Annual Overview of Marine Casualties and Incidents 2019

European Maritime Safety Agency
ANNUAL OVERVIEW
OF MARINE CASUALTIES AND
INCIDENTS 2019
ANNUAL OVERVIEW
OF MARINE CASUALTIES AND
INCIDENTS 2019
Annual Overview of Marine Casualties and Incidents 2019
KEY FIGURES FOR 2011-2018
25 614
SHIPS
INVOLVED
230 23 073 665
SHIPS CASUALTIES VERY SERIOUS
LOST & INCIDENTS CASUALTIES
7 694 696
1 377
PERSONS FATALITIES
INJURED
INVESTIGATIONS
LAUNCHED
2
Fire on board the fishing vessel - stern trawler ASTRID SOFIE initiated in the workshop
on 28/11/2018.
3
CONTENTS
Executive summary 10
CHAPTER 1 CHAPTER 4
INTRODUCTION 12 FISHING VESSELS 72

Background 13 4.1 Detailed distribution 73
Scope 14 4.2 Nature of marine casualties and incidents 77
Content of the review 14 4.3 Location of marine casualties and incidents 81
4.4 Accident events and contributing factors 86
CHAPTER 2 4.5 Consequences 88
MARINE CASUALTIES AND INCIDENTS 16 CHAPTER 5

2.1 Number and severity 17
PASSENGER SHIPS 92
2.2 Main ship types 19
2.3 Nature of marine casualties and incidents 21 5.1 Detailed distribution 93
2.4 Location of marine casualties and incidents 26 5.2 Nature of marine casualties and incidents 97
2.5 Events and contributing factors 32 5.3 Location of marine casualties and incidents 101
2.6 Consequences 33 5.4 Accident events and contributing factors 106
2.7 Involvement of EU States as flag State, coastal State or 5.5 Consequences 109
substantially interested State 44
2.8 Safety Investigations 47 CHAPTER 6
2.9 Investigation reports 48
2.10 Safety Recommendations 49 SERVICE SHIPS 114
6.1 Detailed distribution 115
CHAPTER 3 6.2 Nature of marine casualties and incidents 122
6.3 Location of marine casualties and incidents 122
CARGO SHIPS 52
3.1 Detailed distribution 53 6.5 Consequences 131
3.2 Nature of marine casualties and incidents 56
3.5 Consequences 68
4
Table of contents
CHAPTER 7
OTHER SHIPS 134

7.1 Detailed distribution 135
7.2 Nature of marine casualties and incidents 143
7.5 Consequences 151
APPENDICES 154
Appendix 1 Acronyms and definitions 155
Appendix 2 EMCIP model 162
Appendix 3 EMCIP ship type 163
Appendix 4 List of national investigation bodies in the EU 164
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. 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, hereinafter referred as Directive: time the data was extracted (i.e. 05/08/2019). 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 is to improve maritime safety and the prevention of responsibility for the accuracy and completeness of the statistics. EMSA shall
pollution by ships, and so reduce the risk of future marine casualties, by: not be liable for any kind of damages or other claims or demands incurred as a
result of incorrect, insufficient/invalid data, or arising out of or in connection with
(a) facilitating the expeditious holding of safety investigations and proper the re-use of the content, to the extent permitted by European and national law.
analysis of marine casualties and incidents in order to determine their causes; The information contained in this publication should not be construed as legal
and advice.
(b) ensuring the timely and accurate reporting of safety investigations and
proposals for remedial action. ACKNOWLEDGEMENTS
Investigations under this directive shall not be concerned with determining
EMSA wishes to acknowledge the contribution made by the EU Member States
liability or apportioning blame.”
and the European Commission and to thank them for their support in conducting
The information contained in this document is to be used only for the this work and in preparing the publication.
improvement of maritime safety and the prevention of pollution by ships. It is not
be used for determining liability or apportioning blame.
6
© European Maritime Safety Agency 2019
Photo credits: France/BEAmer, Norway/AIBN, Kystverket/Norwegian Coast Guard, United Kingdom/MAIB, Germany/BSU, Denmark/DMAIB, Croatia/AIN, Portugal/
GAMA, WSA Tönning.
Front page: Benoit Emile/Marine Nationale/Défense.
Reproduction of the text 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 3174 occurrences reported in 2018, the total number of occurrences has nevertheless seen a decreasing trend, although 2 more lives were lost in 2018
recorded in the EMCIP database has grown to over 23000 representing an than in 2017.
average of 3239 marine casualties or incidents per year over the past five years.
In 2018, 3 service ships were lost. While the number of fatalities is decreasing
The number of very serious casualties had continuously decreased since 2014; since 2015, the injuries followed the same trend since 2013.
however, in 2018 there was a further downturn with 95 occurrences. A similar
diminution in the number of ships lost was noted, with 12 reports more as In 2018, 167 ‘other ships’ have been involved in a marine accident, mainly inland
compared with 2017. waterway passenger vessels, recreational motorboats and sailing boats. 4 ships
were lost and only one fatality was reported.
During the 2011-2018 period, 426 accidents resulted in a total of 696 lives lost.
The decrease observed since 2015 was reversed in 2018. Crew have been the most More than half of the casualties with a ship (54.2%) were related to issues of a
impacted category of victims over this period with 566 fatalities. The number of navigational nature, such as contacts, grounding/stranding and collisions. As
fatalities recorded in 2018 is 53. concerns occurrences to person(s), 39.2% were attributed to slipping, stumbling
and falling of persons.
In 2018, there were 941 injured persons reported. This number has remained
relatively steady in the last 4 years, 989 per year. Again, crew represent the main The departure phase appeared to be the safest phase of a voyage and mid-water
category of persons injured at sea (6062 during the 2011-2018 period). the most unsafe. It was noted that 78% of the casualties occurred in internal
waters and territorial sea.
Since 2015, the trend of occurrences involving all types of ships, except ‘other
ships’, stabilised or slightly decreased. Human action represented 65.8% of accident events. 65% of the contributing
factors were related to shipboard operations and 24.9% to shore management.
In 2018, 1508 cargo ships were involved in marine casualties or incidents
accidents that resulted in 36 fatalities and 3 ships lost. EU Member State investigation bodies have launched 1377 investigations over
the 2011-2018 period and 1212 reports have the status finished. Almost 2000
With a total of almost 125, fishing vessels remain the category of ship with the safety recommendations were issued, 48% related to ship related procedures, in
highest number of ships lost over the 2011-2018 period. In 2018, the number particular to safe working practices. 52% of the safety recommendations were
of occurrences involving fishing vessels increased 40%; however, this did not addressed to the shipping companies or owners and 54.8% of them were agreed
correspond to an increase either on lives lost (11), or ships lost (12). by the addresses.
Almost half of the casualties that occurred on board a passenger ship involved
a ro/ro passenger ship. There were 3 ships lost in 2018; the number of fatalities
8
Contact of container ship CMA CGM CENTAURUS with quay and shore cranes. Containers fall after
impact 9
CHAPTER 1
INTRODUCTION
Damaged forepeak and ballast water tanks of the liquified gas tanker PAZIFIK,
after the grounding on a shoal (between the islands of Komodo and Banta) on 09/07/2018.
10
Introduction
Background Following the entry into force of Directive 2009/18/EC 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.
by ships and by oil and gas installations. require to be notified of marine casualties and incidents. This obligation
covers casualties and incidents that:
EMSA’s activities cover the following main areas: • involve ships flying the flag of one of the Member States;
• occur within Member States’ territorial seas and internal waters;
providing technical and scientific assistance to the Member States and the • involve other substantial interests of the Member States.
European Commission in the proper development and implementation of EU investigate casualties depending upon their severity. Casualties which are
legislation on maritime safety, security, prevention of pollution by ships and classified as very serious shall be investigated; serious casualties shall be
maritime transport administrative simplification; assessed in order to decide whether or not to undertake a safety investigation;
monitoring the implementation of EU legislation through visits and publish investigation reports; and
inspections; notify the European Commission of marine casualties and incidents via
improving cooperation with and between Member States; EMCIP.
building capacity of national competent authorities;
providing operational assistance, including developing, managing and EMCIP is populated with data by the competent national authorities. It is this
maintaining integrated maritime services related to ships, ship monitoring data which forms the basis of the Annual Overview of Marine Casualties and
and enforcement; Incidents.
carrying out operational preparedness, detection and response tasks with
respect to pollution caused by ships and marine pollution by oil and gas In this publication, the terms “Europe” and “EU Member States” are considered to
installations; and be the 28 EU Member States plus the EFTA States, Iceland and Norway to which
at the request of the European Commission, providing technical operational the Directive applies.
assistance to non-EU countries around relevant sea basins.
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
stakeholders and public bodies, in close cooperation with the Commission and
the Member States.
2
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 to cover the main aspects
marine casualties and incidents under the Agency’s founding of maritime safety as given in the Directive and as included in
Regulation (EC) No 1406/2002, as amended. EMSA’s remit. In this edition, chapter 2 covers general figures
and the activities of the EU investigative bodies. The following
This publication contains statistics on marine casualties and incidents that: chapters focus on the main types of ships: cargo ships, fishing
involve ships flying a flag of one of the EU Member States; occur within EU vessels, passenger vessels, service ships and other ships. Each
Member States’ territorial sea and internal waters as defined in UNCLOS ; or chapter is divided into the following sections: some detailed
involve other substantial interests of the EU Member States. ship types, nature of marine casualties and incidents, location,
events and contributing factors and consequences.
Considering the date of the implementation of the Accident Investigation
Directive in 2011, this publication covers the period from 1 January 2011 to 31 More information about on EMSA’s activities related to marine accidents can be
December 2018. The data can be subject to changes over time as EU Member found at:
States add or update information on older cases. For this reason, the figures
extracted from the database on 5 August 2019 and presented in this publication http://www.emsa.europa.eu/implementation-tasks/accident-investigation.
are likely to be slightly different to those presented throughout the year in various html and https://portal.emsa.europa.eu/emcip-public/#/dashboard
fora 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. investigative bodies in the EU can be found in Appendix 4..
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).
2
United Nations Convention on the Law of the Sea.
12
Introduction
Grounding of the product carrier Hephaestus in ballast condition on 10/02/2018.

Crew members disembarked from the vessel directly on the rocky shore using the vessel’s pilot ladder 13
CHAPTER 2
GENERAL INFORMATION
MARINE CASUALTIES AND INCIDENTS
Damage to port side quarter of the general cargo CELTIC SPIRIT, which dragged its anchor in heavy weather
and subsequently collided with two other vessels, also at anchor, causing shell plate damages, on 01/03/2018.
KEY FIGURES 2018
3174 95 53 941 25 3515 188

CASUALTIES VERY SERIOUS FATALITIES PERSONS SHIPS SHIPS INVESTIGATIONS
14
14 & INCIDENTS CASUALTIES INJURED LOST INVOLVED
Marine casualties in general
Figure 2.2: Number of marine casualties and incidents per severity of the
2.1 NUMBER AND SEVERITY occurrence
This section provides general information about the number of 2250

marine casualties and incidents and their severity.
2000
Figure 2.1: Number of reported marine casualties and incidents
1750
4000
1500
3500 1250
3000 1000
2500 750
500
2000
250
1500
0
1000 2011 2012 2013 2014 2015 2016 2017 2018
500 Very serious Serious Less serious Marine incident
0
2011 2012 2013 2014 2015 2016 2017 2018 The number of very serious casualties has been steady over
the last five years. However, in relation to the average of the
The total number of reported marine casualties and incidents last 5 years an increase of 14.5% in 2018 was noted. Serious
is 23073. casualties also increase 2.5% in 2018.
In the last 5 years, the average number of marine casualties or incidents recorded
in EMCIP is 3239. However, comparisons with various sources suggest that In 2018, 3.0% of the reported marine casualties were very
under-reporting of marine casualties and incidents continues, with a total of serious (95), 25.9% serious, 53.5% less serious and 17.6%
4000 occurrences per year being a best estimate. were marine incidents.
15
Figure 2.3: Notification entities
2250
2000
1750
1500
In 2018, 69% of the marine casualties and incidents were
1250
reported to the investigation bodies firstly by the shore
1000 authorities.
750 Marine casualties and incidents reported to the investigation bodies by the shore
authorities have continued to increase over the 2011-2018 period.
500
250
0
2011 2012 2013 2014 2015 2016 2017 2018
Company Public Ship

Shore authority Other
16
Figure 2.5: Distribution of ships involved by main category

