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Purpose: The International Safety Management Code (ISM Code) has been coming into force for passenger ferries in Indonesia since 1998—ships that are mandatory to apply the ISM Code are subject to audit periodically by the competent authorities. Even so, there are still many non-conformities found in the implementation of the ISM Code, also the number of ship accidents is not significantly reduced to close to zero accidents. It is necessary to carry out an analysis related to the implementation of the ISM Code from another point of view, hence from the point of view of the implementing party of the ISM Code. In this research, the level of implementation analysis is measured by the requirement elements in the ISM Code and the existing obstacles. Design/methodology/approach: The method used is a mixed method, which is quantitative methods and Quality Function Deployment (QFD). Quantitative methods are carried out by means of literature studies, interviews, and surveys by distributing questionnaires. Findings: The results of the quantitative method are analyzed and followed by the QFD method with the main instrument the House of Quality (HOQ), to obtain input (technical response) from ISM Code experts. The technical response is then selected based on priority level and will become a proposal for improving the level of implementation of the ISM Code. The ship data taken in this study are passenger ferries which are serving route of Lembar - Padangbai and Lembar - Kayangan. From the results of the descriptive quantitative analysis, ten indicators of implementation and five indicators of obstacles were obtained and became priorities for improvements. Based on these results, twenty-two priority technical responses were obtained to improve the implementation of the ISM Code on passenger ferries serving routes of Lembar – Padangbai and Lembar – Ketapang. Paper type: Research paper

Unlike commercial vessels, training ships have the unique purpose of providing students attempting to become ships’ officers with the onboard training education referred to in the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW code). More than 100 people, including students, are usually aboard these internationally seagoing vessels. Despite training ships requiring strict safety management to prevent maritime accidents and protect lives, they are excluded from the application of key international rules and regulations concerning the safety of these ships due to an ambiguous legal status. Furthermore, there is no comprehensive safety management system at the central governmental level over training ships as they are operated by individual maritime institutions despite them being national property. Against these backgrounds, this research analyses current regulatory issues of training ships at the IMO level and the domestic level by referring to South Korean case. This research conducts a doctrinal legal study to understand the current legal status of training ships the application limits of the IMO regulatory instruments. The research concludes by referring to the necessity of the development of training ships Code to enhance he safety of training ships in the future.

This study investigates whether the International Safety Management (ISM) Code remains an effective regulatory tool for the shipping industry by analysing maritime accident statistics published for the last 32 years by the Korea Maritime Safety Tribunal, 24 years by the International Maritime Organization (IMO) and seven years by the European Maritime Safety Agency. For this purpose, the data were divided into four groups: pre-ISM Code, in-transit, post-1 and post-2 periods, and tested by multilateral comparative analysis. The results show that the Korean merchant fleet has no improvement over the periods, whereas the world merchant fleet has a continual decrease in serious casualties. This study confirmed a trend of maritime accidents in recent years: fewer in number but heavier in damage. Conclusively, the results suggest that IMO and decision-makers in the maritime industry must review the ISM Code again and seek solutions to achieve the goal of continual improvement, as specified in the code. [ABSTRACT FROM AUTHOR]

Unlike commercial vessels, training ships have the unique purpose of providing students attempting to become ships' officers with the onboard training education referred to in the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW code). More than 100 people, including students, are usually aboard these internationally seagoing vessels. Despite training ships requiring strict safety management to prevent maritime accidents and protect lives, they are excluded from the application of key international rules and regulations concerning the safety of these ships due to an ambiguous legal status. Furthermore, there is no comprehensive safety management system at the central governmental level over training ships as they are operated by individual maritime institutions despite them being national property. Against these backgrounds, this research analyses current regulatory issues of training ships at the IMO level and the domestic level by referring to South Korean case. This research conducts a doctrinal legal study to understand the current legal status of training ships the application limits of the IMO regulatory instruments. The research concludes by referring to the necessity of the development of training ships Code to enhance he safety of training ships in the future. [ABSTRACT FROM AUTHOR]

