Emsa Mar 2018 PDF

European Maritime Safety Agency
ANNUAL OVERVIEW
OF MARINE CASUALTIES AND
INCIDENTS 2018
ANNUAL OVERVIEW
OF MARINE CASUALTIES AND
INCIDENTS 2018
Annual Overview of Marine Casualties and Incidents 2018
KEY FIGURES FOR 2011-2017
23264 20616 603

SHIPS INVOLVED CASUALTIES VERY SERIOUS
& INCIDENTS CASUALTIES
6812 683 1070

PERSONS INJURED FATALITIES INVESTIGATIONS
2
Fire/explosion, SORRENTO, ship lost, 14 people injured, 28/04/2015

3
CONTENTS
Executive summary 8
CHAPTER 1 CHAPTER 4
INTRODUCTION 10 FISHING VESSELS 70

Background 11 4.1 Detailed distribution 71
Scope 12 4.2 Nature of marine casualties and incidents 75
Content of the review 12 4.3 Location 79
4.4 Accidental events and contributing factors 85
CHAPTER 2 4.5 Consequences 87
MARINE CASUALTIES AND INCIDENTS IN GENERAL 14 CHAPTER 5
2.1 Number and severity 15

PASSENGER SHIPS 90
2.2 Main ship types 17
2.3 Nature of marine casualties and incidents 20 5.1 Detailed distribution 91
2.4 Location 25 5.2 Nature of marine casualties and incidents 95
2.5 Accidental events and contributing factors 33 5.3 Location 99
2.6 Consequences 34 5.4 Accidental events and contributing factors 105
2.7 Involvement of EU States as flag State, coastal State or substantially 5.5 Consequences 107
interested State 46
CHAPTER 6
CHAPTER 3
SERVICE SHIPS 112
CARGO SHIPS 49
6.1 Detailed distribution 113
3.1 Detailed distribution 49 6.2 Nature of marine casualties and incidents 117
3.2 Nature of marine casualties and incidents 53 6.3 Location 121
3.3 Location 57 6.4 Accidental events and contributing factors 127
3.4 Accidental events and contributing factors 64 6.5 Consequences 129
3.5 Consequences 67
4
Table of contents
CHAPTER 7
OTHER SHIPS 132

7.1 Detailed distribution 133
7.2 Nature of marine casualties and incidents 137
7.3 Location 141
7.4 Accidental events and contributing factors 147
7.5 Consequences 149
CHAPTER 8
ACTION TAKEN BY INVESTIGATION BODIES 152

8.1 Safety investigations 153
8.2 Investigation reports 154
8.3 Safety recommendations 155
APPENDICES 160
Appendix 1 Acronyms and definitions 161
Appendix 2 EMCIP model 168
Appendix 3 EMCIP ship type 169
Appendix 4 List of national investigation bodies in the EU 170
5
NOTICE DISCLAIMER
Article 1 of Directive 2009/18/EC of the European Parliament and of the The marine casualty and incident data presented here is for information
Council of 23 April 2009 establishing the fundamental principles governing purposes only. The statistics presented are extracted from data uploaded to the
the investigation of accidents in the maritime transport sector and amending European Marine Casualty Information Platform (EMCIP) by the investigation
Council Directive 1999/35/EC and Directive 2002/59/EC of the European bodies of the EU Member States. The publication reflects the information at the
Parliament and of the Council states: time the data was extracted (i.e. 07/06/2018). While every care has been taken
in preparing the content of the report to avoid errors, the Agency assumes no
“The purpose of the Directive 2009/18/EC of 23 April 2009 is to improve responsibility for the accuracy and completeness of the statistics. EMSA shall
maritime safety and the prevention of pollution by ships, and so reduce the risk of not be liable for any kind of damages or other claims or demands incurred as a
future marine casualties, by: result of incorrect, insufficient/invalid data, or arising out of or in connection with
the re-use of the content, to the extent permitted by European and national law.
(a) facilitating the expeditious holding of safety investigations and proper The information contained in this publication should not be construed as legal
analysis of marine casualties and incidents in order to determine their causes; advice.
and
(b) ensuring the timely and accurate reporting of safety investigations and ACKNOWLEDGEMENTS
proposals for remedial action.
EMSA wishes to acknowledge the contribution made by the EU Member States

Investigations under this Directive shall not be concerned with determining
and the European Commission and to thank them for their support in conducting
liability or apportioning blame.”
this work and in preparing the publication.
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 is not
to be used for determining liability or apportioning blame.
6
© European Maritime Safety Agency 2018
Photo credits: Croatia/AIN, Finland/SIA, France/BEAmer, France/FANC-Marine Nationale, Greece/HBMCI, Italy/DIGIFEMA, Malta/MSIU, Poland/PKWBM, Portugal/
DOCAPESCA, Portugal/GAMA, South Africa/SAMSA, Sweden/SHK, UK/MAIB, UK/Mike Harcum, UK/Shipping today and yesterday,
Front cover: France/FANC-Marine Nationale - Grounding/stranding, KEA TRADER, ship lost, 12/07/2017
Reproduction of this publication is authorised provided the source is acknowledged.
The statistics, tables, graphs, charts and maps herein have been generated by EMSA based on the information contained in EMCIP.
7
EXECUTIVE SUMMARY
With 3301 occurrences reported in 2017, the total number of occurrences Almost half of the casualties that occurred on board a passenger vessel involved
recorded in EMCIP has grown to over 20000. This amounts to an average of 3315 ferries. While no ships were lost in 2017, the number of fatalities has also
casualties per year over the past four years. continued to decrease with less than five fatalities.
The number of very serious casualties has continuously decreased since 2014 No service ships were lost in 2017. While the number of fatalities remained
with 74 reported in 2017. A similar improvement was noted for the number of identical, fewer injuries were reported.
ships lost, with 12 reports as compared with 41 in 2014.
200 ‘other types’ of ships have been involved in a marine accident. Despite the
During the 2011-2017 period, 405 accidents led to a total of 683 lives lost, which limited number of such ships, this resulted in an increase in fatalities and injuries,
represents a significant decrease since 2015. Crew have been the most affected mainly on leisure boats with engines or sails.
category of victims with 555 fatalities.
Half of the casualties were related to issues of a navigational nature, such
In 2017 there were 1018 injured persons reported. This number has remained as contacts, grounding/stranding and collision. As concerns occupational
relatively steady since 2014, at around 1000 per year. Again, crew represent the accidents, 40% were attributed to the slipping, stumbling and falling of persons.
main category of persons injured at sea (5329 during the 2011-2017 period).
While the departure phase appeared to be the safest phase of a voyage for most
While the number of occurrences involving cargo ships and service ships ships, it was noted that casualties mainly occurred in internal waters and port
stabilised and the number of passenger ships and ‘other ships’ slightly decreased areas.
in 2017, a continued increase has been noted in relation to fishing vessels
since 2014. Human error represented 58% of accidental events and 70% of accidental
events had shipboard operations as a contributing factor.
More than 1500 cargo ships were involved in accidents that resulted in 25
fatalities in 2017, the lowest number since the EU legislation is in place. EU Member State investigation bodies have launched 1070 investigations over
the 2011-2017 period and almost 900 reports have been published. Among
With a total of almost 120, fishing vessels remains the category of ship with the the 2000 safety recommendations issued, 40% were related to operational
highest number of ships lost over the 2011-2017 period. However, the number of practices, and in particular to safe working practices. Half of the safety
fishing vessels lost dropped from 21 to six in two years’ time. Moreover, there was recommendations were addressed to the shipping companies and the positive
a decrease from 60 to 13 lives lost in 2017. response rate was around 50%.
8
Fire/explosion, ZEUS, ship damaged, four fatalities, one person injured, 23/09/2015
9
CHAPTER 1
INTRODUCTION
Grounding/stranding, STERNÖ, ship lost, 24/02/2018

10
Introduction
Background Following the entry into force of Directive 2009/18/EC1 establishing the
fundamental principles governing the investigation of accidents in the maritime
The purpose of the European Maritime Safety Agency is to transport sector, EU Member States shall, among other obligations:
ensure a high, uniform and effective level of maritime safety,
maritime security, prevention of and response to pollution establish independent, impartial and permanent accident investigation
caused by ships as well as response to marine pollution caused bodies. Landlocked countries without a maritime fleet are not obliged to
by ships and by oil and gas installations. comply with this provision, other than to designate a focal point. This is the
case currently for the Czech Republic and Slovakia;
EMSA’s activities cover the following main areas: require to be notified of marine casualties and incidents. This obligation
covers casualties and incidents that:
providing technical and scientific assistance to the Member States and the • involve ships flying the flag of one of the Member States;
European Commission in the proper development and implementation of EU • occur within Member States’ territorial seas and internal waters;
legislation on maritime safety, security, prevention of pollution by ships and • involve other substantial interests of the Member States.
maritime transport administrative simplification;
investigate casualties depending upon their severity. Casualties which are
monitoring the implementation of EU legislation through visits and
classified as very serious shall be investigated; serious casualties shall be
inspections;
assessed in order to decide whether or not to undertake a safety investigation;
improving cooperation with, and between, Member States;
publish investigation reports; and
building capacity of national competent authorities;
notify the European Commission of marine casualties and incidents via
providing operational assistance, including developing, managing and
EMCIP.
maintaining integrated maritime services related to ships, ship monitoring
and enforcement; EMCIP is the European Marine Casualty Information Platform;
carrying out operational preparedness, detection and response tasks with a centralised database for EU Member States to store and
respect to pollution caused by ships and marine pollution by oil and gas analyse information on marine casualties and incidents.
installations; and
at the request of the European Commission, providing technical operational This EMSA-run platform is populated with data by the competent national
assistance to non-EU countries around relevant sea basins. authorities. It is this data which forms the basis of the Annual Overview of Marine
Casualties and Incidents.
EMSA as a body of the European Union, sits at the heart of the EU maritime
safety and pollution response network and collaborates with many industry In this publication, the terms “Europe” and “EU Member States” are considered to
stakeholders and public bodies, in close cooperation with the Commission and be the 28 EU Member States plus the EFTA States, Iceland and Norway to which
the Member States. the directive applies.
1
Directive 2009/18/EC of the European Parliament and of the Council of 23 April 2009
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 EMSA’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 Member States; occur within EU is divided into the following sections: detailed ship types,
Member States’ territorial sea and internal waters as defined in UNCLOS; or nature of marine casualties and incidents, location, events
involve other substantial interests of the EU Member States. and contributing factors and consequences. A final chapter
describes the activities of the EU investigation 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 on EMSA’s activities related to marine accidents can be
December 2017. The data can be subject to changes over time as EU Member found at:
States add more information or older cases to the EMCIP database. For this
reason, the figures extracted from the database on 7 June 2018 and presented in http://www.emsa.europa.eu/implementation-tasks/accident-investigation.html
this publication are likely to be slightly different to those presented throughout https://emcipportal.jrc.ec.europa.eu/
the year in various forum or in the next editions to be published.
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 investigation 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 the progressive implementation
by some Member States. Should further information about specific cases be
required, readers are invited to contact the national competent investigation
bodies (whose contact details can be found in Appendix 4 of the publication).
12
Introduction
13
CHAPTER 2
MARINE CASUALTIES AND INCIDENTS

IN GENERAL
KEY FIGURES 2017

Fall overboard, GRAIG ROTTERDAM, one fatality, 18/12/2016
3301 74 61 1018 12 3647 122

CASUALTIES & VERY SERIOUS FATALITIES PERSONS SHIPS SHIPS INVESTIGATIONS
INCIDENTS CASUALTIES INJURED LOST INVOLVED
14
Marine casualties in general
Figure 2: Number of marine casualties and incidents per severity

2.1 NUMBER AND SEVERITY
2250
This section provides general information about the number of
marine casualties and incidents and their severity. 2000
Figure 1: Number of reported marine casualties and incidents 1750
1500
4000
1250
3500
1000
3000
750
2500 500
2000
250
1500 0
2011 2012 2013 2014 2015 2016 2017
1000
Very serious Serious Less serious Marine incident
500
0 The number of very serious casualties has been steady over

2011 2012 2013 2014 2015 2016 2017
the past five years. Of all casualties, 2.9% were reported to be
very serious.
The total number of reported marine casualties and incidents In 2017, 2.2% of the reported marine casualties were very
is 20 616. serious, 23.6% serious, 58.4% less serious and 17.9% were
Since 2014, the number of reported casualties has stabilised at around 3 200 per marine incidents.
year. However, comparisons with various sources suggest that under-reporting of
marine casualties and incidents continues, with a total of 4 000 occurences per
year being a best estimate.
15
Figure 3: Notification entities
2250
2000
1750
1500
1250
1000
750
500
250
0
2011 2012 2013 2014 2015 2016 2017
Company Public Ship

