Company Operational Manual(COM)
Technical
3.14 Bridging Document 		Doc No.: COM 3.14
Revision: 1
Date: 15 Oct 2024
Issued by: DPA
Approved by: MD

Approval Shipyard Ship Management Company
Name
Position Project Manager PIC for HSSE Tech Manager Representative PIC for HSSE
Signature
Date

1. INTRODUCTION

1.1 Even though both Tech Manager and the Shipyard have comprehensive Health, Safety, Security & Environment (HSSE) Management Systems, to ensure and manage the safety, security and health of their own workforce, it is of paramount importance that a “Interface document” be developed to align both the Health, Safety, Security & Environment Management Systems. This will ensure that standards of safety achieved by one party through the application of its “Safety Management System” are not compromised by another or others, whilst undertaking shared activities.

1.2 This interface document shall bridge all HSSE expectations and requirements from both parties and shall be named the “Company - Shipyard Bridging Document”. The “Company– Shipyard Bridging Document” shall be adhered to by all Company and Shipyard personnel, all contractors, specialists, surveyors, inspectors, and visitors.

1.3 When reading this document, the following definitions are applicable:


2. RESPONSIBILITIES

2.1 The Shipyard Project Manager and the Company Representative are responsible for working in partnership with, and for supporting each other, to ensure that safety is of paramount concern to all parties and that all work covered by the project is carried out in a safe, secure and efficient manner.

2.2 The Project Manager and Company Representative are responsible for ensuring that all necessary measures are taken to provide a safe and healthy place of work for their own employees and contractors.

2.3 The Project Manager shall establish and Chair a pre-docking meeting that will introduce the key members of the Shipyard to the ship’s staff and reiterate the Shipyard safety procedures and incident response plan.

2.4 The Project Manager and the Company Representative must meet regularly but not less than twice per day to discuss all aspects of HSSE and the “Company - Shipyard Bridging Document” relevant to the project and agree acceptable solutions to problems and concerns as they occur.

2.5 There must be at least one “Vessel Safety Coordination Committee” [VSCC] meeting held per day chaired by the Shipyard Project Manager and attended by the Company Representative or his deputy [Section 9].

2.6 The Company Representative must provide the Project Manager with the vessel’s daily work plan at the VSCC meeting. They must discuss all aspects of the Shipyard and Company interfaces relevant to the project and must agree mutually the acceptable solutions to any problems or concerns as and when they occur.

2.7 The Shipyard Project Manager and Company Representative are responsible for communicating and sharing any incidents that have occurred on the vessel at the VSCC meeting.

2.8 The Shipyard Project Manager is responsible for providing the Vessel’s Safety and Utility Arrangement Plan. The Safety and Utility Arrangement Plan must be based on the vessel “General Arrangement Plan” and must show the position of the fire hydrants, fire extinguishers, safety equipment, muster points, and escape routes. The Vessel’s Safety and Utility Arrangement Plan must also be marked/updated with details of the location of any hazardous materials [Bunkers, Compressed Gas, Paint, Lubricating Oils, and Chemicals etc.] and shall be prominently displayed on the vessel’s upper deck close to the main access gangway and in the VSCC meeting room and must be updated promptly.

2.9 The Shipyard must be provided with a copy of the vessel’s fire plan which must be held by the emergency response team ashore.

2.10 On completion of the refit, the Project Manager must establish and Chair a post refit meeting with the Company Representative to evaluate the overall project performance, including HSSE.

2.11 The Project Manager and the Company Representative shall discuss, plan and agree with the Master regarding the ship movement and mooring arrangements according to the Shipyard procedures. The Shipyard must provide the vessel’s Master with an accurate mooring plan which must be agreed. The vessel’s Master must provide the Shipyard with the vessels mooring arrangement if requested.

2.12 The Project Manager and Company Representative must be aware that external contractor’s premises shall periodically be jointly inspected.


3. RESPONSIBILITIES OF SHIPYARD AND COMPANY HSSE PERSONNEL

3.1 The Shipyard shall appoint a responsible person [Shipyard HSSE Responsible Person] to manage and maintain HSSE and who must be responsible for ensuring that all operations during the refit period are in accordance with the Shipyard Safety Management System and the “Company - Shipyard Bridging Document”.

3.2 Company must appoint a HSSE Officer to manage and maintain HSSE and who shall be responsible for ensuring that all operations during the refit period are in accordance with the Company Management System and the “Company - Shipyard Bridging Document”.

3.3 On arrival of the vessel, the “Shipyard HSSE Responsible Person” or his/her delegate is responsible for conducting an HSSE briefing to familiarize the vessel’s personnel with the Shipyard emergency response procedures and Shipyard HSSE system.

3.4 The “Shipyard HSSE Responsible Person” must arrange an evacuation drill as soon as possible after the vessel’s arrival to familiarize all Company and Shipyard personnel, all contractors, specialists, surveyors, inspectors, and visitors with the alarm system, emergency evacuation routes and muster points. Further drills must be conducted for extended refits and/or if significant numbers of new personnel arrive on site. The evacuation drill should involve the Shipyard and/or Local Civil Fire Station if they would be involved in a real situation.

3.5 The “Shipyard HSSE Responsible Person” or his/her delegate must issue copies of the Shipyard Rules and Regulation booklets and/or HSSE information and a list of essential emergency telephone numbers, to all vessel personnel, contractors and visitors.

3.6 The “Shipyard HSSE Responsible Person” and Company HSSE Officer are responsible for the administration and monitoring of all operations to ensure conformance to all relevant statutory, Shipyard and Company HSSE requirements.

3.7 The “Shipyard HSSE Responsible Person” and the Company HSSE Officer are responsible for working in partnership with, and for supporting each other on all HSSE related matters.

3.8 The “Shipyard HSSE Responsible Person” and the Company HSSE Officer must conduct a joint safety tour of all parts of the vessel at least once per day prior to the morning VSCC meeting.

3.9 The “Shipyard HSSE Responsible Person” and the Company HSSE Officer must in addition conduct a joint safety tour at least twice per week with the vessel’s Master to observe working practices and housekeeping in all areas of the vessel.

3.10 The Company Chief Engineer and Chief Officer must inform the Shipyard Project Manager of all work activities intended to be carried out by Company personnel daily at the VSCC meeting for purpose of work coordination. This will normally be a discussion around the vessel daily work plan.

3.11 The Company HSSE Officer, or a nominated deputy, must be responsible for ensuring that a list is always posted and maintained of ship’s staff onboard and ashore. A list of Company personnel, all contractors, specialists, surveyors, inspectors, and visitors attending the refit shall be provided to the Shipyard HSSE Responsible Person.

3.12 The Company HSSE Officer must brief all new Company and Shipyard personnel, all contractors, specialists, surveyors, inspectors, and visitors on the Shipyard emergency response procedures as soon as they arrive on site.