According to the European Maritime Safety Agency (EMSA), 70% of accidents on board were caused by human error, and almost one-fifth of these accidents have been related to inadequate supervision. Therefore, the aim of this study is to investigate which of the safety factors can influence the quality of safety supervision. For this purpose, a questionnaire with 24 statements was distributed to professional seafarers. Two exploratory factor analyses were conducted to identify the underlying factor structure. The first analysis yielded one factor, quality of safety supervision, and the second analysis yielded four factors, namely: safety communication, safety training, safety compliance, and safety rules and procedures. Hierarchical multiple regression analysis was applied to examine the influence of seafarers' demographic characteristics and the four identified factors on the quality of safety supervision. The results revealed the following two statistically significant predictors of safety supervision quality: safety communication and safety training. The theoretical and practical implications of the results in terms of improving the quality of safety supervision in the maritime industry were discussed and compared with results in other industries. [ABSTRACT FROM AUTHOR]

Over the last few decades, the International Maritime Organization (IMO) has very heavily utilized the Safety of Life at Sea (SOLAS), 1974 Convention as the main legal instrument (and implementation tool) concerning safety at sea for merchant vessels engaged in international trade. During this more than a century of existence and continuous improvement of the Convention, wide-ranging safety risks have been addressed via SOLAS and certain relevant “supporting” Codes, covering for example the issues of design, construction and equipment of ships, as well as paving the way for the introduction of a structured framework of operational procedures that ensures a high level of professional performance for the crew onboard those seagoing vessels (the International Management Code for the Safe Operation of Ships and for Pollution Prevention-ISM Code) and even including human factors topics. Until this point in time, the IMO has developed the SOLAS Convention with fourteen (14) chapters that are covering all the main risks associated with shipping operations and are working in parallel with other related Conventions and Codes to enhance the level of safety at sea, under a holistic approach that is working under the principle of interrelation. This paper aims to briefly discuss SOLAS’ history of development and highlight just a few of those important risks that this Convention is addressing, with certain emphasis on the topic of “safety of navigation”. Apart from helping to understand the way this Convention and other IMO’s legal instruments are interrelated, it will also provide a few educated guesses about the “upcoming” challenges that in the near future should also be included into the scope of the SOLAS, with the topic of Maritime Autonomous Surface Ships (MAAS) clearly standing out.

For port authorities and shipping firms to enhance vessel quality and ensure safety of maritime, Port State Control (PSC) inspections are crucial. Notwithstanding the tremendous efforts made in recent years to improve PSC, one issue that persists in PSC inspection practices today is the absence of pertinent schemes or scholarly studies that concentrate on the particular deficiency type-centric perspective of detention of vessel, which is crucial to the inspection mechanism. Considering the International Safety Management (ISM) Code type-sourced deficiencies, which is one of the most prevalent deficiency types, this paper reveals and evaluates the correlation between various influencing factors and types of deficiencies, and their effect on detention caused by ISM Code deficiency. In this regard, it is aimed to develop a data-driven machine learning-based model using the detention records collected within the Tokyo MoU region from 2017 to 2023 in this paper. Tree Augmented Naive Bayes (TAN), one of the most popular data-driven Bayesian Network techniques, is therefore exploited. Findings of this study point out that detention period appears as the most important predictor to determine the occurrence of detention caused by ISM Code deficiency followed by detention place and ship type, respectively. The findings of this research may provide significant insights to port authorities and ship operating companies for developing policy formulation and setting priorities to mitigate the detention risk. [ABSTRACT FROM AUTHOR]

The priority of the maritime transport operation is a high level of security, which must be constantly monitored by shipowners with a security management system. The origin of the International Code for the Management of Safe Ship Operations and Pollution Prevention and the revised guidelines for the administration of the ISM Code by administrations, the first formal mandatory standard for safety management and pollution prevention goes back to the early 1980s. Arrangement of safe ship management and operation and consequent minimization of errors human being by far the most common cause of marine disasters is its main. The shipowner's and ship's certification procedure for the Safety Management System (SMS) is in line with Regulation (EC) No 336/2006 [1] of the European Parliament and the Council of Europe of 15 February 2006 on the implementation of the ISM Code in the Community, together with the Commission's amendment European Union of June 16, 2008. The documentation contains a developed Safety Management System adapted to the conditions of a given shipowner. All elements of the system must be documented, and, above all, the duties must be described in the organizational structures. Documentation must indicate how management supervises activities at various levels, employee participation and individual management representatives in individual processes, and how the safety management system is constantly improved. The shipowner maintains a security management system in line with the requirements of the Code and complies with the requirements of the certification system. The amount of information and the speed of changes taking place in the environment makes it necessary to introduce a system of information management and channels of their flow not only within the organization, but also in communication with third parties. Proper management of information resources increases the efficiency and effectiveness of the system. In the publication, the possibility of a formalized description of information flow in a well-functioning shipowner's safety management system.

