SAFE GANGWAY & LADDER OPERATIONS
SAFE GANGWAY & LADDER OPERATIONS A VIDEOTEL PRODUCTION
PRINT AUTHOR Sheila Brownlee
84 NEWMAN STREET, LONDON W1T 3EU TELEPHONE +44(0)20
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[email protected] www.videotel.co.uk
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SAFE GANGWAY & LADDER OPERATIONS A VIDEOTEL PRODUCTION THE PRODUCERS WOULD LIKE TO ACKNOWLEDGE THE ASSISTANCE OF THE MASTER, OFFICERS AND CREW OF ARKLOW WIND, MAERSK GOSFORTH, ORANGE STAR AND ORANGE BLOSSOM Arklow Shipping Ltd Atlanship S.A. The Bristol Port Company Essar Shipping Limited Evergreen Marine Corp. International Maritime Organization (IMO) International Maritime Pilots Association (IMPA) MOL Tankship Management (Europe) Ltd Pacific Basin Shipping (HK) Ltd Tyne Gangway (Structures) Ltd V Ships Group Vela International Marine Ltd CONSULTANT: Sir William Codrington PRODUCER: Peter Wilde WRITER/DIRECTOR: Andy Humphrey PRINT AUTHOR: Sheila Brownlee WARNING Any unauthorised copying, lending, exhibition, diffusion, sale, public performance or other exploitation of the accompanying video is strictly prohibited and may result in prosecution. © COPYRIGHT Videotel 2006 This workbook and accompanying video/DVD training package is intended to reflect the best available techniques and practices at the time of production. It is intended purely as comment. No responsibility is accepted by Videotel, or by any firm, corporation or organisation who or which has been in any way concerned with the production or authorised translation, supply or sale of this video for accuracy of any information given hereon or for any omission herefrom.
SAFE GANGWAY AND LADDER OPERATIONS
VIDEOTEL PRODUCTIONS
CONTENTS
ABOUT THIS BOOKLET
4
INTRODUCTION
5
CAUSES OF GANGWAY AND ACCOMMODATION LADDER INCIDENTS
6
RISK ASSESSMENT
7
ACCOMMODATION LADDER RIGGING IN PORT
8
GANGWAY RIGGING IN PORT
11
WHILE ON WATCH
12
PILOT LADDERS
13
MAINTENANCE
19
SUMMARY
20
ASSESSMENT QUESTIONS
21
FURTHER READING AND RESOURCES
24
APPENDICES Checklists Regulations relating to safe access Case studies
25 25 26 31
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SAFE GANGWAY AND LADDER OPERATIONS
ABOUT THIS BOOKLET
VIDEOTEL PRODUCTIONS
The purpose of SAFE GANGWAY AND LADDER OPERATIONS is to raise awareness and improve the safety of gangway, pilot and accommodation ladder operations, by helping deck officers and crew members understand correct procedures and maintenance. This booklet mirrors the accompanying video’s structure, and contains practical guidance, checklists, case studies and further resources, including extracts from relevant regulations.
Helping deck officers and crew members understand correct procedures and maintenance
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SAFE GANGWAY AND LADDER OPERATIONS
INTRODUCTION
VIDEOTEL PRODUCTIONS
Gangways and accommodation ladders are common sources of accidents when they are not securely rigged or correctly maintained. An accommodation ladder that seems potentially unsafe can also lead visitors to form a poor first impression of your ship. Whether the means of access is amidships, or at the stern, or via a shorebased moveable gangway, it is of vital importance to rig and maintain all gangway and accommodation ladder equipment to manufacturers’ specifications and to meet the recommended safety standards. Pilots must be able to embark and disembark safely, and the personnel who assist them must know the correct operational procedures. The Master is responsible for providing safe access to the vessel, and it is every crew member’s duty to ensure that gangways and accommodation ladders are safe to use and in full working order.
It is every crew member’s duty to ensure that gangways and accommodation ladders are safe
Pilots must be able to embark and disembark safely
The Master is responsible for providing safe access to the ship
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SAFE GANGWAY AND LADDER OPERATIONS
VIDEOTEL PRODUCTIONS
Near injuries, injuries or even fatalities can result from: CAUSES OF GANGWAY AND • A gangway or accommodation ladder failing, because nobody has ACCOMMODATION noticed that a fitting has deteriorated over a period of time LADDER • Incorrectly rigged safety nets INCIDENTS • The gangway or accommodation ladder being positioned at too steep an angle
• Stanchions not being properly secured • Slippery surfaces • Inadequately lit access areas during hours of darkness • Failure of lifting and lowering mechanisms • Handrails that are too slack • Fittings that are not regularly inspected and maintained and can become loose
• Too many people on the gangway or accommodation ladder at one time
• Not taking due care when boarding or leaving a ship, particularly at night
• The person utilising the access equipment being under the influence of alcohol or narcotics.
If the person stowing or rigging the ladder is not wearing personal protection equipment (PPE) or if there is no lifebuoy with a line available at the gangway or accommodation ladder, the result of the accident is likely to be even more serious.
Incorrectly rigged safety nets
Unsafe crewmember
Case studies of recent accidents are included in the Appendix.
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SAFE GANGWAY AND LADDER OPERATIONS
RISK ASSESSMENT
VIDEOTEL PRODUCTIONS
The risks involved in operating and using an accommodation ladder, gangway or pilot ladder must be assessed, to minimise the likelihood of accidents. Whether at sea or in port, it is good seamanship to make sure that the correct procedures and safety measures have been applied. Responsible personnel must understand each system and how it is to be deployed, and regularly inspect the equipment between periods of deployment to ensure that equipment is ready for use when required. Risk assessment is not something that is just carried out once. It is an ongoing process of familiarisation, checking and re-checking to ensure that equipment is kept to the highest standard and that correct procedures are adhered to.
UNDERSTANDING THE GANGWAY OR ACCOMMODATION LADDER SYSTEM First of all, personnel responsible for rigging and operating ladders must be completely knowledgeable about the manufacturers’ recommendations. The manuals for the equipment are usually kept on the bridge or in the Chief Officer’s office. Personnel should also be familiar with SOLAS Chapter 5 regulations regarding pilot ladders. (See Appendix.)
INSPECTING THE EQUIPMENT Ladders and gangways are constantly exposed to the weather, so they must be checked regularly.
• Are all the components present? • Is there any damage, in particular to the main strength members, steps/treads and side/handrails?
• Are the moving parts worn? • Has the equipment been well maintained? • Where are the weak points? If there is a problem with any part of the equipment, it should be noted down and reported immediately, according to ship’s procedure, so that it can be dealt with in the appropriate way.
For more detail, see the Maintenance chapter.
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SAFE GANGWAY AND LADDER OPERATIONS
ACCOMMODATION LADDER RIGGING IN PORT
VIDEOTEL PRODUCTIONS
While the ship is in port, many people will need to embark or disembark (crew, agents, customs officials, stevedores, port officials, visitors) including individuals who are unfamiliar with ships. A correctly-rigged, well-maintained means of access is essential for safety and to create a good first impression.
