ENVIRONMENTAL HEALTH AND SAFETY IN PORT AREAS

JOHN ROBINSON1, STOYAN STOYANOV2 Queen Mary University of London Mile End Road, London E1 4NS, UK, [email protected] 2 University of Chemical Technology and Metallurgy, Sofia 8 blvd. Kl. Ohridski, 1756 Sofia, Bulgaria, [email protected]
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ABSTRACT The essential feature of health and safety management within an organization is the control of risks to health and safety. The techniques for controlling these risks are essentially the same as those for controlling other risks such as financial and environmental risks. Safety management should, therefore, be an integral part of an organizations operational system and should essentially have the same quality management approaches that are applied to environmental and safety risks. Safety management in port areas involves the identification of the most significant hazards and the systematic assessment of the risks that these hazards pose under foreseeable circumstances. In ports, hazards associated with dock structures, lifting and cargo handling appliances, flammable and explosive substances, access to ships and ships holds, working with containers and dangerous substances form some of the general hazard groups that should be considered. A number of the hazards identified in a health and safety risk assessment will also represent environmental hazards. For example, flammable and explosive chemicals are both safety and environmental hazards. Therefore controlling the safety risk will also control the environmental risk. The paper discusses hazard identifications and risk assessment and management systems in the context of dock-work and emphasises the importance of worker information and training in meeting both safety and environmental management requirements. The strategic targets of the Bulgarian state control system and the measures for improving marine and ports safety are described. The impact of noise, infrasound and vibrations in port areas in Bulgaria are also discussed. Keywords: Health and safety, Sustainable port operation, Noise, Infrasound, Ultrasound, Vibrations, Port hazards, Risk.

1. CONTROLLING AUTHORITIES The first step in developing a safety management system for a port area is to determine who controls the port area and facilities. In the UK, port operations often involve a number of different employers and or contractors with different organisations having control over different premises and activities. Under these conditions,

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co-operation and co-ordination between interested parties is a key aspect of both environmental and safety management. Where a single Statutory (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. 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 carried out by the undertaking. This latter category would include visitors, ships crew and passengers and anyone else who might be in the port area such as delivery truck drivers. To do this effectively, it is necessary to assess the risks to health and safety that various plant, activities, substances and structures may pose. The controlling Port Authority management team should then prepare rules for safe systems of work and operational procedures to ensure the health, safety and welfare of all their workforce and port users based on the risk assessments. The procedures should include contingency plans for any emergency. 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, Port Health, ships crews, shipping agents etc. EU Directives concerned with maritime safety standards are mainly concerned with health and safety of ships crews [http://soefart.inforce.dk/sw1919.asp]. Port health and safety issues are largely dealt with by general EU health and safety legislation [http://europe.osha.eu.int/legislation/directives] and by reference to publications produced by the International Labour Organisation (ILO) [ILO-OSH, 2001] and industry organizations such as the International Cargo Handling Co-ordination Association (ICHCA) [http://www.ichcainternational.co.uk/pubs2.htm] which set out more detailed procedures for safety management applicable to ports. These principles include the need for a written health and safety policy statement that clearly sets out the line management structure along with responsibilities and accountability. Necessary competencies and training requirements should also be specified in the document. The contents of the safety policy should be effectively communicated to all concerned. In general there are sufficient regulations and legal duties aimed at making docks safer, however there is a relative poor accident record on many port areas due to an insufficient commitment to the development and promotion a strong health and safety culture that includes strong elements of training and awareness. 2. ACCESS TO AND MOVEMENT AROUND PORT AUTHORITY AREAS A key element of safety management is the ability to control access to hazards. In the context of ports, only authorised persons and vehicles should be allowed to enter the port authority area. So far as is practicable, pedestrians should not be allowed into port areas and if access by pedestrians is necessary the number should be minimised and their activities strictly controlled. All pedestrian visitors authorised to enter the port area should be made aware of terminal rules and procedures and given guidance on the hazards along with the authorization. With the mechanization of cargo-handling operations, it has become increasingly necessary to pay careful attention to the design, layout and maintenance of port infrastructure, plant and equipment. Since vehicles and mobile plants are now one of the main elements in fatal and serious accidents in ports, people should be separated from vehicles whenever this is practicable by providing clearly 204

