Safe Gangway & Ladder Operation

SAFE GANGWAY &LADDER OPERATIONS


A VIDEOTEL PRODUCTION

PRINT AUTHORSheila Brownlee

84 NEWMAN STREET, LONDON W1T 3EU

TELEPHONE +44(0)20 7299 1800FACSIMILE +44(0)20 7299 1818

[email protected]


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 LtdAtlanship S.A.

The Bristol Port CompanyEssar Shipping LimitedEvergreen Marine Corp.

International Maritime Organization (IMO)International Maritime Pilots Association (IMPA)

MOL Tankship Management (Europe) LtdPacific Basin Shipping (HK) LtdTyne Gangway (Structures) Ltd

V Ships GroupVela 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 isstrictly 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 thetime of production. It is intended purely as comment. No responsibility is accepted by Videotel, or by any firm, corporation ororganisation who or which has been in any way concerned with the production or authorised translation, supply or sale of this video foraccuracy of any information given hereon or for any omission herefrom.

CONTENTS

VIDEOTEL PRODUCTIONS

3

ABOUT THIS BOOKLET 4

INTRODUCTION 5

CAUSES OF GANGWAY ANDACCOMMODATION 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 25Checklists 25Regulations relating to safe access 26Case studies 31

SAFE GANGWAY AND LADDER OPERATIONS VIDEOTEL PRODUCTIONS

The purpose of SAFE GANGWAY AND LADDER OPERATIONS is toraise awareness and improve the safety of gangway, pilot andaccommodation ladder operations, by helping deck officers andcrew members understand correct procedures and maintenance.

This booklet mirrors the accompanying video’s structure, and containspractical guidance, checklists, case studies and further resources, includingextracts from relevant regulations.

VIDEOTEL PRODUCTIONS SAFE GANGWAY AND LADDER OPERATIONS

ABOUT THISBOOKLET


4

Helping deckofficers and crew

membersunderstand correct

procedures andmaintenance

Gangways and accommodation ladders are common sources ofaccidents when they are not securely rigged or correctlymaintained. An accommodation ladder that seems potentiallyunsafe can also lead visitors to form a poor first impression ofyour ship.

Whether the means of access is amidships, or at the stern, or via a shore-based moveable gangway, it is of vital importance to rig and maintain allgangway 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 whoassist them must know the correct operational procedures.

The Master is responsible for providing safe access to the vessel, and it isevery crew member’s duty to ensure that gangways and accommodationladders are safe to use and in full working order.

SAFE GANGWAY AND LADDER OPERATIONS VIDEOTEL PRODUCTIONS VIDEOTEL PRODUCTIONS

5

INTRODUCTION

It is every crewmember’s duty to

ensure thatgangways and

accommodationladders are safe

Pilots must be ableto embark and

disembark safely

The Master isresponsible forproviding safe

access to the ship

Near injuries, injuries or even fatalities can result from:

• A gangway or accommodation ladder failing, because nobody hasnoticed that a fitting has deteriorated over a period of time

• Incorrectly rigged safety nets

• The gangway or accommodation ladder being positioned at toosteep 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 canbecome loose

• Too many people on the gangway or accommodation ladder atone time

• Not taking due care when boarding or leaving a ship, particularlyat night

• The person utilising the access equipment being under theinfluence of alcohol or narcotics.

If the person stowing or rigging the ladder is not wearing personal protectionequipment (PPE) or if there is no lifebuoy with a line available at the gangwayor accommodation ladder, the result of the accident is likely to be even moreserious.


CAUSES OFGANGWAY AND

ACCOMMODATIONLADDER

INCIDENTS

Case studies of recentaccidents are included

in the Appendix.


6

Incorrectly riggedsafety nets

Unsafecrewmember

The risks involved in operating and using an accommodationladder, gangway or pilot ladder must be assessed, to minimisethe likelihood of accidents. Whether at sea or in port, it is goodseamanship to make sure that the correct procedures and safetymeasures have been applied.

Responsible personnel must understand each system and how it is to bedeployed, and regularly inspect the equipment between periods ofdeployment to ensure that equipment is ready for use when required.

Risk assessment is not something that is just carried out once. It is anongoing process of familiarisation, checking and re-checking to ensure thatequipment is kept to the highest standard and that correct procedures areadhered to.

UNDERSTANDING THE GANGWAY OR ACCOMMODATIONLADDER SYSTEM First of all, personnel responsible for rigging and operating ladders must becompletely knowledgeable about the manufacturers’ recommendations. Themanuals for the equipment are usually kept on the bridge or in the ChiefOfficer’s office.

Personnel should also be familiar with SOLAS Chapter 5 regulationsregarding pilot ladders. (See Appendix.)

INSPECTING THE EQUIPMENT Ladders and gangways are constantly exposed to the weather, so they mustbe 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 downand reported immediately, according to ship’s procedure, so that it can bedealt with in the appropriate way.


RISKASSESSMENT

For more detail, see theMaintenance chapter.


7

While the ship is in port, many people will need to embark ordisembark (crew, agents, customs officials, stevedores, portofficials, visitors) including individuals who are unfamiliar withships. A correctly-rigged, well-maintained means of access isessential for safety and to create a good first impression.

