most likely to be feasible, but on longer voyages onboard programs should be considered Drug and alcohol misuse A drug and alcohol abuse prevention policy should be established for fishing vessels, as appropriate. This policy should include the dangers of the use of drugs for the purpose of overcoming fatigue or working excessive hours. Further guidance on this issue is contained in the ILO publication Drug and Alcohol Abuse Prevention Programmes in the Maritime Industry Crewmembers should not be permitted to perform their duties when impaired by drugs or alcohol The policy should address, among other things, problems associated with crewmembers boarding or disembarking from a vessel in an impaired condition (a major source of fatal accidents) Fatigue Fishing vessel owners and skippers should be made aware of the safety and health risk associated with fatigue. Further guidance on fatigue is provided in appendix Infectious diseases, including sexually transmitted diseases and HIV The risks from infection will vary widely. Some, such as diarrhoea, may be transmitted by food, others like tuberculosis by coughing or exhaled droplets, a number of tropical infections for instance malaria and dengue by insects, while for others transfer of body fluids, normally during sex, is the main route Health monitoring, food hygiene and screening against insects all play a part in prevention Any sexually transmitted infection, in particular HIV, provided it is not disabling, is not a risk during normal shipboard activities. Testing is not required and its use and any action based on results is discriminatory. Information and advice on all aspects of the prevention of infection is a priority and national and industry bodies should take steps to provide it. Further guidance on this issue is contained in the ILO Code of Practice on HIV/AIDS Prevention of long term health problems Those working in the fishing industry may be at risk of long term illness. Their lifestyle may make some risks, for instance those of skin cancer from solar damage and heart disease from poor diet, obesity and smoking, greater than for those on-shore.

23 Page The Competent authority, owners and crew should collaborate in developing and implementing health awareness and promotion programmes appropriate to the risks present in their fishing crews. The setting for such initiatives may be on the vessel or in port. These may need to be supplemented by attention aspects of working and living conditions at sea such as the provision of suitable rations Guidance on the survival from sudden, unexpected immersion in cold water Competent authorities should disseminate guidance on the survival from sudden, unexpected immersion in cold water to fishing vessel owners, skippers, crewmembers, as well as to fisheries training institutions, fishing vessel owners associations, representative organizations of the crew, search and rescuer organizations, and others concerned Guidance on survival from sudden, unexpected immersion in cold water is provided in appendix 5, Survival from sudden, unexpected immersion in cold water.

24 Page 22 SECTION II UNDECKED VESSELS AND DECKED VESSELS OF LESS THAN 12 M IN LENGTH Competent authorities, training institutions, owners, representative organizations of the crew and non-governmental organizations having a recognized role in crewmembers health and safety and training should take into account the safety precautions described in this section. 1.1 General aspects of vessel safety 8 CHAPTER 1 SAFETY OF THE VESSEL The skipper should have the overall responsibility for the safety of the crew and the safe operation of the fishing vessel and should not be constrained by the vessel owner Skippers should ensure that all certificates, such as certificates of seaworthiness, as required by the Competent authority, are carried on board and are valid Skippers should also ensure to the best of their ability that their vessels are maintained in a seaworthy condition and any defects found which are likely to affect safety of the vessel should be rectified as quickly as possible Skippers should ensure that their vessels are it is properly equipped and provisioned and that the stability is satisfactory before their vessels are taken to sea In situations where the Competent authority does not operate a vessel monitoring system (VMS) and or has no formal vessel position reporting requirement for fishing vessels, the skipper should also ensure that notice is left with a responsible person ashore indicating when the vessel would leave, the area where it would operate and when it would be expected to return If in doubt as to the suitability of weather for fishing, the skipper should cease fishing in good time and take precautionary action Necessary care should be taken to maintain adequate freeboard in all loading conditions, and where load line regulations are applicable they should be strictly adhered to at all times A sharp look-out should always be maintained, and the crew warned of the imminent danger of heavy oncoming seas, during fishing operations or while other work is being done in the exposed areas. Special care is required in bad weather, for example by easing down when crewmembers are traversing the exposed areas The crew should be alerted to all the dangers of following or quartering seas. If excessive heeling or yawing occurs the speed should be reduced. Operation of vessels from unprotected beaches requires special skills, and special care must be taken in the surf zone. More detailed guidance is set out in appendix 8, Crossing sand bars and beach landings Extra care should be taken when the vessel is hanging fast by its fishing gear. 8 See existing Part A, section 3.1.

25 Page Bilges should be kept drained and free of debris and oil. Rose boxes and suction strainers of bilge pumps should always be kept clean. 1.2 Special requirements for open fishing vessels In case of open fishing vessels, where full stability information is not available, the skipper should be aware of how a simplified rolling period test can be conducted and of the importance to maintain sufficient freeboard to prevent the excessive shipping of water. An approximate determination of small vessels stability by means of a rolling period tests is given in appendix Stability and associated seaworthiness Skippers should have the knowledge of stability and associated seaworthiness. * The skipper should be aware of the stability information supplied to the vessel which will enable him to judge the stability of the vessel in any condition of loading. Such information may be in a simplified format The initial stability of a fishing vessel can be approximately determined by means of the rolling period test. A suggested method for carrying out this test is given in appendix 6. An approximate determination of small vessels stability by means of a rolling period tests Compliance with the stability criteria does not ensure immunity against capsizing regardless of the circumstances or absolve the skipper from his responsibilities. The skipper should, therefore, exercise prudence and good seamanship having regard to the season of the year, weather forecasts and the navigational zone and should take note of the particular advice contained in the following paragraphs of this section The skipper should take precautionary measures in order to maintain adequate stability of the vessel. All instructions concerning the vessel s stability issued by the Competent authority should be strictly observed The stowing order of fish-holds should be such as to prevent extremes of trim or heel, or inadequate freeboard of the vessel To prevent a shift of the fish load carried in bulk, portable divisions in the holds should be properly installed Partially filled tanks can be dangerous; the number of slack tanks should be kept to a minimum Instructions given with regard to ballasting should be observed Where alterations are made to the vessel affecting its stability, the Competent authority should approve the alterations before they are undertaken. Such alterations may be, for example, 9 * See existing Part A, section 3.5. See appendix 16 of FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel.

26 Page 24 removal or shifting, either partially or fully, of the permanent ballast, conversion to new fishing methods, and change of the main engine The formation of ice on a vessel is dangerous and should be reduced by all practicable means. Attention is drawn to the Recommendation for Skippers of Fishing Vessels on Ensuring a Vessel s Endurance in Conditions of Ice Formation contained in appendix All fishing gear and other heavy material should be properly stowed and placed as low in the vessel as possible Particular care should be taken when the pull from fishing gear might have a negative effect on stability (e.g. when nets are hauled by power-block or the trawl catches obstructions on the seabed). The pull of the fishing gear should be from as low a point on the vessel, above the waterline, as possible Gear for releasing the deck load in fishing vessels which carry the catch on deck (e.g. herring) should be kept in good working condition. 1.4 Freeing ports Care should always be taken to ensure the quick release of water trapped on deck. To lock freeing port covers is dangerous. If locking devices are fitted, the opening mechanism should always be easily accessible. Before vessels depart into areas subject to icing, freeing port covers, if fitted, should be kept in the open position or removed When the main deck is prepared for carrying deck load by dividing it with pound boards, there should be slots between them of suitable size to allow easy flow of water to freeing ports, thus preventing the trapping of water. 1.5 Opening and closing appliances All doorways, ventilators and other openings through which water can enter into the hull or deckhouses, forecastle, etc., should be suitably closed in adverse weather conditions and accordingly all fixtures and appliances for this purpose should be maintained in good condition The fittings for closing and securing hatches should be kept in good condition All hatches and flush deck scuttles should be closed and properly secured when not in use during fishing During fishing operations the number of open hatches should be kept to a minimum In bad weather inspections should be made to ensure that hatch covers and lashings are in order Hatch boards should have numbers cut out on them so that they may be replaced in the proper order numbering from fore to aft See existing Part A, Section 3.2. See existing Part A, Section 3.3.

27 Page When hatch covers are removed they should be stacked in such a way as to allow free passage alongside the hatch coaming To prevent personal injury, care should always be taken when hatch covers are being opened or closed Open or partly open hatches should not be covered with tarpaulins Manholes should never be left open or floor plates removed without stanchions and guard ropes in place, and lights and warning signs displayed to prevent persons from straying into danger Chutes for the disposal of fish offal which could be submerged by rolling motions should be kept properly closed when not in use All side scuttles and port deadlights should be maintained in good condition and securely closed in bad weather All vent pipes to fuel or water tanks should be properly protected against the entry of water in bad weather All sounding pipes should be maintained in good condition and securely closed when not in use All closing appliances mentioned in this section as well as those of all inlets and discharges in the shell plating should be periodically inspected. 1.6 Anchors, cables and chains Anchors, cables, chains and associated blocks, sheaves and rollers should be periodically inspected and tested according to the requirements of the Competent authorities Chains and cables should be withdrawn from use whenever external defects are evident. Broken chains should not be rejoined by wiring links together, by inserting bolts between links, or by passing one link through another and inserting a bolt or nail to hold it. Knots should never be put in chains and cables. Defective chains and cables should be repaired only by properly qualified persons using suitable equipment for the purpose Chains and cables that are wound on drums or pass over blocks, sheaves or rollers as well as the bearings of such blocks, sheaves and rollers should be lubricated at frequent and regular intervals Surfaces of the hull and deck, which are in contact with the anchors, anchor chains or anchor wires, should be properly protected and maintained in good condition. 12 See existing Part A, section 3.4.

28 Page 26 CHAPTER 2 SAFETY IN MACHINERY SPACES AND OF MECHANICAL EQUIPMENT 2.1 Introduction Many accidents aboard fishing vessel occur through design defects, poor maintenance and the misuse of machinery. The former condition is addressed in Part B of the Fishing Vessel Safety Code, whereas the maintenance and proper use of machinery and equipment must be addressed through safety training and proper supervision by Competent authorities, owners and skippers, as well as, through the self discipline of crewmembers In the case of small decked vessels and undecked vessels, where propulsion machinery is often mounted over the stern or over the side, additional safety issues must be taken into consideration when there is a need to bring such machinery inboard at sea as well as unshipping the units in harbour or on the beach Certain parts of this chapter overlap with chapter 4 on Safety in fishing operations and fish handling, chapter 5 on Safety in exposed areas and chapter 6 on Special precautions since machinery is used in harbour, as well as, at sea. In addition, whereas the provisions set out below refer to the safety of crewmembers, it should be understood that when in harbour, as well as, within repair facilities, other codes of conduct and or safety regulations may have to be taken into consideration by owners and skippers. 2.2 Main propulsion and auxiliary machinery The Competent authority should ensure that all undecked and decked vessels fishing vessels of less than 12 m in length are designed, constructed and equipped in a manner that contributes to the safety and health of those on board under all operational conditions Furthermore, the Competent authority should also ensure that training facilities are made available to all crewmembers. Training programmes should be developed taking into account the means of propulsion and equipment in common use aboard small fishing vessels and that the crewmembers would probably not have a mechanical background Owners should ensure that instruction manuals supplied by manufacturers are carried on board, concerning the proper operation of machinery and the proper fuels and lubricants to be used. 2.3 Sail Where wind power is the sole or auxiliary source of power, crewmembers should be properly instructed in the use of sail and the adverse effect on stability particularly under strong wind conditions The condition of running gear, rope blocks, masts and sails should be included in mandatory safety inspections.

29 Page Outboard and long-pole engines Engines mounted over the stern or over the side should be provided with secure fastening devices. The fuel supply piping should be so arranged that it would not be an impediment to the free movement of the crewmembers and should be shielded from fishing gear to prevent damage during fishing operations. Where practicable, fuel supply tanks should not be located close to sources of heat, including sunlight. 2.5 Inboard engines Propeller shafting should be guarded for the protection of the crew. Removable covers should be provided for the inspection/lubrication of bearings and inspection/adjustment of the stern gland Power, take off points, their shafting and belt/chain drives should be adequately guarded to prevent accidents to crewmembers. The guards should be of a type that can be fixed in position Exhaust piping should be adequately insulated to protect crewmembers from burns. Where insulation is not fitted, the un-insulated sections should be suitable guarded and an air gap provided between the guard and the exhaust Where engines are designed to be hand cranked by means of a flywheel handle, the design should ensure that that the handle would be disengaged in the event of recoil. Crewmembers should be instructed in the proper handling of such devices including how to grip the handle with the thumb on the same side as the fingers of the hand holding the handle. 2.6 Deck machinery Crewmembers should receive sufficient training to ensure that they are fully conversant with winches and other hauling devices for which they would be responsible, including their safe operation and routine maintenance. In particular, they should be made to understand that deck machinery should not be left unattended with power on or with a load suspended. They should also be made aware of the danger of from trying to lift or pull too great a load by placing extra turns of rope or wire on a warping drum Moving parts of winches, line hauling and net hauling equipment as well as moving parts of warp and chain leads, which may present a hazard, should be as far as practicable adequately guarded and fenced for the protection of the crew The design and location of winches, line and net hauling equipment, should ensure that controls are placed so that winch operators have ample room for their unimpeded operation and have as unobstructed a view as possible of the working area. Where practicable, control handles should be designed to return to the stop position when released and be provided, where necessary, with a suitable locking device to prevent accidental movements or displacement or unauthorized use. Such controls for deck machinery should have clear operating instructions attached to or adjacent to them.

30 Page Winches should be provided with means to prevent over-hoisting and to prevent the accidental release of a load if power supply fails. Where practicable, winches fitted with wire storage drums should be used to avoid the need to use warping heads, which could place the operator in danger Winches should be equipped with brakes capable of effectively arresting and holding the safe working load. The brakes should be proof tested to the satisfaction of the Competent authority before installation of the winch under a static load of not less than 1.5 times the designated safe working lead. Brakes should be provided with simple and easily accessible means of adjustment to prevent grabbing, chattering or slipping Ropes or wires should be led onto winches as directly as possible at not at severe angles and they should not be guided on to the drums by hand. Where winches are fitted with manually operated "guiding on" gear the operating wheels should be without open spokes or protrusions that could cause injury to the operator and should be capable of being disengaged when the warps are paying out Winch barrels should be provided with means for fastening wire ends, for instance clamps, shackles or other equally effective method, to reduce the danger of wires, under tension, parting from the winch. Warp guards should be fitted where practicable between warp lead rollers. Guards for sheaves and rollers should be of a type that would facilitate regular inspection, lubrication and maintenance Where any item of deck machinery is controlled from the wheelhouse, it should also be possible to stop the machinery in an emergency, at a point close to the machinery. Where necessary, means should also be provided to stop machinery by crewmembers that may be endangered when handling fishing gear at a point distant from a winch or line hauling equipment. Where deck machinery is controlled from the steering position, the arrangements should be such that the operator has a clear view of the machine and adjacent area Where practicable, provision should be made to stop trawl boards swinging inboard, such as the fitting of a portable prevention bar at the gallows aperture or other equally effective means. Chains or other suitable devices should be provided for "stoppering off" Lifting and hoisting appliances should have easy access for maintenance. Guards should be provided to prevent any undesirable movement of lifted or hoisted parts, such as the cod end or pots, which could present a danger to the crew All elements of a fishing gear system, including warping heads, winches, tackle, nets, etc. should be designed, arranged and installed to provide safe and convenient operation. In so far as is possible, such components should be of a suitable strength so that in the event of an overload strain the failure will occur on the designated weak link in the system. All crewmembers should be made aware of the designated weak link in the system Wire ropes used for hoisting and warps should be maintained in good condition and suitable for the work to be performed. They should not have not knots, kinks, reverse bends or broken strands. Ends of wire ropes should be seized or otherwise secured to prevent the strands from coming loose. All parts of running gear and associated equipment should be maintained in good repair and working order and that all shackles used aloft should be of a locking type or fixed in such a manner that they cannot come loose.

31 Page When renewing warps, the correct size and length should be obtained so that the winch drum can accommodate the full length. When the warp is fully unwound, three complete turns should remain coiled on the drum The owner and skipper should conduct a formal inspection all running gear and associated equipment at least once in every twelve months. The result of the inspection may be used to form part of a general safety assessment report that may be required by the Competent authority Where hoisting machinery, derricks and associated running gear are fitted, the whole system should be load tested at not more than two yearly intervals. A competent person, authorized by the Competent authority, should carry out the test in the presence of the owner or owners representative. The inspecting authority should issue a certificate and inspection report to the owner Should any component of hoisting equipment, derricks and associated running gear have to be replaced it should be of the same size and safe working load of the original. Furthermore, no alterations should be made without the prior approval of the manufacturer and should such alterations be approved the load test mentioned in paragraph above should be undertaken The design and construction of winches, line and net hauling devices and other hoisting equipment should be such that the maximum effort necessary for operating hand-wheels, handles, crank handles, levers, etc. should not exceed 16 kg and in the case of pedals not exceed 32 kg In undecked vessels, the arrangement for fishing operations should be such, that crewmembers have a secure footing and that they do not have to extend the body over the rail to the point that they could be off balance and fall overboard. 2.7 Refrigeration systems It is highly unlikely that refrigeration plants would be fitted aboard undecked vessels. They may, however, be fitted in decked vessels, whether for the preservation of the catch or for domestic purposes. In such cases, installation should conform to regulations prescribed by the Competent authority Adequate guidance for the safe operation and emergency procedures for the refrigeration system should be provided by having suitable notices displayed on board the vessel in a format, readily understood by the crewmembers No flame producing devices, or hot surfaces or smoking which may cause explosions, should be permitted in spaces in which refrigeration machinery or equipment using flammable gas is installed Crewmembers should be instructed in the proper running of refrigeration plants and in particular, safe methods of gas leakage detection In relation to the safety and health of crewmembers, owners should ensure that protective clothing is provided in the event of an emergency. Further information to owners is given in appendix 11 to this part of the Code and annex IV to Part B of the Code.

32 Page Compressed air systems Compressed air systems, whether for general purposes or for diving, should be installed and their air reservoirs tested, to the satisfaction of the Competent authority. Special attention should be given to portable systems that may also be carried by undecked vessels Crewmembers should have a basic knowledge of the dangers of allowing water and oil to accumulate in compressed air systems and with the need to drain air reservoirs and discharge lines regularly. Particular attention should be given to the maintenance of intercoolers to limit the possibility of high compressed air temperatures that could lead to an explosion it oil is present. 2.9 Gas cylinders and installations Should cylinders for compressed, liquefied and dissolved gases be carried on small vessels, they should be clearly marked as to their contents by means of prescribed identification bands of colour and have a clearly legible indication of the name and chemical formula of the contents. Crewmembers should be aware of the types of fittings and valves that are associated with particular gases and of the need to ensure that only the correct gas is connected Cylinders containing flammable or other dangerous gases should be stowed above deck external to the superstructure, and all valves, pressure regulations and pipes leading from the cylinders should be protected against damage. Cylinders should be protected against excessive variations of temperature, direct rays of the sun, accumulation of snow, and continuous dampness Electrical systems To minimize hazards all electrical equipment and circuits should be designed, installed and maintained in accordance with regulations established by the Competent authority. Owners should ensure that only competent persons are permitted to install and maintain or remove electrical equipment or circuits. Unauthorized installation of electrical equipment of any kind should be considered to be a danger to the vessel and its crew and should be forbidden There should be a requirement for detailed diagrams of electrical systems to be carried on board decked vessels and partially decked vessels Electrical switchboards should have guards to prevent the accidental tripping of circuits by a person falling towards the switchboard. Switchboards of the live front type, commonly found on small vessels, should be adequately protected to reduce the possibility of injury to a person making contact with live components. Access to the back of switchboards of the dead front type, where fitted, should be limited to authorized personnel The design of machinery space layouts should ensure that piping carrying fuel, steam or water would be clear of electrical switchboards, generators, motors and other electrical equipment All electrical should be earthed or otherwise suitably protected. Earth lamps located at the switchboard should be provided and the responsible crewmembers should be instructed to remedy such faults as soon as possible.

33 Page Electrical equipment exposed to the weather should be protected from dampness, corrosion and mechanical damage Storage batteries should be stored in hermetically sealed containers, lined with acid resistant material and fitted with a ventilating pipe exiting above deck or superstructure level to the satisfaction of the Competent authority Since many small decked and undecked vessels may be fitted low voltage lamps powered by non-rechargeable batteries, there should be a requirement for the carriage of spare batteries and bulbs, as well as, their stowage Portable electrical tools and portable lamps, other than domestic type torches, should be of an approved type. A competent person should inspect such tools and lamps regularly and, where possible, they should be intrinsically safe Portable electrical generators, such as used in light attraction fishing operations or in battery charging, should be fitted with a circuit breaker. Such units should be secured in position under operational conditions Crewmembers should be given clear instructions regarding the limited intervention that could be expected of them concerning:.1 testing procedures for electrical circuits;.2 standing procedures for the isolation of circuits and or equipment prior to hands on maintenance;.3 routine inspection of electrical machinery and equipment and fault detection;.4 proper maintenance of circuit breakers and fuse carriers as well as the need to ensure that designated power ratings are not exceeded. Instruction should include the dangers of bypassing or bridging fuse carriers; and.5 the proper maintenance of storage batteries and the need for them to be stored in ventilated boxes/compartment as well care to be taken due to the possible accumulation of phosgene gas, which is toxic and flammable. There should be no smoking or open flames in the vicinity of battery storage areas All circuits should be clearly identified at main switchboards, auxiliary switchboards and distribution boxes. The markings should be in a language understood by the crewmembers and should be maintained in good and legible condition Hand tools The owners should supply hand tools for maintenance together with safety instructions for their use.

34 Page Such hand tools should be of good material and construction and should be maintained in good condition. A competent person should check hand tools periodically and defective tools should be immediately repaired or replaced Owners should ensure that spanners supplied are of the correct sizes taking into consideration the variety of nuts and bolts within the vessel. Special tools supplied by machinery and equipment manufacturers should be kept apart from general hand tools, preferably in boxes that are clearly marked to identify their specific use Where an eyebolt is supplied for lifting heavy components the length of the threaded end should be one thread less than the depth of the threaded hole to ensure that it can be screwed down as far as the collar of the eyebolt. Over-length eyebolts should not be used since any sideways pressure could lead the bending and fracture and possible injury to a person Crewmembers should be instructed in the proper use and maintenance, as well as, dangers arising from misuse. Such instruction should include, inter alia:.1 hand tools used on board should be suited to the material the vessel is constructed of or to the surface upon which they are to be used;.2 hand tools should only be for the purpose for which they are intended;.3 the proper use and handling of adjustable wrenches and pipe wrenches;.4 cold chisels and punches to be preferably held between the thumb and index finger with the palm of the hand open and turned towards the holder;.5 the danger of hammering on the hardened surfaces of tools, machinery or equipment which could cause metal splinters to fly and cause eye damage;.6 tools or small parts of equipment should never be left lying on in the machinery space or aloft above deck. They should always be placed in a box, bucket or bag, or lashed to prevent them from accidentally falling and injuring persons passing or standing below. When passing tools down from an elevated position, a gant-line should be used;.7 the danger of using tools of any description on moving machinery should be emphasized and that tools and other gear should be removed before restating a machine that has been serviced; and.8 in vessels constructed of polyester reinforced fibreglass, the working area should be protected during maintenance or repair operations to prevent the laminate from being accidentally damaged by a falling tool or as a result of the user striking it in an inappropriate place Crewmembers should be instructed that special precautions to be taken during repair or maintenance operations and that joints made with polyester reinforced fibreglass should be covered.

35 Crewmembers engaged in fishing operation should also be instructed to: SLF 47/17/Add.1 Page 33.1 keep all tools clean, use the right tool for the job and keep cutting tools sharp and stored safely when not in use;.2 handles of knives, should have hilt guards or finger grips, to prevent the hand sliding on to the blade; and.3 open-bladed knives, fish-hooks, gaffs and similar sharp implements should be sheathed or otherwise put safely away when not in use Torches, blow-lamps and hot work Safety instructions concerning the use of blowlamps should be supplied and the crewmembers instructed in their use. Special attention should be given to the need to maintain a careful watch when oxy-acetylene welding and cutting torches are in use Attention should also be given to the need to ensure that blow lamps, should not be completely filled with fuel and that only small filler cans should be used to fill the preheated pans Where hot bulb engines are still in use, the same instruction given above apply and in addition, blowlamps, should be securely fitted to the engine Crewmembers should not be allowed to undertake soldering, welding and similar hot work on tanks and other containers holding flammables or on empty tanks and containers which have held flammables or acids Maintenance of machinery and equipment Main and auxiliary machinery should be fitted with means to block the engines and or propeller shafting from accidentally turning when maintenance is being carried out. In the case of large engines, mechanical means for turning the engine may be accepted provided that the operating handles or switches can be locked in the stop position or fuses can be removed and the fuse box is capable of being locked Means should also be provided to block the movement of a rudder(s) when maintenance is being carried out on steering gear in port or when emergency repairs are carried out at sea Where mechanical devices are used to handle anchors, means should be provided to lock chains and or wires attached to anchors when maintenance is being carried out on the mechanical device to ensure that the device cannot be accidentally turned through movement of the chains and/or wires Instructions to crewmembers should include the need to immobilize the means for starting machinery on which maintenance is being carried out Where practical, lifting equipment should be carried on board for the safe handling of heavy items. There should also be ample space around machinery to allow crewmembers to work in safety.

36 Page To reduce the danger of accidents to crewmembers, outboard engines and long-pole engines should be taken inboard or taken ashore for maintenance Crewmembers should be instructed to keep bilges areas clean and dry and that suction strainers should be cleaned out regularly. Where emergency hand pumps are fitted, they should be tested regularly. In undecked vessels, where bailing scoops may be carried, they should be maintained in good condition at all times There should be a requirement for regular fire drills to be carried during which, both primary and emergency fire pumps should be operated separately and monitored. Where the approved arrangement allows for parallel operation such pumps should be operated at the same time Routine inspection of machinery spaces should include the observation and cleaning of fuel and lubricating oil filters; this should also apply to any emergency plant such as an emergency fire pump or electrical generator Tanks In decked vessels, the design should ensure that fuel tank filling pipes terminate above deck. However, where this is not practicable, the vessel should be equipped with funnel or other leak proof attachment that can be screwed into the tank filling connection to prevent spillage in the machinery space. Irrespective of the actual fitting, the bunkering operation should always be supervised and at a rate to ensure that should there be a possibility of spillage, the flow of oil to the vessel can be immediately stopped Where gauge glasses are fitted to fuel tanks and in order to prevent leakage of fuel due to a broken glass tube, the valve connection to the tank at the lower end of the gauge should be a self-closing type to ensure that the tank is not continuously open to the gauge glass. The self-closing device should also be of a type that automatically drains the gauge glass to a safe place Where fuel tanks are fixed in position in undecked vessels the filling arrangement should ensure that spillage does not occur.

37 CHAPTER 3 - FIRE PRECAUTIONS AND FIRE-FIGHTING 13 SLF 47/17/Add.1 Page General The Competent authority should ensure that the following principal fire safety objectives are fully understood by all persons concerned with the design, construction, operation and inspection of fishing vessels, as well as, those persons involved in the training and certification of crew in order to:.1 prevent the occurrence of fire and explosion;.2 contain, control and suppression of fire and explosions, in the compartment of origin; and.3 provide adequate and readily accessible mean of escape The Competent authority should keep all those concerned with the safety of fishing vessels advised of the best practices in the control and management of situations in which the risk of fire proves a threat to life and property. Typically, this might be achieved by publicizing and making available literature, such as the IMO Fire-Fighting Booklet * and video presentations The Competent authority should ensure the development of a scheme of safety training courses graduated for the various levels of skill within the national fishing fleet. These should be designed to address fire precautions and fire-fighting from basic introductory courses, for new entrants, to safety awareness, for established crewmembers, and crisis management and emergency control for more senior crewmembers The crew should be aware of the location and operational features of all the fire-fighting equipment of the vessel and should be trained in the specific fire emergency procedures of the vessel The crew should note the condition of fire-fighting equipment and report to the skipper the equipment, which is in need of servicing, maintenance, repair and/or survey The skipper should ensure that the vessel is kept clean and free from combustible debris. 3.2 Smoking "No Smoking" notices and/or notices prohibiting the use of naked flames should be posted where necessary and no smoking rules strictly enforced. This applies, in particular, to the following danger areas:.1 fuel or oil tanks;.2 paint lockers and storage spaces for flammable materials; 13 * The basic text for this chapter is the text of chapter 9 of the existing Part A of the Code. After the informal meeting in March 2004, the United Kingdom, which is the author of this chapter, has submitted changes to the text and these changes are shown in TRK mode. IMO Fire-fighting booklet (MSC/Circ.62, 28 May 1969).

38 Page 36.3 the refrigeration plant and tanks where flammable gases are used;.4 near liver boilers;.5 near electric storage batteries;.6 in galleys and food stores; and.7 in the vicinity of sounding pipes and air vent pipes serving tanks containing combustible liquids Crewmembers should be warned against smoking in bed, as many serious fires have been started in this way Notices referred to in must be observed; fire is a vessel's greatest hazard. Cigarettes or matches should not be thrown into places where they would be liable to start a fire. Suitable containers should be provided and used. Cigarettes and ashes thrown overboard often blow back aboard to start fires. Crewmembers should be continually reminded of the need for fire safety and of the prohibition of smoking in certain areas The owner should instruct the skipper to restrict crew smoking to areas of low or minimal fire risk. 3.3 Fire prevention and precautions The principal precautions necessary to prevent fires on board fishing vessels are as follows:.1 the proper education and training of crewmembers in fire prevention;.2 provision of the proper fire-extinguishing appliances in suitable locations;.3 maintenance of cocks, pipes and fittings in oil systems free from leaks;.4 cleanliness of machinery, boiler spaces and galleys; and.5 the taking of precautions by crewmembers when performing work which involves possible fire hazards Fire-fighting equipment should always be kept in its proper location, maintained in good working order, and be available for immediate use Fire extinguishers should be periodically checked to ensure that they are in an efficient working condition and properly charged and tagged. Whether or not they are required by the Competent authority, refill charges should be readily available Any fire-fighting equipment carried in excess of the requirements of the Competent authority should also be kept in good working order and ready for use. The competent authority should ensure that inspections on all fire-fighting equipment are carried out.

39 Page The greatest care should be taken to keep bilges and woodwork or other porous material free of petroleum products. The importance of good housekeeping on board cannot be over-emphasized Heating appliances such as galley ranges, space heaters etc should not be used for drying clothing, linen etc because of the danger that such clothing, linen etc may interfere with the ventilation arrangements of the appliance or fall onto the appliance and catch fire. Curtains and other hanging textile materials should not overhang or be fitted sufficiently close to an oil fired appliance where there is any danger of them coming into contact with the appliance Rags and other flammable material should be prevented from coming into contact with steam, hot oil or water lines or other heated surfaces because of the hazard of spontaneous combustion. Oily rags should not be left lying about, but should be suitably disposed of Oil fittings should be kept perfectly tight in order that fuels or their vapours may not escape. Metal drip trays should be provided where necessary Remote controls from deck for oil fuel pumps, valves in oil fuel lines as well as fuel lines to galley ranges should be kept in good operational condition and unobstructed Only safe lighting should be used when examining engines, oil tanks and bilges. Lamps having naked flames should never be used for this purpose Portable electric or oil heaters should not be used on board. Where seasonal heating is necessary the heaters should be securely fixed In no case should a petrol or paint can, either empty or full, be placed in the crew's living quarters or in a compartment where lamps having naked flames are used. 3.4 Fire-fighting Successful fire-fighting is usually totally dependent upon those on board. Fire-fighting drills should therefore be performed at regular intervals and simultate realistic situations. The purpose of these drills should be to ensure that all fire-fighting equipment is in good condition, as well as to ensure that all crewmembers know allocated stations and duties, the location of fire-fighting equipment, the way it works and how it should be used Fire drills should include the donning of protective clothing provided, the use breathing apparatus and the testing of the means of communication provided As soon as a fire is discovered, the following action should be immediately taken:.1 shout "fire" and raise the alarm;.2 if fire starts in the accommodation area, make certain that the area is evacuated; and.3 close portholes and skylights, shut off ventilators, switch off electrical appliances and shut the door.

40 Page If the fire is small, it should be fought in the first instance with portable extinguishers. If, however, the fire becomes large, it should be fought with fixed installations and/or fire hoses The fire-fighters should always use the protective clothing and other equipment provided. Special care, including setting up the means of communication, should be taken when combating fire in enclosed spaces and/or in spaces where manoeuvrability and ready exit may be restricted In fighting fires, the fire-fighters should keep as low as possible to avoid the heat. Water spray can be used as a protective screen Water, soda-acid or foam extinguishers should never be used on electrical fires or near live electric lines or appliances Water should not be used on oil fires When a large quantity of water is used for fire-fighting, skippers should be aware of its adverse effect on the vessel's stability, and ensure that surplus water is drained or pumped out When a gas smothering installation is used, care should be taken to ensure that the compartment is evacuated and properly closed down before the gas is released, that it remains closed long enough to ensure the fire is extinguished and that the compartment is properly ventilated before re-entry When the fire is extinguished, everything should be soaked thoroughly and all loose furnishings, mattresses, etc., should be removed to deck; watch should be kept for several hours to prevent reignition.

41 Page 39 CHAPTER 4 SAFETY IN FISHING OPERATIONS AND FISH HANDLING For this chapter the methods of Danish Seining and purse seining are unlikely to be carried out on these vessels and are not considered. In the unlikely event of this being the case, section III should be referred to. 4.1 General The skipper should ensure that a sharp look-out on all fishing operations is kept at all times and use signals which are positive and clearly understood Many accidents are caused by the failure of running gear when under tension. Fishing gear should be in good order and all parts of hauling gear, hoisting gear and related equipment should be checked before use Crewmembers should avoid getting entangled in the fishing gear and getting their fingers caught in the meshes of the net, particularly when shooting the gear. Crewmembers should not wear rings when handling nets or other fishing gear Many accidents occur when shooting and hauling the fishing gear and crewmembers should stand clear of running ropes or warps so that the vessel s motion does not throw them onto the ropes or warps. They should keep clear of outrunning gear of all types, and should not stand on parts of the gear lying on deck when the remaining part is still in the water. The exposed areas are a dangerous environment, particularly in adverse weather conditions. During shooting and hauling any fishing gear, crew whose presence is not necessary for the operation should keep clear of the operating area When normal shooting and hauling procedures are disrupted, for instance when the fishing gear gets tangled, the crew have to revert to non-standard procedures. When fishing gear is tangled, it should be cleared in the safest possible way The sea has been used in the past to dispose of dangerous items and substances. Many mines and items of war still litter the seabed. Substantial amounts of out-dated ammunitions were disposed of in deep water which at the time were not subject to fishing activities. Crewmembers should be aware of the dangers of handling unfamiliar objects, such as explosive devices or drums of chemicals, hauled up by the fishing gear Fasteners (obstructions to gear on the seabed) are a source of danger on deck until the last section of gear is on board. The tension in the warps to clear fasteners should be from as low a point and as near to the vessel side or stern as possible. Great strains can occur in unexpected places when heaving on taut warps or by the motion of the vessel. Fasteners which result in the gear being parted at one end and the entire load being hauled from one warp present dangerous situations Crew should not risk crushing their fingers by trying to clear a line from the sheave of a block. Proper tools should be used. Blocks and sheaves which are under tension are potential hazards and the tension should be removed prior to clearing the warp At least three complete turns of a trawl warp should remain around a trawl winch drum at all times; the end of the warp whipping off the drum could cause serious accidents.

42 Page New crewmembers should be briefed on the nature of all operations onboard and dangers and risks of work allocated to them in respect of fishing operations explained When a whipping drum is being used, care should be taken to keep clothing, particularly scarves and loose clothing clear of it In fishing operations the procedures of hauling and shooting consist of routine procedures in which the crew carry out daily. In unusual situations that occur infrequently, new crew are not aware of the procedures and many accidents result. In these unusual situations, only experienced crew should only carry out these activities and they should consider the possible consequences of their actions When crewmembers are involved in shooting and hauling gear, they should wear appropriate flotation aids. 4.2 Trawling The vicinities of bollard fairleads are danger areas, and crew should never get too close when the gear is being worked Crew should pay special attention to ropes connected to the net such as bridles, false headlines, etc., when shooting. They should never stand in the bights of such ropes If a headline float gets caught in a crewmember s clothing, it should be released at once by cutting the clothing When a net becomes fast to an obstruction on the seabed (a fastener), the winch drum brakes should immediately be released. The skipper should never try to recover a net from a fastener with the warp running over the block at the outboard end of the outrigger boom. There is a danger of capsizing the vessel in this way. The warp block at the outboard end of the boom should then be lowered and brought inboard. The same applies to hoisting heavy or unknown weights in this manner Releasing and securing trawl boards is a skilled and dangerous operation. Only trained crew who understand the proper signals to communicate with the winch controller should do this. Crew should not put their fingers through the links when fixing dog chains or G-links. When the boards are coming up, crew should stand in a position to give the winch man a clear view and should stand clear of the man who fastens the dog chains since he must have sufficient room to jump clear if the boards come up awkwardly. Crew should not climb on the bulwark when fixing the dog chain. If this fixing has to be done out of easy reach, the steps and protective rail provided should be used. 4.3 Longline fishing Baskets, tubs or reels of lines should be adequately secured so that they do not spill in bad weather. Lines should be coiled carefully and the hooks safely arranged, so that the line runs freely without snags when being paid out. When baiting hooks or handling lines, crewmembers should at all times take particular care that their hands are not injured, and that hooks do not snag in their clothing. Loose scarves or loose sleeves should not be worn. Crewmembers not directly engaged in setting or hauling lines should keep away from the immediate vicinity of moving

43 Page 41 lines. Crew should handle the glass floats of a line carefully to avoid cuts from broken glass. When setting lines by hand the crewmember whose duty it is to join the lines should confirm to the thrower that the next part is connected properly and ready for use. If abnormal strains occur when the line is being set, and this cannot be corrected by easing the vessel s speed, the crew should stand well clear or the line should be cut Crew hauling by line hauler should avoid getting their hands caught by the mainline or branch lines. Others should stand clear of the hauler at all times. The crewmember operating the hauler should be able to control it quickly and easily. When biting or other potentially dangerous fish are being hauled on board, they should be killed before they reach the deck, and the hook should not be removed until the fish is dead When setting the long line with a line thrower, the skipper should adjust the speed of the vessel to the capabilities of the line-setting mechanism As line storage reels may suddenly reverse when long lines are being set, crew should be aware of this possibility and avoid having their hands caught; they should take care that they are not injured by floats and branch lines coming back on deck. 4.4 Fish and ice handling In the gutting, washing and stowing in ice of the catch, crew should be familiar with the proper handling of different species of fish to avoid hand injuries from teeth or the sharp spines of certain species. Pricks and cuts from fish spines should be bled and treated without delay; some give poisonous wounds which can be painful and troublesome In cases where fish is packed in bins or boxes, the bins should be stepped and stowed athwart ships in such a manner as to prevent accidental collapse of the bins under any sea condition.

44 Page 42 CHAPTER 5 SAFETY IN EXPOSED AREAS 5.1 Gangways, stairways, ladders, railings and guards Where fitted, all ladders and stairways should be properly maintained. Wooden ladders should not be painted but varnished or coated with transparent preservative Gangways, stairways and ladders should be kept clean to prevent falls due to slippery conditions. Stairways and ladders should have non-skid treads Gang planks, shore gangways and ladders should be made safe against dislodgment or collapse and should not be located within the swinging radius of derricks or expose crewmembers personnel to other hazards Frequently accidents occur through not using the proper means of getting on or off the vessel. Crewmembers should never jump from the vessel to shore or from the shore to the vessel. When vessels are berthed alongside each other, suitable steps should be provided in order to give safe access between vessels. There should also be a lifebuoy with a suitable line readily available by the gangway Ladders should be firmly secured Precautions should be taken when ladders are used on board. Loads should not be carried on them and ladders should never be used where stairways or gangways are provided for boarding or leaving the vessel or for crossing from one vessel to another The use of portable ladders at sea should be avoided, but should it be necessary to use them they should be firmly secured against slipping. Crewmembers working on portable ladders should wear safety harness fastened to a part of the vessel and not the ladder A ladder should not be used if it has:.1 missing or defective parts; and.2 a rung repaired by nails, spikes or other insecure means Portable stanchions should be secured against accidental lifting out Toeboards or stops should be securely fastened Railings should be maintained in good repair Removable handrails should always be secured and in position when the vessel is under way. 5.2 Deck lighting During hours of darkness sufficient lighting should be provided. A hand lantern should be used, if necessary.