2.2 MAIN SHIP TYPES
This section focuses on the ships involved in marine casualties and incidents. 2000
Ships have been classified by the main categories: cargo ship, fishing vessel,
passenger ship, service ship and other ships. 1800
1600
Figure 2.4: Number of ships involved in marine casualties or incidents
1400
4000
1200
3500 1000
3000 800
2500 600
400
2000
200
1500
0
1000 Cargo Fishing Passenger Service Other
ship vessel ship ship ships
500
2011 2012 2013 2014 2015 2016 2017 2018
0
2011 2012 2013 2014 2015 2016 2017 2018
During the 2011-2018 period, general cargo ships were the
main category involved in a marine casualty or incident
A casualty may involve more than one ship, in particular in the case of collisions
(43.8%), followed by passenger ships (23.7%).
between two or more ships.
In 2018, the number of ships involved in a marine casualty or incident stabilised
In the 23073 marine casualties and incidents that happened or slightly decreased in all ship categories, except other ships. The number of
from 2011 to 2018, the total number of ships involved other ships involved increase almost 63.7% compared with 2017.
was 25614.
17
Figure 2.6: Distribution of ships involved by main category for 2011-2018 Figure 2.7: Average age of ships involved by main category for 2011-2018
35
7000 30
6000 25
5000
20
4000
15
3000
10
2000
5
1000
0
0
Cargo Fishing Passenger Service Other Cargo Fishing Passenger Service Other
ship vessel ship ship ships Ship vessel ship ship ships
Very serious Serious Less Serious Marine incident

The youngest category of ships involved in marine casualties
The distribution of the occurrence severity for the ship is very was cargo ships with 13.7 years average. The oldest was ‘other
similar for cargo ships, passenger ships and service ships. The ships’ with 30.1 years, as expected, considering that this
rate of less serious casualties for fishing vessels is significantly category includes historical vessels.
low, in comparison to other ship categories (more than 10%
less), which could indicate under reporting in this category.
18
2.3.1 OCCURRENCE WITH SHIP(S)

2.3 NATURE OF MARINE CASUALTIES
Figure 2.9: Severity of occurrence with ship(s)
AND INCIDENTS
1400
This section examines the different nature of marine casualties and incidents
(occurrence with ship(s) and occurrence with person(s). 1200
Figure 2.8: Marine casualties and incidents by nature type 1000
800
2500
600
2000
400
1500 200
0
1000 2011 2012 2013 2014 2015 2016 2017 2018
Very serious Serious Less serious Marine incident

500
From 2011 to 2018, 2.3% of casualties with a ship were very

0 serious, 21.9% serious, 55.8% less serious and 19.9% marine
2011 2012 2013 2014 2015 2016 2017 2018 incidents.
Occurrence with a ship Occurrence with person(s)
A total of 15612 occurrences with a ship and 7461 occurrences

with person(s) were recorded.
The ratio 2/3 to 1/3 between occurrences with ship(s) and occurrence with
person(s) has remained stable from 2011 to 2018. In 2018 there was a slight
decrease of the casualties or incidents with a ship.
19
Figure 2.10: Distribution of casualty events with a ship
Marine casualties and incidents related to

Capsizing/ ‘occurrence with ship(s)’ are classified as
Listing ‘casualty events’.
The navigational casualties

represent more than (54.4%)
Collision of the casualty events,
with collisions (26.2%),
contacts (15.3%) and
Contact grounding/stranding (12.9%).
Damage to ship
or equipment
Fire/
Explosion
Flooding/
Foundering
Grounding/ 2011
stranding
2012
2013
Hull failure 2014
2015
2016
Loss of control 2017
2018
0 100 200 300 400 500 600 700 800
20
Figure 2.11: Distribution of ships involved in a ‘occurrence with ship(s)’ by ship 2.3.2 OCCURRENCE WITH PERSON(S)
category
Marine casualties and incidents related to ‘occurrence with person(s)’ are classified
1400
as ‘deviations’.
1200 Figure 2.12: Type of severity in the case of an occurrence with person(s)
accident
1000
700
800
600
600
500
400
200 400
0 300
2011 2012 2013 2014 2015 2016 2017 2018
200
Cargo ship Fishing vessel Passenger ship
Service ship Other ships 100
During the 2011-2018 period, cargo ship was the most 0

frequent ship type involved in a ‘occurrence with ship(s)’ 2011 2012 2013 2014 2015 2016 2017 2018
(48.6.%), followed by passenger ship (20.7%).
Very serious Serious Less serious Marine incident
18086 ships were involved in a ‘occurrence with ship(s)
occurrence with ship(s)’. From 2011 to 2018, 4.1% of the occurrence with person(s) were
very serious, 25.2% serious, 61.3% less serious and 9.4% were
For all categories, numbers are not changed considerably during the past five categorised as marine incidents.
years.
21
Figure 2.13: Distribution of deviations
Body movement under

or with physical stress
Body movement without

any physical stress
Breakage, bursting, splitting, Slipping - Stumbling and falling

fall, collapse of material agent of persons were the most frequent
events with 2921 cases (39.2%),
Deviation by overflow, overturn, followed by loss of control of machine
leak, flow, vaporisation, emission (18.9%) and body movement without
physical stress (17.1%). Falling of
persons overboard represents 10.2%
Deviation due to electrical problems, of all falls.
explosion, fire
2011
Loss of control of machine,
2012
means of transport, handling equipment
2013
Slipping - Stumbling and falling 2014

- Fall of persons 2015
2016
Other / Unspecified 2017
2018
0 100 200 300 400 500
22
Figure 2.14: Distribution of ships involved in an occurrence with person(s) by

ship category
500
400
Occurrence with person(s) on board of fishing vessels

(1425) represents less 12% of the total than occurrence with
300 person(s) on board of cargo (2422) and passenger ships
(2327), both above 30%, which could indicate under reporting.
200 When comparing with 2017, there was a small reduction of occurrence with
person(s) on board fishing vessels and service ships while it increased for the
other categories.
100
0
2011 2012 2013 2014 2015 2016 2017 2018

Service ship Other ships
23
Figure 2.16: Distribution of voyage segments per ship type 2011-2018

2.4 LOCATION OF MARINE CASUALTIES
AND INCIDENTS 2400
This section provides information about the location of the ships when marine 2000
casualties or incidents occurred.
1600
2.4.1 VOYAGE SEGMENTS
Figure 2.15: Distribution of voyage segments 1200
Anchored
800
or alongside
400
Arrival
0
Cargo Fishing Passenger Service Other
Departure ship vessel ship ship ship
Anchored or alongside Arrival Departure

Mid-water Mid-water Transit Unknown
Transit The most unsafe area for fishing vessels is by far the mid-
water segment, while for cargo ships the distribution of
accidents is similar among the phases “anchored”, “arrival”
and “mid-water”, and the highest is the “transit” segment
Unknown
(22.6%).
0 200 400 600 800 1000 1200
2011 2012 2013 2014 2015 2016 2017 2018
While the departure is the safest segment (8.7%) for all types
of ship, the ‘mid-water’ is the least safe in general (25%).
24
2.4.2 LOCATION Figure 2.18: Location of marine casualties and incidents per ship type for 2011-
2018
Figure 2.17: Distribution by location of marine casualties and incidents
Cargo
ship
Territorial
sea Fishing
vessel
Inland Passenger
waters ship
Service
Internal ship
waters
Other
ships
Open 0 1000 2000 3000 4000 5000 6000 7000

asea
Territorial sea Inland waters Internal waters
Open sea Other
Other/
unspecified
All types of ships, except fishing vessels, have the highest
numbers of casualties and incidents within internal waters,
0 200
0 400 600 800 1000 1200 1400 1600 1800 followed by territorial sea. The main sea areas for fishing
vessels were territorial sea 41.3% and open sea 38.2% of total
2011 2012 2013 2014 2015 2016 2017 2018 for this ship type.
50.9% of the marine casualties or incidents took place in

internal waters while the sub-category port area represented
41.7%. Territorial sea and open sea made up 27.4% and 18.2%
of the total, respectively.
25
2.4.3 REGIONAL DISTRIBUTION
This section provides information on the geographical location of the marine

casualties and incidents reported.
Figure 2.19: Global ocean and sea distribution for 2011-2018
26
Figure 2.20: Distribution within sub-sea areas around EU waters for 2011-2018
27
2.5.2 CONTRIBUTING FACTORS

2.5 EVENTS AND CONTRIBUTING FACTORS
Contributing factors are separated by main categories that contributed to an
Investigators look for the root causes of the casualty or incident. Such causes accident event or worsened its consequence.
are made up of ‘accident events’ and ‘contributing factors’. The reporting scheme
used in EMCIP follows this approach. A detailed model of EMCIP can be found in Figure 2.22: Relationship between accident events and the main contributing
Appendix 2. factors for 2011 - 2018
2.5.1 ACCIDENT EVENTS

Hazardous
Figure 2.21: Distribution of accident events for 2011 - 2018
material
Human
Hazardous action
material
System/
Human equipment failure
action
Other agent
Other agent or vessel
or vessel
Unknown
System/
equipment failure
0 500 1000 1500 2000 2500
Unknown Environmental effect Shipboard operation
0 500 1000 1500 2000 2500 3000 Shore management Not specified
From a total of 4104 accident events analysed during the Contributing factors related to “Shipboard operations”
investigations, 65.8% were attributed to a human actions’ represented the main group with 2666, 65% of the total, with
category and 20% to system/ equipment failures. 2003 related to the accident event “Human action”.
A casualty event can have associated one or more accident events.
28
Figure 2.23: Contributing Factors related to ‘Human action’ for 2011 - 2018
2.6 CONSEQUENCES
Personnel management -
Inadequate training program (SM) This section contains information about the consequences of casualties to
ships, persons and the environment.
Design - Design error (SM)
2.6.1 CONSEQUENCES TO SHIP
Safety / Environment management -
Safety assessment or risk analysis (SM)
Figure 2.24: Number of ships lost
Operations management -
Inadequate procedures (SM)
45
40
Crew resource management -
Planning and coordination (SO) 35
Personnel and manning - 30

Lack of knowledge (SO)
Personnel and manning -

25
Inadequate work methods (SO)
20
Social environment -
Safety awareness (SO) 15
0 50 100 150 200 250
10
This figure shows the contributing factors related to accident 5

event ‘Human action’ most reported. Under the main groups
Ship board operations (SO) and Shore management (SM), 0
Social environment - Safety awareness (207) and ‘Operations 2011 2012 2013 2014 2015 2016 2017 2018
management - Inadequate procedures’ (80) were the 2 sub-
groups most reported, respectively. A total of 230 ships were lost over the 2011-2018 period.
The main groups of safety recommendations are classified under: SO – Ship The number of ships lost more than doubled in 2018 when
board operations; SM – Shore management, and; EE – Environmental effect. compared with 2017, however there is a downtrend over the
reference period.
29
Figure 2.25: Distribution of ships lost per ship category for 2011 – 2018 Figure 2.26: Number of ships damaged
140 700
120 600
100
500
80
400
60
300
40
200
20
100
0
0
2011 2012 2013 2014 2015 2016 2017 2018
Fishing vessel is the category with the most ships lost, with a Cargo ship Fishing vessel Passenger ship
total of almost 125 vessels followed by cargo ships with 37.
7689 ships reported some damage, the largest category being

cargo ships (47.2%).
In 2018 the number of damaged ships has increased for cargo ships and slightly
for service ships while for the other categories there was a reduction.
30
Figure 2.27: Number of ships considered unfit to proceed Figure 2.28: Number of ships with required or provided shore assistance
180 250
160
200
140
120
150
100
80
100
60
40 50
20
0 0
2011 2012 2013 2014 2015 2016 2017 2018 2011 2012 2013 2014 2015 2016 2017 2018
Cargo ship Fishing vessel Passenger ship Cargo ship Fishing vessel Passenger ship
Service ship Other ships Service ship Other ships
A total of 2542 ships were reported to be unfit to proceed. Shore assistance was provided/considered necessary or
required for 3611 ships over the 2011-2018 period. In 2018
Fishing vessels, passenger and cargo ships considered unfit to cargo ships and fishing vessels had the similar number of
proceed, after a marine casualty, had a significant reduction in assistances (above 210).
2018 in comparison with the figures of 2017.
31
Figure 2.29: Number of ships with required or provided towage Figure 2.30: Number of abandoned ships 2011 - 2018
250 20
18
200 16
14
150 12
10
100 8
6
50 4
2
0
0
2011 2012 2013 2014 2015 2016 2017 2018 2011 2012 2013 2014 2015 2016 2017 2018

Towage was provided/ considered necessary or required for A total of 201 ships were abandoned. Of these, 103 were
3520 ships over the 2011-2018 period. In 2018 cargo ships and fishing vessels.
fishing vessels had the similar number of 176 towages.
In 2018, abandoned ships (29) increased for most of the ship
types when compared with 2017 (11). Fishing vessels more than
doubled the figures in the same period.
32
2 6.2 CONSEQUENCES TO PERSONS Figure 2.32: Distribution of fatalities by ship category
2.6.2.1 FATALITIES
80
Figure 2.31: Distribution of fatalities by categories of person
70
150
140 60
120
120 50
100 40
90
80 30
60
60 20
40 10
30 0
20
0
2011 2012 2013 2014 2015 2016 2017 2018 2011 2012 2013 2014 2015 2016 2017 2018
Crew Passenger Other Total
The evolution of fatalities per ship type has been irregular

