Safe Working on Container Ships

INTERNATIONAL SAFETY PANEL BRIEFING PAMPHLET NO 8SAFE WORKING ON CONTAINER SHIPS By R W S Barnes, FNI MIOSH ICHCA INTERNATIONAL PREMIUM MEMBERS: . whose membership comprises corporations. ICHCA International Limited Suite 2. Studies are undertaken and reports are periodically issued on a wide range of subjects of interest and concern to members and their industry.K. With an influential membership in numerous countries. ICHCA International Limited enjoys consultative status with a number of inter-governmental organisations. the objective ICHCA International Limited is the improvement of efficiency in cargo handling by all modes of transport. at all stages of the transport chain and in all regions of the world.uk © ICHCA International Limited .co. or concerned with. Romford. the international transport and cargo handling industry. the International Safety Panel and Bulk Panel.e. academic institutions and other organisations involved in. ICHCA International Limited has National Section Offices in various countries.co. This object is achieved inter-alia by the dissemination of information on cargo handling to its membership and their international industry.ichcainternational.. The Registered Office maintains a unique and comprehensive database of cargo handling information and operates a dedicated technical enquiry service. i.ICHCA INTERNATIONAL LIMITED is an independent. which is available to members and non-members. 85 Western Road. It also maintains a close liaison and association with many non-governmental organisations. individuals. RM1 3LS United Kingdom Tel: Fax: Email: Website: +44 (0) 1708 735295 +44 (0) 1708 735225 info@ichcainternational. whose role it is to co-ordinate the activities of the Company and its standing committees. Essex.uk www. together with an International Registered Office in the U. non-political international membership organisation. 8 No. 3 No. 1 No.The International Safety Panel Briefing Pamphlet series consists of the following subjects: No. 1 Vertical Tandem Lifting of Freight Containers No. Every effort is made to ensure the accuracy of the information but neither ICHCA nor any member of the Safety Panel is responsible for any loss. Lashing and Other Related Matters Port & Terminal Accident Statistics Safe Handling of Radioactive Materials in Ports and Harbour Areas Ship Design Considerations for Stevedore Safety Safe Walkways in Port & Terminal Areas Personal Protective Equipment & Clothing The International Safety Panel Technical/Operational Advice series consists of the following: No. 6 No. 10 No. 1 No. 12 No. 8 No. standards and codes of practice. 17 No. 152 Occupational Safety and Health in Dockwork Ships Lifting Plant The International Maritime Dangerous Goods (IMDG) Code (Revised) Classification Societies (Revised) Container Terminal Safety Guidance on the Preparation of Emergency Plans Safe Cleaning of Freight Containers Safe Working on Container Ships Safe Use of Flexible Intermediate Bulk Containers (FIBCs) (under revision) Safe Working at Ro-Ro Terminals The International Convention for Safe Containers (CSC) Safety Audit System for Ports The Loading and Unloading of Solid Bulk Cargoes The Role of the Independent Marine Surveyor in Assisting Claims Handling Substance Abuse Safe Use of Textile Slings Shore Ramps and Walkways Port State Control Safe Handling of Interlocked Flats The International Safety Panel Research Paper series consists of the following subjects: No. damage. This publication does not constitute professional advice nor is it an exhaustive summary of the information available on the subject matter to which the publication refers. 2 No. 9 Semi-Automatic Twistlocks (under revision) Fumes in Ships Holds Health & Safety Assessments in Ports Container Top Safety. costs or expenses incurred (whether or not in negligence) arising from reliance on or interpretation of the publication. The comments set out in this publication are not necessarily the views of ICHCA or any member of the Safety Panel © ICHCA International Limited . 3 No. 1A Vertical Tandem Lifting – Operations Checklist Other titles in all series are under preparation This publication is one of a series developed by the International Safety Panel ("Safety Panel") of ICHCA International Limited ("ICHCA"). ICHCA aims to encourage port safety. the reduction of accidents in port work and the protection of port workers' health. 2 No. The publication should always be read in conjunction with the relevant national and international legislation and any applicable regulations. 