Pub Date : 2020-03-15DOI: 10.1080/18366503.2020.1738639
Phan Van Hung
ABSTRACT Oil spill response measure that most maritime countries have developed and implemented is the mechanical recovery system because of its benefits. Several countries have developed a planning tool for estimating the potential of mechanical recovery systems. Vietnam is facing a high risk of oil spill, but lacking a quantitative method to ensure that facilities, regions and country maintain the levels of preparedness and adaptive response capabilities. This article will provide not only existing methodologies and its calculation formula but also propose formulas based on the present situation of mechanical recovery systems. Three typical mechanical recovery systems in Vietnam as samples to validate the new methodology, experimental results have shown that the recovery capacity decreases over time, especially the important of oil thickness and professional personnel. According to the new formula, enhancing the effective mechanical recovery systems is suggested for on-scene commanders.
{"title":"Oil spill response planning tool for estimating the recovery capability of mechanical skimming systems potential","authors":"Phan Van Hung","doi":"10.1080/18366503.2020.1738639","DOIUrl":"https://doi.org/10.1080/18366503.2020.1738639","url":null,"abstract":"ABSTRACT Oil spill response measure that most maritime countries have developed and implemented is the mechanical recovery system because of its benefits. Several countries have developed a planning tool for estimating the potential of mechanical recovery systems. Vietnam is facing a high risk of oil spill, but lacking a quantitative method to ensure that facilities, regions and country maintain the levels of preparedness and adaptive response capabilities. This article will provide not only existing methodologies and its calculation formula but also propose formulas based on the present situation of mechanical recovery systems. Three typical mechanical recovery systems in Vietnam as samples to validate the new methodology, experimental results have shown that the recovery capacity decreases over time, especially the important of oil thickness and professional personnel. According to the new formula, enhancing the effective mechanical recovery systems is suggested for on-scene commanders.","PeriodicalId":37179,"journal":{"name":"Australian Journal of Maritime and Ocean Affairs","volume":"54 1","pages":"53 - 60"},"PeriodicalIF":0.0,"publicationDate":"2020-03-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"84963894","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-01-02DOI: 10.1080/18366503.2020.1726260
James MacHaffie
ABSTRACT China’s naval modernisation program has been seen as China’s path toward a blue water naval capacity designed to challenge American global hegemony. While China does reap the benefits of maritime trade, especially along its eastern seaboard, it is also through that eastern seaboard that China is vulnerable to invasion and encirclement. To prevent this encirclement China has built up its navy, including its anti-access and area denial capabilities, as well as adding two aircraft carriers to its surface fleet. The PLAN’s modernisation effort, therefore, is defensive in nature, and not an attempt by China to build a blue water naval capacity to challenge directly the United States, or its allies.
{"title":"The geopolitical Roots of China’s naval modernisation","authors":"James MacHaffie","doi":"10.1080/18366503.2020.1726260","DOIUrl":"https://doi.org/10.1080/18366503.2020.1726260","url":null,"abstract":"ABSTRACT China’s naval modernisation program has been seen as China’s path toward a blue water naval capacity designed to challenge American global hegemony. While China does reap the benefits of maritime trade, especially along its eastern seaboard, it is also through that eastern seaboard that China is vulnerable to invasion and encirclement. To prevent this encirclement China has built up its navy, including its anti-access and area denial capabilities, as well as adding two aircraft carriers to its surface fleet. The PLAN’s modernisation effort, therefore, is defensive in nature, and not an attempt by China to build a blue water naval capacity to challenge directly the United States, or its allies.","PeriodicalId":37179,"journal":{"name":"Australian Journal of Maritime and Ocean Affairs","volume":"340 1","pages":"1 - 15"},"PeriodicalIF":0.0,"publicationDate":"2020-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79741398","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-01-02DOI: 10.1080/18366503.2020.1726261
B. Haas
ABSTRACT The tuna fishery in the Western and Central Pacific ranks among the most valuable fisheries in the world and is an important source of income and livelihood in this region. This fishery is managed by the Western and Central Pacific Fisheries Commission (WCPFC), which has the important task to promote sustainable fisheries practices in this area. The sustainable use of marine resources is the objective of one of the 17 United Nations Sustainable Development Goals (SDGs), a global initiative which seeks to achieve a sustainable future. This commentary focuses on the 16th regular session of the Commission of the WCPFC, which convened in December 2019 and aims to link topics which were discussed at this meeting with the objectives of the SDGs.
