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Littérature scientifique sur le sujet « Marine casualties »

Auteur : Grafiati

Publié le 9 mars 2023

Mis à jour le 10 mars 2023

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Articles de revues sur le sujet "Marine casualties"

Akten, Necmettin. « Analysis of Shipping Casualties in the Bosphorus ». Journal of Navigation 57, n^o 3 (24 août 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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Wang, Hui-Chiao, et Hsuan Shih Lee. « Application of Grey Relational Analysis to Evaluate Port Safety in Keelung Harbor ». Journal of Ship Production and Design 26, n^o 03 (1 août 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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Raby, Mireille, et Marvin C. McCallum. « Procedures for Investigating and Reporting Fatigue Contributions to Marine Casualties ». Proceedings of the Human Factors and Ergonomics Society Annual Meeting 41, n^o 2 (octobre 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 et Il-Han Oh. « Study on the marine casualties in Korea ». Journal of the Korean society of Fisheries Technology 49, n^o 1 (28 février 2013) : 29–39. http://dx.doi.org/10.3796/ksft.2013.49.1.029.

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Konon, N., et O. Pipchenko. « ANALYSIS OF MARINE ACCIDENTS INVOLVING CONTAINER SHIPS ». Shipping & ; Navigation 32, n^o 2 (12 décembre 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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Konon, N., et O. Pipchenko. « ANALYSIS OF MARINE ACCIDENTS INVOLVING CONTAINER SHIPS ». Shipping & ; Navigation 32, n^o 2 (11 décembre 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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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, n^o 2 (27 décembre 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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Shemonayev, V. Y. « METHODOLOGIES AND APPROACHES TO ACCIDENT INVESTIGATION INTO MARINE CASUALTIES AND MARINE INCIDENTS ». Shipping & ; Navigation 32, n^o 2 (12 décembre 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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Chen, Jihong, Wentao Bian, Zheng Wan, Shijie Wang, Huiying Zheng et Cheng Cheng. « Factor assessment of marine casualties caused by total loss ». International Journal of Disaster Risk Reduction 47 (août 2020) : 101560. http://dx.doi.org/10.1016/j.ijdrr.2020.101560.

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PORRAS ROJAS, Oscar, Hayama IMAZU et 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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Thèses sur le sujet "Marine casualties"

PANZERI, STEFANIA. « Le inchieste sui sinistri marittimi nel quadro comunitario ». Doctoral thesis, Università degli Studi di Milano-Bicocca, 2011. http://hdl.handle.net/10281/19840.

