ASTM F3284-18

This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
Designation: F3284 − 18 An American National Standard
Standard Guide for
Recording and Reporting of Injuries and Illnesses for the
Maritime Industry
This standard is issued under the fixed designation F3284; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope 2. Referenced Documents
1.1 This guide provides injury and illness reporting criteria 2.1 ASTM Standards:
and terminology for maritime vessels and meets or exceeds F2039 Guide for Basic Elements of Shipboard Occupational
U.S. Coast Guard casualty reporting requirements. Health and Safety Program
2.2 Federal Standards:
1.2 The focus of these injury and illness reporting criteria is
29 CFR Part 1904 Recording and Reporting Occupational
to standardize recording and reporting, including terminology,
Injuries and Illnesses
for the maritime industry.
33 CFR Part 160 Navigation and Navigable Waters
1.3 The criteria contained within this guide should be
46 CFR Part 4 Shipping, Marine Casualties and Investiga-
applied as minimum criteria to all injury and illness recording
tions
and reporting in the maritime industry unless otherwise speci-
33 U.S.C. 3301 Definitions
fied. 4
46 U.S.C. 33 Inspection Generally
1.4 The values stated in SI units are to be regarded as
46 U.S.C. 2101 General Definitions
standard. No other units of measurement are included in this
3. Terminology
standard.
1.5 This standard does not purport to address all of the 3.1 Definitions:
safety concerns, if any, associated with its use. It is the 3.1.1 accident, n—incident with unexpected or undesirable
responsibility of the user of this standard to establish appro- consequences.
priate safety, health, and environmental practices and deter- 3.1.1.1 Discussion—The consequences may be related to
mine the applicability of regulatory limitations prior to use. personnel injury or fatality, property loss, environmental
1.6 This international standard was developed in accor- impact, business loss, and so forth or a combination of these.
dance with internationally recognized principles on standard-
3.1.2 activity/task, n—what is actually being performed
ization established in the Decision on Principles for the
during the time of the near miss, unsafe act/behavior,
Development of International Standards, Guides and Recom-
hazardous/unsafe condition, or injury/illness.
mendations issued by the World Trade Organization Technical
3.1.3 allision, n—running of one ship upon another object
Barriers to Trade (TBT) Committee.
that is stationary.
3.1.4 bridge, n—structure erected across navigable waters
of the United States.
3.1.4.1 Discussion—Bridges include all integral elements of
the overall structure, approaches, and appurtenances, regard-
less of the materials used, whether natural or manufactured, or
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
Standards volume information, refer to the standard’s Document Summary page on
the ASTM website.
Available from Occupational Safety and Health Administration (OSHA), 200
Constitution Ave., NW, Washington, DC 20210, http://www.osha.gov.
1 4
This guide is under the jurisdiction of ASTM Committee F25 on Ships and Available from Electronic Code of Federal Regulations (e-CFR), https://
Marine Technology and is the direct responsibility of Subcommittee F25.07 on www.ecfr.gov.
General Requirements. Available from U.S. Government Printing Office, Superintendent of
Current edition approved Feb. 1, 2018. Published March 2018. DOI: 10.1520/ Documents, 732 N. Capitol St., NW, Washington, DC 20401-0001, http://
F3284-18. www.access.gpo.gov.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3284 − 18
the construction methods. This definition includes, but is not 3.1.10 corrective actions, n—improvements to an organiza-
limited to, highway bridges, railroad bridges, foot bridges, tion’s processes taken to eliminate causes of nonconformities
aqueducts, aerial tramways, conveyors, gauging cables,
or other undesirable situations.
causeways, and similar structures of like function. This
3.1.11 effıciency, n—ability of the vessel to perform and
includes, but is not limited to, fendering systems and structures
operate competently in its intended service, including the
used to maintain or operate the bridge.
ability to carry and transfer its cargo safely.
3.1.5 “bump and go” groundings, n—U.S. Coast Guard
3.1.12 engaged or employed on board a vessel, v—includes
(USCG) will not consider an unintended grounding to be a
individuals who are on board a vessel to carry out work
reportable marine casualty under 46 CFR Part 4.05 if the
associated with shipboard operations, cargo operations, or
grounding can be classified as a “bump and go.”
maintenance.