Dynamically implemented mandatory management systems resulting from legal requirements in maritime transport since 2006 [1-3], very often (especially in the first years of implementing the requirements) functioned independently by the optional procedural approach - ISO [4-5]. It is now common practice to integrate requirements in both - the mandatory and voluntary areas. Legal requirements and recommendations do not define and recommend a specific form of extending existing management systems. The publication describes the relationship between the requirements for the management systems currently applicable in maritime transport resulting from legal requirements (Safety Management System - SMS) and voluntary implementations (Quality Management and Environmental Management System). The common areas identified for the analysis of system requirements (for obligatory and optional systems) will facilitate the integration and broadening of the management culture in maritime transport organizations.

In most of maritime companies, safety requirements are wrongly perceived as mandatory obligations that must be obeyed and confirmed in order to avoid penalties, fines given by the port authorities or even ship’s arrest. By contrary, maritime organizations striving for excellence perceive safety as a valuable asset that assures competitive advantage, and not as an obligation. How can we explain and size such difference of perception? We propose the new concept “charisma of safety” for answering the above. Studying charisma as leaders’ quality emerged from 1920’s when German sociologist Max Weber studied religious work of Rudolph Sohm, previously developed since 1892. Since then, definition of charisma and of charismatic authorities changed over time. Around 2000’s charisma was focusing on emotional bonds between leaders and followers. Further, technological establishment of influential social networks advanced the perception over charisma, in line with changesets of people’s core values. In the particular sector of maritime transport, safety incidents and conflicts occur when generations of seafarers unconsciously share traditional charisma (Weber’s concept) while other generations of seafarers are expecting updated, emotional leadership behaviors (emotional bonds) in the same enclosed environment (the ship). While comparing the evolution of charisma perceptions and behaviors across generations, what remains a constant in the maritime is the necessity of keeping the safety standards at the highest level when operating ships. In such context, the authors introduce the concept of “charisma of safety” in the maritime, emphasizing the idea of a participative, innovative and exploratory approach for enhancing the safety culture and increasing the performance of safety drills.

According to the European Maritime Safety Agency (EMSA), 70% of accidents on board were caused by human error, and almost one-fifth of these accidents have been related to inadequate supervision. Therefore, the aim of this study is to investigate which of the safety factors can influence the quality of safety supervision. For this purpose, a questionnaire with 24 statements was distributed to professional seafarers. Two exploratory factor analyses were conducted to identify the underlying factor structure. The first analysis yielded one factor, quality of safety supervision, and the second analysis yielded four factors, namely: safety communication, safety training, safety compliance, and safety rules and procedures. Hierarchical multiple regression analysis was applied to examine the influence of seafarers’ demographic characteristics and the four identified factors on the quality of safety supervision. The results revealed the following two statistically significant predictors of safety supervision quality: safety communication and safety training. The theoretical and practical implications of the results in terms of improving the quality of safety supervision in the maritime industry were discussed and compared with results in other industries.

The International Safety Management (ISM) Code aims to provide an international standard for the safe management and operation of ships and pollution prevention. Initially, it improved both onboard and onshore safety standards. In recent years, however, shipping safety statistics and research have revealed that ISM Code compliance has increasingly worsened due to accidents, deaths, and excessive sea pollution. The support of another management system is thus needed to overcome difficulties in implementing the ISM Code. Hence, this paper combines both management systems (ISM and Idea Management System, IMS) within the Seven C's approach. This is a holistic approach to maritime safety management that integrates seven critical success factors for effective implementation of the ISM Code. This approach may play an important role in creating organizational knowledge to raise an organization's awareness of managing and linking know-how to position itself for the future. This will help to make ISM code management more efficient and may reduce accidents, deaths, and marine pollution by fostering the seven C components. [ABSTRACT FROM AUTHOR]

