I noticed an article from Melissa Bert, a USCG captain, that asks some interesting questions about Costa Concordia, current safety regs and training procedures.
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AS WE approach the 100th anniversary of the sinking of the
Titanic this coming April, passengership safety remains an important issue.
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It is, of course, too early to be making pronouncements about the grounding of the Costa Concordia, while the courageous divers are still probing the underwater horrors of a huge capsized ship.
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There are many definitions of a “good” ship operator. “Somebody who does what is right, without regulatory pressure or mandatory provisions” might be as good a definition as you can find.
One of the real scandals which has disfigured marine safety for several years has been the terrible loss of life and serious injury that has occurred with accidents involving lifeboats and launching mechanisms, mostly involving the on-load release hooks which seemed such a good idea at the time. It took far too long for the industry to agree the mandatory guidelines for the release and retrieval systems now found in
MSC.1/Circ.1392; several years of fruitless arguing, during which time a lot more seafarers and others were killed and injured…
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There seems to have been a good deal of dissatisfaction in the shipping industry at what the regulators at the IMO managed to put together at the Maritime Safety Committee on on-load lifeboat hooks.
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This month, at the IMO Sub-Committee on Ship Design and Equipment, there is a chance for distinguished delegates to make an immediate impression on the number of seafarers killed or injured in lifeboat accidents.
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