45 Page Precautions against falling overboard Crewmembers should always be on guard against falling overboard as it is a major cause of fatalities. The pitch and roll of small vessels, the sudden accelerations, the conducting of complex fishing operations in exposed areas, the frequent hauling in and letting out of gear over the side or stern, the working on wet slippery decks and the inevitable fatigue which results from long working hours, are conditions which cause fatalities of crew falling overboard In the event of a change of course or speed, it is advisable to warn the crew, as the change in motion may catch them unawares. As the vessel is at this point most liable to ship a sea, it can expose the crew to high risk of being washed overboard Lifelines should be set up as appropriate to the class and size of the vessel. To prevent crewmembers from falling or being washed overboard in bad weather, suitable lifelines with man ropes should be rigged on the working deck When work is carried out where there is a risk of falling down or falling overboard, or when work is carried out in an exposed area in adverse weather, a safety harness with a safety line attached should be used. The length of the safety line should be adjusted to prevent falling overboard. If the work is carried out where a safety harness and safety line cannot be used, other adequate precautions should be taken such as wearing a lifejacket or at safety work vest Work outboard while the vessel is underway must be carried out only when absolutely necessary. Necessary safety precautions should be taken before such work take place. 5.4 Ropes and lines Crewmembers should become familiar with the various types of ropes and twines and their special uses on board and, in particular, with the breaking characteristics of synthetic ropes Wire rope should always be handled with care, and gloves used as a protection against injury from projecting strands. Rings should not be worn when working with ropes Care should be taken to avoid damaging or weakening ropes through excessive strains or rubbing and chafing against sharp objects Crewmembers should always ensure that they use ropes only for the purpose for which they are intended. Care should be taken to see that all ropes in use are in good condition and have a strength appropriate to their application Ropes should be frequently examined for abrasions, broken, deteriorated or displaced fibres or strands and other defects Ropes should not be exposed to excessive heat or harmful chemicals. When not in use they should be coiled and stored under well-ventilated conditions away from direct sunlight Rope of right-hand lay taken from a new coil should be withdrawn from the inside counter-clockwise in order to retain the twist Kinks in ropes should always be taken out by correct coiling right-hand coiling for a right-hand rope. A kinked wire rope should never be pulled taut.

46 Page A load should not be placed on a rope suddenly or with a jerk, as this may overload the rope and weaken it A splice should be used where possible in place of a knot, which weakens a rope to a greater extent All blocks and shackles should be of sufficient strength and subject to regular inspection. The diameter and grooves of sheaves of blocks should be suited to the rope being used A wire rope should never be passed over an undersized diameter pulley, sheave or winch barrel A wire rope which is fitted round a thimble of suitable size to form an eye should be well spliced or secured by means of U-clamps fitted so that the U-bolt fits over the short end of the wire A warp or rope should not be thrown loosely over the side, as it may foul the propeller Discarded ropes, nets or other gear should not be jettisoned as they constitute a danger to other vessels and birds and marine life During the handling of mooring lines or other wires or ropes, care should be taken not to stand in the bights. Hawsers should be coiled down in their correct place and wires wound on their reels to reduce the likelihood of bights forming. Crewmembers should keep clear of ropes or wires in tension. 5.5 Miscellaneous Decks and working areas as well as horizontal surfaces in the vicinity of ladders and doorways should be provided with anti-skid surfaces and kept clear of all loose gear liable to cause tripping To prevent slipping, decks and working places should be kept clean of oil and fish debris Mats may be used on deck as and when practicable to provide a good foothold When crewmembers are required to work aloft they should use a boatswain s chair and safety belt. When rigging the boatswain s chair to a stay, the bow and not the pin of the shackle must rest on the stay or standing part. Boatswain s chairs should always be held by a block and gantline; the use of open hooks on ladders to this end should be forbidden A draw-bucket should not be used when a vessel is under way as there is a danger that a crewmember may be pulled overboard.

47 Page 45 CHAPTER 6 SPECIAL SAFETY PRECAUTIONS 6.1 General In addition to the normal duties undertaken when at sea, crew may be called upon to perform other work for which special safety precautions should be taken. In certain cases, such work, when carried out when the vessel is in harbour or on a beach, it should be recognized that the safety requirements might fall within the purview of non fisheries or maritime administrations The Competent authority should ensure that owners of fishing vessels and institutions concerned with the training of fishermen in matters of safety and health, are aware of any such regulations that are in place and their implications. 6.2 Eye protection Fishermen should keep clear of water dripping from nets, as the drip may be an irritant to the skin and especially to the eyes. They should not rub their eyes with wet hands Eye injuries are often caused by fragments of metal or paint, and are generally serious. Fishermen should always wear goggles for protection when performing such work as chipping rust or paint, scaling, using a cold chisel, grinding tools, handling chemicals and working on electrical storage batteries. 6.3 Protective clothing and equipment Fishermen should wear suitable clothing to protect their skin from the effects of sea water, which may produce skin irritation Working clothes should be a good fit and without loose appendages that could be caught in machinery or fishing gear. Pockets, if any, should be few, as small as practicable and without flaps During rain or bad weather and in darkness protective clothing having a highly visible colour be worn Fishermen should wear footwear which is appropriate for work being performed and in good condition Waterproof safety boots should be worn in certain conditions Although it is unlikely that the majority of vessels covered under this section would be fitted with sizable holds for deep frozen fish, where they are fitted, fishermen entering such spaces should be adequately clothed Safety belts and harness should be worn by men working aloft. However, the skipper should be satisfied that the state of the sea and the weight of the person working at any height, would not endanger the vessel. Safety belts and harness should be tested periodically and checked before being used.

48 Page Fishermen engaged in cutting or gutting of fish should wear gloves sufficiently reinforced to provide adequate protection against cuts In selecting work gloves, consideration should be given to the hazards to which the wearer may be exposed and to the need for free movement of the fingers. Gloves should fit snugly at the wrists. 6.4 Painting Paints containing arsenic should never be applied to the interior of living spaces of spaces Paints, varnishes and preparations having a nitro-cellulose or other highly flammable base should not be used in interior spaces Fishermen should remove paint from their hands before eating, and as far as practicable wear protective gloves or barrier creams when painting Fishermen using spray painting equipment should wear respiratory protection such as face masks or filters When interior spaces or enclosed compartments are to be repainted, they should first be thoroughly ventilated Where paint, that gives off a flammable vapour when it is wet is used on interior surfaces, the space should be well ventilated and naked lights and smoking should be forbidden until the paint is dry Spaces where paints, solvent substances, aerosols etc, are stored should be cool and adequately ventilated. 6.5 Hazardous work The skipper should ensure that when a fishing vessel is under way, any work that would require a crewmember to lean over the side should only be undertaken in cases of emergency. Should such work be necessary, the person required to work over the side should wear a safety harness and at least one other person should be in close attendance. In the event of a vessel with only one crewmember and that person has to lean over the side while the vessel is underway, the safety harness worn by the person should be attached to the vessel. There should also be an appropriate arrangement for the engine to be stopped or to collapse the sail should the person fall overboard Fishermen should not carry out work over the side between vessels moored side to side or between a vessel and an adjacent pier or quay Should it be necessary for fishermen to climb on rails while fishing or performing work on nets, precautions should be taken for their safety. Safety harnesses or safety lines should be worn Corrosive chemicals such as lye, oxalic acid and caustic soda should be handled with care and according to instructions in order to avoid injury to the eyes and skin.

49 Page It is hazardous to work in the vicinity of radio antennae or radar scanners due to danger from both radiation and the rotation of scanners. Permission should be obtained from the person in charge of the bridge and before such work is undertaken and the circuit fuses should be removed to make the equipment inoperable Fumigated rooms should not be re-entered until the authorities carrying out the fumigation have certified that all parts of the vessel are safe Although the majority of vessels covered in this section are unlikely to be fitted with sizable low temperature refrigerated spaces, where they are fitted, fishermen should not be required to work for unduly long periods in such spaces. The length of such periods should vary according to the temperature of such spaces Fishermen should be aware of dangers of the emission of poisonous gases from fish holds, which may arise under certain circumstances from chemicals or industrial fish Extra care should be taken, whether the vessel is at sea or in harbour when carrying out work such as welding, brazing or oxyacetylene burning:.1 in areas containing flammable products or in an atmosphere that might contain flammable vapour;.2 near vent pipes from tanks containing or normally used for storage of flammable liquids;.3 near gas containers;.4 close to oily water bilges;.5 near spillage of flammable liquids or liquids which may produce explosive gas when subjected to heat; and.6 near a pressurized device Such precautions should include advising all crewmembers on board of the work to be carried out and the assignment of a crewmember to stand by the work area with appropriate fire-fighting equipment and, under no circumstances should electrical equipment be used in the vicinity unless it is of an approved spark proof type The equipment for jobs that create heat should be checked regularly and maintained in good working order Crewmembers required to use the equipment mentioned in paragraph should wear suitable protective clothing. 6.6 Loading and unloading Lifting equipment used for discharging of fish and the loading of stores and gear should be maintained in good condition in the same manner as other running gear.

50 Page Where rope of natural fibre is used it should be carefully stowed when not in use in a manner to prevent rot or other damage Crewmembers should be made to understand that constant exposure to ultraviolet rays could lead to serious deterioration and weakening of many types of synthetic fibre. Therefore, when not required for use, such rope should be carefully stored or covered to avoid exposure to direct sunlight Where discharging or taking aboard gear or provisions is carried out manually, fishermen should take into account that:.1 suitable protection for hands should be used against chemical, physical or biological agents;.2 loads should be lifted with straight back and flexed legs;.3 the working area should be free of obstacles and well illuminated; and.4 loads should not be stored at a height that would require excessive effort Holds, containers and other spaces for stowing fish should be maintained in good condition and properly cleaned after the catch is discharged. 6.7 Taking fuel on board Crewmembers should be aware of the dangers that could arise from fuel vapour and or spillage when refuelling a vessel and they should be trained in detection and the counter measures to be taken Persons involved in the fuelling of a vessel should wear suitable protective clothing, as well as, goggles to protect their eyes Where fuelling is a manual process, the fuel tanks should first of all be fitted with a funnel of adequate size in order to reduce the risk of spillage and the operation should be performed clear of any hot surfaces. Smoking should not be allowed Reserve fuel containers should be stored in a secure ventilated place well away from sources of heat. Such containers should not be exposed to direct sunlight Where fuelling is from a shore based installation, the skipper should ensure that the vessel is safely moored, that there is unimpeded access between the vessel and the shore, that the line between the vessel and the shore is properly secured and the vent pipe from the tank in the vessel is not obstructed. The skipper should also ensure that the means of communication between those on the vessel and the responsible person attending the shore installation is clearly understood by all parties Fire prevention equipment should be in place and means for the absorbing spillage made available at strategic points. In addition, no smoking notices should be clearly displayed Prior to commencement of the fuelling operation the skipper should ensure that hot work is not carried out and that there are no naked flames on board.

51 Page The shore side operator should be aware of the amount of fuel required and should be satisfied that the tank or tanks aboard the vessel are of sufficient capacity The skipper should ensure that all fuel filling valves are tested to ensure that they open and close easily. Thereafter the valve for the first tank to be filled should be left open and the shore to vessel fuel connection established The filling operation should be slow to begin with so that the line can be checked and the effect of any leakage would be minimized In the event of spillage or accidental leakage aboard the vessel, the fuelling operation should be stopped, the defect rectified and the area cleaned up before recommencing operations During the fuelling operation, the fuel flow should be closely monitored by the crewmember assigned to the task and instruction should be relayed to the person manning the shore installation to slow down the flow during the last 10 per cent of the quantity requested. The order to stop should be given before the tank is full to reduce the risk of a fuel spill through the air pipe and or sounding pipe Equal care should be taken when disconnecting the shore connection to avoid spillage and on completion, all persons taking part in the operation should wash away any traces of fuel from their bodies and where warranted, remove fuel soiled clothing If for any reason fuel spills and or leaks to the sea, the fuelling should be immediately stopped and every effort should be make to limit the spread of fuel on the surface of the water and action taken to skim off the fuel. In such cases, the skipper may have to move the vessel to allow access to the spill In the event of a large amount of fuel entering the sea, it may be necessary to use approved dispersal agents and any such incident should be reported to the Competent authority. 6.8 Working in enclosed spaces Compartments, which have been closed for long periods, should be thoroughly ventilated, free of gas and with sufficient oxygen inside before anybody is permitted to enter without approved breathing equipment No work should be carried internally or externally on tanks that have contained water of fuel until they have been drained and gas freed. Should the tank be of a size that a person has to enter the tank to carry out work, they should wear a safety line and a second person should be in attendance.

52 Page 50 CHAPTER 7 LIFE-SAVING APPLIANCES AND EMERGENCIES 7.1 General Skippers should ensure that their vessels comply with the requirements established by the Competent authorities for liferafts, lifebuoys and lifejackets and their equipment in relation to the number of crewmembers on board and the area in which the vessel is fishing Liferafts in a vessel should be readily available in cases of emergency and should comply with the following conditions: (i) (ii) (iii) they should be capable of being put into the water safely and rapidly even under unfavourable conditions of trim and list; it should be possible to effect embarkation into the liferafts rapidly and in good order; the arrangement of each liferaft should be such that it will not interfere with the operation of other rafts All life-saving appliances should be kept in working order and available for immediate use. They should be checked before the vessel leaves port and during the voyage The life-saving appliances should be inspected at regular intervals in accordance with the requirements of the Competent authority Liferafts should have operating instructions printed on them in the language of the users. 7.2 Liferafts, survival suits and lifejackets Inflatable liferaft containers should be positioned so that liferafts are easy of access even in bad weather and immediately available at all times. All liferafts should be serviced periodically. Hydrostatic releases should be fitted correctly and examined periodically. Liferafts should not be lashed down in such a manner that the hydrostatic release is unable to operate when required. Liferafts should be stowed in such a way that there are no overhead obstructions to prevent them from floating free Painters of liferafts should be secured to the vessel Lifejackets should be of a type approved by the Competent authority and should be frequently checked Lifejackets and survival suits should be so placed as to be readily accessible and their position should be plainly indicated. 7.3 Emergency procedures and musters Crewmembers should be properly organized in anticipation of any emergency. Special duties to be undertaken in the event of an emergency should be allotted to each member of the crew.

53 Page Drills should ensure that the crew thoroughly understand and are exercised in the duties they have to perform with respect to the handling and operation of all lifesaving appliances and with regard to helicopter rescue. Lifejackets should be worn during musters. Crewmembers should be trained in the setting up and operation of the portable radio equipment, where carried The attention of crewmembers is drawn to the principles of the provisions of chapter VIII of Part B of this Code relating to emergency procedures, musters and drills. 7.4 Man overboard The watchkeeper should alert all crew to a man overboard condition The crew should throw a lifebelt with a smoke float or light attached into the water as a marker as soon as possible A crewmember should be positioned as high as possible to keep the person overboard in sight All other vessels in the area and the search and rescue authorities should be alerted The skipper should execute an appropriate reversal of course taking into account the weather conditions The crew should prepare a hoist or gilson in order to take the person aboard when alongside A crewmember in an immersion suit should stand by to enter the water to assist the casualty if necessary A crewmember should prepare to give artificial respiration or hypothermia treatment if necessary Crew prepare netting or recovery gear to assist getting the casualty back on board The skipper should take the vessel upwind to the casualty, post a crewmember in the bow to ensure that the casualty comes alongside on the same side as the hoist Take casualty on board in horizontal position if possible. 7.5 Helicopter rescue General A helicopter may be used to supply equipment and rescue or evacuate persons, and the radius of helicopter action usually varies up to 300 nautical miles from base, but it can be greater, especially with air-to-air refuelling. Carrying capacity is between one and up to 30 persons depending on the size and type of aircraft. (See also appendix 19, Helicopter evacuation).

54 Page Rescue operations involve helicopter crew risks, which should be minimized. It is essential to evaluate the seriousness of the situation, and to ascertain the need of helicopter assistance Helicopter operations include landing and winching on land or at sea. Landings on vessels will normally be done on well-equipped and trained craft. Winching can be hazardous to the persons being hoisted, the rescue facility, and others at the scene of the winching The final decision about whether it is safe to conduct the winching, subject to agreement of personnel at the scene, is with the person in command of the rescue facility The vessel or the ground facility at the rescue scene should be briefed on what is required. This briefing can be given by another SAR facility prior to the on-scene arrival of the helicopter Rescue apparatus For the evacuation of persons, the end of a winching cable may be provided with a rescue sling, basket, net, stretcher, or seat The most widely used means for evacuating persons is the rescue sling, however slings are suited for quickly picking up uninjured persons, but are unsuitable for persons with injuries. The sling is put on in much the same way as one puts one a coat, ensuring that the loop of the sling passes behind the back and under both armpits. The person using the sling must face the hook. Hands should be clasped in front. The person must not sit in the sling, nor should the sling be unhooked Some search and rescue helicopters use the double lift method, which consists of a normal sling and a seating belt manned by a helicopter crewmember. This method is suitable for pick-up of incapacitated persons from land, water, or the deck of a vessel, if they are not injured badly enough so that a stretcher needs to be used. The helicopter crewmember puts the person into the sling and conducts the winching operation Use of the rescue basket does not require any special measures. To use the basket, the person merely climbs in, remains seated and holds on The rescue net has a conical bird cage appearance and is open on one side. To use the net the person merely enters the opening, sits in the net, and holds on Patients will in most cases be disembarked by means of a rescue stretcher. Bridles are fitted to this stretcher and can quickly and safely be hooked on and off. The stretcher provided by the helicopter should be unhooked from the winch cable while the patient is being loaded. Experience has shown that when winching a person suffering from hypothermia, especially after immersion in water, a rescue basket or stretcher should be used to keep the person in a horizontal position, since winching in a vertical position may cause severe shock or cardiac arrest The rescue seat looks like a three-pronged anchor with two flat flukes or seats. Persons to be hoisted merely sit astride one be or two of the seats and wrap their arms around the shank. This device can be used to winch two persons at once.

55 Page Communications It is important that information be exchanged between the vessel and helicopter, and that it is understood. A direct radio link should be established between vessel and helicopter. This is usually accomplished by having the helicopter equipped with a marine VHF FM radio able to transmit and receive on at least Channel 16 and preferably on two other simplex working frequencies The exchange of information and instruction about rendezvous positions, etc., may be established through shore-based radio stations. Unless other arrangements have been agreed upon in advance, the vessel should monitor VHF Channel 16 for the arrival of the helicopter. When the helicopter is equipped for DF, it can identify the vessel and home on it by using the vessel s radio transmission on an agreed frequency Preparations to be undertaken by the vessel Provide a clear area for winching, preferably on the port stern Lower all masts and booms that can be lowered Secure all loose gear Keep all unnecessary people clear of the pick-up area Just before the helicopter arrives, secure the vessel s radar or put it in standby mode Do not direct lights towards the helicopter, as it will adversely affect the pilot s vision. Direct available lighting to illuminate the pick-up area When the helicopter arrives, change course to place the wind 30 degrees on the port bow and maintain a steady course and steerage-way As the helicopter approaches, strong winds may be produced by the rotors, making the vessel difficult to steer. One of the crew should be nominated to act as helmsman during the operation The rescue The helicopter will provide all the equipment for the winching A line will probably be trailed from the helicopter for the crew to guide the rescue device as it is lowered Before touching the rescue device, allow it to touch the vessel. This will discharge static electricity If it is necessary to move the rescue device from the pick-up area to load the patient, unhook the cable from the rescue device and lay the loose hook on the deck so the helicopter can retrieve it Do not attach the loose hook or the cable to your vessel.

56 Page The helicopter may move to the side while the patient is being loaded The patient should wear a lifejacket, and any important records should be attached, along with a record of medications that have been administered to the stretcher When the patient is securely loaded, signal the helicopter to move into position and lower the hook. After allowing the hook to ground on the vessel, re-attach it to the rescue device Signal the winch operator with a thumbs up when you are ready for the winching to begin As the rescue device is being retrieved, tend the trail line to prevent the device from swinging. When you reach the end of the trail line, gently toss it over the side.

57 CHAPTER 8 ABANDONING VESSEL, SURVIVAL AND RESCUE 14 SLF 47/17/Add.1 Page Abandoning vessel If it becomes necessary to abandon a fishing vessel, this must be carried out in an orderly manner as and when ordered, and particularly with respect to launching and boarding of lifeboats and liferafts. Though crewmembers should always remain with their vessel as long as it is safe they should know how to abandon it. The chances of safely leaving a vessel and of being rescued are good if the person knows what to do Failure of crewmembers to exercise control, courage and unselfishness may result in unnecessary loss of life Survivors should never abandon hope of rescue; strength of mind is as important as strength of body in a survival situation If possible before leaving a vessel a distress signal should be sent giving the vessel's position, the propeller stopped and if time permits watertight doors and hatches tightly closed Immediately after taking to the liferafts the portable radio apparatus for survival craft or emergency position-indicating radio beacon should be used, if available Before leaving the vessel, persons should be as warmly dressed as possible and wearing lifejackets or survival suits if available When leaving a vessel directly into the water it is safer to jump in feet first, keeping legs closely together and slightly bent, rather than to dive A survivor in the water should swim away from a sinking vessel as quickly as possible since when it founders there is a violent local suction, together with the surfacing, with great force, of air and wreckage Survivors in the water should avoid any fuel oil either by swimming below it if possible or swimming through it with the head held high and mouth shut The attention of crewmembers should be drawn to the dangers of hypothermia arising from immersion in the sea and particularly to methods of mitigating its effects and to the subsequent treatment of those affected. Relevant information is given at appendix When survival craft are launched they should remain secured to the vessel by a line until survivors are aboard. Survival craft should not be kept alongside a sinking fishing vessel any longer than necessary owing to the risk of it being damaged, capsized or swamped, or the danger that survivors may be crushed. 14 Note by the co-ordinators: The text of this chapter has been drawn from chapter 8 of section III. The co-ordinator has made some changes, taking into account the application to small vessels. Further changes may be needed.

58 Page Every effort should be made to pick up survivors in the water as soon as possible. They should be hauled aboard over the bows or quarters of a lifeboat and, if this is not possible, provided with any floating wreckage available. Attempts should be made to recover any useful flotsam and, in particular, pieces of tarpaulin In order to get an injured or exhausted man out of the water he should be turned so that his back is to the lifeboat or liferaft. The rescuer should put his hands under the man's arms, sliding them round his chest, and then heave him aboard using the upward movement of the survival craft for assistance. 8.2 Survival when adrift Survivors should never abandon hope of rescue; strength of mind is as important as strength of body in a survival situation Survivors adrift in survival craft are nearly always found and it is therefore of prime importance that they always stay with the craft If seamarker dye is carried it should be used to make the position of the survival craft more easily seen from the air Except in rough weather, survival craft should be secured together and survivors in the water should remain together since a group is more easily detected and provides mutual encouragement The decision as to whether survivors should remain in the area where a vessel founders or try to reach land depends on many circumstances, but experience has shown that it is usually best to try to keep as near the position of distress as possible since this will assist search and rescue operations, particularly if a radio distress signal has been transmitted In both cold and tropical climates survivors stand a better chance of survival when fully clothed and wearing footwear than if naked or only partly clothed. Clothing keeps a man warm and protects him from wind, rain, spray and the rays of the sun. Therefore, if possible, crewmembers should abandon vessel dressed in warm clothing, oilskins anal wearing footwear In hot weather it is essential to avoid exposure to the sun and to keep as cool as possible, and in cold weather to avoid exposure to rain, wind and sea. In a lifeboat this is best achieved by rigging a tarpaulin or sail across the gunwales so that in hot weather it permits a breeze to pass into the boat and in cold weather keeps warmth in If the temperature is high, survivors should stay in the shade and keep their clothing moist to reduce sweating and conserve body water In cold weather survivors in a survival craft should huddle together for warmth and avoid removing wet clothing, as this will induce exposure and frostbite. The arms, legs, feet and hands should be kept as warm and dry as possible. They should also be exercised regularly to keep blood circulation strong.

59 Page Experience has proved that there are three outstanding causes of death among shipwreck survivors. Any of these three must therefore be avoided at all cost:.1 exposure to the cold;.2 dehydration due to insufficient fresh drinking water; and.3 drinking sea water A man can survive without food for long periods but not without drinking water. A daily intake of about half a litre is necessary to keep a survivor's health in a tolerable state. Every effort should be made to trap rain water and to conserve a supply of drinking water If drinking water is scarce none should be drunk on the first day as the kidneys may not then be conserving water fully Food rations should be made to last as long as possible; none should be issued for at least the first 24 hours Survivors should never drink sea water or use it as a mouthwash since it aggravates thirst In order to conserve the energy of survivors, oars should be used only to clear the abandoned vessel, avoid danger, to navigate into the path of rainfall or to land on a beach The crewmember in charge should keep his crew occupied by any means to keep up their morale Survivors should refrain from using pyrotechnic flares and other distress signals until a vessel or aircraft is in the immediate vicinity. 8.3 Precautions against sharks and other biting fish The following rules should be followed by survivors in the water if there is danger of an attack by sharks, barracuda or other dangerous fish:.1 embark on flotsam if available and do not let anything trail in the sea;.2 keep on all clothing, especially on the legs and feet, as a protection from the rough skin of a shark;.3 keep as quiet and stationary as possible, moving only to keep the shark or other fish in sight. If it is necessary to swim use rhythmic strokes, never thrash about;.4 when a shark or other dangerous fish is at close range survivors should use shark repellent if available; and.5 if there is a group of survivors they should form a tight circle and face outward.

60 Page Survivors in a survival craft should not trail arms, legs or bright objects in the water or jettison blood, garbage or foul matter. They should stop fishing if a shark, barracuda or other dangerous fish approaches. 8.4 Landing and survival ashore When a landing is made, the letters SOS should be marked out on a beach, in a clearing or in the snow in a north-to-south direction. Each letter should be 10 metres across and made to ensure a good shadow that can be seen from the air A distress signal made from clothing or tarpaulin should be rigged from a conspicuous tree or land elevation. Fires should be laid ready to light to attract attention - a smoke fire by day and a bonfire by night After a landing is made survivors should search for fresh water. On tropical islands not having streams, water may be found just below the surface of the ground. Water may also be found in the hollow stems of rank vegetation and of some trees; it may also be trapped in the large leaves of various plants. Every effort should be made to trap rain water In the tropics, a survivors camp should be sited on rising ground and on the windward side of vegetation to minimize insect nuisance. It should not be under coconut trees or near rotting vegetation as these often harbour dangerous insects and snakes. 8.5 Survival in cold areas Sufficient clothing for protection from the cold is the first and most important requirement for survival in cold areas. Therefore before leaving a foundering vessel, crewmembers should put on adequate clothing and take with them additional clothing, blankets, oilskins and tarpaulins if practicable After a landing has been made, shelter is imperative for survival as it is the wind more than the cold that kills. Survivors should therefore make use of any natural shelter or construct a crude igloo with blocks of snow or dig a trench in the snow and make a roof of slabs of ice or snow. A simple tent shelter can be made between trees or the survival craft itself can be used for shelter Frost-bite and snow blindness are important dangers to shipwrecked survivors in cold areas. The feet, hands and ears should be kept as warm and dry as possible; frost-bite in the face can be prevented by exercising face muscles. A crude set of sunglasses can be made by cutting two small holes in a piece of canvas or tree bark.

61 Page 59 CHAPTER 9 SAFETY OF NAVIGATION AND RADIOCOMMUNICATIONS 9.1 Navigational equipment In the interest of safety, charts used should be the latest editions available and of as large a scale as practicable. The latest additional information from notices to mariners, and in particular that referring to buoys, extinguished lights and other navigational hazards, should be kept up to date on the charts Magnetic compasses should be frequently checked. The table of compass deviations should be up to date, especially after extensive repairs or alterations to the construction of the vessel or in parts of a magnetic nature such as (for instance), alterations to or installation of new electric or electronic equipment on the bridge or fixed or movable steel work (e.g. new derrick booms) Echo-sounding apparatus, radar equipment and other shipborne electronic navigational equipment should be tested frequently and well maintained. Radar should be put on stand-by whenever conditions of poor visibility are expected. The use of radar in clear weather conditions should be encouraged to improve the crew s efficiency in its use On fishing vessels provided with an efficient daylight signalling lamp there should be personnel proficient in its use All equipment should be maintained in good working condition and spare parts carried to replace losses or to repair breakdowns If the vessel is fitted with an electronic chart system or with a gyro-compass reference should be made to paragraphs and respectively of section III as well as to appendix Safety of navigation Steering gear should always be kept in working condition and should be checked before each departure of the vessel to sea Automatic steering should not be used in confined waters, when in close proximity to other vessels, in conditions of poor visibility or in other hazardous situations unless a person is immediately available to assume manual control The International Regulations for Preventing Collisions at Sea require a proper look-out to be kept at all times The Rules of the International Regulations for Preventing Collisions at Sea are required to be strictly followed by all vessels upon the high seas and in all waters connected therewith navigable by seagoing vessels, except in cases where special rules made by local authorities for special areas (such as harbours, rivers, lakes and inland waterways) are applicable The Rules prescribe lights and shapes to be shown by various vessels, provisions for sound signals and conduct in restricted visibility, and steering and sailing principles for navigation under various circumstances.

62 Page Requirements for lights and shapes to be exhibited by fishing vessels are found in Rule 26. These requirements contains a provision stating that the additional signals found in Annex II to the Rules apply to vessels engaged in fishing in close proximity to other vessels engaged in fishing Recommendations on the use of radar information as an aid to avoiding collisions at sea are annexed to the Rules. 9.3 Signals The International Code of Signals is intended primarily for use in situations related essentially to safety of navigation and of persons, especially when language difficulties arise. It is suitable for transmission by all means of communication, including radiotelegraphy and radiotelephony. Special fishery signals are included in the Code of Signals The Competent authority should encourage all organizations concerned with small craft to ensure that their members are made aware of the international lifesaving signals and that copies of the signals are made available to them The International Regulations for Preventing Collisions at Sea include a number of visual, sound and radio signals which are to be used by vessels in distress Vessels must not use any of these signals for any purpose other than to indicate that they are in distress. The making of any signal which may be confused with any of the distress signals is also prohibited The skipper of any fishing vessel at sea, on receiving a signal from any source that a vessel or aircraft or survival craft thereof is in distress, is bound to proceed with all speed to the assistance of the persons in distress, informing them if possible that he is doing so. If he is unable or, in the special circumstances of the case, considers it unreasonable or unnecessary to proceed to their assistance, he should enter in the log-book, or otherwise properly record, the reason for failing to proceed to the assistance of the persons in distress Whenever possible, position signals should be sent at not more than twenty-four hour intervals, so that in the event of any mishap occurring, the last known position of the vessel can be fixed with reasonable accuracy In cases where vessels do not have radio facilities and in cases of radio failure, the skipper should, whenever possible, pass his position to another vessel with radio facilities so that it may be reported In all cases the skippers should inform the harbour-master or other responsible person of their departure from port, the proposed area of fishing and the approximate duration of the voyage. They should notify the same person of their return to port. 9.4 Radiocommunications procedures If the vessel is fitted with equipment for the Global Maritime Distress and Safety System (GMDSS) reference should be made to paragraphs and of section III as well as to appendix 16.

63 Page Procedures connected with the reception of safety messages and the transmission of distress signals by means of radiotelephony are described in appendix 17. Phonetic alphabet and figure-spelling tables, as well as tables for indicating the position of the incident and the nature of distress, are also provided to overcome possible language difficulties. The tables contain a number of selected signals from the International Code of Signals A list of radiotelephone procedure signals, together with the above-mentioned tables, should be posted near the radio equipment or be readily available at all times to watchkeeping crewmembers. 9.5 Maritime Safety Information (MSI) Crewmembers should at all times avail themselves of maritime safety information (MSI) given by radio, and should be aware of the regular times these are issued for the respective areas MSI consists of seven basic categories:.1 Meteorological warnings;.2 Meteorological forecasts;.3 Ice reports;.4 Navigational warnings;.5 Electronic navigational systems update messages;.6 Search and rescue (SAR) information; and.7 Pilot service messages Under the Global Maritime Distress and Safety System (GMDSS) see also appendix 16 two independent systems for broadcasting MSI are supported:.1 SafetyNET using satellites issues MSI for areas where NAVTEX is not provided. It also issues MSI to vessels within specified areas (METAREAs/NAVAREAs). These areas are shown in appendix NAVTEX is a terrestrial radio system using radiotelex on the frequency 518 khz (the International NAVTEX Service using the English language) or the frequencies 490 khz or khz (national NAVTEX services - using languages as decided by the Competent authorities concerned). This service issues MSI to vessels within each NAVTEX station s area of coverage MSI for a given area is usually broadcast over either NAVTEX or SafetyNET. Many MSI broadcasts are scheduled to a particular time. Most navigational warnings and all meteorological forecasts fall into this category. More urgent broadcasts such as meteorological warnings and SAR information are unscheduled broadcasts (i.e. they will be sent on receipt) If the vessel is not fitted with equipment for NAVTEX and/or SafetyNET skippers should make themselves fully aware of local radio stations transmitting MSI covering the vessel s area of operation, including transmission times, areas covered, etc.

64 Page 62 Attention is furthermore drawn to the following specific forms of information: Types of messages used for meteorological warnings are as follows: Type of message Gale warning Storm warning Warning of tropical cyclones Corresponding wind (Beaufort force) 8 or 9 10 or over In regions where tropical cyclones may be encountered: Type of message Warning Gale warning Storm warning Hurricane (or local synonym warning) Tropical disturbance of unknown origin Corresponding wind Wind speed Beaufort force Up to 33 knots Up to knots knots knots and over 12 and over Uncertain There are three types of navigational warnings:.1 NAVAREA warnings;.2 coastal warnings; and.3 local warnings Generally speaking, NAVAREA warnings are concerned with the information which ocean-going mariners require for their safe navigation. This includes failures of important aids to navigation as well as information which may require changes to planned navigational routes Warnings for coastal areas may be provided by NAVTEX or SafetyNET, when implemented in lieu of NAVTEX. These warnings promulgate information which is necessary for safe navigation within a given region Local warnings supplement coastal warnings by giving detailed information within inshore waters, including the limits of a harbour or port authority, on aspects which the ocean-going vessel normally does not require. Such warnings are not promulgated through NAVTEX or SafetyNET. 9.6 Danger Messages The skipper of every vessel which meets with dangerous ice, a dangerous derelict, or any other direct danger to navigation, or a tropical storm, or encounters sub-freezing air temperatures associated with gale force winds causing severe ice accretion on superstructures, or winds of force 10 or above on the Beaufort scale for which no storm warning has been received, is bound to communicate the information by all the means at his disposal to vessels in the vicinity, and also to the appropriate authorities at the first point on the coast with which he can communicate. The form in which the information is sent is not obligatory. It may be transmitted either in plain language (preferably English) or by means of the International Code of Signals.

65 Page The transmission of messages concerning the dangers specified is free of cost to the vessels concerned All such radio messages must be preceded by the Safety Signal, using the procedure as prescribed by the radio regulations in force Information required in danger messages is contained in regulation 32 of chapter V of the International Convention for the Safety of Life at Sea, 1974, as amended, which is reproduced in appendix 15.

66 Page 64 CHAPTER 10 SHIPBOARD FACILITIES FOR CREWMEMBERS 10.1 General In setting out requirements concerning shipboard facilities on undecked vessels and decked vessels of less than 12 m in length, Competent authorities should take into account the service of the vessel and other relevant factors. The Competent authority should work with fishing vessel owners and crewmembers to identify health risks, to raise awareness of all concerned of those health risks, and to take cost-effective measures to reduce the risk This chapter applies mainly to decked vessels. However, as concerns undecked vessels, at a minimum crew should have access to potable water for drinking, fresh water for washing and reasonable sanitary facilities Sanitation Toilet and washing facilities, cloakrooms, lockers and other personal service spaces should be maintained in a clean and sanitary condition and protected against insects, rats and mice Fishing vessels should be equipped with cleaning equipment and cleaning agents necessary to maintain hygienic conditions on board Crewmembers should be provided with clean and fresh water for washing. Potable water should be made available for brushing teeth Skippers of fishing vessels should carry out periodic inspections of conditions in sanitary spaces, as well as cleaning equipment and cleaning agents Lighting and ventilation in accommodation spaces All crew living spaces, and all areas on or below deck where crewmembers are working or passing should be adequately lighted and ventilated Methods of lighting should not endanger the health or safety of the crewmembers or the safety of the vessel Emergency lighting should be maintained in an efficient operating condition and be tested periodically Ventilation systems should be controlled so as to maintain the air in a satisfactory condition and to ensure a sufficiency of air movement in all conditions of weather and climate Appropriate measures should be taken as far as possible to protect non-smokers from the discomfort caused by tobacco smoke Galley equipment and food and water supplies Fishing vessels should carry sufficient potable water for the needs of the crew, including water to drink and water to be used in cooking.

67 Page Fishing vessels should carry food of sufficient nutritional value and quantity for the expected needs of the crew, including extra food which may be required in the event of an extension of the intended voyage Galleys and food storage compartments should be kept in hygienic condition at all times. Skippers should periodically inspect galley and food storage spaces to ensure maintenance of hygienic conditions Food supplies should not be kept beyond the date of their expiration Persons responsible for preparing food and any associated work in the galley should be properly trained, or at least be made aware, of how to maintain appropriate food hygiene. Consideration should be given to posting a simple list of food hygiene rules in the galley. (See appendix 18, Food and hygiene on board vessels) Filters for galley stoves should be changed or a regular basis so as to avoid grease fires. Emergency shut-off valves and fuel lines for galley stoves should be checked frequently.

68 Page 66 CHAPTER 11 HEALTH AND MEDICAL CARE 11.1 General Competent authorities should take into account guidance provided in the ILO/IMO/WHO International Medical Guide for Ships, as amended. In addition, in recent years regional guidelines have been developed. * This chapter should be read in conjunction with section I, chapter 4, Health and Medical Care The Competent authority should ensure that health and medical care requirements are appropriate to the risks and hazards encountered Fitness for work For vessels operating near to ports with health care facilities, the medical conditions likely to cause an excess risk at sea will be those which endanger the performance of safetycritical tasks and those which can lead to severe and life threatening illness in a period of less than a few hours. Hence the medical fitness requirements may be less stringent than for vessels fishing far from ports with medical facilities. Other medical conditions can be dealt with by the same facilities as those available to workers on shore Where standards exist for local commercial and similar vessels the Competent authority may use these as a model for inshore fishing. Where these do not exist the following conditions need assessment:.1 sense organs vision acuity, field, colour (if navigation lights present), hearing;.2 conditions causing sudden incapacity epilepsy, heart disease, diabetes treated with insulin;.3 conditions where erratic behaviour may occur severe mental ill-health, misuse of drugs and alcohol;.4 limitations on mobility such that emergency procedures cannot be undertaken musculo skeletal pain or severe arthritis, amputations, severe respiratory disease; and.5 infection risks food preparation, droplet spread The assessment should be carried out by the doctor or clinic that normally provides the person s clinical care or by a special medical examination. In exceptional circumstances, the assessment may be by means of self-reporting by the person. * See EC Council Directive 92/29/EEC on the minimum safety and health requirements for improved medical treatment on board vessels.

69 Page 67 At least on recruitment, some form of assessment-based advice from a health practitioner is recommended Crew with navigating duties require a high standard of vision and freedom from illness which may lead to sudden incapacitation, while those who prepare food need to be free from infections transmissible with food Medical treatment at sea For inshore vessels, the requirements may be limited to responding to injuries and acute illness. Medical supplies can be limited to first aid equipment and training can be limited to what is needed for initial management of emergencies. Supplies and training should take account of the particular risks that may arise in the fishing operation, such as injuries by fish-hooks and marine life The Competent authority should specify first aid equipment and training requirements for crewmembers on inshore fishing vessels. All crewmembers should receive such training. Procedures for summoning emergency assistance from other vessels or from shore should be established. Guidance concerning first aid is provided in appendix Fishing vessels should carry an appropriate medical guide or instructions. The medical guide or instructions, should be illustrated, should explain how the medical supplies are to be used and should be designed to enable persons other than a doctor to care for the sick or injured on board both with and, if necessary, without medical advice by radio or satellite communication Health awareness and promotion For inshore vessels, most health promotion and awareness initiatives are likely to be shore based. Such activities may be sponsored by national authorities, representative organizations of the crew or bodies representing crewmembers. Where no such activities exist those directed at the on shore population will be relevant but in fishing ports they may need to take special account of the working schedules of crews which may be dependent on tides and market times.