Over the 2011-2018 period, 426 accidents led to a total of 696 over 2011 - 2018 period. While it was stable for service ships,
lives lost, with a very significant decrease since 2015 which the year 2015 was the worst for fishing vessels and cargo
was however somewhat reversed in 2018. With 566 fatalities, ships and the year 2012 was the worst for passenger ships
crew is the most affected category of persons. influenced by the Costa Concordia accident.
33
Figure 2.33: Distribution of fatalities by casualty events
Capsizing/Listing
Collision
Contact
Damage to ship or equipment Fatalities mainly

occurred during
collisions and
Fire/Explosion flooding/foundering
representing more
than half of the
Flooding/Foundering casualty events
(51.9%).
Grounding/stranding
2011
2012
Hull failure
2013
2014
2016
Other 2017
2018
0 10 20 30 40 50 60
34
Figure 2.34: Distribution of fatalities by deviation
Body movement under


any physical stress
Breakage, bursting, splitting,

fall, collapse of material agent
Slipping/falling of
persons is the main
deviation caused
Deviation by overflow, overturn, 159 (51.6%). The
leak, flow, vaporisation, emission subcategory “fall
overboard” was
Deviation due to electrical problems, responsible for 92
explosion, fire fatalities.
2011
2012
2013

2016
Other/unspecified 2017
2018
0 5 10 15 20 25 30
35
2.6.2.2 INJURIES Figure 2.36: Distribution of injured people by ship type
Figure 2.35: Distribution of injuries by category of person 500

450
1400
1400 400
1200 350
1200
300
1000
1000 250
200
800
800 150
600 100
600
50
400
400 0
200
200 ship vessel ship ship ships
0 2011 2012 2013 2014 2015 2016 2017 2018

0 2011 2012 2013 2014 2015 2016 2017 2018
2832 persons were injured on board passenger vessels. An
Crew Passenger Other Total average of 351 passengers were injured in the last 5 years,
being 2014 an atypical year.
Among the total of 23073 occurrences from 2011 to 2018, 6773

accidents resulted in a total of 7694 injured persons.
The number of injured persons is almost constant since 2015

with an average of 989 per year.
Crew represent the main category of persons injured at sea

(78.8% of the total during the 2011-2018 period).
36
Figure 2.37: Distribution of injuries by casualty event
Capsizing/Listing
Collision
Contact
Damage to ship or equipment

52.9% of the injuries took
place during navigational
Fire/Explosion events (contact, collision and
grounding/standing). Fire also
represents a significant value
Flooding/Foundering (17.0%).
Grounding/stranding
2011
2012
Hull failure
2013
2014
2016
Other 2017
2018
0 20 40 60 80 100
37
Figure 2.38: Distribution of injuries by deviation
Body movement under


any physical stress
Breakage, bursting, splitting, Most of the injuries (2468)

fall, collapse of material agent representing (37.8%) of all
deviations were within the category
Deviation by overflow, overturn, ‘Slipping/falls of persons’; the
leak, flow, vaporisation, emission subcategories ‘fall at the same
level’ and to a ‘lower level’
represents 93.8% of that category.
Deviation due to electrical problems,
explosion, fire
2011
2012
2013

2016
2018
0 50 100 150 200 250 300 350 400
38
2.6.3 OTHER CONSEQUENCES Figure 2.40: Types of pollution
Figure 2.39: 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 0
2011 2012 2013 2014 2015 2016 2017 2018
0 2011 2012 2013 2014 2015 2016 2017 2018
Cargo ship Fishing vessel Passenger ship Air Pollution Pollution (bunkers)
Service ship Other ships Pollution (cargo) Total
2655 ships needed a SAR operation, of which 1225 were fishing

vessels. In the period of 2011 – 2018, 518 cases of pollution were
reported. Among them, 457 affected the sea, while 61 were
71% of the SAR operations related to ship casualties and 29% air pollution. Sea pollution by the release of ship’s bunkers
to occurrence with person(s). (fuel) and other pollutants (e.g. cargo residues, lubricating or
hydraulic oils) corresponded to two thirds of the cases (349).
39
Figure 2.41: Distribution of oil pollution response

2.7 INVOLVEMENT OF EU STATES AS
20
FLAG STATE, COASTAL STATE OR
18
SUBSTANTIALLY INTERESTED STATE
16
Figure 2.42: Distribution of ship flags
14
12
3500
10 3000
8
2500
6
2000
4
2 1500
0 1000
2011 2012 2013 2014 2015 2016 2017 2018
500
Oil pollution response was deployed mainly after grounding/

0
stranding (18 cases), or loss of containment (15 cases) and
2011 2012 2013 2014 2015 2016 2017 2018
collisions (11 cases). A significant increase in 2018 when
compared with the last 2 years. EU Flag Non EU Flag
21617 ships flagged under an EU/EEA Member State were

involved in a marine casualty or incident.
28 EU/EEA Member States were involved as flag of the ship over the 2011–2018
period.
40
Investigations in general
3897 ships flagged under a non-EU/EEA Member State were involved in a marine The grand total of incidents where a coastal State was affected was 18815, as
casualty or incident corresponding to 111 non-EU/EEA flags. more than one Coastal State can be affected by the same marine casualty or
incident.
The higher ratio of EU/EEA flag States affected by a marine casualty or incident
in comparison with non-EU/EEA flag States is due to the scope (geographical 25 EU Member States were involved as a coastal State 16343 times.
and in terms of vessels and accidents) of Directive. Marine casualties and 143 non-EU countries were reported as coastal State 2472 times.
incidents on-board ships flagged in non-EU/EEA countries which do not
involving substantial EU/EEA interests, and which do not occur in EU/EEA waters As with EU/EEA flag ships, there is a higher ratio of EU/EEA coastal States
are not within the scope of the Directive and therefore not reported to EMCIP. affected by a marine casualty or incident in comparison with non-EU coastal
States. Again, it should be noted that marine casualties and incidents in territorial
Figure 2.43: Distribution of coastal States sea of non-EU countries and not involving EU flagged vessels or substantial EU
interests are not covered by the AI Directive.
3000
2400
1800
1200
600
0
2011 2012 2013 2014 2015 2016 2017 2018
EU Coastal State Non EU Coastal State
In 18765 cases, at least one coastal State was reported to be

affected by a marine casualty or incident. Considering the
total number of marine casualties or incidents accidents
(23073), this means that 81.4% occurred in territorial sea or
internal waters.
41
Figure 2.44: Distribution of substantially interested States (OIS) other than

flag or coastal States
600 In 3932 marine casualties and incidents, at least one other

substantially interested State (OIS) was reported. Considering
500 the total number of marine casualties and incidents (23073), a
State different from the flag or the coastal State was involved
in 17% of marine casualties and incidents.
400
The significant increase of substantially interested states
300 could be explained by a more accurate identification of
entities other than the flag State or the coastal State, as well
as a better knowledge of the EU and international legislation
200
on casualty investigation by such entities.
100 Substantially interested States were registered, bearing in mind that a single
occurrence can involve more than one substantially interested State.
0
25 EU/EEA Member States were involved as substantially interested States (OIS)
2011 2012 2013 2014 2015 2016 2017 2018 1556 times.
EU OIS Non EU OIS

119 non-EU/EEA countries were substantially interested States (OIS) 2376 times.
Note: OIS – Other Substantially Interested States, neither flag nor coastal
State.
42
2.8 SAFETY INVESTIGATIONS
This section describes the activities undertaken by the investigative bodies Figure 2.45: Number of investigations launched by severity of marine
of EU/EEA Member States regarding the investigations performed, reports casualties and incidents
published, and safety recommendations issued.
Art. 2.4 of Reg.(EC) 1406/2002 as amended provides that the Agency shall carry 120
out analysis of safety investigation reports with a view to identifying added value
at Union level in terms of any relevant lessons to be drawn. 100
Therefore, based on the content of the investigation reports EMSA has 80

carried out two analysis studies on: marine casualties and incidents involving,
respectively, Fishing vessels and Ro-Ro vessels.
60
These studies are available on the EMSA website at:

http://emsa.europa.eu/publications/technical-reports-studies-and-plans/ 40
item/3388-safety-analysis-of-data-reported-in-emcip-analysis-on-marine-
casualties-and-incidents-involving-ro-ro-vessels.htmlitem/3388-safety- 20
analysis-of-data-reported-in-emcip-analysis-on-marine-casualties-and-
incidents-involving-ro-ro-vessels.html 0
2011 2012 2013 2014 2015 2016 2017 2018
A total of 1377 investigations were launched, during 2011

- 2018 period, 39% of these being related to very serious
casualties and 46.6% to serious casualties.
43
Figure 2.46: Status of investigations launched

2.9 INVESTIGATION REPORTS
200
200 Figure 2.47: Number of investigation reports per type
180
180 180
160
160 160
140 140
140
120 120
120
100 100
80 100
80
60 80
60
40 40 60
20 20 40
0 0 20
2011 2012 2013 2014 2015 2016 2017 2018
0
Finished Ongoing Total 2011 2012 2013 2014 2015 2016 2017 2018
1212 investigations were reported by the investigative bodies Final report Simplified report
as being concluded. In 2018, the number of investigations
launched increased due to the recent reporting activities of an 1016 reports were classified as final and 180 as simplified, in
investigative body. occurrences with status finished. The type of report, whether
final or simplified, is decided by the investigative bodies
depending on the severity of the casualty and/or the potential
to prevent future casualties.
A 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://portal.emsa.europa.eu/emcip-public/#/dashboard
44
Figure 2.48: Number of final reports published by Member States for

2011-2018
2.10 SAFETY RECOMMENDATIONS
Figure 2.49: Distribution of safety recommendations issued per focus area for
14
2011-2018
12
Human Factors
10
8 Ship related
procedures
6
Ship structure
and equipment
4
Shore and
2 water equipment
0 Other Procedures
16 80 120 160 > 160
0% 10% 20% 30% 40% 50% 60%
On average 12 Member States have published 2 or less than 2 Ship related procedures, related to operational practices, is
final reports a year. More than two thirds of final reports were the main safety recommendation coding area (48%), followed
published by six Member States. by human factors (17%).
45
Figure 2.50: Distribution of sub-category areas quoted more than 30 times

for 2011-2018
SP - Operation
SE - Ship equipment/system
HF - Training; skills; experience
SP - Compliance (regulations/legislation)
OP - Compliance (regulations/legislation)
HF - Management
SP - Information dissemination
SP - Maintenance
OP- Other
SP - Inspection
SP - Emergency
OP - Port and terminal facilities
SP - Study/review
SP - Carriage of cargo - Operation
OP - Study/review
0 50 100 150 200 250 300 350
HF: Human factors; OP: Other procedures

SE: Ship structure and equipment; SP: Ship related procedures Investigator examining the watertight integrity of cable
penetrations through bulkheads of a recovered sunken
recreational craft used for commercial purposes.
Among 53 possible sub-categories of safety
recommendations, the figure above represents the ones
quoted more than 30 times (from 2% to 17% each). Ship
related procedures related to ship operation is the most
quoted with 17%.
46
Figure 2.51: Addressees of safety recommendations for 2011-2018 Figure 2.52: Responses to safety recommendations for 2011-2018
Cargo
Owner/company
Terminal
Maritime Administration Classification
Port authorities Societies
Crew Crew
Shipyard/industry Crew
Classification Societies associations
Owner associations Maritime

Administration
Cargo Terminal
Other
Crew associations
Port State Control Owner
associations
SAR
Owner/
Other company
Not specified Port
authorities
0 200 400 600 800 1000
Port State
Ship owners/companies was the category of addresses that Control
received most safety recommendations (52.2%), followed
SAR
by maritime administration (20.9%), other (5.9%) and port
authorities (5.4%). Shipyard/
industry
0 100 200 300 400 500 600
Yes Refused Partial Acceptance No reply
59.2% of safety recommendations were considered positively

(full or partial acceptance), while 40.8% were refused or no
answer was provided to the investigative body.
47
CHAPTER 3
CARGO SHIPS
Grounding of the general cargo vessel PRISCILLA on 18/07/2018.
KEY FIGURES 2018
1422 48 36 258 3 1508

CASUALTIES VERY SERIOUS FATALITIES PERSONS SHIPS SHIPS
48
Cargo ships
3.1 DETAILED DISTRIBUTION
Figure 3.1: Distribution of cargo ship types involved
Chemical tanker
Liquified gas tanker
Oil tanker
In 2018, 1508 cargo ships
were involved in marine
Other/unspecified liq. cargo casualties or incidents. In the
period 2011 – 2018, the sub-
Bulk Carrier
category most frequently
involved was general cargo
(32.7%), followed by container
Container ship ships (17.9%) and bulk carriers
(15.5%).
General Cargo
Refrigerated Cargo 2011

