Professional Documents
Culture Documents
MGN 40 (M)
International Safety Management (ISM) Code
Notice to Shipowners, Ship Operators, Charterers and Managers; Ships Masters,
Ships Officers and Seamen.
This Note supersedes M1353, M1424 and M1616.
Summary
This note informs ship operators and crews about the ISM Code.
Key Points:
INTRODUCTION
1.
2.
3.
4.
5.
6.
7.
10.
.2
.3
MANDATORY IMPLEMENTATION
8.
9.
European Requirements
9.1
11.
12.
VOLUNTARY IMPLEMENTATION
13.
16.
CERTIFICATION
14.
15.
APPLICATION
17.
18.
20.
.2
21.
22.
FEES
23.
MSAS(D)
Maritime and Coastguard Agency
Spring Place
105 Commercial Road
Southampton
SO15 1 EG
Tel: 01703 329202
Fax: 01703 329379
April 1998
MS 166/2/5
An executive agency of the Department of the
Enviroment, Transport and the Regions
General
1.1
Definitions
1.2
Objectives
1.3
Application
1.4
Designated person(s)
Emergency preparedness
10
11
Documentation
12
13
PREAMBLE
1
1.2
Objectives
1.2.1 The objectives of the Code are to
ensure safety at sea, prevention
of human injury or loss of life,
and avoidance of damage to the
environment, in particular, to the
marine environment, and to
property.
.1
.2
.3
continuously
improve
safety management skills of
personnel ashore and
aboard ships, including
preparation for emergencies
related both to safety and
environmental protection.
Definitions
1.1.1 International Safety Management (ISM) Code means the
International Management Code
for the Safe Operation of Ships
and for Pollution Prevention as
adopted by the Assembly, as
may be amended by the
Organisation.
.1
.2
1.3
Application
The requirements of this Code may be
applied to all ships.
1.4
.2
.3
.4
.5
.6
3.3
DESIGNATED PERSON(S)
.2
.3
.4
.5
2.2
3.2
Functional requirements for a Safety
Management System (SMS)
5.2
6.2
6.3
.2
.3
the
6.4
6.5
6.6
6.7
FOR
DEVELOPMENT OF PLANS
SHIPBOARD OPERATIONS
10
EMERGENCY PREPAREDNESS
8.1
8.2
8.3
9.2
.2
.3
.4
at
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DOCUMENTATION
12.6 The management personnel responsible for the area involved should take
timely corrective action on deficiencies
found.
.2
.3
10
Introduction
It has already been stated that the human element plays some part in virtually all accidents. While the
operational responsibility lies with the master, the overall responsibility for the safe operation of the
ship rests with the company. Casualty investigations, including Formal Investigations, have shown that
good management practice is not always followed. These notes are not a substitute for reading the Code
and other useful reference material but are intended to guide and suggest good practice on the
development of a Safety Management System which meets the requirements of the Code. It is
recognised that not all companies are the same and significant differences will exist between the
operation of vessels of different types. Therefore these notes should not be considered as exhaustive.
2.
3.
As already mentioned the Designated Persons (DP) role should not be undervalued. The DP must
actively ensure that the ships are properly and responsibly operated and to this end should maintain
close contact with Masters and Officers. They should visit the ships at regularly intervals. They should
monitor internal audits, corrective actions, safety, accident and casualty reports and the general
efficiency of the Safety Management System.
4.
In developing instructions for shipboard operations a suggested outline of the contents which
should be included is given below. It is acknowledged that every company and ship is
different and the actual contents will vary and change with time. Every ship should carry
shipboard instructions, which should contain the following statement:
Nothing in these instructions removes from the master his authority to take any
steps and issue any orders, whether or not they are in accordance with the
instructions, which he considers are necessary for the preservation of life, the safety
of the ship or the prevention of pollution.
4.1.1 General
.1
11
.2
.3
Written statements of authority and responsibility and in particular for the master
giving him overriding authority to make decisions with respect to safety and
pollution prevention and to request the companys assistance as may be necessary.
.4
.5
.6
Action to take if a key crew member, including the master, dies or becomes
incapacitated.
.7
Reporting procedures, including internal onboard, from the ship to the company
and to others, such as for reporting casualties, accidents and dangerous incidents.
(e.g. MCA, MAIB, classification society, insurance company etc.).
.8
.9
.10 Procedures for Document Control: How to keep the documents up to date and
ways of suggesting improvements and amendments. The system should not be
considered as static but continually developing and improving.
.11 Welfare of those onboard: Health, hygiene and safety (e.g. making reference to the
Code of Safe Working Practice).
