w36

TO THE MASTER: Please circulate copies of this Bulletin to the CREW.

To reach our Seafarers

WavelengthYear 2010, Volume 5, Issue 36

The CENTROFIN Newsletter

In this issue

pg 14

pg 8-9

pg 6

pg 4

pg 1-10

pg 2

The following are examples of questions the safety officer should consider.This is not inten-ded to be an exhaustive list, and should be varied according to the particular design or conditions on a particular ship. Also, the Monthly Safety Inspection by the Safety Officer (company's form D/S-11) should always be referred to.

Are means of access, if any, to the area under inspection (particularly ladders and stairs), in a safe condition, well lit and unobstructed?

If any means of access is in a dangerous condition, for instance when a ladder has been removed, is the danger suitably blocked off and warning notices posted?

Is access thorough the area of inspection both for transit and working purposes clearly marked, well lit, unobstructed and safe?

Are fixtures and fittings over which seamen might trip or which project, particularly overhead, thereby causing potential hazards, suitably painted or marked?

Is any gear, which has to be stowed within the area, suitably secured?

Are all guard-rails in place, secure and in good condition?

Are all openings through which a person could fall, suitably fenced?

If portable ladders are in use, are they properly secured and at a safe angle?

MEANS OF ACCESS/SAFE MOVEMENT[

[

[

[

[

[

[

[

Checklist for safety officer's

inspection

cont'd on pg 12

Weakness in bridge organization and management has been cited as a major cause for marine casualties worldwide. Frequently accidents in operations are caused by resource management errors. Bridge Resource Management reduces the risk of marine casualties by helping a ship’s bridge crew anticipate and correctly respond to their ship’s changing situation.

What is Bridge Resource Management?Bridge Resource Management (BRM), or as it is also called Bridge Team Management (BTM), is the effective management and utilization of all resources, human and technical, available to the Bridge Team to ensure the safe completion of the vessel’s voyage.

BRM focuses on bridge officers’ skills such as teamwork, teambuilding, communication, leadership, decision-making and resource management and incorporates this into the larger picture of organizational and regulatory management. BRM addresses the management of operational tasks, as well as stress, attitudes and risk. BRM recognizes there are many elements of job effectiveness and safety, such as individual, organizational, and regulatory factors, and they must be anticipated and planned for. BRM begins before the voyage with the passage plan and continues through the end of the voyage with the passage debrief.

Bridge Resource Management Guide

Bridge Resource Management Guide

Shared view of goals;Delegation of responsibilities;Effective organization; andSense of team ownership in achieving goals.

Principles of Good Management practices are:

cont'd on pg 10

1.

2.

maintaining a continuous state of The master of every ship at an vigilance by sight and hearing as well unsheltered anchorage, at an open as by all other available means; roadstead or any other virtually "at ship-to-ship and ship-to-shore sea" conditions in accordance with communication requirements; chapter VIII, section A-VIII/2, part 3-1, the prevailing weather, sea, ice and paragraph 51 of the STCW Code, is current conditions; bound to ensure that watchkeeping the need to continuously monitor the arrangements are adequate for ship’s position; maintaining a safe watch at all times. the nature, size and characteristics of A deck officer shall at all times anchorage; maintain responsibility for a safe traffic conditions; anchor watch. situations which might affect the In determining the watchkeeping security of the ship; arrangements, and commensurate loading and discharging operations; with maintaining the ship’s safety and the designation of stand-by crew security and the protection of the members; and marine environment, the master shall

the procedure to alert the master and take into account all pertinent maintain engine readiness.circumstances and conditions such as:

1

2

3

4

5

67

89

10

Guidance for Master / OOW on keeping a safe anchor watch Guidance for Master / OOW on keeping a safe anchor watch

Anchoring

Confucius Chinese Philosopher

Safety Management

Safety first!

Figure This!

- pg 3 -

In the last issue of Signals a scene was set for a dilemma faced by the the forecasters are very unsure about the predictability of the master of a handy-sized bulk carrier at anchor 2.5 nautical miles off approaching low pressure system.the coast at an imaginary UK port. The forecast was for winds between force 7 and severe gale 9. Having written his night orders the Consequently, there is a high risk factor in waiting to find out whether master returned to his cabin to ponder his options. We asked you to the 'guess' is good or not. Every mariner knows that the weather can apply your seamanship knowledge to this problem and consider what be better than predicted, but must also remember that the weather you would do in the same situation. can be worse than predicted. It would be prudent to check other

sources of weather information such as facsimile charts, VHF This problem is typical of those facing professional seafarers on a broadcast weather reports, and even the television forecasts being daily basis. On paper it might appear that there is little information or this close to the coast.the situation is simple and not really a problem - but that is where professional training makes the difference. There is a lot more than is Some people might argue that a simple Navtex forecast such as the first apparent in the information about the anchored ship in the case one provided for this case study does not give sufficient information. study. But is that really the case? It is winter and a 'low' is approaching in the

northern hemisphere. These pressure systems can move very quickly and the wind can freshen and veer from southerly to southwesterly to

The best design of modern anchor can provide a holding power of up north-westerly very quickly too. An anchorage protected by land to the to 12 times its own weight where the holding ground is very good, south but open to the north-west can very quickly change from such as clay or really heavy mud. The chart shows the nature of the sheltered to dangerous.sea bed to be shingle and shells which is not good holding ground. It is quite possible that the holding power of the best anchor here may be as little as six times its own weight, so it would be reasonable to Considering the following additional factorsassume that any anchor might not be fully effective in such conditions.A ship at anchor in strong wind tends to yaw around the anchor or - from the shore and other navigational dangers and anchors, and once this happens the uneven forces on the anchor ships at anchorcable can increase the likelihood of dragging. When trying to heave in - of waterthe anchor, this may also cause problems with the windlass. - the nature of the sea bed and the holding power of the

anchor- of shipping in the anchorage

The ship had been de-ballasted to a minimum to maintain 50% - makes it easier to manoeuvre the ship in difficult propeller immersion. In this condition it is highly likely that any rapid conditions.deterioration in the weather and sea state would mean the propeller was frequently lifting clear of the sea making it difficult for the ship to The master should conclude that the following factors are high riskreach or maintain steerage way and quite possibly it could cause the > the weather deteriorating more quickly than forecastengine to over speed and shut down. > the wind veering to the north-west pushing the ship onto a lee

shoreAttempting to re-fill the ballast tanks under these conditions could also > the nature of the sea bed - the anchor draggingbe dangerous. Correct ballasting is a safety issue which should not be > with 11 other ships in the anchorage – colliding with another shipinfluenced by commercial pressure, perceived or real. > with light ballast and 50% propeller immersion – the engine will

prove ineffectiveBallast affects manoeuvring characteristics and, over the life of the > the ship will not reach or maintain steerage way – the rudder will ship, good ballast management will resist forces which weaken the prove ineffectivestructure. > the distance off the coast is 2.5 miles – but there are shallow

patches and rocks closerThe stability booklet may also stipulate a minimum forward draft to > the forecast deterioration in weather will take place during hours of maintain a safe bow height and avoid wave slamming forward. This darkness.safety requirement might get overlooked in de-ballasting purely for propeller immersion.

All mariners know that a weather-forecast only predicts the likely - if done prior to the weather deteriorating these options may provide weather. Another word for 'predict' is 'guess'! And surely there is a big additional holding power but, with a seabed of shells and shingle, the guess in the case study weather forecast where it says '7 to severe holding power of two anchors may only match the holding power of gale 9'. This is telling us that the wind could be anything from 28 knots one anchor in very good holding ground. If done after the weather to 47 knots which could mean wave heights from 4 metres to a deteriorates and/or the anchor starts dragging, the chances of maximum of 10 metres. So from this simple phrase we know that preventing the ship from being blown onto a lee shore are very much

Holding ground

Risk assessment

Ballast condition

Control measures – the options

Weather forecast

'd'

distance

depth dragging

density daylight

More cable and/or second anchor

AnchoringAnchoring luck or judgment?reduced. Combined with effective use of ship's engine it may slow the dragging enough to regain control of the situation.

- in the light ballast condition, the likelihood of the propeller breaking clear of the water and causing the engine to shut down is very high. Even if the engine does not shut down it is unlikely to be effective with 50% propeller immersion in the forecast waves that could potentially be up to 10m high in open sea, remembering that waves breaking in shallow water will add to the difficult conditions.

- by a process of elimination (called risk assessment!) there is only one remaining control measure on the list. The panel of experts agree that the only effective measure to control the risk of this situation is to weigh anchor immediately – without delaying to ballast – and proceed to sea to ride out the bad weather.

Once out at sea the master can write his night orders and go to his cabin for the evening, happy in the knowledge that he has taken all reasonable steps that will prove he is a prudent mariner and not a casualty statistic. He may even get a good night's sleep!

The Association received an excellent response to the case study and would like to thank everyone who submitted an answer. The answers show a keen interest in issues of professional judgement and ample evidence of the practice of ordinary good navigation and seamanship. Because of the large number of replies we have decided to draw three prize winners Captain Canuto Caballes Jr, MV Iron Kalypso, Maryville Maritime Inc, Captain Mendoza Jovito ,MV Angelica An, Ancora Investment Trust Inc, Captain Vireus Libron, MV Shorthorn Express, Vroon BVLook out for another chance to test your judgement against the experts with the next case study prize draw in a future issue of Signals.

Readers may wish to refer to the report into the grounding of the MV Pasha Bulker by NSW Maritime, Australia.

Website:www.maritime.nsw.gov.au/docs/ministerialnews/pasha_bulker_final_report.pdf

Ship's engine

Weigh anchor and leave

(Compliments NEPIA – SIGNALS Newsletter – Issue 74)

An organization with a "safety culture" is one that gives appropriate priority to safety and realises that safety has to be managed like other areas of the business. For the shipping industry, it is in the professionalism of seafarers that the safety culture must take root.

That culture is more than merely avoiding accidents or even reducing the number of accidents, although these are likely to be the most apparent measures of success. In terms of shipboard operations, it is to do the right thing at the right time in response to normal and emergency situations. The quality and effectiveness of that training will play a significant part in determining the attitude and performance - the professionalism - the seafarer will subsequently demonstrate in his, or her, work. And the attitude adopted will, in turn, be shaped to a large degree by the 'culture' of the shipping company.

The key to achieving that safety culture is in: > recognising that accidents are preventable through following

correct procedures and established best practice;> constantly thinking safety; and> seeking a continuous improvement.> inspiring a no-blame culture so that near misses are reported and

lessons are learned

It is relatively unusual for new types of accidents to occur on board and many of those that continue to occur are due to unsafe acts by seafarers. These errors, or more often violations of good practice or established rules, can be readily avoided. Those who make them are often well aware of the errors of their ways. They may have taken short-cuts they should not have taken. Most will have received training aimed at preventing them but, through a culture that is tolerant to the 'calculated risk', they still occur.

The challenge for trainers and training, and managers ashore and afloat, is how to minimise these unsafe acts, how to instill not only the skills but also the attitudes necessary to ensure safety objectives are met. The aim should be to inspire seafarers towards firm and effective self-regulation and to encourage personal ownership of established best practice. Internationally recognized safety principles and the safeguards of best industry practice have to become an integral part of an individual's own standards.

Maritime accidents of all kinds — great and small — occur in a wide range of circumstances and conditions. The common thread that is usually found in the proper investigation and analysis of these accidents is not a sudden or mysterious failure of a system or item of equipment. Nor is it the lack of a properly functioning system or item of equipment. The common cause of most maritime accidents are aspects of human error judgment and human factors.

How does such causation occur? The operation environments require the successful performance of many related visual performance tasks. The most crucial of these are:

! maintaining a proper lookout,! observing a safe speed,! preserving night vision,! following the maritime Rules of the Road,! adhering to proper right-of-way rules,! the timely interpretation of aural and visual data, and! maintaining a situational awareness.

In order for a vessel operator to successfully and safely perform such vessel operation tasks, he / she must possess and use normal aspects of memory, visual acuity, aural function, and human cognition. These are the most basic and important requirements of human performance in the various maritime operating environments.

and shore staff

Safety Culture

- pg 3 -

In the last issue of Signals a scene was set for a dilemma faced by the the forecasters are very unsure about the predictability of the master of a handy-sized bulk carrier at anchor 2.5 nautical miles off approaching low pressure system.the coast at an imaginary UK port. The forecast was for winds between force 7 and severe gale 9. Having written his night orders the Consequently, there is a high risk factor in waiting to find out whether master returned to his cabin to ponder his options. We asked you to the 'guess' is good or not. Every mariner knows that the weather can apply your seamanship knowledge to this problem and consider what be better than predicted, but must also remember that the weather you would do in the same situation. can be worse than predicted. It would be prudent to check other

sources of weather information such as facsimile charts, VHF This problem is typical of those facing professional seafarers on a broadcast weather reports, and even the television forecasts being daily basis. On paper it might appear that there is little information or this close to the coast.the situation is simple and not really a problem - but that is where professional training makes the difference. There is a lot more than is Some people might argue that a simple Navtex forecast such as the first apparent in the information about the anchored ship in the case one provided for this case study does not give sufficient information. study. But is that really the case? It is winter and a 'low' is approaching in the

northern hemisphere. These pressure systems can move very quickly and the wind can freshen and veer from southerly to southwesterly to

The best design of modern anchor can provide a holding power of up north-westerly very quickly too. An anchorage protected by land to the to 12 times its own weight where the holding ground is very good, south but open to the north-west can very quickly change from such as clay or really heavy mud. The chart shows the nature of the sheltered to dangerous.sea bed to be shingle and shells which is not good holding ground. It is quite possible that the holding power of the best anchor here may be as little as six times its own weight, so it would be reasonable to Considering the following additional factorsassume that any anchor might not be fully effective in such conditions.A ship at anchor in strong wind tends to yaw around the anchor or - from the shore and other navigational dangers and anchors, and once this happens the uneven forces on the anchor ships at anchorcable can increase the likelihood of dragging. When trying to heave in - of waterthe anchor, this may also cause problems with the windlass. - the nature of the sea bed and the holding power of the

anchor- of shipping in the anchorage

The ship had been de-ballasted to a minimum to maintain 50% - makes it easier to manoeuvre the ship in difficult propeller immersion. In this condition it is highly likely that any rapid conditions.deterioration in the weather and sea state would mean the propeller was frequently lifting clear of the sea making it difficult for the ship to The master should conclude that the following factors are high riskreach or maintain steerage way and quite possibly it could cause the > the weather deteriorating more quickly than forecastengine to over speed and shut down. > the wind veering to the north-west pushing the ship onto a lee

shoreAttempting to re-fill the ballast tanks under these conditions could also > the nature of the sea bed - the anchor draggingbe dangerous. Correct ballasting is a safety issue which should not be > with 11 other ships in the anchorage – colliding with another shipinfluenced by commercial pressure, perceived or real. > with light ballast and 50% propeller immersion – the engine will

prove ineffectiveBallast affects manoeuvring characteristics and, over the life of the > the ship will not reach or maintain steerage way – the rudder will ship, good ballast management will resist forces which weaken the prove ineffectivestructure. > the distance off the coast is 2.5 miles – but there are shallow

patches and rocks closerThe stability booklet may also stipulate a minimum forward draft to > the forecast deterioration in weather will take place during hours of maintain a safe bow height and avoid wave slamming forward. This darkness.safety requirement might get overlooked in de-ballasting purely for propeller immersion.

