Enclosed spaces onboard ships continue pose dangers

....κάλλιο γαιδουρόδενε παρά γαιδουρογύρευε....
αν και πιστεύω ότι το πολύ μπλαμπλα δεν καλιτερεύει τα πράγματα.
Να δείτε με τι απάθεια τα πληρώματα προσέρχονται στο γυμνάσιο, άσε που η ημέρα των γυμνασίων είναι ημέρα διαπληκτισμών μεταξύ του πληρώματος και αξιωματικών... ο λόγος??? άγνωστος ακόμα.
Τολμήστε να χτυπήσετε τα αλαρμ, κατά τις 5 το πρωί, και να δω τι θα γράφετε στις παρατηρήσεις.... όολα καλά....  Περισσότερη εξάσκηση, περισσότερη συζήτηση επί τόπου, διότι ο κίνδυνος είναι ίδιος για όλους.

Ιn order to minimize  the threat to  caused by entering  enclosed spaces, the υκ Ρ&1 Club recommends ensuring that the Permit to Work checklist includes the following precautions as a minimum:  the multi-gas detector supplied with tubing long  enough to reach all areas of the space to be entered?

 Has the enclosed space been ventilated for at least 24 hours prior to entry?

 Has ventilation been stopped  at least 10 minutes prior to initial gas testing?

 Has an adequate risk assessment been undertaken and
a pre-work safety meeting been held involving all personnel?

 Is the Self-Contained Breathing Apparatus set, and a
qualified stand-by person designated to be at the entrance during entry, with adequate communication to the personnel inside the space?

Are all personnel to enter the space issued with a personal multi-gas alarm unit?

 Is there proper through ventilation continuous during entry?

 Is there an adequate atmosphere re-testing regime during the entry period?

 Have all personnel involved signed the Permit to Work? 

Fully automated vessel for offshore operations

..... we are in the era of usb and joysticks. So, seems that the lazy manager wants to operate his  boats from his desk inside his office. Soon or later  such crafts will be appeared, bcs technology cannot be stopped, the thing is technology to serve the well fair of the people.

If it is to built a stand by automated vessel, same will perform better with crew, then without....

article from Ship Management magazine

The UKs Automated Ships and Norway's Kongsberg Maritime haνe signed agreement to build the world's first unmanned and fully-automated νessel for offshore operations.

Ιn January 2017, Automated Ships wίll contract the Ήτδnn', which wίΙΙ
be designed and built Ιn Norway ίn cooperation with KONGSBERG.

Sea trials wίΙΙ take place Ια Norway's newly designated automated νessel
test bed ίn the Trondheim fjord and wίΙΙ be conducted under the auspices of DNV GL and the ΝΜΑ. Ητδnn is a light-duty, offshore utility
ship serνicing the offshore energy, scientific/hydrographic and offshore fish-farming industries. Its intended uses include but are not limited to:

Surνey, ROV and Αυν Launch & Recoνery, light intermodal cargo deliνery and deliνery to offshore installations, and open-water fish farm support.

The νessel can also be utilised as a standby νessel, able to proνide firefighting support to an offshore platform working ίn cooperation
with manned νessels.

MOVING TOWARDS SMART SHIPPING - is it necessary???

....if we let create stubit and unable seamen, surely the smart ships will be necessary.
Lately, big discussions take place for smart and or fully automated vessels. Ships are automated enough, and any further idea to minimize crew on board, is against  the reality. Ships need good, clever, hardworking seamen in order to perform the expected.

Sue Terpilowski, President of WISTA UK, said
that smart ships are ready to be carrying cargoes within
ten years but all in the logistics chain need to adapt in order to
make good use of the new technology and the huge amount of
data that will be available as a result.

Ship intelligence will be the driving force that will determine the future of the industry, the type of ships at sea and the competencies requirements of
tomorrow's seafarers.

Legislators, ship finance and service sectors will all need to make changes to cope with the advent of the smart ship and new skills will be required from operating companies.

Technology is being developed that can be adapted to shipping operations and over the next five γears that there will be machine to machine (Μ2Μ)
and the internet of things connectivity in logistics.

Ms TerpiloYvski predicts. Although the yessels will include a high
level of automation, Ms Terpilowski doesn't believe they will be without personnel onboard, although the smart ship will ρτονίοε a safer working environment.

The role of the seafarer may well be transferred ashore and the skills needed to operate  vessels safely and efficiently will change.

Also, huge amounts of data will be available from smart ships as well as more opportunities for women in the shipping industry. 

COMPETENCY SHOULD START AT HOME

...υπήρχε η άποψη ότι, επειδή δεν εύρισκαν δουλεια, μπάρκαραν στα βαπόρια, σε μια πολύ δύσκολη δουλειά, αλλά επιβίωναν. Λόγω ράτσας και θάλασσας που μας περιβάλει και πάνω από 3000 νησιά, η  θάλασσα ήταν κοντάμας και πολλών στο αίμα τους. Με πλοία χωρίς εργαλεία, έπρεπε να γίνεις αληθινός ναυτεργάτης και η ναυτική τέχνη να γίνει κτήμα σου, αλλιώς δεν επιβίωνες στα πλοία.

