INTERNATIONAL SAFETY MANAGEMENT CODE

The International Safety Management (ISM) Code means the International Management Code for the Safe Operation of Ships and for Pollution Prevention adopted by the International Maritime Organization by resolution A.741 (18).

The ISM Code is the standard for establishing a system for the safe management and operation of vessels and for pollution prevention.

It sets rules for the organization of the owner or company management in relation to safety and pollution prevention, and for the implementation of a Safety Management System (SMS).

The system will have to be approved by the flag Administration, or an organization recognized by it (normally Classification Societies), then a Certificate is issued.

An owner can manage his own ship or appoint a management company, but for the first time, the owner or company ashore (the office – not just the ship) has to be approved and have a Certificate (DOC).

Chapter IX of SOLAS requires compliance to the ISM Code.

It is mandatory for cargo ships over 500 Gross Tons, passenger ships, tankers, high-speed craft over 500GT and larger ships.

Implemented in 1st July, 1998. Full force from 1st July 2002.

The management company or owner ashore and the ship must comply with the requirements of the ISM Code, and the ship must be operated by a person or company holding a Document of Compliance.

It improves safety standards on board, so making a safer working environment.

Prevents human injury and loss of life.

It promotes environmental pollution prevention, particularly pollution of marine environment..

It defines tasks and responsibilities.

ISM Code contains general guidelines on which the SMS should be based, and owners and masters should have no problem in developing a SMS which is practical and which relates exactly to the particular vessel.

The following quote from the Code serves to illustrate the general broad terms of wording of the ISM Code:
Recognizing that no two shipping companies or shipowners are the same, and that ships operate under a wide range of different conditions, the Code is based on general principals.

The Code is expressed in broad terms so that it can have a widespread application. Clearly, different levels of management, whether shore based or at sea, will require varying levels of knowledge and awareness of the items outlined.

The ISM Code is divided into 13 sections, as follows:

The Companies DOC is valid for 5 years, and subject to annual verification.

The Safety Management Certificate is valid for 5 years, and subject to at least one intermediate verification and the validity of the Companies DOC.
 
 

As a general object, the SMS should ensure compliance with mandatory rules and regulations, and that applicable codes, guidelines and standards recommended by the IMO, Flag Administrations, Classification Societies and Maritime Industry Organizations are taken into account.

The responsibilities of the owner or manager, and the masters, are documented, and there is absolutely no room for conflict between the ‘office’ and the ship.

The SMS will normally be drawn up so as to best suit the particular type of operation of the yacht and the owners or managers. It must be straightforward, based on normal ways of working, and it must be practical – it must work and be shown to work.

The SMS to be a written description and details which covers the normal operating procedures adopted for the running of the vessel, the identifying of possible risk areas and procedures to be adopted to eliminate risk, and procedures to be used in the case of emergency.

Based on the SMS, shore based staff at the owners or management company office will fulfill the roles assigned to them, and the SMS should provide for a self-assessment of the success of the operation of the system. The logging of the exchanges of information between ship and office will be a valuable part of this self-assessment.

The functional requirements of the SMS are:

The owner or his appointed shore-based managers (the ‘Company’) should establish a safety and environmental protection policy which describes how the objectives given above will be achieved.

The Company should ensure that the policy is implemented and maintained at all levels, on board and ashore.

If the entity who is responsible for the operation of the yacht is other than the owner, the owner must report the full name and details of such entity to the Flag State Administration.

The Company has to define and document who does what – responsibilities and authority - (ashore and on board), and make sure that enough resources are available to enable the persons responsible to carry out their tasks.

The designated person(s) should be suitably qualified and experienced in the safety and pollution control aspects of yacht operations.

The Company should designate a person or persons ashore having direct access to the highest levels of management for the followings:

To ensure the safe operation of each vessel

To provide a link between the Company and those on board,

To monitor the safety and pollution prevention aspects of the operation of the vessel.

To ensure that adequate resources and shore based support are applied, as required.

To conduct safety audit and provide/ monitor corrective actions.

The Company should clearly define and document the Master’s responsibility with regards to implementing the Companies safety and environmental-protection policy, and the SMS should include a clear statement emphasizing the Master’s authority.

Any system of checks used by the Company should allow for and take account of the Master’s overriding authority to take whatever action he considers to be in the best interests of persons on board, the yacht and the marine environment.

Master's responsibility and authorities are defined in the following aspects:

The Master and crews are fit and properly qualified.

Everyone involved with the implementation of the SMS understands it.

Relevant rules, regulations and guidelines are understood by shipboard personnel,

Identify and provide any training which may be required in support of the SMS.

The Company should establish procedures for the preparation of plans and instructions for key operations on board concerning the safety of the ship and the prevention of pollution.

Instructions and agreed procedures for operation to be produced and documented in clear language(s) so as to readily available and understood to everyone concerned with the operation of the vessel.

The Company should establish procedures to identify, describe and respond to potential emergency shipboard situations, and establish programs for drills and exercises to prepare for emergency actions.

The SMS should provide for measures ensuring that the Companies organization can respond at any time to hazards, accidents and emergency situations involving its ships.

The SMS should include procedures for the above to be reported to the Company.

Procedures should be established for the implementation of corrective action.

The Company should establish procedures to ensure that the vessel is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company.

The SMS should identify critical equipment and systems, the failure of which may result in hazardous situations.

Stand-by arrangements to be tested regularly.

The Company to establish and maintain procedures to control all documents and data which are relevant to the SMS.

The documents used to describe and implement the SMS may be referred to as the ‘Safety Management Manual’.

All relevant documentation to be carried on board.

The company to carry out internal checks (audits) to verify whether safety and pollution prevention activities comply with the SMS.

The vessel should be operated by a Company which is issued with a Document of Compliance (DOC) relevant to that vessel.

A copy to be placed on board.

The vessel to be issued with a safe management certificate.