Modern safety management training courses Modern safety management is the most widely attended course of its kind in the world and DNV’s best-selling course worldwide. Modern safety management is based on proven principles of safety management and provides participants with the fundamental concepts and techniques for a practical, proactive approach to managing safety and controlling losses.

Modern safety management 1st Edition was established in 1985 and has been taught to more than half a million participants worldwide. This pioneering course has defined good practice in safety management for industry worldwide. Modern safety management 2nd Edition was launched in 2007 to include the latest risk management concepts and techniques needed to implement an integrated health, safety, security, environmental and quality management system.

This course provides participants with practical and proactive management techniques to ensure safe and sustainable operations.

What is the purpose of the Code of Safe Working Practices?

Code of Safe Working Practices Code of Safe Working Practices for Merchant Seafarers 2015 Edition including amendments 1 – 5 This ‘Code of Safe Working Practices for Merchant Seafarers’ provides guidance on improving health and safety on board vessels and articulates how statutory obligations should be fulfilled.

• It is intended primarily for merchant seafarers on United Kingdom registered vessels.
• The 2015 edition includes more human behavior al elements throughout.
• A new chapter outlining the importance of a good culture of safety, including revised guidance on risk assessment New content on fatigue Revised chapter on entry into dangerous spaces, reflecting new SOLAS requirements, IMO Resolution A.27/Res.1050 and other best practice A new chapter on ergonomics It is a statutory requirement for the current edition of the Code to be carried on board all UK ships other than fishing vessels and pleasure craft.

The Code contains essential health and safety information and it must be made available to any seafarer on board the ship who requests it. The Code details the regulatory framework for health and safety on board ships, safety management and statutory duties underlying the advice in the Code, and the areas that should be covered when introducing a new recruit to the safety procedures on board.

What is the objective of COSWP?

The ‘Code of Safe Working Practices for Merchant Seafarers 2015, 2018 consolidated edition’ provides guidance on improving health and safety on board vessels and articulates how statutory obligations should be fulfilled. It is intended primarily for merchant seafarers on United Kingdom registered vessels.

1. It is a statutory requirement for the Code to be carried on board all UK ships other than fishing vessels and pleasure craft.
2. The Code contains essential health and safety information and it must be made available to any seafarer on board the ship who requests it.
3. COSWP provides guidance on improving health and safety on board vessels and articulates how statutory obligations should be fulfilled.

The Code details the regulatory framework for health and safety on board ship, safety management and statutory duties underlying the advice in the Code and the areas that should be covered when introducing a new recruit to the safety procedures on board.

A new chapter outlining the importance of a good safety culture, including revised guidance on risk assessment. New content on fatigue. Revised chapter on entry into dangerous spaces, reflecting new SOLAS requirements, IMO Resolution A.27/Res.1050 and other best practice. A new chapter on ergonomics.

2) Code of Safe Working Practices for Merchant Seafarers 2015 edition – Amendment 1 October 2016 ISBN: 9780115534904 Amendment 1 to the Code of Safe Working Practices for Merchant Seamen (COSWP) 2015 provides updated safety signs and a new chapter on Ships Serving Offshore Renewables. Amendment 1 includes the following:

New chapter (Chapter 32) covering Ships Serving Offshore Renewables. Updated signs in Chapter 9, Safety Signs.

3) Code of Safe Working Practices for Merchant Seafarers 2015 edition – Amendment 2 December 2017 ISBN: 9780115535765 Amendment 2 to the Code of Safe Working Practices for Merchant Seafarers (COSWP) 2015 Edition provides new information on sunglasses, the risk from sharps, solid carbon dioxide, and safe access to small craft. Amendment 2 includes the following:

Update to Chapter 3, with the addition of information on sunglasses and risk from sharps. Update to Chapter 21, with information about solid carbon dioxide. Update to Chapter 22, with information about safe access to small craft.

4) Code of Safe Working Practices for Merchant Seafarers – Amendment 3, October 2018 ISBN: 9780115536212 Amendment 3 to the Code of Safe Working Practices for Merchant Seafarers (COSWP) 2015 edition provides updates to chapters 18 and 19. Amendment 3 includes the following:

Update to Chapter 18, with text reordered to move standards for equipment to an annex. Update to Chapter 19, with text reordered to move standards for equipment to an annex.

