Shipping industry needs to abandon old-fashioned structures and adapt to the realities of the modern world and the demands of the next generation, argued Frank Coles, CEO, Transas during Transas Global Conference in Vancouver last week. A significant progress in maritime technology was noted in the last 12 months, but real change is yet to come, he added.
Singapore’s Transport Safety Investigation Bureau released a report regarding the collision between the US warship USS John S. McCain and Liberian-registered Alnic MC, saying that the accident was caused because of a “sudden turn”.
In summer 2017 the US Navy was striving to keep its ships from running into cargo vessels with human element pointed out among others as the root cause, reminding us that the worrisome issue of such maritime accidents and errors still occurs. Is it because we lean towards a quick fix of complex safety problems?
Reputations are not created by having the newest ships, the highest profits or even the best safety record; they’re defined by the human part of a company’s story and these are the stories that people remember. Dustin Eno of Navigate Response talks about the human factor in preventing reputation loss.
Moving from smart talk to practical solutions and learning from other industries will be the twin themes of Transas Global Conference 2018 in Vancouver in 6-8 March. The conference will discuss three elements of change: the economic factors around the business model and operations; the technologies that are available; and the impact on the human element.
Sanchi tanker finally sank in the East China Sea with 136,000 tons of crude oil, more than a week after colliding with another vessel while on its way from Iran to South Korea. Although it is not the adequate time to jump into conclusion without any investigation held, queries notch up; Another disaster into the Human Element incidents record?
After the US Navy decided to proceed with criminal charges against the commanders of the two US warships, that were involved in fatal collisions with merchant ships in 2017, a court-martial of a ship’s captain is possible, something that has not happened in many years.
The commanders of the two US warships, that were involved in fatal collisions with merchant ships in 2017, will face military criminal charges related to dereliction of duty, hazarding a vessel and negligent homicide. The two incidents occurred within almost two months and resulted in death of 17 sailors in total.
Six years are marking today since the fatal grounding of Costa Concordia cruise ship in the Mediterranean Sea, resulting in 32 deaths, 64 serious injuries, and a ship total loss. The casualty remains a classic example of how human error, lack of alertness and failure of compliance with procedures can lead to maritime disasters.
A key finding of the Club’s investigation into auxiliary engine damage is that 55% of casualties occur within only 10% of the time between overhaul, corresponding to the first 1,000 hours or so of operation after overhaul. In most cases, the damage occurs only a few hours after start up.
- Loss Prevention
Guidelines for Direct Load Analysis and Strength Assessment of hull structure19/03/2018
ASA President: US salvors 'never failed to respond to an incident'19/03/2018
A look into the Convention on Limitation of Liability for Maritime Claims19/03/2018
- Cyber Security
7 steps an organization’s cyber security becomes at-risk19/03/2018
First VLCC with scrubbers built19/03/2018
Shipping cryptocurrency sees first transaction19/03/2018
Wärtsilä acquires Transas19/03/2018
MedCruise: Bigger ships an important factor in cruise calls decline19/03/2018
China to get its first polar expedition cruise ship19/03/2018
EU clears Maersk Product Tankers acquisition19/03/2018