THE ACCOMMODATION LADDER Different ships have different means of access – hydraulic gangways, rearramps, side hatches, passenger gangways – but most common is theaccommodation ladder. Deploying the accommodation ladder is one of thefirst deck operations on arrival at the quay, after securing the ship alongside.

There are different makes and models of ladder but the principles remain thesame. They are normally 5-20 metres long, swung out from the ship andlowered by hoist. They should be inclined to an angle of not more than 55°below the horizontal, unless designed and constructed for greater angles.


Accommodationladder positionedat correct angle

At the bottom ofthe ladder there is

often a roller orwheels which

enables the ladderto move while the

ship is at the berth

ACCOMMODATIONLADDER RIGGING

IN PORT


8

SAFETY NETS

A safety net of suitable size and strength should be riggedbetween the ladder and the ship. Its purpose is to minimise therisk of injury if a person falls between the hull and the quayside.

HAZARDS IN PORT

Accidents that take place in port may be a result of:

• The accommodation ladder not being positioned correctly orfastened securely

• The way that it is rigged not compensating for the movement ofthe ship

• Corroded wires parting suddenly (when raising and lowering)

• No safety net, or the net not being rigged the whole length ofthe accommodation ladder

• Access being obstructed or slippery

• Inadequate lighting during hours of darkness

• Sobriety of those utilising the equipment


Safety netincorrectlypositioned

7Safety netcorrectly

positioned

3


IN PORT


9

CORRECT RIGGING PROCEDURE Before rigging the ladder, everyone must thoroughly understand theprocedure and their role in it. The responsible officer should make sure thereare enough experienced personnel and that crew members who are lessexperienced are supervised.

• Everyone must wear a life jacket or buoyancy vest if there is a needto work outside the line of the vessel’s side rails or bulwarks

• Check that the hoist and clutches are working and that locks arenot rusted

• Check that there are no obstacles below, such as bollards

• The ladder should be positioned at an angle of inclination nogreater than 55° below the horizontal, except if it has been designedand constructed to be used at a greater angle

• No one should board the ladder until it is firmly in place and allaccessories 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 onwires and winches

• Ensure the safety net is rigged so that it spans the gap between theladder and the vessel

• If the stanchions are not permanent, as on newer versions, makesure 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 maybe supplied and rigged by the port authority, or part of the ship’sequipment) 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 greaseand oil

• Check that the angle of inclination is within the manufacturer’sspecifications as indicated in the manual

• Check that access to the accommodation ladder is safe andunobstructed

• Post any notices that may be appropriate, such as the number ofpeople allowed on the accommodation ladder at any one time

• The flood lighting should be working and correctly positioned to givegood illumination

• Check that the moorings are attended to regularly as conditionschange



IN PORT


10

Gangways can also be heavy and cumbersome to handle, but because theyare usually shorter than accommodation ladders there is more leeway aboutwhere they can be placed. The fact that they have fewer moving parts meansthere is less potential for malfunction. However, as with accommodationladders, they must be rigged according to the manufacturer’s specificationsand with the recommended safety systems.

Generally, gangways are one metre wide and made of aluminium. They havenon-slip surfaces, heavy duty securing lugs and rolling wheels on the shoreside. They are ideal for ship to ship access as long as the angle of inclinationis not too steep.

As with accommodation ladders, gangways must be properly maintained andregularly 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 theuse of preventer lines

• When raising or lowering the gangway, crew should stand in safepositions where a moving load cannot hit them

• PPE should be worn, as appropriate

• The gangway should be regularly monitored in case circumstancesin port change, causing it to move

• It should be adequately illuminated during hours of darkness

CRUISE LINER GANGWAYS Cruise liners board their passengers either by port controlled gangways or byship gangways. Bear in mind that most passengers are not seafarers and areless aware of potential risks. Their safety is the ship’s responsibility.


Passengers usinga cruise liner

gangway

GANGWAYRIGGING IN PORT


11

Gangway rigging

It is the ship’s responsibility to ensure that a gangway or accommodationladder is safely rigged and tended while in port. The deck watch mustcontinuously monitor the shore access for security and safety. Safetyconsiderations include: a change in the weather, a drop in temperaturecausing ice to form, or other circumstances such as the tendency for theladder foot to wander on the quay due to the vessel’s movement. Monitoringcan 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 ofinclination and the position of the ladder on the quay

• Consider surge caused by passing ships and whether damagecould occur

• Make sure the number of people using the ladder at any one timeis 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 maintenancecarried 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 withas much protection as possible, to withstand possible heavyweather conditions.


WHILE ON WATCH


12

Watch out for anyobstructions

ashore

Ensure the safetynet remains tight

at all times

In order to navigate ships on arrival and departure from ports, pilots need toembark and disembark while the ship is underway

Pilot boarding arrangements are inherently more risky thanaccommodation ladders in port, because the pilot boat and theship are both moving independently in the water, and the climbup or down the ladder is even more dangerous in severe weatherconditions and in the dark.

