by Capt. Michalis Fragkias
Total safety in shipping means the prevention of all incidents and accidents of any kind.
In this article, we will talk about seafarer safety, ship safety, environmental safety, company safety, and overall maritime industry safety. This detailed instruction aims at an effective understanding of methods by which we will achieve holistic safety at sea.
It is generally accepted that ships, despite the significant technological advances that have been made, still travel in a very hostile environment and under a heavy demanding workload.
Let’s look at some data regarding shipping accidents:
EMSA annual overview of marine casualties and accidents 2021: 2,637 accidents reported.
PERIOD 2014 – 2021: 563 FATALITIES – 563 fatalities and 5,394 injuries.
Of these, 4,590 occurred because existing preventive safety measures were not implemented.
Let’s look at more recent data published on Safety4Sea:
Fatal accidents 2015 – 2024: 609 lives were lost in 416 shipping accidents.
In the period 2015 to 2024, there were 7,479 injuries resulting from 6,534 shipping accidents.
It is now accepted that the main root cause of these accidents and disasters is the inevitable human error.
Despite the large package of regulations and procedures, the corrective and preventive measures that the shipping industry has taken so far, and the relevant training that we have all received, human errors still occur and are responsible for almost 80% of maritime accidents.
Achieving total (holistic) safety procedures is paramount to protect the lives of crew members, safeguard the environment and ensure smooth operations. We need to delve into all aspects of maritime safety, including regulatory issues, risk assessment, emergency measures and best practices. practice in shipping.
What have we learned from the accidents we have suffered in the last 110 years (Titanic 1912), which apparently are not enough?
Even after the implementation of ISM Code In 1998, shipping had and still has a “Re – active” approach to dealing with maritime accidents and disasters.
After an accident, an investigation is conducted with the aim of finding the causes, taking corrective and preventive measures, and learning from what happened.
Traditionally, and especially after Titanic, safety management in shipping was based on the concept of the Safety Package. I, which focuses on the investigation and analysis of accidents to determine the underlying and other causes and implement preventive measures to prevent them from happening again.
After the Titanic hit an iceberg in 1912 and the loss of 1,500 people we have SOLAS. After the Torrey Canyon grounding in southwest England in 1967 MARPOL. After the Amoco Cadiz ran aground in the south of France in 1978, due to loss of steering, we have the dual steering gear system. After the Exxon Valdez grounding at Prince William Sound in Alaska and the huge ecological disaster the Oil Pollution
Act 1990 (OPA) 90), double hull on tankers! The Herald of Free Enterprise capsized almost inside the port of Zeebrugge, Belgium, where 193 people were lost, resulted in the ISM Code.
Undoubtedly Safety I, has contributed to improving safety in the maritime industry but as it turns out, it is not enough on its own. The constantly updated list of serious accidents comes to highlight the need to change our perception of safety and gradually move to SAFETY. II.
The SA FETY II focuses on prevention. On preventing accidents from happening, by promoting effective management and a safety culture… Based on what we have achieved so far, we aim not only to reduce accidents but, by promoting systematic management and a safety culture… TO ELIMINATE THEM COMPLETELY!
Safety II It is an approach that emphasizes daily operations, focusing on processes that had a good result, because they did, and all with the aim of improving safety. In Safety II, the transition from a “blame and punish” culture to one that promotes learning and continuous improvement is encouraged.
Safety II It focuses on understanding why things went well in daily operations, rather than just dealing with incidents and accidents.
Safety is adaptation: It is recognized that safety is not achieved only by strict compliance with regulations and procedures but also by the ability to adapt to changing conditions, unexpected events and uncertainties.
Safety II It embraces the idea that variability coexists in a complex system. It recognizes that deviations from the predicted provide important insights into how safety is achieved in practice.
In Safety II we see people as entities, as resources and not as risks. We value the knowledge, skills and adaptability of the personnel who manage the system. We encourage continuous updating and learning. We promote a culture where mistakes and near misses are misses) are opportunities to learn and improve the system.
Most accidents in shipping are caused by human error. If we examine it more deeply, we will see that the normally expected human error is completely different if we compare it to the error made by the seaman.
In recent years, the shipping industry has focused on the human factor, the so-called Human Factor. I’m not sure that Seaman Factor is adequately considered. There is a huge difference between those two, which I will not discuss here. I will only say this:
“There is no other human professional activity in which 20-25 people are required to implement hundreds of regulations, codes, systems, etc., and which in almost every port are inspected and checked for their implementation by Port State Control, Vetting inspectors, Class surveyors, Flag, auditors etc. And all these being away from home and their loved ones for a day, a week, a month, 6 months or maybe even more.”