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L’istituto delle inchieste sui sinistri ed incidenti marittimi, nella sua dimensione storica e giuridica, si colloca, fin dai suoi albori, in un’ottica squisitamente pubblicistica che, partendo da un approccio tipicamente security focused con funzioni puramente repressive, nel corso del tempo ha visto accentuarsi le finalità di tipo preventivo, safety focused. Negli ultimi anni, peraltro, la combinazione dei concetti di safety e di security ha contribuito alla creazione di un ulteriore nozione, allargata, di “sicurezza globale”, finalizzata al perseguimento della sicurezza della navigazione attraverso la realizzazione di uno sviluppo sostenibile basato sullo studio dell’ambiente e dell’uomo e non più verso della sola macchina-nave. In quest’ottica, l’interesse del legislatore – internazionale, comunitario e nazionale – è andato ad incentrarsi sul c.d. human factor, quale elemento fondamentale e prioritario di analisi in grado di offrire una efficace azione preventiva anche rispetto alle attività, considerate di per sé lecite, che abbiano superato il limite della accettabilità sotto il profilo umano ed ambientale. Con il codice IMO e la Direttiva 2009/18/CE, l’azione investigativa si traduce in un approccio il più possibile sistematico in grado di offrire agli investigatori uno strumento di valutazione e di rapportazione sempre più preciso e capace di garantire l’applicazione, di misure sempre più puntuali ed efficaci per migliorare la sicurezza marittima, impedendo così il ripetersi dei sinistri e degli incidenti (e la correlata perdita di vite umane, delle navi, nonché le conseguenze, spesso devastanti, di carattere ambientale). Il costante raffronto tra la normativa internazionale, comunitaria e nazionale è finalizzato all’analisi delle criticità che inevitabilmente si manifestano in presenza di norme stratificate, pluriordinamentali e pluridisciplinari, con l’obiettivo di ottimizzare la conduzione delle inchieste in un settore, quale quello marittimo, fortemente globalizzato e proiettato in un’esasperata corsa tipica di alcune forme di competitività. *** A broad, comparatistic analysis of marine casualty and incident investigation instruments (IMO code, 2009/18/EC Directive, national laws) provided to offer a standard approach with the sole purpose of correctly identifying the contributing factors leading to casualties and incidents. The aim is to provide remedial action and to improve safety in the shipping industry and thereby reduce environmental damage, identifying critical issues, practical and legal problems (such as requirements of the investigative body, that must be separated and independent of any other form of investigation, including investigations for action in civil, criminal and administrative proceedings; obtaining evidence from seafarers, witnesses and other parties involved; confidentiality of information; jurisdictional and other procedural differences between States) . Marine casualties and incidents investigations are set out, in their historical and legal dimension, from their very beginnings, in a typically publicistic approach with a purely repressive security-focused perspective; over time they have experienced widening purposes, safety-focused. In recent years, however, the combination of the concepts of safety and security has contributed to the creation of an additional term, enlarged, of "global safety", which pursues the safety of navigation through the realization of sustainable development focused on the environment and “man” and not on the single machine-ship. In this context, the aim of the governing body - international, EU and national - is to focus on the human factor as a key factor of analysis and to provide an effective preventive action, also in relation to activities, per se lawful, which have exceeded the limit of human and environmental acceptability.

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Barnett, Michael Leonard. « Human error and maritime safety : an exploration of the causes of marine casualties and the design of simulator-based training programmes to develop the skills of safe vessel control ». Thesis, Cardiff University, 1989. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.325708.

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Deibel, Matthew JA. « Suddenly, I Didn't Want to Die ». Kent State University / OhioLINK, 2015. http://rave.ohiolink.edu/etdc/view?acc_num=kent1447960178.

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Huang, Tsung-Cheng, et 黃聰正. « A Study on the Investigation System of Marine Casualties and Accidents in Taiwan ». Thesis, 2004. http://ndltd.ncl.edu.tw/handle/60682605247631934013.

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碩士
國立臺灣海洋大學
商船學系所
92
Our country always brags with the marine island country, but unable to be in line with international standards all the time in the relevant safe policy and conduct of maritime affairs. However, as science and technology change with each passing day, Marine casualty and Incident never reduce because of this, because maximization, shipbuilding of technology deduce instead, is it deal with perils of the sea increase with the social cost of the accident hurriedly to make, how to keep the lesson in mind from experience, “Investigation System of Marine Casualties and Accidents＂are obviously an indispensable ring in safe policies of maritime affairs. In number draft resolution with A.849 (20 ) on November 27 , 1997 of International Maritime Organization, adopting it through“Code for the Investigation of Marine Casualties and Incidents＂, this Code aim at promoting and adopt a common method to carry on the safe investigation of marine accident, strengthen and discern the cooperation among countries while causing the marine casualty. It contributes to finding out the remedy to adopt the common method and cooperation among countries, in order to improve the security of crew and passengers and maritime environment of protection. Research this mainly practice and relevant angle of legal norm, investigate system and handle to current of our country marine casualties and accidents , method and technology ,etc. go on the deep discussion, and consider relevant norms , such as the relevant international convention , draft resolution of International Maritime Organization and near marine casualties and accidents of advanced country of maritime affairs to investigate and handle the system , method and technology. In light of actual conditions , iv with the comparative analysis of the materials , understand the deficiency that marine casualty of our country investigate and handle, propose the relevant way of doing things of suggestion, offer to the unit concerned it as reference.