{"title":"Tuna management in action: assessing the contribution of the WCPFC to the SDGs","authors":"B. Haas","doi":"10.1080/18366503.2020.1726261","DOIUrl":"https://doi.org/10.1080/18366503.2020.1726261","url":null,"abstract":"ABSTRACT The tuna fishery in the Western and Central Pacific ranks among the most valuable fisheries in the world and is an important source of income and livelihood in this region. This fishery is managed by the Western and Central Pacific Fisheries Commission (WCPFC), which has the important task to promote sustainable fisheries practices in this area. The sustainable use of marine resources is the objective of one of the 17 United Nations Sustainable Development Goals (SDGs), a global initiative which seeks to achieve a sustainable future. This commentary focuses on the 16th regular session of the Commission of the WCPFC, which convened in December 2019 and aims to link topics which were discussed at this meeting with the objectives of the SDGs.","PeriodicalId":37179,"journal":{"name":"Australian Journal of Maritime and Ocean Affairs","volume":"276 1","pages":"42 - 47"},"PeriodicalIF":0.0,"publicationDate":"2020-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80044517","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-01-02DOI: 10.1080/18366503.2020.1737772
M. Haward
The Antarctic is a place of superlatives; the highest, windiest, driest continent. A place of peace and science, a scientific laboratory and increasingly an observatory for assessing the impacts of...
{"title":"Anthropocene Antarctica: perspectives from the humanities, law and social sciences","authors":"M. Haward","doi":"10.1080/18366503.2020.1737772","DOIUrl":"https://doi.org/10.1080/18366503.2020.1737772","url":null,"abstract":"The Antarctic is a place of superlatives; the highest, windiest, driest continent. A place of peace and science, a scientific laboratory and increasingly an observatory for assessing the impacts of...","PeriodicalId":37179,"journal":{"name":"Australian Journal of Maritime and Ocean Affairs","volume":"177 1","pages":"51 - 52"},"PeriodicalIF":0.0,"publicationDate":"2020-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"76759138","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2020-01-02DOI: 10.1080/18366503.2020.1736242
L. Caesar, Stephen Cahoon, Jiangang Fei
ABSTRACT Research on seafarer employment has increased over the last two decades; with two-thirds of studies focused on the dynamics of the global shortage of ship officers. The 2015 Global Manpower Update predicts a worldwide shortage of 147, 500 ship officers. Shipping industry employers are struggling to retain new generation ship officers beyond 10 years onboard their vessels. This challenge is severe in developed maritime nations such as Australia. Understanding the complexity of the retention issues (and how they impact ship officer shortage) from the perspective of Australian shipping industry employers is the focus on this paper. A semi-structured phone interview of 20 senior managers of shipping industry employers in Australia was done. The results highlight complex retention issues, a lack of adequate training and lapses in industry regulations as the reasons for the shortage of ship officers. It was also found that Australian shipping industry employers mostly rely on high salaries, recreational facilities and good working conditions as strategies to retain ship officers. The paper contributes to a reflective understanding of practical steps Australian shipping industry employers must take to improve ship officer retention; and further points to the need for a more responsible approach to the employment of seafarers.
