MVM has entered the Mini ISM market with mixed feelings.
We were not to happy , at first, to agree on a compromise – as we saw it. Sat with Flag and Class and discussed the issue . Found a solution that doesn’ t leave us feeling as if we “lowered the bar“.
We were not to happy , at first, to agree on a compromise – as we saw it. Sat with Flag and Class and discussed the issue . Found a solution that doesn’ t leave us feeling as if we “lowered the bar“.
1. We have taken our full ISM system and created a Mini ISM manual as a base with all relevant chapters including Risk Assessment. From this base we create for each vessel a Bespoke manual with reference to the Base manual. Its there with most of the required guide lines, It serves as a reference and allows Vessel and company to utilize what the deem right. The system can be personalized according to the culture and nature of company and yacht/fleet. Use the MVM platform to carry the system and you are paper free !!!!
MVM along with MMSMARINE believe in 30 years of experience allowing us to create a unique blend without any cracks in the infrastructure allowing Safety and Security at all times.
We can not forget for a moment that this is only a base and one link in a culture chain within the company and vessels. We highly recommend to follow the Mini ISM with our training schedule and include the initial visit on board as a most.
What is Mini ISM ???
The Mini ISM is a system of safety management introduced for commercially registered yachts. From January 1, 2007, it has been necessary, under Chapter 22 of the revised Large Yacht Code (LY2) for all Red Ensign flagged commercial yachts over 24 meters and under 500GRT to have a safety management system on board.
The Mini ISM is a trimmed down version of the International Safety Management (ISM) code and applies to Yachts built after 2004. It is held to be a system of good practice within yachting. The Mini ISM schedule covers such things as health and safety guidelines, emergency procedures as well as statements of authority.
It was introduced to implement an effective safety management system for vessels under 500 GRT, where full certification to the International Safety Management Code is not required.
Included in the cut down version of the code is a health and safety policy for the staff and crew of the yacht, both onshore and at sea. And for vessels under 400GRT, an oil management regime must be incorporated into the health and safety plan.
Yacht owners and companies are also obliged to draw up procedures to ensure that safe working practices are carried out in the operation of the vessel. These can be in the form of check lists which can be followed by all personnel.
Also, under the code requirements, lines of communication between the yacht’s personnel – the chain of command – both at sea and ashore, should be made clear. And in order to maintain the health and safety culture, yacht personnel should be made aware of the procedures for reporting accidents. Under the regulations there must be clear procedures for responding to emergencies such as fire, grounding, collision, man overboard, acts of violence or steering failures. The code also demands that all yacht personnel receive adequate training for their duties.
While the Mini ISM is a major initiative in ensuring yachting safety, it does place a heavy burden on owners and captains. However, yacht management companies will provide the necessary expertise to ensure the regulations are completely complied with.
These companies will ensure that procedures are in place to be fully compliant with the regulations, such as 24 hour shore emergency contact, and assistance with periodic reviews. The yacht management company will also offer support in the case of any emergency or incident.
Relevent links:
ANNEX 2 SAFETY MANAGEMENT SYSTEM FOR VESSELS UNDER 500GT
INTRODUCTION
1. The purpose of this Annex is to provide guidance on how to develop and
implement an effective safety management system for vessels under 500GT,
where full certification to the International Safety Management Code is not a
requirement.
GENERAL
2. Each operator should create a safe working environment, which should include
the following:
A health and safety protection policy.
2.1 This must address the issues of health, safety and the environment as they
affect the company and its staff, both ashore and afloat. Such a policy might
read along the following lines:
“The policy of (name of Company/Owner) is to conduct its activities taking full
account of the health and safety of its employees and of all persons using or
connected with the Company/Owner. In implementing this policy, (name of
Company/Owner) will ensure that the [vessel] is, at all times, properly
maintained and operated by qualified personnel in full compliance with relevant
legislation. In particular the [Company/Owner] will carry out an assessment of
the risks to the health and safety of workers and others affected by [the
undertaking], and will take the necessary measures to minimise the risks
identified.”
2.2 The owner/operator is recommended to develop and implement an oil
management plan to the same standard as the garbage management plan and
to integrate it with the Health and Safety Protection Policy. This is not required
for vessels over 400GT, for which an IOPP certificate is required.
Procedures to ensure safe operation of vessels in compliance with the
regulations and rules.
2.3 The regulations and rules, not addressed by this Code of Practice, which apply
to all vessels include, but are not limited to:
•
International Regulations for Preventing Collisions at Sea;
•
Local Navigation Rules;
•
National health and safety regulations;
•
The Code of Safe Working Practices for Merchant Seamen;
•
2.3.1 The company should draw up simple procedures to ensure that safe working
practices are carried out in the operation of the vessel. These may be in the
form of checklists which can be followed by all personnel.
