GROUP 2

• SAFETY MANAGEMENT SYSTEM

• CODE OF SAFE WORKING
PRACTICES FOR MERCHANT
SEAMAN
• RISK ASSESSMENT AND
MANAGEMENT

REPORTER’S
CDT. ALTRE DENVER
CDT. VALEZA CARL VINCENT C
CDT. VALMADRID MARK JOSEPH
SAFETY MANAGEMENT SYSTEM
• THE SAFETY MANAGEMENT SYSTEM (SMS) IS AN ORGANIZED SYSTEM
PLANNED AND IMPLEMENTED BY THE SHIPPING COMPANIES TO
ENSURE THE SAFETY OF THE SHIP AND MARINE ENVIRONMENT.
• SMS IS AN IMPORTANT ASPECT OF THE INTERNATIONAL SAFETY
MANAGEMENT (ISM) CODE AND IT DETAILS ALL THE IMPORTANT
POLICIES, PRACTICES, AND PROCEDURES THAT ARE TO BE
FOLLOWED IN ORDER TO ENSURE THE SAFE FUNCTIONING OF SHIPS
AT THE SEA. ALL COMMERCIAL VESSELS ARE REQUIRED TO ESTABLISH
SAFE SHIP MANAGEMENT PROCEDURES. SMS FORMS ONE OF THE
IMPORTANT PARTS OF THE ISM CODE.
• THE SAFETY MANAGEMENT SYSTEM (SMS) THEREFORE ENSURES
THAT EACH AND EVERY SHIP COMPLY WITH THE MANDATORY SAFETY
RULES AND REGULATIONS, AND FOLLOW THE CODES, GUIDELINES,
AND STANDARDS RECOMMENDED BY THE IMO, CLASSIFICATION
SOCIETIES, AND CONCERNED MARITIME ORGANIZATIONS.
EMERGENCY SITUATION GUIDE:
• OFFICERS AND CREW SHOULD FAMILIARIZE THEMSELVES THOROUGHLY WITH THE FIRE
TRAINING MANUAL AND THE TRAINING MANUAL ON LIFE SAVING APPLIANCES OF THE
SHIP.

GENERAL ALARM IN CASE OF A GENERAL ALARM:

• RUSH TO MUSTER STATION WITH A LIFE JACKET, IMMERSION SUIT, AND ACT ACCORDING
TO THE VESSEL’S MUSTER LISTS.
• ACT AS PER THE EMERGENCY EXPLAINED BY THE IN-CHARGE OFFICER.

FIRE ALARM IN CASE OF A FIRE ALARM:

• INFORM OFFICER ON WATCH.
• CHECK IF IT IS A FALSE OR TRUE ALARM.
• REPORT BACK OF FINDINGS.
• IN CASE OF FIRE, RAISE THE FIRE/GENERAL ALARM AS SOON AS POSSIBLE. TRY TO STOP
FIRE AND IF IT IS NOT POSSIBLE, MUSTER ACCORDING TO THE FIRE MUSTER LIST.
MAN OVERBOARD SIGNAL
IN CASE OF MAN OVERBOARD SIGNAL:
• RUSH TO THE DECK AND TRY TO LOCATE THE CREW MEMBER FALLEN IN THE
WATER
• THROW LIFEBUOY AND INFORM DECK. READ MORE HERE.

ABANDON SHIP SIGNAL

IN CASE OF ABANDON SHIP SIGNAL:
• RUSH TO THE MUSTER STATION
• CARRY AS MUCH RATION, WATER, AND WARM CLOTHING AS YOU CAN CARRY
• ACT ACCORDING TO THE VESSEL’S MUSTER LISTS.
• ENGINEERS CALL
IN CASE OF ENGINEERS CALL:
• ALL SHIP ENGINEERS SHOULD ASSEMBLE IN THE ENGINE CONTROL ROOM
CO2 ALARM
• IN CASE OF CO2 ALARM, LEAVE THE ENGINE ROOM IMMEDIATELY.

ENGINE ROOM FLOODING

• IN CASE OF ENGINE ROOM FLOODING, CHIEF ENGINEER SHOULD BE CALLED
IMMEDIATELY AND A GENERAL ALARM SHOULD BE RAISED.
• IMMEDIATE ACTION SHOULD BE TAKEN IN PREVENTING MORE SEAWATER TO ENTER THE
ENGINE ROOM AND EMERGENCY BILGING FROM THE ENGINE ROOM SHOULD BE
ESTABLISHED IN ACCORDANCE WITH THE CHIEF ENGINEER.

