Annex A

Maersk checklist - Heavy Weather

Ves

sel:

Mæ

rsk

Top

per

Dat

e:

Ave

ssel

spec

ific

heav

yw

eath

erch

eckl

ists

hall

beav

aila

ble

onbo

ard

allv

esse

lsto

faci

litat

ean

effic

ient

"mak

ing

read

yfo

rse

a"ch

eck

onde

partu

refr

ompo

rt,bo

und

fora

noc

ean

pass

age,

whe

nex

pect

ing

adve

rse

wea

ther

betw

een

coas

talp

orts

,or

whe

nth

ew

eath

erde

trior

ates

whi

leon

rout

eth

ein

clus

ion

ofite

msb

elow

shal

lbe

cons

ider

edan

dth

esh

ipbo

ard

man

agem

ent

shal

l,th

orou

ghly

and

wel

lin

adva

nce,

com

pose

thei

row

nch

eckl

istw

ithal

lapp

ropr

iate

chec

kite

ms

Item

Wea

ther

rout

ing

and

fore

cast

sscr

utin

ised

Hea

vyW

eath

erm

aneu

verin

gch

arac

teris

ticsk

now

nan

dco

nsul

ted

Pers

onne

lins

truct

edan

dfa

mili

arw

ithav

aila

ble

mea

nsfo

rhea

vyw

eath

erre

spon

se

Load

ing

cond

ition

-(e.

g.G

M,s

tress

,tan

ksh

oshi

ng,i

mm

ersi

onof

prop

elle

r,fr

eebo

ard)

Con

tain

erst

acki

ngad

just

edfo

roce

anpa

ssag

e

Con

tain

erla

shin

gsre

chec

ked/

tight

ened

Hat

chco

verl

ocki

ngde

vice

srec

heck

ed

Anc

hors

prop

erly

lash

edan

dbr

akes

enga

ged

Dam

pers

forv

entil

atio

non

fore

cast

lecl

osed

Ven

tilat

ion

forb

owth

rust

ercl

osed

Dam

pers

forv

entil

atio

nof

carg

oho

ldsc

lose

d(r

eefe

rcar

goho

ldse

xem

pted

)

Lash

ings

onm

ono-

rail

cran

ere

chec

ked

Stor

es,e

quip

men

tetc

.sto

wed

onde

ckse

cure

d

Stor

ero

omfo

rwar

dch

ecke

dan

dad

ditio

nall

ashi

ngsa

pplie

das

nece

ssar

y

Pain

tloc

kerc

heck

edan

dal

lpai

ntse

cure

d

Stee

ring

gear

room

chec

ked

and

addi

tiona

llas

hing

sapp

lied

asne

cess

ary

Engi

nero

omch

ecke

dan

dad

ditio

nall

ashi

ngsa

pplie

das

nece

ssar

y

Wat

ertig

htdo

orsc

lose

d

Porta

ble

gang

way

prop

erly

secu

red

Pilo

tlad

ders

and

hois

tspr

oper

lyse

cure

d

Chi

efSt

ewar

dno

tifie

dan

dpr

ovis

ion

room

and

galle

rypr

epar

edfo

rrou

ghw

eath

er

Furn

iture

and

appl

ianc

esin

Din

ing

Salo

onse

cure

d

Furn

iture

and

appl

ianc

esin

Dut

yM

esss

ecur

ed

Furn

iture

inO

ffic

ersS

mok

ing

Roo

mse

cure

d

Furn

iture

inC

rew

'sD

ayro

omse

cure

d

Furn

iture

inC

onfe

renc

eR

oom

secu

red

Add

ition

alla

shin

gson

PCm

onito

rs,c

opy

mac

hine

sand

prin

ters

Dec

kco

ntro

lroo

mpr

epar

edfo

rrou

ghw

eath

er

Brid

gepr

epar

edfo

rrou

ghw

eath

er

Ifro

lling

exce

edin

g30

degr

eest

heen

gine

room

tobe

man

ned

Cre

win

stru

cted

abou

tany

rest

rictio

nsin

wor

kou

tsid

eac

com

mod

atio

n

Mas

ter:

