as pdf. - SAN-Nytt

Work environment and safety in shipping
YEAR 37
3 /13
THEME: AFTER AN ACCIDENT HAS HAPPENED
Manage crisies through good preparation...............................1
Prevention through reporting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Measures to increase reporting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Support from ashore. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Major challanges during evacuation . . . . . . . . . . . . . . . . . . . . . . . . . 3
San has the floor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Tips from SAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Research. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Outloock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Swedish Transport Agency, Maritime Department .. . . . . . . . .
Profile: Bronach Karlsson. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Manage crises through good preparation
Despite risk assessments, checklists,
exercises and safety systems, accidents sometimes occur. Some are
serious with large losses; others are
minor and easier to deal with. Whatever the event, good preparedness
and rational behaviour is the best
way to minimise the consequences.
That is the opinion of the master,
trainer and author, Tobias Magnusson.
In one respect, accidents at sea are more
difficult than those that occur ashore.
Rescue services are more limited and getting external assistance can take time,
especially if the weather is bad and the
ship is far away from the coast. In recent
decades, awareness of the importance of
preventive work has attracted an increasing amount of interest. It has possibly
contributed to the falling number of accidents. According to the latest statistics
from the Swedish Transport Agency, 99
accidents and incidents occurred in 2011
on Swedish-registered ships (seven of
which were fishing boats). The
corresponding
figure in 2010
was 123. The fall
is also true for
the percentage comparison. But there
are still serious accidents as well as nearmisses and incidents. Among last year’s
incidents, everything from groundings
and collisions to machine breakdowns
and leakages took place.
Tobias Magnusson is normally the master on Silja Symphony, but he also teaches
crowd and crisis management to marine
Tobias Magnusson, commander at Silja Symphony
officer students and external participants
at Chalmers University of Technology.
In the spring he released his book Krisledarskap (Crisis leadership), which he
wrote together with the sea captain, Ian
Magnus Lewenhaupt. According to Tobias, the best way
to equip yourself
and the crew for
an accident is
through careful
preparation.
”When an accident happens you often
need to act quickly and efficiently. There
is not always time to think and reflect. If
a fire starts in a deep-fat fryer or a pan,
you should know immediately what to
do. The better prepared you are, the greater are the chances that you will act in
the right way and that you do not panic
through fear,” he says.
”Information provides
security”
One accident is rarely the same as
another and there are a number of different scenarios that may occur. It is not
possible to practice for all eventualities,
explains Tobias, but adds that the more
you vary training with the crew, the
greater are the chances of managing a live
situation efficiently.
Inventive navigation officers
”On Silja Symphony we have imaginative navigation safety officers who challenge the crew in different ways when
we practice. Suddenly there is a fire hose
that doesn’t work, an emergency exit that
can’t be used, or you can’t contact your
immediate manager. Then you realise the
importance of having a backup plan,”
says Tobias.
Out of all the accidents on Swedishregistered ships in 2011, more than half
(55) occurred on passenger ships. On ferries there is a risk that the consequences
of an accident will be more extensive
since there are many more people on
board (both passengers and crew) compared with cargo ships. It also means
there is a larger safety organisation to
coordinate.
”On the Symphony there are about 220
people in the crew. Virtually all of them
are in the safety crew and have a specific
job to do in the event of an accident,”
says Tobias.
The crew is divided into groups with
different areas of responsibility.
”We try to make each group as independent as possible. When an accident
occurs, officers may not be available all
the time,” says Tobias.
Exercise provides practical skills but
also a sense of security and safety that
can help in contact with passengers. An
important task for the master is to provide those on board with information on
what is happening.
”Information gives security. Even when
we do not have anything to report, it is
still important to communicate and say,
for example, ”Nothing has happened in
the last ten minutes but we will give you
more information as soon as we know
anything new”. For passengers, it is nice
to know that there is someone at the
other end of the rope and that the crew
are working to manage the situation.
Linda Sundgren
ORDER AT
JURE FÖRLAG AB
[email protected]
Tobias Magnusson lists what the crew and officers should remember if an accident occurs:
• Inform others of what is happening.
This gives a feeling of security to
both crew and passengers.
• Never lie. Don’t say anything you
know is not true just to calm people.
If you don’t know there is a rescue
operation on the way, don’t say it.
• Get an overview. Try to create a pic-
ture of the situation as it is, neither
more nor less serious. It may be
tempting to reduce the significance
of what has happened, but such
thoughts counteract good crisis
management.
