The Master is responsible for ensuring that there is a safe means of access between the vessel and the shore or between the ship and any other ship.
Equipment used for this purpose must be well maintained, in proper working condition, rigged correctly and promptly, adjusted correctly, and monitored and kept safe throughout the ship’s stay.
All access points and equipment providing access are to be well lit.
Appropriate safety and warning signs are to be posted at the access to the ship.
Access equipment is to be kept free of snow, ice, cargo, oil, and grease residues at all times.
In the interests of security, wherever possible, access to the ship is to be limited to one point at the gangway or accommodation ladder.
Each Access point is to be manned at all times by a crew member with a means of contacting the Officer of the Watch. The crew member assigned to this duty is not to leave their post at any time without being properly relieved.
Under no circumstances is this watchman to escort visitors throughout the vessel unless a relief watchman is in place at the access point they are assigned to.
The requirement for access points to be properly manned applies whether the means of access is by gangway, ladder, or by any other means.
All personnel, whether ship staff, visitors, stevedores, contractors, authorities or anyone else, are to use properly designated access points and proper means of access. Incidents where individuals are observed accessing the vessel by any other means are to be reported immediately as “incidents”, additionally the Master is to notify the Ship Management Team at the earliest opportunity. In the case of a crew member, such action will be considered serious misconduct and may result in serious disciplinary consequences.
The following additional notes are made to ensure safe means of access can be maintained:
1. Rigging Gangways
Gangways must not be rigged at an angle of more than 30° and accommodation ladders no more than 55° from below the horizontal unless specifically designed for greater angles.
Where a gangway or accommodation ladder rests on top of a bulwark or strengthened handrails, a bulwark ladder must be provided. Any gap between the gangway or accommodation ladder and bulwark ladder is to be fenced to a height of at least 1 metre. Handrails are to be fitted to at least one side of the bulwark ladder to ensure safe passage to and from the gangway.
After the means of access has been rigged, it must be checked to ensure that it is safe to use. Regular checks are to be made during the period of use and any adjustments made as required. Stanchions are to be securely rigged and guard ropes or chains kept taught at all times.
The access point should be located away from any area where a suspended load is expected to pass, such as a cargo working area on a general cargo vessel.
A gangway or accommodation ladder must never be allowed to drop between the ship and the quay or other structure in such a way that it may be crushed or damaged.
If the gangway is fitted with wheels or rollers, it must be fitted or protected in such a way to prevent feet from being caught and is to be placed in a position that does not restrict the free movement of the wheels. If the landing surface is rough suitable material is to be placed under the wheels to ensure free movement.
When a bulwark ladder is used in conjunction with a gangway it must be fitted in such a way that it is properly and safely secured.
Ship’s handrails are not to be used to support gangways unless the rail has been specially reinforced for that purpose.
Gangways and accommodation ladders are normally the main types of accesses used, however some vessels may have other access methods that require special handling and precautions. The Master must ensure that they and their crew understand and adhere to these specific requirements.
Rope ladders must only be used as a means of access if there is no other safe alternative available as a result of the port in which the vessel is operating. Where a rope ladder is used as a means of access it must be rigged to the same standard as a pilot ladder and must be manned at all times like any other (conventional) means of access.
2. Gangway Safety Nets
The purpose of a safety net is to minimise the risk of injury arising from falling between the ship and quayside, between two ships, or falling onto a quay or jetty.
Safety nets of suitable strength, dimensions, mesh size and strength must be rigged using available securing points on the ship and on the shore. Where practicable, the whole length of the access is to be covered with such a net.
The method of rigging the net so it passes underneath and up the sides of the gangway, securing it to the top rope and thus enclosing the spaces between and under the hand-ropes is incorrect. This protects a person from falling through the ropes, however it does not offer any protection for the person falling off the gangway over the top hand-ropes.
For a standard accommodation ladder parallel to the ship’s side, the net should be rigged so it will prevent someone falling between the ship and quay. Rigging the net so it also encloses the outboard and top rails will also enhance safety.