5) Code of Safe Working Practices for Merchant Seafarers – Amendment 4, October 2019 ISBN: 9780115537127 Amendment 4 to the Code of Safe Working Practices for Merchant Seafarers (COSWP) 2015 edition provides updates to Chapters 1, 3, 10, 13 and 24. Amendment 4 includes the following:

Update to Chapter 1, with risk assessment forms added. Update to Chapter 3, with updated information on the safe use of e-cigarettes. Update to Chapter 10, with updated information on the safe rigging of pilot ladders. Update to Chapter 13, with a list of human and organizational factors that may have contributed to an accident. Update to Chapter 24, with more information about welding fumes.

The Code details the regulatory framework for health and safety on board ships, safety management and statutory duties underlying the advice in the Code and the areas that should be covered when introducing a new recruit to the safety procedures on board.5) Code of Safe Working Practices for Merchant Seafarers – Amendment 5, October 2020 ISBN: 9780115539770 Amendment 5 to the Code of Safe Working Practices for Merchant Seafarers (COSWP) 2015 edition provides updates to Chapters 1-6, 8-12, 15, 18, 20-24, 26, and 28.

New section on damage control drills New annex with table of emergency drills and their frequency

Chapter 12

Updated info on vibration exposure limits Table of recommended maximum sound limits for different areas on board ship updated in annex

Chapter 15

Updated info on personal monitoring equipment New table about testing for toxic gases

Chapter 20

Updated info on isolation while working on powered machinery or equipment New section on critical equipment New info on the lock out, tag out (LOTO) safety procedure

6) Code of Safe Working Practices for Merchant Seafarers – Amendment 6, October 2021 ISBN: 9780115540646 Amendment 6 to the Code of Safe Working Practices for Merchant Seafarers (COSWP) 2015 edition provides updates to Chapters 3, 4, 14, 18, 19, 20 and 26. Amendment 6 includes the following updates:

Chapter 3 – New section on the use of mobile phones and other personal electronic devices Chapter 4 – Addition of new sub-sections and an annex on launching drills for lifeboats and rescue boats Chapter 14 – Items added to the permits to work forms Chapter 18 – Ropes and wires information rearranged Chapter 19 Updated advice on the regular examination of lifting equipment or accessories Chapter 19 – Updated advice on the regular examination of lifting equipment or accessories Chapter 20 – Information added about assistive-start substances and maintenance-free storage batteries Chapter 26 – Addition of a new sub-section and annex on safe self-mooring operations and examples of mooring arrangements

The amendment consists of loose-leaf pages that replace select pages from the main edition binder. For the Code of Safe Working Practices for Merchant Seafarers collection, click here,

What is the importance of safe working practices on board the vessel?

Proper housekeeping and safe ship working practices ensure a comfortable working environment and are critical for staying safe on the open water. Establishing and following a set of health and safety guidelines can keep ships functioning at an optimal level.

What is the latest edition of COSWP?

This document includes the text and images from the code of safe working practices for merchant seafarers (COSWP) 2015 edition, 9780115534027, published on 4 September 2015, plus subsequent amendments 1,2, 3, 4, 5, 6 and 7. This document does not match the pagination of the published version, which is available for purchase from tsoshop.co.uk Italicised textual references follow the paragraph to which they refer.

What are safe work procedures and practices explained?

Definition. Safe work practices are generally written methods outlining how to perform a task with minimum risk to people, equipment, materials, environment, and processes. Safe job procedures are a series of specific steps that guide a worker through a task from start to finish in a chronological order.

What does Coswp stand for?

COSWP stands for Code of Safe Working Practices (UK merchant seamen) – This definition appears somewhat frequently and is found in the following Acronym Finder categories:

Organizations, NGOs, schools, universities, etc.Business, finance, etc.

What is the purpose of Code of Safe Working Practices for Merchant Seafarers?

Background – As explained by the MCA, ” The Code is an authoritative best practice manual on health and safety on board ships It deals with the regulatory framework for health and safety on board ship, safety management and statutory duties and gives practical information on safe working,” MM’s prior advice on the COSWP was contained in the first MM Risk Bulletin (RB Zero) posted on 12 July 2018.

• It advised that although COSWP was created as a safe working guideline for UK flag vessels, its value as an important loss prevention tool on board all ships – regardless of flag or trade – has been recognised throughout the global shipping industry for many years.
• The carriage of an updated hard copy of COSWP is a statutory requirement on board all UK flag commercial vessels.

However, it is not mandatory on board any other flag state vessel unless that vessel’s ISM Code SMS safe work procedures make specific reference to the incorporation of COSWP. Despite this limitation and probably because of COSWP’s almost universal recognition as a best practice guide, Port State Control (PSC) Officers in many countries may consider it as an essential shipboard publication regardless of the inspected ship’s flag.

What are the objectives of maritime safety?

