Maritime Safety News Archives - SHIP IP LTD

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Pre-vetting Inspection For Oil, Chemical and Gas ships – In today’s environment of high safety standards and competitive advantage, Oil Major approvals for the vessels have become a necessity much more than anything voluntary. Lack of sufficient approvals from Oil, Chemical and Gas Companies can mean life and death for a tanker Operator in terms of availability of business. Our inspectors, who themselves are accredited vetting inspectors carry out thorough inspections on the lines of SIRE,CDI, RIGHTSHIP & OVID, to appraise you about the current compliances of the vessel for these programmes. We can help you fill the gaps and assist the ship’s staff in preparing the vessel for the most stringent inspections. Our approach is to develop a customized service with the client that encompasses their specific needs for a certain type of vessel or operation on the basis of the outcomes of a risk assessment. We use the experience of our work in damage and incident investigations in order to allow clients to focus on those items which present the highest risk of failure.
Our services include:

  • Writing specific audit programmes
  • Review of procedures
  • Ship vetting services from desktop analyses to onboard inspection
  • Onboard audits (global service)
  • Data collection and trend analyses

Source: marine-safety


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The Idemitsu Ship Vetting Service was set up on 1st October 1993 in Idemitsu Tanker Co.,Ltd.

The our system is supported not only by the vetting companies such major oil companies but also other technical/marine-technical staff of the company, persons in charge of oil trading of Idemitsu group, Berth Masters of refineries and complexes, and Idemitsu SIRE inspectors in Japan and several foreign countries. “Ship Vetting & Inspection Service Office” (Hereinafter referred to as “Idemitsu Ship Vetting Service”) is managing this whole system as the center of control.

Vetting Policy

The following ocean going tankers (oil/chemical/LPG) are checked by the “Idemitsu Ship Vetting Service” every time they are nominated for Idemitsu business:

  • The vessel which will be chartered by Idemitsu Group
  • The vessel which will call at Idemitsu Group terminal(s), complex(es), and oil depot
  • The vessel which will carry Idemitsu Group cargo(es)

 

Idemitsu Vetting

Criterion for judgment is made based upon internal vetting criteria of Idemitsu, taking account of all available information including SIRE inspection reports (of Idemitsu Tanker or other OCIMF SIRE submitting members), terminal feedback, Port State Control information and owner’s/operator’s assessment. Ship’s physical conditions (ship’s age, SDWT, mooring facilities, parallel body length, etc.) are also taken into consideration.

The system attaches much importance to Idemitsu inspections. It is carried out by Idemitsu’s experienced inspectors and obtain extra information such as detailed comments and evaluation, that are not seen in SIRE reports, However, Idemitsu recognizes that the membership’s mutual trust in SIRE reports is also necessary to avoid unreasonable overlap of inspections.

SIRE reports are treated as one of the most important basis of judgement in the Idemitsu Vetting.

The final vetting decisions are made by “Idemitsu Ship Vetting Service”. However, the following vessels are left out from its consideration unconditionally:

  1. The vessel that has deficiencies noted in ship inspection report(s) of Idemitsu or other SIRE member(s) with no comments of owner / operator of them.
  2. The vessel that has deficiencies pointed out by the Berth Master(s) of Idemitsu terminal(s) in writing, directly to the vessel or sometimes by way of “Idemitsu Ship Vetting Service” to owner/operator, and no information of rectification has been provided by owner/operator to Idemitsu.

Source: idemitsu


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By Ira Breskin – A tanker charterer should carefully vet a nominated vessel by conducting prudent risk assessments to reduce liability.

In fact, it is incumbent on the charterer to do a thorough job vetting tank vessels in order to minimize, and ideally avoid, subsequent operational problems and resultant cargo claims, said Brendan Hoffman, CEO of Haugen Consulting in Houston. Hoffman this week offered his insight during an on-line Introduction to Tanker Operations seminar.

The seminal checklist for charterers is included in Standard Chartering Questionnaire 88 published by the International Association of Independent Tanker owners, Hoffman said. Ship owners should complete the seven-page, single-spaced form that details the ship’s particulars, the vessel’s recent inspection and crew experience.

The International Association of Independent Tanker Owners, which excludes owners whose ships are controlled by oil companies or government entities, drafted the form. INTERTANKO members control chemical, gas and oil tankers.

In turn, INTERTANKO works closely with the Oil Companies International Marine Forum, the oil industry’s marine safety body.

