This document discusses domestic ferry safety, particularly in the developing world. It notes that while international ferry safety has improved, domestic ferry safety in parts of the developing world remains poor, with frequent accidents resulting in large loss of life. Reasons for this include lack of regulations, weak regulatory enforcement, unsafe vessels, overloading of passengers and cargo, and poor rescue responses during accidents. The document calls for greater efforts to improve domestic ferry safety standards and enforcement in the developing world in order to reduce accidents and save lives.
“Individually we are one drop. Together we are an ocean.”
- Ryunosuke Satoro
“The achievements of an organization are the results of the combined effort of each individual.”
- Vince Lombardi
“The strength of the team is each individual member. The strength of each member is the team.”
- Phil Jackson
Naval participation in counter-piracy operations around the Horn of Africa has been a success, but does this mean a long-term commitment from governments, or will a change in priorities mean that they leave before the situation is solved? IHS Jane's Defence Weekly Naval Editor Dr Lee Willett examines the issues.
A look into Domestic Ferry Safety, this document was presented at the Pacific Forum on Domestic Ferry Safety, Fiji, (2012) and SNAME, Halifax, Nova Scotia (2013).
“Individually we are one drop. Together we are an ocean.”
- Ryunosuke Satoro
“The achievements of an organization are the results of the combined effort of each individual.”
- Vince Lombardi
“The strength of the team is each individual member. The strength of each member is the team.”
- Phil Jackson
Naval participation in counter-piracy operations around the Horn of Africa has been a success, but does this mean a long-term commitment from governments, or will a change in priorities mean that they leave before the situation is solved? IHS Jane's Defence Weekly Naval Editor Dr Lee Willett examines the issues.
A look into Domestic Ferry Safety, this document was presented at the Pacific Forum on Domestic Ferry Safety, Fiji, (2012) and SNAME, Halifax, Nova Scotia (2013).
How IUU fishing impacts small-scale fishers' livesSWAIMSProject
By Prof Stella Williams, Vice-President, Mundus Maris; and lead Researcher for the Nigerian Association of Fish Farmers and Aqua-culturists (NAFFA)
SWAIMS Webinar on Curbing Maritime Insecurity in the Niger Delta, 31st March 31, 2021
Leveraging the role of non-state actors in maritime securitySWAIMSProject
Presentation on 9th November 2021 by SWAIMS Key Expert on Private Sector and Civil Society at the 3rd Technical Rotating Group Meeting on Enhancing Maritime Security In the Gulf Of Guinea (8th–9th November 2021).
Held in Lagos, Nigeria, the meeting was jointly convened by the Kofi Annan International Peacekeeping Training Centre (Ghana), the Interregional Coordination Centre (based in Yaoundé, Cameroon) and the Nigerian Maritime Administration and Safety Agency (NIMASA).
The Takshashila Institution and the US Consulate, Chennai, hosted a roundtable conference on reviewing India’s coastal security architecture at The Hyatt MG Road, on 23 September 2016.
The slides provide an overview of the event, the key challenges faced by India in securing its coastline, views and recommendations by the discussants on ways to overcome them.
The National Transportation Safety Board (NTSB) issued a report identifying the risks associated with the shared use of America’s Marine Transportation System by recreational and commercial vessels. The growth of both commercial and recreational vessel traffic during the last several decades is a significant risk factor. The number of canoers, kayakers, and standup paddleboarders increased by nearly 22 percent between 2008 and 2014. The diversity of waterway users and their differences in experience, navigational knowledge, and boat-handling skills exacerbate the safety risk.
The NTSB concludes in its safety recommendation report “Shared Waterways: Safety of Recreational and Commercial Vessels in the Marine Transportation System” that all recreational vessel operators need to attain a minimum level of boating safety education to mitigate risk. In addition, the NTSB believes the U.S. Coast Guard should require recreational boaters on US navigable waterways to demonstrate completion of an instructional course meeting the National Association of State Boating Law Administrators or equivalent standards. “Just as operators of motor vehicles upon our nation’s roadways are required to demonstrate a standard of understanding of the rules of the road in order to make roadways safer for all vehicles, large and small, so too must operators of recreational vessels understand and practice the rules of the road upon our nation’s maritime transportation system to make waterways safer for all vessels, large and small,” said NTSB Chairman Christopher A. Hart.
The NTSB issued three safety recommendations to the US Coast Guard, one to the National Association of State Boating Law Administrators and one the National Water Safety Congress in the report. These recommendations address the need to identify and mitigate risks associated with shared waterways, and training and education for recreational vessel operators.
AFSEC 15 seeks to reassess the maritime security situation in the Gulf of Aden and the Bab al-Mandeb Strait. Using as a conceptual framework the 2009 Djibouti Code of Conduct concerning the Repression of Piracy and Armed Robbery against Ships in the Western Indian Ocean and the Gulf of Aden. The conference hopes to examine lessons learned over the past 5 years and develop strategies for future cooperation in the broad realm of maritime security, beyond simply that of piracy.