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張家榕. « A Study on the Risk Assessment of Marine Casualties for Bulk Carrier Vessels ». Thesis, 2003. http://ndltd.ncl.edu.tw/handle/72787894748397049743.

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碩士
國立海洋大學
導航與通訊系碩士班
91
Maritime casualties often accompany with a serious lost. From January 1992 to May 2002, there were 109 total loss maritime casualties for bulk carrier vessels only all over the world. These casualties shared about 12% in all total loss casualties of the world, at the same time these casualties taken a part of 38% loss as deadweight was concerned and it is also ranked the top of deadweight loss in all of world fleets. The causes of maritime casualty usually involve extensively and complexity. From maritime policy, corporation management, ship structure, crew operations etc., no matter any part of these elements went wrong that would contribute a chance towards the occurrence of a maritime casualty. Reviewing from the historical cases that one could knew most casualties occurred that were as a result of many risks influence each other. This thesis introduced the Formal Safety Assessment (FSA) as a tool to evaluate the potential risks for bulk carrier vessels. In addition, this thesis also analyzed the safety improvement measures for the bulk carrier vessels to reduce their risks. Conclusions and recommendations were also made in this thesis providing public and private shipping sectors to enhance maritime safety.

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Chou, Yu-Hsin, et 周毓欣. « Development of a quantitative method evaluating human factors in marine casualties using HFACS-MA framework ». Thesis, 2013. http://ndltd.ncl.edu.tw/handle/u65d8y.

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碩士
國立臺灣海洋大學
商船學系
102
A series of researches show that most marine accidents related to human factors. It is also said that the effectiveness of the countermeasure which can avoid the similar accidents from happening again depend on how to dig out the latent conditions which have lied dormant in the system and those critical factors contributing to the accident. However, those human factors should not be only considered as the errors or mistakes made by the sharp end personnel, but also as the erroneous supervisions or decisions made by the managers of the organization. Although a prior study has proposed a framework and relative analysis method named Human Factors Analysis and Classification System for Maritime Accident (HFACS-MA), which is based on the International Maritime Organization (IMO) guidelines for investigating the human factors in marine casualties and incidents, Human Factors Analysis and Classification System (HFACS), Systemic Occurrence Analysis Methodology (SOAM), Why-Because Analysis (WBA) etc., a single case can be analyzed only and lacking of the mechanism sieving out the critical human factors of the accidents are the deficiencies of the method. Therefore, this study, which is based on HFACS-MA, proposes an alternative in which the systematic analysis procedure is divided into four parts, including a comparative analysis process to find out the common human factors between two relevant cases. Furthermore, by applying Bayesian Network (BN) technique, the qualitative analysis results can be transformed into a BN, and then carry out the quantitative analysis, for spotting the critical human factors of the accidents. By analyzing three marine accidents, this study has found that the diagrams and charts obtained via the proposed methodology can not only allow the relevant personnel to quickly understand the context of the accidents in a short period of time, but also allow investigators to spot the deficiencies during the process of investigation. In addition, the innovation of the comparative analysis process of the methodology, which is capable to sieve out the common factors between accidents, can help the decision maker to fast focus on the common causal factors of the accidents. Finally, by transferring the qualitative analysis results into a BN form for quantitative analysis, the investigators are able to further highlight the critical factors leading to the accidents. This article has proved that the marine accidents analyzed through the proposed methodology will have benefits in finding the most hidden systemic factors and critical human factors of the accidents.

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Wang, Shou-Yan, et 王授彥. « The Development of an Analytic Method Evaluating Correlative Human Factors among Marine Casualties Using HFACS-MA Framework ». Thesis, 2014. http://ndltd.ncl.edu.tw/handle/g2r3up.