• Keep calm. Take a deep breath and
disregard any feelings of guilt about
Prevention through reporting
Serious accidents and incidents
should be reported as soon as possible directly from the ship to the
Transport Agency. But the Agency
also encourages reports of minor
events.
According to the Sea Act, all serious
accidents and incidents that could lead
to serious accidents must be reported
to the Transport Agency as quickly as
possible.
Responsibility for reporting lies with
the master. What is considered to be a
serious accident is not always crystal
clear, but the Agency would rather have
too many reports than too few.
Grey area
”For our statistical information, it is
very important that we get as complete a picture as possible. To know
where and how accidents occur is also
important for our preventive work,”
says Sten Anderson at the Transport
Agency. But he agrees that there is a
grey area in what should be reported.
This uncertainty sometimes means that
the Agency hears about incidents from
other sources than masters.
”It could be from pilots, the coastguard, the mass media, MRCC or our
inspectors. When we contact the ship
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to find out more, the reaction is often,
”Oh dear, I didn’t realise it should be
reported”, says Sten Anderson.
The Transport Agency in turn is obliged to report the accident to the Swedish Accident Investigation Authority,
which assesses whether the incident
should be investigated or not. If a serious accident has occurred, the Transport Agency also notifies the police.
Minor incidents and deviations are
dealt with by the internal maritime
reporting system, Insjö/Foresea. Reports
are sent there via shipping offices, and
then made anonymous before they are
put into a common database.
”One advantage of Insjö is that the
person reporting will be sent a summary by return of post describing similar
incidents on other ships and how the
problems were solved. In this way, we
can learn from previous mistakes and
ensure that they are not repeated,” says
Sten Anderson.
Linda Sundgren
what has happened. Then you have
better chances of acting rationally.
• Keep an open atmosphere so that
everyone dares to give their opinion
and question each other’s assessments. The time when the master
alone took all decisions is past.
Measures to increase
reporting
The maritime sector is worse at reporting
incidents than other transport modes.
The Transport Agency wants to change
this and is planning a number of measures to increase the frequency of reports.
In aviation, 150 incidents are reported
for each accident and in rail transport
the corresponding figure is eight. In the
maritime sector, the corresponding figure
is only 0.2, which means that we report
fewer incidents than accidents. After
talks with the industry, the Transport
Agency is planning a series of measures
to encourage the reporting of incidents.
”Stricter confidentiality requirements,
simplified reports and more feedback of
information are some of the measures we
have discussed. We made similar changes
in aviation a few years ago and they led
to more incident reports,” says Daniel
Hellström, head of the section for statistics and analysis at the maritime and
aviation department.
By encouraging more incident reports,
the Agency hopes to focus supervision
and regulations more on the basis of
actual risks.
”This is very important for the development of all our continued maritime safety work,” says Daniel Hellström. Linda Sundgren
San news 3/13
Support from
ashore
When an accident happens, support
is also needed from the shipping
company ashore. Stena Line’s contingency plan regulates everything,
from the crew’s first call to procedures for psychological support after
the crisis is over.
Martin Lewerentz is Stena Line’s designated person. He explains that the crew’s
first emergency call to the company is
transferred to an internal safety centre
that is manned around the clock. The
centre then turns to one of the onshore
organisation’s rapid response teams.
”The whole system starts up when this
happens. We have drawings of the whole
ship, we can connect to the stability computers on board and we also make all the
necessary contacts with the competent
authorities, classification society and rescue services,” says Martin Lewerentz.
Operational focus
Relatives of the crew are put through to
the company’s HR department, while an
external centre answers questions relating to passengers. In crisis situations, the
company’s communication department
has a very important role in answering
questions from the media and informing
others in the company,” says Martin.
”I am a sea captain myself and I have
Shipping companies handle the contact with the authorities.
been involved in incidents at sea. My
experience is that in a crisis situation
you need to focus on the operational
issues without being disturbed by people
calling with questions about anything
and everything. Today, when everyone
has mobile phones, it is very difficult to
provide that situation for the crew, but
we try to help them as far as we possibly
can.”
The emergency response plan also includes procedures for how crewmembers can
obtain counselling after an accident.
”Our HR department does that in collaboration with the occupational health
services,” says Martin.
He tells us that the emergency response
system is tested about four times a year
on different scales. In January this year it
was put to a live test when a lorry caught
fire on Stena Nautica.