An occupational health and safety management system (OHSMS) is a set of people, resources, and policies interacting in an organized way to reduce damage and losses generated in the workplace. Although there are various OHSMSs in the shipping industry, the International Safety Management (ISM) Code which is managed by the International Maritime Organization is mandatory for all shipping companies. Occupational Health and Safety Assessment Series (OHSAS) 18,001:2007 is a good alternative to strengthen the implementation performance of the ISM Code. An integrated ISM‐OHSAS safety system can potentially construct a more powerful and practical OHSMS by redesigning safety procedures in ships as a workplace. This study aims to build a more comprehensive OHSMS for assessing and improving the safety at sea by coordinating the constituents of the ISM Code and OHSAS. The criteria sets of both systems are analysed using a Decision Making Trial and Evaluation Laboratory approach to reveal the relations between each other. The result of the proposed approach that represents the connections among important safety constituents may be very useful especially for shipping companies for designing their safety management processes. [ABSTRACT FROM AUTHOR]

In most of maritime companies, safety requirements are wrongly perceived as mandatory obligations that must be obeyed and confirmed in order to avoid penalties, fines given by the port authorities or even ship's arrest. By contrary, maritime organizations striving for excellence perceive safety as a valuable asset that assures competitive advantage, and not as an obligation. How can we explain and size such difference of perception? We propose the new concept "charisma of safety" for answering the above. Studying charisma as leaders' quality emerged from 1920's when German sociologist Max Weber studied religious work of Rudolph Sohm, previously developed since 1892. Since then, definition of charisma and of charismatic authorities changed over time. Around 2000's charisma was focusing on emotional bonds between leaders and followers. Further, technological establishment of influential social networks advanced the perception over charisma, in line with changesets of people's core values. In the particular sector of maritime transport, safety incidents and conflicts occur when generations of seafarers unconsciously share traditional charisma (Weber's concept) while other generations of seafarers are expecting updated, emotional leadership behaviors (emotional bonds) in the same enclosed environment (the ship). While comparing the evolution of charisma perceptions and behaviors across generations, what remains a constant in the maritime is the necessity of keeping the safety standards at the highest level when operating ships. In such context, the authors introduce the concept of "charisma of safety" in the maritime, emphasizing the idea of a participative, innovative and exploratory approach for enhancing the safety culture and increasing the performance of safety drills. [ABSTRACT FROM AUTHOR]

As a complex socio-technical system marine transportation is open to risks. Due to the efforts of international organisations, flag and port administrations, classification societies and ship-owners the safety record has steadily improved. However, marine accidents resulting from inadequate safety culture still occur. In this paper examples of recent accidents related to different dimensions of safety culture are provided. The role of the master in achieving an enhanced safety is emphasised.

Over the past generation, the ISM code has brought forth tremendous opportunities to investigate and enhance the human factor in shipping through the implementation of Safety Management Systems. One of the critical factors to this implementation has been mandatory compliance and a requirement for obtaining a Document of Compliance (DOC) for vessels operating globally or at least internationally. A primary objective of these systems is to maintain them as “living” or “dynamic” systems that are always evolving. As the ISM code has evolved, there have been instances where large organizations have opted to maintain a voluntary DOC from their respective class society. This has been accomplished with a large human factor element as typically an organizational culture does not always accept change readily especially if there is not a legal requirement to do so. In other words, when considering maritime training is it possible that organizations may represent cultural challenges? The intent of this paper will be to research large maritime operations that have opted for a document of compliance voluntarily and compare them to similar organizations that have been mandated by international law to do the same. The result should be to gain insight into the human factors that must contribute to a culture change in the organization for the purposes of a legal requirement versus the human factors that contribute to a voluntary establishment of a safety management system. This analysis will include both the executive decision making that designs a system implementation and the operational sector that must execute its implementation. All success and failures of education and training can be determined by the outcome. Did the training achieve its goal? Or has the education prepared the students to embrace a new idea in conjunction with a company goal or a new regulatory scheme? In qualifying the goal of a successful ISM integration by examining both mandatory and voluntary ISM implementation in large maritime operations, specifically ferry systems, hopefully we can learn from the various factors that have gone into each.

