Monthly Bulle�n

Issue | 02.2024

MTR Informa�cs, Training and Consultancy INC. | www.mari�metrainer.com | info@mari�metrainer.com

CO N T E N T
04 IMO
IMO Lays Groundwork for Major Review
of Seafarer Training Standards

05 IMO
Action Plan Agreed to Reduce Underwater
Noise From Ships

06 CLIMATE CHANGE
Atlantic Ocean Circulation on Brink of
Collapse, Threatens Climate Stability

07 CANAL CROSSING
Panama Canal Authorities Postpone
Vessel Transit Restrictions Until April

09 ARRANGEMENTS
AMSA: Safe Pilot Transfer Arrangements
Vital for Safe Operations

11 SAFETY
Simple Mistake Turns Deadly

13 SAFETY
Fatal Fall

14 HEALTH
Microsleep: How Exhaustion’s Sly Friend
Fosters Perils

17 LEARNING
EU Opts For More Efficient Accident
Investigations

19 MARITIME TRAINER
Some of Our New Projects

2
WELCOME

WORLD MARITIME FORUM:

COPENHAGEN

We're delighted to share our enriching experience at the World Mari�me Forum held in
Copenhagen. This pres�gious event brought together industry leaders to discuss pivotal topics
shaping the future of mari�me, including the integra�on of ar�ficial intelligence, strategies for
carbon footprint reduc�on, and the pivotal role of sustainability.

One of the highlights was the closing speech by our CEO, Özgür Alemdağ, who eloquently
addressed the cri�cal importance of a�rac�ng, assessing, training, and retaining talent within the
mari�me industry, underscoring Mari�me Trainer's significant contribu�ons to these efforts.

The forum served as an excep�onal pla�orm for Mari�me Trainer to engage in thought-provoking
discussions, share our innova�ve solu�ons, and collaborate on the future of digital transforma�on
in the mari�me sector. Our par�cipa�on underscored our commitment to advancing industry
standards and fostering a community dedicated to environmental stewardship and the well-being
of seafarers.

We extend our deepest gra�tude to the organizers for cura�ng such a comprehensive and
insigh�ul event. It was a privilege to contribute to the dialogue, and we look forward to con�nuing
these important conversa�ons in future gatherings.

3
NEWS
IMO LAYS GROUNDWORK FOR
MAJOR REVIEW OF SEAFARER
TRAINING STANDARDS
he IMO Sub-Commi�ee on Human
T Element, Training and Watchkeeping
(HTW) have agreed on a roadmap for
the comprehensive review of the
Interna�onal Conven�on on Standards of
Training, Cer�fica�on and Watchkeeping for
Seafarers (STCW) and the accompanying STCW
Code.
The STCW Conven�on establishes basic
requirements on training, cer�fica�on and
watchkeeping for seafarers on an interna�onal
level. The comprehensive review aims to adapt
exis�ng global standards to reflect new trends,
developments and challenges in the mari�me
sector.
At its 10th session held at the IMO headquarters
in London from 5 to 9 February, the Sub-
Commi�ee outlined a methodology and a list of
specific areas to review.
The Sub-Commi�ee agreed:
• 22 specific areas of the Conven�on and Code
to be reviewed, including emerging
technologies on ships, e-cer�fica�on, mental
health and gender sensi�za�on, among
others;
4
• a two-step methodology, consis�ng of a
review of the Conven�on and Code to
iden�fy gaps (Phase 1) and then a revision
stage to develop amendments to address
those gaps (Phase 2);
• establishment of an Inter-sessional Working
Group before the next session of the Sub-
Commi�ee (HTW 11) to advance the work;
• a roadmap outlining a �meline for ac�on,
including finalizing the list of gaps as well as
any amendments and resolu�ons.
All the above will be submi�ed to the upcoming
108th mee�ng of the Mari�me Safety
Commi�ee (MSC 108) for approval.
Other key issues discussed include efforts to
tackle bullying and harassment on ships. MSC
108 is expected to adopt dra� amendments to
the STCW Code, to prevent and respond to
bullying and harassment in the mari�me sector,
including sexual assault and sexual harassment
(SASH).
The Sub-Commi�ee launched a new module on
the Global Integrated Shipping Informa�on
System (GISIS) focusing on STCW. The pla�orm
will facilitate communica�on and informa�on
sharing to support Par�es in carrying out their
obliga�ons under the STCW Conven�on.
The Sub-Commi�ee discussed the development
of training provisions for seafarers on ships
using alterna�ve fuels.
h�ps://www.imo.org/en/MediaCentre/Pages/WhatsNew-2037.
aspx
NEWS

