SAFETY, RISK ASSESSMENT

AND ENVIRONMENTAL MANAGEMENT

IN THE SHIPPING INDUSTRY

by Dr. Anthony C. Antoniou

Paper to be presented at the second Meeting of the Greek Section of SNAME on May
23rd2002.

SAFETY, RISK ASSESSMENT AND

ENVIRONMENTAL MANAGEMENT IN THE SHIPPING INDUSTRY

by Dr. Anthony C. Antoniou e ell ow)*

Summarv

Safety can become a factor of major importance for evaluation of a Shipyard by Oil
Companies and Ship Owners for deciding to award their vessels for repairs. Safety is
even considered today as an integral part of the Quality System.

A new development in Safety Systems of Shipyards today is the requirement to not

only deal with Safety problems but also to address, at an early stage, the risks, their
importance, their severity, frequency of occurrence, impact on the environment etc.
and take the appropriate measures to minimize or eliminate them through a Risk
Assessment System.

A similar Risk Assessment System, titled Formal Safety Assessment System (FSA), is
presently under development by IMO for ships and is expected to be implemented in
the near future.

Finally both Safety and Risk Assessment Systems are closely interrelated with
Environment Protection Systems in an Overall Management System.

The present Paper deals in particular with subjects of Safety, Risk Assessment and
Environment Protection related to Ships, whether these are in the Shipyard under
Construction, Repairs or at Sea.

The Paper describes at first the basic components of a Shipyard Safety System
consisting of:
The Yard's General Policy Statement
The Safe Operating Procedures
The General Safety Instructions
The Safety Documentation

The focus of the description is on main Safe Operating Procedures dealing with the
Vessels' Entry Conditions and the Responsibilities of the Ships Crew and Ship
Management during the ship's stay in Yard. Special attention is also drawn on the
need for proper Training of all Yard's E~nployeesand Subcontractors of the Yard.

Dr. Anthony Antoniou is a Professor (Emeritus) of the Dept. ofNaval Architecture and
Marine Engineering, Technical University of Athens, Greece.
The principles of Risk Assessment, as applied in our days in all modern industries,
are discussed, including the scope of Risk Assessment, the reasons of its
application and the stages involved in the implementation of the system i.e. the
identification of Hazards, the evaluation of the Risks and their prioritization
through a Risk Rating Procedure in order to deal first with the most important
ones.

The Formal Safety Assessment System (FSA), presently under development by

the Maritime Safety Committee (MSC) of the International Maritime
Organization (TMO) to be applied in ships, is presented.

The methodology of FSA follows the definition of the problem as related to ship
operation, the identification of possible Hazards, the evaluation of the Risks, the
focussing on Risks needing control, the suggestion of Risk control options.

A new concept included in the FSA procedure is the recognition of the

contribution of the Human Element in the causation or avoidance of accidents
through a Human Reliability Analysis Technique.

Finally the Paper deals with the Environmental Management System (EMS)
which addresses the immediate and long term impact of the Shipyard and Ships
activities on the Environment, the determination and evaluation of significant
aspects, the identification of Environmental issues and establishment of goals for
improvement.
1.0 INTRODIJCTION

Ship repairing is an inherently hazardous operation. Hot work in tanks previously

used for carrying crude oil or chemical products emitting explosive or toxic fumes,
inflammable liquids, paint and cleaning solvents in enclosed areas, flammable
industrial gases, electrical hazards through welding or electrically operated equipment
in wet environment, lifting and transporting all kinds of loads, working on
scaffolding, areas with inadequate ventilation or lighting, transfer of liquids on board,
x-ray work, slip and trip hazards, airborne contamination through blasting and
painting, all create a hazardous environment where a potential risk is continuously
present.

To the above should be added the special condition of the ship undergoing repairs.
Under normal conditions the safety of the ship is under the control of the crew and
subject to the Owning or Managing Company's Operating Procedures. During repairs
however the ship is practically in the hands of the Shipyard and its safety is largely
dependent upon the Yard's personnel and the Yard's Safety System, although Ship
officers and crew continue to have their own share of responsibility.