4. DEMARCATION OF FUEL AND LUBRICATING OIL TANKS

4.1 Ship’s staff must ensure that all fuel tanks and lubricating oil tanks are clearly marked during the refit period.

4.2 Ship’s staff must ensure all boundaries of all fuel and lubricating oil tanks are clearly indicated and marked, this must include vertical bulkheads and horizontal boundaries on the main deck. Inside of the marked boundaries must also be marked with signage stating, “NO HOT WORK”.

4.3 Ship’s staff must ensure that all vents from fuel and lubricating tanks are clearly identified with signage stating, “NO HOT WORK”.

5. GRAVING DOCK AND FLOATING DOCK INTEGRITY

5.1 The Shipyard must provide the Company Representative with a copy of the latest records of the Shipyard and/or independent inspection, and certificate of the condition in respect of Dry-Dock closing arrangement (for graving dock), or hull structure (for floating docks).

5.2 The Shipyard must immediately report to the Company Representative any damage or defects affecting or likely to affect the integrity of the dock. This should include the gate, flooding valves, and pipes, pumping arrangements and structure as appropriate.

5.3 No invasive maintenance or repair work that could compromise the dry-dock integrity shall be carried out on the floating dock, graving dock, dock gates or dock facilities whilst a Company managed vessel is in the graving or floating dock. Non-invasive work of a routine nature such as greasing valves, minor chipping and painting may be carried out providing the Company Representative is fully informed and is in full agreement.

5.4 When a Company vessel is in a graving or floating dock the Shipyard must not undertake any structural or other work on the dock gates or floating dock that would compromise their strength and integrity.

5.5 If an emergency arises or if unavoidable work is considered necessary by the Shipyard on the dock gates or floating dock the Company Representative must be informed immediately. If the Company Representative considers that the proposed work poses an unacceptable level of risk to personnel working in the dock or on the vessel, work must cease, and personnel must be evacuated from the area.

6. DIVING OPERATIONS

6.1 It is recognised that divers may be used to verify the alignment of the vessel on the blocks and to confirm that transducers and other protrusions, bottom damage are clear of dock blocks.

6.2 The Shipyard and the local Dive Contractor are responsible for ensuring compliance with the safe diving practices and the local legislation, must successfully complete applicable safety checklists, and must confirm this to the Company Representative.

6.3 Dive Contractors must have been vetted and approved by the Shipyard through a stringent assessment process.

6.4 The dive contractor must present the dive plan to the Company Representative and the Ship Management Team to discuss.

6.5 Any dive operation that falls outside the requirements must be reviewed on a case-by-case basis and must be approved by the respective Company Fleet Manager in consultation with the Company HSSE Manager. This includes emergency dive requirements, where Dive Company pre-qualification may not be possible.

6.6 The dive plan must take the following into account:


7. HSSE MANAGEMENT CHANGEOVER PROTOCOL

7.1 The vessel shall be managed and controlled by the Company Management System [CMS] until such time as the vessel is officially handed over to the Shipyard in writing. Once handed over the vessel shall then be managed and controlled by the Shipyard HSSE Management system. An appropriate handover document shall be printed on Shipyard headed paper and signed at delivery and redelivery by the Company Representative and Shipyard Project Manager.

7.2 During refit the vessel’s fire main may not be operational due to abnormally light draft conditions, the vessel’s fire pumps and/or fire main may be undergoing repair or in dry-dock there will be no water around the vessel to supply ship’s pumps thus reducing the firefighting capability of the vessel. At the commencement of refit the Shipyard must therefore accept the responsibility to maintain the vessel’s fire main under pressure and/or provide independent means of supply at strategic locations to cover the whole vessel until such time as the vessel is handed back to the Master and the vessel is capable of maintaining the fire main under pressure by its own means and this is acknowledged in writing by the Master.


8. DOUBLE BANKING AND MOORING

8.1 Double banking of vessels is undesirable and should be discouraged, however it is recognised that occasionally it may be unavoidable. In such circumstances, the Shipyard must ensure that the vessel’s Master and Company Representative are made aware of the intention well in advance to allow the necessary risk assessments, mitigations, communications, and approvals to be completed.

8.2 Double Banking is undesirable due to the following:

8.3 If double banking is unavoidable the Company Representative must inform the Company Managing Office and seek the approval of the Head of the Business Unit.

8.4 If double banking is unavoidable the vessel’s Master and SMT must complete a risk assessment [RA] to cover as a minimum but not limited to the following:


9. VESSEL SAFETY AND COORDINATION MEETING [VSCC]

9.1 A VSCC meeting must be held in the morning soon after the start of the working day but allowing time for the safety tours to be completed.

9.2 The aims of the VSCC meeting is to ensure that no incompatible work processes are carried out on board the vessel at the same time. It also serves to disseminate important HSSE information to all Company and Shipyard personnel, all contractors, specialists, surveyors, and inspectors working on the project.

9.3 The meeting must be conducted in the English language and all attendees including contractors, specialists, surveyors, and inspectors shall have adequate understanding of the language and be able to pass important HSSE and other information to their respective workforce.

9.4 The VSCC meeting shall be chaired by the Shipyard Project Manager who will be supported by the Company Representative and the SMT. The Shipyard Project Manager shall allow the Company representative sufficient time during the meeting to engage with Ship’s Staff and any direct contractors, specialists, surveyors, and inspectors to disseminate the work schedule for the day and highlight any possibilities for incompatible work.

9.5 The VSCC Committee shall comprise of:

9.6 The objectives of the committee are as follows:

9.7 The following activities must be discussed at the VSCC meeting:

9.8 Responsibilities of Members of the VSCC

Note:

Duty Officers

Duty Officers for Deck and Engine Room must be nominated daily, and their names posted on the Safety Notice Board in the VSCC meeting room and made known to the Shipyard Project Manager. The Duty Officers must be briefed daily by the Ship Management Team with regards to the planned operations for the day. The Duty Officers must conduct their Safety Tours of the whole ship and complete the relevant logbooks before retiring for the night.

Fire patrol

Between 0700 hrs and 1800 hrs, the ship’s staff must be continuously patrolling the vessel whilst performing their normal duties. Between 1800 hrs and 0700 hrs there will be a designated ship’s staff assigned to perform fire patrol duties. The ship’s staff must be briefed on any duties and updated on any work progressing through the night by the day Duty Officers at the evening VSCC meeting.

10. VESSEL HSSE COORDINATION BOARD AND GAS FREE BOX

10.1 The Shipyard must place a ‘Vessel HSSE Co-ordination Board’ onboard the vessel near the vicinity of the access gangway to clearly indicate the overall status and the types of work being carried out in each enclosed space.

10.2 The “Vessel HSSE Coordination Board” shall be updated immediately as and when a permit as detailed in [Section 18.1] is issued to ensure that the board maintains an accurate indication of the status of each enclosed space with regards to the work being carried out.

10.3 A “Gas-Free Box” must be placed onboard the vessel, near the vicinity of the access gangway/accommodation ladder, to store all in-force permits onboard the vessels.

11. IDENTIFICATION SYSTEM

11.1 An appropriate and effective identification system must be provided and implemented to all Company and Shipyard personnel, all contractors, specialists, surveyors, inspectors, and visitors who are engaged to work on board or visit the vessel. The system should be in the form of dual tag system, electronic swipe card or other suitable system.

