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Research indicates that promoting accident prevention on board reduces injuries, many of which are small in nature but can result in expensive medical treatment, legal and other associated costs. It looks closely at ways of safeguarding and improving the personal safety of everyone on board ship. Its overall objective is to reduce the number of personal injuries that occur on board. Some of the videos are devoted to certain areas of the ship the others to specific types of ship. The series has 13 modules:- THE SHIPBOARD MANAGEMENT ROLE (EDITION 2) THE SHIPBOARD MANAGEMENT ROLE (Edition 2)
This module sets the scene by looking at what senior management on board and ashore can do to promote and sustain good personal safety. The main message is clear: safety must become a key issue in all management decisions and the shore office needs to take the lead. On board it is essential to have good safety planning and proper supervision of procedures. Setting an uncompromising personal example and praising those following safe working practices will promote safety. In case of an accident both ship and shore staff share the responsibility for the follow up. PERSONAL SAFETY IN THE ACCOMMODATION
The basic safety rules are highlighted by featuring two seamen whose behaviour changes dramatically when they come off duty. On deck, in workshops and other areas, they are models of thoughtfulness and professionalism, but as soon as they stop work they undergo a personality change that creates hazards for them and their colleagues. Their misdemeanours range from smoking in bed to poor personal hygiene and include the common hazards that arise in the ship’s accommodation areas. PERSONAL SAFETY ON DECK
This video portrays accidents on deck involving lifting, mooring, ladders, electricity, corrosive materials and many more, as well as the correct procedure in each case. The viewer is shown in a factual and convincing way what damage can be done to the human body when these sorts of accidents occur. PERSONAL SAFETY IN THE ENGINE ROOM
In the engine room everyone has to ensure the hazards which exist do not result in personal injury. Realistic scenes show the value of correct protective clothing and how to deal with the hazards of working with machinery, hand tools and welding equipment. PERSONAL SAFETY IN THE GALLEY
This module looks at the significance of safe working practices and good hygiene in the galley. Spills, trips and falls are shown and correct techniques described when lifting hot or heavy objects. Careful use and storage of knives and mechanical slicers are shown. The importance of hygiene in storage, handling and preparation of food is explained as is maintenance of cold stores and fridges and escaping from them. How quickly a pan can catch fire shows why the galley should never be left unattended if any cooking is taking place. PERSONAL SAFETY ON BULK CARRIERS
This module shows personnel how to avoid the most common forms of accident which occur on bulk carriers. These include entering restricted areas, failing to wear a hard hat, smoking near hatches and the special risks associated with some cargoes. Each risk is depicted as a temptation - usually to cut corners and save time - and the viewer is invited to consider whether they would have given in to temptation in the same way as the characters on the screen. We then see the consequences of giving in, followed by the correct procedure to guarantee safety. The viewer is left in no doubt that it pays to give a little extra thought to personal safety. PERSONAL SAFETY ON GENERAL CARGO SHIPS
This module shows the personal consequences of gambling with safety on board cargo ships. The presenter tells the story of his misfortune; when he took a chance and ignored some elementary safety precautions during his work on the deck, as an electrician. His friend gambled by climbing on the railings instead of using a portable ladder. He paid with his dignity and several weeks in hospital. The module goes through some typical hazards associated with cargo movement on board this type of ship. Moving loads, moving hooks and wires, nails and dunnage can all represent hazards which must be taken into account. Working out of sight of others may also be dangerous. Leaking hazardous material must be dealt with according to the appropriate safety precautions. PERSONAL SAFETY ON CONTAINER SHIPS
This is the story of Abu, who fell when he didn’t bother using a portable ladder. He lay for what felt like hours before anyone found him. If only he’d said he was going on deck at night to carry out his routine checks. Abu would have kicked himself for being so stupid if he hadn’t just broken his legs. Also dealt with are other hazards including keeping to approved routes in container terminals, keeping clear of containers and not walking along the working-side of the ship, especially at night. Dealing with leaking containers, possible fire hazards, not going on deck in very bad weather, are all points which are mentioned. PERSONAL SAFETY ON TANKERS (Edition 2)
This module discusses relevant issues on all types of tankers. It looks firstly at enclosed spaces, which should only be entered after the most thorough checks. Everywhere on board good housekeeping, proper maintenance of mechanical equipment and regular inspections for leaks are essential for safety. Alongside, all visitors to the ship must be made aware of all the safety regulations and restrictions, particularly with regard to smoking materials, mobile phones, pagers and cameras. Crews must be aware of fire hazards, including the problems of static electricity and how the risk of sparking can be minimised. All hot work must conform precisely to the permit to work issued for it. Slips, trips and falls are common and the first lines of defence are personal vigilance and personal protective equipment. PERSONAL SAFETY ON CHEMICAL TANKERS
