Annual Overview of Marine Casualties and Incidents 2017 - Final

European Maritime Safety Agency
ANNUAL OVERVIEW
OF MARINE CASUALTIES AND
INCIDENTS 2017
ANNUAL OVERVIEW
OF MARINE CASUALTIES AND
INCIDENTS 2017
Annual Overview of Marine Casualties and Incidents 2017
OVERVIEW OF KEY FIGURES

Key figures for the period 2011 - 2016
18655 16539 253

CASUALTIES
SHIPS INVOLVED SHIPS LOST
5607 600 869

PERSONS INJURED FATALITIES INVESTIGATIONS
LAUNCHED BY
EU MEMBER
STATE AI BODIES
2
Collision, CITY OF ROTTERDAM – PRIMULA SEAWAYS, ships damaged, 12/03/2015

3
CONTENTS
Executive summary 8 3.3 Location of marine casualties and incidents 48

3.4 Accidental event and contributing factors 52
CHAPTER 1 3.5 Consequences 53
INTRODUCTION 10 CHAPTER 4
Background 11
FISHING VESSELS 56
Scope 12
Content of the review 12 4.1 Detailed distribution 57
Notice 13 4.2 Nature of marine casualties and incidents 60
Disclaimer 13 4.3 Location of marine casualties and incidents 62
Acknowledgements 13 4.4 Accidental events and contributing factors 66
4.5 Consequences 67
CHAPTER 2
CHAPTER 5
MARINE CASUALTIES AND INCIDENTS IN GENERAL 14
PASSENGER SHIPS 70
2.1 Number and severity 15
2.2 Main ship types 16 5.1 Detailed distribution 71
2.3 Nature of marine casualties and incidents 19 5.2 Nature of marine casualties and incidents 75
2.4 Location of marine casualties and incidents 25 5.3 Location of marine casualties and incidents 77
2.5 Accidental events and contributing factors 30 5.4 Accidental events and contributing factors 81
2.6 Consequences 31 5.5 Consequences 82
2.7 Involvement of EU States as flag State, coastal State or substantially
CHAPTER 6
interested State 40
SERVICE SHIPS 86
CHAPTER 3
6.1 Detailed distribution 87
CARGO SHIPS 42 6.2 Nature of marine casualties and incidents 90
3.1 Detailed distribution 43 6.3 Location of marine casualties and incidents 92
3.2 Nature of marine casualties and incidents 46 6.4 Accidental events and contributing factors 97
6.5 Consequences 98
4
Table of contents
CHAPTER 7
OTHER SHIPS 102

7.1 Detailed distribution 103
7.2 Nature of marine casualties and incidents 106
7.3 Location of marine casualties and incidents 108
7.4 Accidental events and contributing factors 113
7.5 Consequences 114
CHAPTER 8
ACTION TAKEN BY INVESTIGATIVE BODIES 118

8.1 Safety investigations 119
8.2 Investigation reports 120
8.3 Safety recommendations 121
APPENDICES 124
Appendix 1 Acronyms and definitions 125
Appendix 2 EMCIP model 132
Appendix 3 Ship types in EMCIP 133
Appendix 4 List of national investigative bodies in EU 134
5
© European Maritime Safety Agency 2017
Photo credits: DK/DMAIB; UK/MAIB; PL/PKBWM; SE/SHK; GR/HBMCI; RNLI Cleethorpes; MT/MSIU; gCaptain; USA/NTSB; Uwe Bialkowski
Front cover caption: Loss of control, SEA WORKER, cargo damage, 27/01/2016
Reproduction, publication, quote or any other means of use of the text of this publication is authorised provided the source is
acknowledged. The use of the EMSA logo is prohibited.
Statistics, tables, graphs, charts and maps have been generated by EMSA based on information contained in EMCIP.
6
7
EXECUTIVE SUMMARY
During 2016 there were 106 reported fatalities, 957 persons injured, 26 ships lost Although during the period 2011 – 2016 the number of fatalities on board
and 123 investigations launched. passenger ships is dominated by the Costa Concordia (32 fatalities and 17 injured
persons in 2012) and the Norman Atlantic (11 fatalities and 31 injured persons in
With 3145 marine casualties and incidents in 2016, the total number reported 2014), since 2014 a continuous decrease of fatalities and injuries is evident.
in EMCIP since its establishment has reached 16500. Since 2014, the number
of reported accidents seems to have stabilised at around 3200 occurrences A reduction of service ships lost was noted in 2016, as well as the number of
per year. While the number of very serious and serious marine casualties and fatalities and injuries.
incidents remained at levels similar to previous years, a limited but continuing
increase of less serious accidents reported was noted. However, some under- Finally, for ships of other types, those indicators revealed an increase in 2016.
reporting of marine casualties and incidents appears still to exist, although there
has been continuous improvement since the implementation of the relevant EU Across the period 2011 – 2016, EU States’ investigative bodies have launched
legislation in 2011. Estimates indicate that under-reporting relates mostly to the 869 investigations and 695 reports have been published. Among the 1300 safety
less serious casualties and incidents. recommendations issued, 28% related to operational practices, in particular
safe working practices. Half of the safety recommendations were addressed to
Over the period 2011-2016, half of the casualties were of a navigational nature, shipping companies and the rate of positive responses was about 66%.
such as contacts, grounding/stranding or collision. Amongst occupational
accidents, 40% were attributed to slipping, stumbling and falling of persons.
Human erroneous action represented 60% of accidental events and 71% of
accidental events were linked to shipboard operations as a contributing factor. Of
all casualties, 42% took place in port areas. The number of ships lost has reduced
by 50% since 2014.
In 2016, the number of cargo ships involved in marine casualties and incidents
has decreased to 1400. A significant decrease of fatalities was noted in 2016,
reaching the lowest level of 2012.
Despite a decrease in the number of fishing vessels lost in 2016, a significant

increase of fatalities and injuries was noted.
8
Collision, TRANSFORZA –KUGUAR, 1 ship lost, 16/02/2015
9
CHAPTER 1
INTRODUCTION
Fire, ARDENT II, ship lost, 16/08/2016
10
Introduction
Background
The purpose of the European Maritime Safety Agency is to Following the entry into force of Directive 2009/18/EC establishing the
ensure a high, uniform and effective level of maritime safety, fundamental principles governing the investigation of accidents in the maritime
maritime security, prevention of and response to pollution transport sector, EU States shall, among other obligations:
caused by ships as well as response to marine pollution caused
establish independent, impartial and permanent accident investigative
by ships and by oil and gas installations.
bodies. Landlocked countries without a maritime fleet are not obliged to
EMSA’s activities cover the following main areas: comply with this provision, other than to designate a focal point. This is the
case currently for the Czech Republic and Slovakia;
providing technical and scientific assistance to the Member States and the require to be notified of marine casualties and incidents. This obligation
European Commission in the proper development and implementation of EU covers casualties and incidents that:
legislation on maritime safety, security, prevention of pollution by ships and • involve ships flying the flag of one of the Member States;
maritime transport administrative simplification; • occur within Member States’ territorial seas and internal waters;
monitoring the implementation of EU legislation through visits and • involve other substantial interests of the Member States;
inspections;
improving cooperation with, and between, Member States; investigate casualties depending upon their severity. Casualties which are
building capacity of national competent authorities; classified as very serious shall be investigated; serious casualties shall be
providing operational assistance, including developing, managing and assessed in order to decide whether or not to undertake a safety investigation;
maintaining integrated maritime services related to ships, ship monitoring publish investigation reports; and
and enforcement; notify the European Commission of marine casualties and incidents via
carrying out operational preparedness, detection and response tasks with EMCIP.
respect to pollution caused by ships and marine pollution by oil and gas
EMCIP is the European Marine Casualty Information Platform;
installations; and
a centralised database for EU States to store and analyse
at the request of the Commission, providing technical operational assistance
information on marine casualties and incidents.
to non-EU countries around relevant sea basins.
This EMSA-run platform is populated with data by the competent national

As a body of the European Union, the Agency sits at the heart of the EU maritime
authorities. It is this data which forms the basis of the Annual Overview of Marine
safety and pollution response network and collaborates with many industry
Casualties and Incidents.
stakeholders and public bodies, in close cooperation with the Commission and
the Member States.
In this publication, the terms “Europe” and “EU Member States” are considered to
be the 28 EU Member States plus the EFTA States, Iceland and Norway to which
1
Directive 2009/18/EC of the European Parliament and of the Council of 23 April 2009 the Directive applies.
establishing the fundamental principles governing the investigation of accidents in the maritime
transport sector and amending Council Directive 1999/35/EC and Directive 2002/59/EC of the
European Parliament and of the Council.
11
Scope Content of the review
EMSA has the obligation to provide a yearly overview of This publication has been organised in such a way as to cover
marine casualties and incidents under the Agency’s founding the main aspects of maritime safety as given in the Directive
Regulation (EC) No 1406/2002, as amended. and as included in the Agency’s remit. This edition focuses
on the main types of ships: cargo ships, fishing vessels,
This publication contains statistics on marine casualties and incidents that: passenger vessels, service ships and other ships. Each chapter
involve ships flying a flag of one of the EU States; occur within EU States’ is divided into the following sections: detailed ship types,
territorial sea and internal waters as defined in UNCLOS; or involve other nature of marine casualties and incidents, location, events
substantial interests of the EU States. and contributing factors and consequences. A final chapter
describes the activities of the EU investigative bodies.
Considering the date of the implementation of the Accident Investigation
Directive in 2011, this publication covers the period from 1st January 2011 to 31st More information about the Agency’s activities related to marine accidents can
December 2016. The data can be subject to changes over time as EU States add be found at:
more information or older cases to the EMCIP database. For this reason, the
figures extracted from the database in July 2017 and presented in this publication http://www.emsa.europa.eu/implementation-tasks/accident-investigation.html
are likely to be slightly different to those presented throughout the year in various https://emcipportal.jrc.ec.europa.eu/
fora or in the next edition to be published in 2018.
A list of acronyms and definitions as well as extra information on the casualty
The figures are presented in this publication to provide a general overview of the categories used can be found in Appendix 1. Appendix 2 illustrates the data model
safety of maritime transport in the scope of European interests. However, it is and Appendix 3 contains the detailed list of ships used in EMCIP. The list of
limited by the quantity and nature of information presently contained in EMCIP investigative bodies in Europe can be found in Appendix 4.
and is therefore not intended as a comprehensive technical analysis. This is due
to the fact that implementation of the Accident Investigation Directive has only
been required since 17 June 2011 as well as due to progressive implementation
by some Member States. Should further information about specific cases be
required, readers are invited to contact the national competent Investigative
bodies (whose contact details can be found in Appendix 4 of the publication).
12
Introduction
NOTICE DISCLAIMER
Article 1 of Directive 2009/18/EC of the European Parliament and of the The marine casualty and incident data presented is strictly for information
Council of 23 April 2009 establishing the fundamental principles governing purposes only. The statistics presented are from the data stored in the European
the investigation of accidents in the maritime transport sector and amending Marine Casualty Information Platform (EMCIP) by the investigative bodies of
Council Directive 1999/35/EC and Directive 2002/59/EC of the European the EU States. It reflects the information at the time the data was extracted
Parliament and of the Council states: (03/07/2017). While every care has been taken in preparing the content of
the report to avoid errors, the Agency makes no warranty as to the accuracy,
“The purpose of the Directive 2009/18/EC of 23 April 2009 is to improve completeness or currency of the statistics in the report. The Agency shall not be
maritime safety and the prevention of pollution by ships, and so reduce the risk of liable for any kind of damages or other claims or demands incurred as a result of
future marine casualties, by: incorrect, insufficient or invalid data, or arising out of or in connection with the
use, copying or display of the content, to the extent permitted by European and
(a) facilitating the expeditious holding of safety investigations and proper national laws. The information contained in the report should not be construed
analysis of marine casualties and incidents in order to determine their causes; as legal advice.
and
(b) ensuring the timely and accurate reporting of safety investigations and ACKNOWLEDGEMENTS
proposals for remedial action.
The Agency wishes to acknowledge the contribution made by the EU States and
Investigations under this Directive shall not be concerned with determining the European Commission and to thank them for their support in the conduct of
liability or apportioning blame.” this work and in the preparation of this report.
The information contained in this document is to be used only for the

improvement of maritime safety and the prevention of pollution by ships. It shall
not be used for determining liability or apportioning blame.
13
CHAPTER 2
MARINE CASUALTIES AND INCIDENTS

IN GENERAL
FIGURES FOR 2016
3145 106 79 957 26 3505 123

CASUALTIES & FATALITIES VERY SERIOUS PERSONS SHIPS SHIPS INVESTIGATIONS
INCIDENTS CASUALTIES INJURED LOST INVOLVED LAUNCHED
Collision, CONDIT-CARLA MAERSK, ships damaged, 09/03/2015

14
Marine casualties in general
Figure 2: Number of marine casualties and incidents per severity

2.1 NUMBER AND SEVERITY
2000
This section provides general information about the number of
marine casualties and incidents and their severity.
1500
Figure 1: Number of reported marine casualties and incidents
1000
3500
3000
500
2500
2000
0
1500
2011 2012 2013 2014 2015 2016
1000
500 Very serious Serious Less Serious Marine incident
0
2011 2012 2013 2014 2015 2016
The number of very serious casualties has been steady over
the past 5 years. Of all casualties, 3.0% were reported to be
very serious.
The total number of reported marine casualties and incidents
is 16539. Across the three other severity categories, the total number of casualties and
incidents reported annually reflects an increase of reporting.
Since 2014, the number of reported casualties has stabilised at around 3200 per
year. However, comparisons with various sources suggest that under-reporting of In 2016, 2.5% of the reported marine casualties were very
marine casualties and incidents continues, with a total of 4000 per year being a serious, 24.8% serious, 60.1% less serious and 12.6% were
best estimate. marine incidents.
The under reporting of marine incidents remains the most significant issue within
the reporting scheme defined by Directive 2009/18/EC.
15
Figure 3: Notification entities

2.2 MAIN SHIP TYPES
2000
1800
This section focuses on the ships involved in marine casualties and incidents.
1600 Ships have been classified by the main categories: cargo ship, fishing vessel,
1400 passenger ship, service ship and other ship.
1200 Figure 4: Number of ships involved in casualties

