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Safety leadership is critical in high-risk industries such as shipping since inadequate leadership can cause marine accidents, resulting in injuries, fatalities, damage to property and environmental pollution. One of the aspects of good and effective safety leadership is creating good human relations and satisfaction among crewmembers, considered a precondition for effective teamwork. Officers on board ships should establish effective teamwork and implement adequate safety leadership, positively affecting safety culture, increasing safety in general and improving marine environment protection. Safety leadership onboard ships comprises several characteristics, including maintaining safe work performance, carrying out safety training, and encouraging crewmember morale. Therefore, it is essential for all stakeholders in shipping industries that officers onboard ships can identify those characteristics, adapt, and apply them adequately. This paper presents the characteristics and skills that shipboard officers need to apply in order to be excellent leaders and serve with adequate safety leadership abilities. One tool for recognizing those characteristics and skills was a survey carried out among experienced professional seafarers. Analysis of the survey data revealed latent factors, these being transformational and transactional leadership elements affecting safety leadership onboard ships.
Nermin Hasanspahić; Vlado Frančić; Srđan Vujičić; Mario Mandušić. Safety Leadership as a Means for Safe and Sustainable Shipping. Sustainability 2021, 13, 7841 .
AMA StyleNermin Hasanspahić, Vlado Frančić, Srđan Vujičić, Mario Mandušić. Safety Leadership as a Means for Safe and Sustainable Shipping. Sustainability. 2021; 13 (14):7841.
Chicago/Turabian StyleNermin Hasanspahić; Vlado Frančić; Srđan Vujičić; Mario Mandušić. 2021. "Safety Leadership as a Means for Safe and Sustainable Shipping." Sustainability 13, no. 14: 7841.
The rights of cruise ship passengers in the event of death and personal injury are dependent upon conditions under which carriers are liable and the extent of their liability. The development of the cruise industry necessitated the establishment of a regime of liability for loss suffered by passengers during voyage, that has been regulated by the Athens Convention and its 2002 Protocol. In the very beginnings of the cruise industry, transportation standards were much lower than today, with less attention paid to the needs of the passengers in terms of safety and legal standing. When the SOLAS Convention entered into force, a number of safety standards were designed to ensure passenger protection and safety, while the Athens Convention regulated and harmonized the legal status of passengers. Various other organizations also made a great contribution in this respect. In addition to the above, Regulation (EC) No 392/2009, the 2006 IMO Reservation and Guidelines, Directive 90/314/EEC and Directive (EU) 2015/2302, which contributed to the legal protection of passengers, need be mentioned. The rights granted under the Athens Convention will be compared with EU regulations and directives. The ratification process, the most important provisions, the progress achieved through the application of the Convention and the implementation process will be analysed. The development strategy and SWOT analysis can assist states with their decision on the ratification of the Convention and its Protocol. The aim is to draw conclusions about the legal effects of the implementation of the Convention in member states, based on a comprehensive analysis, and to provide passengers with information on their rights in international carriage
Srđan Vujičić; Branka Milošević-Pujo; Veronika Gašpar. Rights of Passengers in the Event of Death and Personal Injury on Board a Cruise Ship Under the 1974 Athens Convention and its 2002 Protocol - the Implementation of the Convention and The 2002 Protocol. Transactions on Maritime Science 2021, 10, 1 .
AMA StyleSrđan Vujičić, Branka Milošević-Pujo, Veronika Gašpar. Rights of Passengers in the Event of Death and Personal Injury on Board a Cruise Ship Under the 1974 Athens Convention and its 2002 Protocol - the Implementation of the Convention and The 2002 Protocol. Transactions on Maritime Science. 2021; 10 (1):1.
Chicago/Turabian StyleSrđan Vujičić; Branka Milošević-Pujo; Veronika Gašpar. 2021. "Rights of Passengers in the Event of Death and Personal Injury on Board a Cruise Ship Under the 1974 Athens Convention and its 2002 Protocol - the Implementation of the Convention and The 2002 Protocol." Transactions on Maritime Science 10, no. 1: 1.