CARGO HOLD FLOODING

• IN CASE OF CARGO HOLD FLOODING, THE MASTER MUST BE INFORMED IMMEDIATELY.
ALL PRECAUTIONS MUST BE TAKEN TO CONTAIN THE FLOODING TO THAT HOLD.
• THE GENERAL ALARM MUST BE RAISED
POLLUTION PREVENTION
• IN CASE OF ANY OIL SPILL/POLLUTION, IMMEDIATE ACTION SHOULD BE
TAKEN ACCORDING TO THE VESSEL’S “SHIPBOARD OIL POLLUTION
PREVENTION PLAN”.
• EMERGENCY PLAN (SOPEP) AND ONBOARD SOPEP EQUIPMENT LOCATED IN
DECK STORES SHOULD BE USED IN CASE OF OIL SPILL.
• IN CASE OF ANY OTHER EMERGENCY SITUATIONS, CALL FOR HELP EITHER
BY USING THE PHONE OR BY ACTIVATING THE EMERGENCY CALL.
WHATEVER MIGHT BE THE SITUATION, KEEP THE MASTER, CHIEF ENGINEER
AND OFFICER ON WATCH INFORMED OF THE SITUATION ALL THE TIME.
 CODE OF SAFE WORKING PRACTICES FOR
MERCHANT SEAMAN

WORKING ALOFT OR OVERSIDE MEANS A WORK BEING PERFORMED AT A

HEIGHT AND INVOLVING RISK OF FALLING, RESULTING IN AN INJURY.

• AS A GENERAL RULE, PERSONNEL SHOULD NOT BE PERMITTED TO WORK

OVERSIDE WHEN THE VESSEL IS UNDERWAY UNLESS IT IS ABSOLUTELY
NECESSARY AND AS DETERMINED BY THE MASTER.
• PERSONNEL UNDER TRAINING SHALL NOT BE ASSIGNED ALOFT OR OVER SIDE RELATED
JOBS.
• THE POWER SOURCE TO POTENTIAL HAZARDS SUCH AS SHIPS WHISTLE, RADAR, ETC.
SHOULD BE ISOLATED FROM THEIR POWER SOURCE AND ACCIDENTAL ACTIVATION
PREVENTED BY THE USE OF WARNING SIGNS AND / OR REMOVAL OF FUSES.
• THE AREA BELOW THE WORKSPACE SHOULD BE, AS FAR AS POSSIBLE CORDONED OFF TO
PREVENT INJURY TO PASSERBY DUE TO FALLING DEBRIS / ACCIDENTAL DROPPING OF
OBJECTS.
• EQUIPMENT TO BE USED BY THE PERSONNEL WORKING ALOFT OR OVER SIDE SHOULD BE
SECURELY HOUSED IN TOOL BELTS / BAGS. TOOLS / EQUIPMENT THAT CANNOT BE CARRIED
ON A PERSON SHOULD BE HOISTED TO THE PLACE OF WORK IN SECURE CONTAINERS.
• STAGING/SCAFFOLDINGS RIGGED SHOULD BE INSPECTED FOR ANY POTENTIALLY
DANGEROUS DEFECTS. ONLY EQUIPMENT AND ROPES IN GOOD ORDER SHOULD BE USED.
LADDERS MUST BE SAFELY SECURED AGAINST SLIPPAGE. SECURING POINTS SHOULD BE OF
ADEQUATE STRENGTH.
• PERSONAL PROTECTION GEAR SUCH AS WORK HARNESSES, HELMETS, GOGGLES, GLOVES
APPROPRIATE TO THE JOB BEING EXECUTED SHOULD BE USED BY PERSONNEL INVOLVED IN
WORKING ALOFT / OVER SIDE.
• UPON COMPLETION OF THE JOBS, ALL EQUIPMENT MUST BE REMOVED FROM THE SITE AND
WARNING NOTICES / ISOLATED SYSTEMS RESTORED TO NORMAL CONDITION.CONCERNED
PERSONNEL MUST BE NOTIFIED OF COMPLETION OF THE JOB.
VALIDITY