The article tackles the issue of amendments to Polish maritime safety law which has been amended a number of times since it came to life several years ago. The last amendments of 2015 have been the most profound and complex. Today, maritime safety is given much more importance than several dozen years ago. The public and private aspects of maritime safety became the focus of attention rather recently but are now a branch of law that is developing the most dynamically. As has been shown in the paper, although private maritime law was already known in the Ancient Times, public-private law regulations were adopted only after the sinking of the Titanic in 1912. Still, it is not the private but the public aspects of maritime safety law which constitutes the major challenge. The abundance of international and European legislation ought to prompt the Polish legislator to consider a possible adoption of one comprehensive maritime safety act which would approach the whole matter in question in a systematic manner. The deliberations presented in the paper sum up the amendments to maritime safety law made so far. They are also an attempt to analyse the new legal order more deeply, and propose some more general de lege ferenda conclusions. The analysis is set in a wider context, taking into account the amendments introduced to international and EU regulations.

Past analysis of marine accident investigations has revealed that inadequate risk assessment conducted on board ships lead to maritime accidents. The International Management Code for the Safe Operation of Ships and for Pollution Prevention (ISM Code) provided an international standard for the safe operation of ships with risk assessment as one of the principal precepts of the Code. However, effective implementation of the process of risk management cannot be achieved without the active involvement of competent seafarers on board ships. This paper reviewed a compilation of empirical research publications regarding ship safety to infer the possible reasons for the failure of risk assessment by focusing on areas (training and competence, procedural approach, process verification, culture and organisation) that affect seafarer practices. The findings highlighted the challenges faced by the maritime industry that warrant attention at the organisational level. The challenges were classified as: Lack of adequate training and competency in non-technical skills; Failure of a procedural approach to risk management; Risk perceptions, attitudes, and cultural/organisational factors; and Process verification: lack of ownership and identification of safety objectives. [ABSTRACT FROM AUTHOR]

The functionality of available official sources of sea ice data for the Northern Sea Route to date is low. In recent years a large number of new publicly available sources have appeared. Their functionality for purposes of route planning has yet to be evaluated. This study presents results of qualitative and expert analyses of various sources. It is proposed to use new indicators to enable comparison of functionality of data sources. New sources provide the technical progress that is instrumental in reducing the amount of effort and influence of the human factor in the decision-making system. The study also presents solutions to the problem of limited bandwidth available at high latitudes with Iridium satellite system. Presented solutions can be used on any vessel by any company or navigator to implement or design the decision support system related to route planning in ice in accordance with the requirements of the ISM Code and concept of e-Navigation.

Acknowledging that shipping safety continues to be a major topic of interest in the maritime community, the present study attempts to identify the critical factors of International Safety Management (ISM) Code implementation, to identify the dimensions that describe whether the ISM Code has fulfilled its intended purpose as well as to assess their interrelationships. Moreover, the present study aims to explore whether the fulfillment of the Code’s intended purpose is associated with accident reduction. Evidence was drawn from a sample of 63 masters and chief officers who have hands-on onboard experience on ISM Code implementation and data were analyzed through the use of Exploratory Factor Analysis (EFA), correlation analysis, and binomial logistic regression. Findings indicate that the critical factors of ISM Code implementation can be categorized in the crew-related and the company-related dimensions. Also, the fulfillment of the intended purpose of the ISM Code consists of the factors of safety management system efficiency and increased safety, which were also found to be significantly associated with the crew-related dimension of ISM Code implementation. Finally, results showed that both safety management system efficiency and increased safety increase the probability of accident reduction at the highest level. [ABSTRACT FROM AUTHOR]

Safety management regulation is an important supplement to market forces to establish a sufficient safety level in high-risk industries. The accident statistics in Norwegian maritime passenger transportation display a paradox: personal injuries have decreased while ship accidents have increased in the period during which safety management has been regulated (the International Safety Management Code was effectuated in the late 1990s). We interview regulators, shipping company management, and crewmembers about their practices and opinions regarding safety management regulation and use these data to explore how thisregulation influences safety management practices to prevent different types of accidents. This study underlines earlier research showing that regulation serves to ‘raise the bar’ by heightening the industry levels of safety investments and organizational safety awareness. In addition, our results suggest that safety management regulation in maritime transportation is mostly effective for preventing personal injuries in cases in which the personal have sufficient time and resources available, and the procedures are consistent with seafarers’ professional values. For ship accidents, such as groundings, other causal factors come into play. We find that the negative consequences of regulation (proceduralization) in particular influence the performance of safety-critical tasks, such as navigation. This may explain why personal injuries have decreased while ship accident frequencies have continued to increase in spite of the regulations aimed at improving safety. [ABSTRACT FROM AUTHOR]

