COSWP Flashcards
What is COSWP?
It is the Code of Safe Working Practices. It is published by the MCA. It is an authoritative best practice manual on health and safety on board ship. It contains safety related guidance and advice to keep us within the framework of legislation. It can be used to generate a UK SMS. Although the contents are not law, it is strong guidance.
Latest edition was 4th of September 2015. Amendments are published annually. The TSO provides paper updates. The last update was the 4/10/2019.
There should be enough copies onboard in order that it is easily accessible and readily available to all workers and seafarers
How do you develop a safe working culture onboard?
Described in chapter 1 of the CoSWP. The following elements contribute greatly to maintaining a safe working culture onboard:
• Clear leadership. The effectiveness of the safety management system depends heavily on how leaders approach its implementation, and this in turn depends heavily on the skills and qualities of leaders. Instil respect and command authority, Lead the team by example, Draw on knowledge and experience, Remain calm in a crisis, Be sensitive to different cultures, Recognise seafarer limitations, Motivate a sense of community
• Good communications. There should be systems in place to facilitate exchange of information at all levels withing the organisation. Clear and simple system for reporting problems and suggesting solutions. Clear, unambiguous language should be used at all times. Face-to-face communications and techniques to confirm understanding should be used. Open-door policy.
• Clearly defined expectations. Seafarers at all levels of the organisation clearly understand what is expected of them and what standards are required. There should be clear and concise policies, procedures and safety rules contained within the safety management system.
• Accountability. Consequences of unacceptable (safety) behaviour are made clear. A Just culture should be developed, there must be a fair, transparent, and consistent response to unacceptable safety behaviour.
• Risk awareness. If seafarers are fully informed and aware of the risks to their health, safety and welfare, they are much more likely to ensure they avoid the risks and remain safe.
• effective knowledge management. Efficient management of knowledge can significantly improve learning and understanding and prevent accidents and incidents from being repeated. Getting the right information, making it easy to understand, distributing it appropriately, encouragement to use it. Company newsletters and regular sharing of learning bulletins, safety alerts.
• Good planning. The planning process should include participation for those involved and consideration for those who may be affected. There should be an effective management of change.
• Good safety culture. Ensure that safety is an integral part of everything that is planned, discussed, done and documented.
Describe a safety induction
Before being assigned to shipboard duties, all persons employed or engaged on a ship, other than passengers, shall receive familiarisation training on board and receive sufficient information and instruction to be able to:
• communicate with other persons on board on elementary safety matters
• Understand safety information symbols, signs and alarm signals;
• identify alarm points, muster and embarkation stations, and emergency escape routes;
• know what to do if, a person falls overboard, fire or smoke is detected; or the fire or abandon ship alarm is sounded;
• take immediate action upon encountering an accident or other medical emergency
• locate and don lifejackets;
• have knowledge of the use of portable fire extinguishers;
• close and open the fire, weathertight and watertight doors fitted
The safety induction should be made specific to the vessel.
On completion of the safety induction, new personnel should receive appropriate security training and departmental induction.
Ref: chapter 2 of the CoSWP
What is Personal Protective Equipment?
Personal protective equipment (PPE) must be used when risks cannot be avoided and have been reduced to an acceptable level by safe working practices. This is because PPE does nothing to reduce the hazard and can only protect the person wearing it, leaving others vulnerable.
The Company must ensure that seafarers are provided with suitable PPE where it is needed, at no cost to the seafarer. The company must ensure that the equipment is suitable and effective for the task in question and meets the appropriate standards.
Seafarers must wear the PPE when carrying out the task for which it is provided and follow the appropriate instructions for use. PPE should be checked by the wearer each time before use.
PPE can be classified as follows:
• Head protection Safety helmets, bump caps, hair protection
• Hearing protection. Earmuffs, earplugs
• Face and eye protection Goggles and spectacles, facial shields
• Respiratory protective equipment Dust masks, respirators, breathing apparatus
• Hand and foot protection Gloves, safety boots and shoes
• Body protection Safety suits, safety belts, harnesses, aprons, high-visibility clothing
• Protection against drowning Lifejackets, buoyancy aids and lifebuoys
• Protection against hypothermia Immersion suits and anti-exposure suits
Guidance can be found in chapter 8 of the COSWP.
What are the principles of a permit to work system?
The permit to work system consists of an organised and predefined safety procedure which ensures that the appropriate measures are taken for safe working.
• The permit should be relevant and as accurate as possible. It should state the location and details of the work to be done, the measures undertaken to make the job safe and the safeguards that need to be taken during the operation.
• The permit should specify the period of its validity (which should not exceed 24 hours)
• Only the work specified on the permit should be undertaken.
• Crew involved in the work must be named in detail
• The authorised officer should ensure that all measures specified have in fact been taken
• The competent person responsible for carrying out the specified work should countersign the permit to indicate their understanding of the safety precautions to be observed.
