Yearly Overiew of marine casualties and incidents 2015

EMSA Annual Overview of Marine Casualties and Incidents 2015  KEY FIGURES for 2014 as reported in the European database on marine accidents 136 fatalities 3022 accidents 1075 persons injured 3399 ships involved 99 very serious accidents 125 investigations 51 ships lost launched  CONTENTS 5.2 Contributing factors CHAPTER 6: CONSEQUENCES Executive summary 6.1 Consequences to ship CHAPTER 1: INTRODUCTION 6.2 Consequences to person Background 6.3 Other Consequences Scope CHAPTER 7: ACCIDENT LOCATION Content of the review 7.1 Voyages CHAPTER 2: MARINE CASUALTIES IN GENERAL 7.2 Location of accidents 2.1 Involvement of EU Member State as flag State, coastal State 7.3 Regional distribution or substantially interested State CHAPTER 8: ACTIONS TAKEN BY THE ACCIDENT INVESTIGATION 2.2 Type of occurrences BODIES CHAPTER 3: ACCIDENTS BY SHIP CATEGORY 8.1 Safety investigations 3.1 Main ship types 8.2 Investigation reports 3.2 Detailed ship types 8.3 Safety recommendations CHAPTER 4: NATURE OF OCCURRENCES APPENDICES 4.1 Casualty with a ship Appendix 1 Acronyms and definitions 4.2 Occupational accidents Appendix 2 EMCIP Model CHAPTER 5: EVENTS AND CONTRIBUTING FACTORS ANALYSIS Appendix 3 List of national accident investigation bodies 5.1 Accidental events Notice The marine casualty and incident data presented is strictly for Article 1 of Directive 2009/18/EC of the European Parliament and information purposes only. The statistics presented are from the of the Council of 23 April 2009 establishing the fundamental data stored in the European Marine Casualty Information principles governing the investigation of accidents in the Platform (EMCIP) by the accident investigation bodies of the EU maritime transport sector and amending Council Directive Member States. It reflects the information at the time the data 1999/35/EC and Directive 2002/59/EC of the European was extracted (13/05/2015). While every care has been taken in Parliament and of the Council states: preparing the content of the report to avoid errors, the Agency makes no warranty as to the accuracy, completeness or currency “The purpose of the Directive 2009/18/EC of 23 April 2009 is to of the statistics in the report. The Agency shall not be liable for improve maritime safety and the prevention of pollution by ships, any kind of damages or other claims or demands incurred as a and so reduce the risk of future marine casualties, by: result of incorrect, insufficient or invalid data, or arising out of or (a) facilitating the expeditious holding of safety investigations in connection with the use, copying or display of the content, to and proper analysis of marine casualties and incidents in order to the extent permitted by European and national laws. The determine their causes; and information contained in the report should not be construed as legal 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 liability or apportioning blame.” The Agency wishes to acknowledge the contribution made by the EU Member states and the European Commission and to thank them for their support in the conduct of this work and in the The information contained in this document is to be used only for preparation of this report. the improvement of maritime safety and the prevention of pollution by ships. It shall not be used for determining liability or apportioning blame. Photocredits to be added when pictures would be included Disclaimer © European Maritime Safety Agency, 2015 Reproduction, publication, quote or any other mean of use of the text of this publication is authorized provided the source is acknowledged. The use of EMSA logo is prohibited. Statistics, tables, graphs, charts and maps have been generated by EMSA based on information contained in EMCIP. EXECUTIVE SUMMARY is left to the accident investigation body to decide whether to investigate a less serious accident or a marine Following the entry into force of Directive 2009/18/EC1 incident. establishing the fundamental principles governing the investigation of accidents in the maritime transport sector, EU -publish investigation reports. Member States shall, among other obligations: -notify the European Commission of marine casualties and -establish independent, impartial and permanent accident incidents via EMCIP. investigation bodies. Landlocked countries without a maritime fleet are not obliged to comply with this EMCIP is the European Marine Casualty Information Platform; a provision, other than to designate a focal point. This is centralised database for EU Member States to store and analyse the case currently for the Czech Republic and Slovakia. information on marine casualties and incidents. -require to be notified of marine accidents and incidents. This EMSA-run platform relies on the competent national This obligation covers casualties and incidents that: authorities to provide data. It is this data which forms the basis - involve ships flying the flag of one of the Member of the Annual Overview of Marine Casualties and Incidents. States; - occur within Member States' territorial seas and In this publication, the terms “Europe” and “EU Member States” internal waters; are considered to be the 28 EU Member States plus the EFTA - involve other substantial interests of the Member Member States, Iceland and Norway. States. A total of 9,180 occurrences have been reported to EMCIP over -investigate accidents depending upon their severity. its first four years in operation, 2011-2014, and have been used Casualties which are classified as very serious shall be to produce this publication. investigated; serious casualties shall be assessed in order to decide if the