16 No. 18 No. 6 No. 5 No. 11 No. 15 No. 7 No. 14 No. 7 No. The series is designed to inform those involved in the cargo-handling field of various practical health and safety issues. ICHCA prepares its publications according to the information available at the time of publication. 4 No. 5 No. 4 No. 9 No. 19 International Labour Office (ILO) Convention No. 13 No. © ICHCA International Limited . contact ICHCA's registered office. No part of this publication may be reproduced or copied without ICHCA's prior written permission. For information.All rights reserved. TT Club. Estivar pty. bv. P&O Ports. CANADA Hanneke de Leeuw. CANADA Harri Halme. FINLAND Graeme Henderson. FINLAND Otto Rosier. USA Hubert Vanleenhove. TT Club. Inc. UK Fabian Guerra. GERMANY John Miller. UK David Avery. Health & Safety Executive. THE NETHERLANDS Ron Signorino. OSHA. International Cargo Gear Bureau. USA Shimon Lior. GERMANY Paul Rossi. THE NETHERLANDS OBSERVERS: Capt. representatives from leading safety and training organisations and institutions and leading authorities on the subject area from around the world. SWITZERLAND Captain Beatrice Vormawah. Waterfront Training Services. Hutchison Ports (UK) Limited. UK Joachim Meifort. USA CORRESPONDING/ASSOCIATED MEMBERS: Gerrit Laubscher. ILO. Hessanatie. THE NETHERLANDS Larry Liberatore. UK Pedro J. Jim McNamara. UK Richard Day. Ports Customs and Free Zone Corporation. THE NETHERLANDS Jan Wubbeling. Inc. UAE Jim Chubb. Mike Compton (Chairman). GERMANY Bala Subramaniam. AUSTRALIA Jamie Frater. Wubbeling & Partners. Confidence Shipmanagement Co. UK Evert Wijdeveld. membership does change and a list of current members can always be obtained from the ICHCA International Secretariat. Ports & Railways Authority. National Cargo Bureau. Puertos del Estado. NEW ZEALAND Mike Bohlman. Mersey Docks & Harbour Company. DENMARK Risto Repo. transport consultants. Horizon Lines. UK Paul Auston. USA Charles Visconti. RSA Capt. USA Len Chapman. UK Ron D. Accident Investigation Bureau of Finland. Environmental & Safety Affairs. Port of Bremen. Hamburg. UK Bob Barnes. THE NETHERLANDS Captain Peter Lundahl Rasmussen. UK Peter van der Kluit.. BMT Murray Fenton Limited. UK Andrew Webster. International Maritime Organization. However. International Transport workers Federation. Global Marine Systems Limited. UK Nic Paines. Kerry Dwyer. K. USA John Alexander.INTERNATIONAL SAFETY PANEL The International Safety Panel is composed of safety and training officers and directors. Hans-Jürgen Roos. UK Jeff Hurst. FEEPORT. of Social Affairs & Health.. International Association of Ports & Harbors. The Blueoceana Company. Dept for Occupational Health & Safety. USA Armin Steinhoff. Checkmate UK Limited. Min. Inc.ICHCA International Limited . National Safety Council. BIMCO. Dwyer & Associates Pty Limited. Firefly Limited. National Ports Council. Fabian Guerra Associates. Transport Canada. Maritime Industries Branch.. BELGIUM Capt. Circlechief AP. Hamburger Hafen-u Lagerhaus A-G. © ICHCA International Limited . Behörde für Arbeit. Deltalinqs. ISRAEL Kees Marges. Bird. SPAIN John Nicholls. UK Bob Baron (Deputy Chairman). BELGIUM The above lists those persons who were members of the Panel when the pamphlet was published. Roman Nunez. Thomas Cooper & Stibbard have been involved in numerous container related cases. salvage pollution and disputes arising out of charter parties. instructed by leading organisations in the container industry. The issue of safe working on container ships is one of tremendous importance from both an operational and legal point of view. These matters include the defence of personal injuries and fatalities claims arising out of accidents caused by the unsafe handling of containers on board containers ships. It also provides useful guidance to stevedores. banking. As specialist maritime lawyers. commercial litigation and property matters. This pamphlet provides a valuable reminder of the causes of these accidents. It is one of a series of loss prevention guides produced by ICHCA. terminal operators and shipowners on practical methods for reducing both the incidence of such occurrences and their associated exposure to liability. We also offer specialist legal advice in respect of ship finance and registration. as well as the pursuit and defence of claims for damage to both cargo and containers. please contact: Thomas Cooper & Stibbard Ibex House 42-47 Minories London EC3N 1HA Tel: +44 (0)20 7481 8851 Fax: +44 (0)20 7480 6097 © ICHCA International Limited . including collisions. If you would like to know more about us or obtain a copy of our brochure.THOMAS COOPER & STIBBARD Solicitors This pamphlet is published in association with Thomas Cooper & Stibbard. Solicitors. EEC problems. Thomas Cooper & Stibbard provide assistance and advice in relation to other aspects of maritime law. bills of lading and international trade. 