ABSTRACT

This study was set out to investigate human error factor as a correlate to marine vessel accidents in the SWMD. The researcher observed that maritime accidents are 70-85% caused by human error. Despite the regulations (software system) and vessel design (hardware system) which are put in place, the vessel is still at risk because of the behavior of the vessel operator due to fatigue, overloading, poor communication and inadequate training. From the main objectives, four specific objectives were developed and four research questions. The researcher made use of the descriptive survey research design and the sample size comprised of 50 port workers. The convenient non-probability sampling technique was applied in sample selection. Questionnaires were formulated following the objectives and administered and data was analyzed using the SPSS. The qualitative descriptive statistical table and frequency tables were used and aggregate scores were noted. The findings revealed that all aggregate scores with the lowest percentages were rejected and aggregate score with higher percentages were retained, leading to the following conclusions: considering overloading of vessels in the SWMD, aggregate scores, a majority of the respondents 56(28%) and111(55.5%) strongly agreed that the loading of vessel above its load line and having no clear understanding of the vessel’s weight capacity contributes to marine accident in SWMD. Also, looking at how communication influence marine vessel accident in SWMD, the aggregate score were 37(24.6%) and 90(60%) who confirms that lack of coordination between master and pilot, wrong interpretation of information during navigation and the use of poor working language are some of contributors to marine accident in SWMD. Again, inadequate knowledge, the aggregate scores 61(24.4%) and 168(67.2%) strongly agreed that the lack of training, inadequate experience, limited knowledge, vessel noncompliance to regulation and poor vessel designs enhances maritime accident in the SWMD. Finally, looking at fatigue, majority of the participant 29(14.5%) and 145(72.5%) confirms that fatigue reduces their alertness, slowdown their concentration and reaction time which result in poor performance when sailing in the SWMD. Some few recommendations amongst others like regular training should be included, strict control should be done by the control team with respect to loading of vessels were given and conclusions drawn.

Keywords: Human error factor, maritime accident, overloading, communication, fatigue

CHAPTER ONE

INTRODUCTION

1.1 Background to the study

A vessel accident is an unintended happening. Working in maritime industry is an exciting job and offers a good pay, but it exposes a dangerous working environment and high risk of accidents. Accidents lead to either a minor, major or sometimes fatal injury. Regardless of the positions, either  working in a port as a longshoreman, aboard a ship as a seafarer, on an offshore  platform, or in some other maritime roles, the work is often physically demanding,  requires long hours, and exposes the workers to the risk of being involved in an  accident. Maritime Injuries Center (MIC) identifies maritime injuries of the head, neck, and back as among the most common accidents in the maritime industry. Accident involving marine vessels is common in inland and coastal navigation where requisite safety regulation may not be strictly observed. This is of serious consequence since such occurrences impact on safety of shipping in inland/coastal and inland waterways especially in developing countries.

 Its severity may vary from no vessel damage to the complete loss of the vessel, no cargo damage, to loss of the entire cargo, and no crew injuries to deaths (Talley, Jin, & Kite-Powell, 2005). Thus, vessels safety regulations and their enforcement focus on prevention and reduction of severity of marine vessel accident.