accident needs to be investigated, while it EU Member States have continued to increase the reporting of casualties and incidents in EMCIP.. Comparison of the 1 Directive 2009/18/EC of the European Parliament and of the Council of 23 April 2009 establishing the notifications in EMCIP against commercial sources that record 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 accidents, suggested that approximately 3500 occurrences Council. (ranging from marine incidents at the lower end of the scale Although EMCIP contains a substantial body of data, the through to very serious accidents) could be expected to be population of the database has been gradual and progressive and notified annually. However only some 3025 occurrences were in it is too soon for this publication to provide a full picture or fact reported to EMCIP, it should be borne in mind that there can indicate trends over recent years. However, if used with caution, be a time-lag between the incident and it being reported in the data provides a picture of some aspects of maritime safety within the scope of the Directive. EMCIP and a not-insignificant number of such incidents that took place prior to 2014 were still notified, as part of the existing backlog of some Member States. In total, the accident investigation bodies of the EU Member States opened investigations into more than 530 accidents and incidents that occurred from 2011 to 2014. Some 410 About 340 occurrences related to accidents that happened investigation reports were published. during the period 2011-2013 were notified in 2014. 55% of the safety recommendations issued by the accident The implementation of the reporting of marine casualties and investigation bodies have been positively considered by the incidents into EMCIP has been a gradual process. While the data addressees. can be used to shed light on certain aspects of maritime safety, it should not be used as an indication of the full picture. Over the three years under consideration, more than 390 persons lost their lives and 3250 were injured. Around 2/3 of the total occurrences directly involved damage to a ship while 1/3 was about accidents to persons on board. While the majority of ships that sank were fishing vessels, cargo ships represented 44% of all ships involved. 67% of accidents were related to Human Erroneous Actions. CHAPTER 1 collaborates with many industry stakeholders and public bodies, in close cooperation with the Commission and the Member INTRODUCTION States. Background Scope The purpose of the European Maritime Safety Agency is to ensure a high, uniform and effective level of maritime safety, EMSA has the obligation to provide an annual overview of marine maritime security, prevention of and response to pollution casualties and incidents under Regulation (EU) No 100/2013 caused by ships and by oil and gas installations. which amended the Agency’s founding Regulation (EC) No 1406/2002. EMSA’s activities cover the following main areas: This publication presents casualty statistics on ships flying a flag - providing technical and scientific assistance to the Member of an EU Member State, accidents in European territorial seas states and the European Commission in the proper and internal waters or wherever there are European interests development and implementation of EU legislation on involved, as reported by EU Member States in EMCIP. maritime safety, security, prevention of pollution by ships as well as to simplify maritime transport administrative duties; Considering the date of the implementation of the Accident - improving cooperation with and between Member States in Investigation Directive in June 2011, the Agency decided to all key areas; cover the 2011-2014 period in this publication. It is intended in future publications to provide a multi annual overview to better - offering operational assistance, including developing, analyse the information provided and for example highlight managing and maintaining maritime services for ship trends in the area of maritime accidents. monitoring; - carrying out operational preparedness, detection and As only EU Member States are used as information sources, the response tasks with respect to pollution caused by ships and data can be subject to small changes over time as more by oil and gas installations. information is added or older cases are retroactively added to the EMCIP database. For this reason, the figures extracted from the database in May 2015 and presented in this publication are likely As a body of the European Union, the Agency sits at the heart of to be slightly different to those presented throughout the year in the EU maritime safety and pollution response network and various fora or in the next edition to be published in 2016.  A list of acronyms and definitions as well as extra information on The figures presented in this publication have the aim of the accident categories used can be found in Appendix 1. providing a general overview of the safety of maritime transport Appendix 2 illustrates the data model used in EMCIP and the list in the scope of European interests. However, it is limited by the of Accident Investigation bodies in Europe can be found in quantity and nature of information presently contained in EMCIP Appendix 3. and is therefore not intended as a comprehensive technical analysis. Moreover, at the present moment, it cannot be used as an indication of trends. This is due to the fact that implementation of the Accident Investigation Directive has only been required since 17 June 2011 as well as due to progressive implementation by some Member States. Should further information about specific cases be required, readers are invited