Accidents, often fatal, have been caused by defective equipment, lack ofexperienced ships’ crew and sub-standard safety procedures.

Pilot boarding arrangements need to be carefully prepared for, and if possiblethe pilot should be contacted beforehand by VHF to find out his preferredmethod of boarding. If the pilot is not happy with the ship’s arrangements, hecan refuse to board and this will obviously cause a delay to the ship’sschedule and incur costs and penalties.

Pilot operations can be monitored from the bridge but the responsible officermust be in position to receive the pilot and offer any assistance. Transfer froma pilot ladder to an accommodation ladder is a critical operation and theofficer must be prepared for any emergency.

PILOT RESPONSIBILITIES

• Take all necessary personal safety precautions, including using orwearing the appropriate PPE

• Check that the boarding equipment appears properly rigged andmanned

• Liaise with the Master so that the ship is positioned andmanoeuvred to permit safe boarding


PILOT LADDERS

From ‘International BestPractices for MaritimePilotage’ OCIMF/ICS/

INTERTANKO.


13

Pilot operationscan be monitoredfrom the bridge

The responsibleofficer must be inposition to receivethe pilot and offer

any assistance


PILOT BOARDING ISSUES Pilot boarding methods vary according to the type and size of ship, but theladders should be rigged around amidships, within the parallel body length ofthe ship and clear of any obstructions.

Every ship should have two pilot ladders in good condition, andthe ladder section should not be longer than 12 metres or it willbe too heavy for two people to handle.

Do not use tripping lines tied to the bottom of the ladder to help bring theladder back on board. These can get caught up in the pilot’s feet and candamage the pilot boat’s fittings.

The pilot line should be clearly visible. This shows the pilot the most suitableplace for boarding, the precise height of climb and whether the correct ladderarrangements are in place.

There should be a light over the side which illuminates the ladder from its aftside, not from the forward side as it could shine directly in the pilot vesseloperator’s eyes.

Note • Officers must be familiar with Chapter 5 Regulation 17 ofSOLAS concerning pilot ladders, and must understand howthey 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.

There should be alight over the sidewhich illuminatesthe ladder from

its aft side

PILOT LADDERS


14

Stowed pilot ladder

SHIPS WITH FREEBOARD OF NINE METRES OR LESS The ladders should be long enough to allow for loading and trim, and shouldbe available on both sides of the ship, within the parallel body length of theship, approximately amidships.

They must be kept clear of any ship discharges, and a correctly equippedlifebuoy, safety line and harness for rescue should be kept nearby.

Pilot ladders are heavy and at least two crew members are needed to deploythem over the side of the ship. (The weight helps to keep them stable andclose to the ship’s side in rough conditions.)


Lifebuoy, safetyline and harness –

close to stowedpilot ladder

Two crewmembersdeploying pilotladder over theside of the ship

PILOT LADDERS


15

PILOT LADDER SPECIFICATION Pilot ladders are normally made of uncovered, pre-stretched manila sideropes with steps made from hardwood such as ash, oak, elm or teak.Lightweight materials such as aluminium are not recommended as they canblow in the wind.

Handhold stanchions are sometimes permanent where a gate is used. If thereis no gate they must be attached to the bulwark so that they protrude around100cm above the bulwark top, made secure and strong enough to hold aperson’s weight.

Each step should be no less than 40 cm wide and spaced 30-38 cm apart. Thesteps must be horizontal and kept clean.

Manropes should only be attached only to the top. Some pilots find thatmanropes get in their way, so the responsible officer should first checkwhether or not the pilot requires them.

Spreaders stop the ladder twisting and should be built-in as part of theladder and not attached by lashing or shackles. They must be no more thaneight 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 othermaterial of equivalent strength, stiffness and durability. Once rigged, theladder should be tested by a crew member of sufficient weight and wearingthe appropriate PPE.

Note • Check the specifications of your ship’s pilot laddersDo they comply with IMO regulations?If yours don’t, you should inform the captain or chief officer


Stanchionsattached to the

bulwark

Spreaders stop theladder twisting

PILOT LADDERS


16

SHIPS WITH FREEBOARD OF MORE THAN NINE METRES A pilot ladder combined with the accommodation ladder may be necessary onships with a freeboard greater than nine metres. Again, they must bemounted on each side around amidships within the parallel body length of theship and must be clear of any discharges.

The accommodation ladder must lead aft so that when it is lowered, thebottom step rests firmly against the ship’s side.

It should be lowered to around five to seven metres above the water line. Theexact level will depend on sea and weather conditions, local regulations andthe size of the pilot boat.

The angle of inclination must not be more than 55° and the lower platformshould be horizontal with the stanchions, handrails or ropes securely fitted.

The pilot ladder must be securely attached at weather deck level andpositioned immediately adjacent to the lower platform with at least twometres extended above the platform.

If the pilot will be transferring on to the ship more than two metres below thispoint, it may be necessary to lash the ladders to the ship’s hull lashing points.


