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Journal articles on the topic 'Marine casualties'

Author: Grafiati

Published: 9 March 2023

Last updated: 10 March 2023

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1

Akten, Necmettin. "Analysis of Shipping Casualties in the Bosphorus." Journal of Navigation 57, no. 3 (August 24, 2004): 345–56. http://dx.doi.org/10.1017/s0373463304002826.

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The Strait of Istanbul which constitutes one of the major and busiest seaways in the world links the Black Sea to the Sea of Marmara, it is a narrow “S-shaped” channel, open day and night for international shipping. Currents and darkness are the two dominant factors causing marine casualties in the Bosphorus. In this regard, Yenikoy and Umuryeri (or Umur Banki) are the two critical areas where most of the stranding and grounding casualties occur as vessels negotiate sharp turns (80° at Yenikoy, 70° at Umuryeri). The casualty case investigations reveal that in most of the incidents, vessels lose their manoeuvrability in the course of taking a sharp turn with the current. The number of casualties occurring in darkness was found to be nearly twice the number of occurring in daylight. A total of 461 marine casualties of different types occurred in this tricky strip of water during the period 1953–2002, the majority being collisions. Since 1994 when the TSS was introduced there have been 82 marine casualties the majority of which have been groundings/strandings.This paper examines marine casualties in-depth in relation to casualty types, numbers of ships, the localities where most incidents occur, and external factors such as currents and darkness that contribute to marine casualties in the Strait. The major factors are deduced in order to suggest possible solutions.

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2

Wang, Hui-Chiao, and Hsuan Shih Lee. "Application of Grey Relational Analysis to Evaluate Port Safety in Keelung Harbor." Journal of Ship Production and Design 26, no. 03 (August 1, 2010): 206–10. http://dx.doi.org/10.5957/jspd.2010.26.3.206.

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The objective of this paper is to devise a port safety analysis in a harbor. In this paper, the Grey Relational Analysis (GRA) is applied to analyze and discuss the marine casualties occurring in Keelung Harbor. GRA is mainly applied to explore the relativity between marine casualties and accident sites. The paper concludes that the coastal and in-port areas are the main accident sites. Fire or explosion and damage to machinery are the main marine casualties. The results will assist in improving port safety in Keelung Harbor.

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3

Raby, Mireille, and Marvin C. McCallum. "Procedures for Investigating and Reporting Fatigue Contributions to Marine Casualties." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 41, no. 2 (October 1997): 988–92. http://dx.doi.org/10.1177/107118139704100259.

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This project was aimed at identifying strategies for improving current U. S. Coast Guard (USCG) procedures for investigating, reporting, and analyzing fatigue contributions to marine casualties. The focus was on evaluating the contribution of fatigue in vessel and personnel injury casualties. A total of 397 casualties were investigated. Fatigue contributed to 16 percent of the critical vessel casualties and 33 percent of the personnel injury casualties. These estimates were substantially greater than the ones currently available from the USCG Marine Investigations Module (MINMOD) database. Analyses identified three potential indicators of fatigue: (1) the number of fatigue symptoms reported by mariners, (2) the number of hours worked in the 24 hours prior to a casualty; and (3) the number of hours slept in those 24 hours. This study demonstrated the feasibility of using simple procedures to obtain meaningful data on the contribution of fatigue in transportation accidents.

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Kang, Il-Kwon, Hyung-Seok Kim, Jeong-Chang Kim, Byung-Soo Park, Sang-Jun Ham, and Il-Han Oh. "Study on the marine casualties in Korea." Journal of the Korean society of Fisheries Technology 49, no. 1 (February 28, 2013): 29–39. http://dx.doi.org/10.3796/ksft.2013.49.1.029.

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5

Konon, N., and O. Pipchenko. "ANALYSIS OF MARINE ACCIDENTS INVOLVING CONTAINER SHIPS." Shipping & Navigation 32, no. 2 (December 12, 2021): 46–55. http://dx.doi.org/10.31653/2306-5761.29.2020.46-55.

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he research presents the analysis of statistics of the marine accidents involving container vessels, based on 22 marine accident investigation reports covering the period from 2012 to 2019. The analysis is intended to become the basis for specifying the key factors which affect the underestimation of risk assessment in the course of navigation of container vessels. Although the existing negative experience is set out in the investigation reports, which contain “case studies” with recommended avoiding actions, the tendancy of maritime accidents and incidents persists. Marine casualties considered are classified as very serious and serious marine casualties according to IMO Circular MSC-MEPC.3/Circ.3 “Casualty-related matters. Reports on marine casualties and incidents”. In order to study the trend of factors leading to marine accidents, the root causes were divided into two groups: primary and secondary. The study looks at the likelihood of several types of accidents within the specified period, defining the collisions as the most prevalent. Based on the correlation of the results, one of the cases was selected to be described in detail. Possible preventive safety measures for the respective marine accidents have been considered, highlighting the vital role of situational awareness at all times.

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6

Konon, N., and O. Pipchenko. "ANALYSIS OF MARINE ACCIDENTS INVOLVING CONTAINER SHIPS." Shipping & Navigation 32, no. 2 (December 11, 2021): 46–55. http://dx.doi.org/10.31653/2306-5761.32.2021.46-55.