All mariners know that a weather-forecast only predicts the likely - if done prior to the weather deteriorating these options may provide weather. Another word for 'predict' is 'guess'! And surely there is a big additional holding power but, with a seabed of shells and shingle, the guess in the case study weather forecast where it says '7 to severe holding power of two anchors may only match the holding power of gale 9'. This is telling us that the wind could be anything from 28 knots one anchor in very good holding ground. If done after the weather to 47 knots which could mean wave heights from 4 metres to a deteriorates and/or the anchor starts dragging, the chances of maximum of 10 metres. So from this simple phrase we know that preventing the ship from being blown onto a lee shore are very much

Holding ground

Risk assessment

Ballast condition

Control measures – the options

Weather forecast

'd'

distance

depth dragging

density daylight

More cable and/or second anchor

AnchoringAnchoring luck or judgment?reduced. Combined with effective use of ship's engine it may slow the dragging enough to regain control of the situation.

- in the light ballast condition, the likelihood of the propeller breaking clear of the water and causing the engine to shut down is very high. Even if the engine does not shut down it is unlikely to be effective with 50% propeller immersion in the forecast waves that could potentially be up to 10m high in open sea, remembering that waves breaking in shallow water will add to the difficult conditions.

- by a process of elimination (called risk assessment!) there is only one remaining control measure on the list. The panel of experts agree that the only effective measure to control the risk of this situation is to weigh anchor immediately – without delaying to ballast – and proceed to sea to ride out the bad weather.

Once out at sea the master can write his night orders and go to his cabin for the evening, happy in the knowledge that he has taken all reasonable steps that will prove he is a prudent mariner and not a casualty statistic. He may even get a good night's sleep!

The Association received an excellent response to the case study and would like to thank everyone who submitted an answer. The answers show a keen interest in issues of professional judgement and ample evidence of the practice of ordinary good navigation and seamanship. Because of the large number of replies we have decided to draw three prize winners Captain Canuto Caballes Jr, MV Iron Kalypso, Maryville Maritime Inc, Captain Mendoza Jovito ,MV Angelica An, Ancora Investment Trust Inc, Captain Vireus Libron, MV Shorthorn Express, Vroon BVLook out for another chance to test your judgement against the experts with the next case study prize draw in a future issue of Signals.

Readers may wish to refer to the report into the grounding of the MV Pasha Bulker by NSW Maritime, Australia.

Website:www.maritime.nsw.gov.au/docs/ministerialnews/pasha_bulker_final_report.pdf

Ship's engine

Weigh anchor and leave

(Compliments NEPIA – SIGNALS Newsletter – Issue 74)

An organization with a "safety culture" is one that gives appropriate priority to safety and realises that safety has to be managed like other areas of the business. For the shipping industry, it is in the professionalism of seafarers that the safety culture must take root.

That culture is more than merely avoiding accidents or even reducing the number of accidents, although these are likely to be the most apparent measures of success. In terms of shipboard operations, it is to do the right thing at the right time in response to normal and emergency situations. The quality and effectiveness of that training will play a significant part in determining the attitude and performance - the professionalism - the seafarer will subsequently demonstrate in his, or her, work. And the attitude adopted will, in turn, be shaped to a large degree by the 'culture' of the shipping company.

The key to achieving that safety culture is in: > recognising that accidents are preventable through following

correct procedures and established best practice;> constantly thinking safety; and> seeking a continuous improvement.> inspiring a no-blame culture so that near misses are reported and

lessons are learned

It is relatively unusual for new types of accidents to occur on board and many of those that continue to occur are due to unsafe acts by seafarers. These errors, or more often violations of good practice or established rules, can be readily avoided. Those who make them are often well aware of the errors of their ways. They may have taken short-cuts they should not have taken. Most will have received training aimed at preventing them but, through a culture that is tolerant to the 'calculated risk', they still occur.

The challenge for trainers and training, and managers ashore and afloat, is how to minimise these unsafe acts, how to instill not only the skills but also the attitudes necessary to ensure safety objectives are met. The aim should be to inspire seafarers towards firm and effective self-regulation and to encourage personal ownership of established best practice. Internationally recognized safety principles and the safeguards of best industry practice have to become an integral part of an individual's own standards.

Maritime accidents of all kinds — great and small — occur in a wide range of circumstances and conditions. The common thread that is usually found in the proper investigation and analysis of these accidents is not a sudden or mysterious failure of a system or item of equipment. Nor is it the lack of a properly functioning system or item of equipment. The common cause of most maritime accidents are aspects of human error judgment and human factors.

How does such causation occur? The operation environments require the successful performance of many related visual performance tasks. The most crucial of these are:

! maintaining a proper lookout,! observing a safe speed,! preserving night vision,! following the maritime Rules of the Road,! adhering to proper right-of-way rules,! the timely interpretation of aural and visual data, and! maintaining a situational awareness.

In order for a vessel operator to successfully and safely perform such vessel operation tasks, he / she must possess and use normal aspects of memory, visual acuity, aural function, and human cognition. These are the most basic and important requirements of human performance in the various maritime operating environments.

and shore staff

Safety Culture

- pg 5 -

comfort is not fit to be deemed a What you do not want done to yourself, scholar. do not do to others.The superior man cannot be known in When we see men of worth, we should little matters, but he may be entrusted think of equaling them; when we see with great concerns. The small man men of a contrary character, we should may not be entrusted with great turn inwards and examine ourselves. concerns, but he may be known in little With coarse rice to eat, with water to matters drink, and my bended arm for a pillow - The superior man is modest in his I have still joy in the midst of these speech, but exceeds in his actions. things. Riches and honours acquired by The superior man is satisfied and unrighteousness are to me as a floating composed; the mean man is always full cloudof distress. The superior man...does not set his mind either for anything, or against anything; what is right he will follow. Things that are done, it is needless to speak about...things that are past, it is needless to blame. To go beyond is as wrong as to fall short.

I

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I

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I

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Wise men talk because they have something to say; fools, because they have to say something. PlatoGreek author & philosopher in Athens (427 BC - 347 BC)

Confucius Chinese PhilosopherI I

I I

I

I

I

I

I

I

I

I

I

Men's natures are alike; it is their habits Learning without thought is labour lost; that carry them far apart. thought without learning is perilousOur greatest glory is not in ever falling, The cautious seldom errbut in getting up every time we do. The determined scholar and the man of Respect yourself and others will respect virtue will not seek to live at the you. expense of injuring their virtue. They The superior man, when resting in will even sacrifice their lives to safety, does not forget that danger may preserve their virtue complete. come. When in a state of security he The firm, the enduring, the simple, and does not forget the possibility of ruin. the modest are near to virtue. When all is orderly, he does not forget The man who in view of gain thinks of that disorder may come. Thus his righteousness; who in the view of person is not endangered, and his danger is prepared to give up his life; States and all their clans are preserved. and who does not forget an old To be able under all circumstances to agreement however far back it extends - practice five things constitutes perfect such a man may be reckoned a virtue; these five things are: gravity, complete man.generosity of soul, sincerity, The people may be made to follow a earnestness and kindness. path of action, but they may not be Hold faithfulness and sincerity as first made to understand it. principles The scholar who cherishes the love of

The safe operation of commercial ships is most important to ship scenarios. Incident data could be used as a training tool to make operators, regulators and the private sector. Just as in other industries, operators aware of potential hazards and assist in the avoidance of the prudent operator strives for a high degree of safety in its incidents. Data could also be used in the evaluation of certain critical transportation operations. Operating safely and efficiently is a basic equipment, to ensure proper maintenance and operation or to install business requirement, which must be met just to stay in added redundancy to further improve safety. business. Today's legal liabilities make it non-profitable to operate unsafely, and can soon put sub-standard operators out of business. Furthermore, in the real-time mode and without affecting the recording The risk of fighting law suits and paying judgments and fine for loss of function of the VDR, data can be made available for viewing by the life, injuries, damage to property, and damage to the environment make operator to prevent accidents. The following are a few examples of the it impractical and foolish to operate un-safely. real-time use of VDR data:

Heavy Weather Damage AvoidanceTools that encourage and ensure that shipping operations are Ships are damaged in severe sea states. Monitoring of vessel motion conducted safely must be a priority. The VDR and its potential for and hull stress can alert the operator when the safe operating threshold improving marine transportation safety are far reaching. The extensive is about to be exceeded. The real-time display and analysis coupled recording of ship navigation equipment, propulsion system with analytical prediction of motion and sea load with observed or and bridge command as well as alarm status provides a comprehensive forecast sea and swell condition can reduce the risk of heavy weather analysis database. The data could be used to aid investigators in damage. Using these tools, the operator will be able to answer many identifying causes of the accident. More important, it can also be used "what if" questions on changing ship speed and heading to reduce to study trends and precursor events, which lead to an incident, thereby motion and stress before it is carried out. The sensors will further assist in formulating proper procedures to avoid future similar confirm the operator's actions.

Directional StabilityA large vessel with blunt hull form can sometimes exhibit directional instability in slow forward speeds. When ship's turning is not responding to the rudder action, it can lead to collision in congested waters and grounding in narrow waterways. Real time display of turn rate, rudder angle and other factors influencing the ship's manoeuvre can alert the operator of potential dangers. Incident InvestigationAs in other transportation incident investigations, the marine incident requires accurate data records in order to gauge system and personnel performance as well as operating status prior to an incident. In maritime industry, most of these incidents are not fatal, the actions taken by the crew after the incident is also important. The VDR can record and save the data so that analysis can be made when the ship arr ives next

port. The determination of factors, which caused, or contributed, to an incident is most important in the prevention of similar future incidents.

Central Alarm Management Perhaps the most notable are maritime investigation involve passenger With the proliferation of alarm signals on each piece of equipment and vessels and the loss of human life. It is critical to determine which sensors on a modern ship, the sound and light signals quickly become regulations, equipment, and operational procedures require modification to confusing and unmanageable. The crew may take days to become familiar prevent these incidents. Also incidents which damage the environment have with the alarms and how to turn them off. Since the VDR is already a "high profile" with a lot of public demand to find ways to prevent future monitoring all the major alarms, a Central Alarm Management System can incidents. For the operator, all ship incidents are important if automatically monitor, record and display ship's alarm at a central location lessons can be learned to avert damage in a potentially dangerous situation. so that the crew can easily identify the alarm and manage The second by second replay of important ship data recorded by the VDR the condition in a timely manner. The entire system is designed to assist the could be a critical tool for the marine accident investigator in the mariner in overcoming the uncontrolled proliferation of alarms and warning determination of specific precursor events, sources causing incidents, and sounds on modern ships by displaying the alarm status so that: subsequent actions taken to avert the incident.· Alarms are easily distinguishable · Alerts or informs which important actions are to be taken Bridge Team Training· Non-important action can be postponed or transferred Shipping companies spend a great deal of effort in bridge team resource · Responsibilities, procedures, and routines are easily understood through management training to ensure safe operation. Playback of VDR recording

the use of check lists and graphic display including video of actual operation data can provide realistic scenario to improve bridge · Records are kept for later investigation and training team effectiveness and evaluate procedures for accident prevention.

Corrective measures can then be reinforced via training.

Ship safety and efficiency with proactive use of Voyage Data Recorders (VDR)

- pg 5 -

comfort is not fit to be deemed a What you do not want done to yourself, scholar. do not do to others.The superior man cannot be known in When we see men of worth, we should little matters, but he may be entrusted think of equaling them; when we see with great concerns. The small man men of a contrary character, we should may not be entrusted with great turn inwards and examine ourselves. concerns, but he may be known in little With coarse rice to eat, with water to matters drink, and my bended arm for a pillow - The superior man is modest in his I have still joy in the midst of these speech, but exceeds in his actions. things. Riches and honours acquired by The superior man is satisfied and unrighteousness are to me as a floating composed; the mean man is always full cloudof distress. The superior man...does not set his mind either for anything, or against anything; what is right he will follow. Things that are done, it is needless to speak about...things that are past, it is needless to blame. To go beyond is as wrong as to fall short.

