Debugging And Elimination Of Human Errors In The Maritime Industry
October 4, 2021
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If you notice the human factor in the shipping industry, the following user guide may help you. g.Human error has long been recognized as one of the main causes of marine accidents. It is assumed that 75-96% fewer accidents at sea. reasons for cancellation. accident (collision, fire / explosion, grounding, shipwreck and others) and advice on how to stay away https://en.wikipedia.org ›wiki› Marine_accident_investigation Investigation of incidents at sea – Wikipedia can be attributed, in particular, to human error.
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Whether it’s teamwork with members’ phones or incredible dependence on other technologies, fatigue, or perhaps disruption to corporate culture and business, human error remains a major safety issue and a major factor in business. D. H. Crew quality and the overall safety culture of shipowners are increasingly important in risk assessment.
In October 2018, the Tunisian ferry Ulysses collided with the CSL Virginia container ship in part of the Mediterranean after discovering that an officer had been distracted by a cell phone for a long time. The investigation of the collision and the law showed that the watchman behind the ferry was alone, talking on the phone and speaking quietly. In addition, under pressure from the owner, the builder of the discovered container ship “not enough” immobilized the ship on the route of merchant shipping [1].
Such incidents are not uncommon. Series hHuman error, including overuse of electronic nautical charts, resulted in the overclocking and total loss of the 2,194 TEU Maltese licensed container ship Kea Trader across the ocean on 12 July 2017. “The six-month ship has been the answer to the mate’s mistakes and over-reliance on electronic navigational guidance [2] for over a decade, and yet accidents always happen,” asks Captain Rahul Hanna, head of maritime risk. Consulting at AGCS. “This is part of the larger problem of human error, so it depends on the training and safety culture of the organization.”
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“People think many technologies make them safer, but they ignore the human factor and the need for training,” said Andrew Kinsey, senior maritime consultant at AGCS. Photo: Adobe Stock.
Refueling a particular Kea Trader has been one of the near-difficult container ship rescue operations since the subsequent refueling of MS Rena in New Zealand in 2011. Throughout the year, and the trailAfter six months, the vessel hit a specific reef and the wreckage continued today into late 2018 with initial efforts focused on pollution prevention and disposal of over 600 containers, ”said Captain Andrew Kinsey, Senior Marine Consultant at AGCS. I only see one screen. Therefore, without training, they can be lulled into a false sense of security. This can be described as a serious problem that my wife and I face many times. People think technology makes them safer, but they ignore the human element and its training needs – so that the crews acquire a solid basic knowledge combined with a solid knowledge of navigation and the situation.
“It is becoming clear that while digital camera cards can be a good addition to securing bridges, training in their use is not always as good as it could be,” adds Chris Thurberville, Head of Human Resources and Liabilities UK, AGCS … … “It is imperative not only to educate new people. equipment, but also to teach it to use together with radar and other stationary equipment. Simulation is a great way to deliver this comprehensive learning experience. ”
It is rough that 75% 96% of related marine accidents can be attributed to human error [3]. In addition, GATS analysis of nearly 15,000 water liability insurance claims from 2011 to 2016 shows that people play a major role in 75% of the value of the claims just analyzed, that is, the equivalent of damage-related errors of more than 1. $ 6 billion. In many incidents, the overall quality of the crew and the safety culture of shipowners in general are becoming increasingly important models for assessing market risks. Good working conditions, working hours and opportunities for professional development, as well as access to training, new runs and exercises will all help to improve the quality of workers, ”says Justus Heinrich, Chief Marine Corps Underwriter for Central and Eastern Europe at AGCS.
However, a survey of 2,800 seafarers conducted by Halcyon Recruitment and Training Provider Coracle [4] showingHowever, confidence in job security in the marketplace is weakening as volatile market conditions continue to intensify. Half of the employees surveyed abroad are actively looking for a job change, and almost two-thirds are concerned about the safety of the business unit. Hosting costs are a soft proposition in a cost-driven industry. This will be an area for reconsideration as shipowners face rising prices. Heinrich predicts that the International Maritime Organization’s Annex VI emission avoidance operation under the MARPOL Agreement is controversial for crew participation, ”Heinrich said. “As part of their customer risk analysis, organizations such as AGCS now regularly review the quality of the team to determine if the operators are performing well beyond the minimum required.”
[1] GCaptain.com, Human Error Discovered during Ro-Ro Collision in Mediterranean Sea with Container Ship, January 2019
[2] Safety4Sea, Human Error Caused Kea Trader to Close, July 2018
[3] Allianz Global Corporate & Specialty, Safety and Delivery, 1912-2012 From Titanic to Costa Concordia
[4] Halcyon Recruitment, 10th Marine Workers Survey Shows Declining Safety Confidence in the Shipping Industry, March 2019.
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Introduction. According to the US Maritime Transportation Research Council, human error in the maritime domain is typically “money or negligence by maritime personnel that causes orespecially accidents or near accidents in the merchant marine ”(NAS, 1976).
It is estimated that 75-96% of marine accidents are related to the human factor [3].
The most well-known issues to be considered are overworked parts, boredom, breakdowns during upgrades and discounts, lack of sensitivity to the type of vessel, constant reorientation to new plans, delays in control and monitoring and, moreover, the need for human understanding with local knowledge and differences between objects (for example, in
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