All vessels should :-

Check that non-slip paint is applied to vulnerable areas such as stairways on vessel's walkways, top and bottom of external ladders and their steps, mooring stations and other vulnerable areas. If this non-slip paint is applied and not effective then it should be reapplied.

Visitors to vessels should be escorted around the vessel and be assisted, where necessary, to carry their belongings, particularly where they need to use their hands for support whilst climbing or descending ladders.

Particular attention to these matters should be given when the vessel is in U.S. ports, given the legal system in that country where claims for injury can result in very high awards by the Courts.

Accidents to third party visitors onboard the vessel should be reported to the office in the usual manner in order to mitigate legal claims against the vessel and her owners.

1. Answer the questions

1. What's the previous port of call?

2. What's a surveyor's duty onboard the vessel?

3. What injuries did a surveyor get?

4. When did he slip and fall?

5. What did a surveyor claim?

6. Why couldn't he support himself?

7. What conclusion has been made by experts?

8. Where should non-slip paint be applied onboard the vessel?

9. How should visitors to a vessel be treated?

10. Why do the USA ports pay special attention to these matters?

2. Read a near miss report (see a sample in annex).

Complete a near miss report covering the following items:

1. Description of the situation;

2. Possible cause of situation (root cause) and possible consequences;

3. Which preventive measures have been taken;

4. Master's decision (plan for further handling of above incident)

7

Realistic Fire Drills

Mars 200345 -Realistic Fire Drills - brought to mind an occurrence on a vessel that I was carrying out a routine inspection as a superintendent. The incident occurred a few years ago onboard a large bulk carrier anchored in Seattle inner anchorage. The vessel was waiting to berth for loading and two officers from the USCG boarded to carry out their annual inspection. After the usual inspection of certificates, etc. and a cursory inspection of the vessel they advised the Master that he should carry out a fire drill according to their instructions. The senior USCG officer advised the Master that the junior USCG officer would go to the engine room with the Chief Engineer and commence procedures, their plan was not revealed. The senior CG officer advised that I could be an observer but not to interfere with the drill.

A few minutes later the Master received a telephone call in his office from the engine control room advising that there was a fire in the engine room workshop, which had started during welding work. The Master dashed to the bridge and sounded the fire alarm, the fire party mustered at their fire station. They contacted the Master, who relayed the situation and ordered them to proceed to the engine room. A few minutes later the Master received a further call from the Chief Engineer who said that the fire was getting out of control at an alarming rate and they would have to evacuate the engine room.

This was agreed and the Chief was advised to proceed to the control station for the engine room fire extinguishing equipment and "initiate the smothering". Shortly afterwards, the Master received another call from the CE advising that the system had malfunctioned and the fire was now spreading rapidly to the accommodation. At this stage the Master ordered "Abandon Ship", all crew rapidly went to their boat stations and the boats were prepared for launching. At this point, the Master informed the CO and the CE to get both boats away but to leave sufficient crew with him onboard for the safety of the vessel.

It was an excellent drill, from the time of the original call to the Master, the boats were in the water and clear from the vessel in 17 minutes. There were only a few small hiccoughs. The vessel was a managed twenty years old bulker flying the Cyprus flag with four different nationalities onboard.

The only bad point of the whole exercise was the fact that the senior USCG officer gave the vessel a "black Listing" because the complete crew and attending superintendent had not abandoned the vessel. Their approach was that the vessel was safely at anchor and all personnel should have abandoned because it was a realistic exercise.

Could the USCG have justified this comment if a real fire or other emergency had occurred when they were all off of the ship?