to contact the national competent Accident Investigation bodies (whose contact details can be found in Appendix 3 of the publication). Content of the review This publication has been organised in such a way as to cover the main aspects of maritime safety as given in the Directive and as included in the Agency’s remit. Consequently, the publication is divided into the following chapters: general picture, ship categories, accident types, contributing factors, consequences, regional distribution and investigation outcomes. More information about the Agency’s activities related to marine accidents can be found at: http://www.emsa.europa.eu/implementation-tasks/accident- investigation.html and https://emcipportal.jrc.ec.europa.eu/ CHAPTER 2 . the death of, loss of or serious injury to, a person; . the loss, presumed loss or abandonment of a ship; MARINE CASUALTIES IN GENERAL . material damage to a ship or to marine infrastructure This chapter provides general information about the number of external to a ship; accidents, their severity and nature, as well as EU Member . the stranding or disabling of a ship, or the involvement States’ involvement as flag State, coastal State or interested of a ship in a collision; State. . severe or potential for severe damage to the environment, brought about by the damage of a ship. 2.1 Number and severity of accidents A marine incident can be understood as any event, or Figure 1: Number of reported marine casualties and incidents sequence of events, other than a marine casualty, which has occurred directly in connection with the operations of a ship that 3500 endangered, or, if not corrected, would endanger the safety of 3025 the ship, its occupants or any other person or the environment. 3000 2767 For the purposes of this overview, the term occurrence is used 2500 to include both marine casualties and marine incidents. 2117 2000 It should be noted that neither a marine casualty nor incident 1500 1271 includes a deliberate act or omission, with the intention to cause harm to the safety of a ship, an individual or the environment. 1000 500 The total number of reported occurrences was 9180. 0 2011 2012 2013 2014 In 2014, the evolution of the total number of occurrences reported confirms an improvement in the reporting by the EU A marine casualty can be understood as any event directly Member States. Some under-reporting of occurrences however connected with the operations of a ship that has resulted in any still exists, mainly due to the on-going take-up of reporting in of the following scenarios: EMCIP and the remaining difficulties met by some EU Member States in the implementation of the Directive. Such under- reporting remains inversely related to the severity classification: Very serious casualties are marine casualties involving the there is little under-reporting of Very Serious casualties but there total loss of the ship or a death or severe damage to the seems to be a higher level of under-reporting for Marine environment. Incidents. EU Member States continue to improve their reporting of occurrences in each category of severity. Serious casualties are marine casualties to ships which do not qualify as very serious casualties and which involve for example Considering the continuous improvement of reporting by a fire, collision, grounding, heavy weather damage, suspected the EU member States, the number of occurrences for the hull defect, etc., resulting in the ship being unfit to proceed, year 2015 is estimated to be between 3500 and 4000. pollution or a breakdown necessitating towage or shore assistance. Figure 2: Distribution of occurrences according to severity 2011- Less Serious casualties are marine casualties that don’t qualify 2014 as very serious or serious casualties. Very serious Serious Less Serious Marine incident Marine incidents are events, or sequence of events, other than marine casualties, which have occurred directly in connection with the operations of a ship that endangered, or, if not corrected, would endanger the safety of the ship, its occupants 4% or any person or the environment. 16% 21% The distribution of occurrence severity during the past 4 years has been pretty constant. However the low percentage of reported marine incidents is linked to the under-reporting issue and the specificities for such casualties should be properly considered: a high number of incidents, with little or no damage to the ship, the person or the environment, representing a burden for involved parties to be consistently and correctly 59% treated. 4% of the reported occurrences were classified as very serious casualties. Figure 3: Number of occurrences in 2014 according to severity Figure 4: Number of occurrences per quarter 900 2000 1800 1718 800 1600 700 1400 600 1200 500 1000 400 765 800 300 600 443 200 400 100 200 99 0 0 Very serious Serious Less Serious Marine incident The number of very serious casualties has risen from 81 in The figure shows the number of occurrences per quarter during 2013 to 99 in 2014, and is expected to be pretty the 2011-2014 period based on the date the accidents occurred. consistent in 2015. The average number of accidents per quarter in 2014 was 756. A limited pic in 1st quarter of 2014 is noticeable, as it was already the case in 2013. 2.2 Type of occurrences been stable from 2011 to 2014, and the totals increased in line with the improvement of reporting of occurrences. Figure 5: Occurrences by type It is however likely that occupational accidents resulting in light injuries are under-reported, in line with the underreporting of Casualty with a ship Occupational accident marine incidents from a general perspective. 