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This practice covers the use of the International System of Units (SI) in maritime applications as well as non-SI units commonly used and accepted for use with SI units. This practice is intended to establish uniform SI practice in the maritime industry. Covered in this practice are the concept of SI, the two units comprising SI (namely, base and derived SI units), SI prefixes, basic rules for style and usage of SI as well as methods for rounding and conversion of non-SI units to SI units. Conversion factors for quantities commonly used in the maritime industry are also provided.1.1 This practice covers the use of SI, which is comprised of base and derived SI units. Also discussed are non-SI units that have been accepted and recognized by the CGPM as appropriate for limited use or time. Basic rules for style and usage of SI are set forth, as well as methods for conversion from non-SI units to SI units. Tables of quantities used by the marine industry are included, with present units and conversion factors given.

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5.1 ISM Code Requirement—In 1989, IMO adopted guidelines on management for the safe operation of ships and pollution prevention that is now the International Safety Management (ISM) Code that was made mandatory for ships trading on international waters through the International Convention for the Safety of Life at Sea, 1974 (SOLAS). In 1995, the IMO Assembly adopted the guidelines on implementation of the ISM Code by administrations by Resolution A.788(19). These guidelines were revised and adopted as Resolution A.913(22) in 2001. The guidelines were further revised and adopted as Resolution A.1022(26) in 2009 and entered into force on 1 July 2010.5.1.1 ISM Code Purpose—The ISM Code is designed to improve the safety of international shipping and reduce pollution by encouraging self-regulation and oversight for identifying safety issues, taking corrective action, and promoting overall organization safety culture. The ISM Code establishes an international standard for the safe management and operation of ships and for the implementation of a SMS operating internationally.5.1.2 ISM Code Intent—The intent of the ISM Code is to support and encourage the development of a safety culture in shipping by moving away from a culture of “unthinking” compliance with external rules toward a culture of “thinking” self-regulation of safety and the development of a “safety culture” that identifies safety issues and concerns and promotes proactive corrective actions. The safety culture involves moving to a culture of self-regulation with every individual from the top to the bottom empowered to ownership, responsibility, and action for improving and addressing safety.5.2 Additional Applications—In addition to the ISM Code requirements, Flag States, industry organizations, and companies have initiated mandatory and nonmandatory SMS. All of these systems are being instituted to improve operational safety, identify safety issues, promote implementation of corrective actions, and improve overall organizational safety culture.5.2.1 Application/Use of Guide—The intention of this guide is to leverage mandatory or voluntary safety management systems already in place to identify and address proactively cybersecurity issues that is a critical and ever-increasing safety concern in maritime operations. The intent of this guide is to provide items for consideration, recommendations, and contribute to the thought process for incorporating cyber elements into existing SMSs by providing information, structure, and elements for consideration in working through the process.5.2.2 Limitation of Guide—This guide is not all encompassing but provides a foundation for starting the process by leveraging existing resource to address cybersecurity issues beginning with basic cyber hygiene and running all the way through nefarious intentional cyberattacks. This guide is interned to serve the entire maritime community but will be most beneficial to resource constrained organizations that may not have significant infrastructure or resources or both to secure comprehensive cybersecurity services and solutions.5.2.3 Focus Topics for Applying the Guide—Considerations that are covered in the guide include management of change, cyber risk assessment, development of mitigation strategies, implementation, training, documentation, auditing, as well as examples of template language that can be leverage in SMS applications.1.1 This guide is designed to provide the maritime industry guidance, information, and options for incorporating cyber elements into safety management systems (SMS) in accordance with the International Safety Management (ISM) Code and other national (United States) and international requirements.1.2 This guide will support U.S. maritime operating companies but is a guide only and does not recommend a specific course of action. However, this guide is to be used to improve cyber safety, address vulnerability, recommend and outline training, and raise knowledge and awareness of cyber threats by leveraging documented, auditable SMS mechanisms.1.3 The purpose of this guide is to offer guidance, information, and options based on a consensus of opinions but not to establish a standard practice. Each organization shall evaluate their SMS, their information management systems at sea and ashore, and the level of cyber risk that exists within the organization to determine the best methods of compliance with the cybersecurity requirements of the ISM Code or other legal or self-imposed requirements or both.1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 This guide provides best practices for reporting of maritime injuries and illnesses and those included in 46 CFR 4.03-1.5.2 Each maritime organization should record and report each marine casualty or accident in a manner that meets or exceeds regulations set forth by 46 CFR 4.03-1 and the Department of Homeland Security, USCG Report of Marine Casualty (CG-2692).5.2.1 46 CFR 4.03-1 Regulatory Text Definition for Marine Casualty or Accident: 5.2.1.1 Any casualty or accident involving any vessel other than a public vessel that:(1) Occurs upon the navigable waters of the United States, its territories, or possessions;(2) Involves any U.S. vessel wherever such casualty or accident occurs; or(3) With respect to a foreign tank vessel operating