1 5.ICHCA International Safety Panel Briefing Pamphlet No 8 SAFE WORKING ON CONTAINER SHIPS CONTENTS Page 1 Introduction 1 2 General Responsibilities 1 3 Access and Egress to Places of Work 2 4 Starting and Finishing Work 3 5 Container Top Working 3 5.2 3 4 General Access 6 Use of Fall Prevention or Fall Arrest Systems 5 7 Semi-automatic Twistlocks 6 8 Working in Adverse Working Conditions 7 9 Emergencies 7 Bibliography ISBN: 978-1-85330-114-8 First published: 1994 © ICHCA International Limited . FNI MIOSH At present Head of Safety and Emergency Services for the Port of Felixstowe. his responsibilities include port safety. transportation of dangerous goods and the operation of the Port’s fire and ambulance service. safety environmental and security committees and working groups. both nationally and internationally. environmental audit. he is a member of the UK’s HESHA committee representing Statutory Harbour Authorities’ policy concerning control of dangerous goods. where he has been for six years. © ICHCA International Limited . and has been actively involved with numerous health. he has been within the shipping industry for over thirty years. sailing on all types of ships.ICHCA International Safety Panel Briefing Pamphlet No 8 SHORT PERSONAL HISTORY OF THE AUTHOR R W S Barnes. A Master Mariner. Apart from membership of the ICHCA Safety Panel. holidays etc. openings in decks or inadequate walkways. plant ergonomics or the effects of leakage of dangerous substances. 2 GENERAL RESPONSIBILITIES 2. 1.4 Employees should report any defect in plant or equipment to supervision. provide and ensure the use of safety clothing to all employees and to those visitors who are in close proximity to work areas. It is recommended that it should form the basis of operational procedures for all terminals. although their activities are the responsibility of the ship's master. Supervision should then consider this report and take appropriate action on the defect as soon as is reasonable.1 This pamphlet is written as a general guidance for use in connection with stevedoring operations on container ships. In all cases however the stevedore remains responsible for ensuring the safety of his employees. maintenance and engineering staff. Ship’s crews will also be affected by such rules. port health. Employees and visitors should accept and wear such clothing in areas designated by management. safety shoes or boots and safety helmets. Though these may be outside the control of the stevedore.1 Terminal management should draw up safety rules for safe systems of work and operational procedures to ensure the health. fumes within quay crane cabs produced by funnel smoke or nuisance dust from neighbouring bulk cargo operations may need to be assessed and the effects minimised. bearing in mind national legislation and the possible effect on numbers of first aiders available caused by moving shift patterns. who should be made aware of these requirements. Such matters may include factors induced through shift patterns. immigration. Any health related environmental monitoring that may be required should also be considered.2 Safety rules should be applicable to all people working on container ships including management. marine services staff. such defects should be brought to the notice of both the Master and the shipping line with a view to improvement.3 Such shipboard accidents may be the result of defects on board ships such as inadequate lighting. for example noise levels within the area of work (particularly relevant when good communication is necessary). 2. safety and welfare of the entire workforce.3 Terminal management should.ICHCA International Safety Panel Briefing Pamphlet No 8 1 INTRODUCTION 1.6 Terminal management should also consider occupational health concerns that may arise within terminal operations. as guided by national legislation. 2. where appropriate.5 Terminal management should ensure the availability of first aid facilities. 2. defective equipment or poor access. hours worked and night work.2 The majority of accidents to dock workers on container ships occur during lashing and unlashing operations due to falling objects. 2. 2. customs. The most serious accidents are either due to falls from container tops or crushing injuries during the lowering of containers. This may include high visibility clothing. 