Code of Safety For Fishermen and Fishing Vessels

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Code of Safety for Fishermen and Fishing Vessels
Part A SAFETY AND HEALTH PRACTICE FOR SKIPPERS AND CREWS
Published on behalf of FOOD AND AGRICULTURE ORGANIZATION OF THE UNITED NATIONS INTERNATIONAL LABOUR ORGANIZATION INTERNATIONAL MARITIME ORGANIZATION by the International Maritime Organization London
First published in 1975 by the INTERNATIONAL MARITIME ORGANIZATION 4 Albert Embankment, London SE1 7SR Printed by the International Maritime Organization, London 4 6 8 10 9 7 5
ISBN 92-801-1041-1
IMO Publication Sales number: IMO 749E
Copyright IMO 1975
NOTE: The name of the Organization as it appears in this publication was changed to International Maritime Organization by virtue of amendments to the Organizations Convention which entered into force on 22 May 1982.
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FOREWORD
A resolution adopted by the Committee on Conditions of Work in the Fishing Industry, which was convened by the International Labour Organization (ILO) in December 1962 to study certain aspects of working conditions of fishermen, recommended the creation of a practical international code dealing with navigational, operational and occupational aspects of safety of fishing vessels and fishermen, and urged the ILO in collaboration with the Food and Agriculture Organization of the United Nations (FAO) and the Inter-Governmental Maritime Consultative Organization (IMCO) to examine the possibility of establishing a suitable body to prepare such a code. Considering that it was desirable to co-operate within their respective fields of competency, in order to extend the scope of the proposed safety code for fishing vessels to make reference to all aspects of the safety of fishing vessels and fishermen, the three organizations subsequently entered into an agreement with respect to the principles of co-operation and the areas of mutual interest and responsibility in the field of fishing vessels and fishermen, namely FAO, fisheries in general; ILO, labour in the fishing industries; and IMCO, safety of life, vessels and equipment at sea. Following the above agreement, draft contributions to the Code of Safety for Fishermen and Fishing Vessels were prepared by FAO, the ILO and IMCO. It was agreed that the Code should be divided into two parts Part A for skippers and crews, and Part B for fishing vessel builders and owners. The contributions of the three organizations to Part A of the Code were consolidated into a single draft by representatives of the three secretariats, who met at IMCO Headquarters in London in January 1968, and the final text of Part A of the Code of Safety for Fishermen and Fishing Vessels was adopted by a joint FAO/ILO/IMCO Meeting of Consultants on Safety on Board Fishing Vessels held in ILO Headquarters in Geneva from 4 to 13 September 1968 1 . In addition, the meeting expressed the view that on all the principal fishing grounds it would be useful to station ships which could provide hospital facilities, rescue facilities, repair facilities and weather information2 . A second joint FAO/ILO/IMCO Meeting of Consultants was held in February 1974 at IMCO Headquarters3 and agreed on amendments aiming at the improvement of the contents of the text and achieving consistency with Part B. These amendments have been incorporated in the present edition. Part B of the Code, which covers safety and health requirements with respect to the construction and equipment of fishing vessels, adopted by the second Joint FAO/ILO/IMCO Meeting of Consultants, is published by IMCO as a separate booklet (Sales Number 75.05.E).
1 2
The list of participants is given on pages [ ]. Information on stationing support ships in all principal fishing grounds has been collected by IMCO, summarised, and appended to Part B of the Code. The list of participants is given on pages [ ].
C:\ramya\handbook Part 2\After Ahana\Fishing Vessels\CODE OF SAFETY A\Code_Part_A.doc
-4CONTENTS Page Foreword Introduction
Chapter 1 General Provisions Section 1 Section 2 Section 3 Purpose and scope Definitions Role of bodies and persons concerned with fishing
Chapter 2 Navigation Section 1 Section 2 Navigational equipment and aids to navigation Safety of navigation A. Steering and look-out B Collision regulations C. Special signals to be used by vessels fishing in close proximity Weather and danger information Signals A. International Code of Signals B. Distress signals C. Distress messages D. Position reporting Radiotelephone procedures
Section 3 Section 4 -
Section 5 -
Chapter 3 Safety of the Vessel Section 1 Section 2 Section 3 Section 4 Section 5 General Freeing ports Opening and closing appliances Anchors, cables and chains Stability
Chapter 4 Safety on Deck Section 1 Section 2 Section 3 Section 4 Section 5 Gangways, stairways, ladders, railings and guards Deck lighting Precautions against falling overboard Ropes and lines Miscellaneous
-5Page Chapter 5 Safety in Fishing Operations Section 1 Section 2 Section 3 Section 4 Section 5 General Trawling Purse seining Danish seining Longline fishing A. General B. Traditional tuna longline fishing C. Modern semi-automated tuna longline fishing Tuna pole and line fishing Fish and ice handling
Section 6 Section 7 -
Chapter 6 Safety in Machinery Spaces and of Mechanical Equipment Section 1 Section 2 Section 3 Section 4 Section 5 Section 6 Section 7 Main propulsion and auxiliary machinery ... Winches and hoists Refrigeration plants and compressed air systems Gas cylinders and installations Electrical installations Hand tools Torches, blow-lamps and hot work
Chapter 7 Special Safety Precautions Section 1 Section 2 Section 3 Section 4 Section 5 Eye protection Protective clothing and equipment Painting Dangerous work Liver and fish oil boilers
Chapter 8 Life-saving Appliances Section 1 Section 2 Section 3 General Lifeboats, emergency man overboard/ rescue craft, liferafts and life-jackets Emergency procedures and musters
Chapter 9 Fire Precautions and Fire Fighting Section 1 Section 2 Section 3 Smoking Fire prevention and precautions Fire fighting
-6Page Chapter 10 Shipboard Facilities for Personnel, Safety Organization and Conditions for Employment Section 1 Section 2 Section 3 Section 4 Section 5 Sanitation Lighting and ventilation First aid Safety and health organization Conditions for employment
Chapter 11 Abandoning Vessel, Survival and Rescue Section 1 Section 2 Section 3 Section 4 Section 5 Appendix I Abandoning vessel Survival when adrift Precautions against sharks and other biting fish Landing and survival ashore Survival in polar regions Regulation 3 of Chapter V of the International Convention for the Safety of Life at Sea, 1960 Information Required in Danger Messages Radiotelephone Procedures A. Reception of Safety Messages B. Distress Transmitting Procedures C. Examples of Distress Procedure
Appendix II
Appendix III
Recommendation for Skippers of Fishing Vessels on Ensuring a Vessels Endurance in Cond itions of Ice Formation Recommended Contents of Fishing Vessels Medicine Chest Artificial Respiration
Appendix IV
Appendix V Appendix VI
Information on Hypothermia
List of participants of the first joint FAO/ILO/IMCO Meeting of Consultants on Safety on Board Fishing Vessels List of participants of the second joint FAO/ILO/IMCO Meeting of Consultants on Safety on Board Fishing Vessels Index
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INTRODUCTION
Work at sea has never been without danger, and the fishing industry has a long and growing roll of honour of men who have lost their lives in the performance of their work. Fortunately, loss of life in most types of fishing is now very much less frequent than it was only a few generations ago, but no technological advances can fully eliminate the forces of the sea and other natural dangers which fishermen have to face, nor is it possible to eliminate the human errors or to make the tools of the fishermans trade the fishing vessels and fishing gear completely accident-proof. From a primitive occupation, fishing has, in many countries, already become a highly developed industry employing complex machinery, and this development necessitates the introduction and expansion of safety measures along lines similar to those which apply to other major industries. While this has been realized in a number of countries, a more universal understanding and acceptance of this attitude would lead to safer working conditions in the fishing industry. Accidents occurring in the course of work being performed by fishermen, apart from their direct detrimental effects, adversely affect the economics of the fishing industry. Owners of fishing vessels, skippers and fishermen are all responsible for shipboard safety. The owner has to provide a seaworthy vessel and proper equipment and must promote safe working practices, but those actually on board play the most important role in ensuring that accidents are prevented in the course of operations. The skipper is responsible for seeing that proper seamanship is practised, for ensuring that the equipment is used safely and correctly, and for ensuring that the work is carried out safely on board his vessel. Each fisherman is responsible for using the safety equipment provided, and for performing his work in a manner that ensures his own safety and that of his shipmates. He should also have regard to the safety of the vessel and its equipment. Proper use of safety g ear may not always prevent accidents, but it usually reduces their seriousness whenever they occur. This Code of Safety and Health Practice for Skippers and Crews of fishing vessels has been prepared as a guide and as an educational medium. It deals with the fundamentals of safety and health for fishermen and presents safety principles which should be common knowledge and practice and which, if followed, should greatly reduce the risk of injury to fishermen and accidents to equipment. The application of these principles will lessen the risk of danger to the vessel and damage to equipment. Fishermen should study and become familiar with the contents of this Part of the Code, although it cannot, of course, cover every conceivable situation or be a substitute for good judgment, clear thinking and quick action. It is recognized that not all the provisions of this Part of the Code may be applicable to all fishing vessels in all circumstances, but the principles of this Part of the Code should be applied as far as is practicable. It is hoped that this Part of the Code will be found helpful not only to skippers and crews but also to owners of fishing vessels, government departments, safety associations, vocational training centres for fishermen, and all othe rs who are working to make fishing a safer industry.
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CHAPTER 1 GENERAL PROVISIONS
1.1
Purpose and scope
1.1.1 The purpose of this Part of the Code of safe practice is to provide information with a view to promoting the safety and health of fishermen. 1.1.2 This Part of the Code may also serve as a guide to those concerned with framing measures for the improvement of safety and health on board fishing vessels but is not a substitute for national laws and regulations. 1.1.3 The scope of this Part of the Code is limited to such basic information as is necessary for the safe conduct of fishing operations. 1.2 1.2.1 Definitions For the purpose of this Part of the Code: (i) fishing vessel is a vessel used commercially for catching fish, whales, seals, walrus or other living resources of the sea. Certain provisions of this Part of the Code may also apply to vessels used for the processing and/or cold storage of the catch; fisherman is any person working on board a fishing vessel; competent authority is the government of the country in which the vessel is registered.
(ii) (iii)
1.3 1.3.1
Role of bodies and persons concerned with fishing Bodies and persons who employ fishermen should: (i) provide such supervision as will ensure that as far as possible fishermen perform their work in the best conditions of safety and health; designate persons or groups of persons whose duty it is to ensure that the relevant provisions of this Part of the Code are applied; satisfy themselves as far as possible that fishermen are properly instructed in the dangers of their occupation and the precautions necessary to avoid accidents and injury to health, and in particular that newly recruited fishermen are properly instructed in accordance with this Part of the Code; post in prominent places on board warning notices and instructions whenever required by any safety regulations or in accordance with safe practice standards; provide and issue to each new entrant a booklet of elementary safety precautions based on the provisions of this Part of the Code.
(ii)
(iii)
(iv)
(v)
-91.3.2 Fishermen should promptly report to the skipper, their employer, or if necessary the competent authority, any defect discovered on board which is liable to cause danger. If a defect is such as to cause immediate danger, the use of the equipment affected should not be permitted until corrective action has been taken. 1.3.3 Fishermen should make proper use of all safeguards, safety devices and other appliances furnished or their protection or the protection of others. 1.3.4 Any accident occurring on board, while the vessel is at sea or in port, should be entered into the log-book for otherwise properly recorded and reported to the competent authority, and steps should be taken to ensure that any defective equipment is retained for examination and corrective action. 1.3.5 Except in cases of necessity, or when duly authorized, fishermen should not remove, alter or interfere with any safety device or other appliance furnished for their protectio n or the protection of others, or interfere with any method or process adopted with a view to avoiding accidents and injury to health. 1.3.6 Fishermen should acquaint themselves with and obey all safety and health instructions pertaining to their work. 1.3.7 It is in the interest of every fisherman that he should be able to swim.
1.3.8 Fishermen should refrain from careless or reckless practices or actions likely to result in accidents or injury to health to themselves and others, or which may cause damage to equipment. 1.3.9 Studies of the causes of accidents on board fishing vessels have shown that the misuse of alcohol is often a contributory factor. The attention of skippers and crews is specially drawn to this fact. It is particularly in the early stages of the voyage when evidence of this misuse of alcohol is found and the skippers and crew are accident prone. An excessive intake of alcohol in any form by a fisherman on board a fishing vessel is a major danger to himself and may be a danger to his shipmates. It must be discouraged. 1.3.10 In order to minimize accidents due to fatigue, fishermen shall be granted adequate rest periods which should comprise at least six consecutive hours in every period of twenty- four hours.
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CHAPTER 2 NAVIGATION
2.1
Navigational equipment and aids to navigation
2.1.1 In the interest of safety, charts used should be the latest editions available and of as large a scale as practicable. The latest additional information from notices to mariners, and in particular that referring to buoys, extinguished lights and other navigational hazards, should be kept up to date on the charts. 2.1.2 Magnetic compasses should be frequently checked. The table of compass deviations should be up to date, especially after extensive repairs or alterations to the construction of the vessel or in parts of a magnetic nature such as (for instance), alterations to or installation of new electric or electronic equipment on the bridge or fixed or movable steel work (e.g. new derrick booms). 2.1.3 Gyro-compasses should be switched on in ample time before departure and frequently checked against the magnetic compass during the voyage. All repeaters should agree with the master gyro-compass. 2.1.4 Radio direction- finding apparatus on board should be tuned to one of the international distress frequencies when not in use, so as to be ready for operation for direction- finding or homing purposes in case of distress as soon as the first transmission (alarm signal, distress call or distress message) is received. 2.1.5 Where homing or direction- finding on 2182 kHz is used, the direction- finding apparatus should be calibrated to this frequency. 2.1.6 Echo-sounding apparatus, radar equipment and other electronic aids to navigation should be tested frequently and well maintained. Radar should be put on stand-by whenever conditions of poor visibility are expected. The use of radar in clear weather conditions should be encouraged to improve the crews efficiency in its use. 2.1.7 On fishing vessels provided with an efficient daylight signalling lamp there should be personnel proficient in its use. 2.1.8 All equipment should be maintained in good working condition and spare parts carried to replace losses or to repair breakdowns. 2.2 Safety of navigation
A. STEERING AND LOOK-OUT
2.2.1 Steering gear should always be kept in working condition and should be checked before each departure of the vessel to sea. 2.2.2 Automatic steering should not be used in confined waters, when in close proximity to other vessels, in conditions of poor visibility or in other hazardous situations unless a man is immediately available to assume manual control.
- 11 2.2.3 The International Regulations for Preventing Collisions at Sea require a proper look-out to be kept at all times.
B. COLLISION REGULATIONS
2.2.4 The Rules of the International Regulations for Preventing Collisions at Sea shall be strictly followed by all ships upon the high seas and in all waters connected therewith navigable by seagoing vessels, except in cases where special rules made by local authorities for special areas (such as harbours, rivers, lakes and inland waterways) are applicable. 2.2.5 The Rules prescribe lights and shapes to be shown by various ships, provisions for sound signals and cond uct in restricted visibility, and steering and sailing principles for navigation under various circumstances. 2.2.6 Recommendations on the use of radar information as an aid to avoiding collisions at sea are annexed to these Rules.
C. SPECIAL SIGNALS TO BE USED BY VESSELS FISHING IN CLOSE PROXIMITY
2.2.7 While the International Regulations for Preventing Collisions at Sea must be obeyed, the following supplementary rules have been recommended by the Inter-Governmental Maritime Consultative Organization and have been applied by a number of fishing nations in order to prevent accidents in the course of fishing operations by vessels fishing in close proximity. Signals for Trawlers and Drifters 2.2.8 (a) Vessels engaged in trawling, whether using demersal or pelagic gear, may exhibit: (i) when shooting their nets: two white lights in a vertical line one over the other; when hauling their nets: one white light over one red light in a vertical line one over the other; when the net has come fast upon an obstruction: two red lights in a vertical line one over the other and/or signal P made by sound, light or hoisting flag P.
(ii)
(iii)
(b) (c)
Similar signals to the above may be used by drifters. Each vessel engaged in pair trawling may exhibit: (i) by night, a searchlight shone forward and in the direction of the other vessel of the pair; by day, flag T hoisted at the foremast: this signal means Keep clear of me I am engaged in pair trawling; vessels engaged in pair trawling, whe n shooting or hauling their nets or when their nets have come fast upon an obstruction, may use signals recommended for single trawling vessels in similar circumstances.
(ii)
(iii)
- 12 Light Signals for Purse Seiners 2.2.9 Vessels engaged in purse seining may show two yellow lights, in a vertical line one over the other. These lights should flash intermittently about once a second in such a way that when the lower is out the upper is on and vice versa. These lights may be shown only while the vessels free movement is hampered by its fishing gear, warning other vessels to keep clear of it. Exhibition of Light Signals 2.2.10 (a) The supplementary rules referred to above concerning lights shall apply in all weathers from sunset to sunrise, when vessels are engaged in fishing as a fleet, and during such times no other lights shall be exhibited, except the lights prescribed in the International Regulations for Preventing Collisions at Sea and such lights as cannot be mistaken for the prescribed lights or do not impair the ir visibility or distinctive character, or interfere with the keeping of a proper lookout. These lights may also be exhibited from sunrise to sunset in restricted visibility and in all other circumstances when it is deemed necessary. For the purpose of these supplementary rules, the words employed shall have the meaning set down in the International Regulations for Preventing Collisions at Sea. The lights mentioned above should be placed where they can best be seen; they should be at least 3 feet (1m) apart but at a lower level than the lights prescribed in Rule 9(c)(i) and (d) of the International Regulations for Preventing Collisions at Sea; they should be visible all round the horizon as nearly as possible.; and their visibility must be less than the visibility of lights prescribed by Rule 9(b) of the International Regulations for Preventing Collisions at Sea. Sound Signals 2.2.11 No sound signals should be used other than those prescribed by the International Regulations for Preventing Collisions at Sea and the International Code of Signals. The following signals from the International Code of Signals may be made by sound between fishing vessels operating in close proximity: I am shooting nets Z (2 long, 2 short blasts) I am hauling nets G (2 long, 1 short blast). 2.3 Weather and danger information Weather Bulletins 2.3.1 Fishermen should at all times avail themselves of the information contained in weather bulletins for shipping given either by radiotelegraphy or radiotelephony, and should be aware of the regular times these are issued for the respective areas. Attention is furthermore drawn to the following forms of information:
(b)
(c)
- 13 MAFOR Code 2.3.2 The MAFOR Code is used for the transmitting by radiotelegraphy of weather forecasts to shipping. It is intended for use in cases where it is found impracticable, for any reason, to issue these forecasts in the language of the issuing country and in English. Storm Warnings 2.3.3 Storm warnings issued by radiotelegraphy, and fo r coastal areas by radiotelephony, are always preceded by the International Safety Signal. Types of messages used for these purposes are as follows: Type of message Corresponding wind (Beaufort force) 8 or 9 10 or over -
Gale warning Storm warning Warning of tropical cyclones 2.3.4
In regions where tropical cyclones may be encountered: Type of message Corresponding wind Wind speed Beaufort force Up to 33 knots Up to 7 34-47 knots 8-9 48-63 knots 10-11 64 knots and over 12 and over Uncertain -
Warning Gale warning Storm warning Hurricane (or local synonym warning) Tropical disturbance of unknown origin
2.3.5 Storm warnings are given in plain language, in the language of the issuing station and in English, transmitted mainly by radiotelegraphy, and by radiotelephony in coastal areas. Hurricane warnings are broadcast as soon as possible regardless of existing schedules. Danger Messages 2.3.6 The skipper of every vessel which meets with dangerous ice, a dangerous derelict, or any other direct danger to navigation, or a tropical storm, or encounters sub- freezing air temperatures associated with gale- force winds caus ing severe ice accretion on superstructures, or winds of force 10 or above on the Beaufort scale for which no storm warning has been received, is bound to communicate the information by all the means at his disposal to ships in the vicinity, and also to the appropriate authorities at the first point on the coast with which he can communicate. The form in which the information is sent is not obligatory. It may be transmitted either in plain language (preferably English) or by means of the International Code of Signals. 2.3.7 The transmission of messages concerning the dangers specified is free of cost to the vessels concerned. 2.3.8 All such radio messages shall be preceded by the Safety Signal, using the procedure as prescribed by the radio regulations in force.
- 14 2.3.9 Information required in danger messages is contained in Regulation 3 of Chapter V of the International Convention for the Safety of Life at Sea, 1960, which is reproduced in Appendix I. 2.4 Signals
A. INTERNATIONAL CODE OF SIGNALS
2.4.1 The International Code of Signals is intended primarily for use in situations related essentially to safety of navigation and of persons, especially when language difficulties arise. It is suitable for transmission by all means of communication, including radiotelegraphy and radiotelephony. Special fishery signals are included in the Code of Signals. 2.4.2 The Code of Signals should be carried on board and be available on the bridge at all times.
B. DISTRESS SIGNALS
2.4.3 The International Regulations for Preventing Collisions at Sea include a number of visual, sound and radio signals which are to be used by vessels in distress. 2.4.4 Vessels shall not use any of these signals for any purpose other than to indicate that they are in distress. The making of any signal which may be confused with any of the distress signals is also prohibited.
C. DISTRESS MESSAGES
2.4.5 The skipper of any fishing vessel at sea, on receiving a signal from any source that a ship or aircraft or survival craft thereof is in distress, is bound to proceed with all speed to the assistance of the persons in distress, informing them if possible that he is doing so. If he is unable or, in the special circumstances of the case, considers it unreasonable or unnecessary to proceed to their assistance, he should enter in the log-book, or otherwise properly record, the reason for failing to proceed to the assistance of the persons in distress.
D. POSITION REPORTING
2.4.6 Whenever possible, position signals should be sent at not mo re than twenty- four hour intervals, so that in the event of any mishap occurring, the last known position of the vessel can be fixed with reasonable accuracy. 2.4.7 In cases where vessels do not have radio facilities and in cases of radio failure, the skipper should, whenever possible, pass his position to another vessel with radio facilities so that it may be reported. 2.4.8 In all cases the skippers should inform the harbour-master or other responsible person of their departure from port, the proposed area of fishing and the approximate duration of the voyage. They should notify the same person of their return to port.
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2.5
Radiotelegraph and radiotelephone procedures
2.5.1 Attention is drawn to the provisions of Chapter IX of the 1977 Torremolinos Convention relating to watches and radio logs of radiotelegraph and radiotelephone. 2.5.2 Procedures connected with the reception of safety messages and the transmission of distress signals by means of radiotelephony are described in Appendix II. Phonetic alphabet and figure-spelling tables, as well as tables for indicating the position of the incident and the nature of distress, are also provided to overcome possible language difficulties. The tables contain a number of selected signals from the International Code of Signals. 2.5.3 A list of radiotelephone procedure signals, together with the above- mentioned tables, should be posted near the radio equipment or be readily available at all times to watchkeeping personnel.
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3.1