Πέρασε ο καιρός, εκμοντερνίσθηκαν τα πλοία, ναυτικοί λόγω ψεύτικου πλούτου δεν γινόντουσταν, προτιμούσαν επαγγέλματα της στεριάς, και αυτό που έμεινε, ήταν ο κατιμάς. Δεν αναφέρομαι τόσο στους αξιωματικούς, διότι το ύψος του μισθού ήταν ένα κίνητρο για να μείνει και να προσπαθεί να γίνει καλλίτερος στην εργασία του. Το πρόβλημα που υπήρχε και υπάρχει είναι με τα κατώτερα πληρώματα, όπου δεν έχουν περοθώρια να μάθουν ναυτική τέχνη σε ένα μοντέρνο καράβι, όπου η χειρονακτική εργασία έχει μειωθεί στο ελάχιστο. Αυτός ήταν και ο σκοπός των think tanks... αφού πλέον δεν χρειαζόμαστε καλούς ναυτικούς τότε γιατί να τους πληρώνουμε με υψηλούς μισθούς. Στράφηκαν σε άλλες εθνικότητες, παραδεκτά πιο συγκροτημένοι, αλλά μακραν της ναυτοσύνης του 'Ελληνα. Στα 10 τελαυταία χρόνια, βρήκα ένα μόνο ναύκληρο να παίζει στα δάκτυλα την ναυτική τέχνη, μου έλεγε ένας Πλοίαρχος, για τα κατώτερα πληρώματα... αν έχουμε ένα καλό στους πέντε, είμαστε καλά. Κάποτε ήταν το ανάποδο, αλλά και ο άναυτος δεν μπορούσε να κρατηθεί για πολύ στο πλοίο. Τα πάντα άλλαξαν, και πιστεύω ότι ο κόσμος δεν φταίει σε αυτό το θέμα. Ας όψονται οι πολιτικάντηδες και οι εφοπλίζοντες με τα παχιά λόγια. Δεν θα σταματήσω να λέω, ότι βάλτε από 2 ναυτικούς στα πλοία που δεν έχετε κανέναν, και η κατάσταση θα αλλάξει τόσο στην ποιότητα και ικανότητα των Ελλήνων ναυτικών αλλά και στην οικονομία του τόπου.  Όταν σκοτωνόντουσταν στα διάφορα δυστυχήματα για χάρη της σημαίας και των πλοίων ήταν καλά, για μερικά ψωροχιλιάρικα έχετε αφήσει τους Έλληνες ναυτεργάτες στην αναμονή.  Όλα μαζί τα ανωτέρω είναι απάντηση στο παρακάτω κείμενο που θέλει την εκπαίδευση να αρχίζει από πολύ νωρίς.... Μου θυμίζει τους υποψήφιους  οδηγούς που διαβάζουν συνέχεια για να πάρουν το δίπλωμα, αλλά μετά δεν γνωρίζουν τι είναι το μπουζί. Τέτοιυς ναυτικούς δεν μπορούμε να έχουμε. Η Εργασία και η σφυρηλάτιση στο πλοίο παράγουν και παρείξαν το περίφημα Ελληνικό θαύμα της Ελληνικής ναυτιλίας. Μην το λησμονείτε......


Ship Management Int'l

Τhe danger of sticking rigidly to a plan of action of a viewpoint is you sometimes fail to consider the options of consequences of your  actions. When this relates to crew competence₎ the responses are interesting.

What do Ι mean by this?
Well we all know about the concerns over crew competence₎ even to the extent  that as one leading third party ship manager proclaimed at the recent International
5hipowning and 5hipmanagement 5ummit ίη 5ingapore₎ 'as 10ng as we have three
competent seafarers onboard a ship at any one time vve should be a1right~ 50 managers
and owners know about the problem but feel they have it covered₎ just.

Ίhe insurers however are not so sure. Ίhey believe the drop-off in serious accidents
is not as a consequence of good seamansl1ip but because as ships are in lay up or are
slow steaming  there is less chance for the crew to mess up. So to speak. Ίhe argument
for more connectivity between ship and shore is another case in point because solace is
being sought from the fact the ship is falling less under the control of over-\worked and
less-competent seafarers in favour of  better trained₎ more motivated shore-based staff

As an insurance industry expert  told me recently, when you get heavily demotivated
crews you get more human error and with that more attritional accidents. And , with

the crew being the charge of the third party managers₎ many in the insurance sector

are starting to 1ook more accusingly at the managers₎ asking such questions as who is
actually managing them when it comes to crew selection training and motivation.

Ίhat may be the case but if owners are going to rely οη third party managers to be
the recruiters they need to invest more of their own time and money into supporting
this. Ι heard two speeches this month where it was said  increased training budgets are
taking a back seat ίη these hard times. Well decisions need to be made but they need to
be the right ones and if we are to invest ίη this industry for the next 20 years₎ τnow is the
time to put our money where our mouth is and start retaining the ήght people.