The mistakes that seafarers make most often are the result of stressful work factors and conditions that contribute to an accident, the so-called: “Incompatible goals” or “Error enforcing conditions”. Errors, failures and deviations from existing safety procedures are often caused by ambiguous organizational practices.
In many cases, pressing requirements can be at odds with existing safety precautions.
Pressures related to the commercial operation of the ship can contribute to an accident (Titanic).
Many times, orders are given to ships to enter ports under bad weather conditions or Captains do not reduce speed in bad weather so as not to delay arrival in relation to the charter cancellation date.
Under the normal workload on ships, there is not enough time to complete all tasks. Most of the time officers and crew consciously deviate from what is required to complete all tasks or repairs on time. If the crew is not sufficient in relation to the size and type of ship, obviously the workload, fatigue and stress are very burdensome.
Recently, “Behavioral Based Safety Management” (BBS) procedures have been introduced in the shipping industry, which use positive instructions to change the individual’s incorrect behavior. The goal is to improve safety and ultimately reduce accidents.
The road to Safety II begins with the ability to positively deal with unexpected events or undesirable situations. More generally, the way to develop a safety culture is being reviewed.
A systematic approach to prevention must be adopted in which ways to improve safety are always explored, convincing employees that work processes are theirs and depend on them.
Human-centered excellence and total safety principles on ships cannot be achieved without a dedicated crew, with high professional standards, trained, experienced and with appropriate interpersonal skills, managed by an exceptional level of leadership.
In shipping, the behavior and attitude of seafarers and office staff are key elements of a positive culture that promotes an environment of safety and ethics. Carrying out operations safely and without accidents is based on the professionalism of the staff, which must consist of technical (hard) and non-technical (soft) human skills.
It is now widely recognized that the coexistence of interpersonal and professional skills contributes to improving behavioral culture and thus achieving excellent functionality. The assessment of human skills should be perceived as an opportunity aimed at improving the individual’s behavior.
When we read an accident investigation report, very often the cause has to do with behavior. Companies with high operational standards recognize that it is not what employees do that matters, but how they do what they are assigned to do.
All people perceive things: The point is to make sure that what we have perceived is enough to effectively manage an evolving situation.
People are used to taking risks. Every person is regularly exposed to risks. In an uncertain world, we have come to consider this natural. However, the difference in the human perception of exposure to risk is completely different from that experienced by a sailor, as has already been clarified.
There is a difference in how people perceive and decide. Experience does not always lead to good decisions. The key is to understand what constitutes a good decision and how to recognize when we have made a wrong one.
It is widely accepted that all people make mistakes. But the ability to bounce back and learn from them is important. People, and especially seafarers, bypass regulations to get the job done faster. Repeated deviation (complacency) from regulations is a major cause of accidents and should not be allowed by management.
People get tired and stressed: Fatigue creates stress and negative effects. Fatigue is caused by a heavy and demanding work environment, especially when satisfactory and quality rest is not provided.
People need to work together: Working together means we are part of a team with a common purpose. The challenge is to make sure we have the right people with the right professional and interpersonal skills.
To achieve total safety on ships and in the maritime industry, professional and individual behavior is very important. Seafarers work and live in a very dangerous environment. They are expected to be trained to very high standards, to be able to assess risks and to have preventive measures in place so that these risks do not result in an accident.
Total safety cannot be achieved without the development of a safety culture.
Safety culture means that SAFETY has a special place in the hearts and minds of everyone working in the company. In this process, each person must change their attitude and philosophy regarding the concept of safety.
Safety Culture is the shared ethical values, attitudes, beliefs and behaviors that employees have or can acquire and that shape an organization’s commitment to safety. It is the way or method by which safety is managed in the workplace. It goes beyond the simple application of regulations. It involves a continuous effort to identify, prevent and reduce risks. In the maritime industry where operations are complex and dangerous, the development of safety culture can lead to several advantages.
The formation of a high-level safety culture depends on leadership, operational management and effective training.
Several professional behaviors have an impact on the effectiveness of shipping operations. In conclusion, behaviors such as empathy, communication, conflict and problem solving, adaptability, stress and time management, leadership, cultural sensitivity and ethical behavior play a distinct role in the shipping industry.
Leadership has a key role in shaping safety culture in a shipping company. Leaders must demonstrate a clear commitment to safety, setting the example and setting the tone throughout the organization. By developing and maintaining high standards of safety and quality culture, good companies can satisfactorily implement multifaceted requirements.
This is achieved by selecting well-trained personnel and maintaining a very high percentage of officers and crew who have worked continuously for the same company for many years (crew retention). Additionally, they have systems and working conditions in place that help prevent errors and unsafe behaviors in the workplace.
Health and safety are of paramount importance and should be on the mind of every employee before and during work. In fact, it should be the first concern and become a way of life. Safety behavior can only be achieved if seniors officer lead by example and show that safety comes first.