General
3.1.1 The skipper should ensure that all certificates, such as certificates of seaworthiness, as are required by the competent authority, are carried on board and are valid. 3.1.2 The skipper should ensure to the best of his ability that his vessel is maintained in a seaworthy condition and properly equipped. 3.1.3 If in doubt as to the suitability of weather for fishing, the skipper should cease fishing in good time and take precautionary action. 3.1.4 Necessary care should be taken to maintain adequate freeboard in all loading conditions, and where load line regulations are applicable they should be strictly adhered to at all times. 3.1.5 A sharp look-out should always be maintained, and the crew warned of the imminent danger of heavy oncoming seas, during fishing operations or while other work is being done on deck. Special care is required in bad weather, for example by easing down when men are traversing the deck. 3.1.6 The crew should be alerted to all the dangers of following or quartering seas. If excessive heeling or yawing occurs the speed should be reduced. 3.1.7 Extra care should be taken when the vessel is hanging fast by its fishing gear.
3.1.8 Bilges should be kept drained and free of debris and oil. Rose boxes and suction strainers of bilge pumps should always be kept clean. 3.2 Freeing ports
3.2.1 Care should always be taken to ensure the quick release of water trapped on deck. To lock freeing port covers is dangerous. If locking devices are fitted, the opening mechanism should always be easily accessible. Before vessels depart into areas subject to icing, freeing port covers, if fitted, should be kept in the open position. 3.2.2 When the main deck is prepared for carrying deck load by dividing it with pound boards, there should be slots between them of suitable size to allow easy flow of water to freeing ports, thus preventing the trapping of water. 3.3 Opening and closing appliances
3.3.1 All doorways, ventilators and other openings through which water can enter into the hull or deckhouses, forecastle, etc., should be suitably closed in adverse weather conditions and accordingly all fixtures and appliances for this purpose should be maintained in good condition. 3.3.2 The fittings for closing and securing hatches should be kept in good condition.
3.3.3 All hatches and flush deck scuttles should be closed and properly secured when not in use during fishing.
- 17 3.3.4 During fishing operations the number of open hatches should be kept to a minimum.
3.3.5 In bad weather inspections should be made to ensure that hatch covers and lashings are in order. 3.3.6 Hatch boards should have numbers cut out on them so that they may be replaced in the proper order numbering from fore to aft. 3.3.7 When hatch covers are removed they should be stacked in such a way as to allow free passage alongside the hatch coaming. 3.3.8 Open or partly open hatches should not be covered with tarpaulins.
3.3.9 Manholes should never be left open or floor plates removed without stanchions and guard ropes in place, and lights and warning signs displayed to prevent persons from straying into danger. 3.3.10 Chutes for the disposal of fish offal which could be submerged by rolling motions should be kept properly closed when not in use. 3.3.11 All side scuttles and port deadlights should be maintained in good condition and securely closed in bad weather. 3.3.12 All vent pipes to fuel or water tanks should be properly protected against the entry of water in bad weather. 3.3.13 All closing appliances mentioned in this section as well as those of all inlets and discharges in the shell plating should be periodically inspected. 3.4 Anchors, cables and chains
3.4.1 Anchors, cables and chains should be periodically inspected and tested according to the requirements of the competent authorities. 3.4.2 Chains should be withdrawn from use whenever external defects are evident. Broken chains should not be rejoined by wiring links together, by inserting bolts between links, or by passing one link through another and inserting a bolt or nail to hold it. Knots should never be put in chains. Defective chains should be repaired only by properly qualified persons using suitable equipment for the purpose. 3.4.3 Chains that are wound on drums or pass over sheave s should be lubricated at frequent and regular intervals. 3.5 3.5.1 Stability Skippers should understand the basic principles of stability.
3.5.2 The skipper should be aware of the stability information supplied to the vessel which will enable him to judge the stability of the vessel in any condition of loading.
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3.5.3 The initial stability of a fishing vessel up to 230 feet (70m) in length can be approximately determined by means of the rolling period test. A suggested method for carrying out this test is given in Annex III of the Code of Safety for Fishermen and Fishing Vessels Part B. 3.5.4 Compliance with the stability criteria does not ensure immunity against capsizing regardless of the circumstances or absolve the skipper from his responsibilities. The skipper should, therefore, exercise prudence and good seamanship having regard to the season of the year, weather forecasts and the navigational zone and should take note of the particular advice contained in the following paragraphs of this section. 3.5.5 The skipper should take precautionary measures in order to maintain adequate stability of the vessel. All instructions concerning the vessels stability issued by the competent authority should be strictly observed. 3.5.6 The stowing order of fish-holds should be such as to prevent extremes of trim or heel, or inadequate freeboard of the vessel. 3.5.7 To prevent a shift of the fish load carried in bulk, portable divisions in the holds should be properly installed. 3.5.8 Partially filled tanks can be dangerous; the number of slack tanks should be kept to a minimum. 3.5.9 Instructions given with regard to ballasting should be observed.
3.5.10 Where alterations are made to the vessel affecting its stability, the competent authority should approve the alterations before they are undertaken. Such alterations may be e.g. removal or shifting, either partially or fully, of the permanent ballast, conversion to new fishing methods, and change of the main engine. 3.5.11 The formation of ice on a vessel is dangerous and should be reduced by all practicable means. Attention is drawn to the IMCO Recommendation for Skippers of Fishing Vessels on Ensuring a Vessels Endurance in Conditions of Ice Formation (IMCO Assembly Resolution A.269(VIII)) which is reproduced at Appendix III. 3.5.12 All fishing gear and other heavy material should be properly stowed and placed as low in the vessel as possible. 3.5.13 Particular care should be taken when the pull from fishing gear might have a bad effect on stability, e.g. when nets are hauled by power-block or the trawl catches obstructions on the seabed. 3.5.14 Gear for releasing the deck load in fishing vessels which carry the catch on deck, e.g. herring, should be kept in good working condition.
- 19 CHAPTER 4 SAFETY ON DECK
4.1
Gangways, stairways, ladders, railing and guards
4.1.1 All ladders and stairways should be properly maintained. Wooden ladders should not be painted but varnished or coated with transparent preservative. 4.1.2 Gangways, stairways, ladders and alleyways should be kept clean to prevent falls due to slippery conditions. Stairways and ladders should have non-skid treads. 4.1.3 Gang planks, shore gangways and ladders should be made safe against dislodgment or collapse and should not be located within the swinging radius of derricks or expose personnel to other hazards. 4.1.4 Frequently accidents occur through not using the proper means of getting on or off the vessel. Fishermen should never jump from the vessel to shore or from the shore to the vessel. When a vessel does not lie close against a quay and quay steps are used, platforms should be hooked over the bulwark. When vessels are berthed alongside each other, suitable steps should be provided in order to give safe access between vessels. There should also be a lifebuoy with a suitable line readily available by the gangway. A net under the gangway may also be useful in some circumstances. 4.1.5 When the shipboard end of a ladder or gangway rests upon the bulwark, firmly fixed steps should lead from the top of the bulwark to the deck, and be provided with a substantial and properly secured handhold such as a rail or stanchion. Care should be taken that the arrangement is such that it permits easy and comfortable access from ladder or gangway to steps or vice versa. 4.1.6 Ladders should be firmly secured.
4.1.7 Precautions should be taken when ladders are used on board. Loads should not be carried on them and ladders should never be used where stairways or gangways are provided for boarding or leaving the vessel or for crossing from one vessel to another. 4.1.8 The use of portable ladders at sea should be avoided, but should it be necessary to use them they should be firmly secured against slipping. Non-slip bases may be used or the ladder held, at its lower end, by another person. The legs at each end should be placed on flat and solid surfaces and always lashed in place. 4.1.9 Rope ladders should be provided with two cross battens to prevent twisting. They should not be made of steel wire rope and should not be used: (i) (ii) (iii) if any rungs are missing, cracked or rotten; if the rope is in poor condition or has broken strands; if they are not long enough to reach the water- level or quay.
Such ladders should be fully extended and should not be secured to the bulwark by the rungs. Only one person at a time should be permitted on a rope ladder. Persons ascending or descending a rope ladder should take care to hold the ropes and not the rungs.
- 20 4.1.10 A ladder should not be used if it has: (i) (ii) missing or defective parts; a rung repaired by nails, spikes or other insecure means.
4.1.11 Portable stanchions should be secured against accidental lifting out. 4.1.12 Toeboards or stops should be securely fastened. 4.1.13 Railings should be maintained in good repair. 4.1.14 Portable handrails should always be secured and in position when the vessel is under way. 4.1.15 Fishing vessels, when engaged on voyages in the course of which pilots are likely to be employed, should carry a pilot ladder. 4.2 Deck lighting
4.2.1 During hours of darkness sufficient lighting should be provided at gangways and all other locations on deck where personnel must work or pass so that obstructions are readily visible. A hand lantern should be used, if necessary. 4.2.2 During fishing, lighting on deck should not be extinguished unless the fishing operations require darkness. 4.2.3 Lighting should be placed so that it does not dazzle a look-out or interfere with the effectiveness of the prescribed navigational lights. 4.3 Precautions against falling overboard
4.3.1 Fishermen should always be on guard against falling overboard as it is a major cause of fatalities among fishermen. The pitch and roll of small vessels, the sudden accelerations, the conducting of complex fishing operations on open decks, the frequent hauling in and letting out of gear over the side or stern, the working on wet slippery decks which are sometimes covered with fish blood and offal, and the inevitable fatigue which results from long working hours, are conditions favouring accidental falls overboard. 4.3.2 In bad weather fishing vessels are most vulnerable to shipping water when they are getting under way after lying broadside on to the waves, especially if the new course is into the wind. Men working on deck are conditioned to the broadside roll and the sudden change in motion can catch them unawares; as the vessel is at this point most liable to ship a sea, the crew is vulnerable. In these conditions it is advisable to warn the crew of a change of course or an increase in speed. 4.3.3 There should be an efficient warning and communication system between the bridge and the crew. 4.3.4 As a safety precaution, lifelines should be set up as appropriate to the class and size of the vessel.
- 21 4.3.5 When fishermen are required to work in an exposed place or to reach overside in heavy weather, they should be secured by a safety line or safety belt, or wear a life-jacket, or a safety work vest. 4.3.6 During bad weather, or when the vessel rolls heavily, the speed of the vessel should be reduced for the disposing of ashes, the fetching of food, the reading of the log, soundings, inspections and other work on deck. 4.3.7 To prevent men from falling or being washed overboard in bad weather, suitable lifelines with man ropes should be rigged on the working deck. 4.3.8 In heavy weather, fishermen should not work alone on deck without the watch in the wheelhouse being aware of their presence. 4.4 Ropes and lines
4.4.1 Fishermen should become familiar with the various types of ropes and twines and their special uses on board and, in particular, with the breaking characteristics of synthetic ropes. 4.4.2 Wire rope should always be handled with great care, and gloves used as a protection against injury from projecting strands. 4.4.3 Care should be taken to avoid damaging or weakening ropes through excessive strains or rubbing and chafing against sharp objects. 4.4.4 Fishermen should always ensure that they use ropes only for the purpose for which they are intended. Care should be taken to see that all ropes in use are in good condition and have a strength appropriate to their application. 4.4.5 Ropes should be frequently examined for abrasions, broken, deteriorated or displaced fibres or strands and other defects. 4.4.6 Ropes should not be exposed to excessive heat or harmful chemicals. When not in use they should be coiled and stored under well- ventilated conditions away from direct sunlight. 4.4.7 Rope of right- hand lay taken from a new coil should be withdrawn from the inside counter-clockwise in order to retain the twist. 4.4.8 Kinks in ropes should always be taken out by correct coiling right- hand coiling for a right- hand rope. A kinked wire rope should never be pulled taut. 4.4.9 A load should not be placed on a rope suddenly or with a jerk, as this may overload the rope and weaken it. 4.4.10 A splice should be used where possible in place of a knot, which weakens a rope to a greater extent. 4.4.11 All blocks should be of sufficient strength and large enough for the rope. The diameter of the sheaves should be suited to the ropes. 4.4.12 A wire rope should never be passed over an undersized diameter pulley, sheave or winch barrel.
- 22 4.4.13 A wire rope which is fitted round a thimble of suitable size to form an eye should be well spliced or secured by means of U-clamps fitted so that the U-bolt fits over the short end of the wire. 4.4.14 A warp or rope should not be thrown loosely over the side, as it may foul the propeller. 4.4.15 Discarded ropes, nets or other gear should not be jettisoned as they constitute a danger to other vessels. 4.4.16 During the handling of mooring lines or other wires or ropes, care should be taken not to stand in the bights. Hawsers should be coiled down in their correct place and wires wound on their reels to reduce the likelihood of bights forming. Fishermen should keep clear of ropes or wires in tension. 4.5 4.5.1 Miscellaneous Decks should be kept clear of all loose gear liable to cause tripping.
4.5.2 Oil or grease spills or fish debris should be hosed down and cleaned off to prevent slipping. Deck hoses should be kept clear of moving warps. 4.5.3 Mats may be used on deck as and when practicable to provide a good foothold.
4.5.4 When fishermen are required to work aloft they should use a boatswains chair or safety belt. When rigging the boatswains chair to a stay, the bow and not the pin of the shackle must rest on the stay or standing part. Boatswains chairs should always be held by a block and gantline; the use of open hooks on ladders to this end should be forbidden. 4.5.5 For lifting, thigh rather than back muscles should be used.
4.5.6 A draw-bucket should not be used when a vessel is under way as there is a danger that a man may be pulled overboard.
- 23 CHAPTER 5 SAFETY IN FISHING OPERATONS
5.1
General
5.1.1 The skipper on the bridge should keep a sharp look-out on all fishing operations and use signals which are positive and clearly understood. 5.1.2 Fishing gear should be in good order and all parts of hauling gear, hoisting gear and related equipment should be checked before use. 5.1.3 Fishermen should not wear rings when handing nets or other fishing gear.
5.1.4 Fishermen should stand clear of running warps so that the vessels motion does not throw them onto the ropes. 5.1.5 Fishermen should keep clear of outrunning gear of all types.
5.1.6 Fishermen should not stand on parts of the gear lying on deck when the remaining part is still in the water. 5.1.7 When fishing gear is fouled, it should be cleared in the safest possible way.
5.1.7 bis Fishermen should be aware of the dangers of handling unfamiliar objects, such as explosive devices or drums of chemicals, hauled up by the fishing gear. 5.1.8 Fasteners (obstructions to gear on the sea-bed) are a source of danger on deck until the last section of gear is on board. The pull to clear fasteners should be from as low a point and as near to the ship side as possible. Great strains can occur in unexpected places when heaving on taut warps or by the motion of the vessel. Fasteners which result in the gear being parted at one end and the entire load being hauled from one warp present dangerous situations. 5.1.9 Fishermen should not risk crushing the ir fingers by trying to clear a line from the sheave of a block. 5.1.10 Deck fish-washing machines should be assembled and dismantled with care. 5.1.11 In fish rooms, shelving and staging should be erected carefully. Pound boards should not be piled in a loose stack. As work progresses, front boards should be removed one by one. 5.1.12 Poundboards on deck and means for stowing and working the fishing gear should be arranged so that the effectiveness of the freeing ports will not be impaired or water trapped on deck and prevented from easily reaching the freeing ports. 5.1.13 If a look-out is positioned in the crows nest, he should use the means provided for climbing the mast, position himself properly inside and not straddle the protective rails. 5.2 Trawling
5.2.1 A person standing at or near the towing block in a side trawler when the warps are being secured or knocked out exposes himself to the risk of serious injury. Only an experienced fisherman should block up or knock out the gear. When blocking up, there is a real danger of the messenger parting, with the likelihood of serious injury, and it is essential not to stand aft
- 24 of the messenger or between the messenger and the centre casing. When knocking out, fishermen should stand forward of the towing block and never immediately behind it. 5.2.2 The vicinities of bollard fairleads are also danger areas, and fishermen should never get too close when the gear is being worked. 5.2.3 When clutching for support, the fisherman should make sure that he does not grasp the warp. 5.2.4 Releasing and securing trawl boards is a skilled and dangerous operation. This should be done by trained men who understand the proper signals to communicate with the winchman. 5.2.5 Fishermen should not put their fingers through the links when fixing dog chains or G links. 5.2.6 A standard code of hand signals should be adopted for signalling to the winchman handling the trawl. 5.2.7 It is dangerous to work near the ramp of a stern trawler. Safety devices should always be used to prevent sliding overboard. 5.2.8 At least three complete turns of a trawl warp should remain around a trawl winch drum at all times; the end of the warp whipping off the drum could cause serious accidents. 5.2.9 During shooting and hauling, fishermen whose presence is not necessary for the operation should keep clear of the operating area. 5.2.10 When the quarter rope is released from the fairlead during shooting, fishermen should not stand between the rope and the rail, and should not stand in a bight of the rope. If a man is trapped by the rope, it should be cut at once. 5.2.11 Fishermen should pay special attention to ropes connected to the net such as bridles, quarter ropes, false headlines, etc., when shooting. They should never stand in the bights of such ropes. 5.2.12 If a headline float gets caught in a mans clothing, it should be released at once by cutting the clothing. 5.2.13 Fishermen should not stand under the fore warp on a side trawler when the vessel is towing; nor should they stand over a slack warp as a load may suddenly come on it. Stepping over trawl warps during shooting or hauling is extremely dangerous. 5.2.14 When beam trawls or otter trawls are towed from the outboard end of outrigger booms the rudder should always be hand-operated. 5.2.15 During double-rig trawling the winch drums should not be clutched in. The drums should be held on the brakes only. 5.2.16 The outboard ends of the outrigger booms should be kept as low as possible and be prevented from lifting.
- 25 5.2.17 When a net becomes fastened to an obstruction on the sea-bed, the winch drum brakes should immediately be released. The warp block at the outboard end of the boom should then be lowered and brought inboard. 5.2.18 The skipper should never try to recover an obstructed net with the warp running over the block at the outboard end of the outrigger boom. There is a danger of capsizing the vessel in this way. The same applies to hoisting heavy or unknown weights in this manner. 5.2.19 No fisherman should stand under the codend when it is being hoisted. 5.2.20 Fishermen should stand clear of the man who holds the dog chains since he must have sufficient room to jump clear if the boards come up awkwardly. 5.2.21 When the boards are coming up, fishermen should stand aft of the aft gallows and fore of the fore gallows to give the winchman a clear view. They should not stand between the gallows and the bulwark when the boards are coming in. 5.2.22 Fishermen should not climb on the bulwark when fixing the dog chain. If this fixing has to be done out of easy reach, the steps and protective rail provided should be used. 5.2.23 Fishermen should beware of dangers overhead when working near the gallows. 5.3 Purse seining
5.3.1 To reduce the danger of fishermen stepping inside loops of purse ring bridles during setting of the net, the bridles should be coiled in the net or else stowed in a separate box or compartment next to the clothes-pin (rack or bar) from which the rings run out. 5.3.2 When setting begins, the net should be so arranged that it is pulled out by a buoy or skiff without the crew having to expose themselves to danger by going aft of or on top of the net. Where men have to go on top of the stowed net in an exposed position safety harness should be worn. 5.3.3 During setting of the net the winchman should take care not to allow the drums to turn faster than the purseline wire runs out, so as to avoid fouling the wire. 5.3.4 The extension rope attached to the tail end of the net should be coiled down in a separate box or compartment so that there is no danger of fishermen being caught in the loops during setting. 5.3.5 A sharp knife should always be kept handy near the net bin or platform.
5.3.6 Fishermen should avoid standing below an overhead power block or transfer block because of the danger of their being hit by heavy purse rings passing through the blocks. Where such a danger exists, fishermen should wear protective helmets. 5.3.7 When handling big catches it is essential to brail or pump the fish on board as quickly as possible to avoid an excessive weight of dead fish in the net. 5.3.8 The sinkerline and breastline of the bunt should be so attached to the vessel that they can be quickly released if fish lie too heavily i n the net and endanger the stability of the vessel. Preferably the breastline and that part of the sinkerline which is tied upon the bunt boom and/or
- 26 on the railing of the vessel, during brailing or pumping, should be fitted with rings through which is threaded a wire, fixed to the vessel at either end with an easily released sliphook. 5.3.9 When the netting is liberally hung in, the bunt may still retain a heavy weight of fish even after the breastline and sinkerline have been released. It is therefore advisable to attach bridles to the bunt floatline so that it can be hoisted up to release the fish. 5.3.10 Should the vessel heel over dangerously and if it is not possible to release the fish the vessel should be driven ahead and turned towards the listing side. When this does not succeed in righting the vessel, the net should be slacked off immediately or cut. 5.3.11 Where the net is stacked high in an exposed place it is highly desirable to fit removable stanchions with guard ropes to prevent men from falling overboard, or men should wear a safety harness. 5.3.12 Sea-water in the hold causes the fish to become fluid and shift. Care should be taken to separate sea-water from the fish during brailing or pumping before the catch reaches the hold, using slanting gratings leading to the hatches. Similarly blood water seeping from the fish should be pumped out frequently. 5.3.13 Fish carried on deck should be covered by double tarpaulins securely fixed, for instance by nailing wooden strips over the edges to the outside of the railing and to fixed pound boards. On steel vessels a wooden plank should be bolted on for this purpose. 5.3.14 In an emergency the skipper should be able to release the deck load through special ports by a quick-release mechanism. 5.3.15 When fish are carried on deck, lifelines should be rigged at a suitable height. 5.3.16 Where a small auxiliary boat is used, it should always carry light and sound signal equipment in good working order, and the crew should wear life-jackets. 5.4 5.4.1 Danish Seining To avoid the danger of foul bights in the warps, fishermen should: (i) (ii) (iii) take care in stacking coils; check that shackles are the right way round so that the lower coil will run freely; secure coils so that pitching and rolling will not dislodge them.
5.4.2 If a warp fouls, fishermen should stand clear until all way is off the vessel. The foul coils should then be thrown overboard by hand and not kicked overboard. 5.4.3 When setting the first warp, the speed of the vessel should be reduced for the last 30 fathoms of rope and slow speed maintained until the net is all in the water. 5.4.4 If the warps are not coming in evenly, fishermen should never put their hands on them. The tension-adjusting handle should be used.
- 27 5.4.5 Towing blocks should be firmly anchored, the clasp closed and the safety chain in position.
5.5
Longline fishing A. GENERAL