Shore authority Other
In 2017, 63.1% of the marine casualties and incidents were

reported to the investigation bodies by the shore authorities.
Marine casualties and incidents reported to the investigation bodies by the

shore authorities have continued increasing over the 2011-2017 period. Shipping
companies have continued to report less since 2015, while reporting directly from
the ship has been constant for the past five years.
16
Figure 5: Number of individual ships involved in more than one casualty for
2.2 MAIN SHIP TYPES 2011-2017
This section focuses on the ships involved in marine casualties and incidents.
Ships have been classified by the main categories: cargo ship, fishing vessel, 2500
passenger ship, service ship and other ship.
2250
Figure 4: Number of ships involved in casualties 2000
1750
4000
1500
3500 1250
3000 1000
750
2500
500
2000 250
1500 0
2 3 4 5 6 7 8 9 10 more
1000 than 10
500 Similarly, a single ship can be affected by several casualties (different dates,
different nature of casualty, etc.).
0
2011 2012 2013 2014 2015 2016 2017 A total of 13960 individual ships were involved in marine
casualties and incidents. 9870 of these ships were involved in
A casualty may involve more than one ship, in particular in the case of collision one only. 4090 were involved in more than one, as shown in the
two or more ships could be involved. distribution above.
In the 20616 marine casualties and incidents that happened

from 2011 to 2017, the total number of ships involved was
23264.
17
Figure 6: Distribution of ships involved by main category Figure 6bis: Distribution of severity per ship type for 2011-2017
2000 The distribution of occurrences according to their severity per

ship type is very similar for cargo ships, passenger ships and
1800 service ships. The rate of serious casualties for fishing vessels is
significantly high, in comparison to other occurrence severities
1600 affecting this type of ship.
1400
1200
Cargo ship
1000
800
Fishing vessel
600
400 Passenger ship
200
Service ship
0
Cargo Fishing Passenger Service Other
ship vessel ship ship ship
Other ship
2011 2012 2013 2014 2015 2016 2017 0 1000 2000 3000 4000 5000 6000
Very serious Serious Less Serious Marine incident
During the 2011-2017 period, general cargo ships were the

main category involved (42.5%), followed by passenger ships
(22.6%).
While the number of cargo ships and service ships stabilised and the number of
passenger ships and other ships slightly decreased in 2017, a continued increase
was noted in relation to fishing vessels.
18
Figure 7: Average age of ships involved by main category 2011-2017 Figure 8: Distribution of ship age for 2011-2017
4000
30
3500
25
3000
20
2500
15 2000
10 1500
1000
5
500
0
Cargo Fishing Passenger Service Other 0
Ship vessel ship ship ship
0-4 5-9 10-14 15-19 20-24 25-29 30-34 35-39 40-49 50 +
The youngest category of ships involved in marine casualties The average age of all ships involved over the 2011-2017 period
was cargo ships, while the oldest was fishing vessels. was 18.4 years. The highest number of ships involved was in
the 5-9 year old segment.
19
In total, 23 179 individual events were included in 20 616

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).
18 522 occurrences were reported to have only one event.

This section examines the different natures of marine
casualties and incidents. 2.3.1 CASUALTY WITH A SHIP
Figure 9: Marine casualties and incidents by type Marine casualties and incidents related to ‘casualties with a ship’ are classified as
‘casualty events’.
2500
Figure 10: Severity of casualty with a ship
2000
1800
1600
1500
1400
1000 1200
1000
500 800
600
0
400
2011 2012 2013 2014 2015 2016 2017
200
Casualty with a ship Occupational accident 0
2011 2012 2013 2014 2015 2016 2017
A total of 14 002 casualties with a ship and 6 614 occupational
accidents were recorded. Very serious Serious Less serious Marine incident
The ratio 2/3 to 1/3 between casualties with a ship and occupational accidents From 2011 to 2017, 3.8% of casualties with a ship were very
remained stable from 2011 to 2017. However, there was a slight increase in the serious, 21% serious, 55.3% less serious and 19.9% marine
casualties with a ship (70% of the occurrences in 2017). incidents.
20
Figure 11: Distribution of casualty events with a ship
The combination of
Capsizing
Listing collision (23.2%) contact
(16.3%), and grounding/
stranding (16.6%) shows
Collision that navigational casualties
represent 53.1% of all
casualties with ships. They
Contact also represent 37.8% of all
occurrences.
Damage
to ship or 11 952 casualties with a ship
equipment involve a single casualty
event. 2 055 casualties with
Fire a ship have more than one
Explosion
casualty event.
Flooding
Foundering
Grounding
Stranding
Hull failure
Loss of
control
0 200 400 600 800 1000
2011 2012 2013 2014 2015 2016 2017
21
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
accidents’ are classified as ‘deviations’.
1400
Figure 13: Type of severity in case of occupational accident
1200
700
1000 600
500
800
400
600
300
400 200
100
200
0
2011 2012 2013 2014 2015 2016 2017
0
2011 2012 2013 2014 2015 2016 2017 Very serious Serious Less serious Marine incident
Cargo ship Fishing vessel Passenger ship

Service ship Other ship From 2011 to 2017, 4.5% of the occupational accidents were
very serious, 22.8% serious, 61.5% less serious and 11.2% were
During the 2011-2017 period, cargo ship was the most frequent marine incidents.
ship type involved in a ‘casualty with a ship’ (45.6%), followed
by passenger ship (19.8%).
16610 ships were involved in a ‘casualty with a ship’.
Apart from the number of cargo ships involved that increased to over 1200 in
2017, the number of other ship types was steady over the past four years.
22
Figure 14: Distribution of deviations
Slipping - Stumbling and

falling of persons was the
Body movement under
or with physical stress
most frequent event (40.2%),
followed by loss of control
of objects (18.6%) and body
Body movement without movement without physical
any physical stress stress (17.3%). Slipping/
stumbling/falling of persons
Breakage, bursting, splitting, also represents 11.6% of all
fall, collapse of material agent occurrences.
6570 occupational accidents

Deviation by overflow, overturn, had a unique event. Nine
leak, flow, vaporisation, emission occupational accidents had
more than one event.
Deviation due to electrical problems,
explosion, fire
Loss of control of machine,

means of transport, handling equipment
Slipping - Stumbling and falling

- Fall of persons
Other / Unspecified
0 100 200 300 400 500
2011 2012 2013 2014 2015 2016 2017
23
Figure 15: Distribution of ships involved in an occupational accident by ship

category
500
400
300
200
100
0
2011 2012 2013 2014 2015 2016 2017

Service ship Other ship
Cargo ships (32%) represent together with passenger ships

(30.1%) the main categories of ship where occupational
accidents occurred.
6654 ships were involved in an occupational accident.
The number of occupational accidents has continued to decrease in 2017, in

particular on board cargo ships. However, the number of fishing vessels involved
has continued to increase since 2016.
24
2.4 LOCATION OF MARINE CASUALTIES

AND INCIDENTS
This section provides information about the location of the Figure 16: Distribution of voyage segments
ships when marine casualties or incidents occurred.
2.4.1 VOYAGE SEGMENTS Anchored

or alongside
While the departure is the safest segment (8.8%) for all types
of ship, the ‘mid-water’ is the least safe in general (26.2%).
Arrival
Departure
Mid-water
Transit
Unknown
0 200 400 600 800 1000 1200 1400
2011 2012 2013 2014 2015 2016 2017
25
Figure 17: Distribution of voyage segments per ship type 2011-2017
2400
2000
1600
1200
800
400
0
Anchored or alongside Arrival Departure

Mid-water Transit Unknown
While the distribution of accidents is similar among the

phases of a voyage for the various types of ships, the most
unsafe for fishing vessels is by far the mid-water.
26
2.4.2 LOCATION
Figure 18: Distribution by location of marine casualties and incidents
42% of the casualties took place

Coastal waters <= 12 nm in port areas, followed by 28.6%
in coastal waters
Inland Waters -Channel
Inland Waters - River
Inland Waters - Other
Internal Waters - Archipelago fairway
Internal Waters - Channel, river
Internal Waters - Port area
Open Sea - Outside EEZ
Open Sea - Within EEZ
Open Sea - Unspecified
Other - Unspecified
0 200 400 600 800 1000 1200 1400 1600
2011 2012 2013 2014 2015 2016 2017
27
Figure 19: Distribution by location of marine casualties and incidents per

cargo ship type 2011-2017
Cargo ship
Fishing vessel
Passenger ship
Service ship
Other ship
0 1000 2000 3000 4000 5000 6000
Coastal waters <= 12 nm Inland waters Internal waters

Open sea Repair yard
All All types of ships have the highest numbers of casualties

and incidents within internal waters, followed by coastal
waters.
28
2.4.3 REGIONAL DISTRIBUTION
This section provides information on the geographical location of the marine casualties and incidents reported.
Figure 20: Global distribution for 2011-2017
40
1
27 1009 13
47
11
32 1 15807
57
319
67 144
12 131 75
164
338
55
488
2 341 3
5
5
1
14 97 127 11
10
137
21
1 415
14
More than 100 accidents 1
1 From 10 to 99 accidents
1
From 1 to 9 accidents
29
Figure 21: Distribution within the territorial sea and internal waters of EU Member States for 2011-2017
35
1 68
1
3 6
1
1 325
2
13 1 74
5 304
32 284
1 4 523
1132 3329
150
9 119
25 1187
4812
4
7 30
707 71 5
23 139
591
27
161 1393
390 114
1 694
12
1 92
30
Figure 22: Distribution along the Atlantic Coast, in the North Sea and English Figure 23: Distribution in the Baltic Sea and approaches for 2011-2017
Channel for 2011-2017
157
2
3
1
4
4
394 157
5 223
74
2 4 8
4 256 11 86
642
272
40
1 1249 204
2 28
8 91 63
46 32
20
11 732 1120 116
2370 394 375
24 74
1
70
74
11 511
4 209 50
3 147
40 2319
174
63 111
289
209
135 1120
19
14 113
316
10 107
68
31
Figure 24: Distribution in the Mediterranean Sea and Black Sea for 2011-2017
24
6
74
5
209 24
3 2
3
174 90 66
209 289 39
135 106
167
19 112
283
6
316 113 156 38
2
10 107 1019
68 402
9
24
19 7 5
9 50
9
32
2.5.2 CONTRIBUTING FACTORS

2.5 EVENTS AND CONTRIBUTING FACTORS
Contributing factors are separated into two categories, and then sub-divided into
This section addresses the accidental events and contributing specific groups identifying the condition that contributed to an accidental event
factors having led to casualties and incidents for the 2011-2017 or worsened its consequence.
period.
Figure 26: Relationship between accidental events and the main contributing
Investigators search for the root causes of the casualty or incident. Such causes factors
comprise “accidental events” and “contributing factors”. The Reporting Scheme
used in EMCIP follows this approach. A detailed model of EMCIP can be found in
Appendix 2.
Environmental Effect
2.5.1 ACCIDENTAL EVENTS
Figure 25: Distribution of accidental events Equipment Failure
Hazardous Material
Equipment Failure
Human Erroneus Action

Hazardous Material
Human Erroneus Action Other Agent or Vessel
Other Agent or Vessel 0 200 400 600 800 1000 1200 1400 1600
Shore management Shipboard operation

Unknown
Shipboard operations represented the main contributing
0 200 400 600 800 1000 factor at 70.1% of the total.
From a total of 1645 accidental events analysed during the

investigations, 57.8% were attributed to a Human Erroneous
Action.
33
Figure 27: Groups of Contributing Factors

