By Capt. Michalis Fragkias, Senior Marine Consultant, / ex-DPA & HSQE Manager at Sun Enterprises Ltd.
October 13, 2026
Safety in shipping is one of the most important factors in protecting human life, the marine environment, the vessel, and its cargo. Commercial ships operate in a highly demanding environment, where seafarers are required to carry out complex and often hazardous tasks. At the same time, fatigue, time pressure, adverse weather conditions, and the multinational composition of crews can increase the likelihood of accidents.
It is widely acknowledged that human error is the primary cause of most maritime accidents. In general, crew members tend to behave incorrectly, or, more precisely, in an unsafe manner, when performing routine tasks or working under emergency conditions.
Despite significant technological advances and the training provided to improve crew professionalism and reduce adverse incidents, seafarers tend not to comply with existing defensive and preventive measures due to human limitations and the inherent nature of human behavior.
Within this context, the Behavior-Based Safety (BBS) approach is of particular importance. It is a systematic safety management method that focuses on observing workplace behaviors, identifying unsafe practices, and reinforcing safe actions. Its objective is not to assign blame to employees, but rather to understand the factors that influence their decisions and gradually foster a strong safety culture.
The adoption, development, and implementation of BBS procedures are addressed under Element 1 of the Tanker Management and Self-Assessment (TMSA 3) framework — Management, Leadership and Accountability, Stage 4.3, which requires, among other things, “active participation in a behavior-based safety system.”
In a shipping company, BBS can be integrated into the existing Safety Management System (SMS) in accordance with the principles of the International Safety Management (ISM) Code.
By incorporating BBS procedures, companies aim to ensure that potential unsafe acts and the errors associated with them are prevented, rather than attempting to implement corrective and preventive measures only after such incidents have occurred.
The BBS is a tool designed to ensure the full implementation of an organization’s existing safety program, including safety measures and procedures that have been developed and are being applied to control hazardous situations and incidents. It is a process based on the principles of the scientific study of human behavior, aiming to reduce occupational accidents through the observation, identification, and improvement of behaviors related to the implementation of safety measures.
Behavior is defined as the set of actions performed by an individual that can be observed by others. According to this definition, human behavior is observable and measurable and can therefore be managed and improved.
Behavior, as a component of competence, encompasses attitudes, knowledge, skills (both hard and soft), and safety culture. An individual’s attitude (i.e., what they believe) can be influenced through positive behavioral changes. Attitudes may relate to whether we like or dislike something, as well as to an individual’s mental state and overall character. Changing an individual’s attitude can lead to a positive change in their behavior.
The basic idea is that unsafe work behaviors can affect the likelihood of an accident. By passing a safety procedure, using inappropriate equipment, and carrying out a task without adequate communication and coordination can increase the risk.
For the practical implementation of BBS, the first step is to identify the behaviors associated with the ship’s most significant risks. For example, the use of Personal Protective Equipment (PPE) and compliance with existing procedures during work activities are examined. Behaviors must be described clearly and in measurable terms so that they can be assessed objectively.
It is recommended that the company establish a programme of regular observations conducted by trained seafarers who will assume the role of Observer.
The purpose of the Observer is to prevent accidents and strengthen the safety culture in the workplace. The Observer’s main responsibilities are to carefully monitor how employees perform their tasks, identifying both safe and unsafe behaviors; record specific behaviors without making personal judgements or assigning labels; and identify practices that could lead to an accident, such as failure to use Personal Protective Equipment (PPE), bypassing safety procedures, or improper use of equipment.
If the Observer identifies a hazardous situation or behavior that could immediately result in injury or an accident, they must intervene safely, notify the personnel responsible, and contribute to eliminating the hazard. The Observer’s specific duties and responsibilities are defined by the BBS procedure and the relevant instructions issued by the respective company.
Following the observations recorded, immediate and constructive feedback is provided. Safe practices are positively acknowledged, while unsafe behaviors are discussed with the aim of understanding their underlying causes.
For example, if a seafarer fails to wear protective goggles, an assessment is carried out to determine whether this is due to a lack of appropriate equipment, inadequate training and risk awareness, or time pressure. The company does not merely point out the mistake but also seeks solutions that facilitate safe working practices.
The results of the observations must be recorded and analyzed at both vessel and company levels. Indicative Key Performance Indicators (KPIs) include the percentage of compliance with safe practices, the number of near-miss reports, and the completion of corrective and preventive actions.
BBS is integrated into the Safety Management System procedures through clearly defined responsibilities, training, internal audits, management reviews, and monitoring of corrective actions. The Designated Person Ashore (DPA) should collect data from the vessels, identify recurring issues, and recommend improvements. The findings are used to revise risk assessments, relevant procedures, and training programs.
On commercial vessels, crews often consist of seafarers of different nationalities and cultures. For this reason, training must be effective, practical, and tailored to the needs of the vessel and the management company.
Pre-work safety meetings and toolbox talks, emergency drills, and the analysis of previous incidents can be used to foster a shared understanding of risks. At the same time, every crew member must feel free to raise concerns or request that a task be interrupted under the stop-work procedure whenever they believe it is not being carried out safely.
The effectiveness of BBS requires the active support of the top management, the master, and senior staff. Seafarers must feel that they can report hazards without fear of retaliation, provided that a “no-blame culture” is established within the Safety Management System. An exclusive focus on individual behavior may divert attention from deeper underlying problems or latten failures, such as inadequate equipment, poor organization, and excessive pressure to complete tasks.
However, the implementation of BBS also presents challenges. Lack of time, fatigue, resistance to change, and fear of punishment can limit crew participation.
The effective implementation of BBS is not aimed merely at reducing accidents, but at creating a working environment in which every seafarer recognizes hazards, acts responsibly, and feels empowered and obligated to protect both themselves and their colleagues.
In this way, safety is transformed from a formal obligation into a shared value and everyday practice. Its success depends on systematic implementation, trust, objective assessment, and the commitment of everyone to continuously improving safety aboard ships and throughout the maritime industry.
The contribution of effective BBS implementation to achieving ZERO TOLERANCE for injuries, accidents, and loss of life at sea is significant!
Note: Regarding ZERO TOLERANCE for injuries, accidents, and loss of life at sea, please refer to my article entitled “Total Safety in Shipping,” published on LinkedIn on 16 October 2025 and on allaboutshipping.co.uk on 17 October 2025.