I

I I

I

I

I

I

I

I

Wise men talk because they have something to say; fools, because they have to say something. PlatoGreek author & philosopher in Athens (427 BC - 347 BC)

Confucius Chinese PhilosopherI I

I I

I

I

I

I

I

I

I

I

I

Men's natures are alike; it is their habits Learning without thought is labour lost; that carry them far apart. thought without learning is perilousOur greatest glory is not in ever falling, The cautious seldom errbut in getting up every time we do. The determined scholar and the man of Respect yourself and others will respect virtue will not seek to live at the you. expense of injuring their virtue. They The superior man, when resting in will even sacrifice their lives to safety, does not forget that danger may preserve their virtue complete. come. When in a state of security he The firm, the enduring, the simple, and does not forget the possibility of ruin. the modest are near to virtue. When all is orderly, he does not forget The man who in view of gain thinks of that disorder may come. Thus his righteousness; who in the view of person is not endangered, and his danger is prepared to give up his life; States and all their clans are preserved. and who does not forget an old To be able under all circumstances to agreement however far back it extends - practice five things constitutes perfect such a man may be reckoned a virtue; these five things are: gravity, complete man.generosity of soul, sincerity, The people may be made to follow a earnestness and kindness. path of action, but they may not be Hold faithfulness and sincerity as first made to understand it. principles The scholar who cherishes the love of

The safe operation of commercial ships is most important to ship scenarios. Incident data could be used as a training tool to make operators, regulators and the private sector. Just as in other industries, operators aware of potential hazards and assist in the avoidance of the prudent operator strives for a high degree of safety in its incidents. Data could also be used in the evaluation of certain critical transportation operations. Operating safely and efficiently is a basic equipment, to ensure proper maintenance and operation or to install business requirement, which must be met just to stay in added redundancy to further improve safety. business. Today's legal liabilities make it non-profitable to operate unsafely, and can soon put sub-standard operators out of business. Furthermore, in the real-time mode and without affecting the recording The risk of fighting law suits and paying judgments and fine for loss of function of the VDR, data can be made available for viewing by the life, injuries, damage to property, and damage to the environment make operator to prevent accidents. The following are a few examples of the it impractical and foolish to operate un-safely. real-time use of VDR data:

Heavy Weather Damage AvoidanceTools that encourage and ensure that shipping operations are Ships are damaged in severe sea states. Monitoring of vessel motion conducted safely must be a priority. The VDR and its potential for and hull stress can alert the operator when the safe operating threshold improving marine transportation safety are far reaching. The extensive is about to be exceeded. The real-time display and analysis coupled recording of ship navigation equipment, propulsion system with analytical prediction of motion and sea load with observed or and bridge command as well as alarm status provides a comprehensive forecast sea and swell condition can reduce the risk of heavy weather analysis database. The data could be used to aid investigators in damage. Using these tools, the operator will be able to answer many identifying causes of the accident. More important, it can also be used "what if" questions on changing ship speed and heading to reduce to study trends and precursor events, which lead to an incident, thereby motion and stress before it is carried out. The sensors will further assist in formulating proper procedures to avoid future similar confirm the operator's actions.

Directional StabilityA large vessel with blunt hull form can sometimes exhibit directional instability in slow forward speeds. When ship's turning is not responding to the rudder action, it can lead to collision in congested waters and grounding in narrow waterways. Real time display of turn rate, rudder angle and other factors influencing the ship's manoeuvre can alert the operator of potential dangers. Incident InvestigationAs in other transportation incident investigations, the marine incident requires accurate data records in order to gauge system and personnel performance as well as operating status prior to an incident. In maritime industry, most of these incidents are not fatal, the actions taken by the crew after the incident is also important. The VDR can record and save the data so that analysis can be made when the ship arr ives next

port. The determination of factors, which caused, or contributed, to an incident is most important in the prevention of similar future incidents.

Central Alarm Management Perhaps the most notable are maritime investigation involve passenger With the proliferation of alarm signals on each piece of equipment and vessels and the loss of human life. It is critical to determine which sensors on a modern ship, the sound and light signals quickly become regulations, equipment, and operational procedures require modification to confusing and unmanageable. The crew may take days to become familiar prevent these incidents. Also incidents which damage the environment have with the alarms and how to turn them off. Since the VDR is already a "high profile" with a lot of public demand to find ways to prevent future monitoring all the major alarms, a Central Alarm Management System can incidents. For the operator, all ship incidents are important if automatically monitor, record and display ship's alarm at a central location lessons can be learned to avert damage in a potentially dangerous situation. so that the crew can easily identify the alarm and manage The second by second replay of important ship data recorded by the VDR the condition in a timely manner. The entire system is designed to assist the could be a critical tool for the marine accident investigator in the mariner in overcoming the uncontrolled proliferation of alarms and warning determination of specific precursor events, sources causing incidents, and sounds on modern ships by displaying the alarm status so that: subsequent actions taken to avert the incident.· Alarms are easily distinguishable · Alerts or informs which important actions are to be taken Bridge Team Training· Non-important action can be postponed or transferred Shipping companies spend a great deal of effort in bridge team resource · Responsibilities, procedures, and routines are easily understood through management training to ensure safe operation. Playback of VDR recording

the use of check lists and graphic display including video of actual operation data can provide realistic scenario to improve bridge · Records are kept for later investigation and training team effectiveness and evaluate procedures for accident prevention.

Corrective measures can then be reinforced via training.

Ship safety and efficiency with proactive use of Voyage Data Recorders (VDR)

- pg 7 -

This whole attitude is short sighted, misguided The reality is that a Company is expending and seriously mistaken. considerable sums of money, and other

resources, ‘fire-fighting’ trying to get its ships Indeed the Master, Officers and Crew on board through Vetting Inspections and will also incur are frequently the ones who suffer most from not inconsiderable sums doing just enough to this situation. They are often torn between trying maintain its DOC and SMCs. Whilst an initial to implement an ineffective SMS which is outlay, and other commitments, may be probably well past its sell-by date and necessary to deal with the underlying root cause abandoned by the Company and, on the other problem this will be the greatest investment a hand, trying to provide the quick fixes to tanker operator could possibly make and would whatever is picked up by the Vetting Inspector. be quickly recovered in the medium term. Once The result is confusion and demotivation that investment is made the symptoms will amongst the sea staff. cease to appear and all the costs and drain on

resources ‘firefighting’ simply will not be As this demotivation sets in and the necessary in the future.experienced sea staff make their exit the result is that less experienced and competent officers The reputation with the customer – the Oil Major move in to take their place. Vetting steps up a – will grow. The record with Port State Control notch to address the issues arising from the will improve – resulting in fewer visits. The reduced experience and competence of the Company will become an attractive career officers and the spiral downwards seems to be option to the top quality Masters, Officers and increasing without any solutions being Crew - motivation will be increased and through proposed. strong leadership the people at the sharp end

will make the SMS efficient and effective. Most The short term fix is nothing more than that – the important of all, the chance of an accident deficiencies and problems will continue to arise happening will have been reduced to a and a serious accident is likely to arise at any minimum. Everyone is a winner – including the time. The only way to solve the problem is to dig customer – the Oil Major.deep and identify the root cause problem and then do what is necessary to cure that disease. Every tanker operator should take a long, hard Invariably, the problem is an ineffective SMS and honest look at itself and reflect upon which has not been either adequately whether its focus is on getting its ships through developed and / or implemented. Vetting Inspections or on managing safety.

Clearly there must be a SMS in place – and, at These should not be seen as conflicting goals or some point, a Flag State Administration / competing for resources. The reality is that if a Recognised Organisat ion must have tanker operator gets its management of safety considered the SMS adequate since, properly sorted then it will, quite naturally, take presumably, the Company was issued with a Vetting Inspections and Port State Control Document of Compliance (DOC) and the ship a inspections in its stride.Safety Management Certificate (SMC). Unfortunately, this does not necessarily mean that the SMS is either effective or efficient.

headache – for a short time. However, a week detentions with the consequences which may later the patient is back to see the physician flow from that and in any event will attract the complaining of dizzy spells. On this occasion attention of PSC in other ports visited – which in the Physician conducts a more detailed turn will result in additional visits and the questioning of the patient and discovers that the potential for more deficiencies being identified.patient has also been vomiting and has experienced blurred vision – more symptoms of

Commercial Issues and Safety Management – an underlying problem.are they incompatible goals?

Using this information and a detailed physical A practice has become apparent, both from the examination followed by blood tests and x-rays legal cases we are involved with, as well as – the underlying cause is discovered – the reports and feedback being received from actual illness / disease is diagnosed and the Vetting Inspectors, Ship’s Masters and others, appropriate cure properly prescribed. Only once which is of great concern. the underlying causes have been dealt with will

the symptoms stop appearing and a cure Some tanker operators appear to be properly achieved.experiencing considerable difficulty satisfying the requirements of Vetting Inspectors acting on Returning to the situation which exists in some behalf of Oil Majors. They appear to be ‘fire- tanker operating companies and on board their fighting’ in their attempts to deal with the various ships – there are a number of warning signs to problems and deficiencies being identified by look for which should alert you to a serious the Vetting Inspectors. Sometimes they can do underlying problem: Such problems may also come to the attention just enough to resolve the specific issues and of the P&I Club or Hull Underwriter who may manage to scrape through – until the next decide that they should have a look at the vessel Inspection when a whole range of new and how the SMS is working – and no-doubt deficiencies are identified. they will compile their own list of deficiencies

and problems.This in spite of the ship operators supposedly applying the principles set out in the Tanker The Master, Officers and Crew onboard such a Management Self Assessment (TMSA) ship will make their own judgement on the program. situation and the top quality staff will look

Such a situation would be indicative of a towards other Companies for their future When this situation is analysed closely it Company in self denial with a seriously careers. Of course the most important point is becomes clear that what the tanker operator is defective safety management system. Such a that such a situation has a very high potential for doing is dealing with symptoms and not Company could continue trying to fix the accidents – and consequently claims – to arise.addressing the underlying cause. deficiencies – i.e. the symptoms – but will never Inevitably, the Company which is trapped in the

solve its problems until they properly develop ‘treating symptoms’ syndrome, doing just The analogy of a Physician is useful and and implement their SMS. enough to get the ship through the latest Vettingillustrative to help understand the problem. Inspection, will find that almost all its resources When a patient consults the Physician he may The reality is that the ‘fire-fighting’, whilst trying are being directed to that activity. The Company describe one or more symptoms which are to provide the short term fixes to the immediate adopts the position that if the ships do not get affecting his general health and well being. problems identified by the Vetting Inspector or through the Vetting Inspections then they will

Port State Control, will be an enormous drain on not be taken on Charter and if they are not on He may, for example, complain of headaches. resources of all types. This situation also puts charter they are not earning money – and so all The Physician may not go into any detail with a the Company in a poor light with the potential priorities are spent on getting the ship through diagnosis but simply prescribe Aspirin – which customer – the Oil Major. Deficiencies being the Vetting Inspection.may help to relieve the symptom – the raised by Port State Control may lead to

• Numerous deficiencies and problems being identified during vetting inspections;

• Numerous deficiencies and problems being identif ied during Port State Control inspections;

• Zero observations or nonconformities being identified during internal audits.

Compliments ReportISM-16

clothes dryers, and the clothes judgment, and common sense.

were hung out to dry in the fresh

air and man hadn't yet walked on "We were taught to know the

the moon "Your Grandmother and difference between right and

I got married first, and then lived wrong and to stand up and take

How old is Grandpa? The Grandfather replied, "Well, let together. Every family had a responsibility for our actions.

(Compliments BOW WAVE) me think a minute. father and a mother. Until I was Serving your country was a

25, I called every man older than privilege; living in this country was

One evening a grandson was I was born before television, me, "Sir". And after I turned 25, I a bigger privilege. We thought

talking to his grandfather about penicillin, polio shots, frozen still called every man older than fast food was what people ate

current events. foods, Xerox, contact lenses, me, "Sir". We were before gay- during Lent. Having a meaningful

frisbees and the pill. There were rights, computer-dating, dual relationship meant getting along

The grandson asked his no credit cards, laser beams or careers, day-care centres, and with your cousins. Draft dodgers

grandfather what he thought ball-point pens. group therapy. were people who closed their

about the shootings at schools, front doors when the evening

the computer age, and just Man had not invented pantyhose, Our lives were governed by the breeze started.

things in general. air conditioners, dishwashers, Ten Commandments, good

"Time-sharing meant time the did on your school exam. Pizza day, "grass" was mowed, "coke" have a baby. No wonder people

family spent together in the Hut, McDonald's, and instant was a cold drink, "pot" was call us "old and confused" and

evenings and weekends-not coffee were unheard of. We had something your mother cooked in say there is a generation gap.

buying condominiums. We had 5&10-cent stores where you and "rock music" was your And how old do you think I am?"

never heard of FM radios, tape could actually buy things for 5 grandmother's lullaby.

decks, CDs, electric typewriters, and 10 cents. Ice-cream cones, "Aids" were helpers in the The man was 59 years old.

yogurt, or men wearing earrings. phone calls, rides on a streetcar, principal's office, "chip"

We listened to the Big Bands, and a Pepsi were all a nickel. And meant a piece of wood,

Jack Benny, and the president's if you didn't want to splurge, you "hardware" was found in a

speeches on our radios. And I could spend your nickel on hardware store and

don't ever remember any kid enough stamps to mail 1 letter "software" wasn't even

blowing his brains out listening to and 2 postcards. a word.

Tommy Dorsey.

"You could buy a new Chevy "And we were the last

"If you saw anything with 'Made in Coupe for $600. But who could generation to actually

Japan' on it, it was junk. The term afford one? Too bad, because believe that a woman

'making out' referred to how you gas was 11 cents a gallon. In my needed a husband to

The French train was quite crowded,

so a Marine soldier walked the entire

length looking for a seat, but the only

seat left was taken by a well dressed,

middle-aged woman's poodle. The

war weary Marine asked, "Ma'am,

may I have that seat?" The woman

just sniffed and said to no one in

particular "Americans are so rude.

My little Fifi is using that seat."

The Marine walked the entire train

again, but the only seat left was

under that dog. "Please, ma'am.

May I sit down? I'm very tired."

She snorted, "Not only are you

Americans rude, you are also

arrogant!" This time the Marine didn't

say a word; he just picked up the

little dog, tossed it out the train

window, and sat down.

The woman shrieked, "Someone

must defend my honour! This

American should be put in his place!"

An English gentleman sitting nearby

spoke up, "Sir, you Americans often

seem to have a penchant for doing

the wrong thing. You hold the fork in

the wrong hand.

You drive your cars on the wrong side

of the road. And now, sir, you seem

to have thrown the wrong bitch out

of the window!"

HUMOUR :)

HUMOUR :)Safety Management Provide your officers recurrent training in the principles of Bridge Resource Management that encourage and emphasize Correct and Unambiguous Communication, Information Management, Role Responsibility, and Contingency Planning.