2500 2047 2000 1876 1433 1500 978 898 891 1000 684 500 373 0 2011 2012 2013 2014 In EMCIP, Marine casualties are separated into two different categories: a “casualty with a ship”, when a ship, its equipment or cargo is affected by an accident and an “occupational accident”, where the accident affects only a person. A total of 6254 casualties with a ship and 2926 occupational accidents were recorded. The distribution per year between casualties with a ship and occupational accidents indicates that the ratio 1/3 to 2/3 has Figure 6: Distribution of casualties with a ship by severity 2011- Figure 7: Distribution of occupational accidents by severity 2014 2011-2014 Very serious Serious Less Serious Marine incident Very serious Serious Less Serious Marine incident 3% 8% 5% 19% 19% 26% 61% 59% From 6254 casualties with a ship, 178 were classified as From 2926 occupational accidents, 163 were classified as very serious, 1193 serious and 3662 less serious. very serious, 750 serious and 1791 less serious. 2.3 Involvement of EU Member State as flag State, coastal 8718 ships flagged under an EU Member State were involved in State or substantially interested State an occurrence. 28 EU Member States were involved as flag of the ship. Austria, Czech Republic and Slovenia were the three EU As defined in the Directive, EU Member States must report all Member States for which no registered ship was involved. occurrences involving ships flying their flag , regardless of location; ships flying the flag of non-EU countries that occur 1637 ships flagged under a total of 85 non-EU countries were within EU Member States’ territorial sea and internal waters; and involved in an occurrence. accidents that involve other substantial interests of the EU Member States whatever the flag of the ship and the location of The flag of 85 ships was not identified. the occurrence. There is a higher ratio of EU flag States affected by an Figure 8: Distribution of ship flags 2011-2014 occurrence in comparison with non-EU. It should be recalled that occurrences on-board ship flagged in non-EU countries not involving substantial EU interests are not covered by the EU EU Flag state Non EU countries Unspecified Directive and therefore not reported to EMCIP. 1% Figure 9: Number of Flag States in 2014 16% 4096 2893 1024 493 256 83% 64 12 16 4 Flag State means a State whose flag a ship is entitled to fly. 1 The total number of ships involved was 10440. EU Member State non-EU countries Unspecified Figure 10: Distribution of Coastal States 2011-2014 111 non-EU countries were reported as coastal State 1073 times. EU Member States non-EU countries no Coastal State As with EU flag ships, there is a higher ratio of EU coastal States affected by an occurrence in comparison with non-EU. Again, it should be recalled that occurrences in coastal waters of non-EU 23% countries not involving substantial EU interests are not reported to EMCIP. Figure 11: Number of Coastal States in 2014 12% 65% 2500 2152 2000 A coastal State means a State in whose territorial sea or internal waters, a marine casualty or marine incident occurs. 1500 In 7010 cases, at least one coastal State was reported to be affected by the occurrence. Considering the total number of occurrences (9180), this means that 77% of 1000 the accidents happened in territorial seas or internal waters. 542 500 352 The grand total of coastal States affected was 7063, as more than one Coastal State could be affected by the same occurrence. 0 Eu Member States non-EU countries no Coastal State 26 EU Member States were involved as a coastal State 5990 times. Figure 12: Distribution of substantially interested States other Other than flag States or coastal States as described in than Flag or Coastal States 2011-2014 figures 5 and 7, in 920 occurrences, at least one substantially interested State was reported. Considering EU Member States non-EU countries no Substantial Interested State the total number of occurrences (9180), a State different from the flag or the coastal State was interested in 10% of occurrences. 4% 7% A total of 984 substantially interested States were registered, bearing in mind that a single occurrence can involve more than one substantially interested State. 27 EU Member States were involved as substantially interested State 347 times. 82 non-EU countries were affected 637 times. 89% Other than the flag State and the coastal State, substantially interested State also refers to a State . whose environment was damaged; or . that suffers or is threatened with serious harm as a consequence of a marine casualty; or . whose nationals lost their lives or received serious injuries; or . that has important information at its disposal that the marine safety investigating State(s) consider useful to the investigation; or . that for some other reason establishes an interest that is considered significant by the marine safety investigating State(s). Figure 13: Number of Substantially Interested States in 2014 3000 2752 2500 2000 1500 1000 500 101 185 0 EU Member State non-EU countries no Substantial Interested State CHAPTER 3 In the 9180 occurrences that happened from 2011 to 2014, the total number of ships involved was 10439. The ACCIDENTS BY SHIP CATEGORY increase of ships involved is proportional to the improvement in reporting. Figure 15: Number of individual ships involved in more than one 3.1 Main ship types accident 2011-2014 This chapter focusses on the ships involved in marine casualties and incidents. Ships have been classified by the main categories: 1200 1077 cargo ship, fishing vessel, passenger ship, service ship and other ship. 1000 Figure 14: Number of ships involved in accidents. 