THE ACCOMMODATION LADDER Different ships have different means of access – hydraulic gangways, rear ramps, side hatches, passenger gangways – but most common is the accommodation ladder. Deploying the accommodation ladder is one of the first deck operations on arrival at the quay, after securing the ship alongside.
Accommodation ladder positioned at correct angle
There are different makes and models of ladder but the principles remain the same. They are normally 5-20 metres long, swung out from the ship and lowered by hoist. They should be inclined to an angle of not more than 55° below the horizontal, unless designed and constructed for greater angles.
At the bottom of the ladder there is often a roller or wheels which enables the ladder to move while the ship is at the berth
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SAFE GANGWAY AND LADDER OPERATIONS
ACCOMMODATION LADDER RIGGING IN PORT
VIDEOTEL PRODUCTIONS
SAFETY NETS A safety net of suitable size and strength should be rigged between the ladder and the ship. Its purpose is to minimise the risk of injury if a person falls between the hull and the quayside.
7
Safety net incorrectly positioned
3 Safety net correctly positioned
HAZARDS IN PORT Accidents that take place in port may be a result of:
• The accommodation ladder not being positioned correctly or fastened securely
• The way that it is rigged not compensating for the movement of the ship
• Corroded wires parting suddenly (when raising and lowering) • No safety net, or the net not being rigged the whole length of the accommodation ladder
• Access being obstructed or slippery • Inadequate lighting during hours of darkness • Sobriety of those utilising the equipment
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SAFE GANGWAY AND LADDER OPERATIONS
ACCOMMODATION LADDER RIGGING IN PORT
VIDEOTEL PRODUCTIONS
CORRECT RIGGING PROCEDURE Before rigging the ladder, everyone must thoroughly understand the procedure and their role in it. The responsible officer should make sure there are enough experienced personnel and that crew members who are less experienced are supervised.
• Everyone must wear a life jacket or buoyancy vest if there is a need to work outside the line of the vessel’s side rails or bulwarks
• Check that the hoist and clutches are working and that locks are not rusted
• Check that there are no obstacles below, such as bollards • The ladder should be positioned at an angle of inclination no
greater than 55° below the horizontal, except if it has been designed and constructed to be used at a greater angle
• No one should board the ladder until it is firmly in place and all accessories correctly attached
CHECKING THAT THE ACCOMMODATION LADDER IS SAFE
• Check that the ladder is stabilised • Look for any signs of distortion, cracks or corrosion, especially on wires and winches
• Ensure the safety net is rigged so that it spans the gap between the ladder and the vessel
• If the stanchions are not permanent, as on newer versions, make sure they are all at the correct height and locked securely
• The ropes should not show signs of wear, and must be pulled tight • Ensure the bottom platform is level • If the quayside has large fenders, an extension or brow (which may be supplied and rigged by the port authority, or part of the ship’s equipment) may be necessary. This must be suitably sturdy, correctly positioned and secured
• Make sure that all the ladder’s steps are safe and clear of grease and oil
• Check that the angle of inclination is within the manufacturer’s specifications as indicated in the manual
• Check that access to the accommodation ladder is safe and unobstructed
• Post any notices that may be appropriate, such as the number of people allowed on the accommodation ladder at any one time
• The flood lighting should be working and correctly positioned to give good illumination
• Check that the moorings are attended to regularly as conditions change
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SAFE GANGWAY AND LADDER OPERATIONS
GANGWAY RIGGING IN PORT
VIDEOTEL PRODUCTIONS
Gangways can also be heavy and cumbersome to handle, but because they are usually shorter than accommodation ladders there is more leeway about where they can be placed. The fact that they have fewer moving parts means there is less potential for malfunction. However, as with accommodation ladders, they must be rigged according to the manufacturer’s specifications and with the recommended safety systems. Generally, gangways are one metre wide and made of aluminium. They have non-slip surfaces, heavy duty securing lugs and rolling wheels on the shore side. They are ideal for ship to ship access as long as the angle of inclination is not too steep. As with accommodation ladders, gangways must be properly maintained and regularly inspected:
• A safety net should be correctly rigged • There should be no obstructions underneath the gangway • When lifting a gangway, the inboard end should be controlled by the use of preventer lines
• When raising or lowering the gangway, crew should stand in safe positions where a moving load cannot hit them
• PPE should be worn, as appropriate • The gangway should be regularly monitored in case circumstances in port change, causing it to move
• It should be adequately illuminated during hours of darkness Gangway rigging
Passengers using a cruise liner gangway
CRUISE LINER GANGWAYS Cruise liners board their passengers either by port controlled gangways or by ship gangways. Bear in mind that most passengers are not seafarers and are less aware of potential risks. Their safety is the ship’s responsibility.
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SAFE GANGWAY AND LADDER OPERATIONS
WHILE ON WATCH
VIDEOTEL PRODUCTIONS
It is the ship’s responsibility to ensure that a gangway or accommodation ladder is safely rigged and tended while in port. The deck watch must continuously monitor the shore access for security and safety. Safety considerations include: a change in the weather, a drop in temperature causing ice to form, or other circumstances such as the tendency for the ladder foot to wander on the quay due to the vessel’s movement. Monitoring can be carried out using CCTV (Closed Circuit Television), if available.
MONITORING CHECKLIST
• Be aware of tidal rise and fall and how this may affect the angle of inclination and the position of the ladder on the quay
• Consider surge caused by passing ships and whether damage could occur
• Make sure the number of people using the ladder at any one time is within the manufacturer’s instructions
• Post notices if conditions change and present a hazard • Ensure the safety net remains tight at all times • Watch out for any obstructions ashore • Keep a log of the supervision of the gangway and all maintenance carried out.
CHECKLIST ON DEPARTURE
• Immediately before a ship departs, raise the accommodation ladder • Look for damage or excessive wear while it is being raised • Stow and secure the accommodation ladder and accessories with as much protection as possible, to withstand possible heavy weather conditions.
Watch out for any obstructions ashore
Ensure the safety net remains tight at all times
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SAFE GANGWAY AND LADDER OPERATIONS
PILOT LADDERS
VIDEOTEL PRODUCTIONS
In order to navigate ships on arrival and departure from ports, pilots need to embark and disembark while the ship is underway
Pilot boarding arrangements are inherently more risky than accommodation ladders in port, because the pilot boat and the ship are both moving independently in the water, and the climb up or down the ladder is even more dangerous in severe weather conditions and in the dark. Accidents, often fatal, have been caused by defective equipment, lack of experienced ships’ crew and sub-standard safety procedures. Pilot boarding arrangements need to be carefully prepared for, and if possible the pilot should be contacted beforehand by VHF to find out his preferred method of boarding. If the pilot is not happy with the ship’s arrangements, he can refuse to board and this will obviously cause a delay to the ship’s schedule and incur costs and penalties. Pilot operations can be monitored from the bridge but the responsible officer must be in position to receive the pilot and offer any assistance. Transfer from a pilot ladder to an accommodation ladder is a critical operation and the officer must be prepared for any emergency.