1000
4000
800
600 3500
400 3000
200 2500
0 2000
2011 2012 2013 2014 2015 2016
1500
Company Public Ship Shore authority Other
1000
55% of the marine casualties and incidents were reported to
the Investigative bodies by the Shore Authorities. 500
Marine casualties and incidents reported to the Investigative bodies by the 0

Shore Authorities have continued increasing over the period 2011-2016. Shipping 2011 2012 2013 2014 2015 2016
companies have reported less in 2016, while reporting directly from the ship has
A casualty might involve more than one ship, in particular in the case of collision
been constant for the 4 past years.
two or more ships could be involved.
In the 16539 marine casualties and incidents that happened

from 2011 to 2016, the total number of ships involved was
18655.
16
Figure 5: Number of individual ships involved in more than one casualty Figure 6: Distribution of ships involved by main category 2011-2016
2011-2016
2000 1800
1800 1600
1600
1400
1400
1200
1200
1000 1000
800 800
600 600
400
400
200
0 200
2 3 4 5 6 7 8 9 10 more 0
than 10 Cargo ship Fishing Passenger Service Other
vessel ship ship ship
Similarly, a single ship can be affected by several casualties (different dates,
different nature of casualty, etc.). 2011 2012 2013 2014 2015 2016
A total of 11686 individual ships were involved in marine

casualties and incidents. 8478 of these ships were involved in During the period 2011-2016, cargo ships were the main
one only. 3208 were involved in more than one, as shown in the category involved (43%), followed by passenger ships (23%).
distribution above.
While the number of cargo ships and service ships decreased in 2016, an increase
was noted in relation to fishing vessels, passenger ships and other types of ship.
17
Figure 7: Average age of ships involved by main category 2011-2016 Figure 8: Distribution of involved ships’ age 2011-2016
30.0 3500
25.0 3000
20.0 2500
2000
15.0
1500
10.0
1000
5.0
500
0.0
Cargo Fishing Passenger Service Other 0
ship vessel ship ship ship 5 10 15 20 25 30 35 40 45 50 +
The youngest category of ships involved in marine casualties

was cargo ships, whilst the oldest was fishing vessels. The average age of all ships involved over the period 2011-
2016 was 18.2 years. The highest number of ships involved was
in the 5-9 year old segment.
18
In total, 17074 individual events were included in 16539

2.3 NATURE OF MARINE CASUALTIES occurrences (there can be more than one event within an
AND INCIDENTS occurrence (e.g. loss of propulsion followed by grounding).
16102 occurrences were reported to have only one event.

This section examines the different natures of marine
casualties and incidents.
Figure 9: Marine casualties and incidents by type
2500
2000
1500
1000
500
0
2011 2012 2013 2014 2015 2016
Casualty with a ship Occupational accident
A total of 11116 casualties with a ship and 5423 occupational

accidents were recorded.
The ratio 2/3 to 1/3 between casualties with a ship and occupational accidents
remained stable from 2011 to 2016.
Collision, CONDIT-CARLA MAERSK, ships damaged, 09/03/2015
19
2.3.1 CASUALTY WITH A SHIP Figure 11: Distribution of casualty events with a ship
Marine casualties and incidents related to “casualties with a Missing

ship” are classified as “casualty events”.
Loss of control
Figure 10: Severity of casualty with a ship
Hull failure
1400
Grounding/stranding
1200
Flooding/Foundering
1000
Fire/Explosion
800
600 Damage to ship or equipment
400 Contact
200
Collision
0
2011 2012 2013 2014 2015 2016 Capsizing/Listing
Very serious Serious Less Serious Marine incident 0 200 400 600 800
From 2011 to 2016, 2.4% of casualties with a ship were very 2011 2012 2013 2014 2015 2016
serious, 20.7% serious, 57.6% less serious and 19.3% marine
incidents. The combination of contact (18%), collision (16%) and
grounding/stranding (15.6%) shows that navigational
The distribution follows that for all marine casualties and incidents (figure 2). casualties represent 50% of all casualties with ships.
10687 casualties with a ship have a unique casualty event.
429 casualties with a ship have more than one casualty event.
20
Figure 12: Distribution of ships involved in a “casualty with a ship” by ship 2.3.2 OCCUPATIONAL ACCIDENTS
category
Marine casualties and incidents related to “occupational
1400 accidents” are classified as “deviations”.
1200 Figure 13: Type of severity in case of occupational accident
1000 700
800 600
600 500
400 400
200 300
0 200
2011 2012 2013 2014 2015 2016
100
Cargo ship Fishing vessel Passenger ship
0
Service ship Other ship
2011 2012 2013 2014 2015 2016
During the period 2011-2016, Cargo ship was the most Very serious Serious Less Serious Marine incident
frequent ship type involved in “casualty with a ship” (47%),
followed by Passenger ship (20%). From 2011 to 2015, 4.4% of the occupational accidents were
very serious, 23.3% serious, 61.6% less serious and 10.7%
13191 ships were involved in a “casualty with ship”. marine incidents.
While the number of fishing vessels, service ships and other ships involved was As indicated in figure 2, a modification in the classification of injuries has led to
steady over the past 3 years, the number of cargo ships has decreased below a reduction in serious occupational accidents and an increase of less serious
1200 in 2016. However the number of passenger ships involved has increased up accidents and marine incidents.
to 600.
21
Figure 14: Distribution of deviations Figure 15: Distribution of voyage segments per ship type 2011-2015
Unspecified /Other 500

450
Slipping - Stumbling and
falling - Fall of persons 400
350
Loss of control of machine, means
of transport, handling equipment 300
Deviation due to electrical 250
problems, explosion, fire 200
Deviation by overflow, overturn, 150
leak, flow, vaporisation, emission
100
Breakage, bursting, splitting,
fall, collapse of material agent 50
0
Body movement without any 2011 2012 2013 2014 2015 2016
physical stress
Body movement under or with Cargo ship Fishing vessel Passenger ship
physical stress Service ship Other ship
0 100 200 300 400 500
2011 2012 2013 2014 2015 2016 Cargo ships (32.5%) represent together with passenger
ships (31.2%) the main categories of ship where occupational
Slipping - Stumbling and fall of persons was the most frequent accidents occurred.
event (40%), followed by loss of control of objects (18.5%) and
body movement without physical stress (17%). 5464 ships were involved in an occupational accident.
5415 occupational accidents had a unique event. While the number of occupational accidents has decreased on board most of
the ship types, in particular cargo ships, there was an increase of 35% on fishing
8 occupational accidents had more than one event. vessels during 2016.
22
Figure 17: Distribution of voyage segments per ship type 2011-2016

2.4 LOCATION OF MARINE CASUALTIES
AND INCIDENTS 1800
1600
1400
This section provides information about the location of the 1200
ships when marine casualties or incidents occurred. 1000
800
2.4.1 VOYAGE SEGMENTS
600
Figure 16: Distribution of voyage segments 400
200
0
Unknown Cargo ship Fishing Passenger Service Other ship
vessel ship ship
Transit Anchored or alongside Arrival Departure

Mid-water Transit Unknown
Mid-water
While the distribution of accidents is similar among the
phases of a voyage for the various types of ships, the most
unsafe one for fishing vessels is by far the mid-water.
Departure
Arrival
Anchored or alongside
0 500 1000 1500

2011 2012 2013 2014 2015 2016
While the departure is the safest segment (7%) for all types of
ship, the ”mid-water” is the least safe in general (26%).
23
2.4.2 LOCATION Figure 19: Distribution by location of marine casualties and incidents per
cargo ship type 2011-2016
Figure 18: Distribution by location of marine casualties and incidents
Other - Unspeciﬁed Other ship
Open Sea -Within EEZ

Service ship
Open Sea -Outside EEZ
Passenger ship
Open Sea -Unspeciﬁed
Internal Waters - Port area Fishing vessel
Internal Waters - Channel, river

Cargo ship
Internal Waters - Archipelago fairway

0 1000 2000 3000 4000 5000
Inland Waters - River Coastal waters <= 12 nm Inland waters Internal waters
Open sea Repair yard
Inland Waters - Lake
All types of ships have the highest numbers of casualties and

Inland Waters - Channel
incidents within internal waters.
Coastal waters <= 12 nm
0 400 800 1200 1600

2011 2012 2013 2014 2015 2016
42% of the casualties took place in port areas, followed by
28% in coastal waters.
24
2.4.3 REGIONAL DISTRIBUTION
This section provides information on the geographical location of the marine casualties and incidents reported.
Figure 20: Global distribution 2011-2016
21
430 12
19
2 38 10
67 12663
128
330
217 52
24 12
307 41
154
157
9
338
133
61
13
66
122 50
4
4 256
More than 100 accidents
From 10 to 99 accidents
3
25
Figure 21: Distribution within the territorial sea and internal waters of EU States 2011-2016
64
2
146
2 5
3
168 3
7
3 179 67
3
497 481 190
4
941 784
110
2552
38
3591
6 26
115 143 5
36
2 337
337 283
16
190 1143
60
12 357
106
67
26
Figure 22: Distribution along the Atlantic Coast, in the North Sea and English Channel 2011-2016
3
98 187 27
4
92
3
745
60
1076
10 109
665
18 1463
5 278
73 98
42
88
69
71
112
8
4 173
27
Figure 23: Distribution in the Baltic Sea and approaches 2011-2016
11
4
64 3
10 94
3 53
177
14
49 11
241 16
39
321 92
14
128
92 138 43
21
371
108
1076 60
227
1985
553
1463
28
Figure 24: Distribution in the Mediterranean Sea and Black Sea 2011-2016
5
26
278 10
2
73 98 42
3
42
231
88 91
36
168
71
71 69 52 830
159
112 148 43
4 8 54
173
105 246
12
6 53
6 4
6
29
2.5.2 CONTRIBUTING FACTORS

2.5 ACCIDENTAL EVENTS AND
CONTRIBUTING FACTORS “Contributing factors” are separated into two categories, and then sub-divided
into specific groups identifying the condition that contributed to an accidental
event or worsened its consequence.
This section addresses the events and contributing factors
having led to casualties and incidents for the period 2011-2016. Figure 26: Relationship between accidental events and the main contributing
factors
Investigators search for the root causes of the casualty or incident. Such causes
comprise “accidental events” and “contributing factors”. The Reporting Scheme
used in EMCIP follows this approach. A detailed model of EMCIP can be found in Other Agent or Vessel
Appendix 2.
Human Erroneous Action
2.5.1 ACCIDENTAL EVENTS
Hazardous Material
Figure 25: Distribution of accidental events
Equipement Failure
Unknown
Environmental Effect
Other Agent or Vessel
0 500 1000 1500
Shore management Shipboard operation
Hazardous Material
Shipboard operations represented the main contributing
Equipement Failure
factor at 71% of the total.
0 200 400 600 800
From a total of 1170 accidental events analysed during the

investigations, 60.5% were attributed to a Human Erroneous
Action.
30
Figure 27: Groups of Contributing Factors

2.6 CONSEQUENCES
Other Agent or Vessel -

This section contains information about the consequences of
Regulatory Activities
casualties to ships, persons or the environment.
Human Erroneous Action -
Supervision 2.6.1 CONSEQUENCES TO SHIP
Hazardous Material -
Work Place Figure 28: Number of ships lost
Equipement Failure -
Maintenance 60
Environmental Effect -
Supervision 50
0 500 1000 1500 2000 40

Main group Other groups
30
This figure shows the contributing factor most quoted per 20

category of accidental event (for example maintenance was
quoted as contributing factor for 25% of accidental events 10
described as equipment failure).
0
2011 2012 2013 2014 2015 2016
A total of 253 ships were lost from 2011 to 2016.
172 ships were reported sunk, some of them being recovered.
In 72 cases, the initial casualty event was collision. The second

most significant was flooding/foundering (68 cases).
31
Figure 29: Distribution of ships lost per ship category 2011 - 2016 Figure 30: Number of ships damaged
140 600
120
500
100
80
400
60
40 300
20
200
0
Cargo ship Fishing Passenger Service Other ship
vessel ship ship
100
With a total of almost 120, fishing vessel remains the category

of ship that encountered the highest number of ships lost. 0
2011 2012 2013 2014 2015 2016

Service ship Other ship
5441 ships reported some damage, the largest category being

cargo ships (47%).
The number of damaged ships has increased for all ship types, except for service
ships.
32
Figure 31: Number of ships considered unfit to proceed Figure 32: Number of ships requiring towage or shore assistance
180 250
160
200
140
120
150
100
80
100
60
40
50
20
0 0
2011 2012 2013 2014 2015 2016 2011 2012 2013 2014 2015 2016
Cargo ship Fishing vessel Passenger ship Cargo ship Fishing vessel Passenger ship
Service ship Other ship Service ship Other ship
A total of 1747 ships were reported to be “unfit to proceed”.

2655 ships overall needed towage or shore assistance, with a
While the number of cargo ships reported unfit to proceed has significantly significant increase for fishing vessels in 2016.
decreased since 2014, a continuous increase was noted over 2011-2016 for fishing
vessels.
33
Figure 33: Distribution of fatalities by deviations 2.6.2 CONSEQUENCES TO PERSONS

16 2.6.2.1 FATALITIES
14 Figure 34: Distribution of fatalities by categories of person
12 140
10 120
100
8
80
6
60
4
40
2
20
0 0
Cargo ship Fishing Passenger Service ship Other ship 2011 2012 2013 2014 2015 2016
vessel ship
Crew Passenger Other Total
2011 2012 2013 2014 2015 2016
The total number of lives lost during the period 2011-2016

A total of 105 ships were abandoned. Of these, 61 were fishing was 60, with a decrease in 2016. With 479 fatalities, crew have
ships. been the most affected category of persons.
The number of abandoned ships per year has significantly
dropped from 22 to 9 within 3 years.
34
Figure 35: Distribution of fatalities by ship category Figure 36: Distribution of fatalities by casualty events
80
Missing
70
Loss of control
60
Hull failure
50
Grounding/stranding
40
Flooding/Foundering
30
20 Fire/Explosion
0 Contact
Cargo ship Fishing Passenger Service Other ship
vessel ship ship Collision
2011 2012 2013 2014 2015 2016
Capsizing/Listing
Evolution of fatalities per ship types has been irregular over 0 20 40 60 80

the 5 year period. While it was stable for service and other
ships, 2012 was the worst year for passenger ships, 2016 for 2011 2012 2013 2014 2015 2016
fishing vessels and 2015 for cargo ships.
Fatalities mainly occurred during a collision (38%) or

flooding/foundering (21%).
35
Figure 37: Distribution of fatalities by deviation 2.6.2.2 INJURIES
Figure 38: Distribution of injuries by category of person

Unspecified - Other
1400
Slipping - Stumbling and falling
- Fall of persons
1200
Loss of control of machine,
means of transport, handling
1000
equipment
Deviation due to electrical
800
problems, explosion, fire
Deviation by overflow, overturn, 600
leak, flow, vaporisation, emission
Breakage, bursting, splitting, 400
slipping, fall, collapse of Material
Agent 200
Body movement without any
physical stress 0
2011 2012 2013 2014 2015 2016
Body movement under or with
physical stress Crew Passenger Other Total
0 5 10 15 20 25 30
Among the total of 16539 casualties from 2011 to 2016, 4930
2011 2012 2013 2014 2015 2016
accidents resulted in a total of 5607 injured persons. The
decrease of injuries initiated in 2015, with less than 1000
Slipping/falls of persons is the main cause of fatalities (52%) people injured, continued in 2016.
due to occupational accidents
Crew represent the main category of persons injured at sea (4380 during the
period 2011-2016).
36
Figure 39: Distribution of injured people by ship type Figure 40: Distribution of injuries by casualty event
500
Loss of control
450
400 Hull failure

350
Grounding/stranding
300
250
Flooding/Foundering
200
150 Fire/Explosion
100
0
Cargo ship Fishing Passenger Service Other ship Contact
vessel ship ship
2011 2012 2013 2014 2015 2016 Collision
2110 persons were injured on board passenger vessels.