5.5.1 When baiting hooks or handling lines, fishermen should at all times take particular care that their hands are not injured, and that hooks do not snag in their clothing. Loose scarves or loose sleeves should not be worn. 5.5.2 Lines should be coiled carefully and the hooks safely arranged, so that the line runs freely without snags when being paid out. 5.5.3 Baskets, tubs or reels of lines should be adequately secured so that they do not spill in bad weather. 5.5.4 Fishermen not directly engaged in setting or hauling lines should keep away from the immediate vicinity of moving lines. 5.5.5 When biting or other potentially dangerous fish are being hauled on board, they should be killed before they reach the deck, and the hook should not be removed until the fish is dead. 5.5.6 When taking bait from the hold, fishermen should be careful to dig into the pile in such a way as to avoid it caving in on top of them. 5.5.7 Fishermen should handle the glass floats of a line carefully to avoid cuts from broken glass. 5.5.8 Fishermen hauling by linehauler should avoid getting their hands caught by the mainline or branchlines. Others should stand clear of the hauler at all times. The fisherman operating the hauler should be able to control it quickly and easily. B. TRADITIONAL TUNA LONGLINE FISHING 5.5.9 When setting lines by hand the fisherman whose duty it is to join the lines should confirm to the thrower that the next part is connected properly and ready for use. 5.5.10 If abnormal strains occur when the line is being set, and this cannot be corrected by easing the vessel's speed, several coils of the line should be thrown overboard quickly or the line should be cut. C. MODERN SEMI-AUTOMATED TUNA LONGLINE FISHING 5.5.11 When setting the longline, the skipper should adjust the speed of his vessel to the capabilities of the line-setting mechanism. 5.5.12 As line storage reels may suddenly reverse when longlines are being set, fishermen should be aware of this possibility and avoid having their hands caught; they should take care that they are not injured by floats and branchlines coming back on deck. 5.5.13 When the line is fouled, fishermen should keep clear of the conveyor and guide rollers.
- 28 5.6 5.6.1 Tuna pole and line fishing Fishermen should be spaced at adequate intervals on the fishing platform.
5.6.2 Fishermen should not swing their poles carelessly but should have regard to the position of other persons and avoid injuring them with flying hooks. It is recommended that goggles should be worn to avoid eye injuries caused by flying hooks. 5.6.3 If a fisherman finds that he is in danger of being pulled off the fishing platform by an exceptionally large fish, he should lower his rod so that the line is in a straight line with the rod so permitting it to be easily broken. 5.6.4 When a fish is landed on deck, and the hook does not disengage itself, the fisherman should not turn around to pull forcibly on it but wait until the deck crew have cleared it. 5.6.5 Chummers (bait-throwers) should position themselves at the proper distance from the pole fishermen. 5.6.6 When open-circulation sea-water bait tanks are used, no fisherman should go into the tank for any purpose, e.g. to close sea-water circulation holes, unless a second man is present and watching. 5.6.7 Where there is a long, narrow fishing platform fishermen should not use it as a passageway. 5.6.8 When the fisherman ceases to fish, he should return at once from the platform to the deck of the vessel. 5.7 Fish and ice handling
5.7.1 In the gutting, washing and stowing in ice of the catch, fishermen should be familiar with the proper handling of different species of fish to avoid hand injuries from teeth or the sharp spines of certain species. 5.7.2 Pricks and cuts from fish spines should be bled and treated without delay; some give poisonous wounds which can be painful and troublesome. 5.7.3 When handling blocks of frozen fish, fishermen should wear protective gloves.
5.7.4 Fishermen should be careful when chopping ice in the ice hold and use only the proper tools. 5.7.5 In ice holds a pile of ice may become hollow owing to left-over ice melting; fishermen should take precautions against falling into an ice cave.
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CHAPTER 6 - SAFETY IN MACHINERY SPACES AND OF MECHANICAL EQUIPMENT 6.1 Main propulsion and auxiliary machinery
6.1.1 During the operational period while the vessel is in port, routine examinations and maintenance of machinery should be carried out. 6.1.2 Ships' engineers should be thoroughly conversant with all the machinery for which they are responsible, and should strictly observe the rules for its proper operation, maintenance, repair and testing. 6.1.3 Manufacturers' instructions relating to the proper operation of main and auxiliary machinery and regarding the proper fuels and lubricating oils to be used, should be on board. 6.1.4 Fencing or guards, for dangerous parts of machinery should not be removed while the plant is running. If they have to be removed they should be replaced as soon as practicable, and in any case before the machinery is put into operation. 6.1.5 Parts of machinery which are not securely fenced or guarded should n ot be lubricated, adjusted or repaired while in motion. When such operations must be carried out while the machinery is running, they should be done by a competent person. 6.1.6 Moving machinery parts should not be cleaned while the machine is in operation. Before starting or turning over machinery, care should be taken to ensure that nobody is working on or in the way of moving parts. 6.1.7 Men engaged in servicing operating machinery should wear clothing as close- fitting as possible and headgear to cover long hair. Neckties and rings on fingers should not be worn. 6.1.8 When machinery is stopped for servicing or repairs, measures should be taken to prevent inadvertent restarting or turning. Fuses should be removed from electrical circuits, steam, water or air valves should be secured in the closed position, and other machinery and gear should be locked to prevent movement. Propulsion machinery and steering gear should be effectively prevented from moving when repairs are carried out at sea. 6.1.9 When engines are hand-cranked by means of a flywheel handle, the handle should be gripped with the thumb on the same side as the fingers of the hand for protection against possible flywheel recoil. 6.1.10 To avoid furnace blow-backs and possible serious accidents, furnaces should be purged with air before lighting up; a fuel oil burner should never be lit off hot brickwork nor be lit in a furnace in which fuel oil has accumulated. Boiler-room personnel should know and follow the correct sequence for lighting up, firing and shutting down boilers. For lighting a burner a torch should be used and the operator should stand clear. 6.1.11 Where oil tanks are not connected to the deck by a permanent filling pipe, a threaded funnel or other leakproof fitting which can be screwed onto the tanks' filling connexion should be used when fuelling.
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6.1.12 To prevent accumulation of static electricity, fuel oil tanks and filling systems should be well earthed during fuel oil transfer operations. Bonding cables connecting the vessel to the shore should be connected before fuel oil hoses are attached, and disconnected after the hoses are removed. 6.1.13 Metal flame screens fitted on vent pipes should be cleaned periodically. 6.1.14 When valves or cocks are fitted to gauge glasses on oil fuel tanks they should be opened only to determine the oil level in tanks, and closed thereafter. 6.1.15 The filter of a visible sediment bowl in the fuel line from the tank to the engine should be kept clean. 6.1.16 Boilers, boiler furnaces and boiler flues should be checked for safety before any work is permitted in them. 6.1.17 The vacuum should be broken or pressure relieved by opening drains of a boiler before the manhole doors, hand-hole plugs or other boiler fittings are opened for cleaning, inspection or repair. 6.1.18 Before work is attempted on a valve or any other piece of equipment which operates under pressure it should be determined that the pressure has been relieved. In doubtful cases, securing nuts should be eased off slightly and the joint broken before proceeding. 6.1.19 All cocks on the water gauges of an operating boiler should be blown through periodically to ensure that the water- level shown in the glass is true. 6.1.20 Covers and guards of gauge glasses should always be in place when a boiler is under pressure, to avoid the possibility of serious eye injuries and scalding due to a bursting glass. 6.1.21 Care should be exercised when opening valves to steam lines in order to prevent water-hammer. Condensate drains provided should be opened and steam allowed to pass very slowly until condensate ceases to form in the line. 6.1.22 Spare machinery or heavy pieces of equipment should be secured to prevent movement in heavy seas. 6.1.23 Engine-room floor plates, ladders to and from the engine room, handrails, etc., should be kept free from grease at all times. 6.2 Winches and hoists
6.2.1 As far as practicable, all moving parts of winches which may present a hazard should be securely guarded or fenced. Sheaves should also be guarded where practicable. 6.2.2 A winch or windlass should only be operated by a competent person.
6.2.3 All equipment used in hoisting should be tested and examined at periodic intervals as established by the competent authorities.
- 31 6.2.4 All parts of hauling gear, hoisting gear and related equipment should be maintained in good repair and working order. 6.2.5 The maximum safe working load of hoisting gear should be marked on the derricks.
6.2.6 Fishermen should be aware of the danger of trying to lift too great a load by putting extra turns of rope or wire on a warping head. 6.2.7 Ropes or wires should be led onto winches at an angle which will minimize slipping. They should not normally be guided on by hand. 6.2.8 When warps on winches are renewed, the correct size and length should be obtained so that the winch drum can accommodate the full length. When the warp is fully unwound, three complete turns should remain coiled on the drum. 6.2.9 Winch brakes should be kept in good adjustment and should operate without grabbing, chattering or slipping. 6.2.10 The controls of winches should have clear operating instructions attached to or adjacent to them. 6.2.11 Wire ropes used for hoisting and warps should be maintained in good condition and suitable for the work to be performed. They should not have knots, kinks, reverse bends or broken strands. Ends of wire ropes should be seized or otherwise secured to prevent the strands from coming loose. 6.2.12 Blocks and sheaves should be properly lubricated at regular intervals. All shackles used aloft should be of a locking type or should be fixed so that they cannot come loose by themselves. 6.2.13 Loads should be applied smoothly to warps, wires and ropes. Sudden jerks should be avoided. 6.2.14 Before hoisting or applying loads to wires and ropes by warping heads the wire or rope should be hand-tightened before being laid on the warping head. Special attention should be given to ensure that the turns on the warping head do not cross each other. 6.2.15 Winch drivers should not leave winches unattended with power on or with a load suspended. 6.2.16 The winchman should assure himself that all men are standing clear of the danger zone before applying any load. 6.2.17 Loads being hoisted or lowered should not pass over or remain suspended over persons. 6.2.18 Scarves or loose clothing are liable to be caught in a winch and should not be worn. 6.2.19 Frayed wires constitute a danger and should be promptly replaced. 6.3 Refrigeration plants and compressed air systems
6.3.1 Refrigeration plants and compressed air systems should be maintained and periodically examined in accordance with regulations prescribed by the competent authority.
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6.3.2 Whenever any gas which may be harmful to persons is used in a refrigerating system, at least two sets of supplied-air or self- contained breathing apparatus of a type approved by the competent authority should be placed conveniently near to the refrigeration plant but not in a position likely to become inaccessible in the event of a leakage of gas. 6.3.3 No flame-producing devices, or hot surfaces which may cause explosions, should be permitted in spaces in which refrigeration machinery or equipment using flammable gases is installed. 6.3.4 When air compressors are in operation water condensation should be regularly drained from the air dischargers and inter-coolers. The drains on compressed air receivers should be operated periodically, and air filters should be regularly cleaned. 6.4 Gas cylinders and installations
6.4.1 Cooking and domestic appliances using heavy gases should be used only in well- ventilated spaces and care should be taken to avoid a dangerous accumulation of gas. 6.4.2 Cylinders for compressed, liquefied and dissolved gases should be clearly marked as to their contents by means of prescribed identification bands of colour, and have a clearly legible indication of the name and chemical formula of their contents. Extreme care should be taken to ensure that the correct gas and the appropria te fittings are used. 6.4.3 Cylinders containing flammable or other dangerous gases should be stowed on open decks, and all valves, pressure regulators and pipes leading from the cylinders should be protected against damage. Cylinders should be protected against excessive variations of temperature, direct rays of the sun, accumulation of snow, and continuous dampness. 6.4.4 Cylinders should always be properly secured.
6.4.5 When the installation is not in use, when gas cylinders are changed or when there is a failure, the valves on the gas cylinders should be closed. 6.4.6 The detection of leaks in gas systems should be carried out only with approved test equipment. 6.4.7 Oils or grease should not be used on oxygen cylinders or fittings.
6.4.8 Compressed oxygen should never be used in lieu of compressed air for the starting or turning over of engines or machinery. 6.5 Electrical installations
6.5.1 To minimize hazards all electrical equipment and circuits of fishing vessels should be well maintained, in accordance with regulations established by the competent authority. Only competent persons should be permitted to install, maintain or remove electrical equipment or circuits. Unauthorized installation of electrical equipment of any kind is highly dangerous and should be forbidden. 6.5.2 Electrical circuits should be treated as though they are live until it is certain that they are not.
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6.5.3 All portable electrical equipment should be regularly checked by a competent person, special attention being given to the condition of power cables and their connexions. 6.5.4 Portable electrical equipment exposed to the weather should be protected from dampness and corrosion as well as from mechanical damage. 6.5.5 Portable electric lamps should be used only where adequate permanent fixed lighting cannot be provided, and they should always be checked before use, especially for frayed cables and faulty connexions. Only lamps manufactured as portable should be used. 6.5.6 All electrical equipment should be earthed or otherwise suitably protected. Earth faults should not be allowed to persist but should be remedied as soon as possible. 6.5.7 Fuse boxes and fuse holders should be checked at regular intervals to ensure that the correct rating of fuse is being used. Fuses should never be bridged; they are safety devices. Only fuses having the correct amperage rating for the particular circuit should be used. During work on motors or circuits, fuses should be removed or switches left open and tagged as a warning to others. 6.5.8 Personnel should stand on a non-conducting mat or board when working on electrical equipment. 6.5.9 Excessive sparking at a commutator or excessive heat in motors, generators, switches, cables, fuses, etc., should be remedied at once. 6.5.10 All possible precautions should be taken to prevent steam, water or dirt from accidentally contacting switchboards, generators, motors and other electrical equipment. 6.5.11 Smoking or generating sparks should be prohibited near electric storage batteries. 6.6 Hand tools
6.6.1 Hand tools should be of good material and construction and maintained in safe condition. 6.6.2 Hand tools should be periodically checked by a competent person, and defective tools should be immediately repaired or replaced. The use of tools with mushroomed or broken heads should not be permitted. 6.6.3 Fishermen should keep all tools clean, use the right tool for the job, and keep cutting tools sharp and stored safely when not in use. 6.6.4 Handles of hand knives should have hilt guards or finger grips, to prevent the hand sliding onto the blade. 6.6.5 Open-bladed knives, fish-hooks, gaffs and similar sharp implements should be sheathed or otherwise put safely away when not in use. 6.6.6 Tools or small parts of equipment should never be left lying on staging, gratings, etc., in the engine room or aloft on deck. They should always be placed in a box, bucket or bag, or lashed to prevent them from accidentally falling and injuring persons passing or standing below.
- 34 6.6.7 Tools and other equipment should be lowered from above by use of a gantline.
6.6.8 When an eye-bolt is used to lift machine and boiler parts, it should be screwed down into the receiving hole as far as its collar. Over-length eye-bolts should not be used. 6.6.9 Cold chisels and punches should preferably be held between the thumb and index finger with the palm of the hand open and turned towards the holder. 6.6.10 A spanner or wrench should be correct size for the job, have jaws which are not worn and fit squarely on the nut. The adjustable jaws of a wrench should lie on the side of the handle towards which the handle is moved. Pipe wrench jaws should be kept in good condition. 6.6.11 It is dangerous to use a wrench on moving machinery. Tools and other gear should be removed before restarting a machine which has been serviced. 6.6.12 Hand tools should only be used for the purpose for which they are intended. 6.6.13 Hammering on the hardened surfaces of tools, machinery parts or equipment is hazardous because metal chips may fly. 6.7 Torches, blow-lamps and hot work
6.7.1 Safety instructions concerning the use of blow-torches and oxy-acetylene welding and cutting torches should be carefully followed, and such equipment should be continually watched when in use. Blow-torches should not be completely filled with fuel, and only small filler cans should be used to fill the preheating pans. 6.7.2 For starting hot-bulb engines the same instructions apply, and in addition the blow- lamps should be securely fastened to the engine. 6.7.3 Fishermen should not undertake soldering, welding and similar hot work on tanks and other containers holding flammables or on empty tanks and containers which have held flammables or acids.
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CHAPTER 7 - SPECIAL SAFETY PRECAUTIONS 7.1 Eye protection
7.1.1 Fishermen should keep clear of water dripping from nets, as the drip may be irritant to the skin and especially to the eyes. They should not rub their eyes with wet hands. 7.1.2 Eye injuries are often caused by fragments of metal or paint, and are generally serious. Fishermen should always wear goggles for protection when performing such work as chipping rust or paint, scaling, using a cold chisel, grinding tools, handling chemicals and working on electrical storage batteries. 7.2 Protective clothing and equipment
7.2.1 Working clothes should fit as closely to the body as possible; there should be no loose strings or cuffs on trousers. Pockets, if any, should be few and as small as practicable. 7.2.2 Fishermen should wear footwear which is appropriate for the work being performed and is in good condition. 7.2.3 Waterproof safety boots should be worn in certain working conditions.
7.2.4 During rain or bad weather and in darkness protective clothing having a highly visib le colour should be worn. 7.2.5 Fishermen working at very low temperatures in holds for deep frozen fish should be adequately clothed. 7.2.6 Aprons should not be worn near revolving or reciprocating machine parts or electric motors. 7.2.7 Safety belts and harnesses should be worn by men working aloft or overside. They should be tested periodically and checked before being used. 7.2.8 Fishermen engaged in cutting or gutting of fish should wear gloves sufficiently reinforced to provide adequate protection against cuts. 7.2.9 In selecting work gloves, consideration should be given to the hazards to which the wearer may be exposed and to the need for free movement of the fingers. Gloves should fit snugly at the wrists. 7.2.10 Only self-contained breathing apparatus, smoke helmets, smoke masks, or masks of a type approved by the competent authority, should be worn as a protection against the inhalation of smoke, fumes, gases, vapours or dust which are injurious to health. Fishermen should be instructed in the proper working of such apparatus before being required to use it. 7.2.11 The attention of fishermen should be drawn to the harmful effects of high noise levels in the engine room and to the various methods to minimize them.
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7.3 7.3.1
Painting Paints containing arsenic should never be applied to the interior of living spaces.
7.3.2 Paints, varnishes and preparations having a nitrocellulose or other highly flammable base should not be used in interior spaces. 7.3.3 Fishermen should remove paint from their hands before eating, and as far as practicable wear protective gloves or barrier creams when painting. 7.3.4 Fishermen using spray painting equipment should wear respiratory protection such as face masks or filters. 7.3.5 When interior spaces or enclosed compartments such as ballast tanks, double bottoms, fore and after peaks are to be repainted, they should first be thoroughly ventilated. 7.3.6 Where flammable paint is used in interiors these spaces should be well ventilated; naked lights and smoking should be forbidden until the paint is dry. 7.4 Dangerous work
7.4.1 When a fishing vessel is under way, work overside should only be undertaken in cases of emergency, when harnesses should be worn. In such cases a second man should be in attendance. 7.4.2 Fishermen should not carry out overside work between vessels moored side to side or between a vessel and an adjacent pier or quay. 7.4.3 Should it be necessary for fishermen to climb on rails while fishing or performing work on nets, precautions should be taken for their safety. Safety harnesses or safety lines should be worn. 7.4.4 Corrosive chemicals such as lye, oxalic acid and caustic soda should be handled with care and according to instructions in order to avoid injury to the eyes and skin. 7.4.5 Compartments which have been closed for long periods such as water tanks, coffer-dams or double bottoms should be checked and found "gas-free" and with sufficient oxygen before anybody is permitted to enter without approved breathing equipment. Safety lines should always be used when such spaces are entered, and a second man should be in attendance. 7.4.6 It is hazardous to work in the vicinity of radio antennae or radar scanners due to danger from both radiation and the rotation of scanners. Permission should be obtained from the person in charge of the bridge before such work is undertaken and the circuit fuses should be removed to make the equipment inoperable. 7.4.7 Fumigated rooms should not be re-entered until the authorities carrying out the fumigation have certified that all parts of the vessel are safe. 7.4.8 Fishermen should not be required to work for unduly long periods in low-temperature refrigerated spaces. The length of such periods should vary according to the temperature of such spaces.
- 37 7.4.9 Fishermen should be aware of the dangers of the emission of poisonous gases from fish-holds, which may arise under certain circumstances from chemicals or industrial fish. 7.5 Liver and fish oil boilers
7.5.1 Care should be taken that the outlet pipes of liver boilers do not become obstructed. If, during the boiling of livers, steam does not escape from the pipe, the steam- inlet valve should be closed immediately and with care, and the pipe cleared. 7.5.2 Fishermen should be aware that livers stored in liver boilers at room temperature for more than 48 hours start to develop flammable gases. 7.5.3 Warning notices should be posted at appropriate places, that naked lights or flames are prohibited in the vicinity of a liver boiler when the cover is removed, and that the boiler should not be filled with livers to more than three-quarters of its capacity. 7.5.4 7.5.5 Only properly instructed fishermen should be permitted to carry out liver boiling. Liver boilers should never be left open and unattended with steam on.
- 38 CHAPTER 8 - LIFE-SAVING APPLIANCES 8.1 General
8.1.1 Skippers should ensure that their vessels comply with the requirements established by the competent authorities for lifeboats, rescue boats, liferafts, lifebuoys and lifejackets and their equipment in relation to the number of fishermen on board and the area in which the vessel is fishing. 8.1.2 Lifeboats, rescue boats and liferafts in a vessel should be readily available in cases of emergency and should comply with the fo llowing conditions: (i) they should be capable of being put into the water safely and rapidly even under unfavourable conditions of trim and list; it should be possible to effect embarkation into the lifeboats, rescue boats and liferafts rapidly and in good order; the arrangement of each lifeboat, rescue boat and liferaft should be such that it will not interfere with the operation of other boats and rafts.
(ii)
(iii)
8.1.3 All life-saving appliances including emergency man overboard/rescue craft should be kept in working order and available for immediate use. They should be checked before the vessel leaves port and during the voyage. 8.1.4 The life-saving appliances should be inspected at regular intervals in accordance with the requirements of the competent authority. 8.1.5 8.2 8.2.1 Liferafts should have operating instructions printed on them in the language of the users. Lifeboats, emergency man overboard/rescue craft, liferafts and life-jackets Lifeboats and emergency man overboard/rescue craft when carried: (i) (ii) (iii) should not be used for any purpose other than that intended; should be put into the water at least four times each year; should be checked regularly to test the fastenings and lowering mechanism, the results being entered in the log-book or otherwise properly recorded. The engine, where fitted, should be tested regularly and properly maintained.
8.2.2 Inflatable liferaft containers should be positioned so that liferafts are easy of access even in bad weather and immediately available at all times. All liferafts should be tested periodically. 8.2.3 Painters of liferafts should be secured to the vessel. 8.2.4 Life-jackets should be of a type approved by the competent authority and should be frequently checked. 8.2.5 Life-jackets should be so placed as to be readily accessible and their position should be plainly indicated.
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8.3
Emergency procedures and musters
8.3.1 Fishermen should be properly organized in anticipation of any emergency, as follows: (i) special duties to be undertaken in the event of an emergency should be allotted to each member of the crew; the muster list should show the special duties and should indicate in particular the stations to which each member must go and the duties which he has to perform; the muster list should be posted in crews' quarters; the muster list should specify definite signals for calling the crew to their lifeboats and/or liferafts and should give full particulars of these signals. The signals should be made on the whistle or siren from the bridge.
(ii)
(iii)
8.3.2 Musters of the crew for boat drill should be carried out at frequent intervals in port and/or at sea. These drills should ensure that the crew thoroughly understand and are exercised in the duties they have to perform with respect to the handling and operation of all lifesaving appliances. Lifejackets should be worn during musters. Fishermen should be trained in the setting up and operation of the portable radio equipment, where carried. 8.3.3 The attention of fishermen is drawn to the principles of the provisions of Chapter VIII of the 1977 Torremolinos Convention relating to emergency procedures, musters and drills.