Tor

ben

Wie

rdtL

æbo

(sig

natu

re)

Che

cklis

t-H

eavy

Wea

ther

A.P

.Mol

lerG

roup

ID:4

16-1

8/09

/200

7-0

2-6

mon

ths

Pag

e1

of1

Annex B

Injury or fatality following waves washing onboard vessels as recorded in MAIB database 1998 – 2007

Ann

ex B

MA

IB a

ccid

ent d

atab

ase

reco

rds o

f inj

urie

s and

fata

litie

s to

crew

wor

king

on

deck

in h

eavy

wea

ther

whe

n a

wav

e w

ashe

d in

boar

d.

(Acc

iden

ts o

ccur

ring

on b

oard

mer

chan

t ves

sels

of 5

00gt

or m

ore

of U

K fl

ag o

r in

UK

wat

ers)

19

98 –

200

7

No

Ship

Typ

e In

jurie

s Fa

talit

ies

Rem

arks

1

Tank

er

2 0

Bilg

e al

arm

in B

ow th

rust

er c

ompa

rtmen

t sou

nded

. Chi

ef o

ffic

er a

nd d

eck

crew

wen

t fo

rwar

d to

inve

stig

ate.

Ven

tilat

ors a

nd h

atch

tigh

tene

d an

d cr

ew re

turn

ed to

ac

com

mod

atio

n. C

hief

off

icer

and

bos

un d

elay

ed d

ue to

clo

sing

the

fore

cast

le d

oor.

As

they

mov

ed a

ft th

ey w

ere

hit b

y a

wav

e.

2 R

ig su

pply

2

0 D

urin

g a

lull

in o

pera

tions

, tw

o ra

tings

wer

e se

nt o

n de

ck to

che

ck sp

aces

for d

amag

e.

Whi

le o

n de

ck th

ey w

ere

hit b

y a

larg

e w

ave

and

both

sust

aine

d in

jurie

s. Th

e m

aste

r ha

d us

ed th

e pr

e-br

iefe

d w

hist

le si

gnal

to w

arn

of th

e ap

proa

chin

g w

ave,

and

the

two

men

had

bee

n try

ing

to ta

ke c

over

whe

n th

e w

ave

hit.

3 D

ive

supp

ort v

esse

l 1

0 A

wel

l ope

ratio

ns su

perv

isor

wen

t ont

o th

e m

ain

deck

for s

ome

fres

h ai

r and

was

stru

ck

by a

larg

e w

ave.

He

was

not

foun

d fo

r som

e tim

e si

nce

he h

ad n

ot to

ld a

nyon

e he

was

go

ing

on d

eck.

4

Dre

dger

1

0 Sh

ip m

akin

g pa

ssag

e in

roug

h w

eath

er, t

houg

h sh

ip’s

mot

ion

was

rela

tivel

y ea

sy. T

wo

AB

s sen

t on

deck

to c

lose

ven

tilat

ion

cove

rs w

hich

wer

e le

tting

in w

ater

. On

com

plet

ion,

the

AB

s wer

e re

turn

ing

to th

e ac

com

mod

atio

n w

hen

a w

ave

was

hed

on

boar

d, k

nock

ing

one

of th

e m

en in

to th

e sh

ip’s

side

rails

. 5

Ro-

Ro

carg

o 1

0 Sh

ip w

as h

ove

to in

hea

vy w

eath

er. T

hree

AB

s wer

e se

nt o

n de

ck to

insp

ect t

he

fore

cast

le, w

hen

a la

rge

wav

e w

ashe

d on

boa

rd.

6 C

onta

iner

1

0 C

rew

man

stum

bled

as h

e cr

osse

d th

e de

ck a

void

ing

wat

er w

ashi

ng o

n bo

ard.

7

Pass

enge

r 1

0 W

hile

ent

erin

g a

door

from

the

fore

cast

le, a

cre

wm

an g

ot h

is le

g ca

ught

in th

e do

or

whe

n th

e do

or w

as st

ruck

by

a w

ave.