1. These should include contingency planning for any emergency. shipping agents etc. 1 © ICHCA International Limited . see Section 5. 3. care should be taken to avoid working close to unfenced drops (e.ICHCA International Safety Panel Briefing Pamphlet No 8 2. 2 © ICHCA International Limited . 3.8 Safe access to and egress from container tops should be provided when necessary. 3.5 If working below decks. Such platforms should not be used unless the wheels are locked. Under no circumstances should alcohol be consumed or sold within terminals. Signs of international standard type should be provided to guide pedestrians to walkways. 3.7 For both health and safety reasons. 3. raised tank tops at the turn of bilge). care should be taken to avoid standing/walking beneath overhead loads. Fencing need not be provided as long as the height of fall does not exceed 2. In particular they should not be used as access to ships in place of gangways. 3. 2. It should also include the need for planning and safe systems of work and periodic re-assessment of personnel. If it has to be used. Any defects in ship’s gangways should be reported to the ship for rectification.1 Only authorised persons should be allowed to board the ship and then only in strict compliance with the terminal safety rules and procedures. When portable ladders for access to stows are used they should be held or preferably secured against movement. 3 ACCESS AND EGRESS TO PLACES OF WORK 3.9 Only trained personnel should be used in the stevedoring operation.3 Whilst it is the responsibility of the ship to provide a secure gangway.6 Portable ladders should only be used if no safer means is reasonably practicable.8 No employee should be permitted to start or continue work if under the influence of drink or drugs. 2.g. Refresher training should be provided as appropriate. 3. Adequate lighting to a minimum of 20 lux should be available in all working areas. it is the responsibility of all management and supervision to ensure that the gangway is safe before use by their employees. whether applying to substance abuse or substances that are being used medicinally and may affect safety performance.0m (6ft 6in).4 When containers are being loaded or discharged the working inshore alleyway of the ship should not be used. adequately lit and with a safety net. terminal management should have a sensible policy concerning alcohol and drug use. Training should take into account not only established working practice but also changes and new practices.2 Walkways to ships should be clearly defined and marked. unless absolutely necessary or unless it is protected by the stow. Drink and drug policies should take into account the fact that drugs used in medication may also impair judgment.7 Mobile platforms may be designed and fabricated to be used on well-decks and alleyways to lash and unlash outriggers. g. etc.6 It should always be remembered that twistlocks. This prevents the need for carrying loads over the heads of riggers as they work ahead of the operation. 4. A check should be made to ensure that they are all clear. availability of tugs. 5 CONTAINER TOP WORKING 5. in particular upon dangerous goods such as explosives or highly flammable liquids. though rated to a load. stevedores should be satisfied as to the capacity and suitability of the equipment. If it is necessary to work near the edges of dangerous drops.1 General 5.9 Personnel should never go into the working bay of a hold. suitable slip-resistant footwear should be provided and weather conditions should be assessed.g.1. When necessary. e. If personnel have to go into areas out of sight of the crane driver.10 Consideration in planning of operations should be given to any special needs of the ship such as bunkering or immobilisation of main engines and its effect on cargo work. jammed twistlocks. 4 STARTING AND FINISHING WORK 4. personnel cages or some other safe system should be used. Such planning may require separation in timing between certain operations.5 Safe systems of work should be devised for particular situations arising due to either local procedures. unless they are so certificated. by picking up ‘doubled-up’ empties. 3 © ICHCA International Limited . 4. are not certificated lifting equipment and should therefore never be used as such. provision of fire wire or emergency towing wires. working to seaward and in the opposite direction when loading. 4. They should make a visual inspection for defects and check the records of certification and maintenance (see Briefing Pamphlet No 2). 3. 