- 40 CHAPTER 9 - FIRE PRECAUTIONS AND FIRE FIGHTING 9.1 Smoking
9.1.1 "No Smoking" notices should be posted where necessary and no smoking rules strictly enforced. This applies, in particular, to the following danger areas: (i) (ii) (iii) (iv) (v) fuel or oil tanks; paint lockers and storage spaces for flammable materials; the refrigeration plant and tanks where flammable gases are used; near liver boilers; near electric storage batteries.
9.1.2 Fishermen should be warned against smoking in bed, as many serious fires have been started in this way. 9.1.3 "No Smoking" notices must be observed; fire is a vessel's greatest hazard. Cigarettes or matches should not be thrown from portholes or into places where they would be liable to start a fire. Suitable containers should be provided and used. Cigarettes and ashes thrown overboard often blow back aboard to start fires. Fishermen should be continually reminded of the need for fire safety and of the prohibition of smoking in certain areas. 9.2 Fire prevention and precautions
9.2.1 The principal precautions necessary to prevent fires on board fishing vessels are as follows: (i) (ii) (iii) (iv) (v) the proper education and training of fishermen in fire prevention; provision of the proper fire-extinguishing appliances in suitable locations; maintenance of cocks, pipes and fittings in oil systems free from leaks; cleanliness of machinery and boiler spaces; the taking of precautions by fishermen when performing work which involves possible fire hazards.
9.2.2 The competent authority should communicate by the best available means, such as the IMCO Fire-Fighting Booklet (MSC/Circ.62, 28 May 1969), the importance of keeping vessels clean and free from combustible debris. 9.2.3 Fire-fighting equipment should always be kept in its proper location, maintained in good working order, and be available for immediate use. 9.2.4 Fire extinguishers should be periodically checked to ensure that they are in an efficient working condition and properly charged and tagged. Where necessary refill charges should be readily available.
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9.2.5 Notices should be placed in conspicuous places giving warning of the danger which might arise from smoking, striking matches or carrying a naked light in the engine room or near oil tanks. 9.2.6 The greatest care should be taken to keep bilges and woodwork or other porous material free of petroleum products. The importance of good housekeeping on board cannot be over-emphasized. 9.2.7 Clothing or towels should never be left unattended near lights or heaters. Rags and other flammable material should be prevented from coming into contact with steam, hot oil or water lines or other heated surfaces because of the hazard of spontaneous combustion. Oily rags should not be left lying about, but should be suitably disposed of. 9.2.8 Oil fittings should be kept perfectly tight in order that fuels or their vapours may not escape. Metal drip trays should be provided where necessary. 9.2.9 Remote controls from deck for oil fuel pumps, valves in oil fuel lines as well as fuel lines to galley ranges should be kept in good operational condition and unobstructed. 9.2.10 When blow-torches are used for starting the engines, the flames should be shielded. 9.2.11 Only approved types of lamps should be used when examining engines, oil tanks and bilges. Lamps having naked flames should never be used for this purpose. 9.2.12 Portable electric or oil heaters should not be used on board. Where seasonal heating is necessary the heaters should be securely fixed. 9.2.13 In no case should a petrol or paint can, either empty or full, be placed in the crew's living quarters or in a compartment where lamps having naked flames are used. 9.3 Fire fighting
9.3.1 Successful fire fighting is usually totally dependent upon those on board. Fire- fighting drills should therefore be performed at regular intervals and taken seriously. The purpose of these drills should be to ensure that all fire- fighting equipment is in good condition, as well as to ensure that everyone knows his place and duties, the location of fire-fighting equipment, the way it works and how it should be used. 9.3.2 As soon as a fire is discovered, the following action should be immediately taken: (i) (ii) (iii) shout "fire" and raise the alarm; if fire starts in the accommodation area, make certain that the area is evacuated; close portholes and skylights, shut off ventilators, switch off electrical appliances and shut the door.
9.3.3 If the fire is small, it should be fought in the first instance with portable extinguishers. If, however, the fire becomes large, it should be fought with fixed installations or fire hoses. 9.3.4 In fighting fires, the fire- fighters should keep as low as possible to avoid the heat. Water spray can be used as a protective screen.
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9.3.5 Water, soda-acid or foam extinguishers should never be used on electrical fires or near live electric lines or appliances. 9.3.6 Water should not be used on fat fires.
9.3.7 When a large quantity of water is used for fire fighting, skippers should be aware of its adverse effect on the vessel's stability, and ensure that surplus water is drained or pumped out. 9.3.8 When a gas smothering installation is used, care should be taken to ensure that the compartment is evacuated and properly closed down before the gas is released, that it remains closed long enough to ensure the fire is extinguished and that the compartment is properly ventilated before re-entry. 9.3.9 When the fire is extinguished, everything should be soaked thoroughly and all loose furnishings, mattresses, etc., should be removed to deck; watch should be kept for several hours to prevent reignition.
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CHAPTER 10 - SHIPBOARD FACILITIES FOR PERSONNEL, SAFETY ORGANIZATION AND CONDITIONS FOR EMPLOYMENT 10.1 Sanitation
10.1.1 Toilet, washing and shower facilities, cloakrooms, lockers and other personal service spaces should be maintained in a clean and sanitary condition and protected against insects, rats and mice. 10.1.2 Toilet facilities should be provided with soap and towels and an adequate supply of toilet paper or, where conditions require, a supply of water. 10.1.3 Washing facilities should be supplied with wash-basins having a sufficient flow of clean, hot and cold fresh water, toilet soap and towels. 10.2 Lighting and ventilation
10.2.1 All areas on or below deck where fishermen are working or passing should be efficiently lighted. 10.2.2 All crew spaces should be adequately lighted. The minimum standard for natural lighting in living rooms should be such as to permit a person with normal vision to read an ordinary newspaper on a clear day in any part of the space available for free movement. 10.2.3 Methods of lighting should not endanger the health or safety of the fishermen or the safety of the vessel. 10.2.4 Emergency lighting should be maintained in an efficient operating condition and be tested periodically. 10.2.5 Compartments in which fuel is burned should always be well ventilated. 10.2.6 Ventilation systems should be controlled so as to maintain the air in a satisfactory condition and to ensure a sufficiency of air movement in all conditions of weather and climate. 10.2.7 Power for the operation of ventilation, lighting and heating systems should be available at all times when the fishermen are living or working on board and when required by local conditions. 10.3 First aid
10.3.1 First-aid equipment and instructions as required by the competent authorities should be carried by all fishing vessels. International standards relating to first aid at sea are laid down in the International Medical Guide for Ships, 1967, prepared by the International Labour Organization, the Inter-Governmental Maritime Consultative Organization and the World Health Organization, which may serve as a guide. 10.3.2 The contents of the medicine chest or first-aid box should comply with national regulations and sho uld contain only authorized first-aid materials. Expended materials should be replaced as soon as possible. The contents and condition of each medicine chest or first-aid box
- 44 should be checked regularly by a responsible person. A recommended list of the contents of the medicine chest is given at Appendix IV. 10.3.3 All injuries should be reported as soon as possible to the skipper, treated, and a note entered in the log-book or otherwise properly recorded, with a full description of the incident. 10.3.4 Fishermen should receive instructions on the immediate action that should be taken on encountering an accident or other medical emergency and should be properly trained in a recommended method of artificial respiration (see Appendix V). Senior categories of personnel should receive suitable, more advanced medical training. 10.4 Safety and health organization
10.4.1 The safety and health of fishermen is best ensured by effective co-operation between the competent authorities, fishing vessel owners, skippers and fishermen. 10.4.2 Whenever it would be reasonable and practicable, and where no other form of effective co-operation exists, consideration should be given to the formation of joint safety committees composed of representatives from the fishing vessel owners, fishermen and, if necessary, competent authorities. 10.4.3 The function of safety committees should be to promote safe working conditions and practices appropriate to local circumstances and conditions and may include the following: (i) the consideration of suggestions for improving methods of work in order to ensure greater safety, and bringing these suggestions to the notice of the persons concerned, so that they may be implemented; the consideration of reports made after the investigation of accidents; the preparation and dissemination of safety precaution handbooks, leaflets and posters, drawing attention to particular hazards.
(ii) (iii)
10.4.4 Cumulative records should be kept of all injuries and cases of occupational disease affecting fishermen. The information contained in these records should be readily available to the competent authorities and safety committees. 10.4.5 Every fisherman should have the right and the duty of bringing to the attention of the skipper, and if necessary to the notice of the safety committee and the competent authority, anything affecting the safety of the vessel or the safety or health of the fishermen. 10.5 Conditions for employment
10.5.1 Before entering the industry, fishermen should undergo a pre-employment medical examination, and complete a vocational training course appropriate to the work they will be called upon to perform. 10.5.2 The crews of fishing vessels should satisfy the minimum age requirements of the competent authorities. 10.5.3 Fishing vessels should carry such certificated fishermen as are laid down by the competent authorities.
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10.5.4 In respect of the above paragraphs, attention is drawn to the Minimum Age (Fishermen) Convention, 1959; the Medical Examination (Fishermen) Convention, 1959; the Fishermen's Competency Certificates Convention, 1966; and the Vocational Training (Fishermen) Recommendation, 1966.
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CHAPTER 11 - ABANDONING VESSEL, SURVIVAL AND RESCUE 11.1 Abandoning vessel
11.1.1 If it becomes necessary to abandon a fishing vessel, this must be carried out in an orderly manner as and when ordered, and particularly with respect to launching and boarding of lifeboats and liferafts. Though fishermen should always remain with their vessel as long as it is safe they should know how to abandon it. A man's chances of safely leaving a vessel and of being rescued are good if he knows what to do. 11.1.2 Failure of fishermen to exercise control, courage and unselfishness may result in unnecessary loss of life. 11.1.3 Survivors should never abandon hope of rescue; strength of mind is as important as strength of body in a survival situation. 11.1.4 If possible before leaving a vessel a distress signal should be sent giving the vessel's position, the propeller stopped and if time permits watertight doors and hatches tightly closed. 11.1.5 Immediately after taking to the lifeboats or liferafts the portable radio apparatus for survival craft or emergency position- indicating radio beacon should be used, if available. 11.1.6 Before leaving the vessel, fishermen should be as warmly dressed as possible and wearing life-jackets. 11.1.7 When leaving a ship directly into the water it is safer to jump in feet first, keeping legs closely together and slightly bent, rather than to dive. When wearing a life-jacket fishermen should avoid jumping into the water from any great height as the impact of the jacket on the water may cause an upward jerk which can produce an injured or broken neck. 11.1.8 A survivor in the water should swim away fr om a sinking vessel as quickly as possible since when it founders there is a violent local suction, together with the surfacing, with great force, of air and wreckage. 11.1.9 Survivors in the water should avoid any fuel oil either by swimming below it if possible or swimming through it with the head held high and mouth shut. 11.1.9 bis The attention of fishermen should be drawn to the dangers of hypothermia arising from immersion in the sea and particularly to methods of mitigating its effects and to the subsequent treatment of those affected. Relevant information is given at Appendix VI. 11.1.10 When liferafts or lifeboats are launched they should remain secured to the vessel by a line until survivors are aboard. Survival craft should not be kept alongs ide a sinking fishing vessel any longer than necessary owing to the risk of their being damaged, capsized or swamped, or the danger that survivors may be crushed. 11.1.11 Every effort should be made to pick up survivors in the water as soon as possible. They should be hauled aboard over the bows or quarters of a lifeboat and, if this is not possible, provided with any floating wreckage available. Attempts should be made to recover any useful flotsam and, in particular, pieces of tarpaulin.
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11.1.12 In order to get an injured or exhausted man out of the water he should be turned so that his back is to the lifeboat or liferaft. The rescuer should put his hands under the man's arms, sliding them round his chest, and then heave him aboard using the upward movement of the survival craft for assistance. 11.2 Survival when adrift
11.2.1 Survivors adrift in survival craft are nearly always found and it is therefore of prime importance that they always stay with the lifeboat or liferaft. 11.2.2 If seamarker dye is carried it should be used to make the position of the survival craft more easily seen from the air. 11.2.3 Except in rough weather, lifeboats and liferafts should be secured together survival craft and survivors in the water should remain together since a group is more easily detected and provides mutual encouragement. 11.2.4 The decision as to whether survivors should remain in the area where a vessel founders or try to reach land depends on many circumstances, but experience has shown that it is usually best to try to keep as near the position of distress as possible since this will assist search and rescue operations, particularly if a radio distress signal has been transmitted. 11.2.5 In both cold and tropical climates survivors stand a better chance of survival when fully clothed and wearing footwear than if naked or only partly clothed. Clothing keeps a man warm and protects him from wind, rain, spray and the rays of the sun. Therefore, if possible, fishermen should abandon ship dressed in warm clothing, oilskins anal wearing footwear. 11.2.6 In hot weather it is essential to avoid exposure to the sun and to keep as cool as possible, and in cold weather to avoid exposure to rain, wind and sea. In a lifeboat this is best achieved by rigging a tarpaulin or sail across the gunwales so that in hot weather it permits a breeze to pass into the boat and in cold weather keeps warmth in. 11.2.7 If the temperature is high, survivors should stay in the shade and keep their clothing moist to reduce sweating and conserve body water. 11.2.8 In cold weather survivors in a survival craft should huddle together for warmth and avoid removing wet clothing, as this will induce exposure and frostbite. The arms, legs, feet and hands should be kept as warm and dry as possible. They should also be exercised regularly to keep blood circulation strong. 11.2.9 Experience has proved that there are three outstanding causes of death among shipwreck survivors: (a) exposure to the cold; (b) dehydration due to insufficient f resh drinking water; and (c) drinking sea-water. Any of these three must therefore be avoided at all cost. 11.2.10 A man can survive without food for long periods but not without drinking water. A daily intake of about half a litre is necessary to keep a survivor's health in a tolerable state. Every effort should be made to trap rain water and to conserve a supply of drinking water. 11.2.11 If drinking water is scarce none should be drunk on the first day as the kidneys may not then be conserving water fully.
- 48 11.2.12 Food rations should be made to last as long as possible; none should be issued for at least the first 24 hours. 11.2.13 Survivors should never drink sea-water or use it as a mouthwash since it aggravates thirst. 11.2.14 In order to conserve the energy of survivors, oars should be used only to clear the abandoned vessel, avoid danger, to navigate into the path of rainfall or to land on a beach. 11.2.15 The fisherman in charge should keep his crew occupied by any means to keep up their morale. 11.2.16 Survivors should refrain from using pyrotechnic flares and other distress signals until a ship or aircraft is in the immediate vicinity. 11.3 Precautions against sharks and other biting fish
11.3.1 The following rules should be followed by survivors in the water if there is danger of an attack by sharks, barracuda or other dangerous fish: (a) (b) embark on flotsam if available and do not let anything trail in the sea; keep on all clothing, especially on the legs and feet, as a protection from the rough skin of a shark; keep as quiet and stationary as possible, moving only to keep the shark or other fish in sight. If it is necessary to swim use rhythmic strokes, never thrash about; when a shark or other dangerous fish is at close range survivors should use shark repellent if available; if there is a group of survivors they should form a tight circle and face outward.
(c)
(d)
(e)
11.3.2 Survivors in a lifeboat or in a liferaft should not trail arms, legs or bright objects in the water or jettison blood, garbage or foul matter. They should stop fishing if a shark, barracuda or other dangerous fish approaches. 11.4 Landing and survival ashore
11.4.1 Landing through surf is a hazardous operation even for skilful crews. Such a landing should be avoided if possible, but if it is necessary to beach in a lifeboat the following rules should be followed: (a) remain well outside the breakers until ready to make the attempt at running the surf. In the case of island reefs, circle the reef in search of a suitable passage through it; a smooth break in the line of surf may indicate a passage through the reef into a sheltered lagoon; if there is any possibility of help from shore, this should be awaited before running the surf;
(b)
- 49 (c) the lifeboat must be run in stern first and kept head to sea to avoid swamping or broaching and capsizing. A sea anchor should be used to assist in preventing broaching and the boat's crew should manoeuvre the boat to keep its head to sea; in darkness the size of breakers can be estimated by watching the fluorescence of the breaking wave crests.
(d)
11.4.2 When a landing is made, the letters SOS should be marked out on a beach, in a clearing or in the snow in a north-to-south direction. Each letter should be 10 metres across and made to ensure a good shadow that can be seen from the air. 11.4.3 A distress signal made from clothing or tarpaulin should be rigged from a conspicuous tree or land elevation. Fires should be laid ready to light to attract attention - a smoke fire by day and a bonfire by night. 11.4.4 After a landing is made survivors should search for fresh water. On tropical islands not having streams, water may be found just below the surface of the ground. Water may also be found in the hollow stems of rank vegetation and of some trees; it may also be trapped in the large leaves of various plants. Every effort should be made to trap rain water. 11.4.5 In the tropics, a survivors' camp should be sited on rising ground and on the windward side of vegetation to minimize insect nuisance. It should not be under coconut trees or near rotting vegetation as these often harbour dangerous insects and snakes. 11.5 Survival in polar regions
11.5.1 Sufficient clothing for protection from the cold is the first and most important requirement for survival in polar regions. Therefore before leaving a foundering vessel, fishermen should put on adequate clothing and take with them additional clothing, blankets, oilskins and tarpaulins if practicable. 11.5.2 After a landing has been made, shelter is imperative for survival as it is the wind more than the cold that kills. Survivors should therefore make use of any natural shelter or construct a crude igloo with blocks of snow or dig a trench in the snow and make a roof of slabs of ice or snow. A simple tent shelter can be made between trees or the survival craft itself can be used for shelter. 11.5.3 Frost-bite and snow blindness are important dangers to shipwrecked survivors in polar regions. The feet, hands and ears should be kept as warm and dry as possible; frost-bite in the face can be prevented by exercising face muscles. A crude set of sunglasses can be made by cutting two small holes in a piece of canvas or tree bark. 11.5.4 Water from icebergs is fresh and that from old sea ice is also potable. In summer, pools of fresh water may be found on top of ice.
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APPENDIX I REGULATION 3 OF CHAPTER V OF THE INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1960 INFORMATION REQUIRED IN DANGER MESSAGES The following information is required in danger messages: (a) Ice, derelicts and other direct dangers to navigation. (i) (ii) (iii) (b) The kind of ice, derelict or danger observed; the position of the ice, derelict or danger when last observed; the time and date (Greenwich Mean Time) when danger last observed;
Tropical storms (hurricanes in the West Indies, typhoons in the China Sea, cyclones in Indian waters, and storms of a similar nature in other regions). (i) A statement that a tropical storm has been encountered. This obligation should be interpreted in a broad spirit, and information transmitted whenever the master has good reason to believe that a tropical storm is developing or exists in his neighbourhood. Time, date (Greenwich Mean Time) and position of ship when the observation was taken. As much of the following information as is practicable should be included in the message: barometric pressure, preferably corrected (stating millibars, inches or millimetres, and whether corrected or uncorrected); barometric tendency (the change in barometric pressure during the past three hours); true wind direction; wind force (Beaufort scale); state of the sea (smooth, moderate, rough, high); swell (slight, moderate, heavy) and the true direction from which it comes. Period or length of swell (short, average, long) would also be of value; true course and speed of ship.
(ii)
(iii)
- 51 -
(c)
Subsequent observations. When a master has reported a tropical or other dangerous storm, it is desirable, but not obligatory, that further observations be made and transmitted hourly, if practicable, but in any case at intervals of not more than three hours, so long as the ship remains under the influence of the storm. Winds of force 10 or above on the Beaufort scale for which no stormwarning has been received. This is intended to deal with storms other than the tropical storms referred to in paragraph (b); when such a storm is encountered, the message should contain similar information to that listed under paragraph (b) but excluding the details concerning sea and swell.
(d)
(e)
Sub- freezing air temperatures associated with gale force winds causing severe ice accretion on superstructures. (i) (ii) (iii) (iv) Time and date (Greenwich Mean Time). Air temperature. Sea temperature (if practicable). Wind force and direction.
Examples
Ice TTT ice. Large berg sighted in 4605 N, 4410 W, at 0800 GMT. May 15. Derelicts TTT derelict. Observed derelict almost submerged in 4006 N, 1243 W, at 1630 GMT. April 21. Danger to Navigation TTT navigation. Alpha lightship not on station. 1800 GMT. January 3. Tropical Storm TTT storm. 0030 GMT. August 18. 2204 N, 11354 E. Barometer corrected 994 millibars, tendency down 6 millibars. Wind NW, force 9, heavy squalls. Heavy easterly swell. Course 067, 5 knots. TTT storm. Appearances indicate approach of hurricane. 1300 GMT. September 14. 2200 N, 7236 W. Barometer corrected 29.64 inches, tendency down .015 inches. Wind NE, force 8, frequent rain squalls. Course 035, 9 knots. TTT storm. Conditions indicate intense cyclone has formed. 0200 GMT. May 4. 1620 N, 9203 E. Barometer uncorrected 753 millimetres, tendency down 5 millimetres. Wind S by W, force 5. Course 300, 8 knots.
- 52 TTT storm. Typhoon to southeast. 0300 GMT. June 12. 1812 N, 12605 E. Barometer falling rapidly. Wind increasing from N. TTT storm. Wind force 11, no storm warning received. 0300 GMT. May 4. 4830 N, 30 W. Barometer corrected 983 millibars, tendency down 4 millibars. Wind SW, force 11 veering. Course 260, 6 knots. Icing TTT experiencing severe icing. 1400 GMT. March 2. 69 N, 10 W. Air temperature 18. Sea temperature 29. Wind NE, force 8.
- 53 APPENDIX II RADIOTELEPHONE PROCEDURES A. RECEPTION OF SAFETY MESSAGES
Any message which you hear prefixed by one of the following words concerns safety: Mayday (Distress) Pan (Urgency) Scurit (Safety) Indicates that a ship, aircraft or other vehicle is threatened by grave and imminent danger and requests immediate assistance. Indicates that the calling station has a very urgent message to transmit concerning the safety of a ship, aircraft or other vehicle, or the safety of a person. Indicates that the station is about to transmit a message concerning the safety of navigation or giving important meteorological warnings.
If you hear these words, pay particular attention to the message and call the master or the officer on watch. B DISTRESS TRANSMITTING PROCEDURES
To be used only if immediate assistance is required. Use plain language whenever possible. If language difficulties are likely to arise use tables 2 and 3 below, sending the word Interco to indicate that the message will be in the International Code of Signals. Call out letters as in table 1. Call out numbers figure by figure as in table 1. To indicate distress: 1. If possible transmit the alarm signal (i.e. two-tone signal) for 30 seconds to one minute, but do not delay the message if there is insufficient time in which to transmit the alarm signal. Send the following distress call: Mayday mayday mayday. This is . . . (name or call-sign of ship spoken three times). Then send the distress message composed of: Mayday followed by the name or call- sign of ship; Position of ship; Nature of distress; and, if necessary, transmit the nature of the aid required and any other information which will help the rescue.
2.
3.
- 54 -
TABLE 1. PHONETIC TABLES FOR USE IN TRANSMITTING PLAIN LANGUAGE OR CODE