2.6 CONSEQUENCES
This section contains information about the consequences of
Environmental conditions
casualties to ships, persons and the environment.
Equipment Failure
Supervision + Personnel 2.6.1 CONSEQUENCES TO SHIP
Hazardous Material
Work place Figure 28: Number of ships lost
Human Erroneous Action
Supervision
45
Other Agent or Vessel
Operations management 40
0 400 800 1200 1600 2000
35
Main group Other groups 30
25
20
This figure shows the contributing factor most reported per
15
category of accidental event (for example supervision was
quoted as a contributing factor for 19.6% of accidental events 10
described as Human Erroneous Action). 5
0
2011 2012 2013 2014 2015 2016 2017
A total of 203 ships were lost over the 2011-2017 period.
284 ships were reported sunk, some of them being recovered.
In 86 cases, the initial casualty event was flooding/

foundering. The second most significant was collision
(43 cases).
34
Figure 29: Distribution of ships lost per ship category 2011 - 2017 Figure 30: Number of ships damaged
120 700
600
100
500
80
400
60
300
40 200
100
20
0
0 2011 2012 2013 2014 2015 2016 2017
ship vessel ship ship ship Cargo ship Fishing vessel Passenger ship
Fishing vessel is the category with the most ships lost, with a
total of almost 120. 6823 ships reported some damage, the largest category being
cargo ships (46.1%).
In 2017 the number of damaged ships has decreased for all ship types, except for
passenger ships.
35
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
2011 2012 2013 2014 2015 2016 2017 0
2011 2012 2013 2014 2015 2016 2017
Service ship Other ship Cargo ship Fishing vessel Passenger ship
A total of 2249 ships were reported to be ‘unfit to proceed’.
The number of ships reported unfit to proceed has been steady in 2017 in 3257 ships overall needed towage or shore assistance over the
comparison with the figures for 2016. 2011-2017 period, with a significant increase for fishing vessels
in 2016.
36
Figure 33: Distribution of abandoned ships 2.6.2 CONSEQUENCES TO PERSONS
2.6.2.1 FATALITIES
18 150
Figure 34: Distribution of fatalities by categories of person
16
140
14 120
120
12
100
10
90
8 80
6 60
60
4 40
2 20
0 0
Cargo Fishing Passenger Service Other 2011 2012 2013 2014 2015 2016 2017
Crew Passenger Other Total
2011 ships
A total of 164 2012
were 2013 2014 Of2015
abandoned. 2016
these, 89 were 2017
fishing
vessels. Over the 2011-2017 period, 405 accidents led to a total of 683
lives lost, with a very significant decrease since 2015. With 555
The number of abandoned ships per year has dropped fatalities, crew is the most affected category of persons.
significantly from 35 in 2014 to 8 in 2017.
37
Figure 35: Distribution of fatalities by ship category
80
70
60
50
40
30
20
10
0
2011 2012 2013 2014 2015 2016 2017
The evolution of fatalities per ship type has been irregular

over the six year period. While it was stable for service ships,
2012 was the worst year for passenger ships, 2016 for fishing
vessels, 2015 for cargo ships and 2017 for other ships.
Fall overboard, MSC RAVENNA, one fatality, 22/06/2017
38
Figure 36: Distribution of fatalities by casualty events
Fatalities mainly occurred

Capsizing/Listing during a flooding/foundering
(35.2%) or collision (23.6%).
Collision
Contact
Damage to ship or equipment
Fire/Explosion
Flooding/Foundering
Grounding/stranding
Hull failure
Loss of control
Missing
0 10 20 30 40 50 60
2011 2012 2013 2014 2015 2016 2017
39
Figure 37: Distribution of fatalities by deviation
In terms of occupational
Body movement under accidents, slipping/falling of
or with physical stress persons is the main cause of
fatalities (52%).
Body movement without
any physical stress
Breakage, bursting, splitting,

fall, collapse of material agent
Deviation by overflow, overturn,

leak, flow, vaporisation, emission

explosion, fire


- Fall of persons
Other / Unspecified
0 5 10 15 20 25 30 35
2011 2012 2013 2014 2015 2016 2017
40
2.6.2.2 INJURIES Figure 39: Distribution of injured people by ship type
Figure 38: Distribution of injuries by category of person 500

450
1400
1400
400
1200
1200 350
300
1000
1000
250
200
800
800
150
600
600 100
50
400
400
0
200 Cargo Fishing Passenger Service Other
200 ship vessel ship ship ship
00 2011 2012 2013 2014 2015 2016 2017

2011 2012 2013 2014 2015 2016 2017
2487 persons were injured on board passenger vessels.
Among the total of 20616 casualties from 2011 to 2017, 5979

accidents resulted in a total of 6812 injured persons.
The number of injured persons is pretty constant since 2015,

at around 1000 per year.
Crew represent the main category of persons injured at sea

(5329 during the 2011-2017 period).
41
Figure 40: Distribution of injuries by casualty event
53.3% of the injuries took place

during navigational events (contact,
Capsizing/Listing collision and grounding/standing).
Collision
Contact
Fire/Explosion
Flooding/Foundering
Grounding/stranding
Hull failure
Loss of control
0 10 20 30 40 50 60 70 80 90
2011 2012 2013 2014 2015 2016 2017
42
Figure 41: Distribution of injuries by deviation
As with fatalities, most of the

Body movement under injuries (38.6%) occurred
or with physical stress during slipping/falls of
persons.
any physical stress

fall, collapse of material agent

leak, flow, vaporisation, emission

explosion, fire


- Fall of persons
Other / Unspecified
0 50 100 150 200 250 300 350 400
2011 2012 2013 2014 2015 2016 2017
43
2.6.3 OTHER CONSEQUENCES Figure 43: Types of pollution
Figure 42: Distribution of Search and Rescue (SAR) operations by ship type 120
120
250
100
100
200
80
80
150
60
60
100
40
40
50
20
20
0
2011 2012 2013 2014 2015 2016 2017 0
0 2011 2012 2013 2014 2015 2016 2017
Service ship Other ship Air Pollution Pollution (bunkers)
Pollution (cargo) Total
2314 ships needed a SAR operation of which 784 were fishing
vessels. 437 cases of pollution were reported. Among them, 386
affected the sea, while 51 were air pollution. In the majority
69% of the SAR operations related to ship casualties and 31% of cases (301), sea pollution was caused by the release of
to occupational accidents. ship’s bunkers (fuel) and other pollutants (e.g. cargo residues,
lubricating or hydraulic oils).
44
Figure 44: Distribution of oil pollution response
16
14
12
10
0
2011 2012 2013 2014 2015 2016 2017
Oil pollution response was deployed mainly after grounding/

stranding (14 cases), or collision between ships (13 times).
A significant decrease occurred since 2015.
45
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 45: Distribution of ship flags Figure 46: Distribution of Coastal States
3500 3000
3000
2500
2500
2000
2000
1500
1500
1000 1000
500 500
0 0
2011 2012 2013 2014 2015 2016 2017 2011 2012 2013 2014 2015 2016 2017
EU Flag Non EU Flag EU Coastal State Non EU Coastal State
19 675 ships flagged under an EU Member State were involved

in a marine casualty or incident. In 16 679 cases, at least one coastal State was reported to be
affected by the marine casualty or incident. Considering the
29 EU Member States were involved as flag of the ship, Slovenia being not total number of marine casualties and incidents (20616), this
affected over the 2011 - 2017 period. means that 80.9% of the accidents happened in territorial
seas or internal waters.
3 475 ships flagged under a total of 105 non-EU countries were involved in a
marine casualty or incident.
The flag of 114 ships was not identified.
46
The grand total of incidents where a coastal States was affected was 16 722, as Other than flag States or coastal States as described
more than one Coastal State can be affected by the same marine casualty or previously, in 1 259 marine casualties and incidents, at least
incident. one substantially interested State was reported. Considering
the total number of marine casualties and incidents (20 616),
25 EU Member States were involved as a coastal State 14 529 times. Austria, a State different from the flag or the coastal State was
Czech Republic, Hungary, Luxembourg and Slovakia were the five EU Member interested in 13% of marine casualties and incidents.
States not involved.
The significant increase of substantially interested states
144 non-EU countries were reported as coastal State 2 798 times. could be explained by a more accurate identification of
entities other than the flag State or the coastal State, as well
As with EU flag ships, there is a higher ratio of EU coastal States affected by a as a better knowledge of the EU and international legislation
marine casualty or incident in comparison with non-EU coastal States. Again, it on casualty investigation by such entities.
should be noted that marine casualties and incidents in coastal waters of non-EU
countries and not involving EU flagged vessels or substantial EU interests are not A total of 1 346 substantially interested States were registered, bearing in mind
covered by the AI Directive. that a single occurrence can involve more than one substantially interested State.
Figure 47: Distribution of substantially interested States (SIS) other than flag 25 EU Member States were involved as substantially interested States 409 times,
or coastal States while Austria, Bulgaria, Czech Republic, Slovakia and Slovenia were not affected.
250 94 non-EU countries were substantially interested States 937 times.
200
150
100
50
0
2011 2012 2013 2014 2015 2016 2017
EU OIS Non EU OIS
47
CHAPTER 3
CARGO SHIPS
FIGURES FOR 2017

Grounding/stranding, ISLAY TRADER, ship damaged, 8/10/2017
1460 27 25 279 0 1584 64

48
Cargo ships
3.1 DETAILED DISTRIBUTION
Figure 48: Distribution of cargo ships involved
The sub-subcategory most frequently

Chemical tanker involved was general cargo (32.3%),
followed by container ships (17.6%) and
bulk carriers (15.5%).
Oil tanker
Other Liquid Cargo
Bulk Carrier
Container Ship
General Cargo
Ro-Ro Cargo
Other Solid Cargo
Other / Unspecified Cargo
0 100 200 300 400 500 600
2011 2012 2013 2014 2015 2016 2017
49
Figure 49: Main places of casualties involving cargo ships for 2011-2017
Accomodations Bridge
3% 1.6%
Forecastle deck Others
5.9% 31.1%
Outside decks
6.6%
Over side Engine room

13.4% 23%
Cargo areas
7%
Bulbous
2.9%
Ballast tank
2.5% Freeboard deck
3.4%
Equipment failure, TRAPEZITZA, ship damaged, 22/01/2017

Places were specified in 9892 cases. The main location of marine
casualties and incidents was the engine room (23%), followed by
over side (13.4%).
50
Cargo ships
Figure 50: Average age by type of cargo ships involved 2011-2017 Figure 51: Age distribution of cargo ships involved for 2011-2017
3000
Chemical tanker
Oil tanker
2500
Other Liquid Cargo
Solid Cargo 2000
Bulk Carrier
1500
Container Ship
General Cargo 1000

Ro-Ro Cargo
Other Solid Cargo 500
Other/Unspecified Cargo
0
0 5 10 15 20 25
5 10 15 20 25 30 35 40 45 50+
The youngest ship category is container ship (10.3 years) The average age of cargo ships involved in casualties and
while the oldest is other solid cargo (21.2 years). incidents was 13.7 years over the period 2011-2017.
51
Figure 52: Average GT of cargo ships involved by main category for 2011-2017 Figure 53: GT distribution of cargo ships involved for 2011-2017
2500
Chemical tanker
2000
Oil tanker
Other Liquid Cargo 1500

Bulk Carrier
1000
Container Ship
General Cargo 500
Ro-Ro Cargo
0
Other Solid Cargo
500
16000
150000
12000
36000
44000
4000
120
8000
20000
24000
28000
32000
40000
48000
65000
75000
95000
85000
55000
Other / Unspecified Cargo
0 10000 20000 30000 40000 50000
The average gross tonnage (GT) of cargo ships involved in

General cargo ships had the lowest average GT (7355), while marine casualties is 23181. A peak of ships with GT around
container ships represented the highest average GT (45183). 4000 is in line with the average GT of general cargos involved,
this size of cargo ships representing the main part of the cargo
fleet.
52
Cargo ships
3.2 NATURE OF MARINE CASUALTIES AND INCIDENTS
3.2.1 CASUALTY WITH A SHIP
Figure 54: Distribution of severity per cargo ship type for 2011-2017
For cargo ships, the number of very

serious casualties with a ship, as a
Chemical Tanker proportion of all reported casualties
and incidents involving cargo ships,
is lower (2.1%) than the average for
Oil Tanker all ship types (3.8%).
35.6% of the casualties and

Other liquid cargo incidents were related to general
cargo ships.
Bulk Carrier
Container Ship
General Cargo
Ro-Ro Cargo
Other Solid cargo
Other / Unspecified cargo
0 200 400 600 800 1000 1200 1400 1600 1800
Very serious Serious Less Serious Marine incident 53

Figure 55: Distribution of casualty events per cargo ship type for 2011-2017
Loss of control represents 24.4%

Capsizing/Listing of the events involving cargo ships,
followed by collision (20.4%) and
contacts (19.2%).
Collision
Contact
Damage to ship or equipment Chemical tanker

Oil tanker
Fire/Explosion Other Liquid Cargo

Bulk Carrier
Container Ship
Flooding/Foundering General Cargo
Ro-Ro Cargo
Grounding/stranding Other Solid Cargo
Other Cargo
Hull failure
Loss of control
Missing
0 100 200 300 400 500 600 700 800
54
Cargo ships
3.2.2 OCCUPATIONAL ACCIDENT
Figure 56: Severity of occupational accidents per cargo ship type 2011-2017
The proportion of very serious

occupational accidents is higher (7.5%)
Chemical Tanker than the average for all ship types
(4.5%). 22.3% of the cases were related
to general cargo ships and 20.5% to
Oil Tanker container ships.
Other liquid cargo
Bulk Carrier
Container Ship
General Cargo
Ro-Ro Cargo
Other Solid cargo
0 50 100 150 200 250 300
55
Figure 57: Distribution of deviations per cargo ship type for 2011-2017
Slipping and falls of persons

was the most frequent deviation
Body movement under (35.5%)proportion.

any physical stress
Breakage, bursting, splitting, fall,

collapse of Material Agent
Chemical tanker
Deviation by overflow, overturn, leak,
Oil tanker
flow, vaporisation, emission
Other Liquid Cargo
Bulk Carrier
Deviation due to electrical problems, Container Ship
explosion, fire General Cargo
Ro-Ro Cargo
Other Solid Cargo
Loss of control of machine, means Other Cargo
of transport, handling equipment.