PILOT LADDERS


17

Accommodationladder with bottomfirmly against the

ship’s side

Accommodationladder lowered to

between 5-7metres above

water level

Accommodationladder lowered tocorrect angle and

with lowerplatform horizontal

OTHER PILOT BOARDING SYSTEMS

If a pilot makes any unusual equipment requests such as using apilot hoist, this must be agreed by both the Master and pilot.

Large modern vessels may have a system which allows the pilot access to thepilot platform through a trap door enclosed with secure railings. Thisequipment has its own set of instructions and maintenance systems, and therelevant manuals should be available on the bridge or in the Chief Officer’soffice.


PILOT LADDERS


18

Pilot ladderattached at

weather deck level

Pilot ladder lashedto lashing points

Following the manufacturers’ recommended inspection andmaintenance instructions is essential to minimise the risk ofaccidents and damage to equipment. Even in a short time, agangway or accommodation ladder can become hazardous if it isnot correctly maintained: moving parts should be regularlylubricated, cleaned, repaired.

Gangways and accommodation ladders use many different types of materialsin combination with each other. Wood, steel, rubber and aluminium arecommon and all have their own properties which can affect performance,both on their own and when combined. For example, wood can be particularlyslippery when wet, and aluminium will corrode more quickly when in contactwith 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 andreplaced as necessary:

• Winches on hoists to be checked and greased

• All wires, ropes, steps and joints should be inspected for anynecessary adjustment, lubrication or cleaning

• Accommodation ladder wires must be renewed every two years orsooner if required

• Wood and rubber sections and ropes should be checked for rot orcorrosion

• The brakes of the accommodation ladder winch should be inspectedfor rust

• Bent stanchions must be repaired or replaced

• The underside of gangways or accommodation ladders should bechecked by turning it over at regular intervals, and fittings shouldbe removed for thorough inspection.

All defects should be reported and recorded, and necessary steps taken toensure that repair or replacement is carried out at the earliest opportunity. Ifrepair or replacement is not possible and the device is therefore unusable, anotice must be securely attached stating that the device must not be used,and why.


MAINTENANCE


19

• 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 oraccommodation ladders must understand and be familiar with theequipment

• The gangway or accommodation ladder should be safely rigged andpositioned to take into account the effects of tides and surge

• A safety net should be correctly rigged and positioned below thegangway 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 boardingarrangements

• 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 shipaccess

• Every part of the equipment must be regularly and thoroughlyinspected and maintained, according to manufacturers’ instructions

• Take nothing for granted!


SUMMARY


20

Check your knowledge by answering the questions below.The answers are on page 38

Q1 MANUFACTURERS’ ACCOMMODATION LADDEREQUIPMENT 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 INCLINEDTO AN ANGLE OF NOT MORE THAN

a) 45°

b) 55°

c) 65

Q3 THE BOTTOM PLATFORM OF THE ACCOMMODATIONLADDER 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 ENOUGHTO WITHSTAND ANY NUMBER OF PEOPLE USINGTHEM AT ONCE TRUE OR FALSE?

Q6 WHILE IN PORT, IT IS THE PORT AUTHORITY’SRESPONSIBILITY TO ENSURE THAT GANGWAYS ANDACCOMMODATION LADDERS ARE SAFELY RIGGEDTRUE 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 PORTCONTROLLED GANGWAYS OR SHIP GANGWAYSTRUE OR FALSE?


ASSESSMENTQUESTIONS


21

Q9 IT IS THE PILOT’S DUTY TO BOARD REGARDLESS,EVEN IF HE IS NOT HAPPY WITH BOARDINGARRANGEMENTS 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 LIGHTWEIGHTALUMINIUM SO THAT THEY CAN EASILY BE LIFTED BYCREW MEMBERS TRUE OR FALSE?

Q12 THE CLEAR STEP WIDTH BETWEEN THE SIDE ROPESSHOULD 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 INDIRECT CONTACT WITH MILD STEEL TRUE OR FALSE?

Q15 HANDHOLD STANCHIONS SHOULD BE ATTACHED TOTHE 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


ASSESSMENTQUESTIONS


22

Q17 IN SHIPS WITH A FREEBOARD OF MORE THAN 9METRES, THE ACCOMMODATION LADDER SHOULDBE 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 ADEFECTIVE 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 usedand the reason why

c) verbally inform all relevant personnel that it is defective

Q19 ACCOMMODATION LADDER WIRES SHOULD BERENEWED AT LEAST ONCE EVERY

a) 2 years

b) 3 years

c) 4 years

Q20 IT IS NOT NECESSARY TO INSPECT THE UNDERSIDEOF GANGWAYS OR ACCOMMODATION LADDERS, ASTHEY ARE PROTECTED FROM CORROSION ANDWEAR AND TEAR TRUE OR FALSE?