ACTION PLAN AGREED TO REDUCE

UNDERWATER NOISE FROM SHIPS

T
he Sub-Commi�ee on Ship Design and
Construc�on (SDC) has agreed on an
Ac�on Plan to further prevent and
reduce underwater radiated noise
(URN) from ships. The aim is to minimize the
adverse effects of underwater noise on the
marine environment, par�cularly on marine
wildlife and indigenous communi�es.

The Sub-Commi�ee met from 22 to 26 January

in London, where it finalised the work on URN,
as well as advancing other key ac�on areas.
The Ac�on Plan will be submi�ed for
endorsement by the Marine Environment
Protec�on Commi�ee at its upcoming 81st
mee�ng (MEPC 81), to be held 18 to 22 March
2024.
The Ac�on Plan outlines a number of tasks to be
carried out by Member States through the
relevant IMO organs. These include ini�a�ves
such as:
• Establishing an experience-building phase
(EBP) during which Member States and
interna�onal organiza�ons are invited to
share lessons learned and best prac�ces that
have emerged in the implementa�on of the
Revised Guidelines.
• Enhancing public awareness, educa�on and
seafarer training
• Developing targets and policies for
underwater noise reduc�on
• Developing tools to collect data and share
informa�on
The Ac�on Plan aligns with other ini�a�ves the
IMO is taking in this area. This year, the IMO
and UNDP plan to launch the GloNoise
Partnership project to assist developing
countries to raise awareness, build capacity and
collect informa�on to support the policy
dialogue on mi�ga�ng underwater noise from
shipping.
Other agenda items
The Sub-Commi�ee made progress on its work
to develop and improve regula�ons around
cri�cal issues rela�ng to ship design and
construc�on, including alterna�ve engineering
design, propulsion and steering systems,
emergency towing arrangements and novel
technologies used to survey ship structures.
h�ps://www.imo.org/en/MediaCentre/Pages/WhatsNew-2032.
aspx