Chemical tankers are complicated ships with demanding cargo operations. They carry many different cargo parcels on each voyage, with each different chemical representing a potential threat to personal safety. This video emphasises that the most important defence against personal injury is to keep to the established procedures of all operations. The video is divided into seven detailed sections:
In addition, the programme features case studies of real incidents demonstrating what occurs when proper procedures are disregarded. Cargos can be toxic, asphyxiating, corrosive and flammable. This programme establishes the importance of everyone knowing the hazards presented by every cargo parcel and the personal protective equipment required. The video concludes by emphasising the two main defences against personal injury- knowing the ship and keeping to the proper procedures. PERSONAL SAFETY ON CAR CARRIERS AND RO-ROS
Car carriers and RoRos present special; risks arising from their specific design features and cargo operations. For this reason, all personnel joining such ships must attend special training programmes. The module stresses the importance and preparation prior to cargo operations and car deck inspections so that everyone is familiar with the process and their respective roles. Everyone working on board must extend a duty of care towards stevedores and drivers. Also covered is the importance of regular deck inspections whilst at sea, ventilating the vehicle deck area before entering and checking for loose and protruding lashings. Semi-trailers and hazardous cargo containers are mentioned as are the reasons for smoking and refuelling prohibitions. PERSONAL SAFETY ON PASSENGER SHIPS
When people are in a holiday mood, acting safely is rarely at the top of their list of priorities. The message of this video is that crew have to watch out for the safety of the passengers as well as doing their own job safely, using the correct procedures. Passengers may need to have the safety features of their cabins pointed out, including the location of their life jackets and muster station. Passengers should be encouraged to use hand rails whilst walking about especially in heavy weather. If an accident occurs, help should be given whether to crew member or passenger and the safety officer, medical department or supervisor informed. Injured people feel very vulnerable, so no injured passenger should ever feel they have been neglected. UNSAFE ACT AWARENESS
Notwithstanding the advent of the ISM Code, shipboard accidents resulting in death and personal injury continue to occur. Those accidents may just be the tip of the iceberg. Beneath the surface there may be countless unsafe acts and conditions that arise on a daily basis. These could all have serious results, but often do not simply because of good fortune. This training package, comprising a video and supporting booklet, is designed to highlight the need for every member of the crew to take active responsibility for safety, and to eradicate unsafe acts and conditions. It shows the approach that is needed to achieve this, and actively encourages the adoption of a "no blame" culture. The programme is directed towards everyone who works on board a ship, any kind of ship, because the responsibility for safety is collective. In order to deal with the issue of motivation, the programme directly addresses the key question "What's in it for me?" It examines the personal consequences of accidents - injury, loss of livelihood, family problems, increased workload, even prosecution. It examines critically who is responsible for safety on a ship - it is not just the safety officer. The programme shows that with an active approach to safety, accidents will become less frequent, the working atmosphere will improve, and the ship will become more efficient. The package deals in detail with unsafe acts and conditions, and how to avoid them, and looks at how to develop a working atmosphere in which safety becomes a habit rather than an obligation. THE MARINER’S ROLE IN COLLECTING EVIDENCE
Claims for losses, damages and personal injury cost shipping companies over $2 billion per annum. Claims made against shipowners are settled on the evidence which is available. If well presented accurate reports are not prepared when an incident occurs on board, then it is almost impossible to dispute a claim. Supportive action which can be taken by those onboard include photographs of cargo condition, particularly if commodities have been left on the quayside in heavy rain. Similarly the video emphasises how important it is to verify every detail in the event of an injury to avoid fraudulent claims and establish the facts. Where closed circuit television is installed as on ferries for example, holding the record of events when an incident occurs is an essential part of collecting evidence. The video makes a strong case for all officers, not just the Master, to be vigilant and establish the habit of recording events which might lead to a claim. SAFE VDU OPERATION