A common interest of all shipping industry stakeholders is safe and accident-free shipping. To reach that goal, one of the most important actions that can be done is to analyze previous marine accidents. It means finding causes of accidents and, based on the analysis results, implementing effective corrective measures that can help reduce such undesired events in the future and improve safety efforts in shipping. Since it is widely accepted that human error accounts for 80–85% of all marine accidents, the research was focused on the human factor analysis in marine accidents. In this paper, 135 marine accident reports recorded in the UK Marine Accident Investigation Branch (MAIB) database from 2010 to 2019 were analyzed. The analysis aimed to categorize causal factors and discover the ones that are the most common. The Human Factor Analysis and Classification System for Maritime Accidents (HFACS-MA) method was used to be able to do so. Furthermore, multiple linear regression was used to determine the relationship between the number of accidents and the most common HFACS-MA causal factors. The research revealed that the causes of marine accidents are primarily dependent on two human factor categories and confirmed that by influencing those human factors categories, the number of marine accidents could be reduced and shipping safety improved in general.
Nermin Hasanspahić; Srđan Vujičić; Vlado Frančić; Leo Čampara. The Role of the Human Factor in Marine Accidents. Journal of Marine Science and Engineering 2021, 9, 261 .
AMA StyleNermin Hasanspahić, Srđan Vujičić, Vlado Frančić, Leo Čampara. The Role of the Human Factor in Marine Accidents. Journal of Marine Science and Engineering. 2021; 9 (3):261.
Chicago/Turabian StyleNermin Hasanspahić; Srđan Vujičić; Vlado Frančić; Leo Čampara. 2021. "The Role of the Human Factor in Marine Accidents." Journal of Marine Science and Engineering 9, no. 3: 261.
STCW Convention has defined competences needed for jobs onboard, methods for demonstrating competences and criteria for their evaluation. Every MET institution has to include minimal standards, prescribed by STCW Convention, in programmes for seafarers they have been carrying out. Apart from the obligatory STCW regulations, every institution carrying out STCW Convention based programme can include IMO Model Courses in the programme as well. In STCW Convention, competences and methods for their demonstration as well as criteria for their evaluation have been divided on the basis of ship’s departments. The paper is about standards that refer to deck department. Methods for demonstrating competences and criteria for their evaluation defined by STCW Convention, and the ones defined by IMO Model Courses were compared. They depend on well-defined learning outcomes. In order to determine whether learning outcomes, defined by both, STCW Convention and IMO Model Courses, are in accordance with Bloom’s Taxonomy, a lexical analysis for STCW A-II/1, column 2, A-II/2, column 2, Model Course 7.01 – Part C and Model Course 7.03 – Part C was done. Software Wordsmith 7.0, produced and delivered by Lexical Analysis Software and Oxford University press, was used in the research. The results of the research show that methods for demonstrating competences and criteria for their evaluation have not been written clearly enough. It was found out that methods for demonstrating competences and criteria for their evaluation defined by STCW Convention are not in accordance with Bloom’s Taxonomy and commonly used methods and criteria. On the other hand, they are defined precisely in IMO Model Courses. Furthermore, there still exists a problem of IMO Model Courses being non-mandatory.
Ana Gundić; Srđan Vujčić; Lovro Maglić; Dalibor Ivanišević. Methods for demonstrating a competence and criteria for evaluating a competence in STCW Convention. Pomorstvo 2020, 34, 245 -251.
AMA StyleAna Gundić, Srđan Vujčić, Lovro Maglić, Dalibor Ivanišević. Methods for demonstrating a competence and criteria for evaluating a competence in STCW Convention. Pomorstvo. 2020; 34 (2):245-251.
Chicago/Turabian StyleAna Gundić; Srđan Vujčić; Lovro Maglić; Dalibor Ivanišević. 2020. "Methods for demonstrating a competence and criteria for evaluating a competence in STCW Convention." Pomorstvo 34, no. 2: 245-251.
Shipping is a high-risk industry and prone to accidents. A near-miss management system is an important aspect of the safety performance in shipping because the causes are the same for near-misses and accidents. Reporting, analyzing, and learning from near-misses can prevent the recurrence of accidents and thus improve safety on ships. This paper addresses near-miss management systems in shipping and provides insights into the quality of the implementation of these systems, with an emphasis on the importance of reporting. Research data were derived from two surveys and supported by data gained from near-miss reports and existing literature reviews. Professional seafarers of various ranks, ages, nationalities, and experiences, serving on tankers, cruise ships, bulk carriers, and container ships, voluntarily participated in these surveys. The first survey comprised 223 participants, and the second survey involved 22 participants. The research results indicate that near-miss reporting is inadequate, and several barriers limit appropriate near-miss reporting. The difficulty of seafarers in identifying near-miss events was found to be one of the major barriers to near-miss reporting at sea. Based on this research, a conceptual model of a near-miss management system was developed, and measures that can be applied to overcome barriers and increase reporting are proposed.
