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Someone was once asked What is the difference between ignorance and complacency?he responded, I dont know and I dont care.

What is complacency? Dictionaries describe it as being self-satised, a calm sense of well-being and security, self-satisfaction accompanied by unawareness of actual dangers ordeciencies. In attempting to understand the cause factors of an accident, and particularly

in efforts to understand the chain of events that precede an accident, one word appearsfrequently complacency. What causes us to become less vigilant when we do the same jobfor the 10th time?

Due to the repetitive nature of a lot of jobs on the ship, complacency is an ever presentdanger. When a person becomes complacent his alertness level for the task decreases, andconsequently, so does his performance.

Factors:

The major contributors to complacency are:

Reliable equipment: Today the equipment on board is usually so reliable that there is anexcess of condence that it will never fail.

Familiar circumstances: A person becomes more relaxed when faced with circumstanceshe is familiar with.

Expectancy: When a person hears and sees what he expects to hear and see rather thanwhat is actually occurring.

July 2010

Issue: 03

Human Factors ComplacencyDear Colleagues,

There have been anumber of accidents in

the industry lately which

are being attributed to a

very well known malady

that can affect anyone at

any time.

It can affect the old and

the young. It can affect

the meek and the over

confident.

The person affected is

usually a self-satisfied

individual who does not

get upset over anything.

If there is a problem, he

tends to accept it easily.

It seems the person

is happily cruising on

auto-pilot. The victim

is usually unaware that

he is suffering from this

malady.

This dangerous malady

is called Complacency.

Watch out for it because

complacency is a silent

killer.

Hope you never fall

prey to this dangerous

sickness.

Wishing you safe voyages.

Pradeep Chawla

ComplacencyComplacency

Editorial

Human Factors

Complacency

Revision of STCW

Did you know?

Stroke

Concentrated

Inspection Campaigns

Ship Board Concentrated

QHSE CampaignNo.2 Summary

Environmental Issues

Regulation Update

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[Contd. from page 1]

Symptoms of complacency:

There are symptoms of complacency that we should beaware of and that should set off alarm signals. Knowingthese symptoms will help us to respond accordingly.

Accepting lower standards of performance: One of the earlysymptoms of complacency is simply a lowering of onesstandards. When staff see that they are not questioned orcorrected for jobs that are not well done, they believe thatthe standard is at acceptable levels.

Erosion of desire to remain procient: The individual, whodoes not make the effort to stay updated in his profession,tends to fall behind. It is similar to staying in shapephysically; you cannot simply lose weight once and thenbegin overeating.

Boredom and inattention: If it is a chore to get to work dayafter day, or if we dont feel challenged by what we do andare not motivated to meet that challenge, then look out forcomplacency creeping in.

Satised with the Status Quo: Things as they exist are ne.Why change? Dont rock the boat. Dont make waves.

Neglecting personal safety: This is more stupidity thancomplacency. Why would anyone be careless enough todisregard their own safety by not using proper safety gearavailable to them? If we nd someone (including ourselves)neglecting even the smallest item of personal safety, itshould be a strong clue that the signs of complacency arepresent.

The Company we work for spends a considerable time andeffort to provide a safe environment for us to work in, thus itis our responsibility to learn and use all the tools providedto protect us.

Safety Nets:

To develop positive methods of preventing complacency,we must keep ourselves aware. One of the rst defensesis to keep your awareness level stimulated.

Professional involvement: Staying abreast of our professionis an effective method of ghting complacency and alsoprevents us from becoming stale and outdated.

Physical tness: Being physically t is an excellent defensefor many of lifes challenges. Physical tness results fromconscious lifestyle choices including: proper nutrition,

kicking the smoking habit, drinking in moderation, properrest, maintaining proper body weight, and a regularexercise program. Physical tness provides the enduranceto protect against fatigue induced unawareness and poordecisions.

Training: Initial and recurrent training including humanfactors training is fundamental to minimizing risk andpreventing complacency.