Because of the implementation of EC guidelines in 1992, this training package was produced to help organisations in their efforts to comply. The program places great emphasis on the importance of the design and layout of the VDU work-station for safe and efficient operation and develops the ways in which management and staff should work together to achieve a safe and healthy working environment. The use of case studies brings home to the viewer the importance of getting things right and not ignoring any early warning signs of health problems such as RSI (Repetitive Strain Injury). This demonstrates to all VDU users that the equipment itself is perfectly safe provided the people that use it are properly trained and have the necessary support from management. WHO NEEDS IT? PERSONAL PROTECTIVE EQUIPMENT
This series of nine linked video modules is designed to encourage seafarers not just to use PPE, but to use it properly. It is structured to allow the selection for viewing only of those modules appropriate to any given audience. In the introductory module, it is stressed that safety is ultimately a personal responsibility. Each individual should make sure that they use safe working practices. That includes using PPE. Using inappropriate or defective PPE can be as dangerous as not using any. In the eight succeeding modules, common workplace situations are featured. Each covers a specific type of protective equipment:
These show how easily things can go wrong and what could have been done to prevent accidents happening. Each of the specific modules includes advice on how to care for PPE, how to check for and recognise defects, and what action to take when defects are discovered. In many cases, the video also shows what difference PPE would have made to the outcome of a dangerous situation. SECURITY AT SEA
This subject is of growing significance to seafarers as the incidence of attacks on merchant shipping by pirates, stowaways and drugs traffickers becomes more frequent and more violent. The most essential elements of practical defence against such attacks is to guard against illegal or unauthorised entry to the ship. All the available resources on each ship should be used to either prevent illegal entry or to reduce the chances of such entry. The ship’s specific security plan needs to be drawn up either by the Master himself or with the active participation of the Master. His role as the responsible person for on board safety and security is critical. The devised security plan must be communicated to the officers and crew and implemented by all concerned to reduce the chances of illegal entry at the gangway or any other parts of the ship. Passes are checked and the use of secure stevedores’ tags are suggested. All openings which may be used for unauthorised entry should be secured by the use of barbed or razor wire. In addition to these defence techniques, regular searches should be carried out for drugs as well as stowaways. The package then deals with an emergency situation, namely a threat of a piracy attack. The measures include ensuring that everyone on board gathers in safe areas and that all stores and equipment which are capable of being moved are also behind locked doors. As these attacks invariably take place at night, the ship is lit up as much as possible to warn the possible pirates that their presence has been noticed. Often such a warning will discourage them from carrying out an attack. Sirens, fire hoses and water jets are turned on to discourage the attackers from boarding the ship. LIFEBOAT ON-LOAD RELEASE MECHANISMS (EDITION 2)
On-Load Release systems were developed in the early 1980s and are mandatory under SOLAS regulations. They allow the lifeboat to be released with the load on the hooks when waterborne, unlike traditional hook-and-eye systems. During a real abandon ship operation, a lifeboat would not normally return to the ship. However, during drills, the lifeboat has to be recovered from the water and returned to the davits. It is this stage of the lifeboat drill that is the point of greatest risk and it provides the focus for the video. Live action, library footage, graphics and animation are employed to illustrate the correct sequence of recovery and the precise operation of On-Load Release Gear during the critical stages of attaching the falls and the subsequent lifting operation. Each component in the Release Gear is shown and its mode of operation illustrated in close-up. Checks and safety procedures are explained and the importance of correct maintenance emphasised. The operation of the Release Gear is then seen in the context of a complete drill, from start to finish. On-Load Release gear if correctly used and maintained is a vital and reliable element of a ship’s safety system. Incorrectly operated, or neglected, it can easily become a real danger to life. A BREATH OF FRESH AIR - PORTABLE GAS DETECTORS
This package is aimed at ships’ officers and similar shore-based personnel whose duties include the use of portable gas detectors. It explains that portable gas detectors are a vital part of safety procedures. They must be used, and used properly, when it’s appropriate. It’s to the individual’s personal benefit and the benefit of the people they work with or control. Many people forget that some spaces on ships and in terminals - cargo or gas tanks, for instance - are, under normal circumstances, totally unable to support life for one reason or another. That, not unnaturally, makes them very dangerous environments. There are any number of ways in which a space can become hazardous. The package covers many of the most common and shows how portable gas detectors can help. Set on board various types of ship, including tankers and cargo ships and ashore in terminal, the package shows a wide range of equipment, including modern devices and older designs which are still widely used. The package covers the three main areas in which portable gas detectors are used: detecting flammable gases, toxic gases, and checking for oxygen - usually to ensure that the air is safe to breathe. Each of these is covered in a separate section. Typical situations are featured in each. The package explains why gas detectors are used in each of these three areas. It also highlights the need to make sure that each person watching and the people with whom they work are safe, by following guidelines that are clearly explained. SAFE AIR TO BREATHE (EDITION 2)