2012
Ro-Ro Cargo 2013
2014
2015
Other solid cargo ship
2016
2017
Unspecified cargo ship
2018
0 100 200 300 400 500 600
49
Figure 3.2: Main places of occurrence with person(s) on board cargo ships for Figure 3.3: Average age by type of cargo ships involved for 2011-2018
2011-2018
Chemical tanker
Other ship Accomodation Bridge Liquified gas tanker
areas 6.3% 1.2%
Forecastle deck 15%
Oil tanker
5.7% Other/unspecified liq. cargo
Bulk Carrier
Ship gangway Container ship
2.3%
General Cargo
Refrigerated Cargo
Cargo hold
Engine
&
department
Ro-Ro Cargo
tank areas
20.5% Other solid cargo ship
22.9%
Ship deck Unspecified cargo ship

26.1% 0 5 10 15 20 25
The main location of marine casualties and incidents was ship The youngest ship category is liquified gas tankers (9.2 years)
decks (31.8%), followed by cargo hold and tank areas (22.9%) while the oldest is other solid cargo ship (21.4 years).
and engine department (20.5%).
50
Cargo ships
Figure 3.4: Average gross tonnage (GT) per cargo ship type involved Figure 3.5: GT>=500 distribution of cargo ships involved for 2011-2018
for 2011-2018
1800
Chemical tanker
1600
1400
Oil tanker
Other/unspecified liq. cargo 1200
Bulk Carrier 1000
Container ship 800

General Cargo
600
Refrigerated Cargo
400
Ro-Ro Cargo
200
Unspecified cargo ship 0
500 10000 20000 30000 40000 50000
100000
140000
130000
150000
120000
30000
60000
80000
90000
110000
40000
20000
50000
70000
10000
6000
8000
9000
2000
4000
3000
5000
7000
1000
500
Refrigerated Cargo ships (6907) and general cargo ships The average gross tonnage (GT) of cargo ships involved in
(7249) had the lowest average GT, while container ships marine casualties is 21873. There are two peaks, between GT
represented the highest average GT of 44000. average intervals of 2000 - 3000 and 10000 - 30000.
51
3.2 NATURE OF MARINE CASUALTIES AND INCIDENTS
Figure 3.6: Distribution of severity per cargo ship type for 2011-2018
Chemical tanker
Oil tanker
Other/unspecified
liquid cargo
Bulk Carrier General cargo ships, containers and bulk

carriers are accountable for 70.3% of
the very serious casualties related to the
Container ship ship and for 67.4% of the serious.
General Cargo 35.5% of the casualties and incidents

were related to general cargo ships.
Refrigerated Cargo
Ro-Ro Cargo Very serious
Other/unspecified Serious
solid cargo ship
Less Serious
Marine incident
0 200 400 600 800 1000 1200 1400 1600 1800 2000
52
Cargo ships
Figure 3.7: Distribution of casualty events per cargo ship type for 2011-2018
Capsizing/Listing
Collisions represents 24.9% of the
events followed by loss of control
Collision (23.6%) and contacts (18.1%).
Navigation events represents more
than 56.6% of casualties or incidents
Contact
to cargo ships.
Damage to ship
or equipment Chemical tanker
Fire/Explosion Liquified gas tanker
Oil tanker
Flooding/Foundering
Other/unspecified liquid cargo
Bulk carrier
Grounding/stranding
Container ship
Hull failure General cargo
Refrigerated cargo
Loss of control
Ro-Ro cargo
Other/unspecified solid cargo ship

Other
0 200 400 600 800 1000
53
3.2.2 OCCURRENCE WITH PERSON(S)
Figure 3.8: Severity of occurrence with person(s) per cargo ship type for 2011-2018
Chemical tanker
Oil tanker
Other/unspecified
liquid cargo
Bulk Carrier
Container ship
Most of the very serious occurrence
General Cargo with person(s) (175) occurs in general
cargo ships (30.3%), containers
(24.6%) and bulk carriers (22.3%).
Refrigerated Cargo
Other/unspecified Serious
solid cargo ship
Less Serious
Marine incident
0 50 100 150 200 250 300 350
54
Cargo ships
Figure 3.9: Distribution of deviations per cargo ship type for 2011-2018
Body movement under


any physical stress
Slipping and falls of persons
was the most frequent
Breakage, bursting, splitting, deviation (35%).
Deviation by overflow, overturn,

leak, flow, vaporisation, emission Chemical tanker

Deviation due to electrical
Oil tanker
problems, explosion, fire
Other/unspecified liquid cargo
Loss of control of machine, means Bulk carrier

of transport, handling equipment
Container ship
General cargo
Slipping - Stumbling and falling
- Fall of persons Refrigerated cargo
Ro-Ro cargo
Other/unspecified Other/unspecified solid cargo ship

0 50 100 150 200 250
55
3.3 LOCATION OF MARINE CASUALTIES AND INCIDENTS
This section provides information about the location of cargo ships when marine casualties or incidents occurred.
Figure 3.10: Distribution by voyage segment
Anchored
or alongside
The departure phase remained the safest

Transit
voyage segment over the period (10.1% of the
cases). The transit (22.6%), arrival (20.2%) and
anchored (20.3%) are the phases where more
Departure marine casualties and incidents took place.
2011
Arrival
2012
2013
Mid-water 2014
2015
2016
Unknown 2017
2018
0 50 100 150 200 250 300 350 400 450
56
Cargo ships
Figure 3.11: Distribution by voyage segment per cargo ship type for 2011-2018
Chemical tanker
Oil tanker
For general cargo and container
Other/unspecified ships, the segment “transit” is the
liquid cargo phase where most marine casualties
and incidents took place. For oil
Bulk Carrier tankers and bulk carriers, the less
safe segment is when the ship is
“anchored” or “alongside”.
Container ship
General Cargo
Anchored or alongside
Refrigerated Cargo
Arrival
Ro-Ro Cargo
Departure
Other/unspecified Mid-water
solid cargo ship
Transit
Unknown
0 200 400 600 800 1000
57
3.3.2 LOCATION
Figure 3.12: Distribution by location of marine casualties and incidents per cargo ship type for 2011-2018
Chemical tanker
Oil tanker
Other/unspecified
liquid cargo
Bulk Carrier
Container ship All types of cargo ships have the highest

numbers of casualties and incidents
within internal waters (56%).
General Cargo
Refrigerated Cargo
Territorial sea
Ro-Ro Cargo
Inland waters
Other/unspecified Internal waters
solid cargo ship
Open sea
Other
0 500 1000 1500 2000 2500
58
Cargo ships
59
Figure 3.14: Distribution of marine casualties and incidents within sub-sea areas around EU waters for 2011-2018
60
Cargo ships
3.4 ACCIDENT EVENTS

AND CONTRIBUTING FACTORS
Figure 3.15: Accident events 2011-2018
Hazardous material
Human action
Among 2273 accident events
related to cargo ships, human
actions were quoted most
System/ equipment failure often (68.6%), followed by
equipment failure (16.2%).
Unknown
0 500 1000 1500 2000
61
Figure 3.16: Relationship between Accident Events and the main Contributing
Factors for 2011-2018
Hazardous material
Human action In a large majority of all accident

events, shipboard operation
appeared to be the most
System/ equipment failure significant contributing factor
(70.7%), being significant in the
accident event ‘Human action’
(79.6%).
Unknown
0 200 400 600 800 1000 1200 1400
Environmental effect Shipboard operation

Shore management Not specified
62
Cargo ships
Figure 3.17: Contributing Factors related to ‘Human action’ for 2011-2018
Social environment - This figure shows the 10 most reported

LTA communication (SO) contributing factors related to ‘Human
Operations management - action’. Social environment - safety
Inadequate procedures (SM)
awareness (130), personnel and manning -
Inadequate tools and equipment - Inadequate work methods (126) and crew
LTA assessment of needs and risks (SO)
resource management - planning and
Crew resource management - coordination (106) represent the highest
Effective communication on board and ashore (SO)
figures, all of them under the main group SO.
Personnel and manning in general -
Lack of skill (SO)
The main groups of safety recommendations are
Personnel and manning - classified under: SO – Ship board operations; SM – Shore
management, and; EE – Environmental effect.
LTA mental and psychological state (SO)
LTA – Less than adequate.
Planning and coordination (SO)
Safety awareness (SO)
0 20 40 60 80 100 120 140
63
3.5.2 CONSEQUENCES TO PERSONS

3.5 CONSEQUENCES
3.5.2.1 FATALITIES
3.5.1 CONSEQUENCES TO SHIPS
Figure 3.19: Number of fatalities
Figure 3.18: Cargo ships lost
80
10 80
70
70
8 60
60
50
50
6
40
40
30
4 30
20
20
2 10
10
0
0 2011 2012 2013 2014 2015 2016 2017 2018
2011 2012 2013 2014 2015 2016 2017 2018
Among cargo ships that were lost (37), 56.8% were general In 2018, the number of fatalities on board cargo ships doubled
cargo, followed by containers and bulk carriers with 13.5% when compared with 2017.
each.
Fatalities of crew represented 89.1% of cases.
64
Cargo ships
Figure 3.20: Distribution of fatalities per cargo ship type
Chemical tanker A higher number of

fatalities occurred on
board of containers,
Liquified gas tanker general cargo and bulk
carriers a total of 71.4%
across the period. The
Oil tanker number of fatalities was
very high on board of
Other/unspecified liq. cargo ro-ro cargo ships in 2015,
due to the sinking of El
Faro on 02/10/2015 with
Bulk Carrier 33 victims.
Container ship
General Cargo

2012
Ro-Ro Cargo 2013
2014
Other solid cargo ship 2015
2016
Unspecified cargo ship 2017
2018
0 5 10 15 20 25 30 35 40
65
3.5.2.2 INJURIES
Figure 3.21: Number of injuries
350
300
250
200
150
100
50
0
2011 2012 2013 2014 2015 2016 2017 2018
The number of crew members injured decreased in the last 2

years. Due to the nature of the ship type, crew member is the Bulk carrier BBC NEPTUNE after the collision with the
category of person with more injuries (92.3%). container ship DELPHIS GDANSK on 27/03/2018.
66
Cargo ships
Figure 3.22: Distribution of injuries by cargo ship type
Chemical tanker
Oil tanker
Other/unspecified liq. cargo
Bulk Carrier
While 25.4% of injuries
happened on board general
Container ship cargo ships, container ships
also accounted for 23.4%.
General Cargo

2012
Ro-Ro Cargo 2013
2014
Other solid cargo ship 2015

2016
2017
2018
0 10 20 30 40 50 60 70 80 90
67
CHAPTER 4
FISHING VESSELS
Fishing vessel NORTHGUIDER ran aground while under power on 28/12/2018,

all crew abandon vessel by helicopter due to the deterioration weather conditions.
KEY FIGURES 2018
567 30 12 208 12 584

68
& INCIDENTS CASUALTIES INJURED LOST INVOLVED
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 4.1: Distribution of fishing vessel types involved

Dredger
Among fishing vessels involved, the subcategory
trawlers represented 56.6% of the marine
Gillnetter casualties and incidents.
Liner
Multi-purpose
Potter 2011
2012
Seiner 2013
2014
Trawler 2015
2016
Other/unspecified FV 2017
2018
0 50 100 150 200 250 300 350 400
69
Figure 4.2: Main places of occurrence with person(s) on board fishing vessels
2011-2018
Bridge
2.6%
Engine department
3.8%
Accomodation
3.1%
The most quoted location of marine casualties

and incidents was ship decks (68.5%) in line
Other ship areas with the nature of the operations on board of
10.2% fishing vessels.
Cargo hold Ship decks

& 68.5%
tank areas
11.8%
70
Fishing vessels
Figure 4.3: Average age by type of fishing vessels involved for 2011-2018 Figure 4.4: Average length of fishing vessels involved by main category for
2011-2018
Dredger 700
Dredger
Gillnetter 600
Gillnetter
Liner 500
Liner
Multi-purpose 400
Multi-purpose
300
Potter
Potter
200
Seiner
Seiner
100
Trawler
Trawler
Other/ 0
Other/
unspecified FV
15
18
21
30
36
39
42
45
60
65
70
75
90
24
27
33
50
55
80
190
100
unspecified FV
0 5 10 15 20 25 30 35
0 5 10 15 20 25 30 35
The youngest ship category is liner (23.1y) while the oldest is All types of fishing vessels had an average length overall
dredgers (31.2y). between 16.2m and 31.2m.
71
Figure 4.5: Length distribution of fishing vessels involved for 2011-2018
1200
1000
800
600
The average length overall of fishing vessels involved in a

400
marine casualty or incident was 29.5m. Most fishing vessels
fell within 15 -25m segment corresponding to 55.4% of the
200 total.
Note: e.g. value shown under 20m (1083) means that the number of ships
0 with the length overall from >15m to 20m.
15 20 25 30 35 40 45 50 55 60 65 70 75 80 >80
72
Fishing vessels
Figure 4.6: Distribution of severities per fishing vessel type for 2011-2018
Dredger
Gillnetter
Liner
Multi-purpose
Among all fishing vessels, 54.9% of the
Potter casualties with a ship involved a trawler.
Among all fishing vessels, 52.4% of the very