For an athwartships brow gangway, safety nets must be rigged so that the safety net extends on both sides of the brow for a distance of 1.8m, and the net is to be kept taut at all times. To achieve this it will be necessary to attach the nets to the shipside rails on either side of the gangway. On most brow gangways the critical part is the transfer at the top from brow to bulwark ladder and it is essential that this area is properly protected.
3. Other Equipment at Access Points
A lifebuoy fitted with a self-activating light and a separate buoyant line attached to a quoit, or similar device, is to be provided ready for use at the point of access to the vessel. Note that for tankers and other vessels carrying dangerous cargoes, the lifebuoy lights must be intrinsically safe.
4. Maintenance of Access Equipment
All ship’s access equipment must be maintained according to the manufacturer’s instructions and the vessel’s planned maintenance system. It must be visually inspected prior to each use and subjected to a thorough inspection by a Deck Officer on at least an annual basis.
All moving parts and wire falls are to be adequately lubricated with the correct oil or grease. Any damages to wires or ropes are to be investigated carefully and, if deemed necessary, replaced or renewed. A careful check is to be made for any signs of cracking or corrosion.
The majority of gangways and accommodation ladders are constructed of aluminium alloys which can corrode easily when in contact with other metals. Care must therefore be taken to ensure that joints of rubber or neoprene are used between steel fittings (e.g. stowage points, washers etc.) and aluminium. Any repairs using steel doublers or bolts made from steel or brass are to be considered only temporary. Permanent repairs must be undertaken as soon as possible.
5. Shore-Supplied Access Equipment
When the access equipment is provided by the port authorities or another shore-party, it remains the responsibility of the Master to ensure as far as practicable that the equipment is suitable for the needs of the vessel, that it is properly rigged, safe for use and adequately illuminated.
Should defects or deficiencies in shore-supplied access equipment be noted, they must be reported to the shore authority who supplied the equipment immediately for repair or replacement. An unsafe means of access must not be used under any circumstances. In the event that the port authority is unwilling to act on the noted defect or deficiency, the Master is to advise the Ship Management Team immediately.
Irrespective of anything contained in this section, at all times the requirements of the International Maritime Pilots’ Association with respect to boarding arrangements for pilots are to be complied with, and in addition all personnel involved should exercise good seamanship and the norms of common sense.
Pilot transfers are risky operations. The pilot is there to get you safely into and out of port, it is our responsibility to get them safely on and off our ship.
Regulations regarding maintenance and pilot transfer arrangements entered into force on the 1st July 2012. Any new ladder or associated equipment purchased after this date must be certified by the manufacturer as per MSC.308 (88) SOLAS Regulation V/23.
All ladders used for pilot transfer shall be clearly identified with tags or other permanent marking so as to enable identification of each appliance for the purposes of survey, inspection and record keeping.
A record shall be kept on the ship as to the date the identified ladder is placed into service and any repairs effected.
01 Position and Construction
The securing points, shackles and securing ropes should be at least as strong as the side ropes specified below.
Ropes
The side ropes of the pilot ladder should consist of two uncovered ropes not less than 18mm in diameter on each side and should be continuous, with no joints and have a breaking strength of at least 24KN per side rope. The two side ropes should consist of one continuous length of rope, the midpoint half-length being located on a thimble large enough to accommodate at least two passes of side rope.
Side ropes should be made of manila or other material of equivalent strength, durability, elongation characteristics and grip which has been protected against actinic degradation and is satisfactory to the Administration.
Each pair of side ropes should be secured together both above and below each step with a mechanical clamping device properly designed for this purpose, or seizing method with step fixtures (chocks or widgets) which holds each step level when the ladder is hanging freely. The preferred method is seizing.
Steps
The steps of the pilot ladders should comply with the following requirements:
1. If made of hardwood, they should be made in one piece, free of knots
2. If made of other than hardwood, they should be of equivalent strength, stiffness and durability to the satisfaction of the Administration.
3. The four lowest steps may be of rubber of sufficient strength and stiffness or other material to the satisfaction of the Administration.