What is the Difference Between Maritime Security and Maritime Safety? – While often used interchangeably, maritime security and maritime safety are slightly different from each other. Maritime security largely focuses on the protection of vessels and their cargo from external threats such as smuggling and piracy.

How many copies of Coswp are there?

Carriage of the Code – 4. —(1) In every ship to which these Regulations apply, and on which five or less workers are employed, the Company shall ensure that there is carried at least one copy of the Code, in the custody of the master, which shall be easily accessible and readily available to workers.
(2) In every ship to which these Regulations apply, and on which more than five and no more than twenty workers are employed, the Company shall ensure that there are carried a suitable number of copies of the Code of which–
(a) one copy shall be kept in the custody of the master;
(b) one copy shall be kept in the custody of the safety officer;
(c) one copy shall be provided for each safety representative, where elected; and in addition
(d) one or more copies shall be kept in a place readily accessible to other workers;
provided that no person shall be required to hold more than one copy of the Code.
(3) In every ship to which these Regulations apply, and on which more than twenty workers are employed, the Company shall ensure that there are carried a suitable number of copies of the Code of which–
(a) one copy shall be kept in the custody of the master;
(b) one copy shall be kept in the custody of the chief officer;
(c) one copy shall be kept in the custody of the chief engineer;
(d) one copy shall be kept in the custody of either the purser or the catering officer;
(e) one copy shall be kept in the custody of the safety officer;
(f) one copy shall be kept in the custody of each safety representative, where elected; and in addition
(g) a number of copies which is adequate for the number of other workers employed, taking account of the nature of their duties, shall be readily available and kept in a place or places readily accessible to those workers;
provided that no person shall be required to hold more than one copy of the Code.
(4) Where, as the case may be, no safety officer or safety representative is appointed for the ship, any requirement in this regulation for a safety officer or safety representative to keep a copy of the Code shall not apply, and in either case the number of copies which the Company is required by this regulation to ensure are carried may also be reduced, as long as the total number carried will not be less than a suitable number.
(5) No person shall knowingly remove a copy of the Code, carried in compliance with these Regulations, from the ship without the consent of the Company or the master.

What year was the ISM Code adopted by Solas?

Amendments to the ISM Code – The ISM Code in its current form was adopted in 1993 by resolution A.741(18) and was made mandatory with the entry into force, on 1 July 1998, of the 1994 amendments to the SOLAS Convention, which introduced a new chapter IX into the Convention. Amendments to the ISM Code:

2000 by resolution MSC.104(73), these amendments entered into force on 1 July 2002.2004 by resolution MSC.179(79), these amendments entered into force on 1 July 2006.2005 by resolution MSC.195(80), these amendments entered into force on 1 January 2009.2008 by resolution MSC.273(85), these amendments entered into force on 1 July 2010.2013 by resolution MSC.353(92), these amendments entered into force on 1 January 2015.

What is an example of a safe work practice?

What is Safe Work Practices (SWP)? – Definition from Safeopedia Safe work practices (SWP) are usually written methods showing how to perform a task with minimum risk to personnel, equipment, materials, environment and processes. These are guidelines like do’s and don’ts but may not always be suitable when a new hazard been identified.

• Employees should know, understand and follow the SWPs those are applicable to own work.
• Safe work practices (SWP) are developed as an outcome of a hazard assessment and these should conform to the practices within the concerned industry.
• These guidelines helps the workers to work in the safest way unless a new hazard been identified.

SWPs are not step by step procedures. As the new workers are more prone to accidents at workplaces, they need to be trained more on SWP. An example of SWP is placing a notice ‘mind your steps’ at the beginning of a staircase. The following features are helpful in implementing safe work practices at workplace:

Induction training for new employees. Training on communication and teamwork during normal and emergency situation. Training on fire safety and emergency procedures. Training on hazard identification, risk control, use of personal protection equipment (PPE) and first aid. Observation of ergonomics to reduce injuries to workers. Use and maintenance of appropriate tools for work and keeping them in good working condition. Handling, application, labelling and storage of hazardous and non-hazardous materials so the workers are not exposed to danger. Adherence to policies and procedures to set standard actions and reactions understandable by all and to reduce chaos in an emergency. Housekeeping, cleaning and waste disposal considering environment safety and health (ESH).

Share this Term : What is Safe Work Practices (SWP)? – Definition from Safeopedia

What is code in Solas?

International Convention for the Safety of Life at Sea (SOLAS) – DGRM Framework Before the very serious accident with the Titanic, occurred on 14 April of 1912, after colliding with an iceberg, the history had already recorded other serious maritime accidents. However, few have had the lasting impact of what happened with the Titanic and no other has received a prompt response of the international maritime nations in order to take measures that would contribute to safety of human life at sea.

