Editorial (17)
There is much documentary evidence to suggest that slips, trips and falls account for a high percentage of occupational accidents onboard ship.
This is not surprising, given the environment in which those who work aboard ships operate: a floating platform that is suscept- ible to pitching and rolling movements; wet and slippery deck surfaces; cavernous (and often poorly illuminated) compartments and tank spaces; high masts, funnels and bulkheads; moving objects such as cranes, derricks, davits and hatch covers; and the presence of a variety of oils and greases.
The shipowner/shipmanager has a duty to ensure that the hazards that can be faced by those who work aboard ships are reduced to a level that is 'as low as reasonably practical'. Yet, many a seafarer has a tale to tell of some design weakness that has led someone to fall or trip. And, there are a number of accident reports which tell of a crewmember, stevedore or shipyard worker who has fallen from a mast, ladder or platform.
It is so easy to attribute such accidents to 'human error' either due to a lapse in procedure, or 'poor housekeeping' poorly maintained PPE, a failure to read a warning notice, or simply because that person has not applied the adage of 'one hand for the ship and one for yourself'. But, perhaps had a little more thought been given to 'designing out' these hazards at the design stage, then some of them may not have occurred.
There can, of course, be flaws in the best of design solutions, some of which cannot be detected until the build stage, or even after the ship has entered service. It is nevertheless important that potential hazards should be identified during design. This is where the operational experience of the seafarers and the expert knowledge of a Human Factors specialist, both at the design stage and during build, can be exploited to spot the various hazards that can bring about slips, trips and falls.
The shipowner/manager should also bear in mind that these design solutions must be kept under review throughout the lifecycle of the ship.
But, there is not a 'design' solution for every single hazard. It is therefore important that those who are working aboard ship comply with appropriate safety regulations and codes of safe working practices, follow the correct procedures, and wear the appropriate PPE.
They should take 'seaman-like measures' to ensure their own safety and the safety of others by, for example: cleaning up spills as soon as they occur; avoiding the need for trailing wires and cables; not leaving stores, equipment and garbage lying around the decks; properly securing the ship for sea; rigging temporary guardrails around openings in the deck; en- suring that gangways are properly secured and are fitted with safety nets; rigging upper deck safety lines in rough weather; and providing extra lighting when needed.
Safety information should be provided through bulletins, safety alerts and posters; regular safety inspections should identify slip, trip and fall hazards; 'unavoidable' hazards should be clearly marked and warning signs posted; and regular safety training should be conducted.
Whatever, the adage of 'one hand for the ship and one for yourself' will still apply!