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Standard Safety
July 2017
The Standard
for service and security
Introduction
Welcome to a new edition of Standard Safety!
2
ECDIS use on board ship
3
‘seafarers, on being assigned to any Ensuring compliance arrangements and ensure that a
of its ships, are familiarized with their Practical tips on familiarisation uniform standard of ECDIS navigation
specific duties and with all ship training is maintained throughout a fleet.
arrangements, installations, Using the same model of ECDIS
equipment, procedures and ship throughout a fleet will greatly simplify ECDIS procedures should be
characteristics that are relevant to the issue of familiarisation training. created for different navigation
their routine or emergency duties’. The Nautical Institute’s Industry stages, including:
Recommendations for ECDIS
Such requirements extend to ECDIS, Familiarisation is a useful guide to 1. pre-departure
meaning that shipowners must the items that should be included in 2. pre-arrival
make proper provisions to ensure familiarisation training and can be 3. passage monitoring
that their officers are familiarised used as a framework for bespoke 4. loss of GNSS or other sensor
with the type of ECDIS they will be onboard familiarisation procedures. 5. failure of an ECDIS system
operating when serving on board ship. 6. transition from ENC to RNC.
Companies should research all of
Flag state the options available to ensure Example ECDIS procedure:
The approach of flag states to the that they source a familiarisation pre-departure
issue of familiarisation varies. It is training package that is right for This procedure should ensure that
therefore important for shipowners them and acceptable to their flag when the vessel departs the berth, the
to understand their own flag state’s state. Such options include: ECDIS is properly set up and ready to
requirements for ECDIS familiarisation. use for navigation. The requirement
Two flag states that have differing • computer-based training either to set up ECDIS equipment should be
approaches are the UK’s Maritime on DVD or the internet added to the existing pre-departure
Coastguard Agency (MCA) and the • manufacturer’s training checklist and a second detailed list
Australian Maritime Safety Agency course complemented by of required ECDIS settings provided.
(AMSA). These are compared below. onboard familiarisation Once these settings have been applied,
• onboard training conducted many of them will remain unchanged
UK-MCA by manufacturers for the duration of a voyage. The ECDIS
The MCA’s policy towards • onboard training conducted by settings/features below should be
familiarisation training is contained appropriately certificated company considered pre-departure. This list
in Marine Information Note (MIN) 503 staff (train the trainer courses). is not exhaustive and is dependent
(M). This MIN 503 replaced MIN 442 on the model of ECDIS used.
and details the familiarisation training ECDIS procedures
requirements for UK flagged vessels: Companies should develop guidelines • Safety depth and contour values
relating to ECDIS use and settings • Depth shades
• The training must relate to management. Without guidelines, • Buoyage types: simplified
the make and model of the variations in ECDIS use will occur within or traditional
equipment fitted on board the a fleet and it is inevitable that some • Palette: night or day
ship they are currently serving. of these variations will be unsafe. • 1:1 or compilation scale
• It reminds owners and operators of to be selected
their obligations/responsibilities for Investigations of groundings • Docking/berthing mode if applicable
ship-specific training and the need involving ECDIS often involve: • ENCs required for the voyage
to comply with the requirements installed and available, and updated
for ship-specific training. • incorrect safety depth/ • Sensor selection is correct:
• MIN 503 does not make specific contour settings –– Gyro
reference to what types of training • inadequate anti-grounding settings –– GNSS
will be accepted by the MCA to meet • inadequate display settings –– Log
the requirements for familiarisation. • incorrect chart scale being used. • Appropriate route is
available and selected
AMSA Such deficiencies indicate that the • Anti-grounding function
The AMSA’s requirements operator was not competent or is activated:
for familiarisation training are that the procedures for ECDIS were –– Appropriate distance ahead
more specific and include: inadequate/poorly enforced. –– Appropriate width and angle
• Chart notes are displayed
• the responsibility of the master ECDIS procedures should be decided for the voyage
to verify that the OOWs are by a suitably qualified mariner within • Parallel indexes are displayed
competent in the use of ECDIS a company, ie somebody fulfilling for the voyage
• the areas of training that should the role of a ‘subject matter expert’. • Chart maps are displayed
be included for familiarisation Methodically working through each of for the voyages
• a ban of ‘trickle-down training’ the functions and settings in an ECDIS • Overlays are selected:
and the definition of this term manual until each is fully understood –– Automatic identification system
• a definition of the instructor is the best way to gain subject matter –– Radar image overlay
qualifications required to provide expertise. This requires ‘hands on’ –– Admiralty information overlay
familiarisation training, which time with the appropriate model of • Primary and secondary
may also include a manufacturer’s ECDIS. When this process is complete, past track selection
computer-based training package. a full understanding of the capabilities • Chart display settings:
and limitations of the selected model –– Pre-saved group is selected
Such variations make it crucial for will have been gained. A company’s or settings as per list
shipowners to be fully conversant subject matter expert can then develop • Vector length
with their flag state’s requirements its ECDIS procedures/policy. This
to ensure compliance. policy should complement existing
4
A note on chart display settings
One of the most common complaints
about ECDIS is that it does not
contain the same information as
a paper chart. If an ENC is missing
information, it is often due to the
operator’s chart display settings
being inadequate. When deciding
on chart display settings, there
are several things to consider:
5
Conclusion
ECDIS is now firmly established as a
navigation aid within the industry, but
it will only be mastered when it is fully
embraced. Embracing ECDIS will enable
an organisation to know its strengths
and weaknesses. Organisations that
base their decisions relating to ECDIS
on research and sound principles will
be able to get the most out of their
equipment and take steps to mitigate
the risks associated with its use.