in waters subject to the jurisdiction of the United States, including the EEZ, involves significant harm to the environment or material damage affecting the seaworthiness or efficiency of the vessel; and(4) The term “marine casualty or accident” applies to events caused by or involving a vessel and includes, but is not limited to, the following:(a) Any fall overboard, injury, or loss of life of any person and(b) Any occurrence involving a vessel that results in grounding, stranding, foundering, flooding, collision, allision, explosion, fire, reduction or loss of a vessel’s electrical power, propulsion, or steering capabilities, failures, or occurrences, regardless of cause, that impair any aspect of a vessel’s operation, components, or cargo, any other circumstance that might affect or impair a vessel’s seaworthiness, efficiency, or fitness for service or route, or any incident involving significant harm to the environment.5.2.2 Marine Casualty or Accident—Some incidents defined as a “marine casualty or accident” per 46 CFR 4.03-1 will not meet the criteria in 46 CFR 4.05-1(a) requiring initial reporting and CG-2692 submissions to the USCG. However, owners, agents, masters, operators, or persons in charge need to consider whether notification to the USCG is still required under other regulations, including 33 CFR 160.216, for the reporting of a hazardous condition.5.2.3 46 CFR 4.05-1: Notice of Marine Casualty—Immediately after addressing the resultant safety concerns, the owner, agent, master, operator, or person in charge shall notify the nearest Sector Office or any USCG office whenever a vessel is involved in a marine casualty consisting of:5.2.3.1 An unintended grounding or an unintended strike of (allision with) a bridge;5.2.3.2 An intended grounding or an intended strike of a bridge that creates a hazard to navigation, the environment, or the safety of a vessel or that meets any criterion of 46 CFR 4.05-1 (a) (3)-(8);5.2.3.3 A loss of main propulsion, primary steering, or any associated component or control system that reduces the maneuverability of the vessel;5.2.3.4 An occurrence materially and adversely affecting the vessel’s seaworthiness or fitness for service or route including, but not limited to, fire, flooding, or failure of or damage to fixed fire-extinguishing systems, life-saving equipment, auxiliary power-generating equipment, or bilge pumping systems;5.2.3.5 A loss of life;5.2.3.6 An injury that requires professional medical treatment (treatment beyond first aid) and, if the person is engaged or employed on board a vessel in commercial service, that renders the individual unfit to perform his or her routine duties;5.2.3.7 An occurrence causing property damage in excess of 25 000, this damage including the cost of labor and material to restore the property to its condition before the occurrence, but not including the cost of salvage, cleaning, gas freeing, dry-docking, or demurrage; and5.2.3.8 An occurrence involving significant harm to the environment as defined in 46 CFR 4.03-65.5.2.4 As a best practice supplement to 46 CFR 4.05-1, each maritime organization should record and report each injury or illness that meets one or more of the following criteria:5.2.4.1 Medical treatment beyond first aid,5.2.4.2 Restricted work or transfer to another job,5.2.4.3 Days away from work,5.2.4.4 Loss of consciousness,5.2.4.5 Death, and5.2.4.6 A significant injury or illness diagnosed by a physician or other licensed health care professional.5.2.5 Each maritime organization should record and report all injuries requiring only first aid and incidents resulting in near misses (see this guide).5.2.6 The vessel owner, agent, master, operator, or person in charge shall complete the CG-2692 form as required by the USCG and are encouraged to record the supplemental fields included in this guide. This form should be completed as completely and accurately as possible with clear type or print. Fill in all blanks that apply to the kind of incident that occurred. If a question is not applicable, the abbreviation “NA” should be entered in that space. If an answer is unknown and cannot be obtained, the abbreviation “UNK” should be entered in that space. If “NONE” is the correct response, then enter it in that space.5.2.7 Once the form is completed and the incident meets the USCG reporting threshold outlined in 46 CFR 4.05, deliver, e-mail, or fax this form within five days of the casualty to the USCG Sector, Marine Safety Unit, or Activity nearest the location of the casualty or, if at sea, nearest arrival point.5.2.8 When a casualty meets the requirements of a serious marine incident as defined in 46 CFR 4.03, the owner, agent, master, operator, or person in charge is required to submit a CG-2692B in accordance with 46 CFR 4.06-60.5.2.9 Example best practice injury/illness recording/reporting fields that supplement the required CG-2692 are provided in Appendix X2. These fields also satisfy the best practices set forth in this guide and are intended to enhance the value of injury and illness recording/reporting through higher quality and consistency of the data. The intention is that higher quality and consistent data may lead to improved corrective action development, lessons learned discrimination, and industry benchmarking. Appendix X2 is not intended to replace the regulatory requirements of CG-2692, but it does contain some over lapping fields.1.1 This guide provides injury and illness reporting criteria and terminology for maritime vessels and meets or exceeds U.S. Coast Guard casualty reporting requirements.1.2 The focus of these injury and illness reporting criteria is to standardize recording and reporting, including terminology, for the maritime industry.1.3 The criteria contained within this guide should be applied as minimum criteria to all injury and illness recording and reporting in the maritime industry unless otherwise specified.1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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3.1 The objective of this guide is to provide near-miss reporting guidance for maritime vessels to promote standardization of near-miss reporting which will allow for better use of the data industrywide.3.2 Importance of Near-Miss Reporting: 3.2.1 Most accidents/incidents are preceded by a chain of events, circumstances, acts, or conditions. If any of these events, circumstances, acts, or conditions had