The answers can be found on page 38


ASSESSMENTQUESTIONS


23

USEFUL PUBLICATIONSCode of Safe Working Practices for Merchant Seamen, Ch. 6www.mcga.gov.uk/c4mca/coswp.pdf

“Pilot Ladder Safety” by Malcolm C. Armstrong

“International Best Practices for Maritime Pilotage” – OCIMF, ICS andINTERTANKO

A ‘Required Boarding Arrangements for Pilot’ boarding card can bedownloaded 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


FURTHERREADING ANDRESOURCES


24

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

RIGGINGn 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

TENDINGn 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


APPENDICES


25

REGULATIONS RELATING TO SAFE ACCESS

MERCHANT SHIPPING (MEANS OF ACCESS) REGULATIONS, 1988

GENERAL DUTIES OF EMPLOYERS AND MASTERS AND OTHERS4.1 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 andany quay, pontoon or similar structure or another ship alongside which theship is secured and, without prejudice to the generality of this duty and thefollowing Regulations, shall ensure that the Master will have available theequipment and resources necessary to enable him to discharge his generalduties 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 afterthe ship has so secured and remains in position while the ship is sosecured;

(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 areadequately illuminated.

(d) a lifebuoy with a self-activating light and also a separate safety lineattached to a quoit or some similar device is provided ready for use at thepoint of access aboard the ship; and

(e) in the case of a ship to which Regulation 8(1) applies, a bulwark ladder isused as a means of access.

4.3 Where access is necessary between ship and shore, and the ship is not securedalongside, the master shall ensure that such access is provided in a safemanner.

4.4 Any person boarding or leaving the ship shall use the access equipmentprovided for the purpose.

GANGWAYS5.1 The employer of every ship to which these Regulations apply shall ensure that

a gangway appropriate to the deck layout, size, shape and maximum freeboardof 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, thegangway model number, the maximum designed angle of use and themaximum 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 havebeen reinforced for that purpose.

5.4 The master shall not permit a gangway to be used when its angle of inclinationis more than 30 degrees above or below the horizontal except that a gangwaymay be used at a greater angle of inclination if it was designed and constructedto be used at that angle.


APPENDICES


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ACCOMMODATION LADDERS6.1 In every ship to which these Regulations apply of 120 metres in registered

length or more the employer shall ensure that an accommodation ladderappropriate to the deck layout, size and maximum freeboard of the ship iscarried complying with the specifications set out in International StandardsOrganisation 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 laddermodel number, the maximum designed angle of use and the maximum safeloading 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 itsangle of inclination is more than 55 degrees below the horizontal, except thatan accommodation ladder may be used at a greater angle of inclination if itwas designed and constructed to be used at that angle.

PORTABLE AND ROPE LADDERS7.1 The employer shall ensure that portable ladders necessarily used as a means

of access are of adequate strength and long enough to provide a securehandhold at least one metre above the deck or rail of the ship or above thequayside.

7.2 The employer shall ensure that rope ladders necessarily used for accesspurposes are of a type conforming to the requirements of the MerchantShipping (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 accessto 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 agangway or an accommodation ladder.

7.4 The master shall ensure that

(a) portable ladders are securely lashed to the ship or quayside at their upperends 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 fifteencentimetres to allow the instep to be placed on every rung without allowingthe 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 ingood 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 aresponsible person when in use.

BULWARK LADDERS8.1 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 thebulwark, the employer shall ensure that the ship carries a suitable bulwarkladder.


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8.2 The employer shall ensure that adequate fittings are provided in every suchship to enable the bulwark ladder to be properly and safely secured andfastened.

8.3 The employer shall ensure that any gap between the bulwark ladder and thegangway and accommodation ladder can be adequately fenced to a height ofone metre.

8.4 The master shall ensure that the bulwark ladder is rigged in a safe and securemanner.

HANDHOLDS FOR BULWARK GATEWAYS ETC9.0 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 gapexists outboard of the rail or bulwark between the end of the access equipmentin use and the rail or bulwark, adequate handholds, guardrails and stanchionsare provided and used to prevent any person falling through such a gap.

SAFETY NETS10.1 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 goodconstruction and sound material, free from any patent defect and of adequatestrength for the purpose for which they are used.

10.2 The master shall ensure that whenever practicable a safety net or nets shall berigged properly under the gangway accommodation ladder, portable ladder orrope ladder so as to prevent persons from falling onto the quay or between aquay and a ship.

FOREIGN SHIPS11.0 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 onboard 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

ANNEXRECOMMENDATION ON PILOT TRANSFER ARRANGEMENTS

1 GENERAL Ship designers are encouraged to consider all aspects of pilot transferarrangements at an early stage in design. Equipment designers andmanufacturers are similarly encouraged, particularly with respect to theprovisions 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 ispracticable, within the midship half-length of the ship; and

.3 each step rests firmly against the ship's side. Where constructionalfeatures, such as rubbing bands, would prevent the implementationof this provision, special arrangements should, to the satisfaction ofthe Administration, be made to ensure that persons are able toembark and disembark safely.

2.1.2 Shipside doors used for pilot transfer should not open outwards.


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APPENDICES 2.1.3 A single length of pilot ladder should be used capable of reaching thewater from the point of access to, or egress from, the ship and dueallowance should be made for all conditions of loading and trim of theship, and for an adverse list of l50. The securing strongpoints, shacklesand securing ropes should be at least as strong as the side ropesspecified in subsection 2.2 below.