70 Page 68 SECTION III DECKED VESSELS OF 12 M IN LENGTH AND OVER Competent authorities, training institutions, owners, representative organizations of the crew and non-governmental organizations having a recognized role in crewmembers health and safety and training should take into account the safety precautions described in this section. CHAPTER 1 SAFETY OF THE VESSEL 1.1 General aspects of vessel safety The skipper should have the overall responsibility for the safety of the crew and the safe operation of the fishing vessel and should not be constrained by the vessel owner Skippers should ensure that all certificates, such as certificates of seaworthiness, as are required by the Competent authority, are carried on board and are valid Skippers should also ensure to the best of their ability that their vessels are maintained in a seaworthy condition and properly equipped and that any defects found which are likely to affect safety of the vessel should be rectified as quickly as possible Before a vessel is taken to sea, skippers should ensure that their vessels are properly equipped, provisioned and manned and that the stability is satisfactory Skippers should also, as far as possible in advance of sailing, acquaint themselves with the orders, regulations and ships routeing in force for shipping in the waters where the fishing vessel is to operate and the places where it is intended to call In situations where the Competent authority does not operate a vessel monitoring system (VMS) and or has no formal vessel position reporting requirement, the skipper should ensure that notice is deposited with a responsible person ashore indicating when the vessel would leave, the area where it would operate and when it would be expected to return. (See also appendix 12 on Safe navigation and avoidance of dangerous situations.) If in doubt as to the suitability of weather for fishing, the skipper should cease fishing in good time and take precautionary action Necessary care should be taken to maintain adequate freeboard in all loading conditions, and where load line regulations are applicable they should be strictly adhered to at all times A sharp look-out should always be maintained, and the crew warned of the imminent danger of heavy oncoming seas, during fishing operations or while other work is being done on deck. Special care is required in bad weather, for example by easing down when crewmembers are traversing the deck The crew should be alerted to all the dangers of following or quartering seas. If excessive heeling or yawing occurs the speed should be reduced. (See appendix 8, Crossing sand bars and beach landings and appendix 9, Guidance to the skipper for avoiding dangerous situations in following and quartering seas.)

71 Page Extra care should be taken when the vessel is hanging fast by its fishing gear Bilges should be kept drained and free of debris and oil. Rose boxes and suction strainers of bilge pumps should always be kept clean. 1.2 Stability and associated seaworthiness Skippers should have the knowledge of stability and associated seaworthiness. (See appendix 16 of FAO/ILO/IMO Document for Guidance on training and certification of fishing vessel personnel) The skipper should be aware of the stability information supplied to the vessel which will enable him to judge the stability of the vessel in any condition of loading The initial stability of a fishing vessel can be approximately determined by means of the rolling period test. A suggested method for carrying out this test is given in appendix 7, an appropriate determination of vessel s stability by means of a rolling test Compliance with the stability criteria does not ensure immunity against capsizing regardless of the circumstances or absolve the skipper from his responsibilities. The skipper should, therefore, exercise prudence and good seamanship having regard to the season of the year, weather forecasts and the navigational zone and should take note of the particular advice contained in the following paragraphs of this section The skipper should take precautionary measures in order to maintain adequate stability of the vessel. All instructions concerning the vessel s stability issued by the Competent authority should be strictly observed The stowing order of fish-holds should be such as to prevent extremes of trim or heel, or inadequate freeboard of the vessel To prevent a shift of the fish load carried in bulk, portable divisions in the holds should be properly installed Partially filled tanks can be dangerous; the number of slack tanks should be kept to a minimum Instructions given with regard to ballasting should be observed Where alterations are made to the vessel affecting its stability, the Competent authority should approve the alterations before they are undertaken. Such alterations may be e.g. removal or shifting, either partially or fully, of the permanent ballast, conversion to new fishing methods, and change of the main engine The formation of ice on a vessel is dangerous and should be reduced by all practicable means. Attention is drawn to the Recommendation for skippers of fishing vessels on ensuring a vessel s endurance in conditions of ice formation contained in appendix All fishing gear and other heavy material should be properly stowed and placed as low in the vessel as possible.

72 Page Particular care should be taken when the pull from fishing gear might have a negative effect on stability, e.g. when nets are hauled by power-block or the trawl catches obstructions on the seabed. The pull of the fishing gear should be from as low a point on the vessel, above the waterline, as possible Gear for releasing the deck load in fishing vessels which carry the catch on deck, e.g. herring, should be kept in good working condition. 1.3 Freeing ports Care should always be taken to ensure the quick release of water trapped on deck. To lock freeing port covers is dangerous. If locking devices are fitted, the opening mechanism should always be easily accessible. Before vessels depart into areas subject to icing, freeing port covers, if fitted, should be kept in the open position or removed When the main deck is prepared for carrying deck load by dividing it with pound boards, there should be slots between them of suitable size to allow easy flow of water to freeing ports, thus preventing the trapping of water. 1.4 Opening and closing appliances All doorways, ventilators and other openings through which water can enter into the hull or deckhouses, forecastle, etc., should be suitably closed in adverse weather conditions and accordingly all fixtures and appliances for this purpose should be maintained in good condition The fittings for closing and securing hatches should be kept in good condition All hatches and flush deck scuttles should be closed and properly secured when not in use during fishing During fishing operations the number of open hatches should be kept to a minimum In bad weather inspections should be made to ensure that hatch covers and lashings are in order Hatch boards should have numbers cut out on them so that they may be replaced in the proper order numbering from fore to aft When hatch covers are removed they should be stacked in such a way as to allow free passage alongside the hatch coaming To prevent personal injury, care should always be taken when hatch covers, including fish flaps on stern trawlers, are being opened or closed Open or partly open hatches should not be covered with tarpaulins Manholes should never be left open or floor plates removed without stanchions and guard ropes in place, and lights and warning signs displayed to prevent persons from straying into danger.

73 Page Chutes for the disposal of fish offal which could be submerged by rolling motions should be kept properly closed when not in use All side scuttles and port deadlights should be maintained in good condition and securely closed in bad weather All vent pipes to fuel or water tanks should be properly protected against the entry of water in bad weather All sounding pipes should be maintained in good condition and securely closed when not in use All closing appliances mentioned in this section as well as those of all inlets and discharges in the shell plating should be periodically inspected. 1.5 Anchors, cables and chains Anchors, cables, chains and associated blocks, sheaves and rollers should be periodically inspected and tested according to the requirements of the Competent authorities Chains and cables should be withdrawn from use whenever external defects are evident. Broken chains should not be rejoined by wiring links together, by inserting bolts between links, or by passing one link through another and inserting a bolt or nail to hold it. Knots should never be put in chains and cables. Defective chains and cables should be repaired only by properly qualified persons using suitable equipment for the purpose Chains and cables that are wound on drums or pass over blocks, sheaves or rollers as well as the bearings of such blocks, sheaves and rollers should be lubricated at frequent and regular intervals Surfaces of the hull and deck, which are in contact with the anchors, anchor chains or anchor wires, should be properly protected and maintained in good condition.

74 Page 72 CHAPTER 2 SAFETY IN MACHINERY SPACES AND OF MECHANICAL EQUIPMENT 2.1 Introduction Many of the accidents aboard fishing vessel occur through design defects, poor maintenance and the misuse of machinery. The former condition is addressed in Part B of the Fishing Vessel Safety Code, whereas the maintenance and proper use of machinery and equipment must be addressed through safety training and proper supervision by Competent authorities, owners and skippers, as well as, through the self discipline of crewmembers Certain parts of this chapter overlap with chapter 4 on Safety in fishing operations and fish handling and chapter 5 on Safety in exposed areas since machinery is used in harbour, as well as, at sea. In addition, whereas the provisions set out below refer to the safety of crewmembers, it should be understood that when in harbour, as well as, within repair facilities, other codes of conduct and or safety regulations may have to be taken into consideration by owners and skippers. 2.2 Main propulsion and auxiliary machinery The Competent authority should ensure that all decked vessels fishing vessels of 12 m in length and over are designed, constructed and equipped in a manner that contributes to the safety and health of those on board under all operational conditions Furthermore, the Competent authority should also ensure that training facilities are made available to all crewmembers including representatives of owners and that training programmes take into account the means of propulsion machinery and equipment in common use In particular, the training should ensure that crewmembers responsible for the operation and maintenance of machinery are fully conversant with the machinery for which they would be responsible, including its operation, repair, routine maintenance and testing. Such programmes, however, should take into consideration the size and complexity of vessels over 12 m in length. They should be made aware of the danger of wearing loose work clothing and appendages such as ties and belts, as well as, the wearing of rings, when engaged in servicing machinery in operation There should be a requirement for owners to ensure that instruction manuals given by manufacturer concerning the proper operation of main and auxiliary machinery, as well as, the proper fuels and lubricants to be used are carried on board. 2.3 Outboard engines Where outboard engines mounted over the stern of the parent vessel or auxiliary vessel are fitted they should be provided with secure fastening devices to the transom that are readily released by the crew in a safe manner. The fuel supply piping should be so arranged that it would not be an impediment to the free movement of the crewmembers and should be shielded from fishing gear to prevent damage during fishing operations. Where practicable, fuel supply tanks should not be located close to sources of heat.

75 Page Inboard engines (main and auxiliary machinery) Propeller shafting should be guarded for the protection of the crew. Removable covers should be provided for the inspection and or lubrication of bearings and inspection and or adjustment of the stern gland Power take off points, their shafting, belt and chain drives should be adequately guarded to prevent accidents to crewmembers. The guards should be of a type that can be fixed in position Exhaust piping should be adequately insulated to protect crewmembers from burns. Where insulation is not fitted, the un-insulated sections should be suitably guarded and an air gap provided between the guard and the exhaust Where engines are designed to be hand cranked by means of a flywheel handle, the approved design should ensure that that the handle would be disengaged in the event of recoil. Crewmembers should be instructed in the proper handling of such devices including how to grip the handle with the thumb on the same side as the fingers of the hand holding the handle. 2.5 Deck machinery Crewmembers should receive sufficient training to ensure that they are fully conversant with the deck machinery for which they would be responsible, including its safe operation and routine maintenance. In particular, they should be made to understand that deck machinery should not be left unattended with power on or with a load suspended. They should also be made aware of the danger of from trying to lift or pull too great a load by placing extra turns of rope or wire on a warping drum Moving parts of winches, line hauling and net hauling equipment as well as moving parts of warp and chain leads, which may present a hazard, should be as far as practicable adequately guarded and fenced for the protection of the crew The design and location of winches, line and net hauling equipment, should ensure that controls are placed so that winch operators have ample room for their unimpeded operation and have as unobstructed a view as possible of the working area. Where practicable, control handles should be designed to return to the stop position when released and be provided, where necessary, with a suitable locking device to prevent accidental movements or displacement or unauthorized use. Such controls for deck machinery should have clear operating instructions attached to or adjacent to them Winches should be provided with means to prevent over-hoisting and to prevent the accidental release of a load if power supply fails. Where practicable, winches fitted with wire storage drums should be used to avoid the need to use warping heads, which could place the operator in danger Winches should be equipped with brakes capable of effectively arresting and holding the safe working load. The brakes should be proof tested to the satisfaction of the Competent authority before installation of the winch under a static load of not less than 1.5 times the designated safe working lead. Brakes should be provided with simple and easily accessible means of adjustment by a qualified crewmember to prevent grabbing, chattering or slipping.

76 Page Ropes or wires should be led onto winches as directly as possible at not at severe angles and they should not be guided on to the drums by hand. Where winches are fitted with manually operated "guiding on" gear the operating wheels should be without open spokes or protrusions that could cause injury to the operator and should be capable of being disengaged when the warps are paying out Winch barrels should be provided with means for fastening wire ends, for instance clamps, shackles or other equally effective method, to reduce the danger of wires, under tension, parting from the winch. Warp guards should be fitted where practicable between warp lead rollers Guards for sheaves and rollers should be of a type that would facilitate regular inspection, lubrication and maintenance Where a fishing winch is controlled from the bridge or wheelhouse, an emergency control switch at the winch should be provided. Where a second control at the winch is required by the Competent authority, the arrangement should be such as to make simultaneous control from both control positions impossible, as well as to show which control position is in operation. Where necessary, emergency switches for winches should be provided remote from the winch to protect crewmembers working in places which are dangerous for operation of warps and trawl boards. Where a fishing winch is controlled from the bridge, the arrangements should be such that the operator has a clear view of the winch and adjacent area Quick release devices should preferably be fitted in the case of beam trawling and in purse seining that can be activated in an emergency from the wheelhouse and at the main control station if this is not in the wheelhouse Where line and net hauling equipment is controlled from the wheelhouse or from a position remote from the equipment, means should be provided at the equipment to stop hauling and or shooting in an emergency. In like manner, when the main controls are at the equipment, means should be provided in the wheelhouse to stop it in an emergency Cranes should be tested to the satisfaction of the Competent authority and the crane should be marked with the designated maximum safe working load. In the case of a crane fitted with an extendable jib, the safe working load at various radii should be clearly marked as close as practical to the operating controls. Thereafter, operators should check safety devices prior to operating the equipment for the first time and should any device be inoperable, the crane should not be used In general, cranes should be so designed that in the fail-safe condition, the hanging point of the jib should not be too high or extend so far beyond the bulwark that retrieval of fishing gear or equipment would endanger the crew Where practicable, provision should be made to stop trawl boards swinging inboard, such as the fitting of a portable prevention bar at the gallows aperture or other equally effective means. In addition, chains or other suitable devices should be provided for "stoppering off".

77 Page Provision should be made for the stowage of purse seines to allow for the crew to work in safety when flaking down the net Long lines should be stowed and baiting platforms arranged to reduce the likelihood of accidents to the crew in baiting and shooting Lifting and hoisting appliances should have easy access for maintenance. Guards should be provided to prevent any undesirable movement of lifted or hoisted parts, such as a cod end, which could place crewmembers in danger All elements of a fishing gear system, including warping heads, winches, tackle, nets, etc. should be designed, arranged and installed to provide safe and convenient operation. In so far as is possible, such components should be of a suitable strength so that in the event of an overload strain the failure will occur on the designated weak link in the system. All crewmembers should be made aware of the designated weak link in the system Wire ropes used for hoisting and warps should be maintained in good condition and suitable for the work to be performed. They should not have knots, kinks, reverse bends or broken strands. Ends of wire ropes should be seized or otherwise secured to prevent the strands from coming loose All parts of running gear and associated equipment should be maintained in good repair and working order and that all shackles used aloft should be of a locking type or fixed in such a manner that they cannot come loose When renewing warps, the correct size and length should be obtained so that the winch drum can accommodate the full length. When the warp is fully unwound, three complete turns should remain coiled on the drum The owner and skipper should conduct a formal inspection all running gear and associated equipment at least once in every twelve months. The result of the inspection may be used to form part of a general safety assessment report that may be required by the Competent authority Hoisting machinery, derricks and associated running gear, should be load tested at not more than two yearly intervals. A competent person, authorized by the Competent authority, should carry out the test in the presence of the owner or owners representative. The inspecting authority should issue a certificate and inspection report to the owner Should any component of hoisting equipment, derricks and associated running gear have to be replaced it should be of the same size and safe working load of the original. Furthermore, no alterations should be made without the prior approval of the manufacturer and should such alterations be approved the load test mentioned in paragraph above should be undertaken The design and construction of winches, line and net hauling devices and other hoisting equipment should be such that the maximum effort necessary for operating hand-wheels, handles, crank handles, levers, etc. should not exceed 16 kg and in the case of pedals not exceed 32 kg.

78 Page Refrigeration plants Refrigeration plants should be installed, maintained and periodically inspected in accordance with regulations prescribed by the Competent authority Adequate guidance for the safe operation and emergency procedures for the refrigeration system should be provided by having suitable notices displayed on board the vessel in a format, readily understood by the Crewmembers responsible for the operation and maintenance of machinery Whenever any gas which may be harmful to persons is used in a refrigeration system, at least two sets of supplied air or self contained breathing apparatus of a type approved by the Competent authority, should be placed conveniently near to the refrigeration plant but not in a position likely to become inaccessible in the event of leakage of gas No flame producing devices, or hot surfaces or smoking, which may cause explosions, should be permitted in spaces in which refrigeration machinery or equipment using flammable gas is installed Crewmembers responsible for the operation and maintenance of machinery should be instructed in the proper running and maintenance of refrigeration plants and safe methods of gas leakage detection, as well as, the use of the correct lubricants In relation to the safety and health of crewmembers, the Competent authority should ensure that the carriage of protective clothing is required and subject to mandatory periodic inspection. Further information is given in appendix 11 and in annex IV to Part B of the Code. 2.7 Compressed air systems Compressed air systems for starting engines, general purposes and or for diving should be installed and their air reservoirs tested, to the satisfaction of the Competent authority Crewmembers responsible for the operation and maintenance of machinery should be conversant with the dangers of allowing water and oil to accumulate in compressed air systems and with the need to drain air reservoirs and discharge lines regularly. Particular attention should be given to the maintenance of intercoolers to limit the possibility of high compressed air temperatures that could lead to an explosion it oil is present. 2.8 Gas cylinders and installations Cylinders for compressed, liquefied and dissolved gases should be clearly marked as to their contents by means of prescribed identification bands of colour and have a clearly legible indication of the name and chemical formula of the contents. Crewmembers responsible for the operation and maintenance of machinery should be aware of the types of fittings and valves that are associated with particular gases and of the need to ensure that only the correct gas is connected.

79 Page Cylinders containing flammable or other dangerous gases should be stowed on open decks external to the superstructure although they may be enclosed in a ventilated box, and all valves, pressure regulations and pipes leading from the cylinders should be protected against damage. Cylinders should be protected against excessive variations of temperature, direct rays of the sun, accumulation of snow, and continuous dampness. Valves on cylinders should always be closed when the cylinder is not in use or when a failure occurs The Competent authority should ensure that the machinery arrangement does not include connections between acetylene or oxygen cylinders and main or auxiliary engines for starting or turning purposes Crewmembers responsible for the operation and maintenance of machinery should be made aware of the danger associated with grease and oil coming into contact with compressed oxygen and that greases and oils should not be applied to fitting or valves of oxygen cylinders All gas cylinders should always be properly secured in the upright position. Securing devices should not be placed around or tied to the valve, valve cap or any other fitting attached to the cylinder Care should be taken when moving or transporting gas cylinders to avoid dropping them and to ensure that the valve cap securely in place. 2.9 Electrical systems To minimize hazards all electrical equipment and circuits should be designed, installed and maintained in accordance with regulations established by the Competent authority. Only competent persons should be permitted to install and maintain or remove electrical equipment or circuits. Unauthorized installation of electrical equipment of any kind should be considered to be a danger to the vessel and its crew and should be forbidden There should be a requirement for detailed diagrams of electrical systems to be carried on board in a clearly understandable format for use by crewmembers.responsible for the operation and maintenance of electrical equipment Main and auxiliary electrical switchboards should be fitted with hand rails of non-conducting material to prevent accidental tripping of circuits by a person falling towards the switchboard. Switchboards of the live front type, commonly found on small vessels, should be adequately protected to reduce the possibility of injury to a person making contact with live components. Access to the back of switchboards of the dead front type should be limited to authorized personnel. Non-conducting mats or boards should be placed in front of the switchboards The design of machinery space layouts should ensure that piping carrying fuel, steam or water would be clear of electrical switchboards, generators, motors and other electrical equipment All electrical equipment should be earthed or otherwise suitably protected. Earth lamps located at the switchboard should be provided and the responsible crewmembers should be instructed to remedy such faults as soon as possible.

80 Page Electrical equipment exposed to the weather should be protected from dampness, corrosion and mechanical damage Storage batteries should be placed in hermetically sealed containers, lined with acid resistant material and fitted with a ventilating pipe exiting above deck level to the satisfaction of the Competent authority Portable electrical tools and lamps should be of an approved type and, where possible, they should be intrinsically safe. A competent person should inspect such tools and lamps Crewmembers responsible for the operation and maintenance of machinery and electrical equipment should be given clear instructions regarding:.1 testing procedures for electrical circuits;.2 standing procedures for the isolation of circuits and or equipment prior to hands on maintenance;.3 routine inspection of electrical machinery and equipment and fault detection;.4 proper maintenance of circuit breakers and fuse carriers as well as the need to ensure that designated power ratings are not exceeded. Instruction should include the dangers of bypassing or bridging fuse carriers; and.5 the proper maintenance of storage batteries and the need for them to be stored in ventilated boxes/compartment as well care to be taken due to the possible accumulation of phosgene gas, which is toxic and flammable. Smoking and open flames in the area of battery storage should not be allowed All circuits should be clearly identified at main switchboards, auxiliary switchboards and distribution boxes. The markings should be in a language understood by the crewmembers responsible for the operation and maintenance of machinery and should be maintained in good and legible condition Hand tools The owners should supply hand tools for maintenance together with safety instructions for their use Such hand tools should be of good material and construction and should be maintained in good condition. A competent person should check hand tools periodically and defective tools should be immediately repaired or replaced Owners should ensure that spanners supplied are of the correct sizes taking into consideration the variety of nuts and bolts within the vessel. Special tools supplied by machinery and equipment manufacturers should be kept apart from general hand tools, preferably in boxes that are clearly marked to identify their specific use.

81 Page Where an eyebolt is supplied for lifting heavy components the length of the threaded end should be one thread less than the depth of the threaded hole to ensure that it can be screwed down as far as the collar of the eyebolt. Over-length eyebolts should not be used since any sideways pressure could lead the bending and fracture and possible injury to a person Crewmembers responsible for the operation and maintenance of machinery should be instructed in the proper use and maintenance, as well as, dangers arising from misuse. Such instruction should include, inter alia:.1 hand tools should only be for the purpose for which they are intended;.2 the proper use and handling of adjustable wrenches and pipe wrenches;.3 cold chisels and punches to be preferably held between the thumb and index finger with the palm of the hand open and turned towards the holder;.4 the danger of hammering on the hardened surfaces of tools, machinery or equipment which could cause metal splinters to fly and cause eye damage;.5 tools or small parts of equipment should never be left lying on staging, gratings, etc. in the engine room or aloft above deck. They should always be placed in a box, bucket or bag, or lashed to prevent them from accidentally falling and injuring persons passing or standing below;.6 tools and other equipment should be lowered from above by use of a gantline; and.7 the danger of using tools of any description on moving machinery should be emphasized and that tools and other gear should be removed before restarting a machine that has been serviced Crewmembers engaged in fishing operation should also be instructed to:.1 keep all tools clean, use the right tool for the job and keep cutting tools sharp and stored safely when not in use;.2 handles of knives, should have hilt guards or finger grips, to prevent the hand sliding on to the blade; and.3 open-bladed knives, fish-hooks, gaffs and similar sharp implements should be sheathed or otherwise put safely away when not in use Torches, blowlamps and hot work Safety instructions concerning the use of blowlamps and oxy-acetylene welding and cutting torches should be supplied and the crewmembers responsible for the operation and maintenance of machinery instructed in their use. Special attention should be given to the need to maintain a careful watch when the equipment is in use.

82 Page Attention should also be given to the need to ensure that blowlamps, should not be completely filled with fuel and that only small filler cans should be used to fill the preheated pans Where hot bulb engines are still in use, the same instruction given above apply and in addition, blowlamps should be securely fitted to the engine Crewmembers should not be allowed to undertake soldering, welding and similar hot work on tanks and other containers holding flammables or on empty tanks and containers which have held flammables or acids. In addition, smoking should be prohibited in the vicinity of such containers Maintenance of machinery and equipment Main and auxiliary machinery should be fitted with means to block the engines and or propeller shafting from accidentally turning when maintenance is being carried out. In the case of large engines, mechanical means for turning the engine may be accepted provided that the operating handles or switches can be locked in the stop position or fuses can be removed and the fuse box is capable of being locked Means should also be provided to block the movement of a rudder(s) when maintenance is being carried out on steering gear in port or when emergency repairs are carried out at sea Anchoring systems should be provided with means to lock chains and or wires when maintenance is being carried out on windlass machinery to ensure that the machinery cannot be accidentally turned through movement of the chains and or wires Instructions to crewmembers should include the need to immobilize the means for starting machinery on which maintenance is being carried out Lifting equipment should be carried on board for the safe handling of heavy items and such equipment should be tested at least every two years by a competent person authorized by the Competent authority. Crewmembers should draw to the attention of the skipper damaged or otherwise defective lifting equipment. There should also be ample space around machinery to allow crewmembers to work in safety Crewmembers responsible for the operation and maintenance of machinery should be instructed to keep bilges areas clean and dry and that strum boxes or suction strainers should be cleaned out regularly. Where fitted, manually operated pumps should be tested regularly. Bilge alarms and non-return valves should be tested regularly during a voyage as well as on a regular basis on arrival in harbour and before leaving harbour to confirm that they are fully operational Routine inspection of machinery spaces should include the observation and cleaning of fuel and lubricating oil filters; this should also apply to any emergency plant such as an emergency fire pump or electrical generator Primary, secondary and emergency fire pumps should be tested separately and performance monitored during regular fire drills. Where the approved arrangement allows for parallel operation such pumps should also be operated at the same time. Bilge pumps and their alarms, should also be tested during fire drill.

83 Page Spare gear and spare parts Bulky and heavy items of spare gear and spare machinery parts stowed in the machinery space should be adequately secured to prevent movement and danger to the crew. Likewise, spare gear stored elsewhere in the vessel should be properly secured and protected against possible damage and corrosion Steam generators In order to prevent water hammer and damage to machinery and steam pipes, crewmembers should ensure that drains are in the open position before steam supply valves are eased open and the piping and machinery allowed to warm through and condensate ceases to flow from the drains before adjusting the lift of the valve to its operation position. Special attention should be given to heating coils since these are likely to be full of water when being brought back into use Crewmembers responsible for the operation and maintenance of machinery should be made aware of safety procedures concerning the operation and maintenance of steam generators/boilers. They should be conversant with correct sequence for lighting up, firing and shutting down boilers and to avoid attempting to light a burner off hot brickwork or in a furnace in which fuel oil has accumulated Burners, furnaces and flues should be checked for safety before work is permitted on or in them. Particular attention should be given to the effectiveness of the change over valve in the case of exhaust gas boilers When a smoke tube or water tube has to be blanked off or otherwise repaired in an emergency, the steam pressure should be released, normally by activating the easing gear on the safety valve. The water level in the boiler or tubes should be lowered to a point reasonably below the level of the damaged tube in order to reduce the possibility of persons being scalded. Any person required to enter the furnace space to effect repairs should wear protective clothing against heat and should be observed by other crewmember from a position from which aid could be given quickly if required Should persons have to enter the water space of a boiler the pressure should be released and the water drained out. Where boilers are arranged for operation in parallel, the main steam stop valve should be locked in the closed position. The person entering the water space should wear protective clothing against heat that does not have pockets or belts that may cause snagging. There should be an effective means of communication between the person or persons inside the water space and those in attendance, but outside the water space. The manhole door should always be kept inside the water space while work is being carried out Similarly, the vacuum or pressure should be released and water drained from the boiler before hand hole doors are removed for inspection and or cleaning out of sludge Under operational conditions, all cocks on water gauge glasses should be blown through periodically to ensure that the water level shown in the glass is true Covers or guards of gauge glasses should always be in place when a boiler is under pressure to avoid the possibility of serious eye injuries and scalding due to a bursting glass.

84 Page To reduce the possibility of scalding when taking samples of water from a boiler, particularly in heavy weather, a support for the salinometer pot should be located close to the sampling point Tanks Tanks should be provided with vent pipes. Metal flame retarding screens fitted to vent pipes should be easily removed for routine cleaning, maintenance and refitting by crewmembers The vessels equipment should include winds ls for gas freeing tanks and or enclosed spaces. Crewmembers should be properly instructed in why and how to test the atmosphere in any tank or enclosed space where moisture or oil may have accumulated before a person enters such a tank or enclosed space The access manholes to tanks should be oval or rectangular in shape so that any person having to enter the tank for any reason, can take the cover inside the tank to ensure that the tank cannot be accidentally closed with the person inside the tank There should be a requirement for tanks to be gas freed before any internal cleaning operation is carried out or any hot repair work such as welding is carried out. Owners and or those in charge of a fishing vessel should ensure that a gas free certificate is obtained before such work is authorized The design of the vessels should ensure that fuel tank filling pipes terminate above deck. However, where this is not practicable, the vessel should be equipped with funnel or other leak proof attachment that can be screwed into the tank filling connection to prevent spillage in the machinery space. Bunkering procedures are set out in 6.7 and Where gauge glasses are fitted to fuel tanks and in order to prevent leakage of fuel due to a broken glass tube, the valve connection to the tank at the lower end of the gauge should be a self-closing type to ensure that the tank is not continuously open to the gauge glass. The self-closing device should also be of a type that automatically drains the oil in the gauge glass to a safe place.

85 CHAPTER 3 FIRE PRECAUTIONS AND FIRE-FIGHTING 15 SLF 47/17/Add.1 Page General The Competent authority should ensure that the following principal fire safety objectives are fully understood by all persons concerned with the design, construction, operation and inspection of fishing vessels, as well as, those persons involved in the training and certification of crew in order to:.1 prevent the occurrence of fire and explosion;.2 contain, control and suppression of fire and explosions, in the compartment of origin; and.3 provide adequate and readily accessible mean of escape The Competent authority should keep all those concerned with the safety of fishing vessels advised of the best practices in the control and management of situations in which the risk of fire proves a threat to life and property. Typically, this might be achieved by publicizing and making available literature, such as the IMO Fire-Fighting Booklet * and video presentations The Competent authority should ensure the development of a scheme of safety training courses graduated for the various levels of skill within the national fishing fleet. These should be designed to address fire precautions and fire-fighting from basic introductory courses, for new entrants, to safety awareness, for established crewmembers, and crisis management and emergency control for more senior crewmembers The crew should be aware of the location and operational features of all the fire-fighting equipment of the vessel and should be trained in the specific fire emergency procedures of the vessel The crew should note the condition of fire-fighting equipment and report to the skipper the equipment, which is in need of servicing, maintenance, repair, and/or survey The skipper should ensure that the vessel is kept clean and free from combustible debris The owners, together with the skipper and with the co-operation of the crew, should evaluate fire risks associated with, inter alia, evacuation routes, designated enclosed spaces, the position of combustible materials, the disposition of the crew accommodation and the arrangements for the fire-fighting equipment. 15 * The basic text for this chapter is the text of chapter 9 of the existing Part A of the Code. After the informal meeting in March 2004, the United Kingdom, which is the author of this chapter, has submitted changes to the text and these changes are shown in TRK mode. IMO Fire-fighting booklet (MSC/Circ.62, 28 May 1969).

86 Page Smoking "No Smoking" notices and/or notices prohibiting the use of naked flames should be posted where necessary and no smoking rules strictly enforced. This applies, in particular, to the following danger areas:.1 fuel or oil tanks;.2 paint lockers and storage spaces for flammable materials;.3 the refrigeration plant and tanks where flammable gases are used;.4 near liver boilers;.5 near electric storage batteries;.6 in galleys and food stores; and.7 in the vicinity of sounding pipes and air vent pipes serving tanks containing combustible liquids Crewmembers should be warned against smoking in bed, as many serious fires have been started in this way Notices referred to in must be observed; fire is a vessel's greatest hazard. Cigarettes or matches should not be thrown from portholes or into places where they would be liable to start a fire. Suitable containers should be provided and used. Cigarettes and ashes thrown overboard often blow back aboard to start fires. Crewmembers should be continually reminded of the need for fire safety and of the prohibition of smoking in certain areas The owner should instruct the skipper to restrict crew smoking to areas of low or minimal fire risk. 3.3 Fire prevention and precautions The principal precautions necessary to prevent fires on board fishing vessels are as follows:.1 the proper education and training of crewmembers in fire prevention;.2 provision of the proper fire-extinguishing appliances in suitable locations;.3 maintenance of cocks, pipes and fittings in oil systems free from leaks;.4 cleanliness of machinery, boiler spaces and galleys; and.5 the taking of precautions by crewmembers when performing work which involves possible fire hazards Fire-fighting equipment should always be kept in its proper location, maintained in good working order, and be available for immediate use.

87 Page Fire extinguishers should be periodically checked to ensure that they are in an efficient working condition and properly charged and tagged. Whether or not they are required by the Competent authority, refill charges should be readily available Any fire-fighting equipment carried in excess of the requirements of the Competent authority should also be kept in good working order and ready for use. The competent authority should ensure that inspections on all fire-fighting equipment are carried out The greatest care should be taken to keep bilges and woodwork or other porous material free of petroleum products. The importance of good housekeeping on board cannot be over-emphasized Heating appliances such as galley ranges, space heaters etc should not be used for drying clothing, linen etc because of the danger that such clothing, linen etc may interfere with the ventilation arrangements of the appliance or fall onto the appliance and catch fire. Curtains and other hanging textile materials should not overhang or be fitted sufficiently close to an oil fired appliance where there is any danger of them coming into contact with the appliance Rags and other flammable material should be prevented from coming into contact with steam, hot oil or water lines or other heated surfaces because of the hazard of spontaneous combustion. Oily rags should not be left lying about, but should be suitably disposed of Oil fittings should be kept perfectly tight in order that fuels or their vapours may not escape. Metal drip trays should be provided where necessary Remote controls from deck for oil fuel pumps, valves in oil fuel lines as well as fuel lines to galley ranges should be kept in good operational condition and unobstructed Only approved types of lamps should be used when examining engines, oil tanks and bilges. Lamps having naked flames should never be used for this purpose Portable electric or oil heaters should not be used on board. Where seasonal heating is necessary the heaters should be securely fixed In no case should a petrol or paint can, either empty or full, be placed in the crew's living quarters or in a compartment where lamps having naked flames are used. 3.4 Fire-fighting Successful fire-fighting is usually totally dependent upon those on board. Fire-fighting drills should therefore be performed at regular intervals and simultate realistic situations. The purpose of these drills should be to ensure that all fire-fighting equipment is in good condition, as well as to ensure that all crewmembers know allocated stations and duties, the location of fire-fighting equipment, the way it works and how it should be used Fire drills should include the donning of protective clothing provided, the use breathing apparatus and the testing of the means of communication provided.

88 Page As soon as a fire is discovered, the following action should be immediately taken:.1 shout "fire" and raise the alarm;.2 if fire starts in the accommodation area, make certain that the area is evacuated;.3 close portholes and skylights, shut off ventilators, switch off electrical appliances and shut the door; and.4 the remaining crew, not directly involved in combating the fire, should move away from the area but remain alert for further instructions If the fire is small, it should be fought in the first instance with portable extinguishers. If, however, the fire becomes large, it should be fought with fixed installations and/or fire hoses The fire-fighters should always use the protective clothing and other equipment provided and never try to tackle the fire alone. Special care, including setting up the means of communication, should be taken when combating fire in enclosed spaces and/or in spaces where manoeuvrability and ready exit may be restricted In fighting fires, the fire-fighters should keep as low as possible to avoid the heat. Water spray can be used as a protective screen Water, soda-acid or foam extinguishers should never be used on electrical fires or near live electric lines or appliances Water should not be used on oil fires When a large quantity of water is used for fire-fighting, skippers should be aware of its adverse effect on the vessel's stability, and ensure that surplus water is drained or pumped out When a gas smothering installation is used, care should be taken to ensure that the compartment is evacuated and properly closed down before the gas is released, that it remains closed long enough to ensure the fire is extinguished and that the compartment is properly ventilated before re-entry When the fire is extinguished, everything should be soaked thoroughly and all loose furnishings, mattresses, etc., should be removed to deck; watch should be kept for several hours to prevent reignition.

89 Page 87 CHAPTER 4 SAFETY IN FISHING OPERATIONS AND FISH-HANDLING General The skipper should ensure that a sharp look-out on all fishing operations is kept at all times and use signals which are positive and clearly understood Many accidents are caused by the failure of running gear when under tension. Fishing gear should be in good order and all parts of hauling gear, hoisting gear and related equipment should be checked before use Crewmembers should avoid getting entangled in fishing gear and getting their fingers caught in the meshes of the net, particularly when shooting the gear. Crewmembers should not wear rings when handling nets or other fishing gear Many accidents occur when shooting and hauling the fishing gear and deckhands should stand clear of running ropes or warps so that the vessel s motion does not throw them onto the ropes or warps. They should keep clear of outrunning gear of all types, and should not stand on parts of the gear lying on deck when the remaining part is still in the water. The working deck is a dangerous environment, particularly in adverse weather conditions. During shooting and hauling any fishing gear, crew whose presence is not necessary for the operation should keep clear of the operating area When normal shooting and hauling procedures are disrupted, for instance when the fishing gear gets tangled, the crew have to revert to non-standard procedures. When fishing gear is tangled, it should be cleared in the safest possible way The sea has been used in the past to dispose of dangerous items and substances. Many mines and items of war still litter the seabed. Substantial amounts of out-dated ammunitions were disposed of in deep water which at the time were not subject to fishing activities. Crewmembers should be aware of the dangers of handling unfamiliar objects, such as explosive devices or drums of chemicals, hauled up by the fishing gear Fasteners (obstructions to gear on the seabed) are a source of danger on deck until the last section of gear is on board. The tension in the warps to clear fasteners should be from as low a point and as near to the vessel side or stern as possible. Great strains can occur in unexpected places when heaving on taut warps or by the motion of the vessel. Fasteners which result in the gear being parted at one end and the entire load being hauled from one warp present dangerous situations Crew should not risk crushing their fingers by trying to clear a line from the sheave of a block. Proper tools should be used. Blocks and sheaves which are under tension are potential hazards and the tension should be removed prior to clearing the warp At least three complete turns of a trawl warp should remain around a trawl winch drum at all times; the end of the warp whipping off the drum could cause serious accidents. 16 Note by the co-ordinator: Changes made to the paragraphs of this chapter to be inserted in TRK mode.

90 Page If a look-out is positioned in the crow s nest, they should use the means provided for climbing the mast They should be positioned properly inside the crow s nest and not straddle the protective rails New crewmembers should be briefed on the nature of all operations onboard and dangers and risks of work allocated to them in respect of fishing operations explained When a whipping drum is being used, care should be taken to keep clothing, particularly scarves and loose clothing clear of it In fishing operations the procedures of hauling and shooting consist of routine procedures in which the crew carry out daily. In unusual situations that occur infrequently, new crew are not aware of the procedures and many accidents result. In these unusual situations, only experienced crew should only carry out these activities and they should consider the possible consequences of their actions Crew should never stand on moving conveyors When crewmembers are involved in shooting and hauling gear, they should wear appropriate flotation aids. 4.2 Trawling The vicinities of bollard fairleads are danger areas, and crew should never get too close when the gear is being worked. It is dangerous to work near the ramp of a stern trawler and safety chains or ropes should always be used to prevent crew sliding overboard. Crew should not stand close to the warp on a trawler when the vessel is towing; nor should they stand over a slack warp as a load may suddenly come on it. Stepping over trawl warps during shooting or hauling is extremely dangerous. Crew should beware of dangers overhead when working near the towing block A standard code of hand signals should be adopted for signalling between the crew handling the trawl and the winch controller. Crew should pay special attention to ropes connected to the net such as bridles, false headlines, etc., when shooting. They should never stand in the bights of such ropes. If a headline float gets caught in a crewmember s clothing, it should be released at once by cutting the clothing. No crew should stand under the cod end when it is being hoisted When beam trawls or otter trawls are towed from the end of outrigger booms the rudder should always be hand-operated, and the winch drums should not be clutched in. In the case that the warp block at the end of the boom can be released from the bridge by an emergency release system approved by the Competent authority, an autopilot may be used. The drums should be held on the brakes only. The outboard ends of the outrigger booms should be kept as low as possible and be prevented from lifting When a net becomes fast to an obstruction on the seabed (a fastener), the winch drum brakes should immediately be released. The skipper should never try to recover a net from a fastener with the warp running over the block at the outboard end of the outrigger boom. There is a danger of capsizing the vessel in this way. The warp block at the outboard end of the boom should then be lowered and brought inboard. The same applies to hoisting heavy or unknown weights in this manner.

