We can Develop or Optimize your ISM System and/or Tanker Management and Self-Assessment (TMSA) using structured models easy to understand and simple to use during the daily operation. Our System Library (Ship/Company) includes ALL types of ships from a small Hydrofoil to a High Speed Craft, Ro/Ro, Ro/Pax or Tankers and plenty of structured Company Models to choose the best combination for you. Your choice can facilitate your fleet.
Our model has the following major advantages:
- The System supports multi type ships simultaneously with a simple way.
- Simple and efficient filling system directly linked with the ISM Manual.
- Help Library with ready to use Standing Orders, Circulars and more other tools.
- The System is dynamic and can be modified to facilitate Authorities or Class Societies without revisions of the system.
- You can install a part of our system due to its flexibility to work/fit with other systems. Nevertheless, we strongly recommend installing all the ISM and TMSA as an applicable set.
- The System is in line with obligatory rules and regulations of IMO, Flags or IACS.
- We ensure any modification requested by the Certification Authority, provided the regulations did not change. We work hard to deliver an "Error Free" system and this mean continuous support during the agreement period which will include 24/7 telephone, fax, mail and visits to your office or onboard when requested.
TMSA / TMSA2
We can also provide full support to TMSA issues. The adoption of TMSA as described in the OCIMF guidelines is required by:
- Oil majors for tankers carrying their cargos
- Tankers carrying cargoes for them
- Tankers loading and discharging at their terminals
This includes the great majority of petroleum cargos, thus the TMSA system has become essential for most tanker operators.
The TMSA initiative was published by OCIMF in 2004 as a guide for tanker operators, as a tool to help improve management systems. 2008 sees the release of the second edition. This programme aims to raise TMSA awareness and understanding of the system, its implementation and use.
- Background and reasons of introducing TMSA
- TMSA structure and requirements
- TMSA theory and practice for ship operators
- TMSA meaning for crews onboard tankers
- How TMSA fits in with the SIRE vetting process
The Risk Analysis issues started after the amendments of ISM came in force after 01-07-2010. A lot of controversial views were expressed with a lot of consultants or auditors requesting ships and companies to assess all risks.
We were in IMO during this discussion and the Real History of this revision follows:
The initial proposal for modification of paragraph 220.127.116.11 of ISM code, was enabled with the paper FSI 13/10/1, prepared by IACS and was then modified after proposal of joint working Group MSC – MEPC. This group was established to examine relative proposals (MSC 84- WP 6 –Annex 1 page 3) and the final text to the IMO plenary as prepared by the working group was:
"18.104.22.168 Assess all risks to its ships, personnel and the environment and establish appropriate safeguards"
With our intervention as Greek Delegation and support by the majority of delegations the text was modified and incorporated in the final report of MSC (MSC 84/24/Add2) to the following text
"22.214.171.124 Assess all identified risks to its ships, personnel and the environment and establish appropriate safeguards", and this was the final version.
During the Discussions in IMO we said that identified risks :
- Should be those arising from incidents, near misses, break downs, accidents, emergencies mainly in our ship – this means incident HISTORY and RECORDS,
- Arise from the background of damage reports, accidents, near accidents etc. in a company from all ships within its fleet ,
- Cover all work hazards during the normal execution of duties and operations on board, but do not cover hazards that are not reasonably visible,with data from other companies, general statistical data that do not concern our company, but could arise in theory, may lead us to take excessive measures and establish procedures for hazards that are unlikely to happen upon the specific Company/Ship/Crew, Arising from general statistical data will be considered carefully whether they can occur in our ship/company, and should be POSSIBLE (P=possibility) and have a concrete CONSEQUENCE (C=consequence), so R=PxC.
The meaning of this ISM code revision is:
- To lead us to take measures based on common sense and operational practice for the given Company, keeping in mind the way that the management operates its ships.
- To make a procedure more safe and simpler taking into account the SMS/SMM.
- To not "destroy" SMS that works properly but makes our SMS better and simpler.
- For the risk to be a Company-Ship-Crew specific and identified.
Therefore a satisfactory assessment must be prepared for the identified risks that occur from a repeated or not procedure on board, the relative works or the duties of crew, aiming at:
(a) Find crew or other personnel that are exposed to a specific risk during the execution of their duties on board.
(b) Take measures to prevent an identified risk e.g. Fatality, injury, loss or damage to the ship or other property loss or damage to the environment.
(c) Make existing procedures simpler and more comprehensive.
Risk assessment takes into account STCW working hours because we have to avoid one procedure and in practice reduce the time left for another. The SMS /SMM changes must be prepared having in mind the crew rest hours.
Why saying all these. Just to prove you can trust us to evaluate your system and propose the proper procedures to be included in your Safety Management Manual in line with the meaning of the recent ISM Code amendments. We have the knowledge to guide you when a Risk Assessment is really necessary.
Relevant sectors in this Web site are available for you to decide in case you need some additional services related to drills, seminar etc.