800 4000 3399 600 3500 3111 3000 400 2432 298 2500 2000 200 104 1497 33 26 18 11 27 1500 9 0 1000 2 3 4 5 6 7 8 9 10 and more 500 0 Similarly, a single ship can be affected by several accidents 2011 2012 2013 2014 (different dates, different nature of accidents, etc.). An occurrence might involve more than one ship, in particular in A total of 7420 individual ships were involved in the case of collision where two or more ships could be involved. occurrences. 5817 of these ships were involved in one occurrence only. 1603 were involved in more than one occurrence, as - Cargo ship is a commercial ship designed for the carriage of shown in the distribution above. various types of cargo, goods or products and up to a maximum of 12 passengers. - Fishing vessel is a vessel equipped or used commercially for catching fish or other living resources at sea. Figure 16: Distribution of ships involved by main category - Passenger ship is a ship designed to transport more than 2011-2014 12 passengers. - Service ship is a ship designed for special services, like a Cargo ship Fishing vessel Passenger ship Service ship Others tug or a dredger. - Other ship, may be: - Inland waterway vessel is a vessel intended 5% solely or mainly for navigation on inland 15% waterways. - Recreational craft is a boat of any type, regardless of the means of propulsion, intended for 44% sports or leisure purposes. - Navy ship is a ship operating under the Navy or other military organization. - Unknown ship type: occurrence for which it 23% wasn’t possible to identify the vessel type. Such vessels are considered within the scope of the Directive only when they are involved in an occurrence together with a 13% ship which is covered by the Directive (e.g. a collision between a cargo ship and a recreational craft). During the period 2011-2014, General Cargo ships were The main ship category is decided according to the ship’s main the main category involved (4620), followed by Passenger activity: ships (2383). Figure 17: Number of ships involved in 2014 by main category 1600 1436 1400 1200 1000 845 800 600 488 504 400 200 126 0 Cargo ship Fishing vessel Passenger Service ship Others ship 3.2 Detailed ship types From a total of 4620 General Cargo ships involved, the main subcategory was represented by the General Cargo Under the main five categories referred to in figure 16, detailed only (1600 cases), followed by the Container ships (787 ship categories are also defined. The following figures (18 to 27) cases). show the main detailed ship sub-categories that were involved in occurrences during the 2011-2014 period, as well as the main places where the casualties took place on board per main category. Figure 19: Main places of casualties on board cargo ships 3.2.1 Cargo ships 2011-2014 Figure 18: Distribution of cargo ships involved Chemical tanker Liquified gas tanker Oil tanker Bulk Carrier Container Ship General Cargo Ro-Ro Cargo Solid Cargo (unspecified) Cargo Ships (unspecified) 6% 8% 5% 2% 6% 9% When specified, the main location of accidents was the 13% Engine Room (789 cases), followed by Over Side (610 cases). 34% 17% 3.2.2 Fishing vessels 2011-2014 Figure 21: Main places of casualties on board fishing vessels Figure 20: Distribution of fishing vessels involved Dredger Gillnetter Liner Multipurpose Potter Seiner Trawler Unspecified / Others 7% 20% 4% 3% 2% 2% 5% 57% When specified, the main location of accidents was the Engine Room (272 cases), followed by the Boat Deck (143 cases) and Over Side (142 cases). From a total of 1368 Fishing vessels ships involved, the main specified subcategory was represented by Trawlers (786 cases), followed by Dredgers (93 cases). 3.2.3 Passenger vessels 2011-2014 Figure 23: Main places of casualties on board passenger vessels Figure 22: Distribution of passenger vessels involved Only passenger Domestic Only passenger International Only passenger Port or Internal waters Only passenger (Unspecified) Passenger and general cargo Passenger and Ro-Ro cargo Domestic Passenger and Ro-Ro cargo Class International Passenger and Ro-Ro cargo Port or Internal waters Passenger and Ro-Ro cargo (Unspecified) Passenger (Unspecified) 2% 5% 15% 29% 8% 3% 8% 17% 11% 2% From a total of 2383 Passenger vessels involved, the main subcategory was represented by the Passenger and Ro-Ro cargo unspecified certification (683 cases), followed by When specified, the main location of accidents was the ships carrying only passengers unspecified certification Engine Room (317 cases), followed by Over Side (269 (412 cases). cases). 3.2.3 Service ships 2011-2014 Figure 25: Main places of casualties on board service ships Figure 24: Distribution of service ships involved Dredger Floating platform Ice breaker Multi-purpose Offshore supply ship Unspecified / Others Other offshore ship Research ship SAR craft Special purpose ship Tug (Towing/Pushing) 21% 18% 2% 2% 3% 18% 12% When specified, the main location of accidents was Over side (226 cases), followed by Engine Room (160 cases). 1% 4% 12% 7% From a total of 1566 Service ships involved, the main subcategory was represented by the Tugs (334 cases), followed by Special Purpose ships (287 cases) and Dredgers (278 cases). 