Although the introduction of the International Safety Management (ISM) Code aimed at increasing the safety standards in the maritime industry, several studies conducted so far argue for its inability to successfully fulfill its goals. The purpose of the current study is to evaluate the ISM Code effectiveness by drawing analogy from similar applications of ISO 9001 effectiveness in service companies. It also aims to determine its impact on firm performance and differentiate between ISO and non-ISO-certified shipping companies. Findings indicate that ISM Code effectiveness consists of two dimensions, namely continuous improvement and customer satisfaction focus, and the significance of its contribution on improving company performance is revealed, especially in the case of ISO-certified shipping companies. Moreover, the continuous improvement dimension was found to affect performance at a greater extent. [ABSTRACT FROM PUBLISHER]

Opisuju se i analiziraju pravne značajke ISM kodeksa kao konvencijskih međunarodnih pravila o standardu za sigurno upravljanje i vođenje broda i sprječavanje onečišćenja morskog okoliša. Raščlanjuju se odredbe ISM kodeksa sa stajališta imovinskopravne odgovornosti brodovlasnika za štetu trećim osobama. Ukazuje se na pravni položaj ''imenovane osobe'' prema ISM kodeksu. Ocjenjuju se pravni učinci primjene odredaba ISM kodeksa na ograničenje odgovornosti brodovlasnika u primjeni Međunarodne konvencije o ograničenju za pomorske tražbine iz 1976. godine. Zaključuje se da nepoštivanje odredbi ISM kodeksa, uz ispunjenje općih pretpostavki, može biti razlog za gubitak prava brodovlasnika na ograničenje odgovornosti. Na temelju analize pravnog položaja ''imenovane osobe'' u svjetlu konvencijskih odredaba i dosadašnje sudske prakse, izvodi se zaključak da ta osoba statusno ne pripada višoj upravljačkoj strukturi neke tvrtke, te da isključivo kvalificirana krivnja te osobe ne dovodi do gubitka prava na ograničenje odgovornosti.

U članku se uvodno daje kratak prikaz Međunarodnog kodeksa o sigurnom vođenju broda i sprječavanju onečišćenja (ISM kodeks), osobito naglašavajući postupke vezane uz dobivanje odgovarajućih svjedodžbi. Nastavak rada ističe izvornu odgovornost države zastave za primjenu i nadzor nad svim ratificiranim konvencijama, pa tako i nad ISM kodeksom. U sklopu implementacije Kodeksa obrađena je vrlo važna uloga klasifikacijskih društava, kao u tu svrhu ovlaštenih institucija od strane države zastave. Također je istaknut doprinos nadzora države luke u cijelom procesu primjene novog sigurnosnog standarda sa svim problemima vezanim uz organizacijska i stručna pitanja. Zaključno, autor još jednom naglašava da odgovornost za primjenu i nadzor ISM kodeksa leži isključivo na institucijama države zastave, iako je zbog nezadovoljavajućeg stanja glede sigurnosti plovidbe i zaštite okoliša od onečišćenja nadzor države luke postao značajan instrument u primjeni novih međunarodnih propisa.

Highlights: [•] The research has both methodological and practical values in ship safety management system implementation on-board. The proposed approach encourages the further safety researches especially towards enhancing shipboard safety conditions. Recalling the methodological evaluation in safety management system effectiveness, the followings can be highlighted. [•] (i) The proposed model can utilise both quantitative/qualitative data in safety analysis. [•] (ii) It supports the required solutions to ISM Code (2010) amendments. [•] (iii) The model can be adopted into SMS documentation. [•] (iv) The research encourages the safety practitioners and maritime executives to establish model base system in ship operations and management. [Copyright &y& Elsevier]

Highlights: [•] We did content analysis on both ISM Code and Taylorist literature. [•] We examined the similarities between ISM system and Taylorist approach. [•] We did study on efficient participation of seafarers to safety system. [•] We did examine the lack of personnel familiarity and its unsafe effects on ISM. [•] We found main essential (Motivation) for ensuring efficiency of the ISM. [Copyright &y& Elsevier]