91 Page Releasing and securing trawl boards is a skilled and dangerous operation. Only trained crew who understand the proper signals to communicate with the winch controller should do this. Crew should not put their fingers through the links when fixing dog chains or G-links. When the boards are coming up, crew should stand in a position to give the winch man a clear view and should stand clear of the man who fastens the dog chains since he must have sufficient room to jump clear if the boards come up awkwardly. Crew should not climb on the bulwark when fixing the dog chain. If this fixing has to be done out of easy reach, the steps and protective rail provided should be used When the fish hatch on a stern trawler is open, it should be secured to prevent the hatch from closing if struck by a sea coming up the ramp On side trawlers converted to trawl from the stern special care should be taken when working on the after platform especially when nets have to be repaired. A safety rope or chain should be in place on the after end of the platform. 4.3 Purse seining Where the net is stacked high in an exposed place it is highly desirable to fit removable stanchions with guard ropes to prevent crew from falling overboard or men should wear a safety harness To reduce the danger of crew stepping inside loops of purse ring bridles during setting of the net, the bridles should be coiled in the net or else stowed in a separate box or compartment next to the clothes-pin (rack or bar) from which the rings run out. When setting begins, the net should be so arranged that it is pulled out by a buoy, sea anchor or skiff without the crew having to expose themselves to danger by going aft of or on top of the net. When crew have to go on top of the stowed net in an exposed position a safety harness should be worn. During setting of the net the winch man should take care not to allow the drums to turn faster than the purse line wire runs out, so as to avoid fouling the wire. The extension rope attached to the tail end of the net should be coiled down in a separate box or compartment so that there is no danger of crew being caught in the loops during setting. A sharp knife should always be kept handy near the net bin or platform Crew should avoid standing below an overhead power block or transfer block because of the danger of their being hit by heavy purse rings passing through the blocks. Where such a danger exists, crew should wear protective helmets. When handling big catches it is essential to brail or pump the fish on board as quickly as possible to avoid an excessive weight of dead fish in the net The sinker line and breast line of the bunt should be so attached to the vessel that they can be quickly released if fish lie too heavily in the net and endanger the stability of the vessel. Preferably the breast line and that part of the sinker line which is tied up on the bunt boom and/or on the railing of the vessel, during brailing or pumping, should be fitted with rings through which is threaded a wire, fixed to the vessel at either end with an easily released slip hook. Should the vessel heel over dangerously and if it is not possible to release the fish, the net should be slacked off immediately or cut.

92 Page This procedure should relieve the danger to the vessel, however there may still remain a danger to the crew from the weight of fish remaining in the net when the bunt is liberally hung in. It is therefore advisable to attach bridles to the bunt-line so that it can be hoisted up to release the fish Sea water in the hold causes the fish to become fluid and shift. Care should be taken to separate sea water from the fish during brailing or pumping before the catch reaches the hold, using slanting gratings leading to the hatches. Similarly, blood water seeping from the fish should be pumped out frequently Fish carried on deck should be covered by double tarpaulins securely fixed, for instance by nailing wooden strips over the edges to the outside of the railings and to fix the pound boards. On steel vessels a wooden plank should be bolted on for this purpose. In an emergency the skipper should be able to release the deck load through special ports by a quick-release mechanism. When fish are carried on deck, lifelines should be rigged at a suitable height Where a small auxiliary boat is used, it should always carry light and sound signal equipment in good working order, and the crew should wear lifejackets. 4.4 Danish seining To avoid the danger of foul bights in the warps, crewmembers should, take care in stacking coils, check that shackles are the right way round so that the lower coil will run freely and secure coils so that pitching and rolling will not dislodge them If a rope fouls, crewmembers should stand clear until all way is off the vessel. The foul rope can then be cleared. When setting the first rope, the speed of the vessel should be reduced for the last 30 fathoms of rope and slow speed maintained until the net is all in the water Cage rollers should be firmly anchored, the clasp closed and the safety chain in position. If the ropes are not coming in evenly, crewmembers should never adjust the ropes by holding the tension wheel. The tension-adjusting handle should be used. 4.5 Longline fishing Baskets, tubs or reels of lines should be adequately secured so that they do not spill in bad weather. Lines should be coiled carefully and the hooks safely arranged, so that the line runs freely without snags when being paid out. When baiting hooks or handling lines, crewmembers should at all times take particular care that their hands are not injured, and that hooks do not snag in their clothing. Loose scarves or loose sleeves should not be worn. Crewmembers not directly engaged in setting or hauling lines should keep away from the immediate vicinity of moving lines. Crew should handle the glass floats of a line carefully to avoid cuts from broken glass. When setting lines by hand the crewmember whose duty it is to join the lines should confirm to the thrower that the next part is connected properly and ready for use. If abnormal strains occur when the line is being set, and this cannot be corrected by easing the vessel s speed, the crew should stand well clear or the line should be cut.

93 Page Crew hauling by line hauler should avoid getting their hands caught by the mainline or branch lines. Others should stand clear of the hauler at all times. The crewmember operating the hauler should be able to control it quickly and easily. When biting or other potentially dangerous fish are being hauled on board, they should be killed before they reach the deck, and the hook should not be removed until the fish is dead When setting the long line with a line thrower, the skipper should adjust the speed of the vessel to the capabilities of the line-setting mechanism As line storage reels may suddenly reverse when long lines are being set, crew should be aware of this possibility and avoid having their hands caught; they should take care that they are not injured by floats and branch lines coming back on deck. 4.6 Tuna pole and line fishing Crew should be spaced at adequate intervals on the fishing platform and should not swing their poles carelessly but should have regard to the position of other persons and avoid injuring them with flying hooks. It is recommended that goggles should be worn to avoid eye injuries caused by flying hooks. If a crewmember finds that he is in danger of being pulled off the fishing platform by an exceptionally large fish, he should lower his rod so that the line is in a straight line with the rod so permitting it to be easily broken When a fish is landed on deck, and the hook does not disengage itself, the crewmember should not turn around to pull forcibly on it but wait until the deck crew have cleared it. Chummers (bait-throwers) should position themselves at the proper distance from the pole crew When open-circulation sea water bait tanks are used, no crewmember should go into the tank for any purpose, e.g. to close sea water circulation holes, unless a second crewmember is present and watching When the crew cease to fish, they should return at once from the platform to the deck of the vessel and should not use it as a passageway. 4.7 Fish and ice handling In the gutting, washing and stowing in ice of the catch, crew should be familiar with the proper handling of different species of fish to avoid hand injuries from teeth or the sharp spines of certain species. Pricks and cuts from fish spines should be bled and treated without delay; some give poisonous wounds, which can be painful and troublesome In ice holds a pile of ice may become hollow owing to left-over ice melting; crew should take precautions against falling into an ice cave. Crew should chop the ice in such a way so as to avoid a solid bock of ice falling on top of them and should use only the proper tools In fish rooms, shelving and staging should be erected carefully. Pound boards should not be piled in a loose stack. As work progresses, front boards should be removed one by one In cases where fish is packed in bins or boxes, the bins should be stepped and stowed athwart ships in such a manner as to prevent accidental collapse of the bins under any sea condition.

94 Page When fish is being stowed in a fish hold, due consideration should be given to maintaining easy access to and escape from the hold. There should also be clear unrestricted access to the bilge wells at all times. 4.8 Refrigerated fish holds Appropriate protective clothing, gloves and ear-muffs should be provided for use by crewmembers required to enter refrigerated holds and or refrigerated rooms including freezer tunnels. At all times when handling blocks of frozen fish, crew should wear gloves There should be means for crewmembers, working in refrigerated fish holds and or refrigerated rooms or freezer tunnels to communicate with crew outside the space. Where it is necessary for the insulated doors of such spaces to be closed while crewmembers are working inside the space, the length of time there are inside should be controlled by a responsible person stationed outside, but adjacent to the space. Such spaces should also be fitted with an alarm arrangement that can be activated by those crewmembers inside the space that would alert those outside the space. Where practicable, those on watch in the wheelhouse should also be alerted by the alarm system In the event of a leakage of refrigerant within the space, protective clothing and breathing apparatus fitted with a means of communication should be located close to the access to the space. Life-lines should also be available.

95 Page 93 CHAPTER 5 SAFETY IN EXPOSED AREAS 5.1 Gangways, stairways, ladders, railings and guards All ladders and stairways should be properly maintained. Wooden ladders should not be painted but varnished or coated with transparent preservative Gangways, stairways, ladders and alleyways should be kept clean to prevent falls due to slippery conditions. Stairways and ladders should have non-skid treads Gang planks, shore gangways and ladders should be made safe against dislodgment or collapse and should not be located within the swinging radius of derricks and cranes or expose crewmembers to other hazards Frequently accidents occur through not using the proper means of getting on or off the vessel. Crewmembers should never jump from the vessel to shore or from the shore to the vessel. When a vessel does not lie close against a quay and quay steps are used, platforms should be hooked over the bulwark. When vessels are berthed alongside each other, suitable steps should be provided in order to give safe access between vessels. There should also be a lifebuoy with a suitable line readily available by the gangway. As far as practicable a net should be arranged under the means of access. Gangways and accommodation ladders should be adjusted periodically to allow safe access at all stages of the tide When the shipboard end of a ladder or gangway rests upon the bulwark, firmly fixed steps should lead from the top of the bulwark to the deck, and be provided with a substantial and properly secured handhold such as a rail or stanchion. Care should be taken that the arrangement is such that it permits easy and comfortable access from ladder or gangway to steps or vice versa Ladders should be firmly secured Precautions should be taken when ladders are used on board. Loads should not be carried on them and ladders should never be used where stairways or gangways are provided for boarding or leaving the vessel or for crossing from one vessel to another The use of portable ladders at sea should be avoided, but should it be necessary to use them they should be firmly secured against slipping. Crewmembers working on portable ladders should wear safety harness fastened to a part of the vessel and not the ladder Rope ladders should be provided with two cross battens to prevent twisting. They should not be made of steel wire rope and should not be used:.1 if any rungs are missing, cracked or rotten;.2 if the rope is in poor condition or has broken strands; or.3 if they are not long enough to reach the water-level or quay. Such ladders should be fully extended and should not be secured to the bulwark by the rungs. Only one person at a time should be permitted on a rope ladder. Persons ascending or descending a rope ladder should take care to hold the ropes and not the rungs.

96 Page A ladder should not be used if it has:.1 missing or defective parts; or.2 a rung repaired by nails, spikes or other insecure means Portable stanchions should be secured against accidental lifting out Toeboards or stops should be securely fastened Railings should be maintained in good repair Removable handrails should always be secured in position when the vessel is under way Fishing vessels which are to take pilot, and vessels which are likely to be boarded in the open sea by Coast Guard inspectors or others authorized to carry out boarding or inspections, should be fitted with pilot ladder or pilot hoist. Pilot ladders and pilot hoist should be periodically inspected and kept in proper working order. A functional test of pilot hoists should be carried out when installed. 5.2 Deck lighting During hours of darkness sufficient lighting should be provided at gangways and all other locations on deck where crewmembers must work or pass so that obstructions are readily visible. A hand lantern should be used, if necessary During fishing, lighting on deck should not be extinguished unless the fishing operations require darkness Lighting should be placed so that it does not dazzle a look-out or interfere with the effectiveness of the prescribed navigational lights. 5.3 Precautions against falling overboard Crewmembers should always be on guard against falling overboard as it is a major cause of fatalities. The pitch and roll of small vessels, the sudden accelerations, the conducting of complex fishing operations on open decks, the frequent hauling in and letting out of gear over the side or stern, the working on wet slippery decks, and the inevitable fatigue which results from long working hours, are conditions which cause fatalities of crew falling overboard In the event of a change of course or speed, it is advisable to warn the crew, as the change in motion may catch them unawares. As the vessel is at this point most liable to ship a sea, it can expose the crew to high risk of being washed overboard There should be an efficient warning and communication system between the bridge and the crewmembers Lifelines should be set up as appropriate to the class and size of the vessel. To prevent crewmembers from falling or being washed overboard in bad weather, suitable lifelines with man ropes should be rigged on the working deck.

97 Page When work is carried out where there is a risk of falling down or falling overboard, or when work is carried out on an exposed deck in adverse weather, a safety harness with a safety line attached should be used. The length of the safety line should be adjusted to prevent falling overboard. If the work is carried out where a safety harness and safety line cannot be used, other adequate precautions should be taken such as wearing a lifejacket or at safety work vest In heavy weather, crewmembers should not work alone on deck without the watch in the wheelhouse being aware of their presence Work outboard while the vessel is underway must be carried out only when absolutely necessary. Necessary safety precautions should be taken before such work take place. 5.4 Ropes and lines Crewmembers should become familiar with the various types of ropes and twines and their special uses on board and, in particular, with the breaking characteristics of synthetic ropes Wire rope should always be handled with care, and gloves used as a protection against injury from projecting strands. Rings should not be worn when working with ropes Care should be taken to avoid damaging or weakening ropes through excessive strains or rubbing and chafing against sharp objects Crewmembers should always ensure that they use ropes only for the purpose for which they are intended. Care should be taken to see that all ropes in use are in good condition and have a strength appropriate to their application Ropes should be frequently examined for abrasions, broken, deteriorated or displaced fibres or strands and other defects Ropes should not be exposed to excessive heat or harmful chemicals. When not in use they should be coiled and stored under well-ventilated conditions away from direct sunlight Rope of right-hand lay taken from a new coil should be withdrawn from the inside counter-clockwise in order to retain the twist Kinks in ropes should always be taken out by correct coiling right-hand coiling for a right-hand rope. A kinked wire rope should never be pulled taut A load should not be placed on a rope suddenly or with a jerk, as this may overload the rope and weaken it A splice should be used where possible in place of a knot, which weakens a rope to a greater extent All blocks and shackles should be of sufficient strength and subject to regular inspection. The diameter and groves of sheaves of blocks should be suited to the rope being used A wire rope should never be passed over an undersized diameter pulley, sheave or winch barrel.

98 Page A wire rope which is fitted round a thimble of suitable size to form an eye should be well spliced or secured by means of U-clamps fitted so that the U-bolt fits over the short end of the wire A warp or rope should not be thrown loosely over the side, as it may foul the propeller Discarded ropes, nets or other gear should not be jettisoned as they constitute a danger to other vessels and birds and marine life During the handling of mooring lines or other wires or ropes, care should be taken not to stand in the bights. Hawsers should be coiled down in their correct place and wires wound on their reels to reduce the likelihood of bights forming. Crewmembers should keep clear of ropes or wires in tension. 5.5 Miscellaneous Decks and working areas as well as horizontal surfaces in the vicinity of ladders and doorways should be provided with anti-skid surfaces and kept clear of all loose gear liable to cause tripping To prevent slipping, decks should be kept clean of oil and fish debris Mats may be used on deck as and when practicable to provide a good foothold When crewmembers are required to work aloft they should use a boatswain s chair and safety belt. When rigging the boatswain s chair to a stay, the bow and not the pin of the shackle must rest on the stay or standing part. Boatswain s chairs should always be held by a block and gantline; the use of open hooks on ladders to this end should be forbidden A draw-bucket should not be used when a vessel is under way as there is a danger that a crewmember may be pulled overboard.

99 Page 97 CHAPTER 6 SPECIAL SAFETY PRECAUTIONS 6.1 General In addition to the normal duties undertaken when at sea, crew may be called upon to perform other work for which special safety precautions should be taken. In certain cases, such work, when carried out when the vessel is in harbour, it should be recognized that the safety requirements might fall within the purview of non fisheries or maritime administrations The Competent authority should ensure that owners of fishing vessels and institutions concerned with the training of fishermen in matters of safety and health are aware of any such regulations that are in place and their implications. 6.2 Eye protection Fishermen should keep clear of water dripping from nets, as the drip may be an irritant to the skin and especially to the eyes. They should not rub their eyes with wet hands Eye injuries are often caused by fragments of metal or paint, and are generally serious. Fishermen should always wear goggles for protection when performing such work as chipping rust or paint, scaling, using a cold chisel, grinding tools, handling chemicals and working on electrical storage batteries Eyes should also be protected from the effect of electric arc welding and from contact with chemical solutions, as well as, smoke In fishing vessels where the handling of chemicals and the maintenance of electrical batteries and handling of refrigerating machinery (including recharging and or disposal of refrigerant) is common, the Competent authority may require the vessel to be equipped with suitable showers which should include an eye-washing facility. When these are installed, crewmembers should be instructed in their proper use. Operating instructions should be posted nearby. 6.3 Protective clothing and equipment Fishermen should wear suitable clothing to protect their skin from the effects of sea water, which may produce skin irritation Working clothes should be a good fit and without loose appendages that could be caught in machinery or fishing gear. Pockets, if any, should be few, as small as practicable and without flaps During rain or bad weather and in darkness protective clothing having a highly visible colour be worn Fishermen should wear footwear which is of an appropriate design and material for work being performed and in good condition.

100 Page Waterproof safety boots should be worn in certain conditions Fishermen working at very low temperatures in holds for deep frozen fish should be adequately clothed Safety belts and harness should be worn by men working aloft or over-side. They should be tested periodically and checked before being used Fishermen engaged in cutting or gutting of fish should wear gloves sufficiently reinforced to provide adequate protection against cuts In selecting work gloves, consideration should be given to the hazards to which the wearer may be exposed and to the need for free movement of the fingers. Gloves should fit snugly at the wrists Aprons should not be worn near revolving or reciprocating machine parts or electric motors The attention of fishermen should be drawn to the harmful effects of high noise levels in machinery spaces and to the various methods to minimize them. Where appropriate, ear muffs should be worn to offset the effect of high noise levels. 6.4 Painting Paints containing arsenic should never be applied to the interior of living spaces of spaces Paints, varnishes and preparations having a nitro-cellulose or other highly flammable base should not be used in interior spaces Fishermen should remove paint from their hands before eating, and as far as practicable wear protective gloves or barrier creams when painting Fishermen using spray painting equipment should wear respiratory protection such as face masks or filters When interior spaces or enclosed compartments are to be repainted, they should first be thoroughly ventilated Where paint, that gives off a flammable vapour when it is wet is used on interior surfaces, the space should be well ventilated and naked lights and smoking should be forbidden until the paint is dry Spaces where paints, solvent substances, aerosols etc, are stored should be cool and adequately ventilated.

101 Page Hazardous work The skipper should ensure that when a fishing vessel is under way, any work that would require a crewmember to work over the side should only be undertaken in cases of emergency. Should such work be necessary, the person required to work over the side should wear a safety harness and at least one other person should be in close attendance with safety equipment nearby Fishermen should not carry out work over the side between vessels moored side to side or between a vessel and an adjacent pier or quay Should it be necessary for fishermen to climb on rails while fishing or performing work on nets, precautions should be taken for their safety. Safety harnesses or safety lines should be worn Corrosive chemicals such lye, oxalic acid and caustic soda should be handled with care and according to instructions in order to avoid injury to the eyes and skin It is hazardous to work in the vicinity of radio antennae or radar scanners due to danger from both radiation and the rotation of scanners. Permission should be obtained from the person in charge of the bridge and before such work is undertaken and the circuit fuses should be removed to make the equipment inoperable Fumigated rooms should not be re-entered until the authorities carrying out the fumigation have certified that all parts of the vessel are safe Fishermen should not be required to work for unduly long periods in low temperature refrigerated spaces. The length of such periods should vary according to the temperature of such spaces Fishermen should be aware of dangers of the emission of poisonous gases from fish holds, which may arise under certain circumstances from chemicals or industrial fish Extra care should be taken, whether the vessel is at sea or in harbour, when carrying out work such as welding, brazing or oxyacetylene burning:.1 in areas containing flammable products or in an atmosphere that might contain flammable vapour;.2 near vent pipes from tanks containing or normally used for storage of inflammable liquids;.3 near gas containers;.4 close to oily water bilges;.5 near spillage of flammable liquids or liquids which may produce explosive gas when subjected to heat; and.6 near a pressurized device.

102 Page Such precautions should include advising all crewmembers on board of the work to be carried out and the assignment of a crewmember to stand by the work area with appropriate fire-fighting equipment and, under no circumstances should electrical equipment be used in the vicinity unless it is of an approved spark proof type Equipment for jobs that create heat should be checked regularly and maintained in good working order Crewmembers required to use equipment mentioned in paragraph should wear suitable protective clothing Holds, containers and other spaces for stowing fish should be maintained in good condition and properly cleaned after the catch is discharged. 6.6 Loading and unloading To ensure that safety guidelines are followed and that the stability of the vessel is at all times satisfactory, loading and unloading of a vessel should be supervised by a competent person Lifting equipment used for discharging of fish and the loading of stores and gear should be of sufficient strength for the anticipated loads and tested in accordance with the provisions lifting equipment as mentioned in chapter 2 of this section. Such equipment should be maintained in good condition in the same manner as other running gear Where rope of natural fibre is used it should be carefully stowed when not in use in a manner to prevent rot or other damage, for example:.1 in dry and ventilated store rooms;.2 on platforms which allow air to pass through the coils and to facilitate drainage; and.3 avoid contact with chemicals Where rope of synthetic fibre is used, care should be taken to avoid slippage on whipping drums that could lead to excessive temperature rise Crewmembers should be made to understand that constant exposure to ultraviolet rays could lead to serious deterioration and weakening of many types of synthetic fibre. Therefore, when not required for use, such rope should be carefully stored in a space where the temperature would not exceed 60ºC or at least covered to avoid exposure to direct sunlight Where wire rope is used it should be free of kinks and broken strands. Where appropriate, when not in use, wire rope should be carefully coiled and stored in a dry place Where chain is used:.1 links should not be bent cracked, split or excessively worn;.2 it should not be twisted and only secured with the correct size of shackles; and

103 SLF 47/17/Add.1 Page chain blocks should be used at the most appropriate angle to prevent the chain becoming locked in the block. Should blockage occur, excessive force should not be applied to free the chain When using hooks and slings care should be taken to ensure that:.1 the load should always be on the lower part of a hook;.2 a hook does not have any sharp edges;.3 slings are of sufficient strength for the intended load and always inspected for defects before use;.4 the angle of the slings should be as small as possible;.5 only slings of the correct length should be used; and.6 when lifting the load care should be taken to avoid the abrasion of the slings or contact with sharp edges Where discharging or taking aboard gear or provisions is carried out manually, fishermen should take into account that:.1 suitable protection for hands should be used against chemical, physical or biological agents;.2 loads should be lifted with straight back and flexed legs;.3 the working area should be free of obstacles and well illuminated; and.4 loads should not be stored at a height that would require excessive effort When using cranes and derricks the provisions of part 2.5 of chapter 2 in this section, entitled Deck Machinery should be followed and only trained crew should control winches and cranes Crewmembers should not take risks. In particular, they should ensure that:.1 indicator arrows attached to the controls of deck machinery should be kept in good condition and should be visible at all time during operation;.2 all crewmembers are familiar with the system of signals for communication between the person handling the load and the person in control of the winch or crane;.3 the person in control of a winch or crane has a clear view of the deck and that they understand that they should not move away from the controls during the operation;.4 the line speed should be consistent with the safe operation of handling of the derrick (whether this is manually or mechanically slewed);

104 Page all crewmembers wear gloves when required to handle rope;.6 the crew keep clear of the load being hoisted or lowered avoid being entangled in the running rear;.7 if a load had to be held off by crewmembers, they avoid being dragged by the weight of the load on the rope and possible overbalancing;.8 no crewmember should overstrain; and.9 always have sufficient number of turns on a whipping drum for control of a load On completion of any operation, derricks and cranes should be securely stowed and the power to cranes and or winches turned off When several conveyor belts are used in line to facilitate discharging and loading they should be fitted with emergency switches at intervals of not more than 10 m for stopping all conveyors working in the line. Where the length of the conveyor is 15 m or more, sound or light signals should be provided for giving warning when the conveyor starts. In addition, person involved in the operation should be aware of the position of the emergency stop switches and the need to wear suitable clothing to avoid loose ends being caught by the machinery. The latter provision would also apply to the use of roller tables No person should be allowed to sit or be transported on a conveyor or roller table. 6.7 Taking fuel on board A fishing vessel should be adequately equipped to handle fuel hoses from a shore installation or other vessel when in harbour Crewmembers should be aware of the dangers that could arise from fuel vapour and or spillage when refuelling a vessel and they should be trained in detection and counter measures to be taken Persons involved in the fuelling of a vessel should wear suitable protective clothing, as well as, goggles to protect their eyes Where fuelling is a manual process (on small vessels), the fuel tanks should first of all be fitted with a funnel of adequate size in order to reduce the risk of spillage and the operation should be performed clear of any hot surfaces. Smoking should not be allowed Reserve fuel containers should be stored in a secure ventilated place well away from sources of heat. Such containers should not be exposed to direct sunlight To avoid the danger that may be caused due to the discharge of static electricity, the fuel filling connection should be properly earthed.

105 Page Where fuelling is from a shore based installation, the skipper should ensure that the vessel is safely moored, that there is unimpeded access between the vessel and the shore, that the line between the vessel and the shore is properly secured and vent pipes from the tanks in the vessel are not obstructed. The skipper, and where applicable the senior engineer of the vessel should ensure that the means of communication between those on the vessel and the responsible person attending the shore installation is clearly understood by all parties Fire prevention equipment should be in place and means for the absorbing spillage made available at strategic points. In addition, no smoking notices should be clearly displayed Prior to commencement of the fuelling operation the skipper, and where applicable the senior engineer of the vessel, should ensure that hot work is not carried out and that there are no naked flames in the vicinity of fuel tanks, air vents and sounding pipes The shore side operator should be aware of the amount of fuel required and should be satisfied that the tanks aboard the vessel are of sufficient capacity The skipper and where applicable the senior engineer of the vessel should ensure that the fuelling sequence is known to each crewmember involved in the operation and the all filling valves are tested. Before fuelling commences, the filling valve of the first tank in the filling sequence should be open. Thereafter, the deck filling valve can be opened and the shore operator advised that all is ready aboard the vessel. The fuelling operation should start slowly, however, so that the line can be checked In the event of spillage or accidental leakage at any time aboard the vessel or ashore, the fuelling operation should be immediately stopped, the defect rectified and the area cleaned up before recommencing operations During the fuelling operation, the fuel flow should be closely monitored by the crewmember(s) assigned to the task and instructions should be relayed to the person manning the shore installation to slow down the flow during the last 10 per cent of the quantity requested. The order to stop should be given before the tank is full to reduce the risk of a fuel spill through air pipes and or sounding pipes Equal care should be taken when disconnecting the shore connection to avoid spillage and on completion, all persons taking part in the operation should wash away any traces of fuel from their bodies and where warranted, remove fuel soiled clothing If for any reason fuel spills and or leaks to the sea, the fuelling should be immediately stopped and every effort should be made to limit the spread of fuel on the surface of the water and action should be taken to skim off the fuel. In such circumstances, the skipper may have to move the vessel from its fuelling position to allow access to the spill. In the event of a large amount of fuel entering the sea, it may be necessary to use approved dispersal agents and any such incident should be reported to the Competent authority An oil sample should be taken before bunkering starts in the presence of the senior engineer of the vessel. The bottle or bottles should be sealed, labeled with the fuel specification, the date and place of bunkering and carrying the signature of the responsible person supplying the fuel.

106 Page Transfer of fuel at sea A fishing vessel intending to take fuel on board at sea should be adequately equipped and that the skipper and crew are properly trained. In like manner, a vessel intending to transfer fuel at sea to another vessel should be adequately equipped and the skipper and crew properly trained. Both vessels should be provided with an appropriate checklist in relation to the safe transfer of fuel at sea The vessel supplying the fuel should be equipped with a lifting arrangement that would allow the flexible pipe to be supported, preferable, at mid-length while the vessel to be fuelled should be capable of supporting the flexible pipe at a point out board of the vessel s bulwark To the extent practical, the transfer of fuel should be carried out in calm weather and preferable in a sheltered position Both skippers should agree on the lines of communication, as well as, the minimum and maximum distances to be maintained between the vessels and speed if forward movement is necessary. The distances should reflect the length of the flexible hose or hoses available, which should be fitted with blank flanges until ready for connection Both skippers should ensure that details of the planned operation are entered in the deck and machinery log-books as appropriate, as well as, all pertinent activities thereafter such as, the times of connection made, fuelling commenced, fuelling completed and hose disconnected. Any main engine movements required to maintain stations should be recorded The passing of the flexible pipe from one vessel to another is a hazardous operation and should be supervised by a competent person on board both vessels. Furthermore the persons manning the lifting gear should be in attendance at all times during the transfer of fuel operation. Similarly, experienced personnel should continuously man the relevant valves on the supply vessel ready to act quickly in the event of an emergency Only when both vessels are in the agreed position should the flexible pipe be swung across to the vessel to be fuelled. As a precaution, save alls should be placed on the deck below the connection before the blank flanges are removed. Thereafter, the bunkering sequence as set out in paragraphs to of this chapter should be followed On completion and when pumps are stopped, but with the deck connection valves open, the mid section of the flexible pipe should be raised to drain as much fuel as possible from the pipe. Thereafter, with the save all still in place, valves may be closed and the pipe flange on the fuelled vessel disconnected, the blank flange refitted and the pipe retrieved by the fuel supply vessel. 6.9 Working in enclosed spaces As a matter of principle, compartments which have been closed for long periods such as water tanks, should be checked and found gas-free and with sufficient oxygen before anybody is permitted to enter without approved breathing equipment.

107 Page Prior to any one entering any enclosed space that has contained water or oil the skipper, and where applicable the senior engineer of the vessel, should ensure that the air vent pipes are uncovered and that the enclosed space is emptied. During this operation, the trim of the vessels may have to be adjusted to ensure that the enclosed space is completely drained. Before the manhole covers are removed a notice should be posted forbidding smoking and the use of naked flames The enclosed space should be gas freed using a wind sail or mechanized air blowers and, after a period of time, the atmosphere in the space should then be tested by a person authorized by the Competent authority Filling valves, including any ballast connection, and any cross connection to other enclosed spaces should be secured and blank flanges fitted If for any purpose there would be a need for persons to enter an enclosed space that is not certified gas free, they should be equipped with appropriate breathing apparatus and protective clothing as well as safety lines The extent to which the inside of an enclosed space has to be clean would depend on the type of work to be carried out and even when the space is found to be otherwise gas free persons required to remove sludge, safety lines should be used and they should be provided with respirators and protective clothing Irrespective of the reason to enter such spaces, the skipper, and where applicable the senior engineer of the vessel, should ensure that there is a clear plan of action concerning the work to be done inside the space and how the person or persons are expected to move about inside the space and the routing in case of emergency, this would be particularly important when entering double bottom tanks and tanks with lightening holes in subdivisions Emergency procedures should be agreed and the means of communication between the persons inside and those persons designated to be on watch at the entry point or points to the space, should be clearly understood The watch at the entry/exit point or points to or from the space should not be allowed to leave their posts while any person remains inside the tank. Thus a means of communication between the watch and other members of the crew elsewhere in the vessel should be established should assistance be required. The watch should also warn, those persons inside the space or, of any situation that may arise on the outside that may affect them A continuous flow of air within the space should be arranged to maintain the tank in a gas free condition and as cool as possible if electrically powered ventilators or air ejectors are used, they should be properly earthed Enclosed spaces should be adequately lit and all electrical equipment, including portable lamps, to be used inside should be low voltage and intrinsically safe The number of persons required to work inside an enclosed space should be kept to the minimum and the watch at the entry/exit point should at all times know how many persons are in the space and who they are.

108 Page The skipper, and where applicable, the senior engineer of the vessel should ensure that the atmosphere and temperature inside the enclosed space is monitored and where either deteriorate to an inadmissible level the work should be stopped and all persons withdrawn from the tank or space Although safety lines should be used when anyone enters an enclosed space, the skipper and where applicable the senior engineer of the vessel, should apply extra control when persons enter double bottom tanks and or spaces with subdivisions containing lightening holes Gas bottles used for oxyacetylene welding or burning should not be taken into an enclosed space. Any connections in the pipe lines should be checked, outside the space, prior to use As an additional security measure, any person entering an enclosed space should ensure that the manhole cover is taken inside the space and notwithstanding the arrangement to have a watch outside the space, a notice should be displayed to the effect that work is being carried out inside the space The guidelines given above, should also apply to other types of compartments which have been closed for long periods and in particular, they should be checked and found gas-free before anybody is permitted to enter without wearing approved breathing equipment. Safety lines should always be used when such spaces are entered, and at least one other person should be in attendance. The same procedures should be followed before entering fish holds that are used for the storage of fish from industrial fisheries, such as for conversion to fish meal Liver and fish oil boilers Care should be taken that the outlet pipes of liver boilers do not become obstructed. If, during the boiling of livers, steam does not escape from the pipe, the steam-inlet valve should be closed immediately, and the pipe cleared with care When oil boilers are heated with gas appliances, the same precautions as the ones contained in 2.8 in this section should be followed Fishermen should be aware that livers stored in liver boilers at room temperature for more than 48 hours start to develop flammable gases Warning notices should be posted at appropriate places, that naked lights or flames are prohibited in the vicinity of a liver boiler when the cover is removed, and that the boiler should not be filled with livers to more then three-quarters of its capacity Only properly instructed fishermen should be permitted to carry out liver boiling Liver boilers should never be left open and/or unattended Transfer of stores and crewmembers between fishing vessels Transfer of crewmembers, or stores, at sea should not take place unless it is absolutely necessary.

109 Page No workboat should be sent away at sea unless it is properly equipped. Boat crews should at all time wear flotation aids Crew in charge of a workboat should be trained in the use of the survival equipment that is required to be kept in the boat Crew in charge of a workboat should be trained in the procedure of a safe and quick launch and recovery of the boat. The area where the boat is to be launched and recovered is to be adequately lit While a workboat is away from the vessel s side a lookout should be maintained on the workboat at all times. During operations at night the sea between the two vessels should be illuminated with a searchlight. Vessels should be as close as possible to each other, allowing sufficient space for safe manoeuvring Safety helmets or protective headgear should be worn in situations where head injuries are possible.

110 Page 108 CHAPTER 7 LIFE-SAVING APPLIANCES AND EMERGENCIES 7.1 General Skippers should ensure that their vessels comply with the requirements established by the Competent authorities for lifeboats, rescue boats, liferafts, lifebuoys and lifejackets and their equipment in relation to the number of crewmembers on board and the area in which the vessel is fishing Lifeboats, rescue boats and liferafts in a vessel should be readily available in cases of emergency and should comply with the following conditions:.1 they should be capable of being put into the water safely and rapidly even under unfavourable conditions of trim and list;.2 it should be possible to effect embarkation into the lifeboats, rescue boats and liferafts rapidly and in good order; and.3 the arrangement of each lifeboat, rescue boat and liferaft should be such that it will not interfere with the operation of other boats and rafts All life-saving appliances including emergency man overboard/rescue craft should be kept in working order and available for immediate use. They should be checked before the vessel leaves port and during the voyage The life-saving appliances should be inspected at regular intervals in accordance with the requirements of the Competent authority Liferafts should have operating instructions printed on them in the language of the users. 7.2 Lifeboats, emergency man overboard/rescue craft, liferafts, survival suits and lifejackets Inflatable liferaft containers should be positioned so that liferafts are easy of access even in bad weather and immediately available at all times. All liferafts should be serviced periodically. Hydrostatic releases should be fitted correctly and examined periodically. Liferafts should not be lashed down in such a manner that the hydrostatic release is unable to operate when required. Liferafts should be stowed in such a way that there are no overhead obstructions to prevent them from floating free Painters of liferafts should be secured to the vessel Lifejackets should be of a type approved by the Competent authority and should be frequently checked Lifejackets and survival suits should be so placed as to be readily accessible and their position should be plainly indicated.

111 Page Emergency procedures and musters Crewmembers should be properly organized in anticipation of any emergency, as follows:.1 special duties to be undertaken in the event of an emergency should be allotted to each member of the crew;.2 the muster list should show the special duties and should indicate in particular the stations to which each member must go and the duties which he has to perform; the muster list should be posted in crews quarters; and.3 the muster list should specify definite signals for calling the crew to their lifeboats and/or liferafts and should give full particulars of these signals. The signals should be made on the whistle or siren from the bridge Musters of the crew for boat drill should be carried out at frequent intervals in port and/or at sea. These drills should ensure that the crew thoroughly understand and are exercised in the duties they have to perform with respect to the handling and operation of all lifesaving appliances and with regard to helicopter rescue. Lifejackets should be worn during musters. Crewmembers should be trained in the setting up and operation of the portable radio equipment, where carried The attention of crewmembers is drawn to the principles of the provisions of chapter VIII of Part B of this Code and chapter 8 of the Voluntary Guidelines relating to emergency procedures, musters and drills. 7.4 Man overboard The watchkeeper should alert all crew to a man overboard condition The crew should throw a lifebelt with a smoke float or light attached into the water as a marker as soon as possible A crewmember should be positioned as high as possible to keep the person overboard in sight All other vessels in the area and the search and rescue authorities should be alerted. The ICS flag O should be hoisted, particularly if fishing in the vicinity of foreign fishing vessels The skipper should execute an appropriate reversal of course taking into account the weather conditions The crew should prepare a hoist or gilson in order to take the man aboard when alongside A crewmember in immersion suit should stand by to enter the water to assist the casualty if necessary A crewmember should prepare to give artificial respiration or hypothermia treatment if necessary.

112 Page The crew should prepare netting or recovery gear to assist getting the casualty back on board The skipper should take the vessel upwind to the casualty, post a crewmember in the bow to ensure that the casualty comes alongside on the same side as the hoist Take casualty on board in horizontal position if possible. 7.5 Helicopter rescue General A helicopter may be used to supply equipment and rescue or evacuate persons, and the radius of helicopter action usually varies up to 300 nautical miles from base, but it can be greater, especially with air-to-air refuelling. Carrying capacity is between one and up to 30 persons depending on the size and type of aircraft. (See also appendix 19, Helicopter evacuation) Rescue operations involve helicopter crew risks, which should be minimized. It is essential to evaluate the seriousness of the situation, and to ascertain the need of helicopter assistance Helicopter operations include landing and winching on land or at sea. Landings on vessels will normally be done on well-equipped and trained craft. Winching can be hazardous to the persons being hoisted, the rescue facility, and others at the scene of the winching The final decision about whether it is safe to conduct the winching, subject to agreement of personnel at the scene, is with the person in command of the rescue facility The vessel or the ground facility at the rescue scene should be briefed on what is required. This briefing can be given by another SAR facility prior to the on-scene arrival of the helicopter Rescue apparatus For the evacuation of persons, the end of a winching cable may be provided with a rescue sling, basket, net, stretcher, or seat The most widely used means for evacuating persons is the rescue sling, however slings are suited for quickly picking up uninjured persons, but are unsuitable for persons with injuries. The sling is put on in much the same way as one puts one a coat, ensuring that the loop of the sling passes behind the back and under both armpits. The person using the sling must face the hook. Hands should be clasped in front. The person must not sit in the sling, nor should the sling be unhooked Some search and rescue helicopters use the double lift method, which consists of a normal sling and a seating belt manned by a helicopter crewmember. This method is suitable for pick-up of incapacitated persons from land, water, or the deck of a vessel, if they are not injured badly enough so that a stretcher needs to be used. The helicopter crewmember puts the person into the sling and conducts the winching operation Use of the rescue basket does not require any special measures. To use the basket, the person merely climbs in, remains seated and holds on.

113 Page The rescue net has a conical bird cage appearance and is open on one side. To use the net the person merely enters the opening, sits in the net, and holds on Patients will in most cases be disembarked by means of a rescue stretcher. Bridles are fitted to this stretcher and can quickly and safely be hooked on and off. The stretcher provided by the helicopter should be unhooked from the winch cable while the patient is being loaded. Experience has shown that when winching a person suffering from hypothermia, especially after immersion in water, a rescue basket or stretcher should be used to keep the person in a horizontal position, since winching in a vertical position may cause severe shock or cardiac arrest The rescue seat looks like a three-pronged anchor with two flat flukes or seats. Persons to be hoisted merely sit astride one be or two of the seats and wrap their arms around the shank. This device can be used to winch two persons at once Communications It is important that information be exchanged between the vessel and helicopter, and that it is understood. A direct radio link should be established between vessel and helicopter. This is usually accomplished by having the helicopter equipped with a marine VHF FM radio able to transmit and receive on at least Channel 16 and preferably on two other simplex working frequencies The exchange of information and instruction about rendezvous positions, etc., may be established through shore-based radio stations. Unless other arrangements have been agreed upon in advance, the vessel should monitor VHF Channel 16 for the arrival of the helicopter. When the helicopter is equipped for DF, it can identify the vessel and home on it by using the vessel s radio transmission on an agreed frequency Vessel requirements Operating areas on vessels should be located on the main deck and, if practicable, arranged on both port and starboard sides. The operating areas consist of an outer manoeuvring zone and an inner clear zone. Whenever possible, the clear zone should be close to the vessel s side. Any amount of the manoeuvring zone may extend outboard but none of the clear zone may do so Identify clear access to the operating area and exit from it to the vessel s side. Establish the best position within the area for the manoeuvring zone that will gave the largest clear zone. Areas close to the bow are not recommended due to the increased air-flow turbulence created by the vessel s passage. As large a stretch of deck, which is clear of obstructions, should be made available as a pick-up area. Larger vessels may have areas marked on their decks. These markings are an aiming circle with H painted in white for landing, or a circle with an inner circle painted yellow for winching only Preparations to be undertaken by the vessel Provide a clear area for winching, preferably on the port stern Lower all masts and booms that can be lowered.