3.2.3 Other ships 2011-2014 Figure 27: Main places of casualties on other ships Figure 26: Distribution of other ships involved Inland waterways Barge Historical craft Motorboat Other inland vessel Other recreational craft Inland Passenger Sailboat (aux. motor) Sailboat (sail only) 8% 15% 7% 2% 7% 15% 2% 21% 2% When specified, the main location of accidents was Over 21% Side (80 cases), followed by Freeboard Deck (31 cases). From a total of 502 other type ships involved, the main subcategory was represented by Inland Passenger ships (105 cases) and sailboats (103 cases). CHAPTER 4 equipment and/or cargo and/or the environment. Definitions for casualty event can be found in appendix 1. NATURE OF OCCURRENCES During the period 2011-2014, loss of control is the most This chapter examines the different natures of occurrence. frequent event (1489 occurrences), followed by contact, groundings and collision (1155, 1087 and 1032 4.1- Casualty with a ship respectively). Figure 28: Distribution of casualty events 2011-2014 Figure 29: Number of casualty events in 2014 Capsizing/Listing Collision Contact Damage to ship or equipment 600 Fire/Explosion Flooding/Foundering 535 Grounding/stranding Hull failure Loss of control 500 400 378 331 1% 293 283 17% 300 24% 200 152 0% 18% 100 54 16 5 17% 0 3% 12% 8% Events that led to an occurrence involving a ship are categorised as “casualty events”. These are unwanted events in which there has been an impact on a ship including people, its Figure 30: Distribution of ships involved in a “casualty with a Figure 31: Number of ships involved in a “casualty with a ship” ship” by ship category 2011-2014 in 2014 Cargo ship Fishing vessel Passenger ship Service ship Others 1200 3% 1013 13% 1000 800 50% 22% 600 506 400 12% 275 207 200 46 During the period 2011-2014, in line with the total 0 number of ships involved in casualties, Cargo ship (3143) Cargo ship Fishing vessel Passenger Service ship Others was the most frequent ship type involved in “casualty ship with a ship”, followed by Passenger ship (1377). Figure 32: Distribution of casualty events by severity 2011- This figure provides a general indication of the occurrence 2014 severities per type of casualty events. More details can be found in the next figures. Marine incident Less Serious Serious Very serious 1600 1400 1200 1000 800 600 400 200 0 Figure 33: Distribution of very serious casualty events 2011- Figure 34: Number of very serious casualty events 2014 2014 Capsizing/Listing Collision 50 Contact Damage to ship or equipment 45 43 Fire/Explosion Flooding/Foundering 39 Grounding/stranding Hull failure 40 Loss of control 35 30 25 25 23 1%5% 7% 20 16 13% 13 15 22% 9 8 10 5 2 0 24% 5% 9% 14% Out of 178 Very Serious casualties with a ship, 43 were floodings/founderings followed by 39 collisions. Figure 35: Distribution of serious casualty events 2011-2014 Figure 36: Number of serious casualty events in 2014 Capsizing/Listing Collision 350 291 296 Contact Damage to ship or equipment 300 Fire/Explosion Flooding/Foundering 250 Grounding/stranding Hull failure Loss of control 200 163 150 126 136 100 86 2% 63 14% 25% 50 19 13 11% 0 1% 7% 24% 11% 5% The main categories resulting in serious casualty with a ship were loss of control (296) and Grounding/Stranding (291). Figure 37: Distribution of less serious casualty events 2011- Figure 38: Number of less serious casualty events in 2014 2014 1000 Capsizing/Listing Collision 892 900 Contact Damage to ship or equipment 770 800 697 Fire/Explosion Flooding/Foundering 700 598 Grounding/stranding Hull failure 600 Loss of control 500 405 400 300 226 1% 16% 200 24% 50 100 15 9 0 0% 21% 19% 2% 6% 11% Less serious casualty events were represented by Loss of control (892), followed by Contact (770), Grounding/Stranding (697) and Collision (598). Figure 39: Distribution of casualty events classified as marine Figure 40: Number of casualty events in 2014 classified as incidents 2011-2014 marine incidents Capsizing/Listing Collision Contact Damage to ship or equipment 350 Fire/Explosion Flooding/Foundering 293 300 Grounding/stranding Loss of control 250 250 232 211 200 150 137 100 76 1% 50 8 14 19% 24% 0 6% 1% 21% 11% 17% Marine incident events were represented by Loss of control (250), followed by Contact (250) and Collision (232). 4.2 Occupational accidents During the period 2011-2014, Slipping-Stumbling and falls of persons was the most frequent event (1150 Occurrences related to “occupational accidents” are classified occurrences), followed by loss of control of objects (1155) as “deviations”. Definitions can be found in appendix 1. and body movement without physical stress (498). Figure 41: Distribution of deviations 2011-2014 Figure 42: Number of deviations in 2014 Body movement without any physical stress Unspecified 59 Body movement under or with physical stress Slipping - Stumbling and falling - Fall of Breakage, bursting, splitting, slipping, fall, collapse of Material Agent 391 persons Deviation by overflow, overturn, leak, flow, vaporisation, emission Loss of control (total or partial) of 161 machine, means of transport or… Deviation due to electrical problems, explosion, fire Deviation due to electrical problems, Loss of control (total or partial) of machine, means of transport or 16 explosion, fire handling equipment, handheld tool, object, animal Slipping - Stumbling and falling - Fall of persons Deviation by overflow, overturn, leak, 40 flow, vaporisation, emission Unspecified Breakage, bursting, splitting, slipping, fall, 99 collapse of Material Agent 6% Body movement under or with physical 17% 39 stress Body movement without any physical 172 6% stress 39% 8% 0 50 100 150 200 250 300 350 400 450 4% 1% 19% Figure 43: Number of main sub-deviations 2011-2014 At the level of main sub-deviations, falls of persons at the same level (530 cases) or at a lower level (438 cases) were the most frequent accidents. Being caught or carried away, by something or by momentum Fall of person - to a lower level Figure 44: Distribution of ships involved in an occupational Fall overboard of person accident by ship category 2011-2014 Liquid state - leaking, oozing, flowing, splashing, spraying Cargo ship Fishing vessel Passenger ship Service ship Others Loss of control (total or partial) - of hand-held tool (motorised or not) or of the material being worked by the tool Loss of control (total or partial) - of machine (including unwanted start-up) 3% 17% or of the material being worked by the machine 32% Loss of control (total or partial) - of object (being carried, moved, handled, etc.) Slip, fall, collapse of Material Agent - from above (falling on the victim) Slipping - Stumbling and falling - Fall of person - on the same level 31% 17% Uncoordinated movements, spurious or untimely actions 5% 14% Cargo ships (933) represent together with passenger ships (901) the main categories of ship where 25% occupational accidents occurred. 