- Fall of persons
0 50 100 150 200 250
56
Cargo ships
3.3 LOCATION OF MARINE CASUALTIES AND INCIDENTS
This section provides information about the location of cargo ships when marine casualties or incidents occurred.
3.3.1 VOYAGE SEGMENTS
Figure 58: Distribution by voyage segment
The departure phase remained

the safest voyage segment over
Anchored or alongside the period (10.4% of the cases).
Arrival
Departure
Mid-water
Transit
Unknown
0 100 200 300 400 500
2011 2012 2013 2014 2015 2016 2017
57
Figure 59: Distribution by voyage segment per cargo ship type for 2011-2017
Distribution of marine casualties and

Chemical tanker incidents is similar across the voyage
segments for all cargo ship types.
Oil tanker
Other Liquid Cargo
Bulk Carrier
Container Ship
General Cargo
Ro-Ro Cargo
Other Solid Cargo
Other Cargo / Unspecified
0 100 200 300 400 500 600 700 800

58
Cargo ships
3.3.2 LOCATION
45.1% of the casualties took place

Coastal waters <= 12 nm in port areas, followed by 21.9% in
coastal waters.
Inland Waters - Channel
Inland Waters - Others
Other - Unspecified
0 100 200 300 400 500 600 700 800
2011 2012 2013 2014 2015 2016 2017
59
Figure 61: Distribution by location of marine casualties and incidents per cargo ship type 2011-2017
All types of cargo ships have the highest

Chemical tanker numbers of casualties and incidents
within internal waters (56.7%).
Oil tanker
Other Liquid Cargo
Bulk Carrier
Container Ship
General Cargo
Ro-Ro Cargo
Other Solid Cargo
0 250 500 750 1000 1250 1500 1750 2000

Open sea Other/Unspecified
60
Cargo ships
Grounding/stranding, GOODFAITH, ship lost, pollution, 11/02/2015
61
Figure 62: Regional distribution of marine casualties and incidents for 2011-2017
4 2
100
19
15
5030
25
74 921 3
21
1017
52
125
8
139 208
1 125 454
5
3 23
133
1 47 2
2 58
117 6
53
16
7
More than 100 accidents

62
Cargo ships
Figure 63: Distribution of marine casualties and incidents within the territorial sea and internal waters of EU Member States for 2011-2017
1 39 5
1
52 1
2 52
5 165
1 3
29
28
1 178
224 1871
158
1143
1 9 1182
29
4 61 5
221
114
1 24 43 21
577
407
245
95
4
27
12
63
3.4 ACCIDENTAL EVENTS

AND CONTRIBUTING FACTORS
Figure 64: Accidental Events 2011-2017
Among the 781 accidental events

related to cargo ships, human
erroneous actions were quoted most
often (60.8%), followed by equipment
Equipment Failure
failure (20.1%).
Hazardous Material
Unknown
0 100 200 300 400 500
64
Cargo ships
Figure 65: Relationship between Accidental Events and the main Contributing Factors for 2011-2017
For almost all accidental events,

shipboard operation appeared to be the
Environmental Effect most significant contributing factor
(76.4%).
Equipment Failure
Hazardous Material
0 200 400 600 800 1000
Shore management Shipboard operation
65
Figure 66: Groups of contributing factors for 2011-2017
Supervision
Equipment Failure
Regularoty activities
Hazardous Material
Work place

Supervision

Operations management
0 200 400 600 800 1000 1200
Main group Other groups
This figure indicates the contributing factor that was most

quoted per category of accidental event. For example,
supervision was most quoted as the significant contributing
factor when the accidental event was human erroneous action
and environmental effect.
66
Cargo ships
3.5.2 CONSEQUENCES TO PERSONS

3.5 CONSEQUENCES
3.5.2.1 FATALITIES
3.5.1 CONSEQUENCES TO SHIPS
Figure 68: Number of fatalities
Figure 67: Cargo ships lost
10 80
70
8
60
6
50
4 40
30
2
20
0
2011 2012 2013 2014 2015 2016 2017 10
0
2011 2012 2013 2014 2015 2016 2017
Among cargo ships that were lost, 62.5% were general cargo.
In addition to the continuous decrease noted since 2013 no Crew Passenger Other Total
cargo ship has been reported lost for the second consecutive
year.
The number of fatalities on board cargo ships continued
decreasing since 2016.
Fatalities of crew comprised 89.3% of cases.
67
Figure 69: Distribution of fatalities per cargo ship type
A higher number of fatalities occurred

Chemical tanker on board general cargo ships (30.7%)
across the period. The number of
fatalities was very high on board
Oil tanker ro-ro cargo ships in 2015, due to the
sinking of El Faro on 2/10/2015 with
33 victims.
Other Liquid Cargo
Bulk Carrier
Container Ship
General Cargo
Ro-Ro Cargo
Other Solid Cargo
0 5 10 15 20 25 30 35 40
2011 2012 2013 2014 2015 2016 2017
68
Cargo ships
3.5.2.2 INJURIES Figure 71: Distribution of injuries by cargo ship type
Figure 70: Number of injuries

Chemical
Tanker
350
Oil Tanker
300
250 Other
Liquid Cargo
200 Bulk Carrier
150
Container Ship
100
General Cargo
50
0 Ro-Ro Cargo
2011 2012 2013 2014 2015 2016 2017
Other
Crew Passenger Other Total Solid Cargo
Other Cargo/
The number of injuries has been stable with an average Unspecified
number of 251 per year among the crew category. 0 20 40 60 80 100
2011 2012 2013 2014 2015 2016 2017
While 25.6% of injuries happened on board general cargo

ships, container ships also accounted for 22.4%.
69
CHAPTER 4
FISHING VESSELS
FIGURES FOR 2017

Flooding, ELSA MARIA, ship lost, 2/11/2017
533 23 13 203 6 590 26

70
Fishing vessels
The directive only applies to marine casualties and incidents involving fishing 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

Dredger
Gillnetter
Liner
Among fishing vessels

involved, the most
specified subcategory Multipurpose
was trawlers (59.5)%.
Potter
Seiner
Trawler
Other / Unspecified
0 50 100 150 200 250 300 350 400
2011 2012 2013 2014 2015 2016 2017

71
Figure 73: Main places of casualties involving fishing vessels 2011-2017
3088 places were specified in 2895 cases.

The most quoted location of casualties was
outside decks (720 cases), followed by engine
room (679 cases).
Wheel house
2.6%
Engine room
22%
Accomodation
2.6%
Propeller/Ruddler
Over side 4.7%
11.1% Others
26.8%
Forecastle deck
2.4% Outside decks
Cargo areas 23.3%
3.1%
72
Fishing vessels
Figure 74: Average age by type of fishing vessels involved 2011-2017 Figure 75: Age distribution of involved fishing vessels for 2011-2017
500
700
450
Dredger
600400
Gillnetter 350
500
300
Liner
400250
Multipurpose 200
300
150
Potter
200100
50
Seiner
100
0
Trawler 5 10 15 20 25 30 35 40 45 50 55 60 70 100
0
15
18
45
60
65
70
75
90
21
30
42
24
27
33
36
39
50
55
80
190
100
Other The average age of fishing vessels involved in casualties and
incidents was 25.5 years over the 2011-2017 period.
0 5 10 15 20 25 30 35
The youngest ship category is liner (21.8y) while the oldest is

dredgers (31.4y).
73
Figure 76: Average length of fishing vessels involved by main category Figure 77: Length distribution of fishing vessels involved for 2011-2017
for 2011-2017
700
Dredger
600
Gillnetter
Liner
500
Multipurpose
Potter 400
Seiner
300
Trawler
Other
200
0 5 10 15 20 25 30 35
100
All types of fishing vessels had an average length between
15 and 30m. 0
15
18
60
65
70
75
90
21
24
27
30
33
36
39
42
45
50
55
80
190
100
The average length of fishing vessels involved was 28.7m.
The vast majority of fishing vessels fell within the
18-24m segment.
74
Fishing vessels

Figure 78: Distribution of severities per fishing vessel type for 2011-2017 Among all fishing vessels, 56.4% of the
casualties with a ship involved a trawler.
The rate of very serious casualties with
Dredger a ship on board fishing vessels, is much
higher (12.8%) than the general average
for all ship types (3.8%).
Gillnetter
Among all fishing vessels, 52.3% of
the very serious casualties involved
trawlers. Within the trawler category,
Liner 8.4% of the accidents were very serious.
Multipurpose
Potter
Seiner
Trawler
Other
0 100 200 300 400 500

75
Figure 79: Distribution of casualty events per fishing vessel type for 2011-2017
The two most quoted categories

of casualty events were collision
Capsizing/Listing and loss of control of propulsion
power.
Collision
Contact

Dredger
Gillnetter
Liner
Fire/Explosion
Multipurpose
Potter
Flooding/Foundering Seiner
Trawler
Other
Grounding/stranding
Hull failure
Loss of control
0 50 100 150 200 250 300 350 400 450
76
Fishing vessels
4.2.2 OCCUPATIONAL ACCIDENTS
Figure 80: Severity of occupational accidents per fishing vessel type for 2011-2017
64.3% of the occupational accidents

took place on board trawlers. Within this
Dredger category, 5.1% of the events were very
serious.
Gillnetter The rate of very serious occupational

accidents related to fishing vessels is
5.3%, slightly above the general average
Liner of 4.5% for all ship types.
Multipurpose
Potter
Seiner
Trawler
Other
0 50 100 150 200 250 300 350 400
77
Figure 81: Distribution of deviations per fishing vessel type for 2011-2016
Deviations on board fishing vessels

were equally distributed between
Body movement under
slipping/falling of persons and loss
of control of equipment.

any physical stress

Dredger
flow, vaporisation, emission Gillnetter
Liner
Deviation due to electrical problems, Multipurpose
explosion, fire Potter
Seiner
Loss of control of machine, means Trawler
of transport, handling equipment. Other

- Fall of persons
0 50 100 150 200
78
Fishing vessels
4.3 LOCATION OF MARINE CASUALTIES

AND INCIDENTS
This section provides information about the location of the fishing vessels when marine casualties or incidents occurred.
Figure 82: Distribution by voyage Anchored or alongside

segment
50.2% of casualties to
fishing vessels occurred Arrival
during the mid-water phase
of the voyage, when fishing
operations take place.
Departure
Mid-water
Transit
Unknown
0 50 100 150 200 250 300 350
2011 2012 2013 2014 2015 2016 2017

79
Figure 83: Distribution by voyage segment per fishing vessel type for 2011-2017
A predominance of accidents for

Dredger
all types of fishing vessels during
the mid-water part of the voyage
is notable.
Gillnetter
Liner
Multipurpose
Potter
Seiner
Trawler
Other
0 100 200 300 400 500 600 700 800 900

80
Fishing vessels
4.3.2 LOCATION
42.8% of the casualties took

Coastal waters <= 12 nm place in coastal waters, followed
by 25.2% in open sea within the
EEZ.
Inland Waters - Channel
Inland Waters - Others
Other - Unspecified
0 50 100 150 200 250 300
2011 2012 2013 2014 2015 2016 2017
81
Figure 85: Distribution by location of the marine casualties and incidents per
fishing vessel type for 2011-2017
Dredger
Gillnetter
Liner
Multipurpose
Potter
Seiner
Trawler
Other Fire/explosion, PORZ STREILHEN, ship lost, 28/11/2017
0 100 200 300 400 500 600 700 800

