ࡱ> cq` `,bjbjqPqP 4.::TZ VVV.$00080 3nzb355558JC9_9]y_y_y_y_y_y_y$|h8Ny8>888>8>y55(zFFF8>55]yF8>]yFF!pDs53 @Y1̺40Ceq&w>z0nzqfDLssto9H:F;]<o9o9o9yyFXo9o9o9nz8>8>8>8>'`0d`0 IMPROVING THE QUALITY OF INLAND CREW, SHIPS AND INLAND WATERWAYS Pero Vidan, Josip Kasum & Frane Mitrovi Summary Quality level of the inland waterway crew and inland waterways is closely related to traffic safety in the same. Quality inland crew, ships and inland waterways is important factor of safety and avoiding loss. Damage to water transport occurs as a result of collisions, spills of oily water and low level of protection at work [4]. According to the statistics of American Waterway Organization-AWO [9], the cause of most damage on voyage inland waterways is human carelessness. The author analyzes the occurrence of accidents in inland waterways and their possible causes. In order to reduce the damage and the number of accidents, measures proposed to reduce the possibility of human error occurrence by implementing safety management system and making better quality of crew. Key words: inland waterways, loss, safety, quality, crew Introduction Inland waterways are all navigable waterways on rivers, lakes and canals which are arranged, marked and opened for safe navigation [5]. An increased level of safety of navigation in inland waterways worldwide is achieved among other things by both international agreements and conventions. The result of such agreements worldwide is sanation of the existing infrastructure and superstructure, development of new waterways, introduction of new regulations aimed at safety of navigation and environment protection, implementation of existing regulations, standards and customs, survey and alike. Inland waterway traffic records an ever increasing traffic density. Consequently, new channels are being built, new solutions are being found so as to enlarge inland waterways, etc. Development plan of inland waterways in Europe has been summarized in the Programme for inland waterways (Navigation And Inland Waterway Action and Development in Europe-NAIADES) [4]. It is considered that the technology of water traffic develops poorly in comparison with the increase in traffic. The advantage of water traffic with regard to other branches of transport becomes apparent in: Relatively low transport cost Relatively low pollution and Safety of navigation. The interest of inland waterway crew is not appropriately rated. Determination of working hours and tasks related to certain professions are determined by the International Labour Organization-ILO regulations and agreements signed by the International Transport Workers' Federation-ITF. Regarding the education of inland waterway crew there is no international agreement. In most cases it depends on the legal acts of states. In this sense, such regulations relate back to the regulations laid down in the STCW Convention. However, the statistics of American Waterway Organization-AWO [9], the cause of most damage on voyage inland waterways is human carelessness. Dangers and damages in navigation on inland waterways The level of inland waterway crew and waterways quality is closely connected to the traffic safety on same waterways. The quality coefficient of the crew, the vessel and the waterways (KV) may be expressed as a factor defined by the number of damages occurred (Nst) and the ships and navigation safety (Sbp) in relation (1):  EMBED Equation.3  (1). Dangers are considered those accidents which can cause the loss of human life and partial or total loss of objects. The measure of a danger is evaluated based on statistics of damages occurred for individual areas. Damages are usually expressed by loss of human lives, the number of injuries, quantity or value of damaged or lost cargo or vessel or similar objects [19]. Ship safety in navigation can be expressed as function (2):  EMBED Equation.3  EMBED Equation.3  (2), Where: b - ship and cargo safety, pp - waterways safety, p- traffic density, ost  other factors. According to function (2) it is obvious that the quality of inland navigation considered satisfying if are pleased the following hypothesis: Waterways through which the vessel navigates have satisfyingly high safety level Both the ship and crew have satisfyingly high safety level Cargos are considered not dangerous for transport Other factors are considered advantageous. Waterways are considered satisfactorily safe if they are being regularly maintained, if they possess accurate necessary signs, if they possess the means to facilitate navigation such as, for example, River Information