3.1.5.1 Discussion—“Bump and go” groundings are occur-
rences in which the involved vessel master or licensed mate on 3.1.12.1 Discussion—Persons in addition to the vessel’s
watch attests that the grounding (including grounded barges
crewinclude,butarenotlimitedto,pilots,accommodationand
under the control of a towing vessel) was only momentary (for hospitality staff, “temporary workers” such as visiting
example, reversing engines frees the grounded vessel on the
technicians, riding crews, contractors, divers, personnel in
first attempt, no assist vessel is needed to free the vessel, all
support of commercial diving operations, and persons support-
towing connections remain intact) and that the grounding did
ing outer Continental Shelf activities.
not result in any other marine casualty criteria being met as
3.1.13 event, n—happening caused by humans, automati-
defined in 46 CFR Part 4.05-1(a)(3)-(8). Initial notifications of
cally operating equipment/components, external events, or the
“bump and go” groundings shall still be made to the appropri-
result of a natural phenomenon.
ate USCG Command Center as a hazardous condition in
accordance with 33 CFR Part 160.216. A USCG prevention
3.1.14 external factors, n—issues outside the control of the
officer shall review each reported “bump and go” grounding to
organization.
confirm that it meets the criteria to be excluded from the
3.1.14.1 Discussion—Examples include uncharted/
grounding casualty reporting requirements under 46 CFR 4.05.
unknown hazards to navigation, some sea or weather
The USCG response to a claim of a “bump and go” grounding
conditions, suicides or homicides, and external events.
is at the discretion of the cognizant officer in charge, marine
3.1.15 first aid injury, n—(1) using a non-prescription medi-
Inspection/captain of the port (OCMI/COTP); however, a
cation at non-prescription strength (for medications available
USCG investigation and associated Marine Information for
in both prescription and non-prescription form, a recommen-
Safety and Law Enforcement (MISLE) activity for a reportable
dation by a physician or other licensed health care professional
marine casualty should not be completed if the OCMI/COTP
to use a non-prescription medication at prescription strength is
confirms the incident as a “bump and go.” A field unit that
considered medical treatment for recordkeeping purposes); (2)
completes an optional investigation on a confirmed “bump and
administering tetanus immunizations (other immunizations,
go” grounding should document the activity as a non-
such as Hepatitis B vaccine or rabies vaccine, are considered
reportable casualty in MISLE with no associated CG-2692.
medical treatment); (3) cleaning, flushing, or soaking wounds
3.1.6 causal factor, n—structural/machinery/equipment/
on the surface of the skin; (4) using wound coverings such as
outfitting problem, human factors, or external factors that
bandages,adhesivebandages,gauzepads,andsoforthorusing
causedanincident,allowedanincidenttooccur,orallowedthe
butterfly bandages or steri strips (other wound-closing devices
consequences of the incident to be worse than they might have
such as sutures, staples, and so forth are considered medical
been.
treatment); (5) using hot or cold therapy; (6) using any
3.1.7 collision, n—structural impact between two ships or
non-rigid means of support, such as elastic bandages, wraps,
one ship and another moving object.
non-rigid back belts, and so forth (devices with rigid stays or
3.1.8 commercial service, n—defined in 46 U.S.C. 2101(5)
other systems designed to immobilize parts of the body are
and includes any type of trade or business involving the
considered medical treatment for recordkeeping purposes); (7)
transportation of goods or individuals, except service per-
using temporary immobilization devices while transporting an
formed by a combatant vessel.
accident victim (for example, splints, slings, neck collars, back
3.1.9 consequences, n—undesirable or unexpected out-
boards, and so forth); (8) drilling of a fingernail or toenail to
comes may result in negative effects for an organization and relieve pressure or draining fluid from a blister; (9) using eye
these consequences can range from minor injuries to major
patches; (10) removing foreign bodies from the eye using only
events involving loss of life, extensive property loss, environ-
irrigation or a cotton swab; (11) removing splinters or foreign
mental damage, and breaches related to security.
material from areas other than the eye by irrigation, tweezers,
cotton swabs, or other simple means; (12) using finger guards;
(13)usingmassages(physicaltherapyorchiropractictreatment
6 are considered medical treatment for recordkeeping purposes);
U.S. Coast Guard (USCG) Form CG-2692, Report of Marine Casualty,
https://www.uscg.mil/forms/CG/CG_2692.pdf. or (14) drinking fluids for relief of heat stress.