Pilot operations can be monitored from the bridge
The responsible officer must be in position to receive the pilot and offer any assistance
PILOT RESPONSIBILITIES
• Take all necessary personal safety precautions, including using or From ‘International Best Practices for Maritime Pilotage’ OCIMF/ICS/ INTERTANKO.
wearing the appropriate PPE
• Check that the boarding equipment appears properly rigged and manned
• Liaise with the Master so that the ship is positioned and manoeuvred to permit safe boarding
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SAFE GANGWAY AND LADDER OPERATIONS
PILOT LADDERS
VIDEOTEL PRODUCTIONS
PILOT BOARDING ISSUES Pilot boarding methods vary according to the type and size of ship, but the ladders should be rigged around amidships, within the parallel body length of the ship and clear of any obstructions.
Every ship should have two pilot ladders in good condition, and the ladder section should not be longer than 12 metres or it will be too heavy for two people to handle. Do not use tripping lines tied to the bottom of the ladder to help bring the ladder back on board. These can get caught up in the pilot’s feet and can damage the pilot boat’s fittings. The pilot line should be clearly visible. This shows the pilot the most suitable place for boarding, the precise height of climb and whether the correct ladder arrangements are in place. There should be a light over the side which illuminates the ladder from its aft side, not from the forward side as it could shine directly in the pilot vessel operator’s eyes.
Stowed pilot ladder
There should be a light over the side which illuminates the ladder from its aft side
Note • Officers must be familiar with Chapter 5 Regulation 17 of SOLAS concerning pilot ladders, and must understand how they apply to their particular ship Note • The ladders should only ever be used for boarding pilots – never as working ladders Note • The ladders should always be stowed away when not in use.
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SAFE GANGWAY AND LADDER OPERATIONS
PILOT LADDERS
VIDEOTEL PRODUCTIONS
SHIPS WITH FREEBOARD OF NINE METRES OR LESS The ladders should be long enough to allow for loading and trim, and should be available on both sides of the ship, within the parallel body length of the ship, approximately amidships. They must be kept clear of any ship discharges, and a correctly equipped lifebuoy, safety line and harness for rescue should be kept nearby. Pilot ladders are heavy and at least two crew members are needed to deploy them over the side of the ship. (The weight helps to keep them stable and close to the ship’s side in rough conditions.)
Lifebuoy, safety line and harness – close to stowed pilot ladder
Two crewmembers deploying pilot ladder over the side of the ship
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SAFE GANGWAY AND LADDER OPERATIONS
PILOT LADDERS
VIDEOTEL PRODUCTIONS
PILOT LADDER SPECIFICATION Pilot ladders are normally made of uncovered, pre-stretched manila side ropes with steps made from hardwood such as ash, oak, elm or teak. Lightweight materials such as aluminium are not recommended as they can blow in the wind. Handhold stanchions are sometimes permanent where a gate is used. If there is no gate they must be attached to the bulwark so that they protrude around 100cm above the bulwark top, made secure and strong enough to hold a person’s weight. Each step should be no less than 40 cm wide and spaced 30-38 cm apart. The steps must be horizontal and kept clean. Manropes should only be attached only to the top. Some pilots find that manropes get in their way, so the responsible officer should first check whether or not the pilot requires them. Spreaders stop the ladder twisting and should be built-in as part of the ladder and not attached by lashing or shackles. They must be no more than eight steps apart with the lowest spreader five steps from the end. The four lowest steps must be made of a non-slip rubber surface or other material of equivalent strength, stiffness and durability. Once rigged, the ladder should be tested by a crew member of sufficient weight and wearing the appropriate PPE.
Stanchions attached to the bulwark
Spreaders stop the ladder twisting
Note • Check the specifications of your ship’s pilot ladders Do they comply with IMO regulations? If yours don’t, you should inform the captain or chief officer
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SAFE GANGWAY AND LADDER OPERATIONS
PILOT LADDERS
VIDEOTEL PRODUCTIONS
SHIPS WITH FREEBOARD OF MORE THAN NINE METRES A pilot ladder combined with the accommodation ladder may be necessary on ships with a freeboard greater than nine metres. Again, they must be mounted on each side around amidships within the parallel body length of the ship and must be clear of any discharges. The accommodation ladder must lead aft so that when it is lowered, the bottom step rests firmly against the ship’s side. It should be lowered to around five to seven metres above the water line. The exact level will depend on sea and weather conditions, local regulations and the size of the pilot boat. The angle of inclination must not be more than 55° and the lower platform should be horizontal with the stanchions, handrails or ropes securely fitted. The pilot ladder must be securely attached at weather deck level and positioned immediately adjacent to the lower platform with at least two metres extended above the platform. If the pilot will be transferring on to the ship more than two metres below this point, it may be necessary to lash the ladders to the ship’s hull lashing points.
Accommodation ladder with bottom firmly against the ship’s side
Accommodation ladder lowered to between 5-7 metres above water level
Accommodation ladder lowered to correct angle and with lower platform horizontal
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SAFE GANGWAY AND LADDER OPERATIONS
PILOT LADDERS
VIDEOTEL PRODUCTIONS
OTHER PILOT BOARDING SYSTEMS If a pilot makes any unusual equipment requests such as using a pilot hoist, this must be agreed by both the Master and pilot. Large modern vessels may have a system which allows the pilot access to the pilot platform through a trap door enclosed with secure railings. This equipment has its own set of instructions and maintenance systems, and the relevant manuals should be available on the bridge or in the Chief Officer’s office.
Pilot ladder attached at weather deck level
Pilot ladder lashed to lashing points
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SAFE GANGWAY AND LADDER OPERATIONS
MAINTENANCE
VIDEOTEL PRODUCTIONS
Following the manufacturers’ recommended inspection and maintenance instructions is essential to minimise the risk of accidents and damage to equipment. Even in a short time, a gangway or accommodation ladder can become hazardous if it is not correctly maintained: moving parts should be regularly lubricated, cleaned, repaired. Gangways and accommodation ladders use many different types of materials in combination with each other. Wood, steel, rubber and aluminium are common and all have their own properties which can affect performance, both on their own and when combined. For example, wood can be particularly slippery when wet, and aluminium will corrode more quickly when in contact with mild steel if it is not insulated in a proper approved manner.
MAINTAINING THE EQUIPMENT Every part of the equipment needs to be checked, repaired and replaced as necessary:
• Winches on hoists to be checked and greased • All wires, ropes, steps and joints should be inspected for any necessary adjustment, lubrication or cleaning
• Accommodation ladder wires must be renewed every two years or sooner if required
• Wood and rubber sections and ropes should be checked for rot or corrosion
• The brakes of the accommodation ladder winch should be inspected for rust
• Bent stanchions must be repaired or replaced • The underside of gangways or accommodation ladders should be
checked by turning it over at regular intervals, and fittings should be removed for thorough inspection.
All defects should be reported and recorded, and necessary steps taken to ensure that repair or replacement is carried out at the earliest opportunity. If repair or replacement is not possible and the device is therefore unusable, a notice must be securely attached stating that the device must not be used, and why.