”Afterwards we went through what
worked well and what could have been
done differently. We have made a few
adjustments, and now we have a plan
which I think works well in all areas. But
in an emergency, we who work ashore
only have a supporting function. It is the
guys and girls on the ships that do most
of the work and they are extremely good
at it,” says Martin.
Linda Sundgren
Major challenges during evacuation
Evacuating a ship is a complex task,
especially if there are passengers on
board. Monica Lundh is a researcher
who has studied the problems faced
when abandoning ship.
Bad weather, problems with lifeboats,
people panicking, the ship listing and fire
may all be involved. When you have lost
control of the situation on board and the
ship must be abandoned, the crew has
many difficulties to overcome. Monica
Lundh is a marine engineer and
doctor of technology at the Department
of shipping and marine technology at
Chalmers. She has studied evacuation
procedures on cruise ships and says that
they make great demands on the crew,
not least when handling passengers.
”People react very differently in the event
of an accident, but speaking very generalSan news 3/13
ly it is possible to divide them into three
groups. Most people don’t realise how
serious it is; they are cautious but are usually easy to control. A small group only
takes a few seconds to understand what
has happened. They take the matter into
their own hands and act forcefully to save
themselves or others. A small group becomes irrational. They shout and scream, or
become apathetic. It can be very difficult
to make these last two groups do what
you want them to.”
The crew needs to be well prepared for
the different reactions they may meet in
passengers.
”You must be very clear and act with authority to make people do what you want
and quickly go to the muster stations on
deck,” says Monica.
Another problem in connection with evacuation is the lifeboats. Over the years,
a number of seafarers have been injured
during lifeboat drills, despite the fact that
these are often done by the quayside in
calm weather.
Listing badly
Working with lifeboats in a crisis situation, possibly in high seas with the ship
listing badly, is even more difficult.
”On cargo ships it is the hands that are
responsible for lifeboats, and the task is
fairly similar to what they normally work
with. But on ferries there are not enough
hands and the catering personnel, cleaners and shop staff are also expected to
help out. It requires a lot of practice and
training, and the question is whether the
training they get is sufficient.”
Linda Sundgren
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EDITO R H A S T H E F L O O R
~ TI PS FROM S AN ~
Maritime Labour Convention launched
In the San NEWS issue 2/2006, the then
chairman of the Work Environment
Authority, Pieter Sprangers, wrote for
the first time about the new Maritime
Labour Convention, which had just
been adopted. He described it as a great
step forward for seafarers’ working and
living conditions and a better opportunity for shipowners to compete on
equal terms. Less than a month ago,
on 20 August, it entered in force. Certification is in full swing. During the
first year, cruise ships and bulk cargo
ships will be approved, and later the
remaining tonnage. For certain foreign
ships the convention will mean significant changes, while for Swedish ships
certification will probably not be as
challenging since the blue-and-yellow
flagged vessels already meet most of
the requirements. In the next issue of
SAN News we will take another look at
the Maritime Labour Convention with
longer articles and coverage.
Linda Sundgren/editor
Do you get SAN News at the right address, with the right name and the right
number of copies? If not, contact Eva
Ohlsson and she will help you. You can
also contact Eva if you want to subscribe
to the newspaper. She can be reached at
[email protected].
”The first thing I look at is what people have on their feet.
You can’t do a job safely without proper working shoes.” Bronach Karlsson, first cook on Stena Alegra, on the importance of good shoes for catering personnel.
Film about the MLC
~ OU TL O O K ~
International maritime safety work
When a serious accident occurs, intensive work starts immediately at the
IMO to discover how and why the
accident occurred. A number of working groups are then appointed with
the task of either making new rules or
changing existing rules to prevent the
same accident from recurring, without,
of course, causing excessive shipping
costs. These working groups are often
supplemented by the flag state affected by the accident, which may want
to clear the reputation of its flag with
regard to non-existent, unclear or ineffective rules. This work may result in
changes to regulations within a few
years only. Accidents or incidents that
do not result in environmental impact
or major loss of life may be given a
separate item on the agenda. A correspondence group is appointed and
positive proposals are mixed with fears
that the issue has not been investigated thoroughly enough, and that there
could be a risk of creating rules which
may have unforeseen consequences.