• Encouraging more research on underwater

noise and its impacts on the marine
environment

5
NEWS
ATLANTIC OCEAN CIRCULATION
ON BRINK OF COLLAPSE,
THREATENS CLIMATE STABILITY
A
ccording to a new study, the Atlan�c
Ocean’s circula�on is moving toward a
�pping point, which is terrible news for
the climate system and humanity. The
scien�sts who conducted the research
men�oned that they were shocked to see the
likely forecast speed of collapse when the
�pping point is hit.
However, they also added that it wasn’t possible
yet to understand how soon the �pping point
could be hit. By making use of past data as well
as advanced computer models, the researchers
have reportedly developed an early warning
indicator for understanding such a breakdown of
the Atlan�c meridional overturning circula�on
(abbreviated as the Amoc), which is a vast system
of ocean currents and is also a key component in
climate regula�on.
The researchers have discovered that Amoc is
moving toward an abrupt and unforeseen shi�.
Such a change has not occurred in over 10,000
years and would also have massive implica�ons
for some of the significant parts of the globe.
Amoc encompasses parts of the Gulf Stream as
well as other strong currents. It is a central
marine conveyor belt comprising nutrients,
carbon, and heat from the tropics toward the
6
Arc�c Circle, where it sinks and cools into the
ocean.
Churning of the Atlan�c Ocean aids in the
distribu�on of Energy
The Atlan�c Ocean’s churning aids in
distribu�ng energy all over the Earth and
modulates the effect of global hea�ng caused
by humans. The system, however, is undergoing
erosion by the quicker-than-preempted melt-off
of the glaciers situated in Greenland and ice
sheets in the Arc�c Circle that provide
freshwater into the sea and obstruct the sinking
of sal�er and warmer water from the south.
Right since 1950, Amoc has declined 15% and
reached the weakest state in over a millennium,
per previous studies that prompted specula�on
regarding a poten�al collapse. Un�l now, there
wasn’t any consensus regarding how severe this
might be. Per research last year based on the
changes in sea surface temperature, it had been
es�mated that the �pping point could be
between 2025 and 2095.
The UK’s Met Office men�oned that rapid
changes in the Amoc were doub�ul in the 21st
century. Per the paper, the results offered a
clear reply about whether such a sudden shi�
was possible. This is unfortunate news for
humanity and the climate system. Un�l now,
one can think that Amoc �pping was merely a
theore�cal no�on and that �pping would go
away as soon as the climate system, with its
addi�onal feedback, was considered, it stated.
h�ps://www.marineinsight.com/shipping-news/atlan�c-ocean-
circula�on-on-brink-of-collapse-threatens-climate-stability/
NEWS
PANAMA CANAL AUTHORITIES
POSTPONE VESSEL TRANSIT
RESTRICTIONS UNTIL APRIL
T
he Panama Canal officials have stated
that there are no immediate plans for
further vessel transit restric�ons un�l
at least April. Ilya Espino, the deputy
administrator, announced that an assessment of
the water levels at the end of the dry season will
take place in April to iden�fy any ac�ons that
may be required. The extreme drought last year
forced the canal to reduce the daily number of
vessels going through. Fortunately, December
rainfall allowed the scheduled restric�ons for
January to be suspended.
There is a greater demand for Panama Canal
transit due to recent a�acks on ships in the Red
Sea, which have forced ship owners to choose
longer routes. Espino stated that un�l April, the
canal will con�nue allowing 24 authorised
transits daily. Plans call for a gradual increase in
the number of daily slots. When the rainy season
arrives in May, the goal is to return to the
standard 36 vessels daily. If rainfall is insufficient,
further restric�ons on daily transit or vessel dra�
may be implemented.
7
Vessels with a maximum dra� of 44 feet are
now allowed to prevent poten�al load
reduc�on for numerous ships.
Although container ships are given priority,
transit limita�ons have significantly impacted
bulk carriers. The need for the canal to maintain
water levels has kept it from taking in more
demand due to the interrup�ons in the Red
Sea.
Furthermore, logis�cs specialists warn that the
Red Sea a�acks and prolonged Panama Canal
drought might severely disrupt interna�onal
trade. Diego Pantjoa-Navajas, VP of Amazon
Web Services Supply Chain, emphasised the
unprecedented influence on supply chains. He
predicted scarcity of goods and higher prices for
different products, highligh�ng the effects on
interna�onal trade networks. Companies such
as Inter Ikea Group have already issued delays
and availability alerts for specific products due
to these problems.
NEWS

According to McKinsey, over 14,000 ships passed

through the Panama Canal in 2023. Pantjoa-
Navajas highlighted the urgent need for solu�ons
to these problems as exis�ng solu�ons are
insufficient. The combined consequences of
these interrup�ons are projected to cause slower
delivery of commodi�es, affec�ng industries
ranging from electronics to oil.

h�ps://www.marineinsight.com/shipping-news/panama-canal-
authori�es-postpone-vessel-transit-restric�ons-un�l-april/