For more information, visit http://bit.ly/1B8OpRf
Maritime piracy a sustainable global solutionSanuraDeAlwis
A proposal for a sustainable global solution for a pressing social issue common in the world. By Paul R. Williams and Lowry Pressly from the Case Western Reserve University, School of Law
The maritime industry is one of the largest on the planet, and ensuring operations at sea continue safely takes determined effort. The implementation of maritime security takes both knowledge and vigilance, and is essential to enhance security enforcement without slowing down the timely flow of international commerce. Maritime security is a specialized field in the marine sector, and safety officers must employ best practices to defend their vessel against both internal and external threats. These threats come in various forms, and each requires a different strategy for a proper defense. Security risks are not always malicious, but maintaining vessel safety is a constant priority. Maritime security is a general term for the protection of vessels both internally and externally. The areas from which ships and maritime operations need protecting include terrorism, piracy, robbery, illegal trafficking of goods and people, illegal fishing and pollution.Through supervision, inspection and proactive procedures, the marine industry does its best to minimize threats to maritime security, both malicious and accidental. And as the industry evolves and the marine sector grows, vigilance, enforcement and training will have to keep up with technology and increased opportunity for threats.Since 9 11, there’s been an increased focus on protecting the marine sector from terrorism and other similar attacks, both in port and at sea. Several state and international organizations have formed to help set standards for bettering maritime security. Since the marine sector is so vast and the massive amount of goods entering the country is difficult to screen, every precaution possible to minimizing malicious exploitation is critical.Security is not only the job of vessel safety officers, but the job of the crew as a whole, which is why it’s so crucial for companies to educate and train their employees so their vessels have a better chance of stopping security threats. Dr. Manoj Kumar "Maritime Security" Published in International Journal of Trend in Scientific Research and Development (ijtsrd), ISSN: 2456-6470, Volume-6 | Issue-3 , April 2022, URL: https://www.ijtsrd.com/papers/ijtsrd49714.pdf Paper URL: https://www.ijtsrd.com/other-scientific-research-area/other/49714/maritime-security/dr-manoj-kumar
Respond with 250 wordsThe enactment of the Maritime Transportatmickietanger
Respond with 250 words:
The enactment of the Maritime Transportation Security Act (MTSA) and the Security and Accountability For Every Port Act (SAFE Port Act) changed the United States maritime industry. Port facilities and shipping companies were tasked to conduct security assessments and develop comprehensive security plans. Protecting American ports are a priority as they provide economic stability and growth to not only the United States, but the world. The safe movement of cargo is made possible through port facilities and operations, connecting the land with the sea.
There are hundreds of ports across the country serving all modes of maritime shipping, whether it’s containers, passengers, petroleum products, or dried goods. According to the United Nations Conference on Trade and Development, “most ports are characterized by a mixed ownership between private terminal operations and public port authorities” (2016, p. 63). Although there may be a variety of companies operating at a port, they are leasing the property or terminal, in which the port maintains ownership. Therefore, the port is responsible for creating and implementing a security plan, approved by the U.S. Coast Guard. This plan will identify access control, security, and response measures to a variety of threats, which could include chemical, biological, radiological, or nuclear weapons.
If a weapon of mass destruction (WMD) were to be used at a port, the results would be devastating; thousands of lives would be lost and damage and trade losses would cost billions. According to Nincic, “maritime attacks have tended to be fairly small in nature, consisting largely of bombings near port facilities” (2012, para. 2). Despite the fact that attacks have been “small”, it is quite important to note that they have occurred at port facilities, not on ships. With an increase in terrorist activities over the years, and the desire to cause physical and economic harm to the United States, a WMD attack must be taken seriously.
Emergency management plans, including the prevention, preparation, and response to a WMD attack must be detailed. The United States Department of Transportation (USDOT) recognizes “the opening of a domestic port or waterway after a natural or human caused disaster is a complex challenge with a wide range of variables and coordination needs” (2015, para. 1). Due to the power and nature of a WMD attack, it is most likely that areas outside port facilities will be affected, but this discussion will focus on the port area. The U.S. Coast Guard Captain of the Port would be responsible for implementing the Area Maritime Security Plan as required by the Security and Accountability For Every Port Act, which would aid in the recovery of the maritime transportation system.
Such safety and emergency management plans would include information on the type of traffic the port typically handles, whether it’s commercial, pleas ...
How IUU fishing impacts small-scale fishers' livesSWAIMSProject
By Prof Stella Williams, Vice-President, Mundus Maris; and lead Researcher for the Nigerian Association of Fish Farmers and Aqua-culturists (NAFFA)
SWAIMS Webinar on Curbing Maritime Insecurity in the Niger Delta, 31st March 31, 2021
Leveraging the role of non-state actors in maritime securitySWAIMSProject
Presentation on 9th November 2021 by SWAIMS Key Expert on Private Sector and Civil Society at the 3rd Technical Rotating Group Meeting on Enhancing Maritime Security In the Gulf Of Guinea (8th–9th November 2021).
Held in Lagos, Nigeria, the meeting was jointly convened by the Kofi Annan International Peacekeeping Training Centre (Ghana), the Interregional Coordination Centre (based in Yaoundé, Cameroon) and the Nigerian Maritime Administration and Safety Agency (NIMASA).