• THE PERMIT SHOULD CONTAIN A CLEAR INDICATION AS TO ITS MAXIMUM

PERIOD OF VALIDITY. (USUALLY, SHALL NOT EXCEED ONE DAY /24 HOURS)

HAZARDS INVOLVED
• Falling from a height or in the water when working overside or on ships deck.
• Personal Injury whilst working on the Mast.
• Personal injury by falling objects.
• Fines/ Protests incurred due to non-compliance with Port Regulations.
CONTROL MEASURES TO BE TAKEN WHILE
WORKING ALOFT OR OVERSIDE
• PROPER PPE SHALL BE DONNED AT ALL TIMES.
• ALL EQUIPMENT AND ROPES TO BE USED FOR THE JOB SHALL BE THOROUGHLY
INSPECTED.( STAGES, ROPES USED FOR FIXING STAGING, ROPES USED AS
LIFELINES, SAFETY HARNESS, WORK VESTS, LINES USED FOR SECURING TOOLS
AND THE LADDER).
• ADEQUATE NON-SKID SHOES TO BE WORN.
• ENSURE AREA IS CLEAR OF ANY SLIPPING HAZARD.
• HARNESS AND LIFELINE TO BE USED AT ALL TIMES.
• LIFEBUOY TO BE KEPT READY.
• RESCUE BOAT SHALL BE READY FOR IMMEDIATE DEPLOYMENT.
• ALL CONCERNED PERSONNEL TO BE INFORMED.
• SAFETY LINE CONNECTED TO THE SAFETY HARNESS MUST HAVE ONLY
SUFFICIENT SLACK TO ALLOW FOR FREE MOVEMENT OF THE PERSONNEL.
• WEATHER / VESSELS CONDITION SHOULD BE SUITABLE FOR WORK.
• SAFETY NETS TO BE RIGGED WERE APPLICABLE.
• COMPANY-SPECIFIC WORKING ALOFT CHECKLIST TO BE COMPLIED WITH.
• FOLLOW SAFE PRACTICES AS PER COSWP.
• ELECTRICAL CONNECTIONS SHALL BE ISOLATED PRIOR TO COMMENCING
WORK ON ELECTRICAL COMPONENTS AND EIC TO BE ISSUED.
• DISPLAY NOTICES/ PLACARDS PROHIBITING THE OPERATION SHALL BE
PLACED AT ALL CONTROLS OF SHIPS WHISTLE, RADARS, MH/HF DEVICE AS
APPLICABLE.
• SUFFICIENT PERSONNEL TO ATTEND THE PERSON WORKING ALOFT AT ALL
TIMES.
• WHILST LOWERING ANY OBJECTS, SAFETY LINES/ BUCKETS TO BE USED.
• PRIOR LOWERING ANY OBJECTS, ENSURE THAT ALL PERSONNEL IN SPACE
ARE CLEAR UNDERNEATH.
• IF PAINTING IS TO BE CARRIED OUT WITHIN THE JURISDICTION OF ANY PORT,
APPROVAL MUST FIRST BE SOUGHT FROM THE PORT AUTHORITIES.
 RISK ASSESSMENT AND MANAGEMENT

• RISK IS LIKE QUEERING SOMEONE OR SOMETHING VALUED TO AN

UNKNOWN OR ANTICIPATED DANGER, HARM, OR LOSS. EVEN THOUGH
THERE IS NO SUCH UNIVERSALLY ACCEPTED GENERAL DEFINITION OF RISK,
BUT ONE COMMONLY APPLIED AND AUTHORITATIVE RESOLUTION IN MOST
INDUSTRIAL CONTEXTS, DEFINES RISK AS “A COMBINATION OF THE
PROBABILITY, OR FREQUENCY, OF OCCURRENCE OF A DEFINED HAZARD AND
THE MAGNITUDE OF THE CONSEQUENCES OF THE OCCURRENCE.
• ACCORDING TO INTERNATIONAL MARITIME ORGANIZATION (IMO), RISK IS
THE “COMBINATION OF THE FREQUENCY AND THE SEVERITY OF THE
CONSEQUENCE”, THEREBY ARTICULATES TWO COMPONENTS OF THE
LIKELIHOOD OF OCCURRENCE AND THE PROBABILITY OF SEVERITY OF THE
(UN)PREDICTABLE CONSEQUENCES.
WHAT IS RISK ASSESSMENT FOR SHIP?