Capsizing/Listing
0 20 40 60 80
2011 2012 2013 2014 2015 2016
48% of the injuries took place during navigational events

(contact, collision and grounding/standing).
37
Figure 41: Distribution of injuries by deviation 2.6.3 OTHER CONSEQUENCES
Figure 42: Distribution of Search and Rescue (SAR) operations by ship type
Unspecified - Other
250
falling - Fall of persons
200
means of transport, handling
equipment
150
100
Deviation by overflow, overturn,
leak, flow, vaporisation,
emission
50
slipping, fall, collapse of
Material Agent
0
Body movement without any 2011 2012 2013 2014 2015 2016
physical stress
Body movement under or with Service ship Other ship

physical stress
0 100 200 300 400 1888 ships needed a SAR operation of which 784 were fishing
vessels.
2011 2012 2013 2014 2015 2016
69% of the SAR operations related to ship casualties and 31%
to occupational accidents.
As with fatalities, most of the injuries (37%) occurred during
slipping/falls of persons.
38
Figure 43: Types of pollution Figure 44: Distribution of oil pollution response
100 12
90 10
80
8
70
6
60
4
50
2
40
0
30
2011 2012 2013 2014 2015 2016
20
Oil pollution response was deployed mainly after grounding/
10 stranding (13 cases), or collision between ships (8 times).
A significant decrease occurred in 2016.
0
2011 2012 2013 2014 2015 2016
Air Pollution Pollution (bunkers)

Pollution (cargo) Total
360 cases of pollution were reported. Among them, 320

affected the sea, whilst 40 were air pollution. In the majority
of the cases (248), sea pollution was caused by the release of
ship’s bunkers and other pollutants (e.g. residues, lubricating
or hydraulic oils).
39
The higher ratio of EU flag States affected by a marine casualty or incident

2.7 INVOLVEMENT OF EU STATES AS in comparison with non-EU flag States is due to the scope of the Directive
FLAG STATE, COASTAL STATE OR 2009/18/EC: marine casualties and incidents on-board ships flagged in non-EU
countries and not involving substantial EU interests are not covered by the EU
SUBSTANTIALLY INTERESTED STATE legislation and therefore not reported to EMCIP.
Figure 46: Distribution of Coastal States

Figure 45: Distribution of ship flags
2500
3500
3000 2000
2500
1500
2000
1500 1000
1000
500
500
0
0 2011 2012 2013 2014 2015 2016
2011 2012 2013 2014 2015 2016
EU Coastal State Non EU Coastal State
EU Flag Non EU Flag
15710 ships flagged under an EU Member State were involved In 13213 cases, at least one coastal State was reported to be
in a marine casualty or incident. affected by the marine casualty or incident. Considering the
total number of marine casualties and incidents (16539), this
28 EU Member States were involved as flag of the ship, Austria and Slovenia means that 80% of the accidents happened in territorial seas
being not affected over the period 2011 - 2016. or internal waters.
2945 ships flagged under a total of 95 non-EU countries were involved in a The grand total of coastal States affected was 13248, as more than one Coastal
marine casualty or incident. State could be affected by the same marine casualty or incident.
The flag of 106 ships was not identified.
40
27 EU Member States were involved as a coastal State 11418 times. Czech Other than flag States or coastal States as described
Republic, Luxembourg and Slovakia were the three EU Member States not previously, in 2163 marine casualties and incidents, at least
involved. one substantially interested State was reported. Considering
the total number of marine casualties and incidents (16539),
137 non-EU countries were reported as coastal State 1830 times. a State different from the flag or the coastal State was
interested in 13% of marine casualties and incidents.
As with EU flag ships, there is a higher ratio of EU coastal States affected by a
marine casualty or incident in comparison with non-EU coastal States. Again, it The significant increase of substantially interested states
should be noted that marine casualties and incidents in coastal waters of non-EU could be explained by a more accurate identification of
countries and not involving substantial EU interests are not covered by the AI entities other than the flag State or the coastal State, as well
Directive. as a better knowledge of the EU and International legislation
on casualty investigation by such entities.
Figure 47: Distribution of substantially interested States (SIS) other than flag
or coastal States A total of 2329 substantially interested States were registered, bearing in mind
that a single occurrence can involve more than one substantially interested State.
450
400 26 EU Member States were involved as substantially interested States 890 times,
while Austria, Czech Republic, Slovakia and Slovenia were not affected.
350
109 non-EU countries were substantially interested States 1439 times.
300
250
200
150
100
50
0
2011 2012 2013 2014 2015 2016
EU MS SIS Non EU SIS
41
CHAPTER 3
CARGO SHIPS
FIGURES FOR 2016
1374 32 41 289 2 1484 62

Colission, TERNVIND-STENA JUTLANDICA, ships damaged, 19/07/2015

42
Cargo ships
Figure 49: Main places of casualties involving cargo ships 2011-2016

3.1 DETAILED DISTRIBUTION
Figure 48: Distribution of cargo ships involved

Accomodations Bridge
Others 3% 2%
Other Cargo / Unspecified 32%
Forecastle deck
6% superstructure
Other Solid Cargo deck
2%
Ro-Ro Cargo Boat deck

13% Over side 2%
General Cargo
Cargo areas
7%
Container Ship 3% Bulbous Poop deck
2%
2% Ballast tank
Engine room
Bulk Carrier Freeboard deck 23%
3%
Other Liquid Cargo
Places were specified in 8040 cases. The main location
of marine casualties and incidents was the Engine Room
Oil tanker
(1810 cases), followed by Over Side (1011 cases).
Chemical tanker
0 100 200 300 400 500 600
2011 2012 2013 2014 2015 2016
The subcategory most frequently involved was “General

Cargo” (33%), followed by Container ships (17%) and Bulk
carriers (16%). The number of occurrences has decreased for
all types of cargo ships in 2016.
43
Figure 50: Average age by type of cargo ships involved 2011-2016 Figure 51: Age distribution of involved cargo ships 2011-2016
Other Cargo / Unspecified 2500

Other Solid Cargo
2000
Ro-Ro Cargo
General Cargo 1500
Container Ship
Bulk Carrier 1000
Other Liquid Cargo
500
Oil tanker
Chemical tanker 0
5 10 15 20 25 30 35 40 45 50 +
0.0 5.0 10.0 15.0 20.0 25.0
The average age of cargo ships involved in casualties and

The youngest ship category is container ship (10.1y) while the incidents was 13.5 years over the period 2011-2016.
oldest is other solid cargo (20.5).
44
Cargo ships
Figure 52: Average GT of cargo ships involved by main category 2011-2016 Figure 53: GT distribution of involved cargo ships 2011-2016
Other Cargo / Unspecified 1800

1600
Other Solid Cargo 1400
1200
General Cargo
1000
Container Cargo 800
600
Bulk Carrier 400
200
Other Liquid Cargo
0
500
16000
150000
12000
4000
24000
36000
44000
48000
28000
32000
40000
65000
75000
95000
120
8000
20000
85000
55000
Oil Tanker
Chemical Tanker
0 10000 20000 30000 40000

The average Gross Tonnage of cargo ships involved in marine
casualties is 22920. A peak of ships with GT around 4000 is in
General cargo ships had the lowest average GT (4695), while line with the average GT of general cargos involved, this size of
container ships represented the highest average GT (46330). cargo ships representing the main part of the cargo fleet.
45
Figure 55: Distribution of casualty events per cargo ship type 2011-2016
3.2 NATURE OF MARINE

Loss of control
CASUALTIES AND INCIDENTS
3.2.1 CASUALTY WITH A SHIP

Hull failure
Figure 54: Distribution of severity per cargo ship type 2011-2016
Other cargo / Unspecified Grounding/stranding
Other Solid Cargo
Ro-Ro Cargo Flooding/Foundering Losses of control represent 25%

of the events involving cargo
General Cargo ships, followed by contacts
(20%) and collision (16%).
Fire/Explosion
Container Ship
Bulk Carrier
Damage to ship or equipment
Other Liquid Cargo
Oil tanker
Contact
Chemical tanker
0 500 1000 1500

Collision
Very serious Serious Less Serious Marine incident
For cargo ships, the number of very serious casualties with a Capsizing/Listing
ship, as a proportion of all reported casualties and incidents
involving cargo ships, is lower (1.5%) than the average for all 0 100 200 300 400 500 600
ship types (2.4%).
Chemical tanker Oil tanker Other Liquid Cargo
36% of the casualties and incidents were related to General Bulk Carrier Container Ship General Cargo
46 Cargo ships. Ro-Ro Cargo Other Solid Cargo Other Cargo
Cargo ships
Figure 57: Distribution of deviations per cargo ship type 2011-2016
3.2.2 OCCUPATIONAL ACCIDENT Unspecified / Other
Figure 56: Severity of occupational accidents per cargo ship type 2011-2016
Slipping - Stumbling and falling -
Other Cargo / Unspecified Fall of persons
Other Solid Cargo

Loss of control of machine, means of
transport, handling equipment
Ro-Ro Cargo
General Cargo Deviation due to electrical problems,

explosion, fire Slipping and falls of
persons was the most
Container Ship
frequent deviation (38%).
Deviation by overflow, overturn, leak,
Bulk Carrier flow, vaporisation, emission
Other Liquid Cargo Breakage, bursting, splitting, fall,

collapse of Material Agent
Oil tanker
Chemical tanker Body movement without any physical

stress
0 50 100 150 200 250
Very serious Serious Less Serious Marine incident Body movement under or with
physical stress
The proportion of very serious occupational accidents is
higher (7.5%) than the average for all ship types (4.4%). 22% 0 50 100 150 200
of the cases were related to general cargo ships and 20% to Chemical tanker Oil tanker Other Liquid Cargo
container ships.
Bulk Carrier Container Ship General Cargo
Ro-Ro Cargo Other Solid Cargo Other Cargo / Unspecified
47
Figure 59: Distribution by voyage segment per cargo ship type 2011-2016
3.3 LOCATION OF MARINE
CASUALTIES AND INCIDENTS Other Cargo / Unspecified
This section provides information about the location of cargo Othe Solid Cargo
ships when marine casualties or incidents occurred.
Ro-Ro Cargo
General Cargo
Figure 58: Distribution by voyage segment
Container Ship
Unknown
Bulk Carrier
Transit
Other Solid Cargo
Mid-water Oil tanker
Departure Chemical tanker
0 100 200 300 400 500 600 700

Arrival
Anchored or alongside Arrival Departure
Anchored or alongside Mid-water Transit Unknown
0 100 200 300 400 Distribution of marine casualties and incidents is similar
across the voyage segments for all cargo ship types.
2011 2012 2013 2014 2015 2016
The departure phase remained the safest voyage segment

over the period (10% of the cases).
48
Cargo ships
3.3.2 LOCATION Figure 61: Distribution by location of marine casualties and incidents per
cargo ship type 2011-2016
Other Cargo / Unspecified
Other / Unspecified
Other Solid Cargo
Open sea - Within EEZ
Ro-Ro Cargo
Open sea - Outside EEZ
General Cargo
Open sea - Unspecified
Container Ship
Internal waters - Port area
Internal waters - Channel, river Bulk Carrier
Internal waters - Archipelago… Other Solid Cargo
Inland waters - River Oil tanker
Inland waters - Lake Chemical tanker
Inland waters - Channel 0 500 1000 1500 2000
Coastal waters <= 12 nm Coastal waters <= 12 nm Inland waters Internal waters
Open sea Other / Unpsecifed
0 200 400 600 800
2011 2012 2013 2014 2015 2016 All types of cargo ships have the highest numbers of casualties
and incidents within internal waters (56%).
45% of the casualties took place in port areas, followed by
22% in coastal waters.
49
Figure 62: Regional distribution of marine casualties and incidents 2011-2016
2
68 1
1
15
5597
45
3
96
15 221
36
6
159
67
213
144
104
207
2
2 69
20 59
2
3
100

50
Cargo ships
Figure 63: Distribution of marine casualties and incidents within the territorial sea and internal waters of EU States 2011-2016
2 24 3
39 1
4 54
50
82
97
107
2
42
1730 123
394
1420
5
27
111
88 5
155
90
232
335
13 81 265
66
21 11 89
51
Figure 65: Relationship between Accidental Events and the main Contributing
3.4 ACCIDENTAL EVENTS Factors 2011-2016
AND CONTRIBUTING FACTORS
Figure 64: Accidental Events 2011-2016 Other Agent or Vessel
Unknown

Hazardous Material
Equipment Failure
Hazardous Material
Equipement Failure
0 200 400 600 800
Environmental Effect Shore management Shipboard operation
For almost all accidental events, shipboard operation

0 100 200 300 400 appeared to be the most significant contributing factor (77%).
Among the 520 accidental events related to cargo ships,
human erroneous actions were quoted most often (60%),
followed by equipment failure (20%).
52
Cargo ships
Figure 66: Groups of Contributing Factors 2011-2016