Among the specific items a charterer should review are the three previous cargoes carried by the nominated vessel in order to ensure cleanliness of its cargo tanks and pumps. The reason: presence of even a modest amount of residue can contaminate the next cargo, Hoffman said.

“It is the charterer’s obligation to accept a vessel suitable for the cargo requirements,” Hoffman said.

Vetting is especially important when chartering a parcel or chemical tanker that can carry discrete cargoes in many of its 54 tanks, each shipment often governed by a separate charter party. Such vetting is crucial because serious accidents can result if incompatible cargoes are improperly segregated.

The charter also should review the ship’s particulars to ensure that the vessel can load and discharge at the assigned berth. Other important measurements to review are the Keel to Mast (KTM) distance; air draft; vessel draft, bow to center manifold length and two discrete manifold-related clearances: from the manifold to the ballast water line as well as from the manifold to the loaded water line.

Also subject to review are the design of vessel piping, more specifically the layout and operation of dedicated lines and the manifold for each storage tank. Finally, the charter should ascertain the efficiency of Crude Oil Wash and cargo stripping systems.

Source: gcaptain


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For vetting, it means a visit fitness of a ship, able to acquire accurate information on safety and quality of ships inspected.

The main purpose of an inspection Vetting, is to determine the technical suitability of all vessels proposed to be hired directly by a company to its assets and / or any other third party involved with the company in question for the transport and / or dealing in crude oil and products carried in bulk, so as to be in line with the marine safety criteria and with the Vetting policy of that particular company, the criteria approved by the Board of Directors in order to mitigate and control the possible all the risks associated with that type of activity (pollution, explosions and various accidents) and then know if a carrier, which is proposed rental, fulfills the quality and performance standards.

In this regard, the vetting activities is absolutely necessary to prevent major damage possibly resulting from the events listed above (pollution, explosions, accidents, death) that can occur under the responsibility of the company.

Oil & Bulk has a long experience in vetting inspections, while also offering a high quality coverage across the world with an accredited inspectors teams based in 5 continents and coordinated from our office in Genoa.
Our vetting department (technical, operational, accounting personnel) is available 24 hours a day and 7 days on 7 in order to give an ‘immediate response to any request.
Upon receipt of the nomination by ‘owner, our operating structure is able to respond quickly with the acceptance, while also providing real-time the name of the inspector.
Oil & Bulk has a constantly updated database with the list of the “vettare” ships in the month with its inspectors who will carry out the vetting, so keep up to date the position of the inspectors themselves.
Our technical department provides to all customers who decide to make use of vetting inspections, precise control and an assessment of each report before it is loaded in the Sire system, in order to avoid any type of error and / or inattention.
Oil & Bulk is solely responsible for the quality of the activities, monitors the personnel involved with periodic checks and is responsible for updating the same personal safety, by means of a continuing training program which ensures that the inspectors They are educated about the updates in technology and on all the rules / regulations.
Inspectors who work with us, are inspectors OCIMF Category 1, accredited to ILO / CHEM / GAS (A multiple accreditation is certainly preferable) and as well as being people morally sound, have a good knowledge of both the English language and technical terms maritime, is a very good knowledge and familiarity with international rules, codes, conventions and procedures.

Source: oilandbulk


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The impact of coronavirus disease (COVID-19) on the maritime industry is widespread. To mitigate the risk of exposure, ships must navigate complex restrictions to change crew members after several months at sea. Repatriation and replacing seafarers have proven difficult due to country-specific movement restrictions and a lack of available flights, often resulting in extended employment contracts. Crew change limitations have led to concerns over the safety of shipping crews and longer-term effects on supply chains.

Concerns of Crew Welfare Raised Following Detainment of 5 Ships in UK

The UK Maritime and Coastguard Agency (MCA) detained five ships on June 19, comprising around 1,500 crew. The MCA declared that the detentions occurred after inspections revealed serious concerns over crew welfare. One of the major issues relates to shipping crew changes that usually occur after ship-worker contracts expire and workers need to be repatriated and replaced. The primary reasons behind crew change constraints are international movement controls and the lack of commercial flights due to the COVID-19 pandemic, and thousands of seafarers worldwide are reportedly stranded. The gridlock creates a considerable risk to seafarers’ personal safety while threatening to severely disrupt global supply chains.