114 Page Secure all loose gear Keep all unnecessary people clear of the pick-up area Just before the helicopter arrives, secure the vessel s radar or put it in standby mode Do not direct lights towards the helicopter, as it will adversely affect the pilot s vision. Direct available lighting to illuminate the pick-up area When the helicopter arrives, change course to place the wind 30 degrees on the port bow and maintain a steady course and steerage-way As the helicopter approaches, strong winds may be produced by the rotors, making the vessel difficult to steer. One of the crew should be nominated to act as helmsman during the operation The rescue The helicopter will provide all the equipment for the winching A line will probably be trailed from the helicopter for the crew to guide the rescue device as it is lowered Before touching the rescue device, allow it to touch the vessel. This will discharge static electricity If it is necessary to move the rescue device from the pick-up area to load the patient, unhook the cable from the rescue device and lay the loose hook on the deck so the helicopter can retrieve it Do not attach the loose hook or the cable to your vessel The helicopter may move to the side while the patient is being loaded The patient should wear a lifejacket, and any important records should be attached, along with a record of medications that have been administered to the stretcher When the patient is securely loaded, signal the helicopter to move into position and lower the hook. After allowing the hook to ground on the vessel, re-attach it to the rescue device Signal the winch operator with a thumbs up when you are ready for the winching to begin As the rescue device is being retrieved, tend the trail line to prevent the device from swinging. When you reach the end of the trail line, gently toss it over the side.

115 CHAPTER 8 ABANDONING VESSEL, SURVIVAL AND RESCUE SLF 47/17/Add.1 Page Abandoning vessel If it becomes necessary to abandon a fishing vessel, this must be carried out in an orderly manner as and when ordered, and particularly with respect to launching and boarding of lifeboats and liferafts. Though crewmembers should always remain with their vessel as long as it is safe they should know how to abandon it. The chances of safely leaving a vessel and of being rescued are good if the person knows what to do Failure of crewmembers to exercise control, courage and unselfishness may result in unnecessary loss of life Survivors should never abandon hope of rescue; strength of mind is as important as strength of body in a survival situation If possible before leaving a vessel a distress signal should be sent giving the vessel's position, the propeller stopped and if time permits watertight doors and hatches tightly closed Immediately after taking to the lifeboats or liferafts the portable radio apparatus for survival craft or emergency position-indicating radio beacon should be used, if available Before leaving the vessel, persons should be as warmly dressed as possible and wearing lifejackets or survival suits if available When leaving a vessel directly into the water it is safer to jump in feet first, keeping legs closely together and slightly bent, rather than to dive. When wearing a lifejacket crewmembers should avoid jumping into the water from any great height as the impact of the jacket on the water may cause an upward jerk which can produce an injured or broken neck A survivor in the water should swim away from a sinking vessel as quickly as possible since when it founders there is a violent local suction, together with the surfacing, with great force, of air and wreckage Survivors in the water should avoid any fuel oil either by swimming below it if possible or swimming through it with the head held high and mouth shut The attention of crewmembers should be drawn to the dangers of hypothermia arising from immersion in the sea and particularly to methods of mitigating its effects and to the subsequent treatment of those affected. Relevant information is given at appendix When liferafts or lifeboats are launched they should remain secured to the vessel by a line until survivors are aboard. Survival craft should not be kept alongside a sinking fishing vessel any longer than necessary owing to the risk of their being damaged, capsized or swamped, or the danger that survivors may be crushed Every effort should be made to pick up survivors in the water as soon as possible. They should be hauled aboard over the bows or quarters of a lifeboat and, if this is not possible, provided with any floating wreckage available. Attempts should be made to recover any useful flotsam and, in particular, pieces of tarpaulin.

116 Page In order to get an injured or exhausted man out of the water he should be turned so that his back is to the lifeboat or liferaft. The rescuer should put his hands under the man's arms, sliding them round his chest, and then heave him aboard using the upward movement of the survival craft for assistance. 8.2 Survival when adrift Survivors should never abandon hope of rescue; strength of mind is as important as strength of body in a survival situation Survivors adrift in survival craft are nearly always found and it is therefore of prime importance that they always stay with the craft If seamarker dye is carried it should be used to make the position of the survival craft more easily seen from the air Except in rough weather, lifeboats and liferafts should be secured together and survivors in the water should remain together since a group is more easily detected and provides mutual encouragement The decision as to whether survivors should remain in the area where a vessel founders or try to reach land depends on many circumstances, but experience has shown that it is usually best to try to keep as near the position of distress as possible since this will assist search and rescue operations, particularly if a radio distress signal has been transmitted In both cold and tropical climates survivors stand a better chance of survival when fully clothed and wearing footwear than if naked or only partly clothed. Clothing keeps a man warm and protects him from wind, rain, spray and the rays of the sun. Therefore, if possible, crewmembers should abandon vessel dressed in warm clothing, oilskins anal wearing footwear In hot weather it is essential to avoid exposure to the sun and to keep as cool as possible, and in cold weather to avoid exposure to rain, wind and sea. In a lifeboat this is best achieved by rigging a tarpaulin or sail across the gunwales so that in hot weather it permits a breeze to pass into the boat and in cold weather keeps warmth in If the temperature is high, survivors should stay in the shade and keep their clothing moist to reduce sweating and conserve body water In cold weather survivors in a survival craft should huddle together for warmth and avoid removing wet clothing, as this will induce exposure and frostbite. The arms, legs, feet and hands should be kept as warm and dry as possible. They should also be exercised regularly to keep blood circulation strong Experience has proved that there are three outstanding causes of death among shipwreck survivors: (a) exposure to the cold; (b) dehydration due to insufficient fresh drinking water; and (c) drinking sea water. Any of these three must therefore be avoided at all cost A man can survive without food for long periods but not without drinking water. A daily intake of about half a litre is necessary to keep a survivor's health in a tolerable state. Every effort should be made to trap rain water and to conserve a supply of drinking water.

117 Page If drinking water is scarce none should be drunk on the first day as the kidneys may not then be conserving water fully Food rations should be made to last as long as possible; none should be issued for at least the first 24 hours Survivors should never drink sea water or use it as a mouthwash since it aggravates thirst In order to conserve the energy of survivors, oars should be used only to clear the abandoned vessel, avoid danger, to navigate into the path of rainfall or to land on a beach The crewmembers in charge should keep his crew occupied by any means to keep up their morale Survivors should refrain from using pyrotechnic flares and other distress signals until a vessel or aircraft is in the immediate vicinity. 8.3 Precautions against sharks and other biting fish The following rules should be followed by survivors in the water if there is danger of an attack by sharks, barracuda or other dangerous fish:.1 embark on flotsam if available and do not let anything trail in the sea;.2 keep on all clothing, especially on the legs and feet, as a protection from the rough skin of a shark;.3 keep as quiet and stationary as possible, moving only to keep the shark or other fish in sight. If it is necessary to swim use rhythmic strokes, never thrash about;.4 when a shark or other dangerous fish is at close range survivors should use shark repellent if available; and.5 if there is a group of survivors they should form a tight circle and face outward Survivors in a lifeboat or in a liferaft should not trail arms, legs or bright objects in the water or jettison blood, garbage or foul matter. They should stop fishing if a shark, barracuda or other dangerous fish approaches. 8.4 Landing and survival ashore Landing through surf is a hazardous operation even for skilful crews. Such a landing should be avoided if possible, but if it is necessary to beach in a lifeboat the following rules should be followed:.1 remain well outside the breakers until ready to make the attempt at running the surf. In the case of island reefs, circle the reef in search of a suitable passage through it; a smooth break in the line of surf may indicate a passage through the reef into a sheltered lagoon;

118 Page if there is any possibility of help from shore, this should be awaited before running the surf;.3 the lifeboat must be run in stern first and kept head to sea to avoid swamping or broaching and capsizing. A sea anchor should be used to assist in preventing broaching and the boat's crew should manoeuvre the boat to keep its head to sea; and.4 in darkness the size of breakers can be estimated by watching the fluorescence of the breaking wave crests When a landing is made, the letters SOS should be marked out on a beach, in a clearing or in the snow in a north-to-south direction. Each letter should be 10 metres across and made to ensure a good shadow that can be seen from the air A distress signal made from clothing or tarpaulin should be rigged from a conspicuous tree or land elevation. Fires should be laid ready to light to attract attention - a smoke fire by day and a bonfire by night After a landing is made survivors should search for fresh water. On tropical islands not having streams, water may be found just below the surface of the ground. Water may also be found in the hollow stems of rank vegetation and of some trees; it may also be trapped in the large leaves of various plants. Every effort should be made to trap rain water In the tropics, a survivors' camp should be sited on rising ground and on the windward side of vegetation to minimize insect nuisance. It should not be under coconut trees or near rotting vegetation as these often harbour dangerous insects and snakes. 8.5 Survival in cold areas Sufficient clothing for protection from the cold is the first and most important requirement for survival in cold areas. Therefore before leaving a foundering vessel, crewmembers should put on adequate clothing and take with them additional clothing, blankets, oilskins and tarpaulins if practicable After a landing has been made, shelter is imperative for survival as it is the wind more than the cold that kills. Survivors should therefore make use of any natural shelter or construct a crude igloo with blocks of snow or dig a trench in the snow and make a roof of slabs of ice or snow. A simple tent shelter can be made between trees or the survival craft itself can be used for shelter Frost-bite and snow blindness are important dangers to shipwrecked survivors in cold areas. The feet, hands and ears should be kept as warm and dry as possible; frost-bite in the face can be prevented by exercising face muscles. A crude set of sunglasses can be made by cutting two small holes in a piece of canvas or tree bark.

119 Page 117 CHAPTER 9 SAFETY OF NAVIGATION AND RADIOCOMMUNICATIONS 9.1 Navigational equipment In the interest of safety, charts used should be the latest editions available and of as large a scale as practicable. The latest additional information from notices to mariners, and in particular that referring to buoys, extinguished lights and other navigational hazards, should be kept up to date on the charts With electronic chart systems the user should be fully aware of the differences between ECS (Electronic Chart Systems) which are unspecified and include video plotters etc., RCDS (Raster Chart Display Systems) using RNCs (Raster Navigational Charts) and ECDIS (Electronic Chart Display and Information Systems) using ENCs (Electronic Navigation Charts). Information on such differences can be found in SN/Circ.157 and 207, which are reproduced in part in appendix Magnetic compasses should be frequently checked. The table of compass deviations should be up to date, especially after extensive repairs or alterations to the construction of the vessel or in parts of a magnetic nature such as (for instance), alterations to or installation of new electric or electronic equipment on the bridge or fixed or movable steel work (e.g. new derrick booms) Gyro-compasses should be switched on in ample time before departure and frequently checked against the magnetic compass during the voyage. All repeaters should agree with the master gyro-compass Echo-sounding apparatus, radar equipment, shipborne automatic identification systems (AIS) and other shipborne electronic navigational equipment should be tested frequently and well maintained. Radar should be put on stand-by whenever conditions of poor visibility are expected. The use of radar in clear weather conditions should be encouraged to improve the crew s efficiency in its use. The user of a shipborne AIS should fully understand the principle of the system and be familiar with the operation of the equipment, including correct interpretation of the displayed data. * On fishing vessels provided with an efficient daylight signalling lamp there should be crewmembers proficient in its use All equipment should be maintained in good working condition and spare parts carried to replace losses or to repair breakdowns. 9.2 Safety of navigation Steering gear should always be kept in working condition and should be checked before each departure of the vessel to sea. * Refer to the Guidelines for the on board operational use of shipborne automatic identification systems (AIS) adopted by the Organization by resolution A.917(22).

120 Page Automatic steering should not be used in confined waters, when in close proximity to other vessels, in conditions of poor visibility or in other hazardous situations unless a person is immediately available to assume manual control The International Regulations for Preventing Collisions at Sea require a proper look-out to be kept at all times The Rules of the International Regulations for Preventing Collisions at Sea are required to be strictly followed by all vessels upon the high seas and in all waters connected therewith navigable by seagoing vessels, except in cases where special rules made by local authorities for special areas (such as harbours, rivers, lakes and inland waterways) are applicable The Rules prescribe lights and shapes to be shown by various vessels, provisions for sound signals and conduct in restricted visibility, and steering and sailing principles for navigation under various circumstances Requirements for lights and shapes to be exhibited by fishing vessels are found in Rule 26. These requirements contains a provision stating that the additional signals found in Annex II to the Rules apply to vessels engaged in fishing in close proximity to other vessels engaged in fishing Recommendations on the use of radar information as an aid to avoiding collisions at sea are annexed to the Rules. 9.3 Signals The International Code of Signals is intended primarily for use in situations related essentially to safety of navigation and of persons, especially when language difficulties arise. It is suitable for transmission by all means of communication, including radiotelegraphy and radiotelephony. Special fishery signals are included in the Code of Signals If required by the Competent authority, the Code of Signals should be carried on board and be available on the bridge at all times The table of life-saving signals is to be displayed prominently in the wheelhouse and all watchkeepers are to be familiar with the signals and ensure that they are correctly used in distress situations The International Regulations for Preventing Collisions at Sea include a number of visual, sound and radio signals which are to be used by vessels in distress Vessels must not use any of these signals for any purpose other than to indicate that they are in distress. The making of any signal which may be confused with any of the distress signals is also prohibited The skipper of any fishing vessel at sea, on receiving a signal from any source that a vessel or aircraft or survival craft thereof is in distress, is bound to proceed with all speed to the assistance of the persons in distress, informing them if possible that he is doing so. If he is unable or, in the special circumstances of the case, considers it unreasonable or unnecessary to proceed to their assistance, he should enter in the log-book, or otherwise properly record, the reason for failing to proceed to the assistance of the persons in distress.

121 Page Whenever possible, position signals should be sent at not more than twenty-four hour intervals, so that in the event of any mishap occurring, the last known position of the vessel can be fixed with reasonable accuracy In cases where vessels do not have radio facilities and in cases of radio failure, the skipper should, whenever possible, pass his position to another vessel with radio facilities so that it may be reported In all cases the skippers should inform the harbour-master or other responsible person of their departure from port, the proposed area of fishing and the approximate duration of the voyage. They should notify the same person of their return to port. 9.4 Radiocommunications procedures Attention is drawn to the provisions of chapter IX of the Torremolinos Protocol, chapter IX of Part B of this Code and chapter 9 of the Voluntary Guidelines. These provisions are based on the requirements for the Global Maritime Distress and Safety System (GMDSS) as set out in chapter IV of International Convention for the Safety of Life at Sea, 1974, as amended A brief description of the GMDSS is provided in appendix Procedures connected with the reception of safety messages and the transmission of distress signals by means of radiotelephony are described in appendix 17. Phonetic alphabet and figure-spelling tables, as well as tables for indicating the position of the incident and the nature of distress, are also provided to overcome possible language difficulties. The tables contain a number of selected signals from the International Code of Signals A list of radiotelephone procedure signals, together with the above-mentioned tables, should be posted near the radio equipment or be readily available at all times to watchkeeping crewmembers. 9.5 Maritime Safety Information (MSI) Crewmembers should at all times avail themselves of maritime safety information (MSI) given by radio, and should be aware of the regular times these are issued for the respective areas MSI consists of seven basic categories:.1 Meteorological warnings;.2 Meteorological forecasts;.3 Ice reports;.4 Navigational warnings;.5 Electronic navigational systems update messages;.6 Search and rescue (SAR) information; and.7 Pilot service messages Under the Global Maritime Distress and Safety System (GMDSS) see also appendix 16 two independent systems for broadcasting MSI are supported:

122 Page SafetyNET using satellites issues MSI for areas where NAVTEX is not provided. It also issues MSI to vessels within specified areas (METAREAs/NAVAREAs). These areas are shown in appendix NAVTEX is a terrestrial radio system using radiotelex on the frequency 518 khz (the International NAVTEX Service using the English language) or the frequencies 490 khz or khz (national NAVTEX services - using languages as decided by the Competent authorities concerned). This service issues MSI to vessels within each NAVTEX station s area of coverage MSI for a given area is usually broadcast over either NAVTEX or SafetyNET. Many MSI broadcasts are scheduled to a particular time. Most navigational warnings and all meteorological forecasts fall into this category. More urgent broadcasts such as meteorological warnings and SAR information are unscheduled broadcasts, i.e. they will be sent on receipt. Attention is furthermore drawn to the following specific forms of information: Types of messages used for meteorological warnings are as follows: Type of message Gale warning Storm warning Warning of tropical cyclones Corresponding wind (Beaufort force) 8 or 9 10 or over In regions where tropical cyclones may be encountered: Type of message Warning Gale warning Storm warning Hurricane (or local synonym warning) Tropical disturbance of unknown origin Corresponding wind Wind speed Beaufort force Up to 33 knots Up to knots knots knots and over 12 and over Uncertain There are three types of navigational warnings:.1 NAVAREA warnings;.2 coastal warnings; and.3 local warnings Generally speaking, NAVAREA warnings are concerned with the information which ocean-going mariners require for their safe navigation. This includes failures of important aids to navigation as well as information which may require changes to planned navigational routes Warnings for coastal areas may be provided by NAVTEX or SafetyNET, when implemented in lieu of NAVTEX. These warnings promulgate information which is necessary for safe navigation within a given region.

123 Page Local warnings supplement coastal warnings by giving detailed information within inshore waters, including the limits of a harbour or port authority, on aspects which the ocean-going vessel normally does not require. Such warnings are not promulgated through NAVTEX or SafetyNET. 9.6 Danger Messages The skipper of every vessel which meets with dangerous ice, a dangerous derelict, or any other direct danger to navigation, or a tropical storm, or encounters sub-freezing air temperatures associated with gale force winds causing severe ice accretion on superstructures, or winds of force 10 or above on the Beaufort scale for which no storm warning has been received, is bound to communicate the information by all the means at his disposal to vessels in the vicinity, and also to the appropriate authorities at the first point on the coast with which he can communicate. The form in which the information is sent is not obligatory. It may be transmitted either in plain language (preferably English) or by means of the International Code of Signals The transmission of messages concerning the dangers specified is free of cost to the vessels concerned All such radio messages must be preceded by the Safety Signal, using the procedure as prescribed by the radio regulations in force Information required in danger messages is contained in regulation 32 of chapter V of the International Convention for the Safety of Life at Sea, 1974, as amended, which is reproduced in appendix 15.

124 Page 122 CHAPTER 10 SHIPBOARD FACILITIES FOR CREWMEMBERS 10.1 General In setting out requirements concerning shipboard facilities, Competent authorities should take into account the service of the vessel, its size, the length of time it normally remains at sea, the climate and general sea conditions, whether or not crewmembers live on board and for how long, and other relevant factors. The Competent authority should liaise with fishing vessel owners and crewmembers to identify health risks, to raise awareness of all concerned of those health risks, and to take cost-effective measures to reduce the risk Sanitation Toilet, washing and shower facilities, cloakrooms, lockers and other personal service spaces should be maintained in a clean and sanitary condition, adequately equipped, and protected against insects, rats and mice Washing facilities should be supplied with wash-basins having a sufficient flow of clean, hot and cold fresh water, toilet soap and towels. Crewmembers should be provided with potable water for brushing teeth Fishing vessels should be equipped with cleaning equipment and cleaning agents necessary to maintain hygienic conditions on board Skippers of fishing vessels should carry out periodic inspections of mess rooms, accommodation and sanitary spaces, as well as cleaning equipment and cleaning agents Hygienic sanitary facilities should be provided to all persons working on board fishing vessels, including artisanal crewmembers temporarily housed on board a mother vessel and working from that vessel Lighting and ventilation in accommodation spaces All crew living spaces, as well as all areas on or below deck where crewmembers are working or passing, should be adequately lighted and ventilated Methods of lighting should not endanger the health or safety of the crewmembers or the safety of the vessel Emergency lighting should be maintained in an efficient operating condition and be tested periodically Ventilation systems should be controlled so as to maintain the air in a satisfactory condition and to ensure a sufficiency of air movement in all conditions of weather and climate Power for the operation of ventilation, lighting and heating systems should be available at all times when the crewmembers are living or working on board and when required by local conditions.

125 Page Appropriate measures should be taken as far as possible to protect non-smokers from the discomfort caused by tobacco smoke. Tobacco smoking should be prohibited in crew acommodation spaces, spaces for processing fish, cargo holds and spaces where gas cylinders and other dangerous substances are stowed. Shelters where tobacco smoking is permitted should be suitably marked and sufficiently ventilated Noise control in accommodation spaces All reasonable efforts should be made to limit noise in accommodation spaces which may interfere with rest Galley equipment and food and water supplies Fishing vessels should carry sufficient potable water for the needs of the crew, including water to drink and water to be used in cooking Fishing vessels should carry food of sufficient nutritional value and quantity for the expected needs of the crew, including extra food which may be required in the event of an extension of the intended voyage Galleys and food storage compartments should be kept in hygienic condition at all times. Skippers should periodically inspect galley and food storage spaces to ensure maintenance of hygienic conditions Food supplies should not be kept beyond the date of their expiration Persons responsible for preparing food and any associated work in the galley should be properly trained, or at least be made aware, of how to maintain appropriate food hygiene. Consideration should be given to posting a simple list of food hygiene rules in the galley. (See appendix 18, Food and hygiene on board vessels) The hanging of washclothes, gloves, hats or other items over a stove to dry should be prohibited Knives and cooking utensils should be properly stowed when not in use, and tables should be provided with non-slip table covers Filters for galley stoves should be changed or a regular basis so as to avoid grease fires. Emergency shut-off valves and fuel lines for galley stoves should frequently be checked.

126 Page 124 CHAPTER 11 HEALTH AND MEDICAL CARE 11.1 General Competent authorities should take into account guidance provided in the ILO/IMO/WHO International Medical Guide for Ships, as amended. In addition, in recent years regional guidelines have been developed. * This chapter should be read in conjunction with section I, chapter 4, Health and Medical Care The Competent authority should ensure that health and medical care requirements are appropriate to the risks and hazards encountered Fitness for work The fitness requirements for crew on fishing vessels operating at some distance from ports with health care facilities are comparable to those required for persons working on other deep-sea vessels. In this regard, Competent authorities, when establishing requirements concerning the medical fitness examinations for crewmembers, may wish to take into account the guidance provided in the ILO/WHO Guidelines for Conducting Pre-sea and Periodic Medical Examinations for Seafarers as well as other appropriate guidance provided by the IMO. In addition, crew on fishing vessels may be exposed to risks inherent in the fishing activities undertaken, such as exposure to the elements for long periods, and these matters should also be taken into account when establishing fitness requirements. It should also be considered that the fitness of an individual crewmember may also have serious consequences for the safety and health of other members of the crew Assessments should be carried out - on recruitment, at prescribed intervals and after episodes of illness by a doctor approved for the purpose by the Competent authority. A medical certificate should be issued as evidence of fitness, in accordance with national requirements. A person denied a certificate should have the right to appeal, and appeal procedures should be established for this purpose Medical treatment at sea Medical supplies and facilities, and crew competencies concerning medical treatment, should be sufficient to allow the provision of care - for both injuries and illnesses - for several days, that is until the crew-member can be transferred to medical care ashore. (See appendix 3 on First Aid and Medical Care) Fishing vessels should carry a medical guide or instructions appropriate to the size, type and operating area of the vessel. The medical guide or instructions, should be illustrated, should explain how the medical supplies are to be used and should be designed to enable persons other than a medical doctor to care for the sick or injured person on board both with and, if necessary, without medical advice by radio or satellite communication. * Refer to the EC Council Directive 92/29/EEC on the minimum safety and health requirements for improved medical treatment on board vessels.

127 Page Health awareness and promotion Development of health promotion initiatives for use on-board should be considered. The rations provided should take account of good nutritional practice.

128 Page 126 ANNEX APPENDICES TO PART A OF THE DRAFT REVISED CODE OF SAFETY FOR FISHERMEN AND FISHING VESSELS APPENDIX 1 SAFETY ASSESSMENT AND MANAGEMENT (referred to in paragraphs 1.4.3; 2.2(vi); and in section I) 1 Two useful means of improving safety on board a fishing vessel are:.1 ensuring that all members of the crew are regularly, actively involved in improving safety and health; and.2 continually identifying hazards, assessing risks and taking action to address the risks through safety management. Crew involvement in safety management 2 Consideration should be given to establishment of an occupational safety and health management system. Elements of such a system may include: an occupational safety and health policy; provisions for worker participation; and should address the means of organizing, planning, implementing and evaluating the system and taking action to improve the system. The ILO's Guidelines on occupational safety and health management systems provides useful guidance on these matters, not only for Competent authorities but also for individual representative organizations of the crew. Safety and health committees 3 A safety and health committee should assist in the implementation of the fishing vessel owner or organization's safety and health policy and programme and provide crewmembers with a forum to influence safety and health matters. 4 All members of the safety and health committee should be given adequate information, e.g. in writing or audio-visual materials, etc., on safety and health matters. 5 The duties of the safety and health committee include but are not limited to:.1 ensuring that the Competent authority's and the fishing vessel owner's safety and health requirements are complied with;.2 making representations and recommendations on behalf of the crew through the skipper to the fishing vessel owner;

129 Page discussing the appropriate action in respect of any safety and health matters affecting the crew, and the evaluation of adequate protective and safety equipment, including lifesaving equipment; and.4 studying accident reports. 6 A record should be kept of committee meetings and copies should be made available to members of the Committee and the crew of fishing vessels concerned. If the committee meets on board a vessel, a copy of its report should be sent to the person ashore designated by the fishing vessel owner as responsible for vessel safety. 7 The committee members should not be subject to dismissal or other prejudicial measures for carrying out functions assigned to this role. 8 The safety and health committee on vessels should be consulted during the planning of shipboard work processes which may affect safety and health. 9 Committee members should be given reasonable time to exercise their safety functions, including attendance at safety and health committee meetings. Meetings should cover:.1 the consideration of suggestions for improving methods of work in order to ensure greater safety, and bringing these suggestions to the notice of the persons concerned, so that they may be implemented;.2 the consideration of reports made after the investigation of accidents; and.3 the dissemination of safety precaution handbooks, leaflets and posters, drawing attention to particular hazards. 10 Safety and health committees may be formed on larger vessels where the number of crewmembers on board makes their formation practicable. Where a committee is formed on board a vessel, its work should be integrated into the work of the organization s or enterprise s safety committee ashore. 11 Shoreside safety and health committees should be established covering individual ports, fishing communities, companies, and geographical areas, as appropriate, and taking into account the following factors:.1 type of fisheries;.2 size of vessel;.3 number of vessels; and.4 number of ports. 12 The composition of a shore-based safety and health committee should ensure that representatives from all types of fisheries, size of vessels, skippers and other crewmembers, are represented. 13 Safety and health committees, however, should not be used to in any way relieve the skipper and the fishing vessel owner or organization from their responsibility to provide a safe and healthy working environment.

130 Page Where the fishing vessels concerned or the fishing company operation are such that safety and health committees are not practicable on the vessel, skippers should discuss safety issues with the crew wherever practicable. For example, crew should be consulted when skippers conduct risk assessments on board their vessels. Skippers and crew on small fishing vessels should, wherever possible, participate in shoreside safety and health committees. Safety assessment 15 For the purposes of this appendix:.1 a hazard is anything that can cause harm; and.2 a risk is the chance of harm being done. 16 Safety assessment is an ongoing process specific to the individual vessel. Fishing vessel owners should be required to evaluate risks to safety and health and take action to improve the level of protection given to the crew. This process can be broken down into a series of steps. 17 The basic steps described can be applied to all vessels, no matter what size, type of fishing operation or number of crewmembers. 18 Wherever possible, the process of safety assessment should be documented. Documentation should provide means of organizing the process so as to ensure that no important areas of safety and health no important hazards - are overlooked. It helps provide continuity in addressing these issues. It provides a record of actions taken to address safety issues. On smaller vessels the amount of documentation can be reduced to an appropriate level. Steps of safety assessment 19 The steps of a safety assessment are: Step 1: Identification of hazards Hazards should be identified and noted. This should be done with the involvement of all members of the crew. It may also be helped by taking into account information on known hazards provided by the Competent authority or other credible sources. Step 2: Assessment of hazards/determination of risk In this step, the objective is to determine those hazards that may cause death, serious injury or disease. Consideration might also be given to the likelihood of an accident as a result of this hazard. This will help the crew to establish the priority for taking action. It may be useful to use a simple means of assigning levels of importance and frequency to the risk. Step 3: Taking action/exercising control Eliminate the hazard - The aim should be to eliminate significant hazards. An example would be to remove obstacles to visibility forward or to the working deck. Isolate the hazard - If it is not possible to eliminate a hazard completely, it should be isolated in order to separate crewmembers from the danger. For example, this could mean putting guards around winch drive shafts.

131 Page 129 Minimize the risk - If it is not possible to eliminate or isolate the hazard, action should be taken to minimize the possibility it will cause harm or to at least reduce the harm caused. For example, this could be done by providing protective clothing and equipment. It may also call for training, including on board training, and a discussion of how to improve procedures to improve their safety. The involvement of the crew is crucial in this part of the process: 1. the person closest to the operation may be in the best position to find solutions; 2. a discussion of the problem and potential solutions will be enhanced by having the benefit of the ideas of several persons; 3. this will contribute to the building a safety culture on the vessel. Step 4 Review of the hazard The process of safety assessment and management is ongoing. As noted above, the hazards will vary with each vessel. Furthermore, the hazards will change on that vessel when conditions change. For example, if the type of fishing operation changes, if there is a change in the crew, if a new piece of equipment is installed, this may, and probably will, change at least some of the hazards on board and perhaps also the risks associated with those hazards. Therefore, the hazards, the risks involved, and the action to be taken should be reviewed, in whole or in part, when conditions change. It is also advisable that they be reviewed on a periodic basis, as established by the Competent authority. Learning from accidents and incidents 20 After any accident or incident, the skipper and other members of the crew (in particular the safety and health committee, if established), should investigate what happened, why, and what measures should be taken to avoid the same problem or a similar problem. A discussion of the situation may also have the value of revealing causes other than those that are immediately obvious. Wherever possible, the results of such investigations, whether performed by skippers, owners, other crew, or even the Competent authority, should be shared with others so that they can be taken into account during the identification of hazards and the assessment of risks.

132 Page 130 APPENDIX 2 FATIGUE * (referred to in paragraphs 2.4(xii); and in section I) 1.1 Introduction Fatigue has been recognized around the world as a contributor to many transportation occurrences. There have been many occurrences where fatigue has been suspected of contributing or causing transportation and industrial accidents; however, that connection was difficult to justify because the vital links between the unsafe acts and decisions which led to the accidents and the fatigue state of the people involved were not made The reasons for not making the links have varied. At one time, fatigue was discounted as a potential cause for human error; indeed, a common myth existed that fatigue could be prevented by characteristics of personality, intelligence, education, training, skill, compensation, motivation, physical size, strength, attractiveness, or professionalism. Also, the lack of scientifically accepted information on how fatigue affects not only mood and feelings, but individual and team performance as well, constrained investigators and analysts. Further, guidance on how to investigate for fatigue and build the links between a person's recent history and potential impairment has been lacking. Unlike alcohol and drugs which can be measured by, for example, blood tests, there is no unequivocal physical or chemical test which can tell us that a person was impaired to a certain extent by fatigue. 1.2 Objectives To provide a description of the basic concepts of sleep and fatigue To describe common fatigue-related performance effects To achieve a common understanding about terms such as fatigue **, sleep debt, circadian rhythm and other commonly used, but potentially ambiguous terms. It should be NOTED that the fatigue concerns addressed in this Code arise from two systematic physiological causes: sleep deficit and circadian rhythms, both of which can be affected by work and rest schedules. 2 Sleep and fatigue 2.1 Essentially every aspect of human performance can be degraded by sleep loss and sleepiness, including physical, psychomotor, and mental performance; mood can be affected, and attitudes toward risk-taking and safety can change. This section deals with issues relating to sleep and fatigue and includes the basic concepts of alertness, the biological clock, sleep/wake cycles, the nature and the function of sleep, quantity and quality of sleep, sleep disorders/disturbances, irregular schedules and their impact on alertness, circadian dysrhythmia and the effects of fatigue on performance. * ** Based on Appendix 41 of the FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel. Words that are in italic in the text are defined or explained in paragraph 5, Glossary of Common Terms.

133 Page Alertness and fatigue:.1 Alertness and fatigue can be viewed as a continuum with peak mental alertness on one end and sleep on the other..2 Alertness is the optimal activated state of the brain..3 Fatigue has its basis in the combined interaction of the circadian rhythm in alertness/sleepiness and the effects of inadequate sleep. As fatigue increases, the brain appears to fall asleep involuntarily, against the will of the operator, especially (but not exclusively) when he performance demands involve sustained attention and monotony; thus the effects of fatigue on performance are based in changes in brain function..4 Alertness enables us to make conscious decisions about what to attend to in our environment and what to exclude..5 Whenever alertness is affected by fatigue, human performance can be significantly impaired..6 Alertness cycles closely follow the body temperature cycle, with peak alertness occurring when the body temperature is the highest (near midday) and low alertness occurring when the body temperature is lowest (between 3:00 and 5:00 a.m.)..7 Alertness can be influenced by a number of factors: sense of danger, interest or opportunity; muscular activity; time of day on the circadian clock; sleep bank balance; controlled, strategic napping; ingested nutrients and chemicals; and environmental light, temperature, humidity, sound, and aroma, as discussed below..8 Imminent danger or just surviving a near miss will pull us from a drowsy state; an interesting challenge, an exciting idea, and anything else that is new and different will keep us awake. On the other hand, if the job is boring or monotonous, our alertness fades..9 Any type of muscular activity helps to keep us alert; running, walking, stretching or even chewing gum can stimulate our level of alertness..10 Our circadian clock makes us sleepy or alert on a regular schedule whether we are working or not..11 Sound and restful sleep makes deposits in our "sleep bank" and sustained wakefulness makes withdrawals. When the bank balance is too low, the pressure to sleep has a dampening effect on our level of alertness.

134 Page Controlled, strategic naps can improve alertness and performance..13 Alertness may be enhanced by the chemicals and nutrients we ingest or inhale..14 Bright lights can have dramatic effects on suppressing sleepiness and resetting our circadian clock..15 Cool, dry air can increase alertness while heat can bring on the desire for sleep..16 Music and other irregular sounds can help us stay alert while soothing sounds can put us to sleep..17 Some aromas such as peppermint seem to make us more alert Biological clock:.1 Our biological clock regulates the daily cycle of activity and inactivity..2 In normal conditions, our biological clock is locked to 24 hours by the onset of day and night, by clock times and by social activities..3 Because of that, our body functions and energy levels are automatically higher after sunrise and lower after sunset..4 The intrinsic 25-hour cycle of the human biological clock is automatically reset forward by an hour each morning by the light of dawn so that it adapts to the 24-hour schedule of day and night..5 In general, our 25-hour clock can be reset about 2 hours each day, allowing us to live comfortably on a hour day Sleep/wake cycle:.1 In normal conditions, the sleep/wake cycle follows a 24-hour rhythm with approximately one-third of this time spent sleeping..2 Although individual rhythms vary, everybody's cycle has two distinct peaks and dips..3 The big dip is at night, with the time of our lowest alertness in the hours just before dawn between 3:00 to 5:00 a.m.; the other dip occurs in the mid-afternoon between 3:00 and 5:00 p.m..4 During the dips, it can be particularly difficult to maintain alertness..5 During the peaks, sleep is difficult and often of poor quality; that is, it does not provide the same restorative value as sleep during maximum sleepiness..6 The sleep/wake cycle can be thought of as a "credit" and "deficit" system in which a person is given 2 points for every hour asleep up to a maximum of 16 points and has 1 point deducted for every hour awake.

135 Page You cannot store sleep; the fewer points you have, the more ready you are for sleep..8 Normally, a person will sleep when he or she has little or no sleep credit (zero points) and will then sleep for about 8 hours (16 points credit)..9 This will be followed by a wakeful period of about 16 hours (16 points deducted)..10 Thus, recuperative sleep makes deposits in our "sleep bank" and sustained wakefulness makes withdrawals The Nature and function of sleep:.1 Sleep is an active process; when we are asleep, we are in an altered state of consciousness..2 Normally when we sleep, we move through sleep stages in specific cycles..3 The nightly pattern of light sleep, deep sleep and rapid eye movement (REM) sleep episodes is called sleep architecture..4 Stage 1 sleep is a transitional phase between waking and sleeping. We spend about 10 minutes in Stage 1. Microsleeps occur during Stage 1 sleep..5 Stage 2 is a light level of sleep that, if awakened during it, we are likely to feel alert and refreshed. We spend about 15 minutes of sleep in Stage 2 (about 50 percent of sleep is in Stage 2)..6 Stage 3 is the onset of delta sleep, a deeper stage of sleep in which we spend about 15 minutes..7 Stage 4 is the deepest stage of sleep and, if awakened from it, we are likely to feel groggy and disoriented and suffer from sleep inertia, a condition of impaired functioning which can last for 10 minutes to as long as one hour..8 REM sleep occurs after about 70 to 80 minutes of sleep. This is the dreaming stage..9 The cycle of Stages 1 to 4 sleep and REM sleep repeats during the course of the night in 90-minute cycles, each succeeding cycle containing greater amounts of REM sleep..10 An 8-hour sleep will contain about 4 or 5 bouts of REM sleep. Most Stage 4 sleep is accomplished early in the night..11 If deprived of either Stages 3 and 4 and REM sleep, a person will show rebound effects, in that, that particular type of missed sleep will be made up in subsequent sleep, suggesting the body has some requirement for these types of sleep.

136 Page Quantity of sleep:.1 Everyone's sleep needs are unique; however, over 90 percent of the population needs between 7.5 and 8.5 hours of sleep per 24-hour day..2 Alertness and performance are directly related to quantity of sleep..3 Acute sleep loss results when one is awake without any sleep beyond the normal 14- to 16-hour waking day; the longer one is awake, the greater the effect on performance..4 Chronic undersleeping can lead to cumulative sleep debt. This occurs when insufficient quantity of sleep continues over several consecutive days..5 Once sleep debt or fatigue builds, only sleep can maintain or restore performance levels..6 A person deprived of sleep for an extended period, such as by staying up all night and then not being able to obtain any significant sleep the next day, will usually take 2 normal nights of sleep to fully recover..7 Sleep requirements do not change with age; sleep patterns do change with age..8 As people age, they tend to become less able to tolerate changes in schedule; it is not unusual for such changes to become noticeable at age Younger people often obtain less sleep; they tend to be more flexible and adjust more easily to irregular schedules..10 In general, there is no absolute amount of sleep that must be achieved. You should obtain enough sleep to be alert the next day Quality of sleep:.1 All sleep is not of the same quality and does not provide the same fully recuperative benefits..2 Quality sleep is restorative sleep. Alertness and performance are directly related to quality of sleep..3 In order to feel well rested and alert, the various stages of sleep have to occur in their proper proportions..4 When we are getting quality sleep, we move through the sleep stages in specific cycles, each of which lasts about 90 minutes..5 Quality, recuperative sleep requires 4 to 5 uninterrupted sleep cycles.

137 SLF 47/17/Add.1 Page The stage of sleep from which we awaken determines our condition on arousal. Thus, the most effective length of time for a nap is about 20 minutes, which does not allow us to reach a deep level of sleep (Stages 3 or 4) from which we emerge impaired..7 Naps of 30 to 60 minutes do not provide us more restorative sleep than 20-minute naps; however, a two-hour nap will more than double the restorative sleep of a single-hour nap because two hours is long enough to come out of deep sleep..8 Just being tired is not enough to ensure a good sleep. It is the timing of sleep, not the amount of time awake, that is critical to sleep duration..9 If your time of sleep is out of synch with your body clock, it is difficult to sleep properly. Thus time of day is an important component of sleep quality because regardless of how long we have gone without sleep, our body continues to follow our circadian rhythm in ability to sleep Sleep disorders/disturbances:.1 More than 5 percent of the population suffers from sleep disorders, and many of them are unaware of it..2 Sleep apnea is one cause of excessive daytime sleepiness..3 A person who suffers from sleep apnea can wake up several times during sleep, often without realizing it..4 Narcolepsy is a disease of uncontrollable sleep attacks that occur sometimes several times a day. The cause of narcolepsy is unknown, although it may be genetic..5 Insomnia, which is more of a sleep disturbance than a disorder, is believed to be a problem for 15 to 30 percent of the adult population..6 Insomnia sufferers complain about experiencing difficulty in falling asleep and staying asleep, about waking too early, and about poor quality of sleep. Daytime complaints include fatigue, sleepiness, poor performance, aches, and anxiety..7 Clinical insomnia describes the condition when a person has difficulty in sleeping under normal, regular conditions and in phase with his body rhythm. It is an inability to sleep when the physiological system is calling for sleep..8 Situational insomnia describes the condition when a person has difficulty in sleeping in a particular situation, e.g., when the biological rhythms are disturbed, or one is trying to sleep in a strange environment. This often occurs when the brain and the body are not in the sleeping phase Irregular schedules:.1 The circadian clock is perfectly synchronized to the traditional pattern of daytime wakefulness and nighttime sleep.

