genesis of the ism code 2009 ships in service training material
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Genesis of the ISM Code
ISM Code2009
Ships in Service Training Material
Safety at Sea
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• Venice 1255, first maximum draught mark (a cross).
• Genoa 1330, rules for calculating a vessels draught.
• Venice 1255, first maximum draught mark (a cross).
• Genoa 1330, rules for calculating a vessels draught.
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Safety at Sea - Earliest Rules
• In the North, repression was still used, the captain was empowered to cut off the head of the pilot if he endangered the ship or cargo through ignorance.
• Hanseatic League, various regulations, in 1412, 1417, 1447.
• Low countries 1549, survey of ships before and after loading cargo.
• In the North, repression was still used, the captain was empowered to cut off the head of the pilot if he endangered the ship or cargo through ignorance.
• Hanseatic League, various regulations, in 1412, 1417, 1447.
• Low countries 1549, survey of ships before and after loading cargo.
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Safety at Sea - Earliest Rules
• Spain 1563, shipbuilders and owners were required to ensure the seaworthiness of vessels.
• Venice 1569, stowage of cargo.
• France 1584, ports required to ensure the ability of captains, and 1779 survey of ships before and after voyages.
• Spain 1563, shipbuilders and owners were required to ensure the seaworthiness of vessels.
• Venice 1569, stowage of cargo.
• France 1584, ports required to ensure the ability of captains, and 1779 survey of ships before and after voyages.
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Safety at Sea - Earliest Rules
There followed increasing control of shipping by both Britain and France.
• 1836, British Parliamentary Committee.• 1840, First British rules on lights and traffic.• 1846, Inspections on passenger ships in British ports.• 1850, British Merchant Shipping Act.• 1881, French Merchant Shipping Law.
There followed increasing control of shipping by both Britain and France.
• 1836, British Parliamentary Committee.• 1840, First British rules on lights and traffic.• 1846, Inspections on passenger ships in British ports.• 1850, British Merchant Shipping Act.• 1881, French Merchant Shipping Law.
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Safety at Sea - Earliest Rules
Because of the simplicity and effectiveness of the British regulations, France signed an agreement with Britain for the first uniform legislation for the lighting of steamships in 1848.
Not exactly an International Convention but the first agreement between Flag States to follow the same rules.
Because of the simplicity and effectiveness of the British regulations, France signed an agreement with Britain for the first uniform legislation for the lighting of steamships in 1848.
Not exactly an International Convention but the first agreement between Flag States to follow the same rules.
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Safety at Sea - Earliest Rules
Due to public opinion in Britain and the publication of a manifesto by Samuel Plimsoll about “coffin ships” the 1876 British Shipping Act was passed, with
criminal penalties for those found guilty of operating ships that posed a risk to
human life, requirements for draught marks for ships and a maximum load line
mark for vessels over 80 tons.
Due to public opinion in Britain and the publication of a manifesto by Samuel Plimsoll about “coffin ships” the 1876 British Shipping Act was passed, with
criminal penalties for those found guilty of operating ships that posed a risk to
human life, requirements for draught marks for ships and a maximum load line
mark for vessels over 80 tons.
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Safety at Sea - Earliest Rules
Other agreements between Britain and France followed until there was gradually set up a maritime traffic policing force.
However despite the legislation, casualties were still very high:
in 1882 more than: - 3000 seamen. - 360 passengers were lost in. - 1120 maritime accidents to British ships.
Other agreements between Britain and France followed until there was gradually set up a maritime traffic policing force.
However despite the legislation, casualties were still very high:
in 1882 more than: - 3000 seamen. - 360 passengers were lost in. - 1120 maritime accidents to British ships.
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Safety at Sea - Earliest Rules
As the result of a Royal Commission and
with the assistance to the Board of Trade
by both Lloyds Register of Shipping and
Bureau Veritas, the 1890 Load Line Act
was passed.
As the result of a Royal Commission and
with the assistance to the Board of Trade
by both Lloyds Register of Shipping and
Bureau Veritas, the 1890 Load Line Act
was passed.
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Safety at Sea - Earliest Rules
Other maritime nations passed their own legislation based upon the British Model:
1890, Denmark, Norway
1898, Sweden
1902, Netherlands
1915, USA
1924, Spain
Other maritime nations passed their own legislation based upon the British Model:
1890, Denmark, Norway
1898, Sweden
1902, Netherlands
1915, USA
1924, Spain
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Safety at Sea - Earliest Rules
• 1848, rules on lights, Britain & France.• 1879, signals code, 19 States in London.• 1880, first international collision
prevention rules.• 1881, health and safety for steam packets. • 1889, Congress in Washington DC, proper
code of practice for steering, sailing,
lights, signals and distress signals.