Open sea Unknown
For all fishing vessel types, accidents mostly took place in

coastal waters or open sea.
82
Fishing vessels
4 68
2
5
14
2174
275
2 19
10
1
9
3 62
1
3
2
5
1
5 7
1 More than 100 accidents
83
17
13
56
3
2 8
2
1 1
2
78
244 9 2
6
290 153
19
46 3
287
518
1
328
120
87
6
19 62
86
1 1
20
84
Fishing vessels
Figure 89: Relationship between Accidental Events and the main Contributing
4.4 ACCIDENTAL EVENTS AND Factors for 2011-2017
CONTRIBUTING FACTORS
Figure 88: Accidental events for 2011-2017 Environmental Effect
Equipment Failure
Equipment Failure
Hazardous Material
Hazardous Material

0 50 100 150 200 250
Unknown Shore management Shipboard operation
0 50 100 150 200
From a total of 338 accidental events analysed during the On board fishing vessels, shipboard operations were the most
investigations, 54.4% were attributed to a Human Erroneous quoted contributing factor with 67.7% of the total.
Action.
85
Figure 90: Groups of Contributing Factors for 2011-2017
This figure provides the contributing

factor that was most quoted per category
Environmental Effect of accidental event. For example,
Personnel “emergency preparedness” was quoted as
the most significant contributing factor
Equipment Failure when the accidental event was equipment
Emergency preparedness failure.
Hazardous Material
Design

Personnel

Design
0 50 100 150 200 250 300 350
Main category Other subcategories
86
Fishing vessels

4.5 CONSEQUENCES
4.5.2.1 FATALITIES
Figure 91: Fishing vessels lost
60 60
25
50 50
20
40 40
15
30 30
10
20 20
5
10 10
0
2011 2012 2013 2014 2015 2016 2017 0 0
2011 2012 2013 2014 2015 2016 2017
After four years of rising figures the number of fishing vessels
has now been decreasing in 2015. Crew Passenger Other Total
Among them, 55.5% were trawlers. Over the 2011-2016 period, the number of fatalities increased
and as many as 55 fishers lost their lives in 2016.
A significant decrease in the number of fatalities was noted in

2017 when 13 lives were lost.
87
Figure 93: Distribution of fatalities per fishing vessel type 4.5.2.2 INJURIES

Dredger
300 300
Gillnetter
250 250
Liner
200 200
Multipurpose 150
150
Potter 100 100
50 50
Seiner
0 0
Trawler 2011 2012 2013 2014 2015 2016 2017

Other
0 5 10 15 20 25 30 35 40 Over the 2011-2017 period, the annual average number of

people injured stands at 157.
2011 2012 2013 2014 2015 2016 2017 A regular increase was noted since 2015.
59.5% of the fatalities occurred on board trawlers.
88
Fishing vessels
Figure 95: Distribution of injuries by fishing vessel type
Dredger
Gillnetter
Liner
Multipurpose
Potter
Seiner
Trawler
Other
0 40 80 120 160 200 240
2011 2012 2013 2014 2015 2016 2017
63.5% of the injuries took place on-board trawlers.
89
CHAPTER 5
PASSENGER SHIPS
FIGURES FOR 2017

Grounding/stranding, ZLATINI ZAL, ship damaged, 1/04/2017
832 6 3 376 0 872 17

90
Passenger ships
The directive does not apply to marine casualties and incidents involving only 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 occurrence
together with a ship which is covered by the directive.
Among the passenger ships involved,

the most quoted subcategory was
OP Domestic
‘passenger and ro-ro cargo’ ships
(also known as ‘Ferries’) during
OP International domestic voyages (49.3%) followed
by ships carrying only passengers on
international voyage (16.5%).
OP Port or internal waters
Figure 96: Distribution of passenger ship types
involved
OP Unspecified
Passenger and general cargo
PRC Domestic
PRC International
PRC Port or internal waters
PRC Unspecified
OP: Passenger ship carrying only passengers
PRC: Passenger ship carrying passengers
Other / Unspecified and ro-ro cargo
(acronyms used throughout chapter)
0 100 200 300 400 500 600
2011 2012 2013 2014 2015 2016 2017

91
Figure 97: Main places of casualties involving passenger ships for 2011-2017
Accomodation
Bridge
9.6%
1.6%
Other decks
4.8%
Other
Forecastle deck
1.9% 24.4%
Over side
14.7%
Cabin space
Propeller/rudder/thruster
5.1% 3.4%
Restaurant/bar/theather Engine room
3% 20.4%
Boat deck
4.5%
The place on board was specified in 5 248 cases. The most Cargo & tank areas
quoted location of accidents was the engine room (1 068 2.1%
cases), followed by over side (773 cases). Ro-Ro vehicle deck ramp
Vehicle cargo space
1.7%
3%
92
Passenger ships
Figure 98: Average age by type of passenger ships involved 2011-2017 Figure 99: Age distribution of passenger ships involved for 2011-2017
900
OP Domestic
OP International 800
OP Port or internal waters 700
OP Unspecified 600
Passenger and general cargo 500
PRC Domestic 400

PRC International 300
PRC Port or internal waters 200
PRC Unspecified
100
Unspecified
0
0 5 10 15 20 25 30 35 40 5 10 15 20 25 30 35 40 45 50 55 60 70 85 100 160
The youngest ship category is PRC in international voyage The average age of passenger ships involved in casualties and
(18.1y) while the oldest is OP port or internal waters (39.7y). incidents was 22.5 years over the 2011-2017 period.
93
Figure 100: Average GT of passenger ships involved by main category for Figure 101: GT distribution of passenger ships involved for 2011-2017
2011-2017
700
OP Domestic
OP International 600

500
OP Unspecified

400
PRC Domestic
PRC International
300
PRC Unspecified 200
Unspecified
0 20000 40000 60000 80000 100
Passenger ships operating in port or internal waters had the

lowest GT average (500), while passenger ships carrying only 0
100
passengers on international voyages represented the highest
500
4000
8000
12000
16000
20000
32000
36000
90000
40000
50000
120000
70000
28000
24000
GT average (70 900).
The average gross tonnage of passenger ships involved in

marine casualties is 24 450. Various categories of passenger
ships can be identified in the figure above: lowest GT for port
operations, PRC International (ferries) around 32 000 and OP
international around 80 000.
94
Passenger ships

Figure 102: Distribution of severities by passenger ship type for 2011-2017
The rate of passenger ships involved

OP Domestic in a very serious casualty with a ship
remained low (1.8%) in comparison
with the general average for all ship
OP International
types (3.8%).
OP Unspecified
PRC Domestic
PRC International
PRC Unspecified
Other / Unspecified
0 50 100 150 200 250 300 350 400 450

95
Figure 103: Distribution of casualty events per passenger ship type for 2011-2017
Navigational accidents (collision,

contact and grounding) represented
Capsizing/Listing 46.5% of events that affected
passenger vessels.
Collision
Contact
OP Domestic
OP International
OP Unspecified
Fire/Explosion PRC Domestic
PRC International
PRC Domestic
Flooding/Foundering PRC Unspecified
Unspecified
Grounding/stranding
Hull failure
Loss of control
0 50 100 150 200 250
96
Passenger ships
5.2.2 OCCUPATIONAL ACCIDENTS
Figure 104: Severity of occupational accidents per passenger ship type 2011-2017
Occupational accidents happened

mainly on board ships carrying only
OP Domestic
passengers on international voyages
or on board ships carrying passengers
OP International and roro cargo.
The number of very serious
occupational accidents is much lower
(1.8%) than the general average
(4.5%).
OP Unspecified
PRC Domestic
PRC International
PRC Unspecified
Other / Unspecified
0 100 200 300 400 500
97
Figure 105: Distribution of deviations per passenger ship type for 2011-2017
Slipping and falling of person is the

OP Domestic most significant deviation (51.5%) on
board passenger ships.
OP International
OP Port or internal waters Body movement under

OP Unspecified Body movement without

any physical stress
fall, collapse of Material Agent
PRC Domestic leak, flow, vaporisation, emission
PRC International explosion, fire
- Fall of persons
PRC Unspecified
Unspecified / Other
Other / Unspecified
0 50 100 150 200 250 300 350 400
98
Passenger ships
This section provides information about the location of the ships when marine casualties or incidents occurred.

The number of occupational accidents

on board passenger ships has slightly
Anchored or alongside decreased in 2017 (832 cases, against
874 in 2016). The arrival phase of a
voyage has been in general the least
safe one.
Arrival
Departure
Mid-water
Transit
Unknown
0 50 100 150 200 250 300 350

99
2011 2012 2013 2014 2015 2016 2017
Figure 107: Distribution by voyage segment per passenger ship type for 2011-
2017
Apart from passenger and ro-ro
cargo on international voyages, the
OP Domestic
predominance of casualties during the
mid-water and arrival phases is clear,
OP International just ahead of when ships are anchored
or alongside.
OP Unspecified
Anchored or alongside
Arrival
Departure
PRC Domestic Mid-water
Transit
PRC International Unknown
PRC Unspecified
Unspecified
0 50 100 150 200 250 300
100
Passenger ships
5.3.2 LOCATION
Figure 108: Distribution by location of the marine casualties and incidents

53.6% of the casualties took place in
internal waters and port areas, followed
by 26.1% in coastal waters.
Arrival
Departure
Mid-water
Transit
Unknown
0 50 100 150 200 250 300 350
2011 2012 2013 2014 2015 2016 2017
101
Figure 109: Distribution by location per passenger ship type for 2011-2017
For all types of passenger

OP Domestic ships, the majority of
casualties took place in
internal waters (60% of all
OP International cases).
OP Unspecified
PRC Domestic
PRC International
PRC Unspecified
Unspecified
0 100 200 300 400 500 600 700 800

Open sea Unknown
102
Passenger ships
12
85
4 250
2 13
23
17
22 3778 23
4 17 5 36
6
68 87
1
4
40
9
6
64
2
1 1
3 327
2
103
21
53
4
3 152
10
95
1 272 12
30
218 14
530
110 497
1 707
1
2
4 12
9
218
2
18 140
74
1 891
10
24
1
104
Passenger ships
5.4 ACCIDENTAL EVENTS AND factors 2011-2017
Figure 112: Accidental events for 2011-2017 Environmental Effect
Environmental Effect Equipment Failure
Equipment Failure
Hazardous Material
Hazardous Material

0 50 100 150 200 250 300

Unknown
0 50 100 150 200 Shore management Shipboard operation
From a total of 319 accidental events analysed during the Shipboard operations represented the main contributing
investigations 51.4% were attributed to a human erroneous factor with 64.7% of the total.
action.
105
Figure 114: Groups of Contributing Factors for 2011-2017
Environmental conditions
Equipment Failure
Supervision
Hazardous Material
Work place + Maintenance

Supervision

0 50 100 150 200 250 300 350 400
This figure provides the most quoted contributing factor per category
of accidental event. For example, ‘supervision’ was quoted as the most
significant contributing factor when the accidental event was ‘human
erroneous action’ or ‘equipment failure’.
106
Passenger ships

5.5 CONSEQUENCES
5.5.2.1 FATALITIES
Figure 115: Passenger ships lost
40 40
5
35 35
4 30 30
25 25
3
20 20
2
15 15
1 10 10
0
5 5
2011 2012 2013 2014 2015 2016 2017 0 0
2011 2012 2013 2014 2015 2016 2017
Among the 13 passenger ships that were lost, eight were Crew Passenger Other Total
passenger ships ‘carrying only passengers’.
Since the year 2012, the number of fatalities has regularly
Since 2014, the number of passenger ships lost has been on decreased.
the decrease and it was noted that no passenger ships were
lost in 2017. 58% of the victims were passengers.
107
Figure 117: Distribution of fatalities per passenger ship type
Besides the two major events, Costa

OP Domestic Concordia in 2012 and Norman Atlantic
in 2014, fatalities occurred evenly
across the passenger ship types.
OP International
OP Unspecified
PRC Domestic
PRC International
PRC Unspecified
Unspecified
0 5 10 15 20 25 30 35
2011 2012 2013 2014 2015 2016 2017
108
Passenger ships
5.5.2.2 INJURIES
500 500
450 450
400 400
350 350
300 300
250 250
200 200
150 150
100 100
50 50
0 0
2011 2012 2013 2014 2015 2016 2017
After three years of continuous decrease of injuries, the

number of victims increased in 2017 to 376.
Injuries happened mainly to seafarers (55.4%).
109
Figure 119: Distribution of injuries per passenger ship type
A similar number of the injuries took