{"title":"Understanding the complexity of retention among seafarers: a perspective of Australian employers","authors":"L. Caesar, Stephen Cahoon, Jiangang Fei","doi":"10.1080/18366503.2020.1736242","DOIUrl":"https://doi.org/10.1080/18366503.2020.1736242","url":null,"abstract":"ABSTRACT Research on seafarer employment has increased over the last two decades; with two-thirds of studies focused on the dynamics of the global shortage of ship officers. The 2015 Global Manpower Update predicts a worldwide shortage of 147, 500 ship officers. Shipping industry employers are struggling to retain new generation ship officers beyond 10 years onboard their vessels. This challenge is severe in developed maritime nations such as Australia. Understanding the complexity of the retention issues (and how they impact ship officer shortage) from the perspective of Australian shipping industry employers is the focus on this paper. A semi-structured phone interview of 20 senior managers of shipping industry employers in Australia was done. The results highlight complex retention issues, a lack of adequate training and lapses in industry regulations as the reasons for the shortage of ship officers. It was also found that Australian shipping industry employers mostly rely on high salaries, recreational facilities and good working conditions as strategies to retain ship officers. The paper contributes to a reflective understanding of practical steps Australian shipping industry employers must take to improve ship officer retention; and further points to the need for a more responsible approach to the employment of seafarers.","PeriodicalId":37179,"journal":{"name":"Australian Journal of Maritime and Ocean Affairs","volume":"139 1","pages":"16 - 41"},"PeriodicalIF":0.0,"publicationDate":"2020-01-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"83524109","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-10-02DOI: 10.1080/18366503.2019.1686105
N. Yilmaz
ABSTRACT In this study, trend analysis of the sea level observations was made by using data from Sinop and Antalya tide gauge stations in Turkey. The aforementioned data were downloaded as free from the General Command of Mapping website by using the web portal of Turkish National Sea Level. Hourly data gathered between 17th November 1998 and 15th January 2018 from Antalya tide gauge station were used. Data with 15-minute intervals between 18th June 2005 and 25th October 2016 were used in Sinop tide gauge station. Sea level data provided by the portal of Turkish National Sea Level were gathered using local datum of the stations. Trend analysis of the sea level observations was made by assessing the downloaded data using SPSS 16.0 package software. In determination of trend presence, simple linear regression analysis was used in addition to nonparametric tests Kendall's tau-b and Spearman's Rho.
{"title":"Trend analysis of sea level changes using IBM SPSS software","authors":"N. Yilmaz","doi":"10.1080/18366503.2019.1686105","DOIUrl":"https://doi.org/10.1080/18366503.2019.1686105","url":null,"abstract":"ABSTRACT In this study, trend analysis of the sea level observations was made by using data from Sinop and Antalya tide gauge stations in Turkey. The aforementioned data were downloaded as free from the General Command of Mapping website by using the web portal of Turkish National Sea Level. Hourly data gathered between 17th November 1998 and 15th January 2018 from Antalya tide gauge station were used. Data with 15-minute intervals between 18th June 2005 and 25th October 2016 were used in Sinop tide gauge station. Sea level data provided by the portal of Turkish National Sea Level were gathered using local datum of the stations. Trend analysis of the sea level observations was made by assessing the downloaded data using SPSS 16.0 package software. In determination of trend presence, simple linear regression analysis was used in addition to nonparametric tests Kendall's tau-b and Spearman's Rho.","PeriodicalId":37179,"journal":{"name":"Australian Journal of Maritime and Ocean Affairs","volume":"14 1","pages":"201 - 217"},"PeriodicalIF":0.0,"publicationDate":"2019-10-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85565482","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-10-02DOI: 10.1080/18366503.2019.1686196
