Michael Baldauf

Accident investigation reporting deficiencies related to organizational factors in machinery space fires and explosions

Careful accident investigation provides opportunities to review safety arrangements in socio-technical systems. There is consensus that human intervention is involved in the majority of accidents. Ever cautious of the consequences attributed to such a claim vis-à-vis the apportionment of blame, several authors have highlighted the importance of investigating organizational factors in this respect. Specific regulations to limit what were perceived as unsuitable organizational influences in shipping operations were adopted by the International Maritime Organization (IMO). Guidance is provided for the investigation of human and organizational factors involved in maritime accidents. This paper presents a review of 41 accident investigation reports related to machinery space fires and explosions. The objective was to find out if organizational factors are identified during maritime accident investigations. An adapted version of the Human Factor Analysis and Classification System (HFACS) with minor modifications related to machinery space features was used for this review. The results of the review show that organizational factors were not identified by maritime accident investigators to the extent expected had the IMO guidelines been observed. Instead, contributing factors at the lower end of organizational echelons are over-represented.

Maritime human factors and IMO policy

The development of human factor- (HF) related regulations of the International Maritime Organization (IMO) has often been the result of responses to maritime accidents. The typical reaction to an accident has been a combination of (mainly technical) regulations, changing of procedures and training. Systemic evaluations and changes have rarely been done. Statements made by IMO in recent years claim a shift towards a proactive approach in maritime safety. Key documents, like the IMO Human Element vision, would confirm such statements. This article reviews documents submitted to IMOs Maritime Safety Committee (MSC) in order to evaluate the ‘mechanisms’ of decision-making and the priorities for setting the agenda in MSC regarding maritime human factors. The review confirms that the IMO work related to HF was reactive in the 1990s. There are a number of examples of more recent regulations that can be considered proactive. However, it is too early to fully confirm a proactive policy in the IMO rule-making process.

Multidimensional simulation in team training for safety and security in maritime transportation

ABSTRACT Emergency response, crew resource, and crisis management are important aspects of maritime education and training (MET). The authors of this article approach these aspects, utilizing enhanced simulation-based team training. The authors argue that an effective way to gain experience and achieve corresponding skills are practice runs on specially designed simulators that realistically represent complex conditions on-board vessels, following emergency alerts. The article introduces the concept of a safety and security training simulator and describes the research work related to the implementation of a learning objective-oriented development of simulation training scenarios and the pedagogic value added by simulation to MET. Results of a simulation case study are presented.

Simulation Augmented Manoeuvring Design and Monitoring – a New Method for Advanced Ship Handling

A fast time simulation tool box is under development to simulate the ships motion with complex dynamic models and to display the ships track immediately for the intended or actual rudder or engine manoeuvre. Based on this approach the innovative “Simulation Augmented Manoeuvring Design and Monitoring” ‐ SAMMON tool box will allow for (a) a new type of design of a manoeuvring plan as enhancement exceeding the common pure way point planning (b) an unmatched monitoring of ship handling processes to follow the underlying manoeuvring plan. During the manoeuvring process the planned manoeuvres can be constantly displayed together with the actual ship motion and the predicted future track which is based on actual input data from the ship’s sensors and manoeuvring handle positions. This SAMMON tool box is intended be used on board of real ships but it is in parallel an effective tool for training in ship handling simulators: (a) in the briefing for preparing a manoeuvring plan for the whole exercise in some minutes, (b) during the exercise run to see the consequences of the use of manoeuvring equipment even before the ship has changed her motion and (c) in debriefing sessions to discuss potential alternatives of the students decisions by simulating fast variations of their choices during the exercises. Examples will be given for results from test trials on board and in the full mission ship handling simulator of the Maritime Simulation Centre Warnemuende. http://www.transnav.eu the International Journal on Marine Navigation and Safety of Sea Transportation Volume 8

FRAM in FSA - Introducing a Function-Based Approach to the Formal Safety Assessment Framework

Formal Safety Assessment (FSA) is a structured methodology in maritime safety rule making processes. FSA takes organizational, technical and human-related factors into concern. While the method allows for the use of expert input during the identification of hazards and risk control options, the FSA guidelines give preference to assessment methods grounded in quantitative risk assessment. No specific guidance is given on how expert input should be obtained. This article therefore presents the findings of a pilot study with the objective to introduce the Functional Resonance Analysis Method (FRAM) as a method to enrich FSA studies through structured expert input. Two focus groups (n = 6) were conducted to compare hazards and risk control options identified in one scenario with the help of fault tree analysis and FRAM. The results of the study show that FRAM has the potential to enrich hazard identification as a complementary tool.