This procedure can sometimes continue for many years and is only speeded
up if a similar accident occurs during
work in progress. It takes even longer to
introduce rules on preventive maritime
safety work in the IMO. When ITF or
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IFSMA, the organisations that represent
seafarers, draw attention to incidents
or accidents resulting in injuries to
seafarers and want to tighten up the
rules, this is usually opposed by some
states with colourful flags. These flag
states are often found on the ITF list of
FOC, Flags Of Convenience, and generally confirm our prejudices. There are
some exceptions: on many occasions
the Bahamas and the Marshall Islands
have both come up with proposals
and supported others’ proposals concerning seafarers’ well-being with regard to
the work environment and safety. This
year’s SAN conference has the theme
”When an accident has happened”. Let
us try to prevent accidents and continue the work where Sweden was once
a world-leader in preventive maritime
safety. This demands that Sweden continues with, develops and collaborates
in research projects in the areas of work
environment, ergonomics and safety
at sea. Since special national rules are
generally disappearing, there is a need
for scientific reports that can provide
support for a number of interested
delegations within the IMO to develop
international rules.
Mikael Huss/Marine Officers’ Association
On the International Labour Organisation (ILO) website there is an informative film about the new Maritime Labour
Convention, or MLC. Go to www.ilo.org;
the film is called ”A Passport to Decent
Work”. Enter the title in the search field
at the top right, or use this link:
http://www.ilo.org/global/about-the-ilo/
multimedia/video/institutional-videos/
WCMS_219972/lang--en/index.htm
~ RE S E ARCH ~
On 13-14 November the Maritime Academy of Kalmar is arranging a conference
on the theme ship-human factors-environment. The conference is the third
in a series focusing on environmental
adaptation and energy efficiency. This
year, people on board will be given more
priority and relevant work environment research will be presented. The conference will be held in Swedish. For
more information, go to the Maritime
Academy’s website and click on the tab
for events, or contact Andreas Åsenholm
at [email protected].
San news 3/13
~ S WED IS H T R A N S P O R T AGE NCY, M ARI TI M E DE PARTM ENT ~
The Maritime Department of the
Swedish Transport Safety Agency
(previously the Swedish Maritime
Safety Inspectorate) will spread
information about relevant events
and convey important messages to
the shipping industry.
chart or used the route planning tool in
ECDIS with an official electronic navigational chart (ENC), the choice of route
would probably have been different. See
figure 1.
SLMA TSS 2012-419
Incident 2
Track in ENC
The second example is a situation where
a navigator stated he remained in the
”zoomed-out” navigational chart to get
an overview, resulting in detailed information about the three-metre contour
being lost or not seen (position of arrowhead). Had he been observant in any
sense, the grounding would have been
avoided.
Route planning and overview of electronic chart systems tricky
Carelessness with electrical
equipment resulted in electric shock and hospital treatment
One previously recognised problem area
is still unresolved. Those who have trained with ECDIS (Electronic Chart Display
and Information System) know about the
problem that all details are not shown in
different scales on electronic charts, but it
is still worth making a reminder. Various
electronic chart systems are used to different extents, but it is almost only when
the ECDIS standard is fulfilled with requirements on training and corrected charts
(ENC) that paperless navigation may be
carried out. The problem with missing
information becomes particularly significant when there is no route planned in
the electronic chart system. The safety
barrier in ECDIS systems that checks
whether the route goes over any grounds
does not function. The second safety barrier, checking the correct scale to enable
the details necessary for safe navigation,
may also be put out of function if an
operator zooms out to get an overview.
It may be justified, however, to deliberately turn off some alarm functions
after a risk assessment by the officer in
charge to avoid ”drowning in alarms”
while navigating in the archipelago. The
following two incidents are examples of
the improper use of the systems and poor
route planning.
Figure 1. Route traced onto ”paper cards”.
The ship managed to turn.
Incident 1
A ship with a draught of 4.9 metres was
using a substandard electronic chart at
the time of the incident. The navigation
officer had previously sailed the route in
smaller ships. If he had looked at a paper
San news 3/13
When switching to shore current, a circuit breaker tripped. When resetting the
breaker, the navigation officer received a
large electrical shock through his body.
Pirate batteries for GMDSS
equipment noted on the
European market
The Transport Agency wants to inform
seafarers and ship owners that replacement batteries not guaranteed by the
manufacturer or the body which approved the product may affect the product’s
type-approval. In general, people should
be aware that pirate products or thirdparty products may be improperly
marked and not comply with the Council
Directive 96/98/EC of 20 December 1996
on marine equipment (MED 96/98/EC on
correct marking).
If there is any doubt, contact the manufacturer or check whether the stated
approval really exists with the body indicated.
Sources:
Lloyd´s Register Classification News No.