3.5 CONSEQUENCES
Other Agent or Vessel - 3.5.1 CONSEQUENCES TO SHIPS

Regulatory activities
Human Erroneous Action - Figure 67: Cargo ships lost
Supervision
Hazardous Material - Work 16
place conditions
Equipment Failure - 14
Maintenance
Environmental Effect - 12
Supervision
10
0 200 400 600 800 1000
Main group Other groups 8
This figure indicates the contributing factor that was most 6

quoted per category of accidental event. For example,
supervision was most quoted as the significant contributing 4
factor when the accidental event was human erroneous action
and environmental effect. 2
0
2011 2012 2013 2014 2015 2016
Among cargo ships that were lost, 49% were general cargo.
A continuous decrease was noted since 2013.
53
3.5.2 CONSEQUENCES TO PERSONS Figure 69: Distribution of fatalities per cargo ship type
3.5.2.1 FATALITIES Other Cargo / Unspecified

Figure 68: Number of fatalities
Other Solid Cargo
80
70 Ro-Ro Cargo
60
50 General Cargo
40
30 Container Ship
20
10 Bulk Carrier
0
2011 2012 2013 2014 2015 2016 Other Liquid Cargo

Oil tanker
The number of fatalities on board cargo ships decreased by
50% in 2016. Chemical tanker
Fatalities of crew comprised 87% of cases.
0 10 20 30 40
2011 2012 2013 2014 2015 2016
While more fatalities occurred on board container ships (27%)

and general cargo ships (27%) across the period, a significant
decrease was noted in 2016 (-52%). The number of fatalities
was very high on board ro-ro cargo ships in 2015, due to the
sinking of El Faro on 02/10/2015 with 33 victims.
54
Cargo ships
3.5.2.2 INJURIES Figure 71: Distribution of injuries per cargo ship type
Figure 70: Number of injuries

Other Cargo / Unspecified
350
Other Solid Cargo
300
250 Ro-Ro Cargo
200
General Cargo
150
Container Ship
100
50 Bulk Carrier
0
Other Liquid Cargo
2011 2012 2013 2014 2015 2016

Oil tanker
The number of injuries has been stable with an average

number of 240 per year among the crew category. Chemical tanker
0 20 40 60 80 100
2011 2012 2013 2014 2015 2016
While 27% of injuries happened on board general cargo ships,

container ships also accounted for 22%.
55
CHAPTER 4
FISHING VESSELS
FIGURES FOR 2016
525 55 30 184 14 540 43

56 Grounding, SAINT-CHRISTOPHE 1 – SAGITTAIRE, 1 vessel lost, 10/03/2016

Fishing vessels
The Directive only applies to marine casualties and incidents involving fishing Figure 73: Main places of casualties involving fishing vessels 2011-2016
vessels with a length of more than 15 metres. Fishing vessels of less than 15
metres fall within the scope of the Directive only when they are involved in an
occurrence together with a ship which is covered by the Directive.
Figure 72: Distribution by fishing vessel type
4% Wheel house
Other / Unspecified
Trawler 3% Accomodation
Seiner
Potter
Multipurpose
Propeller/Ruddler 4%
Liner 11% Over side Other 19%

13% Boat deck
25% Engine room Poop deck 6%
Gillnetter Freeboard deck 10%
5% Cargo hold
Dredger
0 100 200 300 400

Places were specified in 2185 cases. The most quoted location
2011 2012 2013 2014 2015 2016
of casualties was the Engine Room (537 cases), followed by the
over side (236 cases).
Among fishing vessels involved, the most specified
subcategory was trawlers (61%), followed by dredgers (11%
cases) and gillnetters (5%).
57
Figure 74: Average age by type of fishing vessels involved 2011-2016 Figure 75: Age distribution of involved fishing vessels 2011-2016
450
Other
400
Trawler 350
Seiner 300
Potter 250
Multipurpose 200
Liner 150
100
Gillnetter
50
Dredger
0
0 10 20 30 40 5 10 15 20 25 30 35 40 45 50 55 60 70 100
The youngest ship category is multipurpose fishing vessel The average age of fishing vessels involved in casualties and
(18.3y) while the oldest is dredgers (31.6y). incidents was 25.3 years over the period 2011-2016.
58
Fishing vessels
Figure 76: Average length of fishing vessels involved by main category 2011- Figure 77: Length distribution of fishing vessels involved 2011-2016
2016
500
Other
450
Trawler 400
Seiner 350
300
Potter
250
Multipurpose
200
Liner 150
Gillnetter 100
50
Dredger
0
15
18
90
21
30
33
36
39
42
45
60
65
70
75
24
27
50
55
80
190
100
0 10 20 30 40
All types of fishing vessels had an average length between 15 The average length of fishing vessels involved was 28m.
and 30m. The vast majority of fishing vessels belonged to the
segment 18-24m.
59
4.2 NATURE OF MARINE CASUALTIES AND INCIDENTS

Figure 79: Distribution of casualty events per fishing vessel type 2011-2016
Missing
Figure 78: Distribution of severities per fishing vessel type 2011-2016
Loss of control
Other
Hull failure
Trawler
Seiner Grounding/stranding
Potter
Flooding/Foundering The two most quoted
Multipurpose categories of casualty
events were collision
Fire/Explosion and loss of control of
Liner
propulsion power.
Gillnetter
Dredger
Contact
0 100 200 300 400 500

Collision
Amongst all fishing vessels, 58% of the casualties with a ship
involved a trawler.
Capsizing/Listing
The rate of very serious casualties with a ship on board fishing
vessels is much higher (8.5%) than the general average for all 0 50 100 150 200 250 300 350
ship types (2.4%).
Dredger Gillnetter Liner Multipurpose
Amongst all fishing vessels, 58.5% of the very serious Potter Seiner Trawler Other
casualties involved trawlers. Within the trawler category, 8.6%
of the accidents were very serious.
60
Fishing vessels
4.2.2 OCCUPATIONAL ACCIDENTS Figure 81: Distribution of deviations per fishing vessel type 2011-2016
Figure 80: Severity of occupational accidents per fishing vessel type

2011-2016
Other / Unspecified
Other
Trawler
Seiner means of transport, handling
equipment
Potter
Deviation due to electrical Deviations on board fishing
Multipurpose problems, explosion, fire vessels were equally distributed
between slipping / fall of
Liner Deviation by overflow, overturn, persons, loss of control of an
leak, flow, vaporisation,
equipment and body movement
emission
Gillnetter under or with physical stress.
Dredger slipping, fall, collapse of
Material Agent
0 100 200 300 400
Very serious Serious Less Serious Marine incident physical stress
66% of the occupational accidents took place on board
trawlers. Within this category, 6% of the events were very Body movement under or with
serious. physical stress
The rate of very serious occupational accidents related to 0 50 100 150 200
fishing vessels is 5.5%: slightly above the general average of
4.4% for all ship types. Dredger Gillnetter Liner Multipurpose
Potter Seiner Trawler Other
61
Figure 83: Distribution by voyage segment per fishing vessel type 2011-2016
AND INCIDENTS Other
This section provides information about the location of the

fishing vessels when marine casualties or incidents occurred. Trawler

Seiner
Figure 82: Distribution by voyage segment
Potter
Unknown
Multipurpose
Transit
Liner
Mid-water
Gillnetter
Departure
Dredger
Arrival
0 200 400 600 800

Anchored or alongside Arrival
0 100 200 300 400 Departure Mid-water
2011 2012 2013 2014 2015 2016 Transit Unknown
A predominance of accidents for all types of fishing vessels
50% of casualties to fishing vessels occurred during the mid-
during the mid-water part of the voyage is notable.
water phase of the voyage, when fishing operations take place.
62
Fishing vessels
4.3.2 LOCATION Figure 85: Distribution by location of the marine casualties and incidents per
fishing vessel type 2011-2016
Other
Other / Unspecified Trawler
Seiner
Potter
Open sea - Outside EEZ Multipurpose
Liner
Gillnetter

Dredger
0 200 400 600 800

Coastal waters <= 12 nm Inland waters Internal waters
0 50 100 150 200 250 Unknown Open sea
2011 2012 2013 2014 2015 2016

For all fishing vessel types, accidents mostly took place in
coastal waters or open sea.
42% of the casualties took place in coastal waters, followed by
24% in open sea within the EEZ.
63
8
1
2 119
3
8
1815
70
2
20 15
1
3 28
10
1 1 2
5
5
2 More than 100 accidents
64
Fishing vessels
5
3 27
33
13
2
13 1
2
48
6 3
3 335
15 103
14
299 11
19
504
17
128
177 60
122
13
65
4.4 ACCIDENTAL EVENTS AND Factors 2011-2016
CONTRIBUTING FACTORS
Figure 88: Accidental events 2011-2016
Unknown Human Erroneous Action

Hazardous Material
Equipment Failure
Hazardous Material
Equipement Failure Environmental Equipment
Environmental Effect 0 50 100 150 200 250

0 50 100 150 200
On board fishing vessels, shipboard operations were the most

From a total of 248 accidental events analysed during the quoted contributing factor with 69% of the total.
investigations, 63% were attributed to a Human Erroneous
Action.
66
Fishing vessels

4.5 CONSEQUENCES
Other Agent or Vessel - Design 4.5.1 CONSEQUENCES TO SHIPS

+ Regulatory Activities
Figure 91: Fishing vessels lost

Personnel 35
30
Maintenance 25
Equipement Failure - 20
Maintenance
15
Environmental Effect 10
5
0 50 100 150 200 250 300
0
Main category Other subcategories 2011 2012 2013 2014 2015 2016
This figure provides the contributing factor that was most After 4 years of increase, the number of fishing vessels lost
quoted per category of accidental event. “Maintenance” was decreased in 2016.
quoted as the most significant contributing factor when the
accidental event was Equipment Failure. Among them, 56%were trawlers.
67
4.5.2 CONSEQUENCES TO PERSONS Figure 93: Distribution of fatalities per fishing vessel type
4 5.2.1 FATALITIES Other

Trawler
60
Seiner
50
Potter
40
Multipurpose
30
Liner
20
Gillnetter
10
Dredger
0
2011 2012 2013 2014 2015 2016 0 10 20 30 40
Crew Passenger Other Total 2011 2012 2013 2014 2015 2016
56% of the fatalities occurred on board trawlers.
Over the period 2011-2016, the number of fatalities has
increased and 55 fishermen lost their lives in 2016.
68
Fishing vessels
4.5.2.2 INJURIES Figure 95: Distribution of injuries per fishing vessel type

Other
300
Trawler
250
Seiner
200
Potter
150 Multipurpose
100 Liner
50 Gillnetter
Dredger
0
2011 2012 2013 2014 2015 2016
0 50 100 150 200 250
2011 2012 2013 2014 2015 2016
Over the period 2011-2016, the annual average number of
people injured is 150. 64% of the injuries took place on-board trawlers.
69
CHAPTER 5
PASSENGER SHIPS
FIGURES FOR 2016
868 7 10 325 3 888 29

Fire, HIGHSPEED , 1 life lost, ship damaged, 23/03/2015
70
Passenger ships
The Directive does not apply to marine casualties and incidents involving only Figure 96: Distribution of passenger ship types involved
inland waterway passenger vessels operating in inland waterways. Such ships
are considered within the scope of the Directive only when they are involved in an Unspecified
occurrence together with a ship which is covered by the Directive.
PRC Unspecified
5.1 DETAILED DISTRIBUTION PRC Port or internal waters
Among the Passenger ships involved, the most quoted PRC International
subcategory was ships carrying only Passengers on
International voyage (17%), followed by “Passenger and PRC Domestic
Ro-Ro cargo” ships (also known as “Ferries”) during domestic
voyages (14%). Passenger and general cargo
An increase of casualties related to domestic voyages OP Unspecified

was noticed in 2016, in particular on ships carrying only
passengers (+74%). OP Port or internal waters
OP International
OP Domestic
0 50 100 150 200 250 300
2011 2012 2013 2014 2015 2016

OP: Only passenger
PRC: Passenger and ro-ro cargo
(acronyms used throughout chapter)
71
Figure 97: Main places of casualties involving passenger ships 2011-2016
Other 18%
12% Over side

8% Stairs/ladders Propeller/rudder/thruster 3%
6% Cabin space Steering gear room 2%
3% Restaurant/bar/theather Engine room 19%
5% Gallery spaces Boat deck 15%
Cargo & tank areas 4%
2% Ro-Ro vehicle deck ramp

Vehicle cargo space 3%
The place on board was specified in 4071 cases. The most

quoted location of accidents was the Engine Room (771 cases),
followed by Over Side (475 cases).
72
Passenger ships
Figure 98: Average age by type of passenger ships involved 2011-2016 Figure 99: Age distribution of passenger ships involved 2011-2016
Unspecified 800
PRC Unspecified 700
PRC Port or internal waters 600

PRC International 500
PRC Domestic 400
Passenger and general cargo 300
OP Unspecified 200
OP Port or internal waters 100
OP International 0
5 10 15 20 25 30 35 40 45 50 55 60 80 100 160
OP Domestic
0 10 20 30 40 50 The average age of passenger ships involved in casualties and

incidents was 22.2 years over the period 2011-2016.
The youngest ship category is PRC in international voyage
(17.6y) while the oldest is OP Port or Internal waters (41.1y).
73
Figure 100: Average GT of passenger ships involved by main category 2011- Figure 101: GT distribution of passenger ships involved 2011-2016
2016
600
Unspecified
500
PRC Unspecified
400
PRC Port or internal waters
300
PRC International
200
PRC Domestic
100
Passenger and general cargo
0
OP Unspecified
OP Port or internal waters
OP International
The average Gross Tonnage of passenger ships involved in
OP Domestic marine casualties is 21500. Various categories of passenger
ships can be identified in the figure above: lowest GT for port
0 40 000 80 000 operations, PRC International (ferries) around 32000 and OP
international around 80000.
Passenger ships operating in port or internal waters had the

lowest GT average (1000), whilst passenger ships carrying
only passengers represented the highest GT average (81170).
74
Passenger ships
Figure 103: Distribution of casualty events per passenger ship type 2011-2016
5.2 NATURE OF MARINE CASUALTIES Loss of control

Loss of control
Loss of control
AND INCIDENTS
Hull failure Hull failure
Hull failure
Figure 102: Distribution of severities by passenger ship type 2011-2016Grounding/stranding