A. Alphabetical Letter A B C D E F G H I J K L M Word Alpha Bravo Charlie Delta Echo Foxtrot Golf Hotel India Juliet Kilo Lima Mike Pronounced asl Al-fah Brah-voh Char-lee or Shar-lee Dell-tah Eck -oh Folks -trot Golf Hoh-tell In-dee-ah Jew-lee-ett Key-loh Lee -mah Mike Letter N 0 P Q R S T U V W X Y Z B. Numerical Figure 0 1 2 3 4 5 Word Nadazero Unaone Bissotwo Terrathree Kartefour Pantafive Pronounced as 2 Nah-dah-zay-roh Oo-nah-wun Bees-soh-too Tay-rah-tree Kar-tay-fower Pan-tah-five Figure 6 7 8 9 Decimal point Full stop Word Soxisix Setteseven Oktoeight Novenine Decimal Stop Pronounced as2 Sok-see-six Say-tah-seven Ok-toh-ait No-vay-niner Day-see-mal Stop Word November Oscar Papa Quebec Romeo Sierra Tango Uniform Victor Whisky X-ray Yankee Zulu Pronounced asl No-vem-ber Oss -car Pah-pah Keh-beck Row-me-oh See-air-rah Tang -go You-nee-form or Oo-nee-form Vik -tor Wiss -key Ecks -ray Yang -key Zoo-loo
1 2
The syllables to be emphasized are in bold type. All the syllables should be given equal emphasis.
- 55 -
TABLE 2. POSITION IN CODE FROM THE INTERNATIONAL CODE OF SIGNALS (1) By bearing and distance from a landmark code letter A (Alpha) followed by a three- figure group for ship's true bearing from landmark; Name of landmark; Code letter R (Romeo) followed by one or more figures for distance in nautical miles, or (2) By latitude and longitude. Latitude. Code letter L (Lima) followed by a four- figure group; (2 figures for degrees, 2 figures for minutes) and either N (November) for latitude north, or S (Sierra) for latitude south. Longitude Code letter G (Golf) followed by a five- figure group; (3 figures for degrees, 2 figures for minutes) and either E (Echo) for longitude east, or W (Whisky) for longitude west. ______________________________________________________________________________ TABLE 3. NATURE OF DISTRESS IN CODE FROM THE INTERNATIONAL CODE OF SIGNALS Code letters AE BF CB CB6 Words to be transmitted Alfa Echo Bravo Foxtrot Charlie Bravo Charlie Bravo Soxisix Delta X-ray Hotel Whisky Charlie Papa Echo Delta Echo Lima Text of signal I must abandon my vessel. Aircraft is ditched in position indicated and requires immediate assistance I require immediate assistance. I require immediate assistance, I am on fire.
DX HW
I am sinking. I have collided with surface craft. Answer to ship in distress
CP ED EL
I am proceeding to your assistance. Your distress signals are understood. Repeat the distress position.
Note: A more comprehensive list of signals may be found in the International Code of Signals.
- 56 -
C. EXAMPLES OF DISTRESS PROCEDURE
1.
Where possible, transmit alarm signal followed by spoken words "Mayday mayday mayday. This is [name of ship spoken three times, or call- sign of ship spelt three times using table 1]. Mayday [name or call-sign of ship]. Position 54 25 north 016 33 west I am on fire and require immediate assistance." Where possible, transmit alarm signal followed by spoken words "Mayday mayday mayday [name of ship spoken three times, or call-sign of ship spelt three times using table 1]. Mayday [name or call-sign of ship]. Interco Alfa Nadazero Unaone Pantafive Ushant Romeo Kartefour Nadazero Delta X-ray. ([Ship] in distress position 015 degrees Ushant 40 miles I am sinking.)" Where possible, transmit alarm signal followed by spoken words "Mayday mayday mayday [name of ship spoken three times, or call-sign of ship spelt three times using table 1 ]. Mayday [name or call-sign of ship]. Interco Lima Pantafive Kartefour Bissotwo Pantafive November Golf Nadazero Unaone Soxisix Terrathree Terrathree Whisky Charlie Bravo Soxisix. ([Ship] in distress position latitude 54 25 north longitude 016 33 west I require immediate assistance I am on fire.)"
2.
3.
- 57 -
APPENDIX III RECOMMENDATION FOR SKIPPERS OF FISHING VESSELS ON ENSURING A VESSEL'S ENDURANCE IN CONDITIONS OF ICE FORMATION* 1. BRIEF SURVEY OF THE CAUSES OF ICE FORMATION AND ITS INFLUENCE UPON THE SEAWORTHINESS OF THE VESSEL
The skipper of a fishing vessel should bear in mind that ice formation is a complicated process which depends upon meteorological conditions, condition of loading and behaviour of the vessel in stormy weather as well as on the size and location of superstructures and rigging. The most common cause of ice formation i s the deposit of water droplets on the vessel's structure. These droplets come from spray driven from wave crests and from ship-generated spray. Ice formation may also occur in conditions of snowfall, sea fog including arctic sea smoke, a drastic fall in ambient temperature, as well as from the freezing of drops of rain on impact with the vessel's structure. Ice formation may sometimes be caused or accentuated by water shipped on board and retained on deck. Intensive ice formation generally occurs on stem, bulwark and bulwark rail, front walls of superstructures and deckhouses, hawse holes, anchors, deck gear, forecastle deck and upper deck, freeing ports, aerials, stays, shrouds, masts and spars. It should be borne in mind that the most dangerous areas as far as ice forma tion is concerned are the sub-Arctic regions. The most intensive ice formation takes place when wind and sea come from ahead. In beam and quartering winds, ice accumulates quicker on the windward side of the vessel, thus leading to a constant list which is extremely dangerous. Listed below are meteorological conditions causing the most common type of ice formation due to spraying of a vessel. Examples of the weight of ice formation on a typical fishing vessel of displacement in the range 100 to 500 tons is also given. For larger vessels the weight will be correspondingly greater.
Slow accumulations of ice take place: at ambient temperature from -1 C to -3C and any wind force; at ambient temperature -4C and lower and wind force from 0 to 9 m/sec; under the conditions of precipitation, fog or sea mist followed by a drastic fall of the ambient temperature.
Under all these conditions the intensity of ice accumulation may not exceed 1.5 t/h.
Annex of Assembly Resolution A.2691V111).
- 58 At ambient temperature of -4C to -8C and wind force 10-15 m/sec, rapid accumulation of ice takes place. Under these conditions the intensity of ice accumulation can lie within the range 1.5 to 4 t/h. Very fast accumulation of ice takes place: at ambient temperature of -4C and lower and wind forces of 16 m/sec and over; at ambient temperature -9C and lower and wind force 10 to 15 m/sec.
Under these conditions the intensity of ice accumulation can exceed 4 t/h. The skipper should bear in mind that ice formation adversely affects the seaworthiness of the vessel as ice formation leads to: an increase in the weight of the vessel due to accumulation of ice on the vessel's surfaces which causes the reduction of freeboard and buoyancy; a rise of the vessel's centre of gravity due to the high location of ice on the vessel's structures with corresponding reduction in the level of stability; an increase of windage area due to ice formation on the upper parts of the vessel and hence an increase in the heeling moment due to the action of the wind; a change of trim due to uneven distribution of ice along the vessel's length; the development of a constant list due to uneven distribution of ice across the breadth of the vessel; impairment of the manoeuvrability and reduction of the speed of the vessel.
2.
RECOMMENDATIONS FOR SKIPPERS ON ENSURING THE VESSEL'S ENDURANCE UNDER CONDITIONS OF ICE FORMATION Prior to departure
2.1
2.1.1 Firstly, the skipper should, as in the case of any voyages in any season, ensure that the vessel is generally in a seaworthy condition giving full attention to basic requirements such as: (a) (b) loading of the vessel within the limits prescribed for the season (see 2.1.2(a)); weathertightness and reliability of the devices for closing cargo and access hatches, outer doors and all other openings in the decks and superstructures of the vessel and the watertightness of the sidescuttles and of ports or similar openings in the sides below the freeboard deck to be checked; condition of the freeing ports and scuppers as well as operational reliability of their closures to be checked; emergency and life-saving appliances and their operational reliability; operational reliability of all external and internal communication equipment;
(c)
(d) (e)
- 59 (f) 2.1.2 condition and operational reliability of the bilge and ballast pumping systems.
Further, with special regard to possible ice accretion, the skipper should: (a) consider the most critical loading condition against approved stability documents with due regard to fuel and water consumption, distribution of supplies, cargoes and fishing gear and with allowance for possible ice accretion; be aware of the danger in having supplies and fishing gear stored on open weatherdeck spaces due to their large ice accretion surface and high centre of gravity; ensure that a complete set of warm clothing for all members of the crew is available on the vessel as well as a complete set of hand tools and other appliances for combating ice accretion, a typical list thereof for small vessels is shown at Appendix;
(b)
(c)
(d)
ensure that the crew is acquainted with the location of means for combating ice accretion, as well as the use of such means, and that drills are carried out so that members of the crew know their respective duties and have the necessary practical skills to ensure the vessel's endurance under conditions of ice accretion; acquaint himself with the meteorological conditions in the region of fishing grounds and en route to the place of destinatio n; study the synoptical maps of this region and weather forecasts; be aware of warm currents in the vicinity of the fishing grounds, of the nearest coastline relief, of the existence of protected bays and of the location of ice fields and their boundaries; acquaint himself with the timetable of the radio stations transmitting weather forecasts and warnings of the possibility of ice accretion in the area of the relevant fishing grounds.
(e)
(f)
2.2
At sea
During the voyage and when the vessel is on the fishing grounds the skipper should keep himself informed on all long-term and short-term weather forecasts and should arrange for the following systematic meteorological observations to be systematically recorded: (a) (b) (c) (d) (e) temperatures of the air and of the sea sur face; wind direction and force; direction and height of waves and sea state; atmospheric pressure, air humidity; frequency of splashing per minute and the intensity of ice accumulation on different parts of the vessel per hour.
All observed data should be recorded in the vessel's log-book. The skipper should compare the weather forecasts and icing charts with actual meteorological conditions, and should estimate the probability of ice formation and its intensity.
- 60 When the danger of ice formation arises the following measures should be taken without delay: (a) (b) all the means of combating ice formation should be ready for use; all the fishing operations should be stopped, the fishing gear should be taken on board and placed in the underdeck spaces. If this cannot be done all the gear should be fastened for storm conditions on its prescribed place;
It is particularly dangerous to leave the fishing gear suspended since its surface for ice formation is large and the point of suspens ion is generally located high; (c) barrels and containers with fish, packing, all gear and supplies located on deck as well as portable mechanisms should be placed in closed spaces as low as possible and firmly lashed; all cargoes in holds and other compartments should be placed as low as possible and firmly lashed; the cargo booms should be lowered and fastened; deck machinery, hawser reels and boats should be covered with duck covers; life-lines should be fastened on deck; freeing ports fitted with covers should be brought into operative condition, all objects located near scuppers and freeing ports and preventing water drainage from deck should be taken away; all cargo and companion hatches, manhole covers, weathertight outside doors in superstructures and deckhouses and portholes should be securely closed in order to ensure complete weathertightness of the vessel, access to the weather deck from inner compartments should be allowed only through the superstructure deck; a check should be carried out as to whether the amount of water ballast on board and its location is in accordance with that recommended in "Stability Guidance to Skippers"; if there is sufficient freeboard, all the empty bottom tanks fitted with ballast piping should be filled with sea-water; all fire-fighting, emergency and life-saving equipment should be ready for use; all drainage systems should be checked for their effectiveness; deck lighting and searchlights should be checked; a check should be carried out to make sure that each member of the crew has warm clothing; reliable two-way radio communication with both shore stations and other vessels should be established; radio calls should be arranged for set times.
(d)
(e) (f) (g) (h)
(i)
(j)
(k) (l) (m) (n)
(o)
The skipper should seek to take the vessel away from the dangerous area keeping in mind that the lee edges of icefields, areas of warm currents and protected coastal areas are a good refuge for the vessel during weather when ice formation occurs.
- 61 -
Small fishing vessels on fishing grounds should keep nearer to each other and to larger vessels. It should be remembered that the entry of the vessel into an icefield presents certain danger to the hull especially when there is a high sea swell. Therefore the vessel should enter the icefield at a right angle to the icefield edge at low speed without inertia. It is less dangerous to enter an icefield bow to the wind. If a vessel must enter an icefield with the wind on the stern, the fact that the edge of the ice is more dense on the windward side should be taken into consideration. It is important to enter the icefield at the point where the ice floes are the smallest. 2.3 During ice formation
If in spite of all measures taken the vessel is unable to leave the dangerous area, all means available for removal of ice should be used as long as it is subjected to ice formation. Depending on the type of vessel, all or many of the following ways of combating ice formation may be used: (a) (b) (c) removal of ice by means of cold water under pressure; removal of ice with hot water and steam; breaking up of ice with ice crows, axes, picks, scrapers, wooden sledge hammers and clearing it with shovels.
When ice formation begins the skipper should take into account recommendations listed below and ensure their strict fulfilment: (a) report immediately ice formation to the shipowner and establish with him constant radio communication; establish radio communication with the nearest vessels and ensure that it is maintained; (b) do not allow ice formation to accumulate on the vessel, immediately take steps to remove from the vessel's structures even the thinnest layer of ice and ice sludge from the upper deck;
check constantly the vessel's stability by measuring the roll period of the vessel during ice formation. If the rolling period increases noticeably, immediately take all possible measures in order to increase the vessel's stability; ensure that each member of the crew working on the weather deck is warmly dressed and wears a safety line securely attached to the guard rail; bear in mind that the work of the crew on ice clearing entails the danger of frost-bite. For this reason it is necessary to make sure that the men working on deck are replaced periodically;
(c)
(d)
(e)
- 62 (f) keep the following structures and gears of the vessel first free from ice: (g) aerials running and navigational lights freeing ports and scuppers life-saving craft stays, shrouds, masts and rigging doors of superstructures and deckhouses windlass and hawse holes;
remove the ice from large surfaces of the vessel, beginning with the upper structures (such as bridges, deckhouses etc.), because even a small amount of ice on them causes a drastic worsening of the vessel's stability; when the distribution of ice is not symmetrical and a list develops, the ice must be cleared from the lower side first. Bear in mind that any correction of the list of the vessel by pumping fuel or water from one tank to another may reduce stability during the process when both tanks are slack; when a considerable amount of ice forms on the bow and a trim appears, ice must be quickly removed. Water ballast may be redistributed in order to decrease the trim; clear ice from the freeing ports and scuppers in due time in order to ensure free drainage of the water from the deck; check regularly for water accumulation inside the hull;
(h)
(i)
(j)
(k)
(1)
avoid navigating in following seas since this may drastically worsen the vessel's stability; register in the vessel's log-book the duration, nature and intensity of ice formation, amount of ice on the vessel, measures taken to combat ice formation and their effectiveness; if, in spite of all the measures taken to ensure the vessel's endurance in conditions of ice formation, the crew is forced to abandon the vessel and embark on life-saving craft (lifeboats, rafts) then, in order to preserve their lives, it is necessary to do all possible to provide all the crew with warm clothing or special bags as well as to have a sufficient number of life-lines and bailers for speedy bailing out of water from the life-saving craft.
(m)
(n)
- 63 Appendix Typical list of equipment and hand tools required for combating ice formation: 5 5 5 5 5 3 3 Ice crows or crowbars Axes with long handles Picks Metal scrapers Metal shovels Wooden sledge hammers Fore and aft lifelines to be rigged each side of the open deck fitted with travellers to which lizards can be attached.
Safety belts with spring hooks should be provided for no less than 50 per cent of the members of the crew (but not less than 5 sets), which can be attached to the lizards. Notes: 1. Number of hand tools and life-saving appliances may be increased at the shipowners' discretion. Hoses which may be used for ice combating should be readily available on board.
2.
- 64 -
APPENDIX IV RECOMMENDED CONTENTS OF FISHING VESSELS' MEDICINE CHEST* INSTRUCTIONS
Table I presents a minimal scale for fishing vessels for unlimited service (Category 1) and not carrying a doctor. The table is based on a six-month voyage. Double the quantity of medicines and dressings should be carried for voyages extending up to 12 months except where indicated by an X, when the amount should be a fixed quantity regardless of the length of the voyage. For instruments, appliances, and general medical equipment the amounts carried should be a fixed quantity regardless of the length of the voyage, unless otherwise indicated. Table II presents a minimal scale for fishing vessels proceeding to sea up to 200 miles from a place of shelter (Category 2), and for fishing vessels proceeding to sea up to 50 miles from a place of shelter (Category 3) and not carrying a doctor. Items marked (*) need not be carried in Category 3 vessels. For instruments, appliances and general medical equipment the amounts carried should be a fixed quantity regardless of the length of the voyage, unless otherwise indicated. Formulae for certain medicines are given in the right-hand columns for the information of chemists. Where provided for in the tables the chemist may supply an equivalent drug, but the container must carry a special label stating that the item is the equivalent of the standard item in the table, so that the captain is left in no doubt about its pur pose. The adult dose of all medicines must be clearly shown on labels, which must be rendered durable by varnishing. All containers labelled "POISON" must be supplied in distinctive bottles and these, together with other containers labelled "For external use only", must be stored in a special locker. The keys for this locker are retained by the captain, who may issue one key to the officer or other person to whom he delegates responsibility for the sick on board.
Based on recommended contents of the ship's medicine chest given in the International Medical Guide for Ships, WHO, Geneva, 1967.
- 65 THE SHIP'S MEDICINE CHEST
Item
Table I Category 1
Table II Categories 2 and 3
Additional information for use of chemist and for labelling
MEDICINES 1. Auristillae glyceris (Glycerine ear drops) EAR DROPS Capsulae amyli nitris (Amyl nitrite capsules) Supply in bottle of distinctive design with dropper.
30 ml
30 ml
2.
6 X
Each capsule 0.3 ml amyl nitrite, covered with absorbent fabric. To be renewed after 12 months. Each capsule 250 mg tetracycline hydrochloride, or an equivalent broad-spectrum antibiotic with similar therapeutic effects (to be so labelled).
3.
Capsulae tetracyclini Hydrochloridi (Tetracycline hydrochloride capsules) TETRACYCLINE CAPSULES Compressi acidi acetylsalicylici (Acetylsalicylic acid tablets) ASPIRIN TABLETS Compressi aminophyllini (Aminophylline tablets) AMINOPHYLLINE TABLETS Compressi butobarbitali (Butobarbitone tablets) SEDATIVE TABLETS Compressi chloroquini sulfatis (Chloroquine sulfate tablets) MALARIA TABLETS
80
80(*)
4.
250
200
Each tablet 300 mg acetylsalicylic acid.
5.
20
20(*)
Each tablet 300 mg aminophylline. Label "POISON - to be used only on medical advice by radio".
X 40 20(*) Each tablet 100 mg butobarbitone. Supply in bottle of distinctive design. Label "POISON". Each tablet 150 mg chloroquine base; chloroquine sulfate 200 mg. Chloroquine phosphate 250 mg may be supplied as an alternative.
6.
7.
300
100(*) (Only for ships operating in malarious areas) 20(*)
8.
Compressi chlorothiazidi (Chlorothiazide tablets)
20 X
Each tablet 500 mg chlorothiazide. Supply in bottle of distinctive design. Label "POISON - to be used only on medical advice transmitted in plain language and not by code". Each tablet 50 mg chlorpromazine hydrochloride. Supply in bottle of distinctive design. Label "POISON - to be used only on medical advice by radio".
9.
Compressi chlorpromazini hydrochloridi (Chlorpromazine hydrochloride tablets) TRANQUILLIZER TABLETS