The screen shot above is of ‘Standard Display’. Whilst the buoys are visible and safe
water can be determined, there are few geographic features, no names on the
buoys and no soundings to enable monitoring of depth under the keel. Most mariners
would consider this level of ENC chart features inadequate for navigation.
6
Navigation risk assessments
7
In every instance where one of these The industry should ask itself whether • reporting and assessment methods
deficiencies was observed, the officer its methods of training and promotion which also include the assessment
was properly certified and worked are sufficient to weed out officers of an officer‘s confidence, initiative
within the confines of an approved who fall short of such requirements. and ability to make decisions under
safety management system. Two key pressure. This would be in addition
themes exist within these deficiencies: The Standard Club promotes the use to the traditional methods of
a failure to follow an established of close observation of officers in an evaluating officers, such as their
procedure and a failure to maintain operational setting to ensure they ability to complete day-to-day tasks
best navigation practice. It is not clear can be effective in all circumstances. • the promotion of a just culture
why officers disobey known safety There are other ways, including: within the organisation which
procedures, or why their navigation encourages near-miss reports
standards fall short of best practice. • simulation courses which to be made and seniors to be
One question that needs to be feature carefully structured challenged without repercussions,
answered is whether the deck officers scenarios designed to test the allowing weak team members to
are merely being complacent or are seafarers’ practical skills and be identified and addressed
unable to maintain best practices. What adherence to procedures • an ongoing assessment by
is clear however is that compliance • promotion systems which officers of their peers to watch for
with STCW standards alone does not emphasise the ability to fulfil the role actions or omissions that could
guarantee that an officer will be a rather than the level of certification result in a dangerous situation
competent officer of the watch (OOW). alone. Such systems could include and to report such issues.
the close observation of officers
Raw material during a probationary period Conclusion
Deck officers must combine the • analysis of the VDR data after The maritime industry has made great
skills learnt during formal classroom the ship has passed through strides in its pursuit of safety in the last
instruction with practical experience a confined/dangerous area 30 years. Despite these achievements,
and intuition. An OOW must be such as the Singapore Strait it still falls short. Advanced equipment
able to collate data from disparate and systems have provided measurable
sources and convert it into actionable successes, but these elements are
information. This process must • frequently undermined by poor
sometimes occur quickly and under human performance. If the maritime
intense pressure. Whilst skills such Two key themes are apparent industry wishes to compete with the
as these can be learnt and improved when observing deficiencies in aviation industry’s safety record,
upon, some people are simply not routine operations: it must solve the human as well as
suited to this role. Recent collisions in the technical problems it faces.
coastal waters have occurred because
• a failure to follow an established
both bridge teams failed to take
action, which appears to indicate that procedure
some deck officers lack the ability to • a failure to maintain best
perform their role under pressure. navigation practice.
8
NAABSA
9
Conclusion
Practical advice for masters: For many shipowners/operators
NAABSA can seem an unnatural
• Ensure that all navigation • Ensure steering gear is not operation, when one considers the
charts are up to date. running when aground. time and effort devoted to trying to
• Ensure that the ship has • Be aware of possibility of prevent the vessel from making
adequate tidal information in listing caused by the seabed contact with the seabed during normal
the form of tide tables, etc. This being not uniformly level. operations. However, like all maritime
information can be obtained • Include pilots and harbour activities, the hazards can be mitigated
from local sources such as agents authorities. Information with a proper assessment of the risks
if it is not carried on board. required by the master includes and thorough preparation. The master
• Obtain as much knowledge (but is not limited to): must consider the state of the vessel,
about the port as possible, –– the permitted draft local tidal conditions and the hazards
prior to arrival. whilst alongside presented by the seabed in the vicinity
• Check soundings of double- –– nature of the seabed of the berth, including the age and
bottom tanks at the times of at the exact berth the accuracy of the local survey data, to
grounding and refloating. ship will be visiting ensure success.