14/2013, 26 June 2013
Link: https://www.cdlive.lr.org/information/
Documents/classnews/2013/CN1413.pdf
Bureau Veritas also recognises the Netherlands Shipping Inspectorate (NSI) Safety
Notice on the link below, 23 May 2013:
http://www1.veristar.com/veristar/dps_
info.nsf/74ae59ae5cff948cc1256d39003d
cdef/60c4376649188b49c1257b740034d
4bd?OpenDocument
USA closes service and
watchkeeping on GMDSS
functions in MF/HF
He had touched one or more unprotected, live parts of the circuit breaker.
Cabinet where the accident occurred. A
sheet of plastic installed after the accident covers the uninsulated, live screws
that the navigation officer came into
contact with. The handwritten text and
symbols in the figure are edited and the
location of the three live screws
is shown in the dashed frame.
The closure took place on 1 August of
this year. The Swedish Transport Agency
considers it important to emphasise that
a distress call via MF/HF DSC and speech
will probably not be received by USCG.
See more below.
Source:
USCG Maritime Safety Information
Bulletin 022/13 (15 July 2013) and closure
of GMDSS frequencies 2182 and 2187.5
kHz in the United States
http://www.regulations.gov/#!documentDeta
il;D=USCG-2013-0521-0001
SLMA TSS 2013-2318
5
~ PR O FIL E ~
Bronach Karlsson: I am 100 % safety officer
Bronach Karlsson, a sea cook, likes
the responsibility that comes with
her job as safety officer and enjoys
being involved in creating a safer
work environment.
”My upbringing in Northern Ireland
has probably affected the person
I am today. I have seen too much
misery in my life and do everything
I can to ensure that nobody is injured.”
For a British-flagged freight and passenger
ferry such as Stena Alegra to have a safety
officer is far from self-evident. But when
Bronach started work in the summer,
she quickly understood that the master
wanted help with work environment
measures. At the moment there are three
safety officers: two from the operational
crew and Bronach.
”Normally safety officers are not accepted
on English ships. On one ship the master
just said, ”No, we don’t do that here”,
when I asked. But on Alegra there is an
entirely different approach, she says.
Bronach has been married for almost 20
years to a Swedish seaman and lives in
Nättraby, outside Karlskrona. During her
long career at sea she has worked under
different flags. Work environment and
safety issues have always interested her,
but she says that there is a difference in
the role of a safety officer on British ships
compared with Swedish ships.
”Here on Alegra I have a wider responsi-
Bronach Karlsson
Age: 58
Family: Husband Larsa. Sons Gavin,
Peter and Damien. Grandchildren
Natascha, Niomi and Ethan.
Lives: Nättraby, Blekinge
Job: First cook on Stena Alegra
Current: Safety officer
Bakgrund: Borned and raised in
North Ireland. Trained chef and
ambulance nurse. She worked as a
volunteer in health care in her spare
time. Moved to Sweden in 1995.
Radio Cook with own radio show on
Radio P4 Blekinge
Work environment tip: Be alert
and do wath you can to prevent accident and to save lives. Vi måste jobba
tillsammans för en bra arbetsmiljö.
6
Bronach Karlsson
bility for the work environment on the
whole boat, not only in my department.
The master has explicitly asked me to
report a situation if I see something is
wrong, no matter where on the ship it is,
and I do exactly that.”
Bronach tells us that she is never afraid
to say her opinion to her colleagues or to
the company.
”If I see someone doing something wrong,
such as not using the
right protective equipment or talking on their
mobile phone while
loading, I tell them. If it
happens again I’ll write a
report, and they know it. I am strict and I
don’t give up until people listen, but they
know that I am just as tough with the
company and officers, and they respect
me for it. ”I accepted the job of safety
officer and I do it 100 %.”
seriously injured at their workplace.”
In the beginning of the eighties she left
her home town of Newry near the Irish
border and moved to the seaport of
Warrenpoint. There she met her future
husband in 1994. She trained as a cook
and has since worked in many different
kitchens, both on board and ashore, but
prefers to work at sea.
”There is much more stress ashore and
safety awareness is
not at all like at sea.
On board we have
safety drills every
week and we go
through everything, from fire-fighting equipment to how
to lash cargo in high seas. Ashore you
never train anything and you are badly
prepared if something goes wrong.
”But stress is sometimes a problem, even
at sea,” she adds. As well as sleep deprivation.