System - RIS, Vessel Tracing System - VTS, Electronic Charts Display Information System - ECDIS, Automatic Information System AIS and similar. Besides the abovementioned factors, the accidents statistics observed in time worked off for satisfying safe waterways should provide data of accidents that occur rarely. The level of vessel and crew safety is considered satisfactory if all international safety regulations concerning construction, maintenance, classification, equipment, crew, quality systems and others are met. Safety regulations are prescribed by law by international organizations and are ratified by member countries. They are prescribed by conventions of which the most important are: Safety of Life at Sea - SOLAS, Standards of Training, Certification and Watch keeping - STCW and others [9]. They may be supplemented by the special requirements of a ship's register, internal shipowner's regulation book and others. Cargo danger is measured by the extent of the damage to health of the crew, cargo, vessel and environment. Other factors are unexpected and rare causes created by force majeure which can jeopardise people, ship and cargo. These are, for example, difficult navigation weather conditions, unexpected dangers on the waterways and similar. Losses of life and injuries (table 1) as well as damages occurred on vessels and to cargo (diagram 1) have tended to fall over the past several years. Table 1 Statistics of accidents on inland waterways in USA in 2007 USA inland waterways DeathsWork injuriesLost time due to injuriesOver-boardsWorking hoursNumber69,079,233.83385844366 (Source: AWO Report 4th quarter 2007, available on: www.americanwaterways.com) Diagram 1 Statistical overview of injuries and damages in the USA between 1994 and 2003 on inland waterways  EMBED MSGraph.Chart.8 \s  Note: Average damages are considered those in the range between USD 50,000 250,000, without human injuries and with a low level of pollution (0.04-4 t) High damages are considered those in the range from USD 250,001 and higher, with at least one human injury (wounding, death), and where the level of pollution surpasses 4 tons. (Source: US Coast Guard, US Army Corp of Engineer) From the statistics, the decrease in number of shipowners' accidents on inland waterways (diagram 2) is evident. It is important to aim at keeping accidents to a minimum and raising the safety level. Diagram 2 Number of inland waterways crew accidents on inland waterways  EMBED MSGraph.Chart.8 \s  (Source: US Coast Guard -AWO Safety Partnership) Insurance companies do not pay out for damage claims for shipowners accidents [14], but damages occurred on cargos, to a vessel's hull and the environment can be of a large proportions. Therefore we endeavour to reduce these types of accidents (diagram 3). Diagram 3: Fuel and fuel products quantity released by barges between 1994 and 2004 expressed in tons  EMBED MSGraph.Chart.8 \s  (Source: US Coast Guard and US Army Corp of Engineer) According to the AWO, a considerable increase in traffic on inland waterways is expected. Waterways could represent a great danger in case of terrorist threats due to their vulnerability as well path through large cities [3]. Proposals for improving the level of Safety management in water traffic In order to reduce possible accidents occurring on vessels in the maritime commercial fleet caused by human factor, the International Safety Management ISM code has been introduced [10]. The aims of the ISM code are: Developing safety measures Reducing injuries and human casualties Reducing environmental pollution Reducing property damage [2]. For now ISM is used as obligatory by the SOLAS convention for maritime ships on international journeys. A state can announce the obligatory use of ISM in its national waters. ISM is considered partially harmonised with requirements for standardisation for achieving the 9002 standard [20]. The application of ISM reduces the chance of possible human error. Human error most commonly occurs due to oversight, tiredness, forgetfulness, negligence, handling errors, clumsiness, insufficient knowledge of equipment, misuse of equipment, non-use of occupational safety equipment, abuse of alcohol and drugs, lack of information on operations business and similar [2]. The ISM regulation book prescribes the rules of behaviour for many situations on board. Besides the abovementioned, it requires the obligatory use of a check-list. Helping to prevent oversight as well as incorrect procedures in critical situations is considered important. It prohibits the abuse of alcohol, narcotics