Seiner serious casualties involved trawlers. Within
trawlers category, the sub-category trawler
Trawler stern contributes with 69%.
Other/unspecified FV
Serious
Less Serious
Marine incident
0 100 200 300 400 500 600
73
Figure 4.7: Distribution of casualty events per fishing vessel type for 2011-2018
Capsizing/
Listing
Collision
Loss of control (37.7%) was the most quoted
category, in particular the sub-category loss of
Contact propulsion power with (29.7%). Collision also had a
significant value (27.0%).
Damage to ship
or equipment
Fire/Explosion
Flooding/
Foundering
Grounding/
stranding
Hull failure
Loss of control
Engine room fire on board of seiner fishing vessel while

0 100 200 300 400 500 600 on passage on 05/09/2018
Dredger Gillnetter Liner Multi-purpose

Potter Seiner Trawler Other
74
Fishing vessels
Figure 4.8: Severity of occurrence with person(s) per fishing vessel type for 2011-2018
Dredger
Gillnetter
Liner
Multi-purpose
60% of the very serious occurrences

with person(s) (36) took place on board
Potter trawlers. The sub-category stern trawler
is responsible for 21 (58.3%) very serious
accidents.
Seiner
Very serious
Trawler
Serious
Less Serious
Other/
unspecified FV Marine incident
0 100 200 300 400 500
75
Figure 4.9: Distribution of deviations per fishing vessel type for 2011-2018
Body movement under


any physical stress
Falls, loss of control
of machine and body
Breakage, bursting, splitting, fall, movement without stress
collapse of material agent
on board were deviation
categories with more
Deviation by overflow, overturn, leak, events representing
flow, vaporisation, emission 72.6%. Deviations on
board trawlers represents
59.4% of the total.
Deviation due to electrical problems,
explosion, fire
Loss of control of machine, means Dredger

Gillnetter
Liner
Slipping - stumbling and falling Multi-purpose
Fall of persons
Potter
Seiner
Other/unspecified
Trawler
Other
0 50 100 150 200 250
76
Fishing vessels
This section provides information about the location of the fishing vessels when marine casualties or incidents occurred.
Arrival
Almost 50% of casualties or incidents

involving fishing vessels occurred during
Departure
the mid-water phase of the voyage,
when fishing operations take place.
Mid-water
2011
2012
Transit 2013
2014
2015
2016
Unknown
2017
2018
0 50 100 150 200 250 300 350 400
77
Figure 4.11: Distribution by voyage segment per fishing vessel type for 2011-2018
Dredger
Gillnetter
Liner
Multi-purpose
A predominance of accidents for all types

Potter of fishing vessels is in the mid-water part
of the voyage.
Seiner
Arrival
Trawler Departure
Mid-water
Other/ Transit
unspecified FV
Unknown
0 200 400 600 800 1000 1200
78
Fishing vessels
4.3.2 LOCATION
Figure 4.12: Distribution by location of the marine casualties and incidents per fishing vessel type for 2011-2018
Dredger
Gillnetter
Liner
Multi-purpose
For trawlers and liners, accidents mostly
took place in open sea. For other fishing
vessels the most frequent was territorial
Potter sea .
Seiner
Territorial sea
Inland waters
Trawler
Internal waters
Open sea
Other/
unspecified FV
Other
0 200 400 600 800 1000
79
80
Fishing vessels
81
Figure 4.16: Relationship between Accident Events and the main Contributing
4.4 ACCIDENT EVENTS AND Factors for 2011-2018
CONTRIBUTING FACTORS
Figure 4.15: Accident events for 2011-2018

Hazardous
material
Hazardous
material Human
action
Human System/
action equipment
failure
System/ Other agent
equipment failure or vessel
Other agent
or vessel Unknown
0 50 100 150 200 250 300 350

Unknown
0 100 200 300 400 500 Shore management Not specified
From a total of 681 accident events analysed during the Shipboard operation category was the most quoted
investigations, 62.4% were attributed to a Human Action and contributing factor with 58.9% of the total. Within the
23.2% to System/equipment failure. accident event “Human action”, Shore operation is 3 times
higher than Shore management.
82
Fishing vessels
Figure 4.17 Contributing Factors related to ‘Human action’ for 2011-2018
Work place conditions - This figure shows the 7 most

Hazardous/ messy workplace (SO) reported contributing factors
related to ‘Human action’. Social
Personnel and manning - environment - Safety awareness
LTA mental and psychological state (SO) (30), Personnel and manning -
Inadequate work methods (25),
Personnel and manning in general - Personnel and manning - Lack
Lack of skill (SO) of knowledge (24) represent the
highest figures, all under the main
Emergency preparedness -
Training ignored (SO)
group ship board operations.
Personnel and manning in general - The main groups of safety recommendations

Inadequate work methods (SO) are classified under: SO – Ship board
operations; SM – Shore management; EE –
Personnel and manning in general - Environmental effect.
LTA – Less than adequate.
0 5 10 15 20 25 30 35
83

4.5 CONSEQUENCES
4 5.2.1 FATALITIES
Figure 4.18: Fishing vessels lost
40
25
35
20 30
25
15 20
15
10
10
5
5
0
2011 2012 2013 2014 2015 2016 2017 2018
0
2011 2012 2013 2014 2015 2016 2017 2018 Crew Passenger Other Total
In 2018 there was an uptick in comparison with 2017, however In 2018 the number of fatalities on board fishing vessels
overall the trend indicates a decrease tendency. decreased when comparing with 2017. Since 2015 the number
of fatalities has a descending trend.
56% of the fishing vessels lost are trawlers in particular stern
trawlers.
84
Fishing vessels
Figure 4.20: Distribution of fatalities by fishing vessel type
Dredger
Gillnetter
63.4.% of the fatalities occurred on board

trawlers where stern trawlers correspond to
Liner
50% of the total in this subcategory.
Multi-purpose
Potter
Seiner
Trawler
Image taken from the rescue helicopter video footage.

Other/ Attemp to a highline transfer of a recovered fisherman
uspecified dragged overboard after his leg became entangled in the
fishing gear.
0 5 10 15 20 25
2011 2012 2013 2014 2015 2016 2017 2018
85
4.5.2.2 INJURIES
300
250
200
150
The average of injured fishermen over the last 5 years is
around 220. In 2018, injuries decreased slightly as compared
100
with 2017.
50
0
2011 2012 2013 2014 2015 2016 2017 2018
86
Fishing vessels
Figure 4.22: Distribution of injuries by fishing vessel type
Dredger
Multi-purpose
Potter
59.1% of the injuries took place on-

Gillnetter
board trawlers followed by 20.4%
in fishing vessels where the sub-
category was not specified.
Liner
Seiner 2011
2012
2013
Trawler 2014
2015
2016
Other/ 2017
unspecified FV
2018
0 50 100 150 200 250
87
CHAPTER 5
PASSENGER SHIPS
Grounding of a passenger ship Mestre Simão on the arrival to an island port

on 06/01/2018.
KEY FIGURES 2018
832 13 4 331 3 856

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 when they are involved in an occurrence together
with a ship which is covered by the directive.
Figure 5.1: Distribution of passenger ship types involved
Among the passenger ships

involved, the most quoted
PRC Domestic
subcategory was ‘passenger and
ro-ro cargo’ ships (also known as
PRC International ‘Ferries’) with 48.6% followed by
ships carrying only passengers on
international voyage (15.9%).
PRC Port or internal waters
OP: Passenger ship carrying only
passengers PRC: Passenger ship carrying
PRC Unspecified passengers and ro-ro cargo (acronyms
used throughout chapter).
OP Domestic
OP International
OP Port or internal waters 2011

2012
OP Unspecified 2013
2014
Passenger and general cargo 2015

2016
2017
Unspecified
2018
0 50 100 150 200 250 300
89
Figure 5.2: Main places of occurrence with person(s) on board passenger ships for 2011-2018
Accomodation
Bridge
26.5%
1.1%
Other ship areas

19.7%
Engine department
9.1%
Cabin spaces
9.6%
Restaurant/bar/theater
7%
Cargo hold & tank areas
Ship decks 2.0%
18.3% Vehicle cargo space & ramp
7.1%
The most quoted location of marine casualties and incidents was accommodation (26%) with 576 cases followed by other ship areas
(19.7%) and ship decks (18.3%).
90
Passenger ships
Figure 5.3: Average age by type of passenger ships involved for 2011-2018 Figure 5.4: Average GT per passenger ship type for 2011-2018
PRC Domestic PRC Domestic
PRC International PRC International
PRC Port or internal waters PRC Port or internal waters
PRC Unspecified PRC Unspecified
OP Domestic OP Domestic
OP International OP International
OP Port or internal waters OP Port or internal waters
OP Unspecified OP Unspecified
Passenger and general cargo Passenger and general cargo
Unspecified Unspecified
0 10 20 30 40 50 0 20000 40000 60000 80000
The youngest category is passenger ro-ro cargo engaged in Passenger ships carrying only passengers on international
international voyages (18.3y) while the oldest is ships carrying voyages represented the highest GT average of 72100, while
only passengers in port or internal waters (39.8y). passenger ships of the same category operating in port or
internal waters had the lowest GT average of 467.
91
Figure 5.5: GT distribution of passenger ships involved for 2011-2018
1000
800
600
400
200
0
100
500
1000
3000
5000
10000
20000
30000
40000
50000
60000
70000
80000
90000
100000
110000
120000
The average gross tonnage of passenger ships involved in
marine casualties is 25422.
92
Passenger ships
Figure 5.6: Distribution of severities by passenger ship type for 2011-2018
PRC Domestic
PRC International
PRC Unspecified
OP Domestic
OP International The rate of passenger ships involved in

a very serious occurrence with ship(s)
OP Port or internal waters
remained low (0.9%), the serious
casualties are (15.9.%).
OP Unspecified
Very serious
Passenger and general cargo Serious
Less Serious
Unspecified
Marine incident
0 100 200 300 400 500 600
93
Figure 5.7: Distribution of casualty events per passenger ship type for 2011-2018
PRC Domestic
PRC International
PRC Port or internal waters Navigational accidents

(collision, contact and
grounding) represented 47% of
PRC Unspecified events that affected passenger
vessels. Loss of control
represented 26.8% of the total
OP Domestic with the sub-category loss of
propulsion with 16.8%.
OP International Capsizing/Listing
Collision
OP Port or internal waters Contact

OP Unspecified
Fire/Explosion
Flooding/Foundering
Passenger and general cargo
Grounding/stranding
Hull failure
Unspecified
Loss of control
0 50 100 150 200 250 300

94
Passenger ships
Figure 5.8: Severity of occurrence with person(s) per passenger ship type for 2011-2018
PRC Domestic
PRC International
PRC Unspecified
OP Domestic
OP International
Very serious occurrence with person(s)

OP Port or internal waters are regularly distributed throughout all
passenger ship sub-types.
OP Unspecified
Very serious
Passenger and general cargo Serious
Less Serious
Unspecified
Marine incident
0 100 200 300 400 500 600
95
Figure 5.9: Distribution of deviations per passenger ship type for 2011-2018
PRC Domestic
PRC International
Slipping and falling of person is the most
significant deviation (42.9%) on board
PRC Port or internal waters passenger ships with passenger ship -
international representing 26.5% of all
PRC Unspecified deviations.
Body movement under

OP Domestic or with physical stress
any physical stress
OP International
fall, collapse of Material Agent
OP Port or internal waters Deviation by overflow, overturn,
leak, flow, vaporisation, emission
OP Unspecified Deviation due to electrical problems,
explosion, fire
Loss of control of machine, means
Unspecified - Fall of persons
Other/unspecified
0 50 100 150 200 250 300 350 400 450
96
Passenger ships
This section provides information about the location of the ships when marine casualties or incidents occurred.
Figure 5.10: Distribution by voyage segment for 2011-2018
Body movement under


The mid-water, arrival and
any physical stress anchored are the phases least safe
representing two thirds of the total.
fall, collapse of material agent OP Domestic
OP International
leak, flow, vaporisation, emission OP Port or internal waters
Deviation due to electrical OP Unspecified

Loss of control of machine, means PRC Domestic
PRC International
- Fall of persons PRC Port or internal waters
PRC Unspecified
Other/unspecified
Unspecified
0 50 100 150 200 250 300 350 400
97
Figure 5.11: Distribution by voyage segment per passenger ship type for 2011-2018
Anchored
or alongside
Transit
Departure
Arrival
Mid-water
Collision between ro-ro passenger ship ULYSSE
and container ship CSL VIRGINIA on 28/07/2018.
Unknown
0 50 100 150 200 250 300 350
2011 2012 2013 2014 2015 2016 2017 2018
Ro-ro passengers (PRC) in domestic voyages and ro-ro

passengers with sub-category not specified are the ship types
with more casualties and incidents during the arrival phase.
98
Passenger ships
5.3.2 LOCATION
Figure 5.12: Distribution by location per passenger ship type for 2011-2018
PRC Domestic
PRC International
PRC Unspecified For all types of passenger ships,

except ships carrying only
passengers in international
OP Domestic voyages, casualties took place
in internal waters (60.2% of all
cases).
OP International