The Titanic´ crash led the international community to react immediately in finding answers that would help to prevent similar accidents from recurring in the future. In this regard, the first international conference on the safety of life at sea was held in London in January of 1914 at the invitation of the British Government.

This has been translated into approval, two years after the accident, of the first International Maritime Convention, the International Convention for the Safety of Life at Sea, the SOLAS Convention, and it would certainly have been decisive, years later, to the establishment of the International Maritime Organization.

1. The first SOLAS Convention was adopted on 20 January of 1914, with a view to entry into force in July of 1915.
2. However, it came into force later because of the war that broke out in Europe.
3. Since then, there have been four other SOLAS conventions: the second was adopted in 1929 and entered into force in 1933, the third was adopted in 1948 and entered into force in 1952, the fourth was adopted in 1960, already under the auspices of the IMO and entered in force in 1965, and the current version was adopted in 1974 and entered into force in 1980.

The SOLAS version of 1960 was the first major task for IMO since the Organization´s founding and represented a significant step in modernisation of the regulations and in the monitoring of technical developments in the shipping industry. The intention would be to keep the Convention updated through regular amendments, but in practice this was found to be very slow.

It has become obvious that it is impossible to ensure the entry into force of amendments within a reasonable period of time. In response to this difficulty, a completely new Convention was adopted in 1974, which included not only the amendments agreed up to that date but also a new amendment procedure – the tacit acceptance procedure – designed to ensure that the changes were made in a given period time, preferably short.

The SOLAS Convention is one of the three most important pillars of the international instruments, which regulate questions relating to maritime safety and pollution prevention, the other two are the International Convention for the Prevention of Pollution from Ships, the MARPOL Convention, and the International Convention on Standards of Training, Certification and Watch keeping for Seafarers, STCW Convention, and undoubtedly the most important convention in the field of maritime transport.

By Decree No.79/83 of 14 October, Portugal approved for ratification the International Convention for the Safety of Life at Sea of ??1974 (74 SOLAS) and by Government Decree No.78/83 of 14 October, and Decree No.51/99 of 18 September, approved the Protocols of 1978 and 1988 for accession the said Convention.

The amendments to the 74 SOLAS Convention on the Global Maritime Distress and Safety System and amendments relating to the introduction of new Chapters IX, X and XI, respectively by Decrees No 40/92, 2 October, and 21/98 of 10 July. It should be noted that Decree No.19/2000 of 11 August amends some of the provisions in Chapters IX, X and XI in the Portuguese translation.

The development of new radio communications technologies has given to the IMO and the International Telecommunication Union conditions for design of the new telecommunications system, wherever the ship is located, which allows to send and receive distress messages. This new system, called the Global Maritime Distress and Safety System (GMDSS), was adopted at an international conference in 1988 and began operating on 1 February, 1999.

The GMDSS is designed for ships engaged in international voyages: of a gross tonnage of 300 tons or over and for passenger ships. Recognizing the importance of the GMDSS for the safety of human life at sea, the Portuguese State decided to extend the GMDSS to the remaining national ships, initially not covered by that system.

In this sense, Decree-Law No.174/94 of June 25 was approved. Decree-Law No.145/95 of 14 June was also approved under the GMDSS system, which regulated the rules contained in the amendments adopted in 1988, clarified the interpretation of some of them and defined exemptions and equivalents provided for in the SOLAS Convention.

In order to comply with the obligation contained in Article 1 (b) of SOLAS, which states “Contracting Governments commit to promulgate all laws, decrees, orders and regulations and take such other measures that may be required to give full and complete effect to the Convention”. Scope of application As a general rule, the SOLAS Convention applies to cargo ships of 500 gross tonnage or over and passenger ships on international voyages. The Chapter IV extends also the scope of the SOLAS Convention to cargo ships with a gross tonnage of 300 tonnes or over, while the Chapter V applies as a general rule to all ships with the exception of warships, naval auxiliaries and other ships owned or operated by a Contracting Government and used only on Government non-commercial service. Structure of the SOLAS Convention The SOLAS Convention shall consist of a pleading and an Annex. The articles include 13 articles, which cover, in particular, the aspects related to general obligations, the procedure for adopting amendments, the way how a State can become a Party to the SOLAS Convention, etc.