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碩士
國立臺灣海洋大學
商船學系
102
According to the statistics of maritime accidents from 1987 to 2012 made by P &; I Club, human factors are the primary causes of the accidents. In order to prvent the similar maritime accidents from happening again, thoroughly analyzing the context of the accidents and identifying the latent conditions of the factors would be the key. Thus, the goal made by the IMO -- "The safer shipping, the cleaner ocean" could be achieved Therefore the present study proposes a novel analytic method using an updated human factors framework, which is a derivative of Human Factors Analysis and Classification System (HFACS) proposed by a previous research work according to the IMO guideline A.884(21) “Investigation of Human Factors in Marine Casualties and Incidents”, named as HFACS-MA ( for Marine Accidents). The updated HFACS-MA is modified and specified in this thesis, through literatures review and several real cases analyzed done by the present study in order to improve the classification accuracy of the human factors identified. Meanwhile, the proposed analytic method which combines Correspondence Analysis (CA) and Hierarchical Cluster Analysis (HCA) can also be deemed as a complement to pair the cases for further analysis among accidents concerned. Hence the correlative issue between accidents and human factors as well as the similarity issue among accidents can be solved more objectively. By analyzing eight marine accidents, this study has shown that the following outcomes can be gained while utilizing the proposed analytic method and the updated HFACS-MA framework. These outcomes are: (a) the classifications of human factors can be more accurate; (b) the relevance between human factors and the accidents can be clearer, including the similarities among cases; and (c) providing a more objective figure for pairing the cases for correlation analysis. Therefore, it is argued that the authority would get the benefits of figuring out the context and the latent conditions of an accident if the proposed method with the updated HFACS-MA framework is utilized. The benefits also include highlighting the more vulnerable parts of the system according to the human factors found form the accidents concerned.

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Sheu, Deng-Yuan, et 許登元. « An exploratory study of the common human factors of Marine Occupational Casualties in the least three years reported from MAIB and ATSB using the HFACS-MA ». Thesis, 2014. http://ndltd.ncl.edu.tw/handle/47hbfg.

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碩士
國立臺灣海洋大學
商船學系
103
Occupational accidents on board not only pose great challenges to seeking timely medical intervention but also have a consequential impact on shipping operations, families, livelihood, and ultimately, society as a whole. On account of this, we must develop a method of systematic analysis for the prevention of occupational accidents and the promotion of crew safety and health with the aim to achieve “NIL” accidents. Statistically, human factors are the most important factors in unsafe acts of occupational accidents. To effectively prevent accidents from happening, investigators must analyze human factors in the systemic context of the accidents for the detection of potential human factors and root causes of the accidents, rather than looking solely at operator behaviors “at the sharp end” and merely correcting or improving the misconduct of employees. Based on Resolution A.884(21) of the International Maritime Organization, which provides the guidelines for the investigation of human factors in marine casualties and incidents, along with Human Factors Analysis and Classification System (HFACS), Systemic Occurrence Analysis Methodology (SOAM), Why-Because Analysis (WBA), and other frameworks and methods of analysis, researchers are able to develop a methodology and framework known as the Human Factors Analysis and Classification System for Maritime Accidents (HFACS-MA). The methodology has been proven to be an effective maritime accident analysis tool that provides clear tables and succinct diagrams, presenting the human factors involved in a clear way. HFACS-MA is also a powerful tool to summarize crucial information and causes related to the accidents, which is helpful for decision-making managers to comprehend the contents of investigational reports and the human factors in the accidents. The present study proposes a method of "Multi-Case Analysis of Common Human Factors", in which ten cases of occupational accidents are analyzed with the framework and methodology of HFACS-MA. Based on the characteristics of who, what, when, where, and how for each category of human factors in each studied case, the human factors are determined by scholars and experts if they were in common with one another. The "common human factors" are then incorporated into a "contingency table of cases and human factors", which shows the distribution of common human factors within the ten cases. The table is applicable to review deficiencies in safety management systems and improve management strategies and directions accordingly. In particular, we can focus on the common human factors in the ten cases, taking collective improvement measures (such as education and training, collective procurement of personal protective equipment, etc.) to increase the efficiency of improvements and reduce personnel and financial costs.

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Livres sur le sujet "Marine casualties"

Hooke, Norman. Maritime casualties, 1963-1996. London : LLP, 1997.