• Engineers to ensure there –– details of any obstructions
is no damage to the rudder. that may pose a
This includes checking hazard to the ship
the bearings distances at –– loading and discharge
the first opportunity. rates of the facilities
• Check operation of the that will be visited
rudder and rudder angles –– the strength of the
visually after refloating. bollards at the berth.
10
Safety awareness whilst performing
routine tasks
11
Case Study 1 This is a prime example of complacency time afterwards. After the event, the
A recent claim case, briefly described overruling the ship’s safety culture stevedores’ management company
below, clearly identifies where a and company procedures because held a toolbox meeting and confirmed
potential case of complacency and the task was considered to be that its personnel would not have
failure to follow company procedures routine and relatively mundane. been expected to move any portable
whilst performing a routine lighting equipment and should have
maintenance task led to personal injury. waited for crew instead. The incident
investigation established that there
Background was no inspection/maintenance
A junior ranking engineer suffered The lessons learnt from this case schedule in place for this type of
second-degree burns to his arms and study reinforce the need for safety equipment, only an inspection by
legs whilst attempting to tighten down awareness by all seafarers the ship’s crew prior to use.
the gland packing of a boiler feed water whenever approaching a task
valve. The boiler was still in operation Lessons leant
at the time and associated pipelines/ however big or small it may be. This case study highlights the
systems were still pressurised. It was importance of keeping inspection
reported that this action had not been and maintenance registers on
discussed with senior engineers, and board all ships. A suitably qualified
no job-specific toolbox meeting had Case Study 2 person in charge must ensure that
been held nor had the matter been Another recent claim, briefly described any damaged appliances are either
identified during previous routine below, clearly identifies where failure repaired or withdrawn from service
toolbox meetings. No risk assessment to ensure that all equipment is regularly and replaced. It is not adequate to
was undergone for this task. inspected and maintained in safe simply rely on quick inspections prior
full operational status can lead to a to use by unqualified crew members.
The investigation report highlighted personal injury. This case study also
that the gland bridge had previously highlights the safety requirement Additionally, a toolbox meeting
been tightened down unevenly, which to carry out a toolbox meeting prior should be held with shore workers
had resulted in the packing material not to commencement of any task. prior to the commencement of cargo
being compressed properly allowing operations to agree who is responsible
leakage past the valve stem/packing. for relocating the portable lights and
As the junior engineer started to the correct operating procedures
tighten down on the gland nuts, there (eg disconnection from power supply
was a substantial leakage in way of the A review of PSC inspection records prior to moving). If that meeting
gland bridge and valve stem. Due to shows that failure to maintain the had taken place in this scenario, it
restricted access, the engineer had full operational status of lifesaving is reasonable to assume that the
chosen to squat around the valve, injury would not have occurred.
and firefighting equipment
thus the resulting leakage caused
extensive burns to his legs and arms. through scheduled or routine Conclusion
inspections and maintenance There can be no doubt that there have
Lessons learnt remains one of the most frequent, been significant improvements in
In this particular case study, if the repeated defects or observations safety awareness amongst seafarers
five-steps rule had been followed and recorded during PSC inspections over recent years. However, injuries are
the company’s safe working practices worldwide, on all types of vessels. still occurring, and they are particularly
complied with, including a toolbox prevalent when crews are carrying
meeting with risk assessment, then out routine tasks. The Standard
potential hazards would have been Club believes this is mainly due to
identified. By utilising the knowledge complacency overriding a seafarer’s
and experience of the senior engineers Background compliance with company ISM
on board, the extra precautions needed The incident took place during night- procedures. Regular, comprehensive
would have been highlighted, which time cargo operations, in intermittent safety training courses should
could have prevented the incident. light rain. The ship’s crew had installed highlight this issue and reinforce
portable halogen lights to assist the necessity to follow safe working
A proper evaluation of the task stevedores unlashing containers and procedures at all times, however big
would have identified: the need for had been requested by the stevedores or small the task is. By this continued
the immobilisation of the boiler to relocate them as work progressed. emphasis on maintaining a strong
unless secure/tight double-valve A stevedore, instead of waiting for the safety culture and awareness on board
segregation could be assured; the need ship’s crew, attempted to move one when approaching and performing
to depressurise/drain the associated light while it was still connected to all tasks, there should be further
pipeline/system; the requirement the power supply. The casing of this reductions in both the frequency
for appropriate PPE; and the need for particular light was damaged and the and severity of injuries associated
an evaluation of the valve position/ cable connection had a temporary with completing routine tasks.