Grounding/stranding
Grounding/stranding
Unspecified
PRC Unspecified Flooding/Foundering
Flooding/Foundering “Navigational accidents
Flooding/Foundering (collision, contact and grounding)
PRC Port or internal waters represented 46% of events that
affected passenger vessels.”
PRC International Fire/Explosion
Fire/Explosion
Fire/Explosion
PRC Domestic
Passenger and general cargo Damage to Damage
ship or equipment
Damageto ship or equipment
to ship or equipment
OP Unspecified
OP Port or internal waters Contact Contact
Contact
OP International
OP Domestic Collision Collision
Collision
0 100 200 300 400

Capsizing/Listing
Capsizing/Listing
Capsizing/Listing
0 20 0 40
0 20 20 80 60 60
60 40 40 100 80 80
120 100100
140 120120 140140
The rate of passenger ships involved in a very serious
casualty with a ship remained low (1.3%) in comparison with OP Domestic
OPOP
Domestic
Domestic OP International
OPOPInternational
International
the general average for all ship types (2.4%). OP Port or internal
OPOP
Port waters
or internal waters OP Unspecified
OPOPUnspecified
Port or internal waters Unspecified
Passenger and
Passenger
generaland
Passenger cargo
general
and cargo PRC Domestic
cargo
general PRC Domestic
PRC Domestic
PRC International
PRC International
PRC International PRC Port orPRC
internal
Port
PRC waters
or internal
Port waters
or internal waters
PRC Unspecified
PRC Unspecified
PRC Unspecified UnspecifiedUnspecified
Unspecified
75
5.2.2 OCCUPATIONAL ACCIDENTS Figure 105: Distribution of deviations per passenger ship type 2011-2016
Figure 104: Severity of occupational accidents per passenger ship type 2011-
Unspecified
2016 Unspecified
PRC Unspecified
PRC Unspecified
Unspecified
Unspecified
PRC
PRCPort
Portororinternal
internalwaters
waters “Slipping and falls of person” is
PRC Unspecified
PRC Unspecified the most significant deviation
PRC PRC
Port International
PRCorInternational
internal waters (52%) on board passenger ships.
PRC Port or internal waters
PRC
PRCDomestic
PRC International
Domestic
PRC International
Passenger
Passengerand
andRo-Ro
Ro-Ro cargo
PRC Domestic
cargo
PRC Domestic Passenger
Passenger
Passenger and Ro-Ro
andgeneral
and general cargo
cargo
cargo
Passenger and general cargo PassengerOP
andUnspecified
general cargo
OP Unspecified
OP OP Unspecified
Portororinternal
internalwaters
waters
OP Unspecified OP Port
OP Port or internal waters OP International
OP International
OP International
OP Domestic
OP International OP Domestic
OP Domestic
0 50 100 150 200 250 300 350 400
Op Domestic 00 5050 100
100 150 200
150 200 250
250 300
300350350400 400
0 100 200 300 400 500 Body movement under or with physical stress
BodyBody movement
movement under
under ororwith
withphysical
physical stress
stress
Very serious Serious Less Serious Marine incident Body movement without any physical stress
BodyBody movement
movement without
without anyphysical
any physical stress
stress
Breakage, bursting, splitting, fall, collapse of Material Agent
OP: Only passenger Breakage, bursting, splitting, fall, collapse of Material Agent
PRC: Passenger and ro-ro cargo Breakage,
Deviation bursting, splitting,
by overflow, overturn, fall, collapse
leak, of Materialemission
flow, vaporisation, Agent
Deviation by overflow, overturn, leak, flow, vaporisation, emission
Occupational accidents happened mainly on board ships Deviation
Deviationby overflow,
due overturn,
to electrical problems,leak,explosion,
flow, vaporisation,
fire emission
Deviation due to electrical problems, explosion, fire
carrying only passengers on international voyages or on board Deviation due toofelectrical
Loss of control machine,problems, explosion,
means of transport, fire
handling equipment
ships carrying passengers and roro cargo. Loss of control of machine, means of transport, handling equipment
Loss of control
Slipping
Slipping
of machine,
- Stumbling
- Stumblingand means
falling
and falling
of transport,
- Fall
- Fallofofpersons
persons
handling equipment
The number of very serious occupational accidents is much Unspecified / Other
Slipping - Stumbling
Unspecified / Otherand falling - Fall of persons
lower (1.6%) than the general average (4.4%).
Unspecified / Other
76
Passenger ships

Figure 107: Distribution by voyage segment per passenger ship type 2011-
AND INCIDENTS 2016
Unspecified
ships when marine casualties or incidents occurred. PRC Unspecified
5.3.1 VOYAGE SEGMENTS PRC Port or internal waters
Figure 106: Distribution by voyage segment PRC International
Unknown PRC Domestic

Transit
OP Unspecified
Mid-water OP Port or internal waters
OP International
Departure
OP Domestic
Arrival
0 50 100 150 200 250
Anchored or alongside Anchored or alongside Arrival

Departure Mid-water
0 100 200 300 400 Transit Unknown
2011 2012 2013 2014 2015 2016

Apart from passenger and ro-ro cargo on international
voyages, the predominance of casualties during the mid-
Despite a reduction of the number of marine casualties and
water and arrival phases is clear, just ahead of when ships are
incidents in 2015, the number of occupational accidents
anchored or alongside.
increased again in 2016. The arrival phase of a voyage has
been in general the least safe one. The continuous increase of
casualties to passenger ships during the mid-water phase is
also noted.
77
5.3.2 LOCATION Figure 109: Distribution by location per passenger ship type 2011-2016
Figure 108: Distribution by location of the marine casualties and incidents Unspecified
Other / Unspecified PRC Unspecified
Open sea - Other PRC Port or internal waters
PRC International
PRC Domestic
Internal waters - Other (Channel, OP Unspecified
river, etc)
OP International
Internal waters - Archipelago fairway
OP Domestic
Inland waters 0 200 400 600 800
Coastal waters <= 12 nm Inland waters

Internal waters Open sea
0 100 200 300 400 500 600 Unknown
2011 2012 2013 2014 2015 2016

For all types of passenger ships, the majority of casualties took
52% of the casualties took place in internal waters and port place in internal waters (59% of all cases).
areas, followed by 26% in coastal waters.
78
Passenger ships
11
21
11
4
22 2304 1
25 1 100 1
91
2
4 5
7 1
48 29
55
4
10 17
3
1 3
314
3

4 From 10 to 99 accidents
79
20
76
2
110
18 15
2
231 46
411 261
435
630
51
1
35
5
22 14
178
47
694 7
81
20
1
80
Passenger ships
5.4 ACCIDENTAL EVENTS AND Factors 2011-2016
Unknown
Figure 112: Accidental events 2011-2016

Unknown
Other Agent or Vessel Human erroneous Action
Human Erroneous Action Hazardous Material
Hazardous Material
Equipment Failure
Equipement Failure
Environment Effect
0 50 100 150 200
0 20 40 60 80 100 120 140
From a total of 230 accidental events analysed during the Shipboard operations represented the main contributing
investigations 54% were attributed to a Human Erroneous factor with 63% of the total.
Action.
81

5.5 CONSEQUENCES
Other Agent or vessel - 5.5.1 CONSEQUENCES TO SHIPS

Supervision
Figure 115: Passenger ships lost
Supervision 8
7
Maintenance 6
Equipment Failure - 5
Maintenance 4
Environmental Effect - 3
Operations management +
Safety and Environment… 2
0 50 100 150 200 250 300 1
0
Main Subcategory Other Subcategories
2011 2012 2013 2014 2015 2016
This figure provides the most quoted contributing factor per
category of accidental event. “Supervision” was quoted as the Among the 24 passenger ships that were lost, 14 were
most significant contributing factor when the accidental event passenger ships “carrying only passengers”.
was “Human Erroneous Action”.
Since 2014, the number of passenger ships lost has been
reducing.
82
Passenger ships
5.5.2 CONSEQUENCES TO PERSONS Figure 117: Distribution of fatalities per passenger ship type
5.5.2.1 FATALITIES Unspecified
Figure 116: Number of fatalities PRC Unspecified
40 PRC Port or internal waters

35
PRC International
30
25 PRC Domestic
20 Passenger and general cargo

15
OP Unspecified
10
5 OP Port or internal waters
0
2011 2012 2013 2014 2015 2016
OP International
OP Domestic
0 10 20 30 40
Since the year 2012, the number of fatalities has regularly
decreased. 2011 2012 2013 2014 2015 2016
62% of the victims were passengers.
Besides the 2 major events, Costa Concordia in 2012 and
Norman Atlantic in 2014, fatalities occurred evenly across the
passenger ship types.
83
5.5.2.2 INJURIES Figure 119: Distribution of injuries per passenger ship type
Figure 118: Number of injuries Unspecified
500
PRC Unspecified
450 PRC Port or internal waters

400
PRC International
350
300 PRC Domestic
250 Passenger and general cargo
200
OP Unspecified
150
100 OP Port or internal waters
50 OP International
0
2011 2012 2013 2014 2015 2016 OP Domestic
Crew Passenger Other Total 0 50 100 150 200
2011 2012 2013 2014 2015 2016

After 4 years of continuous increase of injuries, the number of
victims continued decreasing since 2015.
An equal number of the injuries took place on board passenger
Injuries happened mainly to seafarers (55%). ships carrying only passengers and those transporting
vehicles.
84
Passenger ships
Contact, KARSIBOR III, ship damaged, 22/07/2013
85
CHAPTER 6
SERVICE SHIPS
FIGURES FOR 2016
315 5 5 112 1 358 11

Grounding, DART, 1 August 2013
Foundering, TRITON, ship lost, 18/07/2015

86
Service ships
The Directive does not apply to marine casualties and incidents involving only Figure 120: Distribution of service ship types involved
ships of war and troop ships and other ships owned or operated by a Member
State and used only on government non-commercial service and fixed offshore
Other / Unspecified
drilling units. Such vessels are considered within the scope of the Directive only
when they are involved in an occurrence together with a ship which is covered by
Tug (Towing/Pushing)
the Directive.
Special purpose ship

SAR craft
The main subcategory was represented by Tugs (22%),
followed by Special Purpose ships (16%) and Dredgers (16% Research ship
cases).
Other offshore ship
The number of service ships involved generally continued
decreasing in 2016, except for dredgers. Offshore supply ship
Multi-purpose
Floating platform
Dredger
0 50 100 150
2011 2012 2013 2014 2015 2016
87
Figure 121: Main places of casualties involving service ships 2011-2016 Figure 122: Average age by type of service ships involved 2011-2016
Other / Unspecified
Others 29% Special purpose ship
SAR craft
Research ship
4% Other offshore ship
Over side 15% Offshore supply ship
Engine room 19% Multi-purpose
Floating platform
Poop deck 2%
Boat deck 7% Dredger
Cargo & tank areas 4%
Forecastle deck 0 5 10 15 20 25 30
11% Freeboard deck

3% Wheelhouse
Places were specified in 2304 cases. The main location of The youngest ship category is multi-purpose ship (6.8y) while
casualties6%
wasAccomodation
Engine Room (435 cases), followed by Over side the oldest is research ship (24.3y).
(340 cases).
88
Service ships
Figure 123: Age distribution of service ships involved 2011-2016 Figure 124: Average length of service ships involved by main category 2011-
2016
700
Other / Unspecified
600
500 Tug (Towing/Pushing)
400 Special purpose ship
300 SAR craft

200
Research ship
100
Other offshore ship
0
5 10 15 20 25 30 35 40 45 50 55 60 80 100 120
Offshore supply ship
The average age of service ships involved in casualties and Multi-purpose

Floating platform
Dredger
0 20 40 60 80 100 120
The ships with the shortest length were Search and Rescue
craft, the longest were Dredgers.
89
Figure 125: Length distribution of service ships involved 2011-2016

250 CASUALTIES AND INCIDENTS
200 6.2.1 CASUALTY WITH A SHIP
150 Figure 126: Distribution of severity by service ship type 2011-2016
100
Other / Unspecified
50
0
10 20 30 40 50 60 70 80 90 100 120 140 160 265
The average length of service ships involved was 60m. A peak

of incidents involving ships with a length from 20 to 40m was
noted. Offshore ship
Dredger
0 50 100 150 200 250 300
The rate of very serious casualties with a ship is equivalent

(2.5%) to the general average for all ship types (2.4%).
90
Service ships
Figure 127: Distribution of casualty events per service ship type 2011-2016 6.2.2 OCCUPATIONAL ACCIDENT
Figure 128: Severity of occupational accidents per service ship type 2011-2016
Loss of control
Hull failure Other / Unspecified
Grounding/stranding
Flooding/Foundering

Fire/Explosion
Damage to ship or equipment Offshore ship
Contact
Dredger
Collision
0 50 100 150 200
Capsizing/Listing
0 20 40 60 80
The number of very serious occupational accidents on board
Dredger Offshore ship
service ships is lower (3.1%) than the average for all ship types
(4.4%).
Special purpose ship Tug (Towing/Pushing)
Other / Unspecified
Navigational accidents (Collision, contact and grounding)

are the main casualty events (51%) across all the service ship
types.
91
Figure 129: Distribution of deviations per service ship type 2011-2016

Other / Unspecified CASUALTIES AND INCIDENTS

ships when marine casualties or incidents occurred.
Loss of control of machine,means of
transport, handling equipment 6.3.1 VOYAGE SEGMENTS
problems, explosion, fire Figure 130: Distribution by voyage segment
Deviation by overflow, overturn,

leak, flow, vaporisation, emission Unknown
Breakage, bursting, splitting, slipping,
fall, collapse of Material Agent Transit
physical stress Mid-water
physical stress Departure
0 20 40 60 80 100
Dredger Offshore ship Arrival

Other / Unspecified
0 50 100 150 200
Slipping and falls of persons constitute the most significant
deviation (38%), generally on board all service ships. 2011 2012 2013 2014 2015 2016
Despite a significant decrease of casualties to service ships in

the 2013, the mid-water phase has been the least safe voyage
phase.
92
Service ships
Figure 131: Distribution by voyage segment per service ship type 2011-2016 6 3.2 LOCATION
Figure 132: Distribution by location of the marine casualties and incidents