- pg 7 -

This whole attitude is short sighted, misguided The reality is that a Company is expending and seriously mistaken. considerable sums of money, and other

resources, ‘fire-fighting’ trying to get its ships Indeed the Master, Officers and Crew on board through Vetting Inspections and will also incur are frequently the ones who suffer most from not inconsiderable sums doing just enough to this situation. They are often torn between trying maintain its DOC and SMCs. Whilst an initial to implement an ineffective SMS which is outlay, and other commitments, may be probably well past its sell-by date and necessary to deal with the underlying root cause abandoned by the Company and, on the other problem this will be the greatest investment a hand, trying to provide the quick fixes to tanker operator could possibly make and would whatever is picked up by the Vetting Inspector. be quickly recovered in the medium term. Once The result is confusion and demotivation that investment is made the symptoms will amongst the sea staff. cease to appear and all the costs and drain on

resources ‘firefighting’ simply will not be As this demotivation sets in and the necessary in the future.experienced sea staff make their exit the result is that less experienced and competent officers The reputation with the customer – the Oil Major move in to take their place. Vetting steps up a – will grow. The record with Port State Control notch to address the issues arising from the will improve – resulting in fewer visits. The reduced experience and competence of the Company will become an attractive career officers and the spiral downwards seems to be option to the top quality Masters, Officers and increasing without any solutions being Crew - motivation will be increased and through proposed. strong leadership the people at the sharp end

will make the SMS efficient and effective. Most The short term fix is nothing more than that – the important of all, the chance of an accident deficiencies and problems will continue to arise happening will have been reduced to a and a serious accident is likely to arise at any minimum. Everyone is a winner – including the time. The only way to solve the problem is to dig customer – the Oil Major.deep and identify the root cause problem and then do what is necessary to cure that disease. Every tanker operator should take a long, hard Invariably, the problem is an ineffective SMS and honest look at itself and reflect upon which has not been either adequately whether its focus is on getting its ships through developed and / or implemented. Vetting Inspections or on managing safety.

Clearly there must be a SMS in place – and, at These should not be seen as conflicting goals or some point, a Flag State Administration / competing for resources. The reality is that if a Recognised Organisat ion must have tanker operator gets its management of safety considered the SMS adequate since, properly sorted then it will, quite naturally, take presumably, the Company was issued with a Vetting Inspections and Port State Control Document of Compliance (DOC) and the ship a inspections in its stride.Safety Management Certificate (SMC). Unfortunately, this does not necessarily mean that the SMS is either effective or efficient.

headache – for a short time. However, a week detentions with the consequences which may later the patient is back to see the physician flow from that and in any event will attract the complaining of dizzy spells. On this occasion attention of PSC in other ports visited – which in the Physician conducts a more detailed turn will result in additional visits and the questioning of the patient and discovers that the potential for more deficiencies being identified.patient has also been vomiting and has experienced blurred vision – more symptoms of

Commercial Issues and Safety Management – an underlying problem.are they incompatible goals?

Using this information and a detailed physical A practice has become apparent, both from the examination followed by blood tests and x-rays legal cases we are involved with, as well as – the underlying cause is discovered – the reports and feedback being received from actual illness / disease is diagnosed and the Vetting Inspectors, Ship’s Masters and others, appropriate cure properly prescribed. Only once which is of great concern. the underlying causes have been dealt with will

the symptoms stop appearing and a cure Some tanker operators appear to be properly achieved.experiencing considerable difficulty satisfying the requirements of Vetting Inspectors acting on Returning to the situation which exists in some behalf of Oil Majors. They appear to be ‘fire- tanker operating companies and on board their fighting’ in their attempts to deal with the various ships – there are a number of warning signs to problems and deficiencies being identified by look for which should alert you to a serious the Vetting Inspectors. Sometimes they can do underlying problem: Such problems may also come to the attention just enough to resolve the specific issues and of the P&I Club or Hull Underwriter who may manage to scrape through – until the next decide that they should have a look at the vessel Inspection when a whole range of new and how the SMS is working – and no-doubt deficiencies are identified. they will compile their own list of deficiencies

and problems.This in spite of the ship operators supposedly applying the principles set out in the Tanker The Master, Officers and Crew onboard such a Management Self Assessment (TMSA) ship will make their own judgement on the program. situation and the top quality staff will look

Such a situation would be indicative of a towards other Companies for their future When this situation is analysed closely it Company in self denial with a seriously careers. Of course the most important point is becomes clear that what the tanker operator is defective safety management system. Such a that such a situation has a very high potential for doing is dealing with symptoms and not Company could continue trying to fix the accidents – and consequently claims – to arise.addressing the underlying cause. deficiencies – i.e. the symptoms – but will never Inevitably, the Company which is trapped in the

solve its problems until they properly develop ‘treating symptoms’ syndrome, doing just The analogy of a Physician is useful and and implement their SMS. enough to get the ship through the latest Vettingillustrative to help understand the problem. Inspection, will find that almost all its resources When a patient consults the Physician he may The reality is that the ‘fire-fighting’, whilst trying are being directed to that activity. The Company describe one or more symptoms which are to provide the short term fixes to the immediate adopts the position that if the ships do not get affecting his general health and well being. problems identified by the Vetting Inspector or through the Vetting Inspections then they will

Port State Control, will be an enormous drain on not be taken on Charter and if they are not on He may, for example, complain of headaches. resources of all types. This situation also puts charter they are not earning money – and so all The Physician may not go into any detail with a the Company in a poor light with the potential priorities are spent on getting the ship through diagnosis but simply prescribe Aspirin – which customer – the Oil Major. Deficiencies being the Vetting Inspection.may help to relieve the symptom – the raised by Port State Control may lead to

• Numerous deficiencies and problems being identified during vetting inspections;

• Numerous deficiencies and problems being identif ied during Port State Control inspections;

• Zero observations or nonconformities being identified during internal audits.

Compliments ReportISM-16

clothes dryers, and the clothes judgment, and common sense.

were hung out to dry in the fresh

air and man hadn't yet walked on "We were taught to know the

the moon "Your Grandmother and difference between right and

I got married first, and then lived wrong and to stand up and take

How old is Grandpa? The Grandfather replied, "Well, let together. Every family had a responsibility for our actions.

(Compliments BOW WAVE) me think a minute. father and a mother. Until I was Serving your country was a

25, I called every man older than privilege; living in this country was

One evening a grandson was I was born before television, me, "Sir". And after I turned 25, I a bigger privilege. We thought

talking to his grandfather about penicillin, polio shots, frozen still called every man older than fast food was what people ate

current events. foods, Xerox, contact lenses, me, "Sir". We were before gay- during Lent. Having a meaningful

frisbees and the pill. There were rights, computer-dating, dual relationship meant getting along

The grandson asked his no credit cards, laser beams or careers, day-care centres, and with your cousins. Draft dodgers

grandfather what he thought ball-point pens. group therapy. were people who closed their

about the shootings at schools, front doors when the evening

the computer age, and just Man had not invented pantyhose, Our lives were governed by the breeze started.

things in general. air conditioners, dishwashers, Ten Commandments, good

"Time-sharing meant time the did on your school exam. Pizza day, "grass" was mowed, "coke" have a baby. No wonder people

family spent together in the Hut, McDonald's, and instant was a cold drink, "pot" was call us "old and confused" and

evenings and weekends-not coffee were unheard of. We had something your mother cooked in say there is a generation gap.

buying condominiums. We had 5&10-cent stores where you and "rock music" was your And how old do you think I am?"

never heard of FM radios, tape could actually buy things for 5 grandmother's lullaby.

decks, CDs, electric typewriters, and 10 cents. Ice-cream cones, "Aids" were helpers in the The man was 59 years old.

yogurt, or men wearing earrings. phone calls, rides on a streetcar, principal's office, "chip"

We listened to the Big Bands, and a Pepsi were all a nickel. And meant a piece of wood,

Jack Benny, and the president's if you didn't want to splurge, you "hardware" was found in a

speeches on our radios. And I could spend your nickel on hardware store and

don't ever remember any kid enough stamps to mail 1 letter "software" wasn't even

blowing his brains out listening to and 2 postcards. a word.

Tommy Dorsey.

"You could buy a new Chevy "And we were the last

"If you saw anything with 'Made in Coupe for $600. But who could generation to actually

Japan' on it, it was junk. The term afford one? Too bad, because believe that a woman

'making out' referred to how you gas was 11 cents a gallon. In my needed a husband to

The French train was quite crowded,

so a Marine soldier walked the entire

length looking for a seat, but the only

seat left was taken by a well dressed,

middle-aged woman's poodle. The

war weary Marine asked, "Ma'am,

may I have that seat?" The woman

just sniffed and said to no one in

particular "Americans are so rude.

My little Fifi is using that seat."

The Marine walked the entire train

again, but the only seat left was

under that dog. "Please, ma'am.

May I sit down? I'm very tired."

She snorted, "Not only are you

Americans rude, you are also

arrogant!" This time the Marine didn't

say a word; he just picked up the

little dog, tossed it out the train

window, and sat down.

The woman shrieked, "Someone

must defend my honour! This

American should be put in his place!"

An English gentleman sitting nearby

spoke up, "Sir, you Americans often

seem to have a penchant for doing

the wrong thing. You hold the fork in

the wrong hand.

You drive your cars on the wrong side

of the road. And now, sir, you seem

to have thrown the wrong bitch out

of the window!"

HUMOUR :)

HUMOUR :)Safety Management Provide your officers recurrent training in the principles of Bridge Resource Management that encourage and emphasize Correct and Unambiguous Communication, Information Management, Role Responsibility, and Contingency Planning.

- pg 9 -

Safety First !!Message from the DPA:

Dear seafarers,One of the major goals in our industry is to reduce incidents, and important that you:as we all know, most incidents are attributed to human error - Strictly follow the work/rest periods as defined in your manuals (FIM either directly or indirectly. One of the major contributing Chapter B 'Safety and Health', Section 8),factors is fatigue. This has been recognized relatively recently - Record meticulously and report any deviations, in our industry with the adoption of the relevant conventions by - Use correctly the relevant software (ISF Watchkeeper), always IMO and ILO. Fatigue affects our ability to do our job properly in properly maintained and updated.many ways. We usually think of fatigue as being responsible for - Ensure that any seafarer found or believed to be suffering from an inability to handle equipment or machinery, to do a manual excessive fatigue is relieved from duty immediately.job, or to stay alert (or even awake) on watch. Nevertheless, the Always remember that fatigue is an unknown risk – a risk which is really dangerous effect of fatigue is something much more unacceptable for sake of our seafarers, the environment and our difficult to diagnose: fatigue clouds one's judgment and leads vessel.to poor decision making. It is a common finding that tiredness Safe seas to all! results in the seafarers taking excessive risks - in a very similar fashion as if the seafarer was intoxicated. The added problem Anthony Lambros / Q&S Manager DPAwith how fatigue impairs one's judgment is, of course, that it is I welcome your comments, suggestions or feedback on the contents of this very difficult to diagnose in advance. It is therefore extremely column (Safety First!) at q&[email protected]

I. Details of incident and after 6 hrs. He was required t ime by us ing ropes course of events to go again to the hospital manua l l y, i ns tead o f

after 5 days for further following the more time During drydock the Ch. treatment. Finally he was c o n s u m i n g p r o p e r Engineer, 2nd Engineer, 3rd repatriated and continued to procedure i.e. to lower the Engineer and Engine Cadet receive medical attention. valve by slings and chain were lowering the reducing blocks.valve of the main cargo II. Incident Investigationheating system from the IV. Corrective & Preventive boiler platform to the A d d i t i o n a l o n s i t e actionsworkshop platform to take it investigation was carried for overhauling. The valve out by the Technical The corrective & preventive had been tied by two ropes manage r. A p i c t o r i a l actions decided for this case on either side to lower the description was drafted. were the following:same. While lowering the The scene of the accident same the valve slipped at was reconstructed and the - Instructions related to PPE the boiler platform and the outcome was consistent to & lifting, were forwarded 2nd Engineer tried to guide Master's investigation and onboard as guidance for the same by holding the description of the case as discussion and training. valve wheel by his hand. described above. - The accident has been The valve was very heavy discussed onboard during a and sl ipped and 2nd III. Root cause of the safety meeting, in order for Engineer's middle and ring incident the crew to become aware fingers got stuck between The root cause of this case how a similar situation can the valve and the boiler was correctly identified by be avoided. platform gratings. Because the Master as "Failure to - A Training Session on of the weight of the valve f o l l o w p r o c e d u r e s " lifting appliances and PPE both his fingers were cut regarding safety. In addition was carried out onboard.approx 1cm each from the after investigation the - Moreover, during the ends. The yards medical following should also be Officers Forum that was t e a m w a s i n f o r m e d added: carried out in Manila on immediately and they 1) No proper planning of the October 2009 a relevant boarded within 5 minutes. task presentation was carried The second engineer was 2) Poor decision making on out in order to demonstrate given some first aid on the method to be used measures for prevention of board by the yards medical 3) No risk assessment such injuries.team. He was then taken on carried out to identify a stretcher to a hospital possible dangers A copy of the full reports can using the yards ambulance. 4) No proper use of PPE be obtained by contacting He was given medical t h e c o m p a n y ' s Q & S treatment at the hospital In simple terms they tried to department.and then boarded the vessel finish the job in a shorter

- pg 9 -

Case Study: Hand injury during works in the Engine RoomVessel: Tanker – applicable to all vesselsSource: Company's records

Summary of EMSA report of maritime accidents in 2008 Source: HELMEPA NAVIGATOR, Technical Bulletin, Issue 50.

The European Maritime Safety Agency (EMSA) published June 2009 a report reviewing the maritime accidents that occurred in the European waters in 2008.