4. They should have an efficient non-slip surface.
5. They should not beless than 400mm between the side ropes, 115mm wide and 25mm in depth, excluding any non-slip device or grooving:
6. They should be equally spaced not less than 310mm or more than 350mm apart
7. They should be secured in such a manner that each will remain horizontal.
Replacement Steps
No pilot ladder should have more than two replacement steps which are secured in position by a different method from that used in the original construction of the ladder, and any steps so secured should be replaced as soon as is reasonably practicable by steps secured in position by the method used in the original construction of the pilot ladder. When any replacement step is secured to the side ropes of the pilot ladder by means of grooves in the sides of the step, such grooves should be in the longer sides of the step. Any repairs affected should be logged in the maintenance log.
Spreaders
Pilot ladders with more than five steps should have spreader steps not less than 1.8 metres long provided at such intervals as will prevent the pilot ladder from twisting. The lowest spreader step should be the fifth step from the bottom of the ladder and the interval between any spreader step and the next should not exceed nine steps.
Retrieval Lines
When a retrieval line is considered necessary to ensure the safe rigging of a pilot ladder, the line should be fastened at or above the last spreader step and should lead forward. The retrieval line should not hinder the pilot nor obstruct the safe approach of the pilot boat.
Permanent Markings
A permanent marking should be provided at intervals of 1 metre throughout the length of the ladder consistent with ladder design, use and maintenance in order to facilitate the rigging of the ladder to the required height.
02 Access to Deck
Means should be provided to ensure safe, convenient and unobstructed passage for any person embarking on, or disembarking from, the ship between the head of the pilot ladder. Where such a passage is by means of:
1. A gateway in the rails or bulwark, adequate handholds should be provided at the point of embarking on or disembarking from, the ship on each side which should not be less than 0.7 metres or more than 0.8 metres apart. Each handhold should be rigidly secured to the ships structure at or near its base and also at a higher point, not less than 32 mm in diameter and extend not less than 1.2 metres above the top of the bulwarks. Stanchions or handrails should not be attached to the bulwark ladder.
2. A bulwark ladder should be securely attached to the ship to prevent overturning. Two handhold stanchions should be fitted at the point of embarking on or disembarking from the ship on each side which should be not less than 0.7 metres or more than 0.8 metres apart. Each stanchion should be rigidly secured to the ships structure at or near its base and also at a higher point, should not be less than 32mm in diameter and should extend not less than 1.2 metres above the top of the bulwarks. Stanchions or handrails should not be attached to the bulwark ladder.
03 Stowage of Pilot Ladders
When not in use ladders should be stowed in a sheltered location on gratings to ensure air flow and covered by a tarpaulin.
04 Maintenance
A Pilot ladder maintenance log is to be maintained and recorded each month, a copy of this form FM04 being attached to this system. The Chief Officer is to initial each month that an inspection has been carried out and record any maintenance or repairs carried out to the ladder.
A pilot is not required to climb more than 9 metres on a vertical ladder. In cases where the distance between the water and the ship’s point of access is more than 9 metres, the pilot ladder is to be used in conjunction with an aft facing accommodation ladder.
The pilot ladder must be rigged adjacent to the lower platform of the accommodation ladder and is to extend at least 2 metres above the lower platform. The lower platform is to be in a horizontal position when in use. All stanchions and hand-ropes are to be secure and taught.
Lighting is to be provided so that the full length of the accommodation ladder as well as the pilot ladder is adequately illuminated at night.
Any access to the ship must be safe.
Gangway rigging is covered above in Section 05 Safe Access.
In principle, when in port a gangway should be used to access the vessel.
It is strictly prohibited to access the vessel by "jumping" from the wharf onto the ship - even if this appears easy to do at any point.
Whenever crew or others are to embark or disembark while the vessel is at sea, the same arrangements should be used as for Pilots (refer section 06, 07, 08). The Master has the final decision on whether conditions are suitable for transferring people at sea. In making that decision they should also consider that most people have less experience than pilots in using pilot ladders.