marked pedestrians routes or walkways. Walkways should be wide enough for the number of persons expected to use them at any one time and the edges of walkways should be clearly delineated by markings that are clearly visible by both day and night. Markings to identify walkways should be clear and unambiguous and there should be no doubt whether markings indicate a walkway, a plant crossing or other dangerous area, such as the track of plant. Pedestrians should be instructed to always look out for moving vehicles and overhead cranes, and to give way to them at all times. Similarly, drivers should be warned of the need for care especially in the vicinity of walkways. Guidance given to pedestrians should include written details of the port area pedestrian routes along with relevant safety instructions including emergency procedures. The Master of every ship visiting the terminal must also be given copy of such port instructions, routes and walkways for the information of his crew. Proper traffic management schemes should be applied to all areas, making use of one-way systems where practicable. Signs and markings should be as close as possible to those that would be found on the public road systems. Speed limits that are clearly signed, strictly observed and enforced should be applied to all areas and parking restrictions, indicated by notices or road markings, should also be strictly observed and enforced. In addition to general access control, there will be more hazardous operational areas that need an additional level of access control; for instance, container handling areas. Except at the dockside, the perimeter of container terminals should be permanently fenced so that all people and vehicles can only enter through effectively controlled gates. Persons seeking to enter such areas must first obtain entry authorization and such authorization must be recorded by a controlling agent and where relevant all operations within the area halted. Any person entering a designated operational area under this arrangement must wear a high visibility garment and a safety helmet. Lighting that is both suitable and adequate should be provided in all port areas and particularly in operating areas with at least 20 lux being provided in operational areas 5 lux in access areas. Work should cease if visibility is adversely affected by fog, snow or any other cause to such an extent as to make working conditions unsafe. 3. TRAINING AND INFORMATION It is generally recognized that the modern dockworkers profession cannot be learned entirely by experience of working on the dockside. The complexity and diversity of modern cargo-handling is such that safe and expert working in an efficient and responsible fashion has to be taught to all prospective dockworkers. Training should include both general induction training and training relevant to their specific work. In addition to induction and specific training there is increasing need for continuation or refresher training in order to deal with technological advances and the introduction of new plant or working practices. General induction training should be given to all persons who are to work in ports. This training should cover the general hazards associated with ports and should also include site-specific hazards and relevant local rules and emergency arrangements, including the action to be taken in an emergency. The need for structured training, rather than just working alongside a more experienced worker, has increased with the mechanization of port work. Job-specific training, including knowledge of cargo-

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handling methods, should be provided for all port workers working with cargo, not only those operating plant or other equipment. National vocational qualifications in relevant port work competencies should be developed and the holding of a relevant certificate of competency can assist potential employers in the selection of port workers. Records should be maintained of the training that each port worker has received and the competencies that have been attained. In addition to training schemes relevant information on matters that are likely to affect their safety or health must be available to all workers. The information should be given to them in writing or made available to them by other means. The information should include relevant safe systems of work, material safety data sheets relating to dangerous cargo that they handle and any dangerous substances that they use during their work. It should also include reference to relevant port safety documents and to the health legal requirements of the International Maritime Dangerous Goods (IMDG) Code, (1993) [IMDG Code, 1993]. IMDG is the standard guide to all aspects of handling dangerous goods and marine pollutants in sea transport. Dockworkers Training schemes, have been established in many ports. In the port of Antwerp for instance, a Dockworkers Training Center has been established and everybody who wants to obtain a dockworkers license must attend a compulsory three week training course and become familiar with the theory and practice of every aspect of port work. The primary aim of this training is to increase safety but it also has the advantage of improving worker motivation and efficiency and can also be used to improve environmental awareness. Training is also provided for specialist personnel who operate forklifts, cranes and other lifting gear and, through a programme of continuing training, the expertise of supervisory staff is updated so as to familiarize them as quickly as possible with developments in transport techniques and handling procedures. The Port of Antwerp also has a Joint Safety and Hygiene Service which is a body primarily concerned with safe working conditions and accident prevention on which employees and employers are equally represented. Its functions include improving technical equipment, motivating both employers and employees, and improving working methods. Training is an important element of Part B of the draft Code of Practice concerning Safety and Health in Ports intended to replace both the second edition (1977) of the ILO Code of Practice on Safety and Health in Ports and the ILO Guide to Safety and Health in Dock Work [ILO, 2003]. The ILO recommends the use of the Portworker Development Programme (PDP) [http://www.ilo.org/public/english/dialogue/sector/sectors/pdp/index.htm, 2002] developed by the ILO to enable governments and port authorities to establish effective and systematic port worker training schemes. The PDP is designed to improve cargo-handling performance, working conditions and practices, safety and the status and welfare of portworkers using centrally produced training material. The material is produced by recognized experts in the field of port training working together with a team of subject-matter experts and so far covers container terminal work. 4. RISK ASSESSMENT IN PORT AREAS National and local safety and health management systems for ports should be based on risk assessments. To carry out a risk assessment for any environment, it is necessary to first identify the significant hazards in that environment. In ports and harbours, it is also necessary to consider the hazards likely to be found on ships entering the harbour area since no employee should be allowed to work on or near a ship that is not safe until it has been made safe. The Masters of all ships entering the port should hold documents showing that shipboard equipment satisfies legal 206