OP Domestic place on board passenger ships carrying
only passengers and those transporting
vehicles.
OP International
OP Unspecified
PRC Domestic
PRC International
PRC Unspecified
Unspecified
0 50 100 150 200
2011 2012 2013 2014 2015 2016 2017
110
Passenger ships
Grounding/stranding, SURPRISE, ship damaged, 15/05/2016
111
CHAPTER 6
SERVICE SHIPS
FIGURES FOR 2017

Capsizing, L-242, ship lost, two fatalities, 8/12/2017
333 8 6 111 0 404 13

112
Service ships
The directive does not apply to marine casualties and incidents involving only 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 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 the directive.
The main subcategory was tugs (24.1%),

followed by dredgers (15.2%) and Dredger
offshore supply ships (13.2%).
The number of service ships involved Floating platform

in 2017 was equal to the one in 2016
(405 ships). Multi-purpose
Figure 120: Distribution of service ship types
involved Offshore supply ship
Other offshore ship
Research ship
SAR craft
Special purpose ship
Tug (Towing/Pushing)
Other
0 20 40 60 80 100 120 140
2011 2012 2013 2014 2015 2016 2017 113

Figure 121: Main places of casualties involving service ships 2011-2017 Figure 122: Average age by type of service ship involved for 2011-2017
Others Dredger
36%
Floating platform
Bridge
2.5% Multi-purpose
Forecastle deck Offshore supply ship

4.1%
Engine Room
14.5% Other offshore ship
Research ship
SAR craft
Outside decks
17.6%
Accomodation Special purpose ship
4.2% Cargo & tank areas
3.1%
Over side Tug (Towing/Pushing)
18%
Other/Unspecified
0 5 10 15 20 25
Places were specified in 3020 cases. The main location of The youngest ship category is multi-purpose ship (8y) while
casualties was over side (543 cases) followed by outside desks the oldest is research ship (23.7y).
(532) and engine room (439 cases).
114
Service ships
Figure 123: Age distribution of service ships involved for 2011-2017
800
700
600
500
400
300
200
100
0
5 10 15 20 25 30 35 40 45 50 55 60 80 100 120
The average age of service ships involved in casualties and

115
Figure 124: Average length of service ships involved by main category 2011- Figure 125: Length distribution of service ships involved for 2011-2017
2017
600
Dredger 500
Floating platform
400
Multi-purpose
300
Offshore supply ship
200
Other offshore ship
100
Research ship
0
SAR craft
10 20 30 40 50 60 70 80 90 100 120 140 160 200 400
The average length of service ships involved was 58.6m. A
Tug (Towing/Pushing) peak of incidents involving ships with a length of between
20m and 40m was noted.
Other / Unspecified
0 20 40 60 80 100 120
The ships with the shortest length were search and rescue
craft, and the longest were dredgers.
116
Service ships
6.2 NATURE OF MARINE

CASUALTIES AND INCIDENTS
Figure 126: Distribution of severity by service ship type for 2011-2017
The rate of very serious casualties with a ship is

lower (3.4%) to the general average for all ship
Dredger
types (3.8%).
Other offshore ship
Research ship
Other / Unspecified
0 50 100 150 200 250 300 350 400
117
Figure 127: Distribution of casualty events per service ship type for 2011-2017
Navigational accidents (collision,

Capsizing/Listing
contact and grounding) are the
main casualty events (57%) across
all the service ship types.
Collision
Contact
Dredger
Fire/Explosion Offshore supply ship
Other offshore ship
Research ship
Flooding/Foundering Special purpose ship
Other / Unspecified
Grounding/stranding
Hull failure
Loss of control
0 50 100 150 200 250
118
Service ships
Figure 128: Severity of occupational accidents per service ship type 2011-2017
The number of very serious

occupational accidents on board
Dredger service ships is lower (3.3%) than the
average for all ship types (4.5%).
Other offshore ship
Research ship
Other / Unspecified
0 50 100 150 200 250
119
Figure 129: Distribution of deviations per service ship type for 2011-2017
Slipping and falling of persons

is the most significant deviation
Body movement under (38%), generally on board all
or with physical stress service ships.

any physical stress

Dredger
flow, vaporisation, emission Offshore supply ship
Other offshore ship
Deviation due to electrical problems, Research ship
explosion, fire Special purpose ship
Loss of control of machine, means Other / Unspecified
of transport, handling equipment.

- Fall of persons
0 20 40 60 80 100 120
120
Service ships
Figure 130: Distribution by voyage segment Anchored or alongside

Despite a significant decrease of
casualties involving service ships in
2013, the mid-water phase has been
the least safe voyage phase. Arrival
Departure
Mid-water
Transit
Unknown
0 50 100 150 200
2011 2012 2013 2014 2015 2016 2017
121
Figure 131: Distribution by voyage segment per service ship type for 2011-2017
Apart from the dredgers that

had casualties mainly when
Anchored or alongside anchored or alongside, all other
types of service ships had
casualties during the mid-water
phase of the voyage.
Arrival
Departure Dredger
Offshore ship
Research ship
Mid-water Tug (Towing/Pushing)
Other / Unspecified
Transit
Unknown
0 50 100 150 200
122
Service ships
6 3.2 LOCATION
43.6% of casualties took place

in internal waters and port
Coastal waters <= 12 nm areas, followed by 29.6% in
coastal waters.
Inland Waters - Channel, river, lake
Other - Unspecified
0 50 100 150 200 250
2011 2012 2013 2014 2015 2016 2017
123
Figure 133: Distribution by location of the marine casualties and incidents per service ship type for 2011-2017
Internal waters and port areas were

by far the main location of accidents
whatever the type of service ship.
Coastal waters <= 12 nm
Inland waters
Internal waters
Open sea
Unknown
0 50 100 150 200 250 300 350 400
Dredger Offshore ship

Research ship Special purpose ship
Tug (Towing/Pushing) Other /Unspecified
124
Service ships
Figure 134: Global distribution of marine casualties and incidents for 2011-2017
1 1 10
1984
2 4
1
5 124 133
8
2 24
15
1 3
26
1
118
65 2
28
9
11

125
11
3
5
2
1
25
1 22
63
1
34 20
41
90
528 30
1 427
1
1 678
25
1 33 2
13 58
1 1
37 52
11 13
126
Service ships
6.4 ACCIDENTAL EVENTS AND factors for 2011-2017
Figure 136: Accidental events for 2011-2017
Equipment Failure
Hazardous Material
Equipment Failure
Hazardous Material Human Erroneus Action
Human Erroneus Action Other Agent or Vessel
Other Agent or Vessel 0 20 40 60 80 100 120
Unknown Shore management Shipboard operation

0 20 40 60 80 100 120
When reported, shipboard operations represented the main

From a total of 156 accidental events analysed during the contributing factor with 60% of the total.
investigations 62.2% were attributed to a human erroneous
action.
127
Supervision
Equipment Failure
Supervision
Hazardous Material
Inadequate tools & equipment

Supervision

0 50 100 150 200
Main category Other groups
This figure provides the most quoted contributing factor

per category of accidental event. For example, ‘inadequate Collision, BOA HEIMDAL and a recreational craft, ship damaged, one fatality, 18/07/2014
tools and equipment’ was quoted as the most significant

contributing factor when the accident event was ‘hazardous
material’.
128
Service ships

6.5 CONSEQUENCES
6.5.2.1 FATALITIES
Figure 139: Service ships lost
10 10
4 9 9
8 8
3 7 7
6 6
5 5
2
4 4
3 3
1
2 2
1 1
0 0 0
2011 2012 2013 2014 2015 2016 2017 2011 2012 2013 2014 2015 2016 2017
After continuously increasing between 2012 and 2015, the Crew Passenger Other Total
number of service ships lost decreased significantly in 2016
and zero loss was recorded in 2017. After an increase of fatalities from 2013 to 2015, the number
of victims has since decreased.
Among the 16 ships sunk, seven were tugs.
Almost all victims were crew members.
129
Figure 141: Distribution of fatalities per service ship type
44% of the fatalities occurred on

board tugs.
Dredger
Floating platform
Multi-purpose
Offshore ship
Other
0 1 2 3 4 5 6 7
2011 2012 2013 2014 2015 2016 2017
130
Service ships
6.5.2.2 INJURIES Figure 143: Distribution of injuries per service ship type
Dredger
200
Floating platform
150
Multi-purpose
100 Offshore ship

50
0
2011 2012 2013 2014 2015 2016 2017 Other
Crew Passenger Other Total 0 1 2 3 4 5 6 7
2011 2012 2013 2014 2015 2016 2017

After an increase of injuries in 2013, the number of persons
injured has decreased for three consecutive years.
The marine casualties and incidents resulting in injuries were
Crew members were the main victims of injuries (93%). equally distributed among the service ship types.
131
CHAPTER 7
OTHER SHIPS
FIGURES FOR 2017

Grounding/stranding, CV24, ship lost, 31/12/2017
143 10 14 49 6 197 28
132
Other ships
The directive does not apply to marine casualties and incidents involving only 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. 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).

Barge
Among the other types of ship involved,
the main subcategory was represented
by recreational sailboats (aux. motor) Historical craft
(31.6%), followed by motorboat (15%) and
recreational sailboats (sail only) (14.7%).
The number of casualties involving such Motorboat

ships has decreased in 2017 (197 cases)
compared with 2016 (236 cases).
Figure 144: Distribution of other ships involved

Inland waterway Passenger
Sailboat (aux. motor)
Sailboat (sail only)
Other / Unspecified
0 20 40 60 80 100 120 140 160 180
2011 2012 2013 2014 2015 2016 2017
133
Figure 145: Main places of casualties involving other type ships for 2011-2017 Figure 146: Average age of other types of ship by category involved
for 2011-2017
Bridge
2.3%
Others
Barge
Forecastle deck 50.4% Outside decks
2% 14.9% Historical craft
Motorboat
Inland Waterway Passenger
Engine room Sailboat (aux. motor)

8.2%
Over side Sailboat (sail only)
16.9% Cargo & tank areas
Other / Unspecified
0.8%
0 10 20 30 40 50 60 70
Accomodation
4.3%
Places were specified in 2016 cases. The main location of The youngest ship category is sailboat with sail only (7.8y)
accidents was over side (340 cases), followed by outside decks while the oldest is historical ships (63y).
(300) and engine room (166).
134
Other ships
Figure 147: Age distribution of other types of ship involved Figure 148: Average length of other types of ship involved by main category
for 2011-2017
400
Barge
350
Historical craft
300 Motorboat
Inland Waterway Passenger
250
200
150 Other/Unspecified
0 10 20 30 40 50 60 70
100
50
With an average length of 60.9m, barges were the longest
ships involved in this category. Sailboats and motorboats were
0
5 10 15 20 25 30 35 40 45 50 55 60 65 70 80 90 100 120 150 the smallest.
The average age of cargo ships involved in casualties and

135
Figure 149: Length distribution of other types of ship involved for 2011-2017
700
600
500
400
300
200
100
0
5 10 15 20 25 30 35 40 45 50 60 70 80 90 100 200
The average length of other types of ships involved was 22.7m.