On board ship, situations sometimes arise where lack of oxygen or the presence of toxic gas can require the use of breathing apparatus that delivers a steady supply of clean air. This training package shows the main components of the BA systems commonly used on ships and details the test procedures that should be undertaken to ensure that the equipment is working properly. It also shows the use of BA in emergency situations and discusses some of the procedures that should be followed including risk assessment, the setting up of an entry control centre, and the establishing of clear communications protocols. ENTERING INTO ENCLOSED SPACES (EDITION 2)
This package deals with the entering of enclosed spaces on board vessels. It shows what can happen when no precautions are taken resulting in tragic circumstances. The video shows the hazards in enclosed spaces: the “physical”, such as ladders, slippery surfaces, projections, loose objects and unguarded entrances. It then also shows the “atmospherical”, such as flammable and toxic gases and deficient atmospheres. The film then shows the correct procedure for entering an enclosed space, with the emphasis on safety precautions, using a check list, test equipment, breathing apparatus and assistance at all times. SAFE GANGWAY & LADDER OPERATIONS
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Time: 23 Mins
Time: 12 Mins
Time: 17 Mins
Time: 25 Mins   Code No 946 |
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On arrival at port, ships are boarded by a wide range of people from agents, customs officials and stevedores to inspectors, shore crews and visitors. The accommodation ladder, or a gangway, is the normal means of access and often gives the first impression of how the ship is managed.
At sea Pilots have to embark and disembark often in hazardous conditions. It is therefore essential that the Pilot ladder is of the highest standard, maintained properly and that a ship’s crew is fully aware of the procedures and able to carry them out correctly.
This new and essential training package from Videotel is aimed at all seafarers and highlights best practice in the rigging, maintenance and operation for accommodation ladders, gangways and pilot ladders.
The main topics covered are:
Risk Assessment
Accommodation Ladder Rigging in Port
Gangway Rigging in Port
While on Watch
Pilot ladders
For ships with a freeboard of above and below 9 metres
Maintenance
The video and accompanying workbook will instill into the seafarer the need to be vigilant and responsible for the safe operation of all types of ladders and gangways. The training package is also available as an interactive CD-ROM program, which combines the awareness of the video and the detail of the workbook with a variety of assessment questions.
SAFE USE OF RIGGING EQUIPMENT
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Code No 700 |
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This training package illustrates and explains the many different ways to lift a load by cranes, hoists and winches during the varied operations seafarers are involved in when moving provisions, machinery and cargo.
It establishes that it is most important to know the weight of the load so that the correct weight load limit for each of the shackles, hooks, clamps and slings employed in the lift can be determined. If the weight is unknown, the package explains the method of calculating it for both regular shaped and irregular shaped objects.
The method of selecting the various shackles, hooks, blocks and slings is shown and their range of configuration and material is illustrated, including steel wire, rope, webbing etc.
The video package then discusses and illustrates the different hitches that are normally employed in typical lifting situations in the engine room and on deck. These include the vertical hitch, bridle hitch, the basket hitch and the choker hitch. In each case graphic illustrations are provided to show the various forces and the angles at which they prevail which affects the weight load ratings of all the rigging involved.
Finally, there are a number of special cases discussed and illustrated, for example, lifts which involve tandem application of rigs; rigs which lift through openings; unusual hitching and multiple hitching. The video places great emphasis on the need for operators of lifting equipment to undergo thorough training.
SAFE HOT WORK PROCEDURES
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Code No 701 |
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Hot Work on board ship has been the cause of various disastrous yet avoidable accidents. Hot Work is dangerous and must be controlled. This is the vital controlling message of this video package.
The training package explains that the recommended means of control for Hot Work is the Permit to Work System. The Hot Work Permit is designed to eliminate or at least reduce the risk of injury or damage on board ship. It is issued only after a thorough risk assessment and only in conditions where Hot Work is unavoidable.