11.2 Upon the vessel arrival, the Company Representative, all Company personnel, Company direct contractors & specialists, surveyors, inspectors, and visitors must also be provided with the necessary tags or cards and the system explained.

11.3 The system must be capable of recording the identification tag and number of personnel on the vessel, always.

11.4 There must be a system for monitoring personnel entering any enclosed space, this could be part of the dual tag system, the second tag being used to attach to a ‘Fit for Entry’ signboard that is specific to the relevant enclosed space or could be another suitable and proven system.

11.5 All Shipyard personnel, contractors, specialists, surveyors, inspectors, and visitors required or with permission to enter the accommodation shall be issued with and must wear accommodation access identification. This could be in the form of helmet badge, coloured armband, or other suitable means to enable ease of identification and challenge if appropriate.

12. MACHINERY ISOLATION, HANDOVER, AND REACTIVATION PROCEDURES

12.1 Upon arrival of the vessel into the Shipyard, the Project Manager must be briefed by the Company Representative and the ship’s staff as to the intended plan for the shutting down of the vessel’s machinery systems.

12.2 Prior to any commencement of work, the ship’s staff must brief the Shipyard Project Manager regarding the status of the ship’s machinery along with a plan of the intended shut down sequence.

12.3 The isolation of the vessel’s fixed firefighting systems must be discussed and agreed [Section 13].

12.4 It is recognised that many incidents, accidents and near misses occur due to lack of communication and understanding when handing over items of machinery and equipment for repair, as the Shipyard may not be familiar with the vessel’s machinery, equipment, and systems. Therefore, the Shipyard must implement a robust permit system covering isolation, reactivation and commissioning that promotes good communication between the Shipyard and Company responsible person.

12.5 For the items identified by the Shipyard Project Manager and/or Company Representative to have a high potential risk or for complex systems that may not be adequately covered by the permit system, the Shipyard must implement appropriate checklists to be signed by the responsible representatives from Company and Shipyard, at a minimum of the following stages to confirm that the communication has taken place and any handovers have been agreed:

12.6 If the Company & Shipyard responsible persons cannot agree at any stage of the handover checklist, the checklist shall remain unsigned. The disagreement must be brought to the attention of the Company Representative and Shipyard Project Manager immediately or at the next VSCC meeting.

12.7 All vessel machinery that is shut down must be isolated and depressurised by ship’s staff and made safe for work. All systems which are not used must have their fuses removed from the relevant electric motors and key valves lashed shut and ‘lock-out’ devices fitted as necessary in accordance to the Company “Isolation – Lockout/Tagout” procedures. The ship’s staff must keep records of which systems are shut down, which valves are shut, and which fuses have been removed, in accordance with the current Company “Isolation – Lockout/Tagout” and Permit to Work procedures.

12.8 As systems become safe for work, they are to be ‘handed over’ by the ship’s staff to the Shipyard foremen/engineers using the handover checklists. A record shall be kept in the vessel’s engine room logbook of these ‘handovers’ and they are to be discussed at the VSCC meeting on the day they are due to be handed-over. Work must not commence until it is officially handed over following this ‘handover’ procedure.

12.9 The Shipyard shall only assist in the ‘shut down’ process if specifically requested by the ship’s staff and under the agreement of the Project Manager. Any assistance from the Shipyard must be carried out under the close supervision of the ship’s staff.

12.10 Any additional isolation required for purpose of work during the refit period initiated by the Shipyard must be in accordance with the Shipyard “Lock Out-Tag Out” procedures. The intent to perform the isolation must be highlighted and recorded during the VSCC meeting. The ship’s staff may be called upon to assist in the isolation. All aspects of the isolation are to be discussed, agreed, and recorded as part of the minutes of the VSCC meeting.

12.11 No system or any part of a system shall be reactivated or operated before it is first highlighted at the VSCC meeting or at a special meeting agreed for such a purpose. All aspects of the reactivation must be discussed, agreed and recorded as part of the minutes of this meeting and if necessary, a hazard analysis of the situation is to be carried out.

12.12 A record must be made in the vessel’s engine room logbook as to when the system was reactivated.

12.13 When the purpose for the system reactivation is completed, unless re-activated for final re-commissioning and testing, the system is to be re-isolated, depressurised and made safe for work as previously detailed. On completion of repairs or when work is close to completion the ship’s staff and/or the Shipyard foreman/engineer must highlight the systems that are to be reactivated at the VSCC meeting. All aspects of the reactivation must be discussed, agreed, and recorded as part of the minutes of the meeting and if necessary, a risk analysis of the situation shall be carried out.

12.14 Reactivation must not commence until the Shipyard foremen informs the ship’s staff that all work is completed, and the handover check sheet is signed by Company and Shipyard responsible persons.

12.15 Once the ship’s staff have been informed that work is complete, they must carry out preliminary checks on the system and highlight any faults found to the Shipyard foremen, who will then authorise any remedial work.

12.16 When the remedial work is completed, the Shipyard foremen shall again inform the ship’s staff, who must verify that the necessary work has been completed. The ship’s staff must then inform the Shipyard of any remaining reactivation procedures.

12.17 If any other faults are found that require further remedial work, the above procedure of isolation must be followed until all remedial work is satisfactorily completed.

12.18 If any systems tests are to be carried out by the Shipyard, the tests must be highlighted at the VSCC meeting on the day they are scheduled to take place. All aspects of the test must be discussed, agreed, and recorded as part of the minutes of the VSCC meeting and if necessary, a risk analysis of the situation must be carried out.

12.19 The ship’s staff must assist the Shipyard in the preparation of these tests by using their knowledge of the systems to ensure that they are carried out safely.

12.20 If any system or part of a system must be operated as part of the test, the Reactivation Procedures as previously detailed in this section must be complied with.

13 CO2 FIXED FIRE FIGHTING SYSTEMS

13.1 Where a fixed CO2 fire extinguishing system protects machinery, pump rooms, or other machinery spaces, these systems must be positively isolated or immobilised to avoid accidental release during the refit period. On completion of the repairs and prior to departure from the Shipyard, Company must ensure that the system is restored to its operating condition. In cases where the responsibility for ensuring against accidental release has been delegated in writing to the Shipyard or to a contractor undertaking work on the system, then Company in conjunction with a representative from the subcontractor shall ensure that the system is restored to its operating condition.

13.2 To prevent unauthorised use, the space containing the CO2 cylinders or the CO2 bulk storage unit should normally be kept locked at all times, with one of the keys being readily available in a glass fronted case near to the entrance to the space.

13.3 When hot work is being conducted in the spaces or in adjacent spaces that are normally protected by the fixed firefighting system, enhanced vigilance and fire precautions must be implemented in the form of fire watch, fire hoses, and portable firefighting equipment, etc.