A peak is noted for ships with a length of around 15m, which
is characteristic for the two main types of ships within this
category: sailboats and motorboats.
136
Other ships
Figure 150: Distribution of severity by other ship type for 2011-2017
The rate of very serious

casualties with a ship is
Barge higher (4.5%) than the
general average (3.8%).
Historical craft
Motorboat
Passenger Inland Waterway
Other / Unspecified
0 50 100 150 200 250 300
Very serious Serious Less Serious Marine incident 137

Figure 151: Distribution of casualty events per other ship type for 2011-2017
The ships within this category,

despite being excluded from the
Capsizing/Listing
scope of Directive 2009/18/EC,
were however recorded as they were
involved in a collision with a ship
Collision falling under the scope. This explains
the very high rate of collisions as a
casualty event.
Contact

Historical craft
Motorboat
Fire/Explosion Passenger Inland vessel
Flooding/Foundering Other / Unspecified
Grounding/stranding
Hull failure
Loss of control
0 50 100 150 200 250
138
Other ships
Figure 152: Severity of occupational accidents per other ship type for 2011-
2017
The rate of very serious occupational
accidents (3.3%) is lower than the
general average for all ship types
Motorboat (4.5%).
Passenger inland waterway
Other / Unspecified
0 10 20 30 40 50 60 70 80 90
139
Figure 153: Distribution of deviations per other ship type for 2011-2017
Slipping and falling of persons

was the most recorded
Body movement under or with deviation that occurred on
physical stress board this category of ships
(50.2%).
any physical stress
Breakage, bursting, splitting, slipping, fall,


flow, vaporisation, emission
Motorboat
Deviation due to electrical problems, Passenger Inland vessel
explosion, fire Sailboat (aux. motor)
Loss of control of machine, means of transport, Other / Unspecified
handling equipment
Slipping - Stumbling and falling -

Fall of persons
Other / Unspecified
0 10 20 30 40 50 60 70 80
140
Other ships
The number of casualties
and incidents has decreased
in 2017 in all phases of the
voyage, apart from during Arrival
departure.
Departure
Mid-water
Transit
Unknown
0 50 100 150 200 250 300
2011 2012 2013 2014 2015 2016 2017

141
Figure 155: Distribution by voyage segment per other ship types for 2011-2017
The mid-water phase of a voyage

is confirmed to be the least safe,
Anchored or alongside irrespective of the ship type.
Arrival
Departure
Mid-water
Transit
Unknown
0 50 100 150 200 250 300
Historical craft Motorboat

Passenger Inland vessel Sailboat (aux. motor)
Sailboat (sail only) Other / Unspecified
142
Other ships
7.3.2 LOCATION
50% of the casualties took

Coastal waters <= 12 nm place in coastal waters,
followed by 28.1% in port areas.
Inland waters - Channel, river, lake
Open Sea - Unspecfied
Other - Unspecified
0 50 100 150 200
2011 2012 2013 2014 2015 2016 2017
143
Figure 157: Distribution by location of marine casualties and incidents per other ship type for 2011-2017
For half of the categories

of ships, coastal waters saw
Historical craft most of the casualties, while
for the other half, casualties
took place in the internal
waters and port areas.
Motorboat
Passenger inland vessel
Other / Unspecified
0 50 100 150 200 250 300 350
Motorboat Passenger Inland vessel

Sailboat (aux. motor) Sailboat (sail only)
Other / Unspecified
144
Other ships
7.3.3 Regional distribution
1
1
926 2
1
1
42 31
3
3
11
2
3 1
11
6
44
2
1
3 7
1 More than 100 accidents
145
1
1
1
1
75
6
13
17
80
714
2
1
1
17
2 13
1 12 12
15
1 1
1 2
5
146
Other ships
7.4 ACCIDENTAL EVENTS AND factors 2011-2017
Due to 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 Equipment Failure
conclusive. However possible conclusions that can be made
follow the conclusions made for the four other categories of
ship. Hazardous Material
Figure 160: Accidental events 2011-2017

Equipment Failure
Hazardous Material 0 20 40 60 80 100 120 140
Human Erroneus Action Shore management Shipboard operation
Other Agent or Vessel When reported, shipboard operations was most quoted as
contributing factor with 60.6% of the total.
Unknown
0 5 10 15 20 25 30 35
From a total of 51 accidental events analysed during the

investigations, 60.8% were attributed to human erroneous
action.
147
This figure indicates the

Environmental Effect contributing factor that was
Operations management most quoted per category of
accidental event. For example
‘supervision’ was the most
Equipment Failure quoted when the accidental
Design
event was ‘human erroneous
action’.
Hazardous Material

Supervision

Organisation and general management
+ Regulatory activities
0 10 20 30 40 50 60 70 80
148
Other ships

7.5 CONSEQUENCES
7.5.2.1 FATALITIES
Figure 163: Other ships lost
16 16
10
14 14
8 12 12
10 10
6
8 8
4
6 6
2 4 4
2 2
0
2011 2012 2013 2014 2015 2016 2017 0 0
2011 2012 2013 2014 2015 2016 2017
After no lost ships were recorded in this category in 2015, the Crew Passenger Other Total
figure has been rising since 2016.
After two consecutive years where the number of lives lost was
Out of the 32 other type ships that were lost, the majority were low, it has significantly increased in 2017.
recreational craft (62.5%).
149
Figure 165: Distribution of fatalities per other ship type
Most fatalities occurred on

board leisure craft (motorboat or
sailboat) (62.2%).
Barge
Motorboat
Other
0 2 4 6 8 10
2011 2012 2013 2014 2015 2016 2017
150
Other ships
7.5.2.2 INJURIES Figure 167: Distribution of injuries per other ship type

Historical craft
80 80
70 Inflatable
70
60 60
Motorboat
50 50
40 40 Passenger
30 30
20 20 Sailboat
(aux. motor)
10 10
Sailboat
0 0 (sail only)
2011 2012 2013 2014 2015 2016 2017
Other / Unspecified
0 10 20 30 40 50
The number of injuries has continued increasing since 2015,
with in particular a higher number of crew members injured in
2017. 2011 2012 2013 2014 2015 2016 2017
Most injuries occurred on leisure boats (63.4%) but a

significant number also happened on passenger inland vessels
(18.3%).
151
CHAPTER 8
ACTION TAKEN BY INVESTIGATION

BODIES
Safety studies have been developed by EMSA to draw

lessons from the conclusions of the investigation
reports as prepared by the Accident Investigation
bodies and entered into the European Marine
Casualty Information Platform (EMCIP).
152
Other ships
This chapter describes the activities undertaken by the

Figure 169: Status of investigations launched
investigation bodies of EU Member States regarding the
investigations performed, reports published and safety
recommendations issued. 200 200
180 180
8.1 SAFETY INVESTIGATIONS 160 160
140 140
Figure 168: Number of investigations launched by severity of marine
casualties and incidents 120 120
100 100
100
80 80
60 60
80
40 40
20 20
60 0 0
2011 2012 2013 2014 2015 2016 2017
40 Finished Ongoing Total
20 888 investigations were reported by the investigation bodies

as being concluded.
When the data were extracted for this publication,

0 11 investigations had yet to be started.
2011 2012 2013 2014 2015 2016 2017
A total of 1070 investigations were launched during the five-

year period, 46.6% of these being related to very serious
casualties and 44.1% to serious casualties.
153
Figure 171: Number of reports published by Member States 2011-2017

8.2 INVESTIGATION REPORTS
14
Figure 170: Number of investigation reports published
160 12
140 10
120
8
100
80 6
60 4
40
2
20
0 0
1 to 10 11 to 20 21 to 30 31 to 40 41 to 50 51 to 100 101 to 160
2011 2012 2013 2014 2015 2016 2017
Final report Simplified report

26 Member States have published at least one report. 59% of
888 investigation reports were published during the six- the reports were published by four Member States.
year period. The type of report, whether final or simplified,
is decided by the investigation body depending on the Among the 888 reports, 19 were published by the third countries that led an
severity of the casualty and/or the potential to prevent future investigation with EU interests.
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
154
Other ships
8.3 SAFETY RECOMMENDATIONS
Figure 172: Distribution of safety recommendations issued per focus area for 2011-2017
A total of 1949 safety

Carriage of Cargo recommendations have
been issued. Each safety
Electrical Installations recommendation could be related
to one or more focus areas. As
shown in the figure above, they
Fire Protection/Firefighting Equip.
covered a range of 12 focus areas,
the main one being operational
Human Factors practices (40%), followed by
safety of navigation (15.8%) and
Lifesaving Equipment human factors (15.6%).
Machinery
Operational Practice
Other
Radio Installations
Safety of Navigation
Seaworthiness
Stability
0 100 200 300 400 500 600 700 800
155
Figure 173: Distribution of main sub-focus area quoted more than 30 times for 2011-2017
Among 77 possible sub-

HF Company & organisation focus areas to classify the
safety recommendations,
HF Crew factors
the ones quoted ones
HF Equipment more than 30 times (from
2.6% to 8.7% each) apart
HF Working environment from ‘Operational practice
OP Documentation
– safe working practices’
(20.7%).
OP Duty of care
OP Maintenance
OP Management
OP Manning
OP Safe working practices
OP Training
Other / Certification of ship
Other / Dissemination of information
SN Bridge navigation equipment
SN Other navigation equipment/aids
SN Shore support
SN: Safety of navigation
SN Watchkeeping and navigational practice OP: Operational Practice
LE: Lifesaving Equipment
0 50 100 150 200 250 300 HF: Human factors
156
Other ships
Figure 174: Addressees of safety recommendations for 2011-2017
From the total of 1 949 addressees

that received at least one safety
Classification Societies recommendation, 50.1% were the owners
or the companies of the ships involved in
the accidents, and 19.6% were the maritime
Crew administrations.
Out of the 1 949 addressees, a total of 931

individual addressees was counted, some
Maritime Administration of them having received more than one
recommendation.
Owner associations
Owner/company
Port authorities
Shipyard/industry
Other / Unspecified
0 200 400 600 800 1000
157
Figure 175: Responses to safety recommendations for 2011-2017
Out of the 1420 answers provided

Classification by the addressees, 52% of safety
Societies recommendations were considered
positively (fully or partially), while
7.3% were refused.
Crew
506 recommendations were not
replied by the addressee.
Maritime
Administration
Owner associations
Owner/company
Port authorities
Shipyard/industry
Other/Unspecified
0 100 200 300 400 500 600
Yes Partial Refused No reply Unspecified
158
Other ships
159
APPENDICES
Fire/explosion, LE BOREAL, ship damaged, 18/11/2015
160
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;
8. 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;
5. analysis and comment on the causal factors including any mechanical,
161
6. human and organizational factors; 9. A serious injury means an injury which is sustained by a person, resulting in
7. a discussion of the marine safety investigation’s findings, including incapacitation where the person is unable to function normally for more than
the identification of safety issues, and the marine safety investigation’s 72 hours, commencing within seven days from the date when the injury was
conclusions; and suffered.
8. where appropriate, recommendations with a view to preventing future
marine casualties and marine incidents. 10. A severe damage to the environment means damage to the environment
which, as evaluated by the State(s) affected, or the flag State, as appropriate,
7. A material damage in relation to a marine casualty means: produces a major deleterious effect upon the environment.
1. damage that: 11. Substantially interested State means a State:

1.1 significantly affects the structural integrity, performance or
operational characteristics of marine infrastructure or a ship; and 1. which is the flag State of a ship involved in a marine casualty or marine
1.2 requires major repair or replacement of a major component or incident; or
components; or 2. which is the coastal State involved in a marine casualty or marine
2. destruction of the marine infrastructure or ship. incident; or
3. whose environment was severely or significantly damaged by a marine
8. The term “serious casualty” shall be understood in accordance with the casualty (including the environment of its waters and territories
updated definition contained in Circular MSC-MEPC.3/Circ.3 of the IMO recognized under international law); or
Maritime Safety Committee and Marine Environment protection Committee of 18 4. where the consequences of a marine casualty or marine incident
December 2008; it says: caused, or threatened, serious harm to that State or to artificial
islands, installations, or structures over which it is entitled to exercise
Serious casualties are casualties to ships which do not qualify as very serious jurisdiction; or
casualties and which involve a fire, explosion, collision, grounding, contact, 5. where, as a result of a marine casualty, nationals of that State lost their
heavy weather damage, ice damage, hull cracking, or suspected hull defect, etc., lives or received serious injuries; or
resulting in: 6. that has important information at its disposal that the marine safety
investigating State(s) consider useful to the investigation; or
• immobilization of main engines, extensive accommodation damage, 7. that for some other reason establishes an interest that is considered
severe structural damage, such as penetration of the hull under water, significant by the marine safety investigating State(s).
etc., rendering the ship unfit to proceed*; or
• pollution (regardless of quantity); and/or 12. Territorial sea (section 1 of Part II of the United Nations Convention on the
• a breakdown necessitating towage or shore assistance. Law of the Sea) refers to the area within which the sovereignty of a coastal State
extends, beyond its land territory and internal waters and, in the case of an
* The ship is in a condition, which does not correspond substantially with the applicable archipelagic State, its archipelagic waters, to an adjacent belt of sea, described
conventions, presenting a danger to the ship and the persons on board or an unreasonable threat
of harm to the marine environment.
as the territorial sea. It is a belt of coastal water extending at most 12 nautical
miles (22.2 km; 13.8 mi) from the baseline (usually the mean low-water mark) of a
coastal State.
162
13. A very serious marine casualty means a marine casualty involving the total • Capsizing when the ship is tipped over until disabled;
loss of the ship or a death or severe damage to the environment. • Listing when the ship has a permanent heel or angle of loll.
Other definitions can be found in the: Collision - a casualty caused by ships striking or being struck by another
ship, regardless of whether the ships are underway, anchored or moored. This
“IMO Code for the Investigation of Marine Casualties and Incidents” which type of casualty event does not include ships striking underwater wrecks. The
shall mean the Code for the investigation of Marine Casualties and Incidents collision can be with other ship or with multiple ships or ship not underway.
annexed to resolution A.849(20) of the IMO Assembly of 27 November 1997.
+ RESOLUTION MSC.255(84) (adopted on 16 May 2008) ADOPTION OF THE Contact - a casualty caused by ships striking or being struck by an external
CODE OF THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES object. The objects can be: Floating object (cargo, ice, other or unknown);
FOR A SAFETY INVESTIGATION INTO A MARINE CASUALTY OR MARINE Fixed object, but not the sea bottom; or Flying object.
INCIDENT (CASUALTY INVESTIGATION CODE) + RESOLUTION A.1075(28)
adopted on 24 February 2014 Damage to equipment - damage to equipment, system or the ship not
covered by any of the other casualty type.
The scope of the Accident Investigation Directive 2009/18/EC can be found in its
Article 2. Grounding/stranding - a moving navigating ship, either under command,
under Power, or not under command, Drift(ing), striking the sea bottom,
Other information can be found on: shore or underwater wrecks.
http://www.emsa.europa.eu/implementation-tasks/accident-investigation. Fire/explosion - an uncontrolled ignition of flammable chemicals and other