8 C

onta

iner

1

0 C

hief

off

icer

car

ryin

g ou

t rou

tine

roun

ds in

roug

h w

eath

er, l

eft t

he u

nder

deck

pa

ssag

eway

to c

heck

out

side

, whe

n he

was

hit

by a

wav

e w

hich

was

hed

him

alo

ng th

e de

ck.

9 Ta

nker

2

0 Tw

o cr

ewm

en in

jure

d w

hile

wor

king

on

deck

by

a w

ave

was

hing

inbo

ard.

10

C

onta

iner

1

0 A

cre

wm

an w

as c

arry

ing

out r

ound

s of t

he re

efer

con

tain

ers,

whe

n a

wav

e br

oke

over

th

e bo

w. T

he w

ater

surg

ed a

long

the

deck

, kno

ckin

g th

e m

an a

gain

st th

e st

eelw

ork.

11

G

ener

al c

argo

1

0 W

hen

wei

ghin

g an

chor

, the

chi

ef o

ffic

er w

as h

it by

a w

ave

brea

king

ove

r the

fo

reca

stle

. 12

C

onta

iner

0

1 C

rew

mem

ber w

as w

ashe

d ov

erbo

ard

from

the

pilo

t doo

r ope

ning

in th

e hu

ll. H

e w

as

neve

r rec

over

ed.

13

Con

tain

er

3 1

With

the

ship

mov

ing

easi

ly, f

our c

rew

men

wer

e w

orki

ng fo

rwar

d. A

larg

e se

a br

oke

over

the

bow

, was

hing

thre

e of

the

men

into

the

iron

wor

k on

the

deck

. 14

Pa

ssen

ger

1 0

Ves

sel o

pera

ting

in h

eavy

seas

, pitc

hed

heav

ily. S

eas s

hipp

ed o

n bo

ard

burs

t ope

n a

wea

ther

tight

doo

r. Th

e w

ater

rush

ing

into

the

pass

agew

ay k

nock

ed a

cre

wm

an o

ver,

inju

ring

him

. 15

Ta

nker

1

2 Ta

nker

leav

ing

port

with

men

com

plet

ing

the

secu

ring

of th

e fo

reca

stle

afte

r let

ting

the

tug

go. V

esse

l pitc

hed

and

ship

ped

two

larg

e w

aves

ove

r the

bow

. Thi

s res

ulte

d in

the

deat

hs o

f tw

o se

amen

and

serio

us in

jury

to a

third

. 16

Sa

fety

stan

dby

vess

el

1 0

Afte

r a st

orm

y ni

ght,

OO

W n

otic

ed lo

ose

equi

pmen

t on

deck

. Cre

w w

ere

sent

to se

cure

th

e sa

me,

and

as t

hey

wer

e co

min

g of

f dec

k, th

e ve

ssel

ship

ped

a se

a, w

ashi

ng th

e se

aman

aga

inst

a b

ulkh

ead.

17

G

ener

al c

argo

2

0 Tw

o cr

ew m

embe

rs w

ent o

n de

ck to

secu

re e

quip

men

t. U

nexp

ecte

d la

rge

wav

e w

ashe

d on

boa

rd, t

hrow

ing

both

men

aga

inst

the

acco

mm

odat

ion

bulk

head

.

Annex C

Amended SJA entitled “Movement on Deck in Heavy Weather”

Safe Job AnalysisMAERSK

SJA Title Authorising Officer Assessor.