The Need for Standardized Crew Change Policy

Crew changes are an essential cog in the machine for any supply chain that involves shipping. Without an effective crew change policy, seafarers must extend their time on ships beyond contractual obligations. Due to COVID-19 constraining international movement and authorities limiting commercial flights, effective crew changes have become notoriously difficult in many global locations. The limitations remain even while the International Transport Workers’ Federation (ITF) warns that seafarers should only serve 12 months onboard a ship before shipowners are mandated to cover their repatriation costs. The strain of ineffective crew changes on crew welfare and the potential for supply chain delays will likely continue to disrupt companies with transnational operations in the foreseeable future.

Influential shipping groups, most notably the International Maritime Organization (IMO), have been pressing governments to facilitate crew changes as they warn that the current situation is causing considerable burdens on the safe operations of maritime trade. The IMO declared that the issue is threatening a humanitarian crisis and issued a 12-step plan to over 170 countries to help streamline effective crew changes in early May. Several shipping unions and associations have backed the plan, though only a handful of nations have reportedly taken the proposed blueprint to action.

 

Impact of Crew Change Limitations on Worker Safety and Supply Chains

Crew welfare issues will likely remain of concern for companies abiding by safety standards demanded by international shipping bodies, regulators, and their own crew members. Around 400,000 seafarers are currently among those needing repatriation and replacing.

Maritime wokers stand in line waiting to check-in for repatriation flights.

Several of them will likely be stranded in the near term and could consequently suffer health and welfare concerns, while employers struggle to navigate international restrictions. As crew change limitations have persisted, some crew have likened their vessels to floating prisons. Civic organizations are reporting on mental breakdowns and incidents of self-harm related to overworking. The issue is unlikely to fade away in the foreseeable future after calls for an initiative to designate seafarers as key workers, to facilitate international repatriation, has not been universally implemented.

In addition to crew safety concerns, disruptions to supply chains will worsen if authorities detain vessels due to noncompliance with existing maritime regulations. Despite crew change limitations, authorities are still enforcing related safety protocols. The MCA’s June 19 seizure was due to factors such as delayed wage payments and reports of seafarers engaging in hunger strikes to demand repatriation. On the same day, the Australian Maritime Safety Authority (AMSA) detained a UK vessel due to several crew-related shortcomings. Listed faults include the ship’s lack of preparedness for repatriating the crew after 11 months of contractual service. While the AMSA incident resolved quickly, related detentions could play out at many of the world’s seaports in the coming months.

Near-term Outlook of Widespread Rejection of Crew Change Protocols

Reasons why governments should quickly and effectively deal with crew change limitations include the personal safety of workers and the knock-on effects to international trade; however, even as the ITF issued a June 16 deadline for countries to adopt the IMO’s 12-step crew change plan, the date has passed with marginal universal change. Following the absence of concrete action, the ITF has warned that seafarers have a right to engage in work stoppages while ships are docked at port. This scenario could result in ships falling below the minimum staffing requirements and further delay supply chains.

Since countries are slow to adopt effective crew change protocols, decision-makers of multinational organizations must ensure that they stay abreast of existing country restrictions and port operations during the COVID-19 pandemic to efficiently navigate the constantly developing threat environment.

 


About WorldAware

WorldAware provides intelligence-driven, integrated risk management solutions that enable multinational organizations to operate globally with confidence. WorldAware’s end-to-end tailored solutions integrate world-class threat intelligence, innovative technology, and response services to help organizations mitigate risk and protect their employees, assets, and reputation.

Source: worldaware


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  • Around 80 percent of global trade is transported by commercial shipping and intra-Mediterranean maritime trade flows account for nearly 25% of global traffic volume.
  • The maritime industry is playing an essential role in the short-term emergency response to the COVID-19, by facilitating transport of vital commodities and products. Despite the current difficult times, a vast majority of ports have succeeded to stay open to cargo operations. However, most of them still remain closed to passenger traffic.
  • Mid and long-term recovery will need to further enhance sustainability and resilience of the maritime transport sector as a whole, for sustaining jobs, international trade, and global economy, as much as possible.
  • A webinar co-organised by the UfM and the MEDports Association gathered more than 200 participants to take stock of information and guidance provided and calls made by the international maritime trade and transport community in alleviating the impacts of the pandemic on the sector.

27 May 2020. In view of the disruption generated by the COVID-19 pandemic on the maritime networks, the UfM and the MEDports Association co-hosted a webinar with key sectorial partners (list below) to discuss how to enhance sustainability and resilience of ports and maritime transport in the Mediterranean region during and after the pandemic.