F3284 − 18
3.1.16 first aid case frequency, FACF, n—total first aid have departed the vessel, impeding the ability to conduct an
injurycasesmultipliedby200000(or1million)dividedbythe investigation. (2) A tank vessel loses all propulsion after
number of exposure (working) hours in the past year. switching to low sulfur fuel upon entering a North American
emission control area. The vessel’s engineers are able to
3.1.17 fitness for service or route, n—conditionofthevessel
troubleshoot the problem at sea and the vessel proceeds to its
anditsequipmentbeingsuchthatitmeetsorexceedsminimum
berth. The master of the vessel delays reporting the incident to
safety standards and is safe and reliable to operate in one or
the USCG until the vessel is safely moored at the dock
more particular types of service and in the locations in which
it will be used. 3.1.24 incident, n—unplanned sequence of events or condi-
3.1.17.1 Discussion—For vessels subject to inspection un- tions or both that results in, or could have reasonably resulted
der 46 U.S.C. 33, fitness for service and route are directly in, a loss event.
related to the “route permitted and conditions of operation”
3.1.25 incident category, n—forreportingfatalities,injuries,
provided by the vessel’s certificate of inspection (COI). Should
and illnesses, the categories are first aid cases, medical
an occurrence result in the material condition on the vessel
treatment cases (treatment beyond first aid), restricted work
becoming such that it requires the temporary or permanent
injuries, lost time injuries, fatalities, and recordable cases (sum
reduction or restriction in the vessel’s operating parameters or
of medical treatment cases, restricted work injuries, lost time
route as compared to what is permitted in its COI, then the
injuries, and fatalities).
occurrence is considered to have met this criterion. For foreign
3.1.26 incident type, n—indicates the type of incident, such
vessels, the criterion is considered met if the occurrence
as struck by, struck against, trapped in, slip, trip, fall (same
requires the temporary or permanent reduction or restriction in
level or different level), fire, spill, strain/overexertion, caught
the vessel’s operating parameters or route as a condition of
between, contacted by, contacted with, exposure, and so forth.
classification or flag state requirement.
3.1.27 injury, n—damage or harm caused to the structure or
3.1.18 grounding, v—impact of a ship on seabed or water-
function of the body as a result of an outside physical agent or
way side.
force.
3.1.19 hazard, n—condition with the potential to cause
3.1.28 injury (USCG), n—interpreted as damage or harm
injury, illness, or death of personnel; damage to or loss of
caused to the structure or function of the body as a result of an
equipment or property; or mission degradation.
outside physical agent or force to a passenger, crewmember, or
3.1.20 hazardous/unsafe condition, n—any condition that
non-crewmember.
may adversely affect the safety of any seafarer, equipment,
3.1.28.1 Discussion—This includes injuries that occur as a
vessel, bridge, structure, shore area, or the environmental
result of criminal or intentional acts (for example, assaults,
quality of any port, harbor, or navigable waterway.
fights, self-inflicted wounds) by crew members or passengers.
3.1.21 human errors, n—performance of humans that devi- However, USCG IOs should limit the scope of their marine
ates from the desired performance. casualty investigation to the preliminary level and notify the
appropriate state or federal law enforcement agencies for
3.1.22 illness, n—including,butnotlimitedto,skindiseases
injuriesstemmingfromcriminalorintentionalacts.TheUSCG
or disorders, respiratory conditions, poisoning, hearing loss,
Circular considers injuries and illnesses, as defined by the
communicable illnesses, allergic reactions, heart attack, stroke,
Occupational Safety and HealthAdministration (OSHA) in 29
and all other occupational illness (for example, heatstroke,
CFR 1904.46, as separate types of occurrences. As such, pain
sunstroke, heat exhaustion, heat stress, and other effects of
or sickness caused strictly by an illness including, but not
environmental heat; freezing, frostbite, and other effects of
limited to, communicable illnesses (for example, colds and
exposure to low temperatures; decompression sickness; and so
flu), allergic reactions (for example, food allergies and insect
forth).
and jelly fish stings), food poisoning, heart attack, stroke, or
3.1.23 immediately, adv—as soon as reasonably practicable
other preexisting medical conditions, is not considered an
without delay.
injury and does not fall within the definition of this regulation.