The report includes only serious accidents caused to commercial and fishing vessels in the waters of jurisdiction of the E.U. member states as well as those of Norway and Iceland. The main conclusions of the report are as follows:

the coast of Bulgaria last September. >A number of 670 accidents (40 less than in 2007) were recorded, in which 82 seafarers lost >The vessel loaded with iron scrap sailing in their lives, the same figure as in 2007. strong winds disappeared from the radars of

other nearby vessels without transmitting a The slump of the maritime activity since last distress signal and eventually 3 of her 11 crew December due to the economic downturn members were rescued.seems to have contributed to the slight reduction of accidents. > The quantity of oil spilled accidentally in the

European waters last year was estimated to be > The total number of accidents in tankers 2,000 - 3,000 tons in comparison to the increased from 63 in 2007 to 76 last year. Since estimated 7,000 – 8,000 tons in 2007.2002, there were no major oil spills in the European waters. >The oil spill detection system CleanSeaNet of

EMSA that makes use of satellite images is Oil tankers accounted for around 72% of the progressively providing a better picture on both accidents in this category, gas carriers for accidental and illegal pollution.around 10% and chemical and other tankers for around 18%. From the grounding of the 36,000 grt bulk

carrier Fedra in Gibraltar last October, a The worst collision involving a tanker occurred quantity of about 300 tons of fuel oil escaped when the 79,000 grt unloaded crude oil tanker into the sea, part of which was recovered from Edgeless tore away from its moorings in over the EMSA contracted specialized spill 110 km/hour winds and its bow crashed into an response vessel.adjacent quay causing a several meters crack to her hull at the port of Marseilles last January: > The survey records 217 groundings that

accounted for about 40% of the total.> There were 89 fire incidents representing The biggest vessel to run aground was the almost 12% of the total. Most of these 90,000 grt container ship LT Cortesia in the accidents occurred in general cargo ships (22), Dover Strait last January loaded with 43,000 in Ro-Ro passenger ships (14), in fishing tons of cargo: vessels (14) and tankers (11).The worst explosion and fire accident occurred The vessel was normally approaching the during welding works onboard the LPG carrier Strait before making an alteration to her route Friendshipgas at the Perama shipyard near and running aground on a well known Athens, Greece last July at which 8 people lost hazardous area to the navigation which is their lives and 4 other were injured in the blast. clearly marked on the maritime charts:

> From the explosion of oxygen and acetylene bottles in a cargo hold of the 25,700 grt container ship Maersk Newport while she was berthed at the port of Algeciras last November, a fire broke out trapping temporarily the stevedores who were working near to the bow of the vessel.

> A number of 61 commercial ships including 29 fishing vessels were reported to have sunk in 2008 in European waters. One of the most significant sinkings was that of the 4,000 grt, general cargo ship Tolstoy in the Black Sea off

given by the Administration of the flag of the vessel ,oPost clear instructions close to the release handle o Ensure that during the lifeboat launching, the locking pin is removed before the activation of the release mechanism. o Respectively, during the lifeboat recovery it must be ensured that once the hooks have been connected, the locking pins are reinserted before the boat is hoisted from the water.o Do not use wire ropes or chains as fall preventer devices as they do not absorb shock loads. o In case synthetic slings are fitted, testing must be carried out to demonstrate that there are not any problems during launching and the strength and the suitability of the materials in shipboard operational conditions must be certified.o The Master or the officer in charge of the lifesaving equipment should ensure that the crew is familiar with the use of these devices oThe relevant procedures / instructions must be incorporated in the SOLAS training manual of the vessel.o The SOLAS training manual should always be ship specific with a schematic description relevant to the vessel's lifeboat release mechanismo When drills are carried out, NO ONE FROM THE CREW NOR ANY OTHER PERSON should be inside the lifeboat while testing the on-load release mechanism.

Source: HELMEPA NAVIGATOR, Technical Bulletin, Issue 50.

LIFEBOATS: PREVENTION OF FALL

In 1986, with an amendment to SOLAS, the fitting of on-load release hooks to lifeboats and rescue boats of vessels was made mandatory. Today, there are more than 80 different types of on-load release mechanisms from the poor design of which, their bad maintenance or the insufficient familiarization of seafarers, many accidents have been caused due to the premature opening of the hook mechanism.

In the 86th session of the IMO Maritime Safety Committee, held between 27/5 and 5/6/2009, a circular was approved providing guidelines for the fitting and use of fall preventer devices (FPDs).

These guidelines should be considered as an interim safety measure to prevent new accidents during the launching and recovering of lifeboats until new SOLAS regulations require the replacement of release hooks which are considered of “an inadequate and unstable design”.

These devices might be locking pins or synthetic slings that provide a secondary alternate load path in case of failure or premature opening of the on-load release mechanism.

Some of the points that must be taken into account when fitting a locking pin are the following:

oAny existing hooks must not be drilled to fit the locking pin as this may reduce the strength of the hook, unless an approval is

TRUST (Ten Really Useful Safety Tips)

- pg 9 -

Safety First !!Message from the DPA:

Dear seafarers,One of the major goals in our industry is to reduce incidents, and important that you:as we all know, most incidents are attributed to human error - Strictly follow the work/rest periods as defined in your manuals (FIM either directly or indirectly. One of the major contributing Chapter B 'Safety and Health', Section 8),factors is fatigue. This has been recognized relatively recently - Record meticulously and report any deviations, in our industry with the adoption of the relevant conventions by - Use correctly the relevant software (ISF Watchkeeper), always IMO and ILO. Fatigue affects our ability to do our job properly in properly maintained and updated.many ways. We usually think of fatigue as being responsible for - Ensure that any seafarer found or believed to be suffering from an inability to handle equipment or machinery, to do a manual excessive fatigue is relieved from duty immediately.job, or to stay alert (or even awake) on watch. Nevertheless, the Always remember that fatigue is an unknown risk – a risk which is really dangerous effect of fatigue is something much more unacceptable for sake of our seafarers, the environment and our difficult to diagnose: fatigue clouds one's judgment and leads vessel.to poor decision making. It is a common finding that tiredness Safe seas to all! results in the seafarers taking excessive risks - in a very similar fashion as if the seafarer was intoxicated. The added problem Anthony Lambros / Q&S Manager DPAwith how fatigue impairs one's judgment is, of course, that it is I welcome your comments, suggestions or feedback on the contents of this very difficult to diagnose in advance. It is therefore extremely column (Safety First!) at q&[email protected]

I. Details of incident and after 6 hrs. He was required t ime by us ing ropes course of events to go again to the hospital manua l l y, i ns tead o f

after 5 days for further following the more time During drydock the Ch. treatment. Finally he was c o n s u m i n g p r o p e r Engineer, 2nd Engineer, 3rd repatriated and continued to procedure i.e. to lower the Engineer and Engine Cadet receive medical attention. valve by slings and chain were lowering the reducing blocks.valve of the main cargo II. Incident Investigationheating system from the IV. Corrective & Preventive boiler platform to the A d d i t i o n a l o n s i t e actionsworkshop platform to take it investigation was carried for overhauling. The valve out by the Technical The corrective & preventive had been tied by two ropes manage r. A p i c t o r i a l actions decided for this case on either side to lower the description was drafted. were the following:same. While lowering the The scene of the accident same the valve slipped at was reconstructed and the - Instructions related to PPE the boiler platform and the outcome was consistent to & lifting, were forwarded 2nd Engineer tried to guide Master's investigation and onboard as guidance for the same by holding the description of the case as discussion and training. valve wheel by his hand. described above. - The accident has been The valve was very heavy discussed onboard during a and sl ipped and 2nd III. Root cause of the safety meeting, in order for Engineer's middle and ring incident the crew to become aware fingers got stuck between The root cause of this case how a similar situation can the valve and the boiler was correctly identified by be avoided. platform gratings. Because the Master as "Failure to - A Training Session on of the weight of the valve f o l l o w p r o c e d u r e s " lifting appliances and PPE both his fingers were cut regarding safety. In addition was carried out onboard.approx 1cm each from the after investigation the - Moreover, during the ends. The yards medical following should also be Officers Forum that was t e a m w a s i n f o r m e d added: carried out in Manila on immediately and they 1) No proper planning of the October 2009 a relevant boarded within 5 minutes. task presentation was carried The second engineer was 2) Poor decision making on out in order to demonstrate given some first aid on the method to be used measures for prevention of board by the yards medical 3) No risk assessment such injuries.team. He was then taken on carried out to identify a stretcher to a hospital possible dangers A copy of the full reports can using the yards ambulance. 4) No proper use of PPE be obtained by contacting He was given medical t h e c o m p a n y ' s Q & S treatment at the hospital In simple terms they tried to department.and then boarded the vessel finish the job in a shorter

- pg 9 -

Case Study: Hand injury during works in the Engine RoomVessel: Tanker – applicable to all vesselsSource: Company's records

Summary of EMSA report of maritime accidents in 2008 Source: HELMEPA NAVIGATOR, Technical Bulletin, Issue 50.

The European Maritime Safety Agency (EMSA) published June 2009 a report reviewing the maritime accidents that occurred in the European waters in 2008.

The report includes only serious accidents caused to commercial and fishing vessels in the waters of jurisdiction of the E.U. member states as well as those of Norway and Iceland. The main conclusions of the report are as follows:

the coast of Bulgaria last September. >A number of 670 accidents (40 less than in 2007) were recorded, in which 82 seafarers lost >The vessel loaded with iron scrap sailing in their lives, the same figure as in 2007. strong winds disappeared from the radars of

other nearby vessels without transmitting a The slump of the maritime activity since last distress signal and eventually 3 of her 11 crew December due to the economic downturn members were rescued.seems to have contributed to the slight reduction of accidents. > The quantity of oil spilled accidentally in the

European waters last year was estimated to be > The total number of accidents in tankers 2,000 - 3,000 tons in comparison to the increased from 63 in 2007 to 76 last year. Since estimated 7,000 – 8,000 tons in 2007.2002, there were no major oil spills in the European waters. >The oil spill detection system CleanSeaNet of

EMSA that makes use of satellite images is Oil tankers accounted for around 72% of the progressively providing a better picture on both accidents in this category, gas carriers for accidental and illegal pollution.around 10% and chemical and other tankers for around 18%. From the grounding of the 36,000 grt bulk

carrier Fedra in Gibraltar last October, a The worst collision involving a tanker occurred quantity of about 300 tons of fuel oil escaped when the 79,000 grt unloaded crude oil tanker into the sea, part of which was recovered from Edgeless tore away from its moorings in over the EMSA contracted specialized spill 110 km/hour winds and its bow crashed into an response vessel.adjacent quay causing a several meters crack to her hull at the port of Marseilles last January: > The survey records 217 groundings that

accounted for about 40% of the total.> There were 89 fire incidents representing The biggest vessel to run aground was the almost 12% of the total. Most of these 90,000 grt container ship LT Cortesia in the accidents occurred in general cargo ships (22), Dover Strait last January loaded with 43,000 in Ro-Ro passenger ships (14), in fishing tons of cargo: vessels (14) and tankers (11).The worst explosion and fire accident occurred The vessel was normally approaching the during welding works onboard the LPG carrier Strait before making an alteration to her route Friendshipgas at the Perama shipyard near and running aground on a well known Athens, Greece last July at which 8 people lost hazardous area to the navigation which is their lives and 4 other were injured in the blast. clearly marked on the maritime charts:

> From the explosion of oxygen and acetylene bottles in a cargo hold of the 25,700 grt container ship Maersk Newport while she was berthed at the port of Algeciras last November, a fire broke out trapping temporarily the stevedores who were working near to the bow of the vessel.

> A number of 61 commercial ships including 29 fishing vessels were reported to have sunk in 2008 in European waters. One of the most significant sinkings was that of the 4,000 grt, general cargo ship Tolstoy in the Black Sea off

given by the Administration of the flag of the vessel ,oPost clear instructions close to the release handle o Ensure that during the lifeboat launching, the locking pin is removed before the activation of the release mechanism. o Respectively, during the lifeboat recovery it must be ensured that once the hooks have been connected, the locking pins are reinserted before the boat is hoisted from the water.o Do not use wire ropes or chains as fall preventer devices as they do not absorb shock loads. o In case synthetic slings are fitted, testing must be carried out to demonstrate that there are not any problems during launching and the strength and the suitability of the materials in shipboard operational conditions must be certified.o The Master or the officer in charge of the lifesaving equipment should ensure that the crew is familiar with the use of these devices oThe relevant procedures / instructions must be incorporated in the SOLAS training manual of the vessel.o The SOLAS training manual should always be ship specific with a schematic description relevant to the vessel's lifeboat release mechanismo When drills are carried out, NO ONE FROM THE CREW NOR ANY OTHER PERSON should be inside the lifeboat while testing the on-load release mechanism.

Source: HELMEPA NAVIGATOR, Technical Bulletin, Issue 50.

LIFEBOATS: PREVENTION OF FALL

In 1986, with an amendment to SOLAS, the fitting of on-load release hooks to lifeboats and rescue boats of vessels was made mandatory. Today, there are more than 80 different types of on-load release mechanisms from the poor design of which, their bad maintenance or the insufficient familiarization of seafarers, many accidents have been caused due to the premature opening of the hook mechanism.

In the 86th session of the IMO Maritime Safety Committee, held between 27/5 and 5/6/2009, a circular was approved providing guidelines for the fitting and use of fall preventer devices (FPDs).

These guidelines should be considered as an interim safety measure to prevent new accidents during the launching and recovering of lifeboats until new SOLAS regulations require the replacement of release hooks which are considered of “an inadequate and unstable design”.

These devices might be locking pins or synthetic slings that provide a secondary alternate load path in case of failure or premature opening of the on-load release mechanism.

Some of the points that must be taken into account when fitting a locking pin are the following:

oAny existing hooks must not be drilled to fit the locking pin as this may reduce the strength of the hook, unless an approval is

TRUST (Ten Really Useful Safety Tips)

NOTE: There are many combinations of the above environmental and other factors for setting different watch conditions. These should be set by company policy and supplemented by the master’s orders.

- pg 11 -

Bridge Resource Management Guide

What are the benefits of BRM when correctly Communication Procedurespracticed on my vessel?

Some examples of incorporating BRM:

Example of setting Bridge Team Duties BRM may group bridge duties into three general areas:

• The Master should advise the pilot, upon boarding, which members of the bridge team speak English, and discuss how communications When BRM is practiced correctly onboard the result should be a between the pilot and the bridge team will be handled.Bridge Team that:• The Master should discuss the voyage plan with the pilot, and inform • maintains its situational awareness;bridge team members of the pilot’s intentions and special concerns.• continually monitors the progress of the vessel making appropriate • The Master or OOW should immediately advise the pilot when, at any adjustments and corrections as necessary to maintain a safe passage;point in the transit,• acquires relevant information early;

> The maneuverability of the vessel has been adversely affected,• appropriately delegates workload and authority;> When he or she has information necessary for the safety of the • anticipates dangerous situations;ship’s transit,• avoids becoming pre-occupied with minor technical problems and > Or when he or she is uncertain of the pilot’s intentions regarding the losing sight of the big picture;ship’s movements.• undertakes appropriate contingency plans when called for;

• recognizes the development of an error chain; and• takes appropriate action to break the error-chain sequence.