Arrival
OP Unspecified
Departure
Passenger and general cargo Mid-water
Transit
Unspecified
Unknown
0 50 100 150 200 250 300 350
99
100
Passenger ships
101
5.4 ACCIDENT EVENTS AND

Hazardous material
Human action
From a total of 720 accident events

System/equipment failure analysed during the investigations 59.4%
were attributed to a Human action and
29% to System/equipment failure.
Unknown
0 50 100 150 200 250 300 350 400 450
102
Passenger ships
Figure 5.16: Relationship between accident events and the main contributing
factors for 2011-2018
Hazardous
material
Human
action
System/
equipment failure
Other agent
or vessel
Unknown
0 50 100 150 200 250 300
Environmental effect Shipboard operation Damage of main engine No. 2 of the ro-ro passenger ship
REGINA SEAWAYS on 02/10/2018.
Shipboard operation category was the most quoted

contributing factor with 58.5% of the total. Within the
accident event “Human action”, Shipboard operation is 2.2
times higher than Shore management.
103
Figure 5.17: Contributing factors related to ‘Human action’ for 2011-2018

Lack of skill (SO)
Maintenance -
Improper maintenance/ repair (SO)
Design -
Design error (SM)
Lack of knowledge (SO) This figure shows the 6 most reported
Maintenance - contributing factors related to ‘Human action’.
Failure not detected during IMR (SO) Personnel and manning - Inadequate work
Operations management - methods (43), Crew resource management
Inadequate procedures (SM) - Planning & coordination (26), Social
Social environment - environment - Safety awareness (21) represent
Safety awareness (SO) the highest figures.
The main groups of safety recommendations are classified
Planning & coordination (SO)
under: SO – Ship board operations; SM – Shore management,
Personnel & manning - and; EE – Environmental effect.
Inadeq. work methods (SO)
0 10 20 30 40 50 60 LTA – Less than adequate.
104
Passenger ships

5.5 CONSEQUENCES
5.5.2.1 FATALITIES
Figure 5.18: Passenger ships lost
40
40
6
35
35
5
30
30
4 25
25
20
20
3
15
15
2 10
10
5
5
1
0
0
2011 2012 2013 2014 2015 2016 2017 2018
0
Among the 13 passenger ships that were lost, eleven were Since the year 2012, the number of fatalities on board of
passenger ships ‘carrying only passengers’. passenger ships tends to decrease.
Since 2014, the number of passenger ships lost has been on 60.4% of the victims were passengers and 33.7% crew
the decrease and it was noted that no passenger ships were members.
lost in 2017, however in 2018, 3 ships were lost.
105
Figure 5.20: Distribution of fatalities per passenger ship type
PRC Domestic
PRC International
PRC Unspecified
Besides the two major events, Costa
OP Domestic Concordia (OP International) in 2012 and
Norman Atlantic (PRC Unspecified) in
2014, fatalities occurred evenly across the
OP International passenger ship types.
OP Port or internal waters 2011

2012
OP Unspecified 2013
2014
2016
Unspecified 2017
2018
0 50 100 150 200
106
Passenger ships
5.5.2.2 INJURIES
500
500
450
450
400
400
350
350
300
300
250 In the last three years the number of injuries on board
250 of passenger ships is stable around 345.
200
200
150 Injuries happened mainly to seafarers (55.3%).
150
100
100
50
50
0
0 2011 2012 2013 2014 2015 2016 2017 2018
107
Figure 5.22: Distribution of injuries per passenger ship type
PRC Domestic
PRC International
PRC Unspecified
In 2018, the number of

OP Domestic
injuries increased on board of
passenger and ro-ro cargo and
only passenger – International,
OP International
sub-category not specified.

2011
2012
OP Unspecified
2013
2014
2016
Unspecified 2017
2018
0 50 100 150 200
108
Passenger ships
Damage of main engine No. 2 followed by a fire on board of the ro-ro passenger ship REGINA SEAWAYS on 02/10/2018.
Fire was extinguished by the crew and she could proceed with engine No. 1.
109
CHAPTER 6
SERVICE SHIPS
Overloaded dredger SIRIUS HØJ capsized while manoeuvring on 10/03/2018.
KEY FIGURES 2018
390 6 1 111 3 401

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.
Figure 6.1: Distribution of service ship types involved

Dredger
Among the service ships involved in a marine casually
Floating platform or incident, the most quoted subcategory was tugs
(towing/pushing) (23.6%), followed by dredgers (15.2%)
and offshore supply ships (12.9%).
Multi-purpose
The number of service ships involved in 2018 was 401
Offshore supply ship compared with 394 in 2017.
Other offshore ship
Research ship
2011
2012
SAR craft
2013
Special purpose ship 2014
2015
Tug (Towing/Pushing) 2016
2017
Other/unspecified
2018
0 20 40 60 80 100 120
111
Figure 6.2: Main places of occurrence with person(s) onboard service ships for 2011-2018
Other ship areas

22.3%
Bridge
3.3%
Engine department
10.8%
The main location of marine casualties

Ship decks and incidents was ship decks (47.7%)
Accomodation 47.7% corresponding to 459 cases, followed other
9.5% Cargo hold & tank ship areas (22.3%).
areas
6.4%
112
Service ships
Figure 6.3: Average age by type of service ship involved for 2011-2018 Figure 6.4: Average length of service ships involved by main category for
2011-2018
Dredger
Dredger
Floating platform
Floating platform
Multi-purpose
Multi-purpose
Offshore supply ship
Other offshore ship
Other offshore ship
Research ship
Research ship
SAR craft
SAR craft
Special purpose ship

Tug (Towing/Pushing) Tug (Towing/Pushing)
Other/unspecified Other/unspecified
0 5 10 15 20 25 0 20 40 60 80 100 120
The youngest ship category is multi-purpose ship (8y) while The ships with the shortest length were search and rescue
the oldest is research ship (23.7y). craft and the longest dredgers.
113
Figure 6.5: Length distribution of service ships involved for 2011-2018 6.2 NATURE OF MARINE
700
CASUALTIES AND INCIDENTS
Figure 6.6: Distribution of severity by service ship type for 2011-2018
600
500 Dredger
Floating
400
platform
300 Multi-purpose
200 Offshore
supply ship
Other
100
offshore ship
0 Research
ship
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
200
>200
SAR
craft
The average length of service ships involved was 58.1m. A peak
Special
of marine casualties or incidents within the length overall
purpose ship
segment of 20m - 40m.
Tug
(Towing/Pushing)
Other/
Unspecified
0 50 100 150 200 250 300 350 400
Territorial sea Inland waters Internal waters

Open sea Other
Tugs and dredgers have the highest number of very serious

casualties with a ship, 40.5% and 19% respectively.
114
Service ships
Figure 6.7: Distribution of casualty events per service ship type for 2011-2018
Capsizing/Listing
Collision
Contact
Fire/Explosion
Flooding/Foundering The category collision has

the largest number of events
(32.8%), tugs having the most
Grounding/stranding number (238).
Dredger
Hull failure Offshore supply ship
Other offshore ship
Loss of control
SAR craft
Tug (Towing/Pushing)
Other Other/unspecified
0 50 100 150 200 250
115
Figure 6.8: Severity of occurrence with person(s) per service ship type for 2011-2018
Dredger
Floating platform
Multi-purpose
Other offshore ship
Research ship
SAR craft
Salvaging of a survey open deck vessel after capsizing when

Other/unspecified flooded by 2m wave on 17/07/2018.
0 20 40 60 80 100 120 140 160
The majority of the very serious (65.5%) and serious (45.9%)

occurrence with person(s) occurred on board tug and
dredgers.
116
Service ships
Figure 6.9: Distribution of deviations per service ship type for 2011-2018
Body movement under


any physical stress

fall, collapse of material agent Falls on board tugs,
offshore supply ship
and dredgers represent
Deviation by overflow, overturn, almost half of the total
leak, flow, vaporisation, emission (48.5%). Deviations
falls of persons and loss
of control of machine
Deviation due to electrical are (57.1%).
Dredger
Loss of control of machine, means Floating platform
of transport, handling equipment Multi-purpose
Other offshore ship
Slipping/Stumbling
and falling/Fall of persons Research ship
SAR craft
Other/unspecified Tug (Towing/Pushing)
Other/unspecified
0 10 20 30 40 50 60 70 80 90
117
This section provides information about the location of the ships

when marine casualties or incidents occurred.

The specified segment “mid-water”

remains the least safe voyage phase
with 25.5% of the total.
Arrival
Departure
Mid-water
2011
2012
Transit 2013
2014
2015
2016
Unknown
2017
2018
0 50 100 150 200
118
Service ships
Figure 6.11: Distribution by voyage segment per service ship type for 2011-2018
Dredger
Floating platform
Multi-purpose
Other offshore ship Apart from dredgers that had casualties

mainly when anchored or alongside, all
other types of service ships had casualties
Research ship during the mid-water phase of the voyage.
SAR craft
Special purpose ship Arrival
Departure
Tug (Towing/Pushing) Mid-water
Transit
Other/unspecified
Unknown
0 50 100 150 200
119
6.3.2 LOCATION
Figure 6.12: Distribution by location of the marine casualties and incidents per service ship type for
2011-2018
Dredger
Multi-purpose
Internal waters were by far the

Other offshore ship
main location of accidents 54.4%
with the sub-category port area
Research ship representing 39.2% of the total.
SAR craft Territorial sea
Inland waters
Floating platform Internal waters
Open sea
Other/unspecified
Other
0 50 100 150 200
120
Service ships

121
122
Service ships

Hazardous material
Human action
analysed during the investigations,
68.4% were attributed to a Human
System/equipment failure action and 18.8% to System/
equipment failure.
Unknown
0 50 100 150 200 250
123
Figure 6.16: Relationship between accident events and the main contributing factors for 2011-2018
Hazardous material
Human action
System/ equipment failure When reported, shipboard operations

represented the main contributing factor
with 55.6% of the total.
Unknown
0 20 40 60 80 100 120 140

124
Service ships
Inadequate training program (SM)

Effective communication on board and ashore (SO)
Operations management -
Inadequate procedures and check lists (SO)
Personnel and manning in general -

Shipboard operation - Social environment -

0 5 10 15 20 25
This figure shows the 5 most reported contributing factors related to ‘Human action’.
Social environment - Safety awareness (21), Personnel and manning in general - Lack of
knowledge (15) and Operations management - Inadequate procedures (13) represent the
highest figures.
The main groups of safety recommendations are classified under: SO – Ship board operations; SM – Shore
management, and; EE – Environmental effect
125

6.5 CONSEQUENCES
6.5.2.1 FATALITIES
Figure 6.18: Service ships lost
10
6
8
5
4 6
3 4
2
2
1
0
2011 2012 2013 2014 2015 2016 2017 2018
0
In the reference period 2011 – 2018, the average number of After an increase of fatalities from 2013 to 2015, the number of
service ships lost per year was 2.6. deaths tended to decrease since 2015.
Of the 21 ships lost one third were tugs. Almost all victims (91.7%) were crew members.
126
Service ships
Figure 6.20: Distribution of fatalities per service ship type
Dredger
Multi-purpose
Offshore
supply ship 54.2% of the fatalities occurred on board
tugs, however in 2017 and 2018 only one
fatality occurred.
Other
offshore ship
2011
Special
2012
purpose ship
2013
Tug (Towing/ 2014

Pushing) 2015
2016
Other/ 2017
unspecified
2018
0 1 2 3 4 5 6 7 8
127
6.5.2.2 INJURIES
200
150
100 After an increase of injuries in 2013, the number of

persons injured has continuously decreased since then.
Crew members were the main victims of injuries

50
(92.9%).
0
2011 2012 2013 2014 2015 2016 2017 2018
128
Service ships
Figure 6.22: Distribution of injuries per service ship type
Dredger
Floating platform
Multi-purpose

In 2018, the marine
casualties and incidents
Other offshore ship resulting in injuries increased
among the categories
special purpose ship (53.3%)
Research ship and other service ship/
unspecified (more than
double) and decreases on
board tugs (28.6%).
SAR craft
2011
Special purpose ship 2012
2013
2014
2015
2016
2018
0 10 20 30 40 50
129
Capsizing of the recreational craft AQUATAZ in commercial activity after have been hit by a sequence
of three waves on her starboard side on 19/04/2018.
CHAPTER 7
OTHER SHIPS
KEY FIGURES 2018
150 10 1 33 4 167
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. This category of vessels are also within the scope of the directive 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).
Figure 7.1: Distribution of ‘Other ships’ involved