location in order that the safest, taped sealing arrangement. Rain
most suitable work position could had leaked into the light resulting in
be found to complete the task. A full the stevedore receiving an electrical
risk assessment would have been shock. Fortunately, the shock was not
created to ensure all hazards had fatal and the stevedore was released
been identified and suitable safety from hospital after 24 hours, but he
processes/measures put in place. experienced chest pains for some
12
MARPOL Annex VI – emission control
measures approved and adopted during
the recent MEPC meetings
13
Sulphur, % Global Onboard verification of fuel
SOx ECA sulphur content
5
It is not presently clear how the
4.5
global sulphur cap will be enforced.
4.0
However, MEPC 71 has tasked its Sub-
3.5 Committee on Pollution Prevention
3.0 and Response (PPR 5) to consider
2.5 fuel sample verification procedure
2.0 as a part of the 2020 low sulphur
1.5 fuel implementation action plan.
1 In current Emission Control Areas,
0 2000 2005 2010 2015 2020 2025
the PSC usually checks the relevant
Year
documentation and may carry out
spot sampling and analysis of fuel.
14
Members are recommended to refer to efficiency of ships (such as distance Club cover
the IMO guidelines to update their fuel travelled, service hours at sea and There is a global drive towards
oil sampling procedures to ensure that the cargo capacity for cargo ships). cleaner energy, and shipping is at the
samples can be drawn safely from the forefront. The key to environmental
ship’s fuel service system when such The aggregated annual data will need compliance in accordance with
sampling is requested by a PSC officer. to be submitted to the flag state in MARPOL lies in embracing these
standardised format after the end of requirements within the core
It is vital that the shipboard each calendar year, via a methodology culture of the shipping company and
team is aware of the above to be included in the Ship Energy ensuring effective implementation
requirements and is familiarised Efficiency Management Plan (SEEMP). both on board and ashore.
with the ship-specific system.
Upon verification of the submitted Members are reminded that club
For ships not fitted with a dedicated/ data, the flag states (or recognised cover for fines arising from breaches
approved sampling point, it is organisations on behalf of flag states) of low-sulphur fuel regulations
recommended to check and will issue a statement of compliance and other MARPOL violations is
propose a location for sampling in to the ship. The guidelines on how strictly discretionary. The board is
compliance with these guidelines the flag states will verify the reports entitled to take into consideration
and in accordance with Class rules. was finalised at the MEPC-71 in the zero-tolerance attitude towards
July 2017 (Res.MEPC.293(71)). reimbursement of liabilities and fines
The collected samples are required for environmental offences, save in
to be properly sealed and labelled. Flag states will be required to the most exceptional circumstances.
The sample bottles should be subsequently submit this data to the
retained on board the ship for a IMO, which will maintain an anonymised
period of not less than 12 months ship fuel oil consumption database
from the date of collection. and produce an annual report to the
MEPC summarising the data collected.
Mandatory data collection system for
fuel consumption of ships These requirements will enter
Another significant decision taken into force on 1 March 2018, with
during the MEPC-70 was adopting the first reporting period being
amendments to MARPOL Annex for the 2019 calendar year.
VI, Chapter 4 for mandatory fuel
oil consumption data collection This requirement is in line with the
and reporting. A new regulation EU data collection system adopted
22A in MARPOL Annex VI was in 2015 (MRV Regulation), which
adopted, which requires ships to applies to ships above 5,000gt,
collect and report data on their regardless of their flag, calling at EU
fuel consumption, starting from ports from 1 January 2018 onwards.
1 January 2019 (Res.MEPC.278(70)).
Members will need to start developing
Under the global data collection a method for the collection of
scheme, ships of 5,000gt and above fuel oil consumption data that is
will be required to collect consumption most appropriate for each ship
data for each type of fuel they use and update the SEEMPs of their
as well as data regarding the energy ships to reflect this process.
15
The Standard Club’s PEME scheme
– an update
16
Top 10 causes of PEME failure Ranks/rates/departments
When the statistics are examined
for rank/rate and departmental
1 Hypertension 25% trends, there are several interesting
10
9 2 Poor cardiac stress test results 20% observations to highlight.