The ship's safety during repairs requires therefore a combination of efforts from both
crew and Yard's personnel, a knowledge of each other systems and a continuous
cooperation in all safety aspects.

In some modern Yards the Safety Management System, including its recent
development of Risk Assessment, are integrated with the Quality and Environmental
Management Systems to I S 0 9000-2000 and I S 0 14001 respectively. In fact, the
latest issues of I S 0 Quality and Environmental Systems are not only compatible but
in many respects they complen~enteach other in Risk and Safety issues.

INTEGRATED MANAGEMENT SYSTEMS

,i) Safety 1
1
Quality

[ Environment () Risk
Assessment
Finally, the International Maritime Organization (IMO), recognizing the importance
of Safety and Environmental Protection in ships, is presently developing a formal
Safety Assessment System (FSA) for use on board ships.

1.0 THE IMPORTANCE OF SAFETY, ENVIRONMENTAL AND RISK

ASSESSMENT MANAGEMENT SYSTEMS IN SELECTING A
SHIPREPAIR YARD

The selection of the Ship Repair Yard depends obviously on various factors such as
geographical location, Yard's ability to carry out the repair, quality of work, repair
time, costs, established commercial relationship, etc. Safety and environmental
issues, however, become more and more decisive factors in selecting a Shipyard for
repairs. Major Shipping Companies have become increasingly "Safety and
Environment conscious" and are demanding entirely satisfactory Systems in operation
as a prerequisite for bringing their vessels to the Yard. A good number of the big Oil
Companies are not only requesting information on Safety, Environmental and Risk
Assessment Systems but are actually verifying the implementation of the Systems by
carrying out a thorough inspection of the Yard through a team of experts before
placing the order.

The requirement for a Safety Management System is normally incorporated in the

Repair Contract and therefore its implementation becomes a contractual obligation for
the Yard.

in certain cases Owners Specifications include specific Safety requirements. These

requirements may relate to ship access, marking of areas, issue of hot work permits,
removal of hazardous materials, topping up of gas inerted tanks, ventilation and
lighting, Safety Meetings with crew on board, availability of Medical Support, etc. or
they may simply refer to an internationally recognized set of Safety Rules such as
those by OCIMF.

2.0 THE BASIC COMPONENTS OF A SAFETY MANAGEMENT

SYSTEM

The Safety Management System of a Shipyard consists - with certain variations of

course depending on the size of the Shipyard, the type of works, the National
legislation, but also the interest ofthe Management - of the following:

3.1. The Yard's Policy Statement

It is the official document which declares the Yard's commitment to promote a Safety
System, which covers the needs of the client and the Shipyard personnel and defines
the general measures which the Management will follow in order to protect every one
from work hazards.

3.2. The Yard's General Safety Policy

The General Safety Policy describes in more detail the obligations of the Yard but
also its employees and Contractors to ensure safety.
 THE PYRAMID OF SAFETY SYSTEM DOCUMENTATION

/ \
Safety Policy

Safe Operating
Procedures (SOP'S)

/ \ Safety Instructions
(SIs)

/ Safety Documents \
Certificates, Reports, Records etc.

In particular the Policy outlines

The Safety Organization of the Yard
The creation of Safety Committees within the Yard to follow up the
compliance with the Safety Rules
The obligation of the Employees to cooperate with Management in the
implementation of the Policy
The procedures for accident reporting and investigation
The obligation for good housekeeping
The necessity for safety training at various levels, including induction and
orientation courses to new employees
The requirement for Contractors to comply with the Yard's Safety Rules.
The avoidance of substances hazardous to health.
The establishment of a Medical Center in the Yard with medical treatment
and advisory duties.
The requirement for medical examination of employees both on
recruitment and at regular intervals thereafter in case of employment of a
hazardous nature.
The obligation of carrying personal protective clothing in areas of risk.
The principles for fire prevention and fire control.
The drafting of Emergency Plans.
The guidelines for plant inspection and general security of the Yard.
The maintenance requirements of the machinery and equipment to ensure
safe operation.

Finally, the Policy refers to the Special SOPS for detailed information on the various
subjects.