The Mediterranean Sea has been a critical maritime and commercial route for millennia and today. It is home to 87 ports of various sizes and strengths, serving local, regional and international markets. The COVID-19 pandemic has showcased the vulnerability of maritime networks, port efficiency, and hinterland connectivity in the Mediterranean to crisis situations. As a vital enabler of smooth functioning of international supply chains, the maritime industry should focus on building sustainability and resilience, including to ecological disasters and pandemics like COVID-19, as well as enhancing efficiency and operations, to remain viable and competitive on the global market.

UfM Secretary GeneralNasser Kamel, highlighted that: “The maritime industry is playing an essential role in the short-term emergency response to the pandemic, by facilitating the transport of vital commodities and products, thus sustaining jobs, international trade, and global economy. Today, the UfM encourages regional partners to share good practices in the recovery phase so, in the final analysis, we succeed in keeping supply chains open at all times ensuring a continuous flow of maritime trade, while safeguarding health, safety and well-being of the maritime transport community”.

Hervé Martel, President of the MEDports Association and CEO of the Port Maritime de Marseille, stated that : ““We must anticipate and monitor the consequences of this crisis and contribute to build the day after through the implementation of new and more integrated innovative solutions in the Mediterranean basin aimed at advancing the ecological transition, the organisational renewal of regional logistics chains -in particular through the development of Motorways of the Sea services-, the industrial transition -including through relocation and re-regionalisation of certain productive systems- and, finally, improving skills and qualifications to deal with all these changes.”

It was concluded that, with due regard to the protection of public health, ports must remain fully operational with all regular services in place, guaranteeing complete functionality of supply chains. Governments were called upon to support shipping, ports and transport operators in favour of best practices. Participants reiterated that the maritime transportation system will only be sustainable as long as it provides safe, efficient and reliable transport of goods across the world, while minimizing pollution, maximizing energy efficiency and ensuring resource conservation. It was underlined that, in the maritime sector, resilience means that ports, and the organizations that depend on ports, can adapt to changing conditions and, when disruptions occur, they can recover quickly and resume business stronger than before. Furthermore, it was noted that the COVID-19 pandemic could represent an opportunity for the maritime industry to change the way the industry operates so as to effectively contribute to broader systemic resilience.

Source: ufmsecretariat


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COVID-19 outbreak is affecting the lives and work of people in the EU and all across the globe. Since the start of the COVID19 crisis, the Commission, the Member States and the shipping industry have been taking measures to ensure the continuity of operations and thus the security of supply. 

The situation is evolving day by day and the effects could be long-term. What shipping will look like post COVID-19 is unclear, however EMSA has the necessary data and tools to analyse the impact of the pandemic on certain shipping activities by analysing vessel traffic data and providing reliable figures to assist in the definition of the recovery policies and specific measures. These figures should assist all parties involved (EU, maritime administrations and shipping industry) in determining a recovery strategy to overcome the economic crisis that Europe is facing.

The objective of this report is to provide figures on the impact of COVID-19 on shipping traffic; it is based on solid vessel movements statistics showing the port call trends without interpreting the statistical data. The report could not serve the purpose of an economic impact analysis since the trade volumes are not available in the EMSA systems. The report focuses mainly on EU ports and EU flagged ships, but there are also statistics about the shipping routes from Europe to China and from Europe to the US have been affected.

Source: emsa.europa


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Maritime safety is a pressing issue which KIMO has campaigned on since its inception. Due to climate change, stormy weather is expected to occur more often. Container transport by means of shipping is increasing annually. Container vessels are getting bigger. Traffic routes in the North Sea are becoming more crowded due to offshore windparks. Considering these factors, stringent maritime safety precautions are more important now than ever.

The recent MSC Zoe incident has highlighted some of the shortfalls in the current regulations regarding maritime transport. Not only does container loss threaten the marine and coastal environment but coastal communities do not, at present, have legal recourse to financial compensation for the costs of cleaning up non-toxic spills.

KIMO has campaigned since 2005 on this important issue to prevent pollution of our seas.

