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Contact detailsKirsty Goodwin | Tel: 031 307 3006 | Fax: 031 307 3006 | Email: [email protected]
Maritime Occupational Health & Safety Newsletter
General
Greetings 2
Reporting of Serious Injuries & Accidents 3
Accident and Casualty Reporting Forms 3
HIV/AIDS 3
Cell Phones 3
Stevedoring
Promulgation of the Amended Maritime
Occupational Safety Regulations 4
Stevedore Safety Training 4
Stevedore Casualties 4
Minor Injuries 6
Near Misses 6
Stevedore accidents abroad 7
Statistical Overview 7
Ships Lifting Appliances 8
Stevedore Compliance Audits 9
Stevedore Safety Inspections 9
Stevedore Safety Committees 9
ICHCA Benchmarking Exercise 11
Ship Repair & Maintenance
Amended Maritime Occupational Safety Regulations 13
Ship Repair Compliance Audits 13
Ship Repair Casualties 13
Ship Repair Accidents Abroad 13
Contents
The last six months have been quite hectic with a lot happening, so herewith a brief
recap:
StevedoringIt is my pleasure to inform you that there have been no stevedores fatalities recorded to date this year. However, serious injuries have increased. Serious injuries have mainly been as a result of falls and stevedore companies are requested to pay more attention to working at heights.
The ICHCA Benchmarking Exercise took place from 29/03/2011 to 01/04/2011. From feedback obtained, it was tremendously successful and I hope to repeat the initiative in the future. Any future repeat of this exercise would definitely need to include all the major SA ports and focus more on the inspection of the ports and vessels with classroom time focusing on specific stevedore issues.
Stevedore Safety Committees have been established in the ports of Durban, Cape Town, Port Elizabeth and Ngqura. The response to establishing these committees has been enthusiastic and I look forward to working with committee members to address the safety issues that have been raised.
Ship RepairAs I’ve mentioned before I’m unconvinced that accidents are being reported correctly to SAMSA, therefore please familiarise yourself with SAMSA’s reporting requirements for serious injuries and accidents which are included in this newsletter One serious injury was reported to SAMSA in the last six months and it occurred as a result of falling and a lack of fall prevention equipment.
I will be away on maternity leave from mid September 2011 and returning mid January 2012. Whilst I’m away, I’m sure you will continue to strive for improvements to safety standards in both the stevedore and ship repair industies. Any queries you may have should be directed to the SAMSA Office in the relevant port.
Until 2012 ....
Kirsty Goodwin
Greetings
Page 2
Whilst conducting audits on stevedore and ship repair companies, several unreported serious injuries have been identified. Please take note of the following:• It is an offence not to report
Accidents and Serious Injuries as defined by the Merchant Shipping Act 1951 (Act 57 1951).
• Serious Injuries and Accidentsoccurring onboard a vessel whether it is AFLOAT or NOT, must be reported to SAMSA
The following serious injuries and accidents are required by section 259 of the Merchant Shipping 1951 (Act 57 1951), to be reported to SAMSA by the fastest means of communication available. With the advent of cell phones, there is no excuse for reporting accidents late! You are advised to ensure that supervisors have SAMSA’s telephone number programmed into their cell phones so that in the event of an accident, SAMSA can be contacted immediately to begin their investigation before the scene has been contaminated or evidence inadvertently moved.
