As part of its series on maritime casualties related to ISM non-conformities, SAFETY4SEA focuses today on the sinking of the Anchor Handling Tug ‘Bourbon Dolphin’, which led to eight fatalities. In opposition to ISM Code, the operating company had not examined whether the vessel was suitable for the operation.
Several maritime casualties have been attributed to ISM-associated issues. SAFETY4SEA chose to focus today on the grounding of the general cargo ship ‘Harvest Caroline’ which constitutes an interesting case study of how inconsistent implementation of ISM can lead to unpleasant situations.
Master is the key person to ensure the effective implementation of the ISM Code on board and thus, as a top priority, he needs to be familiar with company’s SMS. In particular, clause 5 of the ISM Code defines Master’s requirements and expectations; as such, among its main duties, Master is assigned with the obligation to review and verify the Safety Management System of the Company (as per ISM Code Clause 5, para. 5.1.5).
It has been 13 years, since the RoRo ‘Cougar Ace’ was involved in an incident that caused its entire cargo of almost 5,000 brand new cars to be scrapped. The incident highlighted issues related to the assignment of duties in a ship’s SMS, within the context of ballast water exchange operations.
This article attempts to clarify the difference between terms Observation, Non-conformity or Major Non-conformity, as defined by ISM Code, and explain with an example how to handle effectively any ‘non-fulfilled’ requirement that has been found onboard and may pose risks to safe operations.
32 years have passed since the capsizing of Herald of Free Enterprise, only a few minutes after leaving Zeebrugge port on 6 March 1987, killing 193 people. The incident is considered, not only as the deadliest casualty involving a UK-registered ship since 1919, but also as a wake-up call for safety improvements.
The purpose of the International Safety Management (ISM) Code is to provide an international standard for the safe management and operation of ships and for pollution prevention. The ISM Code in its mandatory form was adopted in 1993 by resolution A.741(18) and entered into force on 1 July 1998.
Last week marked 28 years since the explosion and sinking of the VLCC ‘MT Haven’ off the coast of Genoa, Italy. To date, Haven is not only known as the world’s largest shipwrecks, but also the largest oil spill in the history of the Mediterranean Sea.
16th April marks five years after Sewol ferry sinking shocked the global community. Sewol ferry sank on 16 April 2014, in South Korean waters taking the lives of over 300 people, most of whom where kids on a school excursion. Four years later, in August 2018, the official panel investigation on the accident said it could not find exact causes for South Korea’s deadliest maritime casualty since 1970.
The 10th of April marks 18 years since the fire onboard the Italian passenger ferry ‘Moby Prince’, Italy’s worst merchant marine disaster since the end of World War II. The incident, resulting in death of all but one person onboard, highlighted how miscommunication in emergency situations can be disastrous.
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