The Takshashila Institution and the US Consulate, Chennai, hosted a roundtable conference on reviewing India’s coastal security architecture at The Hyatt MG Road, on 23 September 2016.
The slides provide an overview of the event, the key challenges faced by India in securing its coastline, views and recommendations by the discussants on ways to overcome them.
The National Transportation Safety Board (NTSB) issued a report identifying the risks associated with the shared use of America’s Marine Transportation System by recreational and commercial vessels. The growth of both commercial and recreational vessel traffic during the last several decades is a significant risk factor. The number of canoers, kayakers, and standup paddleboarders increased by nearly 22 percent between 2008 and 2014. The diversity of waterway users and their differences in experience, navigational knowledge, and boat-handling skills exacerbate the safety risk.
The NTSB concludes in its safety recommendation report “Shared Waterways: Safety of Recreational and Commercial Vessels in the Marine Transportation System” that all recreational vessel operators need to attain a minimum level of boating safety education to mitigate risk. In addition, the NTSB believes the U.S. Coast Guard should require recreational boaters on US navigable waterways to demonstrate completion of an instructional course meeting the National Association of State Boating Law Administrators or equivalent standards. “Just as operators of motor vehicles upon our nation’s roadways are required to demonstrate a standard of understanding of the rules of the road in order to make roadways safer for all vehicles, large and small, so too must operators of recreational vessels understand and practice the rules of the road upon our nation’s maritime transportation system to make waterways safer for all vessels, large and small,” said NTSB Chairman Christopher A. Hart.
The NTSB issued three safety recommendations to the US Coast Guard, one to the National Association of State Boating Law Administrators and one the National Water Safety Congress in the report. These recommendations address the need to identify and mitigate risks associated with shared waterways, and training and education for recreational vessel operators.
AFSEC 15 seeks to reassess the maritime security situation in the Gulf of Aden and the Bab al-Mandeb Strait. Using as a conceptual framework the 2009 Djibouti Code of Conduct concerning the Repression of Piracy and Armed Robbery against Ships in the Western Indian Ocean and the Gulf of Aden. The conference hopes to examine lessons learned over the past 5 years and develop strategies for future cooperation in the broad realm of maritime security, beyond simply that of piracy.
For more information, visit http://bit.ly/1B8OpRf
Maritime piracy a sustainable global solutionSanuraDeAlwis
A proposal for a sustainable global solution for a pressing social issue common in the world. By Paul R. Williams and Lowry Pressly from the Case Western Reserve University, School of Law
The maritime industry is one of the largest on the planet, and ensuring operations at sea continue safely takes determined effort. The implementation of maritime security takes both knowledge and vigilance, and is essential to enhance security enforcement without slowing down the timely flow of international commerce. Maritime security is a specialized field in the marine sector, and safety officers must employ best practices to defend their vessel against both internal and external threats. These threats come in various forms, and each requires a different strategy for a proper defense. Security risks are not always malicious, but maintaining vessel safety is a constant priority. Maritime security is a general term for the protection of vessels both internally and externally. The areas from which ships and maritime operations need protecting include terrorism, piracy, robbery, illegal trafficking of goods and people, illegal fishing and pollution.Through supervision, inspection and proactive procedures, the marine industry does its best to minimize threats to maritime security, both malicious and accidental. And as the industry evolves and the marine sector grows, vigilance, enforcement and training will have to keep up with technology and increased opportunity for threats.Since 9 11, there’s been an increased focus on protecting the marine sector from terrorism and other similar attacks, both in port and at sea. Several state and international organizations have formed to help set standards for bettering maritime security. Since the marine sector is so vast and the massive amount of goods entering the country is difficult to screen, every precaution possible to minimizing malicious exploitation is critical.Security is not only the job of vessel safety officers, but the job of the crew as a whole, which is why it’s so crucial for companies to educate and train their employees so their vessels have a better chance of stopping security threats. Dr. Manoj Kumar "Maritime Security" Published in International Journal of Trend in Scientific Research and Development (ijtsrd), ISSN: 2456-6470, Volume-6 | Issue-3 , April 2022, URL: https://www.ijtsrd.com/papers/ijtsrd49714.pdf Paper URL: https://www.ijtsrd.com/other-scientific-research-area/other/49714/maritime-security/dr-manoj-kumar
Respond with 250 wordsThe enactment of the Maritime Transportatmickietanger
Respond with 250 words:
The enactment of the Maritime Transportation Security Act (MTSA) and the Security and Accountability For Every Port Act (SAFE Port Act) changed the United States maritime industry. Port facilities and shipping companies were tasked to conduct security assessments and develop comprehensive security plans. Protecting American ports are a priority as they provide economic stability and growth to not only the United States, but the world. The safe movement of cargo is made possible through port facilities and operations, connecting the land with the sea.