“Serious injury” includes—a. A fracture of the skull, spine or
pelvis;b. A fracture of any bone other than
a bone in the wrist, hand, ankle or foot, or a single rib;
c. The amputation of a hand or foot;d. The loss of sight of an eye;e. Frost-bite of any bodily extremity
which may lead to permanent disfigurement; or
f. Any impairment of a person’s physical condition owing to—
i. the use of machinery; ii. an electrical shock; iii. the exposure to hazardous
working conditions or hazardous substances or articles; or
iv. the exposure to natural or artificial environmental extremes, on board a vessel which results in that person being admitted to hospital as a patient for more than 24 consecutive hours, or would have resulted in his being so admitted had he been within reach of a hospital;
“accident”, in relation to a vessel, includes—
a. The collapse or overturning of any lift, crane, davit, derrick, mobile powered access platform, access equipment, staging or bosun’s chair or the failure of any load-bearing part thereof;
b. The explosion, collapse or bursting of any closed container, including a boiler or boiler tube, in which there is any gas (including air), liquid or
any vapour at a pressure greater than atmospheric pressure;
c. Any electrical short circuit or overload resulting in fire or explosion;
d. The sudden, uncontrolled release of flammable liquid or gas from any system, plant or pipeline;
e. The uncontrolled release or escape of any harmful substance;
f. Either of the following occurrences in respect of any pipeline, valve or any piping system in a vessel—i. the bursting, explosion or collapse
of a pipeline;ii. the accidental ignition of anything
in a pipeline or of anything which, immediately before it ignited, was in a pipeline;
g. Any contact of the human body with loose asbestos fibre;
h. The failure of any lashing-wire, chain or appliance;
i. Any collapse or significant movement of cargo;
j. The malfunctioning of any hatch cover, hatch cover control wire or other mechanism;
k. Any person falling overboard;l. The parting of a tow-rope;m. The failure of bilge-pumping
arrangements or life-saving or fire-fighting equipment to operate.
Accident and Casualty Reporting Forms With regard to reporting of accidents and casualties there are two forms that must to be completed. They are:
• SAMSA Accident / Casualty ReportForm (TV5/325)
• Occupational Casualty ReportingForm. Refer to SAMSA Marine Notice 23 of 2009 Addendum to the SAMSA Casualty Accident Report Form
Both forms must be completed and forwarded to the nearest SAMSA office.
HIV/AIDSIf you haven’t already, you may be contacted by SAMSA’s Safety and Welfare Officer, Nolundi Dubase. She will be offering to conduct seminars on HIV/AIDS at your workplace. Since this is such a massive problem in our country, I strongly recommend that you take her up on her offer.
Cell PhonesThe use of cell phones and other personal electronic devices such as MP3’s should not be used in the workplace as they create a distraction from the work at hand. Of particular concern is if the operators of lifting appliances, forklifts and earth moving machinery are using them. Even those not operating machinery put themselves at risk, as they may not hear warnings or be paying attention to their surroundings.
To prevent accidents and serious injuries you are strongly advised to prohibit the use of cell phones and personal electronic devices during work time, unless it is necessary for the work being conducted.
Reporting of Serious Injuries & Accidents
If you do not have the above forms, contact me and I will email them to you.
MaRiTiME OCCuPaTiONal SaFETy NEwSlETTER Page 3
General
Form TwoAddendum
Form OneCasualty/Accident Report
Stevedore Safety Induction TrainingApplications for Interim Accreditation for Stevedore Safety Training have been very slow. Judging by some of the training content I have inspected during recent audits it has become evident that more effort needs to be made to comply with the new requirements. Unfortunately until the amended Maritime Occupational Safety Regulations have been promulgated there is no incentive to apply for accreditation.
DQ Staffing Solutions in Cape Town have applied for interim accreditation. I would like to commend them on their effort and perseverance in trying to satisfy SAMSA’s requirements. Well done!
Stevedore Casualties At Richards Bay on 07/01/2011
at approximately 13h15 whilst stevedores were loading KLB reels into no. 4 hold, a stevedore, whilst trying to avoid the ships crane, stepped on rubber matting which was covering the KLB reels. He fell through a space between the KLB reels and the forward bulkhead and landed on the tank top, a distance of approximately 8m. The rubber matting is used between the tiers of KLB reels to prevent the reels moving during the voyage and to prevent the reels from being damaged. He spent three days in hospital and sustained soft tissue injuries to his right knee, right ankle, left hip and left elbow and whiplash.
Learning Points•Stevedores to ensure they are aware
of the cranes movements.•Signallerstonotifystevedoresinthe
hold to move out of the path of the crane.•Do not cover gaps or voids with
mats!•Stevedores to be aware of their
surroundings.
At Richards Bay on 09/01/2011 at 14h30 stevedores were instructed by the ship’s crew to tarp cargo in no. 4 hold. Two stevedores made their way into no. 4 hold via the hatch access ladder. One of the stevedores climbed from the ladder onto the coils and the other stevedore passed him the tarpaulin. Whilst the tarpaulin was being passed to the stevedore positioned on the coils, he was knocked off balance and fell 3 metres to coils below. He sustained a fractured vertebra. Investigations revealed that the two stevedores involved in the accident had no formal safety training and the supervisor was not on the vessel at the time of the accident.