and similar substances on-board. It requires obligatory documentation of data related to the crew, activities on board, safety equipment and other. It gives an insight to the company's and ship's hierarchy, responsible persons, crew duties, communications, archives, ships documentation and other. Full application has been suggested of an adapted ISM code to ships on inland navigation under the name ISMIW (International Safety Management Code Inland Waterway) according to the algorithm from image 1. ISMIW would have the same purpose, but different safety procedures due to the different type of transport through sea routes and inland waterways. As well as the ISM regulation book in sea traffic, it would be used for all ships on international journeys. From Table 2 the effects of introducing the ISM code introduction in the sea traffic are evident. The analysis was carried out for the Greek commercial fleet which is considered one of the biggest in the world. Table 2 Review of accidents prior to and following application in sea navigation Time of accidentVessel typeReason for accidentHuman (%)Other (%)Prior to ISMOthers49.350.7Tankers and RO-Pax ships84.016.0Following ISMOthers48.751.3Tankers and RO-Pax ships54.845.2 (Source: Tzannatos, E., Kokotos, D., Analysis of accidents in Greek shipping during the pre- and post-ISM period, ScienceDirect, Marine Policy, Journal homepage: www.elsevier.com/locate/marpol) Application of the ISM code succeeded in reducing the number of accidents caused by human error. Similar results are expected for traffic on inland waterways because of the affinity of these two traffic branches. Due to the increase in occupational safety, an annex to the ISM code was introduced: The Safety Management System-SMS. Adaptation of the SMS regulations for transport on inland waterways into the Safety Management System Inland Waterway SMSIW is being proposed. SMSIW would contain: A safety and environmental protection policy Instructions and procedures for occupational safety and environmental protection in accordance with the laws of the state in which the vessel is located A definition of the method of vessel to shore communication A definition of the level of authority on-board, method of communication and hierarchy Procedures for reporting an accident Procedures for preparing for and reacting to an alarm signal. Increasing quality to a higher level would result in better operation as a result of greater utilisation of human and material resources. It would be based on the clarity of communication between inland crew concerning the issue of understanding work duties, decision-making and similar. An important factor is considered to be the effective organisation of man power with regard to tasks in order to achieving as good a final result as possible. This kind of management has been used for several years already in sea traffic known as Bridge Team Management BTM, namely the Bridge Resource Management - BRM. It should certainly be applied to management and transport on inland waterways. BTM ensures improved team work, communication, hierarchical structure and decision-making, resulting in an improvement in safe navigation. STCW 95, chapter B VIII/2 is recommended. It is being applied in procedures such as: Voyage planning Crew work planning Emergency procedures Bridge Standing Orders Taking-over the duties of the captain/pilot. An international agreement on the minimum norms of education for inland waterways crew is being suggested. This kind of agreement for sea transport has been provided by the STCW convention. The agreement would mean an improvement in the quality of education and training for inland crew. On the other hand, it would contribute to a better understanding of the importance of safety as well as vessel protection on inland waterways. An increase in the level of education for ship officers, captains and ship managers of inland waterway ships transporting dangerous cargo and passengers is being proposed. The proposal would include a passenger transport limit of 100 people. Measures for evaluation of inland crew work Due to the increase in inland crew responsibility for navigation, the introduction of new proposals and increased demands in terms of education and training, measures are being proposed which would describe each rank on an inland waterway ships. These kinds of measures would be used to establish rates on inland waterways. The necessity of these kinds of measures arises from a possible increase in the number of inland waterways crew with the arrival of cheap labour from the Far East. It would lead to a reduction in crew costs and harm their quality. Hence, the application of coefficients that would determine a crew's quality is being proposed: Complexity of profession Responsibility of profession Effort of profession Price of object connected to the profession Risk of profession. The complexity of profession Fs can be expressed by the function (3) assisted by the coefficients: Responsibility of profession Fo Effort of profession Fn Price of object Fc Risk of profession Fd.  