8 1 3 Diabetes related 13%
Firstly, able seamen account for the
4 Non-specific ST-T Changes 8%
7 largest number of PEME failures,
5 Heart disease 7% whilst chief cooks are the second
6 6 NSSTTW (changes) 6% largest, despite having fewer
7 Overweight/obese 6% onboard numbers than some of
the other rank/rate categories.
5 8 Sinus tachycardia 5%
2 9 Fatty liver/liver disease 5% Secondly, deck officers accounted
4 10 High cholesterol/LDL 5% for only 7% of the total, whilst
engineer officers accounted for 22%,
3 of which 9% were chief engineers.
Chief engineers, like chief cooks,
are a smaller group so appear to be
over-represented in the data.
10 Conclusion
The model of PEME scheme operated
0
for this last year has proven to be
highly successful, and four additional
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17
Hernias – what they are and how to detect
and prevent them
Hernias occur when the contents of a body General signs and symptoms
cavity bulge outward from their normal of hernia include:
location. Such contents may include
portions of intestine or abdominal fatty • a lump in the groin or other
tissue enclosed in a membranous lining. abdominal region sometimes
Rowland Raikes BA MNI preceded by aching or pain
Medical Rescue International While hernias are often relatively • pain increasing during coughing
T +44 1962 735955 harmless, they carry risk of complication, • bowel obstruction, nausea and vomiting
E rowland.raikes@ particularly should the blood supply to • reddish, tender area of the abdomen
medrescint.com the contents of the hernial sac be cut • burning sensation in the
off – a so-called strangulated hernia. abdominal or scrotal region
• increased pain from long
What causes a hernia? periods of standing up.
Conditions that increase the pressure
of the abdominal cavity may contribute While some hernias resolve themselves,
to producing a hernia (or worsening an surgery is often required to repair the hernia.
existing hernia). Some of these include:
• obesity
• heavy lifting or any other intense
straining of the abdomen Hernia is a general term referring to a
• coughing, particularly chronic condition that can appear in various
(as with smokers)
parts of the body. The most common
• straining during a bowel
movement or urination hernias develop somewhere in the
• chronic lung disease abdomen. They are caused by a
• pregnancy weakness in the abdominal wall, which
• fluid in the abdominal cavity allows a hole to develop.
• family history of hernias.
18
Treatment Fibre-rich diet
It is important to treat hernias, since Diets high in fibre-rich foods can Some practical advice for
they can worsen to more serious help prevent abdominal hernias by prevention:
and even life-threatening medical alleviating constipation, which is one
conditions when left untreated. of the causes of increased internal • Warm up properly before
body pressure. These include beans, athletic activity and exercise.
Hernia surgery involves an incision lentils, vegetables, and whole grain • Strengthen abdominal muscles
at the hernial site after which the and bran products such as cereals. with strength exercises.
surgeon will either move the protruding • Rest properly after vigorous
contents of the hernia back into Constant, healthy weight exercise, particularly lifting.
the abdominal cavity or remove Maintaining a healthy body weight • Quit smoking, as coughing
the contents altogether. The latter and BMI avoids obesity, which is one can contribute to hernia
option may be used in cases where of the culprits in hernia formation. development.
the intestines are strangulated. Since frequent and drastic weight • Eat a high-fibre diet to
Following repair, the weakened tissue fluctuations also lead to weakened avoid constipation.
that contributed to the development muscle tissues, it is also advisable • Maintain a healthy weight.
of the hernia will be closed and to keep a constant weight as a • Incorporate some stretching
reinforced with stitching or (in the case preventative measure. Exercise and flexibility exercises into
of larger hernias) synthetic mesh. and a good diet can help maintain your exercise routine.
a constant, healthy weight.
Light activities can often be
resumed within days of hospital Avoiding or managing the effects of
release, but strenuous activity must heavy lifting
be strictly avoided until healing Individuals whose jobs require
is complete. In most cases, this constant heavy lifting (or who are
requires six to eight weeks. involved in recreational weightlifting)
should consult a doctor on
Prevention preventative measures to decrease
Lifestyle modifications, such as the risk of hernias, since these
exercise, diet and maintaining people are constantly at risk for
a constant healthy weight, can elevated internal pressure build-
help prevent hernia formation. up and muscle tissue strains.
Toned muscles
Since hernias form where the
muscle tissues are weak, toning
organ-supporting muscles,
such as the abdominal muscles,
can help prevent hernias.
19
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