In 1993, the International Maritime Organization adopted the International Safety Management (ISM) Code which requires all shipping companies operating certain types of vessels to establish safety management systems. Nevertheless, two decades later, maritime safety remains a concern. This article studies 94 maritime cases investigated by the Maritime Accident Investigation Branch in the UK. By providing an analysis of reported casualties and incidents, it highlights current challenges in maritime safety. For each casualty and incident, the study reviews the underlying causal factors. These causal factors are then coded according to the functional sections of the ISM Code, covering various aspects of safety management. To investigate human and organizational factors involved in the casualties and incidents, the human factor analysis and classification system (HFACS) is applied to code the same data. Finally, the relative seriousness of casualties and incidents is considered to discuss the findings from ISM Code and HFACS reviews. The study found that the main challenges pertain to the development of plans for shipboard operations, local shipboard management, and the ability of the company to verify when such practices deviate from best practices or required standards. [ABSTRACT FROM AUTHOR]

Abstract: Studies conducted to determine the efficacy of the ISM Code in the past include investigations of the trends of accident numbers and insurance claims and users'' perceptions. None of these, however, could produce a definitive conclusion. This is because both the use of safety outcome as well as the use of perception have inherent problems and are not reliable. This paper takes a different approach. It draws on wider research on management of workplace health and safety to ascertain whether or not employment and social conditions that support effective implementation of self-regulation are present in the maritime context. The findings reveal a considerable disparity between managers'' and seafarers'' understanding of the use of the Code resulting in a wide gap between its intended purpose and practice. The analysis shows that the critical factor is the lack of seafarers'' participation in management of workplace health and safety. The underlying causal factors for such lack of participation were located in seafarers'' poor employment condition and low-trust relationship with their managers. [Copyright &y& Elsevier]

The paper presents the main causes of the sea accidents and disasters, which call for the implementation of a sea pollution and safety management system (SMS) in the navigation companies, for certification purposes, in compliance with the International Management Code for the safe vessel operation and pollution prevention (ISM). For this purpose the objectives of the ISM codes are presented and which are to be found in the implemented Management System. From the main causes of the safety deficiencies in vessel operation, by applying the cause-effect method, it was found necessary to implement a sea pollution and safety management system in the navigation companies able to provide more safety in ship operation, an implementation in the absence of which the international traffic would no longer be possible. Thus the basic SMS implementation stages have been established taking into account the related international legislation. [ABSTRACT FROM AUTHOR]

To prevent unwanted events on board ships, it is important to assess situations which may cause accidents or damage to health, properties or sea environment. By systematically mapping different work operations, effective measures may be implemented and serious consequences may be avoided. The ship owner and the master are responsible for planning, organizing and the carrying out of risk assessments on board ships as required by the latest amendments (2010) to the ISM Code. To ensure smooth implementation, the shipping company needs a risk assessment system at a strategic level. This paper discusses the methodology of risk assessment and categorization of risks considering the consequences, an algorithm of the elements of risk assessment is suggested along with the methodology for the preparation of a risks control plan related to work activities on board ships. [ABSTRACT FROM AUTHOR]

Abstract: This paper developed a risk-based modelling approach to enhance the execution process of shipping accident investigation (SAI). Specifically, the paper addressed a fuzzy extended fault tree analysis (FFTA) that combines the effects of organizational faults and shipboard technical system failures under a unique risk assessment scheme. The case study illustrates that a novel idea behind the proposed methodology allows relevant accident investigators to clarify the probability of technical failures, operational misapplications, and legislative shortages leading to the shipping accident. The current SAI reports can be extended with an integrated risk assessment section to formulate integrated strategies along with risk control measures onboard ships. Since the consequences of shipping accidents are still a global concern, the paper addresses integration of a FFTA into SAI reports to ensure a consistent database and subsequent decision aid to accident analysis and prevention efforts in the maritime transportation industry. [Copyright &y& Elsevier]