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SUMMARY
VIDEOTEL PRODUCTIONS
• There must be safe access at all times • The means of access must be constantly monitored while in port • Everyone involved in the deployment of gangways or
accommodation ladders must understand and be familiar with the equipment
• The gangway or accommodation ladder should be safely rigged and positioned to take into account the effects of tides and surge
• A safety net should be correctly rigged and positioned below the gangway or accommodation ladder while in port.
• Adequate lighting must be provided in hours of darkness • Ropes must be kept taut • PPE must be worn, as necessary • Pilots should be asked in advance for their preferred boarding arrangements
• A responsible officer must be present at the pilot boarding point, ready to assist
• A pilot ladder should never be used for any other purpose than ship access
• Every part of the equipment must be regularly and thoroughly
inspected and maintained, according to manufacturers’ instructions
• Take nothing for granted!
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ASSESSMENT QUESTIONS
VIDEOTEL PRODUCTIONS
Check your knowledge by answering the questions below. The answers are on page 38
Q1 MANUFACTURERS’ ACCOMMODATION LADDER EQUIPMENT MANUALS ARE KEPT a) in the accommodation area b) in a box next to the equipment c) on the bridge/Chief Officer’s office
Q2 ACCOMMODATION LADDERS SHOULD BE INCLINED TO AN ANGLE OF NOT MORE THAN a) 45° b) 55° c) 65
Q3 THE BOTTOM PLATFORM OF THE ACCOMMODATION LADDER SHOULD BE ANGLED TO a) 10° b) 20° c) not angled at all – completely flat
Q4 SAFETY NETS SHOULD BE RIGGED UNDER a) the accommodation ladder in port b) the pilot ladder at sea
Q5 ACCOMMODATION LADDERS ARE STRONG ENOUGH TO WITHSTAND ANY NUMBER OF PEOPLE USING THEM AT ONCE TRUE OR FALSE?
Q6 WHILE IN PORT, IT IS THE PORT AUTHORITY’S
RESPONSIBILITY TO ENSURE THAT GANGWAYS AND ACCOMMODATION LADDERS ARE SAFELY RIGGED TRUE OR FALSE?
Q7 SHIPS WITH A HIGH FREEBOARD USUALLY HAVE a) access via small gangways or bulwark ladders b) side access with accommodation ladder or through a side hatch c) access by rear ramp or port hydraulic gangways
Q8 CRUISE LINERS BOARD THEIR PASSENGERS BY PORT CONTROLLED GANGWAYS OR SHIP GANGWAYS TRUE OR FALSE?
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ASSESSMENT QUESTIONS
VIDEOTEL PRODUCTIONS
Q9 IT IS THE PILOT’S DUTY TO BOARD REGARDLESS, EVEN IF HE IS NOT HAPPY WITH BOARDING ARRANGEMENTS TRUE OR FALSE?
Q10 THE PILOT LADDER SHOULD NOT BE LONGER THAN a) 9 metres b) 12 metres c) 15 metres
Q11 PILOT LADDERS ARE MADE OF LIGHTWEIGHT
ALUMINIUM SO THAT THEY CAN EASILY BE LIFTED BY CREW MEMBERS TRUE OR FALSE?
Q12 THE CLEAR STEP WIDTH BETWEEN THE SIDE ROPES SHOULD BE AT LEAST a) 40 cm wide b) 60 cm wide c) 80 cm wide
Q13 THE PILOT LADDER SHOULD BE ILLUMINATED BY a) the ship’s lights only b) a light positioned aft of the ladder c) a light positioned forward of the ladder
Q14 ALUMINIUM IS LIKELY TO CORRODE LESS WHEN IN
DIRECT CONTACT WITH MILD STEEL TRUE OR FALSE?
Q15 HANDHOLD STANCHIONS SHOULD BE ATTACHED TO THE BULWARK AT AROUND
a) 10 cm above the bulwark top b) 100 cm above the bulwark top c) 100 cm below the bulwark top
Q16 SPREADERS SHOULD BE NOT MORE THAN a) 2 steps apart b) 4 steps apart c) 8 steps apar
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ASSESSMENT QUESTIONS
VIDEOTEL PRODUCTIONS
Q17 IN SHIPS WITH A FREEBOARD OF MORE THAN 9
METRES, THE ACCOMMODATION LADDER SHOULD BE LOWERED TO a) 5-7 metres above the water line b) 8-10 metres above the water line c) the water line itself
Q18 IF IT IS NOT POSSIBLE TO REPAIR OR REPLACE A DEFECTIVE PART, YOU SHOULD
a) paint it red as a warning that it is unsafe b) attach a notice stating that the device must not be used and the reason why c) verbally inform all relevant personnel that it is defective
Q19 ACCOMMODATION LADDER WIRES SHOULD BE RENEWED AT LEAST ONCE EVERY a) 2 years b) 3 years c) 4 years
Q20 IT IS NOT NECESSARY TO INSPECT THE UNDERSIDE OF GANGWAYS OR ACCOMMODATION LADDERS, AS THEY ARE PROTECTED FROM CORROSION AND WEAR AND TEAR TRUE OR FALSE?
The answers can be found on page 38 23
SAFE GANGWAY AND LADDER OPERATIONS
FURTHER READING AND RESOURCES
VIDEOTEL PRODUCTIONS
USEFUL PUBLICATIONS Code of Safe Working Practices for Merchant Seamen, Ch. 6 www.mcga.gov.uk/c4mca/coswp.pdf “Pilot Ladder Safety” by Malcolm C. Armstrong “International Best Practices for Maritime Pilotage” – OCIMF, ICS and INTERTANKO A ‘Required Boarding Arrangements for Pilot’ boarding card can be downloaded from IMPA’s (International Maritime Pilots’ Association) website (see below).