requirements. No port employees should 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. For example, port employees may be required to use equipment on the ship for loading and unloading. Although equipment on ships must meet the requirements of shipping legislation, it is still necessary to make sure that the equipment is safe before employees are allowed to operate it. The main questions for risk assessment are: What are the hazards associated with the work environment? Who can be harmed? 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? Is the risk being controlled? If not, what needs to be done to control the risk and how soon must it be done? Have the results of the assessment been recorded? Some of the important hazards in port areas are shown in Box 1.
Box 1. Important hazards in port areas 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; - Positioning of dockside plant and equipment (risk of collision, risk in poor visibility in holds); Falling objects: - Lifting and suspension of loads and stacks of cargo (paper, timber, steel etc.); - Lashing bars and fittings for freight containers; - Loose items on pallets. Slips and trips: - Wet or icy surfaces; - Badly stowed ropes, cables, lashings and other equipment; - Discarded packing, pallets or rubbish. Fire and Explosions: - Flammable liquids and gases; - Explosive or chemically unstable cargo; - Spontaneous combustion (e.g. bulk coal). - Airborne dusts Hazardous or asphyxiant atmospheres: - Volatile hazardous chemicals; - Respiratory sensitizers (flour); - Confined spaces containing low oxygen, high carbon dioxide (holds containing ripening fruit); - Confined spaces containing toxic residues (tankers with residual hydrocarbons, fumigated holds or containers). Musculoskeletal injuries: - Manual handling of loads; - Repetive strain injury from plant operation. Weather Hazards: - Cold or wet weather makes manual handling tasks more difficult; - Hot weather heat exhaustion, sunstroke; - Wet, icy conditions cause slips, trips and falls. Tidal Movement Hazards: - Access and egress from vessels; - Reduction of visibility during loading operations; - Collision between dockside equipment and vessel.

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5. SAFETY AND CONTROL IN BULGARIAN PORTS 5.1. Character of the Port State Control (a) The procedures generally used for ships are under the following Conventions: International Convention for the Safety of Life at Sea (SOLAS, 1974); International Convention on Load Lines, (LL 66); International Convention for the Prevention of Pollution from Ships [MARPOL 73/78]; International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW 1978); International Convention on Ships Tonnage Measuring (Tonnage 69). (b) The conventions listed above have been adopted in Bulgaria and the Flag-states are responsible for announcement of Bulgarian law and regulations in order to ensure the human life security and pollution prevention. (c) The ships inspection for fulfillment of the international conventions is done by authorized organizations. The responsible Bulgarian authorities for this control are the Executive Agency Port Administration (EAPA) and Executive Agency Maritime Administration (EAMA) at Bulgarian Ministry of Transport and Communications. The relevant legal acts for the activity of EAPA and EAMA are issued [REAPA, SG No 39, 2000a, REAMA, SG No 39, 2000b]. The main responsibilities for safety management in port areas are divided between the EAPA and EAMA. The EA Maritime Administration is mainly responsible for the pollution control and EA Port Administration for the health and safety control. The interconnections between Maritime and Port Administration are shown on Fig. 1. (d) The inspection procedures established by the Government port control authority in Bulgaria are operated 24 hours a day.
SEA

MARITIME ADMINISTRATION

* Inspectorate control * Signing the act for safety loading and unloading * Permission to enter the port

???!
PORT ADMINISTRATION

Stay, loading and unloading

PORT

Figure 1. Interconnections between Maritime and Port Administration.