2.1.4 The steps of the pilot ladders should comply with the followingrequirements:

.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 equivalentstrength, stiffness and durability to the satisfaction of theAdministration;

.3 the four lowest steps may be of rubber of sufficient strength andstiffness 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, 115mm wide and 25 mm in depth, excluding any non-slip device orgrooving;

.6 they should be equally spaced not less than 300 mm or more than380 mm apart; and

.7 they should be secured in such a manner that each will remainhorizontal.

2.1.5 No pilot ladder should have more than two replacement steps whichare secured in position by a method different from that used in theoriginal construction of the ladder, and any steps so secured shall bereplaced as soon as reasonably practicable by steps secured in positionby the method used in the original construction of the pilot ladderWhen any replacement step is secured to the side ropes of the pilotladder by means of grooves 4n the sides of the step, such groovesshould be in the longer sides of the step.

2.1.6 Pilot ladders with more than five steps should have spreader steps notless 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 stepfrom the bottom of the ladder and the interval between any spreaderstep 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 uncoveredropes not less than 18 mm in diameter on each side and be continuouswith no joins below the top step.

2.2.2 Side ropes should be made of manila or other material of equivalentstrength, durability and grip which has been protected against actinicdegradation and is satisfactory to the Administration.

2.2.3 Two manropes of not less than 28 mm in diameter properly secured tothe 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 handready 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 beprovided.

2.3.4 Lighting should be provided such that both the pilot ladder oversideand the position where any person embarks or disembarks on the shipare adequately lit.


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3 ACCOMMODATION LADDERS USED IN CONJUNCTION WITHPILOT 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 theparallel body length of the ship and within the midship half-length and clearof all discharges. Equally safe arrangements which might be more suitablefor special types of ships may be accepted.

3.2 The length of the accommodation ladder should be sufficient to ensure thatits angle of slope does not exceed 550.

3.3 The lower platform of the accommodation ladder should be in a horizontalposition when in use.

3.4 Intermediate platforms, if fitted, should be self-levelling. Treads and steps ofthe accommodation ladder should be so designed that an adequate and safefoothold is given at the operative angles.

3.5 The ladder and platforms should be equipped on both sides with stanchionsand rigid handrails, but if handropes are used they should be tight andproperly secured. The vertical space between the handrail or handrope andthe stringers of the ladder should be securely fenced.

3.6 The pilot ladder should be rigged immediately adjacent to the lower platformof the accommodation ladder and the upper end should extend at least 2 mabove the lower platform.

3.7 Lighting should be provided at night such that the full length of the ladder isadequately lit.

3.8 If a trapdoor is fitted in the lower platform to allow access from and to thepilot ladder, the aperture should not be less than 750 mm x 750 mm. In thiscase the after part of the lower platform should also be fenced as specified inparagraph 3.5 above, and the pilot ladder should extend above the lowerplatform to the height of the handrail.

3.9 Accommodation ladders, together with any suspension arrangements orattachments fitted and intended for use in accordance with thisrecommendation, 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 INCIDENTWhilst ascending the accommodation ladder of his ship, after an eveningashore, an intoxicated seaman fell backwards down the ladder. He sufferedserious head injuries and subsequently died.

WHAT HAPPENED?A seaman was returning to the ship after an evening ashore having consumeda significant quantity of alcohol. A watchman from a nearby ship reported thatthe man appeared to be experiencing considerable difficulty ascending thesteeply angled accommodation ladder. At a point approximately half way upthe ladder the seaman overbalanced, slipped backwards and fell to thebottom of the ladder. At the foot of the ladder he fell off and landed on thequay resulting in a serious injury to his head.

The injured man was rushed to hospital but, unfortunately, his conditiondeteriorated and he later died from his injuries.

WHAT WENT WRONG?From a subsequent investigation it would appear that the accommodationladder was positioned at a very steep angle as a result of the state of tide. Thelighting was poor and there was no gangway watchman or responsible officerin attendance on the ladder at the time of the incident.

Clearly the seaman’s own irresponsible behaviour and contributorynegligence cannot be overlooked. However, there is an overriding obligationon 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 mustalways be maintained at all times. The accommodation ladder or gangwaymust always be positioned at a safe angle taking into account the effects ofrising or falling tides.

Adequate and appropriate lighting at top, bottom and along the length of theladder must always be provided in hours of darkness. Stanchions and ropesmust 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 theaccommodation ladder at all times. If necessary assistance should be given topersons boarding or disembarking.

Seamen should be reminded of the dangers of excessive consumption ofintoxicants and the risks they face when negotiating access to or from theship 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 thepassengers were being returned to the cruise vessel on a tender. The tenderwas visibly overloaded by UK standards with the ‘handicapped’ seated in thecabin whilst the ‘agile’ passengers squatted on the roof, in the stern sheets orup forward. There were no lifejackets visible. As the tender approached thecruise 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 accommodationladder 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 theskipper to lay off. He then disappeared to fetch the quartermaster

• The quartermaster arrived and instead of casting off the tender, secured it with afurther rope. He then attempted to lower the accommodation ladder whilesimultaneously turning the tender through 180 degrees (bow to stern) until itsstern was up against the ladder platform. Lots of shouting occurred and an officerappeared on the bridge wing to survey the incident

During this manoeuvre it was fortunate that no passenger was injured, eitherbetween 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 wasturned round. Everyone thought that the performance was a huge joke exceptof 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 ACCESSOn one of our vessels recently a pilot was lowered into the water whilst usingan 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 vesselmaking fast to an SBM to discharge. It was found that the hoist winch/airmotor was defective so the locking bar was put in place and the air motorremoved. No notice was put on the winch to say it was defective nor was anylashing put across the ladder access.