AdaNav – a modular control and prototyping concept for vessels with variable gear configurations

Abstract According to their tasks and relations, specialized vessels are equipped with modern steering devices like podded drives or thrusters. Such modern steering concepts substantially increase the manoeuvring capability of the vessels. However, mates are not able to handle those gears efficiently, because the relations between action and reaction are far too complex. Automation is needed to support the steering team. The industrial production of wheelhouse systems within the large spectrum of types of manoeuvring gears and their location on vessel hulls is still a hard problem. Finally, each adaptation for the navigation and track guidance system looks like an individual system production. For an easier prototyping and implementation of different steering concepts in navigation and track guidance systems for vessels, a modular concept has been applied by the University of Rostock, Center for Marine Information Systems (CeMarIS). Supported by the Federal Ministry of Economics and Technology, in the joint project “Adaptive Navigation System for Ships” the control of each device was implemented into a new automation strategy for the guidance process to realize an optimal manoeuvrability in motion. At the end of the project, final tests in the Maritime Simulation Center in Warnemunde (MSCW) have demonstrated the efficiency of the developed modular control concepts.

Application of Fast Time Simulation Technologies for enhanced Ship Manoeuvring Operation

Abstract A prediction tool was developed to simulate the ships motion with complex dynamic models in fast time and to display the ships track immediately for the intended or actual rudder or engine manoeuvre. These simulations allow for an unmatched monitoring of Ship handling processes to follow the underlying manoeuvring concept: During the manoeuvring process the manoeuvres can be constantly displayed together with the actual ship motion and the predicted future track. This future track is based on input from the ships actual sensors i.e. via the Voyage Data Recorder and furthermore from diagnosis tools analysing the status of the manoeuvring facilities and providing information in case of failures, e.g. reduced engine power or larger rudder response time due to malfunctions of the equipment. For collision avoidance the standard manoeuvres using the maximum manoeuvring capabilities for e.g. stopping and turning can be updated by fast time simulation taking into consideration the current ships and environmental conditions to be used in collision avoidance displays. Within this paper investigations into the feasibility and user acceptance of the new concept and layout of navigation display will be introduced and selected results of simulation studies will be discussed testing the influence on manoeuvre performance dependent on different kind of prediction functions.

A perfect warning to avoid collisions at sea

Avoidance of collisions is one of the most important tasks for the officer of the watch on a ship’s bridge. Measures and actions required to avoid such accidents are described in the Convention on the International Regulations for Preventing Collisions at Sea (COLREGs) adopted by the International Maritime Organization (IMO) in 1972 and still valid, with several minor amendments, since then. On the basis of a proper look-out at all times, by sight and hearing, and the use of all available means, also including technical equipment installed on-board as well as information provided by a Vessel Traffic Service (VTS), the navigating officer collects traffic and environmental data and combines them with their own ship data to construct a mental traffic image for the assessment of risk of collision with other objects in the vicinity. In the case wherre there is an unacceptable risk she or he has to decide on taking action. In most of the cases decision making is appropriate to the prevailing circumstances and ships maneuver and pass at a safe distance. Only in very rare cases, due to whatever reasons, watch officers fail in taking appropriate actions in good time. It is assumed that, if effective alerting algorithms would be available, a substantial number of collisions at sea, and especially in coastal waters, can be avoided by making the watch officer aware that the ‘last line of defence’ for taking action is close to come. It is assumed that there is potential in applying the principle of the resolution advisory alert of an ACAS (Airborne Collision Avoidance System)/TCAS (Traffic Alert and Collision Avoidance System) in aviation and adapt it to the needs of maritime traffic. In this paper, the authors introduce a method for triggering collision warnings by focusing specifically on the critical last phase of an encounter and taking into account the maneuvering characteristics of the navigating ship. They comprehensively explore the application using scenario studies discussing the operational aspects of varying implementation states (one ship only, SOLAS ships only).

Exploring Bridge-Engine Control Room Collaborative Team Communication

The EC funded CyClaDes research project is designed to promote the increased impact of the human element in shipping across the design and operational lifecycle of ships. It addresses the design an ...

Arctic Environment Preservation Through Grounding Avoidance

Research results are described that explore technological innovation to reduce ship groundings and collisions by significantly increasing watchstander situational awareness to environmental conditions below the waterline. This is especially relevant to ship navigation in the Arctic requiring transit through shallow, draft-constrained coastal and archipelago waters that are relatively uncharted, lack aids to navigation, without adequate search and rescue facilities, and teaming with surface and underwater hazards to navigation. Such conditions and events create excessive risk to life and property through grounding and greatly expose the environment and wildlife to pollution damage through oil and chemical spills. Results of research accomplished to date are provided and strategies developed to enhance ship owner and operator diligence in better preparing for Arctic transits. Recommendations for future work in related capacities are also provided for enhancing the Polar Code, International Maritime Organization (IMO) carriage requirements and the Convention on Standards of Training, Certification, and Watchkeeping (STCW).