• The competent person carrying out the specified work should not be the same person as the authorised officer.
• The authorised officer retains responsibility for the work until they have either closed the permit or formally transferred it to another authorised officer who should be made fully conversant with the situation.
• On completion of the work, the competent person should notify the authorised officer and get the permit closed. All relevant personnel must be informed.
Guidance can be found in chapter 14 of the COSWP.
What general precautions for working aloft?
Where work must be carried out at height, the Company must ensure that such work is properly planned, appropriately supervised and carried out in as safe a manner as is reasonably practicable
A risk assessment should be carried out.
• Work should only be carried out at height if there is no reasonably practicable alternative to doing so
• Only competent persons should engage in any activity relating to work at height
• Personnel under 18 years of age, or with less than 12 months’ experience at sea, should not work aloft unless it forms part of their planned training
• Work equipment should be selected that is fit for purpose and meets the requirements.
• Personnel working aloft should wear a safety harness with a lifeline or other arresting device at all times. Tools should be secured by a lanyard or in suitable containers.
• Additionally, where work is done overside, a working lifejacket and Personnel should be under observation from a person on deck. personnel should not work overside whilst the vessel is under way
• Relevant equipment should be isolated and warning notices posted for the following items: Generator exhausts, Ship´s horn, Radar scanners, radio aerials, etc…
Ref COSWP Chapter 17 Working at height
What considerations are there regarding anchoring and mooring?
All seafarers involved in anchoring, mooring and towing operations should be given additional instruction on the specific equipment and mooring configurations used on the vessel.
Based on the risk assessment, appropriate control measures should be put in place. The risk assessment should consider the consequences of any failure of equipment
All seafarers should be adequately briefed on the mooring configurations and correctly dressed in appropriate personal protective equipment.
A sufficient number of seafarers should always be available at the mooring station ensure a safe operation. A responsible person should be in charge of each of the mooring parties, and a suitable means of communication between the responsible persons and the vessel’s bridge team must be established
The party should wear protective clothing, including safety helmet, safety shoes, gloves and goggles
Areas where mooring operations are to be undertaken should be kept tidy and clutter free and should be adequately lit.
Equipment used in mooring operations should be regularly inspected for defects.
Anchoring:
- Before the anchor is let go, a check must be made that there are no small craft or other obstacles under the bow
- When the anchor is let go from the stowed position, if, on release of the brake, the anchor does not run, seafarers should not attempt to shake the cable
Mooring
• The entire area should be considered a potential snap-back zone
- Ropes that are stowed on reels should not be used directly from stowage, but should be run off and flaked out on deck in a clear and safe manner
- Personnel should not, in any circumstances, stand in a bight of rope or wire.
- When moorings lines are under strain, all personnel in the vicinity should remain in positions of safety. Immediate action is to be taken to reduce the load should any part of the system appear to be under excessive strain
Chapter 26 Anchoring & Mooring
What is a risk assessment?
Process of identifying hazards present in a work undertaking, analysing the level of risk, considering those in danger and evaluating whether hazards are adequately controlled, taking into account any measures already in place. If the hazards are not adequately controlled, additional or alternative measures are put in place to reduce or eliminate the risk to an acceptable level.
Effective risk assessments
• correctly and accurately identify all hazards;
• identify who may be harmed and how;
• determine the likelihood of harm arising;
• quantify the severity of the harm;
• identify and disregard inconsequential risks;
• record the significant findings;
• provide the basis for implementing or improving control measures; and
• provide a basis for regular review and updating.
Level 1. Generic. These are risk assessments developed by the safety management company and applicable to an entire fleet. Carried out at a high level within the company with appropriately knowledgeable and experienced personnel, results used to ensure appropriate safeguards and control measures are contained withing the company´s SMS in the form of policies, procedures, and work instructions
Level 2. Task-based. These consist of Vessel and task specific risk assessments. Carried out onboard each vessel. 2 Types.
• A range of vessel specific generic TBRAs that can be used for all routine and low-risk tasks. Periodically reviewed.
• A specific TBRA for High risk jobs that are not routine, such as working aloft or enclosed space entry.
In both cases, the assessments should be carried out by competent person who understands the work being assessed. Seafarers involved in the work should also be involved in the risk assessment process.
Level 3. Tool-box talk. Carried out in support of the TBRA. Talk through the procedures of the job in hand and the findings of the TBRA with the seafarers involved. Full and active participation should be encouraged and any questions or concerns discussed and taken into consideration. Should be conducted prior to any work being carried out that involves more than one person and where there is significant risk to person or assets.
Level 4 Personal assessment of risk, otherwise referred to as dynamic risk assessment. Informal assessment of day-to-day risks. Used to maintain awareness of our environment at all times and aid in the identification and control of immediate hazards as we go about our work.
Describe the role of the safety officer.