21% 4% 11% 7% 5% 4% 4% Figure 45: Number of ships involved in an occupational accident by ship category in 2014 350 309 300 262 250 227 200 154 150 100 50 26 0 Cargo ship Fishing vessel Passenger ship Service ship Other 4.2.1 Severity per type of deviations 2011-2014 Figure 47: Distribution of main sub-deviations per severity of occurrences 2011-2014 This figure provides a general indication of the ocurrence severities per type of deviations. More details can be found in Very Serious Serious Less Serious Marine Incidents next figures. Uncoordinated Whatever the severity of the occupational accidents, the movements, spurious… main deviation was in any case “Slipping – Stumbling and Slipping - Stumbling and falling - Fall of persons”. falling - Fall of person -… Figure 46: Distribution of deviations per severity of occurrences Slip, fall, collapse of 2011-2014 Material Agent - from… Very serious Serious Less Serious Marine incident Loss of control (total or partial) - of object… Unspecified Loss of control (total or partial) - of machine… Loss of control (total or partial) of machine, means of transport or… Loss of control (total or Deviation by overflow, overturn, partial) - of hand-held… leak, flow, vaporisation, emission Liquid state - leaking, Slipping - Stumbling and falling - Fall oozing, flowing,… of persons Deviation due to electrical problems, Fall overboard of person explosion, fire Fall of person - to a lower Breakage, bursting, splitting, slipping, level fall, collapse of Material Agent Body movement under or with Being caught or carried physical stress away, by something or… Body movement without any 0 200 400 600 physical stress 0 200 400 600 800 1000 1200 1400 Figure 48: Distribution of deviations for very serious Figure 49: Distribution of deviations for serious occurrences occurrences 2011-2014 2011-2014 Body movement without any physical stress Body movement without any physical stress Body movement under or with physical stress Breakage, bursting, splitting, slipping, fall, collapse of Material Agent Breakage, bursting, splitting, slipping, fall, collapse of Material Slipping - Stumbling and falling - Fall of persons Agent Deviation due to electrical problems, explosion, fire Deviation by overflow, overturn, leak, flow, vaporisation, emission Slipping - Stumbling and falling - Fall of persons Loss of control (total or partial) of machine, means of transport or handling equipment, handheld tool, object, animal Deviation by overflow, overturn, leak, flow, vaporisation, emission Others Loss of control (total or partial) of machine, means of transport or handling equipment, handheld tool, object, animal Others 7% 15% 8% 11% 5% 21% 17% 8% 4% 5% 51% 13% 2% 33% The main deviation resulting in very serious occupational accidents was Slipping – Stumbling and falling – Falls of persons (83). The most numerous deviations resulting in serious occupational accidents were also Slipping – Stumbling and falling – Fall of persons (249). Figure 50: Distribution of deviations for less serious occurrences Figure 51: Distribution of deviations for occurrences classified 2011-2014 as marine incidents 2011-2014 Body movement without any physical stress Body movement without any physical stress Body movement under or with physical stress Body movement under or with physical stress Breakage, bursting, splitting, slipping, fall, collapse of Material Breakage, bursting, splitting, slipping, fall, collapse of Material Agent Agent Slipping - Stumbling and falling - Fall of persons Slipping - Stumbling and falling - Fall of persons Deviation by overflow, overturn, leak, flow, vaporisation, emission Deviation by overflow, overturn, leak, flow, vaporisation, emission Loss of control (total or partial) of machine, means of transport or handling equipment, handheld tool, object, animal Others 9% 17% 6% 17% 16% 4% 21% 6% 7% 5% 5% 4% 42% 41% 94 marine incidents were related to the Slipping – Stumbling and falling – Fall of persons. 724 Slipping – Stumbling and falling – Fall of persons resulted in less serious injuries. CHAPTER 5 An “accidental event” is an event that is assessed to be inappropriate and significant in the sequence of events that led EVENTS and CONTRIBUTING FACTORS ANALYSIS to the marine casualty or marine incident. This section is addressing the accidental events and contributing From a total of 908 accidental events analysed during the factors having led to the accidents for the period 2011-2014. investigations 67% were attributed to a Human Erroneous Action. During the investigation of the accident, the investigators search for the root causes of the event. Such causes are composed of “accidental event” and “contributing factor”. The Reporting Scheme used in EMCIP follows this approach. A detailed model of EMCIP can be found in Appendix 2. 