138 Page The main problem with shift work is that it desynchronizes the body rhythms..3 Although our circadian clocks can adjust by an hour or two a day, they cannot immediately shift 8 or 12 hours as many schedules require..4 It takes several days for the body to adjust to a new schedule and during that time our bodies are out of synch with the world around us. Our body clocks are waking us up when we need to sleep and putting us to sleep when we need to be awake..5 Workers who are required to sleep during the day are more likely to experience shortened sleep and frequent awakenings..6 During daytime sleep, the more restorative types of sleep, that is, the deeper sleep of Stages 3 and 4 and REM sleep time are shortened. Therefore, reduction of time spent in Stages 3 and 4 and REM sleep means that the individual will still feel fatigued despite having spent 6 or 8 hours asleep..7 The individual may think that, because he or she has had 6 to 8 hours sleep, he or she must be well rested. That is why an individual's assessment of his/her alertness/fatigue level alone is insufficient when attempting to determine whether fatigue is an underlying factor..8 If the shift work is not stable, that is, the person is not on the schedule long enough to adjust, then the individual will not resynchronize..9 Workers who are on straight night shift work, i.e., permanent assignment to an 8-hour night shift typically never adjust to their biological clocks because each week during their time off they revert back to a day schedule Circadian dysrhythmia (Jet lag):.1 Jet lag, a maladjustment of body rhythms, occurs after travel across time zones. It occurs primarily because the internal circadian rhythm is out of phase with local time, creating desynchronization and resulting in sleep deprivation..2 The extent and degree of jet lag symptoms depend upon the number, rate and direction of time zone changes..3 We can more easily adjust to westbound travel, which extends our day because our internal biological clock naturally gravitates to a 25-hour day..4 It takes longer to resynchronize circadian rhythms after eastbound travel because they must be shortened (which is against their natural tendency to run long) in order to match the local environment..5 Extreme jet lag would be caused by crossing, for instance, 11 time zones on a 10-hour flight. Most people would require a minimum of a week to adjust.

139 SLF 47/17/Add.1 Page In general, the greatest difficulty in adjustment results from crossing 12 time zones, the least from crossing one time zone Effects of fatigue on performance:.1 When a person is suffering from fatigue, his or her performance on the job will be affected..2 During nighttime hours, and to a lesser extent during the mid-afternoon dip, most types of human performance, whether manual dexterity, mental arithmetic, reaction time, or cognitive reasoning, are significantly impaired..3 The most extreme form of fatigue is uncontrollable sleep, i.e., falling asleep against the will of the individual. The sleep period can be a microsleep, a nap, or a long sleep episode. While asleep, a person is "perceptually isolated" i.e., they are unaware of what is going on around them..4 Motivation can overcome the effects of fatigue for short periods, but motivational effect is limited and can end with little or no warning..5 Fatigue can affect a person's ability to respond to stimuli, from a failure to respond altogether to slowed reactions to normal, abnormal, or even emergency stimuli. In a fatigued state, it can take longer to perceive stimuli, longer to interpret or understand them, and longer to react to them once they have been identified..6 Fatigue affects the ability to judge distance, speed and time..7 Fatigue can have a profound effect upon problem solving ability. In studies to determine the effects of fatigue on problem solving ability, it was found that after 18 hours awake, people showed a 30 percent decrement in performance and after 48 hours, the impairment averaged 60 percent..8 Fatigue can lead to forgetting or ignoring normal checks or procedures, reversion to old "habits" and inaccurate recall of operational events..9 Mood is likely to be affected by fatigue, the effects of which are people less likely to converse, are less likely to perform low-demand tasks, are more irritable, are more distracted by discomfort, and can display a "don't care" attitude..10 Fatigue can reduce attention, the effects of which are people overlook or misplace sequential task elements, become preoccupied with single tasks or elements, are less vigilant and are less aware of their poor performance..11 When alertness is impaired, people may fix their focus on a minor problem, when there is a risk of a major one; may fail to anticipate danger; may display automatic behaviour syndrome; may fail to appreciate the gravity of a problem or situation; may display flawed logic; and may apply inappropriate corrective actions..12 Fatigue can result in reduced motivation to perform well. This can translate into a willingness to take risks and a laxity in safety that would not normally be tolerated when alert.

140 Page Classification of fatigue factors in related groups 3.1 In the case of fishing vessel personnel among the most commonly recognized and documented causes of fatigue are poor quality of rest, excessive workload, noise and interpersonal relationships. The contributory causes of fatigue will vary depending on operational circumstances. Some factors will be more manageable than others. Such factors can be grouped as follows: Management ashore and aboard the fishing vessel and responsibilities of Administrations:.1 scheduling of work and rest periods;.2 manning levels;.3 assignment of duties;.4 shore-ship-shore support and communication;.5 standardization of work procedures;.6 voyage planning;.7 watchkeeping practices;.8 management policy;.9 in-port operations;.10 recreational facilities; and.11 administrative duties Fishing Vessel-specific factors:.1 level of automation;.2 reliability of equipment;.3 motion characteristics;.4 vibration, heat and noise levels;.5 quality of working and living environment; and.6 fishing vessel design Personnel-specific factors:.1 thoroughness of training;

141 Page experience;.3 personnel composition - cohesiveness; and.4 personnel competency and quality External environmental factors:.1 weather;.2 port conditions;.3 ice conditions;.4 density of vessel traffic; and.5 fishing operations. 4 General discussion 4.1 Management ashore, aboard ship, and also the responsibilities of Administrations The prevention of fatigue in the areas of scheduling of work on board the fishing vessel and rest periods, manning levels, watchkeeping practices and assignment of duties could largely be accomplished by sensible shore-based management and on-board management techniques. It is also recognized that Administrations have an equally important role to play with respect to legislation leading to acceptance, implementation and enforcement in those areas covered by international conventions. Guidelines and provisions should take into account the relationships between work and rest periods to ensure adequate rest. These considerations should include a review of the voyage length, length of port stay, length of service and individual fishing vessel personnel members, periods of responsibility and watchkeeping practices It is essential that management should provide clear, concise written policy guidance to ensure that the fishing vessel's personnel are familiar with the vessels operational procedures, voyage length, destination, internal and external communication practices and vessel familiarization procedures Management should recognize that personnel joining a fishing vessel need to be adequately rested before assuming on-board duties. 4.2 Ship-specific factors In designing or modifying fishing vessels, existing requirements, recommendations, standards and publications pertaining to the listed factors should be taken into account. Additionally, allowance should be made in designing fishing vessels for the adoption of ergonomic practices to prevent fatigue from these factors.

142 Page Personnel-specific factors Thoroughness of training is considered to be important in the prevention of fatigue. Fitness for duty, including medical fitness, proper working experience and the qualifications and quality of fishing vessel personnel are also considered important in this context It is important that management recognize the potential problems stemming from the employment of multinational personnel on the same vessel, a practice that might result in language barriers and in social, cultural and religious isolation, all of which may lead to safety problems Special emphasis should be placed by management on issues of interpersonal relationships, loneliness, social deprivation and increased workloads which may occur as a result of small complements of fishing vessel personnel Boredom can contribute to fatigue, and it is therefore necessary to provide fishing vessel personnel with appropriate stimulation. 4.4 External environmental factors In respect of the listed external environmental factors, it should also be recognized that they could contribute to fatigue. 5 A GLOSSARY OF COMMON TERMS ABS Acute sleep loss Alertness Biological clock Automatic behaviour syndrome (ABS) is a state of fatigue in which we are essentially sleeping with our eyes open. While able to perform simple or familiar tasks, we are unable to respond quickly to more critical tasks and situations. In sleep lab studies participants experiencing ABS show brain waves characteristic of sleep. This type of fatigue is associated with physical or mental activity between two regular sleep periods. The optimal activated state of the brain. Without alertness there can be no attentiveness, and without attentiveness performance is affected. Selection, training and motivation are ineffective if the human brain is not alert. Alertness is a dynamic state and may vary from second to second. When people are alert, they have a better awareness of what is happening around them and are able to think and take action. Also referred to as our internal clock, or our circadian clock, our biological clock is a group of nerve cells located in the brain which regulates the precise timing of body functions including daily cycles of alertness and sleepiness. The biological clock sustains circadian rhythm. Studies have identified major characteristics of our biological clock:

143 Page It is an internal physiological system that measures the passage of time; it is not a passive responder to environmental cues although it is affected by external cues, such as light and dark..2 It has its own daily cycle length, which is close to but not exactly 24 hours..3 When exposed to normal environmental cues, such as the day-night cycle, the organism adapts to a 24-hour day..4 When cues of the normal day-night cycle are not available, the organism's own internal cycle length determines its cycle. Chronic undersleeping Chronobiology Circadian trans-disruption Circadian rhythm Entrainment Fatigue This type of fatigue refers to sleeping less each day than one's biological need for sleep. Chronic undersleeping can lead to cumulative sleep debt. That branch of science that studies rhythms of life that are an outgrowth of biological systems. Chronobiology is based upon repetitive measurement of naturally occurring physiological phenomena. Disturbance of the circadian rhythm. Circadian disruption can result from trans-disruption meridian travel, irregular work schedules, or failing to get adequate sleep during the night. It can lead to difficulty sleeping at appropriate times, problems maintaining alertness and fatigue. The body will adjust, but slowly. Adjustment can be very complex because, although we often speak of the circadian rhythm, there are actually several circadian rhythms and they do not necessarily adjust at the same rate. Over time, the daily cycle of light and dark has become hardwired into our brains in the form of a biological clock. This biological clock controls various chemical and neurological systems which affect sleep, eating, digestion and other essential functions. One of the most important features of circadian rhythms for safety is that people are programmed to be awake during the day and to sleep at night. We do adjust to new schedules but slowly. The night worker who reverts to daytime activity has to begin the adjustment all over again when he/she returns to work after a couple of days off duty. A process of synchronization whereby the intrinsic twenty-five hour cycle of the human biological clock is automatically reset forward by an hour each morning by the light of dawn so that it adapts to the 24-hour schedule of day and night. Fatigue is used as a catch-all term for a variety of different experiences, such as physical discomfort from overworking a group of muscles, difficulty concentrating, difficulty appreciating potentially important signals, and problems staying awake. In the context of an investigation, fatigue is important if it potentially reduces efficiency, erodes the safety margin or otherwise impairs cognitive or physical performance.

144 Page 142 Free running Insomnia Insomnia - clinical Insomnia - situational Jet lag Microsleep REM sleep Restorative rest When freed from the usual daily time cues provided by daylight and darkness, the biological clock runs under its own day length. Humans allowed to free run typically have a 25-hour-day cycle, hence the term "circadian rhythm". Insomnia is a general term that describes a number of problems that prevent sleep. It is viewed as a sleep disturbance rather than a sleep disorder, although it may be precipitated by a sleep disorder such as sleep apnea or narcolepsy. While about 12 percent of the general population suffer from insomnia, two-thirds of workers with irregular schedules complain about insomnia. Describes the condition when a person has difficulty in sleeping under normal, regular conditions and in phase with his body rhythm. It is an inability to sleep when the physiological system is calling for sleep. Difficulty in sleeping in a particular situation, e.g., when the biological rhythms are disturbed, or one is trying to sleep in strange environment. This often occurs when the brain and the body are not in the sleeping phase. There are wide differences between individuals in their ability to sleep out of phase with the biological rhythms and in their tolerance to sleep disturbances. A brief maladjustment experienced when a change of time zones causes biological rhythms to become out of phase with new local time. Very short period of sleep lasting from a fraction of a second to two or three seconds. Although their existence can be confirmed by EEG recordings, the person is not generally aware of them. This makes the phenomenon particularly dangerous. They have been shown in tests to correlate with periods of low performance and they occur most frequently during conditions of fatigue. Microsleeps are not helpful in reducing sleepiness. This is the stage of sleep, occurring several times in a normal night, during which the brain is very active. It is associated with rapid eye movement (REM) and dreaming. The purpose of REM sleep is not known, although experiments have shown that it may be related to memory consolidation. Restorative rest is sleep. People who do not get enough sleep, or whose sleep is of poor quality, become fatigued and their performance suffers. The only way to restore performance decrements caused by fatigue is to sleep. Rest without sleep will not suffice. Interrupted or poor quality sleep will not restore alertness. How much sleep is needed depends on the severity of the fatigue and the demands of the situation. Napping can be an effective short-term tactic. In cases of severe sleep deprivation or accumulated sleep debt, two nights of normal sleep will usually be sufficient to restore normal alertness levels.

145 Page 143 Sleep architecture Sleep debt Sleep inertia Sleep stages Soporific environment The nightly pattern of light sleep, deep sleep and REM sleep episodes is often called sleep architecture. Disturbing normal sleep architecture has the same effects as sleep deprivation or sleep debt. The pattern of sleep, not just the quantity of sleep is important for maintaining alertness. Sleep architecture can be disturbed by drugs, alcohol, awakenings due to outside disturbances or sleep-related pathology. Everyone has a minimum sleep requirement to maintain alertness and a reasonable level of functioning. There are differences between people, but over 90 percent of the population needs between 7.5 and 8.5 hours of sleep per day. If they obtain less than their requirement, they develop a sleep debt. Sleep debt is cumulative. That is, missing an hour of sleep per day for four days results in about the same degree of impairment as missing four hours of sleep in one night. When a sleep debt is combined with circadian disruption, or a long day, the effects can be very serious. The extent of someone's impairment cannot be assessed without their recent sleep history. Looking only at the current day could lead us to underestimate the level of fatigue of a person who had accumulated a significant sleep debt during the preceding week. This is why investigators are encouraged to obtain at least a 72-hour history for the principal participants in an occurrence. A transition period of performance impairment that occurs immediately upon awakening from deep sleep. Sleep inertia is affected by a variety of factors, but most importantly by duration of deep sleep and circadian time of the sleep. Typically, the impairment is modest and short-lived due to gradual awakening from sleep. It can be more severe, however, if the arousal from sleep is abrupt and during the first half of the night. It is most dramatic if the sleeper has been sleep deprived and is forced to awaken and function after only a few hours of deep recovery sleep. In such cases, the impairment in performance of a cognitive task, such as mental arithmetic, problem solving or dealing with an emergency during sleep inertia, exceeds that seen prior to sleeping by a factor of ten. Sleep is not a passive state but rather a complex activity. Although the body is quiet, the brain is active. The brain goes through several phases of sleep, starting with light sleep and becoming progressively deeper. After the deepest stage is reached, REM sleep episodes occur in a fairly regular pattern. It appears that all stages of sleep are required in order to maintain or restore alertness. Some environments are more stimulating than others. A soporific environment is one that makes it easy to fall asleep, or hard to stay alert. Environmental factors which make it easy to doze include comfortable temperature, low light, quiet or low level white noise and a general lack of activity or stimulation. The environment itself is not sufficient to induce sleep. People only sleep during circadian lows or when they have a sleep debt. When a sleep need exists, however, a soporific environment can make it hard to stay awake and be alert.

146 Page 144 Zeitgebers German for "time givers", zeitgebers are the daily time cues that serve to synchronize our circadian rhythms.

147 Page 145 APPENDIX 3 FIRST AID AND MEDICAL CARE (referred to in paragraphs in section I; in section II; and in section III) 1 All crewmembers are to have received at least basic training approved by the Competent authority in elementary first aid. 2 The following should be taken into account by Competent authorities, fishing vessel owners, skippers, and others with a responsibility to ensure that crewmembers have adequate training with regard to the provision of first aid. International standards 3 The International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel, 1995 (STCW-F) sets out the expected first aid and medical care competencies. International guidance 4 The FAO/ILO/IMO Document for Guidance on Training and Certification of Fishing Vessel Personnel provides guidance on first aid and medical care training. This guidance varies based on vessel size, whether it operates in limited or unlimited waters, and the position of the person concerned. 5 When establishing the requirements for first aid training of crewmembers, and when determining what additional guidance and information should be carried on board fishing vessels, Competent authorities, as well as fishing vessel owners, skippers and others with an interest in the medical care of crewmembers, should take into account the guidance on the issues of first aid and medical care provided in the Document for Guidance. 6 The Document provides, among other things, guidance on the level of such training with regard to:.1 small fishing vessels;.2 decked vessels of 12 m in length and over but less than 24 m or fishing vessels powered by main propulsion machinery of less than 750 kw propulsion power; and.3 fishing vessels of 24 m in length and over or powered by main propulsion machinery of 750 kw propulsion power or more; and to the position of the person concerned. The Document provides three Appendices setting out the level of training recommended. These are:

148 Page Appendix 17, which concerns basic immediate action on encountering an accident or other medical emergency on board fishing vessels. (This guidance is recommended for all crewmembers)..2 Appendix 18, which concerns elementary training in immediate effective action in the case of accidents or illnesses likely to occur on board fishing vessels. (This guidance is recommended for supervisors and may also be given to certain skilled crewmembers)..3 Appendix 19, which concerns medical training in the use of the International Medical Guide for Ships (IMGS) or similar national guides. (This guidance is recommended for skippers and other persons required in charge of medical care on vessels on unlimited voyages). 7 For example, appendix 17 provides that the most basic level of knowledge concerns the following actions to be taken in cases of emergency:.1 Assessment of accident situation.2 Assessment of own hazard.3 Unconsciousness.4 Respiratory arrest.5 Cardiac arrest.6 Severe bleeding.7 Rescue of casualty.8 Notification of emergency. 8 It then provides guidance on what the person should know or be able to demonstrate as concerns: body structure and functions; positioning of casualty; the unconscious casualty; resuscitation:, bleeding; management of shock; burns and scalds, accidents caused by electric current; rescuer and transportation of casualty; and other topics. 9 Appendix 18 builds on the previous appendix, going into greater depth on certain matters and including such other matters as: poisoning and chemical burns; examination of the patient; spinal injuries; burns, scalds, effects of heat and cold; fractures, dislocations and muscular injuries; medical care of rescued persons, including distress, hypothermia and cold exposure (see also appendix 5 of this part of the Code); radio medical advice; pharmacology; sterilization; cardiac arrest, drowning and asphyxia. 10 Appendix 19, which, as its name indicates, relates to the use of the International Medical Guide for Ships or similar national guides, goes into more detail as concerns such matters as: care of the casualty; aspects of nursing; diseases; alcohol and drug abuse; death at sea; external assistance; environmental control on board fishing vessels; disease prevention; keeping records, regulations; medicines and medical equipment; and surgical equipment, instruments and supplies. 11 The International Medical Guide for Ships (IMGS), which is periodically revised, has three functions:.1 to enable users to diagnose and treat injured and sick seafarers (and crewmembers on fishing vessels);

149 Page to serve as a textbook on medical problems for those studying for a certificate in medical training; and.3 to help in giving crews some training on first aid, and on the prevention of diseases. 12 The IMGS is intended to be kept on board in the ship s (or fishing vessel s) medical cabinet. It includes extensive, well-illustrated guidance on a range of medical issues, including a chapter dedicated to diseases of crewmembers (i.e., those special problems of crewmembers on fishing vessels not normally experienced by other seafarers: infections of fingers and hands; jumbo wrist; crewmembers conjunctivitis; fish erysipelolid; contact dermatitis; and removing a fish hook). 13 The Competent authorities should ensure that the guidance carried on board fishing vessels that normally remain at sea for more than a few days, be of at least the same level and quality of information as that contained in the International Medical Guide for Ships. It should cover the matters noted in the Appendices above, as appropriate to the size of the vessel, and should be well-illustrated and in the proper language. Vessels that remain as sea for shorter periods, or that operate close to a port where professional medical assistance can be quickly obtained, may be equipped with another medical guides, as long as the information it contains is appropriate to the risks encountered by the crewmembers on board (perhaps taking into account appendices 17 and 18 of the Document for Guidance) and is in a language and form (e.g., illustrated) that is appropriate for the persons expected to use it. 14 Lives may be saved, and injuries made less severe and painful, by ensuring that appropriate information is easily available, in an understandable format, when needed. Consideration might be given, for example, to posting in common areas some of the guidance on immediate steps to be taken for such life-threatening emergencies as excessive bleeding, choking, drowning and other matters. Periodic training in emergency first aid and medical procedures also has an obvious value.

150 Page 148 APPENDIX 4 ARTIFICIAL RESPIRATION 1 Artificial respiration is the technique of resuscitation applied to an unconscious individual who has stopped breathing. The commonest cases in which it is needed on board vessel are drowning, electric shock, gas poisoning, and pressure on the chest due either to the chest being pinned down by a heavy weight or to the individual being buried in bulk cargo. If respiration ceases, immediate artificial respiration must be started on the spot except if the victim is in a dangerous place or exposed to poisonous gases, when he must first be moved to a safe place or fresh air. The objective of artificial respiration is to supply the tissues, including the heart and brain, with the oxygen they urgently need, and it is essential to persist with artificial respiration for a prolonged period because the victim sometimes revives only after a very long time. In cases of electric shock continue for at least two hours. Do not stop until the patient has been seen by a doctor or, in his absence, until it is certain that the patient is dead. Numerous methods of artificial respiration have been devised, of which one only will be described. The best method is mouth-to-mouth (or mouth-to-nose); it can be applied more easily and effectively than other methods, as, for example, when the patient is in shallow water or trapped by a fall of earth and unable to be released at once. It gives the greatest ventilation of the lungs and oxygenation of the blood, is less tiring, does not require strength, and enables the expansion of the chest to assessed by the person giving it. DIRECT MOUTH-TO-MOUTH ARTIFICIAL RESPIRATION 1 Make certain there are no obstructions in the mouth or air passages and place the victim on his back. Remove artificial dentures. 2 If it is possible to place the victim on a raised surface this will render the task of mouth-to-mouth breathing much easier and less tiring for the operator. Do not waste time in transporting the victim to a distant cabin; every second counts. 3 If the victim is lying on his back, kneel on his right side alongside his head. 4 Pull the lower jaw well upward so that it juts out, applying the three middle fingers of each hand at the angles of the jaw. Maintain the position by holding the jaw up with the three middle fingers of the right hand behind the angle of the jaw on the left side and the thumb along the lower margin of the jaw on the right side. This is necessary to prevent the unconscious person's tongue from falling back and blocking the airway. Transfer the left thumb and index finger to pinch the patient's nose tightly. 1 Based on instructions given in International Medical Guide for Ships, Geneva. World Health Organization, 1967.

151 Page 149 Figure 1. Artificial respiration. Pulling up the lower jaw clears the air passage, which is no longer blocked by the tongue. Figure 2. In mouth-to-mouth breathing the jaw is held so as to clear the air passage. 5 Place your mouth over the patient's mouth, so as to seal it against air leaks. 6 Breathe forcefully into the patient's mouth until you note the normal elevation of his chest or feel resistance from the lungs to further expansion. 7 Lift your head and allow the air to escape. 8 Repeat the cycle, breathing into the patient at the rate of 15 times per minute. In the early stages this rate may be increased up to 20 times a minute. This means that you take a deep breath and blow every four or three seconds.

152 Page 150 Note 1. A number of artificial airways are now obtainable and are recommended. With their use, direct lip contact between operator and victim is no longer necessary. The airway consists of a rubber tube which fits into the victim's mouth over the tongue, with a metal insert on which the victim's jaws are closed to prevent obstruction of the airway and a mouthpiece made of rubber that completely seals off the mouth. Continuous with this is the blow tube for the use of the operator, in which is inserted a one-way valve that allows him to blow air into the victim's lungs. The exhaled air escapes through a port in the side of the valve and is not returned to the operator. Method of Use 1. Stand at the head of the victim, open his mouth, and insert the airway over his tongue until the mouthpiece covers his lips. 2. Tilt the head well back. Grasp the apparatus and the lower jaw firmly with the left hand, with the thumb on the mouthpiece and the fingers under the jaw, exerting full upward pressure on the jaw. 3. Pinch the victim's nostrils with the thumb and index finger of your right hand. 4. Apply your mouth to the blow tube and carry out artificial respiration in the same way as in mouth-to-mouth breathing. Note 2. After a period of artificial respiration the operator may feel giddy. This is due to excessive ventilation of his own lungs by deep breathing, and can be remedied if he temporarily slows the rate of blowing or pauses every minute and takes a normal breath before beginning again. Note 3. A certain amount of air may pass into the patient's stomach when you blow, causing distension; this will be visible as a swelling between the lower border of the ribs and the navel. The more effectively you maintain a clear airway by holding the jaw well up the less will be the likelihood of air passing into the stomach. However, if distension occurs get an assistant to press periodically over the distended stomach to expel the air. Turn the head to one side while this is being done in case the stomach contents are regurgitated. Then, if necessary, wipe the mouth and continue artificial respiration. Note 4. Mouth-to-nose resuscitation is effective, provided the nasal passages are not obstructed by mucus or by swelling of the mucous membrane. It is less useful than direct mouth-to-mouth breathing, the tendency being for the nasal passages to become obstructed if artificial respiration is prolonged. The lower jaw should also in this method be well raised by placing the three middle fingers of each hand behind the angles of the jaw. Ensure that the lips remain sealed by placing the right thumb over them. Next place your mouth over the patient's nose and inflate the lungs as in the mouth-to-mouth method. Note 5. In children or infants the mouth and nose may both be covered by your mouth. Blow gently with young children and use light puffs with newborn babies to prevent damage to the lung tissues. Distension of the stomach by air is more likely to happen in children, so expulsion of the air by periodic pressure is essential. As soon as artificial respiration is started an assistant should loosen any tight clothing, especially at the neck and waist, and arrange for the provision of blankets and hot-water bottles.

153 Page 151 The patient should not be moved until normal breathing has been firmly established. Only then should he be removed on a flat stretcher to hospital. If a shore hospital is not immediately available he should be carried to the nearest convenient bed and closely watched in case breathing stops again. A Neil Robertson stretcher is not suitable for carrying him unless it is unnecessary to use the straps that normally go round the chest. The longer the patient has been unconscious the longer will he need to be watched after breathing has returned. When consciousness is restored, brandy or some similar stimulant may be given in teaspoonful doses diluted with an equal volume of water. Warm sweetened tea or coffee is also a useful restorative. It is highly desirable that at least two persons in the vessel should be fully conversant with this method, so that in an emergency immediate action can be taken by someone who is familiar with it.

154 Page 152 APPENDIX 5 SURVIVAL FROM SUDDEN, UNEXPECTED IMMERSION IN COLD WATER (referred to in paragraphs in section I; in section II; and in section III) 1 Anyone who works close to or on the water is potentially in danger of drowning if immersion in water is sudden and unexpected, particularly if the water temperature is below 15ºC. 2 In 1981, Golden and Hervey described four distinct stages where death can occur from sudden, unexpected immersion in cold water cold shock, swimming failure, hypothermia and post rescue collapse. An understanding of these stages is so fundamental to the survival of crewmembers, who for whatever reason end up in the water, that the majority of this appendix will be devoted to this topic and how to provide simple guidelines to protect from each stage. Cold Shock Stage 1 - Death can occur within 5 minutes 3 On immersion, the victim experiences a sudden, inspiratory gasp of air, the blood pressure and pulse rate rises suddenly and very rapidly, and the breathing rate increases by a factor of 5. Thus, the victim is hyperventilating (approximately 65 breaths per minute). This physiological effect is due to rapid skin cooling. The cardiovascular and respiratory responses do not return to normal until after about five minutes of immersion. 4 This is a major problem for anyone trapped inside a capsized boat, because the cold shock causes a marked reduction in breath holding ability. The average person can hold his or her breath for 38 seconds in 25ºC water, 30 seconds in 16ºC water and 16 seconds in 1ºC water. Swimming Failure Stage 2 - Death can occur within minutes 5 Even if the victim survives the cold shock stage, then the cold water rapidly cools the nerves and muscles of the limbs. This causes inability to conduct simple survival actions requiring manual dexterity such as climbing into a life raft, holding a becketed line or unwrapping and firing a flare. The hands are particularly susceptible to cooling because they have a very high surface area to mass ratio. They are designed to lose heat under tropical conditions and this works against them in cold water. A second and equally dangerous effect is that when attempting to swim without the aid of a lifejacket, the body angle of attack traveling through the cold, dense water is increased. Scientific tests have shown that at the start of a swim the angle of attack is likely to be 18º and at the point of failure will have reached 35º. At the same time, swimming strokes become shorter, more rapid and uncontrolled. This results in drowning through swimming failure as the victim becomes more vertical in the water, the leg movements become ineffective, the victim becomes exhausted, inhales the next wave and drowns. Furthermore, swimming ability in warm water bears no relationship to that in cold water.

155 Page 153 Hypothermia Stage 3 - Death after 30 minutes 6 Radiation, convection, conduction and evaporation all play a part in exchanging heat between the victim s body and the water. The thermoregulation system attempts to defend this exchange to maintain the body core temperature at 37ºC (e.g. shivering and vasoconstriction of the limbs). But, because water has a specific heat 1000 times that of air and a thermal conductivity of about 25 times that of air, when the body is immersed in water below 37ºC, it will inevitably cool to hypothermic levels at a rate dependent on:.1 temperature differential;.2 clothing insulation and leakage;.3 rate of agitation of water (sea state);.4 body heat production produced by shivering and exercise;.5 ratio of body mass to surface area;.6 subcutaneous fat thickness;.7 state of physical fitness;.8 diet prior to immersion;.9 physical behaviour and body posture in water; and.10 seasickness. 7 As the deep body temperature falls, humans lapse into unconsciousness. Death may occur in two ways drowning through incapacitation, and cardiac arrest. Death from drowning will occur in a lightly dressed individual even wearing a lifejacket, approximately one hour after immersion in water at 5ºC, or two hours in water at 10ºC, or in six hours or less at 15ºC. If the deep body temperature continues to fall, death occurs on average from cardiac arrest somewhere below a body core temperature of 24ºC. 8 Various cold water survival prediction curves have been developed since the original ones produced by Molnar in Investigators are surprised to find that some people have died when they theoretically should have survived. The reasons are two fold. The curves ignore the much more dangerous effect of the first two stages of immersion. Cold shock and swimming failure are now considered to be the stages where the majority of deaths occur, and second, many victims drown in the early stages of hypothermia by inhalation of water, when they become unresponsive to directions, lose their ability to keep their backs to the waves and are at the point of losing consciousness. Preventive measures are directly related to conserving heat and keeping the nose and mouth clear of the water. Post rescue collapse Stage 4 - Death during or soon after rescue 9 About 20% of rescued survivors die. Most die from drowning in the process or soon after rescue. It was originally thought that the remainder died from the after drop as the body starts to be re-warmed. This has now been proved not to be the case. The principal cause is a loss of hydrostatic pressure around the limbs and torso on being withdrawn from the water. For the hypothermic victim who has been in the water for some time, being pulled out of the water, particularly in a vertical position causes a massive loss of blood pressure. This is complicated by the reinstatement of gravity, decreasing blood volume, increased blood viscosity and a diminished work capacity of the cold heart. In laymen s terms this is really a massive faint from which the cold victim cannot recover.

156 Page A basic understanding of the psychology of survival is equally important. The most important factor for crewmembers and owners of fishing fleets being self-denial. It will never happen to me, there is no need to take any training, nor is there any need to wear a lifejacket or carry survival suits on board. This is foolish philosophy. When the accident occurs, even if they have the correct equipment, they do not know how to use it correctly, nor will they be able to take the correct protective measures when in the water. Preventive Measures 11 Skippers of fishing vessels and owners of fishing fleets should insist that all crewmembers must attend an initial survival course on the dangers of sudden, unexpected immersion in cold water. Refresher training should be carried out at regular intervals. 12 The course syllabus should emphasize that cold shock and swimming failure contribute more than hypothermia to deaths in cold water. In addition, the following specific points should be discussed:.1 Protecting against cold shock: Try to avoid getting wet, abandon dry shod. If you must enter the water, enter it slowly. Cover up as much skin as possible to reduce cold shock. Put on a lifejacket. Do not take off your clothes. In fact, do the opposite. Put on as much clothing as possible and more. If you have a survival suit, wear it. If you experience cold shock, hold on to something until your breathing rate settles down (approximately 2-3 minutes). Keep physically fit, this will prevent you from having a cardiac arrest or arrhythmia..2 Protecting against swimming failure: Once in the water, manual dexterity and grip strength will be quickly lost, therefore, complete essential survival tasks as soon as possible. If the decision is made to swim to safety, remember your swimming ability will be markedly reduced in cold water. When immersed in very cold water, as a general rule, if clad only in work dress and no lifejacket, it is advised to swim only a short distance to join others, reach a liferaft or a very short distance to shore/refuge (about 100 metres). If wearing a lifejacket and work dress, the swimming distance can be extended to about one kilometre. If wearing a lifejacket and survival suit, then swimming can be extended beyond one kilometre until exhaustion. When swimming, lie on your back and use breaststroke leg movements only.

157 Page Protecting against hypothermia: Lightweight clothing provides survival for about 1 hour in 12ºC water, a full diver s wet suit for 10 hours, and an insulated survival suit about 15 hours. Adopt heat conservation measures. Swimming increases the cooling rate by 40%, so do not swim to keep warm. Reduce movement in the water, try to get as much as the body out of the water by clinging to any floating object. (Water conducts heat away from the body 25 times faster than air and you cool off four times as quickly in the water.).4 Protecting against post-rescue collapse: Rescue victims out of the water horizontally rather than vertically. Handle them as gently as possible. Re-warm them gently and observe them continuously throughout the re-warming process..5 Direction for vessel owners and skippers: Do not abandon the vessel unless you really have to. Do not be a disciple of self-denial it will never happen to my fishing vessel. Take positive steps to provide your crewmembers with the best training, the best safety equipment and maintain it regularly according to the manufacturer s recommendations. Before sailing each time, insist that the whole crew conduct lifejacket and survival suit donning drills and while at sea conduct them regularly once each month. Choose the lifejackets carefully to match the fishing conditions. Record the sea water temperature daily. Operating in water below 15ºC is always potentially dangerous. Do not be fooled by a warm outside air temperature. Always be mentally and physically prepared for vessel abandonment. Insist that whenever any particularly hazardous duties are carried out or weather conditions are poor, that the crew wear their lifejackets when on the open deck.

158 Page 156 APPENDIX 6 AN APPROXIMATE DETERMINATION OF SMALL VESSELS STABILITY BY MEANS OF THE ROLLING PERIOD TESTS (referred to in paragraphs and in section II) 1 As a supplement to the approved stability information, the initial stability can be approximately determined by means of a rolling period test. 2 Vessels with a high initial stability are stiff and have a short rolling period. On the other hand, vessels with a low initial stability are tender and have a long rolling period. 3 The following guidance describes a rolling period test which can be performed at any time by the crew of a small vessel. Test procedure 4 (a) The test should be conducted in smooth water with the mooring lines slack and the vessel breasted off to avoid making any contact during the rolling test. Care should be taken to ensure that there is a reasonable clearance of water under the keel and the sides of the vessel. (b) (c) (d) (e) (f) The vessel is made to roll. This can, for example, be done by crew running together from one side of the vessel to the other. As soon as this forced rolling has commenced the crew should stop and place themselves amidships and the vessel allowed to roll freely and naturally. The timing and counting of the oscillations should only begin when it is judged that the vessel is rolling freely and naturally and only as much as it is necessary to accurately time and count these oscillations (approximately 2-6 to each side). With the vessel at the extreme end of the roll to one side (say port) and the vessel about to move toward the upright, one complete oscillation will have been made when the vessel has moved right across to the other extreme side (i.e. starboard) and returned to the original starting point and is about to commence the next roll. By means of a chronometer, the time should be taken for not less than 4 of the complete oscillations. The counting of these oscillations should begin when the vessel is at extreme end of a roll. After allowing the roll to completely fade away, this operation should be repeated at least twice more. Knowing the total time for the total number of oscillations made, the time for one complete oscillation, say T seconds, can be calculated.

159 Page 157 Determination of whether the initial stability is sufficient 5 If the calculated value of T, in seconds, is less than the breath of the vessel, in metres, it is likely that the initial stability would be sufficient, provided that the vessel carries full fuel, stores, ice, fishing gear, etc. 6 The rolling period T usually increases and the vessel becomes tenderer as the weight of fuel, stores, ice, fishing gear, etc. decreases. As a consequence, the initial stability will also decrease. If the rolling period test is conducted under such circumstances it is recommended, that for the estimate of the initial stability to be considered satisfactory, the calculated value of T, in seconds, should not be more than 1.2 times the breath of the vessel, in metres. Limitations to the use of this method 7 This method may not be applicable to vessels with a hull shape that dampens the rolling, for example vessels with large bilge keels or vessels of an unconventional design, such as high-speed fishing vessels.

160 Page 158 APPENDIX 7 AN APPROXIMATE DETERMINATION OF VESSEL S STABILITY BY MEANS OF THE ROLLING PERIOD TESTS (for vessels up to 70 m in length) * (referred to in paragraph in section III and in paragraphs and in Part B of this Code) 17 1 Recognizing the desirability of supplying to skippers of vessels instructions for a simplified determination of initial stability, attention was given to the rolling period tests. Studies on this matter showed that the rolling period test may be recommended as a useful means of approximately determining the initial stability of vessels when it is not practicable to give approved loading conditions or other stability information, or as a supplement to such information. 2 Investigations comprising the evaluation of a number of inclining and rolling tests according to various formulae showed that the following formula gave the best results and it has the advantage of being the simplest: GM o = 2 fb T r where: f = factor for the rolling period (rolling coefficient) as given in 4; B = breadth of the vessel in metres; T r = time for a full rolling period in seconds (i.e. for one oscillation "to and fro" port - starboard - port, or vice versa). 3 The factor f is of the greatest importance and the data from the above tests were used for assessing the influence of the distribution of the various masses in the whole body of the loaded vessel. 4 For unloaded fishing vessels (but with fuel, stores and equipment), the following average values were observed: * 17 Drawn from Annex 3 of the Code on Intact Stability, as adopted by resolution A.749(18) as amended. Further references are made to this appendix in paragraphs and in Part B and in the Guidelines.

161 Page 159 f values Double-boom shrimp fishing vessel Deep sea fishing vessel Vessels with a live fish well f f f The stated values are mean values. Generally, observed f values were within of those given above. 5 The above f values were based upon a series of limited tests and, therefore, competent authority should re-examine these in the light of any different circumstances applying to their own vessels. 6 It should be noted that the greater the distance of masses from the rolling axis, the greater the rolling coefficient will be. Therefore it can be expected that:.1 the rolling coefficient for an unloaded vessel (i.e. for a hollow body) will be higher than that for a loaded vessel; and.2 the rolling coefficient for a vessel carrying a great amount of bunkers and ballast - both groups are usually located in the double bottom (i.e. far away from the rolling axis) will be higher than that of the same vessel having an empty double bottom. 7 The above recommended rolling coefficients were determined by tests with vessels in port and with their consumable liquids at normal working levels; thus, the influences exerted by the vicinity of the quay, the limited depth of water and the free surfaces of liquids in service tanks are covered. 8 Experiments have shown that the results of the rolling test method get increasingly less reliable the nearer they approach GM values of 0.20 m and below. 9 For the following reasons, it is not generally recommended that results be obtained from rolling oscillations taken in a seaway:.1 exact coefficients for tests in open waters are not available;.2 the rolling periods observed may not be free oscillations but forced oscillations due to seaway;.3 frequently, oscillations are either irregular or only regular for too short an interval of time to allow accurate measurements to be observed; and.4 specialized recording equipment is necessary.

162 Page However, sometimes it may be desirable to use the vessel's period of roll as a means of approximately judging the stability at sea. If this is done, care should be taken to discard readings which depart appreciably from the majority of other observations. Forced oscillations corresponding to the sea period and differing from the natural period at which the vessel seems to move should be disregarded. In order to obtain satisfactory results, it may be necessary to select intervals when the sea action is least violent and it may be necessary to discard a considerable number of observations. 11 In view of the foregoing circumstances, it needs to be recognized that the determination of the stability by means of the rolling test in disturbed waters should only be regarded as a very approximate estimation. 12 The formula given in paragraph 2 above can be reduced to: F GM o = 2 T r and the competent authority should determine the F value(s) for each vessel. 13 The determination of the stability can be simplified by giving the skipper permissible rolling periods, in relation to the draughts, for the appropriate value(s) of F considered necessary. 14 The initial stability may also be more easily determined graphically by using the attached sample nomogram (figure 14) as described below:.1 The values for B and f are marked in the relevant scales and connected by a straight line (1). This straight line intersects the vertical line (mm) at the point M..2 A second straight line (2) which connects this point M and the point on the T r scale corresponding with the determined rolling period intersects the GM scale at the requested value.