2.3.2 For some vessels, it might be appropriate to have permanently exhibited
checklists, e.g. in the wheelhouse for navigational items. Alternatively, in a
smaller vessel, the record could take any suitable form such as a diary as
distinct from a specially printed logbook. Whatever form the record takes, such
entries should be accepted as evidence of compliance with the ONBOARD
PROCEDURES requirements.
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All relevant national shipping or guidance notices.
Lines of communication between personnel, ashore and afloat.
2.4 Responsibility and authority of each employee should be clear. This may be
best illustrated in a simple diagram, showing who reports to whom.
Procedures for reporting accidents.
2.5 The requirement for reporting accidents should be well understood by all
personnel and in so doing improve the safety culture practiced on board.
Procedures for responding to emergency situations.
2.6 There should be clearly stated procedures for responding to emergency
situations. These may include but not be limited to:
•
fire
•
collision
•
grounding
•
violent act
•
main propulsion or steering failure
•
2.6.1 Checklists may be useful in this regard.
man overboard
HEALTH AND SAFETY PROTECTION POLICY
3. One or more competent persons should be delegated to take responsibility for
health and safety, and that person/persons should be clearly identified. It is the
responsibility of the owner/operator to ensure that the policy is complied with,
and that the responsibilities are understood.
4. The company/owner should develop a policy on prevention of alcohol and drug
abuse.
5. All personnel both ashore and afloat have a duty to take care of themselves and
other persons who may be affected by their acts or omissions.
6. It is essential that, in the event of an emergency, there is the ability to
communicate with the emergency services via a shore base. The shore base
may be the company office ashore, the local Coastguard, Police or Fire Station,
or another office as may be agreed between the vessel and the shore base.
RESPONSIBILITIES
7. The Master must have authority at all times, to make decisions with regard to
the safety of the vessel and the persons on board. To ensure that there is no
ambiguity regarding the authority of the Master, there should be a simple written
statement to this effect.
PERSONNEL AND TRAINING
8. All personnel should receive training appropriate to the tasks they undertake. It
is the responsibility of the company/owner to ensure that this training is given,
and that the personnel have an understanding of the relevant regulations and
rules.
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9. As a minimum, this means:
•
for the Master, the relevant qualifications;
•
appropriate to their designated duties.
10. Prior to the first occasion of working on the vessel, each employee must receive
appropriate familiarisation training and proper instruction in onboard
procedures. This could include, but not necessarily be, limited to:
for the crew, relevant qualifications and any additional training
•
mooring and unmooring;
•
launching and recovery of survival craft;
•
evacuation from all areas of the vessel;
•
donning of lifejackets; and
•
use and handling of fire fighting equipment.
ONBOARD PROCEDURES
11. Simple procedures should be developed for the operation of the vessel. These
should include, but not be limited to:
•
passage;
testing of equipment, including steering gear, prior to commencing a
•
navigation and handling of the vessel;
•
maintenance routines;
•
bunkering operations;
•
watertight/weathertight integrity;
•
stability of the vessel; and
•
conduct of passengers and crew while on board.
PREPARATION FOR EMERGENCIES
12. The potential emergencies likely to be encountered by the vessel should be
considered. Exercises should then be carried out in the handling of these
emergencies and evacuation from the vessel.
13. Where possible, all personnel should be involved in these exercises, both
ashore and afloat.
14. The roles and responsibilities of all personnel in an emergency situation should
be defined.
15. The exercises should be recorded. The names of those who participated should
also be recorded.
REPORTING OF ACCIDENTS
16. Vessels operating under this Code are required to report any accidents to the
Administration and the company must therefore have a procedure in place.
Additionally, all accidents and near accidents should be recorded and reported
to the operator/owner, who should implement corrective action, with the aim of
improving safety.
MAINTENANCE OF THE VESSEL AND EQUIPMENT
17. Maintenance of the vessel and equipment is an essential ingredient of safety
management. The equipment should be checked and tested daily when in use,
in addition to the tests referred to in the ONBOARD PROCEDURES section of
the Code.
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18. There should be procedures for a more detailed inspection and maintenance
programme of the vessel and equipment.
19. The frequency of the inspections should be determined by the owner/operator,
but every event should be recorded.
20 A checklist could be employed as an aide memoir for the inspection of
equipment.
REVIEW
21. Every company/owner should undertake a review of the safety management
system of all vessels at least once in every three years.