8
NEWS
AMSA: SAFE PILOT TRANSFER
ARRANGEMENTS VITAL FOR SAFE
OPERATIONS
MSA published a marine no�ce
A reminding shipowners, operators,
masters, crews, recognised
organisa�ons, marine pilots and
pilotage providers of the obliga�on to provide
safe pilot transfer arrangements.
AMSA notes with concern that since November
2017 several pilots’ lives have been placed at
risk, in six separate incidents where man ropes
have parted, or its securing point has failed. In
addi�on, AMSA regularly receives reports and
complaints about non-compliant pilot transfer
arrangements.
Shipowners, operators, masters and crews are
reminded that pilot transfer arrangements,
including pilot ladders, must comply with Marine
Order 21 (Safety and emergency arrangements)
2016 (MO21).
MO21 implements Australia’s obliga�ons under
the Interna�onal Conven�on for the Safety of
Life at Sea (SOLAS) Chapter V Regula�on 23
(SOLAS V/23).
Pilot transfer arrangement standards
Whenever a pilot or other person embarks or
disembarks from a ship by ladder, they entrust
their safety to the pilot transfer arrangements
9
provided by the ship and the pilot boat crew.
The requirements in SOLAS V/23 are the
minimum standards for equipment installed and
arrangements for pilot transfers on ships on or
a�er 1 July 2012. The IMO standards can be
found in:
• IMO Resolu�on A.1045(27) – Pilot transfer
arrangements, and
• IMO Resolu�on A.1108(29) – Amendments
to the Recommenda�ons on Pilot Transfer
Arrangements (Resolu�on A.1045(27)).
SOLAS V/23.2.3 also states a pilot ladder shall
be cer�fied by the manufacturer as complying
with SOLAS V/23 or “with an interna�onal
standard acceptable to the Organiza�on” and
refers to ISO 799:2019 “Ships and marine
technology – pilot ladders”.
Compliance with this par�cular provision of
SOLAS V/23 can be met when a manufacturer
has cer�fied the pilot ladder complies with
either of the above standards, no�ng they are
not iden�cal.
Paragraph 10.1 of Part A of the Interna�onal
Safety Management Code (ISM) requires vessel
operators establish procedures to ensure a ship
is maintained in conformity with the relevant
rules and regula�ons, including pilot transfer
arrangements. Such procedures should include
regular inspec�ons of the pilot transfer
arrangement and storage of such equipment
when not in use.
Pilot transfer arrangements
Strict a�en�on should be paid to the freeboard
of the vessel to determine whether a
combina�on ladder needs to be rigged and, if a
combina�on ladder is required, a�en�on should
be paid to arrangements for securing such
NEWS

ladders to the vessel’s side.

Clear and efficient communica�on with the pilot

boat master is essen�al to ensure the safety of
the pilot transfer arrangements before a person
uses the ladder. The pilot boat master is best
posi�oned to judge correct height of the bo�om
of the ladder and iden�fy any poten�al issues
with the ladder or ropes once in place.

Responsibility

Responsibility for safe prac�ces for personnel

transfers rests with each person involved in the
Compliance with the referenced standards does
ac�vity including the vessel owners, operators,
not of itself assure safety in each case.
master and crew, pilotage providers, pilots and
Therefore, the Master or responsible officer
pilot boat crew, as well as the person being
supervising the rigging of the pilot transfer
transferred. All par�es should observe both the
arrangements should assess whether
spirit and intent of the regula�ons, to ensure
supplementary measures, such as lifejackets,
safety is not compromised.
harnesses, lifelines and lifebuoys be made
available to enhance the safety of personnel
Where a marine pilot suspects that the pilot
using the pilot transfer arrangement.
transfer arrangement provided is unsafe, they
should refuse to use the arrangement un�l it is
h�ps://safety4sea.com/amsa-safe-pilot-transfer-arrangements-
made safe by the master and crew and report
vital-for-safe-opera�ons/
the circumstances to AMSA. Where such
situa�ons occur, AMSA will endeavour to
follow-up to determine the cause and ac�ons
You can also watch the videos in the links below
taken. Where a vessel is not calling into an
for informa�onal purposes:
Australian port, AMSA will follow up with the
flag State.
h�ps://www.youtube.com/watch?
v=MMKvmegveek
Implementa�on of standards
h�ps://www.youtube.com/watch?v=pfY-
When conduc�ng port State control
Cc40syI
inspec�ons, AMSA inspectors will pay par�cular
a�en�on to the material state of all equipment
h�ps://www.youtube.com/watch?
and the implementa�on of MO21, Res.
v=h14Mk4vAom4
A.1045(27), ISO 799:2019, MSC.1/Circ.1428
and MSC.1/Circ.1495/Rev.1.

During recent PSC inspec�ons AMSA surveyors

have noted pilot ladders which have been
constructed with splices in the side ropes.

Pilot ladders constructed like this are considered

non-compliant by AMSA. Vessel operators and
vessel masters are recommended to check their
pilot ladders for splices in side ropes.