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Browning, Robert M. United States merchant marine casualties of World War II. Jefferson, N.C : McFarland & Co., Publishers, 2011.

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Gill, Geoffrey W. Maritime error management : Discussing and remediating factors contributory to casualties. Atglen, PA : Cornell Maritime Press, 2011.

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Corps, United States Marine. Treatment of biological warfare agent casualties. Washington, DC : [Headquarters, Departments of the Army, the Navy, and the Air Force, and Commandant, U.S. Marine Corps], 2002.

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(Firm), Park Genealogical Books, et United States. Dept. of the Navy., dir. Minnesota's WW II combat connected Naval casualties : (Navy, Marine Corps, Coast Guard). Roseville, Minn : Park Genealogical Books, 1996.

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Ireland. Investigation of Marine Casualties Policy Review Group. Report of the Investigation of Marine Casualties Policy Review Group : Report to the Minister for the Marine and Natural Resources. Dublin : Stationery Office, 1998.

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Great Britain. Department of Transport., dir. Casualties to vessels and accidents to men : Vessels registered in the United Kingdom : return for 1985. London : H.M.S.O., 1986.

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Johnson, William L. C. The West Loch story : Hawaii's second greatest disaster in terms of casualties. Seattle, Wash : Westloch Publications, 1986.

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African American World War II casualties and decorations in the Navy, Coast Guard and Merchant Marine : A comprehensive record. Jefferson, N.C : McFarland & Co., 2009.

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Taiheiyō Sensō ushinawareta Nihon senpaku no kiroku. Tōkyō : Seizandō Shoten, 2009.

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Chapitres de livres sur le sujet "Marine casualties"

Barnett, James, et Steve Bexton. « Marine mammals ». Dans BSAVA Manual of Wildlife Casualties, 299–326. British Small Animal Veterinary Association, 2016. http://dx.doi.org/10.22233/9781910443316.23.

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Valle, James E. « United States Merchant Marine Casualties ». Dans To Die Gallantly, 259–72. Routledge, 2019. http://dx.doi.org/10.4324/9780367274795-16.

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Kobylinski, L. « Risk analysis and human factor in prevention of CRG casualties ». Dans Marine Navigation and Safety of Sea Transportation. CRC Press, 2009. http://dx.doi.org/10.1201/9780203869345.ch97.

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« 3 Risk analysis and human factor in prevention of CRG casualties ». Dans Marine Navigation and Safety of Sea Transportation, 603–8. CRC Press, 2009. http://dx.doi.org/10.1201/9780203869345-114.

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de Rond, Mark. « Legs ». Dans Doctors at War. Cornell University Press, 2017. http://dx.doi.org/10.7591/cornell/9781501705489.003.0005.

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The author comments about casualties with leg injuries who were brought to the field hospital each day. He first talks about his roommate named Brook, who was very critical of the efforts expended in Iraq and Afghanistan and struggled to make sense of the war. Brook despaired of having to feed injured Afghans daily into a second-rate health care system where levels of care were so much inferior to that at Camp Bastion. The author then describes the predicament of some of the patients at the hospital, including one who got some fragment wounds around his left knee and complained that his left leg was hurting. He also shares the story of a U.S. marine who called to the hospital to report the discovery of two partial legs belonging to Billy, one of the troops in his charge.

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Parlov, Iva. « Coastal State Jurisdiction over Ships in Need of Assistance and Maritime Casualties in Marine Areas under Territorial Sovereignty ». Dans Coastal State Jurisdiction over Ships in Need of Assistance, Maritime Casualties and Shipwrecks, 182–238. Brill | Nijhoff, 2022. http://dx.doi.org/10.1163/9789004515079_008.

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de Rond, Mark. « War Is Nasty ». Dans Doctors at War. Cornell University Press, 2017. http://dx.doi.org/10.7591/cornell/9781501705489.003.0011.