Learning Points•Ensureonlystaffthathavehadformal
safety training are employed.•Any instructions that the vessels
Master or Chief Officer may have for the stevedores must be conveyed through the stevedore supervisor.
In Durban on 19/01/2011 at 21h00, stevedores were instructed to exit no. 6 hold, so that the hatch covers could be closed, as a result of rain. Whilst using the after vertical ladder to exit the hold, a stevedore
slipped from the wet ladder and fell approximately 9 metres. He sustained a fractured left femur and right ankle.
Learning PointsThe vertical ladder was unguarded. Guarding may have prevented the stevedores fall.
In Durban, on 27/02/2011 at 10h00, in no. 2 hold, a stevedore was struck by a loose pipe that became dislodged whilst it was being hooked up. He was taken to hospital for treatment and sustained serious lacerations to his right shin and a fractured right ankle.
Investigations revealed that the pipes were not bundled, were oily and had very little dunnage separating them. The end caps were secured with wire strapping which were broken and protruding. Pipes with larger diameters had smaller pipes nested within them.
Learning Points•Stevedorestobemadeawareofthe
hazards of this type of cargo prior to
the start of discharge operations.
•Where possible, when handling
loose pipes, use pipe clamp gear.
There is no news to report on the promulgation of the amended Maritime Occupational Safety
Regulations.
Promulgation of the Amended MOS Regulations
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Stevedoring
Crew member assisting the stevedore who had fallen through a shaft created by the cargo and the ships bulkhead.
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In Durban on 16/03/2011 stevedores were discharging earth moving machinery and various packages / loose cargo from the main deck of a car carrier. At 12h45, whilst attempting to load the bucket of an earth moving machine onto a tugmaster trailer with a forklift, the cargo slid off the forks, over the side of the trailer, and pinned a stevedore between the cargo and one of the vessels columns.
Investigations revealed that stevedore management/safety officers had failed to notice that the tugmaster trailer was defective. The forklift did not have a safe working load or a de-rating plate demarcated conspicuously on it. The forklift operators had recorded
problems with the forklift on their pre-usage checklist, but continued to use it. The method in which the cargo was transported from the stow to the trailer was unsafe. The bucket had been placed on dunnage on top of the forks to prevent it from slipping off.
Learning Points•Stevedore management / safety
officers need to ensure that defective equipment is not used.•Forklifts must comply with the
requirements of the Occupational Health & Safety Act 1993 (85 1993) Driven Machinery Regulations.•The correct lifting gear must be
used to handle cargo. Ie. Consider attaching a spreader with chains
/ nylon strapping to the forklift to handle the bucket.•Stevedoresshouldnotstanddirectly
in front of an operating forklift.
In Durban on 25/04/2011 stevedores were discharging one high 40ft containers from no. 4 hatch cover using a spreader and container hooks. At approximately 13h00 a stevedore attempted to access the top of the container in order to place the container hooks in the corner castings. The container hooks which had been resting on the top of the container slid off and struck him on the left side of his head. He sustained a concussion and laceration to his left upper eyelid and spent several days in hospital as a result. The stevedore attempted to access the top of the container with the container spreader and chains suspended directly above him.
MaRiTiME OCCuPaTiONal SaFETy NEwSlETTER Page 5
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Photograph showing the way in which the pipes were loaded in the hold
Injured stevedores foot after being struck by the dislodged pipe
Stevedoring
Photograph showing the holes in the trailer used to transport cargo off the vessel
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Stevedore was pinned between the bucket and the vessels column
Bucket that came off the forks
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Learning PointsStevedores should not stand under suspended loads or lifting gear
In Saldanha, on 28/04/2011, stevedores were using skips to load titanium slag. Whilst returning an empty skip to the quay one of the lifting chains slipped out of the slinging lug. A stevedore attempted to replace the lifting chain and whilst doing so the crane operator lifted the skip and the stevedores hand was caught between the lifting chains and the slinging lug.
