J P Robinson, QMUL, London S K Stoyanov, UCTM, Sofia

1. Environmental Health and Safety in Port Areas JP Robinson, QMUL, London S K Stoyanov, UCTM, Sofia

2. All organisations are subject to a range of conditions that may cause them damage: Hazards A hazard can be generally defined as something that has the potential to cause damage.

3. Hazard

4. Potential to cause damage

5. This harm may be in the form of direct financial loss, e.g. loss of contracts through poor financial control.

6. ORGANISATION Financial Hazards

7. But other forms of damage may weaken the organization eventually also leading to financial loss.

8. For example poor safety management will result in employee injuries, ill health, low worker morale and eventually high legal costs and inability to get insurance cover.

9. ORGANISATION Financial Hazards Security Hazards Environmental Hazards H & S Hazards

10. Hazards must first of all be recognised Then each hazard must be assessed for the severity of the potential harm the likelyhood of the harm being realised This is the classical risk assessment

11. ЕБаси …..! МНОГОСEPИОЗН !!

12. 0.1% 99.9% Frequency or Likely-hood or Честота

13. High frequency high severity 10 8 SEVERITY INDEX 6 4 2 0 1 2 3 4 5 FREQUENCY INDEX

14. Not acceptable 10 8 SEVERITY INDEX 6 4 2 0 1 2 3 4 5 FREQUENCY INDEX

15. 10 8 SEVERITY INDEX 6 4 2 0 1 2 3 4 5 FREQUENCY INDEX

16. 0.1% 99.9%

17. risk risk ORGANISATION risk Financial Hazards risk Security Hazards Environmental Hazards H & S Hazards

18. Financial Hazards H & S Hazards Environmental Hazards Security Hazards

19. After the risks have been assessed and prioritised it is necessary to reduce the likelihood- the risk - that a particular hazard will cause damage to the organization. Risk Management.

21. Risk management can be applied to a wide range of potential hazards and can be used to manage: financial risks environmental risks security risks safety risks

22. The essential elements of risk management in all of these areas are the same. They are the elements of a quality management system.

23. Controlled perimeter Inputs Outputs Processes

24. Controlled perimeter Control Inputs Control Outputs Control Processes

25. Control of perimeter Control of Materials inside: Movement of materials Handling of materials Storage of materials – segregation of hazardous materials Emergency procedures Control of materials going out Dangerous Emergency procedures Inspection Inventory Waste Emissions Control of materials coming in : Notification of dangerous substances-identification/labelling Emergency procedures Inspection facilities Special Unloading facilities Inventory Control of People inside: Access to dangerous areas Access to dangerous materials Segregation of visitors from hazardsWorker training - records Information - written procedures Hazard signage Physical barriers Control of people coming in : Visitor control/identification passes Vehicle control & inspection Information & instruction (emergency procedures etc.) Control of people going out : Visitor control/identification passes Vehicle control & inspection

26. An example of an integrated approach is found in Puget Sound, Washington State on the NW coast of the USA:

27. Puget Sound, USA Safety in Puget Sound Is managed by the Puget Sound Safety Committee This committee includes of broad range of industry stakeholders Develop & implement a Harbour Safety Plan to promote

28. a safe secure efficient environmentally sound maritime transport system

29. A well managed organisation will almost automatically control financial, security, safety and environmental risks.

30. risk risk ORGANISATION risk Financial Hazards risk Security Hazards Environmental Hazards H & S Hazards

31. ORGANISATION Financial Hazards Security Hazards Environmental Hazards H & S Hazards

32. Safety Management in Ports The first step is to determine who controls the port area and facilities. In the UK port operations often include number of different employers and or contractors with different organisations having control over different premises and activities. Under these conditions co-operationand co-ordination between interested parties is a key aspect of both environmental and safety management.

33. Safety Management in Ports The first step is to determine who controls the port area and facilities. In the UK port operations often involve number of different employers and or contractors with different organisations having control over different premises and activities. Under these conditions co-operation and co-ordination between interested parties is a key aspect of both environmental and safety management.

34. Where a single Legal Authority controls the port then the situation is simplified since that authority has the power to both make and enforce local laws controlling port activities within a defined port area. I understand that this is the situation in Bulgarian Ports but that it will change soon.

35. Captain of the Port (COTP) Puget Sound Broad authorities to manage maritime safety & security Enforces International & National Regulatory Regimes Leads “Non-Regulatory” efforts with the Harbor Safety Committee & Industry Associations Designated Incident Commander for Port Wide Emergencies

36. As an employer a Port Authority must protect the health, safety and welfare of the port employees and also the health and safety of other persons who might be affected by the activities of the port.

37. To do this effectively it is necessary to assess the risks to health and safety that various machines, activities, substances and structures may pose and then to develop procedures that minimise these risks. The procedures must also include contingency plans for any emergencies. To carry out a risk assessment for working in the port environment it is necessary to first identify the significant hazards to workers, visitors and members of the general public.

38. It is important that safety rules are applicable to all people entering all port authority areas including management, maintenance and engineering staff, marine services staff, Customs, Immigration and Port Health officers, ships’ crews, shipping agents etc.

39. EMPLOYEES VISITORS PASSENGERS SHIPS CREW CONTRACTORS MEMBERS OF THE PUBLIC People who should not be there (even thieves) TRUCK DRIVERS WHO NEEDS TO BE PROTECTED ?

40. In ports and harbours this duty also extends to the hazards likely to be found on ships entering the harbour area. No employees should be allowed to work on or near a ship until it has been shown that it is safe to do so.

41. For example port employees are frequently required to use equipment on the ship for loading and unloading. Equipment on ships must meet the requirements of shipping legislation but it is necessary to make sure that the equipment meets the port safety standards before employees are allowed to operate it.

42. The Master of the ship should hold documents showing that the equipment satisfies legal requirements and port employees must not use equipment unless validated documentation is available. Even then it may still be prudent to carry out an inspection of the equipment before allowing workers to use it.

43. The main questions for a risk assessment are What are the hazards associated with the work environment? Who can be harmed by these hazards? How can they be harmed? What is the likely hood that a particular hazard will be realised – the risk of harm from a particular hazard? How is the risk being controlled? If the risk is not being controlled what needs to be done to control the risk and how soon must it be done? Have the results of the assessment been recorded?

44. Some of the important hazards in port areas are: Falls from height Pedestrian access to ships – gangways Working on container tops Container lashing Open holds on ships Falling from stowed cargo Covering cargo on trucks Wind conditions and wave movement Moving Vehicles and Equipment Loading and unloading roll on roll off ferries Movement of tractors on dockside Container lifting and handling plant Forklift trucks