DECK - MOVEMENT ON DECK IN HEAVY WEATHER crew member I crew member 2

Location(s): Creation Date:

location 1 29/0112009

Wa on eck ~Hazard Effect Consequence Probability Risk

Wash overboard/being Involving a serious injury or fatality (C4) Possible, i.e. the event may have occurredsubmerged/drowning and represents a credible scenario (P4)

Control Measures5 .. * -

Description Responsible Person Consequence Probability Residual Risk

Manoeuvring/reducing speed to Master Involving a serious injury or Possible, i.e. the event mayease the ship fatality (C4) have occurred and represents 16

a credible scenario (P4)Use lifejackets/immersion suits Chief Officer Involving a serious injury or Possible, i.e. the event may

fatality (C4) have occurred and represents 16a credible scenario (P4)

Only use sheltered passage Chief Officer Involving a serious injury or Unlikely, less than average i.e.fatality (C4) easy to hypothesize an incident

but unlikely (P3)

Only daylight operations Master Involving a serious injury or Unlikely, less than average i.e.fatality (C4) easy to hypothesize an incident

but unlikely (P3)

Use lifelines Chief Officer Involving a serious injury or Highly unlikely, would requirefatality (C4) multiple failures of systems and

controls (P2)

Prohibition to go on deck Master Negligible injury (first aid) (Cl) Highly unlikely, would requiremultiple failures of systems andcontrols (P2)

ve~oi~ ~‘ , .

Hazard Effect Consequence Probability Risk

Being washed Involving a serious injury or fatality (C4) Possible, i.e. the event may have occurredagainst/submerged/drowning V and represents a credible scenario (P4)

Con~l - asu~s - ‘~

Description Responsible Person Consequence Probability ResIdual Risk

Manoeuvring/reduce speed to Master Involving a serious injury or Possible, i.e. the event mayease the ship fatality (C4) have occurred and represents 16

a credible scenario (P4)

• Use of safety lines Chief Officer Involving a serious injury or Possible, i.e. the event mayfatality (C4) have occurred and represents 16

a credible scenario (P4)

Use PPE Chief Officer Involving a serious injury or Unlikely, less than average i.e.fatality (C4) easy to hypothesize an incident 12

but unlikely (P3)

Only daylight operations Master Involving a serious injury or Highly unlikely, would requirefatality (C4) multiple failures of systems and 8

___________________________ controls (P2)

Prohibition to go on deck Master Negligible injury (first aid) (Cl) Highly unlikely, would requiremultiple failures of systems and 2

_____________ controls P2

SJA—97 page 1 of 2

Watero dec

Safe Job Anal sis uthoris tion

This SJA has been authorised by crew member 1

Consequence Probability Risk

Injury leading to RWA or LTA (C3) Possible, i.e. the event may have occurred

~. and represents a credible scenario (P4)

Consequence Probability

Injury leading to RWA or LTA Possible, i.e. the event may(C3) have occurred and represents

a credible scenario (P4)Injury leading to RWA or LTA Highly unlikely, would require(C3) multiple failures of systems and

controls (P2)

1~ Signature:~

Probability Risk

Possible, i.e. the event may have occurredand represents a credible scenario (P4)

-~ .,,~—.- . .. -‘

Probability Residual Risk

Highly unlikely, would requiremultiple failures of systems andcontrols P2

Probability

Possible, i.e. the event mayhave occurred and representsa credible scenario (P4)Highly unlikely, would requiremultiple failures of systems andcontrols (P2L

~: Date:~———-——————~-..~..—j

Residual Risk

AccelarationsHazard Effect

Slips, trips and falls

Controj Meas res

Description Responsible Person

Use safety lines Chief Officer

Use PPE, proper footwear Chief Officer

Hazard Effect

Slips, trips and falls

Control easures

Description

Use of PPE/proper footware

Movinglf lfln ectsHazard Effect

Being hit by

Co troJ. ~ —

Description Responsible Person

Sea secure eveyrhing/use Chief Officerheavy weather check list

Prohibition to go out on deck Master

Consequence

Injury leading to RWA or LTA (C3)

Responsible Person

Chief Officer

Consequence

Injury leading to RWA or LTA(C3)

Consequence Probability

Involving a serious injury or fatality (C4) Unlikely, less than average i.e. easy tohypothesize an incident but unlikely (P3)

Consequence

Involving a serious injury orfatality (C4)

Negligible injury (first aid) (Cl)

Risk

Residual Risk

SJA-’97 page 2 of2

Annex D

Maersk Safety Flash 01/2009

SAFETY FLASH 01/2009 Movement/Inspections on deck during heavy weather

Issued by: SQHE Department, Copenhagen dated January 30th, 2009

Event description:

The following unfortunate incident occurred on board one of our vessels end of last year.