While operating in International Waters vessel owners, operators, and Masters are expected to ensure that bridge A watch condition structures the bridge team based on the environment watchstanders: in which the ship is operating. The environment consists of both internal • Are properly trained in BTM in and external factors affecting the vessel. These factors include the accordance with the 1995 Standards for mechanical condition of the vessel, weather, traffic, location and sea Training, Certification, and state.

Watchkeeping for Seafarers (STCW);• Practice effective BRM;• Prepare a comprehensive voyage plan for transiting from entry into local waters to their final berth or anchorage (and for the outbound

• Collision Avoidance – Detecting and avoiding other craft and objects.transit);

• Navigation – Keeping the vessel safely clear of shoal water, close to her • Have on the bridge at all times an OOW capable of effectively

intended track, and on schedule.communicating in English; and

• Administration – Routine watch duties such as communications, log • Follow the communication procedures below.

keeping, and supervising watch personnel.

For more information on Bridge Resource ManagementBridge Procedures Guide. International Chamber of Shipping, Third Edition, 1998.Bridge Resource Management Course.Maritime Institute of Technology & Graduate Studies (MITAGS)(www.mitags.org)/Pacific Maritime Institute (PMI) (www.mates.org), 2002.Guidelines for Developing Bridge Management Teams. American Petroleum Institute, 1991.Meurn, R.J. Watch Standing Guide for the Merchant Officer. Cornell Maritime Press, 1990.Swift, A.J. Bridge Team Management, A Practical Guide. The Nautical Institute, 1993.

Example of setting Watch Condition

NOTE: “OTHER DUTIES” may include logbook keeping, equipment checks, and tending the engine order telegraph and thruster control. Overlap among bridge team members indicates duties that may be shared. Cadets, when onboard, may be used to supplement and complement other members of the team. *The charts on this page were adapted from the MITAGS “Bridge Resource Management Course,” see reference below.

BTM is required byU.S. 33 CFR 157.415and is recommendedby Section B-VIII/2of the STCW95 Code

NOTE: “OTHER DUTIES” may include logbook keeping, equipment checks, and tending the engine order telegraph and thruster control. Overlap among bridge team members indicates duties that may be shared. Cadets, when onboard, may be used to supplement and complement other members of the team. *The charts on this page were adapted from the MITAGS “Bridge Resource Management Course,” see reference below.

What Are My Available Resources To Manage? How do I implement Bridge Resource Management on my vessel?

What are the objectives of Bridge Resource Management?

A mariner has many resources available to him/her for safe passage planning and execution. Some examples include: The Master can implement BRM by considering and addressing the • Electronic equipment (i.e. radar, depth sounder, GPS/DGPS, ARPA, following:

gyro compass) ! – covering ocean, coastal and pilotage waters. • Charts and publications, including electronic publications Particular attention is paid to high traffic areas, shallow waters, or • Environmental factors (i.e. tide, wind, currents) pilotage waters where the plan incorporates appropriate margins of • Electronic Charting and Display Information Systems (ECDIS) safety and contingency plans for unexpected incidents.• Vessel Traffic Services (VTS) ! Passage Plan Briefing - all bridge team members are briefed on • Passage plan the passage plan and understand the intended route and • Internal and external communication equipment procedures to transit the route.• NAVTEX ! Bridge Manning – Master uses passage plan to anticipate areas of • Automatic Identification System (AIS) high workload and risk and sets manning levels appropriately.• Persons with local knowledge (i.e. Pilot) ! Bridge Team Training (ashore and on-the-job) - is given all bridge • Bridge Personnel (i.e. Master, Officer On Watch (OOW), helmsman, crew members and they are sure of their roles and responsibilities,

lookout) both for their routine duties and their duties in the event of an incident/emergency.

! Master’s Standing Orders – are read and signed before the commencement of the voyage. Orders are clear on the chain of command, how decision and instructions are given on the bridge

• Share a common view of the intended passage and the agreed and responded to, and how bridge team members bring safety

procedures to transit the passage with all members of the Bridge concerns to the notice of the Master.

Team.! Master/Pilot Exchange – the passage plan is discussed by the

• Develop and use a detailed passage plan to anticipate and manage Master and the pilot and changes made as necessary. Any new

workload demands and risks.information is communicated to the rest of the bridge team. When

• Set appropriate manning levels and make contingency plans based on the pilot is onboard he/she should be supported as a temporary

anticipated workload and risks.bridge team member.

• Make roles and responsibilities clear to Bridge Team members.! End of Voyage Debriefing – provides the opportunity for the bridge

• Involve all team members in problem solving.team to review the passage plan’s strengths and weaknesses, make

• Acquire all relevant information early and anticipate dangerous suggestions for improved safety or communications, and improve

situations.team problem solving skills.

• Team members clearly understand the chain of command including the way decisions and instructions are made, responded to, and challenged.

Passage Planning

...from pg 1

4.3) It is important for the master to consider whether any particular circumstance, such as the 4.) Execution forecast of restricted visibility in an area where position fixing by visual means at a critical point is 4.1) Having finalized the voyage or passage an essential feature of the voyage or passage plan, plan, as soon as time of departure and introduces an unacceptable hazard to the safe estimated time of arrival can be determined with conduct of the passage; and thus whether that reasonable accuracy, the voyage or passage

3.2.2.9) contingency plans for alternative section of the passage should be attempted under should be executed in accordance with the plan action to place the vessel in deep water or the conditions prevailing or likely to prevail. The or any changes made thereto.proceed to a port of refuge or safe master should also consider at which specific anchorage in the event of any emergency points of the voyage or passage there may be a 4.2) Factors which should be taken into necessitating abandonment of the plan, need to utilize additional deck or engine room account when executing the plan, or deciding taking into account existing shore-based personnel.on any departure therefrom include:emergency response arrangements and 4.2.1) the reliability and condition of the equipment and the nature of the cargo 5.) Monitoring vessel's navigational equipment; and of the emergency itself. 4.2.2) estimated times of arrival at critical points 3.3) The details of the voyage or passage 5.1) The plan should be available at all times on the for tide heights and flow; plan should be clearly marked and bridge to allow officers of the navigational watch 4.2.3) meteorological conditions, (particularly recorded, as appropriate, on charts and immediate access and reference to the details of in areas known to be affected by frequent in a voyage plan notebook or computer the plan.periods of low visibility) as well as weather disk. routeing information;

5.2) The progress of the vessel in accordance with 4.2.4) daytime versus night-time passing of 3.4) Each voyage or passage plan as well the voyage and passage plan should be closely danger points, and any effect this may have on as the details of the plan, should be and continuously monitored. Any changes made position fixing accuracy; and approved by the ships' master prior to the to the plan should be made consistent with these 4.2.5) traffic conditions, especially at commencement of the voyage or Guidelines and clearly marked and recorded.navigational focal points.passage.

...from pg 16

Draft Guidelines for Voyage Planning

NOTE: There are many combinations of the above environmental and other factors for setting different watch conditions. These should be set by company policy and supplemented by the master’s orders.

- pg 11 -

Bridge Resource Management Guide

What are the benefits of BRM when correctly Communication Procedurespracticed on my vessel?

Some examples of incorporating BRM:

Example of setting Bridge Team Duties BRM may group bridge duties into three general areas:

• The Master should advise the pilot, upon boarding, which members of the bridge team speak English, and discuss how communications When BRM is practiced correctly onboard the result should be a between the pilot and the bridge team will be handled.Bridge Team that:• The Master should discuss the voyage plan with the pilot, and inform • maintains its situational awareness;bridge team members of the pilot’s intentions and special concerns.• continually monitors the progress of the vessel making appropriate • The Master or OOW should immediately advise the pilot when, at any adjustments and corrections as necessary to maintain a safe passage;point in the transit,• acquires relevant information early;

> The maneuverability of the vessel has been adversely affected,• appropriately delegates workload and authority;> When he or she has information necessary for the safety of the • anticipates dangerous situations;ship’s transit,• avoids becoming pre-occupied with minor technical problems and > Or when he or she is uncertain of the pilot’s intentions regarding the losing sight of the big picture;ship’s movements.• undertakes appropriate contingency plans when called for;

• recognizes the development of an error chain; and• takes appropriate action to break the error-chain sequence.

While operating in International Waters vessel owners, operators, and Masters are expected to ensure that bridge A watch condition structures the bridge team based on the environment watchstanders: in which the ship is operating. The environment consists of both internal • Are properly trained in BTM in and external factors affecting the vessel. These factors include the accordance with the 1995 Standards for mechanical condition of the vessel, weather, traffic, location and sea Training, Certification, and state.

Watchkeeping for Seafarers (STCW);• Practice effective BRM;• Prepare a comprehensive voyage plan for transiting from entry into local waters to their final berth or anchorage (and for the outbound

• Collision Avoidance – Detecting and avoiding other craft and objects.transit);

• Navigation – Keeping the vessel safely clear of shoal water, close to her • Have on the bridge at all times an OOW capable of effectively

intended track, and on schedule.communicating in English; and

• Administration – Routine watch duties such as communications, log • Follow the communication procedures below.

keeping, and supervising watch personnel.

For more information on Bridge Resource ManagementBridge Procedures Guide. International Chamber of Shipping, Third Edition, 1998.Bridge Resource Management Course.Maritime Institute of Technology & Graduate Studies (MITAGS)(www.mitags.org)/Pacific Maritime Institute (PMI) (www.mates.org), 2002.Guidelines for Developing Bridge Management Teams. American Petroleum Institute, 1991.Meurn, R.J. Watch Standing Guide for the Merchant Officer. Cornell Maritime Press, 1990.Swift, A.J. Bridge Team Management, A Practical Guide. The Nautical Institute, 1993.

Example of setting Watch Condition

NOTE: “OTHER DUTIES” may include logbook keeping, equipment checks, and tending the engine order telegraph and thruster control. Overlap among bridge team members indicates duties that may be shared. Cadets, when onboard, may be used to supplement and complement other members of the team. *The charts on this page were adapted from the MITAGS “Bridge Resource Management Course,” see reference below.

BTM is required byU.S. 33 CFR 157.415and is recommendedby Section B-VIII/2of the STCW95 Code

NOTE: “OTHER DUTIES” may include logbook keeping, equipment checks, and tending the engine order telegraph and thruster control. Overlap among bridge team members indicates duties that may be shared. Cadets, when onboard, may be used to supplement and complement other members of the team. *The charts on this page were adapted from the MITAGS “Bridge Resource Management Course,” see reference below.

What Are My Available Resources To Manage? How do I implement Bridge Resource Management on my vessel?

What are the objectives of Bridge Resource Management?

A mariner has many resources available to him/her for safe passage planning and execution. Some examples include: The Master can implement BRM by considering and addressing the • Electronic equipment (i.e. radar, depth sounder, GPS/DGPS, ARPA, following:

gyro compass) ! – covering ocean, coastal and pilotage waters. • Charts and publications, including electronic publications Particular attention is paid to high traffic areas, shallow waters, or • Environmental factors (i.e. tide, wind, currents) pilotage waters where the plan incorporates appropriate margins of • Electronic Charting and Display Information Systems (ECDIS) safety and contingency plans for unexpected incidents.• Vessel Traffic Services (VTS) ! Passage Plan Briefing - all bridge team members are briefed on • Passage plan the passage plan and understand the intended route and • Internal and external communication equipment procedures to transit the route.• NAVTEX ! Bridge Manning – Master uses passage plan to anticipate areas of • Automatic Identification System (AIS) high workload and risk and sets manning levels appropriately.• Persons with local knowledge (i.e. Pilot) ! Bridge Team Training (ashore and on-the-job) - is given all bridge • Bridge Personnel (i.e. Master, Officer On Watch (OOW), helmsman, crew members and they are sure of their roles and responsibilities,

lookout) both for their routine duties and their duties in the event of an incident/emergency.

! Master’s Standing Orders – are read and signed before the commencement of the voyage. Orders are clear on the chain of command, how decision and instructions are given on the bridge

• Share a common view of the intended passage and the agreed and responded to, and how bridge team members bring safety

procedures to transit the passage with all members of the Bridge concerns to the notice of the Master.

Team.! Master/Pilot Exchange – the passage plan is discussed by the

• Develop and use a detailed passage plan to anticipate and manage Master and the pilot and changes made as necessary. Any new

workload demands and risks.information is communicated to the rest of the bridge team. When

• Set appropriate manning levels and make contingency plans based on the pilot is onboard he/she should be supported as a temporary

anticipated workload and risks.bridge team member.

• Make roles and responsibilities clear to Bridge Team members.! End of Voyage Debriefing – provides the opportunity for the bridge

• Involve all team members in problem solving.team to review the passage plan’s strengths and weaknesses, make

• Acquire all relevant information early and anticipate dangerous suggestions for improved safety or communications, and improve

situations.team problem solving skills.

• Team members clearly understand the chain of command including the way decisions and instructions are made, responded to, and challenged.

Passage Planning

...from pg 1

4.3) It is important for the master to consider whether any particular circumstance, such as the 4.) Execution forecast of restricted visibility in an area where position fixing by visual means at a critical point is 4.1) Having finalized the voyage or passage an essential feature of the voyage or passage plan, plan, as soon as time of departure and introduces an unacceptable hazard to the safe estimated time of arrival can be determined with conduct of the passage; and thus whether that reasonable accuracy, the voyage or passage

3.2.2.9) contingency plans for alternative section of the passage should be attempted under should be executed in accordance with the plan action to place the vessel in deep water or the conditions prevailing or likely to prevail. The or any changes made thereto.proceed to a port of refuge or safe master should also consider at which specific anchorage in the event of any emergency points of the voyage or passage there may be a 4.2) Factors which should be taken into necessitating abandonment of the plan, need to utilize additional deck or engine room account when executing the plan, or deciding taking into account existing shore-based personnel.on any departure therefrom include:emergency response arrangements and 4.2.1) the reliability and condition of the equipment and the nature of the cargo 5.) Monitoring vessel's navigational equipment; and of the emergency itself. 4.2.2) estimated times of arrival at critical points 3.3) The details of the voyage or passage 5.1) The plan should be available at all times on the for tide heights and flow; plan should be clearly marked and bridge to allow officers of the navigational watch 4.2.3) meteorological conditions, (particularly recorded, as appropriate, on charts and immediate access and reference to the details of in areas known to be affected by frequent in a voyage plan notebook or computer the plan.periods of low visibility) as well as weather disk. routeing information;

5.2) The progress of the vessel in accordance with 4.2.4) daytime versus night-time passing of 3.4) Each voyage or passage plan as well the voyage and passage plan should be closely danger points, and any effect this may have on as the details of the plan, should be and continuously monitored. Any changes made position fixing accuracy; and approved by the ships' master prior to the to the plan should be made consistent with these 4.2.5) traffic conditions, especially at commencement of the voyage or Guidelines and clearly marked and recorded.navigational focal points.passage.