WEBSITES International Maritime Organization: www.imo.org Nautical Institute: www.nautinst.org International Maritime Pilots’ Association: www.internationalpilots.org Marine Accident Investigation Branch: www.maib.dft.gov.uk Transportation Safety Board of Canada: www.tsb.gc.ca Australian Maritime Safety Authority: www.amsa.gov.au UK P&I club: www.ukpandi.com CHIRP (UK Confidential Human Factors Incident Reporting Programme): www.chirp.co.uk
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APPENDICES
VIDEOTEL PRODUCTIONS
CHECKLISTS POINTS TO BE CONSIDERED (With thanks to Tyne Gangway) n Preparatory work n Assemble a sufficient number of experienced personnel n Arrange supervision of less experienced personnel n Discuss work plan and allocate tasks n Ensure lifejackets and safety harnesses are worn as necessary n Check that boarding arrangements will be clear of working areas n Check for obstructions likely to impede lowering/positioning n Place lifebuoy with light and buoyant line with float close by
RIGGING n Test and position lighting arrangements n Check that ladder is sufficiently stable n Check that angle of inclination is satisfactory n Check safety net for wear and defects n Fit safety net correctly to span gap between ladder and vessel n Check stanchions for distortion n Ensure all stanchions are inserted/raised and locked as appropriate n Inspect rope guardrails for wear and ensure ropes are pulled tight n Ensure bottom platform is level (accommodation ladders, where fitted) n Check boarding arrangements are free of oil, grease and ice n Ensure that lifting equipment/bridle does not cause an obstruction n Position and secure additional steps if required n Post notices warning of additional steps as appropriate n Rope off any gaps in bulwark or railings (gangways) n Verify that safe access exists at shoreside end of ladder n Verify that safe access exists at shipboard end of ladder n Examine ladder closely for signs of distortion, cracks or corrosion n Examine hoisting wires and equipment for wear and damage n Report and record all defects found and equipment replaced n Post sailing board
TENDING n Check regularly whether repositioning is required n Check regularly whether safety net/rope guardrails require adjustment n Watch out for potential obstructions ashore n Carry out regular checks to ensure that safe access is maintained
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APPENDICES
VIDEOTEL PRODUCTIONS
REGULATIONS RELATING TO SAFE ACCESS MERCHANT SHIPPING (MEANS OF ACCESS) REGULATIONS, 1988 GENERAL DUTIES OF EMPLOYERS AND MASTERS AND OTHERS 4.1 The employer shall provide adequate equipment and resources so as to ensure that there can be, at all times, a safe means of access between the ship and any quay, pontoon or similar structure or another ship alongside which the ship is secured and, without prejudice to the generality of this duty and the following Regulations, shall ensure that the Master will have available the equipment and resources necessary to enable him to discharge his general duties pursuant to paragraphs (2) and (3) of this Regulation. 4.2 The Master shall ensure that (a) access equipment (including safety nets) is placed in position promptly after the ship has so secured and remains in position while the ship is so secured; (b) access equipment (including safety nets) which is in use: (i) is properly rigged, secured, and is safe to use; (ii) is so adjusted from time to time as to maintain safety of access; and (iii) is maintained in a serviceable condition. (c) access equipment (including safety nets) and approaches thereto are adequately illuminated. (d) a lifebuoy with a self-activating light and also a separate safety line attached to a quoit or some similar device is provided ready for use at the point of access aboard the ship; and (e) in the case of a ship to which Regulation 8(1) applies, a bulwark ladder is used as a means of access. 4.3 Where access is necessary between ship and shore, and the ship is not secured alongside, the master shall ensure that such access is provided in a safe manner. 4.4 Any person boarding or leaving the ship shall use the access equipment provided for the purpose. GANGWAYS 5.1 The employer of every ship to which these Regulations apply shall ensure that a gangway appropriate to the deck layout, size, shape and maximum freeboard of the ship is carried. 5.2 Each such gangway shall be (a) of sound construction; (b) properly secured to the ship; (c) of adequate strength for the propose for which it is used; (d) permanently and clearly marked with the manufacturer's name, the gangway model number, the maximum designed angle of use and the maximum safe loading both by number of persons and by total weight; and (e) properly maintained and regularly inspected by a competent person. 5.3 Gangways shall not be permitted to rest on railings unless the railings have been reinforced for that purpose. 5.4 The master shall not permit a gangway to be used when its angle of inclination is more than 30 degrees above or below the horizontal except that a gangway may be used at a greater angle of inclination if it was designed and constructed to be used at that angle.
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ACCOMMODATION LADDERS 6.1 In every ship to which these Regulations apply of 120 metres in registered length or more the employer shall ensure that an accommodation ladder appropriate to the deck layout, size and maximum freeboard of the ship is carried complying with the specifications set out in International Standards Organisation Standard ISO 5488-1979, or of an equivalent standard. 6.2 Each such accommodation ladder shall be (a) of sound construction; (b) properly secured to the ship; (c) of adequate strength for the purpose for which it is used; (d) permanently and clearly marked with the manufacturer's name, the ladder model number, the maximum designed angle of use and the maximum safe loading both by number of persons and by total weight; and (e) properly maintained and regularly inspected by a competent person. 6.3 The master shall not permit an accommodation ladder to be used when its angle of inclination is more than 55 degrees below the horizontal, except that an accommodation ladder may be used at a greater angle of inclination if it was designed and constructed to be used at that angle. PORTABLE AND ROPE LADDERS 7.1 The employer shall ensure that portable ladders necessarily used as a means of access are of adequate strength and long enough to provide a secure handhold at least one metre above the deck or rail of the ship or above the quayside. 7.2 The employer shall ensure that rope ladders necessarily used for access purposes are of a type conforming to the requirements of the Merchant Shipping (Pilot Ladders and Hoists) Rules, 1983 (S.I. No. 314 of 1983). 7.3 The master shall permit a portable ladder to be used for the purpose of access to the ship only (a) at an angle of inclination above the horizontal of more than 60 degrees; and (b) when it is unsafe or impossible for practicable reasons to use either a gangway or an accommodation ladder. 7.4 The master shall ensure that (a) portable ladders are securely lashed to the ship or quayside at their upper ends and are provided with a safe means of getting on to deck; (b) portable ladders have an adequate slope and a clearance of at least fifteen centimetres to allow the instep to be placed on every rung without allowing the toe to touch the ship's side or quay wall. 7.5 The master shall ensure that rope ladders are (a) checked by a competent person before use to make sure that they are in good and safe condition and that there are no broken or faulty steps; (b) left either fully extended from their securing points or pulled completely; and (c) rigged under the supervision of a responsible officer and supervised by a responsible person when in use. BULWARK LADDERS 8.1 In every ship to which these Regulations apply on which the inboard end of any equipment used as a means of access rests on, or lies flush with, the top of the bulwark, the employer shall ensure that the ship carries a suitable bulwark ladder.
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8.2 The employer shall ensure that adequate fittings are provided in every such ship to enable the bulwark ladder to be properly and safely secured and fastened. 8.3 The employer shall ensure that any gap between the bulwark ladder and the gangway and accommodation ladder can be adequately fenced to a height of one metre. 8.4 The master shall ensure that the bulwark ladder is rigged in a safe and secure manner. HANDHOLDS FOR BULWARK GATEWAYS ETC 9.0 Where access to a ship to which these Regulations apply is by way of a gateway in the rails or bulwark of the ship, the employer shall ensure that, where a gap exists outboard of the rail or bulwark between the end of the access equipment in use and the rail or bulwark, adequate handholds, guardrails and stanchions are provided and used to prevent any person falling through such a gap. SAFETY NETS 10.1 In every ship to which these Regulations apply, the employer shall ensure that an adequate number of safety nets shall be carried on the ship of good construction and sound material, free from any patent defect and of adequate strength for the purpose for which they are used. 10.2 The master shall ensure that whenever practicable a safety net or nets shall be rigged properly under the gangway accommodation ladder, portable ladder or rope ladder so as to prevent persons from falling onto the quay or between a quay and a ship. FOREIGN SHIPS 11.0 The master of any ship not registered in the State shall, when that ship is in any port of the State, ensure that no access equipment is carried for use on board which, if used, would be hazardous to the safety of any persons using it. SOLAS (International Convention for the Safety of Life at Sea) regulations
ANNEX RECOMMENDATION ON PILOT TRANSFER ARRANGEMENTS 1 GENERAL Ship designers are encouraged to consider all aspects of pilot transfer arrangements at an early stage in design. Equipment designers and manufacturers are similarly encouraged, particularly with respect to the provisions of paragraphs 2.1.1.3, 3.1 and 3.3. 2 PILOT LADDERS 2.1 Position and construction 2.1.1 Every pilot ladder should be so positioned and secured that: .1 it is clear of any possible discharges from the ship; .2 it is within the parallel body length of the ship and, as far as is practicable, within the midship half-length of the ship; and .3 each step rests firmly against the ship's side. Where constructional features, such as rubbing bands, would prevent the implementation of this provision, special arrangements should, to the satisfaction of the Administration, be made to ensure that persons are able to embark and disembark safely. 2.1.2 Shipside doors used for pilot transfer should not open outwards.