3.1.23.1 Discussion—Prompt notification is essential to en-
However, a physical injury that requires medical treatment
sure the timely and proper USCG and maritime stakeholder
beyond first aid incurred because of an illness (for example, a
responses to marine casualties. Each reported occurrence shall
passengeronaferryfaintsasaresultofdehydrationandbreaks
be evaluated by a designated USCG investigating officer (IO).
his or her arm) does fall within the definition of this regulation.
The USCG should consider delays in reporting caused by the
3.1.29 intended grounding, v—grounding is considered “in-
needtoaddressresultantsafetyconcerns,suchasrespondingto
tended” if it is a controlled, intentional maneuver to, among
an emergency situation, to be valid. However, the responsible
other things, hold position to adjust cargo, offload passengers,
parties involved in a marine casualty shall make all efforts to
and/or hold position to allow other traffic to transit safely.
notify the USCG quickly. All notifications to the USCG shall
include the information detailed in 46 CFR Part 4.05-5. 3.1.30 intended strike of bridge, n—strike (lay-up or land-
Examples of potential noncompliance with immediate notifi- ing) of a bridge is considered “intended” if it is a controlled,
cation include: (1)Acrew member on a passenger vessel slips
and breaks an arm during an excursion. The master fails to
report the incident until completing a 40-min transit back to
U.S. Coast Guard (USCG) Navigation and Vessel Inspection Circular No.
port. When the USCG IOs arrive on scene, several witnesses 01-15, COMDTPUB P16700.4, NVIC 01-15, 21 July 2015.
F3284 − 18
intentional maneuver to, among other things, assist, guide, or 3.1.40 lost workday case frequency, LWCF, n—total lost
walk a vessel through the bridge or hold position using the workday cases multiplied by 200 000 (or 1 million) divided by
bridge or its protective fendering system. the number of exposure (working) hours over the past year.
3.1.30.1 Discussion—Because of the potential of compro-
3.1.41 lost workday case severity, LWCS, n—sum of lost
mising the integrity of the bridge or its protective systems, all
workdays multiplied by 200 000 (or 1 million) divided by the
intended strikes (allision) that cause any damage, however
number of exposure (working) hours over the past year
minimal,shallbereportedtothelocalUSCGSectorCommand
3.1.42 main propulsion, primary steering, or any associated
Center as a hazardous condition under 33 CFR 160.216.
component or control system, n—includes main propulsion
However, these incidents do not require a written CG-2692 or
equipment (propeller, jets, prime mover, reduction gear, or any
require MISLE entries unless they create a hazard to
other mechanical equipment required to make any portion of
navigation, the environment, the safety of a vessel, or meet
main propulsion operate), primary steering equipment
othercasualtyreportingcriteriaunder46CFR4.05-1(a)(3)-(8).
(electronics, rudders, pods, pumps, hydraulics, and so forth),
3.1.31 intermediate causes, n—underlying reason why a
andassociatedcomponentsandcontrolsystems(helmcontrols,
causal factor occurred, but it is not deep enough to be a root
engine room controls, and so forth).
cause.
3.1.42.1 Discussion—Bow and stern thrusters or dynamic
3.1.31.1 Discussion—Intermediate causes are underlying
positioning equipment should be evaluated on a vessel-specific
causes that link causal factors and items of note to root causes.
basis, paying special attention to whether this equipment is
3.1.32 lagging indicator, n—measures a company’s safety
integral to safe vessel maneuverability. If thrusters are consid-
performance in the form of past incident/accident statistics.
ered essential to vessel operations per flag/class operating
3.1.33 leading indicator, n—measure preceding or indicat- parameters (for example, dynamic position systems), failure of
ing a future event used to drive and measure activities carried these systems that reduce maneuverability of the vessel is a
out to prevent and control incidents/accidents. reportable casualty. Redundancies that perform as designed
may eliminate the need to report the casualty if the vessel does
3.1.34 lessons learned, n—information gained and shared
not experience a loss in maneuverability.
through the study of incidents that serves to help prevent those
incidents from occurring in the future.