EMBED Equation.3  (3). The responsibility of profession is the function of the total number of people n for which the rank of a determined profession is responsible:  EMBED Equation.3  (4). Effort of profession is the function of working hours s and hours of preparedness p which constitute the working hours estimated for position under consideration:  EMBED Equation.3  (5). The ratio between the coefficients (KV) and the number of working hours on-board is hypothetically shown in diagram 4. Diagram 4 Graphical overview of the KV coefficient depending on the sum of working hours and hours of preparedness  EMBED MSGraph.Chart.8 \s  The coefficient of the price of the object related to the profession is the function of value of the object with which is being managed:  EMBED Equation.3  (6). The risk coefficient Fd is the function of the probability of injury or loss of life which describe each rank, that is, the working environment. The D value is obtained based on the statistical data of the sum of injuries in the work place for each rank:  EMBED Equation.3  (7). Each rank can be described on market basis by the coefficient of availability KA.. The coefficient of availability is the proportion of actual supply no and demand nn on the labour market.  EMBED Equation.3 =  EMBED Equation.3  (10). The value of the inland waterways crew work Vb can be expressed in the following way:  EMBED Equation.3  (11). The application of factors of complexity and the coefficient of availability as parameters for determining the quality of a inland crew, that is, determining the personal income, is being proposed. By elaborating on the measures for each type of vessel and professions on vessels, some hypothetical data can be obtained (diagram 5). Diagram 5 Hypothetical example of evaluation of a crew according to their profession and type of vessel  EMBED MSGraph.Chart.8 \s  Being proposed is the application of new measures for evaluating work, the application of SMSIW and ISMIW according to the algorithms shown in image 1.  EMBED Visio.Drawing.11  Image 1 Application of new measures for a quality system on inland waterways 5. Conclusion Traffic through inland waterways is considered the most cost-effective method of transport. The level of inland crew and waterways quality is closely connected to the traffic safety on those waterways. It is not considered satisfactory. The reason for that is seen on the corridors of the most important waterways which often traverse industrial centres, cities and similar. Frequent terrorist threats in the world make this way of transport vulnerable. In order to raise the quality of vessels and crews, the introduction of the ISMIW code, the SMSIW code and both BTM and BRM regulation books which are already being applied in sea transport is being proposed Their application should be the condition for obtaining the ISO standards for vessels and companies that operate on inland waterways. The introduction of new standards of education in the world is considered necessary due to the influx of cheap labour from the east with suspect training skills and levels of education. The proposed prescribed standards would be applied to inland crew officers transporting more than 100 passengers and dangerous cargo. Due to the noticeable disproportion in inland crews incomes, the application of measures which would determine the minimum personal incomes of inland crews with consideration given to their quality is being proposed. It would depend on a inland crews rank, level of education and training, type of vessel, overtime, and the ships value. Personal income coefficients would fluctuate depending on coefficients of demand and supply on the market. Personal incomes would entice inland crews and operators to adhere to safety measures, working hours, increase the level of education and training and similar. The supplementation and application of the abovementioned measures for a quality system for inland waterways is suggested. Bibliography Barsan, E., Social Aspects of the Seafarers'Integration on the Maritime Jobs Market, available