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2.1.3 A single length of pilot ladder should be used capable of reaching the water from the point of access to, or egress from, the ship and due allowance should be made for all conditions of loading and trim of the ship, and for an adverse list of l50. The securing strongpoints, shackles and securing ropes should be at least as strong as the side ropes specified in subsection 2.2 below. 2.1.4 The steps of the pilot ladders should comply with the following requirements: .1 if made of hardwood, they should be made in one piece, free of knots; .2 if made of material other than hardwood, they should be of equivalent strength, stiffness and durability to the satisfaction of the Administration; .3 the four lowest steps may be of rubber of sufficient strength and stiffness or other material to the satisfaction of the Administration; .4 they should have an efficient non-slip surface; .5 they should be not 1ess than 400 mm between the side ropes, 115 mm wide and 25 mm in depth, excluding any non-slip device or grooving; .6 they should be equally spaced not less than 300 mm or more than 380 mm apart; and .7 they should be secured in such a manner that each will remain horizontal. 2.1.5 No pilot ladder should have more than two replacement steps which are secured in position by a method different from that used in the original construction of the ladder, and any steps so secured shall be replaced as soon as reasonably practicable by steps secured in position by the method used in the original construction of the pilot ladder When any replacement step is secured to the side ropes of the pilot ladder by means of grooves 4n the sides of the step, such grooves should be in the longer sides of the step. 2.1.6 Pilot ladders with more than five steps should have spreader steps not less than 1.80 m long provided at such intervals as will prevent the pilot -ladder from twisting. The lowest spreader step should be the fifth step from the bottom of the ladder and the interval between any spreader step and the next should not exceed nine steps. 2.2 Ropes 2.2.1 The side ropes of the pilot ladder should consist of two uncovered ropes not less than 18 mm in diameter on each side and be continuous with no joins below the top step. 2.2.2 Side ropes should be made of manila or other material of equivalent strength, durability and grip which has been protected against actinic degradation and is satisfactory to the Administration. 2.2.3 Two manropes of not less than 28 mm in diameter properly secured to the ship should be kept at hand ready for use if required. 2.3 Associated equipment 2.3.1 A lifebuoy equipped with a self-igniting light should be kept at hand ready for use. 2.3.2 A heaving line should be kept at hand ready for use. 2.3.3 When required by section 5, stanchions and bulwark ladders should be provided. 2.3.4 Lighting should be provided such that both the pilot ladder overside and the position where any person embarks or disembarks on the ship are adequately lit.
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3 ACCOMMODATION LADDERS USED IN CONJUNCTION WITH PILOT LADDERS 3.1 The accommodation ladder should be sited leading aft. When in use, the lower end of the ladder should rest firmly against the ship's side within the parallel body length of the ship and within the midship half-length and clear of all discharges. Equally safe arrangements which might be more suitable for special types of ships may be accepted. 3.2 The length of the accommodation ladder should be sufficient to ensure that its angle of slope does not exceed 550. 3.3 The lower platform of the accommodation ladder should be in a horizontal position when in use. 3.4 Intermediate platforms, if fitted, should be self-levelling. Treads and steps of the accommodation ladder should be so designed that an adequate and safe foothold is given at the operative angles. 3.5 The ladder and platforms should be equipped on both sides with stanchions and rigid handrails, but if handropes are used they should be tight and properly secured. The vertical space between the handrail or handrope and the stringers of the ladder should be securely fenced. 3.6 The pilot ladder should be rigged immediately adjacent to the lower platform of the accommodation ladder and the upper end should extend at least 2 m above the lower platform. 3.7 Lighting should be provided at night such that the full length of the ladder is adequately lit. 3.8 If a trapdoor is fitted in the lower platform to allow access from and to the pilot ladder, the aperture should not be less than 750 mm x 750 mm. In this case the after part of the lower platform should also be fenced as specified in paragraph 3.5 above, and the pilot ladder should extend above the lower platform to the height of the handrail. 3.9 Accommodation ladders, together with any suspension arrangements or attachments fitted and intended for use in accordance with this recommendation, should be to the satisfaction of the Administration.
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CASE STUDIES WHAT SHALL WE DO WITH A DRUNKEN SAILOR? (CASE PI003) THE INCIDENT Whilst ascending the accommodation ladder of his ship, after an evening ashore, an intoxicated seaman fell backwards down the ladder. He suffered serious head injuries and subsequently died.
WHAT HAPPENED? A seaman was returning to the ship after an evening ashore having consumed a significant quantity of alcohol. A watchman from a nearby ship reported that the man appeared to be experiencing considerable difficulty ascending the steeply angled accommodation ladder. At a point approximately half way up the ladder the seaman overbalanced, slipped backwards and fell to the bottom of the ladder. At the foot of the ladder he fell off and landed on the quay resulting in a serious injury to his head. The injured man was rushed to hospital but, unfortunately, his condition deteriorated and he later died from his injuries.
WHAT WENT WRONG? From a subsequent investigation it would appear that the accommodation ladder was positioned at a very steep angle as a result of the state of tide. The lighting was poor and there was no gangway watchman or responsible officer in attendance on the ladder at the time of the incident. Clearly the seaman’s own irresponsible behaviour and contributory negligence cannot be overlooked. However, there is an overriding obligation on the part of the ship owner to provide a safe means of access.
WHAT CAN WE LEARN FROM THIS INCIDENT? Safe procedures and a safe means of access to and from the ship must always be maintained at all times. The accommodation ladder or gangway must always be positioned at a safe angle taking into account the effects of rising or falling tides. Adequate and appropriate lighting at top, bottom and along the length of the ladder must always be provided in hours of darkness. Stanchions and ropes must be maintained to ensure they remain taut. A safety net must be positioned below the accommodation ladder or gangway. A duty watchman and/or responsible officer must be in attendance at the accommodation ladder at all times. If necessary assistance should be given to persons boarding or disembarking. Seamen should be reminded of the dangers of excessive consumption of intoxicants and the risks they face when negotiating access to or from the ship and indeed whilst moving about the ship and the port area.