Learning PointStevedores to ensure that they inform the crane operator and signaller of their intentions i.e. clearly signal that operations are to cease until the lifting gear is secure.
In Durban, on 16/05/2011 stevedores were loading wood pulp into no. 4 hold. A stevedore lashing hand was crushed against no. 4 hatch coaming by the ships gantry whilst leaning over the coaming to check that lashing gear was in place on the wood pulp stow below. He took up an unsafe position between the coaming and ships gantry in an area demarcated as a no work zone. He sustained a broken pelvis and internal injuries. The gantry cranes siren and revolving lights were working and the injured stevedore had had many years experience in the industry.
Learning Points•Be aware of moving machinery,
particularly on vessels with gantry cranes.
•Donotbecomecomplacent•Donotstandinunsafeareasthatare
demarcated no work zones.
In Durban, on 24/06/2011 stevedores were loading 20ft containers using ships gear into no. 2 hold under deck. Stevedores unhooked the container hooks from the container and were moving away from the suspended lifting gear. One of the stevedores was not paying attention to his
surroundings, and whilst moving away from the lifting gear stepped backwards off an adjacent stow of two high containers. He sustained serious injuries to his right arm and elbow. Investigations revealed that after he had fallen, stevedores coming to his assistance moved him ashore using a safety cage before emergency services could attend to him.
Learning Points•Beawareofyoursurroundings-face
the direction you are walking in. •Use the vessels walkways which
have railings once the un/hooking of containers has taken place.
•DO NOT move anyone that hasfallen. Wait for emergency services to attend to the injured person.
In Durban, on 24/06/2011 whilst stevedores were discharging containers using ships gear, a stevedore stepped backwards off a three high container. Still under investigation.
Minor Injuries In Cape Town, on 11/03/2011 at
14h50, whilst loading 14 metre length drill pipes in the upper tween deck of No. 1 hold, a stevedore contract general worker sustained soft tissue injuries to his right thigh
and left shin. The accident occurred whilst the stevedore was attempting to shift two drill pipes using a three-metre length of dunnage, into their stowed position, prior to chocking the pipes. The pipes were coated with grease and were not lashed. Stevedores had asked permission from the crew to lash the pipes once they were loaded to the centreline. The crew refused preferring for stevedores to lash the whole tier. .
Learning Points•Ifthepipeshadbeenlashedasper
the stevedores request the accident may have been prevented.
•Ensureonlyexperiencedstevedoresare used in this type of operation.
In Port Elizabeth on 27/06/2011 at 11h00, a stevedore lashing hand was assisting the shore crane operator, along with three others stevedores with the removal of no. 6 hatch cover. He was standing on a walkway behind the safety railings during the operation. As the vessel ranged due to surging, he was struck by the hatch cover resulting in minor injuries.
In Durban on 28/06/2011 a stevedore working onboard a reefer vessel slipped on a wet and oily deck. He twisted his right ankle.
Page 6
Stevedoring
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Drill pipes
Piece of dunnage used to shift pipes
Near MissesThe above photograph of stevedores discharging profiles at MPT Durban was sent to me by a Transnet Port Terminals Safety Manager. The identity of the stevedore company was not provided.
If you recognise this photograph, I
hope you are extremely embarrassed
and count yourself fortunate that
no-one was injured. This is NOT
how profiles should be discharged.
Please note the position of the
wire rope slings and angle of the
profiles. This is unsafe and shoddy
workmanship!
A further concern is the lack of
dunnage on the quay side on which
to place the profiles, making the
removal of lifting gear and lifting
of the cargo by forklift difficult and
unsafe.
Stevedore accidents abroadI was notified of this accident by an
ICHCA Safety Panel member:
On 30/03/2011, stevedores were
unlashing containers, trailers and
container chassis combinations in
preparation for discharge onboard a ro-
ro/lo-lo vessel. “Shortly after releasing
the last chain/binder assembly that
secured a chassis mounted loaded
reefer to a ramp (inclined) deck, the
container/chassis shifted forward,
buckled its landing gear (dropping the
nose end) and slid the front support
box approximately 8 feet out; away
from the container’s nose (front) end.”
The stevedore was crushed beneath
the front end and fatally injured.