Unknown
Other / Unspecified
Transit
Open sea - Other
Mid-water
Departure
Arrival
Internal waters - Other
0 50 100 150
Internal waters - Channel, river
Special purpose ship Tug (Towing/Pushing) Coastal waters <= 12 nm
Other / Unspecified
0 50 100 150 200
Apart from the dredgers that had casualties mainly when 2011 2012 2013 2014 2015 2016
anchored or alongside, all other types of service ships had
casualties during the mid-water phase of the voyage.
42% of the casualties took place in internal waters and port
areas, followed by 30% in coastal waters.
93
Figure 133: Distribution by location of the marine casualties and incidents per
service ship type 2011-2016
Unknown
Open sea
Internal waters
Inland waters
0 100 200 300 400

Other / Unspecified
Internal waters and port areas were the main location of

accidents whatever the type of service ship.
94
Service ships
Figure 134: Global distribution of marine casualties and incidents 2011-2016
1 10
1 165
2
2 1634
9 112 10
2 17
14
1 8
20
113
73
5
25
2
10
6

95
10
3
2 5
17
22
31
28 17
218 15
68
28
346
291
599
17
25 3
10 49
1
28
44
11
96
Service ships
Figure 137: Relationship between Accidental Events and the main

6.4 ACCIDENTAL EVENTS AND Contributing Factors 2011-2016
Figure 136: Accidental Events 2011-2016 Other Agent or Vessel
Other Agent or Vessel Human Erroneous Action

Hazardous Material
Hazardous Material
Equipment Failure
Equipement Failure
Environmental Effect Environmental Effect
0 20 40 60 80 100 0 20 40 60 80 100 120
From a total of 123 accidental events analysed during the Shore management Shipboard operation
investigations 67% were attributed to a Human Erroneous
Action. When reported, shipboard operations represented the main
contributing factor with 60% of the total.
97

6.5 CONSEQUENCES
Other Agent or vessel - 6.5.1 CONSEQUENCES TO SHIPS

Inadequate tools & equipment
+ Supervision Figure 139: Service ships lost

10
Supervision
9
8
Inadequate tools & equipment 7
6
Equipment Failure - Design +
5
Maintenance + Regulatory
Activities 4
3
Environmental Effect - Work
2
Place Conditions
1
0 50 100 150 200 0
2011 2012 2013 2014 2015 2016
After a continuous increase of service ships lost from 2012 to
Supervision was quoted as the most significant contributing 2015, a significant decrease was noted in 2016.
factor when the accident event was human erroneous action.
Among the 26 ships sunk, 11 were tugs.
98
Service ships
6.5.2 CONSEQUENCES TO PERSONS Figure 141: Distribution of fatalities per service ship type
6.5.2.1 FATALITIES
Other
10
9
8
7
6 Offshore ship
5
4 Multi-purpose
3
2 Dredger
1
0 0 1 2 3 4 5 6
2011 2012 2013 2014 2015 2016
2011 2012 2013 2014 2015 2016
53% of the fatalities occurred on board tugs.
After an increase of fatalities from 2013 to 2015, the number of
victims decreased in 2016.
Almost all victims were crew members.
99
6.5.2.2 INJURIES Figure 143: Distribution of injuries per service ship type
Other / Unspecified
200
180
160 Tug (Towing/Pushing)
140
120 Special purpose ship
100
80 Offshore ship
60
40 Dredger
20
0 20 40 60 80
0
2011 2012 2013 2014 2015 2016
2011 2012 2013 2014 2015 2016
The marine casualties and incidents resulting in injuries were
equally distributed among the service ship types. This was also
the case for the decrease of injuries, apart from offshore ships.
After an increase of injuries in 2013, the number of persons

injured has decreased for three consecutive years.
Crew members were the main victims of injuries (93%).
100
Service ships
Fall over board, SKAWLINK III, 1 life lost, 29/09/2016
101
CHAPTER 7
OTHER SHIPS
FIGURES FOR 2016
154 7 9 47 6 235 11
Collision, PEGGOTTY-PETUNIA SEAWAYS, Ship lost, 19/05/2016

102
Other ships
The Directive does not apply to marine casualties and incidents involving only Figure 144: Distribution of other ships involved
ships not propelled by mechanical means, wooden ships of primitive build,
pleasure yachts and pleasure craft not engaged in trade, unless they are or will
be crewed and carrying more than 12 passengers for commercial purposes. Other / Unspecified
Such vessels are considered within the scope of the Directive only when they are
involved in an occurrence together with a ship which is covered by the Directive
(e.g. a collision between a cargo ship and a recreational craft). Sailboat (sail only)
7.1 DETAILED DISTRIBUTION Sailboat (aux. motor)
From 2011 to 2016, 1318 other type ships were involved in 869
marine casualties and incidents. Inland waterway Passenger
Motorboat
Historical craft
Barge
0 50 100 150 200
2011 2012 2013 2014 2015 2016
Among the other types of ship involved, the main subcategory

was represented by recreational sailboats (aux. motor) (21%),
followed by recreational sailboats (sail only) (20%) and Inland
Waterway Passenger ships (14%).
A significant increase of casualties involving the category

motorboat was noted in 2016 (+80%).
103
Figure 145: Main places of casualties involving other type ships 2011-2016 Figure 146: Average age by type of other types of ship involved 2011-2016
Other / Unspecified
47% Others Sailboat (sail only)
Sailboat (aux. motor)

14% Over side
Inland Waterway Passenger
Motorboat
Freeboard deck 11%
3% Forecastle deck Engine room 11%
Historical craft
Boat deck 6%
3% Superstructure deck 5% Accomodation Barge
0 20 40 60 80
Places were specified in 1203 cases. The main location of The youngest ship category is sailboat with sail only (7.4 y)
accidents was Over Side (173 cases), followed by Freeboard while the oldest is historical ships (65.9 y).
Deck (129 cases) and Engine Room (128 cases).
104
Other ships
Figure 147: Age distribution of other types of ship involved Figure 148: Average GT of other types of ship involved by main category 2011-
2016
200
180
Other / Unspecified
160
140 Sailboat (sail only)
120
100
80 Inland Waterway Passenger
60
40 Motorboat
20
Historical craft
0
5 10 15 20 25 30 35 40 45 50 55 60 65 70 80 90 100 120 145
Barge
The average age of cargo ships involved in casualties and 0 20 40 60 80

With an average length of 60m, barges were the longest ships
involved in this category. Sailboats and motorboats were the
smallest.
105
Figure 149: Length distribution of other types of ship involved 2011-2016

350 CASUALTIES AND INCIDENTS
300
250
Figure 150: Distribution of severity by other ship type 2011-2016
200
Other / Unspecified
150
100 Historical craft
50
Sailboat (sail only)
0
5 10 15 20 25 30 35 40 45 50 60 70 80 90 100 190
The average length of other types of ships involved was 24m.

Passenger inland vessel
A peak is noted for ships with a length around 15m, which
is characteristic for the two main types of ships within this
category: sailboats and motorboats. Motorboat
0 50 100 150 200
The rate of very serious casualties with a ship is higher (3.3%)

than the general average (2.4%).
106
Other ships
Figure 151: Distribution of casualty events per other ship type 2011-2016 7.2.2 OCCUPATIONAL ACCIDENT
Loss of control Figure 152: Severity of occupational accidents per other ship type 2011-2016
Hull failure
Other / Unspecified
Grounding/stranding
Flooding/Foundering
Fire/Explosion Sailboat (aux. motor)

Passenger Inland vessel
Contact
Motorboat
Collision
Capsizing/Listing 0 10 20 30 40 50 60
0 20 40 60 80 100 Very serious Serious Less Serious Marine incident
Historical craft Motorboat The rate of very serious occupational accidents (5.5%) is
higher than the general average for all ship types (4.4%).
Passenger Inland vessel Sailboat (aux. motor)
Sailboat (sail only) Other / Unspecified
The ships within this category, despite being excluded from

the scope of Directive 2009/18/EC, were however recorded as
they were involved in a collision with a ship falling under the
scope. This explains the very high rate of collision as casualty
event.
107
Figure 153: Distribution of deviations per other ship type 2011-2016

CASUALTIES AND INCIDENTS
Other / Unspecified
Slipping - Stumbling and This section provides information about the location of the
falling - Fall of persons ships when marine casualties or incidents occurred.
Loss of control of machine, 7.3.1 VOYAGE SEGMENTS
means of transport, handling…
Deviation due to electrical Figure 154: Distribution by voyage segment
Deviation by overflow, overturn, Unknown
leak, flow, vaporisation,…
slipping, fall, collapse of… Transit

physical stress
Mid-water
physical stress
Departure
0 10 20 30 40 50
Motorboat Passenger Inland vessel Arrival

Sailboat (aux. motor) Sailboat (sail only)
Other / Unspecified Anchored or alongside
Slipping and fall of persons was the most quoted deviation
that occurred on board this category of ships (49%). 0 50 100 150 200 250 300
2011 2012 2013 2014 2015 2016
The increase of casualties and incidents occurring mostly

during the mid-water phase of the voyage, continued in 2016.
108
Other ships
Figure 155: Distribution by voyage segment per other ship types 2011-2016 7.3.2 LOCATION
Figure 156: Distribution by location of the marine casualties and incidents

Unknown
Other / Unspecifed
Transit
Mid-water Open sea - Outside EEZ

Departure
Internal waters - Unspecified

Arrival
Anchored or alongside Internal waters - Channel, river
0 50 100 150 200 Coastal waters <= 12 nm
Historical craft Motorboat 0 50 100 150 200

Passenger Inland vessel Sailboat (aux. motor)
2011 2012 2013 2014 2015 2016
Sailboat (sail only) Other / Unspecified
44% of the casualties took place in coastal waters, followed by
The mid-water phase of a voyage is confirmed to be the least 30% in port areas.
safe, whatever the ship type.
The increase of marine casualties and incidents in coastal
waters noted in 2015 continued in 2016.
109
Figure 157: Distribution by location of marine casualties and incidents per

other ship type 2011-2016
Other / unspecified
Passenger Inland vessel
Motorboat
Historical craft
0 50 100 150
Coastal waters <= 12 nm Inland waters

Internal waters Open sea
Unknown
For half of the categories of ships, coastal waters saw most of

the casualties, while for the other half, casualties took place in
the internal waters and port areas.
110
Other ships
7.3.3 Regional distribution
1
1
532 2
1
19
3
9
2 12
1
10
5
46
2
4
111
34
5 7
83
373
1
1
5 2
15
1
4
15
5
1
3
1
112
Other ships
Figure 161: Relationship between Accidental Events and the main

7.4 ACCIDENTAL EVENTS AND Contributing Factors 2011-2016
Due the limited number of cases and therefore little information about accidental
events in this ship type, the figures below should be considered as indicative
rather than conclusive. However possible conclusions that can be made follow
the conclusions made for the four other categories of ship. Human Erroneous Action
Figure 160: Accidental Events 2011-2016

Equipement Failure
Unknown


0 10 20 30 40 50
Hazardous Material
Equipement Failure
When reported, shipboard operations was most quoted as
Environmental Effect contributing factor with 60% of the total.
0 10 20 30 40
From a total of 49 accidental events analysed during the

investigations, 69% were attributed to Human Erroneous
Action.
113

7.5 CONSEQUENCES
Other Agent or vessel -
Organisation & General 7.5.1 CONSEQUENCES TO SHIPS
management
Figure 163: Other ships lost

Supervision 9
8
Hazardous Material 7
6
5
Equipment Failure -
Inadequate tools & equipment 4
3
Environmental Effect - Design 2
+ Emergency Preparedness
1
0 20 40 60 80 0
2011 2012 2013 2014 2015 2016
After only one lost ship was recorded in this ship category in
This figure indicates the contributing factor that was most 2015, the number of ships lost in 2016 increased up to the
quoted per category of accidental event. “Supervision” was average number of losses (6 per year).
most quoted when the accidental event was human erroneous
action, while inadequate tools and equipment were the most Out of the 35 other type ships that were lost, the majority were
quoted contributing factor when the accidental event was recreational craft (60%).
equipment failure.
114
Other ships
7.5.2 CONSEQUENCES TO PERSONS Figure 165: Distribution of fatalities per other ship type
7.5.2.1 FATALITIES
Figure 164: Number of fatalities Other craft / Unspecified
7 Sailboat (sail only)

6
5
4
2 Motorboat
1
0 1 2 3 4 5 6
0
2011 2012 2013 2014 2015 2016 2011 2012 2013 2014 2015 2016

Most fatalities occurred on board leisure craft (motorboat or
sailboat) (57%).
The average number of fatalities over the period 2011-2016
is 5.
Crew members and passengers were mainly affected.
115
7.5.2.2 INJURIES Figure 167: Distribution of injuries per other ship type
Other / Unspecified
80
70
60
50 Sailboat (aux. motor)
40
Passenger inland ship
30
20 Motorboat
10
0 10 20 30 40 50
0
2011 2012 2013 2014 2015 2016
2011 2012 2013 2014 2015 2016
Crew Passenger Other Total Most injuries occurred on leisure boats (59%) but a significant
number also happened on passenger inland vessels (21%).
The number of injuries has increased from 2014.
116
Other ships
Flooding, ZANDER, 2 lives lost, 24/11/2014

117
CHAPTER 8
ACTION TAKEN BY INVESTIGATIVE

BODIES
Grounding, HAMBURG, ship damaged, 11/05/2015
118
Investigation
This chapter describes the activities undertaken by the investigative bodies of EU Figure 169: Status of investigations launched
Member States regarding the investigations performed, reports published and
safety recommendations issued. 180
160
140
8.1 SAFETY INVESTIGATIONS
120
100
Figure 168: Number of investigations launched by severity of marine Finished
casualties and incidents 80
Ongoing
60
100
40
90
20
80
0
70 2011 2012 2013 2014 2015 2016
60
709 investigations were reported by the investigative bodies
50 as being concluded.
40
When the data were extracted for this publication,
30 23 investigations had yet to be started.
20
10
0
2011 2012 2013 2014 2015 2016
A total of 869 investigations were launched during the

five-year period, 46% of these being related to very serious
casualties and 44% to serious casualties.
119
Figure 171: Number of reports published by Member States 2011-2016