We must recognize that once on board, we have verylittle margin for errors, and mistakes will result ininjury or worse. A clear understanding of the risks we

face the people and the environment is essential tomaintain the proper balance to prevent a lethal dose ofcomplacency.

Contributed by

Capt. Sanjeev Mathur

An IMO Diplomatic Conference was held in Manila, Philippinesfrom June 21-25 to adopt revisions to the InternationalConvention and Code on Standards of Training, Certicationand Watchkeeping for Seafarers (STCW). The Conferencemarked the rst major revision to STCW since 1995, whenthe original 1978-Convention was completely revised.

Rest hours in the amended ConventionThe most important unresolved issue was a revision ofrest hours for watchkeeping personnel. There was a needto harmonize STCW requirements on rest hours with therequirements of the Maritime Labour Convention, 2006(MLC, 2006), expected to enter into force in 2011.

Following the Manila amendments to STCW, the rest hoursfor watch keeping personnel will be as follows:

Ofcers who are assigned duty as ofcer in charge of awatch, or ratings, forming part of a watch, and personnelwhose duties involve designated safety, prevention ofpollution and security duties, shall be provided with a rest

period of not less than 10 hours of rest in any 24-hourperiod and 77 hours in any 7-day period.

The hours of rest may be divided into no more than twoperiods, one of which shall be at least 6 hours in length,and the intervals between consecutive periods of rest shallnot exceed 14 hours.

The above constitutes the main regulation regarding resthours. There are however some options that differ from themain regulation:

Rest hours need not be maintained in the case of anemergency or in other overriding operational conditions.Overriding operational conditions should be interpretedas only essential shipboard work which cannot bedelayed for safety or environmental reasons or whichcould not reasonably have been anticipated at thecommencement of the voyage. It should be notedthat musters, re-ghting and lifeboat drills, and drillsprescribed by national laws and regulations and byinternational instruments, shall be conducted in amanner that minimizes the disturbance of rest periods.

A party to STCW (usually the administration of the agstate) may allow exceptions from the required hoursof rest provided that the rest period is not less than70 hours in any 7-day period. Such exceptions can begiven for example on request; however practice in thisarea still needs to be seen. They cannot be allowed formore than two consecutive weeks.

[Contd. on page 3]

Revision of STCW

Ac co rd ing to the U.S . Bu reau of Labo r Sta tist ics ,

the wrist, hand and fingers were the body parts

affected in 17.4% of injuries involvi ng days away

from work in 2007 of the total 1,158,870 injuries

in the private i ndustry.

Rising wrist/hand/finger injuries are a cause ofconcern in the maritime sector as well. In most

cases the root cause has been poor planning or

a complete disregard of basic safety rules.

YOUR SA FETY IS IN YOUR HAN DS!

Did You Know?

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Now doctors say a bystander can recognize a stroke byasking three simple questions:

S* Ask the individual to SMILE.

T* = TALK. Ask the person to SPEAK A SIMPLE SENTENCE(Coherently) (e.g. It is sunny out today).

R* Ask him to RAISE BOTH ARMS.

If he has trouble with ANY ONE of these tasks, seek urgentmedical help.

Another sign of checking for a stroke is

1. Ask the person to stick out his tongue.

2. If the tongue is crooked, if it goes to one side or theother that is also an indication of a stroke.

If you are trained in CPR, check and monitor thevictims airway, breathing, and circulation using yourCPR and First Aid training skills.

Lay the victim down with his head and shoulders slightlyelevated. This will reduce blood pressure on the brain.

If the victim is unresponsive but breathing place himon his left side with their chin extended. This serves

as two purposes. It will assist in keeping the victimsairway open and allow vomit and secretions to drainfrom their mouth.

Never give a suspected stroke victim anything to eator drink. His throat may be paralyzed restricting himfrom the ability to swallow.

Encourage the victim not to move and reassure them. Further guidelines are available in Chapter 13 of the

International Medical Guide for Ships.

Contributed by Mr. Amit Suri

The intervals between two periods of such exceptionsshall not be less than twice the duration of the exception.So if a person has been given an exception of 7 dayswith a rest less than 77 hours, another exception cannotbe given for 14 days. During these 14 days the normalminimum of 77 hours must be followed.