Safety culture is the implementation of general and individual security measures without coercion. Simply because everyone is convinced that the main purpose of safety and prevention measures is to protect the health and life of the workforce.
The development of effective safety culture is a difficult process and can only succeed with a long-term strategy, which depends on the commitment of the leadership and the ethical values of the company.
A “no – blame” culture is very important for unhindered incident reporting. This process is an environment that exists in a company where employees are encouraged to report errors or near misses. misses without fear of reprimand or punishment. In a management system the no – blame process means that mistakes are learning opportunities to make future improvements and reduce the chances of similar mistakes.
In our efforts to reduce and ultimately eliminate accidents on ships, there are two tools that can be adopted and used very easily. “Take Five” and “Stop Work”.
The Take Five process should be introduced and implemented on every ship, during daily operations. This is a simple way of assessing risk (risk assessment) at the workplace.
The intention is to encourage crew members to continually assess relevant risks before starting a particular job. This includes not only the person doing the job, but also everyone in the nearby workplace.
The Take Five consists of the following five steps that employees must take before starting a task:
- Stop, step back and look
- Think through the task.
- Identify hazards
- Assess and control the hazards, communicate these to co-workers
- Do the job safely
In the work team, everyone without exception must think about prevention, constantly identifying hazards and unsafe conditions. Every employee must put their mind first and then their hands.
Stop Work Procedure:
In general, the “Stop Work”, process advocates that every worker has the right, at any time, to stop any work if they think there is a danger to themselves, people or the environment.
This assumes that giving workers the ability to intervene and interrupt work is expected to make them more engaged with safe practices. This procedure provides requirements and instructions for implementing the stop work, when and how the work will stop, warning, reporting and subsequent actions.
According to this procedure, it is the duty of every employee in the company to practice STOP WORK when danger is suspected. It must be applied to any unsafe act, behavior or omission by anyone involved in the work, which if allowed to continue could likely lead to an accident.
There should be no repercussions for employees who implemented STOP WORK, if it is proven that there was no reason to stop the work. Work interrupted by STOP WORK will not resume until all safety issues are cleared up to the satisfaction of the person who started it.
Any employee who is observed to be engaging in unsafe behavior should be asked why they were not following the procedures in place. We try to identify the reasons, explain the negative behavior, and make the necessary effort to win the battle with human nature. In most cases, the problem is not the employee but an inadequate management system.
We must understand that undesirable events occur due to system complexity, increasing safety regulations that are constantly being enriched to provide ways to identify unsafe actions and to recommend appropriate training.
At the beginning, it was mentioned that total safety aims to prevent all accidents of any nature. Implementing these measures, tailored to a company’s needs, will create a safer, more efficient and resilient organization. We must always remember that safety is an ongoing journey, and continuous improvement is the key to success.
Let’s share a dream. A dream or a vision where we will never again lose a seaman’s life because of an accident at sea. In this dream, the adopted by the shipping industry term, ALARP (As Low as Reasonably Practicable), as far as marine accidents are concerned, cannot be accepted.
In a long run, we should aim to eliminate injuries, accidents, incidents and the more important… not to lose any more lives at sea.
Τhis is possible to be achieved by strictly implementing TOTAL SAFETY procedures and the related defensive barriers and practices.
If we manage to implement the preventive measures, obstacles or barriers that we have put in place, the arrow in the Swiss graviera that represents DANGER will never find a path to the target, which is an ACCIDENT
To accomplish this dream, we need gifted people. We need exceptional leaders to follow their inspiration and commitment to achieve this unbelievable objective.
This is a SMART target. The only thing in question is the last letter: “T” … meaning “time-specific”. There is no “quick fix”. It will take time to communicate the right messages to the right people. High crew and shore retention rates certainly are a positive contributing factor. We must be patient but always focused and committed.
In shipping, we never know what is going unexpectedly to happen. But certainly, we are fully aware that no matter what we do, an accident is waiting to happen. Leaving out “Act of God” cases, if we believe in SAFETY TOTAL, be assured we will stop the arrow find its way to hit the accident target. Yes! Let’s materialize this dream! We can do it.
In almost all Safety Management Systems there are ZERO TOLERANCE standards concerning the use of drugs/alcohol and spills or pollution releases to the environment!
Let’s have one more! The most important!
ZERO TOLERANCE standards where injuries, accidents and loss of life at sea are concerned.
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PS: About 4 years ago I wrote on behalf of the BCA College an eBook entitled “TOTAL SAFETY IN SHIPPING”, several elements of which are contained in this article.
All 8 chapters of the e-book have been videotaped. The book and videos are available from the relevant BCA College platform!