We continue to call for:

1) the establishment of a Convention on Liability and Compensation for Damage in Connection with the Carriage of Non-Toxic Substances including strict liability on ship owners for pollution from their vessels, compulsory insurance for all vessels and a reserve fund to cover any shortfalls in compensation

(KIMO Resolution 1/05)

2) the establishment of the following measures:
– That adequate load planning is implemented and enforced
– That a robust system for reporting of lost containers is implemented
– That automatically activated beacons be attached to all containers to facilitate retrieval
– That the construction criteria for containers with regard to current stacking heights are reviewed
– That specifications and maintenance regimes for the twistlocks that attach containers be reviewed
– That financial penalties and compensation regimes for the retrieval of lost containers be introduced

Source: kimointernational


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If emissions from the maritime industry are not cut, we are headed for “an environmental disaster”, Isabelle Durant, the deputy head of the UN trade body, UNCTADtold the Global Maritime Forum summit on Wednesday.

Her views were echoed by the UN shipping agency IMO, whose spokesperson, Lee Adamson, told UN News in an exclusive interview that current levels of emissions from shipping are “not acceptable”, and the industry needs a “new propulsion revolution”, to completely cut emissions from the sector.

For hundreds of years, shipping has been one of the most important methods of connecting the world, and, even today, it is crucial to international commerce, and linking nations and communities. Its key role is only likely to grow, along with a major increase in global trade and maritime transport.

According to the IMO, shipping will be essential to the UN’s vision for sustainable development, providing a dependable, energy-efficient and low-cost way to transport more than 80 per cent of the world’s trade.

Avoiding a bunker fuel mentality

Nevertheless, the greenhouse gas emissions produced by the sector are significant and, according to the World Bank, the sector has not kept pace with other forms of transport, when it comes to climate action. The World Bank estimates that a single large shipping vessel, produces as much sulphur as 50 million cars.

At around 800 million tonnes per year, the industry as a whole is responsible for approximately 2.2 per cent of all global emissions.

Speaking at a plenary panel, during the Forum, on the importance of drastically reducing maritime emissions, Ms. Durant said that the maritime industry is heavily reliant on a form of liquid fuel (so-called “bunker fuel”) that has a high carbon footprint. Global seaborne trade is expected to double over the next twenty years, which means that it is imperative to make sure ships are powered in a way that is much more sustainable.

This is why the UN is leading a number of projects aimed at significantly cutting emissions and, eventually, phasing them out altogether.

During the Secretary-General’s landmark Climate Action Summit in September, the global shipping industry launched the Getting to Zero Coalition to cut emissions by at least 50 percent by 2050 and make the transition to full decarbonization possible.

The Coalition will deliver a roadmap with concrete steps to speed up the production and operation of zero emissions shipping vehicles. The membership group behind the Getting to Zero Coalition numbers over 80 shipping stakeholders, including Shipping industry partners, energy companies, port cities, intergovernmental organizations, civil society and governments.

‘Decarbonizing shipping could be a powerful engine that drives green development around the world,” said Special Envoy for the Climate Action Summit, Luis Alfonso de Alba.  “The Summit brought together decision makers from across the shipping value chain, and delivered a major step up from key shipping industry leaders accelerating the transition from the grey to the green economy.  The Summit showed that the most ‘hard-to-abate’ sectors can make this shift if all partners of the value chain move forward together”.

A container ship unloads at the port of Gioia Tauro in Italy ©MSC shipping

At the Global Maritime Forum’s Annual Summit, taking place in Singapore, Ms. Durant and colleagues launched UNCTAD’s 2019 Review of Maritime Transport, which confirmed the necessity of a drive towards environmental sustainability, and noted that technological disruption and climate change have had a major impact on the shipping over the last decade.

Some companies are calling for financing to be unlocked to develop zero-emission vessels.

Mr. Adamson explained to UN News how the IMO is helping to make this a reality: “In 2018, IMO Member States adopted an initial strategy for cutting GHG emissions from shipping and phasing them out entirely, as soon as possible. There’s a specific linkage to the Paris Agreement on climate change, and clear levels of ambition – including at least a 50 per cent cut in emissions from the sector by 2050, compared to 2008.”

“The agreed reduction targets signify a tangible trajectory towards the decarbonisation of shipping. Therefore, zero-emission ships should be built well before 2050, hopefully by 2030.”

“The strategy is expected to drive a new propulsion revolution. There is a need to make zero-carbon ships commercially more attractive, and to direct investments towards innovative sustainable technologies, and alternative low-carbon and zero-carbon fuels”.

the status quo is not acceptable because of the impact of ship emissions on climate change, and human health, and that has its own cost which is also borne by society – Lee Adamson, Spokesperson, International Maritime Organization 

Plugging in to a battery-powered future

A number of exciting options are currently being explored by the industry which, says Mr. Adamson, has been given a clear signal of the way forward, thanks to the IMO emissions strategy. These include battery-powered and hybrid ferries, ships trialling biofuels or hydrogen fuel cells, and wind-assisted propulsion.