3.1.43 man overboard, n—emergency situation in which a
person has fallen off a boat or ship into the water.
3.1.35 loss, n—human injury, environmental damage, or
negative business impact (for example, repair or replacement
3.1.44 management system, n—methodology devised and
costs, schedule delays, contract violations, and loss of reputa-
put in place by management to encourage desirable behaviors
tion).
and discourage undesirable behaviors.
3.1.36 loss (USCG), n—interpreted as an occurrence in
3.1.45 materially and adversely, adv—physical condition of
which an applicable system or component unexpectedly fails,
the vessel or its associated equipment at a given point and time
shuts downs, or is otherwise rendered unable to perform its
that requires remedial actions to circumvent, work around, or
specified function, no matter its duration, even if momentary.
adapt operations as a result of an occurrence are considered to
3.1.36.1 Discussion—It also includes any situation in which
meet this condition.
an applicable system or component is required to be intention-
3.1.46 medical treatment case, MTC, n—work-related inju-
ally shut down as a casualty control measure. The unavailabil-
ries that are not severe enough to be reported as fatalities, lost
ity of an applicable system or component as a result of
time incident, or restricted work accident cases but are more
scheduled,preventativemaintenanceisnotconsideredalossof
severe than requiring simple first aid treatment; however, the
thatsystemorcomponent,asitisaplanned,intentionalactand
injured person is able to carry out all his duties after treatment.
not based on an unexpected occurrence. Additionally, taking
3.1.47 medical treatment case frequency, MTCF, n—total
enginesoutofoperationthatareotherwisefullyoperationalfor
medical treatment cases multiplied by 200 000 (or 1 million)
fuel cost-savings purposes is not considered a loss under this
divided by the number of exposure (working) hours over the
criterion.
past year.
3.1.37 loss event, n—undesirable consequences resulting
from events or conditions or a combination of these. 3.1.48 near miss, n—non-loss sequence of events or
conditions/acts or both that could have resulted in a loss or an
3.1.38 loss of life, n—life is considered lost when the person
outcome with more severe consequences than actually oc-
is known to be deceased (the body has been recovered), the
curred.
person has been categorized as “presumed lost/dead” by
3.1.48.1 Discussion—This loss was prevented only by a
agencies leading search and rescue efforts, or the known
fortuitous or intentional break in the chain of events or
circumstances of the occurrence make recovery of the person
conditions/acts or both. The potential loss could result from
alive unlikely.
human injury, environmental damage, or negative business
3.1.38.1 Discussion—All losses of life (for example, fatal
impact (for example, repair or replacement costs, scheduling
heart attacks, suicides, and murders), regardless of apparent
delays, contract violations, loss of reputation, and so forth).
cause, fall under this criterion.
3.1.39 lostworkdaycase,LWC,n—whenaninjuryorillness 3.1.49 notify, v—it is preferred that the notification be made
involves one or more days (after the day of the injury) away to the Command Center of the Coast Guard Sector in whose
from work. area of responsibility the marine casualty occurs; however,
F3284 − 18
Vessel Traffic Services or District Command Centers are also anticipated conditions (for example, weather, other vessel
considered appropriate alternatives. traffic, tidal influences) or adversely impacts specific vessel
3.1.49.1 Discussion—Contact information for Coast Guard operations (for example, mooring, towing, anchoring, and
sectorscanbefoundinthePortDirectoryontheCoastGuard’s dynamic positioning) or both.
Homeport website. If the incident occurs outside of navigable
3.1.55 restricted workday case, RWC, n—any work-related
waters of the United States but notification is required by 46
injury (other than a fatality or lost time incident) that results in
CFR Part 4 (for example, U.S. flagged vessels or foreign-
a person being unfit to perform all of his/her regular job duties
flagged tank vessels in the U.S. Exclusive Economic Zone (see
after the accident.