The ship’s department heads - the Master, the Chief Engineer and the First Officer - must ensure that the proposed Hot Work is necessary, cannot be delayed, cannot be substituted and cannot be transported to a machinery space which is suitable for safe hot working. The video continues by illustrating the meticulous investigation and risk assessment that is conducted by the Master of the vessel before he agrees to issue a Hot Work Permit, including seeking permission from the Operators of the vessel.
Concurrently, the video shows the preparation work, the isolation of the area where the Hot Work is going to be performed and gives the legal and safety parameters in force on board ship.
Finally, we see Hot Work being carried out safely by illustrating electrical welding, gas welding and grinding inside a tank or enclosed space.
SAFE ISOLATION OF MACHINERY
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Code No 702 |
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One of the facts surrounding the operation of powerful machinery on board ship is that when it is switched off for repair or maintenance it must still be controlled by safety measures. A lock out and tag out system has been designed to provide this safety. The training package explains that there are two tiers to this safety system. A tag out system represents the administrative control, which involves placing a warning tag on the means of machine or power isolation, informing others that the machinery or power system is being worked on. The tag should prohibit the reinstatement of the system by anyone other than the person who placed the tag.
The second tier of safety involves the use of a physical locking out of controls, switches and isolators, thereby preventing its reconnection by anyone other than the key holder of the lock out device. Both tiers of this safety system must be recorded in a log-book and cancelled when the work has finished and the lockout device and tag have been removed.
The video illustrates the use of the lock out/tag out system in some special cases, for example, when the same machinery is being worked on by several different engineers and when shift work is involved and the new shift arrives before the last one has finished working.
OPERATIONS & PERSONAL SAFETY IN DRY DOCK & REPAIR YARDS
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Code No 692 |
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During a ship’s normal operating cycle all operations take place in accordance with the company’s safety systems and operating procedures. These guidelines are familiar to all on board. The ship is both a home and workplace and as such becomes familiar to all that serve there.
This video and supporting print set out to describe and illustrate how different this comfortable familiarity becomes when a ship enters a dry-dock or repair yard. There, parts of the ship may disappear, a hundred or more people may invade her. Tools, materials, cables, pipes and unfamiliar installations may litter the deck and the normally free access routes. Most important of all, in a ship-yard, safe working practices are governed not by the ship’s familiar safety systems but by those of the shipyard. To this end co-ordination of all work practices, and all safety issues are controlled by a joint safety committee.
All these components mean new hazards and new sources of danger, requiring extra care and vigilance from every-one on board.
The package goes through some of the main processes involved in entering a dry dock, controlling and co-ordinating safe working practices and showing the many different situations which can arise; each of which can represent a threat to safety.
Although the video features a number of different types of vessels from passenger ship to crude oil tanker, a typical story is told. This starts with the vessel approaching a dry dock and shows the preparation of the ship and personnel for entry, through a range of typical jobs being carried out on deck, in the engine room and on the superstructure. Finally equipment and alarm testing is shown prior to departure.
DEATH IN MINUTES - RESCUE TECHNIQUES FROM CONFINED SPACES
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Code No 750 |
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The hazards of entering confined spaces on board ship are ever present and, despite carefully laid down procedures, there is always the chance that a rescue of injured personnel will be required. For this to be successful requires the right equipment on board and for the crew to be well trained in its use. Regular drills should be held to avoid unwelcome surprises during an actual emergency.
This new drama-based training package illustrates the problems that can arise by featuring a security team searching for illegal substances on board a bulk carrier. Not being aware of all the dangers that may arise in confined spaces, one of the search party enters a tank where the atmosphere does not support life. His colleague finds him and attempts a rescue, but both are asphyxiated.
When the alarm is raised a full emergency rescue begins but a number of things go wrong. The rescue rope is too short, only one resuscipack is available, a second face mask is attached to one of the rescuer's air cylinder, but the hose is not long enough and the face mask gets disconnected as the body is lifted. During the rescue of the two men, techniques involving a stretcher and harness in vertical rescue are shown. Meanwhile, in the Engine Room another search team member gets into difficulties as he emerges from the bilges in answer to the emergency signal. He falls among the pipes and valves, suffering a probable leg fracture. The shore rescue party arrives on board, paramedics stabilise the injured man and firemen lift him out through the escape shaft and take him to the waiting ambulance.
In conclusion the Master discusses the items raised during the rescue with the Officer in Charge of the search team and key teaching points are emphasised, illustrated by repeat scenes. Overall this video, supported by an accompanying booklet, provides a powerful training tool, based on real events, to convey the importance of correct techniques for confined space rescue. The package supports training required by the STCW Code Chapter VI.