at:  HYPERLINK "http://www.iamu/edu.org/generalassembly/aga4/barsan.phd" www.iamu/edu.org/generalassembly/aga4/barsan.phd International Safety Management (ISM) Code, North of England P&I Association Limited, 1996 Kasum,J., Vidan,P., Baljak, K., Threats to ship in inland navigation, POWA, Dubrovnik, 2008 Kasum, J, Vidan, P., Baljak, K. , Threats and New Protection Measures in Inland Navigation, Promet-Traffic, Vol.22 (2), 2010., p. 143-146 Vidan, P., Kasum, J., Joli, N., Proposal of Models and Measures of Search and Rescue on Inland Waterways. Transport, The Journal of Vilnius Gediminas Technical University and Lithuanian Academy of Sciences, 25(2), p. 178 185 Loyd[ Register Fairplay, World Fleet Statistics, 2006 Pravilnik o zvanjima i uvjetima za stjecanje zvanja lanova posade trgova kih brodova unutarnje plovidbe Republike Hrvatske,NN 171/03, available at: http://narodne-novine.nn.hr/default.aspx SIRC surveys of crew composition in 1992-93 and 1998-99, available at: http://ilo-mirror.library.cornell.edu/public/english/dialogue/sector/techmeet/jmc01/jmc-r3.pdf Zec,D.,Sigurnost na moru, Pomorski fakultet Rijeka, Rijeka 2001 International Safety Management (ISM) Code, North of England P&I Association Limited, 1996  HYPERLINK "http://www.americanwaterways.com" www.americanwaterways.com  HYPERLINK "http://www.dft.gov.uk/pgr/statistics/.../maritime/seafrer/ukseafarerstatistics2007" www.dft.gov.uk/pgr/statistics/.../maritime/seafrer/ukseafarerstatistics2007 www.ecy.wa.gov/biblio/991302.html  HYPERLINK "http://www.hok.hr" www.hok.hr  HYPERLINK "http://www.imo.org" www.imo.org  HYPERLINK "http://www.itf.org" www.itf.org  HYPERLINK "http://www.jadranbrod.com" www.jadranbrod.com  HYPERLINK "http://www.mmtpr.hr" www.mmtpr.hr  HYPERLINK "http://www.osiguranje.com.hr/rijecnik.asp" www.osiguranje.com.hr/rijecnik.asp  HYPERLINK "http://www.unols.org/meetings/2001/200110rvt/200110rvtap13.pdf" www.unols.org/meetings/2001/200110rvt/200110rvtap13.pdf PODIZANJE RAZINE KVALITETE BRODARACA, BRODOVA I UNUTARNJIH PLOVNIH PUTOVA Pero Vidan, Josip Kasum & Frane Mitrovi Sa~etak Razina kvalitete posade i unutarnjih plovnih putova je usko povezana sa sigurnosti prometa na istim. Kvaliteta posade, broda i unutarnjih plovnih putova bitan je imbenik sigurnosti plovidbe i sprje avanju nastajanja ateta. `tete u vodnom prometu nastaju kao posljedica sudara, izlijevanja zauljenih voda i slabe razine zaatite na radu. 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U ovom radu autori analiziraju pojavu nezgoda na unutarnjim plovnim putovima i njihove mogue uzroke. U cilju smanjivanja ateta i broja nezgoda, predla~u se mjere smanjivanja mogunosti pojave ljudske pogreake uvoenjem sustava upravljanja sigurnoau prilagoenog unutarnjoj plovidbi te podizanju kvalitete brodaraca. Klju ne rije i: unutarnji plovni putovi, nezgode, sigurnost, kvaliteta, posada  Pero Vidan, Ph.D., University of Split, Faculty of Maritime Studies, Split, E-mail: pvidan@pfst.hr  Josip Kasum, Ph.D., University of Split, Faculty of Maritime Studies, Split, E-mail: jkasum@pfst.hr  Frane Mitrovi, Ph.D., University of Split, Professor, Faculty of Maritime Studies, Split, E-mail: frane.mitrovic@pfst.hr  The number of 100 passengers has been taken as the limit for authorisation for a river raft skipper. Pursuant to the Regulation on professions and conditions for acquiring the ranks of crew member of commercial ships for inland navigation of the Republic of Croatia, authorisation for a river raft skipper (Article 31), provides for the handling of a non-propelled river rafts up to a bearing capacity of 50 t or a capacity of 100 passengers.   VXx)7?@AFLŧufWfWhZhfgCJaJmH sH hZhCJaJmH sH hZhfgCJaJ!jhZhfg0JCJUaJh?kh?kCJaJh?khHCJaJh?khCJaJhhu'CJaJhHCJaJhhCJaJ!jhh0JCJUaJhh'ECCJaJhCJaJhu'CJaJh'EC@()Q,R,T,U,W,X,Z,[,],^,_,`, $dha$gdigdX$a$gd?k$a$gdX$a$gdH48K_`alsuvǷǧǧyj[yhZhMCJaJmH sH hZh>8CJaJmH sH hZhCJaJmH sH hZh/CJaJmH sH hZh/6CJaJmH sH hZhfg6CJaJmH sH hZh 6CJaJmH sH hZh6CJaJmH sH hZhfgCJaJhZhfgCJaJmH sH hZh CJaJmH sH ( (((&((((((((l))))*,:,H,Q,R,S,U,V,X,Y,[,\,_,`,ǿDžyyyyb,hihX6B*CJPJaJnHphtHjhjUhjhu'h?kCJaJhu'hu'CJaJ!jhh?k0JCJUaJhh?kCJaJh?kCJaJhu'CJaJUh?kjh?k0JUhZhfgCJaJhZhfgCJaJmH sH hZhmh7CJaJmH sH &Pero Vidan, Ph.D., University of Split, Faculty of Maritime Studies, Split, E-mail: pvidan@pfst.hr  Josip Kasum, Ph.D., University of Split, Professor, Faculty of Maritime Studies, Split, E-mail: jkasum@hhi.hr  Frane Mitrovi, Ph.D., University of Split, Professor, Faculty of Maritime Studies, Split, E-mail: frane.mitrovic@pfst.hr     21h:pT. A! 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