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The author denounces the war because of the ugly psychological effects of war. He first describes some of the day's casualties in Camp Bastion, including a seven-year-old bilateral amputee, a fifteen-year-old shot in the chest by NATO troops after he failed to heed warning shots, and a U.S. marine who died on the operating table. He then wonders how surgeons and nurses are affected by nonstop exposure to death and dying and goes on to cite the psychological costs of war such as post-traumatic stress disorder (PTSD) and suicides among military personnel. He says exposure to the consequences of war was personally traumatic to the surgical team in Camp Bastion. The author concludes with an overview of the coping mechanisms used by the field hospital's medical staff in an attempt to protect themselves from psychological anguish, namely: “avoidance coping” and “escape coping.”

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Parlov, Iva. « Coastal State Jurisdiction over Ships in Need of Assistance and Maritime Casualties in Maritime Zones beyond Marine Areas under Territorial Sovereignty ». Dans Coastal State Jurisdiction over Ships in Need of Assistance, Maritime Casualties and Shipwrecks, 130–81. Brill | Nijhoff, 2022. http://dx.doi.org/10.1163/9789004515079_007.

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Colby, Jason M. « Supply and Demand ». Dans Orca. Oxford University Press, 2018. http://dx.doi.org/10.1093/oso/9780190673093.003.0014.

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In the summer of 1968, Richard O’Feldman must have wondered how he came to be playing the flute on the back of a killer whale. The curly-haired twenty-eight-year-old was no stranger to marine mammals. Growing up on Miami Beach in the 1940s, he had often seen bottlenose dolphins. “Back in those days, Biscayne Bay was teeming with them,” he recalled, and his mother told him tales of dolphins rescuing downed pilots. Thirsting for adventure, fifteen-year-old O’Feldman lied about his age to join the National Guard and later enlisted in the navy. Over the next five years, he rode a US destroyer around the world, hearing his first dolphin calls in the ship’s sonar room and training to become a navy diver. Not yet twenty-one when he left the service, he dabbled in treasure hunting off the Florida coast before finding work at the Miami Seaquarium. His first day on the job, O’Feldman joined the marine park’s collection crew on an expedition to capture dolphins in Biscayne Bay. “In those days, you didn’t need a permit,” he explained. “You could do whatever you wanted.” As a diver, his task was to search for entangled dolphins while keeping the net clear of coral snags. The collection method made casualties inevitable. “I would find dolphins wrapped up dead,” he admitted. “We killed a lot.” By 1962, O’Feldman had helped capture more than a hundred bottlenose dolphins. The Miami Seaquarium kept some for display, but it sold most to other marine parks. Among them were US buyers such as Marineland of the Pacific and Chicago’s Shedd Aquarium, as well as a growing number of European dolphinariums. “Places were just opening,” he noted, “and we were supplying them.” Among the eager customers was his former employer, the US Navy, which had just launched its Marine Mammal Program. O’Feldman saw nothing wrong with captivity—“never questioned it at all,” he told me. Never, that is, until he began working with the animals himself.

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de Rond, Mark. « Way to Start Your Day ». Dans Doctors at War. Cornell University Press, 2017. http://dx.doi.org/10.7591/cornell/9781501705489.003.0012.

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The author talks about the day's first casualties to arrive: three children and an adult. The children, who had stumbled on an explosive while playing outside, did not make it to the operating room and were prematurely brought to Camp Bastion's morgue. Other casualties were two badly burned Afghans—the first registered at 53 percent burns, the second at 48 percent. Anything over 35 percent is not normally considered survivable in Afghanistan, so such patients are immediately given palliative care. Both also perished. Around midday, a couple of U.S. marines with relatively minor injuries arrived by Pedro. The remainder of the day was quiet until a man with a hole in his head returned some 48 hours earlier than anticipated from a rendezvous with Kandahar's neurosurgeon. The next morning, the author woke up with no inkling that it was his last day in Camp Bastion.

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Actes de conférences sur le sujet "Marine casualties"

Isik, S., et S. Delautre. « Learning from Damages and Casualties – Contribution from Class ». Dans Learning from Marine Incidents 3. RINA, 2006. http://dx.doi.org/10.3940/rina.mi.2006.06.