20
20(*)
- 66 -
Item
Table I Category 1
MEDICINES (continued) 10. Compressi codeini phosphatis (Codeine phosphate tablets) CODEINE TABLETS 200 100 Each tablet 15 mg codeine phosphate, or an equivalent drug with similar therapeutic effects (to be so labelled). Each tablet 60 mg compound colocynth extract/15 mg hyoscyamus dry extract/15 mg jalap resin/15 mg podophyllum resin/0.006 ml peppermint oil. Or an equivalent laxative with similar therapeutic effects (to be so labelled). Each tablet 0.25 mg digoxin. Supply in bottle of distinctive design. Label "POISON - to be used only on medical advice transmitted in plain language and not by code." Each tablet 30 mg ephedrine hydrochloride.
11.
Co mpressi colocynthidis et jalapae co. (Compound colocynth and jalap tablets) VEGETABLE LAXATIVE TABLETS
100
40
12.
Compressi digoxini (Digoxin tablets)
20 X
20
13.
Compressi ephedrini hydrochloridi (Ephedrine hydrochloride tablets) EPHEDRINE TABLETS Compressi glycerylis trinitratis (Glyceryl trinitrate tablets) HEART TABLETS Compressi Hyoscini Hydrobromidi (Hyoscine hydrobromide tablets) SEASICKNESS TABLETS
60
40
14.
20
20
X 100 50
Each tablet 0.5 mg glyceryl trinitrate. Supply in bottle of distinctive design. Label "POISON". Each tablet 0.3 mg hyoscine hydrobromide, or an equivalent drug with similar therapeutic effects (to be so labelled). Supply in bottle of distinctive design. Label "POISON". Each tablet 60 mg potassium permanganate. Label One tablet dissolved in 600 ml of water may be used as an antiseptic lotion or stomach wash.
15.
16.
Compressi kalii permanganatis (Potassium permanganate tablets)
50
20
- 67 -
Item
Table I Category 1
MEDICINES (continued) 17. Compressi magnesii trisilicatis (Magnesium trisilicate tablets) STOMACH TABLETS 250 100 Each tablet 250 mg magnesium trisilicate/120 mg dried aluminium hydroxide gel/0.02 ml peppermint. oil. Each tablet 500 mg sodium chloride, 200 mg dextrose. Double the quantity to be carried in vessels spending long periods in tropical areas. Each tablet 30 mg phenobarbitone. Supply in bottle of distinctive design. Label POISON.
18.
Compressi natrii chloridi solv. (Sodium chloride tablets) SALT TABLETS
1000 X
500
19.
Compressi phenobarbitali (Phenobarbitone tablets) PHENOBARBITONE TABLETS Compressi phenoxymethylpenicillini (Phenoxymethylpenicillin tablets) PENICILLIN TABLETS Compressi proguanili hydrochloridi (Proguanil hydrochloride tablets)
50
40
20.
300
120
Each tablet 125 mg phenoxy methylpenicillin. Store in a cool dry place in a container which will prevent access of moisture.
21.
100
100 (Only for ships operating in malarious areas)
Each tablet 100 mg proguanil hydrochloride. For ships proceeding on voyages to malarious areas the quantity is to be increased to 50 tablets per crew member. Each tablet 25 mg promethazine hydrochloride or an equivalent antihistamine with similar therapeutic effects (to be so labelled) Each tablet 500 mg sulfadimidine or an equivalent sulfonamide with similar therapeutic effects (to be so labelled). Supply in bottle of distinctive design. Label "POISON". Each tablet 500 mg sulfamethoxy pyridazine. Supply in bottle of distinctive design. Label "POISON".
22.
Compressi promethazini hydrochloridi (Promethazine hydrochloride tablets) ANTIHISTAMINE TABLETS Compressi sulfadimidini (Sulfadimidine tablets) SULFONAMIDE TABLETS
40
40
23.
200
100
24.
Compressi sulfamethoxy pyridazini (Sulfamethoxypyridazine tablets) SMP TABLETS
300
100
- 68 -
Item
Table I Category 1
MEDICINES (continued) 25. Conspersus dicophani (DDT dusting powder) INSECTICIDE POWDER 500 g 250 g(*) A white powder for application to persons and their clothing; harm less to skin and clothing and designed to destroy human infestation by insects and mites. Instructions for use on the label and insufflator included. A white powder consisting of 25% zinc oxide, 25% starch, and 50% talc (q weight). Label "External use".
26.
Conspersus zinci, amyli, et talci (Dusting powder of zinc, starch and talc) ZINC DUSTING POWDER Conspersus zinci undecenoatis (Dusting powder of zinc undecenoate) RINGWORM POWDER
150 g
150 g
27.
120 g
120 g(*)
A powder consisting of 500 g starch, 100 g zinc undecenoate, 20.8 g undecenoic acid, 4.7 ml pumilio pine oil, and 1000 g light kaolin. To be carried on all vessels proceeding to malarious ports. The supply per individual should be considered adequate for seven days. To be increased if the vessel remains longer in a malarious area. 50-m1 bottle. Label "External use". A solution of sulfacetamide sodium 10%, for eye drops. Supply in bottle of distinctive design with dropper. A solution of tetracaine hydrochloride 1 % for eye drops. Supply in bottle of distinctive design with dropper. Label "External use -POISON". Each ampoule 1 mg adrenaline. Supply in "Ampins". Label "To be used only on medical advice, except in case of anaphylactic shock due to penicillin injection".
28.
Dimethylis phthalas (Dimethyl phthalate) INSECT REPELLENT
One bottle per crew member
29.
Guttae sulfacetamidi (Sulfacetamide eye drops) ANTISEPTIC EYE DROPS
30 ml
30 ml(*)
30.
Guttae tetracainaer (Tetracaine eye ANAESTHETIC EYE DROPS
30 ml drops) X
30 ml
31.
Injectio adrenalini (Adrenaline injection) ADRENALINE INJECTION
5(*)
- 69 -
Item
Table I Category 1
MEDICINES (continued) 32. Injectio benzylpenicillini (Procaine penicillin G injection) PENICILLIN INJECTION 50 25(*) Each ampoule 600,000 international units of procaine penicillin in a sterile suspension in water or an equivalent antibiotic with similar therapeutic effects (to be so labelled). Store in a cool, dry place and renew when necessary. Each ampoule 15 mg morphine sulfate. Supply in "Ampins". Label "POISON". Each bottle 1000 ml water with 9 g sodium chloride, sterile. Supply administration set and instructions. Each ampoule 1000 mg streptomycin base, as a sterile solution in water. Store in a cool, dry place and renew when necessary. Each ampoule 100 mg tetracycline, or an equivalent broadspectrum antibiotic with similar therapeutic effects (to be so labelled).
33.
Injectio morphini sulfatis (Morphine sulfate injection) MORPHINE INJECTION Injectio natrii chloridi (Sodium chloride injection) NORMAL SALINE INJECTION Injectio streptomycini sulfatis (Streptomycin sulfate injection) STREPTOMYCIN INJECTION Injectio tetracyclini hydrochloridi (Tetracycline hydrochloride injection) TETRACYCLINE INJECTION Linctus scillae opiatus (Linctus of squill, opiate) COUGH LINCTUS
10 X 4
34.
4(*)
35.
6(*)
X 6 3
36.
37.
500 ml
250 ml
A mixture in equal volumes of camphorated opium tincture, oxymel of squill, tolu syrup, or an equivalent mixture with similar therapeutic effects (to be so labelled). Supply in bottle of distinctive design. Label "External use", "Not for burns".
38.
Linimentum methylis salicylatis (Methyl salicylate liniment) SALICYLATE LINIMENT Lotio calaminae (Calamine lotion) CALAMINE LOTION
250 ml
250 ml (*)
39.
500 ml
250 ml
Supply in bottle of distinctive design. Label "External use".
- 70 -
Item
Table I Category 1
MEDICINES (continued) 40. Lotio cetrimidi (Cetrimide lotion) ANTISEPTIC SOLUTION 500 ml 250 ml A solution of cetrimide 1% in water or equivalent. Supply in bottle of distinctive design Label External use. A mixture containing 7.9% by weight of magnesiun hydroxide with peppermint oil flavouring.
41.
Magnesii hydroxidum (Magnesium hydroxide mixture) LIQUID LAXATIVE Mistura kaolini et morphinae (Kaolin and morphine mixture) DIARRHOEA MIXTURE
500 ml
250 ml
42.
250 ml
250 ml(*)
A mixture containing 2000 mg light kaolin, 650 mg sodium bicarbonate, 0.75 ml chloroform and morphine tincture, water to 15 ml (in each dose). A solution of norephedrine hydrochloride 1% for nasal drops. Supply in bottle of distinctive design with dropper. Label "External use"
43.
Naristillae ephedrinae (Ephedrine nose drops) NOSE DROPS
30 ml X
30 ml
44.
Natrii bicarbonates (Sodium bicarbonate) Oleum arachis (Arachis oil) Oleum caryophylli (Oil of cloves) TOOTH ANAESTHETIC
125 g
125 g
45.
250 ml
250 ml
Oleum olivae (olive oil) may be supplied as alternative.
46.
30 ml
30 ml
Supply in wide -mouthed bottle of distinctive design. Label "External use".
47.
Paraffinum molle flavum (Yellow soft paraffin) SOFT PARAFFIN Tincture benzoini composita (Tincture of benzoin compound) INHALATION MIXTURE
125 g
125 g
48.
100 ml
100 ml(*)
A mixture containing 10 g crushed benzoin, 7.5 g prepared storax, 2.5 g tolu balsam, 2 g aloes, alcohol (90%) to 100 ml. Label "External use". "Add 5 ml to 500 ml hot water and inhale vapours".
- 71 -
Item
Table I Category 1
MEDICINES (continued) 49. Unguentum acidi benzoici Compositum (Compound benzoic acid ointment) WHITFIELD'S OINTMENT Unguentum bacitracini (Bacitracin ointment) ANTIBIOTIC OINTMENT Unguentum benzocaini Compositum (Compound benzocaine ointment; HAEMORRHOID OINTMENT Unguentum gammabenzeni hexachloridi (Gamma benzene hexachloride ointment) ANTI-SCABIES OINTMENT Unguentum xylocaini hydrochloridi (Xylocaine ointment) LOCAL ANAESTHETIC OINTMENT Unguentum zinci oxidi (Zinc oxide ointment) ZINC OINTMENT 100 g 100 g(*) An ointment containing 6% benzoic acid, 3% salicylic acid, 91% emulsifying ointment.
50.
120 g
60 g
An ointment containing bacitracin in a soft paraffin base. Supply in 15 g tube. An ointment containing 10% benzocaine, 45% zinc ointment, 45% hamamelis ointment. Supply in 15 g tubes.
51.
120 g
120 g
52.
150 g
150 g
An ointment containing gamma benzene hexachloride 1%. Supply in 50 g tube.
X 60 g 30 g(*) An ointment containing 5% xylocaine hydrochloride. Supply in 15 g tube.
53.
X 200 g 100 g An ointment containing 15% zinc oxide.
54.
INSTRUMENTS 1. 2. 3. 4. Eye spud with covered point Forceps: dental packing Forceps: dissecting Forceps: haemostatic 1 1 1 2 1 1 1 1 To be made of stainless steel. To be made of stainless steel. To be made of stainless steel. To be made of stainless steel. length 15 cm. To be made of stainless steel, length 15 cm.
5.
Forceps: sinus
- 72 -
Item
Table I Category 1
INSTRUMENTS (continued) 6. Forceps: splinter 1 1 To be made of stainless steel, with wide oblique ends. No. 3 handle. Suitable for standard scalpel blades. No. 10 or No. 11 blades. To be made of stainless steel, one blade sharp-pointed, the other blunt-pointed. Length 15 cm. Lens-fronted, stubby-end, halfminute thermometer, with metal or plastic case.
7.
Scalpel: handle
8. 9.
Scalpel: blades Scissors
6 1
6 1
10.
Thermometer
11.
Canvas roll for above instruments Applicators Artificial airway Injection syringe: 2 ml
12. 13. 14.
50 1 2
25 1 -
To be made of wood. For mouth-to-mouth breathing. Both syringes: glass body w ith metal plunger and nozzle for standard needles. Supplied in metal case. Alternatively, complete disposable syringes, in which case the quantities indicated here for the needles will apply to each size of syringe.
15. 16.
Injection syringe: 5 ml Injection needles: hypodermicdiameter 6, length 25 mm
2 10
1 6
17.
Injection needles: intramusculardiameter 8, length 40 mm Luer adaptors for syringe
10
18.
For use with hypodermic syringes to enable any type of needle to be used. To be made of wood. Set: size 6, 10, 14 F or 3, 5, 7 UK. One of each together with stilettes in a closed glass or plastic cylinder with a sprinkling of powdered talc; or a suitable number of disposable plastic catheters in the same sizes.
19. 20. 21.
Tongue depressors Catheter sets: olivary ends Catheter sets: soft rubber
30 1 1
20 1 1
- 73 -
Item
Table I Category 1
INSTRUMENTS (continued) 22. Enema kit 1 1 To consist of graduated funnel, rubber tubing 1 metre long with control clamp attached, connexion and rubber catheter. Supply in a box plainly labelled "FOR ENEMA USE ONLY". Standard rubber or plastic 1 m long and fitted with plastic funnel. T ube to bear a mark indicating when its tip has reached the stomach.
23.
Stomach tube
APPLIANCES 24. Splints: common set 1 1 Wooden splints. Suitable fractures of limbs and hands. A sheet of split 1 m x 1 m Largest size. Metal with padded ring. One set of three. for
25. 26. 27. 28. 29. 30. 31. 32. 33.
Splints: serrated, of Gooch type Splints: thigh, wooden Splints: metal set Splint: Thomas Tourniquet Truss: single right pad Truss: single left pad Truss: double pads Ligatures, catgut
1 1 1
1 1 1
1 1 1 1 3
1 1 1 1 2
Esmarch or Samways type. Elastic band types with adjustable buckles. The bands to be not less than 1 m in length. In sealed glass tubes sterilized with a fracture scratch and directions for breaking the tube. Sutures of nylon or silk fitted to eyeless needles with a cutting edge, in sterile sealed glass tubes with fracture scratch and directions for breaking tube. Half to be straight needles, half to be curved.
34.
Sutures with needles
- 74 -
Item
Table I Category 1
APPLIANCES (continued) 35. Suture strips, non-stitch 24 12 Size 2.5 x 50 cm. Butterfly or dumb -bell shape for drawing superficial wounds together in sterile sealed packet. Half to be of medium size and half to be of large size.
36.
Suspensory bandages with understraps DRESSINGS
37.
Adhesive elastic bandage, box
2(*)
5 cm x 1 m. Supply in a metal container. Zinc oxide plaster. Supply on a spool. 2.5 cm x 1 m. 7.5 cm x 1.5 m. Zinc oxide plaster. Supply on a spool. 7.5 cm x 1.5 m. Each separately wrapped with size on label. 2.5 cm x 3 m 5.0 cm x 4 m 7.5 cm x 4 m
Each separately wrapped, with size on label.
38.
Adhesive plaster: small
39.
Adhesive plaster: large
40.
Bandage crepe
41. 42. 43.
Bandage roll, gauze, open weave: small Bandage roll, gauze, open weave: medium Bandage roll, gauze, open weave: large Bandage triangle
10 10 10
10 10 10
44.
1 x 1 x 1.3 m. Each separately wrapped with size on label. 10 x 10 cm. Sterile bleached cotton or rayon cloth evenly impregnated with yellow soft paraffin, in a polythene envelope hermetically sealed and free from moisture. Ten envelopes per box. 6 cm x 1 m in a sterile packet. 7.5 x 10 cm pad. 5 cm x 3 m bandage. 10 x 15 cm pad. 5 cm x 3 m bandage.
45.
Burn and wound dressing, box
46. 47.
Dressing, adhesive strip First aid/emergency dressings: small First aid/emergency dressings: medium
1 3
1 3
48.
- 75 -
Item
Table I Category 1
DRESSINGS (continued) 49. First aid/emergency dressings: large 3 3 15 x 20 cm pad. 7.5 cm x 4 m bandage.
Additional information for 47, 48 and 49 above: Pad: cottonwool enclosed in absorbent gauze. Bandage: open-weave gauze with pad stitched to it 30 cm from one end. Pad to be folded lengthwise with the surface of the dressing on the inside and the rolled end of the bandage on the outside. Free end of bandage to be wound round the rolled end and the pad. Sterilized in separate sealed wrappers. Label with size of pad and following instruction: "Unwind short length of bandage, straighten pad by pulling on ends of bandage. Apply pad to wound without touching it. Bandage firmly". 50. 51. 52. 53. Gauze, plain sterile: small Gauze, plain sterile: large Gauze absorbent ribbon Jaconet or equivalent 5 10 1 1 5 3 1 1 30 cm x 1 m 1x1m 2.5 cm x 3 m
Supply in separate packet and label with size and name of item.
Bleached cotton cloth water-proofed on one side. 15 x 30 cm 30 x 30 cm 20 cm wide, 50 g 30 cm wide, 200 g A canvas bag with a strap containing: 2 bandages, crepe; 6 bandages, triangle; 4 small first aid/ 2 medium emergency dressings; 1 large 1 roll of cottonwool, large; 6 safety-pins, medium; 1 artificial airway.
Supply in separate packet and label with size and name of item.
54. 55. 56. 57. 58.
Lint, absorbent cotton: small Lint, absorbent cotton: large Rolls of cottonwool: small Rolls of cottonwool: large First aid satchel
5 10 10 1 1
3 3 10 1 1
- 76 -
Item
Table I Category 1
GENERAL MEDICAL EQUIPMENT 59. Basins: round 1 1 White enamelled iron, aluminium or plastic, not less than 20 cm diameter and 10 cm depth. Inscribed: "MEDICAL". White enamelled iron, aluminium or plastic, length 25 cm. White enamelled iron, large size. Made of glass or plastic that is not affected by boiling. Made of glass or plastic that is not affected by boiling.
60.
Basins: kidney
61. 62.
Bed-pan Eye bath
1 1
1 1
63. 64. 65.
Eye droppers Eye shades Feeding cup
3 3 1
3 3 1
Made of porcelain or plastic that is not affected by boiling. Assorted sizes, leather or larger quantities if disposable type. Rubber, with covers. For lowering temperature. Graduated in ml or in minims and drachms. Graduated in ml and spoonful doses, or in drachms/ounces and spoonful doses. Size 1 x 2 m, rolled on a wooden core. Size 5 cm, mounted on a card or cards. Waxed cardboard with a twist-on lid, wide base, and height not less than 5 cm. Enamelled iron with close-fitting hinged lid. Size not less than 17.5 x 5 x 7.5cm. Electric with automatic cut-out, or steamheated, or with spirit lamp.
66.
Finger stalls
67. 68. 69.
Hot water bottles Ice bags Measuring glass: small
2 1 2
1 1 1
70.
Measuring glass: large
71. 72. 73.
Microscope slides Rubber sheeting Safety pins
3 1 15
3(*) 1(*) 15
74.
Sputum pot: disposable, or
20
10
75.
Sputum pot: non-disposable
76.
Sterilizer
- 77 -
Item
Table I Category 1
GENERAL MEDICAL EQUIPMENT (continued) 77. 78. 79. Stretcher Surgical gloves, pairs Temperature charts 1 2 5 1 2 5 Neil Robertson type or equivalent. Large size, roughened rubber. Four-hourly chart combining temperature, pulse, and respiration. Enamelled iron or plastic, with handle. Container with close-fitting screw cap of metal, strips together with suitable desiccant (silica gel). Renew after 12 months or earlier if colour changes are noticed. Label "Combined testing strip for albumin and sugar". Booklets of 20 test papers impregnated with silver salt protected from light. Label "Salt in urine test papers. Keep away from light". 60-m1 bottles with screw caps. Marked at 4 ml (1 teaspoonful). 180-m1 bottles with screw caps. Marked at 15 ml (1 tablespoonful). 60-m1 bottles of distinctive design. Small size. For dispensing ointments. For dispensing ointments. Either chipwood boxes stacked in nests of three, or tins of 15 g.
80.
Urine bottle
81.
Urine test papers: combined strips albumin/sugar
1(*)
82.
Salt test paper
1(*)
83.
Bottles: dispensing, small
5(*)
84.
Bottles: dispensing, large
5(*)
85.
Bottles: poison
3(*)
86. 87. 88.
Dispensing envelopes Palette knife Ointment boxes
100 1 15
50 1 6
89. 90. 91.
Labels: plain Labels: poison Concentrated antiseptic
100 50 500 ml
100 50 500 ml A solution of cetrimide 20% in water or equivalent. Label "Concentrated antiseptic lotion" together with full instructions for use. The recommended dilutions to be suitable for the purpose specified.
- 78 -
Item
Table I Category 1
GENERAL MEDICAL EQUIPMENT (continued) 92. Chloride of lime Supply in sealed and dated tins with instructions. The minimum amount to be carried is to be calculated on the amount of stabilized chloride of lime or its equivalent necessary to chlorinate the ship's largest fresh-water tank so as to produce a concentration of one part of free chlorine in one million parts of water. 250 ml 200 ml(*) 70%. Supply in bottle of distinctive design and label "External use". Alternatively, surgical spirit may be supplied. Supply in bottle of distinctive design and label "Disinfectant" together with full instructions for use. The recommended dilutions to be suitable for the purpose specified. To consist of a white fluid in a finely dispersed, stabilized emulsion containing coal tar acids or other phenolic bodies with or without hydro-carbons. Only if sterilizer is heated by a spirit lamp.
93.
Dilute alcohol
94.
Disinfectant
2 litres
1 litre
95. 96.
Methyl alcohol International Medical Guide for Ships World Directory of Venereal Diseases: Treatment Centres at Ports, published by the World Health Organization.
500 ml 1
500 ml 1
97.
- 79 APPENDIX V ARTIFICIAL RESPIRATION 1 Artificial respiration is the technique of resuscitation applied to an unconscious individual who has stopped breathing. The commonest cases in which it is needed on board ship are drowning, electric shock, gas poisoning, and pressure on the chest due either to the chest being pinned down by a heavy weight or to the individual being buried in bulk cargo. If respiration ceases, immediate artificial respiration must be started on the spot except if the victim is in a dangerous place or exposed to poisonous gases, when he must first be moved to a safe place or fresh air. The objective of artificial respiration is to supply the tissues, including the heart and brain, with the oxygen they urgently need, and it is essential to persist with artificial respiration for a prolonged period because the victim sometimes revives only after a very long time. In cases of electric shock continue for at least two hours. Do not stop until the patient has been seen by a doctor or, in his absence, until it is certain that the patient is dead. Numerous methods of artificial respiration have been devised, of which one only will be described. The best method is mouth-to- mouth (or mouth-to-nose); it can be applied more easily and effectively than other methods, as, for example, when the patient is in shallow water or trapped by a fall of earth and unable to be released at once. It gives the greatest ventilation of the lungs and oxygenation of the blood, is less tiring, does not require strength, and enables the expansion of the chest to assessed by the person giving it.
DIRECT MOUTH- TO-MOUTH ARTIFICIAL RESPIRATION 1. Make certain there are no obstructions in the mouth or air passages and place the victim on his back. Remove artificial dentures. 2. If it is possible to place the victim on a raised surface this will render the task of mouth-to-mouth breathing much easier and less tiring for the operator. Do not waste time in transporting the victim to a distant cabin; every second counts. 3. If the victim is lying on his back, kneel on his right side alongside his head.
4. Pull the lower jaw well upward so that it juts out, applying the three middle fingers of each hand at the angles of the jaw. Maintain the position by holding the jaw up with the three middle fingers of the right hand behind the angle of the jaw on the left side and the thumb along the lower margin of the jaw on the right side. This is necessary to prevent the unconscious person's tongue from falling back and blocking the airway. Transfer the left thumb and index