• 1848, rules on lights, Britain & France.• 1879, signals code, 19 States in London.• 1880, first international collision
prevention rules.• 1881, health and safety for steam packets. • 1889, Congress in Washington DC, proper
code of practice for steering, sailing,
lights, signals and distress signals.
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Safety at Sea - Earliest Rules
• 1906, Wireless telegraphy conference
in Berlin.
• 1910, conventions on collisions,
lifesaving and assistance.
• 1912, London conference on Wireless
Telegraphy made it compulsory
for all ships to carry radio.
• 1906, Wireless telegraphy conference
in Berlin.
• 1910, conventions on collisions,
lifesaving and assistance.
• 1912, London conference on Wireless
Telegraphy made it compulsory
for all ships to carry radio.
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Safety at Sea - Earliest Rules
Titanic
Story
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On the 14th April 1912
the passenger ship TITANIC sank
after colliding with an iceberg.
Over 1500 people diedOver 1500 people died
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Safety at Sea - Earliest Rules
Titanic Story
"We estimatethat thisshipwillneversink"
"We estimatethat thisshipwillneversink"
White Star lineVice PresidentWhite Star lineVice President
"I can't imagineany major
situationwhichcouldaffect
the success
of thatship"
"I can't imagineany major
situationwhichcouldaffect
the success
of thatship"
Titanic'sCaptain
Titanic'sCaptain
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The ship was built with safely calculated watertightcompartments.So , the number of ship's boats was underestimated.
The ship was built with safely calculated watertightcompartments.So , the number of ship's boats was underestimated.
The presence of icebergs on the route was confirm by radio. The captain decided to maintain course and speed to break a record.
The presence of icebergs on the route was confirm by radio. The captain decided to maintain course and speed to break a record.
The radio operator shut downcommunicationto take a break.
The radio operator shut downcommunicationto take a break.
A ship sailing in the same areas
ignored thedistress message.
A ship sailing in the same areas
ignored thedistress message.
Titanic Story
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The emergency systemwasrationalisedto aminimum
The management organisation was unable to respond adequately
to the situation.
of 2208 passengers and crew only750 survived.
Such a thingshould never
happenagain.
Titanic Story
TITANICTITANIC
This appalling disaster had an enormous
impact on public opinion
and encouraged
the need for safety collective
procedures.
This appalling disaster had an enormous
impact on public opinion
and encouraged
the need for safety collective
procedures.
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Safety at Sea - Earliest Rules
Shipslost
Shipslost
Contact (1%)Contact (1%)
Adverse weather
Adverse weather
High speedHigh speed
Technicalcircumstances
Technicalcircumstances
Foundered ( 44%)Foundered ( 44%)
??Grounding
Stranding (21%)Grounding
Stranding (21%)
StressStress
Social hierarchy on board
Social hierarchy on board
SpeedSpeed
PracticesPractices
FatigueFatigue
Poorplanning
Poorplanning
Management deficiencies
Management deficiencies
Fire Explosion (16%)Fire Explosion (16%)
TrainingTraining
Reduction of crew
Reduction of crew
Defective equipmentDefective
equipment
DesignDesign
Blind eyes to procedures
Blind eyes to procedures
Collision (12%)Collision (12%)
Lack of attentionLack of
attention
Communication failures
Communication failures
Careless overconfidence
Careless overconfidence
Error of judgementError of
judgement
Excessive speed
Excessive speed
SOLASSafety of Life at Sea
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Safety at Sea - SOLAS
The SOLAS convention is one of the oldest
of the
International Maritime Safety Conventions.
The first version dates from 1914 whenthe first International Conference on the Safety of Life At Sea was held in London after the sinking of the TITANIC in 1912.
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SOLAS Convention
The first convention was signed byonly five states but lead to extensive
application of the regulations in Britain, France,
the USA and Scandinavia.
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SOLAS Convention
The current version of the convention
was adopted in 1974 and covers
three main areas of safety at sea :
- Construction & equipment.
- Operation.
- Navigation.
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SOLAS Convention
IMOInternational
Maritime Organisation
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Safety at Sea - IMO
After the Second World war the need was
realised for an international body to
deal exclusively with marine issues.
Recurrent accidents required
vital improvement in the safety
of seaborne transport.
Safety at Sea - IMO
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At The United Nations Maritime Conference in Geneva 19th February to the 6th March 1948,
a decision was made that lead to the formation
of the International Maritime Consultative
Organisation (IMCO).
The convention came into force on
17th March 1952,
and under an amendment to this
convention in May 1982 the institution
became the IMO.
Safety at Sea - IMO
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The IMO comes under the category of
“Specialised Agencies” provided for
in article 57 of the UN Charter.