163 Page 161 Figure 14

164 Page The appendix shows an example of a recommended form in which these instructions might be presented by each competent authority to the skippers. It is considered that each competent authority should recommend the F value or values to be used. Appendix to appendix 7 SUGGESTED FORM OF GUIDANCE TO THE SKIPPER ON AN APPROXIMATE DETERMINATION OF VESSEL S STABILITY BY MEANS OF THE ROLLING PERIOD TEST Introduction 1 If the following instructions are properly carried out, this method allows a reasonably quick and accurate estimation of the metacentric height, which is a measure of the vessel s stability. 2 The method depends upon the relationship between the metacentric height and the rolling in terms of the extreme breadth of the vessel. Test procedure 3 The rolling period required is the time for one complete oscillation of the vessel and to ensure the most accurate results in obtaining this value the following precautions should be observed:.1 The test should be conducted with the vessel in harbour, in smooth water with the minimum interference from the wind and tide..2 Starting with the vessel at the extreme end of a roll to one side (say port) and the vessel about to move towards the upright, one complete oscillation will have been made when the vessel has moved right across to the other extreme side (i.e. starboard) and returned to the original starting point and is about to commence the next roll..3 By means of a stop-watch, the time should be taken for not less than about five of these complete oscillations; the counting of these oscillations should begin when the vessel is at the extreme end of a roll. After allowing the roll to completely fade away, this operation should be repeated at least twice more. If possible, in every case the same number of complete oscillations should be timed to establish that the readings are consistent, i.e. repeating themselves within reasonable limits. Knowing the total time for the total number of oscillations made, the mean time for one complete oscillation can be calculated..4 The vessel can be made to roll by rhythmically lifting up and putting down a weight as far off middle-line as possible; by pulling on the mast with a rope; by people running athwartships in unison; or by any other means. However, and this is most important, as soon as this forced rolling has commenced, the means by

165 Page 163 which it has been induced should be stopped and the vessel allowed to roll freely and naturally. If rolling has been induced by lowering or raising a weight it is preferable that the weight is moved by a dockside crane. If the vessel's own derrick is used, the weight should be placed on the deck, at the middle-line, as soon as the rolling is established..5 The timing and counting of the oscillations should only begin when it is judged that the vessel is rolling freely and naturally, and only as much as is necessary to accurately count these oscillations..6 The mooring should be slack and the vessel "breasted off" to avoid making any contact during its rolling. To check this, and also to get some idea of the number of oscillations that can be reasonably counted and timed, a preliminary rolling test should be made before starting to record actual times..7 Care should be taken to ensure that there is a reasonable clearance of water under the keel and at the sides of the vessel..8 Weights of reasonable size which are liable to swing (e.g. a lifeboat), or liable to move (e.g. a drum), should be secured against such movement. The free surface effects of slack tanks should be kept as small as is practicable during the test and the voyage. Determination of the initial stability 4 Having calculated the period for one complete oscillation, say T seconds, the metacentric height GM 0 can be calculated from the following formula: F GM o = 2 T r Where F is to be determined for each particular vessel by the competent authority. 5 The calculated value of GM 0 should be equal to or greater than the critical value, which is to be determined for each particular vessel by the competent authority. Limitations to the use of this method 6 A long period of roll, corresponding to a GM o of 0.20 m or below, indicates a condition of low stability. However, under such circumstances, accuracy in determination of the actual value of GM o is reduced. 7 If, for some reason, these rolling tests are carried out in open, deep but smooth waters, inducing the roll, for example, by putting over the helm, then the GM o calculated by using the method and coefficient of paragraph 16.1 above should be reduced by the figure to be estimated by the competent authority to obtain the final answer.

166 Page The determination of stability by means of the rolling test in disturbed waters should only be regarded as a very approximate estimation. If such a test is performed, care should be taken to discard readings which depart appreciably from the majority of other observations. Forced oscillations corresponding to the sea period and differing from the natural period at which the vessel seems to move should be disregarded. In order to obtain satisfactory results, it may be necessary to select intervals when the sea action is least violent and it may be necessary to discard a considerable number of observations.

167 Page 165 APPENDIX 8 CROSSING SANDBARS AND BEACH LANDINGS (referred to in paragraphs in section II and in section III) In many parts of the world, fishing harbours are located on the estuaries of rivers. The sand bars and channels that form at the mouths of these rivers can vary in location overnight so local knowledge is crucial. This is compounded by the fact that these areas often experience strong tidal currents that exceed 10 knots, which in conjunction with incoming waves can develop in steep and breaking seas. Broken water contains air and combined with the possibility of fresh water can severely reduce the stability and handling of a vessel under these conditions. Conditions on a bar can change quickly and without warning. As a consequence, many lives have been lost by vessels being swamped, capsizing, wrecked or damaged when attempting to enter such ports. No amount of experience or boat type makes crossing a bar safe when the conditions are marginal or adverse. In view of the foregoing factors, it is strongly recommended that where possible, Competent authorities establish a local port authority with powers to close the port under severe conditions and to impose more specific conditions on vessels using the port. This local port authority should be sited with a good view of the port area and estuary and should be equipped with appropriate radio equipment. The main danger is that of the vessel broaching as a result of a breaking wave or loss of steering power by the vessel travelling at the same speed as the wave. If a vessel broaches and loses power then a sea-anchor can be deployed as a last resort to bring the vessel 90% to the breakers. Beach landings places are common for smaller fishing vessels and canoes on open coasts. It is unlikely that local authorities can be established, nevertheless the general principles and advice listed below are applicable to these smaller vessels as they pass through the surf. In smaller undecked vessels there is a greater danger of the vessel being swamped by waves breaking on board. On some beaches, a floating rope is fixed from an anchored buoy outside the surf zone and stretched to a point on the beach. This allows entering craft to lead the rope over fairleads at the bow and the stern to assist in keeping the craft at 90% to the waves and slowing the craft at critical points in the landing. Concentrating heavy weights onboard amidships and leaving the bow and the stern as light as possible helps the craft respond to the waves in the best way. On the contrary, heavy weights at the bow or the stern will cause the boat to plough into the waves and increase the risk of swamping or broaching. General 1 Prior to crossing a bar always contact the local authority for an update on conditions at the bar. 2 Do not attempt top cross any bar without experience or local knowledge. Obtain advice from local skipper or from the coastguard. Cross the bar with other experienced skipper before trying it yourself. 3 Know the times of the tides and obtain an up-to-date weather forecast.

168 Page Check the steering and throttle and gear controls and ensure that all water tight hatches are closed and scuppers are clear before attempting to cross the bar. 5 Secure all loose items of gear and equipment on board. 6 Ensure that all crew are briefed and wearing lifejackets and that a sea-anchor is ready to be deployed in an emergency, if required. 7 Once committed keep going because trying to turn around in the middle of a bar can be dangerous. 8 It is always preferable to cross on a slack or incoming tide and in daylight. 9 Ensure that any other vessel is well clear of the bar before attempting to cross. Proceeding to sea 1 Request permission prior to leaving port and inform the local authority of the time of the expected return of the vessel and the number of crewmembers aboard. The port authority should inform the vessel of any information relevant to the weather conditions and of any recent changes to the bar or expected weather conditions. 2 Should the conditions for the exiting port deteriorate, have an alternative port identified and ensure that there is enough fuel and supplies on board to undertake such an alternative plan. 3 Ensure that all safety equipment required by the Competent authority is on board and is fit for use. 4 In crossing the bar, idle towards the breaking waves watching carefully for any lull. If a flat period occurs, apply the throttle and run through. 5 If the waves just keep rolling in, move to the surf zone and accelerate over the first wave and apply more power to run to the next wave. 6 The outgoing vessel must meet the incoming wave energy at a moderate speed, because at high speed a vessel can become airborne, can cause damage and is out of control. At a low speed the waves can break on board the vessel or the vessel can broach. Aim the vessel for the lowest part of the wave which will be the last to break and cross the wave at an angle of no more than 10%. 7 Back off the power just before contact with the swell and as you come through or over the breaking wave accelerate again and repeat the process until clear. Heading back to port 1 Vessels should request permission to enter the port and the local port authority should advise of any changes to the bar. 2 Approaching from the sea, increase the power of the vessel to catch up with the bigger set of waves.

169 Page Position the vessel on the back of a wave and on no account attempt to surf down the face of a wave. 4 Adjust the vessel s speed to match the speed of the waves and do not attempt to overtake the waves, nor allow the breaker behind you to overtake you. 5 If your vessel is not capable of keeping up with the incoming waves then you will need to let the waves run under your vessel. It may be necessary to slow your vessel or use a sea anchor to maintain steerage and avoid broaching in a following sea.

170 Page 168 APPENDIX 9 GUIDANCE TO THE SKIPPER FOR AVOIDING DANGEROUS SITUATIONS IN FOLLOWING AND QUARTERING SEAS *18 (referred to in paragraph in section II) 1 GENERAL 1.1 When sailing in severe following or quartering seas, a vessel is likely to encounter various kinds of dangerous phenomena, which may lead to capsizing. Although the dynamic behaviour in following and quartering seas is not yet covered in present stability standards, much progress has been made in recent years towards understanding the physics of capsize mechanisms and identifying potentially critical conditions. 1.2 The sensitivity of a vessel to dangerous phenomena will depend on the actual stability parameters, hull geometry, vessel size and vessel speed. This implies that the vulnerability to capsizing and its probability of occurrence in a particular sea state may differ for each vessel. 1.3 The guidance aims at giving crewmembers caution on dangerous phenomena that they may encounter during navigation in following and quartering seas, and providing the basis for a decision on vessel handling in order to avoid such dangerous situations. It provides advice on safe and unsafe combinations of vessel speed and course relative to waves, in a simplified form of a polar diagram. The diagram does not take into account the actual stability and the dynamic characteristics of an individual vessel, but provides a general unified boundary of safe and unsafe combination of the operational parameters for all types of conventional vessels covered by IMO instruments. 1.4 For the vessels which are equipped with an on-board computer, the Competent authorities are encouraged to use a specially developed software which would take into account the main particulars, actual stability and dynamic characteristics of the individual vessel in the real voyage conditions. Such software should be approved by the Competent authority. 2 PRECAUTIONS It should be noted that the operation guidance is not the criteria to guarantee the safety absolutely. A vessel could be unsafe even outside the dangerous zone defined in this guidance if the stability of the vessel is insufficient and several dangerous phenomena characteristic for following and quartering seas happen simultaneously. Therefore, the skipper should pay attention that the vessel maintains a good state of stability and do not carelessly navigate in severe following and quartering seas. * 18 Drawn from the annex to MSC/Circ.707. Where the words ship and master appear in the diagrams, they should be replaced by vessel and skipper respectively.

171 SLF 47/17/Add.1 Page DANGEROUS PHENOMENA FOR VESSELS IN FOLLOWING AND QUARTERING SEAS 3.1 Dangerous vessel responses in following and quartering seas The period with which a vessel travelling in following and quartering waves encounters the waves becomes longer than in head or bow waves, and principal dangers caused in such situations are as follows:.1 Surf-riding and broaching-to When a vessel is situated on a steep forefront of high wave in following and quartering sea condition, the vessel can be accelerated to ride on the wave; this is known as surf-riding. When a vessel is surf-ridden, the so-called broaching-to phenomenon may occur, which endangers the vessel to capsize as the result of sudden change of vessel's heading and unexpected large heeling..2 Reduction of intact stability caused by riding on the wave crest at midship When a vessel is riding on the wave crest, the intact stability will be decreased substantially according to the vessel form. The amount of stability reduction is nearly proportional to the wave height and the vessel may lose the stability when the wave length is one to two times of vessel length and wave height is large. This situation is especially dangerous in following and quartering seas, because the duration of riding on wave crest, i.e. the time of inferior stability, becomes longer..3 Synchronous rolling motion Large rolling motions may be excited when the natural rolling period of a vessel coincides with the encounter wave period. In case of navigation in following and quartering seas this may happen when the transverse stability of the vessel is marginal and therefore the natural roll period becomes longer..4 Parametric rolling motion Unstable and large amplitude roll motion will take place if the encounter wave period is approximately equal to half of the natural roll period of the vessel. This type of rolling can occur in head and bow seas where the encounter wave period becomes short. In following and quartering seas, this can occur particularly when the initial metacentric height is small and the natural roll period is very long..5 Combination of various dangerous phenomena The dynamic behaviour of a vessel in following and quartering seas is very complex. Vessel motion is three-dimensional and various detrimental factors or dangerous phenomena such as additional heeling moment due to deck in water, water shipping and trapped on deck or cargo shift due to large roll motions, may occur in combination with the above-mentioned phenomena simultaneously or in a sequence. This could create extremely dangerous combination which may cause vessel capsize.

172 Page Dangerous navigation conditions in following and quartering seas There exist two kinds of critical conditions of encounter waves under which the dangerous phenomena as above-mentioned are excited:.1 When the vessel speed approaches to the phase velocity of wave When the vessel speed is so high that its component in the wave direction approaches to the phase velocity of wave, the vessel will be accelerated to reach surf-riding and broaching-to (paragraph 3.1.1). The critical speed for the occurrence of surf-riding is considered to be 1.8 L (knots), where L is vessel length. It should be noted that there is a marginal zone (1.4 L ~ 1.8 L) below the critical speed, where a large surging motion may occur, which is almost equivalent to surf-riding in danger. In these situations, a significant reduction of intact stability (paragraph 3.1.2) may also be induced with longer duration; and.2 When the vessel speed is nearly equal to the group velocity of wave When the vessel speed component in the wave direction is nearly equal to the wave group velocity, that is a half of the phase velocity of the dominant wave components, the vessel will be attacked successively by high waves. The expectable maximum wave height of the successive waves can reach almost twice the observed wave height of the sea state concerned. In this situation, the reduction of intact stability (paragraph 3.1.2), synchronous rolling motions (paragraph 3.1.3), parametric rolling motions (paragraph 3.1.4) or combination of various dangerous phenomena (paragraph 3.1.5) may occur and create the danger of capsize. 4 OPERATION GUIDANCE The skipper is recommended to take the following procedures of vessel handling to avoid the dangerous situations when navigating in severe following and quartering seas. 4.1 Vessel condition This guidance is applicable to all types of conventional vessels navigating in rough seas, provided the stability criteria specified in resolutions A.167(ES.IV) and A.562(14) for merchant ships, and resolutions A.168(ES.IV) and A.685(17) for fishing vessels or an equivalent are satisfied. 4.2 Wave condition The following and quartering seas mean here that the wave direction relative to the vessel course is within 0º to 45º from the vessel's stern, as shown in figure 1. Refer to the Code on Intact Stability for All Types of Ships covered by IMO Instruments, adopted by the Organization by resolution A.749(18).

173 Page How to avoid dangerous conditions.1 For surf-riding and broaching-to: The skipper should reduce vessel speed to less than 1.8 L (knots) to prevent surf-riding, referring to figure 2. It should be noted that even in lower vessel speed than that specified above the dangerous large surging can occur as shown in figure 2. Since a remarkable surging acceleration with long period is a sign of the dangerous large surge motion, the skipper should reduce the speed in such case, too..2 For successive high wave attack: When the average wave length is larger than 0.8 x vessel length and the significant wave height is larger than 0.04 x vessel length, and at the same time some indices of dangerous behaviour of the vessel can be clearly seen, the skipper should pay attention not to enter in the dangerous zone as indicated in figure 3. When the vessel is situated in this dangerous zone, the vessel speed should be reduced to prevent successive attack of high waves. The course change is also possible in order to escape this zone. However, large course change is undesirable, because it may induce an adverse effect by approaching to the beam sea condition which is also dangerous for stability. The combination of appropriate speed reduction with a slight change of course will be another possible choice of vessel handling according to figure 3. When the encounter wave period is nearly equal to double (i.e. about times) of the observed wave period, the vessel is considered to be situated in this dangerous zone. This relation is indicated in figure 3..3 For synchronous rolling and parametric rolling motions: The skipper should prevent a synchronous rolling motion which will occur when the encounter wave period TE is nearly equal to the natural rolling period of vessel TR. Large rolling motions which occur under the condition of TE TR/2, that is the parametric rolling should be also prevented. The encounter wave period TE is a function of V/T as shown in figure 3. By using this relation, the skipper can know whether his vessel will encounter the synchronous and parametric rolling or not. When reducing speed in order to avoid any of above critical conditions, the skipper should take into consideration the minimum speed required for maintaining course control in waves and wind. The procedures to execute the operation guidance is represented by the "Operation diagram for the skipper", which is shown in the appendix.

174 Page EXPLANATION OF OPERATION GUIDANCE 5.1 Definition of symbols used L length between perpendiculars of the vessel (metre) B breadth of the vessel hull (metre) d draught of the vessel hull (metre) V actual vessel speed (knot) T mean wave period (second) TE encounter wave period (second) TR natural rolling period (second) GM metacentric height of vessel (metre) λ average length of the wave (metre) χ encounter angle of the vessel to wave (degree), as shown in figure 1 H 1/3 significant wave height (metre) 5.2 Method of obtaining data necessary to use operation guidance.1 V: Estimate the actual vessel speed in an appropriate way..2 χ: Obtain by visual observation. The wind direction can be referred as the same as the wave direction. If the sea condition is not visible, the radar image can show wave crest trains and wave direction..3 T: Measure the period of heaving motion of foam on the sea surface generated by breaking wave with the use of a stop watch. The time duration of N cycles is to be measured and divided by N to get the average wave period. When the wave length λ is determined either by visual observation in comparison with the vessel length or by reading the mean distance between successive wave crests on the radar image of waves, T can be calculated by the following equation: T = 0.8 λ..4 TE: Measure the period of such a vessel motion as pitching by using a stop watch..5 TR: Measure the period of rolling motions preferably when the vessel is in calm sea; alternatively, this value is roughly estimated by the following equation: TR = 2CB/GM where: C = (B/d)-0.043(L/100), or by equivalent determination of coefficient C.

175 Page NECESSARY TRAINING ITEMS AND CAUTIONS TO EXECUTE THE GUIDANCE 6.1 Understanding of stability of vessel The vessel should satisfy the stability standard specified in resolutions A.167(ES.IV) and A.562(14) for merchant ships and resolutions A.168(ES.IV) and A.685(17) for fishing vessels or equivalent. Therefore, the skipper should have knowledge on the stability of his vessel for every possible loading conditions whether it satisfies the above standards of stability, or equivalent standards. 6.2 Measurement or estimation of natural rolling period The natural rolling period of a vessel depends on the loading condition of the vessel. Therefore, it is desirable to measure the natural rolling period in calm sea on every occasion of departure after cargo loading or unloading. A stop watch can be used for the measurement. 6.3 Measurement of wave period and observation of wave direction The wave period is measured by a stop watch, and the wave direction is estimated by visual observation or by watching radar image. The practice of wave and wind observation is common for the skippers of selected vessels (World Meteorological Organization (WMO)). Refer to the Code on Intact Stability for All Types of Ships covered by IMO Instruments, adopted by the Organization by resolution A.749(18).

176 Page 174 Figure 1. Definition of encounter angle χ Figure 2. Diagram indicating dangerous zone due to surf-riding

177 Page 175 Figure 3. Diagram indicating dangerous zone of encountering to high wave group and relation between mean wave period and encounter wave period in following and quartering seas

178 Page 176

179 Page 177 APPENDIX 10 RECOMMENDATION FOR SKIPPERS OF FISHING VESSELS ON ENSURING A VESSEL'S ENDURANCE IN CONDITIONS OF ICE FORMATION * (referred to in paragraphs in section II and in section III) 1 BRIEF SURVEY OF THE CAUSES OF ICE FORMATION AND ITS INFLUENCE UPON THE SEAWORTHINESS OF THE VESSEL 1.1 The skipper of a fishing vessel should bear in mind that ice formation is a complicated process which depends upon meteorological conditions, condition of loading and behaviour of the vessel in stormy weather as well as on the size and location of superstructures and rigging. The most common cause of ice formation is the deposit of water droplets on the vessel's structure. These droplets come from spray driven from wave crests and from vessel-generated spray. 1.2 Ice formation may also occur in conditions of snowfall, sea fog including arctic sea smoke, a drastic fall in ambient temperature, as well as from the freezing of drops of rain on impact with the vessel's structure. 1.3 Ice formation may sometimes be caused or accentuated by water shipped on board and retained on deck. 1.4 Intensive ice formation generally occurs on stem, bulwark and bulwark rail, front walls of superstructures and deckhouses, hawse holes, anchors, deck gear, forecastle deck and upper deck, freeing ports, aerials, stays, shrouds, masts and spars. 1.5 It should be borne in mind that the most dangerous areas as far as ice formation is concerned are the following: (a) (b) (c) The area north of latitude N, between longitude 28 W and the west coast of Iceland; north of the north coast of Iceland; north of the rhumb line running from latitude 66 N, longitude 15 W to latitude N, longitude 15 E, north of latitude N between longitude 15 E and 35 E, and east of longitude 35 E, as well as north of latitude 56 N in the Baltic Sea. The area north of latitude 43 N bounded in the west by the North American coast and the east by the rhumb line running from latitude 43 N longitude 48 W to latitude 63 N longitude 28 W and thence along longitude 28 W. All sea areas north of the North American continent, west of the areas defined in subparagraphs (a) and (b) of this paragraph. * Drawn from Annex of Assembly resolution A.269(VIII).

180 Page 178 (d) (e) The Bering and Okhotsk Seas and the Tartary Strait during the icing season. South of latitude 60 S. 1.6 A chart to illustrate the areas of icing conditions is given below The most intensive ice formation takes place when wind and sea come from ahead. In beam and quartering winds, ice accumulates quicker on the windward side of the vessel, thus leading to a constant list which is extremely dangerous. 1.8 Listed below are meteorological conditions causing the most common type of ice formation due to spraying of a vessel. Examples of the weight of ice formation on a typical fishing vessel of displacement in the range 100 to 500 tons is also given. For larger vessels the weight will be correspondingly greater. 1.9 Slow accumulations of ice take place:.1 at ambient temperature from -1 C to -3 C and any wind force;.2 at ambient temperature -4 C and lower and wind force from 0 to 9 m/sec; and.3 under the conditions of precipitation, fog or sea mist followed by a drastic fall of the ambient temperature. Under all these conditions the intensity of ice accumulation may not exceed 1.5 t/h. 19 This text is drawn from Recommendation 2 of the 1993 Torremolinos Conference.

181 Page At ambient temperature of -4 C to -8 C and wind force m/sec, rapid accumulation of ice takes place. Under these conditions the intensity of ice accumulation can lie within the range 1.5 to 4 t/h. Very fast accumulation of ice takes place:.1 at ambient temperature of -4 C and lower and wind forces of 16 m/sec and over; and.2 at ambient temperature -9 C and lower and wind force 10 to 15 m/sec. Under these conditions the intensity of ice accumulation can exceed 4 t/h The skipper should bear in mind that ice formation adversely affects the seaworthiness of the vessel as ice formation leads to:.1 an increase in the weight of the vessel due to accumulation of ice on the vessel's surfaces which causes the reduction of freeboard and buoyancy;.2 a rise of the vessel's centre of gravity due to the high location of ice on the vessel's structures with corresponding reduction in the level of stability;.3 an increase of windage area due to ice formation on the upper parts of the vessel and hence an increase in the heeling moment due to the action of the wind;.4 a change of trim due to uneven distribution of ice along the vessel's length;.5 the development of a constant list due to uneven distribution of ice across the breadth of the vessel; and.6 impairment of the manoeuvrability and reduction of the speed of the vessel. 2 RECOMMENDATIONS FOR SKIPPERS ON ENSURING THE VESSEL'S ENDURANCE UNDER CONDITIONS OF ICE FORMATION 2.1 Prior to departure Firstly, the skipper should, as in the case of any voyages in any season, ensure that the vessel is generally in a seaworthy condition giving full attention to basic requirements such as: (a) (b) (c) loading of the vessel within the limits prescribed for the season (see 2.1.2(a)); weathertightness and reliability of the devices for closing cargo and access hatches, outer doors and all other openings in the decks and superstructures of the vessel and the watertightness of the sidescuttles and of ports or similar openings in the sides below the freeboard deck to be checked; condition of the freeing ports and scuppers as well as operational reliability of their closures to be checked;

182 Page 180 (d) (e) (f) emergency and life-saving appliances and their operational reliability; operational reliability of all external and internal communication equipment; and condition and operational reliability of the bilge and ballast pumping systems Further, with special regard to possible ice accretion, the skipper should: (a) (b) (c) (d) (e) (f) consider the most critical loading condition against approved stability documents with due regard to fuel and water consumption, distribution of supplies, cargoes and fishing gear and with allowance for possible ice accretion; be aware of the danger in having supplies and fishing gear stored on open weatherdeck spaces due to their large ice accretion surface and high centre of gravity; ensure that a complete set of warm clothing for all members of the crew is available on the vessel as well as a complete set of hand tools and other appliances for combating ice accretion, a typical list thereof is shown at 2.4 and 2.5; ensure that the crew is acquainted with the location of means for combating ice accretion, as well as the use of such means, and that drills are carried out so that members of the crew know their respective duties and have the necessary practical skills to ensure the vessel's endurance under conditions of ice accretion. When drills are carried out, it should be recorded in the vessel s log-book; acquaint himself with the meteorological conditions in the region of fishing grounds and en route to the place of destination; study the synoptical maps of this region and weather forecasts; be aware of warm currents in the vicinity of the fishing grounds, of the nearest coastline relief, of the existence of protected bays and of the location of ice fields and their boundaries; and acquaint himself with the timetable of the radio stations transmitting weather forecasts and warnings of the possibility of ice accretion in the area of the relevant fishing grounds. 2.2 At sea During the voyage and when the vessel is on the fishing grounds the skipper should keep himself informed on all long-term and short-term weather forecasts and should arrange for the following systematic meteorological observations to be systematically recorded: (a) (b) (c) temperatures of the air and of the sea surface; wind direction and force; direction and height of waves and sea state;

183 Page 181 (d) (e) atmospheric pressure, air humidity; and frequency of splashing per minute and the intensity of ice accumulation on different parts of the vessel per hour. All observed data should be recorded in the vessel's log-book. When the conditions suitable for ice accretion occur the skipper should be informed. The skipper should compare the weather forecasts and icing charts with actual meteorological conditions, and should estimate the probability of ice formation and its intensity When the danger of ice formation arises the following measures should be taken without delay: (a) (b) all the means of combating ice formation should be ready for use; all the fishing operations should be stopped, the fishing gear should be taken on board and placed in the underdeck spaces. If this cannot be done all the gear should be fastened for storm conditions on its prescribed place; It is particularly dangerous to leave the fishing gear suspended since its surface for ice formation is large and the point of suspension is generally located high; (c) (d) (e) (f) (g) (h) (i) (j) barrels and containers with fish, packing, all gear and supplies located on deck as well as portable mechanisms should be placed in closed spaces as low as possible and firmly lashed; all cargoes in holds and other compartments should be placed as low as possible and firmly lashed; the cargo booms should be lowered and fastened; and deck machinery, hawser reels and boats should be covered with duck covers; life-lines should be fastened on deck; freeing ports fitted with covers should be brought into operative condition, all objects located near scuppers and freeing ports and preventing water drainage from deck should be taken away; all cargo and companion hatches, manhole covers, weathertight outside doors in superstructures and deckhouses and portholes should be securely closed in order to ensure complete weathertightness of the vessel, access to the weather deck from inner compartments should be allowed only through the superstructure deck; a check should be carried out as to whether the amount of water ballast on board and its location is in accordance with that recommended in "Stability Guidance to Skippers"; if there is sufficient freeboard, all the empty bottom tanks fitted with ballast piping should be filled with sea water;

184 Page 182 (k) (l) (m) (n) (o) all fire-fighting, emergency and life-saving equipment should be ready for use; all drainage systems should be checked for their effectiveness; deck lighting and searchlights should be checked; a check should be carried out to make sure that each member of the crew has warm clothing; and reliable two-way radio communication with both shore stations and other vessels should be established; radio calls should be arranged for set times The skipper should seek to take the vessel away from the dangerous area keeping in mind that the lee edges of icefields, areas of warm currents and protected coastal areas are a good refuge for the vessel during weather when ice formation occurs Small fishing vessels on fishing grounds should keep nearer to each other and to larger vessels It should be remembered that the entry of the vessel into an icefield presents certain danger to the hull especially when there is a high sea swell. Therefore the vessel should enter the icefield at a right angle to the icefield edge at low speed without inertia. It is less dangerous to enter an icefield bow to the wind. If a vessel must enter an icefield with the wind on the stern, the fact that the edge of the ice is more dense on the windward side should be taken into consideration. It is important to enter the icefield at the point where the ice floes are the smallest Additional lookouts should be posted when growlers are found to be in the vicinity of the vessel, it should be noted that growlers are not shown on radar. 2.3 During ice formation If in spite of all measures taken the vessel is unable to leave the dangerous area, all means available for removal of ice should be used as long as it is subjected to ice formation Depending on the type of vessel, all or many of the following ways of combating ice formation may be used: (a) (b) (c) removal of ice by means of cold water under pressure; removal of ice with hot water and steam; and breaking up of ice with ice crows, axes, picks, scrapers, wooden sledge hammers and clearing it with shovels When ice formation begins the skipper should take into account recommendations listed below and ensure their strict fulfilment: (a) report immediately ice formation to the owner and establish with him constant radio communication;

185 Page 183 (b) (c) (d) (e) (f) (g) (h) (i) establish radio communication with the nearest vessels and ensure that it is maintained; inform the owner about other vessels in the area; do not allow ice formation to accumulate on the vessel, immediately take steps to remove from the vessel's structures even the thinnest layer of ice and ice sludge from the upper deck; check constantly the vessel's stability by measuring the roll period of the vessel during ice formation. If the rolling period increases noticeably, immediately take all possible measures in order to increase the vessel's stability; ensure that each member of the crew working on the weather deck is warmly dressed and wears a safety helmet and a safety line securely attached to the guard rail; additional meals should be provided during extended working hours to reduce the effects of exposure to low temperatures. Supplies of warm drinks/soups should be available at all times; bear in mind that the work of the crew on ice clearing entails the danger of frost-bite. For this reason it is necessary to make sure that the men working on deck are replaced periodically; keep the following structures and gears of the vessel first free from ice:.1 aerials.2 running and navigational lights.3 freeing ports and scuppers.4 life-saving craft.5 stays, shrouds, masts and rigging.6 doors of superstructures and deckhouses.7 windlass and hawse holes (j) (k) remove the ice from large surfaces of the vessel, beginning with the upper structures (such as bridges, deckhouses etc.), because even a small amount of ice on them causes a drastic worsening of the vessel's stability; when the distribution of ice is not symmetrical and a list develops, the ice must be cleared from the lower side first. Bear in mind that any correction of the list of the vessel by pumping fuel or water from one tank to another may reduce stability during the process when both tanks are slack;

186 Page 184 (l) (m) (n) (o) (p) (q) when a considerable amount of ice forms on the bow and a trim appears, ice must be quickly removed. Water ballast may be redistributed in order to decrease the trim; clear ice from the freeing ports and scuppers in due time in order to ensure free drainage of the water from the deck; check regularly for water accumulation inside the hull; avoid navigating in following seas since this may drastically worsen the vessel's stability; register in the vessel's log-book the duration, nature and intensity of ice formation, amount of ice on the vessel, measures taken to combat ice formation and their effectiveness; and if, in spite of all the measures taken to ensure the vessel's endurance in conditions of ice formation, the crew is forced to abandon the vessel and embark on life-saving craft (lifeboats, rafts) then, in order to preserve their lives, it is necessary to do all possible to provide all the crew with warm clothing or special bags as well as to have a sufficient number of life-lines and bailers for speedy bailing out of water from the life-saving craft. 2.4 Typical list of equipment and hand tools for combating ice formation on larger vessels 5 Ice crows or crowbars 5 Axes with long handles 5 Picks 5 Metal scrapers 5 Metal shovels 3 Wooden sledge hammers 3 Fore and aft life-lines to be rigged each side of the open deck fitted with travellers to which lizards can be attached * Sufficient safety harnesses for all crew working on deck. * Search light operated directly from inside the wheelhouse. 2.5 Typical list of personal protective clothing in addition to the normal working gear 1 full balaclava, only eyes should be exposed 2 full sets of thermal underwear 1 thick woollen jersey 4 sets of inner gloves 4 sets of outer gloves 1 pair of rubber soled working boots giving coverage above the ankle to the calf 4 sets of inner liners for working boots 1 padded working jacket

187 Page 185 Notes: 1 Number of hand tools and life-saving appliances may be increased at the fishing vessel owners discretion. 2 Hoses which may be used for ice combating should be readily available on board. 3 The lists can be used as a guide for smaller vessels.

188 Page 186 APPENDIX 11 REFRIGERATION SYSTEMS USING TOXIC REFRIGERANTS SUCH AS AMMONIA (referred to in paragraphs in section II and in section III) SAFETY IN MACHINERY SPACES AND SAFETY EQUIPMENT 1 General The design and installation of refrigeration systems using toxic and or flammable refrigerants should be in accordance with regulations prescribed by the Competent authority. 2 Risk assessment Owners should ensure that a risk assessment should be carried out to identify the significant hazards associated with the system and measure to minimize and control to risk to any crewmember likely to be affected. The risk assessment should include recommendations regarding the occupational exposure limit, as well as the lower and upper flammability limits. The result of the risk assessment should be included in the record of the vessel. 3 Sources of hazards 3.1 Ammonia Ammonia gas is toxic and inhalation may be lethal. It is also flammable in air at concentrations of 16% to 27% by volume. It has a characteristic odour and general can be detected by smell at low concentrations Ammonia with trace water attacks copper, zinc, tin, cadmium and most of their alloys and may also attack many rubbers and plastics Liquid ammonia has a high coefficient of thermal expansion. Care should be taken to ensure that liquid ammonia is not trapped in pipelines or fittings between shut off devices. A rise in ambient temperature may be sufficient to expand trapped liquid, generate excess pressure and rupture components, resulting in the release of ammonia Welding and all sources of flame in contact with a refrigeration system constitute a hazard Care should be taken before entering or working on vessels that have formed part of an ammonia system, even if air samples from the vessel appear clean, since oil and ammonia mixtures remaining in the vessel can release hazardous quantities of ammonia when disturbed Corrosion may occur on the external surfaces of steel piping and vessels used for ammonia refrigeration systems, reducing the strength of the pipes and or vessels and may lead to leakage. Such corrosion on unprotected steelwork can be rapid in wet or damp conditions encountered on the low-pressure side of the system when metal temperatures are below the due point of the ambient atmosphere.

189 Page Goggles, gloves, head covering and other suitable protective clothing should be provided and worn whenever there is a risk of exposure to refrigerant liquid. When selecting protective clothing, it should be kept in mind, that under certain conditions many rubber compositions and plastic linings might not stand up to lengthy exposure. 3.2 Fluorocarbon refrigerants Although fluorocarbon refrigerants have a lower order of toxicity, the inhalation of high concentrations can be dangerous. If the concentration is high, oxygen deficiency could lead to unconsciousness or death due to asphyxia. It could also have a transient narcotic effect on the nervous system. High concentrations of refrigerant vapours could also lead to cardiac sensitization and if subsequently a cardiac stimulant is used or is present, cardiac arrhythmia can occur which could prove suddenly fatal Carbon dioxide has an effect on breathing reflex at concentrations in the region of 10-20% and can be, therefore, fatal where there would be sufficient oxygen to support life under other circumstances Thermal decomposition of fluorocarbon refrigerants external to the system is most likely in the presence of flames, hot surfaces and in electric arcs. The major by products of thermal decomposition are hydrochloric acid and hydrofluoric acids, these acids are toxic, but their irritant smell provides a warning even at concentrations too low to produce harmful effects to crewmembers The vapour of fluorocarbon refrigerants is colourless, odourless and heavier than air. Leak detection devices should also be placed at low level in the machinery space, as well as the inlets to extractors in the ventilation system Where liquid refrigerants having boiling points below ambient temperature at atmospheric pressure comes into contact with the skin or eyes, evaporation may cause freezing of the skin or eye fluids and freeze burns may occur. Clothing saturated with liquid refrigerant may freeze to the skin Fluorocarbon refrigerants do not react with steel, copper, aluminium and brass in acceptable fry refrigerating conditions. Alloys containing more than 2% magnesium should be avoided. In the presence of moisture and halocarbons, zinc and galvanized steel are particularly susceptible to attack Where liquid refrigerants having boiling points below ambient temperature at atmospheric pressure comes into contact with the skin or eyes, evaporation may cause freezing of the skin or eye fluids and freeze burns may occur. Clothing saturated with liquid refrigerant may freeze to the skin Care should be taken to exclude fluorocarbon refrigerants where any brazing or welding is to take place. Systems should not be installed in a space containing flame or spark producing equipment Goggles, rubber or PVC gloves and other suitable protective clothing should be provided and worn whenever there is a risk of exposure to refrigerant liquid.

190 Page Hydrocarbon In common with fluorocarbon refrigerants, hydrocarbons have a lower order of toxicity, however the inhalation of high concentrations can be dangerous. If the concentration is high, oxygen deficiency could lead to unconsciousness or death due to asphyxia. It could also have a transient narcotic effect on the nervous system. High concentrations of refrigerant vapours could also lead to cardiac sensitization and if subsequently a cardiac stimulant is used or is present, cardiac arrhythmia can occur which could prove suddenly fatal Hydrocarbons are subject to thermal decomposition at temperatures in the order of 450 C. However, in the presence of oil and other contaminants they are subject to reaction and decomposition at lower temperatures, particularly if moisture is present in the system. Thus temperatures in refrigerating systems should be kept to about a maximum of 135 C Since hydrocarbons lack chlorine and fluorine atoms there is no possibility of acid formation in the presence of moisture Thermal decomposition of fluorocarbon refrigerants external to the system does not cause any harmful decomposition The vapour of fluorocarbon refrigerants is colourless, odourless and denser than air. Leak detection devices, that are not a source of potential ignition, should also be placed at low level in the machinery space, as well as the inlets to extractors in the ventilation system. If temporary ventilation equipment is used, it should be of a type that would not present a source of ignition Where liquid refrigerants having boiling points below ambient temperature at atmospheric pressure comes into contact with the skin or eyes, evaporation may cause freezing of the skin or eye fluids and freeze burns may occur. Clothing saturated with liquid refrigerant may freeze to the skin Higher boiling point refrigerants have solvent actions and can cause defatting and cracking of the skin Hydrocarbon refrigerants do not react with steel, copper, aluminium and brass in acceptable fry refrigerating conditions. Alloys containing more than 2% magnesium can be used due to the absence of fluorine and chlorine elements Care should be taken to exclude fluorocarbon refrigerants where any brazing or welding is to take place. Systems should not be installed in a space containing flame or spark producing equipment Goggles, rubber or PVC gloves and other suitable protective clothing should be provided and worn whenever there is a risk of exposure to refrigerant liquid. 4 Instruction 4.1 Crewmembers with the responsibility for the operating and maintenance should be instructed in the operation of the system and possible hazards. They should be adequately trained to react to emergencies including rescue work and procedures for the isolation of equipment.

191 Page Warning and first aid notices should be placed in the machinery space and at access points. 4.3 Manufacturer s instruction manuals should be carried on board in an appropriate format and should include, inter alia:.1 Full details of the system;.2 Description of the machinery;.3 Detailed instructions for starting, stopping and running;.4 Faultfinding, repair and maintenance;.5 Refrigeration flow diagram and control circuits; and.6 Pressure-temperature relationship and chemical safety data sheets. 5 Protective clothing 5.1 Protective clothing, goggles, breathing apparatus and gloves should be available in the vicinity of the system but external to the area of risk. 5.2 Appropriate protective clothing should be worn by crewmembers working on refrigeration systems when opening the system for service or repair and when charging or purging the system. The selection of protective material should be based on the effects of exposure to the refrigerant in question. 5.3 At least two sets of breathing apparatus and full protective clothing, as well as, a lifeline and, when appropriate, a means of communication between crewmembers carrying out rescue and emergency operation. The equipment should be safely stored close to but external to, the machinery space. 5.4 Appropriate first aid equipment should be provided and clear first aid instructions should also be displayed in the machinery space and at access points to the machinery space. 5.5 Irrigation facilities and eye wash bottles containing and eye wash solution or distilled water should be available. The solution should be changed at least every six months. 5.6 Crewmembers should be made aware of the location of protection clothing, first aid and rescue equipment. The location or locations should be clearly indicated and the equipment should be checked at least once every month and the inspection noted in the engine room and or deck log together with a record of any action taken. 6 Electrical systems 6.1 Lighting should be adequate to allow free circulation of crewmembers in safety. A fixed emergency lighting system should be provided and portable lighting should be made available. Lighting intended to remain in operation following release of ammonia should be of a type suitable for use in a hazardous area and flameproof. 6.2 In the event of leakage of ammonia refrigerant, it should be possible to isolate non-flameproof electric circuits by either manual or automatic control of the circuit breakers from a safe place. Thus leak detectors should be fitted at strategic points within the system and connected to visual and audible alarms.