3.3. The Safe Operating Procedures cover safety subjects related to working
activities.

A typical list could include the following:

Vessels' Entry Conditions

Personal protective equipment
 Scaffolding I Staging
Lifting equipment test I examination
High pressure vessels testing I certification
Gas emissions
X-ray equipment
Welding equipment and cables
Safety rules for Contractors
Grid blasting
Precautions in working areas
Paints and solvents
Fire watch
Noise and hearing
Tools and machines
Abrasive wheels
Lighting equipment
Wood working machines

3.4. The Safety Instructions are of a more general interest and refer to items such
as:
Incident reporting
Emergency control plan
Oil spills
Adverse weather conditions
Fire precautions
Ventilation

The content of the SOPS and SWIs is made known to the various Shipyard Sections,
to the extent it is relevant to them.

3.5. The Safety Documents include:

Certificates for Equipment
Gas Condition in Tanks
Accident Reports, Fire incidents
Training Records
Daily Inspection Reports
Daily Safety Log
all of which are considered essential for the follow up of the System.

4.0 THE SHIP'S MANAGEMENT AND CREWS RESPOSIBILITIES

As already previously ~nentioned,the Safety of a ship during repairs does not depend
only on the Yard, it requires equally the cooperation of the Vessel Management,
Officers and Crew in all Safety and Environmental aspects.

It is therefore necessary that Owners and Crew be informed, at an early stage, on the
Shipyard Rules and Regulations affecting Safety and Environmental Protection. To
this effect upon the entry of the vessel into the Yard a document normally titled
"Vessel's Entry Conditions", which also forms an integral part of the Yard's "General
Terms and Conditions", is delivered to the Master of the Vessel together with a list of
Safe Operating Procedures of the Yard relevant to the Crew's obligations during
repairs.

In particular the "Entry Rules" include:

A Plan of the Yard
A list of useful Emergency Telephone Numbers
Instructions in case of emergency on board the vessel
The responsibilities of shipowners and Master for compliance with the
Regulations
The liability for non compliance
The Master's overall responsibility for the ship
The Owner's responsibility for Insurance of the vessel'
The responsibility for gas safety inspection prior to entering the Yard
The vessel's responsibility for carrying and discharging pollutants and the
vessel's liability in case of pollution (costs for combating pollution, Harbour
Authority's penalty, etc.)
The Yard's Safety and Fire Prevention System and the smoking restrictions
The Convention of daily Safety Meetings on board
The procedures for prework approval, "Safe to enter' stickers, issue of hot
work permits, opening of pipelines, operation of remote controls, entry to
confined spaces, etc.
The responsibility to report any fire or accident immediately to Safety Control
Room
The responsibility for declaring any dangerous goods or off loading same
The obligation of the ship to declare the current or previous location of oil
tanks
The obligation to notify the Shipyard for bunkering, fuel transfer, turning of
main engine, propeller and rudder
The checking of the ship's cranes prior to being used in conjunction with
repair work

The SOPS related to the Crew's responsibilities address, apart from the above, some
more specific issues such as:
The participants of the daily Safety Meetings on Board
The subjects to be discussed and steps to be taken regarding various problems
related to the repair works in order to:
Verify the ship gas status and the validity of gas free certificates
Review all working permits which have been issued
Co-ordinate all work done by the Yard, Contractors and ships crew in
order to ensure that safe working conditions prevail in all areas
Define priorities in case a conflict exists between various activities
Identify the locations where blasting or painting is carried out
Identify the pipes or valves which have to be dismantled within areas
where people are working
Verify the condition of these pipes to ensure no gas or fluids are coming
out
Inform vessel's crew of any X-ray testing which has to be done during the
day
Discuss any violation of safety measures noticed during the previous day.
5.0 TRAINING

It is common knowledge that the best Safety System can not be successful unless
people from top to bottom of the hierarchy are mentalized on Safety and properly
trained to avoid mishaps in their work. The Yard should therefore have in operation a
comprehensive training programme on Safety designed to enhance awareness of
employees on Safety, In particular the Safety Training course system should include.

5.1 Safety Orientation Courses

Every new employee in the Yard should be given a Safety Orientation Course on the
Company's Safety and Fire Prevention Rules.