Chapter I – General Provisions Chapter II-1 – Construction – Subdivision and stability, machinery and electrical installations Chapter II-2 – Fire prevention, fire detection and fire extinction Chapter III – Lifesaving appliances and arrangements Chapter IV – Radio communications Chapter V – Safety of Navigation Chapter VI – Carriage of Cargoes Chapter VII – Carriage of dangerous goods Chapter VIII – Nuclear ships Chapter IX – Management for the Safe Operation of Ships Chapter X – Safety measures for high-speed craft Chapter XI-1 – Special measures to enhance maritime safety Chapter XI-2 – Special measures to enhance maritime safety Chapter XII – Additional security measures for bulk carriers Chapter XIII – Verification of compliance Chapter XIV – Safety measures for ships operating in polar waters.

Compulsory Codes under the SOLAS Convention

International Code for Application of Fire Test Procedures (FTP Code) International Code for Fire Safety Systems (FSS Code) International Intact Stability Code (IS Code 2008) International Code Life-saving Appliance Code (LSA Code) International Maritime Code for Dry Bulk Cargoes (IMSBC Code) International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code) International Code for the Construction and Equipment of Ships Carrying Liquefied Gases Bulk (IGC Code) International Maritime Code for Carriage of Dangerous Goods (IMDG Code) Code for the Safe Carriage of Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes in Flasks on board Ships (INF Code) International Code for the Safety of High Speed Craft (HSC Code 1994) International Code for the Safety of High Speed Craft (HSC Code 2000) Code for the Investigation of Marine Causalities International Code for the Security of Ships and Port Facilities (ISPS Code).

The SOLAS Convention and respective Amendments The SOLAS amendments can be found, : International Convention for the Safety of Life at Sea (SOLAS) – DGRM

What is a M notice?

M Notices publicise to the shippping industry important safety, pollution prevention and other relevant information. Merchant Shipping Notices (MSNs) often contain details of UK law and are legally enforceable when referred to by a Statutory Instrument.

What are the safe working practices on board ships?

3. Working on board – Several hazards are common to all areas of vessels. Insects are very resilient and can be found almost anywhere, rats have been found in holds and soiled items can be dropped by people in all areas and should not be touched without gloves.

• Ship’s equipment: Never attempt to examine any equipment on board until you have consulted a responsible officer.
• Unskilled interference with safety equipment, navigational apparatus or electrical systems can affect the seaworthiness of the vessel, jeopardising the safety of the passengers and crew.
• You would be committing a criminal offence.

Passenger areas and crew quarters: When searching these areas, be wary of sharp objects which may be secreted in the upholstery. If you move any safety equipment, e.g. lifejackets, you must put it back before you leave the vessel. Stowage compartments and lockers: Beware of hazardous chemicals and equipment.

• Look first and request assistance from the crew if you are not sure what the area contains.
• Toilets: As well as presenting potential health hazards, in the form of discarded hypodermic needles, etc., toilets might contain corrosive cleaning chemicals and disinfectants.
• If you need to search these areas, wear appropriate safety clothing and equipment, particularly gloves, and wash your hands immediately afterwards.

Galleys: Electrical cooking equipment operates at high voltages and could be very hot. Beware of broken glass, etc. in rubbish bags and bins. Some vessels are equipped with galley lifts. These are particularly dangerous and should not be used for gaining access.

What is the HSE code?

Home Company’s profile HSE-Code

The Code of Conduct on Occupational Health and Safety and Environmental Protection (HSE Code) is a mandatory guideline that must be observed to prevent work accidents as well as environmental or property damage. We expect our customers and business partners and their employees and business partners to adhere to this code as a prerequisite for a business relationship. Download PDF

What is the Code of Conduct for seafarers?

The shipping industry is required to comply with the International Labour Organization (ILO) Maritime Labour Convention (MLC) and other international conventions covering the human rights (which include labour rights) of workers. Like all industry sectors, companies in the shipping sector have a responsibility to respect the human rights of seafarers, including when they are workers along their supply chain, in accordance with the UN Guiding Principles on Business and Human Rights (UNGPs),

1. This Code of Conduct seeks to reinforce compliance with the MLC and other relevant maritime conventions and goes beyond by focusing on valuing seafarers and the full spectrum of their human rights.
2. It aims to address systemic risks and impacts experienced by seafarers through: (i) emphasising rights in the MLC that are not being adequately enforced; and (ii) including rights and issues that are important to seafarers but not currently covered in the MLC.

The Code of Conduct can be used by shipowners and ship operators to understand the extent to which current operations meet their seafarers’ rights and welfare responsibilities, and by charterers and cargo owners to strengthen due diligence that in turn informs chartering-related decision-making.

Jack Gloop