8.2 INVESTIGATION REPORTS
12
Figure 170: Number of investigation reports published
10
160
8
140
120 6
100 4
80 Final report
2
Simplified report
60
0
40 1 to 10 11 to 20 21 to 30 31 to 50 51 to 100 101 to 150
20
23 Member States have published at least one report. 71% of
0 the reports were published by 5 Member States.
2011 2012 2013 2014 2015 2016
695 investigation reports were published during the six-

year period. The type of report, whether final or simplified, is
decided by the investigative body depending on the severity of
the casualty and/or the potential to prevent future casualties.
The list of all investigation reports published in EMCIP as per Article 17 of the
Accident Investigation Directive 2009/18/EC can be found on the EMCIP Portal
at the following address:
https://emcipportal.jrc.ec.europa.eu/index.php/Investigation-reports
120
Investigation
Figure 173: Distribution of main sub-focus area quoted more than 30 times
8.3 SAFETY RECOMMENDATIONS 2011-2016
Figure 172: Distribution of safety recommendations issued per focus area SN Watchkeeping and navigational practice
2011-2016
Stability SN Shore support
Seaworthiness SN Bridge navigation equipment
Safety of Navigation OP Training
Radio Installations OP Safe working practices
Other OP Management
Operational Practice OP Maintenance

Machinery
OP Documentation
Lifesaving Equipment SN: Safety of navigation
LE Lifeboats and launching equipment
OP: Operational Practice
Human Factors LE: Lifesaving Equipment
HF Working environment
HF: Human factors
Fire Protection/Firefighting Equip.
HF Crew factors
Electrical Installations
HF Company & organisation
Carriage of Cargo
0 50 100 150 200 250
0 100 200 300 400 500
A total of 1322 safety recommendations have been issued. Among 77 possible sub-focus areas to classify the safety
Each safety recommendation could be related to one or recommendations, the 12 most quoted ones are evenly spread
more focus areas. As shown in the figure above, they covered (from 4% to 12% each) apart from “Operational Practice –
a range of 12 focus areas, the main one being operational Safe Working practices” (28%).
practices (36%), followed by safety of navigation (18%) and
human factors (12%).
121
Figure 174: Addressees of Safety Recommendations 2011-2016 Figure 175: Responses to Safety Recommendations 2011-2016
Shipyard/industry Shipyard/industry
SAR SAR
Port State Control Port State Control
Port authorities Port authorities
Owner/company Owner/company
Owner associations
Owner associations
Other
Other
Maritime Administration
Maritime Administration
Crew associations
Crew associations
Crew
Crew
Classification Societies
Classification Societies
Cargo Terminal
Cargo Terminal
0 200 400 600 800
0 100 200 300 400
From a total of 1322 addressees that received at least
one safety recommendation, 50% were the owners or the Partial Yes Refused No reply
companies of the ships involved in the accidents, and 20%
were the maritime administrations. Out of the 952 answers provided by the addressees, 66% of
safety recommendations were considered positively (fully or
partially), while 11% were refused.
122
Investigation
Fall over board, SELANDIA SWAN, 1 life lost, 23/07/2015
123
APPENDICES
Collision, CATALINA – LU RONG YU, 19 lives lost, ships damaged, 07/05/2016
124
Appendices
6. material damage to marine infrastructure external to a ship, that could

APPENDIX 1 seriously endanger the safety of the ship, another ship or an individual;
or
ACRONYMS 7. severe damage to the environment, or the potential for severe damage
to the environment, brought about by the damage of a ship or ships.
EMSA: European Maritime Safety Agency
However, a marine casualty does not include a deliberate act or omission, with the
EMCIP: European Marine Casualty Information Platform
intention to cause harm to the safety of a ship, an individual or the environment.
EU: European Union
4. A marine incident means an event, or sequence of events, other than a marine
EC: European Commission
casualty, which has occurred directly in connection with the operations of a ship
IMO: International Maritime Organization that endangered, or, if not corrected, would endanger the safety of the ship, its
occupants or any other person or the environment.
SAR: Search and Rescue
However, a marine incident does not include a deliberate act or omission, with the
DEFINITIONS FROM THE IMO CASUALTY INVESTIGATION
intention to cause harm to the safety of a ship, an individual or the environment.
CODE AND THE DIRECTIVE 2009/18/EC
5. A marine safety investigation means an investigation or inquiry into a marine
Specific terms used in this publication are also used for marine safety
casualty or marine incident, conducted with the objective of preventing marine
investigation purposes and have the following meanings:
casualties and marine incidents in the future. The investigation includes the
collection and analysis of evidence, the identification of causal factors and the
1. A coastal State means a State in whose territory, including its territorial sea, a
making of safety recommendations as necessary.
marine casualty or marine incident occurs.
6. A marine safety investigation report means a report that contains:

2. Flag State means a State whose flag a ship is entitled to fly.
1. a summary outlining the basic facts of the marine casualty or marine

3. A marine casualty means an event, or a sequence of events, that has resulted
incident and stating whether any deaths, injuries or pollution occurred
in any of the following which has occurred directly in connection with the
as a result;
operations of a ship:
2. the identity of the flag State, owners, operators, the company as
1. the death of, or serious injury to, a person; identified in the safety management certificate, and the classification
2. the loss of a person from a ship; society (subject to any national laws concerning privacy);
3. the loss, presumed loss or abandonment of a ship; 3. where relevant the details of the dimensions and engines of any ship
4. material damage to a ship; involved, together with a description of the crew, work routine and other
5. the stranding or disabling of a ship, or the involvement of a ship in a matters, such as time served on the ship;
collision; 4. a narrative detailing the circumstances of the marine casualty or
marine incident;
125
5. analysis and comment on the causal factors including any mechanical, 9. A serious injury means an injury which is sustained by a person, resulting in
human and organizational factors; incapacitation where the person is unable to function normally for more than
6. a discussion of the marine safety investigation’s findings, including 72 hours, commencing within seven days from the date when the injury was
the identification of safety issues, and the marine safety investigation’s suffered.
conclusions; and
7. where appropriate, recommendations with a view to preventing future 10. A severe damage to the environment means damage to the environment
marine casualties and marine incidents. which, as evaluated by the State(s) affected, or the flag State, as appropriate,
produces a major deleterious effect upon the environment.
7. A material damage in relation to a marine casualty means:
11. Substantially interested State means a State:
1. damage that:
1.1 significantly affects the structural integrity, performance or 1. which is the flag State of a ship involved in a marine casualty or marine
operational characteristics of marine infrastructure or a ship; and incident; or
1.2 requires major repair or replacement of a major component or 2. which is the coastal State involved in a marine casualty or marine
components; or incident; or
2. destruction of the marine infrastructure or ship. 3. whose environment was severely or significantly damaged by a marine
casualty (including the environment of its waters and territories
8. The term “serious casualty” shall be understood in accordance with the recognized under international law); or
updated definition contained in Circular MSC-MEPC.3/Circ.3 of the IMO 4. where the consequences of a marine casualty or marine incident
Maritime Safety Committee and Marine Environment protection Committee of 18 caused, or threatened, serious harm to that State or to artificial
December 2008; it says: islands, installations, or structures over which it is entitled to exercise
jurisdiction; or
Serious casualties are casualties to ships which do not qualify as very serious 5. where, as a result of a marine casualty, nationals of that State lost their
casualties and which involve a fire, explosion, collision, grounding, contact, lives or received serious injuries; or
heavy weather damage, ice damage, hull cracking, or suspected hull defect, etc., 6. that has important information at its disposal that the marine safety
resulting in: investigating State(s) consider useful to the investigation; or
7. that for some other reason establishes an interest that is considered
• immobilization of main engines, extensive accommodation damage, significant by the marine safety investigating State(s).
severe structural damage, such as penetration of the hull under water,
etc., rendering the ship unfit to proceed* or 12. Territorial sea (section 1 of Part II of the United Nations Convention on the
• pollution (regardless of quantity); and/or Law of the Sea) refers to the area within which the sovereignty of a coastal State
• a breakdown necessitating towage or shore assistance. extends, beyond its land territory and internal waters and, in the case of an
archipelagic State, its archipelagic waters, to an adjacent belt of sea, described
* The ship is in a condition, which does not correspond substantially with the applicable as the territorial sea. It is a belt of coastal water extending at most 12 nautical
conventions, presenting a danger to the ship and the persons on board or an unreasonable threat
of harm to the marine environment.
miles (22.2 km; 13.8 mi) from the baseline (usually the mean low-water mark) of a
coastal State.
126
Appendices
13. A very serious marine casualty means a marine casualty involving the total OTHER EXPRESSIONS, AS PER EMCIP TAXONOMY
loss of the ship or a death or severe damage to the environment.
1. An accidental event is an event that is assessed to be inappropriate and
Other definitions can be found in the: significant in the sequence of events that led to the marine casualty or marine
incident.
“IMO Code for the Investigation of Marine Casualties and Incidents” which
shall mean the Code for the investigation of Marine Casualties and Incidents 2. Casualty events are unwanted events in which there was some kind of energy
annexed to resolution A.849(20) of the IMO Assembly of 27 November 1997. release with impact on people and/or ship including its equipment and its cargo
+ RESOLUTION MSC.255(84) (adopted on 16 May 2008) ADOPTION OF THE or environment. They are classified in:
CODE OF THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES
FOR A SAFETY INVESTIGATION INTO A MARINE CASUALTY OR MARINE Capsizing/Listing is a casualty where the ship no longer floats in the right-
INCIDENT (CASUALTY INVESTIGATION CODE) + RESOLUTION A.1075(28) side-up mode due to: negative initial stability (negative metacentric height), or
adopted on 24 February 2014 transversal shift of the centre of gravity, or the impact of external forces.
The scope of the Accident Investigation Directive 2009/18/EC can be found in its • Capsizing when the ship is tipped over until disabled;
Article 2. • Listing when the ship has a permanent heel or angle of loll.
Other information can be found on: Collision - a casualty caused by ships striking or being struck by another
ship, regardless of whether the ships are underway, anchored or moored. This
http://www.emsa.europa.eu/implementation-tasks/accident-investigation. type of casualty event does not include ships striking underwater wrecks. The
html or on collision can be with other ship or with multiple ships or ship not underway.
https://emcipportal.jrc.ec.europa.eu/
Contact - a casualty caused by ships striking or being struck by an external
object. The objects can be: Floating object (cargo, ice, other or unknown);
Fixed object, but not the sea bottom; or Flying object.
Damage to equipment - damage to equipment, system or the ship not

covered by any of the other casualty type.
Grounding/stranding - a moving navigating ship, either under command,

under Power, or not under command, Drift(ing), striking the sea bottom, shore
or underwater wrecks.
Fire/explosion - an uncontrolled ignition of flammable chemicals and other

materials on board of a ship:
127
• Fire is the uncontrolled process of combustion characterised by heat or Non-accidental events are intentional events as a result of illegal or hostile
smoke or flame or any combination of these. acts therefore they are not marine casualties or incidents. They are:
• Explosion is an uncontrolled release of energy which causes a pressure
discontinuity or blast wave. • Acts of war, any act, against a ship or the people on board, by a
State that would effectively terminate the normal international law of
Flooding/foundering is a casualty event when the ship is taking water on peacetime and activate the international law of war;
board. • Criminal acts, any crime, including an act, omission, or possession
under the laws of a State or local government, which poses a
• Foundering will be considered when the vessel has sunk. Foundering substantial threat to people on board of a ship or to property (e.g.
should only be regarded as the first casualty event if we do not know the terrorism, sabotage, piracy);
details of the flooding which caused the vessel to founder. In the chain • Illegal discharge is an intentional discharge of polluting substances, oil
of events foundering can be the last casualty event in this case there is or other noxious substances, from ships; and
the need to add accidental events. • Other, other intentional act that incur loss of or damage to a ship or
• Flooding – refers to a casualty when a vessel takes water on board and environmental damage or harm to people on board.
can be: Non-accidental events are not considered as marine casualties
or incidents and are not covered by the scope of the Accident
- Progressive if the water flow is gradual. Investigation Directive (2009/18/EC).
- Massive if the water flow is extensive.
3. Contributing factor is a condition that may have contributed to an accidental
Hull failure - a failure affecting the general structural strength of the ship. event or worsened its consequence (e.g. man/machine interaction, inadequate
illumination).
Loss of control - a total or temporary loss of the ability to operate or
manoeuvre the ship, failure of electric power, or to contain on board cargo or 4. Occupational accidents are grouped under deviations, which consist in the
other substances: description of the event deviating from normality leading to the accident:
• Loss of electrical power is the loss of the electrical supply to the ship or Deviation due to electrical problems, explosion, fire - Not specified
facility;
• Loss of propulsion power is the loss of propulsion because of • Electrical problem due to equipment failure - leading to indirect contact
machinery failure; • Electrical problem - leading to direct contact
• Loss of directional control is the loss of the ability to steer the ship; • Explosion
• Loss of containment is an accidental spill or damage or loss of cargo or • Fire, flare up
other substances carried on board a ship. • Other Deviations not listed above
Missing - a casualty to a ship whose fate is undetermined with no information

having being received on the loss and whereabouts after a reasonable period
of time.
128
Appendices
Deviation by overflow, overturn, leak, flow, vaporisation, emission Slipping - Stumbling and falling - Fall of persons
• Solid state - overflowing, overturning • Fall of person - to a lower level

• Liquid state - leaking, oozing, flowing, splashing, spraying • Slipping - Stumbling and falling - Fall of person - on the same level
• Gaseous state - vaporisation, aerosol formation, gas formation • Fall overboard of person
• Pulverulent material - smoke generation, dust/particles in suspension/ • Other deviations not listed above
emission of
• Other Deviations not listed above Body movement without any physical stress (generally leading to an
external injury)
Breakage, bursting, splitting, slipping, fall, collapse of Material Agent
• Walking on a sharp object
• Breakage of material - at joint, at seams • Kneeling on, sitting on, leaning against
• Breakage, bursting - causing splinters (wood, glass, metal, stone, • Being caught or carried away, by something or by momentum
plastic, others) • Uncoordinated movements, spurious or untimely actions
• Slip, fall, collapse of Material Agent - from above (falling on the victim) • Other Deviations not listed above
• Slip, fall, collapse of Material Agent - from below (dragging the victim
down) Body movement under or with physical stress (generally leading to an
• Slip, fall, collapse of Material Agent - on the same level internal injury)
• Other deviations not listed above
• Lifting, carrying, standing up
Loss of control (total or partial) of machine, means of transport or handling • Pushing, pulling
equipment, handheld tool, object, animal • Putting down, bending down
• Twisting, turning
• Loss of control (total or partial) - of machine (including unwanted start- • Treading badly, twisting leg or ankle, slipping without falling
up) or of the material being worked by the machine • Other Deviations not listed above
• Loss of control (total or partial) - of means of transport or handling
equipment, (motorised or not) Shock, fright, violence, aggression, threat, presence
• Loss of control (total or partial) - of hand-held tool (motorised or not) or
of the material being worked by the tool • Shock, fright
• Loss of control (total or partial) - of object (being carried, moved, • Violence, aggression, threat - between company employees subjected
handled, etc.) to the employer’s authority
• Loss of control (total or partial) - of animal • Violence, aggression, threat - from people external to the company
• Other Deviations not listed above towards victims performing their duties
• Aggression, jostle - by animal
• Presence of the victim or of a third person in itself creating a danger for
oneself and possibly others
• Other Deviations not listed above
129
Other Deviations not listed above in this classification. • Passengers; and