5.2 Safety Courses for Workers

Series of Safety courses/seminars should be conducted for each trade in their relevant
fields, covering all safety aspects and precautions to be taken in order to conduct the
work in a safe manner.

These courses should cover Riggers, Electricians, Mech. Fitters, Welders, Platers,
Stagers, etc.

5.3 Safety Courses for Supervisors

In depth Safety Training courses should be conducted for all Supervisors in various
trades. These courses should aim to enhance the feeling of responsibility for each
Supervisor in the workplace.

The following topics could be of interest:

Managing safety & health
Effective communication
Improving employee safety performance
Inspecting for hazardous conditions
Performing a job hazard analysis
Managing compliance with special requirements (confined space entry,
hearing and respiratory protection, etc.)
Managing ergonomics in the work place
Accident investigation
Making safety meetings work

5.4 Courses for Safety Staff

Safety staff should be, whenever possible, attending Conferences and Seminars with
the aim to enhance and update their knowledge in all safety areas related to repair
industry.
5.5 Safety Courses for Subcontractors and Yard's Safety Officers

In order to improve the Safety organization of the Subcontractors, the Yard should
initiate an accredited training course for Safety Officers appointed fiom all
Subcontractors with more than say 50 men, which should also be attended by Yard's
Safety Officers.

The content of this course could include topics on:

Managing safety & health-Planning
Inspecting for hazardous conditions
Permit to work- Circumstances of use - Entry into conf ned spaces
What is an accident? Unsafe acts, Unsafe conditions
Accident prevention - Main principles - Economic factors - Safety policy
Accident investigation - Gathering information - Analysis and Evaluation of
Hazards
Performing a job hazard analysis - Determining existing and potential
hazards, Recommending protective measures
Managing special compliances - Hearing, Respiratory, Protection, etc.
Effective communication
Improving employee safety performance
Hazard identification and control
Machinery guarding system - Various types of guards
Mechanical Handling - Conveyors - Lift trucks
Lifting appliances, tackles and lifting equipment
Manual handling causes and types of injury
Construction, demolition & excavation (Ladders, roofwork, scaffolding)
Maintenance work & employment of Contractors
Electricity-electrical hazards-Hazard control-Portable tools
Personal protective equipment
Noise
Fire & flammable substance - Fire classification-Fire Extinction-Storage
Preventing and fighting fire-Fire detection - Fire extinguishing equipment -
Fire precautions
Labour law regarding conditions of work
Hazards of chemicals, radiation & biological agents
Chemicals and hazardous substances
Basics of industrial hygiene.

A number of these topics could also be included in the Safety Course for Supervisors

6.0 RISK ASSESSMENT

A major factor for the success of a Safety System in an Industry in general is

possibility to identify the hazardous conditions and to evaluate the risks involved
ahead of time in order to take the necessary steps to prevent their occurrence, to the
extent possible.

The risks, in general sense, include not only injuries due to accident but also damage
to the health of the workers due to the working environment.
The principles of Risk Assessments are in our days applied in all modern countries
and constitute an essential part of the Health and Safety Management of the Industries

The purpose of Risk Assessment is to identify:

Which conditions can create a problem
What are the probabilities that this can happen and how often is happens
How serious is the problem so that a priority can be established in facing it
What measures must be taken in order to prevent a hazardous condition or
protect the employees who could be affected.

Other reasons for applying Risk Assessment Procedures for prevention of accidents
and damage to health are the following:
Increased morale and motivation of staff
Improvement in quality standards, efficiency and productivity
Improved allocation of resources
Fewer compensation clai~ns
Reduced insurance premiums
Reduction in uninsured losses

6.1 Implementation of Risk Assessment

A Risk Assessment System should identify the hazards present in any undertaking
(whether arising from work activities, layout of premises, or environmental
conditions) and then evaluating the extent of the risks involved taking into account
whatever precautionary measures are already being taken.

By "hazard: we mean a situation, which has an inherent potential to cause harm such
as injury, illness, damage to equipment or premises etc.

"Risk" is the likelihood or probability that a hazard will cause actual harm.

The "severity of risk" depends on the frequency of occurrence, the number of people
exposed, the seriousness of the consequences, etc.