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NEAR ACCIDENT WITH PASSENGER GANGWAY REPORT NO. 96019 The visibility was good, the sea rippled and a slight breeze was blowing as the passengers were being returned to the cruise vessel on a tender. The tender was visibly overloaded by UK standards with the ‘handicapped’ seated in the cabin whilst the ‘agile’ passengers squatted on the roof, in the stern sheets or up forward. There were no lifejackets visible. As the tender approached the cruise liner the following mistakes were noted: • There was no lookout visible either on the bridge or the gangway of the ship • The tender arrived off the ship with no staff to receive it and the accommodation ladder was in the hoisted position • Instead of laying off, the tender went alongside • A seaman appeared and secured the tender with a bow rope instead of telling the skipper to lay off. He then disappeared to fetch the quartermaster • The quartermaster arrived and instead of casting off the tender, secured it with a further rope. He then attempted to lower the accommodation ladder while simultaneously turning the tender through 180 degrees (bow to stern) until its stern was up against the ladder platform. Lots of shouting occurred and an officer appeared on the bridge wing to survey the incident
During this manoeuvre it was fortunate that no passenger was injured, either between the ship's side or the ladder platform, and the tender. Passengers had to duck to avoid taut ropes at eye level as the tender was turned round. Everyone thought that the performance was a huge joke except of course those on board with seafaring experience. See also North of England P&I case study PI 026 “Mistakes and Ladders”
FROM HONG KONG SHIP OWNERS ASSOCIATION SAFE ACCESS On one of our vessels recently a pilot was lowered into the water whilst using an accommodation ladder that was supposed to be out of commission. Fortunately he was picked up unharmed.
BASIC DETAILS AS FOLLOWS: The starboard accommodation ladder was swung out prior to the vessel making fast to an SBM to discharge. It was found that the hoist winch/air motor was defective so the locking bar was put in place and the air motor removed. No notice was put on the winch to say it was defective nor was any lashing put across the ladder access. The 3rd. mate escorted the pilot to this ladder after berthing and the pilot walked along it to the bottom platform to await lowering to his boat. The 3rd. mate removed the locking pin and the ladder ran down out of control due to a defective clutch/brake mechanism in the winch. The pilot was deposited in the water.
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BASICALLY: • All concerned persons should have been informed the ladder was defective • A notice should have been placed by the controls to say the ladder was out of order • A lashing should have been put across the ladder access to prevent anyone getting on it • The pilot should anyway have been advised to wait for the ladder to be lowered into position before walking onto it as is our standing instruction
Please take note of this incident which is a classic example of a chain of errors. We suggest a notice saying ‘No Access Until Ladder Is Lowered’ or similar is placed by the accommodation ladder access. Please also include the clutch/brake mechanism as part of your maintenance planning.
PILOT LADDER SAFETY CALL A FRESH warning about pilot ladder safety has been issued by marine insurers in response to an accident in the port of Dublin. A pilot was lucky to avoid serious injury after the side ropes of a ladder gave way while he was boarding a ship in the port. Investigations found that both the port and starboard pilot ladders were permanently rigged* and open to damage from the elements, in breach of SOLAS rules. The London P&I Club said the failure was found to have been caused by a significant loss of strength in the ropes as a result of extremely abrasion and flex fatigue. Warning owners of the need to ensure that pilot ladders are inspected regularly and stowed when not in use, the Club also pointed out that the failed ladder appeared to have been in service 'for a considerable period of time’. * ‘Permanently rigged’ in this instance does not mean that the ladders were left hanging over the side but that they were left secured to their lashing points, rolled up and possibly covered by some sort of cover, rather like lifeboat ladders, so they could easily be deployed when needed but would never be properly under cover out of the weather, and thus would degrade quickly. If this vessel was a ferry or similar, this would be understandable, given that the ladders would need frequent inspection and replacement, which obviously was not the case here.
FROM CHIRP (UK CONFIDENTIAL HUMAN FACTORS INCIDENT REPORTING PROGRAMME), ISSUE WINTER 2003/4. RIGGING OF GANGWAY NETS I was on a cruise vessel and I was disappointed that on arrival, it was evident that neither accommodation ladder had been rigged with a safety net. I questioned this with the security crew present at the time, and they declared that they did not require one. On boarding I asked if I could speak to the vessel's Safety Officer, only to be told by the information desk, no one was available. I requested the procedure for making a complaint to the Master.
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I was given a piece of paper. I addressed a note to the Master and vessel's Safety Officer, informing them that it was a requirement to supply and rig a safety net and also that its absence would leave themselves and their employer exposed if any incident around the ladders occurred. No action was taken. On a subsequent port call it was again noted that no gangway net was rigged. I again raised it with the people at the gangway, who swipe the identity cards, but they knew nothing of the requirements. I asked for the procedures to complain to the Master and again, I got a piece of paper. I was also told by the Receptionist that a net had never been rigged there in the six month's he had been on board. My letter again pointed out the requirement under regulations to have a net at the gangway and near the quayside. No action was taken. I later saw a Senior Second Officer heading for a restaurant, so I asked him whether it was policy to rig a net. He informed me it was a requirement to have a net out, and they complied with that. I suggested he checks this out the next time we arrived in port. Next port, again, no gangway net, again, I raised it with reception, and I addressed another note to the Master, pointing out that members of his crew were wilfully neglecting their responsibilities. Reception informed me that the Security Officer was in charge of the gangway. On my return from a trip, the Security Officer was present at the bottom of the gangway, so I queried him on the lack of a safety net. He informed me, that they complied with the requirements, and a net would be difficult to rig. No action was taken. I never saw a Deck Officer at the gangway, and the only Deck Officer I saw during the week was the Senior Second Officer I spoke to about the gangway net. Unfortunately, the vessel gave a very poor impression, from the time of boarding. This impression was carried on throughout the voyage, on a number of activities. The safety culture appeared poor, I did not go looking for examples, but I was disappointed at the way the vessel appeared to be run, especially as it was under a reputable flag. I fully understand how impossible it is to comply all the time with every regulation, but I feel the vessel should at least get the basics right.
CHIRP’S RESPONSE: In the UK this issue is covered by the Means of Access Regulations 1988 which state at s.9(2): "The master shall ensure that when access equipment is in use and there is a risk of a person falling from that access equipment or from the ship or from the quayside immediately adjacent to the access equipment, a safety net is mounted in order to minimise the risk of injury." Other flags or ports may have similar requirements, but the issue of ensuring safe access is a matter of common sense not just whether there is a regulation or not. CHIRP contacted the operator of the vessel and was informed an internal audit had identified the same issue and gangway nets are now in use.