When given the exception, hours of rest provided for maybe divided into no more than three periods (as opposedto the normal two), one of which shall be at least six hoursin length and neither of the other two periods is less than

one hour in length. The intervals between consecutiveperiods of rest shall not exceed 14 hours and shall notextend beyond two days in any 7-day period.

As it is also the case in the present STCW, nothingconcerning rest hours of watchkeeping personnel shallbe deemed to impair the right of the Master of a ship torequire a seafarer to perform any hours of work necessaryfor the immediate safety of the ship, persons on boardor cargo, or for the purpose of giving assistance to otherships or persons in distress at sea. Accordingly, the Mastermay suspend the schedule of hours of rest and require aseafarer to perform any hours of work necessary until thenormal situation has been restored. As soon as practicableafter the normal situation has been restored, the Mastershall ensure that any seafarers who have performed workin a scheduled rest period are provided with an adequateperiod of rest.

Source BIMCO

[Contd. from page 2]

Stroke

One of our colleagues, Capt. Sameer Sablok, recentlysuffered a stroke. Timely medical help has played a major

role in his recuperating process.

Stroke is a diseasethat affects the bloodvessels that supplyblood to the brain.

A stroke occurswhen a blood vesselthat brings oxygenand nutrients to thebrain either bursts or

is clogged by a blood clot or some other mass. When arupture or blockage occurs, parts of the brain do not get theblood and oxygen they need. Without oxygen, nerve cellsin the affected area of the brain cant work properly, anddie within minutes (usually 3 to 4 minutes). When nervecells cant work, the part of the body they control cant workeither. The devastating effects of a severe stroke are oftenpermanent because dead brain cells arent replaced.

Stroke Identification:A neurologist says that if he can get to a stroke victim within3 hours he can totally reverse the effects of a stroke...totally. He said the trick was getting a stroke recognized,diagnosed, and then getting the patient medically cared foras early as possible.

Recognizing a Stroke

Remember the 3 steps, STR.

The stroke victim may suffer severe brain damage whenpeople nearby fail to recognize the symptoms of a stroke.

Concentrated Inspection

Campaigns

1. Tokyo MOU will carry out

a Concentrated Inspection

Campaign (CIC) on harmful

substances, as defined

by MARPOL Annex III,

SOLAS Chapter VII, and

the International Maritime

Dangerous Goods (IMDG)

Code during the period

01

st

September through30th November 2010.

2. Paris MOU will start a Concentrated Inspection

Campaign (CIC) to verify correct damage stability

on oil tankers, chemical tankers and gas carriers.

This inspection will last for 3 months, starting on

01st September and ending on 30th November 2010.

3. Black Sea MOU will start a Concentrated Inspection

Campaign (CIC) on tanker damage stability

compliance as of 01st September and ending on

30th November 2010 in parallel with the Paris MOU.

4. Vina del Mar MOU Secretariat will start aConcentrated Inspection Campaign (CIC) related to

the implementation of the requirements of the IMDG

Code and will be carried out from 01st September to

30 December 2010.

Blood unable to pass clot

Blood vessel

Blood clot

Area of brain deprived of blood

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Anglo Eastern Group23/F, 248 Queens Road East, Wanchai, Hong Kong

Tel: (852) 2863 6111 Fax: (852) 2861 2419

Email: aeqa.hkg@angloeasterngroup.comWebsite: www.angloeasterngroup.com

Regulation Update

Environmental Issues

1. 01st July 2010, following amendments to SOLAS cameinto force:

Amendments to SOLAS Chapter II-2 Fire protectionThese include amendments relating to Regulation 9 Containment of re, so as to include a requirement forwater-mist nozzles which should be tested and approvedin accordance with the guidelines approved by the

Organization; and in Regulation 15 Arrangements foroil fuel, lubricating oil and other ammable oils, newtext relating to the application of the regulation to shipsconstructed on or after 1 February 1992 and on or after 1July 1998.