MaRiTiME OCCuPaTiONal SaFETy NEwSlETTER Page 7
Stevedoring
07/10 – 12/10 01/11 – 06/11 Serious Serious Port injuries Fatal injuries FatalRBY 0 0 2 0
DBN 5 1 7 0
EL 0 0 0 0
PLZ 0 0 0 0
CTN 0 0 0 0
SLD 1 0 1 0
TTL 6 1 10 0
Statistical Overview
Ten serious injuries were reported to
SAMSA during the period 01/01/2011
to 30/06/2011. The bad news is
that serious injuries have increased
compared to the previous six months.
However, the good news is that NO
FATALITIES have been experienced to
date this year! A fantastic result!
Three serious injuries were sustained
whilst handling containers and two each
whilst handling steel and bulk. The rest
were sustained whilst handling paper,
project cargo and timber.
Five of the nine serious injuries were
caused by personnel falling off cargo
stows – two of these were from container
stows. Two were as a result of being
struck by cargo. One serious injury
was caused by being struck by lifting
equipment, one from being struck by
lifting gear and one a “pinch injury”
(stevedores hand was caught between
lifting gear and slinging lug of a skip).
Falling from container stows and general
cargo stows continues to be a serious
concern and I urge you to take every
precaution when working at heights.
Ships Lifting Appliances At Richards Bay on 09/01/2011
at 04h05, whilst stevedores were
loading aluminium ingots into no.
2 hold with no. 2 crane, the crane
malfunctioned causing 24 tons of
aluminium to fall into the hold. The
cause of the malfunction is thought
to have been the collapse of the seal
between the motor and pump which
caused the crane wire rope to slack
and the gear link to break. No-one
was injured.
In Durban on 12/01/2011 at 20h45
the operator of a shore crane
hoisted a container in preparation
for discharge. In the process of
manoeuvring, the crane cut out.
The container continued to slew
towards the portside and made
contact with the hatch coaming,
causing extensive damage to the
vessel. No-one was injured.
In Cape Town on 16/05/2011 at 21h15
whilst stevedores were discharging
containers with ships gear, no. 2
crane wire parted, causing a 40ft
container to fall on top of another
container. No-one was injured.
In Durban, on 01/06/2011 stevedores
were using a skip to load chrome
ore into no. 4 hold with no. 4 crane,
when the crane wire parted. The
skip which had fortunately only
been lifted approximately 1 m
landed on the quayside. No-one
was injured. The vessels gear
register was checked and the
cranes were found to have been
thoroughly examined and annually
inspected recently. It is important
to ensure that a loaded skip does
not exceed the SWL of the crane.
In June the SAMSA Durban office
was informed by stevedores that the
ship that they were to commence
work on did not have a vessels gear
register available for their inspection.
Remember: NO REGISTER – NO
WORK!
Page 8
Stevedoring
Aluminium ingots that landed in the hold when the crane malfunctioned
Fallen container resting on the vessel’s coaming
Fallen 40ft container which landed on and damaged another container
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The maritime industry is very fortunate
that no-one has as yet been injured
where the ships gear has failed. As
I do in every newsletter, I encourage
you to ensure the following:
•Ensure that crane operators are
certified and experienced.
•Check that crane operators hired
from labour brokers have the
required certificates and experience
in the maritime environment.
•Ensurethatcraneoperatorsconduct
safety checks on the crane prior to
shift commencement and report any
problems to the ship’s crew.
•Request to see the ships chain
register to check when quadrennial
thorough examinations and annual
inspections have been conducted.
•Supervisors should regularly check
that crane operators are not handling
cargo dangerously, operating too
fast, recklessly or shock loading.
•DO NOT USE CRANES THAT ARE
DEFECTIVE
•REPORT THE FAILURE OF SHIPS
GEAR TO SAMSA
Should the vessel not be able to provide
the gear register for inspection, DO NOT
operate the cranes, until they are able to
do so. You are also advised to report this
to SAMSA.