• Others, for example persons working in harbours to load or unload ships
5. Categories describing the location where the casualty or accident occurred
are: 8. A safety recommendation is derived from the analysis and conclusions of
the investigation and is related to particular subject areas, such as legislation,
-Outside 12nm it will be regarded as open sea. training, maintenance, etc.
-If it is in waters up to 12 nautical miles it is coastal waters ≤ 12 nm. Safety recommendations are addressed to those best placed to implement them,
such as ship owners, maritime authorities, etc.
-If it is in the waters on the landward side of the baseline of the territorial
sea it is regarded as internal waters (archipelago fairway, channel/river, Member States shall ensure that safety recommendations are duly taken into
port area), account by the addressees and, where appropriate, be given an adequate follow-
up in accordance with Community and International law.
-Inland waters, which includes any area of water defined by EU Member
States and not categorized as ‘sea’- e.g. canals, tidal and non-tidal rivers, 9. The ship type is decided according to the ship’s main activity:
lakes, and some estuarial waters (an arm of sea that extends inland to meet
the mouth of a river). - Cargo ship is a commercial ship designed for the carriage of various types
of cargo, goods or products and up to a maximum of 12 passengers.
-Repair yard and unknown are the two other possible values.
- Fishing vessel is a vessel equipped or used commercially for catching fish
6. An occupational accident type means the mode in which a person on board or other living resources at sea.
was injured or killed. It can be:
- Passenger ship is a ship designed to transport more than 12 passengers.
• accident
• accident not related to ship operations - Service ship is a ship designed for special services, like a tug or a dredger.
• illness
• suicide/homicide - Other ship, may be:
• unknown
• Inland waterway vessel is a vessel intended solely or mainly for
Illness, suicide and homicides are not covered by the scope of the Directive navigation on inland waterways.
2009/18/EC. • Recreational craft is a boat of any type, regardless of the means of
propulsion, intended for sports or leisure purposes.
7. Persons on board are categorised as follow: • Navy ship is a ship operating under the Navy or other military
organization.
• Crew members / seafarers (any person who is employed or engaged or • Unknown ship type: occurrence for which it wasn’t possible to identify
works in any capacity on board a ship); the vessel type.
130
Appendices
Such vessels are considered within the scope of the Directive only when they are
involved in an occurrence together with a ship which is covered by the Directive
(e.g. a collision between a cargo ship and a recreational craft).
In EMCIP, Marine casualties are separated into two different categories: a

“casualty with a ship”, when a ship, its equipment or cargo is affected by an
accident and an “occupational accident”, where the accident affects only a
person.
10. A sunken ship means that the vessel lost her buoyancy. It does not imply the
total loss of the ship.
11. As a consequence of a breakdown or immobilisation of the main engines or

other event, the ships concerned needed towage or shore assistance.
12. Unfit to proceed means that the ship is in a condition, which does not
correspond substantially with the applicable international conventions or
national legislation, presenting a danger to the ship and the persons on board or
an unreasonable threat of harm to the marine environment.
13. The voyage segment determines the section of the voyage being undertaken
at the time of the marine casualty or incident. It can be:
- Anchored or alongside
- Arrival or Departure
- Transit (between the departure and mid-water or mid-water and arrival).
- Mid-water (between transit phases)
131
APPENDIX 2
EMCIP Model Consequences

In order to report in a common way the information
Ship damaged
resulting from marine casualties, a codification of
the various specific information was defined. Such
codification provides also practical advice for a
Loss of Grounding Casualty Events
systematic investigation of marine casualties and
Propulsion
incidents and allows the development of effective
analysis and preventive action. It covers the different
During a maintenance operation, The ship was drifting. The crew Description
elements that connect the consequences of an
the main engine stopped was unable to drop the anchors accident to its root causes.
Such model is not only implemented at European

Equipment Failure Human Erroneous Human Erroneous Accidental
level, but also at international level through the IMO
Action Action Events
resolution A28/Res.1075.
To support this model, a specific taxonomy related to

Shipboard Shore Shipboard Shipboard Contributing
Operations Management
marine casualties and incidents, composed by 630
Operations Operations Factors – Level1
fields, has been developed in the EMCIP database
to store the various information collected during the
TOOLS MAINTENANCE OPERATIONS PERSONNEL SUPERVISION EMERGENCY Contributing investigation.
POLICY MANAGEMENT PREPAREDNESS Factors – Level2
Safety Recommendations issued by the
Lack of follow up and Inadequate Lack of knowledge Lack of coordination Training ignored
Investigative bodies aim at “cutting the
compliance with procedures & of tasks
Contributing
links” between the Contributing Factors,
Factors – Level3
Check lists Accidental Events and Casualty events.
Right tools and Inadequate work
equipment unavailable methods
When safety issues have been properly
identified during a safety investigation,
and followed by relevant safety
recommendations, a proper consideration
by the addressee should prevent similar
casualties.
Figure 152: EMCIP Model
132
Appendices
APPENDIX 3
EMCIP Ship Type
Cargo ship Solid cargo
Liquid cargo
Barge
Bulk carrier
Fishing vessel Container Ship
General Cargo
Refrigerated Cargo
Passenger ship Dredger
Dredger Ro-Ro Cargo
Gillnetter
Heavy load carrier
Only passenger Liner
Only passenger Pontoon
Passenger and general cargo Multipurpose Seiner - Handliner
Passenger and general cargo Other
Service ship Dredger Passenger and Ro-Ro cargo Potter Trawler - Purse seiner
Dredger Seiner Other multipurpose
Factory ship
Factory ship Trawler
Floating platform
Floating platform Other Danish seiners
FPSO/FSU
FPSO/FSU International Beam Purse seiners
Inland wat erway vessel * Ice breaker Pair
Ice breaker Class A Seiner netters
MODU Side
MODU Class B Tuna purse seiners
Multi-purpose Stern
Multi-purpose Class C Other seiner
Recreational craft * Offshore supply ship Other trawler
Offshore supply ship Class D
Other offshore ship
Other offshore ship Port or internal waters Type 1
Research Ship
Canoe/Kayak Research Ship Chemical tanker Type 2
SAR craft
Fixed offshore Gondolas / pedals SAR craft Combination carrier Type 3
drilling units * Special purpose ship
Historical craft Special purpose ship
Tug (Towing / Pushing) Liquefied gas tanker
Houseboat Tug (Towing / Pushing)
Other
Navy ship * Inflatable Other Oil tanker
Motorboat Barge
Barge Tanker (liquid non-flammable)
Personal watercraft Floatingequipment
Floating equipment
Submersible * Pontoon boat Floatingestablishment
Floating establishment LNG
Rowboat LPG
Floatinginstallation
Floating installation
Sailboat (sail only) Passenger Type 1G
Sailboat (aux motor) Pusher
Pusher Type 2G
WIG * Type A Sailboat surfboards
Recreationalcraft
Recreational craft Type 2PG
Type B Other craft
Tanker
Tanker Crude oil Type 3G
Type C
Tug
Tug Product carrier
Worksite craft
Worksite craft
Unknown *
Other
* ships grouped under category “Other ships” in this publication
Note: supplementary classification called ‘Additional type of ship’: HSC (ACV, Hydrofoil, SES, Other), with sub-values A, B and other
133
APPENDIX 4
LIST OF NATIONAL INVESTIGATIVE BODIES IN THE EU
Member State Name of the national accident investigation body Acronym Website
Austria Austrian Safety Investigation Authority BAV/SUB www.bmvit.gv.at
Belgium Federal Public Service Mobility and Transport FPS_TM www.mobilit.belgium.be
Bulgaria Maritime Accident Investigation Unit MTITC www.mtitc.government.bg
Croatia Air, Maritime and Railway Traffic Accident Investigation Agency AIN www.ain.hr
Cyprus Marine Accidents and Incidents Investigation service MAIC www.shipping.gov.cy
Czech Republic Ministry of Transport, Czech Maritime Administration Navigation Department MT_ND www.mdcr.cz
Denmark Danish Maritime Accident Investigation Board DMAIB www.dmaib.com
Estonia Estonian Safety Investigation Bureau ESIB www.ojk.ee
Finland Safety Investigation Authority of Finland SIA www.onnettomuustutkinta.fi
France Marine Accident Investigation Office BEAmer www.bea-mer.developpement-durable.gouv.fr/
Germany Federal Bureau of Maritime Casualty Investigation BSU www.bsu-bund.de
Greece Helenic Bureau Marine Casualties Investigation HBMCI www.hbmci.gov.gr
Hungary Hungarian Transportation Safety Bureau TSB www.kbsz.hu
Iceland Icelandic Marine Accident Investigation Board ITSB www.rnsa.is
Ireland Marine Casualty Investigation Board MCIB www.mcib.ie
Italy Direzione Generale Investigazioni Ferroviarie e Marittime DIGIFEMA www.mit.gov.it
Latvia Transport Accident and Incident Investigation Bureau TAIIB www.taiib.gov.lv
Lithuania Transport Accident and Incident Investigation Division TAITS www.en.tm.lt/
Luxembourg Administration of Technical Investigations AET www.mt.public.lu/transports/AET
Malta Marine Safety Investigation Unit MSIU www.transport.gov.mt
The Netherlands Dutch Safety Board DSB www.safetyboard.nl
Norway Accident Investigation Board of Norway AIBN www.aibn.no
Poland State Commission on Maritime Accident Investigation PKBWM (SMAIC) www.pkbwm.gov.pl
134
Appendices
Member State Name of the national accident investigation body Acronym Website
Portugal Maritime Accident Investigation and Aeronautical Meteorology Authority GAMA www.gama.mm.gov.pt
Romania Marine Accidents Investigation Department MAID www.mt.ro
Slovenia Maritime Accident & Incidents Investigation Services MAIIS www.telecom.gov.sk
Spain Standing Commission for Maritime Accident and Incident Investigation CIAIM www.ciaim.es
Sweden Swedish Accident Investigation Authority SHK www.havkom.se
United Kingdom Marine Accident Investigation Branch MAIB www.maib.gov.uk
United Kingdom / Gibraltar Marine Accident Investigation Compliance Officer MAICO www.gibraltarship.com
135
ABOUT THE EUROPEAN
MARITIME SAFETY AGENCY
The European Maritime Safety Agency is one of the European
Union’s decentralised agencies. Based in Lisbon, the Agency
provides technical, operational and scientific assistance to
the European member States in the fields of maritime safety,
maritime security, prevention of, and response to, pollution
caused by ships as well as response to marine pollution caused
by oil and gas installations. The Agency contributes to the
overall efficiency of maritime traffic and maritime transport.
www.emsa.europa.eu
Get in touch for more information

Praça Europa 4
1249–206 Lisboa Portugal
Tel +351 21 1209 200 / Fax +351 21 1209 210

www.emsa.europa.eu / Twitter EMSA_Lisbon

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European Maritime Safety Agency

OVERVIEW OF KEY FIGURES

18655 16539 253

5607 600 869

Collision, CITY OF ROTTERDAM – PRIMULA SEAWAYS, ships damaged, 12/03/2015

Executive summary 8 3.3 Location of marine casualties and incidents 48

OTHER SHIPS 102

ACTION TAKEN BY INVESTIGATIVE BODIES 118

© European Maritime Safety Agency 2017

Despite a decrease in the number of fishing vessels lost in 2016, a significant

Collision, TRANSFORZA –KUGUAR, 1 ship lost, 16/02/2015

Fire, ARDENT II, ship lost, 16/08/2016

This EMSA-run platform is populated with data by the competent national

Scope Content of the review

The information contained in this document is to be used only for the

MARINE CASUALTIES AND INCIDENTS

FIGURES FOR 2016

3145 106 79 957 26 3505 123

Collision, CONDIT-CARLA MAERSK, ships damaged, 09/03/2015

Figure 2: Number of marine casualties and incidents per severity

Figure 3: Notification entities

1200 Figure 4: Number of ships involved in casualties

Marine casualties and incidents reported to the Investigative bodies by the 0

In the 16539 marine casualties and incidents that happened

A total of 11686 individual ships were involved in marine

The youngest category of ships involved in marine casualties

In total, 17074 individual events were included in 16539

16102 occurrences were reported to have only one event.

Figure 9: Marine casualties and incidents by type

Casualty with a ship Occupational accident

A total of 11116 casualties with a ship and 5423 occupational

Marine casualties and incidents related to “casualties with a Missing

600 Damage to ship or equipment

10687 casualties with a ship have a unique casualty event.

1200 Figure 13: Type of severity in case of occupational accident

Unspecified /Other 500

Figure 17: Distribution of voyage segments per ship type 2011-2016

Transit Anchored or alongside Arrival Departure

0 500 1000 1500

Other - Unspeciﬁed Other ship

Open Sea -Within EEZ

Open Sea -Outside EEZ

Internal Waters - Port area Fishing vessel

Internal Waters - Channel, river

Internal Waters - Archipelago fairway

All types of ships have the highest numbers of casualties and

Coastal waters <= 12 nm

0 400 800 1200 1600

2.4.3 REGIONAL DISTRIBUTION

Figure 20: Global distribution 2011-2016

Figure 23: Distribution in the Baltic Sea and approaches 2011-2016

2.5.2 CONTRIBUTING FACTORS

0 200 400 600 800

From a total of 1170 accidental events analysed during the

Figure 27: Groups of Contributing Factors

Other Agent or Vessel -

0 500 1000 1500 2000 40

This figure shows the contributing factor most quoted per 20

A total of 253 ships were lost from 2011 to 2016.

172 ships were reported sunk, some of them being recovered.

In 72 cases, the initial casualty event was collision. The second

With a total of almost 120, fishing vessel remains the category

Cargo ship Fishing vessel Passenger ship