Amendments to SOLAS Chapter III Life-savingappliances and arrangementsAmendment relates to the provision of lifejackets forlarger passengers and states that, if the adult lifejacketsprovided are not designed to t persons with a chestgirth of up to 1,750 mm, a sufcient number of suitableaccessories are to be available on board to allow them tobe secured to such persons.

Amendments to SOLAS Chapter V Safety of

navigationThe amendment adds a new paragraph to Regulation 22 Navigation bridge visibilityto allow ballast water exchangeat sea, provided that the master has determined that it issafe to do so and takes into consideration any increasedblind sectors or reduced horizontal elds of vision resultingfrom the operation to ensure that a proper lookout ismaintained at all times. The operation should be conductedin accordance with the ships ballast water managementplan, taking into account the recommendations on ballastwater exchange. The commencement and termination ofthe operation should be recorded in the ships record ofnavigational activities.

Amendments to the International Life-Saving

Appliance Code (LSA Code)The amendments include the requirement that all lifesaving appliances should withstand in stowage an airtemperature range of 30C to +65C and personal life-saving appliances should remain operational throughoutan air temperature range of 15C to +40C. The colourof life-saving appliances is now specied to be ofinternational or vivid reddish orange, or a comparablyhighly visible colour on all parts where this will assistdetection at sea. The existing section 2.2 on Generalrequirements for lifejackets is revised and replaced.Further amendments relate to specications for immersionsuits and anti-exposure suits.

Refer to Regulation Update 11 for further details.

2. Norwegian Ballast Water Management Regulations applywhen calling at Norwegian ports and when operating inNorwegian territorial waters after 1 July 2010. All ships,regardless of ag, would be required to exchange, treator deliver to a shore reception facility all ballast watertaken up outside the following areas: the Barents Sea,the Norwegian Sea, the North Sea, the Irish Sea, theBay of Biscay and surrounding Iberian peninsula, and thenorthern part of the Atlantic Ocean.

Refer to BW 14 in Ballast Water Management Part B le onboard.

From this quarter, PSC may pay more attention tochecking items related to MARPOL Annex VI (revised).We have identified 10 different areas where we would likeyou to concentrate while carrying out your inspection andrecord keeping on board, which should help in avoiding anEnvironment related deficiency:

1. All engineers should be able to demonstrate starting

of Oily Water Separator and Incinerator in less than5 minutes.

2. Ozone Depleting Substances Record of Equipmentand consumption using Ozone Depleting PotentialRefrigerants. (in E/R Log Book Supplement MARPOLAnnex VI Record Book)

3. NOx Record book if vessel is built after 1st January2000

4. Volatile Organic Compound (VOC) Management Plan(only for tankers)

5. SECA area entries for changing over to 1.0 % Sulphuras per company circulars

6. NPDES record book if vessel is going to US.

7. EU port entries for changing over to GO below 0.1%Sulphur for Aux Engines and boilers

8. Proper Oil record book and incinerator entries andchecking that it tallies with alarm log in ECR.

9. Training records of engineers for Incinerator, Sewageplant and Oily Water Separator.

10. Discuss some ECM and all ship messages oncea week in Engine control room which are related toEnvironmental issues.

Contributed by Sudhir Bhimani, ECM

Ship Board Concentrated QHSECampaign No.2

Summary of deciencies noted in the campaign

conducted from Apr to Jun 2010 Navigation

1. Charts and publications inventory was not kept updated withthe chart corrections service provider.

2. Navigation ofcer is not familiar with vessels maneuveringcharacteristics displayed on the bridge.

3. Masters night orders not written on daily basis.4. Contingency anchorage and abort points were not being

marked on the charts.5. Advantage of using relative vectors on the radar for collision

avoidance not known to all ofcers.6. Master Pilot information exchange checklist not being lled.

Engine room machinery monitoring

1. Pressure gauges and thermometers: Reference pressure gauge and thermometer not available No record of shore calibration available

2. Minimum spare parts list not available3. Fuel oil tank remote level indicators not calibrated properly

and erractic.