10
SAFETY
SIMPLE MISTAKE TURNS DEADLY
A
liquefied petroleum gas carrier was
berthed and prepara�ons were
underway to unload the cargo. The
engine room team met for a rou�ne
toolbox talk to discuss the jobs for that day. At
the end of the mee�ng the daily du�es were
assigned; the 3rd engineer was tasked with
checking the running of Auxiliary Engine (AE)2
and AE3. The 3rd engineer inquired if he could
also clean the AE1 fuel filters. When asked if he
needed assistance for that job he declined.
The 3rd engineer decided to clean the AE1 fuel
filters as his first task. He undid the two locking
screws on the splash shield and removed it
from the housing to access the duplex fuel
filters. As he was undoing the front right-hand
nut of the filter, the fuel pressure (5.5 bar) s�ll
present in the system li�ed the cover and
forced the O-ring seal out of its recess, causing
it to split. Marine gas oil sprayed out over a
large area, covering the crewmember. The spray
also reached the nearby AE2’s turbocharger
and exhaust pipework about 1m away. These
engine parts were very hot. The fuel ignited
almost immediately and thick black smoke
began to emanate from the AE2 exhaust
insula�on.
The engine room fire alarm sounded, which
resulted in an immediate emergency shutdown
of cargo discharge opera�ons. All crew except
the 3rd engineer were quickly accounted for.
On the bridge, the Master saw that the fire
control panel was indica�ng a fire in three
engine room zones. He then requested
firefigh�ng assistance from the port.
In the mean�me, the Master was informed that
the CO2 fixed firefigh�ng system was ready for
release. The Master prohibited the CO2 from
being released un�l the missing 3rd engineer
had been found. A vessel search and rescue
team wearing breathing apparatus a�empted to
enter the engine room from the poop deck
entrance. A large quan�ty of smoke and heat
was emi�ed when the team opened the door
and their entry was soon aborted because of
zero visibility. The search and rescue team
a�empted a second entry at another loca�on
soon a�erwards, but they felt unable to proceed
due to the intense smoke and having seen flames
on the deck above.
Shortly a�er, a third search party a�empt was
made via another entry point. Descending the
stairs, in thick smoke and with no visibility, the
search party followed the starboard walkway a�
towards AE3. The AE3 was found s�ll running so
it was stopped locally. Through the smoke, the
search party could see small flames under the
turbocharger at the a� end of AE2. A CO2 fire
ex�nguisher was used to put these out. Soon, the
visibility in the ER improved to about 2m. The
search party saw flames above AE2 on the
auxiliary boiler flat and used the a� port side
stairs to access the area. They a�empted to
ex�nguish the flames with the same CO2
ex�nguisher used earlier, but the fire kept
reigni�ng. Then a dry powder ex�nguisher was
used, which ini�ally seemed to ex�nguish the fire
but it soon reignited. They then le� the engine
room without having sigh�ng of the 3rd engineer.
About 90 minutes a�er the fire had ignited, a
shore-based fire and rescue service team
boarded the vessel. They were briefed on the
ship’s fire plan and the last known loca�on of the
3rd engineer. They then entered the engine room
and descended the stairs to A Pla�orm. Using a
thermal imaging camera, they located the vic�m
on the starboard mezzanine walkway.
11
SAFETY

Upon evacua�on of the vic�m to the cargo

control room the medical team observed he
was alive but his breathing was laboured. He
was evacuated by ambulance to a hospital
approximately 20 minutes later. In the
mean�me, the fire on the vessel was
ex�nguished. The vic�m had not suffered any
burns and was placed in a hospital intensive
care unit within two hours of his rescue. He
had suffered acute cyanide and carbon
monoxide intoxica�on; although he was ini�ally
stable, his condi�on deteriorated and he died
nine days later.

Some of the findings of the official inves�ga�on

were, among others;

• Of the 59 occasions over 16 months that

the fuel filters on all auxiliary engines had
been noted as cleaned, no lock out/tag out
procedures had been completed for the
pressurised fuel system.