To implement a Risk Assessment Programme in a Shipyard we have to start briefing

all personnel involved and ensure that Risk Assessors are competent with the Tasks
being assessed.

It is also useful to identify the most serious hazards, which should be dealt with first.

6.2 The stages involved in a Risk Assessment are the following:

Identification of hazards
Identification of people at risk
Evaluation of the risk
Selection of control measures
Information and Training of people
Record keeping
Monitoring after review
To identify a "work place hazard" one has to assess:
The environment
The plant equipment and materials
The practices and work procedures
The organizational arrangements

In addition for a shipyard we must consider the environmental hazards resulting from:
Emission of gases
Oil leakage
Air Pollution
Sea water pollution
Adverse weather conditions

The above can be achieved through

Detailed job analysis
Meetings and Safety Co~nmittees
On job discussions
Accident and ill health records
Personal experience
Guidance manuals
Existing legislation
Industry standards
Results of monitoring

6.3 Identification of the People at Risk

The identification of the people a risk should involve not only those normally working
in the plant, but also people occasionally exposed to the risks, such as Contractors or
Visitors who may be particularly vulnerable due to their inexperience.

6.4 Evaluation of the Risk

The evaluation of the Risk is based on:

The severity of a hazard and probable consequences
The likelihood of the hazard resulting in actual harm or loss
The frequency of the activity concerned
The number of people affected
The extent of their exposure to the hazard
The adequacy of the present control measures

6.5 Risk Rating

Risk Rating is used to prioritize risks so that the most important can be tackled first
and can be derived by the formula.

Risk Rating = Severity X Likelihood

Risk Rating depends also on the special conditions in each industry . One way of
using the Risk Formula is the following:
a) Assign a letter form A to C to denote the severity of harm or its
consequences (see Table 1 )
b) Assign a number from I to 3 to denote the likelihood of the event
causing the hazard to be realized (see Table 2)
c) Establish a Risk Rating chart showing the posible combinations (se
Table 3)

TABLE 1

Rate Hazard
severity/consequence

A= death
major injury
major damage or loss to
property or equipment

B= over 3 day injury

damage to property or
equipment

C= minor injury
minor damage to
property or equipment

TABLE 2

Rate Risk

I= extremely likely to
occur

2- frequent, often or likely

to occur

3= slight chance of
occurring
 TABLE 3
Risk Rating Chart

A1
Unacceptable: must receive immediate attention
to remove or reduce risk

Urgent: must receive attention as soon as possible to

reduce hazard or risk.
A3/C 1
Must receive attention to verify if hazard (A) or risk ( I ) can
be reduced. Chek if satisfactory systems are in place.

Should receive attention to check if hazard or risk can be

reduced and that satisfactory procedures are in place

Low priority

& LOW priority

6.6. Personnel Involved in Risk Assessment

Risk assessment in a shipyard should be undertaken by competent Assessors familiar

with the environment, the work activities and methods, the people involved, the
conditions under which the work is carried out and the associated restraints. They
should have the knowledge and experience to propose the best practical means to
eliminate or reduce the risks and be able to know where and how to seek for
additional information wherever needed.

Specific training and experience may be occasionally required for certain

assignments.
7.0 THE RISK ASSESSMENT IN SHIPS

7.1. Development of the Formal Safety Assessment System by IMO

Risk Assessment is not applicable only to Shipyards and other industrial plants but
also to ships.

The Maritime Safety Committee (MSC) is developing since a number of years ago the
Guidelines for the application of a Formal Safety Assessment System (FSA) for use in
the International Maritime Organization (IMO) Rule-Making Process.

IMO defines FSA as:

"A structured and systematic methodology aimed at enhancing maritime safety,
including protection of life, health, the marine environment and property by using risk
and costlbenefit assessment."

The purpose of FSA is to be used as a tool in the evaluation of new Regulations for
maritime safety and protection of Maritime environment. FSA may also be applied
by an Individual Owner who wishes to integrate FSA into the Safety Management
System (SMS) of his fleet in compliance with the International Safety Management
Code (ISM).