finger to pinch the patient's nose tightly.
Based on instructions given in International Medical Guide for Ships, Geneva. World Health Organization, 1967.
- 80 -
Fig. 1. Artificial respiration. Pulling up the lower jaw clears the air passage, which is no longer blocked by the tongue.
Fig. 2. In mouth-to-mouth breathing the jaw is held so as to clear the air passage.
5.
Place your mouth over the patient's mouth, so as to seal it against air leaks.
6. Breathe forcefully into the patient's mouth until you note the normal elevation of his chest or feel resistance from the lungs to further expansion. 7. Lift your head and allow the air to escape.
8. Repeat the cycle, breathing into the patient at the rate of 15 times per minute. In the early stages this rate may be increased up to 20 times a minute. This means that you take a deep breath and blow every four or three seconds.
- 81 -
Note 1. A number of artificial airways are now obtainable and are recommended. With their use, direct lip contact between operator and victim is no longer necessary. The airway consists of a rubber tube which fits into the victim's mouth over the tongue, with a metal insert on which the victim's jaws are closed to prevent obstruction of the airway and a mouthpiece made of rubber that completely seals off the mouth. Continuous with this is the blow tube for the use of the operator, in which is inserted a one-way valve that allows him to blow air into the victim's lungs. The exhaled air escapes through a port in the side of the valve and is not returned to the operator. Method of Use 1. Stand at the head of the victim, open his mouth, and insert the airway over his tongue until the mouthpiece covers his lips. Tilt the head well back. Grasp the apparatus and the lower jaw firmly with the left hand, with the thumb on the mouthpiece and the fingers under the jaw, exerting full upward pressure on the jaw. Pinch the victim's nostrils with the thumb and index finger of your right hand. Apply your mouth to the blow tube and carry out artificial respiration in the same way as in mouth-to- mouth breathing.
2.
3. 4.
Note 2. After a period of artificial respiration the operator may feel giddy. This is due to excessive ventilation of his own lungs by deep breathing, and can be remedied if he temporarily slows the rate of blowing or pauses every minute and takes a normal breath before beginning again. Note 3. A certain amount of air may pass into the patient's stomach when you blow, causing distension; this will be visible as a swelling between the lower border of the ribs and the navel. The more effectively you maintain a clear airway by holding the jaw well up the less will be the likelihood of air passing into the stomach. However, if distension occurs get an assistant to press periodically over the distended stomach to expel the air. Turn the head to one side while this is being done in case the stomach contents are regurgitated. Then, if necessary, wipe the mouth and continue artificial respiration. Note 4. Mouth-to- nose resuscitation is effective, provid ed the nasal passages are not obstructed by mucus or by swelling of the mucous membrane. It is less useful than direct mouth-to- mouth breathing, the tendency being for the nasal passages to become obstructed if artificial respiration is prolonged. The o l wer jaw should also in this method be well raised by placing the three middle fingers of each hand behind the angles of the jaw. Ensure that the lips remain sealed by placing the right thumb over them. Next place your mouth over the patient's nose and inflate the lungs as in the mouth-to- mouth method. Note 5. In children or infants the mouth and nose may both be covered by your mouth. Blow gently with young children and use light puffs with newborn babies to prevent damage to the lung tissues. Distens ion of the stomach by air is more likely to happen in children, so expulsion of the air by periodic pressure is essential.
- 82 -
As soon as artificial respiration is started an assistant should loosen any tight clothing, especially at the neck and waist, and arrange for the provision of blankets and hot-water bottles.
The patient should not be moved until normal breathing has been firmly established. Only then should he be removed on a flat stretcher to hospital. If a shore hospital is not immediately available he should be carried to the nearest convenient bed and closely watched in case breathing stops again. A Neil Robertson stretcher is not suitable for carrying him unless it is unnecessary to use the straps that normally go round the chest. The longer the patient has been unconscious the longer will he need to be watched after breathing has returned. When consciousness is restored, brandy or some similar stimulant may be given in teaspoonful doses diluted with an equal volume of water. Warm sweetened tea or coffee is also a useful restorative It is highly desirable that at least two persons in the ship should be fully conversant with this method, so that in an emergency immediate action can be taken by someone who is familiar with it.
- 83 APPENDIX VI INFORMATION ON HYPOTHERMIA
I.
Information on procedures to adopt when immersion is imminent: (i) (ii) (iii) (iv) put on warm clothing; cover hands and feet if possible; take anti-seasickness pills of a non-hypnotic character, if available; be prepared to float gently and only swim when absolutely necessary.
II.
Treatment of hypothermia is an emergency and must not be delayed because of other apparent injuries.
- 84 LIST OF PARTICIPANTS OF THE FIRST JOINT FAO/ILO/IMCO MEETING OF CONSULTANTS ON SAFETY ON BOARD FISHING VESSELS
FOOD AND AGRICULTURE ORGANIZATION Mr. J.G. de Witt, Chief, Technical Research Department, Netherlands Fisheries Directorate Dr. W.J. Lyon-Dean, Member, United Kingdom White Fish Authority (Reporter of the meeting)
INTERNATIONAL LABOUR ORGANIZATION Mr. A. Agujari, Vice-President, Italian National Fisheries Federation Dr. H. Boelmans Kranenburg, Director, Foundation of Dutch Fisheries Mr. R. Dekeyzer, President, Belgian Transport Workers' Union, and President, Fishermen's Section, International Transport Workers' Federation Mr. A.D. Shenton, Regional Secretary, United Kingdom Transport and General Workers' Union Mr. Minoru Shimoda, Secretary-General, Japanese Fishing-Vessel Owners' Association Mr. A. Skinner, Secretary- Treasurer, New Bedford Fishermen's Union (United States) Advisers Rear-Admiral J. levers, British Trawlers' Federation Mr. J. Jakupsstovu, General Secretary, Faroe Fishermen's Association
- 85 -
List of Participants of First Joint Meeting
Mr. G. Nakano, Secretary, Fisheries Department, All-Japan Seamen's Union Mr. H. Wiemers, Secretary for Maritime Questions, Executive Board, Federation of Workers in the Public Services and Transport Industries (Federal Republic of Germany) INTER-GOVERNMENTAL MARITIME CONSULTATIVE ORGANIZATION Captain E.W. Lewis, United Kingdom Board of Trade, (Chairman of the meeting) Mr. E.J. Salvesen, Norwegian Maritime Directorate
- 86 LIST OF PARTICIPANTS OF THE SECOND JOINT FAO/ILO/IMCO MEETING OF CONSULTANTS ON SAFETY ON BOARD FISHING VESSELS FOOD AND AGRICULTURE ORGANIZATION Mr. P. Gurtner, Chief, Fish Production and Marketing Service, Fishery Industries Division INTERNATIONAL LABOUR ORGANIZATION Fishing Vessel Owners' Consultants Mr. A. Agujari, Italian Federation of Fishing Industries Mr. H.A.H. Boelmans Kranenburg, Foundation of the Dutch Fisheries (Vice-Chairman of the meeting) Mr. M. Shimoda, General Manager, Japanese Fishing Vessel Owners' Association Fishermen's Consultant Mr. K. Kristoffersen, Norwegian Seamen's Union, (Vice-Chairman of the meeting) Adviser Mr. A.G. Selander, International Transport Workers' Federation
INTER-GOVERNMENTAL MARITIME CONSULTATIVE ORGANIZATION Mr. E.J. Salvesen, Head of Department, Norwegian Maritime Directorate; (Norway), (Chairman of the meeting) Mr. J.F. Iriarte, Ingeniero Naval y Mecnico, Prefectura-Naval Argentina (Argentina)
- 87 -
List of Participants of Second Joint Meeting Mr. W.E. Bonn, Superintendent, Hull Inspection and Standards, Marine Safety Branch; Steamship Inspection, Ministry of Transport (Canada) Mr. A. Erlingsson, Naval Architect, Directorate of Shipping (Iceland) Mr. T. Mano, Counsellor, Embassy of Japan, London (Japan) Mr. S. Kudo, Fishing Boat Inspector, Fishery Agency, Japanese Government (Japan) Mr. H. Kuwahara, Member of Fishing Vessel Association of Japan (Japan) Mr. S. Hirashima, Fishing Boat Association (Japan) Mr. H.E. Olsen (Norway) Mr. A. Tangen, Head of Section (Norway) Captain H. Birkeland, (Norway) Mr. T.R. Nunez, Capitn de Navio Armada Peruana (Peru) Mr. A. Rivero, First Secretary, Peruvian Embassy, London (Peru) Mr. B. Rossi, Gerente de Flota, Pesca Peru (Peru) Mr. H. Bellido, Jefe de Flota Zona 4, Pesca Peru (Peru) Mr. C. Tapia, Sindicato de Pescadores de Chimbote y Anexos (Peru) Mr. L.K. Kobylinski, Professor, Polish Register of Shipping, Chairman of the Technical Council (Poland)
- 88 -
Mr. V. Petrov, Deputy of Chief Shipbuilding Department, Ministry of Fishing Industry (USSR) Mr. A.N. Pogodin, Captain, Senior Principal Surveyor of USSR Register of Shipping, Naval Architect (USSR) Mr. N. Rakhmanin, Senior Research Fellow, Krilov Research Institute, Leningrad (USSR) Mr. B. Antipov, Naval Architect (USSR) Mr. J.H. Cox, Deputy Chief Surveyor, Department of Trade and Industry (United Kingdom) Mr. C.B. Lynch, Senior Executive Officer, Department of Trade and Industry (United Kingdom) Mr. G.T. Davis, Senior Nautical Surveyor, Department of Trade and Industry (United Kingdom) Mr. W.A. Cleary, Jr., Chief, Ship Characteristics Branch, Merchant Marine Safety, US Coast Guard (United States) Mr. J.S. Gage, Senior Vice-President, New England Fish Company (United States) Mr. William P. Clappin, Shipping Attach, American Embassy, London (United States) OBSERVERS FROM NON-GOVERNMENTAL ORGANIZATIONS INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES Mr. H. Hormann, Germanischer Lloyd
WORLD FEDERATION OF TRADE UNIONS Mr. D. Ganguli, General Secretary, Trade Unions International of Transport Workers Mr. A. Gruenais, Secrtaire gnral de la Fdration nationale des Syndicats maritimes C.G.T.en France
- 89 -
SECRETARIAT
Mr. P. Gurtner, Chief, Fish Production and Marketing Service, Fishery Industries Division (FAO) Mr. D. Blanchard, Chief, Maritime Branch (ILO) Mr. T.O. Braida, Maritime Branch (ILO) Captain A. Saveliev, Secretary, Maritime Safety Committee (IMCO) Mr. Y. Sasamura, Head of Marine Environment Division (IMCO) Mr. J. Jens, Head of Marine Technology Division (IMCO) Mr. G. Cipolla, Marine Technology Division (IMCO) Mr. A.M. Spassky, Marine Technology Division (IMCO)
- 90 INDEX1
A Abandoning vessel 11.1, 11.5.1 Acids 6.7.3 Air compressors 6.3.4 Alarm signals see Signals Alcohol, misuse of 1.3.9 Anchors 3.4.1 Artificial respiration 10.3.4, Appendix V B Barracuda see Dangerous fish Bilges 3.1.8, 9.2.5 Blow-lamps 6.7.1-6.7.2 Boatswains' chairs 4.5.4 Boilers liver 7.5 operation of 6.1.10 precautions with 6.1.16-6.1.17 Breathing apparatus 6.3.2, 7.2.10
D Danger messages see Messages Dangerous fish 5.5.5, 11.3 Danish seining 5.4 Decks housekeeping on 4.5.1-4.5.2 lighting 4.2 Distress messages see Messages Distress signals see Signals Draw-buckets 4.5.6 E Echo-sounding apparatus 2.1.6 Electrical installations checking of 6.5.3, 6.5.7 earthing of 6.5.6 maintenance of 6.5.1 portable equipment 6.5.4-6.5.5 precautions 6.5.2, 6.5.8-6.5.11 Emergency procedures 8.3 see also Abandoning vessel; Messages; Radio-telephoning; Rescue operations; Signals; Survival Emergency radio apparatus 11.1.5 Engines hand-cranking of 6.1.9 starting hot-bulb 6.7.2, 9.2.4 Eye protection 5.6.2, 7.1 F Falling overboard 4.3, 4.5.6 Fire extinguishers 9.2.3 Fire fighting 9.3 Fires fighting 9.3 prevention and precautions 9.2 risks from smoking 9.1
C Cables, inspection of 3.4.1 Certificates fisherman's competency 10.5.310.5.4 of seaworthiness 3.1.1 Chains 3.4 Charts 2.1.1 Collision regulations 2.2.3, 2.2.42.2.11, 2.4.3 Compasses gyro 2.1.3 magnetic 2.1.2 Compressed air systems 6.3 Conditions for employment 10.5 Confined spaces 7.4.5 Corrosive substances 7.4.4
The figures following the entries refer to paragraph numbers.
-4I First aid 10.3 see also Artificial respiration; Rescue operations Fish handling 5.7.1-5.7.3, 7.2. 8 Fishing gear 5.1.2-5.1.10 Flags see Signals Flammable substances hot work near 6.7.3 in paints 7.3.2, 7.3.6 gases in cylinders 6.4.3 in liver boilers 7.5.2-7.5.3 in refrigeration machinery 6.3.3 smoking near 6.5.11, 9.1.1 spontaneous combustion 9.2.6 Freeing ports 3.2 Fuel oil burners, precautions with 6.1.10 Fumigation 7.4.7 Furnaces, precautions with 6.1.10, 6.1.16 Fuse holders 6.5.7 G Gale warnings see Storm warnings Gangways 4.1.2-4.1.5, 4.1.7 Gases flammable, in compressed air systems 6.3.2-6.3.3 poisonous, from fish-holds 7.4.9 stored in cylinders 6.4.2-6.4.8 Goggles 5.6.2, 7.1.2 H Hand tools 6.6 Hatches 3.3.2-3.3.8 Health and safety organization 10.4 Heaters, portable 9.2.11 Hot-bulb engines see Engines Hurricane warnings see Storm warnings Hypothermia, Appendix VI Ice accretions on superstructures 2.3.6, 3.5.11, Appendix III handling 5.7.3-5.7.5 L Ladders defective 4.1.10 non-skid treads for 4.1.2 pilot 4.1.15 portable 4.1.8 rope 4.1.9 securing of 4.1.6, 4.1.8-4.1.9 wooden 4.1.1 Lamps 9.2.10, 9.2.12 see also Lighting Landing through surf 11.4.1 Lifeboats 8.1.1-8.1.2, 8.1.4, 8.2.1, 8.3.1 -8.3.2, 11.1.1, 11.1.1011.1.12, 11.2.1-11.2.3, 11.2.6 Lifebuoys 4.1.4 Life-jackets 8.1.1, 8. 1.3-8.1.4, 8.2.4-8.2.5, 8.3.2, 11.1.7 Lifelines 4.1.4, 4.3.7, 7.4.3; 7.4.5 Life-rafts 8.1, 8.2.2-8.2.3, 8.3.1, 11.1.1, 11.1.10-11.1.12 Lifting operations 4.5.5 Light signals see Signals; Signalling lamps Lighting deck 4.2, 10.2.1 emergency 10.2.4 in crew spaces 10.2.2 portable electric 6.5.5 Longline fishing general 5.5.1 -5.5.8 modern semi-automated 5.5.115.5.13 traditional 5.5.9-5.5.10 Look-outs 2.2.3, 3.1.5, 5.1.12 Loose clothing 6.1.7, 6.2.18, 7.2.1 Loose gear 4.5.1
-5Pressure valves 6.1.14-6.1.18, 6.1.21 Protective clothing and equipment 7.2, 7.3.3 Purse seiners signals for 2.2.9 Purse seining 5.3 R Radar 2.1.6, 2.2.6 Radar scanners 7.4.6 Radio antennae 7.4.6 Radio direction- finding apparatus 2.1.4-2.1.5 Radiotelephony 2.4.1, 2.5, Appendix II Railings 4.1.5, 4.1.13-4.1.14 Refrigeration plants general provisions 6.3 work in 7.2.5, 7.4.8 Reporting of accidents 1.3.4 of defects 1.3.2, 10.4.5 of injuries 10.3.3 position 2.4.6-2.4.8 Rescue operations 11.1.12 Rest periods 1.3.10 Ropes blocks for 4.4.11 damage to 4.4.3, 4.4.10 inspection of 4.4.5 storage of 4.4.6 synthetic 4.4.1 use of 4.4.4, 4.4.7-4.4.10 wire 4.4.2, 4.4.12-4.4.13, 6.2.7, 6.2.11, 6.2.14, 6.2.19 S Opening and closing appliances 3.3 Overside work 4.3.5, 7.2.7, 7.4.1-7.4.2 p Painting 7.3 Pair trawling 2.2.8 Pole and line fishing 5.6 Portable radio equipment 8.3.2, 11.1.5 Position reporting see Reporting Pre-employment medical examination 10.5.1, 10.5.4 Safety and health organization 10.4 Safety belts 4.5.4, 7.2.7 Safety boots 7.2.3 Safety devices interference with 1.3.5 use of 1.3.3, Safety harnesses 5.3.2, 5.3.11, 7.2.7, 7.4.1, 7.4.3
Sanitation 10.1 Seamarker dye 11.2.2
M MAFOR Code 2.3.2 Machinery cleanliness of 6.1.23 guarding of 6.1.4-6.1.5, 6.1.20 operation of 6.1.2-6.1.3, 6.1.106.1.14 securing of 6.1.22 servicing and maintenance of 6.1.16.1.8, 6.1.13-6.1.21 Manholes 3.3.9 Manning scales 10.5.3-10.5.4 Medical examination 10.5.1, 10.5.4 Medicine chest- Recommended Contents of Fishing Vessels' Medicine Chest, Appendix IV Messages danger 2.3.6-2.3.9, Appendix I distress 2.1.4-2.4.5 Minimum age 10.5.2, 10.5.4 Musters 8.3
N Navigation aids to 2.1 safety of 2.2 Noise 7.2.11 Notices fire 9.2.4 to mariners 2.1.1 warning 1.3.1, 7.5.3 O
-6Seining see Danish seining; Purse seining Sharks see Dangerous fish Signalling lamps 2.1.7 Signals alarm 2.1.4 distress 2.1.4, 2.4.3-2.4.4, 11.1.4 11.4.2-11.4.3 flags 2.2.8 for purse seiners 2.2.9 for trawlers and drifters 2.2.8 International Code of 2.4.1-2.4.2 light 2.2.5, 2.2.8-2.2.10 sound 2.2.5, 2.2.8, 2.2.11 Smoking 9.1 Soldering 6.7.1, 6.7.3 Sound signals see Signals Stability 3.5 Stairways 4.1.1-4.1.2, 4.1.7 Static electricity 6.1.12 Steering automatic 2.2.2 gear 2.2.1 Storm warnings 2.3.3-2.3.6 Supervision 1.3.1 Survival adrift 11.2 ashore 11.4 in polar regions 11.5 in tropical regions 11.4.4-11.4.5 T Toilets 10.1.1-10.1.2 Torches 6.7.1 Toxic substances gases 6.3. 2, 6.4.2-6.4.3 gases from fish-holds 7.4.9 in fish 5.7.2 in paints 7.3.2 Trawlers and drifters signals for 2.2.8 Trawling 5.2 Tuna fishing see Longline fishing; Pole and line fishing V Ventilation 10.2.5-10.2.7 Vocational training 10.5.1, 10.5.4 W Washing facilities 10.1 Weather bulletins 2.3.1 Welding 6.7.1, 6.7.3 Winches brakes of 6.2.9 controls of 6.2.10 guarding of 6.2.1 loading of 6.2.5-6.2.6, 6.2.13-6.2.14 maintenance of 6.2.4, 6.2.12 operation of 6.2.2, 6.2.7, 6.2.13-6.2.19 testing of 6.2.3 warps on 6.2.7-6.2.8, 6.2.11 Work gloves 7.2.9
The preface and the contents have been digitized from the print version of the document. For copies of the print version, please check www.imo.org
CODE OF SAFETY FOR FISHERMEN AND FISHING VESSELS PART B SAFETY AND HEALTH REQUIREMENTS FOR THE CONSTRUCTION AND EQUIPMENT OF FISHING VESSELS
Perface 1. As referred to it the foreword to part A, the code of safety for fishermen and fishing vessels is a project by the Food and Agriculture Organization, the International Labour Organisation and the Inter-Governmental Maritime Consultative Organization, which originated from an ILO resolution adopted in 1962. Subsequent to this resolution, the three agencies concerned entered into an agreement to co-operate in the project within their respective fields of competence, which are: FAO fisheries in general; ILO labour in the fishing industries; and IMCO safety of life, vessels and equipment at sea. It was decided to draw up the code in two parts: Part A, to be addressed to skippers and crews, containing operational and occupational requirements; Part B, to be addressed to shipbuilders and owners containing requirements for the construction and equipments of fishing vessels. 2. Part A of the code was adopted by the first session of the joint FAO/ILO/IMCO meeting of consultants on safety on board fishing vessels which has held at ILO headquarters in Geneva in September 1968. Since then, part B of the code has been under preparation by the IMCO sub-committee of safety of fishing vessels in co-operation with the FAO and ILO in their field of competence. The final draft was accepted by the maritime safety committee of IMCO at its 27th session joint FAO/ILO/IMCO meeting of consultants on safety on board fishing vessels was held from 11 to 15 February 1974 at IMCO headquarters, London at which the final text of part B was agreed.
3.
4.
The joint meeting of consultants also agreed on amendments to part A aiming at the improvement of the contents of the text and achieving consistency with part B.
5. Concerning the question of the stationing in all principal fishing grounds of ships which could provide hospital, rescue and emergency repair facilities and weather information, the joint meeting of consultants stressed that the matter should be reviewed and that it would be desirable to coordinate facilities provided by various fishing nations on fishing grounds in order to improve safety and health of fishermen and fishing vessels at sea. 6. The maritime safety committee of IMCO, at its 30th session (spring 1974). Took note with satisfaction of the joint meeting of consultants and approved the amendments to part A and the final text of part B. The FAO council at its 64th session (autumn 1974) endorsed the recommendation by its committee on fisheries concerning the report of the joint meeting of consultants and the governing body of the ILO at its 195th session (February 1975), took note of the report of the joint meeting of consultants and endorsed the views expressed therein. 7. Concerning the procedure for future amendments to both parts of the code, the maritime safety committee of IMCO considered that any amendments should be affected as expeditiously as possible. It was suggested that non-controversial amendments could be approved by correspondence, but joint meting of consultants might be necessary for other amendments for which no ready agreements by correspondence can be reached. 8. Recognizing that the majority of items covered by the code are within the scope of IMCO and nothing the different working procedures within the three organizations and that the IMCO sub -committee on safety of fishing vessels holds regular meetings once or twice a year, the committee agreed that: (a) IMCO should act as focal point for co-ordinating proposed amendments to the code and in particular the IMCO secretariat should undertake to receive any proposed amendments, to distribute them to the organizations and to collate their respective comments;
(b) Any future joint FAO/ILO/IMCO meeting of consultants should be held, whenever possible, in conjunction with a meeting of the subcommittee; and (c) Any proposed amendments should always be subject to the final approval of the appropria te bodies of the three organizations. 9. The maritime safety committee of IMCO also considered the question of information on stationing support ships in all principal fishing grounds raised by the joint meeting of consultants and requested all member governments to provide such information. Accordingly, a questionnaire was circulated and the returns received are summarized on pages 141-156
10. Part A as revised by the second joint meeting of consultants is published by IMCO as a separate booklet (sales number 75.08.E).
CONTENTS
Chapter I General Provisions Chapter II Hull and Equipments Chapter III Freeboard, Watertight Integrity and Freeing Ports Chapter IV Stability Chapter V Machinery and Electrical Installations Chapter VI Fire Protection, Fire Detection, Fire Extinction and Fire-Fighting Equipments Chapter VII Protection of the Crew Chapter VIII Life-saving Appliances Chapter IX Radiotelegraphy and Radiotelephony Chapter X Ship borne Navigational Equipment Chapter XI Crew Accommodation