• The cri�cal factor for survival of fire vic�ms

affected by HCN and CO is rapid extrac�on
from the toxic atmosphere. It is likely that
finding and removing the vic�m from the
engine room sooner would have increased
his chances of survival. Had the vessel been
equipped with a Thermal Imaging Camera,
and suitably trained on board fire teams
drilled in its use, it is possible the vic�m
could have been found earlier.

h�ps://www.nau�nst.org/resources-page/202407-simple-
mistake-turns-deadly.html

Lessons Learned
• The vic�m’s ac�on to remove the AE1 fuel filter elements without first isola�ng the fuel from
the filter assembly was the major contribu�ng factor to this accident. How could this mistake
have been avoided? A procedure? A checklist? Be�er supervision? Teamwork? Be�er training?

• The shore-based search and rescue team located the vic�m in the smoke-filled space using a
thermal imaging camera. This device could be a valuable addi�on to shipboard emergency
equipment.

• A ship fire is an imposing challenge for crew and drills that replicate the difficul�es that may be
faced, such as searching in near zero visibility, can pay dividends.

12
SAFETY

FATAL FALL

A
vessel at anchor was to unload cargo
using its own grabs. The grabs needed
to be secured to the crane hooks for
unloading.
The grabs were secured on pedestals that
protruded two and a half metres above the
deck. Given the height of each grab, the top of
the grab to which the crane hook had to be
a�ached was more than six and a half metres
above the deck.
The Master was informed of the accident and
the vic�m was a�ended to. He was soon
transported to a shore hospital, but his
condi�on worsened en route. On arrival at the
hospital he was confirmed deceased. During the
inves�ga�on, it was not possible to determine
with certainty why the li�ing block suddenly
swung.

The rigging was carried out on all four ship

cranes, but other jobs s�ll needed a�ending to.
One deck crew climbed onto the grab via the
integrated steps on the grab to release a lashing.
The crane operator moved the hook towards
the grab. Two ABs used a messenger line to
guide the crane hook while the AB on the grab
was s�ll working to release the lashing.

The li�ing block on the crane swung and hit the

crewmember working at the lashing. The vic�m h�ps://www.nau�nst.org/resources-page/202408-fatal-fall.
fell backwards to the deck below, landing on his html
head. None of the crew members involved were
wearing the PPE required, such as a helmet, or
using fall protec�on even though this
equipment was available on board.

Lessons Learned

• Walk the talk? Wearing correct PPE was apparently discussed during the earlier toolbox
mee�ng, including the use of fall protec�on when working at height. However, during the work,
no crew members wore proper PPE or used fall protec�on, nor did the duty officer object to this
prac�ce.

• Management’s commitment to safety and the ensuing trust rela�onship that is created with
crewmembers are key elements of a robust safety culture. Senior vessel leaders must walk the
talk.

13
HEALTH

MICROSLEEP: HOW EXHAUSTION’S

SLY FRIEND FOSTERS PERILS

W
hen the brain does
not rest properly,
you are vulnerable
to the dangerous
phenomenon of
“microsleep”. If that doesn’t
sound dangerous to you, the
Na�onal Transporta�on Safety
Board (NTSB) can present an
example, as a captain’s
microsleep was deemed the
reason behind a vessel
grounding in July 2022.
The nature of mari�me work
o�en involves long hours,
exposure to con�nuous noise,
irregular schedules, and
extended periods away from • Microsleep is characterised by its rapid onset, such that
home. These factors can lead to individuals experiencing an episode may not possess
seafarers experiencing extreme conscious awareness of their transi�on into a sleep state.
fa�gue which affects their
cogni�ve abili�es, reac�on • Microsleep may manifest at any given moment, regardless of
�mes, and decision-making the �me of day.
skills.
• During an episode, individuals may exhibit signs of
However, sleep depriva�on, wakefulness, including wide eyes, although their cogni�ve
exhaus�on, and long hours of facul�es do not engage in the processing of informa�on.
working onboard are neither
normal nor “a part of the job”. Preven�ng Microsleep
Ensuring proper rest is of
utmost importance not only for “The best way to prevent microsleep is priori�zing sleep and
a single seafarer’s health, but making sure you get the right amount of sleep you need to feel
also the safety and wellbeing of refreshed and alert.”
everyone onboard.
The Na�onal Sleep Founda�on recommends 7-9 hours a night
Quick facts about microsleep for adults, more for teenagers.

• In essence, microsleep The following techniques can also be implemented to be�er help
refers to the occurrence of you fall asleep at night:
brief episodes of sleep
las�ng few seconds.