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The research presents the analysis of statistics of the marine accidents involving container vessels, based on 22 marine accident investigation reports covering the period from 2012 to 2019. The analysis is intended to become the basis for specifying the key factors which affect the underestimation of risk assessment in the course of navigation of container vessels. Although the existing negative experience is set out in the investigation reports, which contain “case studies” with recommended avoiding actions, the tendancy of maritime accidents and incidents persists. Marine casualties considered are classified as very serious and serious marine casualties according to IMO Circular MSC-MEPC.3/Circ.3 “Casualty-related matters. Reports on marine casualties and incidents”. In order to study the trend of factors leading to marine accidents, the root causes were divided into two groups: primary and secondary. The study looks at the likelihood of several types of accidents within the specified period, defining the collisions as the most prevalent. Based on the correlation of the results, one of the cases was selected to be described in detail. Possible preventive safety measures for the respective marine accidents have been considered, highlighting the vital role of situational awareness at all times. Keywords: container vessels, safety of navigation, serious marine accidents, situational awareness, collision.

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7

Gregory Jr., James P. "A Calamity of Errors: THE UNTOLD STORY OF THE 5TH REGIMENT AT BLANC MONT RIDGE ON 4 OCTOBER 1918." Marine Corps History 7, no. 2 (December 27, 2021): 22–35. http://dx.doi.org/10.35318/mch.2021070202.

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The Battle of Blanc Mont on 4 October 1918 had the worst single day’s casualties for the Marine Corps in World War I with the 5th Regiment suffering 1,097 casualties. However, the details of the attacks by the 5th Regiment are very commonly left out or glossed over in official accounts, memoirs, and discussions after the war. Why is this important and why is an analysis of the actions on this horrific day absent from so many primary sources? The answer is multifaceted: command’s failure to properly coordinate the attack, senior leaders lacking awareness due to posts of command initially remote from the front lines, overzealous Marines, a chaotic retreat, and a lack of acknowledgment of 4 October after the war. The untold story of 4 October, the good and the bad, deserves to be recognized in order to remember those Marines who gave their lives that day and to acknowledge the lessons from the failures, blunders, and defeat, as they are also a part of the larger history of actions of the Marine Corps in World War I.

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8

Shemonayev, V. Y. "METHODOLOGIES AND APPROACHES TO ACCIDENT INVESTIGATION INTO MARINE CASUALTIES AND MARINE INCIDENTS." Shipping & Navigation 32, no. 2 (December 12, 2021): 120–30. http://dx.doi.org/10.31653/2306-5761.32.2021.120-130.

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High-priority question now is to provide a common approach for States to adopt in the conduct of marine safety investigations into marine casualties and marine incidents. Marine safety investigations do not seek to apportion blame or determine liability. Instead a marine safety investigation is an investigation conducted with the objective of preventing marine casualties and marine incidents in the future. This aim will be achieved through States: - applying consistent methodology and approach, to enable and encourage a broad ranging investigation, where necessary, in the interests of uncovering the causal factors and other safety risks; - providing reports to the Organization to enable a wide dissemination of information to assist the international marine industry to address safety issues. A marine safety investigation should be separate from, and independent of, any other form of investigation. However, not precluding any other form of investigation, including investigations for action in civil, criminal and administrative proceedings. Further, a State or States conducting a marine safety investigation should not refrain from fully reporting on the causal factors of a marine casualty or marine incident because blame or liability, may be inferred from the findings. Each flag State has a duty to conduct an investigation into any casualty occurring to any of its ships, when it judges that such an investigation may assist in determining what changes in the present regulations may be desirable, or if such a casualty has produced a major deleterious effect upon the environment. A flag State shall cause an inquiry to be held, by or before a suitably qualified person or persons into certain marine casualties or marine incidents of navigation on the high seas. However, if a marine casualty or marine incident occurs within the territory, including the territorial sea, of a State, that State has a right to investigate the cause of any such marine casualty or marine incident which might pose a risk to life or to the environment, involve the coastal State’s search and rescue authorities, or otherwise affect the coastal State.

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9

Chen, Jihong, Wentao Bian, Zheng Wan, Shijie Wang, Huiying Zheng, and Cheng Cheng. "Factor assessment of marine casualties caused by total loss." International Journal of Disaster Risk Reduction 47 (August 2020): 101560. http://dx.doi.org/10.1016/j.ijdrr.2020.101560.

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10

PORRAS ROJAS, Oscar, Hayama IMAZU, and Takahiko FUJISAKA. "Comparative Analysis of the Marine Components Applied in the Prevention of the Central American Region Casualties." Journal of Japan Institute of Navigation 115 (2006): 25–30. http://dx.doi.org/10.9749/jin.115.25.

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11

Selim, Mohamed S., Sherif A. El-Safty, Mohamed A. Shenashen, Shimaa A. Higazy, and Ahmed Elmarakbi. "Progress in biomimetic leverages for marine antifouling using nanocomposite coatings." Journal of Materials Chemistry B 8, no. 17 (2020): 3701–32. http://dx.doi.org/10.1039/c9tb02119a.

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Because of the environmental and economic casualties of biofouling on maritime navigation, modern studies have been devoted toward formulating advanced nanoscale composites in the controlled development of effective marine antifouling self-cleaning surfaces.