In recent times, cases of marine vessel casualties involving personal injury, deaths and property/ environmental damage have grown in tandem with increased vessel traffic associated with oil prospecting activities and other commercial seaborne transportation in coastal regions of Cameroon. For example, based on the given information by a marine engineer and member of patrol/rescues team of South West Maritime District Limbe-Cameroon, indicated that within a year they experience roughly an average of 20 maritime accidents leading to deaths either as a result of marine vessel and boat capsizing or collision in coastal waters of Limbe. This figure indicates an average fatality rate of about 55 deaths per year excluding vessel and cargo losses, in Cameroon coast. Based on anecdotal evidence from some of the investigated cases; overloading, resistant to change, excessive speeding, poor attention to weather condition, abandoned wrecks on navigation channels, incompetence and inadequate navigational aids are implicated. An example of accident is the case of the vessel NAOMI 1s. Across the globe, similar cases of marine vessels accidents at sea (and in seaports) have been documented. For example: Darbra and Casal (2004) conducted a study on 471 cases of marine accidents that occurred from 1941-2002 in Hong Kong. They observe that 57% of the accidents occurred while vessel was underway at sea and 43% of accident in ports. Various causal factors have been documented; for example, the Maritime Safety Authority of New Zealand asserts that between the periods of 1995 -1996; 49% of marine vessel incidents were attributed to human factors, 35% due to technical factors while 16% were caused by environmental factors. Similarly Rothblum (2002), reports that between 75 and 96% of marine vessel casualties are caused atleast in part by some form of human error.This is also agreed by Sharma, Yadav and Dorothy (2013), who state that 80% of the maritime accidents are due to human error from a small fire that leads to a big explosion. Moreover, Green and Senders (2004) state that humans commit errors because they have three fallible mental functions such as perception, attention, and memory which limit the ability to process information.

The causes that top the list like collisions, fires, explosions, ships being lost, tanker accidents etc are all results of human errors in one way or the other. It is a rather amazing result of studies conducted looking into maritime accidents and their causes. These studies were aimed at finding out root causes of these accidents in a bid to improve maritime security. The results indicated that in most cases (almost 96%) the reason for maritime accidents was human error.

Human error can occur in many forms and can even lead to fatal situations. The classic example of human error is the grounding of Torrey Canyon that occurred in broad daylight with seemingly no reason to have met that fate. But it still did so, just because the captain decided to take an unconventional path.

Another example of incident the cargo vessel Austrheim that capsized and sank off the Bakassi Peninsula in the country’s southwest after it struck a sandbar due to overloading of passengers. The ferry was sailing from Calabar, to Tiko, Cameroon, at the time of the incident.

Further empirical evidence also indicates that human error accounts for 84-88% of tanker accidents, 79% of towing vessel groundings, 89-96% of collisions, 75% of all collisions, 75% of fires and explosions (Rothblum, 2002).

Similarly, Talley et al. (2005) observe that UK Thomas P&I Club survey of 1,500 insurance claims for shipping accidents around the world between 1987 and 1990, had found that 90% of the accidents were caused by human error. Two-thirds of the accidents involving personal injury claims were due to human error, e.g. carelessness or recklessness under commercial pressures, a misplaced sense of overconfidence, or a lack of either knowledge or experience. Human factor in this context is defined by Rothblum (2002) as one of the following: incorrect decision, an improperly performed action, or an improper lack of action . These statistics are disturbing given the level of measures so far adopted by local and international organizations to improve the standard of shipping and navigation.

Some of the indicators for human error are;

• Another factor includes the overloading of vessels by seafarer who fails to respect the load line, thereby putting not only cargoes, passengers or marine environment at stake but also his life.
• Insufficient communication. Where the crew fails to communicate effectively with each other, the risks of maritime accidents increase manifold.
• Insufficient knowledge is another indicator. High-tech gadgets around people who have not been provided with sufficient training to use them would be equivalent to nothing. This is a seemingly minor thing but ships have been sunk because someone couldn’t operate the emergency alert system.
• Also, fatigue whereby due to a lot of workload. Apart from the one stated, improper hazard management training, insufficient knowledge, lack of maintenance of standards,  automation error, decision based on incomplete information, faulty standards and procedures being followed, poor maintenance, hazardous Working environment etc which result in a mistake being made somewhere.

Hence, even seemingly minor errors by a single person can lead to a series of errors, something marine industry can definitely not afford. As such, it is important that implications of such minor things should be understood.

It is important that the implications of such errors should be understood right up to the management level so that the maritime accidents could be minimized by taking precautionary steps to effectively overcome any unwanted event at the maritime industry.

1.2 Statement of the Problem

Maritime safety is governed by the combination of international rules and regulations, national regulations of the flag states and port states, port regulations, rules of the Classification Societies and Insurance Companies.