4.3 When discharging. particular lines using particular equipment such as automatic twistlocks or ship’s gear.g. 4.7 When loading/discharging operations have finished adequate lighting should be maintained until lashing is completed. 4. containers should be unlashed shore-side first. e.ICHCA International Safety Panel Briefing Pamphlet No 8 3. A check that all riggers are safely ashore should be made on completion of lashing. the order of work and problem areas should be identified and resolved in a safe manner.1 When starting work on a newly arrived ship.3 Before cargo work commences all should be aware of the loading/discharging lists. they should only do so in accordance with a safe system of work.4 If the ship’s lifting equipment is to be used to move containers.1 The planning of deck cargo should be such as to minimise the need for walking across or climbing onto that cargo if this involves an approach to the edge of a dangerous drop. or local incidents. e. communication between crane driver and riggers should ensure that riggers are allowed sufficient time to unlash and clear the immediate operational area before discharge starts. planners should attempt to ‘chequerboard’ the stow (hard top. or if not so cleaned then personnel cages or some other safe system should be used. Where such personnel platforms are used to hoist or lower employees they should be used to carry only personnel. 5. 5.4 Employees should not jump to adjacent containers in stow when there is a hazard of falling between those containers. twistlocks. should not be dropped or thrown to or from aloft.3 Employees should not be required to walk on or work on top of soft top/open containers.1.3 Personnel cages should be maintained to their design specifications. 4 © ICHCA International Limited . They should be taken out of service if any defects are found affecting their safe use. e. isolated stacks. 5. Again personnel cages or some other safe system should be used.4 If the rigid type of cage is used there should be a secondary positive form of attachment to the spreader in addition to the twistlocks. and equipment to perform the work. be landed on those stows for personnel to disembark.ICHCA International Safety Panel Briefing Pamphlet No 8 5. The crane should be operating in the slow personnel-carrying mode.7 Lashings.e. should the spreader be firmly placed against the stow for disembarkation. except when adequate protection against falling into the hatch is provided. etc.. ice.1. twistlock poles may be used from the top of the stow assuming weather conditions allow and fall protection is provided.1.6 Where twistlock poles cannot reach the top of stacks due to the height of the sheer face.g. etc) to allow safer access for stevedores engaged in coning/deconing operations. Only if impractical due to lack of working space. soft top. soft top.1. 5.1. Where several soft tops are being loaded.2 Access 5. their tools and necessary materials.2 Grease. snow and similar slippery surfaces on container top working surfaces should be cleaned so as to create safe working surfaces. 5. 5.2.2.5 No employee should work on a deck load of cargo or containers or lash containers directly adjacent to an open hatch.2 Spreaders used for carrying personnel onto container stows should wherever practicable. No hold should be left open for dock operations longer than is required.1. cones. 5. 5. i. 5.2. hard top.1 Initial access to container tops should be via a protected personnel platform or a similar safe means. oil. there is no stagger in the stow.2. Holding onto or standing on a spreader is not acceptable unless a properly protected personnel platform has been provided. 3 This equipment should be used in accordance with national legislation or whenever employees are working where there may be a fall hazard of more than three metres or on container tops of two high or above. The speed of the crane should be commensurate with the safety of the passengers. 5.6 Employees should keep their bodies and extremities within the periphery of the cage whilst it is in motion and wherever practical such hazards should be eliminated. if a fall is experienced.1 The purpose of fall prevention or fall arrest systems is to allow employees to work at heights in safety when outside personnel cages.5 Anchorage points for the fall arrest system may be to the head-block or spreader or to a purpose-built attachment that may be landed or kept attached to the crane.7 The cage should not be loaded in excess of its maximum rated capacity as marked. Any hooks used should be of a type that positively locks.2. as this prevents damage to twistlocks and decreases walking distances on container tops.5 The crane driver should remain at the controls at all times while employees are suspended in cages. whereas fall arrest systems will ensure that.2. Otherwise. a fall arrest block with wire or webbing of a suitable length for the normal operation and a firm anchorage point. 