Crew Size and Maritime Safety (1990) / Chapter Skim
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4. Establishing Safe Crew Levels
4. Establishing Safe Crew Levels
Pages 59-73
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From page 59... ...
It also presents a functional task analysis model developed and tested by the committee. With appropriate extension and refinement, such a model could offer regulators, owners, and operators the tools for making manning decisions on a sound analytical basis.
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From page 60... ...
Recent attempts to cut costs have brought dramatic crew reductions, however, with some ships operating at or near their COI minimum. The Coast Guard anticipates that future technical and organizational innovations will result in ships with crews of a dozen or fewer highly trained specialists to operate the vessel and conduct emergency maintenance, and that routine maintenance and cargo operations will be the responsibilities of shore-based personnel (Connaughton, 1987~.
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From page 61... ...
However, if the manning request involves innovation (the first ship of a series, reduced manning on an existing ship, or a ship whose class is not covered in policy guidelines) the OCMI forwards the request to the Merchant Vessel Personnel Division at Coast Guard Headquarters.
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From page 62... ...
Maintenance departments are subject to the approval of Coast Guard Headquarters. Future Manning Reductions In the relatively near future, more complex manning reductions are likely to be requested.
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From page 63... ...
With further development, it could be used by the U.S. Coast Guard and by ship owners and operators to determine, systematically and reliably, the minimum manning levels for a variety of ship types and operating conditions.
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From page 64... ...
The Committee's Functional Model The committee's model is a task analysis tool applicable to all ship types, classes, and trades. It permits the assessment of manning over an entire voyage and in emergencies such as shipboard fires.
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From page 65... ...
Descr~pi~on of the Model Ten major shipboard functions identified in Table 4-1 are: cargo, ballast, navigation, main engine operations, auxiliary equipment operations, long-range radio operations, deck operations, general operations, general administration, and hotel functions. Data were collected from APL and Exxon for each function, subfunction, and sub-subfunction, and for each of three voyage phases- at dock, transiting restricted waters, and at sea.
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From page 66... ...
1 Unscheduled 4.2.2 PMS 4.3 Record keeping 4.3.1 Records and record keeping 4.3.2 Soundings 5.0 AUXILIARY EQUIPMENT OPERATIONS (all non-main engine propulsion equipment) 5.1 Generators 5.1.1 Operations 5.1.2 Unscheduled maintenance 5.1.3 PMS 5.2 Fuel oil systems 5.2.1 Operations 5.2.2 Unscheduled maintenance 5.2.3 PMS 5.3 Boilers 5.3.1 5.3.2 Operations Unscheduled maintenance 5.2.3 PMS Evaporators 5.4.
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From page 67... ...
To determine the manning requirements, the ship voyage profile and operating conditions were first specified. For each shipboard function, the average time required was recorded, then multiplied by its frequency of occurrence per voyage.
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From page 68... ...
Based on expert opinions of the persons who participated in the development and two initial validation studies of the model, the ability to fight shipboard fires will require larger crews than normal operations on some highly automated ships. As a result, manning requirements for emergency conditions particularly fighting shipboard fires were analyzed.
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From page 69... ...
had conducted an extensive study of one of its C-9 container ships by carefully collecting actual maintenance data over a Month period, during 25 voyages. In addition, a panel of C-9 ship's officers had classified and developed consensus expert opinions on the functions and manning requirements for all bridge operations.
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From page 70... ...
Several of the ship's officers and several senior ship captains from other Exxon tankers helped the committee complete the function analysis forms for the model. The data thus gathered were used to determine the vessel's minimum manning requirements.
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From page 71... ...
The tanker study not only validated the model's utility in determining minimum manning requirements, it also demonstrated how the model could be used as a management tool to make manning adjustments for greater operating efficiency. It should be remembered that the data used in the tanker validation study were based mainly on expert opinion, backed up by some recorded data and considerable deliberate observation by the team of experts and their colleagues aboard the vessel.
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From page 72... ...
Before the model is accepted for general use, it needs to be validated against actual voyage data for a wider variety of ship types, trades, designs, and under varying operating conditions. · A more thorough empirical analysis of emergency and restricted visibility conditions needs to be conducted with the model; only anecdotal emergency and restricted visibility information were used during the initial validation studies.
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From page 73... ...
FINDINGS In establishing safe crew levels, the government and industry need to consider demands on the crew: each vessel's technology, type of service, crew skills, and quality of management and management programs. Systems engineering methods, including functional task analysis, offer an objective basis for such determinations.
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