Permit To Work should be obtained before going overboard

The ship’s draft mark is very inconvenient to read due to the design, especially the midship and stern draft marks. If ship alongside, the inboard draft mark can be read from the berth, If the port does not allow crew going ashore due to security or covid-19 restrictions, then the pilot ladder or small crane must be used to check the draft, A similar approach should be taken for the seaward draft reading.

No matter what method is used, as long as the draught is read onboard, it involves outboard operations. However, a recent spate of fatal accidents has raised public concern, involving crew members reading the draft and falling overboard resulting in death.

• Chief officer of bulk carrier INCE EGE fell into water from pilot ladder while trying to read draft marks at Taman port, Russia, Black sea, understood early in the morning Feb 4, at nigh time. He was rescued 45 minutes later, but neither crew, no port paramedic, who was transported by tug, were able to resuscitate him, he, unfortunately, died. Understood the main cause of his death was hypothermia.
• Turkish 36-year old Captain of German Capesize bulk carrier MATHILDE OLDENDORFF tragically died at Tianjin port, China, while measuring ship’s draft using pilot ladder from the shore side of berthed ship.

About 4 years ago, the same accident happened onboard MV Amazoneborg. The general cargo vessel Amazoneborg was docked at Section 19 in the Port of Trois-Rivières, Quebec. The third officer was assigned to take the vessel’s draft measurements. Some time after 2210 Eastern Daylight Time, the third officer went to read the amidships draft marks on the vessel’s seaward side; he was later reported missing. Search and rescue authorities were notified of the situation and conducted a search of the area without success. The third officer’s body was recovered on 07 October 2017 near Champlain, Quebec.

After accident, vessel operator Wagenborg Shipping B.V. reiterated to its entire fleet that crews must obtain work permits when going overboard to collect amidships draft marks. Wagenborg also barred the use of Jacob’s ladders for this task and now requires pilot ladders or embarkation ladders. Other changes require crew to wear PFDs when working overboard, and assigning another crewmember to supervise the activity with a lifebuoy ready to deploy

In order to avoid similar accidents, the following safety recommendations are provided for reference:

1. Although the draught checking work is normal, it is a working overside operation. Therefore, the captain and chief officer must set the example by strictly following the relevant procedures for risk assessment and taking relevant safety measures each time.
2. Checking draught is usually carried out via pilot ladder, sometimes the crew using lightweight aluminium ladders; in any case, they must ensure that the ladders are in good condition. However, the use of Jacob’s ladders for this task is not recommended because they often lack sufficient handholds and footholds when flush against the hull.
3. Some ports have special regulation for checking the draft, e.g., Rio Tinto terminal at Dampier, the Outboard draft marks cannot be read by ship’s crew using rope ladders over the outboard side. A manometer must be used for the purpose of calculating outboard drafts.
4. The person going down to check the draught must wear life jackets and Fall Prevention Device (FPD). Another crewmember must be assigned to supervise the activity. Lifebuoy with a safety line readily available on deck.
5. The officer usually carries a flashlight when checking the draught at night, and often holds the ladder with one hand and takes the flashlight with the other hand. This a very dangerous operation, so should always be careful.
6. If the weather is bad during the berthing, there will be also waves in the harbour basin, so you should take appropriate protective measures.
7. If the port allows you to go to the pier to read the draught, you should also wear a life jacket, as there is risk of falling into water at shore side.

We all know the importance of safety culture. Although there is a SMS on board and various supervision mechanisms on shore, why do accidents still happen repeatedly? Maybe there is a saying: Safety culture is caught and not taught, which can give us the answer. Only when the ship really realizes the importance of safety and understands the seriousness of the consequences, the crew can really implement various safety regulations onboard, especially the TOP4, which must play a leading role in safety, and others will naturally follow suit.

In addition, innovations in technology may make draught reading easier and safer. E.g., SGS already developed a draft survey tool which can measure the draft on deck instead of climbing down pilot ladder to check the draft.

The views presented are only those of the author and do not necessarily reflect those of SAFETY4SEA and are for information sharing and discussion purposes only.