There are hundreds of ports across the country serving all modes of maritime shipping, whether it’s containers, passengers, petroleum products, or dried goods. According to the United Nations Conference on Trade and Development, “most ports are characterized by a mixed ownership between private terminal operations and public port authorities” (2016, p. 63). Although there may be a variety of companies operating at a port, they are leasing the property or terminal, in which the port maintains ownership. Therefore, the port is responsible for creating and implementing a security plan, approved by the U.S. Coast Guard. This plan will identify access control, security, and response measures to a variety of threats, which could include chemical, biological, radiological, or nuclear weapons.
If a weapon of mass destruction (WMD) were to be used at a port, the results would be devastating; thousands of lives would be lost and damage and trade losses would cost billions. According to Nincic, “maritime attacks have tended to be fairly small in nature, consisting largely of bombings near port facilities” (2012, para. 2). Despite the fact that attacks have been “small”, it is quite important to note that they have occurred at port facilities, not on ships. With an increase in terrorist activities over the years, and the desire to cause physical and economic harm to the United States, a WMD attack must be taken seriously.
Emergency management plans, including the prevention, preparation, and response to a WMD attack must be detailed. The United States Department of Transportation (USDOT) recognizes “the opening of a domestic port or waterway after a natural or human caused disaster is a complex challenge with a wide range of variables and coordination needs” (2015, para. 1). Due to the power and nature of a WMD attack, it is most likely that areas outside port facilities will be affected, but this discussion will focus on the port area. The U.S. Coast Guard Captain of the Port would be responsible for implementing the Area Maritime Security Plan as required by the Security and Accountability For Every Port Act, which would aid in the recovery of the maritime transportation system.
Such safety and emergency management plans would include information on the type of traffic the port typically handles, whether it’s commercial, pleas ...
Effectiveness of isps code in addressing maritime insecurity by caleb danladi...Danladi Caleb
Maritime security comes out as one of the essential issue in the modern society because of the social and political implication towards the achievement of growth and development
ERAC Special Risks Subcommittee Presentation Fy08NASBLA
Analysis of high risk vessel type and fatality rates in states and analysis of boating accident data to identify factors specific to injures and fatalities among high risk boater populations, with a special focus on children and youth ages 17 and under.
Involvement of non-state actors in securing the maritime sector – B BlédéSWAIMSProject
Presentation at ECOWAS Stakeholder Meeting nn Maritime Safety and Security,
Accra, Ghana 5th–7th September 2023
By Col Barthelémy Blédé
SWAIMS Key Expert, in charge of the private sector and civil society, Liaison Officer at CRESMAO
ABOUT THE AUXILIARY
Boater Safety
Education
The Auxiliary's most
prominent role is promoting
recreational boating safety
(RBS) among the general
public. The Auxiliary has
several distinct programs
that support this mission.
The United States Coast Guard Auxiliary (USCGAUX) is the uniformed
volunteer service of the United States Coast Guard (USCG). The
Auxiliary exists to support all USCG missions except roles that require
direct law enforcement or military engagement. As of 2019, there were
approximately 24,000 members of the U.S. Coast Guard Auxiliary.
Established by Congress in 1939, the United States Coast Guard
Auxiliary motto is Semper Paratus (Always Ready). We invite you to learn
more about who and what we do as members of TEAM COAST GUARD.
The Auxiliary operates in:
- Recreational Boating Safety and Education
- Public Affairs and Community Outreach
- Safety and Security Patrols – Ports/Waterways
- Search and Rescue Mission Support
- Food Specialists for USCG events/ships
- Mass Casualty and Disaster Assistance
- Pollution Response & Patrols
- Commercial Fishing Vessel and Recreational Vessel Exams
- Platforms for USCG Training – Helicopter OPS
- Recruitment for Coast Guard Auxiliary/USCG
In addition to the above, the U.S. Coast Guard Auxiliary operates in any
mission as directed by the Commandant of the U.S. Coast Guard or
Secretary of Homeland Security. Our mission is to promote and
improve Recreational Boating Safety, to provide trained crews and
facilities to augment the Coast Guard and enhance safety and security
of our ports, waterways, and coastal regions, and to support Coast
Guard operational, administrative, and logistical requirement
SECURITY TRAINING FOR SEAFARERS WITH DESIGNATED SECURITY DUTIES IMO MODEL COU...AnirbanMarine
BASED ON IMO MODEL COURSE 3.26 AN ATTEMPT TO EDUCATE OUR SEAFARERS ABOUT THE GROWING NEED TO LOOK AT THE SECURITY ENVIRONMENT IN WHICH TODAY'S SHIPS OPERATE.
In today's uncertain global environment, marine insurers are facing new challenges every day. In this Slideshare we take a look at the five emerging underwriting trends that are changing the rules in 2015.
Read More: http://www.genre.com/knowledge/blog/5-emerging-trends-in-marine-insurance-in-2015.html
The Application of Unmanned Marine Vehicles to Maritime Search and Rescue (Labrador and Eastern Arctic waters). Presented to the Company of Master Mariners - Halifax, NS, November 8, 2017.
Unmanned Marine Vehicles – Improving the Search Capability of Rescue VesselsVR Marine Technologies
This presentation covers the topic of unmanned marine vehicles and how they can be used to improve the search capability of rescue vessels.
It was originally submitted to the International Maritime Rescue Federation as part of the Future Technology Panel.