Recently I have been asked what the
testing and inspection requirements
for the vessels lifting appliances
are. Please note that these are very
different from the requirements in
the Occupational Health and Safety
Act, 1993 (85 1993) Driven Machinery
Regulations applicable to cranes
used ashore. In the simplest terms,
testing and inspection for ships lifting
appliances are as follows:
•Aclassificationsocietyisresponsible
for thoroughly examining the lifting
appliances every four or five years.
•A classification society or the crew
are responsible for visually inspecting
the cranes on an annual basis.
•Proof of the thorough examination
and the annual inspection are to
be entered into the Ships Gear
Register.
Stevedore Compliance AuditsSeveral companies were audited to
ascertain compliance to the Maritime
Occupational Safety Regulations.
Major findings were as follows:
Medical Examinations
Currently there is no legislation in
place in the Maritime Occupational
Safety Regulations or SA Ports Cargo
Handling Code of Practice that
requires stevedore companies to have
their employees medically examined,
except for crane and forklift operators,
the Occupational Health and Safety
Act, 1993 (85 1993) Driven Machinery
Regulations states that they must be
physically and psychologically fit.
Whilst inspecting the certificates of
medical fitness of crane and forklift
operators during audits the following
findings were made:
•Thereisnoconformitybydoctorsas
to what is examined
•Where the doctor has made an
endorsement on the certificate for
example, the stevedore must wear
spectacles, or they may not work
in a dusty environment, there is no
internal system in place whereby the
stevedore company ensures that the
crane / forklift operator is wearing
glasses or is working in a dust free
environment.
•Doctorsconductingmedicalsarenot
occupational health practitioners
Until the amended Maritime
Occupational Safety Regulations are
promulgated it is recommended that
stevedore companies request that
occupational health practitioners
conduct medical fitness examinations
according to Annex 2: Accreditation
of Medical Practitioners and Stevedore
Fitness Standards in the Code of Safe
Working Practice for Ships Handling
Cargo in SA Ports.
Safety Training
A five minute safety talk at the top of
the gangway is insufficient to ensure
that stevedores have been made
aware of the hazards onboard a ship.
Stevedore companies are to ensure
that all stevedores: permanent, casual
and stevedores from labour brokers
have received formal safety training.
Substandard or no safety training
is unacceptable and will not be
tolerated any longer. Stevedores
companies get your house in order
or face penalties.
The minimum requirement for safety
training content is the following:
•Generalunderstandingof theMOS
Regulations
•WhatPPEtowearandwhy
•How to safely access the various
parts of a ship
•Drugsandalcoholforbidden
•Thehazardsofvarioustypesofships
e.g. container, reefer, ro-ro etc
•The hazards of various types of
cargoes e.g. containers and steel
•Thehazardsofliftingequipmentand
gear
•The dangers of standing under
suspended loads
•Whatsymbolicsafetysignsmean
•How to report unsafe acts and
conditions
•Howtoreactintheeventofvarious
emergency situations
•Why good housekeeping is
important
Stevedore Safety InspectionsI have been very fortunate and grateful
this year to have had assistance from
colleagues at SAMSA with conducting
stevedore safety inspections in Cape
Town and East London by Nolundi
Dubase and Captain Peter Kroon
MaRiTiME OCCuPaTiONal SaFETy NEwSlETTER Page 9
Stevedoring
respectively. Some of their findings
have been as follows:
Substance Abuse
A stevedore in Cape Town was caught
red handed smoking cannabis. It
would seem that he was so enjoying
the effects of the drug that he didn’t
notice Nolundi conducting her safety
inspection or perhaps he was past
caring! Jokes aside, the use of drugs
and alcohol in the workplace is illegal.
The use of breathalysers by port
security at port entrances is a welcome
initiative; however it will not detect
the use of drugs. The drug used will
depend on the type of test required
i.e. urine, blood, saliva etc. The use
of alcohol and drugs in the workplace
creates an unsafe environment for not
only the user, but for those that work in
the vicinity of the user. Please educate
workers on the laws pertaining to
substance abuse in the workplace and
its dangers.
Standing on Coamings
Standing on coamings or hatch covers
without fall prevention continues to
be a problem. Please ensure that
if signallers need to stand on hatch
covers or coamings that they wear
safety harnesses and the area must be
fenced. Further, I have noticed that
the crew may have erected fencing,
but the stanchions and rope used are
in such poor condition that they are a
hazard themselves. The only reason
why this should continue to be a
problem is because there is a general
lack of supervision and a lack of
safety training.