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5000 4500 4000

Number of ships checks Settied violations

Number

3500 3000 2500 2000 1500 1000 500 0 1996 1997 1998 1999 2000

Year

Figure 2. Pollution prevention of sea water. Source: National Statistical Institute, Bulgaria, 2000 As a result of the adoption of the measures listed above combined with an increased number of ship checks and associated actions taken against ship owners, the number of oil spills and the number of sea accidents causing pollution are decreased during the last years (Fig. 2 and Fig. 3). The average annual release of oil from accidents for the last years is 136 t/year compared to the estimated total oil pollution in the Black Sea of 110 840 t/year [http://www.grid.unep.ch/bsein/tda/files/3a18t.htm].

100

Number

80

Sea accidents cousing pollution Flood petrol

60

40

20 1996 1997 1998 1999 2000

Year

Figure 3. Sea accidents causing pollution and flood petrol. Source: National Statistical Institute, Bulgaria, 2000.

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5.2. Council Directive 2002/59/EC; the Erika Directive Serious maritime accidents close to European coastlines, including the sinking of the tanker Erika, led to the drafting of a package of EC measures in 2000 [Erika Packages, 2000]. The Erika package recommended the introduction of two stages of preventive measures: Stage 1 Stage 2 implementing a system for ship traffic control for ships entering the EC ports and compulsory installation of Voyage Data Recorders (black boxes) on ships before 2007; creating a European compensation fund for recovery of damages from oil spills; creating an European Agency for Marine Safety. increasing the frequency and the scope of checks on vessels; implementing procedures for observations; stopping the operations with one hull tankers from 2015.

Council Directive 2002/59/EC [Directive 2002/59/EC, 2002] implemented the recommendations of Erika I and II and also reinforced and amending the provisions of Directive 93/75/EEC. The Directive sets out: * A system of notification for ships entering EU ports; * A system of monitoring for ships passing EU waters linked to IMO rules; * Compulsory installation of Vessel Data Recorders (VDRs) on board all ships from 2007/2008; * Reporting requirements not only for hazardous cargo and bunkers; * A system for simplified electronically-based reporting formats; * The setting up of a common shore based database; * Routines for identifying ships posing particular risks (linked to IMO and UNCLOS); * Increased powers for coastal states to inspect and instruct vessels that pose a risk to safety and the environment; * An obligation on Member States to set up and coordinate a system of dedicated places of refuge; * An obligation for ports to inform ships in port when weather conditions are deemed to be particularly dangerous, the so-called 'weather ban'. A European Maritime Safety Agency has also been established to provide the Member States and the Commission with technical and scientific assistance to ensure the proper application of Community legislation in the field of maritime safety, monitor its implementation and evaluate its effectiveness. The outcome of the Erika proposals will strengthen the framework of marine law but it will also have significant financial implications. The requirements of Directive 2002/59/EC and associated legislation will be a serious challenge for Bulgarian shipping, because the necessity of strictly observing the International Safety Management (ISM) Code requirements [ISM Code, 1993], which must be backed up by documentation to confirm the compliance of each ship with the code requirements. The effect of these Directive requirements on Bulgarian shipping is unclear but the increased expenses, including the cost of the Voyage Data Recorders, estimated to be $50,000 per ship, may