Unmanned Marine Vehicles - SAR - 2018 - John Dalziel and Ronald PelotVR Marine Technologies
This presentation from 2018 covers marine unmanned vehicles and their application to search and rescue operations. It was prepared for the International Maritime Rescue Federation's Future Technology Panel.
The Application of Unmanned Marine Vehicles to Maritime Search and RescueVR Marine Technologies
This presentation was delivered at the SURV9 – Surveillance, Search and Rescue Craft Conference, 18th April 2018 in London, UK. It looks at the application of UMVs to search and rescue, covering:
1. Technology;
2. Safety of SAR personnel;
3. Improving rescue response;
4. How Unmanned Marine Vehicles can help;
5. Cost benefit analysis;
6. Challenges;
7. the way forward.
The Application of Unmanned Marine Vehicles to Maritime Rescue - John DalzielVR Marine Technologies
The technology supporting Unmanned Vehicles - land, sea and air - is rapidly improving. Unmanned vehicles are making large inroads into Search and Rescue (SAR) response. In the near future, Unmanned Marine Vehicles (UMVs) will likely play a role in Maritime SAR response. Do UMVs have a potential role in Maritime SAR Systems, and if so, what roles could they fulfil?
Have you ever wondered how search works while visiting an e-commerce site, internal website, or searching through other types of online resources? Look no further than this informative session on the ways that taxonomies help end-users navigate the internet! Hear from taxonomists and other information professionals who have first-hand experience creating and working with taxonomies that aid in navigation, search, and discovery across a range of disciplines.
0x01 - Newton's Third Law: Static vs. Dynamic AbusersOWASP Beja
f you offer a service on the web, odds are that someone will abuse it. Be it an API, a SaaS, a PaaS, or even a static website, someone somewhere will try to figure out a way to use it to their own needs. In this talk we'll compare measures that are effective against static attackers and how to battle a dynamic attacker who adapts to your counter-measures.
About the Speaker
===============
Diogo Sousa, Engineering Manager @ Canonical
An opinionated individual with an interest in cryptography and its intersection with secure software development.
This presentation, created by Syed Faiz ul Hassan, explores the profound influence of media on public perception and behavior. It delves into the evolution of media from oral traditions to modern digital and social media platforms. Key topics include the role of media in information propagation, socialization, crisis awareness, globalization, and education. The presentation also examines media influence through agenda setting, propaganda, and manipulative techniques used by advertisers and marketers. Furthermore, it highlights the impact of surveillance enabled by media technologies on personal behavior and preferences. Through this comprehensive overview, the presentation aims to shed light on how media shapes collective consciousness and public opinion.
Sharpen existing tools or get a new toolbox? Contemporary cluster initiatives...Orkestra
UIIN Conference, Madrid, 27-29 May 2024
James Wilson, Orkestra and Deusto Business School
Emily Wise, Lund University
Madeline Smith, The Glasgow School of Art
Acorn Recovery: Restore IT infra within minutesIP ServerOne
Introducing Acorn Recovery as a Service, a simple, fast, and secure managed disaster recovery (DRaaS) by IP ServerOne. A DR solution that helps restore your IT infra within minutes.
This presentation by Morris Kleiner (University of Minnesota), was made during the discussion “Competition and Regulation in Professions and Occupations” held at the Working Party No. 2 on Competition and Regulation on 10 June 2024. More papers and presentations on the topic can be found out at oe.cd/crps.
This presentation was uploaded with the author’s consent.
International Workshop on Artificial Intelligence in Software Testing
Domestic Ferry Safety in the Developing World
1.
2. Domestic Ferry Safety
- in the developing World
John Dalziel, M.Sc., P.Eng., MRINA
Roberta Weisbrod, Ph.D.
Worldwide Ferry Safety Association
World Maritime Rescue Congress
Bremerhaven, Germany
June 2015
3. Domestic Ferry Safety
is Far Behind International Ferry Safety
The record of ferry safety creates the perception that
maritime transport as a whole is unsafe and negligent
about human life.
Ferry transport in the developed world has a good
record.
But in parts of the developing world there are frequent
accidents with large numbers of fatalities.
4. Ferry Industry Background
WHAT IS A FERRY – A vessel used to transport
passengers / goods / vehicles across a body of water on
a regular, frequent basis.
HOW BIG - Roughly as many passengers as the
commercial airline industry (over 2 billion per year).
FERRY USAGE – In the ‘West’ ferry usage is often
discretionary – pleasure and/or an alternative to other
modes. In the developing world it is often the only
practicable means of necessary transport.
5. Domestic Ferries in the Developing World
A Wide Variety of Vessels – A Wide Variety of Tragic Incidents
6. Domestic Ferries in the Developing World
A Wide Variety of Vessels – A Wide Variety of Tragic Incidents
7. Ship deemed to be Unsafe
(Source - Rabaul Queen Commission of Inquiry Report)
A ship shall be deemed to be unsafe where the Authority is of the
opinion that, by reason of–
(a) the defective condition of the hull, machinery or equipment; or
(b) undermanning; or
(c) improper loading; or
(d) any other matter,
the ship is unfit to go to sea without danger to life having regard to
the voyage which is proposed.
our
8. Ferry Industry Regulation
Large international ferries – subject to IMO
Conventions, enforced by robust inspection regimes
and Port State inspections– good safety record.
