Cruise Industry Adopts New Muster Policy

CLIA Announces New Emergency Drill Policy Effective Immediately

The global cruise industry today announced a new emergency drill policy requiring mandatory muster for embarking passengers prior to departure from port.

The new policy follows the industry’s announcement on January 27 of a Cruise Industry Operational Safety Review in response to the Concordia incident and as part of the industry’s continuous efforts to review and improve safety measures. The Cruise Lines International Association, European Cruise Council, and the Passenger Shipping Association put forward the new policy with the support of their member cruise lines.

Summary of Changes in Policy

• Mandatory Muster before sailing 
• Private drill for passengers arriving late 
• Exceeds current legal requirements
  

The new muster policy, which has been voluntarily initiated by the associations’ members and is effective immediately, exceeds existing legal requirements by calling for the mandatory muster of all embarking passengers prior to departure from port.

Musters are mandatory exercises conducted on cruise ships to ensure passengers are informed of safety protocols while onboard the ship, including emergency evacuation procedures. Current legal requirements for conducting a muster of passengers can be found in SOLAS and mandate that a muster occur within 24 hours of passenger embarkation.

On rare occasions when passengers arrive after the muster has been completed, passengers will be promptly provided with individual or group safety briefings that meet the requirements for musters applicable under the International Convention for the Safety of Life at Sea (SOLAS). The formal policy is designed to help ensure that any mandatory musters or briefings are conducted for the benefit of all newly embarked passengers at the earliest practical opportunity.

The Cruise Industry Operational Safety Review includes a comprehensive assessment of the critical human factors and operational aspects of maritime safety. As best practices are identified, they will be shared among cruise industry association members and any appropriate recommendations will be shared with the International Maritime Organization (IMO), European Union and other governmental authorities as appropriate. The industry’s efforts also are consistent with the framework and spirit of the International Safety Management Code. Recommendations resulting from the Review will be made on an ongoing basis.

Read more about the IMO and various safety initiatives in our post:  World Maritime Day 2012

Muster Drill Variances

Even before the Costa Concordia accident, muster drills have been evolving.  With the latest technology, it is possible to scan the passenger's key card and compile a real-time list of passengers who have assembled at the muster station.   Even without automation, there is usually some sort of roll call made at the muster station during the drills.  The implementation varied by cruise line and possibly even the ship, based on available technology and other factors.  In all cases, the minimum requirements were met or exceeded.

The life jackets typically have the cabin numbers on them, which was often checked when passengers arrived at the muster station.  Cabin stewards would also check each cabin during the drill to be sure passengers had complied with the requirements.   All public areas are closed during the drill, so any stray passengers would be redirected to their muster station, which is also indicated on their key cards.

Recently, a Holland America passenger was disembarked before sailing for failure to comply with the mandatory muster drill.  Under the terms of the contract which is signed when passengers embark the ship, the cruise line can refuse passage or disembark passengers for failure to comply with instructions from the Master of the Vessel or other Officers of the ship.   The Muster Drill is under the command of the Captain (the Master of the Vessel).

Please familiarize yourself with the location of your muster station as soon as possible following your embarkation.  Safety is everyone's responsibility - not just the captain and crew.

The cruise industry will continue to review the safety practices and we suspect there will be additional changes in the wake of the Costa Concordia disaster.  We will continue our coverage of this very important undertaking.  

World Maritime Day 2012

The World Maritime Day theme for 2012 is “IMO: One hundred years after the Titanic”, which will focus on the Organization’s roots and safety of life at sea. We had planned to write about this closer to the anniversary of the sinking of the Titanic, but with the activities of this weekend in Italy, thought that it would be a good time to share the progress that has been made by the International Maritime Community since that tragic day  nearly100 years ago.  This article will highlight changes that were implemented as a result of the Titanic sinking.  Undoubtedly, there will be lessens learned from the Costa Concordia accident, and the next SOLAS Convention will perhaps recommend additional safety changes. SOLAS Convention

One of the consequences of the sinking, in 1912, of the Titanic, in which more than 1,500 people lost their lives,  was the adoption, two years later, of the first International Convention for the Safety of Life at Sea (the SOLAS Convention).

The 1914 version of the Convention was gradually superseded, respectively, by SOLAS 1929, SOLAS 1948, SOLAS 1960 (the first adopted under the auspices of IMO, then known as IMCO) and SOLAS 1974.  SOLAS 1974 is still in force today, amended and updated many times.

Changes since Titanic Sinking

Ice patrol    (Graphic - changes in safety since the Titanic)

In the first SOLAS 1914, after the Titanic disaster, ice patrols in the north Atlantic were set up and continue to be a SOLAS requirement. 

Speed of navigation around ice

The Commission into the Titanic ruled the loss was due to collision with an iceberg brought about by
excessive speed at which she was being navigated. Under SOLAS, when ice is reported on or near his course the master of every ship at night is bound to proceed at a moderate speed or alter course.

Public address system

There was no public address system on the Titanic and news filtered to the passengers slowly, adding to the disorder and confusion. Under SOLAS, all passenger ships must be fitted with a public address system. 

Training of crew in lifeboat drill

The crew of the Titanic lacked training in loading and lowering the lifeboats and few knew which boat they were assigned to. Lifeboats were not filled to capacity because senior officers did not know the boats had been tested and were strong enough. Under SOLAS, every crew member must participate in regular practice drills and have easy access to training manuals.

Lifeboat design

Some people died from hypothermia in the Titanic lifeboats because they were open and gave no protection against the cold. Under SOLAS, lifeboats must be fully or partially enclosed. On passenger ships, partially enclosed lifeboats can be used as they are easier to get into, but they must have a collapsible roof to fold across.

Number of lifeboats

The Titanic did not have enough lifeboats for all passengers. Under SOLAS, passenger ships must carry enough lifeboats (some of which can be substituted by life rafts for all passengers, plus life rafts for 25%.

Immersion suits

The sea temperature when the Titanic sank was below freezing point and many people died in the water from hypothermia. Under SOLAS, a specific number of immersion suits must be carried on both passenger and cargo ships, mainly for the crews of rescue boats.

Location

The land station at Cape Race, Newfoundland and ships other than the Carpathia and the Californian heard the Titanic distress call but the airwaves were crackling and the Titanic’s position was misinterpreted. With EPIRBs and global positioning systems, the position of a ship in distress can be automatically sent.

Distress watch

The Californian was less than 20 miles away but the radio officer had gone off duty when the distress messages were sent. Under SOLAS, every ship while at sea must maintain a continuous watch on the distress and safety frequencies.

Distress alert

The Titanic used radio which had a limited range of 200 nautical miles. Ships can now communicate globally via satellites.

Helicopters and rescue planes

Unavailable in 1912, helicopters and rescue planes are now used to locate, search for and rescue survivors.

Lifeboat drill

No lifeboat drill was held on the Titanic. Under SOLAS chapter III an ‘abandon ship’ and fire drill must take place weekly on all passenger ships.  (This is usually held before sailing, but must be completed within 24 hours of embarkation).

Evacuation chutes

Passengers on the Titanic jumped from windows and doorways into the lifeboats as they were lowered, often injuring themselves or other passengers New emergency evacuation chutes are both safer and quicker.


IMPROVING SAFETY AT SEA

It has always been recognized that the best way of improving safety at sea is by developing international regulations that are followed by all shipping nations and from the mid-19th century onwards a number of such treaties were adopted. Several countries proposed that a permanent international body should be established to promote maritime safety more effectively, but it was not until the establishment of the United Nations itself that these hopes were realized.  Read more about IMO's history.