Norwegian ferry company Color Line, for example, is building the world’s largest plug-in hybrid ship, capable of carrying 2,000 passengers and 500 cars between the towns of Strømstad, Sweden, and Sandefjord, Norway.

The battery pack on the boat gives it up to 60 minutes manoeuvring and sailing at speeds of up to 12 knots, which means that the last leg of the two-and-a-half-hour trip, through the fjord that leads to Sandefjord harbour, is emission-free.

Norway is also the home of Brødrene Aa, a constructor of highly efficient carbon fibre ferries, which, they say, can reduce fuel consumption by up to 40 per cent compared to traditional vessels. The company has developed a concept vessel that runs entirely on batteries and hydrogen, anticipating a future in which zero emissions ferries are the norm.

Partnership for progress

Despite these encouraging signs that a zero-emission future for shipping is possible, action needs to take much faster, warns Mr. Adamson, if the UN’s goals are to be achieved.

To speed up progress, the IMO is engaged in several major global projects, involving Member States and the shipping industry (see text box below).

Although investments in low or zero-emission shipping may mean higher costs, business as usual, says the IMO spokesperson, is not an option: “the status quo is not acceptable because of the impact of ship emissions, not just to address climate change, but also on human health and the environment, and that has its own cost which is also borne by society”.

“The principle of ‘polluter pays’ is well established, and it has to be recognized that shipping is a polluter, in spite of its cost-effectiveness, and somehow that needs to be mitigated”

IMO-supported projects to cut shipping emissions

  • The Global Industry Alliance to Support Low Carbon Shipping (GloMEEP), supports 10 pilot countries to implement energy-efficiency measures,
  • The Global Maritime Technology Network (GMN) unites maritime tech centres that promote ways to improve energy efficiency in the sector,
  • GreenVoyage-2050 is a collaboration between IMO and the Government of Norway, designed to initiate and promote global efforts to test tech solution for reducing shipping

Source: news.un


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The development of maritime technologies has significantly enhanced the safety level of ship navigation today, however human error is still widely recognised as a main cause of maritime incidents. Cyprus-based maritime technology and marine risk firm Prevention at Sea is offering a technology solution to address the human element in maritime safety.

Petros Achtypis, CEO at Prevention at Sea, reckons that maritime manpower tends to be the weak link for safe ship operations.

“Records prove that more than 70% of accidents affecting maritime safety are attributed to poor judgement, lack of common sense and critical thinking, miscommunication, and lack of shipping knowledge. All of which can be summarised under the term human element failure,” Achtypis says.

Despite the adoption of multiple industry initiatives, rules and procedures, audit results analysed by Prevention at Sea and the Centre of Excellence in Risk and Decision Sciences of the European University in Cyprus (CERIDES) show that the early warning signals of unsafe practices are not being detected. This directly compromises safe fleet operations, impacts reputation, and leads to financial losses.

According to Achtypis, the aim of the company is to re-establish a genuine, industry-wide commitment to “safety first”.

“To achieve this, we believe that the industry needs a standardised methodology which proactively detects clear signals that correspond to unsafe behaviours or situations before they can escalate and cause real problems,” Achtypis says.

Prevention at Sea has designed its Human ELement Maritime Enhancement Tool (H.EL.M.E.T.), a human-centred risk assessment methodology. It introduces the appreciation of a system-focused view, in which the interrelationships of people, processes, awareness, decisions and organisational actions are all assessed.

In order to enhance the tool, Prevention at Sea has assembled a committee of 15 maritime safety heavyweights, including experts representing international organisations, the industry and academia, from across the world, specialising in risk assessment, communications and management system standards.

The company has also introduced a new company model, by having software developers and maritime experts under the same umbrella, something rare in the shipping industry.

“Conducting shipping business safely remains at the very core of our industry and as we head into an unprecedented phase of change, never has it been so important. With so many new rules and requirements to contend with, seafarers and shipping companies are struggling to cope. Those onboard and ashore need supportive guidance from experts enabling in-depth knowledge of requirements, as well as the early detection of unsafe practices,” Achtypis concludes.

Source: splash247


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