Nermin Hasanspahić; Vlado Frančić; Srđan Vujičić; Lovro Maglić. Reporting as a Key Element of an Effective Near-Miss Management System in Shipping. Safety 2020, 6, 53 .
AMA StyleNermin Hasanspahić, Vlado Frančić, Srđan Vujičić, Lovro Maglić. Reporting as a Key Element of an Effective Near-Miss Management System in Shipping. Safety. 2020; 6 (4):53.
Chicago/Turabian StyleNermin Hasanspahić; Vlado Frančić; Srđan Vujičić; Lovro Maglić. 2020. "Reporting as a Key Element of an Effective Near-Miss Management System in Shipping." Safety 6, no. 4: 53.
In recent years, many industries have adopted technology and digital systems to automate, expedite and secure specific processes. Stakeholders in maritime transport continue to exchange physical documents in order to conduct business. The monitoring of supply chain goods, communication among employees, environmental sustainability and longevity control, along with time framing, all create challenges to many industries. Everyday onboard work, such as cargo operations, navigation and various types of inspections in shipping, still requires paper documents and logs that need to be signed (and stamped). The conversion of traditional paper contracts into smart contracts, which can be digitalized and read through automation, provides a new wave of collaboration between eco systems across the shipping industry. Various data collected and stored on board ships could be used for scientific purposes. Distributed ledger technology (DLT) could be used to collect all those data and improve shipping operations by process expediting. It could eliminate the need to fill in various documents and logs and make operations safer and more environmentally friendly. Information about various important procedures onboard ships could be shared among all interested stakeholders. This paper considers the possible application of distributed ledger technology as an aid for the control of overboard discharge of wastewater from commercial ships. The intended outcome is that it could help protect the environment by sending data to relevant stakeholders in real time, thus providing information regarding the best discharge areas. The use of a structured communal data transference would ensure a consistent and accurate way to transmit data to all interested parties, and would eliminate the need to fill in various paper forms and logs. Wastewater overboard discharges would be properly monitored, recorded and measured, as distributed ledger technology would prevent any possibility of illegal actions and falsification of documents, thus ensuring environmental sustainability.
Srdjan Vujičić; Nermin Hasanspahić; Maro Car; Leo Čampara. Distributed Ledger Technology as a Tool for Environmental Sustainability in the Shipping Industry. Journal of Marine Science and Engineering 2020, 8, 366 .
AMA StyleSrdjan Vujičić, Nermin Hasanspahić, Maro Car, Leo Čampara. Distributed Ledger Technology as a Tool for Environmental Sustainability in the Shipping Industry. Journal of Marine Science and Engineering. 2020; 8 (5):366.
Chicago/Turabian StyleSrdjan Vujičić; Nermin Hasanspahić; Maro Car; Leo Čampara. 2020. "Distributed Ledger Technology as a Tool for Environmental Sustainability in the Shipping Industry." Journal of Marine Science and Engineering 8, no. 5: 366.
One of the basic tasks in the shipping industry is to ensure safe manoeuvring and navigation through channels and confined waterways. This paper has presented a practical and theoretical approach to the assessment of safe manoeuvring in waterways based on knowledge and experience. Experienced mariners had to sail through an approach to Thorn channel in a calm weather using their own knowledge and methods to determine variable angles of rudder deflection. The navigational performance has been determined in terms of deviation from the intended path. The results have indicated the difference in distances of the ship paths between all respondents as compared to the intended path. Besides determining the ship’s turn path, it is necessary to consider the factor F which represents the distance between the WOP and the beginning of the actual turn and the width of the swept track. However, the aim of this paper is to present a control methodology for mariners while working at sea.
Srđan Vujičić; Robert Mohović; Ivica Đurđević Tomaš. Methodology for Controlling the Ship’s Path during the Turn in Confined Waterways. Pomorstvo 2018, 32, 28 -35.
AMA StyleSrđan Vujičić, Robert Mohović, Ivica Đurđević Tomaš. Methodology for Controlling the Ship’s Path during the Turn in Confined Waterways. Pomorstvo. 2018; 32 (1):28-35.
Chicago/Turabian StyleSrđan Vujičić; Robert Mohović; Ivica Đurđević Tomaš. 2018. "Methodology for Controlling the Ship’s Path during the Turn in Confined Waterways." Pomorstvo 32, no. 1: 28-35.