The 3rd. mate escorted the pilot to this ladder after berthing and the pilotwalked 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 controldue to a defective clutch/brake mechanism in the winch. The pilot wasdeposited 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 outof order

• A lashing should have been put across the ladder access to prevent anyonegetting on it

• The pilot should anyway have been advised to wait for the ladder to be loweredinto position before walking onto it as is our standing instruction

Please take note of this incident which is a classic example of a chain oferrors. We suggest a notice saying ‘No Access Until Ladder Is Lowered’ orsimilar is placed by the accommodation ladder access.

Please also include the clutch/brake mechanism as part of your maintenanceplanning.

PILOT LADDER SAFETY CALLA FRESH warning about pilot ladder safety has been issued by marineinsurers in response to an accident in the port of Dublin. A pilot was lucky toavoid serious injury after the side ropes of a ladder gave way while he wasboarding a ship in the port. Investigations found that both the port andstarboard pilot ladders were permanently rigged* and open to damage fromthe elements, in breach of SOLAS rules.

The London P&I Club said the failure was found to have been caused by asignificant loss of strength in the ropes as a result of extremely abrasion andflex fatigue. Warning owners of the need to ensure that pilot ladders areinspected regularly and stowed when not in use, the Club also pointed outthat the failed ladder appeared to have been in service 'for a considerableperiod of time’.

* ‘Permanently rigged’ in this instance does not mean that the ladders were lefthanging 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 undercover out of the weather, and thus would degrade quickly. If this vessel was aferry or similar, this would be understandable, given that the ladders would needfrequent inspection and replacement, which obviously was not the case here.

FROM CHIRP (UK CONFIDENTIAL HUMAN FACTORS INCIDENTREPORTING PROGRAMME), ISSUE WINTER 2003/4.

RIGGING OF GANGWAY NETSI was on a cruise vessel and I was disappointed that on arrival, it was evidentthat neither accommodation ladder had been rigged with a safety net. Iquestioned this with the security crew present at the time, and they declaredthat they did not require one. On boarding I asked if I could speak to thevessel's Safety Officer, only to be told by the information desk, no one wasavailable. 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'sSafety Officer, informing them that it was a requirement to supply and rig asafety net and also that its absence would leave themselves and theiremployer exposed if any incident around the ladders occurred. No action wastaken.

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 tocomplain to the Master and again, I got a piece of paper. I was also told by theReceptionist that a net had never been rigged there in the six month's he hadbeen on board. My letter again pointed out the requirement under regulationsto 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 himwhether it was policy to rig a net. He informed me it was a requirement tohave a net out, and they complied with that. I suggested he checks this outthe next time we arrived in port.

Next port, again, no gangway net, again, I raised it with reception, and Iaddressed another note to the Master, pointing out that members of his crewwere wilfully neglecting their responsibilities. Reception informed me that theSecurity Officer was in charge of the gangway. On my return from a trip, theSecurity Officer was present at the bottom of the gangway, so I queried himon the lack of a safety net. He informed me, that they complied with therequirements, 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 sawduring the week was the Senior Second Officer I spoke to about the gangwaynet.

Unfortunately, the vessel gave a very poor impression, from the time ofboarding. This impression was carried on throughout the voyage, on a numberof activities. The safety culture appeared poor, I did not go looking forexamples, 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 everyregulation, 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 1988which state at s.9(2):

"The master shall ensure that when access equipment is in use and there is arisk of a person falling from that access equipment or from the ship or fromthe quayside immediately adjacent to the access equipment, a safety net ismounted in order to minimise the risk of injury."

Other flags or ports may have similar requirements, but the issue of ensuringsafe access is a matter of common sense not just whether there is aregulation or not. CHIRP contacted the operator of the vessel and wasinformed an internal audit had identified the same issue and gangway netsare 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 8January 2006, two seaman were rigging a pilot ladder of the combinationtype. The ladder’s suspension wire failed, allowing the ladder to swingdown and throw one of the seamen into the water. He was recovered by anearby tug but, in spite of efforts to resuscitate him, was later declareddead in hospital The Chief Inspector has written to the vessel’s ownersadvising them

• To remind all crew of the importance of wearing appropriate safety equipmentwhen working over the side of a vessel

• To consider introducing a programme of periodic replacement of suspension wireson accommodation and pilot ladders

2.VESSEL: VARMLAND DATE: 23/11/05An able seaman fell overboard from the upper platform of the ship’sstarboard accommodation ladder when in port. The height of the ropeprotection around the ladder was 65cm. The seaman hit a large berthingfender 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 Varmlandcommending the remedial action already taken, and also recommending thatthe company

“Reviews its Safety Management Systems with particular regard to the safetyof persons working aloft, or over the ship’s side, and the need to sound thevessel’s general alarm following an emergency, when a muster or theassistance of the ship’s crew may be urgently required”

A further recommendation has been made to the ship’s classification societywith the purpose of highlighting to other classification societies via theInternational Association of Classification Societies, the need to pay particularattention to the heights of guardrails at the interface between accommodationladders and access decks.