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12

Moradi, Ali, Akbar Etebarian, Alireza Shirvani, and Iraj Soltani. "Development of a Fuzzy Model for Iranian Marine Casualties Management." Journal of Fuzzy Set Valued Analysis 2014 (2014): 1–17. http://dx.doi.org/10.5899/2014/jfsva-00186.

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13

Chen, Tim, Stepan Nikolaevich Morozov, and C. Y. J. Chen. "Hazard Data Analysis for Underwater Vehicles by Submarine Casualties." Marine Technology Society Journal 53, no. 6 (November 1, 2019): 21–26. http://dx.doi.org/10.4031/mtsj.53.6.2.

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AbstractThe need to improve underwater vehicles in the coming decades has arisen from their increase in numbers and the movement away from the fields of marine research to marine tourism. This study explores the causes of submarine incidents from 1900 to 2009, using the SPSS 17.0 program to distinguish and decompose patterns. The results show that the root causes of such setbacks are flooding and sinking, fire, and explosion. In fact, even the most advanced atomic submarines were plagued by the problem of defects and human error. Given the camouflage innovations created by submarines, governments should consider establishing international agreements with different countries, similar to flight identification zones but for submarines, to offset the imaginable potential impact. In addition, the preparation and training of all diving vehicle managers should be strengthened because human error is one of the main drivers of submarine setbacks. Therefore, avoiding such mistakes is the basis for successful endeavors. The survey results presented during this inspection can increase the safety of underwater traffic.

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14

Etebarian, Akbar, Alireza Shirvani, Iraj Soltani, and Ali Moradi. "Applying Fuzzy Delphi Method and Fuzzy Analytic Hierarchy Process for Ranking Marine Casualties." International Journal of Fuzzy Systems and Advanced Applications 9 (March 13, 2022): 38–49. http://dx.doi.org/10.46300/91017.2022.9.7.

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Marine accidents, particularly those that involve pollution and large fatalities, bring into question the safety of shipping and the quality of ships and their crews. Whether or not such questions are justified, it is marine accidents that provide a poor image of the industry, which attract considerable attention. Incidents that particularly attract attention are those causing loss of life, pollution of the environment and the loss of ship and or cargo. Usually, People have a tendency to focus on the consequences of an accident rather than its root causes, so MCDM1 could improve to find the root cause elements by providing more precise decision parameters. Due to the complexity of Marine accident investigation, this study aims to provide a systematic approach to determine the degree of most influence parameters (cause and effect) in accident occurrence, in order to improve marine safety in direction of Good Governance; in the study two phase procedures are proposed. The first stage utilizes Fuzzy Delphi Method to obtain the critical factors of the Marine Accident Investigation by interviewing the related connoisseurs. In the second stage, Fuzzy Analytic Hierarchy Process is applied to pair fuzzy numbers as the measurable indices and finally to rank degree of each influence criterion within accident investigation. This study considers 1 Goal, 4 Aspects and 31 Criteria (Parameters), and establishes a ranking model that provides decision makers to assess the prior ordering of reasons and sorts by most effective parameter involved Marine Accident occurrence. The empirical study indicates that the "" People, Working and living conditions, Effect "" is the high ranking aspect and ""Ability, Skills and knowledge of workers"" is the most important evaluation criterion considered in overall experts view derived from Fuzzy Delphi Analytical Hierarchy Processing (FDAHP). The demonstration of how the prior order of accident maker parameters of connoisseurs is addressed as well. Therefore, ranking the priority of every influencing criterion (parameter), shall help the decision makers in marine transportation, to emphasize the area to improve and act accordingly to prevent future marine accidents.

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15

Cockcroft, A. N. "Routing and the Environment." Journal of Navigation 39, no. 2 (May 1986): 213–24. http://dx.doi.org/10.1017/s0373463300000084.

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One aspect of marine navigation which has particular application to the protection of the environment is the establishment of traffic separation schemes and other routing measures in coastal waters. Extensive pollution may be caused by marine casualties. The use of routing to reduce the risk of strandings and of collisions between ships or with offshore structures will be considered in this paper.

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16

Kery, Sean M. "Exploring the World of Marine Wrecks, Casualties, and Historical Archaeology: Understanding the Marine Forensics Investigation." Marine Technology Society Journal 46, no. 6 (November 1, 2012): 6–9. http://dx.doi.org/10.4031/mtsj.46.6.10.

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17

Seo, Dongmin, Sangwoo Oh, and Daekyeom Lee. "Classification and Identification of Spectral Pixels with Low Maritime Occupancy Using Unsupervised Machine Learning." Remote Sensing 14, no. 8 (April 11, 2022): 1828. http://dx.doi.org/10.3390/rs14081828.

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For marine accidents, prompt actions to minimize the casualties and loss of property are crucial. Remote sensing using satellites or aircrafts enables effective monitoring over a large area. Hyperspectral remote sensing allows the acquisition of high-resolution spectral information. This technology detects target objects by analyzing the spectrum for each pixel. We present a clustering method of seawater and floating objects by analyzing aerial hyperspectral images. For clustering, unsupervised learning algorithms of K-means, Gaussian Mixture, and DBSCAN are used. The detection performance of those algorithms is expressed as the precision, recall, and F1 Score. In addition, this study presents a color mapping method that analyzes the detected small object using cosine similarity. This technology can minimize future casualties and property loss by enabling rapid aircraft and maritime search, ocean monitoring, and preparations against marine accidents.