14 EMERGENCY RESPONSE PROCEDURES [ERP]

14.1 Upon arrival at the Shipyard, two gangways must be provided at appropriate locations to provide safe means of access to and from the vessel. They should be located one forward and one aft if possible and on opposite sides of the vessel when in a graving or floating dock. To enhance security, it is acceptable to have one gangway for common use and the other for emergency use only, the second gangway being taped off with suitable signage posted. Under exceptional circumstances and only with prior agreement with the Company Representative one gangway only may be acceptable providing that a risk assessment is completed, and risk deemed acceptable by the Shipyard and Company Representatives.

14.2 For enclosed and restricted spaces additional emergency access must be considered and if felt necessary cut at appropriate locations. This requirement particularly applies when large workforces are employed in enclosed or restricted areas.

14.3 All walkways to and from the emergency access and gangways must be properly maintained such that they are free from any obstructions.

14.4 Muster points for emergency situations for Company and Shipyard personnel, all contractors, specialists, surveyors, inspectors, and visitors must be discussed and pre-defined in the pre-docking meeting. The mustering points must also include those muster points onboard the vessel during sea trial.

14.5 The Emergency Response Procedure [ERP], means of communication, communication channels, and the procedure flow shall be defined and briefed to all Company and Shipyard personnel, all contractors, specialists, surveyors, inspectors, and visitors during the pre-docking meeting. The procedure and communication links must be tested and documented as soon as possible after the vessel’s arrival at the Shipyard. If the refit is prolonged or if felt necessary by the Shipyard or Company Representative due to personnel changes the ERP should be repeated.

14.6 Joint emergency exercises planned for the refit period must be discussed and agreed upon in the pre-docking meeting with the intention to assess and continuously enhance the emergency response of both Company and Shipyard personnel.

14.7 A list of all the emergency telephone numbers must be posted in the VSCC meeting room or other mutually agreed location to allow for rapid access to essential emergency services if necessary.

14.8 A telephone must be installed inside the VSCC room or other mutually agreed location for the purpose of communication and emergency. Emergency contact numbers and contact numbers of key personnel must be made known to all personnel involved in the project and shall be posted close to the telephone.

14.9 An Emergency Control & Communication Centre must be designated, and it must be manned 24 hours/day 7 days/week, ready to respond to any emergency at any time. The centre must be provided with a copy of the “Vessel Safety/Fire Fighting Plan”.

14.10 A “Nominated Shipyard Emergency Response Controller” must be assigned by the Shipyard and available on call 24 hours per day to coordinate operations in the event of an emergency.

14.11 Alarm Systems

14.12 Communication Channels must be pre-agreed and all communications made between the ship’s staff pertaining to a fire, accident, or rescue operation must be made by means of the vessel radio or internal communication systems depending on which is agreed and most convenient [see above general requirements].

14.13 All communications made between yard personnel must be made by means of radio on a pre-agreed channel which must be posted in the VSCC meeting room, by cell phone, or other suitable and agreed means.

14.14 All communications between the Master or nominated deputy and the “Shipyard HSSE Responsible Person” and the “Nominated Shipyard Emergency Response Controller” must be made by means of radio on a pre-agreed channel, cell phone, or other suitable and agreed means.

14.15 Communications channels for emergency response must be defined and tested if an incident is discovered by:

Emergency Response of Ship’s Staff and Shipyard Personnel

14.16 Upon notification of an emergency, the Shipyard nominated Department or local civil or Shipyard Fire Station, as appropriate and specified in the Shipyard safety/emergency procedures, must be the overall in-charge of the Rescue/Fire Fighting Operation, with the Master offering assistance and knowledge of the vessel layout and systems as required.

14.17 The control of the situation shall be transferred to the “Nominated Shipyard Emergency Response Controller” as soon as the Shipyard response teams are mobilised and on board.

14.18 On activation of the ship’s alarm systems, the ship’s staff shall muster at their designated area and form a First-Response Team complete with breathing apparatus, prepared to assist as instructed.

14.19 On activation of the Shipyard alarm system, the Shipyard workmen must stop work and proceed to the designated muster points where they will assemble in an orderly manner to facilitate a roll call.

14.20 The emergency response will then be under the full control of the “Nominated Shipyard Emergency Response Controller” assisted by ship’s staff under the direction of the vessel’s Master.

14.21 If an evacuation is initiated by the activation of pre-defined alarms, the “Shipyard HSSE Responsible Person” and the Company HSSE Officer must then complete the following tasks:

14.22 The “Nominated Shipyard Emergency Response Controller” must assign a responsible Shipyard HSSE Officer to man the station at the HSSE Department and recall available Shipyard HSSE personnel to proceed to the incident site for reinforcement and deploy all necessary emergency vehicles as directed.

14.23 The “Shipyard HSSE Responsible Person” must gather all updated information on the status of each enclosed space, the evacuation of personnel, and the number of people unaccounted for and report to the “Nominated Shipyard Emergency Response Controller”.

14.24 The Master must inform the Company Managing Office as soon as possible with details of the nature of the emergency, missing personnel, etc.


15. SECURITY

15.1 The International Ship and Port Facility Security Code (ISPS Code) shall be complied with during the interface between the Vessel and the Shipyard. The Vessel and the Shipyard shall hold the necessary valid certification to meet the requirements of the ISPS Code.

15.2 The Shipyard, when not required to comply with the ISPS Code, shall take into account the guidance given in part A of the ISPS Code and establish the security measures, including the security of waterside against waterborne threats. The Shipyard shall implement operational and physical security measures to ensure that it always operates at a high level of security, and shall take additional or intensified security measures without delay during any escalation of security threats. The Shipyard premises shall be bound and protected by fencing or other barriers to a standard approved by the contracting government.

15.3 For vessels under construction or in the refitting stage, when the ISPS Certification is suspended due to unavailability of the minimum manning of the vessel, the vessel shall be under the security protection of the Shipyard.

15.4 The Shipyard shall establish effective and continuous communication between port facility security personnel, the Master, and/or the Ship Security Officer.

15.5 The Shipyard shall relay to the client and the Master and/or Ship Security Officer, information about the security measures covering all means of access to the port facility. This includes assisting the Ship Security Officer in confirming the identity of those seeking to board the ship when requested. Those unwilling or unable to establish their identity and/or confirm the purpose of their visit when requested shall be denied access to the Shipyard and the Ship, and their attempt to obtain access should be reported to the PFSO, Master and/or Ship Security Officer, and if required, to the national or local authorities with security responsibilities.

15.6 The Shipyard, when the security situation permits, shall facilitate shore leave for ship’s personnel or personnel changes, as well as access for visitors to the ship, including representatives of seafarers’ welfare.

15.7 A Declaration of Security (DoS) shall be signed between the Shipyard and the vessel, committing both parties to undertake joint efforts in protecting the Shipyard and the vessel through security measures.

15.8 In the event of a security breach within the premises of the Shipyard or onboard the Client vessel, a joint response between both parties to deter or mitigate the breach shall be undertaken. The post-incident investigation shall be carried out by each party, and the report shall be shared for insurance purposes and/or when requested by an authority.