Historical
craft Among the other types of ships involved,
the main subcategory was represented by
Recreational recreational sailboats (30.4%), followed
motorboat by inland waterway passenger (24%) and
motorboat (15.6%). The number of marine
Sailboat
casualties or incidents in 2018 were 167.
Other
recreational crafts
Inland
barge
2011
Inland waterway
2012
passenger
2013
Other 2014
inland waterway 2015
2016
Others 2017
2018
0 10 20 30 40 50 60 70 80
131
Figure 7.2: Main places of occurrence with person(s) onboard ‘Other ships’ for Figure 7.3: Average age of ‘Other ships’ by category involved for 2011-2018
2011-2018
Historical craft
Bridge
1.9% Recreational motorboat
Other ship areas
29.1% Ship decks Sailboat
44.7%
Other recreational crafts
Inland barge
Engine department Inland waterway Passenger

2%
Cargo hold & tank areas Other inland waterway

Accomodation
2.4%
19.9%
Other
0 10 20 30 40 50 60 70 80
The youngest ship category is sailboat (with aux. motor and

sail only) (18y), while the oldest is historical ships (70y).
The most quoted location of marine casualties and incidents
was ship decks (44.7%) corresponding to 92 cases, followed
by ‘Other ships’ areas (29.1%).
132
Other ships
Figure 7.4: Average length overall of ‘Other ships’ involved by main category
for 2011-2018
Historical craft
Recreational motorboat
Sailboat
Inland barge
Inland waterway passenger
Other inland waterway
Others
0 10 20 30 40 50 60 70
Crew member position representation on
an historical craft boom, before falling down
With an average length of 59.9m, barges were the longest on the deck causing his death on 05/12/2018.
ships involved in this category. Recreational craft were the
smallest.
133
Figure 7.5: Length overall distribution of ‘Other ships’ involved for 2011-2018
1200
1000
800
A peak is noted for ships with a length overall
between >15 - 20 meters.
600
400
200
0
15 20 25 30 35 40 45 50 55 60 65 70 75 80 >80
134
Other ships
Figure 7.6: Distribution of severity by ‘Other ships’ for 2011-2018
Historical craft
Sailboat
Recreational craft motorboats and

Inland barge
sailboats have the highest rate of very
serious casualties 41.8% and 21.8%,
respectively.
Very serious
Serious
Less Serious
Others
Marine incident
0 20 40 60 80 100 120 140 160
135
Figure 7.7: Distribution of casualty events per ‘Other ships’ for 2011-2018
Capsizing/Listing
Collision
Contact
Ships within this category, despite being

excluded from the scope of Directive 2009/18/
Damage to ship
EC, were however recorded as they were involved
or equipment
in a collision with a ship falling under the scope.
This explains the very high rate of collisions as
Fire/Explosion a casualty event (63.8%) being motorboats and
sailing boat responsible for more than 50%.
Flooding/Foundering
Historical craft
Grounding/stranding
Sailboat
Other recreational craft

Hull failure
Other inland waterway vessel

Loss of control
Others/not specif.
0 50 100 150 200 250
136
Other ships
Figure 7.8: Severity of occurrence with person(s) per ‘Other ships’ for 2011-2018
Historical craft
Sailboat
Inland barge
The numbers for very serious (5) and
serious (9) occurrence with person(s) for
Inland waterway passenger this category of ships are low in line with
the reduced number of accidents.
Very serious
Serious
Less Serious
Others
Marine incident
0 10 20 30 40 50 60 70
137
Figure 7.9: Distribution of deviations per ‘Other ships for 2011-2018
Body movement under


any physical stress


leak, flow, vaporisation, emission
Slipping and falling of persons was
the most recorded deviation (41.6%)
Deviation due to electrical and (65.9%) of the fall occurred on
problems, explosion, fire board of inland waterway passenger
ships.
Loss of control of machine, means Historical craft

Sailboat
- Fall of persons
Other recreational craft

Other / Unspecified Other inland waterway vessel
Others/not specif.
0 10 20 30 40 50 60 70
138
Other ships
This section provides information about the location of the ships when marine casualties or incidents occurred.
Figure 7.10: Distribution by voyage segment for 2011-2018
Anchored
or alongside
Arrival
The specified mid-water is the least safe phase

Departure with 21.4% followed by anchored or alongside
with 15.5%.
Mid-water 2011
2012
2013
Transit 2014
2015
2016
Unknown 2017
2018
0 20 40 60 80 100 120 140 160 180
139
Figure 7.11: Distribution by voyage segment per ‘Other ships for 2011-2018
Historical craft
Sailboat
The mid-water phase of a voyage

Inland barge is confirmed to be the least safe,
irrespective of the ship type.
Inland waterway passenger Anchored or alongside
Arrival
Other inland waterway Departure
Mid-water
Others Transit
Unknown
0 20 40 60 80 100 120 140 160
140
Other ships
7.3.2 LOCATION
Figure 7.12: Distribution by location of marine casualties and incidents per ‘Other ships’ for 2011-2018
Historical craft
Sailboat

‘Internal waters’ is the location
where the majority of the
casualties or incidents took place.
Inland barge Within the category of sailing
boats, accidents occurred mainly
in internal waters (44.5%) and in
territorial sea (42.1%).
Territorial sea
Other inland waterway Inland waters
Internal waters
Open sea
Others
Other
0 50 100 150 200 250
141
142
Other ships
143

Due to the limited number of cases, figures below should be considered as indicative rather
than conclusive. However, possible conclusions that can be made follow the conclusions made
for the four other categories of ship.
Hazardous material
Human action

System/ equipment failure analysed during the investigations,
60.9% were attributed to Human action
and 21.8% to System/equipment failure.
Unknown
0 10 20 30 40 50 60 70 80
144
Other ships
Figure 7.16: Relationship between accident events and the main contributing factors for 2011-2018
Hazardous material
Human action
System/ equipment failure When reported, shipboard operations

were most quoted as contributing
factor with 53,6% of the total.
Unknown
0 5 10 15 20 25 30 35 40 45

145
Inadequate training program (SM)

Shipboard operation -
LTA knowledge and ability to apply This figure shows the 6 contributing factors
effective resource management - most reported. Social environment - Safety
Effective communication on board and ashore
awareness (26), Personnel and manning
Operations management - - Lack of knowledge (16) and Operations
Inadequate procedures and check lists (SM) management - Inadequate procedures and
check lists (SM) (14) represent the highest
Personnel and manning - figures.
Main groups of safety recommendations are classified
under: SO – Ship board operations; SM – Shore
Safety awareness (SO) management, and; EE – Environmental effect.
0 5 10 15 20 25 30 LTA – Less than adequate.
146
Other ships

7.5 CONSEQUENCES
7.5.1 CONSEQUENCES TO SHIPS 7.5.2.1 FATALITIES
Figure 7.18: ‘Other ships’ lost Figure 7.19: Number of fatalities
16
10
9 14
8 12
7 10
6
8
5
6
4
4
3
2 2
1 0
2011 2012 2013 2014 2015 2016 2017 2018
0
After no lost ships were recorded in this category in 2015,

figures have been rising. Since 2013 the number of fatalities on board ‘Other ships’
tended to decrease.
Of the 32 ‘Other ships’ that were lost, the majority were
recreational craft (62%).
147
Figure 7.20: Distribution of fatalities per ‘Other ships’ 7.5.2.2 INJURIES
Recreational
70
motorboat
60
50
Sailboat
40
30
Other 20
recreational
craft 10
0
Inland 2011 2012 2013 2014 2015 2016 2017 2018
waterway
vessels Crew Passenger Other Total
0 2 4 6 8 10 12
The number of injuries has continued increasing since 2015,
2011 2012 2013 2014 2015 2016 2017 2018 with in particular an increase in the number of passengers that
were injured in 2018 (18).
Most fatalities occurred on board recreational craft,
motorboats or sailboats, in particular those with auxiliary
motor.
148
Other ships
Figure 7.22: Distribution of injuries per ‘Other ships’
Historical
craft
Recreational
motorboat
Sailboat
Other
recreational crafts
Most injuries occurred on
board the recreational craft
sub-category (51%) and inland
Inland barge
waterway passenger vessels
(32%).
Inland waterway
passenger 2011
2012
2013
Other
2014
inland waterway
2015
2016
Others 2017
2018
0 5 10 15 20
149
APPENDICES
Contact during the mooring manoeuvre of the chemical tanker with a berth of the cargo terminal
on 05/08/2018.
150
Appendices
4. material damage to a ship;