7.2. Methodology used by F.S.A.

The methodology used by FSA is very similar to the one previously described for land
industries i.e. to:
Identify the hazards on Board Ships
Define the risks
Establish the risk contribution
Evaluate the risk
Focus on areas of risk needing control
Identify potential risk controlling measures
Devise risk control options
Suggest decision making recommendations
Collect feedback information and data
Manage the F.S.A. results
Assess the costlbenefit of Risk Control

The definition of the problem should be related to:

Ships category (e.g. type, cargo etc.)
Ships systems or functions (e.g. type of propulsion etc.)
Ship operation (e.g. in port or during navigation)
External influences (e.g. weather conditions, traffic etc.)
Accident category (e.g. collision, five etc.)
Risks associated with consequences (e.g. injuries, damage to ship etc.)
7.3. Identification of Hazards
The next step is to identify the possible hazards through creative and analytical
techniques. As an example of hazards to be considered the MSC gives the list in
Table 4.
 TABLE 4
Examples of Hazards in Ships

SHIPBOARD HAZARDS TO PERSONNEL

Asbestos inhalation
Burns form caustic liquids and acids
Electric shock and electrocution
Falling overboard
Pilot ladderlpilot hoist operation etc.

HAZARDOUS SUBSTANCES ON BOARD SHIP

Combustible furnishings
Cargo
Paints, oil
Fuel and diesel oils
Lubricating and hydraulic oils
Thermal heating etc.

POTENTIAL SOURCES OF IGNITION

Electric use
Hot surface
Incendiary spark
Naked flame
Radio waves etc.

HAZARDS EXTERNAL TO THE SHIP

Storms
Lightning
Submerged objects
Other ships

Following the hazard identification the accident categories relevant to the ships being
considered are established by reference to the generic list given in Table 5.

TABLE 5
Example of Accident Categories

Contact or collision
Explosion
External hazards
Fire (flame, heat, smoke and fumes)
Flooding
Grounding or stranding
Hazardous substances
Loss of hull integrity
Machinery failure (computer, equipment and system faults)
Payload related
 7.4. Ranking of Accident Scenarios

In order to establish priority of hazards, F.S.A. defines consequence and probability

indices on a logarithmic scale.

A risk index is subsequently established by adding the probability frequence and

consequence indices, i.e.

Risk = Probability X Consequence

log (Risk) = log (Probability) + log (Consequence)

The following tables give an example of logarithmic severity and

probabilitylfrequency indices.

TABLE 6
Severity Index

SI SEVERITY EFFECTS ON HUMAN EFFECTS ON S

SAFETY SHIP (Equivalent
-
--- fatalities)
1 Minor Single or minor injuries Local equipment 0.0 1
damage
2 Significant Multiple or severe injuries Non-severe ship 0.1
damage
3 Severe Single fatality or lnultiple severe Severe damage 1
injuries
4 Catastrophic Multiple fatalities Total loss 10

TABLE 7
Frequency Index

F1 FREQUENCY DEFINITION F (per ship

year)
7 Frequent Likely to occur once per month on one ship 10
5 Reasonably Likely to occur once per year in a fleet of 10 ships, i.e. 0.1
probable likely to occur a few times during the ship's life
3 Remote Likely to occur once per year in a fleet of 1000 ships, 10"
i.e. likely to occur in the total life of several similar
ships
1 Extremely Likely to occur once in a lifetime (20 years) of a 1o -~
remote world fleet of 5000 ships

Table 8 gives an example of a risk matrix based on the above tables.

 TABLE 8
Risk Index

SEVERITY
1 2 3 4
FI FREQUENCY Minor Significant Severe Catastrophic

7 Frequent 8 9 10 11
6 7 8 9 10
5 Reasonably probable 6 7 8 9
4 5 6 7 8
3 Remote 4 5 6 7
2 3 4 5 6
1 Extremely remote 2 3 4 5

7.5. Incorporation of the Human Element. Human Reliability Analysis

(HW)
A very important factor incorporated in the proposed system is the recognition of the
human elements contribution to the causation or avoidance of accidents. The
intention is that the human element should be incorporated into the FSA process by
using Human Reliability Analysis (HRA) to identify the ways in which a human error
can contribute to accidents during normal and emergency operations.