Abstract: In shipping, safety depends on the reliability of the technical and human components of the ship-system, although the marine environment itself may sometimes be so hostile as to give rise to accidents that are beyond technical and human control. The need for a continuous analysis of shipping accidents is dictated by the accumulated evidence for the predominance of the human factor and the ever-increasing pressure for further improvement on the safety record of shipping. In this context, the effectiveness of enforced regulations towards the promotion of safety policy in shipping is assessed and the debate and focus on this issue are maintained. The purpose of this paper is to examine human reliability with reference to all accidents involving Greek-flagged ships during 1993–2006, a time-scale that spans over the pre- and post-ISM period. The accident data were processed through a decision tree analysis, which enabled the classification of various accident factors, which, for the purpose of this approach, were treated as the tree variables. In the context of assessing the effectiveness of the implemented ISM Code, the above-mentioned analysis revealed that although the human element maintained its dominance in shipping accidents, there is also substantial evidence in support of its effective control during the post-ISM period, since the implementation of the ISM Code led to an overall reduction of human-induced accidents. Furthermore, the ISM Code was found to remove the influence of vessel type upon the human or non-human source of accidents, since prior to ISM implementation tankers and Ro-Pax vessels were profoundly linked to human-induced accidents. In terms of location, the ISM Code improved the human-induced accident record in both navigational regions of restricted and open waters. However, its impact in terms of location was less effective, since the navigation in restricted waters proved to be distinctively linked to human-induced accidents in comparison to that of open waters, over the entire period of investigation. [Copyright &y& Elsevier]

Abstract: This paper motivates on redesigning the traditional management style of global shipping firms in order to originally establish an Integrated Process Management System (IPMS) on the basis of quality aspects, environmental concerns, and occupational health and safety requirements. The requirements of ISO 9001:2000, ISO 14001:2004, and OHSAS 18001:2007 are comparatively assessed with respect to International Safety Management (ISM) Code clauses via using Fuzzy Axiomatic Design (FAD) while Analytic Network Process (ANP) enables to identify critical managerial processes of shipping business. Consequently, the fundamental structure of IPMS is proposed based on the quantitative outcomes of FAD and ANP approaches. In practice, the IPMS can be adopted into shore-based organizations in accordance with the prior principles of ship management companies. [Copyright &y& Elsevier]

Abstract: This paper proposes a systematic approach for exploring the compliance level of the international safety management (ISM) code with the in order to structure an integrated quality and safety management system (IQSMS) for shipping operations. Multi-attribute fuzzy axiomatic design (MA-FAD) is determined as a suitable research methodology for the focused problem. To illustrate the proposed approach, a casualty onboard oil tanker ship is analysed; moreover, the potential advantages of the IQSMS in operational level are underlined. The outcomes of this research originally ensure decision aid for the relevant executives in ship management companies who eagerly insist to implement quality integrated ISM code. [Copyright &y& Elsevier]

The paper presents the main causes of the sea accidents and disasters, which call for the implementation of a sea pollution and safety management system (SMS) in the navigation companies, for certification purposes, in compliance with the International Management Code for the safe vessel operation and pollution prevention (ISM). For this purpose the objectives of the ISM codes are presented and which are to be found in the implemented Management System. From the main causes of the safety deficiencies in vessel operation, by applying the cause-effect method, it was found necessary to implement a sea pollution and safety management system in the navigation companies able to provide more safety in ship operation , an implementation in the absence of which the international traffic would no longer be possible. Thus the basic SMS implementation stages have been established taking into account the related international legislation. [ABSTRACT FROM AUTHOR]

The article explores the recordkeeping practices of seafarers concerning the implementation of work and rest hours' regulations. In particular, it considers what motivates seafarers to hide their violations through record adjustment. The research adopted a qualitative research methodology to understand this industry problem, involving the use of semi-structured interviews. These were conducted with 20 seafarers to analyze their recording practices and adjustment of records. The participants underline that the imbalance between workload and manning levels leads to recurrent violations, particularly during port-related operations and for seafarers on the 6On/6Off watch system. To hide their violation and feign compliance, the data revealed that almost all seafarers in our study adjusted work and rest hours' records. The fear of the consequences of non-conformities during third party inspections is the main driver for such adjustment of records. Employment concerns and job insecurity tend to make seafarers submissive to the companies' interests, and they place the ship interests first. Flag State, Port State, and shipping companies seem to disregard violations and adjustments. Therefore, adjusting records seems a low-risk option for seafarers. However, systematic adjustment of records points to failures of the International Safety Management (ISM) Code and its audit system. In many cases, seafarers accept unfavorable work conditions and embrace the ethos of 'ship first'. [ABSTRACT FROM AUTHOR]