Stevedore Safety CommitteesThe Durban Stevedore Safety
Committee continues to meet every
two months to raise and address issues
affecting stevedore’s health and safety.
One of its biggest achievements to
date is the benchmarking exercise
conducted by ICHCA International in
March 2011. Feedback regarding this
issue can be found under the heading
ICHCA Benchmarking Exercise. Two
similar committees have been formed
in Port Elizabeth / Ngqura and Cape
Town the first meetings of these
committees were held on 28/06/2011
and 06/07/2011 in Port Elizabeth and
Cape Town respectively. You may
be interested to note that several
common concerns have been raised
at all three committees. They are as
follows:
•Thelackofablutionsandrestfacilities
for stevedores in ports in South
Africa. This results in an unhygienic
workplace or stevedores walking
long distances through moving
machinery to find ablutions, which
is obviously unsafe. This has been
raised with the Port Authority and
NASASA and feedback is expected
shortly.
•Stevedores working on top of
container stows without adequate
fall prevention equipment. This is
of particular concern during a shore
crane operation. Stevedores are
often abandoned on top of containers
as the shore crane operators do not
leave the safety cage on top of the
container stow as an anchor point. A
meeting was held with TPT Durban
and they reported that they are
Page 10
Stevedores testing the fall arrestor that has been fitted to a safety cage on a particularly nasty day in Durban
Stevedoring
in the process of purchasing and
installing fall arrestors into safety
cages to which stevedores can attach
safety harnesses. Testing of the new
equipment has also taken place and
confirmation from TPT Durban is
awaited that the fall arrestors have
been fitted and are being successfully
used by stevedores. TPT Cape Town
is planning to use another method
which involves the rigging of safety
lines around the safety cage onto
which safety harnesses can be
attached. No feedback has been
received as to whether this method
has been successful and ideally it
would be preferred that all ports use
the same method of fall prevention.
ICHCA Benchmarking ExerciseThe Durban Stevedore Safety
Committee recently contributed
towards Mike Compton, from ICHCA
International’s, visit to the Port of
Durban, to conduct a stevedore safety
benchmarking exercise. The aim of the
exercise was to ascertain how South
African stevedore safety practices fare
against global practices and to hear
what is happening on the stevedore
safety scene internationally.
ICHCA which stands for the
International Cargo Handling
Coordination Association is a
membership and non-governmental
organisation dedicated to the
promotion of safety and efficient
handling and movement of goods by
all modes of transport.
The exercise took place between
the 29th March 2011 and 1st April
2011. Mornings were dedicated to
inspecting the Port of Durban and
boarding various vessels engaged
in loading and discharging cargo
representing the various stevedore
sections i.e. Containers, automotive,
break bulk and bulk. In the afternoons
Mike Compton gave lectures on
various topics impacting on stevedore
safety i.e. Safe Handling of Containers
and Safe Handling of Steel Cargoes –
cargoes, which as a matter of interest
cause the most fatalities and serious
injuries to stevedores in South Africa.
Examples of other subjects covered
were IMDG Training for Shore Side
Personnel, Safe Lashing of Deck
Containers and Quayside Safety.
MaRiTiME OCCuPaTiONal SaFETy NEwSlETTER Page 11
Conducting a stevedore safety inspection onboard a container vesselFrom left to right: Devon Govender (Bidfreight Port Operations), Chez Brown (Bidfreight Port Operations, Kirsty Goodwin (SAMSA), Mike Compton (ICHCA) and Wendy van Blerk (Bidfreight Port Operations)
Mike Compton concluded the exercise on 1st April 2011 by providing feedback on his visits to different parts of the port. One finding which is of concern, is the method in which stevedores work on top of containers which and is currently being addressed. Ultimately, the project was a success, providing stevedores and other interested
parties who attended the afternoon workshops with a glimpse of what is happening internationally and ideas on how to improve safety in their own companies. It is hoped that the exercise will be repeated in future so that it encompasses all the major ports of South Africa.