Peter J. Martin
ABSTRACT In this Maritime Century, the notion of ‘sea blindness' is an interesting development. There is a perception that Australia has long experienced a ‘sea blindness', where the sense of the sea and surroundings is not generally apparent in Australians [Jones, J. 2013. A Maritime School of Strategic Thought for Australia, vol. 1, Sea Power Centre. Canberra: ACT]. However, reference to ‘sea blindness' is not restricted to Australia's circumstance alone. Britain's ‘dangerously weak Royal Navy' [Beazley, Kim C. 1989. The Development of Australian Maritime Strategy, Selected Speeches 1985-1989 by the Hon Kim C Beazley, MP, Minister for Defence. Canberra: Directorate of Departmental Publications] and reliance on sea traffic elicited the phrase in 2009 when Britain's policy-makers were branded as suffering ‘sea blindness' an accusation substantiated in relation to the need for security, vulnerability to interruption of supply, and a weakened naval force structure. A nationwide survey of Seafarers UK in 2011, suggested that the British public had an alarming ignorance of the island's dependence on the sea and that ‘sea blindness' was a ‘huge problem' [Harvey, N. 2011. “Finding a Cure for Sea Blindness.” The Maritime Foundation. Accessed January 16, 2019. https://www.maritimefoundation.uk/2011/finding-a-cure-forsea-blindness]. Yet in 2017 a further opinion poll conducted by the UK Chamber of shipping confirmed that ‘seablindness is a myth' [Roberts, J. 2017. “Opinion Poll Confirms ‘Seablindness' is a Myth, UK Chamber of Shipping.” Accessed January 16, 2019. https://www.ukchamberofshipping.com/latest/opinion-poll-confirmsseablindness-myth]. Does ‘sea blindness' exist in the Australian circumstance? An intimate appreciation of the Australian LNG trade could provide a publicly visible appreciation of Australia’s strategic maritime circumstance in relation to other sovereign interests.
在这个海洋世纪，“海盲”的概念是一个有趣的发展。有一种观点认为，澳大利亚长期以来经历了“海盲”，澳大利亚人对海洋和周围环境的感知通常不明显[Jones, J. 2013]。澳大利亚海上战略思想学院，第一卷，海权中心。堪培拉:行动]。然而，提到“海盲”并不仅仅局限于澳大利亚的情况。英国“脆弱到危险的皇家海军”[Beazley, Kim C. 1989]。澳大利亚海洋战略的发展，1985-1989年演讲选集，国防部长，下院议员Kim C . Beazley。对海上交通的依赖在2009年引发了这样的说法，当时英国的政策制定者被打上了“海上失明”的标签，这一指控与安全需求、供应中断的脆弱性和海军力量结构削弱有关。2011年英国海员协会(Seafarers UK)的一项全国性调查显示，英国公众对该岛对海洋的依赖有着惊人的无知，“海盲”是一个“巨大的问题”[Harvey, N. 2011]。"寻找治疗海盲的方法"海事基金会。于2019年1月16日发布。https://www.maritimefoundation.uk/2011/finding-a-cure-forsea-blindness]。然而，2017年，英国航运协会进行的进一步民意调查证实，“海盲症是一个神话”[Roberts, J. 2017]。“民意调查证实‘海盲症’是一个神话，英国航运协会。”于2019年1月16日发布。https://www.ukchamberofshipping.com/latest/opinion-poll-confirmsseablindness-myth]。“海盲”在澳大利亚存在吗?对澳大利亚液化天然气贸易的密切了解，可以让公众看到澳大利亚与其他主权利益相关的战略海洋环境。
{"title":"The strategic implications of ‘sea blindness’ in the Australian LNG trade dynamic","authors":"Peter J. Martin","doi":"10.1080/18366503.2019.1686196","DOIUrl":"https://doi.org/10.1080/18366503.2019.1686196","url":null,"abstract":"ABSTRACT In this Maritime Century, the notion of ‘sea blindness' is an interesting development. There is a perception that Australia has long experienced a ‘sea blindness', where the sense of the sea and surroundings is not generally apparent in Australians [Jones, J. 2013. A Maritime School of Strategic Thought for Australia, vol. 1, Sea Power Centre. Canberra: ACT]. However, reference to ‘sea blindness' is not restricted to Australia's circumstance alone. Britain's ‘dangerously weak Royal Navy' [Beazley, Kim C. 1989. The Development of Australian Maritime Strategy, Selected Speeches 1985-1989 by the Hon Kim C Beazley, MP, Minister for Defence. Canberra: Directorate of Departmental Publications] and reliance on sea traffic elicited the phrase in 2009 when Britain's policy-makers were branded as suffering ‘sea blindness' an accusation substantiated in relation to the need for security, vulnerability to interruption of supply, and a weakened naval force structure. A nationwide survey of Seafarers UK in 2011, suggested that the British public had an alarming ignorance of the island's dependence on the sea and that ‘sea blindness' was a ‘huge problem' [Harvey, N. 2011. “Finding a Cure for Sea Blindness.” The Maritime Foundation. Accessed January 16, 