Domestic ferries – National (Flag State) regulatory
regime – regulations may be lacking, enforcement may
be weak and subject to political interference – in many
developing countries domestic ferries have a poor
safety record.
9. IMO – Manila Statement on
Enhancement of the Safety of Ships Carrying
Passengers on Non-International Voyages (1)
Conference held 24 April 2015, Manila, the Philippines
Focus - urgent need to enhance the safety of domestic ferries.
“The public expects safety standards on domestic passenger
ferries to be as strong as those on international vessels,”
“Casualties and incidents involving domestic ferries can be avoided
if adequate laws, regulations and rules are developed and
effectively implemented and enforced,”
Strongly recommends the use of the ‘Guidelines on the safe
operation of coastal and inter-island passenger ships not engaged
in international voyages’.
10. IMO – Manila Statement on
Enhancement of the Safety of Ships Carrying
Passengers on Non-International Voyages (2)
Guidelines on the safe operation of coastal and inter-island passenger
ships not engaged in international voyages - addresses:
Purchase of second hand ships
Conversion or modification of ships prior to entering service
Existing domestic passenger carrying vessels
Change in the ship’s operating limits
Passenger counting
Voyage planning
Regulatory enforcement
11. Domestic Ferry Safety in the Developing World
Some Issues for Consideration
1. WFSA research data into ferry incidents
2. Incident Reporting
3. Safety Culture
4. Economics of ferry operations
5. Safe affordable ferries
6. Some questions for workshop attendees
12. Worldwide Ferry Safety Association Data (1)
Domestic Ferry Incidents in the Developing World
Statistics & Causes
WFSA compiled statistics – over the period 2000 - 2014
17,000 lives lost (conservative estimate).
Looked for trends which would indicate common
causes for these incidents.
Further details in the following presentation:
‘Statistics, Analysis, and Trends of Major Ferry
Accidents Worldwide, 2000 – 2014.’
13. Worldwide Ferry Safety Association Data (2)
Domestic Ferry Incidents in the Developing World
Search & Rescue
WFSA compiled statistics – over the period 2000 – 2014
Identified some of the recurring SAR related issues.
This information was shared with the IMRF for analysis
Further details in the following presentation: ‘FERRY
ACCIDENTS, the Challenge of Rescue’.
14. Incident Reporting (1)
Why?
To establish & retain in the public domain the ‘facts’.
Was it ‘an Act of God’?
Was it the result of some sort of human failing? If so,
was it an individual failure, or were there systemic
factors?
E.g., Widespread malfeasance,
or perhaps
Insufficient funds to provide the required services
15. Objectives:
How to prevent future recurrences
Public knowledge of what is a safe operation
Organizational knowledge of what is a safe operation
Political Will to demand Safety Standards be Maintained
Not to apportion blame or determine liability
Focus on why (technical explanation) in addition to what
happened
‘The final report shall be made available to the public’ -
encourages objective reporting, public understanding of
the facts, pressure to perform on all parties
Incident Reporting (2)
IMO Casualty Investigation Code
‘Objective of preventing marine casualties.. in the future’
16. Dona Paz – Philippines
4,386 Lives Lost – 24 Survivors
In memory of Corazon Canezal (age 11) and her father, a school teacher
- died Dec 20, 1987
“If the world had taken
more notice, the
subsequent inquiry
might have had more
impact.”
(source – Fairplay 20 Dec 2007)
17. Safety Culture (1)
Regulatory Capture
A world-wide phenomenon
“The accident -- blamed by many on regulatory
failings, official incompetence and the ship's illegal
redesign -- deeply traumatised the nation and sparked
soul-searching about lax safety standards in Asia's
fourth-largest economy”
"We have marched all this way because the
government and the president did not keep their
promise to get to the bottom of this tragedy,"
(South Korea parents march – April 2015)
18. Safety Culture (2)
The Safety Inspector’s Predicament
A world-wide dilemma
“An aged vessel not maintained to
industry standards”
“Meets the letter of the Regulations
…(but) the configuration is inherently
unsafe.”
“Recommended…ISM be revisited”
“further implication from your part will be
considered insubordination …”
“to be absolutely clear on behalf of
management …the issues are considered
closed…not to be raised again”
19. Safety Culture (3)
The Seafarer’s dilemma
It is the Master’s
decision whether to
sail.
It is the owner’s
decision who is the
Master.
(Charles S Price, Great Storm of 1913)
20. Safety Culture (4)
Top down – or Bottom Up
It is easy to point the finger at management & assume
that a culture of cutting corners started at the top, & was
motivated by money.
The same (lack of safety) culture can also originate at the
bottom, driven by the desire to get the job done (and
perhaps a macho attitude).
The task of management is to know this & make sure the
job is done safely.