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Zhang, Xiaohui, et Zhengjiang Liu. « Analysis of Multi-Dimensional Association Rule in Marine Casualties ». Dans First International Conference on Transportation Information and Safety (ICTIS). Reston, VA : American Society of Civil Engineers, 2011. http://dx.doi.org/10.1061/41177(415)340.

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Shih-Tzung Chen et Yu- Hsin Chou. « Examining Human Factors for marine casualties using HFACS - maritime accidents (HFACS-MA) ». Dans 2012 12th International Conference on ITS Telecommunications (ITST). IEEE, 2012. http://dx.doi.org/10.1109/itst.2012.6425205.

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Alvite Castro, J., et R. M. De la Campa Portela. « The Human Factor in the Investigation of Marine Casualties, Amendments to Manila STCW78 2010 ». Dans Human Factors in Ship Design and Operation. RINA, 2011. http://dx.doi.org/10.3940/rina.hf.2011.02.

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Rizzo, Cesare Mario, et Angelo Lo Nigro. « A Review of Ship Surveys Practices and of Marine Casualties Partly Due to Aging Effects ». Dans ASME 2008 27th International Conference on Offshore Mechanics and Arctic Engineering. ASMEDC, 2008. http://dx.doi.org/10.1115/omae2008-57847.

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The first part of this paper overviews the present international regulatory regime and the future expected developments of ship surveys, from the viewpoint of methods and criteria, identifying different degradation phenomena mainly related to aging of structures and hull equipment. The current onboard practice is recalled, both of mandatory surveys (including class surveys and particularly the new requirements introduced by the IACS Common Structural Rules) and of non mandatory industry-driven inspections. Then, reviews of few databases of marine casualties, available to authors, are presented aiming at assessing the role of aging effects in the marine accidents. Even if it should be admitted that available statistical samples are not always complete and accurate, the intent is to identify trends in the pattern of structural failures and to develop recommendations for improving the inspection regimes and procedures for condition assessment analyses by which to reduce the number and severity of such occurrences.

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Card, James C., Clifford C. Baker, Kevin P. McSweeney et Denise B. McCafferty. « Human Factors in Classification and Certification ». Dans SNAME Maritime Convention. SNAME, 2005. http://dx.doi.org/10.5957/smc-2005-d20.

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Since the 18th century, Classification Societies have served the public interest by promoting the security of life, property, and the natural environment. This has been accomplished primarily through the development and verification of standards for the design, construction, and maintenance of marine facilities, however, new insights gained over the past decade have motivated maritime safety organizations to better address the contribution of the human element to maritime casualties and accidents.

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Sankunny, Surendran, et Kannan Chandrabose. « Application of Composites for Ship Structural Parts ». Dans ASME 2010 29th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2010. http://dx.doi.org/10.1115/omae2010-21079.

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In the past, there were very serious casualties under the actions of extreme waves including loss of precious lives. There are cases like loss of M V Derbyshire (Faulkner, 2001) due to hatch cover failure in extreme weather conditions. Use of composite materials in marine fields as major or minor components off floating platforms is discussed in this paper. Application of composites on board ships reduces the self weight and lowers the position of vertical centre of gravity of the floating vessel. There are advantages in using composite structures in marine environment. A link-span fitted with a composite deck and the feasibilities of using composite for hatch covers of bulk carrier ship is described in this paper. In the case of bulk carriers, failure of hatch cover especially in the forward part of the vessel leads to flooding of the forward cargo compartment and occasionally results in fatal casualty. The foremost hatch cover and the next one within 25% length of the vessel.

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Chen, Tomer, et Rik F. van Hemmen. « Pushing Boundaries : Investigating the Golden Ray and Other vessel catastrophes ». Dans SNAME Maritime Convention. SNAME, 2022. http://dx.doi.org/10.5957/smc-2022-052.