HRA usually consists of the following stages:

Identification of key Tasks (Hazards)

Task analysis of key Tasks (Risk assessment)
Human error identification
Human error analysis
Human reliability quantification
Risk control options

Additional human element issues, which may have to be considered in the analysis of
the problem, are:

Personnel factors (stress, fatigue etc.)

Organizational, leadership factors
Task features (task complexity)
On board working conditions

8.0 ENVIRONMENTAL MANAGEMENT SYSTEM

This paper on Safety and Risk Assessment would not be complete without mentioning
the close relationship of these topics to the Environmental Management System. An
Environmental Management System (EMS) is the part of an overall Management
System that addresses the immediate and long-term impact an Organization's
Products, Services and Operations have on the Environment through:
On going evaluation of practices
 Establishment of goals
Assignment of responsibilities
Allocation of resources

In fact the impact on the Environment of certain activities may equally affect the
employees directly or indirectly and vise versa. Modem Yards are considering
compliance and certification to I S 0 - 14001 E.M.S., many requirements of which are
also compatible with the new Quality System 9001-2000 and can be easily
incorporated therein. The new I S 0 9001-2000 includes, for instance, a clause 5.2 on
identifying all "Legal and Regulatory requirements" applicable to quality aspects of
the products and this coincides with clause 4.3.2 of I S 0 14001, whilst the Clause on
"Measurement analysis and in~provement"of the first corresponds with Clause 4.5 of
I S 0 14001 on "Checking and Corrective Action".

The procedures for identifLing all aspects related to Environmental Management

Systems are very similar to those for Risk Assessment, i.e. we should review for each
area and activity:
What enters: i.e. material, equipment, vehicles, consumables, people etc.
What do we do with it: i.e. all processes, both operational and administrative.
What leaves: i.e. same as above plus scrap, waste, sewage, etc.

For the implementation of the system an Environmental Control Team should be

appointed in each Section or Service which should develop a matrix to reflect which
of the following areas of environmental concern are affected by each of the Yard's
activities identified in the above review:
Emissions to air
Releases to water
Waste Management
Contamination of land or sea
Use of raw materials and natural resources
Any other local environmental issues

A PLAN-DO-CHECK-ACT process would include the following:

PLAN : Development of Environmental Policy

: Identification of area "where we are polluting"
: Set objectives and targets
: Develop implementation program

-
DO : Develop a documented structure and responsibility
: Ensure training and awareness of employers
: Ensure internal and external communications
: Establish and maintain documentation
: Ensure operational control
: Ensure emergency preparedness and response.

CHECK : Establish monitoring and improvement

: Record Non Conforn~ities
: Arrange environmental system audit
ACT : Arrange Management Review.

8.1 Main Activities, Practices and Environmental Aspects Involving Risk to

be Surveyed in a Shipyard

The main areas, activities and environmental aspects to be surveyed in a Shipyard are
the following:

Work Sites
Plate Shops Warehouses
Machine Shop Storage areas
Pipe Shop Waste disposal areas
Carpenter Shop On board vessels
Electrical Shop Blasting, painting areas
Prefabrication/Assembly/Erection Medical Center, etc.
Graving Dock/Building Berth

Main items to be checked as applicable in each area

Lighting
Ventilation
Noise
Gas emission
Dust
Hygienic Conditions
Compliance to existing Legislation / Regulations

Machinery and Equipment Survey (as applicable)

Condition of Machinery
Maintenance
Availability of protective shields
Available space around
Trips and falls risk

Material used and Disposal of Wastes

Hazardous material (asbestos, etc.) Grit blasting materials
Chemicals Wastes disposal
Oils Sewage
Paints Compliance to existing
Gases Legislation / Regulations

8.2 Evaluation and Determination of Significant Aspects

Having listed the Main Activities Practices and Environmental Aspects the next job is
to evaluate them and determine which ones of them are the most significant to be
dealt with first.
One method of doing that according to DnV is on the basis of the following criteria:

A. Probability of occurrence
B. Frequency of detection
C. Nature of consequence

The evaluation of each aspect is then carried out on the basis of Table 9 through the
use of the formula:

Ranking Criteria = (A+B) x C

and selection of the highest score.