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18

Gallagher, John J. "RESPONSIBILITIES OF UNDERWRITERS IN CASUALTIES THREATENING OIL SPILLS1." International Oil Spill Conference Proceedings 1985, no. 1 (February 1, 1985): 161–64. http://dx.doi.org/10.7901/2169-3358-1985-1-161.

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ABSTRACT Various marine underwriting interests are involved when a vessel has a casualty threatening oil pollution. This paper describes the origin, evolution, and current operation of these interests, as well as the scope of the cover provided by those underwriters insuring the vessel itself and the underwriters providing the liability cover to the vessel's owners. A discussion of the operation of the covers involved in several kinds of vessel casualties is included. The interaction of cover in a casualty involving threatened oil pollution from a burning tanker is presented in some detail to illustrate a particularly troublesome type of casualty

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Kang, Il-Kwon, Hyung-Seok Kim, Hyeong-Il Shin, Yoo-Won Lee, Jeong-Chang Kim, and Hyo-Jae Jo. "Safety countermeasures for the marine casualties of fishing vessels in Korea." Bulletin of the Korean society of Fisheries Technology 43, no. 2 (May 31, 2007): 149–59. http://dx.doi.org/10.3796/ksft.2007.43.2.149.

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20

KIM, Su-Hyung, Hyung-Suk KIM, Il-Kwon KANG, and Wook-Sung KIM. "An analysis on marine casualties of fishing vessel by FTA method." Journal of the Korean Society of Fisheries Technology 53, no. 4 (December 31, 2017): 430–36. http://dx.doi.org/10.3796/ksft.2017.53.4.430.

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21

Dobler, Jean-Pierre. "The requirement for the publication of detailed global marine casualties statistics†." Maritime Policy & Management 21, no. 1 (January 1994): 45–60. http://dx.doi.org/10.1080/03088839400000016.

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22

Garger, Andrew J., and Richard H. Hobbie. "Development of a New Insurance Protocol for Marine Casualty Response." International Oil Spill Conference Proceedings 2003, no. 1 (April 1, 2003): 1239–42. http://dx.doi.org/10.7901/2169-3358-2003-1-1239.

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ABSTRACT Marine casualty response has become increasingly complex. Many responsible parties (R.P.'s) do not have the financial resources to fund the potentially high cost of spill response and other aspects of a casualty and they must rely on their various marine insurers, including hull, protection and indemnity, and pollution to cooperate in a timely and effective response. While underwriters have traditionally worked together to coordinate their response and solve response issues, clear responsibility for certain aspects of response has become blurred because environmental concerns are playing a greater role in salvage, firefighting and other aspects of marine casualties. The pollution liability insurers are increasingly being asked to both finance and oversee aspects of marine casualty response that have traditionally been part of the responsibility of other insurance interests. Increased environmental sensitivity, however, should not lead to a shift in the traditional roles of marine insurers in responding to marine casualties. Instead, the marine insurance industry must look to new ways to address the interplay of their coverages to ensure timely casualty response and funding of all necessary operations. This paper will outline possible approaches to address this issue and explore the problems of establishing a market protocol. The protocol could address initial funding of the casualty response and the use of dispute resolution mechanisms such as arbitration. There may also be value in developing a United States agreement along the lines of the Special Compensation P & I Clause (SCOPIC) and there may also be a need to create a new open salvage contract.

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23

Stacey, Michael L. "UNITED KINGDOM MARINE POLLUTION CONTINGENCY PLANNING—A REVIEW OF THE LAST TWO YEARS." International Oil Spill Conference Proceedings 1987, no. 1 (April 1, 1987): 167–69. http://dx.doi.org/10.7901/2169-3358-1987-1-167.

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ABSTRACT A report presented two years ago at this Conference described United Kingdom marine pollution contingency planning and a number of changes that had been identified. Progress has been made in these areas and further areas for change have been identified. Responsibility for dealing with marine pollution has been centralized in a Marine Pollution Control Unit, and to this has now been added responsibility for Her Majesty's Coastguard as well as for marine casualties around the U.K., with authority vested in one post—Director, Marine Emergency Operations. Work on developing contingency plans for bulk chemical spills also has begun and some research effort has been redirected from oil spill problems to this area.

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24

Lowry, Ian J. "Improving Mariner/Ship Interaction." Marine Technology and SNAME News 31, no. 02 (April 1, 1994): 94–105. http://dx.doi.org/10.5957/mt1.1994.31.2.94.

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This paper focuses on mariner-ship interaction from the practical end of the design spectrum. Statistical data on marine collisions, rammings and groundings attribute a considerable percentage of marine casualties to poor ship controllability. A vessel's controllability is of a dichotomous nature, constrained not only by its inherent controllability characteristics, fixed by the naval architect, but also by the skill and the expertise of the shiphandler in initiating a conclusive control strategy. The results of an international survey of naval architects and shiphandlers are presented. The techniques of frequency distribution and factor analysis were used to identify the key ship controllability effectors. This survey highlights where improvements in terms of interface design can be made. The survey identifies the key controllability effectors of naval architects and ship-handlers for effective mariner-ship interaction. A case study is presented which identifies the applicability of part-task ship simulation to improve confidence levels in practical ship control. For effective mariner/ship interaction, the designers of ships must use the various codes of practice for a ship's bridge in order to improve the bridge as a control station, and marine licensing authorities have to realize the potential benefits that training with computerized ship simulation can bring the industry.

