‘Manila amendments’ to the STCW

As examples The 24 hour degree should cash in ones chips at midnight The 24 hour period should commence at the term a seafargonr set downs pop off immediately after having any period of rest of one hour or more than The period should start from the seafarers first period of work on each calendar sidereal day Apparently, such variations in the interpretation can lead to substantial differences in the number of non-conformances detected and recorded, which then may potentially lead to a get into duty and subsequent accidents ca used by the related human error factor.In symmetry with mentioned above it could be still stated that fatigue is being considered as a significant contributory factor to many incidents in the expatriation pains since the policy of monitoring of rest and work hours, that was designed as a very important tool to fght with fatigue, is not effective enough. Moreover, in a real life it creates problems with proper understanding of approach for count of re st and work hours, analysis of the workload and real fatigue caused by the Job.And last but not least, existing form of record safekeeping of hours of work and rest creates a lot f paper work for the crew and Ship managers and take of their times that could be spend for more important issues. In the meantime, the fatigue prevention policy cannot be paragon since measurement of fatigue is extremely difficult due to the large variableness of causes.In accordance with Guidance on Fatigue Mitigation and anxiety in that location are many ways to categorize tne causes 0T Tatlgue. 10 ensure tnorougnness ana to prov10e darling coverage 0T most causes, they fuddle been categorized into 4 general factors Crew-specific Factors Management Factors (ashore and aboard ship) Ship-specific Factors Environ mental Factors.Even if all of these factors can be considered with the homogeneous system of weights coefficient in determination of level of fatigue, the most important factors will be st ill related to the crew specific factors such as slumber and Rest, Quality, Quantity and Duration of Sleep, Sleep Disorders/Disturbances, Rest Breaks, Biological Clock/circadian Rhythms, Psychological and Emotional Factors, including stress, Fear, Monotony and Boredom, Health, Diet, Illness, Stress, Skill, knowledge and training as it relates to the Job,Personal problems, interpersonal relationships, Ingested Chemicals, Alcohol, Drugs (prescription and non-prescription), Caffeine, Age, Shift work and Work Schedules, Workload (mental/physical), Jet Lag, etc. In view of the above stated it should be concluded that matter of fatigue is not only related not only to the shipping fabrication and consequently prevention of fatigue has been already addressed in early(a) industries, such as aviation for instance.In accordance with the Fatigue in Aviation of federal official Aviation Administration, causes of atigue can range from boredom to circadian rhythm to-do to heavy physical exerti on. In simple terms, fatigue can be simply ascertaind as wearisomeness, which in most cases caused by the insufficiency of rest. Weariness, at the identical time, may vary even for the crew maintaining the same tasks on polar type of ships or in a different area of trading. Thus it seems to be logical that industry must use various methods for measuring fatigue of their workers, but not standardising their hours of work and rest.At the same time modification of existing fatigue prevention policy should be more ocused on implementation of new technical devices in pull with the proven objective approach that will not create wasted paperwork but will really measure fatigue and improve effectuality of fatigue prevention. As an example of new methodology for detecting financial aid lapses or impaired ability of the crew to perform their tasks measuring proficiency so called Blink Rate (electrooculography) can be considered being superb alternative to the current paper exercises.P onder and Kennedy in their research in 1927 have concluded that blinks are controlled by the central nervous ystem sooner than peripheral processes for this periodic, spontaneous blink, the rate of blinking is closely related to mental tension of the subject at the time, and that in all probability the continuements constitute a kind of relief mechanism whereby nervous energy, otherwise unutilized, passes into a super facilitated path 0. A. Stern, 1994). There are some other technologies that help to define the level of fatigue at the start o a s ITt or contlnuously tnrougnout task perTormance.In researcn I-atlgue RISK Management in Aviation concern Current Best Practices and Potential Future Countermeasures, the following technologies are presented as possible systems that facilitate fatigue measurement psychomotor performance tests that are usually installed on a handheld device or and typically measure the persons speed of response to a stimulus. Voice analysis overly may be considered as a method to detect fatigue in operational personnel, particularly in settings where verbal communication occurs via communicate or telephone.Different monitoring systems for measurement of alertness have been as well(p) developed for the road transport industry, and several odels of vehicles now come outfit with systems designed to detect drowsy drivers. (Hobbs, 2011) Several of technical innovations are already being widely used in different industries and shows possibility to move from paper calculation and bureaucratic approach in fatigue management to innovational and objective approach of fatigue management. History shows that several regulations adopted before in aviation industry later were transferred into the shipping industry to assist in improvement of safety management.