Ferry and charter boat work needs vessel-specific planning before anyone starts. Builders, subcontractors, supervisors and tradies must account for changing weather, moving decks, water access, machinery, passengers and the limits of the vessel or jetty. The job should proceed only when responsibilities, controls, communication and emergency arrangements are clear.
Information current: 8 August 2026. Local WHS/OHS, marine, port and environmental requirements vary, so check current regulator and maritime authority material for the jurisdiction and activity. Any national Model Code should be treated as general orientation, not automatically applicable law in every jurisdiction.
Main hazards in ferry and charter boat work
The risk profile changes between a docked vessel, an operating vessel, a slipway and a shore-side work area. Common hazards include:
- falls from gangways, ladders, decks, roofs or scaffolds, including falls into water
- slips caused by wet decks, oil, fish residue, ropes, tools or poor housekeeping
- crushing, entanglement and struck-by risks from engines, winches, propellers, anchors, mooring lines and moving plant
- electrical work in wet or corrosive conditions
- welding, cutting, grinding, hot work and fire in restricted spaces
- hazardous substances, fuel vapours, exhaust, coatings, solvents and battery gases
- enclosed or confined spaces, including tanks, voids and machinery areas
- manual handling in tight spaces or on unstable surfaces
- vessel movement, swell, wake, tides, wind, poor visibility and severe weather
- fatigue, heat, UV exposure, noise and limited access to medical assistance
- interaction between contractors, crew, passengers and port operations.
The WA Ferry and Charter Boat Industry Code covers ferry operators, function cruises, fishing charters, ecotourism operators, diving charters and sailing vessels. It recognises that operations differ and recommends controls suited to the particular vessel or fleet.
What to sort out before work starts
Start with a joint walk-through involving the vessel operator or master, the contractor and affected workers. Confirm the exact work area, access route, operating status and who controls the vessel, plant and isolations.
Before mobilisation, normally confirm:
- the scope, sequence, interfaces and person supervising the work
- weather, tide, swell and vessel-movement limits for stopping work
- safe access, edge protection and arrangements for recovering someone from the water
- isolation of engines, propellers, electrical systems, hydraulics and stored energy
- hot-work, confined-space or other permit arrangements
- emergency communication, first aid, rescue equipment, muster points and evacuation routes
- how passengers, crew and unrelated contractors will be separated from the work
- where tools, materials, fuels and waste will be stored so stability and access are maintained.
The WA Code describes a risk process that identifies, analyses, evaluates and treats risks, followed by monitoring and review. It also recommends pre-departure checks covering the vessel, engines, safety equipment, weather, tides and communications equipment.
What good controls and documents usually cover
Documents should match the work actually being performed. Depending on the job, the control set may include a vessel safety management system, project or contractor WHS plan, risk assessment, SWMS, task procedure, permit, isolation record, emergency plan and inspection checklist.
Useful supporting records include inductions, toolbox talks, competencies, equipment inspections, maintenance records, safety data sheets, passenger briefings and incident or near-miss reports.
Emergency procedures should cover credible events such as fire, engine failure, medical emergencies and evacuation. The WA Code also calls for safe boarding access, headcounts and passenger inductions covering exits, life jackets, emergency arrangements and safety equipment.
Controls must remain workable when the vessel moves, weather changes or the crew configuration changes. Review the job when conditions depart from the plan.
When a SWMS or site-specific document commonly applies
A SWMS commonly applies when construction work meets the definition of high risk construction work under the requirements applying in that jurisdiction. Examples can include work involving a risk of falling, confined spaces, energised services, powered mobile plant, structural alteration or a risk of drowning.
A maintenance task that is not high risk construction work may still need a vessel-specific risk assessment, procedure, permit or isolation plan. Confirm the classification before work starts and make sure the selected document reflects the vessel, berth, weather, interfaces and rescue arrangements. It should be reviewed after a change, incident, near miss or evidence that a control is ineffective.
Practical warning signs
Pause the job when you see:
- unclear control between the master, operator and contractor
- engines or plant that could start without a verified isolation
- no practical person-overboard or confined-space rescue method
- unprotected edges, unsecured gangways or cluttered escape routes
- changing weather or movement outside agreed limits
- workers who have not received the induction or task briefing
- passengers entering the work zone
- paperwork that describes a different vessel, task or work method.
How Blue Safe can help
Blue Safe provides compliant WHS documents tailored to the client's activities, applicable Australian WHS/OHS requirements, jurisdiction and industry. This can include SWMS, risk assessments, procedures, contractor documents and supporting WHS systems suited to ferry, charter boat, jetty, maintenance and marine construction work.
Blue Safe guarantees the document compliance of the WHS documents it provides, including eligible customer documents after Blue Safe has reviewed and upgraded them. Customers actively put the compliant documents into practice through controls, consultation, training, actions, records and evidence.