192 Page In the case of manually isolation of a circuit breaker, a stop switch or button, suitable protected against accidental operation, should be positioned adjacent to but outside the access to the refrigeration machinery space. 6.4 The isolation of such circuit breakers may be automatic. In such cases, the system should also activate ventilation and emergency, flame proof lighting if installed. 7 Ventilation 7.1 Mechanical ventilation should be installed. Inlets to the extraction system should be free from obstruction, should be near the machinery and be suitably guarded. The system should discharge above deck level, be free of obstruction and clear of the ventilation intakes to other spaces. Adequate provision should be made for the supply and distribution of fresh air within the machinery space. 7.2 It should be possible to stop the ventilation system from a position outside the machinery space, preferably close to the access to the machinery space. 8 Guards 8.1 Adequate guards should be fitted to prevent access to and injury from all rotating machinery, dangerously hot or cold surfaces and live electrical terminals. 9 Storage of refrigerant 9.1 Refrigerant should be stored in containers supplied by the manufacturer and securely supported against movement. Areas containing storage containers should be ventilated and free of flammable materials. 9.2 Refrigerant containers should not be stored where temperatures can exceed 45 C and should not be stored in machinery spaces. 10 Decommissioning 10.1 Decommissioning of an ammonia refrigerant plant should be executed in accordance with procedures established by the Competent authority. The procedures should ensure that:.1 hazard to crewmembers or other persons carrying out the process is minimized;.2 refrigerant and oil are correctly recovered for reclaim or correct disposal; and.3 the system, as left does not present a hazard crewmembers or other persons or to the environment due to residual contents.

193 Page 191 APPENDIX 12 SAFE NAVIGATION AND AVOIDANCE OF DANGEROUS SITUATIONS (referred to in paragraph in section III) The Competent authority expects all Skippers of a Fishing Vessel to make a careful assessment of any proposed voyage taking into account all dangers to navigation, weather forecasts, tidal predictions and other relevant factors including the competence of the crew. An appropriate voyage plan should be left with a responsible person on shore. The voyage plan will help guide Search and Rescue teams in the event of an emergency. An oral message, in some circumstances may be enough; however a written message is recommended. An example of a voyage plan sheet may be: Voyage plan sheet Vessel Call sign Mobile Departure date and time Vessel endurance in hours and days Intended fishing areas Proposed routes Estimated date and time of return Number of persons on board Times of radio calls to person holding plan Probable port of refuge If fishing with another vessel, name of other vessel

194 Page 192 APPENDIX 13 ELECTRONIC CHART SYSTEMS - DIFFERENCES (referred to in paragraphs in section II and in section III) Differences between ECDIS and RCDS 1 The Maritime Safety Committee, at its seventieth session (7 to 11 December 1998), adopted amendments to the performance standards for Electronic Chart Display and Information Systems (ECDIS) to include the use of Raster Chart Display Systems (RCDS). 2 These amendments permit ECDIS equipment to operate in two modes:.1 the ECDIS mode when ENC data is used; and.2 the RCDS mode when ENC data is not available. However, the RCDS mode does not have the full functionality of ECDIS, and can only be used together with an appropriate portfolio of up-to-date paper charts. 3 The mariners' attention is therefore drawn to the following limitations of the RCDS mode:.1 unlike ECDIS where there are no chart boundaries, RCDS is a chart-based system similar to a portfolio of paper charts;.2 Raster navigational chart (RNC) data, itself, will not trigger automatic alarms (e.g. anti-grounding). However, some alarms can be generated by the RCDS from user-inserted information. These can include:.1 clearing lines.2 vessel safety contour lines.3 isolated dangers.4 danger areas.3 horizontal datums and chart projections may differ between RNCs. Mariners should understand how the chart horizontal datum relates to the datum of the position fixing system. In some instances, this may appear as a shift in position. This difference may be most noticeable at grid intersections and during route monitoring;.4 chart features cannot be simplified or removed to suit a particular navigational circumstance or task at hand. This could affect the superimposition of radar/arpa;.5 without selecting different scale charts, the look-ahead capability may be somewhat limited. This may lead to some inconvenience when determining range and bearing or the identity of distant objects;

195 Page orientation of the RCDS display to other than chart-up, may affect the readability of chart text and symbols (e.g., course-up, route-up);.7 it may not be possible to interrogate RNC features to gain additional information about charted objects;.8 it is not possible to display a vessel's safety contour or safety depth and highlight it on the display, unless these features are manually entered during route planning;.9 depending on the source of the RNC, different colours may be used to show similar chart information. There may also be differences in colours used during day and night-time;.10 an RNC should be displayed at the scale of the paper chart. Excessive zooming in or zooming out can seriously degrade RCDS capability, for example, by degrading the legibility of the chart image; and.11 mariners should be aware that in confined waters, the accuracy of chart data (i.e., paper charts, ENC or RNC data) may be less than that of the position-fixing system in use. This may be the case when using differential GNSS. ECDIS provides an indication in the ENC which allows a determination of the quality of the data. Other electronic chart systems 4 Other forms of electronic chart systems not conforming to the performance standards for ECDIS or RCDS are called Electronic Chart Systems (ECS). There are no official performance standards for such systems. An ECS may not be used as a substitute for official paper charts, and vessels fitted with an ECS are legally required to carry suitable up-to-date official paper charts. Examples of ECS include radar systems incorporating videomaps as well as stand-alone video plotters.

196 Page 194 APPENDIX 14 METAREAS/NAVAREAS (referred to in paragraphs in section II and in section III) A NAVAREA is a geographical sea area, as shown in the appendix, established for the purpose of co-ordinating the transmission of radio navigational warnings. Where appropriate, the term NAVAREA followed by an identifying roman numeral may be used as a short title, e.g. NAVAREA I. The delimitation of such areas is not related to and should not prejudice the delimitation of any boundaries between States. In total there are 16 NAVAREAs. METAREAs area the same as the NAVAREAs shown in the appendix. For each area, a NAVAREA Co-ordinator co-ordinates the broadcasting of navigational warnings, and a Meteorological Issuing Service co-ordinates the meteorological information throughout that area.

197 SLF 47/17/Add.1 Page 195

198 Page 196 APPENDIX 15 REGULATION 32 OF CHAPTER V OF THE INTERNATIONAL CONVENTION ON THE SAFETY OF LIFE AT SEA (SOLAS), 1974, AS AMENDED (referred to in paragraphs in section II and in section III) Information required in danger messages The following information is required in danger messages: 1 Ice, derelicts and other direct dangers to navigation:.1 The kind of ice, derelict or danger observed..2 The position of the ice, derelict or danger when last observed..3 The time and date (Universal Co-ordinated Time) when the danger was last observed. 2 Tropical cyclones (storms): 20.1 A statement that a tropical cyclone has been encountered. This obligation should be interpreted in a broad spirit, and information transmitted whenever the master has good reason to believe that a tropical cyclone is developing or exists in the neighbourhood..2 Time, date (Universal Co-ordinated Time) and position of vessel when the observation was taken..3 As much of the following information as is practicable should be included in the message:.1 barometric pressure, 21 preferably corrected (stating millibars, millimetres, or inches, and whether corrected or uncorrected);.2 barometric tendency (the change in barometric pressure during the past three hours);.3 true wind direction;.4 wind force (Beaufort scale); The term tropical cyclone is the generic term used by national meteorological services of the World Meteorological Organization. The terms hurricane, typhoon, cyclone, severe tropical storm, etc., may also be used, depending on the geographical location. The standard international unit for barometric pressure is the hectopascal (hpa), which is numerically equivalent to the millibar (mbar).

199 Page state of the sea (smooth, moderate, rough, high);.6 swell (slight, moderate, heavy) and the true direction from which it comes. Period or length of swell (short, average, long) would also be of value; and.7 true course and speed of vessel. Subsequent observations 3 When a master has reported a tropical cyclone or other dangerous storm, it is desirable, but not obligatory, that further observations be made and transmitted hourly, if practicable, but in any case at intervals of not more than 3 hours, so long as the vessel remains under the influence of the storm. 4 Winds of force 10 or above on the Beaufort scale for which no storm warning has been received. This is intended to deal with storms other than the tropical cyclones referred to in paragraph 2; when such a storm is encountered, the message should contain similar information to that listed under the paragraph but excluding the details concerning sea and swell. 5 Sub-freezing air temperatures associated with gale force winds causing severe ice accretion on superstructures: Examples.1 Time and date (Universal Co-ordinated Time).2 Air temperature.3 Sea temperature (if practicable).4 Wind force and direction Ice TTT ICE. LARGE BERG SIGHTED IN 4506 N, 4410 W, AT 0800 UTC. MAY 15. Derelicts TTT DERELICT. OBSERVED DERELICT ALMOST SUBMERGED IN 4006 N, 1243 W, AT 1630 UTC. APRIL 21. Danger to navigation TTT NAVIGATION. ALPHA LIGHTSHIP NOT ON STATION UTC. JANUARY 3. Tropical cyclone TTT STORM UTC. AUGUST N, E. BAROMETER CORRECTED 994 MILLIBARS, TENDENCY DOWN 6 MILLIBARS. WIND NW, FORCE 9, HEAVY SQUALLS. HEAVY EASTERLY SWELL. COURSE 067, 5 KNOTS. TTT STORM. APPEARANCES INDICATE APPROACH OF HURRICANE UTC. SEPTEMBER N, 7236 W. BAROMETER CORRECTED INCHES, TENDENCY DOWN.015 INCHES. WIND NE, FORCE 8, FREQUENT RAIN SQUALLS. COURSE 035, 9 KNOTS.

200 Page 198 TTT STORM. CONDITIONS INDICATE INTENSE CYCLONE HAS FORMED UTC. MAY N, 9203 E. BAROMETER UNCORRECTED 753 MILLIMETRES, TENDENCY DOWN 5 MILLIMETRES. WIND S BY W, FORCE 5. COURSE 300, 8 KNOTS. TTT STORM. TYPHOON TO SOUTHEAST UTC. JUNE N, E. BAROMETER FALLING RAPIDLY. WIND INCREASING FROM N. TTT STORM. WIND FORCE 11, NO STORM WARNING RECEIVED UTC. MAY N, 30 W. BAROMETER CORRECTED 983 MILLIBARS, TENDENCY DOWN 4 MILLIBARS. WIND SW, FORCE 11 VEERING. COURSE 260, 6 KNOTS. Icing TTT EXPERIENCING SEVERE ICING UTC. MARCH N, 10 W. AIR TEMPERATURE 18 F (-7.8 C). SEA TEMPERATURE 29 F (-1.7 C). WIND NE, FORCE 8.

201 Page 199 APPENDIX 16 A BRIEF DESCRIPTION OF THE GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS) (referred to in paragraphs and in section II; and and in section III) GENERAL 1 The Global Maritime Distress and Safety System (GMDSS) was adopted by IMO in 1988 and entered fully into force on 1 February The requirements under the GMDSS are found in chapter IV of the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended. The requirements under the GMDSS are reflected in chapter IX of this Code as well as in chapter 9 of the Voluntary Guidelines. 2 The old system was based on the requirement that certain classes of vessels, when at sea, kept continuous radio watch on the international distress frequencies and carried radio equipment capable of transmitting over a minimum specified range. The old system included two major manually operated subsystems:.1 Morse telegraphy on the frequency 500 khz; and.2 Radiotelephony on the frequency 2182 khz as well as on VHF Channel The introduction through the GMDSS of modern technology, including satellite services and automatic selective calling techniques digital selective calling (DSC), enables a distress call from a vessel to be transmitted and received automatically over long range with a high reliability. 4 The basic concept of the GMDSS is that search and rescue (SAR) authorities ashore, as well as shipping in the immediate vicinity of the vessel in distress, will be rapidly alerted to a distress situation so that they can assist in a co-ordinated SAR operation with the minimum delay. The system also provides for urgency and safety communications and the promulgation of maritime safety information (MSI) navigational and meteorological warnings and forecasts and other urgent safety information to vessels. In other words, every vessel is able, irrespective of the area in which it operates, to perform theses communication functions which are essential for the safety of the vessel itself and of other vessels operating in the same area. 5 The equipment to be carried on board a vessel is determined in principle by the vessel s area of operation, which is designated as follows: Sea Area A1: an area within the radiotelephone coverage (25 30 nm) of at least one VHF coast station in which continuous DSC alerting is available; Sea Area A2: an area, excluding sea area A1, within the radiotelephone coverage (about 100 nm) of at least one MF coast station in which continuous DSC alerting is available;

202 Page 200 Sea Area A3: an area, excluding sea areas A1 and A2, within the coverage of an Inmarsat geostationary satellite (between approximately 70 N and 70 S) in which continuous alerting is available; and Sea Area A4: an area outside sea areas A1, A2 and A3. The GMDSS comprises the following communications functions: Distress alerting; SAR co-ordinating communications; On-scene communications during SAR operations; Locating of the vessel; Promulgation of MSI; Bridge-to-bridge communications; and General radiocommunications. COMMUNICATION SYSTEMS 6 The following communications systems are used in the GMDSS. Satellite communications 7 Satellite communications are particularly important elements of the GMDSS. 8 The Inmarsat system uses geostationary satellites, i.e. satellites that remain in a fixed position in space with respect to the earth s surface. It provides vessels fitted with ship earth stations with a means of distress alerting, and a capability for two-way communications using radiotelephony, telex or data transmission. Inmarsat s so-called L-band satellite EPIRBs (Electronic Position-Indicating Radio Beacons) are also used for distress alerting. The International SafetyNET service is used as a main means to provide MSI to areas not covered by NAVTEX. 9 A polar-orbiting satellite system using 406 MHz EPIRBs the COSPAS-SARSAT system provides one of the main means in the GMDSS of distress alerting and determining the identity and position of a vessel in distress. Terrestrial communications 10 With terrestrial communications digital selective calling (DSC), which is a fully automated calling technique, forms the basis of distress alerting and safety communications. Distress and safety communications following a DSC call can be performed by radiotelephony or telex or both. 11 Use of high frequencies (HF) provides a long-range service in both the ship-to-shore and the shore-to-ship directions. In areas covered by Inmarsat it can be used as an alternative to satellite communications and outside these areas is provides the only long-range communications capability. Frequencies have been designated in the 4, 6, 8, 12 and 16 MHz bands for this service.

203 Page Medium frequency (MF) radiocommunications provide the medium-range ( nm) service. In the ship-to-shore, shore-to-ship and ship-to-ship directions the frequency khz is used for distress alerts and safety calling using DSC, and 2182 khz is used for distress and safety traffic by radiotelephony khz is used for distress and safety traffic by telex. 13 Very high frequencies (VHF) provides short-range (20 50 nm) service on channel 70 for distress and safety calls using DSC and on channel 16 for distress and safety traffic by radiotelephony. There is no short-range telex service on VHF. Locating 14 The search and rescue transponder (SART) is a portable unit which is designed to provide a locating signal, and, as such, is primarily intended to be deployed on survival craft. When interrogated by a 9 GHz (3 cm) radar, the SART response paints a series of 12 dots, pointing to the distress location, on the radar screens of vessels and suitably equipped aircraft engaged in a search and rescue operation.

204 Page 202 APPENDIX 17 RADIOTELEPHONY PROCEDURES (referred to in paragraphs in section II and in section III) A. RECEPTION OF SAFETY MESSAGES Any message which you hear prefixed by one of the following words concerns safety: Mayday (Distress) Pan (Urgency) Securité (Safety) Indicates that a vessel, aircraft or other vehicle is threatened by grave and imminent danger and requests immediate assistance. Indicates that the calling station has a very urgent message to transmit concerning the safety of a vessel, aircraft or other vehicle, or the safety of a person. Indicates that the station is about to transmit a message concerning the safety of navigation or giving important meteorological warnings. If you hear these words, pay particular attention to the message and call the master or the officer on watch. B. DISTRESS TRANSMITTING PROCEDURES To be used only if immediate assistance is required. Use plain language whenever possible. If language difficulties are likely to arise use tables 2 and 3 below, sending the word Interco to indicate that the message will be in the International Code of Signals. Call out letters as in table 1. Call out numbers figure by figure as in table 1. To indicate distress: 1. If possible transmit the alarm signal (i.e. two-tone signal) for 30 seconds to one minute, but do not delay the message if there is insufficient time in which to transmit the alarm signal. 2. Send the following distress call: Mayday mayday mayday. This is... (name or call-sign of vessel spoken three times). 3. Then send the distress message composed of: Mayday followed by the name or call-sign of vessel; Position of vessel; Nature of distress;

205 Page 203 and, if necessary, transmit the nature of the aid required and any other information which will help the rescue. TABLE 1. PHONETIC TABLES FOR USE IN TRANSMITTING PLAIN LANGUAGE OR CODE A. Alphabetical Letter Word Pronounced as* Letter Word Pronounced as * A Alfa Al-fah N November No-vem-ber B Bravo Brah-voh O Oscar Oss-cah C Charlie Char-lee or P Papa Pah-pah Shar-lee Q Quebec Keh-beck D Delta Dell-tah R Romeo Row-me-oh E Echo Eck-oh S Sierra See-air-rah F Foxtrot Foks-trot T Tango Tang-go G Golf Golf U Uniform You-nee-form or H Hotel Hoh-tell Oo-nee-form I India In-dee-ah V Victor Vik-tah J Juliett Jew-lee-ett W Whiskey Wiss-key K Kilo Key-loh X X-ray Ecks-ray L Lima Lee-mah Y Yankee Yang-key M Mike Mike Z Zulu Zoo-loo B. Numerical Figure Word Pronounced as** Figure Word Pronounced as ** 0 Nadazero Nah-dah-zay-roh 6 Soxisix Sok-see-six 1 Unaone Oo-nah-wun 7 Setteseven Say-tah-seven 2 Bissotwo Bees-soh-too 8 Oktoeight Ok-toh-ait 3 Terrathree Tay-rah-tree 9 Novenine No-vay-niner 4 Kartefour Kar-tay-fower Decimal Decimal Day-see-mal 5 Pantafive Pan-tah-five point Full stop Stop Stop * ** The syllables to be emphasized are in bold type. All the syllables should be given equal emphasis.

206 Page 204 TABLE 2. POSITION IN CODE FROM THE INTERNATIONAL CODE OF SIGNALS (1) By bearing and distance from a landmark code letter A (Alpha) followed by a three-figure group for vessel's true bearing from landmark; Name of landmark; Code letter R (Romeo) followed by one or more figures for distance in nautical miles; or (2) By latitude and longitude. Latitude Code letter L (Lima) followed by a four-figure group; (2 figures for degrees, 2 figures for minutes) and either N (November) for latitude north, or S (Sierra) for latitude south. Longitude Code letter G (Golf) followed by a five-figure group; (3 figures for degrees, 2 figures for minutes) and either E (Echo) for longitude east, or W (Whisky) for longitude west. TABLE 3. NATURE OF DISTRESS IN CODE FROM THE INTERNATIONAL CODE OF SIGNALS Code Words to be Text of signal letters transmitted AE Alfa Echo I must abandon my vessel BF Bravo Foxtrot Aircraft is ditched in position indicated and requires immediate assistance CB Charlie Bravo I require immediate assistance CB6 Charlie Bravo I require immediate assistance, I am on fire Soxisix DX Delta X-ray I am sinking HW Hotel Whisky I have collided with surface craft Answer to vessel in distress CP Charlie Papa I am proceeding to your assistance ED Echo Delta Your distress signals are understood EL Echo Lima Repeat the distress position Note: A more comprehensive list of signals may be found in the International Code of Signals.

207 Page 205 C. EXAMPLES OF DISTRESS PROCEDURE 1. Where possible, transmit alarm signal followed by spoken words "Mayday mayday mayday. This is (name of vessel spoken three times, or call-sign of vessel spelt three times using table 1). Mayday (name or call-sign of vessel). Position 5425 north west I am on fire and require immediate assistance." 2. Where possible, transmit alarm signal followed by spoken words "Mayday mayday mayday (name of vessel spoken three times, or call-sign of vessel spelt three times using table 1). Mayday (name or call-sign of vessel). Interco Alfa Nadazero Unaone Pantafive Ushant Romeo Kartefour Nadazero Delta X-ray. ((Vessel) in distress position 015 degrees Ushant 40 miles I am sinking.)" 3. Where possible, transmit alarm signal followed by spoken words "Mayday mayday mayday (name of vessel spoken three times, or call-sign of vessel spelt three times using table 1). Mayday (name or call-sign of vessel). Interco Lima Pantafive Kartefour Bissotwo Pantafive November Golf Nadazero Unaone Soxisix Terrathree Terrathree Whisky Charlie Bravo Soxisix. ((Vessel) in distress position latitude north longitude west I require immediate assistance I am on fire.)"

208 Page 206 APPENDIX 18 FOOD AND HYGIENE ON BOARD FISHING VESSELS * (referred to in paragraphs in section II and in section III) 1 This appendix provides guidance on food and hygiene that will be applicable to the majority of vessels equipped with galleys and basic sanitary accommodations. Responsibility of fishing vessel owners 2 Fishing vessel owners should ensure that food handlers receive appropriate education and training in the principles and practice of food hygiene and associated health and safety issues and that they maintain acceptable standards to secure the health and well-being of crews. Bacterial food contamination 3 Bacterial contamination is the most serious risk to food safety. Contaminated food looks, tastes and smells completely normal and causes the vast majority of food poisoning cases. Contamination usually occurs through ignorance and food handlers taking short cuts. 4 The 10 main reasons for food poisoning are: 1. Preparation of food too far in advance and stored at room temperature. 2. Cooling food too slowly prior to refrigeration. 3. Not reheating food to high enough temperatures to destroy harmful bacteria. 4. Using contaminated cooked food. 5. Undercooking. 6. Not thawing frozen meat for sufficient time. 7. Cross contamination from raw food to cooked food. 8. Storing hot food below 63 C. 9. Infected food handlers. 10. Improper use of leftovers. Personal hygiene 5 Food handlers have a responsibility therefore too observe high standards of personal cleanliness to ensure that they do not contaminate food. There must be sufficient means for washing and drying hands. Prominent signs about washing hands are advisable. * This appendix is drawn substantially from United Kingdom Marine Guidance Note MGN 61 (M+F), Guidelines for Food Hygiene on Merchant Ships and Fishing Vessels.

209 Page 207 Fitness to work 6 Food handlers with food poisoning symptoms, eg. diarrhoea and vomiting or suspected of carrying food poisoning organisms because of close contact with a confirmed case should be excluded from any job which might expose food to risk of contamination. Segregation of raw and cooked foods 7 Raw food must always be kept apart from cooked food or milk that requires no further treatment before consumption. 8 Separate work surfaces, chopping boards and utensils should be set aside for the preparation of raw meat and must not be used for the preparation of foods that will be eaten without further cooking. Temperature control 9 Pathogenic bacteria thrive in warm conditions. To prevent their growth it is essential to keep food either very hot (above 63ºC) or very cold (below 5ºC). Food should not be left in the danger zone (5ºC - 63ºC) for longer than is absolutely necessary. 10 Meat products or rice should not be reheated more than once. If reheating is absolutely necessary the food should be covered and cooled rapidly after cooking and stored in a refrigerator until it is ready to be reheated. It should be then reheated rapidly and thoroughly. 11 Cooling of food is likely to be a potential health hazard. The following points should be considered to minimize the risk of contamination during the cooling process..1 Use a safe cooling area. Pour liquids into shallow pans and stir frequently..2 Split food into relatively small pieces or batches..3 Cover food with a tight wrapping..4 Use an iced water bath. 12 Chill cabinets, cold rooms and refrigerators should have a temperature between 0 and 5ºC and deep freeze units should be minus 18ºC or below. As a guide frozen food can be safely stored at minus 12ºC for one month only. Regular maintenance of refrigeration equipment, including checks on door seals, defrosting and checks on the correct functioning of thermometers should be carried out as a routine by crewmembers. 13 Dry food stores should be dry, cool, around 10ºC, well lit and ventilated. Cleaning procedures 14 All articles that come into contact with food should be thoroughly washed, rinsed and disinfected before use. Cracked or chipped food containers should be discarded.

210 Page Mechanical dishwashers should be regularly cleaned. Recommended temperatures should ensure that items come out clean, too hot to handle and air dry in less than half a minute. Clean items should be air-dried away from dirty items. Drying cloths should not be used. 16 Food and equipment must not be exposed to contamination during cleaning operations. For example utensils are often stored in the bottom shelf of an open unit, leaving them exposed to contamination from hose water used to clean the deck. 17 Ventilation hoods and grease filters should be cleaned regularly. The inside surfaces of ducting should be cleaned at least once every 3 months. Pests 18 Good housekeeping obviously minimizes the risk of infestation and it is important to ensure that areas, particularly refuse areas are kept in a clean and tidy condition. Lids should always be kept on waste bins that should be washed after emptying. 19 Flies and cockroaches present a serious hazard because of their feeding habits and the sites they visit. 20 As cockroach and other pest presence on vessels is fairly common, it is reasonable to expect a responsible member of crew to carry out routine inspections of food areas, particularly undisturbed areas. If pests are found appropriate action should be taken to eradicate or minimize the problem. Stock control 21 Great care should be taken to ensure the use of commodities in strict date rotation and that supplies have the best possible durability date. Perishable provisions should neither be ordered nor accepted in quantities greater than can be consumed before the expiry date, with the exception of frozen foods. Provided these have been maintained in hard frozen condition from production to delivery and during storage on board vessel, they may be accepted for use beyond the date marking. Ventilation in galleys 22 Mechanical ventilation systems should be used and should be adequate to maintain a reasonable temperature without the need to jam open fire doors or doors to the open deck. Sanitary facilities 23 Sanitary accommodation should be easily cleaned and impervious to damp and properly drained with sufficient light, heat, ventilation and hot and cold water. WCs should have an ample flush of water, available at all times and independently controlled. Shower heads should be cleaned in a chlorine solution (50ppm) every 3 months.

211 Page 209 Potable water 24 Potable water should be bright, clear, virtually colourless and it should bubble when shaken. This does not however guarantee that the water is safe. It is therefore essential that control measures are taken to minimize the risk of contamination. 25 Dedicated fresh water hoses should be super chlorinated at 100ppm for a contact of one hour at least every 6 months. 26 All fresh water taken from shore should be chlorinated on loading to ensure a residual free chlorine content of 0.2ppm, unless an automatic chlorination unit is used. Concentration levels should be checked. 27 Storage tanks should be opened up, emptied, ventilated and inspected at intervals not exceeding 12 months for inspection and maintenance. Tanks should be thoroughly cleaned, re-coated as necessary and flushed out. 28 It is also recommended that water be tested for bacterial and chemical contamination every 3 months. Crew information 29 Information, including simple placards and up-to-date material, relating to national and international regulations on food preparation and storage, and hygiene and food safety should be readily available to members of the crew in an approved language understood by the crew. 30 The following is an example of the kind of information that might be posted in the galley to promote food safety.

212 Page 210 TEN TIPS FOR FOOD SAFETY STORE CHILLED AND FROZEN FOOD QUICKLY (Keep delays to an absolute minimum when taking on stores) KEEP YOUR GALLEY CLEAN (Disinfect worktops, equipment and utensils between handling food that is to be cooked and food that is not to be cooked) WASH HANDS THOROUGHLY (Particularly after visiting the toilet, before preparing food, in between handling raw and cooked food and after handling waste food) PREPARE AND STORE RAW AND COOKED FOOD SEPARATELY (If separate cabinets are not available then raw meat and fish should be stored at the bottom of the refrigerator and always keep food covered) KEEP YOUR REFRIGERATOR BELOW 5 C (Get a refrigerator thermometer) KEEP YOUR FREEZER BELOW -18 C (Mould growth can occur at temperatures of -10 C) DEFROST FOOD IN CONTROLLED CONDITIONS (Not in the galley - use a cool clean area such as the food handling room and keep it covered and separate from cooked foods) CHECK "USE-BY" DATES (Use foods within the stated period) COOK FOOD THOROUGHLY (If you reheat, do it only once and make sure it's piping hot) KEEP HOT FOOD HOT AND COLD FOOD COLD (Do not just leave food standing around) Note: This Appendix is drawn substantially from United Kingdom Marine Guidance Note MGN 61 (M+F), Guidelines for Food Hygiene on Merchant Ships and Fishing Vessels.

213 Page 211 APPENDIX 19 HELICOPTER EVACUATION * (referred to in paragraphs in section II and in section III) Assistance by Helicopters A helicopter may be used to supply equipment and rescue or evacuate persons The radius of helicopter action usually varies up to 300 nautical miles from base, but it can be greater, especially with air-to-air refuelling Lifting capacity is between one and up to 30 persons depending on the size and type of aircraft Rescue operations involve helicopter crew risks which should be minimized. It is essential to evaluate the seriousness of the situation, and to ascertain the need of helicopter assistance The helicopter s mass may be a factor limiting the number of survivors taken aboard each trip. It may be necessary to reduce the mass of the helicopter by removal of non-essential equipment, or using minimum fuel loads and advance bases with fuelling capabilities For the evacuation of persons, the end of a winching cable may be provided with a rescue sling, basket, net, litter, or seat Experience has shown that when winching a person suffering from hypothermia, especially after immersion in water, a rescue basket or stretcher should be used to keep the person in a horizontal position, since winching in a vertical position may cause severe shock or cardiac arrest. Rescue Sling The most widely used means for evacuating persons is the rescue sling Slings are suited for quickly picking up uninjured persons, but are unsuitable for persons with injuries The sling is put on in much the same way as one puts one a coat, ensuring that the loop of the sling passes behind the back and under both armpits The person using the sling must face the hook. Hands should be clasped in front. * Drawn from IAMSAR Manual (International Aeronautical and Maritime Search and Rescue Manual), Volume III Mobile Facilities, Section 2 (IMO/ICAO London/Montreal, 1998).

214 Page The person must not sit in the sling, nor should the sling be unhooked. Double Lift Method Some search and rescue helicopters use the double lift method which consists of a normal sling and a seating belt manned by a helicopter crewmember This method is suitable for pick-up of incapacitated persons from land, water, or the deck of a vessel, if they are not injured badly enough so that a litter to be used The helicopter crewmember puts the person into the sling and conducts the winching operation. Rescue Basket Use of the rescue basket does not require any special measures. To use the basket, the person merely climbs in, remains seated and holds on. Rescue Net The rescue net has a conical brig cage appearance and is open on one side To use the net the person merely enters the opening, sits in the net, and holds on. Rescue Litter Patients will in most cases be disembarked by means of a rescue litter The evacuation of patients can be done in a special litter provided at the site Bridles are fitted to this litter and can quickly and safely be hooked on and off The litter provided by the helicopter should be unhooked from the winch cable while the patient is being loaded. Rescue Seat The rescue seat looks like a three-pronged anchor with two flat flukes or seats Persons to be hoisted merely sit astride one be or two of the seats and wrap their arms around the shank This device can be used to winch two persons at once.

215 Page 213 Helicopter Operations - General Helicopter operations include landing and winching on land or at sea. Landings on vessels will normally be done on well-equipped and trained craft. Discussion here will focus on winching since it may be conducted for various trained and untrained facilities. Winching can be hazardous to the persons being hoisted, the rescue facility, and others at the scene of the winching The final decision about whether it is safe to conduct the winching, subject to agreement of personnel at the scene, is with the person in command of the rescue facility The vessel or the ground facility at the rescue scene should be briefed on what is required. A sample briefing is provided after this discussion. This briefing can be given by another SAR facility prior to the on-scene arrival of the helicopter. Communications between Vessel and Helicopter for Winching Operations It is important that information be exchanged between the vessel and helicopter, and that it is understood A direct radio link should be established between vessel and helicopter. This is usually accomplished by having the helicopter equipped with a marine VHF FM radio able to transmit and receive on at least Channel 16 and preferably on two other simplex working frequencies The exchange of information and instruction about rendezvous positions, etc., may be established through shore-based radio stations Unless other arrangements have been agreed upon in advance, the vessel should monitor VHF Channel 16 for the arrival of the helicopter When the helicopter is equipped for DF, it can identify the vessel and home on it by using the vessel s radio transmission on an agreed frequency To avoid any misunderstandings, the following is a selection of internationally developed phrases which may be used as appropriate. Helicopter to Vessel Join me on VHF Channel... Query - what is your exact position? Please transmit a long homing signal on 410 khz Query - what is your course? Query - what is your speed? Query - what is the present relative wind direction and speed across your deck? Query - what are the pitch, roll, sea, and spray conditions at the operating area?

216 Page 214 I understand that your vessel has a landing area with a clear zone of metres in diameter on the port/starboard side/centre line, or has a pick-up area with a manoeuvring zone of metres in diameter on the port/starboard side. I propose to serve you on the port/starboard/centre line landing/pick-up area. I will be overhead your vessel in minutes. I have you in sight. Query - is the vessel ready? Query - is the deck party ready? Query - is the operating area clear of unnecessary personnel? Query - is the fire-fighting equipment ready? Please confirm that there are no obstructions above the operating area. Please confirm that all passengers have been briefed on winching procedures. Please confirm permission to land. I am standing by. I expect to be ready in minutes. Please maintain your course and speed (if possible). Can you alter course to degrees? Can you reduce speed to knots? Please advise when you have steadied on your new speed/course. Can you resume tour original course and speed? Acknowledgement. Vessel to Helicopter My vessel s position is miles from (prominent point). My vessel has a landing area with a clear zone of metres diameter on the port/starboard side/centre line, or a pick-up area with a manoeuvring zone of metres diameter on the port/starboard side. My vessel is/is not ready for you to approach. Stand by. I expect to be ready for you to approach in minutes. My present course is degrees. My present speed is knots. The relative wind is degrees at knots. I am shipping light spray on deck/heavy spray on deck. I am pitching/rolling moderately/heavily. Query - do you wish me to alter course? Query - do you wish me to reduce speed? The vessel is ready - all preparations have been made. Affirmative: you have permission to proceed with the operation. Affirmative: you have permission to land. Acknowledgement.

217 Page Means of communication between vessel and helicopter are further indicated in the International Code of Signals - General Section, DISTRESS - EMERGENCY under AIRCRAFT - HELICOPTER. Sample Briefing to Vessel Prior to Helicopter Winching (Modify text for helicopter winching over land) A helicopter is proceeding to your position and should arrive at approximately. Maintain a radio watch on MHz/kHz/Channel VHF-FM. The helicopter will attempt to contact you. Provide a clear area for winching, preferably on the port stern. Lower all masts and booms that can be lowered. Secure all loose gear. Keep all unnecessary people clear of the pick-up area. Just before the helicopter arrives, secure the vessel s radar or put it in standby mode. Do not direct lights towards the helicopter as it will adversely affect the pilot s vision. Direct available lighting to illuminate the pick-up area. When the helicopter arrives, change course to place the wind 30 degrees on the port bow and maintain a steady course and steerage-way. As the helicopter approaches, strong winds may be produced by the rotors, making it difficult to steer. The helicopter will provide all the equipment for the winching. A line will probably be trailed from the helicopter for your crew to guide the rescue device as it is lowered. Before touching the rescue device, allow it to touch your vessel. This will discharge static electricity. If you have to move the rescue device from the pick-up area to load the patient, unhook the cable from the rescue device and lay the loose hook on the deck so it can be retrieved by the helicopter. Do not attach the loose hook or the cable to your vessel. The helicopter may move to the side while the patient is being loaded. Have the patient wear a lifejacket, and attach any important records, along with a record of medications that have been administered. When the patient is securely loaded, signal the helicopter to move into position and lower the hook. After allowing the hook to ground on the vessel, re-attach it to the rescue device. Signal the winch operator with a thumbs up when you are ready for the winching to begin. As the rescue device is being retrieved, tend the trail line to prevent the device from swinging. When you reach the end of the trail line, gently toss it over the side. Vessel Preparation The following information should be exchanged between the helicopter and the vessel: - position of the vessel - course and speed to the rendezvous position - local weather conditions - how to identify the vessel from the air (such as flags, orange smoke signals, spotlights, or daylight signalling lamps).

218 Page 216 Positioning of Landing or Pick-up Areas Operating areas on vessels should be located on the main deck and, if practicable, arranged on both port and starboard sides. The operating areas consist of an outer manoeuvring zone and an inner clear zone. Whenever possible, the clear zone should be close to the vessel s side. Any amount of the manoeuvring zone may extend outboard but none of the clear zone may do so Identify clear access to the operating area and exit from it to the vessel s side Establish the best position within the area for the manoeuvring zone that will gave the largest clear zone Areas close to the bow are not recommended due to the increased air-flow turbulence created by the vessel s passage As large a stretch of deck which is clear of obstructions should be made available as a pick-up area Larger vessels may have areas marked on their decks. These markings are an aiming circle with H painted in white for landing, or a circle with an inner circle painted yellow for winching only, as shown below.

219 Page 217 Manoeuvring zone No restriction No obstacle above on obstacle 3.0 m in height height clear zone 5.0 m minimum! Painted yellow No restriction on obstacle height Maximum obstacle height 3.0 metres. Helicopter manoeuvring zone minimum 30.0 metres Helicopter hover height above highest obstacle 3.0 metres During the night, pick-up area floodlighting should be provided and the floodlights should be located so as to avoid glare to pilots in flight or to personnel working on the area. The arrangement and aiming of floodlights should be such that they are not directed towards the helicopter and shadows are kept to a minimum. The spectrum distribution of the floodlights should be such that the surface and obstacle markings can be correctly identified. Obstacles should be clearly identified by obstacle lights. Where pick-up area floodlighting and obstacle lighting cannot be provided, the vessel should, in consultation with the pilot, be illuminated as brightly as possible, particularly the pick-up area and any obstructions, such as masts, funnels, deck gear, etc Clothing or other objects lying about should be cleared away or secured due to strong air-wind current from the helicopter The helicopter may be able to lift a person from a lifeboat or a liferaft secured on a long painter. However, liferafts have been overturned by the helicopter s air-current.

220 Page 218 Safety Preparations A briefing to discuss the safety aspects and operational details of helicopter-vessel operations should be held for all involved personnel prior to the operation s commencement Wherever available the following fire-fighting equipment or its equivalent should be ready during helicopter operations: (i) at least two dry powder extinguishers with an aggregate capacity of not less than 45 kg; (ii) a suitable foam application system (fixed or portable), capable of delivering a foam solution at a rate of not less than 6 litres per minute for each square metre of clear zone and sufficient foam compound to enable the rate to be maintained for at least five minutes; (iii) carbon dioxide (CO 2 ) extinguishers with an aggregate capacity of not less than 18 kg; (iv) a deck water system capable of delivering at least two jets of water to any part of the helicopter operating area; (v) at least two fire hose nozzles, which should be the dual purpose type, and hoses sufficient to reach any part of the helideck; (vi) fire-resistant blankets and glovers; (vii) sufficient fire proximity suits; (viii) portable fire-fighting equipment for oil fires should be stationed near the disembarkation space; (ix) if possible, the fire-fighting pump should be started and hoses should be connected and kept in readiness For better identification from the air, and also for showing the direction of the wind to the helicopter pilot, flags and pennants should be flown All crewmembers concerned, as well as the persons to be evacuated, should wear lifejackets. This precaution may be amended when it would cause unjustifiable deterioration of the condition of the patient to be transferred Care should be taken that the patient does not wear loose clothing or headgear On no account should the lifting device on the end of the winch cable be secured to any part of the vessel or become entangled in the rigging of fixtures The crewmembers of the fishing vessel should not attempt to grasp the lifting device unless requested to do so by the helicopter crew. Even in this case, a metal pert of the lifting device should first be allowed to touch the deck in order to avoid possible shock due to static electricity When helicopter winching is to be done from carriers of flammable or explosive cargo, in the vicinity of a flammable mixture spillage, the winching must be grounded clear of spillage or the carrier s tank venting area in order to preclude a possible fire or explosion from an electrostatic discharge.

221 Page The helicopter pilot will want to approach the vessel in such a way that the helicopter will hover into the relative wind and with the pilot s side (starboard) closed to the vessel during the approach If the helicopter is to approach in the usual manner, from the stern, the vessel should maintain a constant speed through the water and keep the wind 30 degrees on the port bow or on either beam if the area is amidships, or 30 degrees on the starboard quarter if the area is forward A flow of air, as free of turbulence as possible, clear of smoke and other visibility restrictions, over the pick-up area is very important These procedures may be modified on instructions from the pilot if communications exist Personal belongings should not be taken along. Loose gear can become entangled in the winch cable or pulled up into the helicopter rotors.

222 Page The following diagrams show the appropriate day shape a vessel must display while engaged in helicopter operations and signals that may be used in winching communications: " # " Helicopter operations FORWARD Signal given to helicopter pilot to indicate that the vessel is ready and the helicopter may approach. (Arms repeatedly moved upward and backwards, beckoning.) FINISHING OPERATIONS Signal given to helicopter pilot to indicate operations finished. (Arms repeatedly crossed above the head.)