Maritime Safety

Safety prevention activities include developing commercial and recreational vessel standards, enforcing compliance with these standards. 

FIGURE 9-3. Current U.S. Coast Guard VTS Areas. Courtesy ofU.S. Coast Guard. 

Navigation and shipping regulations are published in Chapter I of Titles 33 and 46, Code of Federal Regulation (CFR). These regulations provide detailed guidance for the design and operation of inspected vessels, and establish minimal requirements for un-inspected vessels. 

Mishaps will occur despite the best prevention efforts. As the lead agency for maritime search and rescue (SAR) in U.S. waters, the Coast Guard coordinates the SAR efforts of sea and airborne Coast Guard units as well as those of other federal, state, and local responders. In addition, they also leverage the world s merchant fleet to rescue mariners in distress around the globe through the Automated Mutual-Assistance Vessel Rescue (AMVER) system. 

The mission and purpose of the Goast Guard s SAR Program is to prevent death or injury to persons and loss or damage to property in the marine environment. SAR functions and the hierarchy of response can be broken into two parts  

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With reduced sensor cost the range of appHcations now includes thermal vision (2,3) industrial processing, industrial security, poHce work (3), maritime safety, airline safety and vision enhancement for night driving and flying and weather sateUites. For these appHcations, the thermal sensor typically uses a broad spectral band to achieve highest sensitivity. 

Flame arresters meeting this specification also comply with the mini-mnm reqnirements of the International Maritime Organization (IMO), Maritime Safety Committee Circnlar No. 373 (MSC/Circ. 373/Rev. 1). This specification is not widely nsed in the US chemical indnstry (Pietrowski 2000). 

Parker AW, Hubinger L, Green S, Sargent L, Boyd R. A survey of the health, stress and fatigue of australian seafarers. Australian Maritime Safety Authority, Canberra, 1997. 

Dept, of Mechanical Engineering, Japan Maritime Safety Academy, 5-1, Wakaba-cho, Kure-shi, Hiroshima-ken,737 Japan. 

Talley, W.K. 2002. Maritime safety and accident analysis. In C.T. Grammenos (ed.). Handbook of maritime economics and business 426M42. London LLP. 

The formal decision about riser disconnection is made by the rig manager. The rig manager receives information from the stability leader the stabiUty leader is also second leader and maritime safety-leader on the rig. In addition, the on board drilling supervisor (from the operator company) knows, and is ejqtected to act in accordance with these criteria. 

Per Occupational Safety and Health Administration (OSHA) regulation 29 CFR 1910.269 (e) and the Maritime Safety Standard, any space, other than a confined space, that is enclosed by bulkheads and overhead that workers may find otherwise ordinary job hazards aggravated or intensified. These may include cargo holds, tanks, quarters, and machinery and boiler spaces. See also Confined Space. 

The IntematioDal Convention for the Safety of Life at Sea (SOLAS) is an international maritime safety treaty. The first version of the treaty was passed as a result of the Titanic disaster in 1912. SOLAS requires flag states to ensure that their ships comply with minimum safety standards in constraction, equipment, and operation. Many of the SOLAS requirements have been adopted into the laws of various nations. 

Chapter IX Management for the Safe Operation of Ships Chapter X Safety Measures for High-Speed Craft Chapter XI-1 Special Measures to Enhance Maritime Safety Chapter XI-2 Special Measures to Enhance Maritime Security Chapter XII Additional Safety Measures for Bulk Carriers... 

Some of the first maritime safety regulations, came about around 1255 in Venice, stated that a ship s draught could not be exceeded and must be verified by visual inspection. The Comitd Maritime International, established in Antwerp in 1897, codified the need for ongoing maritime regulations by bringing together numerous maritime law associations. 

These are followed by the analysis of the accident and the causes. At the end, the report is concluded by presenting the causal chain of events and the underlying factors in the accident, as well as some recommendations to improve maritime safety. The parts that are fully reviewed for this study are summaries, analyses, and the conclusions. However, for some of the reports, other parts are also browsed in order to better understand the accident and the sequence of the causal events. 

Friis-Hansen P, 2004. FSA and Risk Analysis. Maritime Safety Research in the Baltic Sea, Malmo. 

IMG. 2005. Report of the Maritime Safety Committee on Its Eightieth Session, MSC 801241Add. I, London... 

Knapp, S., 2007. The Econometrics of Maritime Safety. Erasmus University Rotterdam. 

National Maritime Safety Incident Reporting System, Maritime Administration, Washington, D.C. 

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