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25

Ćorović, Branislav M., and Petar Djurovic. "MARINE ACCIDENTS RESEARCHED THROUGH HUMAN FACTOR PRISMA." PROMET - Traffic&Transportation 25, no. 4 (July 19, 2013): 369–77. http://dx.doi.org/10.7307/ptt.v25i4.1210.

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We are aware of a large number of marine accidents that result in numerous casualties and even deaths and substantial negative environmental effects. The objective of this paper is to indicate factors that contribute to human errors which is identified as the most frequent cause to marine accidents. Despite rapid technological development and safety legislation, this paper identifies the human factor as the waekest link in maritime safety system. This analysis could lead to decrease of vessel accidents. In addition, starting from the European Maritime Safety Agency data and by linear regression model application, we have obtained the trend of number of ships involved in marine accidents as well as the trend of lives lost in marine accidents in and around European Union waters.

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26

Tabuse, Hidena, and Kenji Ishida. "Event Tree Analysis of Casualties and Oil Spills Caused by Marine Accident." Journal of The Japan Institute of Marine Engineering 41, no. 2 (2006): 264–69. http://dx.doi.org/10.5988/jime.41.2_264.

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27

YAMAZAKI, Yusuke, Yoshio MURAYAMA, and Makoto ENDO. "A Pilot Study for the Influence on Links of Marine Casualties' Factors." Journal of Japan Institute of Navigation 101 (1999): 55–63. http://dx.doi.org/10.9749/jin.101.55.

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28

JIN, Ho-Hyun. "A Comparative Legal Study on the Investigation System of the Marine Casualties." JOURNAL OF FISHRIES AND MARINE SCIENCES EDUCATION 30, no. 6 (December 31, 2018): 1996–2009. http://dx.doi.org/10.13000/jfmse.2018.12.30.6.1996.

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29

Liu, Chung-Ping, Gin-Shuh Liang, Yuhling Su, and Ching-Wu Chu. "Navigation Safety Analysis in Taiwanese Ports." Journal of Navigation 59, no. 2 (April 6, 2006): 201–11. http://dx.doi.org/10.1017/s0373463306003687.

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Many researchers have studied vessel systems to enhance navigation safety at sea, or analysed the statistics of marine casualties of different flagged vessels as well as the fatalities and injuries in ferry accidents. However, little research has been devoted to port safety and especially navigation safety within Taiwanese territorial waters where over a 10-year period there have been 3428 marine accidents with 548 deaths and 524 vessels sunk. In this paper, we use the Grey Relational Analysis (GRA) to analyse the marine accident records of each of Taiwan's commercial ports from 1992–2003. Then, after interviewing the port authority managers and marine specialists, we discover the concerns felt by these professionals about Taiwanese commercial ports. We provide suggestions to strengthen port navigation safety.

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Vyshnevskyi, Valentyn. "COOPERATION BETWEEN STATES IN THE PROCESS OF INVESTIGATION OF MARINE CASUALTIES AND ACCIDENTS." European Political and Law Discourse 8, no. 3 (2021): 61–65. http://dx.doi.org/10.46340/eppd.2021.8.3.8.

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31

Baek, Myeong-Hun, and Sangjin Lee. "A New Investigation Methodology of Marine Casualties and Incidents using Digital Forensic Techniques." Journal of the Korea Institute of Information Security and Cryptology 23, no. 3 (June 30, 2013): 515–30. http://dx.doi.org/10.13089/jkiisc.2013.23.3.515.

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32

Dyrcz, Czesław. "Analysis of Sea Accidents (2002–2015)." Annual of Navigation 23, no. 1 (December 1, 2016): 151–57. http://dx.doi.org/10.1515/aon-2016-0010.

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Abstract In the paper the issue of maritime safety is presented. Most of the modern world trade is carried by sea, where maritime safety plays a key role. The article also presents the analysis of marine casualties at the beginning of the 21st century, covering the years 2002-2015. Apparent systematic steady decline in accidents and total losses of vessels is the result of improved maritime safety.

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33

Johnson, Mark H. "The Marine Transportation System's Economic Juggernaut: A Tonic for Pollution Prevention?1." International Oil Spill Conference Proceedings 2001, no. 1 (March 1, 2001): 249–52. http://dx.doi.org/10.7901/2169-3358-2001-1-249.

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ABSTRACT In September 1999, U.S. Secretary of Transportation Rodney Slater delivered a report on the marine transportation system (MTS) to the U.S. Congress. It captured the growing alarm by MTS stakeholders that the current system of marine transportation was barely adequate now and certainly not capable of accommodating the predicted growth and changing nature of shipping over the next two decades. While the report's recommendations seemed to highlight the economic aspects of the MTS, solving impediments to economic efficiency also can translate into significant pollution prevention. Principal among potential pollution prevention is in the area of reducing the numbers of vessel collisions, allisions, and groundings—29 of which resulted in oil spills of 10,000 gallons or more between 1995–1999. These casualties impact the ability of a port to conduct business, resulting in accrual of demurrage and risking competitive position. Attacking the port-specific and systemic factors influencing human factor causes of collisions, allisions, and groundings, the U.S. Coast Guard has embarked on several risk-based decision tools that enable local MTS coordinating committees, called harbor safety committees (HSCs), to evaluate the greatest factors that can contribute to vessel casualties. The tools include a Ports and Waterways Safety Assessment (PWSA) and a tailored model to evaluate U.S. Army Corps of Engineers facility permits. Early results show opportunities to improve navigational risk in specific ports. Additionally, another MTS effort involves providing real-time navigational and environmental information to vessels to aid decision making.