APPENDIX 1 5. the stranding or disabling of a ship, or the involvement of a ship in a
collision;
ACRONYMS 6. material damage to marine infrastructure external to a ship, that could
seriously endanger the safety of the ship, another ship or an individual;
EMSA: European Maritime Safety Agency or
EMCIP: European Marine Casualty Information Platform 7. severe damage to the environment, or the potential for severe damage
to the environment, brought about by the damage of a ship or ships.
EU: European Union
EC: European Commission However, a marine casualty does not include a deliberate act or omission, with the
intention to cause harm to the safety of a ship, an individual or the environment.
IMO: International Maritime Organization
SAR: Search and Rescue 5. A marine incident means an event, or sequence of events, other than a marine
casualty, which has occurred directly in connection with the operations of a ship
DEFINITIONS FROM THE IMO CASUALTY INVESTIGATION that endangered, or, if not corrected, would endanger the safety of the ship, its
CODE AND THE DIRECTIVE 2009/18/EC occupants or any other person or the environment.
Specific terms used in this publication are also used for marine safety However, a marine incident does not include a deliberate act or omission, with the
investigation purposes and have the following meanings: intention to cause harm to the safety of a ship, an individual or the environment.
1. A coastal State means a State in whose territory, territorial sea and internal 6. A marine safety investigation means an investigation or inquiry into a marine
waters as defined in UNCLOS, a marine casualty or marine incident occurs. casualty or marine incident, conducted with the objective of preventing marine
casualties and marine incidents in the future. The investigation includes the
2. Flag State means a State whose flag a ship is entitled to fly. collection and analysis of evidence, the identification of causal factors and the
making of safety recommendations as necessary.
3. EMCIP is the European Marine Casualty Information Platform, a centralised
database for EU Member States to store and analyse information on marine 7. A marine safety investigation report means a report that contains:
casualties and incidents.
1. a summary outlining the basic facts of the marine casualty or marine
4. 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
identified in the safety management certificate, and the classification
1. the death of, or serious injury to, a person; society (subject to any national laws concerning privacy);
2. the loss of a person from a ship; 3. where relevant the details of the dimensions and engines of any ship
3. the loss, presumed loss or abandonment of a ship; involved, together with a description of the crew, work routine and other
151
matters, such as time served on the ship; * The ship is in a condition, which does not correspond substantially with the
4. a narrative detailing the circumstances of the marine casualty or applicable conventions, presenting a danger to the ship and the persons on
marine incident; board or an unreasonable threat of harm to the marine environment.
5. analysis and comment on the causal factors including any mechanical,
human and organizational factors; 10. A serious injury means an injury which is sustained by a person, resulting
6. a discussion of the marine safety investigation’s findings, including in 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.
7. where appropriate, recommendations with a view to preventing future
marine casualties and marine incidents. 11. 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,
8. A material damage in relation to a marine casualty means: produces a major deleterious effect upon the environment.
1. damage that: 12. 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
9. 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
13. Territorial sea (section 1 of Part II of the United Nations Convention on the
• pollution (regardless of quantity); and/or Law of the Sea) refers to the area within which the sovereignty of a coastal State
extends, beyond its land territory and internal waters and, in the case of an
• a breakdown necessitating towage or shore assistance.
152
Appendices
archipelagic State, its archipelagic waters, to an adjacent belt of sea, described side-up mode due to: negative initial stability (negative metacentric height), or
as the territorial sea. It is a belt of coastal water extending at most 12 nautical transversal shift of the centre of gravity, or the impact of external forces.
miles (22.2 km; 13.8 mi) from the baseline (usually the mean low-water mark) of a
coastal State. • Capsizing when the ship is tipped over until disabled;
• Listing when the ship has a permanent heel or angle of loll.
14. A very serious marine casualty means a marine casualty involving the total
loss of the ship or a death or severe damage to the environment. Collision - a casualty caused by ships striking or being struck by another
ship, regardless of whether the ships are underway, anchored or moored. This
Other definitions can be found in the: type of casualty event does not include ships striking underwater wrecks. The
collision can be with other ship or with multiple ships or ship not underway.
“IMO Code for the Investigation of Marine Casualties and Incidents” which
shall mean the Code for the investigation of Marine Casualties and Incidents Contact - a casualty caused by ships striking or being struck by an external
annexed to resolution A.849(20) of the IMO Assembly of 27 November 1997. object. The objects can be: Floating object (cargo, ice, other or unknown);
+ RESOLUTION MSC.255(84) (adopted on 16 May 2008) ADOPTION OF THE Fixed object, but not the sea bottom; or Flying object.
CODE OF THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES
FOR A SAFETY INVESTIGATION INTO A MARINE CASUALTY OR MARINE Damage to equipment - damage to equipment, system or the ship not
INCIDENT (CASUALTY INVESTIGATION CODE) + RESOLUTION A.1075(28) covered by any of the other casualty type.
adopted on 24 February 2014
Grounding/stranding - a moving navigating ship, either under
The scope of the Accident Investigation Directive 2009/18/EC can be found in its command, under Power, or not under command, Drift(ing), striking the sea
Article 2. bottom, shore or underwater wrecks.
Other information can be found on: http://www.emsa.europa.eu/ Fire/explosion - an uncontrolled ignition of flammable chemicals and other
implementation-tasks/accident-investigation.html or on https://portal.emsa. materials on board of a ship:
europa.eu/emcip-public/#/dashboard
• 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. Accident event is an event that is assessed to be inappropriate and significant discontinuity or blast wave.
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
2. Casualty events are unwanted events in which there was some kind of energy board.
release with impact on people and/or ship including its equipment and its cargo
or environment. They are classified in: • Foundering will be considered when the vessel has sunk. Foundering
should only be regarded as the first casualty event if we do not know the
Capsizing/Listing is a casualty where the ship no longer floats in the right- details of the flooding which caused the vessel to founder. In the chain
153
of events foundering can be the last casualty event in this case there is terrorism, sabotage, piracy);
the need to add accident events. • Illegal discharge is an intentional discharge of polluting substances,
oil or other noxious substances, from ships; and
• Flooding – refers to a casualty when a vessel takes water on board and • other, other intentional act that incur loss of or damage to a ship or
can be: environmental damage or harm to people on board.
Non-accidental events are not considered as marine casualties
- Progressive if the water flow is gradual. or incidents and are not covered by the scope of the Accident
- Massive if the water flow is extensive. Investigation Directive (2009/18/EC).
Hull failure - a failure affecting the general structural strength of the ship. 3. Contributing factor is a condition that may have contributed to an accident
event or worsened its consequence (e.g. man/machine interaction, inadequate
Loss of control - a total or temporary loss of the ability to operate or
illumination).
manoeuvre the ship, failure of electric power, or to contain on board cargo or
other substances: 4. Occurrence with person(s) are grouped under deviations, which consist in the
description of the event deviating from normality leading to the accident:
• Loss of electrical power is the loss of the electrical supply to the ship
or facility; Deviation due to electrical problems, explosion, fire - Not specified
• Loss of propulsion power is the loss of propulsion because of
machinery failure; • Electrical problem due to equipment failure - leading to indirect contact
• Loss of directional control is the loss of the ability to steer the ship; • Electrical problem - leading to direct contact
• Loss of containment is an accidental spill or damage or loss of cargo • Explosion
or other substances carried on board a ship. • Fire, flare up
• Other Deviations not listed above
Missing - a casualty to a ship whose fate is undetermined with no information
having been received on the loss and whereabouts after a reasonable period Deviation by overflow, overturn, leak, flow, vaporisation, emission
of time.
• Solid state - overflowing, overturning
Non-accidental events are intentional events as a result of illegal or hostile • Liquid state - leaking, oozing, flowing, splashing, spraying
acts therefore they are not marine casualties or incidents. They are: • Gaseous state - vaporisation, aerosol formation, gas formation
• Pulverulent material - smoke generation, dust/particles in suspension/
• Acts of war, any act, against a ship or the people on board, by a emission of
State that would effectively terminate the normal international law of • Other Deviations not listed above
peacetime and activate the international law of war;
• Criminal acts, any crime, including an act, omission, or possession Breakage, bursting, splitting, slipping, fall, collapse of Material Agent
under the laws of a State or local government, which poses a
substantial threat to people on board of a ship or to property (e.g. • Breakage of material - at joint, at seams
154
Appendices
• Breakage, bursting - causing splinters (wood, glass, metal, stone, • Other Deviations not listed above
plastic, others)
• Slip, fall, collapse of Material Agent - from above (falling on the victim) Body movement under or with physical stress (generally leading to an
• Slip, fall, collapse of Material Agent - from below (dragging the victim internal injury)
down)
• Slip, fall, collapse of Material Agent - on the same level • Lifting, carrying, standing up
• Other deviations not listed above • Pushing, pulling
• Putting down, bending down
Loss of control (total or partial) of machine, means of transport or • Twisting, turning
handling equipment, handheld tool, object, animal • Treading badly, twisting leg or ankle, slipping without falling
• Other Deviations not listed above
• Loss of control (total or partial) - of machine (including unwanted start-
up) or of the material being worked by the machine Shock, fright, violence, aggression, threat, presence
• Loss of control (total or partial) - of means of transport or handling
equipment, (motorised or not) • Shock, fright
• Loss of control (total or partial) - of hand-held tool (motorised or not) or • Violence, aggression, threat - between company employees subjected
of the material being worked by the tool to the employer’s authority
• Loss of control (total or partial) - of object (being carried, moved, • Violence, aggression, threat - from people external to the company
handled, etc.) towards victims performing their duties
• Loss of control (total or partial) - of animal • Aggression, jostle - by animal
• Other Deviations not listed above • Presence of the victim or of a third person in itself creating a danger for
oneself and possibly others
Slipping - Stumbling and falling - Fall of persons
Other Deviations not listed above in this classification.
• Fall of person - to a lower level
• Slipping - Stumbling and falling - Fall of person - on the same level 5. Categories describing the location where the casualty or accident occurred
• Fall overboard of person are:
• Other deviations not listed above - Outside territorial sea it will be regarded as open sea.
If it is in waters up to 12 nautical miles from the baseline it is coastal
Body movement without any physical stress (generally leading to an waters ≤ 12 nm.
external injury)
- If it is in the waters on the landward side of the baseline of the
• Walking on a sharp object territorial sea it is regarded as internal waters (archipelago
• Kneeling on, sitting on, leaning against fairway, channel/river, port area).
• Being caught or carried away, by something or by momentum
• Uncoordinated movements, spurious or untimely actions
155
- Inland waters, which includes any area of water defined by EU - Fishing vessel is a vessel equipped or used commercially for catching fish
Member States and not categorized as ‘sea’- e.g. canals, tidal and or other living resources at sea.
non-tidal rivers, lakes, and some estuarial waters (an arm of sea
that extends inland to meet the mouth of a river). - Passenger ship is a ship designed to transport more than 12 passengers.
- Repair yard and unknown are the two other possible values. - Service ship is a ship designed for special services, like a tug or a dredger.
6. Occurrence with person(s) type means the mode in which only a person(s)on - Other ships, may be:
board was injured or died.
• Inland waterway vessel is a vessel intended solely or mainly for
Accidents not related to ship operations, illness, suicide and homicides are not navigation on inland waterways.
covered by the scope of the Directive 2009/18/EC. • Recreational craft is a boat of any type, regardless of the means of
propulsion, intended for sports or leisure purposes.
7. Persons on board are categorised as follow: • Navy ship is a ship operating under the Navy or other military
organization.
• Crew members / seafarers (any person who is employed or engaged or • Unknown ship type: occurrence for which it was not possible to identify
works in any capacity on board a ship); the vessel type.
• Passengers; and
• Others, for example persons working in harbours to load or unload Such vessels are considered within the scope of the Directive only when they are
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, The nature of marine casualties and incidents are separated into two different
training, maintenance, etc. categories: a “occurrence with ship(s)”, when a ship, its equipment or cargo is
affected by an accident and an “occurrence with person(s)”, where the accident
Safety recommendations are addressed to those best placed to implement them, affects only a 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 might need towage or shore assistance.
9. The ship type is decided according to the ship’s main activity:
12. Unfit to proceed means that the ship is in a condition, which does not
- Cargo ship is a commercial ship designed for the carriage of various types correspond substantially with the applicable international conventions or
of cargo, goods or products and up to a maximum of 12 passengers. national legislation, presenting a danger to the ship and the persons on board or
156
Appendices
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).
157
APPENDIX 2
Figure 1: EMCIP Model

In order to report in a common way, the information
resulting from marine casualties, a codification of
the various specific information was defined. Such
codification provides also practical advice for a
systematic investigation of marine casualties and
incidents and allows the development of effective
analysis and preventive action. It covers the different
elements that connect the consequences of an accident
to its root events.
Such model is not only implemented at European level,

but also at international level through the IMO resolution
A28/Res.1075.
To support this model, a specific taxonomy related to

marine casualties and incidents, composed by 630 fields,
has been developed in the EMCIP database to store the
various information collected during the investigation.
Safety Recommendations issued by the

investigation bodies aim at “cutting the
links” between the Contributing Factors,
Accident Events and Casualty events.
When safety issues have been properly

identified during a safety investigation,
and followed by relevant safety
recommendations, a proper consideration
Note: safety recommendations can be linked to contributing factors.
by the addressee should prevent similar
casualties.
158
APPENDIX 3
Figure 1: EMCIP ship type 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
159
APPENDIX 4
LIST OF NATIONAL INVESTIGATION BODIES IN THE EU
Member State Name of the national accident investigation body Acronym Website
Austria Safety Investigation Authority of Austria BAV/SUB www.bmvit.gv.at
mobilit.belgium.be/en/shipping/federal_
Belgium Federal Bureau for the Investigation of Maritime Accidents FEBIMA bureau_investigation_maritime_accidents_
febima
Bulgaria Maritime Accident Investigation Unit MTITC www.mtitc.government.bg
Croatia Air, Maritime and Railway Traffic Accidents Investigation Agency AIN www.ain.hr
Cyprus Marine Accidents and Incidents Investigation Committee MAIC www.maic.gov.cy/mcw/dms/maic/maic.nsf
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 Safety Investigation Bureau of Estonia ESIB www.ojk.ee
Finland Safety Investigation Authority of Finland SIA www.onnettomuustutkinta.fi
France French Marine Casulaties Investigation Board 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 Transportation Safety Bureau of Hungary TSB www.kbsz.hu
Iceland Icelandic Marine Accident Investigation Board ITSB www.rnsa.is
Ireland Marine Casualty Investigation Board MCIB www.mcib.ie
Italy General Directorate for Railway and Maritime Accident Investigation DIGIFEMA digifema.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
160
Member State Name of the national accident investigation body Acronym Website
Norway Accident Investigation Board of Norway AIBN www.aibn.no
PKBWM/
Poland State Marine Accident Investigation Commission www.pkbwm.gov.pl
SMAIC
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
161
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
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Annual Overview of Marine Casualties and Incidents 2019

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Annual Overview of Marine Casualties and Incidents 2019

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European Maritime Safety Agency

KEY FIGURES FOR 2011-2018

INTRODUCTION 12 FISHING VESSELS 72

MARINE CASUALTIES AND INCIDENTS 16 CHAPTER 5

OTHER SHIPS 134

© European Maritime Safety Agency 2019

Front page: Benoit Emile/Marine Nationale/Défense.

Scope Content of the review

Grounding of the product carrier Hephaestus in ballast condition on 10/02/2018.

KEY FIGURES 2018

3174 95 53 941 25 3515 188

This section provides general information about the number of 2250

500 Very serious Serious Less serious Marine incident

Figure 2.3: Notification entities

Company Public Ship

Figure 2.5: Distribution of ships involved by main category

Very serious Serious Less Serious Marine incident

2.3.1 OCCURRENCE WITH SHIP(S)

Figure 2.8: Marine casualties and incidents by nature type 1000

Very serious Serious Less serious Marine incident

From 2011 to 2018, 2.3% of casualties with a ship were very

Occurrence with a ship Occurrence with person(s)

A total of 15612 occurrences with a ship and 7461 occurrences

Figure 2.10: Distribution of casualty events with a ship

Marine casualties and incidents related to

The navigational casualties

0 100 200 300 400 500 600 700 800

During the 2011-2018 period, cargo ship was the most 0

Figure 2.13: Distribution of deviations

Body movement under

Body movement without

Breakage, bursting, splitting, Slipping - Stumbling and falling

Slipping - Stumbling and falling 2014

Figure 2.14: Distribution of ships involved in an occurrence with person(s) by

Occurrence with person(s) on board of fishing vessels

Cargo ship Fishing vessel Passenger ship

Figure 2.16: Distribution of voyage segments per ship type 2011-2018

Figure 2.15: Distribution of voyage segments 1200

Anchored or alongside Arrival Departure

0 200 400 600 800 1000 1200

2011 2012 2013 2014 2015 2016 2017 2018

Open 0 1000 2000 3000 4000 5000 6000 7000

50.9% of the marine casualties or incidents took place in

2.4.3 REGIONAL DISTRIBUTION

This section provides information on the geographical location of the marine

Figure 2.19: Global ocean and sea distribution for 2011-2018

2.5.2 CONTRIBUTING FACTORS

2.5.1 ACCIDENT EVENTS

Unknown Environmental effect Shipboard operation

A casualty event can have associated one or more accident events.

Personnel and manning - 30

Personnel and manning -

This figure shows the contributing factors related to accident 5

7689 ships reported some damage, the largest category being

Cargo ship Fishing vessel Passenger ship

2 6.2 CONSEQUENCES TO PERSONS Figure 2.32: Distribution of fatalities by ship category

Crew Passenger Other Total

The evolution of fatalities per ship type has been irregular

Figure 2.33: Distribution of fatalities by casualty events