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result in the reduction in the number of Bulgarian oil tankers with a consequent negative impact on the national economy. Strategic targets and government role The Bulgarian government has set strategic targets for marine transport, including measures for: Integrating Bulgarian marine transport into the EC system; Making relevant changes to the labour code; Increasing the ship traffic control together with Turkey; Joining the European compensation fund for recouping damages from oil spills; Creating organizations and communities for classification; Continuation of harmonization of Bulgarian marine legislation with EC and world requirements. 5.3. Carry out Flag state control One of the first priorities of Bulgarian Ministry of Transport and Communications (MTC) is to keep Bulgarian ships under national flag and meeting the requirements of the Flag state control provisions. This is considered to be a key element in increasing shipping safety. The relevant legislative measures are under development. The Maritime Administration Agency is the executive agency responsible for the development and fulfillment of the Flag state control measures. 5.4. Measures for improving marine and ports safety The European Commission introduced a packet of measures to improve the marine safety and to reduce the risk. These measures have been accepted as Bulgarian national policy. In particular the following measures have been implemented in Bulgaria: Increasing the government control of ports; Strict observation of the legislative rules in accordance with European safety regulations; Creating a compensatory system for marine pollution of the environment; Incorporation with the European Agency for Marine Safety; Increasing safety of loading and unloading activity in port areas; Accepting as a general policy of accident prevention and policing of safety regulations. 6. NOISE, INFRASOUND AND VIBRATIONS IN PORT AREAS No special system has been established for the monitoring of environmental health effects in port areas in Bulgaria, however some investigations concerning the impact of noise have been carried out recently [ed. Tcvetkov and Angelova, 1995]. Noise, infrasound and vibrations represent the most widely distributed physical pollutants in port areas. To measure the impact and reduce the health effects of noise in port areas requires the establishment of a system of identification of the sources of noise and for dynamic measurement of noise level. The negative health effects caused by noise, infrasound and vibrations are well investigated and are similar to those caused by other physical factors. 6.1. Noise in port areas Table 1 shows typical sources and ranges of noise level from different types of ships that typically generate noise above 95 dB(A) during working time [Goranova at al, 1995a]. 211

Table 1. Noise level from sea transport. The level of noise in dB(A) From To Ships with underwater wings 64 120 Cargo ships 46 108 Ferryboats 42 107 Sanitary boats 72 104 Trawlers type Atlantic 46 102 Building-technical boats 58 111 Source: L. Goranova, E. Ivanovich, I. Paunov, The noise factor in industry and transport in Bulgaria, in Infrasound, ultrasound, noise and vibrations (ed. D. Tcvetkov, M. Angelova), Medicine and Sports, Sofia, 1995. Table 2 shows the noise impact on the ship transport workers, expressed as 8 hours equivalent impact in dB(A)eq.[Goranova at al, 1995a]. 6.2. Infrasound in port areas Both the movement of water during sea storms and sea transport generate infrasound. Because of the long wavelength of the infrasound and low absorptive capacity of the ships structures, this infrasound penetrates as far as the bridge areas. Infrasound in port areas is less of an issue and the effects of noise and vibrations in port areas have received more attention than infrasound. Table 2. Noise impact on the sea ship transport workers, expressed as 8 hours impact in dB(A)eq. Professional groups dB(A)eq 8 h Type of ship

Ships with stabilisers * Captains 83-85 * Chief mechanics 90-93 * Motor operators 90-93 Tugboats * Captains 77-78 * Motor operators 97-99 Pushing boats * Captains 75-78 * Motor operators 93-97 Cargo ships * Captains under 75 * Motor operators 86-101 * Sailors 80-84 * Crane-operators 79-89 Source: L. Goranova, E. Ivanovich, I. Paunov, The noise factor in industry and transport in Bulgaria, in Infrasound, ultrasound, noise and vibrations (ed. D. Tcvetkov, M. Angelova), Medicine and Sports, Sofia, 1995. For the ships with middle tonnage infrasound reaches levels of 119 dB [Nikolova and Paunov, 212