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FROM THE MARINE ACCIDENT INVESTIGATION BRANCH (MAIB) 1. VESSEL: JOLBOS DATE: 8 JANUARY 2006 As the Cypriot registered bulk carrier Jolbos was leaving Newport, on 8 January 2006, two seaman were rigging a pilot ladder of the combination type. The ladder’s suspension wire failed, allowing the ladder to swing down and throw one of the seamen into the water. He was recovered by a nearby tug but, in spite of efforts to resuscitate him, was later declared dead in hospital The Chief Inspector has written to the vessel’s owners advising them • To remind all crew of the importance of wearing appropriate safety equipment when working over the side of a vessel • To consider introducing a programme of periodic replacement of suspension wires on accommodation and pilot ladders
2.VESSEL: VARMLAND DATE: 23/11/05 An able seaman fell overboard from the upper platform of the ship’s starboard accommodation ladder when in port. The height of the rope protection around the ladder was 65cm. The seaman hit a large berthing fender as he fell 8m to the water below, and although he was initially visible, he soon disappeared. He is missing presumed dead The Chief Inspector of Marine Accidents has written to the owner of Varmland commending the remedial action already taken, and also recommending that the company “Reviews its Safety Management Systems with particular regard to the safety of persons working aloft, or over the ship’s side, and the need to sound the vessel’s general alarm following an emergency, when a muster or the assistance of the ship’s crew may be urgently required” A further recommendation has been made to the ship’s classification society with the purpose of highlighting to other classification societies via the International Association of Classification Societies, the need to pay particular attention to the heights of guardrails at the interface between accommodation ladders and access decks.
FROM THE UNITED STATES COAST GUARD THE STORY At sea, prior to arriving in port, a vessel was encountering rough seas, swells average heavy, rolling easily with occasional moderate roll. The ship was not taking water on deck prior to or after the following described incident: “Seamen were in the process of rigging the port accommodation ladder. A wire strap about 48" long with one end shackled to the gangway bridle and the other end to the outboard side of the gangway was used to swing the gangway out. While a seaman was on the accommodation ladder attempting to unshackle the end of the outboard side of the gangway, a heavy freak swell came over the ladder knocking him back against the ship's bulwark where the ladder is normally cradled.”
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LESSONS LEARNED The Ship's Accident Investigation Committee recommended the use of a hook in lieu of the shackle so that a seaman would not have to lean over the outboard side of the accommodation ladder in order to remove the strap. The rigging of gangways should never be attempted when vessel is shipping seas on deck. Anytime a seaman is performing work over water—on the accommodation ladder, staging, etc., a work vest must be worn to afford protection from drowning in the event of a fall into the open water. Ship's personnel must make it a habit to use various types of personal protective equipment that is available to them whenever the work requires the need for such equipment. Don't endanger your life by taking chances.
FROM THE NAUTICAL INSTITUTE MARINE ACCIDENT REPORTING SCHEME (MARS) PILOT BOARDING INCIDENT REPORT NO. 93038. Persian Gulf. Wind N.W'ly x 25 knots, low swell, moderate sea. The Pilot transferred from the launch to the pilot ladder. Whilst ascending the pilot ladder, the air control to the accommodation ladder was actuated, this caused the accommodation ladder to descend. Due to the excessive weight placed on the pilot ladder, the ladder failed, causing it and the Pilot to drop some two metres. Fortunately the Pilot was able to hold on to the one rope which was lashed to the accommodation ladder, thus preventing any physical injuries. The Pilot descended onto the launch and re-embarkation was effected using the accommodation ladder only. The following observations were made about this incident: 1. No Officer was overseeing the embarkation 2. The control lever to the accommodation ladder was not set in neutral when the air control valve was opened 3. Noone was in attendance at the control lever 4. The pilot ladder was lashed to the accommodation ladder. This is against all pilot boarding legislation and shows no regard for basic seamanship or basic safety of embarking personnel 5. The position of the control lever did not allow the operator an overside view whilst operating
PILOT LADDER UNSAFE REPORT NO. 200263 Whilst a Pilot was disembarking from the side door of a Ro-Ro vessel departing port, both the side ropes of the pilot ladder parted once the full weight of the pilot was on the first rung of the ladder. They were apparently rotten. The pilot fell vertically approximately two metres to the deck of the launch and was only saved from going into the sea by the seaman on the deck of the launch. The pilot was hurt and he is still off work many months later. It
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is highly probable that he will not be able to resume his job as a pilot. Subsequent investigation of the accident revealed the following deficiencies of the ladder and non-compliance with SOLAS; 1. The side ropes of the ladder had been served and therefore the ropes could not be readily inspected as they were covered. 2. There were no handrails or stanchions, the pilot had to use the edges of the door to steady himself when mounting the ladder. 3. The vessel had an 8" rubbing band round the hull, this was 24" below the lower edge of the side door, the ladder could not rest against the side of the vessel at any point. The hull plating below the 8" rubbing band receded toward the keel so that the ladder was hanging in the air some distance from the hull. 4. Only one polypropylene manrope was rigged. 5. Approximately 10 feet forward of the access door on the next deck above, a scupper pipe of approximately 6" diameter was discharging water from the vessel's deck onto the pilot boat and the pilot ladder, there was torrential tropical rain falling during the incident and this discharge was falling on the deck of the launch 6. When not in use the ladder was apparently swung inboard without any storage or care. This apparently allowed the ladder to remain wet and eventually rot. 7. The ship's officer that accompanied the pilot did not know anything about testing or inspecting of the equipment associated with the pilot ladder.
FROM MOL TANKSHIP MANAGEMENT LTD (EDITED VERSION) PILOT TRANSFER ACCIDENT A pilot in his sixties died recently during transit of the Suez Canal, shortly after attempting to transfer to the pilot launch. As the pilot prepared to transfer from the vessel’s accommodation ladder to the waiting pilot launch, the launch landed heavily on the lower platform, initiating a failure of the winch drum coupling with the gear box. This resulted in the ladder lowering a further two metres to the water in an uncontrolled manner. As the lower part of the ladder was submerged, the Pilot clung to the stanchions with both arms. The third officer reported the incident to Bridge by radio immediately and an AB threw a lifebuoy with self-igniting light overboard. The Pilot was seen and heard several metres away from the accommodation ladder but when he was recovered later he was dead. It is not known whether he died from drowning or a heart attack brought on by the shock. He was not wearing a buoyancy aid or lifejacket during the transfer. The root cause of the accident was found to be a failure of the accommodation ladder fall wire storage drum coupling, resulting in the uncontrolled lowering of the ladder which, when struck by the launch, overloaded the equipment.
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ASSESSMENT QUESTIONS
Q1
c) on the bridge/Chief Officer’s office
Q2
b) 55°
ANSWERS
Q1
c) not angled at all – completely flat
Q4
a) the accommodation ladder in port
Q5 FALSE Each one has manufacturer’s instructions as to maximum number of people.
Q6 FALSE It’s the ship’s responsibility. Q7
b) side access with accommodation ladder or through a side hatch
Q8 TRUE Q9 FALSE The pilot can refuse to board if he is not satisfied with the arrangements.
Q10
b) 12 metres
Q11 FALSE They are made of heavy materials which will not blow in the wind.
Q12
a) 40 cm wide
Q13
b) a light positioned aft of the ladder
Q14 FALSE It is likely to corrode more. Q15
b) 100 cm above the bulwark top
Q16
c) 8 steps apart
Q17
a) 5-7 metres above the water line
Q18
b) attach a notice stating that the device must not be used and the reason why
Q19
a) 2 years
Q20 FALSE Inspection of the underside of gangways should not be neglected.
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