3.1.70)), the notification should be made to the USCG unit that
3.1.56 restricted workday case frequency, RWCF, n—total
is geographically closest to the incident location or that has
restricted work accident cases multiplied by 200 000 (or 1
responsibilityformarinesafetyinthevessel’snextU.S.portof
million) divided by the number of exposure (working) hours
call.
over the past year.
3.1.50 professional medical treatment (treatment beyond
3.1.57 restricted workday case severity, RWCS, n—sum of
first aid), n—see medical treatment and treatment beyond first
restricted workdays multiplied by 200 000 (or 1 million)
aid.
divided by the number of exposure (working) hours over the
3.1.50.1 Discussion—The USCG uses the definitions of
past year.
“medical treatment” and “first aid” as defined by OSHA in 29
CFR 1904.7(b)(5)(i)-(iii) as well as the explanation regarding
3.1.58 root cause, n—deficiency of a management system
medical treatment provided in Subsections (iv) and (v) of 29
that allows the causal factors to occur or exist.
CFR 1904.7(b)(5). Specifically, “medical treatment” means the
3.1.58.1 Discussion—Root causes shall be within the con-
management and care of a patient to combat the injury.
trolofmanagementtoaddress.Foratypicalcausalfactor,there
Medical treatment does not include the following: (1) visits to
are one to four root causes. Root causes are usually as deep as
a physician or other licensed health care professional solely for
a typical root cause analysis will go in attempting to identify
observation or counseling; (2) the conduct of diagnostic
the underlying causes of an incident. Organizational culture
procedures, such as X-rays and blood tests, including the
issues, which are deeper than root causes, could also be
administration of prescription medications used solely for
identified and addressed, but most root cause analyses do not
diagnostic purposes (for example, eye drops to dilate pupils);
go to this level because developing effective recommendations
or (3) “first aid.”
at the organizational culture level may be difficult.
3.1.51 property damage, n—sum of the monetary cost of
3.1.59 root cause analysis, RCA, n—analysisbyaperson(s),
material damage of all property affected by the occurrence
appropriately trained in RCA, that identifies the causal factors,
including, but not limited to, vessels, cargos, facilities, aids to
intermediate causes, and root causes of an incident and
navigation, and bridges and their fendering systems.
develops recommendations to address each level of the analy-
3.1.51.1 Discussion—Cargo-related damage estimates
sis.
should be based solely on the loss or damage to the actual
3.1.60 safeguard, n—physical, procedural, or administrative
cargo. Cargo estimates should not include demurrage or
controlthatpreventsormitigatesconsequencesassociatedwith
expenses related to storage or alternate delivery arrangements.
an incident.
There may be instances when a party responsible for reporting
3.1.61 seaworthiness, n—condition of being properly
a marine casualty makes an initial good faith damage estimate
below the $25 000 threshold that later proves to be incorrect. If equipped, sufficiently constructed, and watertight to withstand
stress of the wind, waves, and other environmental conditions
the party responsible becomes aware of newly discovered
that the vessel might reasonably be expected to encounter.
property damage or a revised damage estimate that crosses the
$25 000 threshold after the casualty reporting timelines in 46
3.1.62 significant harm to the environment, n—as defined in
CFR Part 4.05-1 and 4.05-10 have elapsed, an immediate
46 CFR 4.03-65, this reporting requirement applies only to
notification shall be made to the cognizant Sector Command
discharges from commercial vessels (with the exception of
Center or Investigations Division and a CG-2692 shall be
state numbered commercial vessels that are not subject to
submitted within five days of receiving the new information.
inspection under 33 U.S.C. 3301); it does not include dis-
3.1.52 recommendation, n—suggestion to develop, modify, charges from facilities, fixed platforms, non-vessels, or mys-
or enhance management systems or safeguards. tery spills.