1995] during the normal operation and weather, defined as a force 4 headwind on the Beaufort scale. The level of infrasound for passenger boats with underwater stabilizers is in the region of 94 dB in the cabins, 104 dB in captain fore bridge, 86-96 dB in engine-room for stopped boat and 86 103 for moving boat. The maximum values of infrasound are in the frequency range of 6.3 25.0 Hz. [Nikolova and Paunov, 1995]. The level of infrasound for cargo carriers reaches 77 - 97 dB in the cabins, 89 dB in captain fore bridge, 64 - 88 dB in engine-room for stopped boat and 82 114 for moving boat. The maximum values of infrasound are in the frequency domain 8,0-25,0 Hz. During sea storms the infrasound level of 124 dB in all areas have been recorded [Nikolova and Paunov, 1995]. 6.3. Vibrations in port areas It has been estimated that more then 50 % of the workers in port areas are subjected to significant vibrations [Goranova at all, 1995b]. Usually vibrations above acceptable norms 85 dB(A) for 8 hours, are associated with environments in which short periods of very high intensive noise occur. Exposure to these very short periods of high intensity noise may not significantly alter the 8 hour time weighted average exposure but can have a significant negative effect on hearing. 7. HEALTH EFFECTS CAUSED BY NOISE, INFRASOUND AND VIBRATIONS The main human impact of noise is decreasing the level of hearing. Stress reactions are also possible. Noise is recognised as a significant risk factor for damage of the cardio-vascular and nervous systems [Andren, 1982, Cavatorta at al, 1987, Ivanovich at al, 1990]. The combined influence of the noise, vibrations and infrasound upon the human health is receiving a lot of attention because of the complex way in which these factors may interact to cause effects on health. The initial effects of exposure are on nervous and cardio-vascular function, but long term exposure leads to general reduction in functional human behaviour. The impact of infrasound on the blood pressure, reduction in the level of concentration, orientation, reduction in adaptation, activity and general conditions of well-being are documented [Andren, 1982, Cavatorta at al, 1987], but there is a lack of quantitative data upon which to base exposure limits. The Bulgarian Ministry of Health has set the following current limits for infrasound exposure in the workplace; up to 105 dB for frequency 2,0; 4,0; 8,0 and 16,0 Hz and up to 102 dB for frequency 31,5 Hz. A more comprehensive Bulgarian Government Standard for infrasound is under development and this standard will specify norms for infrasound exposure in ships environments. 8. CONCLUSION One of the important priorities in the establishment of environmental management of Bulgarian port areas consistent with EC regulations is the development of health and safety management systems. Hazards and risk in Bulgarian ports are associated with dock structures, lifting and cargo handling appliances, flammable and explosive substances, access to ships and ships holds, working with containers and dangerous substances. This is the reason for the established state control and management system and developing measures for improving marine and ports safety in Bulgarian ports. 213

The main physical pollutants in port areas are noise, infrasound and vibrations. The combined influence of this kind of pollution has a significant impact on the health of people working on ships and ports. These effects include decreasing the level of hearing, damage of the cardio-vascular and nervous systems, and importantly, decreasing the level of concentration, adaptation, activity and general human condition; effects that can lead to other critical accidents in safety operations. New standards and regulations should be developed for this kind of pollutants in port areas.

REFERENCES
Andren, L., Effect of noise on blood pressure and stress hormone, Clin. Scin., 62, 1982, p. 137-141. Cavatorta, A., Falzoi M., Romanelli A., Adrenal response in the pathogenesis of arterial hypertension in workers exposed to high noise levels. J. Hypertension, 5, 1987, p. 463-466. Code of Practice on Safety and Health in Ports, Tripartite Meeting of Experts on Security, Safety and Health in Ports, Geneva, ILO, 2003. Directive 2002/59/EC of the European Parliament and of the Council, OJ L208, p.1, 2002. Erika Maritime Safety Packages: I - March, 2000; II - December, 2000. Goranova, G., Ivanovich E, Paunov I., The noise factor in industry and transport in Bulgaria, in Infrasound, Ultrasound, Noise and Vibrations (ed. D. Tcvetkov, M. Angelova), Medicine and Sports, Sofia, 1995a. Goranova, L., Ivanovich E., Paunov I., The vibration factor in industry and transport in Bulgaria, in Infrasound, ultrasound, noise and vibrations (ed. D. Tcvetkov, M. Angelova), Medicine and Sports, Sofia, 1995b. Guidelines on Occupational Safety and Health Management Systems. ILO-OSH, 2001. International Safety Management Code (ISM Code), 1993. International Maritime Dangerous Goods Code (IMDG), 1993. International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 (MARPOL 73/78). Ivanovich, E., Goranova L., Hearing loss under the effect of noise of different characteristics. Symp. Noise effects on the inner ear, Gera, Germany, 6-8.11.1990. Nikolova, D., Paunov I., Infrasound, in Infrasound, Ultrasound, Noise and Vibrations (ed. D. Tcvetkov, M. Angelova), Medicine and Sports, Sofia, 1995. Regulations of the Executive Agency Port Administration (REAPA), SG No 39, 2000a. Regulations of the Executive Agency Maritime Administration (REAMA), SG No 39, 2000b. Tcvetkov D., Angelova M., (ed.) Infrasound, ultrasound, noise and vibrations), Medicine and Sports, Sofia, (1995). http://soefart.inforce.dk/sw1919.asp http://europe.osha.eu.int/legislation/directives/ http://www.ichcainternational.co.uk/pubs2.htm http://www.ilo.org/public/english/dialogue/sector/sectors/pdp/index.htm, 2002 http://www.grid.unep.ch/bsein/tda/files/3a18t.htm

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