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McCallum, Marvin C., Mireille Raby, Alice M. Forsythe, Anita M. Rothblum, and Myriam W. Smith. "Communications Problems in Marine Casualties: Development and Evaluation of Investigation, Reporting, and Analysis Procedures." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 44, no. 27 (July 2000): 384–87. http://dx.doi.org/10.1177/154193120004402727.

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35

Arslan, Ozcan, and Osman Turan. "Analytical investigation of marine casualties at the Strait of Istanbul with SWOT–AHP method." Maritime Policy & Management 36, no. 2 (April 2009): 131–45. http://dx.doi.org/10.1080/03088830902868081.

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36

Othman, Mohammad Khairuddin, Noorul Shaiful Fitri Abdul Rahman, and Mohd Naim Fadzil. "Determining the contribution of distraction factors on Malaysian seafarers using a systematic average mean value." Maritime Business Review 2, no. 2 (June 15, 2017): 99–113. http://dx.doi.org/10.1108/mabr-01-2017-0004.

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Purpose The purpose of this study is to determine the distraction factors based on their contributions in affecting seafarers’ physical and psychological well-being. Design/methodology/approach A systematic average mean value technique incorporated with quantitative data collection is applied to determine the contributions of the involved factors in establishing the distraction problems among seafarers. Findings Element of “Food and nutrition” is recorded as the highest contributing factor to Malaysian seafarers, for deck and engine department, respectively, in establishing the distraction-related problem among five other factors involved. Research limitations/implications This paper is only providing a scope of knowledge regarding the contribution of potential distraction factors existing on board the offshore ships. However, the potential distraction factors and their contributions, respectively, are very dynamic and may vary, depending on the situation of a particular area and who are being involved. Practical implications The result assists the shipping industry in recognizing the actual causes of the occurrences of marine casualties and incidents related to human factors. Social implications The benefits are addressed to seafarers’ community where their well-being and work performances could be enhanced, thus reducing the occurrences of marine casualties and incidents. Local community at the shores also will be less threatened by marine pollution caused by the accidents of ships at sea. Originality/value The result provides a scope of knowledge regarding distraction-related factors in shipboard operation and also the introduction to a systematic assessment approach to determine and rank the parameters by using the systematic average mean value technique which is also a straightforward method and can be applied in any other circumstances.

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Zia-Mansoor, Farkhanda. "International Regime and the EU Developments for Preventing and Controlling Vessel-Source Oil Pollution." European Energy and Environmental Law Review 14, Issue 6 (June 1, 2005): 165–73. http://dx.doi.org/10.54648/eelr2005024.

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Summary: Sea-going vessels introduce pollutants into the marine environment in three principal ways: through oil and other cargoes entering the water due to collisions or other maritime casualties; through loading, unloading, and bunkering operations; and through operational discharges of oil which are made deliberately, during normal operation. This article critically assesses the EU developments and the international legal regime for preventing, reducing and controlling vessel-source marine oil pollution. The critical analysis will be in the light of the MARPOL Convention 1973 as modified by the 1978 Protocol, which provides the international rules and standards for controlling pollution from ships, and the 1982 UN Convention on the Law of the Sea (LOSC), which provides prescriptive and enforcement jurisdiction of flag, coastal or port states.

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Boilé, Maria, Sotirios Theofanis, and Foteini Mikiki. "Oil Spills in Maritime Transport." Transportation Research Record: Journal of the Transportation Research Board 1909, no. 1 (January 2005): 100–107. http://dx.doi.org/10.1177/0361198105190900114.

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Maritime transport plays a vital role in the economic growth and global competitiveness of the regions that it serves. It offers an enormous potential for sustainable and environmentally friendly transport. The international maritime community, however, is faced with a major challenge: to protect the marine environment from pollution related to oil spills. A parallelism between resolutions adopted by national and international bodies and the oil spill incidents that triggered them is presented. The focus is on reviewing records of maritime casualties associated with massive environmental pollution. It is an attempt to shed light on how these incidents affect the formulation and implementation of the global marine environment protection policy as well as the role of the International Maritime Organization in dealing with these problems.

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39

Park, Seong-Yong. "The method to rationalize for safety operation of fishing vessels with consideration of sea state." Korea Association of Maritime Transportation Studies 1, no. 1 (June 30, 2022): 33–56. http://dx.doi.org/10.58316/kamts.2022.1.1.33.

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Sea fishing has established itself as a popular means of marine leisure activity for the whole nation, with people’s increasing earnings, achievement of marine leisure culture and increasing interests in the ocean. The number of fishing vessels users reached about 4.8 million in 2019, and constantly increasing. However rise in marine accident of fishing vessels has caused escalating anxiety about fishing vessels and distrust of safety policies. Collision and stranding were the highest in the number of occurrences and casualties among marine accidents of fishing vessels. when analyzing the sea state in the accident of fishing vessels collision and stranding, weather factors such as regional occurring fog are the acting as the cause. The sea fog’s occurring areas and routes are various depending on the elements such as the sea area and season. When the sea fog occurs, marine accidents of fishing vessels can be possible to prevent by alerting ever-changing fog information to captain of fishing vessels, which is quickly and accurately collected and analyzed. Safe fishing, considering sea state, will be able to carried out by establishing “Control Regulation for Satety Fishing” for fishing vessels based on maritime weather information.