...from pg 16

Draft Guidelines for Voyage Planning

- pg 13 -

WORKING ENVIRONMENT

PROTECTIVE EQUIPMENT

WORKING CONDITIONS

Types of equipment

Head protection

Type Examples

GENERAL

[

[ Are lighting levels adequate?[Is the area clear of rubbish, combustible

material, spilled oil etc?[ Is ventilation adequate?[ Are members of the crew adequately

protected from exposure to noise where Seafarers must wear the protective equipment necessary? or clothing supplied when they are carrying out a

[Are dangerous goods and substances left task for which it is provided, and follow unnecessarily in the area or stored in a appropriate instructions for use.dangerous manner?

[ Are loose tools, stores and similar items left Personal protective equipment should always be lying around unnecessarily? checked by the wearer each time before use.

Workers should comply with the training they have received in the use of protective items, and

[Is machinery adequately guarded where follow the manufacturer's instructions for use.necessary?

[Are any necessary safe operating instructions clearly displayed? Overalls, gloves and suitable footwear are the

[Are any necessary safety signs clearly proper working dress for most work about ship displayed? but these may not give adequate protection

[ Are permits-to-work used when necessary? against particular hazards in particular jobs. [ Are crew working in the area wearing any Specific recommendations for the use of special Safety helmets are most commonly provided as

necessary protective clothing and equipment? personal protective equipment will be identified protection against falling objects. They can also [ Is that protective clothing and equipment in by the risk assessment carried out by the officer protect against crushing or a sideways blow, and

good condition and being correctly used? in charge at that particular time. chemical splashes.[ Is there any evidence of defective plant or

equipment and if so what is being done about Personal protective equipment must always be Since the hazards may vary, it will be it? selected according to the hazard being faced appreciated that no one type of helmet would be

[Is the level of supervision adequate, and the kind of work being undertaken, in ideal as protection in every case. Design details particularly for inexperienced crew? accordance with the findings of the risk are normally decided by the manufacturer whose

[ What practicable safety improvements could assessment. primary consideration will be compliance with an be made? appropriate standard. The standard selected

Personal protective equipment can be classified should reflect the findings of the risk as follows: assessment.

The shell of a helmet should be of one piece seamless construction designed to resist impact.

Safety helmets, bump caps, hair protection The harness or suspension when properly adjusted forms a cradle for supporting the

Ear muffs, ear plugs protector on the wearers' head. The crown straps help absorb the force of impact. They are

Goggles and spectacles, facial shields designed to permit a clearance of approximately 25mm between the shell and the skull of the

Dust masks, respirators, breathing equipment wearer. The harness or suspension should be apparatus properly adjusted before a helmet is worn. Safety

equipment should be used in accordance with Gloves, safety boots and shoes manufacturers' instructions.

Safety suits, safety belts, harnesses, aprons, A bump cap is simply an ordinary cap with a hard high visibility clothing. penetration-resistant shell. They are useful as

protection against bruising and abrasion when [ Are all statutory regulations and company Lifejackets, buoyancy aids and lifebuoys working in confined spaces such as a main

safety procedures being complied with? engine crankcase or a double bottom tank. They [ Is the safety advice of the SMS and other Immersion suits and anti-exposure suits do not, however, afford the same protection as

publications being followed where possible? safety helmets and are intended only to protect [Have the crew in the area any safety against minor knocks.

suggestions to make?[Have any faults identified in previous Personnel working on or near to moving

inspections been rectified? machinery have always to be on their guard against the possibility of their hair becoming

Is the area safe to enter?

Head protection:

Hearing protection:

Face and eye protection:

Respiratory protective:

Hand and foot protection

Body protection:

Protection against drowning

Protection against hypothermia

entangled in the machinery. Long hair should always be covered by a hair net or safety cap when working with or near moving machinery. The exact type of glove selected will depend on

the kind of work being undertaken or the particular substance being handled, and in these

All persons exposed to high levels of noise, eg in cases expert advice should be followed. The machinery spaces, should wear ear protection of following are general rules:a type recommended as suitable for the (a) Leather gloves should generally be used particular circumstances. Protectors are of three when handling rough or sharp objects.types - ear plugs, disposable or permanent, and (b) Heat-resistant gloves should be used when ear muffs. The simplest form of ear protection is handling hot objects.the ear plug. This type however has the (c) Rubber, synthetic or PVC gloves are disadvantage of limited capability of noise level generally best for handling acids, alkalis, various reduction. Ear plugs of rubber or plastic also types of oils, solvents and chemicals in general.have only limited effect, in that extremes of high or low frequency cause the plug to vibrate in the ear canal causing a consequential loss in available and are extremely useful for protecting Foot injuries most often result from the wearing protection. It may be difficult to keep re-useable against dust nuisance and non-toxic sprays but of unsuitable footwear (e.g. sandals, plimsolls ear plugs clean on a ship, and disposable ear should never be used in place of proper and flip-flops) rather than from failure to wear plugs are recommended. Ear-plugs should protection against harmful dusts or sprays. safety shoes and boots. It is nevertheless never be used by anyone with ear-trouble, (b) The positive pressure powered dust strongly advisable that allwithout medical advice. respirator incorporates a battery-powered personnel whilst at work on board ship wear

blower unit, connected by a tube to the face- appropriate safety footwear.mask to create a positive pressure in the face- Injuries are commonly caused by impact,

The main causes of eye injury are: piece. This makes breathing easier and reduces penetration through the sole, slipping, heat and face-seal leakage. crushing. Safety footwear is available which is

(a) infra-red rays - gas welding; designed to protect against these or other (b) ultra-violet rays - electric welding; (c) The cartridge-type of respirator consists of a specific hazards identified in the risk(c) exposure to chemicals; full face-piece or half mask connected to a assessment, manufactured to various standards (d) exposure to particles and foreign bodies. replaceable cartridge containing absorbent or appropriate to the particular danger involved.

adsorbent material and a particulate filter. It is Protectors are available in a wide variety, designed to provide protection against low designed to international standard specificati- concentrations of certain relatively non-toxic All personnel who are working aloft, outboard or ons, to protect against these different types of gases and vapours. below decks or in any other area where there is a hazard. risk of falling more than two metres, should wear

(d) The canister-type of respirator incorporates a a safety harness (or belt with shock absorber) Ordinary prescription (corrective) spectacles, full face-piece connected to an absorbent or attached to a lifeline. If a vessel is shipping unless manufactured to a safety standard, do not adsorbent material contained in a replaceable frequent seas, nobody should be required to afford protection. Certain box-type goggles are canister carried in a sling on the back or side of work on deck unless absolutely necessary. designed so that they can be worn over ordinary the wearer. This type gives considerably more However, where this is unavoidable, persons on spectacles. protection than the cartridge type. deck should wear a harness and, where

practicable, should be secured by lifeline as a The filters, canisters and cartridges incorporated protection from falls and from being washed

Respiratory protective equipment is essential for in respirators are designed to provide protection overboard or against the ship's structure.protection when work has to be done in against certain specified dusts or gases. Inertial clamp devices allow more freedom in conditions of irritating, dangerous or poisonous movement.dust, fumes or gases. There are two main types Different types are available to provide of equipment which perform different functions: protection against different hazards and it is (a) a respirator filters the air before it is inhaled; therefore important that the appropriate type is Special outer clothing may be needed for (b) breathing apparatus supplies air or oxygen selected for the particular circumstances or protection when personnel are exposed to from an uncontaminated source. conditions being encountered. It must be part icular contaminat ing or corrosive

remembered, however, that they have a limited substances.Advice on selection, use and maintenance of the effective life and must be replaced or renewed at equipment is contained in the relevant intervals in accordance with manufacturers' This clothing should be kept for the particular instructions. This should be available to all those instructions. purpose and dealt with as directed.concerned with the use of respiratory protective High visibility clothing should be worn when it is equipment on board ship. RESPIRATORS PROVIDE NO PROTECTION important to be seen to be safe - for example,

A G A I N S T O X Y G E N D E F I C I E N T during loading and unloading operations.It is most important that the face-piece of ATMOSPHERE. They should never be used to respirators and breathing apparatus is fitted provide protection in confined spaces such as correctly to avoid leakage. The wearing of tanks, cofferdams, double bottoms or other Where work is being carried out overside or in an spectacles, unless adequately designed for that similar spaces against dangerous fumes, gases exposed position where there is a reasonably purpose, or of beards is likely to adversely affect or vapours. foreseeable risk of falling or being washed the face seal. This is a particularly important overboard or where work is being carried out in consideration in emergency situations. Only breathing apparatus (self-contained or or from a ship's boat a lifebuoy with sufficient line The respirator selected must be of a type airline) is capable of giving protection in such should be provided. In addition and as designed to protect against the hazards being circumstances. appropriate a lifejacket or buoyancy aid should met. be provided. Where necessary, personnel

Breathing apparatus should not be used should be provided with thermal protective (a) The dust respirator gives protection against underwater unless the equipment is suitable for clothing to reduce the risks of cold shock.dusts and aerosol sprays but not against gases. the purpose, and then only in an emergency.There are many types of dust respirator available It is recommended that resuscitators of an but they are generally of the ori-nasal type, i.e. appropriate kind should be provided when any half-masks covering the nose and mouth. Many person may be required to enter a dangerous types of light, simple face masks are also space.

Hand and foot protection

Hearing protection

Face and eye protection

Protection from falls

Respiratory protective equipment

Body protection

Protection against drowning

Gloves

Footwear

Checklist for safety officer's

inspection

Checklist for safety officer's

inspection

...from pg 1

- pg 13 -

WORKING ENVIRONMENT

PROTECTIVE EQUIPMENT

WORKING CONDITIONS

Types of equipment

Head protection

Type Examples

GENERAL

[

[ Are lighting levels adequate?[Is the area clear of rubbish, combustible

material, spilled oil etc?[ Is ventilation adequate?[ Are members of the crew adequately

protected from exposure to noise where Seafarers must wear the protective equipment necessary? or clothing supplied when they are carrying out a

[Are dangerous goods and substances left task for which it is provided, and follow unnecessarily in the area or stored in a appropriate instructions for use.dangerous manner?

[ Are loose tools, stores and similar items left Personal protective equipment should always be lying around unnecessarily? checked by the wearer each time before use.

Workers should comply with the training they have received in the use of protective items, and

[Is machinery adequately guarded where follow the manufacturer's instructions for use.necessary?

[Are any necessary safe operating instructions clearly displayed? Overalls, gloves and suitable footwear are the

[Are any necessary safety signs clearly proper working dress for most work about ship displayed? but these may not give adequate protection

[ Are permits-to-work used when necessary? against particular hazards in particular jobs. [ Are crew working in the area wearing any Specific recommendations for the use of special Safety helmets are most commonly provided as

necessary protective clothing and equipment? personal protective equipment will be identified protection against falling objects. They can also [ Is that protective clothing and equipment in by the risk assessment carried out by the officer protect against crushing or a sideways blow, and

good condition and being correctly used? in charge at that particular time. chemical splashes.[ Is there any evidence of defective plant or

equipment and if so what is being done about Personal protective equipment must always be Since the hazards may vary, it will be it? selected according to the hazard being faced appreciated that no one type of helmet would be

[Is the level of supervision adequate, and the kind of work being undertaken, in ideal as protection in every case. Design details particularly for inexperienced crew? accordance with the findings of the risk are normally decided by the manufacturer whose

[ What practicable safety improvements could assessment. primary consideration will be compliance with an be made? appropriate standard. The standard selected

Personal protective equipment can be classified should reflect the findings of the risk as follows: assessment.

The shell of a helmet should be of one piece seamless construction designed to resist impact.

Safety helmets, bump caps, hair protection The harness or suspension when properly adjusted forms a cradle for supporting the

Ear muffs, ear plugs protector on the wearers' head. The crown straps help absorb the force of impact. They are

Goggles and spectacles, facial shields designed to permit a clearance of approximately 25mm between the shell and the skull of the

Dust masks, respirators, breathing equipment wearer. The harness or suspension should be apparatus properly adjusted before a helmet is worn. Safety

equipment should be used in accordance with Gloves, safety boots and shoes manufacturers' instructions.

Safety suits, safety belts, harnesses, aprons, A bump cap is simply an ordinary cap with a hard high visibility clothing. penetration-resistant shell. They are useful as

protection against bruising and abrasion when [ Are all statutory regulations and company Lifejackets, buoyancy aids and lifebuoys working in confined spaces such as a main

safety procedures being complied with? engine crankcase or a double bottom tank. They [ Is the safety advice of the SMS and other Immersion suits and anti-exposure suits do not, however, afford the same protection as

publications being followed where possible? safety helmets and are intended only to protect [Have the crew in the area any safety against minor knocks.

suggestions to make?[Have any faults identified in previous Personnel working on or near to moving

inspections been rectified? machinery have always to be on their guard against the possibility of their hair becoming

Is the area safe to enter?