15.9 The use of firearms on or near ships and in the Shipyard may pose significant safety risks, particularly concerning personnel and certain dangerous or hazardous substances. This should be considered very carefully. In the event that a government authority decides that it is necessary to use armed personnel in these areas, the Shipyard should ensure that these personnel are duly authorized and trained in the use of their weapons and aware of the specific risks to safety in these areas.

15.10 Both the Shipyard and the vessel shall ensure that all employees, contractors, and visitors are promptly physically identified and wearing the required Personal Protection Equipment (PPE) when within their premises.

15.11 The Shipyard and the vessel shall collaborate and jointly enhance security measures to mitigate any security threats, through suitable actions in relation to the following:


16. EMPOWERMENT TO INTERVENE

16.1 All personnel (Company and Shipyard, contractors, specialists, surveyors, inspectors, and visitors) are empowered to intervene or stop any unsafe or substandard acts and/or conditions during the refit. All are expected to bring health, safety, security, and environmental risks, which they believe are not under adequate control, to the immediate notice of their supervisor so that appropriate action can be taken to avoid incidents, prevent injuries, and other losses.

17. CONTRACTOR MANAGEMENT

17.1 The declared language of operation of COMPANY Ship Management is English. Consequently, unless there is a specific requirement for a document to be produced in another language, all records, between Shipyard and Company, and all communications must be kept in the English language.

17.2 The supervisors for all contractors must attend the VSCC meetings and must have an adequate understanding of the English language to be able to understand the content of the meeting and communicate HSSE and other information to their respective workforce.

17.3 The supervisors of all contractors, surveyors, and inspectors must be made aware of, and have access to a copy of the “Company - Shipyard Bridging Document” and have sufficient knowledge of the content to be aware of their responsibilities.

17.4 Classification Society Surveyors, other surveyors, and inspectors arranged and engaged by the Company shall be considered as Company direct contractors and must be under the direct control of a Company representative. They must be supervised and accompanied by an appropriate Shipyard or ship representative, particularly when entering enclosed spaces and involved in other activities with high potential risk.

17.5 The Shipyard must have a competence assurance process to ensure that all personnel working or visiting on board (including Company, contractor, specialists, surveyors, inspectors, and visitors) understand the working conditions at the work site, the rules and standards related to the working environment, the ‘Permit to Work’ systems, other HSSE hazards and risks associated with the work programme, and can comply with all relevant national statutory requirements, approved codes of practice, and other guidance on HSSE matters. The competency assurance process would normally take the form of induction training with a test to ensure understanding, conducted before or upon entry to the yard.

17.6 The contractor company must show that its training programme supports the management of the HSSE risks.

17.7 Before the Shipyard awards a contract, it must check that the contractor can meet the above requirements.


18. PERMIT TO WORK (PTW) SYSTEM

18.1 The Shipyard must have a Permit to Work for all work processes with high potential risk and to control possible conflicts and incompatible works. The permit is a written document that authorises clearly defined persons to carry out specific work at a specific time and location and defines the main control measures to be implemented to complete the work safely. The processes to be covered by PTW must include but are not limited to the following:

18.2 For all other high-risk activities not subjected to Permits to Work, controls must be in place to avoid conflicts and incompatible works. These must include but are not limited to the following:

18.3 The permit must as a minimum contain the following information:

18.4 Where local legislation is more stringent, the local legislation must be applied.

18.5 All permits must be made available to the Company Representative, Company HSSE Officer, and SMT and any contractors involved in the work process.

18.6 All permits must be available at a central location at the “Vessel HSSE coordination board” and “Gas Free Box” [Section 10], and a copy must be posted at the worksite.

19. HOT WORK

19.1 The Shipyard must have a documented procedure to manage the risk of ignition of flammable materials during Hot Work. The procedure shall apply to the control of ignition sources during work in or adjacent to areas and equipment that could contain flammable materials. The procedure must include work instructions for special types of Hot Work, including:

19.2 The procedure must be strictly followed, and Hot Work shall not be performed without the issue of a Hot Work Permit [HWP] [Section 18].

19.3 Hot Work in high-risk areas such as the accommodation space [Section 19.6], control rooms, and machinery spaces should be avoided if possible, during the evening shift or outside of normal working hours. If Hot Work is unavoidable on the evening shift, then there must be a robust procedure of handover between the day and evening shift supervisors and responsible safety members to ensure the scope of work and safety issues are discussed and clearly defined. The vessel’s HSSE Officer must also be made aware so fire detection heads can be isolated if necessary, and additional fire watch and vigilance can be implemented.

19.4 Personnel who inspect the area and adjacent areas, issue the HWP, and carry out the Hot Work must be competent.

19.5 The person issuing the HWP must ensure the following:

19.6 Hot Work in the accommodation block poses specific risks due to the complexity of the structure, the number of rooms and spaces, enclosed and restricted areas, and the possibility of stored and structural flammable materials. When carrying out Hot Work in the accommodation block, the following additional precautions must be complied with:

19.7 Hot Work in the accommodation block should only be carried out during the day shift and should be avoided after the normal working day if possible. If Hot Work is unavoidable on the evening shift, then additional vigilance and fire watch must be implemented to mitigate any risk. There must be a robust handover procedure between the day and evening shift supervisors and responsible safety members to ensure the scope of work and safety issues are discussed and clearly defined. The vessel’s HSSE Officer must be made aware so fire detection heads can be isolated if necessary, and additional fire watch and vigilance can be implemented.


20. ELECTRICAL SAFETY

20.1 When a ship enters the Shipyard, the electrical systems to be worked on shall be decommissioned and isolated, as required, for the proposed repair work by an Electrical Person. The Company “Isolation – Lockout/Tagout” procedure shall be used to secure the isolation. The Chief Engineer shall confirm the “Isolation – Lockout/Tagout” security.

20.2 The responsibility for electrical safety shall then be transferred to the Shipyard or appointed contractor and shall be managed under their own management system. The terms of this arrangement must be clearly defined and documented, between all parties concerned, prior to the commencement of the work [Section 12 - System Isolation, reactivation, commissioning, and handover checklists].

20.3 If ship’s staff undertakes electrical work during the refit period, then CMS electrical safety requirements must be followed in addition to any controls and requirements of the Shipyard and/or Contractor.

20.4 Switching, isolations, and earthing of electrical equipment and circuits otherwise unaffected by refit work shall be the responsibility of ship’s staff as described in this document. These operations shall not be delegated to the Shipyard or Contractor.

20.5 During the refit period, ship’s staff must intervene and stop work or actions that are felt to be dangerous and in contravention of general electrical safety best practice.

20.6 The arrangements for temporary electrical power supplies and distribution facilities and electrical power transfer cables, connecting to, or impacting on the ship’s fixed electrical power system shall be agreed with the Chief Engineer. When installed, these facilities shall be inspected, tested, and their use agreed by an Electrical Person. Interfaces with the existing electrical power system, and the related operations responsibilities, shall be clearly defined before any commissioning takes place.

20.7 An Electrical Person should ensure that any electrical power supply to be connected to the ship’s electrical power system is of the correct voltage, frequency, and phase rotation at the point of connection.

