TS-81
Training Method Using Local Area Network (LAN) for Maritime Environmental Protection
Kenji ISHIDA*), Eiichi NISHIKAWA**), Masao FURUSHO***), Yoshiji YANO****)
Abstract
In January 1997, the coast of all the prefectures faced to the Sea of Japan had unprecedented oil pollution by the Russian oil tanker 'Nakhodka' incident. This incident showed many complex problems to be solved matters such as;
□ Technology and hardware for rescue and for oil recovering,
□ Compensation of the environmental damage,
□ International regulation of substandard ships and Port State Control.
We are assessing the all countermeasures and applied procedures of the incident as one of the risk management researches in our university. Our research group prepares the model scenario of the marine incident with large oil spill. The simulation models of maritime incident is divided into three stages in the signori with tasks from simple to complicated and carried out by students and staff on the university with utilizing the LAN facility until completing the scenario. The paper introduces a training and simulation method using LAN for maritime environmental protection as a practice mode of risk management.
Key Words: marine hazard, human simulation, marine environment, and risk management
1. Marine Incidents
Three years ago, two maritime incidents involving cargo oil leakage from oil tankers, 'M/V Nakhodka' (hereafter Ship N) in Japan Sea and ' Diamond Grace' (hereafter ship D) in Tokyo Bay have seriously polluted various environments on shore and in harbors.
These incidents would not occur if the tankers were operated under normal conditions, such as well trained emergency manners, well maintained machinery and instruments and so on.
After the earthquake of Hanshin and Awaji in 1995, a research group of Kobe University of Mercantile Marine (hereafter KUMM) performed a study on the optimum countermeasure against the large-scale natural or industrial hazards. One of the basic subjects was related to technology and society, especially on risk management for the present society, which is supported and constructed by technological systems.
As the implementation of this group's program, after the incidents of the ship N and ship D, the central and local governmental sectors and academic societies delivered an investigation on the reasons and countermeasure of the incidents. The research group has also proposed a modification on the present incident prevention system, in conjunction with proposition of the reinforcement scheme on the hazard prevention organizations.
Once ships, include ship N and ship D, encounter a big incidents, the process to the incidents are not accidents. There are multiple factors incorporate, covers internal and external factors. Fig. 1, from left to right shows each factor from the beginning of the ship life to the point of environmental damage through the incident. These factor themselves are not linked with safety or human error directly, but indicated the original primary factor in the cause of the incidents1).
2. Risk Management System
The marine hazard research group (hereafter Marhaz group) of the KUMM has been studying the prevention manners and contingency measures system in maritime large-scale oil spill. Concurrently, hazards on industrial, social and natural cases have also been investigated. The research objects of the group mainly focused on three items:
□ The first, survey on essential technological and engineering hardware and software for encountering the hazard .
□ Second, survey on the essential risk management system, covered organizers and human resources, which have proper judgment ability and leadership.
□ Third, seeking optimum alternative method to train and educate students and people to get knowledge and experience on hazard prevention.
Once a maritime incident occurs, the procedure to build up and the involved measure organization are explained in Fig. 22) First, the ship reports to the ship owner and Maritime Safety Agency (hereafter MSA) about the incident. The agency near the ship sets up a measure headquarters according to the size, characteristics and data of the incidents. Headquarter immediately determine the first and second operation based on the data of incidents.
The first operation is activities of the Maritime Disaster Prevention Center (hereafter MDPC) include the direction of the commandant of the MSA.
The second operation is prevention maritime disaster measures under the commission of the ship owner and others. The measures to prevent maritime disasters might be carried out by a systematic method as shown in Fig. 2. However, on the real operation, it might be different from one case to other cases, and it fully depends on the disaster scale, geographical features, persons from various sectors, who in charge on the process. There are, at least, two remarkable points can be analyzed from that figure.