3.1.62.1 Discussion—CG-2692s are required to be submit-
3.1.53 recordable injury, n—any work-related injury or
ted for discharges meeting 46 CFR 4.03-65 from vessels.
illness that results in lost-time injuries, restricted work
accidents, and treatment beyond first aid injuries (medical
3.1.63 total recordable cases, TRC, n—sum of all work-
treatment injuries).
related fatalities, lost-time incidents, restricted work accidents,
and medical treatment cases:
3.1.54 reduces the maneuverability of the vessel,
v—interpreted as an occurrence that renders a vessel incapable
TRCs 5 LTIs1RWAs1MTCs
of maintaining safe speed and steerage for the prevailing or
3.1.64 total recordable case frequency, TRCF, n—total re-
cordable cases multiplied by 200 000 (or 1 million) divided by
Available from the Coast Guard’s Homeport, https://homeport.uscg.mil. the number of exposure (working) hours over the past year.
F3284 − 18
3.1.65 treatment beyond first aid, n—see professional medi- foreign-flagged commercial vessels that experience a “marine
cal treatment or medical treatment case. casualty or accident” as defined in 46 CFR 4.03-1 while
operating upon U.S. navigable waters (for example, the terri-
3.1.66 unfit to perform his or her routine duties, n—this
torial sea out to 12 nautical miles from the U.S. baseline).
includes injuries that prevent a crew member from performing
Incidents that meet the requirements found in 46 CFR Part
his or her normally assigned duties (for example, navigation or
4.05-1 shall be reported to the USCG both immediately and
engineering watches, routine maintenance, and cargo han-
with follow up on CG-2692s submissions. Incidents that occur
dling).
beyond the territorial sea (that is, more than 12 nautical miles
3.1.66.1 Discussion—There may be instances when a party
fromthebaseline)onvesselsthatareboundforaU.S.portmay
responsible for reporting a marine casualty becomes aware of
require a notification to the USCG in accordance with 33 CFR
a reportable marine injury or a death after the casualty
160. Additional incident reporting requirements in 46 CFR
reporting timelines in 46 CFR Part 4.05-1 and 4.05-10 have
4.05-2 apply to foreign tank vessels operating within the U.S.
elapsed(forexample,apassengerorcrewmemberfilesaclaim
EEZ.
for an injury that was initially not reported to a vessel’s master,
owner, or operator). In those instances, an immediate notifica-
3.2 Acronyms:
tion shall be made to the cognizant Sector Command Center or
3.2.1 CFR—Code of Federal Regulations
Investigations Division and a CG-2692 shall be submitted
3.2.2 COI—Certificate of inspection
within five days of the new information becoming available.
3.2.3 COTP—Captain of the port
USCG IOs should refrain from initiating enforcement actions
3.2.4 EEZ—Exclusive economic zone
against a company for the submission of late or amended
casualty reports when the delay is due to a failure of a crew
3.2.5 FMEA—Failure modes and effects analysis
member, contractor, or passenger to disclose fully the extent of
3.2.6 IMO—International Maritime Organization
an injury in a timely manner.
3.2.7 IO—Investigating officer
3.1.67 unintended grounding, v—interpreted as any situa-
3.2.8 ISM Code—International Safety Management Code
tion in which the vessel is unintentionally brought or placed on
3.2.9 MISLE—Marine Information for Safety and Law En-
the ground, historically identified as being “ground” beneath
forcement
the water line (for example, sea floor, riverbed, silt, or rocks)
except in circumstances in which the grounding can be
3.2.10 OCMI—Officer in Charge, Marine Inspection
classified as a “bump and go” grounding.
3.2.11 PPE—Personal protective equipment
3.1.68 unintended strike (allison), n—contact with an af-
3.2.12 SOLAS—Safety of life at sea
fixed or stationary object (vice ground) under or above the
water line.
4. Summary of Guide
3.1.68.1 Discussion—Contrast the definition of “allision”
4.1 The objective of this guide is to provide work-related
with the term “collision,” which is contact between two or
injury and illness recording and reporting criteria for maritime
more moving vessels/objects. It does not matter whether the
vessels to improve standardization of injury and illness
unintended strike (allision) resulted in any damage, pollution,
reporting/recording. Injuries and illness should be properly
or injuries, because a strike (allision) with a bridge is in itself
investigated, reported, and recorded (Guide F2039). The ob-
a reportable marine casualty.
jective of this guide is to provide injury and illness reporting
3.1.69 unsafe act/behavior, n—any act/behavior of a crew-
guidance for maritime vessels to promote standardization of
member(s) that may adversely affect the safety of any
inju
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