FROM THE UNITED STATES COAST GUARD

THE STORYAt sea, prior to arriving in port, a vessel was encountering rough seas, swellsaverage heavy, rolling easily with occasional moderate roll. The ship was nottaking water on deck prior to or after the following described incident:

“Seamen were in the process of rigging the port accommodation ladder. Awire strap about 48" long with one end shackled to the gangway bridle andthe other end to the outboard side of the gangway was used to swing thegangway out. While a seaman was on the accommodation ladder attemptingto unshackle the end of the outboard side of the gangway, a heavy freak swellcame over the ladder knocking him back against the ship's bulwark wherethe ladder is normally cradled.”


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LESSONS LEARNEDThe Ship's Accident Investigation Committee recommended the use of a hookin lieu of the shackle so that a seaman would not have to lean over theoutboard side of the accommodation ladder in order to remove the strap.

The rigging of gangways should never be attempted when vessel is shippingseas on deck.

Anytime a seaman is performing work over water—on the accommodationladder, staging, etc., a work vest must be worn to afford protection fromdrowning in the event of a fall into the open water.

Ship's personnel must make it a habit to use various types of personalprotective equipment that is available to them whenever the work requiresthe need for such equipment. Don't endanger your life by taking chances.

FROM THE NAUTICAL INSTITUTE MARINE ACCIDENT REPORTINGSCHEME (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 thepilot ladder, the air control to the accommodation ladder was actuated, thiscaused the accommodation ladder to descend. Due to the excessive weightplaced on the pilot ladder, the ladder failed, causing it and the Pilot to dropsome two metres. Fortunately the Pilot was able to hold on to the one ropewhich was lashed to the accommodation ladder, thus preventing any physicalinjuries. The Pilot descended onto the launch and re-embarkation waseffected 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 theair 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 allpilot boarding legislation and shows no regard for basic seamanship or basicsafety of embarking personnel

5. The position of the control lever did not allow the operator an overside viewwhilst operating

PILOT LADDER UNSAFE REPORT NO. 200263Whilst a Pilot was disembarking from the side door of a Ro-Ro vesseldeparting port, both the side ropes of the pilot ladder parted once the fullweight of the pilot was on the first rung of the ladder. They were apparentlyrotten. The pilot fell vertically approximately two metres to the deck of thelaunch and was only saved from going into the sea by the seaman on the deckof 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 ofthe ladder and non-compliance with SOLAS;

1. The side ropes of the ladder had been served and therefore the ropes could notbe readily inspected as they were covered.

2. There were no handrails or stanchions, the pilot had to use the edges of thedoor to steady himself when mounting the ladder.

3. The vessel had an 8" rubbing band round the hull, this was 24" below the loweredge of the side door, the ladder could not rest against the side of the vessel atany point. The hull plating below the 8" rubbing band receded toward the keel sothat 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, ascupper pipe of approximately 6" diameter was discharging water from thevessel's deck onto the pilot boat and the pilot ladder, there was torrentialtropical rain falling during the incident and this discharge was falling on thedeck of the launch

6. When not in use the ladder was apparently swung inboard without any storageor 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 testingor inspecting of the equipment associated with the pilot ladder.

FROM MOL TANKSHIP MANAGEMENT LTD (EDITED VERSION)

PILOT TRANSFER ACCIDENTA pilot in his sixties died recently during transit of the Suez Canal, shortlyafter attempting to transfer to the pilot launch.

As the pilot prepared to transfer from the vessel’s accommodation ladder tothe waiting pilot launch, the launch landed heavily on the lower platform,initiating a failure of the winch drum coupling with the gear box. This resultedin the ladder lowering a further two metres to the water in an uncontrolledmanner.

As the lower part of the ladder was submerged, the Pilot clung to thestanchions with both arms. The third officer reported the incident to Bridge byradio immediately and an AB threw a lifebuoy with self-igniting lightoverboard. The Pilot was seen and heard several metres away from theaccommodation ladder but when he was recovered later he was dead. It is notknown whether he died from drowning or a heart attack brought on by theshock. 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 theaccommodation ladder fall wire storage drum coupling, resulting in theuncontrolled lowering of the ladder which, when struck by the launch,overloaded the equipment.

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Q1 c) on the bridge/Chief Officer’s office

Q2 b) 55°

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 maximumnumber 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 thearrangements.

Q10 b) 12 metres

Q11 FALSE They are made of heavy materials which will not blow inthe 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 usedand the reason why

Q19 a) 2 years

Q20 FALSE Inspection of the underside of gangways should not beneglected.


ASSESSMENTQUESTIONS

ANSWERS


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Safe Gangway & Ladder Operation