”I usually ask everyone each morning if
they slept well. If not I ask them to tell
me why. Sometimes they have problems
at home which they lie awake and think
about and I can’t do much about that,
unfortunately. But there could also be a
fan outside someone’s cabin that disturbs
them, and that can actually be dealt with.
Sleep is really important for doing work
safely.
”The right attitude is also required,” says
Bronach, and points out that this applies
to the whole crew.
”There are so many risks of injury at
sea. Everyone must take responsibility
and use their common sense, otherwise
things can go wrong.”
Linda Sundgren
”I am never afraid to
say my opinion”
Driven to help
She believes her strong drive is rooted in
two things: firstly she loves being at sea,
and secondly her shocking experiences from the terror of Northern Ireland,
where she worked for several years as
ambulance nurse.
”When we went out it was often after
bomb attacks, with dead and maimed
people. I have scraped away parts of
bodies from the street many times and
met desperate relatives, and that is
something I never want to experience
again. In the nineties there were a lot
of accidents at sea and I witnessed an
accident where six men drowned in oil.
It is now 2013, and no one should be
San news 3/13
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På www.san-nytt.se får du veta mer om oss.
NÄR OLYCKAN HAR HÄNT
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Att arbeta förebyggande och förhindra olyckor är förstås att
föredra, men vad gör man när det som inte fick hända ändå
sker? Den frågan genomsyrar höstens San-konferens. Dagen
inleds med journalisten Jan Mosander som var ombord på
Costa Concordia när hon gick på grund. Därefter följer en
rad föredrag om utbildning, ISM, krishantering och mycket
mer. Vi avslutar med gemensam mingelbuffé.
Konferensen hålls den 24 oktober i ”Läppstiftet” i Göteborg. Anmäl
dig senast den 8 oktober. Inbjudan, program och anmälningsblankett
hittar du på SAN:s hemsida www.san-nytt.se. Deltagandet är kostnadsfritt.
För mer information kontakta Eva Ohlsson på Sjöfartens Arbetsgivareförbund, tfn 031-62 95 40 eller [email protected]
Hjärtligt välkommen!
Dags att premiera insatser
för god arbetsmiljö!
Inom San vet vi att det finns många
goda krafter som verkar för bättre
förhållanden för dem som arbetar
ombord.
SAN PRISE
T
Nu behöver vi din hjälp att hitta dessa,
2013
personer eller företag, inför utnämningen
av 2013 års arbetsmiljöprismottagare.
Utmärkelsen består av 10 000 kronor samt
ett standar och delas ut i samband med San-konferensen.
Förslag på kandidater lämnas senast den 8 oktober till Eva Ohlsson på
[email protected] eller Sjöfartens Arbetsmiljönämnd,
Box 404, 401 26 Göteborg.
~ I N B RI E F ~
Fewer hijackings
The number of pirate attacks off Somalia
has fallen dramatically since 2010, when
there was a peak of 445 incidents reported. Up until 15 July nine incidents had
been recorded, of which two were hijackings, but there are still 68 seafarers being
held hostage.
A more stable situation in Somalia,
improved protection in the merchant
fleet and the navy’s presence are thought
to lie behind the improvement.
(IMB)
Five sentenced in connection
with Costa Concordia
Five people (four shipboard personnel
and the shipping company’s emergency officer) have been convicted in
connection with the cruise ship Costa
Concordia, which ran aground outside
the Italian island of Giglio in January
last year. They have been convicted of
manslaughter, negligence and lack of
seamanship for up to nearly three years
in prison. The trial of the master is still
in progress.
(DN)
More fatal accidents
During the first half of the year, four
people were killed in the marine sector.
That is three more than in the same
period last year.
The figures come from a recent summary by the Transport Agency. The statistics
only cover accidents in Swedish waters.
SAN is a joint body for Swedish Shipowners’
Employer Association (SARF), Maritime Officers’ Association and SEKO Seafarers.
Sjöfartens Arbetsmiljönämnd
Box 404, 401 26 Göteborg
Tel: 031-62 94 00
E-mail: [email protected]
Web: www.san-nytt.se/english/
Publisher: Lars Andersson, SARF
Editor: Linda Sundgren
tel 08-540 645 15, [email protected]
Editorial committee:
Johan Marzelius, Sjöbefälsföreningen
Mikael Huss, Sjöbefälsföreningen
Karl-Arne Johansson, SEKO sjöfolk
SAN News is produced with subsidies from
the Swedish Marine Work Environment
Foundation.
Production: Breakwater Publishing
San news 3/13
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