html or on materials on board of a ship:
https://emcipportal.jrc.ec.europa.eu/
• Fire is the uncontrolled process of combustion characterised by heat or
OTHER EXPRESSIONS, AS PER EMCIP TAXONOMY smoke or flame or any combination of these.
• Explosion is an uncontrolled release of energy which causes a pressure
1. An accidental event is an event that is assessed to be inappropriate and discontinuity or blast wave.
significant in the sequence of events that led to the marine casualty or marine
incident. Flooding/foundering is a casualty event when the ship is taking water on
board.
2. Casualty events are unwanted events in which there was some kind of energy
release with impact on people and/or ship including its equipment and its cargo • Foundering will be considered when the vessel has sunk. Foundering
or environment. They are classified in: should only be regarded as the first casualty event if we do not know the
details of the flooding which caused the vessel to founder. In the chain
Capsizing/Listing is a casualty where the ship no longer floats in the right- of events foundering can be the last casualty event in this case there is
side-up mode due to: negative initial stability (negative metacentric height), or the need to add accidental events.
transversal shift of the centre of gravity, or the impact of external forces.
163
• Illegal discharge is an intentional discharge of polluting substances, oil

• Flooding – refers to a casualty when a vessel takes water on board and
or other noxious substances, from ships; and
can be:
• Other, other intentional act that incur loss of or damage to a ship or
environmental damage or harm to people on board.
- Progressive if the water flow is gradual.
Non-accidental events are not considered as marine casualties
- Massive if the water flow is extensive.
or incidents and are not covered by the scope of the Accident
Hull failure - a failure affecting the general structural strength of the ship. Investigation Directive (2009/18/EC).
Loss of control - a total or temporary loss of the ability to operate or 3. Contributing factor is a condition that may have contributed to an accidental
manoeuvre the ship, failure of electric power, or to contain on board cargo or event or worsened its consequence (e.g. man/machine interaction, inadequate
other substances: illumination).
• Loss of electrical power is the loss of the electrical supply to the ship or 4. Occupational accidents are grouped under deviations, which consist in the
facility; description of the event deviating from normality leading to the accident:
• Loss of propulsion power is the loss of propulsion because of
Deviation due to electrical problems, explosion, fire - Not specified
machinery failure;
• Loss of directional control is the loss of the ability to steer the ship;
• Electrical problem due to equipment failure - leading to indirect contact
• Loss of containment is an accidental spill or damage or loss of cargo or
• Electrical problem - leading to direct contact
other substances carried on board a ship.
• Explosion
• Fire, flare up
Missing - a casualty to a ship whose fate is undetermined with no information
• Other Deviations not listed above
having being received on the loss and whereabouts after a reasonable period
of time.
Deviation by overflow, overturn, leak, flow, vaporisation, emission
Non-accidental events are intentional events as a result of illegal or hostile
• Solid state - overflowing, overturning
acts therefore they are not marine casualties or incidents. They are:
• Liquid state - leaking, oozing, flowing, splashing, spraying
• Gaseous state - vaporisation, aerosol formation, gas formation
• Acts of war, any act, against a ship or the people on board, by a
• Pulverulent material - smoke generation, dust/particles in suspension/
State that would effectively terminate the normal international law of
emission of
peacetime and activate the international law of war;
• Criminal acts, any crime, including an act, omission, or possession
under the laws of a State or local government, which poses a
Breakage, bursting, splitting, slipping, fall, collapse of Material Agent
substantial threat to people on board of a ship or to property (e.g.
terrorism, sabotage, piracy);
• Breakage of material - at joint, at seams
164
• Breakage, bursting - causing splinters (wood, glass, metal, stone, Body movement under or with physical stress (generally leading to an
plastic, others) internal injury)
• Slip, fall, collapse of Material Agent - from above (falling on the victim)
• Slip, fall, collapse of Material Agent - from below (dragging the victim • Lifting, carrying, standing up
down) • Pushing, pulling
• Slip, fall, collapse of Material Agent - on the same level • Putting down, bending down
• Other deviations not listed above • Twisting, turning
• Treading badly, twisting leg or ankle, slipping without falling
Loss of control (total or partial) of machine, means of transport or handling • Other Deviations not listed above
equipment, handheld tool, object, animal
Shock, fright, violence, aggression, threat, presence
• Loss of control (total or partial) - of machine (including unwanted start-
up) or of the material being worked by the machine • Shock, fright
• Loss of control (total or partial) - of means of transport or handling • Violence, aggression, threat - between company employees subjected
equipment, (motorised or not) to the employer’s authority
• Loss of control (total or partial) - of hand-held tool (motorised or not) or • Violence, aggression, threat - from people external to the company
of the material being worked by the tool towards victims performing their duties
• Loss of control (total or partial) - of object (being carried, moved, • Aggression, jostle - by animal
handled, etc.) • Presence of the victim or of a third person in itself creating a danger for
• Loss of control (total or partial) - of animal oneself and possibly others
• Other Deviations not listed above • Other Deviations not listed above
Slipping - Stumbling and falling - Fall of persons Other Deviations not listed above in this classification.
• Fall of person - to a lower level 5. Categories describing the location where the casualty or accident occurred
• Slipping - Stumbling and falling - Fall of person - on the same level are:
• Fall overboard of person
• Other deviations not listed above -Outside 12nm it will be regarded as open sea.
Body movement without any physical stress (generally leading to an -If it is in waters up to 12 nautical miles it is coastal waters ≤ 12 nm.
external injury)
-If it is in the waters on the landward side of the baseline of the territorial
• Walking on a sharp object sea it is regarded as internal waters (archipelago fairway, channel/river,
• Kneeling on, sitting on, leaning against port area).
• Being caught or carried away, by something or by momentum
• Uncoordinated movements, spurious or untimely actions
165
-Inland waters, which includes any area of water defined by EU Member 9. The ship type is decided according to the ship’s main activity:
States and not categorized as ‘sea’- e.g. canals, tidal and non-tidal rivers,
lakes, and some estuarial waters (an arm of sea that extends inland to meet - Cargo ship is a commercial ship designed for the carriage of various types
the mouth of a river). 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
or other living resources at sea.
6. An occupational accident type means the mode in which a person on board
was injured or killed. It can be: - Passenger ship is a ship designed to transport more than 12 passengers.
• accident; - Service ship is a ship designed for special services, like a tug or a dredger.
• accident not related to ship operations;
• illness; - Other ship, may be:
• suicide/homicide; or
• Inland waterway vessel is a vessel intended solely or mainly for
• unknown
navigation on inland waterways.
Illness, suicide and homicides are not covered by the scope of the Directive • Recreational craft is a boat of any type, regardless of the means of
2009/18/EC. propulsion, intended for sports or leisure purposes.
• Navy ship is a ship operating under the Navy or other military
7. Persons on board are categorised as follow: organisation.
• Unknown ship type: occurrence for which it wasn’t possible to identify
• Crew members / seafarers (any person who is employed or engaged or the vessel type.
works in any capacity on board a ship);
• Passengers; and Such vessels are considered within the scope of the Directive only when they are
• Others, for example persons working in harbours to load or unload ships 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).
8. A safety recommendation is derived from the analysis and conclusions of
the investigation and is related to particular subject areas, such as legislation, In EMCIP, Marine casualties are separated into two different categories: a
training, maintenance, etc. “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
Safety recommendations are addressed to those best placed to implement them, person.
such as ship owners, maritime authorities, etc.
10. A sunken ship means that the vessel lost her buoyancy. It does not imply the
Member States shall ensure that safety recommendations are duly taken into total loss of the ship.
account by the addressees and, where appropriate, be given an adequate follow-
up in accordance with Community and International law. 11. As a consequence of a breakdown or immobilisation of the main engines or
other event, the ships concerned needed towage or shore assistance.
166
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); or
- Mid-water (between transit phases).
167
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
During a maintenance operation, The ship was drifting. The crew Description
different elements that connect the consequences
the main engine stopped was unable to drop the anchors of an 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 A.1075(28).
To support this model, a specific taxonomy related

Shipboard Shore Shipboard Shipboard Contributing
Operations Management
to marine casualties and incidents, composed
Operations Operations Factors – Level1
by 630 fields, has been developed in the EMCIP
database to store the various information collected
TOOLS MAINTENANCE OPERATIONS PERSONNEL SUPERVISION EMERGENCY Contributing during the 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
Investigatigation bodies aim at “cutting the links”
Contributing
compliance with procedures & of tasks between the Contributing Factors, Accidental
Check lists Factors – Level3
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 176: EMCIP Model
168
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
Worksite craft
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
169
APPENDIX 4
LIST OF NATIONAL INVESTIGATION 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 Bureau for the Investigation of Maritime Accidents FEBIMA
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.maic.gov.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
170
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
171
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’s
mission is to ensure a high level 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 overall purpose is to promote a safe,
clean and economically viable maritime sector in the EU.
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

KEY FIGURES FOR 2011-2017

23264 20616 603

6812 683 1070

Fire/explosion, SORRENTO, ship lost, 14 people injured, 28/04/2015

INTRODUCTION 10 FISHING VESSELS 70

MARINE CASUALTIES AND INCIDENTS IN GENERAL 14 CHAPTER 5

2.1 Number and severity 15

OTHER SHIPS 132

ACTION TAKEN BY INVESTIGATION BODIES 152

EMSA wishes to acknowledge the contribution made by the EU Member States

© European Maritime Safety Agency 2018

Reproduction of this publication is authorised provided the source is acknowledged.

Grounding/stranding, STERNÖ, ship lost, 24/02/2018

Scope Content of the review

MARINE CASUALTIES AND INCIDENTS

KEY FIGURES 2017

3301 74 61 1018 12 3647 122

Figure 2: Number of marine casualties and incidents per severity

Figure 1: Number of reported marine casualties and incidents 1750

0 The number of very serious casualties has been steady over

Figure 3: Notification entities

Company Public Ship

In 2017, 63.1% of the marine casualties and incidents were

Marine casualties and incidents reported to the investigation bodies by the

In the 20616 marine casualties and incidents that happened

2000 The distribution of occurrences according to their severity per

400 Passenger ship

Very serious Serious Less Serious Marine incident

During the 2011-2017 period, general cargo ships were the

In total, 23 179 individual events were included in 20 616

18 522 occurrences were reported to have only one event.

Figure 11: Distribution of casualty events with a ship

0 200 400 600 800 1000

2011 2012 2013 2014 2015 2016 2017

Cargo ship Fishing vessel Passenger ship

16610 ships were involved in a ‘casualty with a ship’.

Figure 14: Distribution of deviations

Slipping - Stumbling and

6570 occupational accidents

Loss of control of machine,

Slipping - Stumbling and falling

0 100 200 300 400 500

2011 2012 2013 2014 2015 2016 2017

Figure 15: Distribution of ships involved in an occupational accident by ship

Cargo ship Fishing vessel Passenger ship

Cargo ships (32%) represent together with passenger ships

6654 ships were involved in an occupational accident.

The number of occupational accidents has continued to decrease in 2017, in

2.4 LOCATION OF MARINE CASUALTIES

2.4.1 VOYAGE SEGMENTS Anchored

0 200 400 600 800 1000 1200 1400

2011 2012 2013 2014 2015 2016 2017

Figure 17: Distribution of voyage segments per ship type 2011-2017

Anchored or alongside Arrival Departure

While the distribution of accidents is similar among the

Figure 18: Distribution by location of marine casualties and incidents

42% of the casualties took place

Inland Waters -Channel

Inland Waters - River

Inland Waters - Other

Internal Waters - Archipelago fairway

Internal Waters - Channel, river