Operational Organisation of the Ship and the Shipping Company as a Precondition for Safe Navigation

Današnji brodski sustavi su visoko tehnološki sofisticirani i pouzdani, ali su ipak pomorske nezgode i dalje vrlo učestale. Sigurnost na suvremenom brodu uz sva tehnička i tehnološka poboljšanja nije zadovoljavajuća jer je u 75 – 96% pomorskih nezgoda uključena pogreška posade (Rothblum, 2000:1). Nema sumnje da se u pomorskom svijetu na međunarodnu pomorsku organizaciju IMO (International Maritime Organization) gleda kao na lidera u promidžbi sigurnosti na moru. O novim mjerama što se poduzimaju kako bi se povećala pomorska sigurnost ili spriječilo onečišćenje, podosta se raspravlja, ali njihov uspjeh ovisi o onome tko ih primjenjuje, o njegovoj stručnosti i vještini. Odgovoriti profesionalno u skladu s međunarodnim kodeksom o uzroku pomorske nezgode, okolnosti su i pitanja na koja danas, na početku 21. stoljeća, čovjek još nije dao pravi odgovor. Brod kao samostalna jedinica u čvrstoj je svezi s brodarskom kompanijom, i oni su zapravo jedna cjelina. Ipak, mnogo je kompanija ustrojeno po funkcionalnome modelu, što izaziva u posadi negativan učinak glede izvršavanja dužnosti na brodu jer se ne poštuju njihovo mišljenje i sposobnosti. Zapovjednici i upravitelji stroja u takvim kompanijama gdje vlada vertikalni ustroj, ključne su osobe za realizaciju njihovih interesa. Dobri međuljudski odnosi temelji su transparentne komunikacije i suradnje na relaciji broda i kompanije. Dosadašnja iskustva uče nas da je nedostatak otvorene komunikacije i suradnje unutar brodske organizacije u izravnom odnosu prema vanjskim čimbenicima, konkretno prema brodskim kompanijama. U organizaciji rada broda i brodara bez sumnje moraju biti zastupljeni elementi koordinacije i proširene odgovornosti, što omogućava veću autonomnost broda i njegove posade, pa kompanija tako ne može zanemarivati njihove interese.Contemporary naval systems are highly technologically sophisticated and reliable, yet marine accidents occur quite frequently. Safety on a modern ship, equipped with all technical and technological improvements, is not adequate, given that human error is involved in 75-96% of marine accidents ( Rothblum, 2000:1 ). No doubt that in shipping the IMO (International Maritime Organization) is recognized as the leader in safety at sea. The new measures implemented to increase marine safety or prevent sea pollution are discussed in length but their success depends on those who apply them, on their expertise and skill. Today, at the beginning of the 21st century the man has still not found the proper solution on how to offer a professional response in accordance with the International Code on the cause of marine accident. There is a strong bond between the ship, as an independent unit, and the shipping company and they are basically one entity. However, many companies are using functional model of organisation which causes a negative effect on the crew performance since their opinion and expertise is not appreciated. Masters and Chief Engineers are, in such companies with vertical chain of command, key personnel for realisation of the crews’ interests. Good interpersonal relations are foundation of transparent communication and co-operation between the ship and the company. The past experiences have taught us that the lack of open communication and co-operation within the ship’s organisation is directly related to the external factors, more specifically to the shipping companies. No doubt, there must be co-ordination and extended responsibility in organisation of the ship and the shipping company. Thus the ship and her crew are granted more autonomy and their interests cannot be ignored by the company