TABLE 9
Determination and Evaluation of
Significant Environmental Aspects

OCCURRENCE FREQUENCY OF NATURE OF

PROBABILITY DETECTION CONSEQUENSE
A B C
REAL
HIGH 0.1 INSIGNIFICANT 0.1
CONTINUOUS
WITHIN 1
MODERATE 3 1 VERY LOW 1
HOUR
WITHIN 8
LOW 2 2 LOW 3
HOURS
WITHIN 24
VERY LOW 1 MODERATE 5
HOURS
MORETHAN
NEGLIGIBLE 0.1 HIGH 10
24 HOURS

Another more elaborate method proposed by DnV is the evaluation based on the
following parameters, as applicable:
Quantity
Occurrence
Significance of impact
Legislation
Controls
* Preventive Mechanisms
The scores for each paranieter of the above is given through Table 10.

The sample evaluation is then carried out by multiplying all the scores, as shown in
Table 1 1.
 TABLE 10
Evaluation Criteria and Rating. Table I
Score
1
~uantity 1 2
~ccurrencc I 3
impact 1 4
Legislation I 5
Controls I
/ EZ:;:;
Mechanism
Not meeting
10
legtslatlon
Excess~ve Cont~nuous Fatal to More than 24
5
human Itfe hours
4
hours

3 or resource not effectlve

2 discomfort in place but

Immediately
month or
1 less frequent
under reliable

TABLE 11
Sample Evaluation

Aspect Quantity Occurrence Impact Legislation Control Detection SCORE

1 2 3 4 5 6 7
SO;? 5 3 2 I 3 5 450
NaOH , 1 2 1 1 2 3 12

8.3 Adressing the Environmental Issues and Work Risks

Once the Environmental or work risks have been established and evaluated we must
develop a list of
Objectives
Targets
Implementation Schedules
with the aim to deal with them by order of priority, in the best possible way, and
maintain a commitment for "continual improvement".

In order to be successful these objectives and targets must be:

Specific
Measurable
Achievable
Realistic
Time bound

8.4 Review of Environmental Aspects

An example of Environmental Review made in a Warehouse could be as follows:

 Results of Review
Activitv/Product Aspect Impact Quantity
I0 leaking
Gas Cylinders Leakage Contamination of cylinders detected
air during the year
........ ........ ...... .......

Objectives and Targets

Objective Target Action to be taken
Inspect all gas cylinders for leaks on
Reduce Gas Reduction by 50% receipt.
emissions in 2 years Reject leakers.
Hold Supplier accountable for lost
product.
- - Inspect regularly for leakage 1 damage
.... ..... .....
9.0 CONCLUSION

As previously stated, the Ship, whether at Sea or under Repairs in a Yard, is subject to
a number of hazardous situations. The objective of the Safety Service in a Yard and
respectively that of the Ship's Crew should be to minimize the incidence of accidents
as far as practicable, with the goal to eliminate them.

Protection of the Environment is an equally important matter and should be taken into
consideration in all activities of the Yard or Crew.

Finally the role of the Ship's Management in achieving these goals by adopting and
supporting the necessary Procedures should not be underestimated.

Most important of all is to realize that the Safety of the Ship and the protection of the
Environment is the result of a combined effort of three parties involved i.e. the
Shipyard, the Crew and the Ship's Management.
REFERENCES

1. Safety of Ships in Yard during Repairs - Yard and Ship

Measures/Respo~~sibilities. by Dr. Anthony C. Antoniou, Paper presented at the
Ship Repair and Conversion 98 Conference in London, November 1998.
2. Risk Assessment: Principles and Practice, Certificate Course, the Chartered
Institute of Environmental Health, 1966.
3. Environmental Management, Course Code QM-109D 1-1, by DnV, November
2000.
4. I S 0 14001 - Environmental Management Systems.
5. Guidelines for Formal Safety Assessment (FSA) for use in IMO Rule-Making
Process, MSC/Cir 1023, MERC /Cir 392, April 2002.

Acknowledgments

I wish to express my sincere thanks and appreciation to the 1MO Assistant Secretary
General Mr. Efthimios Mitropoulos for his contribution to this paper in relation to the
MSC work on the Guidelines for Formal Safety Assessment.