.12 Medical arrangements: Designation of responsible officers, location and custody of
medical equipment including First-Aid kits and Ship Captains Medical Guide.
Action in cases beyond the scope of ship-board treatment.
4.1.2 Notes
.1
.2
The information given is for guidance but ultimately it is the responsibility of the
company to develop a system which best suits its needs and those of the Code.
.3
.4
.5
Check-lists can be useful to assist routine checks, e.g. prior to sailing, maintenance
etc.
12
4.3
.1
.2
.3
.4
.5
.6
Maintaining records: The location and persons responsible for keeping relevant
records, including e.g. deck, engine, official log books, charts and nautical publications,
Merchant Shipping Notices, Marine Guidance Notes, Marine Information Notes,
Notices to Mariners and other official publications. Lists of approved berths, technical
records and reports, instruction manuals for on-board equipment; stability book,
draught records, compass error book, manoeuvring data, shipboard oil pollution and
emergency plan, oil record book, statutory and classification certificates etc.
.7
.8
.9
.10
.11
.12
.13
Requirements relating to bow, stern and other openings in the ships hull structure.
.14
.15
.16
Onboard review: At specified intervals, evaluate the efficiency of the SMS and bring to
the attention of relevant personnel.
13
.2
.3
.4
.5
.6
.7
.8
.2
.3
.4
.5
.6
.7
.8
.9
.10
Assessment of actual and expected weather and sea state, using both official forecasts
and own observations.
.11
.12
.13
14
4.5
4.6
.14
.15
.16
Clearance.
.17
.18
Watchkeeping requirements in general; Bridge, Engine Room and Radio. Masters and
Chief Engineers standing orders.
.2
.3
.4
Monitoring of machinery and other equipment. Keeping records and logs Cleanliness
of machinery spaces. Special requirements when watertight doors are shut. Monitoring
the condition of cargo and inert gas systems.
.5
.6
.7
.8
.9
.10
.2
.3
.4
Man Overboard.
.5
Action in the event of the failure of essential equipment. (e.g. main or auxiliary engines,
steering).
15
.6
Obtaining assistance and assisting other vessels or persons. (e.g. towage etc.).
.7
.8
.9
Pollution: Large and small oil spills, loss of dangerous goods and other cargo.
References:
The ISM Code embraces aspects of most current conventions and regulations. The following list of
documents, which is not exhaustive, gives references which will be of assistance in developing a SMS:
Latest consolidated edition of The International Convention for the Safety of Life at Sea,
1974 (SOLAS 74) (and any additional amendments)
Convention on the International Regulations for Preventing Collisions at Sea, 1972 (as
amended)
Merchant Shipping Notices, Marine Guidance Notes and Marine Information Notes,
particularly those dealing with:
Codes of Practice
Training
Operational aspects
Pollution prevention
Health and Safety issues
MCA Instructions for the guidance of surveyors (including those for the ISM Code,
when published).
Codes of Practice (e.g. Code of Safe Working Practices for Merchant Seamen, Codes of
Practice related to stowage of Cargo, International Safety Guide for Oil Tankers and
Terminals (ISGOTT) etc.).
16
2.
The Assembly, at its nineteenth session, adopted resolution A.788(19) - Guidelines for
Administrations on the implementation of the ISM Code. These guidelines are generally accepted
as being a good basis on which Administrations can build as experience is gained in implementing
the Code. The same resolution requests Administrations to review the Guidelines in the light of
such experience.
3.
Experience to date has highlighted that the Guidelines referred to in paragraph 2 provide no
guidance as to how companies operating multi-flagged fleets are to be treated. The absence of such
guidance is leading to confusion amongst all sectors of the industry which under certain
circumstances may lead to unnecessary duplication of work if not properly addressed, will
diminish the impact of the ISM Code on the shipping industry.
4.
The Maritime Safety Committee and the Marine Environment Protective Committee, considering
the matter at their sixty-sixth and thirty-eighth sessions respectively, agreed on the following
supplementary guidance to be followed by companies and Administrations, as appropriate.
To facilitate the auditing and certification process companies should approach the relevant flag
Administrations, proposing a plan of action and requesting agreement by all parties. This plan
should clearly state which entity (see paragraph 8) is to conduct which part of the process.
6.
This approach by companies should be taken at least 12 months prior to the mandatory application
date for the particular ship type or types involved.
8.
In this respect Administrations should bear in mind that the provision of SOLAS regulation IX/4.1
allows for the following entities to issue DOCs:
9.
The need for establishing a clear link between the shore-based part of the Safety Management
System of the company and the shipboard parts should be clearly recognised.
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