(from Trevor Kletz, Trevor’s Corner 17)
21. Safety Culture (5)
‘Mere compliance with the Rules’
“Specifically, inspections should not be limited
only to compliance with the rules. We believe
there is an intent behind those rules, and that
intent is to keep crew members and passengers
safe, by recognizing and addressing unsafe
practices and conditions not necessarily
proscribed by regulations.”
(Chairman of Canadian Transportation Safety
Board, comments on True North II investigation)
22. Safety Culture (6)
Willful Blindness? – Regulatory Failure?
Who was responsible?
Lac Megantic, Quebec,
Canada - rail disaster - July
2013 – 47 deaths
23. Safety Culture (7)
Safety Inspectors Protect the Public.
Who Protects the Safety Inspectors?
“…concern relates to the ongoing condition of specific vessels …
these vessels could place many … lives at risk…”
“We trust that we all agree that it would be regrettable if any
unfortunate … action were to put (the Union) in the position of
having to vigorously defend those individuals who have put the public
safety first and foremost.”
(Letter - Union to government officials)
24. Safety Culture (8)
Regulatory Enforcement
“In competitive markets whatever is possible becomes
necessary”
(Treasure Islands …, Nicholas Shaxson, p 130)
25. Safety Culture (9)
Who is to Blame?
“Once again, a captain has been made the scapegoat as a result of
political pressure and media misrepresentation,”
“Pinning the blame on an individual in this way helps to obscure the
underlying causes of the accident, including regulatory failure,
overloading and design changes,’ he pointed out. ‘It is the law-makers
that determine the actions of owners and set the levels of safety. It
should not be masters that suffer for their failure.”
(Nautilus International Union, on sentencing of Sewol Master, 28 April 2015)
26. Economics of ferry services
Funding a Safe Ferry Service
Sustainable safe ferry operations require a balance between
revenues & expenses.
COSTS - The initial & ongoing costs of the ferry is part of the
issue.
REVENUES - Underfunding is one of the factors often leading to
unsafe ferry services. If ferry operators are unable to raise
revenues by increasing fares, they are likely to increase revenues
simply by allowing many more passengers on the vessel.
Artificially low fares may have a significant effect on safety;
these impacts have been overcome in some countries (e.g. by
subsidies).
27. WFSA – Safe Affordable Design Competition
(Papua New Guinea & Bangladesh)
Bangladesh Ferry
University student
proposals for simple safe
ferries based on statement
of requirements from the
host country.
Papua New Guinea Ferry
28. “Time & time again we are shocked by a new
disaster…”
“We say we will never forget”
“Then we forget”
“And it happens again”
‘The Ocean Ranger’ - Prof. Susan Dodd, University of Kings College, 2012
The Ocean Ranger
Feb 15, 1982 – Newfoundland – 84 lives lost
29. “the many socio-political forces which
contributed to the loss, and which conspired to
deal with the public outcry afterwards.”
“Governments will not regulate unless ‘the
public’ demands that they do so.”
‘The Ocean Ranger’ - Prof. Susan Dodd, University of Kings College, 2012
The Ocean Ranger
Feb 15, 1982 – Newfoundland – 84 lives lost
30. Thank you for your attention!
I acknowledge the inspiration given by many of my
colleagues in the Marine Industry who have consistently
put the public safety ahead of their own careers.
31. Domestic Ferry Safety in the Developing World
Some Questions for the Workshop Attendees (1)
1. How can Search & Rescue response issues best be addressed,
given the limited resources in many of these countries - e.g. -
resources, communication, Co-ordination / Co-operation?
2. Preventative measures – to improve ferry safety and reduce
fatalities when incidents occur. – e.g. – pro-active publicity,
education (public & industry), accident investigation (following
principles of IMO Casualty Investigation Code)?
3. Economic impact on ferry safety – can the effects of marginal
economics be mitigated?
32. Domestic Ferry Safety in the Developing World
Some Questions for the Workshop Attendees (2)
Suggested Outcomes
4. For Domestic Ferry Incidents, should the IMRF encourage flag
states to investigate and analyze the causes and SAR response
in accordance with the principles of the IMO Casualty
Investigation Code – for individual incidents where possible -
for ‘generic’ cases (such as small river ferries) where little
information is available?
5. Should the IMRF consider initiating a ‘Project’ to deal with
‘Domestic Ferry Safety in the Developing World’?
33. Domestic Ferry Safety in the Developing World
Some Questions for the Workshop Attendees (3)
6. Personal professional ethics – hypothetical case - you are
an experienced marine professional at a responsible level
in a shipping organization – you are aware of significant
violations of safety standards – yet no action is taken by
the appropriate managers or regulatory personnel.
1. What would you do?
2. What would you do if you knew that your best friend’s
children regularly travelled on the vessel?
34. Worldwide Ferry Safety Association
Contact Information
Email Contact:
ferrysafety@gmail.com
Web links:
www.ferrysafety.org
www.ferrysafetyconference.squarespace.com/presentations
36. Le Joola – Senegal (West Africa) – 26 Sept 2002
1,800 + Dead / Missing
Issues:
Overloading
Suitability of the ship
Stability & loading
Understanding of stability
Regulatory regime
Regulatory enforcement
Weather reporting
Rescue response
(source – official inquiry report)
37. Spice Islander I – Zanzibar – 10 Sept 2011
1,600 Dead / Missing
“Overloading was the main
factor behind the sinking of
the ship, noting that the
vessel carried passengers
and cargo beyond its
capacity”
“The ship had technical
problems, but was allowed
to continue providing marine
transport services,…”
38. Skagit – Zanzibar – 18 July 2012
100 + Dead / Missing
“They were not meant to carry
passengers on long distances.
