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Arbetet till sjöss är förenat med risker som kan medföra att olyckor sker. Det ska finnas en plan för krishantering redan innan en olycka har inträffat. Det grundläggande förutsättningarna för att hantera följderna av en händelse finns reglerade i svensk lagstifting men hur följs den drabbade sjömannens hälsa upp av rederiet som arbetsgivare? Med denna frågeställning som bakgrund är syftet med det här arbetet att undersöka hur svenska rederier använder sin krishanteringsplan med fokus på förberedande arbete och omhändertagande av personal efter en kris. För att få svar på frågeställningen har en kvalitativ intervjuundersökning används som metod för datainsamling. Undersökningen omfatter en delvis strukturerad intervju med sju respondenter från sex olika svenska rederier. Resultatet av undersökningen visar att rederierna förhåller sig till gällande krav och regelverk och för att uppfylla en del av kraven tar de hjälp av externa aktörer såsom företagshälsovård och psykologer. Rederierna poängterar att det är svårt att utforma en krisplan för något som inte har hänt, att förutse alla scenarion som kan inträffa betraktas inte som möjligt oavsett hur mycket de övar. Besättningen anses dock som det absolut viktigaste för verksamheten och det sätts inga gränser för att främja deras välbefinnande i kriser. / Shipping is often associated with risks which can lead to accidents. There should be a plan for crisis management even before an accident has occurred. Basic prerequisites to deal with the consequences of an accident are regulated in national legislation but how well monitored is the affected sailor’s health by the shipping company as an employer? With that question as a background, the purpose of this thesis is to research how swedish shipping companies use their crisis management plan to support and care for their crew after a crisis. In order to answer the question, qualitative interviews were used as a method for collecting data. The research survey includes a semi-structured interview with seven respondents from six different shipping companies. The research shows that the shipping companies adhere to the requirements and regulations and in order to meet parts of the requirements, they use services of external actors such as occupational health providers and psychologists. The shipping companies explain that it is difficult to create a plan of action for something that has not occurred. To predict a complete scope of crisis scenarios is not deemed as possible, regardless of the amount of drills conducted. The crew is considered the most important element of the business and no restrictions is put on their well being during a time of crisis.

La complexité de la conduite du navire marchand impose aux opérateurs d’avoir de nombreuses connaissances dans différents domaines. La standardisation de la formation maritime au niveau international par la convention STCW est un élément qui participe à garantir de leur capacité à conduire l’expédition maritime. Mais il n’est pas suffisant. L’armateur est l’acteur clé dans ce domaine. Son investissement dans le maintien et le développement des connaissances techniques, dans l’encadrement de l’exploitation du navire et dans la mise en place d’une stratégie de gestion des facteurs humains adaptée, est déterminant pour maîtriser les compétences de son personnel navigant et prévenir les dommages qui résulteront de leurs erreurs. Il est très intéressant de constater que le droit maritime tient compte de cet investissement pour déterminer le régime de responsabilité civile auquel l’armateur sera soumis lorsqu’il devra répondre des actes dommageables de ses préposés. Son implication dans la mise en place de stratégies de gestion humaine adaptées lui permettra d’accéder à de larges aménagements ou exonérations de responsabilité. Le régime très protecteur dont il bénéficie sera en revanche progressivement levé, en fonction des manquements personnels retenus à son encontre. Le droit maritime participe donc, d’une certaine manière, à responsabiliser les armateurs. La réalité est en fait plus nuancée car les difficultés pour lever ce régime spécifique sont nombreuses. Les protections qui lui sont accordées pourront alors apparaître comme un facteur démobilisant dans l’objectif de maîtriser l’élément humain, pourtant essentiel pour la sécurité maritime / The complexity of operating a vessel requires that crew members have in depth knowledge in a wide variety of areas. The International maritime training that has been standardized by the STCW convention is one of the elements that helps to guarantee their ability to make the maritime expedition a success. But it is not enough. The shipowner is the key actor in this area. His personal investment to maintain and develop technical knowledge, to supervise vessel operation and to implement an appropriate human factor strategy, is crucial for controlling the competencies of his crew to prevent potential damages that could result from human errors. It is very interesting to see that maritime law considers this investment in determining the civil liability regime to which shipowners will be subject for the damages caused by negligence of his crew. His involvement in implementing efficient human strategies will allow him to benefit from wide exemptions or limitation of liability. The very protective civil liability regime he enjoys will nevertheless be lifted, at least partially, for his own omissions that contribute to the damage. Maritime law therefore encourages, in a certain way, shipowners to get involved in vessel crewing. The reality is actually more nuanced because the difficulties to lift this specific regime are various. The protections that are granted to a shipowner will then appear to be a demobilizing factor in controlling the human element, which is essential for maritime safety