The IMO is legally and financially
independent and it has its own
management structure and budget.
Its headquarters are in London.
Safety at Sea - IMO
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• IMO is an intergovernmental organisation
with 157 member States.
• All funding comes from these States.
• The budget exceeds £18m.
Safety at Sea - IMO
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SHIP DEAD CAUSE DATE
Dona Paz 4200 collision 1987
Neptune 1800 overloading 1993
Titanic 1501 collision/iceberg 1912
Empress of Ireland 1012 collision 1914
Don Juan 1000 collision 1980
Estonia 912 shipwreck 1994
Tampomas II 450 shipwreck 1981
Salem Express 448 shipwreck 1991
Admiral Nakhimov 423 collision 1986
Dona Marilyn 300 1988
Bintang 200 1988
Herald of Free Enterprise 193 capsize 1987
Passenger Ship Accidents
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MARPOL
International Convention for Prevention of
Pollution from Ships
Safety at Sea - MARPOL
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The London Convention of 12 May 1954
for the Prevention of Pollution of
the Sea by Oil, targeted pollution
arising from the operation of
merchant ships in general.
Safety at Sea - OILPOL
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The first major oil spill in history :
The vessel ran aground due to a navigational error on 18th March 1967.
Safety at Sea - Torrey Canyon
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119,000 tonnes of crude oil were spilled into the sea which ended up on the British and French coast.
This event had extensive repercussions :
Safety at Sea - Torrey Canyon
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- Television
- Newspapers
- Oil on holiday beaches
- Dead seabirds
- Angry fishermen
Discussions on the restriction of tank sizes on tankers in order to reduce
possible oil spillage went on for a number of years until, despite the reservation of numerous flag States, part of the recommendations of the
Marine Safety Committee of March 1971 were confirmed in Resolution A.246
of 15th October 1971.
Safety at Sea - OILPOL 71 Amendments
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In 1969, partly motivated by the Torrey Canyon disaster, IMO decided to organise an international conference with the aim of adopting a new convention.
The conference met in London in 1973 and ended with the signing of the MARPOL Convention.
Safety at Sea - MARPOL 1973
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Ship When Where M Tonnes
Atlantic Empress 1979 West Indies 287000
ABT Summer 1991 Angola 260000
Castillo de Bellver 1983 South Africa 252000
Amoco Cadiz 1978 France 223000
Haven 1991 Italy 144000
Odyssey 1988 Canada 132000
Torrey Canyon 1967 UK 119000
Urquiola 1976 Spain 100000
Exxon Valdez 1989 USA 108000
Oil Pollution Incidents
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Estonia - 1994
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Herald of Free Enterprise - 1987
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Salem Express - 1991
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The MEGA B0RG released 5,1 millions of oil as the resultof a lightering accident and subsequent fire.
The incident occurred 60 nautical miles south-southeast of Galveston, Texas on June 8, 1990.
Mega Borg - 1990
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The JUPITER was offloading gasoline at Bay City, Michiganon September 16, 1990,
when fire started on board the vessel.
Jupiter - 1990
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The Exxon VALDEZ ran aground on Bligh Reef in Prince William Sound, Alaska on march 24, 1989,
spilling 10,8 millions gallon of oil into the marine environment.
Exxon Valdez - 1989
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On November 1, 1979, the BURMAH AGATE collided with the freighter MIMOSA southeast of Galveston Entrance in the Gulf of
Mexico. An estimated 2,6 million gallons of oil was released into the environment; another 7,8 million gallons was consumed by the fire.
Burmah Agate - 1979
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The AMOCO CADIZ ran aground off the coast of Franceon March 16, 1978 spilling 68,7 million gallons of oil.
Amoco Cadiz - 1978
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The Baltic Confidence received a fine of $125,000.00 for dumping bilge off the coast of Nova Scotia.Of the total fine, $65,000.00 went to the Environmental Damages Fund.
Note the sheen of oily bilge waste trailing behind the ship.
Oiled murre from a beach on Cape Breton Island.
Image: Government of Canada
Baltic Confidence
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The Erika oil spill in
1999
525 gallons of oil spills
occurred between 1975
and 1980.
A-M CHAUVEL - DNS - BUREAU VERITAS
Erika - 1999
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Every year
3,5 million tons of oil pollute nature
accidentally or not.