“ The best way to prevent microsleep is priori�zing

sleep and making sure you get the right amount of
sleep you need to feel refreshed and alert.

14
HEALTH
1. Make sure to turn off electronics one hour
prior to bed
2. Set a relaxing bed�me rou�ne, such as
listening to calming music or reading a book
3. Avoid caffeine in the late a�ernoon and
evening
4. If you are able, make sure to sleep in a cool,
dark room
Exhaus�on as the reason behind human error
As Andrew Russ, Marine Surveyor at Standard
P&I Club has explained to SAFETY4SEA, fa�gue
has been found to be the major contribu�ng
factor in 82% of the 66 recorded
groundings and collisions occurring between
0000 and 0600 hours, according to UK MAIB.
In fact, it is es�mated that 75% to 96% of
marine accidents can be a�ributed to human
error.
Microsleep may only last a few seconds, but it
does not need much more for something tragic
to occur. For instance, imagine driving your car
and having a microsleep episode as you take a
sharp turn. These few seconds that you were
out of control would have been more than
enough to drive you off a cliff and cost you your
life.
This is also true onboard. As men�oned, a
recent NTSB inves�ga�on found that
microsleep was the reason behind the incident
that occurred on July 28, 2022 at Washington,
when the passenger and car ferry Cathlamet
collided with a ferry terminal dolphin, with 94
persons on board
According to the inves�ga�on, in the days
leading up to the casualty, the master reported
receiving between 5-6 hours of sleep each night
before arriving to the ferry around 0330 to
0345 each morning and assuming the watch
about 0720.
The master also stated that in the roughly 4
hours of off-watch �me, he did his typical
walkaround, which indicated he likely did not
sleep. When asked to describe the master’s
demeanor, the quartermaster reported that the
master frequently appeared to be �red,
including on the day of the casualty.
The res�ng condi�ons men�oned above, in
conjunc�on with the master’s failure to
appropriately reduce the vessel’s speed,
15
neglec�ng communica�on with the terminal,
and the absence of rudder commands for 28
seconds leading up to the contact, collec�vely
suggest incapacita�on resul�ng from
microsleep.
Exhaus�on is not always apparent
Prof. Andy Smith, School of Psychology, Cardiff
University, had explained that fa�gue affects
performance long before a person falls asleep,
and the profile associated with it is o�en
unknown to inves�gators and the legal
profession.
First, early weariness may be offset by
compensatory effort, par�cularly in compelling
condi�ons. This impact may be seen in the
events that transpired when the Applied
Psychology Unit at Cambridge was requested to
make a video on their study for the BBC. They
sleep-deprived one of the research workers to
illustrate the sensi�vity of their du�es.
However, when he was videotaped, he
performed flawlessly as he adjusted for his
exhaus�on by exer�ng more effort.
Unfortunately, this compensatory effort can
only be performed for a limited �me before
weariness takes effect.
Following the screening, he backed into
numerous other automobiles in the parking lot.
So, if you or someone else feel �red but
overes�mate your abili�es to cope, it can work
for a while, but it won’t work in the long run.
The mul�-impact of exhaus�on
Apart from causing microsleep, fa�gue can also
contribute to accidents in the following ways:
#1 Cogni�ve func�on
Fa�gue may cause drowsiness, difficul�es
focusing, and diminished cogni�ve func�on.
This may result in naviga�on, communica�on,
and general situa�onal awareness errors.
Fa�gue may cause misunderstandings,
misinterpreta�ons, and communica�on
problems among crew members, which can
contribute to accidents.
HEALTH

#2 Reduced reac�on �mes

Fa�gue lowers reac�on �mes, which is crucial in
the sea’s dynamic and quickly changing
environment. Slower reac�ons might increase
the likelihood of a collision, grounding, or other
disaster.

#3 Judgment and decision-making ability

Seafarers may fail to effec�vely es�mate
hazards or make appropriate decisions,
increasing the possibility of mistakes.

Ensure rest to see the rest

Overall, ge�ng enough rest might help you

think clearly and prevent making errors.
Furthermore, obtaining adequate rest is
essen�al for maintaining excellent physical
health. It enables the body to repair and
regenerate itself, increasing general well-being
and lowering the risk of a variety of health
problems.