In addition, quite a number of conventions have been ratified by contracting governments some of which include: International Conventions on Safety of Life at Sea (SOLAS), Standards for Training and Watch Keeping (STCW); International Convention for the Prevention of Pollution from Ships (MARPOL). Others are International Convention on Load lines (LL) and Convention on International Regulations for Preventing Collision at Sea (COLREG) etc. This regulatory system, which is supported by the Safety Management Systems of the shipping companies serve as a framework for continuous assessment of safety regimes in the world maritime industry. Prior to 1998, the focus of ratified IMO safety conventions was the vessel, e.g. its construction and equipment, rather than human actions aboard the vessel. The subsequent introduction of IMO’s International Management Code for the Safe Operation of Ships and for Pollution Prevention changed the focus from the vessel to human actions on board vessel. By this code, shipping lines are now required to document their management procedures for detecting and eliminating unsafe human behavior. This shift towards regulating human actions aboard a vessel was motivated by the fact that: most vessel accidents are caused by human error;  vessel accident claims are often attributed to human error; and  it is less expensive to change human behavior than it is to redesign vessels for safety (Talley, et al., 2005).

Given Cameroon’s growing interest in seaborne trade and port infrastructures, its geographical location makes it an ideal hub for regional seaborne trade. It should, therefore, consider taking all necessary measures to ensure maritime safety and marine environmental protection so as to assure the sustainability of the maritime domain and all other sectors that depend on it.  Maritime accidents that occur due to natural factors such as a ship being caught in an unexpected storm, unfavorable tides, strong winds etc. are totally beyond human control and also make up rather small part of the causes for maritime accidents. The causes that top the list like collisions, fires, explosions, vessels being lost, tanker accidents, vessel capsizing, grounding  etc. are all results of human errors in one way or the other.  The classic example of this would be the grounding of Torrey Canyon that occurred in broad daylight with seemingly no reason to have met that fate. But it still did so, just because the captain decided to take an unconventional path.

Based on preliminary research looking into human errors and their implications there are few indicators that mostly lead to a mistake somewhere, the top most reason being overloading. Studies have revealed that in most cases, it is a overloading of vessels by seafarers  and fails  to make the right decision of respecting the load line which maybe as small as pulling the correct lever.

Another indicator for human error is insufficient or poor communication. Where the crew fails to communicate effectively with each other, the risks of maritime accidents increase manifold. Another important reason for human error that is detrimental to marine industry as a whole is insufficient knowledge. High-tech gadgets around people who have not been provided with sufficient training to use them would be equivalent to nothing. This is a seemingly minor thing but ships have been sunk because someone couldn’t operate the emergency alert system.

The key to preventing marine vessel accident caused by human related factors however is to identify the root factors, and then apply relevant intervention to check those factors in the future. Many operators undertake such efforts internally, and the IMO and industry trade groups have made significant advances in developing prevention programs that address human factors. However, there is room for improvement, both in terms of preventive initiatives and the metrics used to gauge their effectiveness. The outcome of this research will improve both our understanding of the contribution of human error factors of accident involving marine vessel and hence support implementation of prevention measures that effectively target these factors.

1.3 Research Questions

The main formulated research question is; what is the correlation between human error factor and the rate of maritime vessel accidents in the South West Maritime District?

Specifically the following research questions were formulated:

1. How is overloading correlates to marine vessel accidents in the South West Maritime District?
2. To what extend does communication leads to marine vessel accidents in the South West Maritime District?
3. How does insufficient knowledge/training enhances marine vessel accidents in the South West Maritime District ?
4. To what extend does fatigue leads to marine vessel accident in the South West Maritime District.

1.4 Purpose of the Study

The main purpose of this study was to investigate human error factor as a correlate on the rate of marine vessel accident in the South West Maritime District.

Specifically, the study will seek to;

1. Find out how overloading correlate to marine vessel accident in the South West Maritime District.
2. Find out how communication influence marine vessel accident in the South West Maritime District..
3. Examine how insufficient knowledge/training enhances marine vessel accidents in the South West Maritime District.
4. Examine how fatigue correlate to marine vessel accidents in the South West Maritime District.