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40

Penn-Barwell, J., C. A. Fries, P. M. Bennett, M. J. Midwinter, and A. Baker. "Mortality, survival and residual injury burden of Royal Navy and Royal Marine combat casualties sustained in 11-years of operations in Iraq and Afghanistan." Journal of The Royal Naval Medical Service 100, no. 2 (June 2014): 161–65. http://dx.doi.org/10.1136/jrnms-100-161.

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AbstractWe present eleven years of prospectively-gathered data defining the full spectrum of the United Kingdom’s (UK) Naval Service (Royal Navy and Royal Marines) casualties, and characterise the injury patterns, recovery and residual functional burden from the conflicts of the last decade. The UK Military Trauma Registry was searched for all Naval Service personnel injured between March 2003 and April 2013. These records were then cross-referenced with the records of the Naval Service Medical Board of Survey (NSMBOS), which evaluates injured Naval Service personnel for medical discharge, continued service in a reduced capacity or Return to Full Duty (RTD). Population at risk data was calculated from service records.There were 277 casualties in the study period: 63 (23%) of these were fatalities. Of the 214 survivors, 63 or 29% (23% of total) were medically discharged; 24 or 11% (9% of total) were placed in a reduced fitness category with medical restrictions placed on their continued military service. A total of 127 individuals (46% of the total and 59% of survivors) RTD without any restriction. The greatest number of casualties was sustained in 2007. There was a 3% casualty risk per year of operational service for Naval Service personnel. The most common reason cited by Naval Service Medical Board of Survey (NSMBOS) for medical downgrading or discharge was injury to the lower limb, with upper limb trauma the next most frequent.This study characterises the spectrum of injuries sustained by the Naval Service during recent conflicts with a very high rate of follow-up. Extremity injuries pose the biggest challenge to reconstructive and rehabilitative services striving to maximise the functional outcomes of injured service personnel.

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KIM, Su-Hyung, Hyung-Seok KIM, and Yoo-Won LEE. "The causes and counterplan for marine casualties of fishing boats according to the fishing types." Journal of the Korean Society of Fisheries Technology 56, no. 3 (August 31, 2020): 246–57. http://dx.doi.org/10.3796/ksfot.2020.56.3.246.

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Kim, Wook-Sung, Ju-Hee Lee, Seok-Jae Kim, Hyung-Suk Kim, and Yoo-Won Lee. "A basic study on control factor for the marine casualties of fishing vessel in Korea." Journal of the Korean society of Fisheries Technology 49, no. 1 (February 28, 2013): 40–50. http://dx.doi.org/10.3796/ksft.2013.49.1.040.

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43

KIM, Yeong-Sik. "Principal Component Analysis on Marine Casualties Occurred at Korean Littoral Sea in Recent 5 Years." Journal of Fisheries and Marine Sciences Education 28, no. 2 (April 30, 2016): 465–72. http://dx.doi.org/10.13000/jfmse.2016.28.2.465.

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44

Rømer, Hans, H. J. Styhr Petersen, and Palle Haastrup. "Marine Accident Frequencies – Review and Recent Empirical Results." Journal of Navigation 48, no. 3 (September 1995): 410–24. http://dx.doi.org/10.1017/s037346330001290x.

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Marine accident frequencies reported in 20 different sources have been studied and compared. Further than this, comparisons were made with an analysis done by the present authors. There seems to be consistency within the sources in the use of the terms total loss, casualty and accident/incident. The rates were observed to decrease by an order of magnitude going from accident/incident to casualty and likewise from casualty to total loss. The overall frequencies were found to be in the range of 0·0009 to 0·07 total losses per 106 ship miles, 0·03 to 1 casualties per 106 ship miles, and 0·5 to 13 accidents/incidents per 106 ship miles. It was found that the frequency depends on visibility, brightness, geographical environment, age of vessel and size of vessel. Collision and grounding frequencies were found to increase with decreasing visibility, brightness and more restricted waters. Collision frequencies were found to increase with increasing size of vessel. Fire/explosion and structural damage frequencies were found to increase with increasing age, and collisions to decrease with increasing age. No firm trend was found from the effect of flag state or type of vessel.

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45

M. K., Kozanhan. "Maritime Tanker Accidents and Their Impact on Marine Environment." Scientific Bulletin of Naval Academy XXII, no. 1 (July 15, 2019): 324–42. http://dx.doi.org/10.21279/1454-864x-19-i1-047.

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Shipping is a fundamental mode of transportation for 85 per cent of the world trade, supplying raw materials, energy, manufactured goods, foodstuffs etc. to the global population, is carried by international shipping industry. In such busy traffic, unfortunately, accidents are inevitable events. Large numbers of casualties occur at sea almost every day. Human loss and marine environmental damage, among others such as financial and property losses, are the most crucial and hazardous disasters caused by maritime accidents. There are several causes playing role in maritime accidents such as natural conditions, technical failures, route conditions, ship-related factors, human errors, cargo-related factors. There are also quite many types of maritime accidents; they include oil spill, ship grounding, fire, to mention a few. The impact of maritime accidents on the marine environment differs from one another. The main purpose of this paper is to determine and analyse the effects of maritime accidents on the marine environment. The analysis was based on data published over the past 56 years involving spills of 7000 tons oils. Within this scope, firstly, the literature related to maritime accidents involving spills was reviewed and then the statistics of maritime accidents and their impact on marine environment worldwide were analyzed and evaluated.