20.8 Independent temporary electrical equipment installed as part of the Shipyard’s or contractor’s own requirements, and which are wholly detached from the ship’s electrical power system, shall be installed by the Shipyard or contractor in a safe manner complying with local regulations and codes of practice. Ship’s staff are not authorised to work on these installations. An Electrical Person shall periodically undertake an inspection of the temporary electrical equipment and report any safety concerns to the Chief Engineer or the COMPANY Representative for resolution with the Shipyard or contractor.

20.9 Before any electrical connection is made between new electrical equipment and a live electrical power system, a ‘Notice of Commissioning’ process shall be implemented. This will commonly take the form of an agenda item at the daily production or VSCC meeting at which all interested parties should attend.

Note:

  • The same process shall be adopted for each stage of a progressive re-commissioning of the electrical power system and for a single operation to re-energise the whole system.

20.10 At the commissioning stage, potentially dangerous situations can arise if proper controls are not in place. The handover of electrical safety responsibilities from the Shipyard to the ship’s staff must be planned, clearly defined, and documented [Refer to Section 12 - System Isolation, reactivation, commissioning, and handover checklists]. Upon handover to ship’s staff, the CMS Electrical safety requirements including permit to work and lockout for life shall resume.

20.11 Suitable mechanical interlocks shall be used to ensure that the phase conductors of plugs and receptacles used for electrical power transfer, e.g., shore supply connection, and connection to electrical load-banks for electrical generator set testing, are dead before plugs can be removed. Additionally, for Medium Voltage (1,000V to 33,000V) circuits, interlocks shall be used to ensure that phase conductors are earthed before disconnection takes place (the earth on the moveable parts does not need to be maintained after disconnection).

20.12 A fixed voltmeter, frequency meter, and phase rotation indicator shall be provided for each electrical power transfer connection designed for import of electrical power to the ship, so that the suitability of the supply can be verified before connecting it to the ship’s electrical power system.

21. ENCLOSED SPACE ENTRY

21.1 Upon the vessel's arrival in a Shipyard, the Shipyard should post “NO ENTRY/NO ACCESS” signage at the entrance to all open tanks and spaces including (Cargo, ballast, and other tanks, cofferdams, void spaces, chain lockers etc) which, if posted, must remain in place until the tanks/spaces are atmosphere checked and enclosed space entry permits issued. If no signage or enclosed space entry permits are posted, the tank or space must be assumed as NOT FIT FOR ENTRY and immediately reported to the Shipyard Project Manager or Shipyard HSSE Responsible person, so the atmosphere and other checks can be completed and relevant signage and/or enclosed space entry permit posted. Signage must be in a prominent position, clearly visible, securely fitted, and near to the main opening.

21.2 The openings/access must always be suitably barricaded.

21.3 An Enclosed Space Entry Permit must be issued for each enclosed space before entry to the enclosed space is allowed.

21.4 When a space is declared clean and gas free or fit for entry, other signboards may be placed together with this signboard depending on the HSSE limitations of the enclosed space. For example, a sign for “No Open Fire or Light”.

21.5 If another enclosed space is located within an enclosed space, then the signage must be placed at the entrance of the main enclosed space, e.g., sewage tank cofferdams etc.

21.6 Signboards must be fitted such that they can be quickly removed in the event of an emergency and they should automatically reveal “NO ENTRY/NO ACCESS” signage when removed.

21.7 The atmospheric condition of all open enclosed spaces onboard the vessel must be monitored at least twice a day by the Shipyard HSSE personnel or where a physical change is suspected to have occurred which may affect the atmosphere of the enclosed space. The details of the monitoring results complete with the date and time must be posted at the entrance of the enclosed spaces. The records of the gas checks must be held on file till at least the completion date of the refit.

21.8 All worksites must always be adequately illuminated and ventilated when inspection or work is being carried out inside the enclosed space.

21.9 An enclosed space attendant/standby must always be assigned and positioned outside of the enclosed space when the enclosed space is occupied. It may be acceptable for the enclosed space attendant/standby to monitor a number of enclosed spaces, to a maximum of three (3), but this shall be risk-based depending on the type of activities and number of persons in the space, and provided the total distance between the spaces does not exceed 10 m, and when there is clear visibility and unobstructed access between the entrances to the spaces. The enclosed space attendant shall have the responsibility to:

21.10 Individuals must not enter an enclosed space alone; at least two persons must be in the space and remain within visual and/or audible contact. When this is not practical due to the capacity of the space, then it is acceptable for the second person to be positioned outside of the space with regular communication.

21.11 The tag or other suitable and proven system must be used when entering enclosed spaces [Section 11].

21.12 There shall be indication on the permit or on signage at the entrance that the enclosed space entry permit is only valid when specific criteria are met, including but not limited to:

21.13 Precautions shall be taken when entering machinery spaces or stores that may contain or could potentially contain toxic gases such as hydrocarbons, nitrogen, CO2, inert gas, chemicals, paint etc. These spaces are normally force ventilated and the ventilation must be running with all dampers fully open before entry. Please note that in the event of forced ventilation failure, these spaces shall be treated as an enclosed space.


22 ACCESS AND EGRESS

22.1 Two gangways must always be provided [Section 14], and these must be robustly constructed to an appropriate industry standard, well maintained, illuminated during the hours of darkness, and must be tested and certified. Under exceptional circumstances and only with prior agreement with the Company Representative, one gangway only may be acceptable provided a risk assessment is completed, and risk deemed acceptable by the Shipyard and Company Representatives. The risk assessment should consider the number of personnel on board and the nature of work being undertaken.

22.2 Gangways must be maintained, inspected, and tested and immediately taken out of service and replaced if deemed necessary. Any defects considered minor and not affecting the integrity or strength must be recorded and reported to the Shipyard and Company safety representatives.

22.3 Maintenance & Testing of Gangways

22.4 A copy of the last test certificate and all annual inspection reports since the last load test must be provided to the Company Representative.

22.5 Gangways must be fitted with plates at each end detailing:

22.6 Gangways must be securely anchored to the vessel and not resting on guard rails.

22.7 If the levels between the gangway and the landing area on the vessel or ashore differ greatly then suitable steps must be provided to provide safe transit and all gaps in the guard railings must be closed with suitable barricades.

22.8 Approaches to gangways on the vessel and ashore should be kept clear of working areas, obstructions, moving objects and maintained clear of suspended loads.

22.9 Gangways (with treads) must not be used at angles of inclination greater than 30 degrees. Open type gangways should be avoided but if used, properly rigged safety nets must be deployed.

22.10 Unless Gangways are specifically designed, tested, and approved for deployment to a vessel when afloat in a Dry-dock, these must not be deployed or used unless the vessel is in either of the following states:

In all cases the Master must authorise the deployment of gangways. This is of particular importance when utilising gangway towers where a relatively small movement of the vessel could result in the gangway becoming detached or falling from the gangway tower platform. Once deployed the Master must also verify that the gangways are suitably secured and fit for use before allowing access or egress. Gangways must be removed and lifted clear before any dock trials or unmooring operation commences if on a wet berth, or in advance of the vessel floating from the blocks if in a graving or floating dock.