6. (see 5. when it is reasonably practical to do so. 6.ICHCA International Safety Panel Briefing Pamphlet No 8 5. This may be a signalman. 5 © ICHCA International Limited .g.6 If a purpose-built attachment to the spreader is used as an anchorage point. etc) should be self-closing and closed before hoisting. 5. The crane driver should move the cage only on a clearly understood communication from an agree person. improving both safety and productivity.2.4 Before container top operations commence. Employees being hoisted should remain in continuous sight of and in communication with the crane driver or a signalman. Fall prevention is preferable. 6.2 Such equipment should consist of a full body harness meeting national or international standards (safety belts can induce internal injuries unless falls are very short). If a situation occurs when it is impractical to use the system. by the design of the cages. or minimised. 6. another safe system should be considered as an alternative. 6 USE OF FALL PREVENTION OR FALL ARREST SYSTEMS 6. All cage openings (gates.12) 6. it may be designed to carry gear. container corner casting) or ship before work can commence. doors. the harness should be securely and comfortably fitted and communications established with the crane driver. the individual will not fall more than a limited distance. Fall prevention devices are designed to avoid persons falling over the edge. it may be necessary to attach the fall arrest system to a riggers’ cage or a part of the stow (e. ensure that it is positively locked and they should then tug the hook to ensure the fall arrest mechanism is working.12 It should be recognised that there may be other methods of ensuring container top safety than cages or fall-arrest systems. 7. 6. Despite manufacturers’ reassurances. the principal advantage of a quay-based semiautomatic twistlock (SATL) operation is the considerable reduction in the amount of container top working and a similar reduction in the need to lift employees on and off container tops. Similarly when discharging if the crane driver hits the container next to the one he is lifting.7 Before approaching any edges. 7.10 When all container top work is finished employees should return safety harnesses to their allotted storage area.5 Particular care should be exercised by crane drivers during loading to ensure all four twistlocks engage first time rather than only one. equally that a combination of systems may be relevant to particular ports. providing employees remain attached to the anchorage points at all times so that they may approach edges. 6.1 From the safety point of view. 6. which will then be moved to a new location or returned to the quay as appropriate.6 Particular care should be taken during SATL operations to stand clear form overhead loads.11 Fall arrest equipment and harnesses should be subject to regular examination and also statutory inspection procedures. the hazard is changed from that of falls to traffic incidents.2 Most SATL shipping line operators incorporate a storage bin system within their system of work removing the hazards of ‘gear’ lying all over the ship and minimising damage to twistlocks. 7.4 Particular care should be taken in the placing of SATL’s during loading operations to ensure the unlocking handle is facing correctly to allow accessibility at the discharging port. they should be returned to supervision and the defects reported.ICHCA International Safety Panel Briefing Pamphlet No 8 6. particularly lane discipline in multi-crane operations. 7.8 Container top work may then continue in a normal fashion. often due to their not being fully engaged. (see Briefing Pamphlet No. 7 SEMI-AUTOMATIC TWISTLOCKS 7.3 By removing employees from container top to quays.9 On completion of the operation employees should disengage from the block and return to the personnel cage. Quay traffic systems should be strictly controlled during SATL operations. SATL’s do fall off.5). 6 © ICHCA International Limited . If there are any defects in the harnesses. 7. 6. it is possible that the twistlocks may re-engage. employees should attach their harnesses to the carabinier hook of the fall arrest block. 6. snow and ice. to allow activities to be phased down as appropriate. 