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ROROs, at first glance, appear to be stability nightmares with their relatively high vertical center gravity, relatively low metacentric height, and imposing freeboard. Their non-uniform cargo also causes concern in loading due to uncertainty in weights estimates and stowage locations. The Golden Ray is an example of a vessel design that was pushed to the limits of what is capable for ROROs, only to fail due to the complex nature of simultaneously meeting the loading criteria and keeping the vessel upright in a dynamic operating environment. Historically, naval architects have attempted to push the boundaries of what vessels are capable of by increasing size, speed, or maneuverability (and more), to carry more cargo or reach their destination quicker. They use the same criteria and programs that have served them in earlier iterations of the design, and have frequently overlooked the unpredictability of the marine environment and the domino effect that changing a single vessel characteristic can have on the rest of the design. This paper will discuss the stability of the Golden Ray leading up to its capsize in Brunswick, Georgia, and discuss other similar casualties where the boundaries of design were pushed but the full extent of failures that a vessel could encounter in its lifetime were not explored. The aim of this paper is to offer naval architects, computer program designers, and vessel operators teaching moments from past failures in vessel design and to offer risk mitigation strategies throughout the design and build process.

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Nemeth, Christopher, Adam Amos-Binks, Gregory Rule, Dawn Laufersweiler, Natalie Keeney, Yuliya Pinevich et Vitaly Herasevich. « Real Time Battlefield Casualty Care Decision Support ». Dans 13th International Conference on Applied Human Factors and Ergonomics (AHFE 2022). AHFE International, 2022. http://dx.doi.org/10.54941/ahfe1002112.

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Tactical combat casualty care (TCCC) involves care for casualties in armed conflict from one’s own service (e.g., U.S. Marine Corps), other services (i.e., U.S. Army, Air Force,), allied forces, adversaries, and civilians. To minimize injury and preserve life, medics perform TCCC which includes casualty retrieval, stabilization and documentation, transport, triage, and treatment. In future scenarios, delays in evacuation are expected to require extended care including prolonged field care (PFC) over hours to days, increasing the potential for complications such as bloodstream infection (sepsis). Most medics have only simple equipment and essential medications and will need assistance at point of care to make decisions on how to treat more complex cases and perform procedures in an austere setting.We describe a project for the Defense Health Agency (DHA) over 3 years to develop and evaluate the Trauma Triage Treatment and Training Decision Support (4TDS), a real-time decision support system (DSS) to monitor casualty health. The operating 4TDS prototype uses the Samsung smart phone and tablet certified for use in the Department of Defense (DoD) Nett Warrior program. Connection to a simple VitalTag (Pacific Northwest National Laboratory, Richland, WA) vital signs monitor placed on a casualty at point of injury (PoI) will stream patient data including heart rate, respiration rate, peripheral oxygen saturation (SpO2), and diastolic and systolic blood pressure. Nurses, technicians, and physicians can use the tablet to display an expanded data set including lab values while providing care at a Battalion Aid Station (BAS) and Field Hospital (FH).4TDS includes a Machine Learning (ML) model to indicate shock probability, risk of internal hemorrhage, and probability of the need for a massive transfusion. The shock model was trained on Mayo Clinic Intensive Care Unit (ICU) patient data, then evaluated in a 6-month “silent test” comparing shock prediction with actual clinician diagnoses. The model only uses 6 vital signs, which is suited to battlefield care, while other published results include lab tests (e.g., lactate), and produces a Receiver Operator Characteristic Curve (ROC) of 0.83 for shock detection. The model only decreases by 0.05 90 minutes, identifying shock probability well before its onset. Medic reviews indicate a 30-minute advanced warning would be more than sufficient to initiate treatment.Medics who provide PFC may need to perform life-critical procedures such as shock management, cricothyroidotomy intubation, and transfusion that may not have been used for an extended period. 4TDS includes refresher training in how to perform such a procedure, as well as whether to perform the procedure. Usability assessments with healthcare providers from the Army, Navy, and Air Force at Joint Base San Antonio, TX have demonstrated 4TDS and its capabilities align with TCCC practice. This work is supported by the US Army Medical Research and Materiel Command under Contract No. W81XWH‐15‐9‐0001.

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