22.11 If utilising gangway towers when the vessel is afloat measures must be implemented to avoid the vessel ranging on the berth. Moorings must be monitored and tended regularly with increased vigilance and deck rounds as appropriate. The weather must be monitored particularly in geographical areas and/or in seasons prone to sudden storms or high winds.

22.12 Safe access to and egress from any place of work must be maintained at all times, this includes footpaths, walkways, corridors, gangways, doorways, manholes, ladders, steps, traffic routes etc. which may provide a means of access and egress. The main points to be considered are as follows:


23 ALCOHOL AND DRUGS

23.1 All personnel are strictly prohibited from consuming alcohol during working hours.

23.2 All personnel that are on medication prescribed by a qualified physician shall ensure that their condition is made known to their respective line managers so that the appropriate action can be taken (e.g. re-assignment of the affected personnel).

23.3 Company personnel found with the unauthorised possession of any alcohol and/or drugs shall be subjected to disciplinary action. Shipyard personnel and contractors found with the unauthorised possession of any alcohol and/or drugs must be reported to the Shipyard Project Manager, dismissed from the vessel, and appropriately dealt with.

24 ASBESTOS CONTAINING MATERIAL (ACM) / REFRACTORY CERAMIC FIBER (RCF)

24.1 The Shipyard should appoint competent personnel or an approved contractor for work on or removal of ACM/RCF, including exposure monitoring and clearance testing.

24.2 A procedure must be established to manage an unexpected identification of ACM/RCF.

24.3 If there is any doubt and/or the material cannot be positively identified, then the material must be presumed to be an Asbestos Containing Material [PACM]/RCF and treated as such.

24.4 Removal of ACM/RCF must be carried out by personnel that are fully trained and competent to the UK Health & Safety Executive [HSE], US OSHA or equivalent standard.

24.5 When working on or removing ACM/PACM or RCF, an approved Permit to Work for work on and removal of ACM/RCF must be applied, that requires:

24.6 The Shipyard must have controls in place to prevent the introduction of new ACM/RCF to the vessel during repair when renewing insulation, refractory or jointing/gasket materials. (Ref: MSC.1/Circ. 1374, 3 December 2010)

25 BLASTING

25.1 Blasting of areas of the hull, tanks, open deck, and accommodation could cause hazards to personnel if not handled correctly. The potential hazards are from noise, respiratory hazards from dust and/or toxic substances from the materials being blasted, and impingement from airborne or ricochet shot blast. Measures must therefore be implemented to reduce or eliminate the potential hazards including but not limited to the following:

25.2 Blasting with SILICA is not permitted under any circumstances.


26. CRANES, FORKLIFT TRUCKS AND LIFTING EQUIPMENT

26.1 The Shipyard must have formal procedures that address the regular inspection, testing and maintenance of all lifting equipment such as cranes, fork lift trucks, chain blocks, pulleys, strops, lifting containers, jigs, and must include installed items such as “I” beams, pad eyes, lifting lugs etc.

26.2 It is recommended that all equipment is colour coded and a flag system or other equally effective system is implemented to indicate which colour code equipment is valid at that time.

26.3 Prior to the vessel entering back into service any temporary pad eyes or lugs installed to facilitate the building, repair or conversion should, at the request of the Company representative, be either

26.4 Upon request, the Shipyard should present evidence to the Company Representative that any equipment utilized by the Shipyard personnel or contractors has been approved for the purpose intended and has been recently tested as part of an ongoing process.

26.5 A typical listing of adequate evidence could include but should not be limited to the following, and the checks must be supplemented by a visual inspection of the appropriate approvals/certificates:

27. HOUSEKEEPING

27.1 Housekeeping during the refit is the responsibility of the Shipyard and Company and must be maintained throughout the refit. Any shortcomings should be brought to the attention of the Shipyard and Company Representatives immediately and discussed at the daily VSCC meetings and any issues addressed.

27.2 All areas must be maintained free of scrap, welding rods ends, rags and other debris always.

27.3 All chemicals, oil and paint containers must be closed when not in use.

27.4 Any spilt oil, chemicals, paint, water, or other liquids must be cleaned up immediately.

27.5 Facilities must be provided for the disposal of general garbage and galley waste in the form of enclosed skips or containers which shall be removed daily and not allowed to accumulate.

27.6 Liquids, particularly oils or washings, must not be allowed to build up anywhere in the engine room, pump room or other machinery space or bilges. The Shipyard is to provide a means to pump with a discharge hose led out of the engine room and to shore reception facility for this purpose. On completion of all repairs bilges and tank tops are to be left clean, free of oil and debris, and dry.

27.7 Hoses (oxygen, acetylene, cooling water, fire etc) and electric cables should not be led through the accommodation space. Hoses and cables leading to the engine room should be led directly to the engine room through openings designed for the purpose or through hatches. If it is unavoidable that they pass through doorways or hatches, they must be protected from traffic or the transportation of materials and equipment. If leading hoses and cables through the accommodation is unavoidable, the Company Representative must be informed immediately, signage posted, and protections put in place through doorways and areas where damage is likely. Hoses shall be removed or depressurised, and cables deactivated when not in use and removed as soon as possible.

28. OCCUPATIONAL HEALTH

28.1 To avoid harm to people, due to Health Hazards from designated or expected work, the results of Health Risk Assessments from both parties should be discussed with a clear understanding of how the specified control and recovery measures must be implemented.

28.2 The aim is to consider if the control and recovery measures in place take the risk As Low as Reasonably Practicable [ALARP], and to recommend improvements where necessary, using the following Hierarchy of Control:

29. PERSONAL SAFETY AND PROTECTIVE EQUIPMENT (PPE)

29.1 All personnel (Company, Shipyard, contractors, specialists, surveyors, and inspectors) shall practice due diligence when performing their work onboard vessel. They are responsible for ensuring their own safety and that of their colleagues.

29.2 All personnel (Company, Shipyard, contractors, specialists, surveyors, and inspectors) must wear the appropriate PPE when performing work onboard the vessel. Minimum PPE includes industrial coveralls, safety footwear, and safety helmet with chin strap and safety eyewear. Protective gloves and ear defenders or ear plugs must be carried or readily available and used when appropriate. Additional items of PPE such as safety belt/harness or fall arrest equipment with fully functioning shock absorber must be provided, used, and suitably anchored when appropriate and risk assessment dictates, this shall include when using scaffolding and other temporary platforms.

29.3 Torches must be made available if work is to be carried out in enclosed spaces or other areas where this is deemed necessary. For work with potential respiratory hazards, adequate respiratory protection such as the cartridge-type facemask or air purifying respirators must be provided and worn.

29.4 Visitors must wear the appropriate PPE [Section 29.2] and must be escorted throughout the period in the Shipyard by the responsible party.

30. SMOKING

30.1 Smoking is always strictly prohibited onboard the vessel for all Shipyard employees, contractors, specialists, surveyors, and inspectors. Company personnel and Company visitors shall only be permitted to smoke in the designated areas as defined by the Company Regulations (CMS) during non-working hours.