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-1-

Code of Safety for Fishermen and Fishing Vessels

Part A SAFETY AND HEALTH PRACTICE FOR SKIPPERS AND CREWS

IMO Publication Sales number: IMO 749E

Copyright IMO 1975

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-4CONTENTS Page Foreword Introduction

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CHAPTER 1 GENERAL PROVISIONS

Purpose and scope

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Navigational equipment and aids to navigation

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Gale warning Storm warning Warning of tropical cyclones 2.3.4

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Radiotelegraph and radiotelephone procedures

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- 16 CHAPTER 3 SAFETY OF THE VESSEL

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- 19 CHAPTER 4 SAFETY ON DECK

Gangways, stairways, ladders, railing and guards

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- 23 CHAPTER 5 SAFETY IN FISHING OPERATONS

Longline fishing A. GENERAL

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CHAPTER 7 - SPECIAL SAFETY PRECAUTIONS 7.1 Eye protection

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- 38 CHAPTER 8 - LIFE-SAVING APPLIANCES 8.1 General

Emergency procedures and musters

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- 40 CHAPTER 9 - FIRE PRECAUTIONS AND FIRE FIGHTING 9.1 Smoking

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CHAPTER 11 - ABANDONING VESSEL, SURVIVAL AND RESCUE 11.1 Abandoning vessel

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- 53 APPENDIX II RADIOTELEPHONE PROCEDURES A. RECEPTION OF SAFETY MESSAGES

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TABLE 1. PHONETIC TABLES FOR USE IN TRANSMITTING PLAIN LANGUAGE OR CODE

I am sinking. I have collided with surface craft. Answer to ship in distress

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C. EXAMPLES OF DISTRESS PROCEDURE

Annex of Assembly Resolution A.2691V111).

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(e) (f) (g) (h)

(k) (l) (m) (n)

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APPENDIX IV RECOMMENDED CONTENTS OF FISHING VESSELS' MEDICINE CHEST* INSTRUCTIONS

- 65 THE SHIP'S MEDICINE CHEST

Table II Categories 2 and 3

Additional information for use of chemist and for labelling

Each tablet 300 mg acetylsalicylic acid.

100(*) (Only for ships operating in malarious areas) 20(*)

Compressi chlorothiazidi (Chlorothiazide tablets)

Compressi chlorpromazini hydrochloridi (Chlorpromazine hydrochloride tablets) TRANQUILLIZER TABLETS

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Table II Categories 2 and 3

Additional information for use of chemist and for labelling

100() (Only for ships operating in malarious areas) 20()