Vessel departed from a port where a typhoon was approaching. Heavy weather checklist was

run through and signed off. Weather situation outside was windforce 8/9 with a slightly rolling

and pitching vessel.

A few hours after departure, around 20.00 LT, due to a bilge alarm in the bosunstore, the C/O &

C/E went up forward via the underdeck passageway to inspect the cause of the alarm.

Vessel altered course to give a leeway and to steady the movement, and speed was also

reduced. This gave a leeway to starboard side where the entrance from the under-deck

passageway is situated.

It appeared to the C/O’s and the C/E’s that

there was a leakage from the forward store

hatch. The C/O & C/E informed the bridge that

the situation forward seemed favourable

enough and that they would assess on deck

whether the weather would allow further

securing of the hatch once the vessel was

steadied.

Once the vessel was steadied for about ten minutes, both the C/E and C/O made the decision to

go up to the maindeck entrance, which is situated some 15 metres aft of the gulfbreaker on the

foc’sl, to check out the weather circumstances.

As the weather was considered favourable from there, it was decided to go up forward to tighten

the dogs of the hatch. After completing the task, both men intended to go back to the entrance

of the lower passageway, when they noticed that the S/B anchor lashing (ocean lashing) had

become slack as well.

The C/E climbed on the pedestal where one end of the securing was situated, and the C/O

remained on deck to assist.

Busy with securing the ocean lashing, a green

sea came over the foc’sl deck and both men

were washed off their feet, with the C/E lying

under the SB winch drum. Both the C/O and

C/E were heavily wounded and requested

assistance.

Unfortunately after all due medical care, the C/E passed away the following night as a result of

the internal wounds which he had sustained during the incident.

Recommended on board actions:

• Review/create new and if necessary revise the SJA “Movement on Deck during Heavy

Weather” to include lessons learnt from incident.

• Departure checks should be reviewed, especially when heading into rough weather.

• Emphasise onboard the importance of a Risk Assessment prior to tasks involving

hazards.

• Assess whether it really is necessary go out on deck during bad weather

• Avoid inspections on deck during dark hours

• If circumstances make it necessary to go on deck, make sure that the vessel is

heading in such a direction that ‘green water’ cannot be encountered.

• If inspection is found necessary, determine reporting intervals/times/periods via

handheld radio’s

• A third man should be over viewing the inspection team from a safe point

• Consider the use of the right PPE, also making use of lifelines.

• The equipment on deck should be kept well maintained and in good working order so

as to prevent water ingress in the foreship (forecastle, forepeak, hold no.1) following

heavy weather damage to closing appliances and/or deck structures.

• All members of the work party should take the opportunity to identify further hazards and controls.

• If there is any change that may

alter the hazards and controls,

the work party must STOP work

and the prevailing risks must be

reviewed. This can then be

reflected in the revisions to the

relevant SJA.

The exposed forecastle deck, of course is especially vulnerable, where:

• All closing appliances for openings into the hull should be subject to regular

inspection and maintenance, particularly when trading in waters where heavy

weather may be expected.

• Locking devices for access hatches and doors should be kept in good working order

so that unintended opening, due to green seas, is greatly reduced.

• Condition and clamping devices of air and sounding pipes should also be subject to

regular follow-up by the ships crew, as internal corrosion and inadequate clamping

may turn out to be critical.

• Anchor lashings should be inspected for tightness each day, when safe to do so.

Recommended shoreside actions:

• Review the Heavy Weather Procedures as in the GSMS

• Reintroduction of the Emergency Response Manual, taking this incident into account.

• Review the need for additional medical training for sea staff on top of the STCW

requirements.

Please discuss this Safety Flash and attached investigation report at your next Safety Committee

Meeting. This Safety Flash must be filed according to procedure ID: 260 and be posted on board

the vessel for 6 months.