Sleep is one of the most fundamental

necessi�es in order to live. Nothing is more vital
than safeguarding your own and the well-being
of the person next to you.

h�ps://safety4sea.com/cm-microsleep-how-exhaus�ons-sly-
friend-fosters-perils/

16
LEARNING

EU OPTS FOR MORE EFFICIENT

ACCIDENT INVESTIGATIONS

A
poli�cal agreement was reached on
February 13 between the European
Parliament and the Council on the
inves�ga�on of mari�me accidents,
modernising a 2009 Direc�ve.

Acording to the EU, although mari�me safety in

EU waters is very high, with few fatali�es and no
recent major oil spills, more than 2,000 marine
accidents and incidents are s�ll reported every
year. For instance, the European Mari�me Safety
Agency (EMSA) reported that in 2022, there were
2,510 marine casual�es and incidents reported, a
decrease of 182 from 2021 and 84 from 2020.

Among key new measures, the co-legislators

agreed to bring the most serious accidents involving smaller fishing vessels (less than 15 metres)
within the scope of the Direc�ve.

Furthermore, EMSA will provide opera�onal support and training to na�onal inves�ga�ve
authori�es on their request, while respec�ng their opera�onal independence.

More specifically, the new direc�ve aims to:

• improve the protec�on of fishing vessels, their crews, and the environment, with fishing vessels
less than 15 metres in length now included within the scope of the direc�ve, meaning that
accidents involving fatali�es and loss of vessels will be inves�gated in a systema�c and
harmonised way

• clarify the defini�ons and the legal provisions so that member states’ accident inves�ga�on
bodies inves�gate all accidents that need to be inves�gated in a �mely and harmonised manner

• enhance the capacity of accident inves�ga�on bodies to conduct and report on accident
inves�ga�ons in a �mely, expert, and independent manner

• update several defini�ons and references to relevant EU legisla�on and IMO regula�ons, to
ensure clarity and consistency.

he revised direc�ve also aligns EU law with the most up-to-date interna�onal provisions adopted
by the Interna�onal Mari�me Organiza�on and requires that Member State accident inves�ga�on
authori�es engage in a peer review process to improve, to learn from each other and improve their
procedures and outputs.

17
LEARNING

Key elements of the new legisla�on

The general thrust of the Commission’s proposal

has been retained by the co-legislators. However,
several amendments to the proposal were
introduced to the text, mainly aiming to enable
accident inves�ga�on bodies to conduct accident
inves�ga�ons in a harmonised way throughout
the EU by making the exis�ng rules clearer and
more consistent with interna�onal regula�ons.
Other amendments aim to strengthen the
provisions regarding the independence of
accident inves�ga�on bodies and the
confiden�ality of their findings, and to reduce
unnecessary administra�ve burdens.

More concretely, the provisional agreement

covers inter alia the following aspects:

• alignment with the IMO casualty inves�ga�on
code on the obliga�on to inform mari�me
security authori�es if the accident
inves�ga�on body suspects that an offence
has been commi�ed
• provisions related to the conformity check
were adjusted in line with several other pieces
of EU mari�me legisla�on, such as the
mari�me equipment direc�ve
• a voluntary approach regarding the quality
management system for na�onal inves�ga�on
Member States will have 30 months to transpose
the Direc�ve into na�onal law.
“Although mari�me safety in EU waters is very
high, every accident is one too many, and we
need to learn from them. Today’s agreement will
help operators and regulators to take the right
measures to reduce their occurence, ul�mately
preven�ng the loss of human life and
environmental pollu�on.” said Adina Vălean,
Commissioner for Transport.
h�ps://safety4sea.com/eu-opts-for-more-efficient-accident-

authori�es accompanied by guidance for its inves�ga�ons/

implementa�on

• a 2-month deadline was introduced for the

preliminary assessment in case of accidents
involving smaller fishing vessels.

Next steps

The poli�cal agreement must now be adopted

formally. Once this process is completed by the
European Parliament and the Council, the new
rules will be published in the Official Journal of
the European Union and enter into force 20 days
later.

18
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19
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