2019. https://www.maritimefoundation.uk/2011/finding-a-cure-forsea-blindness]. Yet in 2017 a further opinion poll conducted by the UK Chamber of shipping confirmed that ‘seablindness is a myth' [Roberts, J. 2017. “Opinion Poll Confirms ‘Seablindness' is a Myth, UK Chamber of Shipping.” Accessed January 16, 2019. https://www.ukchamberofshipping.com/latest/opinion-poll-confirmsseablindness-myth]. Does ‘sea blindness' exist in the Australian circumstance? An intimate appreciation of the Australian LNG trade could provide a publicly visible appreciation of Australia’s strategic maritime circumstance in relation to other sovereign interests.","PeriodicalId":37179,"journal":{"name":"Australian Journal of Maritime and Ocean Affairs","volume":"1 1","pages":"218 - 229"},"PeriodicalIF":0.0,"publicationDate":"2019-10-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"88792973","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-10-02DOI: 10.1080/18366503.2019.1687176
Dmitry Turitsyn
ABSTRACT In the article researched the law-enforcement practice of the Russian courts of Arbitration jurisdiction. The author analyses the current regulatory acts governing the marine insurance, as well as judicial decisions and resolutions of Russian courts on insurance claims payable due to the payment of losses as a result of the destruction of ship with the participation of foreign individuals and legal entities. The author concludes that judges often side with policyholders. Thus, compliance with the norms of the Russian trade and procedural law allows foreign persons to protect their assets, as well as to receive decent protection of its rights in Russian courts.
{"title":"Disputes on the issues of insurance of ships with participation as a party a legal entity of a foreign state: from the practice of Russian courts","authors":"Dmitry Turitsyn","doi":"10.1080/18366503.2019.1687176","DOIUrl":"https://doi.org/10.1080/18366503.2019.1687176","url":null,"abstract":"ABSTRACT In the article researched the law-enforcement practice of the Russian courts of Arbitration jurisdiction. The author analyses the current regulatory acts governing the marine insurance, as well as judicial decisions and resolutions of Russian courts on insurance claims payable due to the payment of losses as a result of the destruction of ship with the participation of foreign individuals and legal entities. The author concludes that judges often side with policyholders. Thus, compliance with the norms of the Russian trade and procedural law allows foreign persons to protect their assets, as well as to receive decent protection of its rights in Russian courts.","PeriodicalId":37179,"journal":{"name":"Australian Journal of Maritime and Ocean Affairs","volume":"48 1","pages":"230 - 239"},"PeriodicalIF":0.0,"publicationDate":"2019-10-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81152276","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-07-03DOI: 10.1080/18366503.2019.1653740
H. Matley
ABSTRACT Submarine cables are vital to the global economy and the national security of States. While their importance and role in transmitting most of the world's data and communications is increasingly being recognised by States, the legal regime governing submarine cables is often characterised as a neglected area of the law the sea. The security implications arising from an intentional attack on international submarine cables cannot be underestimated. Despite the significant security risks and vulnerabilities, the legal regime governing submarine cables is limited and there are a number of crucial gaps in the regulation of submarine cables. This article examines the existing legal options available to States to close the ‘security gap’ using the Australian experience as a case study. A number of respected commentators in this area have argued that the best way to close the security gap in the regulation of submarine cables would be to develop a new counter–terrorism convention to criminalise the intentional damage of international submarine cables. This article reflects on whether additional legal options are necessary or available to effectively close these gaps given the institutional, legal and political context surrounding the ‘orphan’ of international law: submarine cables.