But the two boats have since
their registration in the country
in October last year, been
carrying passengers from the
mainland to Zanzibar,” said the
second vice president, adding:
“Until it sank, MV Skagit had
remained with only two years of
operational life.”
“crew gave them no instructions
on how to evacuate and merely
told them to calm down.”
39. Congo River Ferries – 5 Sept 2010
200 + Dead / Missing
Heavily loaded boats operated with few safety measures,
officials said Sunday.
Early Saturday, a boat on the Rupi River in northwest Equateur
Province hit a rock and capsized, … more than 70 people are
believed dead among 100 estimated passengers. Officials are
investigating why the boat was traveling through the darkness
without a light.
Another boat tipping in Kasai Occidental Province left 200
people feared dead after the boat loaded with passengers and
fuel drums caught fire and capsized in southern Congo,
The boats that traverse Congo’s rivers are often in poor repair
and filled beyond capacity. The industry is not well-regulated and
boat operators are known to fill boats to dangerous levels.
(source – France 24.com)
40. Tour Vessel Bulgaria – Russia , Volga River – 10 July 2011
120 + Lives Lost (including many children)
“ the ship's Canadian-based owner said it
could only assume "moral responsibility"
for the worst disaster in Russian waters
in post-Soviet history.”…
The Bulgaria is believed to have sunk due to
its poor technical condition. The operator
apparently saved money by not maintaining
the vessel and the regulator was coerced to
turn a blind eye to the state of the ship,
witnesses said….
Also, the riverine shipping register was
found to have certified sub-standard vessels
and extended validity periods unlawfully.
The office has begun enforcement and
penalty actions in 550 cases involving 800
individuals.
41. Lady D – Baltimore, USA – 6 March 2004
5 Lives Lost
USA – NTSB Report
• The Lady D was erroneously granted
sister status by the U.S. Coast Guard
to a pontoon vessel with different
design characteristics;
• The Coast Guard certificated the Lady
D to carry too many people as a
result of an inappropriate stability
test on the vessel to which it was
granted sister status;
and
• The Coast Guard’s regulatory stability
test standards on which the Lady D’s
passenger allowance was based use
an out-of-date average passenger
weight.
42. Tour Boat ‘Ethan Allen’
USA, Lake George, New York – 2 October 2005
20 Lives Lost
USA – NTSB Report
The combination of too many
passengers, as permitted by the
Ethan Allen’s inappropriate
certificate of inspection, and the
use of an out-of-date average
weight standard for passengers
on public vessels resulted in the
Ethan Allen carrying a load that
significantly reduced its stability,
which made it more susceptible
to capsizing on the day of the
accident.
43. TRUE NORTH II
Canada, Georgian Bay - 16 June 2000
2 Lives Lost
Chairman of Transportation Safety Board:
“One, the safety of the vessel was not
challenged.”
“Two, the status quo should always be
challenged in order to safely operate every
vessel, especially those carrying passengers.”
“Specifically, inspections should not be
limited only to compliance with the rules. We
believe there is an intent behind those rules,
and that intent is to keep crew members and
passengers safe, by recognizing and
addressing unsafe practices and conditions
not necessarily proscribed by regulations.”
44. Rabaul Queen – Papua New Guinea
2 February 2012
161 Dead / Missing
45. Princess Ashika, Tonga
Reliance on Falsified Certification
As Engineers we must often rely on certification from third-parties
Is it enough to rely on such certification when the evidence
indicates otherwise? A decision of the Supreme Court of
Tonga points out that it may not.
The ship-operator argued it relied on certificates “issued by the
appropriate authority”.
“any fool (could) tell how bad the ship was”.
“defence was improperly hiding behind an unlawful Provisional
Certificate of Survey”
The accused were found guilty – including manslaughter by
negligence
(Ref – Engineers NS – ‘The Engineer’ Fall 2011, p 15-17)
46. Lives Lost due to
Lack of Communication
Uean Te Raoi II – Kiribati – 13 July 2009
19 Dead / 16 Missing
... Consequently the search was
undertaken in the wrong area for
about 2½ days.
Had an EPIRB been on-board and
activated, the exact location and
plight of the Uean Te Raoi II would
have been known almost
immediately. In this event it is highly
likely that all of those on-board would
have been rescued that night,
meaning the number of fatalities
would have been kept at 2.
47. Lives Lost due to
Lack of Communication
Manitoba, Canada – 2008 / 2011
Island Lake River – northern
Manitoba – Canada – 5 Nov
2011
Boat stuck in rapids – 3
day delay in rescue - 3 lost,
1 survivor
Lake Manitoba – Canada – 21
October 2008
Vessel broken down, 1 day
delay in communication –
1 lost, 2 survivors