Lastly, a big thank you to the following companies for sponsoring the event: Bidfreight Port Operations, Transnet National Port Authority, National Association of South African Stevedores and the South African Maritime Safety Authority.
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Stevedoring
Attendees of the afternoon lecture from left: Cedric Allan, Jacques Arnulphy (Rainbow Marine) and Eddie Roberts (Thekweni Marine)
Attendees of the afternoon lectures
Amended LegislationMaritime Occupational Safety RegulationsCode of Practice: Ship RepairIt was hoped that the amended
Maritime Occupational Safety
Regulations and Code of Safe Working
practice for Ships Undergoing Repair
and Maintenance in South Africa
could have been sent out for informal
comment; however there has been a
delay in finalising the type of medical
examination workers in the industry
require. Once this has been finalised
it will be sent to you for informal
comment.
Ship Repair Compliance AuditsSeveral audits on ship repair
companies have been conducted this
year. Findings as follows:
Serious injuries to ship repair workers
that occur onboard a vessel, whether it
is afloat or in dry dock must be reported
to SAMSA for investigation. In the
past there has been some confusion
as to which Authority to report these
accidents to i.e. to SAMSA or the
Department of Labour. To clarify:
•Asalreadymentionedseriousinjuries
occurring onboard a vessel, whether
it is afloat or in dry dock must be
reported to SAMSA. It must also
be reported to the Commissioner of
Occupational Injuries and Diseases
(COID) so that the injured worker can
claim compensation. An Inspector
from the Department of Labour will not
investigate an accident that occurred
onboard a vessel as it is not in their
jurisdiction. See the Occupational
Health and Safety Acts definition of a
“workplace” point 3(b).
•Accidents occurring in the dry
dock e.g. a ship repairer falling off
scaffolding erected against the hull
of a vessel or an accident occurring
on the quayside need to be reported
to the Department of Labour for
investigation and to COID for
compensation purposes.
I hope this provides clarity; if you are
still unsure, please contact me for
assistance.
Ship Repair CasualtiesSAMSA has only recorded one casualty
to a ship repairer in the last 6 months
and since this casualty was picked
up during an audit, it is a concern
that there might be more accidents
occurring that are not being reported.
At Richards Bay, on 01/05/2011,
several boilermakers and welders
were renewing the side plating of no.
5 hatch cover. They were standing on
temporary scaffolding erected by the
ship repair company in the cross alley
between the accommodation and
the hatch. The temporary scaffolding
consisted of angle bars welded to the
length of the coaming and covered
with scaffold boards, except for an
area mid length of the hatch where
a hatch access was positioned. This
was covered with dunnage to allow
access into no. 5 hold. A welder was
working on top of the dunnage. As
he turned, the dunnage jack knifed
when he placed his weight on the
edge of the dunnage. He lost his
balance and fell through the space
between the coaming and the hatch
cover and landed in the ‘tween deck.
He sustained a broken right elbow,
broken pelvis, broken right femur
and four fractured ribs on the right
hand side.
Learning Points•Fall prevention equipment such
as safety harnesses and safety
lines must be provided and must
be used when working at heights.
The welder was not wearing a
safety harness and it is not clear
from statements taken whether
there was a safety line rigged or
not.
•Ensure that working surfaces are
even in order to prevent slips and
trips.
Ship Repair Accidents AbroadExtracted from the Brazilian Maritime
Authorities Casualty Investigation
At approximately 21h00 on
03/08/2010 in a shipyard in Rio
de Janeiro, an explosion occurred
onboard a vessel under repair. As a
result of this accident, two workmen
died and seven were injured and taken
to hospital where another worker
later died. Cutting and welding were
taking place in no. 2 ballast tank on
the portside. Oxygen and LPG were
being used to cut. According to the
Brazilian Maritime Authority who
investigated the accident, the cause
of the accident was the accumulation
of LPG in the lower part of the ballast
tank from the leaking of one or more
hoses or control valves. Portable
ventilators contributed to mixing
ambient air with the accumulated
LPG, forming an explosive mixture
that detonated when workers began
welding a steel plate in place. As
there were no explosimeters in the
tank, the explosive mixture was not
detected.
MaRiTiME OCCuPaTiONal SaFETy NEwSlETTER Page 13
Ship repair & maintenance