30.2 Company personnel are strictly prohibited from smoking in the workshops, docks, berth sides and other worksites and any other areas as defined by the Shipyard, local and port regulations.

30.3 Shipyard Personnel should be actively discouraged from smoking in the workshop, docks, berth sides and other worksites but must be guided by and adhere to the Shipyard, local and port regulations.

30.4 The consequences and penalties for contraventions will be in accordance with Company or the Shipyard’s Code of Conduct, whichever is applicable.

31. STAGING / SCAFFOLDING

31.1 Personnel involved in planning or supervising work at height must determine whether the work can be done in a way that better controls the risk of a fall by applying a hierarchy of controls:

31.2 Personnel responsible for the following work - construction, alteration, modification, or inspection of temporary work platforms must be suitably trained, approved, authorised and competent to do so.

31.3 Personnel, who build, operate, inspect, and maintain scaffolds, mobile work platforms and equipment for lifting people must do so in line with internationally recognised standards.

31.4 When wearing personal fall equipment, personnel must tie off 100% of the time, to a suitable and independent strong point.

31.5 Safety nets must be rigged where appropriate.

31.6 Staging boards must be in good condition, not burnt or split, they must be maintained free of scrap and replacement steel etc.

31.7 Wooden/timber scaffolding boards should be avoided if possible. Flammable boards should not be used in areas subject to hot work or close to possible high temperature sources such as high powered spot/floodlighting, thermal blankets for heat treatment etc unless suitably protected with thermal blankets or other suitable means of protection and additional measures taken to prevent ignition.

31.8 The industry standard of securing of access ladders and maximum height of straight run ladders without safety rails or rest platforms must be strictly adhered to.

31.9 Diagonal bracing must be used.

31.10 Scaffolding must be checked by a competent person before use and a label such as “Scaftag” must be used so all personnel can easily recognise if the scaffolding has been inspected and approved for use. Colour coding such as “red” for uninspected or not approved and “green” for inspected and approved must be used.

31.11 The weight restriction and/or number of persons allowed on the scaffolding or platform or restrictions per bay or per square metre as defined by the scaffolding manufacturer or local regulations must be clearly indicated with the “Scaftag” at the access point.

32. TRAFFIC MOVEMENT

32.1 Vehicular traffic is an integral part of Shipyard operations and frequent vehicle movements take place within the yard. This includes trucks, trailers, low loaders, cars, forklifts, mobile cranes, bicycles, and motorcycles. The vehicular traffic could be engaged in the transportation of large items of equipment, spares, stores, or personnel. Mobile cranes and forklift trucks may be carrying suspended loads, trucks, trailers, and low loaders may be transporting heavy equipment causing additional risks to personnel.

32.2 Company and Shipyard personnel, all contractors, specialists, surveyors, inspectors, and visitors must be made aware of the local driving regulations and practices of local drivers and be made aware that the drivers’ vision may be restricted from certain vehicles.

32.3 Company and Shipyard personnel, all contractors, specialists, surveyors, inspectors, and visitors must be made aware that roads and access routes may be congested and access restricted necessitating many manoeuvres and reversing with restricted vision.

32.4 Items of equipment, spares and stores being transported must be securely fastened to prevent the inadvertent release and subsequent risk to personnel.

32.5 Vehicular traffic must be separated from pedestrians, wherever possible, to reduce the risk to personnel from moving vehicles and suspended loads.

32.6 Speed limits must be imposed suitable for the type, size, volume and nature of the vehicular traffic and area restrictions. The speed limits must be clearly defined with suitable signage and strictly adhered to.

32.7 Vehicles that are used for transporting personnel must be installed with seat belts that are in good condition and fully operational.

32.8 The use of bicycles by Company personnel, Company contractors, specialists, surveyors, inspectors and visitors is permitted within the safe confines and designated areas of the Shipyard providing the bicycles are in good condition and well maintained with particular attention to the condition of the tyres and brakes. Personnel using bicycles must be aware of the dangers of crane rails, steel plates, drains, cable gullies, potholes, ropes, cables, and other obstructions. They should also be aware of the dangers associated with restricted head height, signage in a foreign language, low walls, and void accesses etc. Before cycling, eye protection should be clean and clear of condensation particularly when moving from air-conditioned areas to outside particularly in geographical locations where humidity is high.

33. TRANSFER OF DRUMMED LIQUIDS AND INDUSTRIAL GASES

33.1 The transfer of drummed liquids and industrial gases on and off the vessel during the repair period is inevitable. These may be the vessel’s general stores or associated with the refit and repair work.

33.2 When transferring gas cylinders, the protective caps must be installed and properly secured, and they must be contained in a tested and certified lifting cage designed for the purpose and they must be correctly secured.

33.3 When transferring chemicals, paint, oils, and other liquids they must be contained in a tested and certified lifting basket designed for the purpose and drums correctly secured and the lids must be properly closed and secured.

34. WASTE MANAGEMENT

34.1 The Shipyard must have waste management systems and controls established to cover the following as a minimum:

Note to Company Representative:

  • Asbestos removed must be documented and the ‘Asbestos management Manual’ and ‘Inventory of Hazardous Material’ for the vessel updated accordingly, where applicable. ACMs are considered Category ‘F’ items and COMPANY garbage management plan must be referred to, for containment and disposal details.

35. INCIDENT AND ACCIDENT REPORTING

35.1 All accidents and incidents must be investigated with the view to continuous improvement and preventing recurrences. Company and the Shipyard must ensure that all HSSE incidents are investigated using their own investigation procedures. The Company HSSE Officer and the “Shipyard HSSE Responsible Person” must support each other in the investigation of all reportable incidents.

35.2 All personnel must be encouraged to report any incident or accident so that appropriate actions can be taken to mitigate or rectify the unsafe acts/condition.

35.3 Company must be informed as soon as practicable but within 2 hours of any major incidents/accidents that:

35.4 The “Shipyard HSSE Responsible Person” and the vessel’s HSSE Officer must be informed of any accident, incident or near miss both onboard the vessel and in the Shipyard.

35.5 Accidents and incidents must be highlighted in the VSCC meeting and the HSSE Performance Report for learning purposes.

35.6 Incidents and/or accidents are defined as any unplanned or undesirable events that can result in harm to people, property, or the environment. These events include, but are not limited to, the following:

35.7 In the event of a Lost Time or High Potential Type [HIPO] incident or accident, an Investigation Committee must be formed. The Investigation committee must comprise of but not restricted to the following personnel:

35.8 The duty of the Investigation Committee is to determine the root causes of the incident and to put forward recommendations for the prevention of similar incidents.

35.9 The findings and recommendations of the investigation must be mutually agreed upon by the Shipyard HSSE Department and the Company Representative. Procedural changes based on the findings and lessons learnt must be incorporated into the “Company - Shipyard Bridging Document” where appropriate.

35.10 Minor Incidents or Accidents must be investigated by Company and/or the Shipyard following their own investigation procedures as appropriate.