OIL SPILL CLEAN - UPCOST $ 300 A GALLON
State of Alaska & US government : $ 12.2 bndirect clean-up costs, settlement agreementsand resource restoration Exxon : $ 3.2 bn response costs, the government paying $ 1 733 m Exxon : $ 32 m in penalties
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Exxon Valdez - 1989
Damages Exxon is paying to Alaska and USin civil and criminal fines :
$ 1 000 millionPunitive damages Exxon was ordered to pay
to local fishermen, hunters and others :$ 5 000 million
Punitive damages Exxon has paidto date : $ 0
From the 11 million gallonsFrom the 11 million gallonsonly 14 % of the oil was recoveredonly 14 % of the oil was recovered
by cleanup crewby cleanup crew
Exxon Valdez - 10 years after
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2 recovered species : bald eagle, river otter8 recovering species : black oystercatcher, common murre, marbled murrelet, mussel, Pacific herring, pink salmon, sea otter, sockeye salmon.6 uncovered species : common loon, cormorant, harbor seal, harlequin duck, pigeon guillemot.4 unknown recovery species : cutthroat trout, Dolly Varden, Kittlitz’s murrelet, rockfish.
Exxon Valdez - 10 years after
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24, 2 / year 8, 9 / year 7, 8 / year
19701979
19801989
19901997
Spills over 5 000 Barrels
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Dumping : 10 %
Land based discharge : 44 % Atmospheric input : 33 %
Oil exploration &production : 1 %
Maritime transport : 12 %
Who is Who in Marine Pollution
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The pressure of public opinion
Safety at Sea
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The weight of public opinion must not be underestimated, although it is very difficult to evaluate.
Absolute safety does not exist and risk is an integral part of transportation.
Acts of God or human error can outflank technical advances and preventive measures.
Safety and the Public
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No-one is ready to accept that
a damaged tanker should discharge
its cargo of oil on to the coast, or
that a passenger ship should go
down with nearly a thousand people
still on board.
Public opinion refuses to accept
these modern day cataclysms.
Safety and the Public
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MERCHANDISE
ENVIRONMENTPOLLUTION
SHIPMANAGEMENT
SAFETYSYSTEM
MARPOL
SHIPSTRUCTURE
SAFETYDESIGN
SOLAS
FREEBOARD
IMO was forced to act in the face of threats of unilateral action from individual flag states most notably the USA and Northern Europe.
Much tighter and stringent regulations were proposed but in addition it was
decided to try to change the whole culture of safety within the marine industry and
ISM was born.
Safety and the Public
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ISM CodeInternational Safety Management Code
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The International Management Codefor the Safe Operation of Ships and
for Pollution Prevention. IMO Resolution A. 741 (18)
INCORPORATED ASCHAPTER IX OF SOLAS
ISM Code
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Factors That Triggered the Approval and Implementation of the ISM Code:
Research performed ashore regarding the crucial influence of human and organisational factors on accidents happened at Three Mile Island (1979) and Chernobyl (1986) nuclear power stations, Flixborough (1974) and Bhopal (1984) chemical factories, the Challenger space shuttle (1986) or the Heysel stadium during the football match between Liverpool and Juventus (1985).
A series of 11 maritime accidents happened between 1987 and 1996, almost one every year, being the most notable: The shipwreck of the ferry "Herald of Free Enterprise" (March 1987), with 193 casualties. The fire at the ferry “Scandinavian Star”.
The global faith in managing human and organisational factors as the only way to substantially improve crew safety and pollution prevention, since efforts focused on just developing new technical regulations proved to be inadequate.
ISM Code
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19871987 19891989 19911991 19931993 19991999 20012001
19901990 19921992 19941994 20002000 200220028686
Mandatory requirementMandatory requirementUK passenger ro-ro ferriesUK passenger ro-ro ferriesOperations book &Operations book &Designated personDesignated person
IMO adopts guidelinesIMO adopts guidelinessafe ship managementsafe ship management
ISM Code adoptedISM Code adoptedby IMO Assemblyby IMO Assembly
ISM Code in SolasISM Code in Solas
EU adopts ISMEU adopts ISMpassenger ferriespassenger ferries
EU : ISM Code mandatoryEU : ISM Code mandatoryfor ro-ro ferriesfor ro-ro ferries
ISM Code mandatoryISM Code mandatoryworld wide for passengerworld wide for passenger
ferries, bulk carriers, tankers,ferries, bulk carriers, tankers,gas carriers of 500 grtgas carriers of 500 grt
or moreor more
19951995 19971997
19961996 19981998
Nordic proposal forNordic proposal formandatory regimemandatory regime
UK “M Notice”1188UK “M Notice”1188on good managementon good management
ISM Code mandatory world wide ISM Code mandatory world wide for all other freight for all other freight
vessels,MODU of 500 grt or more vessels,MODU of 500 grt or more
19881988
In its resolution A 741 (18) of 4 November 1993,the International Maritime Organisation
(IMO) adopted theInternational Safety Management Code,
known as the ISM Code.
The result of this decision was that ships covered by this resolution should had been certified since
July 1998 or 2002, for Safe Operation and Prevention of Pollution.
ISM Code
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