MAINTENANCE OF LIFEBOAT ON-LOAD RELEASE SYSTEMS
 
Code No 759 |
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There have been an alarming number of accidents involving lifeboats with on-load release gear in recent years. An IMO report noted that there were seven categories of causes of these accidents. These included inadequate maintenance, lack of familiarity with the equipment and unsafe practices during drills and inspections. In addition it will help in familiarising crew with the equipment and in avoiding unsafe practices during maintenance.
The training package provides a refresher course for those on board ship carrying out and supervising the maintenance of on-load release mechanisms. It is designed to complement the instructions and manuals provided on board.
The package is modular and the different sections can be watched and studied with the workbook at different training sessions. After an introductory section there are sections detailing the reasons for maintenance and hanging off procedures followed by sections detailing the maintenance procedures for five manufacturers.
These are:-- Mills Titan
- Harding
- Tor
- Fassmer
- Hatecke
Each of these sections deals with the weekly inspection required by SOLAS as well as the monthly or quarterly inspection depending on the manufacturer. There are final sections dealing with annual maintenance and the principles of maintenance.
WORKING AT HEIGHT (SCAFFOLDING SYSTEMS & PLATFORMS)
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Working at height can be dangerous, especially at sea. Every year sees deaths that could have been prevented. Deadly mistakes can happen at any stage of the process; when you are planning what kind of access equipment to use, or designing and erecting a scaffold, not just when it is being used.
Anyone who is involved with height access equipment has a responsibility for their own safety and that of the people around them. In this program, which is aimed at seafarers of any level of experience or seniority, we highlight safety at every stage of the process, and set out some useful guidelines.
The program is packed with useful information, and is modular in form, so you need only concentrate on sections relevant to you.
Modules in the program include:
Introduction - working at height
Assessing the risks
Scaffolds and tower systems
Safe working on scaffolding
Using ladders
Using mobile platforms
Closing module - includes sections on what not to do, personal protective
equipment, etc.
KILLER - THE LETHAL DANGERS OF HYDROGEN SULPHIDE
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Code No 932 |
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Hydrogen Sulphide (H2S) is a colourless gas with a distinctive odour of rotten eggs. It is a toxic gas and the health hazard depends upon both the duration of exposure and the concentration.
Sense of smell to H2S is lost at concentrations of 100 ppm, so people may have little warning of the presence of the gas at dangerous concentrations. At levels above 700 ppm, H2S can kill instantly.
There are three elements of the H2S training package, namely:
- Video/DVD/VCD
- Accompanying booklet
- Interactive Computer-Based Training (CBT) program
The video takes on the premise of an unseen killer that stalks a vessel. Through an investigative and dramatised documentary approach, with a sinister underlying theme, the programme will help to convince the viewer to be more vigilant to his/her surroundings and the dangers that lurk around the ship. The accompanying booklet gives more detail and can be used as both a learning and reference tool.
In support, the interactive CBT program combines the awareness of the video and the detail of the booklet with a range of assessment questions. The complete package will enable the end-user to have a thorough understanding of the subject matter.
The target audience is all marine personnel, covering a broad range from deck crew to Masters, including land based marine workers. The overall aim of the three elements is to facilitate an awareness of the dangers and impact caused by H2S and to promote broader detection and personal safety.
SAFE LIFTING OF NON-CARGO LOADS
  Code No 967 |
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Bringing non-cargo items, such as crew possessions, provisions or spares aboard a ship is a task that can sometimes be a relatively low priority for crews. It may be done in a hurry or with fewer or less experienced people than good working practices dictate. However, when hoists and cranes are used for any task, injury and even death are always a potential.
Common failings include poor communication between the personnel involved, disabling safety features of the lifting equipment, and exceeding the Safe Working Load (SWL) of the gear. Any of these mistakes can result in a serious accident unless some simple rules are followed.
This programme aims to alert seafarers to the dangers of failing to follow safe methods of working when using non-cargo deck cranes. It shows different examples of the type of equipment in use, referring to lifts done at the quayside, on loading from supply or other boats, as well as offshore lifts, and includes the recommended safe working practices to follow.
The training messages are appropriate to the use of non-cargo cranes, gantries, hoists, derricks, chain blocks and other lifting equipment. The programme highlights the potential hazards and dangers of non-cargo lifting, encouraging the individual to think about safety and procedure before and during operations.