7 © ICHCA International Limited .7 The working of ships in poor visibility should be determined by visibility from the crane driver’s cab. 9 EMERGENCIES 9.7 Any defects to or apparent lack of maintenance of SATL’s should be reported to the line to avoid future problems. dust etc. high winds. Crane personnel lifts will also have wind speed restrictions. 8.5 Due to differing construction or configuration of cranes and their position and aspect.3 Due regard should be paid to the physical constraints placed upon plant and equipment by both the manufacturer and the use of plant. such as meteorological reports. poor visibility or flooding. due regard should be paid to the manufacturer’s recommendations.4 When determining wind speeds for stopping crane work. Guidance on the Preparation of Emergency Plans). direction and natural lees. it is safer to work from within personnel cages of purpose-built type. 8. 8. local climatic conditions (e. 8 WORKING IN ADVERSE WEATHER CONDITIONS 8.1 All terminals should develop emergency plans in conjunction with the port and emergency services in order to effectively deal with on-board emergencies (See Briefing Pamphlet No 6. the need for good communications and clear systems of control between crane driver and ship workers is heightened and.ICHCA International Safety Panel Briefing Pamphlet No 8 7. e. 8. 8. in particular snow and ice.B. N. 8.2 Such systems should take into account the provision of adequate warning.g. It should be ensured that ALL SATL’s are returned to the ship after use and defective items separated.1 Safe systems of work should set limits for safe working of ships during severe weather as appropriate to local climatic conditions. 7. gusts. differing wind speeds at differing heights. it is possible for one crane to work safely and another in the same proximity to be unable to do so in borderline wind speeds.8 When working in severe weather conditions. may require the provision of extra personnel to ensure the operation may be carried out safely. particularly in poor visibility. It is doubtful it if is safe to descend a crane staircase in winds of over 80 kph (50 mph). In all cases however.g. it should be agreed from whom the crane driver is to take instructions.8 For detailed information concerning the types and usage of SATL’s reference should be made to the ICHCA Safety Panel Research Paper on Semi Automatic Twistlocks.6 When working personnel on container tops in adverse weather. 8.) and the need for time to allow the crane to be secured and the driver to descend from his cab in safety. The whereabouts of safety and damage control plans and international hose connections on ships that call regularly should be noted as part of these plans. ƒ extinguish any naked lights. if available.ICHCA International Safety Panel Briefing Pamphlet No 8 9. rescue of injured personnel. If participation is required from the ship.5 If the port facilities are unable to deal with the situation. Specific routes to ships for emergency vehicles should be identified and exercises carried out with the emergency services periodically. incidents involving dangerous goods and marine pollution. the UN number of the substance. 9.3 Particular thought should be given to the provision of specialist equipment and safe systems of work for problems involving jammed twistlocks or containers jammed in cell-guides. if not available from loading/discharging lists should be available from the ship’s dangerous goods manifest. it should be notified accordingly. terminal control should then refer the matter to the emergency services.4 No approach should be made to any freight container containing or suspected of containing hazardous goods that is leaking or smelling of fumes. 9. container number.2 Such plans should consider fire. and. ƒ ensure no smoking. Such information. 9. Such containers should be referred to the Terminal Operational Control preferably with the correct location. 9. 8 © ICHCA International Limited .6 All emergency accesses and egresses should be kept free from obstruction and properly maintained at all times. The following immediate steps should be taken: ƒ evacuate persons from the area. Full details from the registered office of the International Secretariat Lashing and Securing of Deck Cargoes by Captain John R Knott. London SE1 7LQ. 202 Lambeth Road. UK © ICHCA International Limited .Semi-Automatic Twistlocks The Safe handling of ISO Freight Containers by Hooks and General Guide to the Container Safety Convention Container Top Safety The above are all published by ICHCA International Ltd.ICHCA International Safety Panel Briefing Pamphlet No 8 Bibliography ICHCA International Safety Panel Research Paper No 1 . published by The Nautical Institute.