• “SAFETY MANAGEMENT OBJECTIVES OF THE COMPANY SHOULD…

ESTABLISH SAFEGUARDS AGAINST ALL IDENTIFIED RISKS”. THIS DOES NOT
DETERMINE ANY PARTICULAR APPROACH TO THE RISK MANAGEMENT
THEORY, AND IT IS FOR THE COMPANY ITSELF TO CHOOSE METHODS
APPROPRIATE IN ACCORDANCE WITH ITS ORGANIZATIONAL STRUCTURE, ITS
SHIPS AND TRADES. THE METHODS COULD VARY ACCORDINGLY BUT HOW
EVER MORE OR LESS FORMAL THEY ARE, THEY SHOULD BE WELL
ORGANISED AND PLANNED IF ASSESSMENT AND RESPONSES ARE MEANT TO
BE COMPLETED AND ACT EFFECTIVELY, AND ALSO THE ENTIRE EXERCISE
SHOULD BE DOCUMENTED IN DRAFTS OR AMENDMENTS SO AS TO PROVIDE
EVIDENCE OF THE DECISION-MAKING PROCESS.
THE MARINE RISK ASSESSMENT PROCESS

BASICALLY THE RISK ASSESSMENT PROCESS IS CONCERNED WITH OBSERVING THE

COMPANY’S ACTIVITIES AND OPERATIONS, IDENTIFYING WHAT MIGHT GO WRONG, AND
DECIDING UPON WHAT SHOULD BE DONE IN ORDER TO PREVENT IT. THE AREAS
PERTAINED TO ARE:
• IDENTIFICATION OF HAZARDS
• ASSESSMENT OF THE RISKS CONCERNED
• APPLICATION OF CONTROLS TO REDUCE THE RISKS
• MONITORING OF THE EFFECTIVENESS OF THE CONTROLS
THE IDENTIFICATION OF HAZARDS IS MOST IMPORTANT SINCE IN DETERMINES THE
COURSE OF ACTIONS TO BE FOLLOWED THEREAFTER. OBSERVATION OF THE ACTIVITIES
HELPS IN ACHIEVING PERFECT ACCURACY AND COMPLETENESS WHICH AGAIN CAN
ONLY BE ACCOMPLISHED BY A SYSTEMATIC PROCESS. FOR THIS IT IS NECESSARY TO
HAVE PROFESSIONAL TRAINING AND INSTRUCTION TO ASSURE ITS APPLICATION IN A
THOROUGH AND CONSISTENT MANNER. ALSO IT IS IMPORTANT TO KEEP IN MIND THAT
HAZARDS MUST NOT BE CONFUSED WITH INCIDENTS WHEREAS INCIDENTS MUST NOT
DENOTE CONSEQUENCES.
THE MOST RELEVANT RISKS TO MONITOR ARE:

• HEALTH AND SAFETY ISSUES OF INDIVIDUALS INVOLVED DIRECTLY OR

INDIRECTLY IN THE ACTIVITY, OR THOSE WHO MAY BE OTHERWISE
AFFECTED
• PROPERTY OF THE COMPANY AND OTHERS
• THE ENVIRONMENT
CONCLUSION

• RISK ASSESSMENT FOR SHIPS SHOULD BE CONTINUAL, FLEXIBLE, REVIEWED

REGULARLY TO IMPROVE SAFETY AND PREVENTING POLLUTION. SINCE
‘RISK’ IS NEVER A CONSTANT OR CONCRETE ENTITY, THE DIVERGENCE OF
THE NATURE OF PERCEPTION AND ANTICIPATION THE LEVEL OF DANGER
FROM THE RISK UNDERTAKEN IS RESOLVED BY EXPERIENCE, TRAINING AND
DISPOSITION. HUMAN BEHAVIOUR TOWARDS ISSUES, GENERAL AWARENESS,
AND CONSTANT VIGILANCE OF THOSE INVOLVED, ALL PLAY A VITAL ROLE IN
THE ORGANISATION’S DECISION-MAKING PROCESS IN THE RISK
ASSESSMENT IN SHIP OPERATIONS.