Head protection:

Hearing protection:

Face and eye protection:

Respiratory protective:

Hand and foot protection

Body protection:

Protection against drowning

Protection against hypothermia

entangled in the machinery. Long hair should always be covered by a hair net or safety cap when working with or near moving machinery. The exact type of glove selected will depend on

the kind of work being undertaken or the particular substance being handled, and in these

All persons exposed to high levels of noise, eg in cases expert advice should be followed. The machinery spaces, should wear ear protection of following are general rules:a type recommended as suitable for the (a) Leather gloves should generally be used particular circumstances. Protectors are of three when handling rough or sharp objects.types - ear plugs, disposable or permanent, and (b) Heat-resistant gloves should be used when ear muffs. The simplest form of ear protection is handling hot objects.the ear plug. This type however has the (c) Rubber, synthetic or PVC gloves are disadvantage of limited capability of noise level generally best for handling acids, alkalis, various reduction. Ear plugs of rubber or plastic also types of oils, solvents and chemicals in general.have only limited effect, in that extremes of high or low frequency cause the plug to vibrate in the ear canal causing a consequential loss in available and are extremely useful for protecting Foot injuries most often result from the wearing protection. It may be difficult to keep re-useable against dust nuisance and non-toxic sprays but of unsuitable footwear (e.g. sandals, plimsolls ear plugs clean on a ship, and disposable ear should never be used in place of proper and flip-flops) rather than from failure to wear plugs are recommended. Ear-plugs should protection against harmful dusts or sprays. safety shoes and boots. It is nevertheless never be used by anyone with ear-trouble, (b) The positive pressure powered dust strongly advisable that allwithout medical advice. respirator incorporates a battery-powered personnel whilst at work on board ship wear

blower unit, connected by a tube to the face- appropriate safety footwear.mask to create a positive pressure in the face- Injuries are commonly caused by impact,

The main causes of eye injury are: piece. This makes breathing easier and reduces penetration through the sole, slipping, heat and face-seal leakage. crushing. Safety footwear is available which is

(a) infra-red rays - gas welding; designed to protect against these or other (b) ultra-violet rays - electric welding; (c) The cartridge-type of respirator consists of a specific hazards identified in the risk(c) exposure to chemicals; full face-piece or half mask connected to a assessment, manufactured to various standards (d) exposure to particles and foreign bodies. replaceable cartridge containing absorbent or appropriate to the particular danger involved.

adsorbent material and a particulate filter. It is Protectors are available in a wide variety, designed to provide protection against low designed to international standard specificati- concentrations of certain relatively non-toxic All personnel who are working aloft, outboard or ons, to protect against these different types of gases and vapours. below decks or in any other area where there is a hazard. risk of falling more than two metres, should wear

(d) The canister-type of respirator incorporates a a safety harness (or belt with shock absorber) Ordinary prescription (corrective) spectacles, full face-piece connected to an absorbent or attached to a lifeline. If a vessel is shipping unless manufactured to a safety standard, do not adsorbent material contained in a replaceable frequent seas, nobody should be required to afford protection. Certain box-type goggles are canister carried in a sling on the back or side of work on deck unless absolutely necessary. designed so that they can be worn over ordinary the wearer. This type gives considerably more However, where this is unavoidable, persons on spectacles. protection than the cartridge type. deck should wear a harness and, where

practicable, should be secured by lifeline as a The filters, canisters and cartridges incorporated protection from falls and from being washed

Respiratory protective equipment is essential for in respirators are designed to provide protection overboard or against the ship's structure.protection when work has to be done in against certain specified dusts or gases. Inertial clamp devices allow more freedom in conditions of irritating, dangerous or poisonous movement.dust, fumes or gases. There are two main types Different types are available to provide of equipment which perform different functions: protection against different hazards and it is (a) a respirator filters the air before it is inhaled; therefore important that the appropriate type is Special outer clothing may be needed for (b) breathing apparatus supplies air or oxygen selected for the particular circumstances or protection when personnel are exposed to from an uncontaminated source. conditions being encountered. It must be part icular contaminat ing or corrosive

remembered, however, that they have a limited substances.Advice on selection, use and maintenance of the effective life and must be replaced or renewed at equipment is contained in the relevant intervals in accordance with manufacturers' This clothing should be kept for the particular instructions. This should be available to all those instructions. purpose and dealt with as directed.concerned with the use of respiratory protective High visibility clothing should be worn when it is equipment on board ship. RESPIRATORS PROVIDE NO PROTECTION important to be seen to be safe - for example,

A G A I N S T O X Y G E N D E F I C I E N T during loading and unloading operations.It is most important that the face-piece of ATMOSPHERE. They should never be used to respirators and breathing apparatus is fitted provide protection in confined spaces such as correctly to avoid leakage. The wearing of tanks, cofferdams, double bottoms or other Where work is being carried out overside or in an spectacles, unless adequately designed for that similar spaces against dangerous fumes, gases exposed position where there is a reasonably purpose, or of beards is likely to adversely affect or vapours. foreseeable risk of falling or being washed the face seal. This is a particularly important overboard or where work is being carried out in consideration in emergency situations. Only breathing apparatus (self-contained or or from a ship's boat a lifebuoy with sufficient line The respirator selected must be of a type airline) is capable of giving protection in such should be provided. In addition and as designed to protect against the hazards being circumstances. appropriate a lifejacket or buoyancy aid should met. be provided. Where necessary, personnel

Breathing apparatus should not be used should be provided with thermal protective (a) The dust respirator gives protection against underwater unless the equipment is suitable for clothing to reduce the risks of cold shock.dusts and aerosol sprays but not against gases. the purpose, and then only in an emergency.There are many types of dust respirator available It is recommended that resuscitators of an but they are generally of the ori-nasal type, i.e. appropriate kind should be provided when any half-masks covering the nose and mouth. Many person may be required to enter a dangerous types of light, simple face masks are also space.

Hand and foot protection

Hearing protection

Face and eye protection

Protection from falls

Respiratory protective equipment

Body protection

Protection against drowning

Gloves

Footwear

Checklist for safety officer's

inspection

Checklist for safety officer's

inspection

...from pg 1

( To be continued on the next issue W35)

QUOTATIONS

ROT FN INEC

ROT FN INEC

EMENG TA IN NA C

M .

EMENG TA IN NA C

M . - pg 15-

=

than he finds.

=At times one remains faithful to a cause only

because its opponents do not cease to be

insipid.

=A happy life consists in tranquility of mind.

=A life of peace, purity, and refinement leads

to a calm and untroubled old age.

=A mind without instruction can no more bear

fruit than can a field, however fertile, without

cultivation.

=Advice is judged by results, not by intentions.

=All action is of the mind and the mirror of the

mind is the face, its index the eyes.

=Art is born of the observation and

investigation of nature.

=Men decide far more problems by hate, love,

lust, rage, sorrow, joy, hope, fear, illusion, or

some other inward emotion, than by reality,

authority, any legal standard, judicial

precedent, or statute.

=No one can speak well, unless he thoroughly

understands his subject.

=Not to know what has been transacted in

former times is to be always a child. If no use

is made of the labors of past ages, the world

must remain always in the infancy of

knowledge.

=Our span of life is brief, but is long enough

for us to live well and honestly.

=Our thoughts are free.

=Reason should direct and appetite obey.

=The strictest law often causes the most

serious wrong.

=The wise are instructed by reason; ordinary

minds by experience; the stupid, by

necessity; and brutes by instinct.

=There are some duties we owe even to those

who have wronged us. There is, after all, a

limit to retribution and punishment.

=There is no duty more obligatory than the

repayment of kindness.

=To each his own.

A wise man will make more opportunities

Answer:9 tables.

( To be continued on the next issue W35)

QUOTATIONS

ROT FN INEC

ROT FN INEC

EMENG TA IN NA C

M .

EMENG TA IN NA C

M . - pg 15-

=

than he finds.

=At times one remains faithful to a cause only

because its opponents do not cease to be

insipid.

=A happy life consists in tranquility of mind.

=A life of peace, purity, and refinement leads

to a calm and untroubled old age.

=A mind without instruction can no more bear

fruit than can a field, however fertile, without

cultivation.

=Advice is judged by results, not by intentions.

=All action is of the mind and the mirror of the

mind is the face, its index the eyes.

=Art is born of the observation and

investigation of nature.

=Men decide far more problems by hate, love,

lust, rage, sorrow, joy, hope, fear, illusion, or

some other inward emotion, than by reality,

authority, any legal standard, judicial

precedent, or statute.

=No one can speak well, unless he thoroughly

understands his subject.

=Not to know what has been transacted in

former times is to be always a child. If no use

is made of the labors of past ages, the world

must remain always in the infancy of

knowledge.

=Our span of life is brief, but is long enough

for us to live well and honestly.

=Our thoughts are free.

=Reason should direct and appetite obey.

=The strictest law often causes the most

serious wrong.

=The wise are instructed by reason; ordinary

minds by experience; the stupid, by

necessity; and brutes by instinct.

=There are some duties we owe even to those

who have wronged us. There is, after all, a

limit to retribution and punishment.

=There is no duty more obligatory than the

repayment of kindness.

=To each his own.

A wise man will make more opportunities

Answer:9 tables.

CENTRO-NEWS

ROT FN INEC

ROT FN INEC

ME ENG TA IN NA CM .

ME ENG TA IN NA C

M .

The Articles written and the Views expressed in this bulletin do not necessarily

reflect those of CENTROFIN and/or its members.

Queries to: [email protected]

Disclaimer. The contents provided herewith are for general information

purposes only; not intended to replace or otherwise contradict the detailed instructions/procedures issued by the owners/managers, flag etc.

Editor: Cmdr Nicholas A. ILIOPOULOS - Master Mariner - Human Resources

Tel. +30.6944.941 333. Email: [email protected]

Comments. This editor welcomes readers' responses to all articles & Editorials.

Design-Production: www.paradox.com.gr Tel.+30.210.6560 574

Wavelength

SOLAS Ch V

IMO Resolution A.893(21)ANNEX 25 Draft Guidelines For

Voyage Planning 2.1.5) appropriate scale, accurate and up-to- entire voyage or passage from berth to berth, 1.) Objectives date charts to be used for the intended voyage including those areas where the services of a 1.1) The development of or passage, as well as any relevant permanent pilot will be used.a plan for voyage or or temporary notices to mariners and existing passage, as well as the radio navigational warnings; 3.2) The detailed voyage or passage plan close and continuous 2.1.6) accurate and up-to-date sailing should include the following factors:monitoring of the vessel's directions, lists of lights and lists of radio aids 3.2.1) the plotting of the intended route or progress and position to navigation; and track of the voyage or passage on appropriate during the execution of 2.1.7) any relevant up-to-date additional scale charts: the true direction of the planned such a plan, are of essential importance for information, including: route or track should be indicated, as well as safety of life at sea, safety and efficiency of 2.1.7.1) mariners' routeing guides and all areas of danger, existing ships' routeing navigation and protection of the marine passage planning charts, published by and reporting systems, vessel traffic services, environment.competent authorities; and any areas where marine environmental 2.1.7.2) current and tidal atlases and tide protection considerations apply;1.2) The need for voyage and passage tables; 3.2.2) the main elements to ensure safety of planning applies to all vessels. There are 2.1.7.3) climatological, hydrographical, and life at sea, safety and efficiency of navigation, several factors that may impede the safe oceanographic data as well as other and protection of the marine environment navigation of all vessels and additional factors appropriate meteorological information; during the intended voyage or passage; such that may impede the navigation of large 2.1.7.4) availability of services for weather elements should include, but not be limited to:vessels or vessels carrying hazardous routeing (such as that contained in Volume D 3.2.2.1) safe speed, having regard to the cargoes. These factors will need to be taken of the World Meteorological Organization's proximity of navigational hazards along the into account in the preparation of the plan and Publication No. 9); intended route or track, the manoeuvring in the subsequent monitoring of the execution 2.1.7.5) existing ships' routeing and reporting characteristics of the vessel and its draught in of the plan.systems, vessel traffic services, and marine relation to the available water depth; environmental protection measures; 3.2.2.2) necessary speed alterations en route, 1.3) Voyage and passage planning includes 2.1.7.6) volume of traffic likely to be e.g.., where there may be limitations because appraisal, i.e. gathering all information encountered throughout the voyage or of night passage, tidal restrictions, or relevant to the contemplated voyage or passage; allowance for the increase of draught due to passage; detailed planning of the whole 2.1.7.7) if a pilot is to be used, information squat and heel effect when turning; voyage or passage from berth to berth, relating to pilotage and embarkation and 3.2.2.3) minimum clearance required under including those areas necessitating the disembarkation including the exchange of the keel in critical areas with restricted water presence of a pilot; execution of the plan; and information between master and pilot; depth; the monitoring of the progress of the vessel in 2.1.7.8) available port information, including 3.2.2.4) positions where a change in the implementation of the plan. These information pertaining to the availability of machinery status is required; components of voyage/passage planning are sho re -based emergency response 3.2.2.5) course alteration points, taking into analysed below.arrangements and equipment; and account the vessel's turning circle at 2.1.7.9) any additional items pertinent to the the planned speed and any expected 2.) Appraisal type of the vessel or its cargo, the particular effect of tidal streams and currents; areas the vessel will traverse, and the type of 3.2.2.6) the method and frequency of 2.1) All information relevant to the voyage or passage to be undertaken. position fixing, including primary and contemplated voyage or passage should be

secondary options, and the considered. The following items should be 2.2) On the basis of the above information, an indication of areas where accuracy taken into account in voyage and passage overall appraisal of the intended voyage or of position fixing is critical planning:passage should be made. This appraisal and where maximum 2.1.1) the condition and state of the vessel, its should provide a clear indication of all areas of reliability must be obtained; stability, and its equipment; any operational danger; those areas where it will be possible 3.2.2.7) use of ships' routeing limitations; its permissible draught at sea in to navigate safely, including any existing and reporting systems fairways and in ports; its manoeuvring data, routeing or reporting systems and vessel and vessel traffic services;including any restrictions;traffic services; and any areas where marine 3.2.2.8) considerations 2.1.2) any special characteristics of the cargo environmental protection considerations relating to the protection (especially if hazardous), and its distribution, apply. of the marine stowage and securing on board the vessel;

environment; and 2.1.3) the provision of a competent and well-3.) Planning rested crew to undertake the voyage or

passage;3.1) On the basis of the fullest possible 2.1.4) requirements for up-to-date certificates appraisal, a detailed voyage or passage plan and documents concerning the vessel, its should be prepared which should cover the equipment, crew, passengers or cargo;

cont'd on pg 11