{"title":"Closing the gaps in the regulation of submarine cables: lessons from the Australian experience*","authors":"H. Matley","doi":"10.1080/18366503.2019.1653740","DOIUrl":"https://doi.org/10.1080/18366503.2019.1653740","url":null,"abstract":"ABSTRACT Submarine cables are vital to the global economy and the national security of States. While their importance and role in transmitting most of the world's data and communications is increasingly being recognised by States, the legal regime governing submarine cables is often characterised as a neglected area of the law the sea. The security implications arising from an intentional attack on international submarine cables cannot be underestimated. Despite the significant security risks and vulnerabilities, the legal regime governing submarine cables is limited and there are a number of crucial gaps in the regulation of submarine cables. This article examines the existing legal options available to States to close the ‘security gap’ using the Australian experience as a case study. A number of respected commentators in this area have argued that the best way to close the security gap in the regulation of submarine cables would be to develop a new counter–terrorism convention to criminalise the intentional damage of international submarine cables. This article reflects on whether additional legal options are necessary or available to effectively close these gaps given the institutional, legal and political context surrounding the ‘orphan’ of international law: submarine cables.","PeriodicalId":37179,"journal":{"name":"Australian Journal of Maritime and Ocean Affairs","volume":"130 5 1","pages":"165 - 184"},"PeriodicalIF":0.0,"publicationDate":"2019-07-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79609854","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2019-07-03DOI: 10.1080/18366503.2019.1658277
Samrat Ghosh, Waldemar Daszuta
ABSTRACT Past analysis of marine accident investigations has revealed that inadequate risk assessment conducted on board ships lead to maritime accidents. The International Management Code for the Safe Operation of Ships and for Pollution Prevention (ISM Code) provided an international standard for the safe operation of ships with risk assessment as one of the principal precepts of the Code. However, effective implementation of the process of risk management cannot be achieved without the active involvement of competent seafarers on board ships. This paper reviewed a compilation of empirical research publications regarding ship safety to infer the possible reasons for the failure of risk assessment by focusing on areas (training and competence, procedural approach, process verification, culture and organisation) that affect seafarer practices. The findings highlighted the challenges faced by the maritime industry that warrant attention at the organisational level. The challenges were classified as: Lack of adequate training and competency in non-technical skills; Failure of a procedural approach to risk management; Risk perceptions, attitudes, and cultural/organisational factors; and Process verification: lack of ownership and identification of safety objectives.
{"title":"Failure of risk assessment on ships: factors affecting seafarer practices","authors":"Samrat Ghosh, Waldemar Daszuta","doi":"10.1080/18366503.2019.1658277","DOIUrl":"https://doi.org/10.1080/18366503.2019.1658277","url":null,"abstract":"ABSTRACT Past analysis of marine accident investigations has revealed that inadequate risk assessment conducted on board ships lead to maritime accidents. The International Management Code for the Safe Operation of Ships and for Pollution Prevention (ISM Code) provided an international standard for the safe operation of ships with risk assessment as one of the principal precepts of the Code. However, effective implementation of the process of risk management cannot be achieved without the active involvement of competent seafarers on board ships. This paper reviewed a compilation of empirical research publications regarding ship safety to infer the possible reasons for the failure of risk assessment by focusing on areas (training and competence, procedural approach, process verification, culture and organisation) that affect seafarer practices. The findings highlighted the challenges faced by the maritime industry that warrant attention at the organisational level. The challenges were classified as: Lack of adequate training and competency in non-technical skills; Failure of a procedural approach to risk management; Risk perceptions, attitudes, and cultural/organisational factors; and Process verification: lack of ownership and identification of safety objectives.","PeriodicalId":37179,"journal":{"name":"Australian Journal of Maritime and Ocean Affairs","volume":"2 1","pages":"185 - 198"},"PeriodicalIF":0.0,"publicationDate":"2019-07-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79260757","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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