transpired another way, at another time, or had been corrected, the accident/incident may have been avoided. Reporting near-misses can play an important role in learning from mistakes, preventing accidents, and suffering from their serious consequences.3.3 Near-miss reporting can provide information that can be used to improve most any safety system, often complementing other safety system components such as accident/incident investigations, hazard analyses, safety reporting, prioritizing, root cause analysis, solution identification, communication, identifying corrective actions, sharing lessons learned, leading safety indicator analyses, and safety culture enhancement. In addition, in terms of human life and property damage, near-misses are very low cost learning tools for training, prevention of re-occurrence, and a new data source on what may work to break the chain of events before an accident occurs. Finally, near-misses may provide key data that can prevent low probability-high consequence accidents by providing safer alternatives.3.4 Barriers to Near-Miss Reporting: 3.4.1 It is generally agreed that effective near-miss reporting can reduce hazardous conditions and situations in the workplace, resulting in a reduction in accidents, or at least provide an opportunity for hazard identification and abatement. However, there remain significant challenges and obstacles to implementing near-miss recording/reporting systems. The barriers to near-miss recording/reporting can be related to the employees and management as well as outside influences. The barriers to near-miss recording/reporting can lead to underreporting in the maritime industry. Common near-miss reporting barriers include, but are not limited to:• Employees lack adequate near-miss training. Employees must be trained to report near-misses, how to report near-misses, what constitutes a near-miss, and the benefits of near-miss reporting.• Employees not being fully engaged in the development and operation of near-miss reporting. Employees should be involved in the development and implementation of near-miss reporting.• Employees feel their near-miss reports are not being followed up on. If the reports are not actively followed up on and there is not clear communication between ship and shore, near-miss reporting efforts will fail.• Employees fear some type of reprimand or discipline. Employees must not fear any disciplinary action, peer teasing, or supervisory belittling. A means of anonymous or confidential reporting should exist and a positive, no-blame near-miss reporting culture needs to be nurtured.• Employee lack adequate motivation to report near-misses or even disincentives. Participation in near-miss reporting cuts across all levels of an organization and management must fully support near-miss reporting through their words, actions, and support.• Management not providing unwavering support to near-miss reporting. This includes providing adequate time for the employee to complete the near-miss report. Additionally, this includes any financial support or support from external experts, if necessary to correct potentially hazardous conditions. Management commitment to safety has a positive effect on reporting, while underreporting has been linked to lack of management commitment to safety.• Near-miss reporting is viewed as overly time consuming. Near-miss reporting forms must be streamlined to be easily completed, easily available, easily submitted, easily reviewed, and lessons learned easily disseminated.• Management may fear legal liability or recrimination. When deciding to formalize a near-miss reporting system, organizations have both legitimate and unsubstantiated fears of liability and recrimination. Regardless, if legislators, enforcement agencies, and the legal community give companies legitimate fear of liability based on their near-miss reporting or the fear is unfounded, the result most likely will be the same; companies will not report near-misses. Near-miss reporting must be viewed by all stakeholders (companies, legislators, enforcement agencies, and the legal system) as one of the most effective ways to identify hazards and reduce accidents/incidents and not used for recrimination of any type.1.1 This guide provides near-miss reporting criteria and terminology for maritime vessels.1.2 The purpose of this near-miss reporting guide is to standardize near-miss reporting, including terminology, for the maritime industry.1.3 The criteria contained within this guide should be applied as a minimum to all near-miss reporting in the maritime industry unless otherwise specified.1.4 This guide is divided into the following sections and appendixes:Table of ContentsSections and Subsections Title1 2 Terminology3 4 Near-Miss Standardization5 Procedure6 KeywordsAppendix X1 Probability, Severity, and Risk AssessmentAppendix X2 Sample Near-Miss Reporting Form1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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5.1 This guide is designed to be used both onboard a vessel and by the operating entity ashore. It should be recognized that this guide provides general information applicable across all sectors of the maritime industry. Because of the nature of pandemics, it cannot provide detailed information concerning a specific type of pandemic, nor can it provide specific recommendations applicable to all sectors of the maritime industry. It should be used to provide a starting point and reference as to the best practices and actions that should be taken to protect the vessel and its crew and passengers.1.1 This guide covers information, best practices, or a series of options, or combinations thereof, to be used by the maritime industry to assist with continuity of international and domestic maritime operations during a pandemic. The information provided herein may also be useful when a vessel is in an area with a localized epidemic as well. The focus of this guide is on actions to protect a vessel’s crew and passengers from the effects of a pandemic to the greatest extent possible.1.2 Units—The values stated in either SI units or inch-pound units are to be regarded separately as standard. The values stated in each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the other, and values from the two systems shall not be combined.1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

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