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46

Goforth, Carl W., and Josh B. Kazman. "Exertional Heat Stroke in Navy and Marine Personnel: A Hot Topic." Critical Care Nurse 35, no. 1 (February 1, 2015): 52–59. http://dx.doi.org/10.4037/ccn2015257.

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Although exertional heat stroke is considered a preventable condition, this life-threatening emergency affects hundreds of military personnel annually. Because heat stroke is preventable, it is important that Navy critical care nurses rapidly recognize and treat heat stroke casualties. Combined intrinsic and extrinsic risk factors can quickly lead to heat stroke if not recognized by deployed critical care nurses and other first responders. In addition to initial critical care nursing interventions, such as establishing intravenous access, determining body core temperature, and assessing hemodynamic status, aggressive cooling measures should be initiated immediately. The most important determinant in heat stroke outcome is the amount of time that patients sustain hyperthermia. Heat stroke survival approaches 100% when evidence-based cooling guidelines are followed, but mortality from heat stroke is a significant risk when care is delayed. Navy critical care and other military nurses should be aware of targeted assessments and cooling interventions when heat stroke is suspected during military operations. (Critical Care Nurse. 2015;35[1]:52–59)

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47

Yun, Jong-Hwui, Min-Jae Ha, and Matthew V. Smith. "A Study on the Improvement of Search and Rescue Coordination for Effective Response to Marine Casualties." Journal of the Korean Society of Marine Environment and safety 21, no. 1 (February 28, 2015): 34–28. http://dx.doi.org/10.7837/kosomes.2015.21.1.034.

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48

Meers, Christine S., and Paul Ameer. "EVALUATION OF THE U.S. COAST GUARD'S TANKER INSPECTION PROGRAM: TANKER INSPECTION IMPACTS1." International Oil Spill Conference Proceedings 1995, no. 1 (February 1, 1995): 297–300. http://dx.doi.org/10.7901/2169-3358-1995-1-297.

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ABSTRACT A study mandated by the Oil Pollution Act of 1990 assessed the effectiveness and adequacy of the U.S. Coast Guard's inspection program for oil tankers. The inspection standards study was conducted in two parts. The first part surveyed the range of inspection programs of the Coast Guard, International Maritime Organization, classification societies, and industry to identify significant gaps and/or duplicate requirements among these programs. The second part analyzed a number of issues related to the effectiveness of the Coast Guard's program. The study was intended to help the Coast Guard determine whether overlap exists in inspection requirements affecting tank vessels and whether increasing, decreasing, or targeting Coast Guard inspection resources would have a measurable impact on the occurrence of marine casualties. The recommendations and conclusions will be presented during the 1995 Oil Spill Conference and are intended to help the Coast Guard improve its marine inspection program's effectiveness.

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49

Dove, M. J., R. S. Burns, and C. T. Stockel. "An Automatic Collision Avoidance and Guidance System for Marine Vehicles in Confined Waters." Journal of Navigation 39, no. 2 (May 1986): 180–90. http://dx.doi.org/10.1017/s0373463300000059.

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There can be little doubt that the overall standards of safety at sea are high, particularly with the traditional maritime nations. Cockcroft states that of a total of 22600 ships over 1000 g.r.t trading in 1979, 9400 were from the traditional maritime nations. He goes on to say that during the period 1977–9 these countries lost 16 ships out of a total of 189 worldwide losses. Thus the traditional maritime nations ran 41·59 per cent of the ships and incurred only 8·4 per cent of the losses. This does suggest that high standards are not universal and there may be considerable resentment among operators of high standard ships when casualties to sub-standard vessels result in the implementation of measures, such as marine traffic management systems, which give rise to increased operating costs.

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50

Hill, Susan G., and Anita M. Rothblum. "Human Factors Issues in the Maritime Industry." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 38, no. 14 (October 1994): 862. http://dx.doi.org/10.1177/154193129403801414.

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As a result of the Exxon Valdez accident in March, 1989, considerable attention has been focused on the role of the crew in maritime safety. It is generally recognized that human error contributes to the majority of the accidents in the aviation and nuclear industries, and recent analyses of marine safety data suggest a similar level in maritime applications. The problem areas also appear to be similar, i.e., fatigue and stress effects on performance, mismatches between levels of automation and skill, poor or inadequate procedures, and human frailty with regard to following procedures. This session presents four papers which present research and discussion of human factors issues related to work in the maritime environment. These papers present a breadth of topics, including the mariner's interaction with automation, issues of manning, methodology and results concerning “live-aboard” work concepts, and collection of human factors-related data from marine casualties. The papers presented are either directly sponsored by, or associated with, work being carried out by the U.S. Coast Guard, which is responsible for marine safety in U.S. waters. This symposium presents human factors research and applications in the marine environment; however, the issues and results may be useful across a wide variety of transportation and safety areas.

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