The Safety Officer is a statutory appointment aboard UK flagged vessels which employ 5 or more crew (including the Master). He is appointed by the employer principally, which means, that the employer’s representative aboard and the Master make the appointment, normally under instruction from the SMS
The safety officer’s role should be a positive one, seeking to initiate or develop safety measures before an incident occurs rather than afterwards:
• Be on the lookout for any potential hazards and means of preventing incidents
• The safety officer has a duty to stop any work in progress which they reasonably believe may cause an accident and immediately inform the master.
• Try to develop and sustain a high level of safety consciousness among seafarers. Encouraging seafarers to submit ideas and suggestions for improving safety
• Promote safety on board by arranging the distribution of booklets, leaflets. Supervising the display of posters and notices, arranging for the showing of films .
- Ensure that each worker joining the ship is instructed in all relevant health and safety arrangements.
- Responsible for the maintenance and readiness of all safety equipment onboard. Including PPE, LSA and FFE.
- Carry out frequent safety inspections of all accessible parts of the ship
- Facilitate health and safety meetings
- Ensuring compliance with new requirements or advice in relevant shipping legislation, marine notices and Company and ship’s rules and instructions
- Investigate notifiable accidents or dangerous occurrences, as well as potential hazards. The safety officer must maintain a record of all incidents and dangerous occurrences.
What would a health and safety inspection consist of?
Inspections of each accessible part of the ship are carried out at least once every three months, or more frequently if there have been substantial changes in the conditions of work. Usually accompanied by a safety representative
Checking means of access (well lit, unobstructed, ladders), safe movement in the space (trip hazards, projections at head height, guardrails) working environment (ventilation, lighting, noise exposure, clutter), working conditions (machinery guards, permits to work, PPE, defective equipment), general compliance with regulations and SMS.
What are Safety representatives?
Safety representatives must be elected for every department. They must not have less than 2 years sea service
Unlike the safety officer, the safety representative has powers not duties
• They may Participate in investigations and inspections carried out by the safety officer
• They may also make representations to the Company or the relevant employer on potential hazards and dangerous occurrences, and on general health and safety matters,
• They may request, through the safety committee, that the safety officer undertakes an investigation and reports back to them, and may inspect any of the records the safety officer is required to keep under the regulations
Safety representatives should put forward their views and recommendations in a firm but reasonable and helpful manner; be sure of the facts, be aware of what is reasonably practical.
Describe a Health and safety meeting
The safety committee is a forum for consultation between the master, safety officials and others of matters relating to health and safety.
Held at intervals not exceeding 6 weeks. In particular, a meeting should also be held after any serious incident or accident on the ship, if the normal meeting is not due within a week.
An agenda should be circulated to all committee members in sufficient time to enable them to prepare for the meeting
The first item on the agenda should always be the minutes of the previous meeting. This allows any correction to the minutes to be recorded and gives the opportunity to report any follow-up action taken. Subsequently, any new items should be raised. At the end of the meeting, the date, time of the next meeting should be agreed.
The Minutes of each meeting should record concisely the business discussed and conclusions reached. All seafarers should be kept informed on matters of interest which have been discussed by posting the minutes on the ship´s noticeboards.
What is the definition of an enclosed space?
An enclosed space is one which has limited openings for entry and exit; has inadequate ventilation; and is not designed for continuous worker occupation. Any enclosed is potentially life threatening.
Examples of enclosed space include, cargo spaces, double bottoms, tanks, cofferdams, chain lockers, void spaces.
Ref: IMO resolution 1050
What is the difference between a dangerous space and an enclosed space?
An enclosed space is a dangerous space, but not every dangerous space is an enclosed space. Recognise that the term enclosed or confined space relates to a space meeting the three hazards above. A dangerous space is ANY space where the atmosphere may present a hazard
Describe procedure for entering an enclosed space
It should be assessed whether it is necessary to enter the space, or whether it is possible to postpone the activity until the vessel is in port.
A competent person should make an assessment of the space and an authorised officer to take charge of the operation should be appointed
• The potential hazards should be identified and as far as possible isolated or made safe
• the space has been thoroughly ventilated by natural or mechanical means to remove any toxic or flammable gases and to ensure an adequate level of oxygen throughout the space;
• The atmosphere of the space has been tested as appropriate with properly calibrated instruments to ascertain acceptable levels of oxygen and acceptable levels of flammable or toxic vapours;
• the space has been secured for entry and properly illuminated;
• a suitable system of communication between all parties for use during entry has been agreed and tested;
• an attendant has been instructed to remain at the entrance to the space whilst it is occupied;
• rescue and resuscitation equipment has been positioned ready for use at the entrance to the space and rescue arrangements have been agreed;
• personnel are properly clothed and equipped for the entry and subsequent tasks; and
• a permit has been issued, authorizing entry. A copy of the permit in the bridge and a copy on site at the entry.
Only trained personnel should be assigned the duties of entering, functioning as attendants or functioning as members of rescue teams