5.1 Accidental Events Figure 52: Number of Accidental Events 700 607 600 500 400 300 218 200 100 23 35 25 0 5.2 Contributing Factors Human Erroneous Actions in relation with Shipboard Operations represented by far the main Accidental Event “Contributing factors” are separated in two categories, and with 55% of the total. then sub-divided in specific items aiming at identifying the condition that may have contributed to an accidental event or worsened its consequence. Figure 53: Relation between Accidental Events and the main Contributing Factors Shore Management Shipboard Operations 600 500 500 400 300 200 146 107 100 74 2 21 9 26 13 12 0 Figure 54: Distribution of Contributing Factors related to Each category of contributing factor is divided in specific areas. Accidental Event - Human Erroneous Action For the contributing factor related to the Human Erroneous Action, 17 categories could be found in the EMCIP model. Design (DESIGN) Emergency preparedness (EMERG) Two contributing factors are more often quoted when the Emergency preparedness (EPREP) accident event is human erroneous action: Personnel and Environmental conditions (ENVIR) Supervision. Inadequate tools & equipment (TOOLS) Maintenance (MAINT) Manning (MANN) Operations management(OPMAN) Organisation & General management(ORG&M) Personnel (PERSON) Personnel management (PEMAN) Regulatory activities (REACT) Safety and Environment management (SEMAN) Social environment (SOCIAL) Supervision (SUPER) Work place conditions (WRKPL) Others 9% 1%3%2%2% 3% 7% 19% 3% 6% 4% 1% 13% 3%1% 19% 2% Figure 55: Combination of Level 2 - Level 3 Contributing Factors Each of the 17 categories mentioned above are again divided in subcategories related to Human Erroneous Actions (quoted more pertinent subcategories. than 15 times) When combining the various levels, it appears that: Design (DESIGN) Total - Personnel/Lack of knowledge, Environmental conditions (ENVIR) Total - Social Environment/Safety awareness, and Inadequate tools & equipment (TOOLS) Total - Supervision/Inadequate work methods Manning (MANN) Total were the main contributing factors that were quoted following an Operations management(OPMAN) Total investigation. Personnel (PERSON) - Lack of knowledge Personnel (PERSON) - Lack of skill Personnel (PERSON) - LTA mental and psychological state Safety and Environment management (SEMAN) Total Social environment (SOCIAL) - Safety awareness Supervision (SUPER) - Inadequate work methods Work place conditions (WRKPL) -Lack of information, inadequately presented information 4% 5% 5% 14% 11% 14% 9% 5% 7% 4% 9% 13% Figure 56: Distribution of Contributing Factors related to When related to accident event Equipment Failure, 18 Accidental Event – Equipment Failure Contributing Factors subcategories constitute the EMCIP model. Design (DESIGN) Related to equipment failure the main contributing factor is by Emergency preparedness (EMERG) far the Maintenance. Emergency preparedness (EPREP) Inadequate tools & equipment (TOOLS) Maintenance (MAINT) Maintenance policy(MAIPOL) Manning (MANN) Operations management(OPMAN) Organisation & General management(ORG&M) Personnel (PERSON) Physical stress (PHYSTR) Regulatory activities (REACT) Safety and Environment management (SEMAN) Social environment (SOCIAL) Supervision (SUPER) System acquisition (SYSAC) Work place conditions (WRKPL) Others 9% 1% 9% 1% 2% 1% 4% 3% 12% 1% 9% 1% 5% 2% 5% 31% 1%4% Figure 57: Combination of Level 2 - Level 3 Contributing Factors Each of the 18 categories mentioned above are divided in subcategories related to Equipment Failure (quoted more than 10 pertinent subcategories. times) When combining the various levels, and excluding the category Design (DESIGN) “Others”, “Maintenance/Failure not detected during IMR” is the most quoted Contributing Factor. Inadequate tools & equipment (TOOLS) - Right tools and equipment unavailable However, the following Contributing Factors were also found of Inadequate tools & equipment (TOOLS) - Others interest: Maintenance (MAINT) - Failure not detected during IMR - Design, Maintenance (MAINT) - Improper performance of maintenance/ repair - Inadequate tools & equipment, Maintenance (MAINT) - Inadequate maintenance - Regulatory activities, Maintenance (MAINT) - Others Operations management (OPMAN) - Work place conditions. Personnel (PERSON) Regulatory activities (REACT) Work place conditions (WRKPL) Others 9% 21% 4% 8% 9% 14% 9% 6% 5% 5% 6% 4% CHAPTER 6 CONSEQUENCES This chapter contains information about the consequences of accidents to ships, persons or the environment. 6.1 Consequences to ship Figure 58: Number of ships lost per year 60 54 51 50 41 40 32 30 20 10 0 2011 2012 2013 2014 The figure shows the number of ships lost per year during the 2011-2014 period based on the date the accidents occurred. A total of 178 ships were lost from 2011 to 2014, which means an average of four ships lost per month, with a total in 2014 almost equal to that of 2013. Figure 59: Distribution of ships sunk 2011-2014 Figure 60: Distribution of ships sunk in 2014 Cargo ship Fishing vessel Passenger ship Service ship Others 25 21 20 10% 18% 10% 15 10% 10 7 52% 5 5 4 4 A sunken ship means that the vessel lost her buoyancy. It does 0 not imply the total loss of the ship. Cargo ship Fishing vessel Passenger Service ship Others ship 142 ships were reported sunk, the main category of ships sunk being fishing vessels (74). Figure 61: Distribution of ships damaged 2011-2014 Figure 62: Number of ships damaged in 2014 Cargo ship Fishing vessel Passenger ship Service ship Others 500 470 450 5% 400 12% 350 48% 300 261 22% 250 200 13% 150 121 109 100 44 50 0 A material damage in relation to a marine casualty means: Cargo ship Fishing vessel Passenger ship Service ship Others - damage that significantly affects the structural integrity of a ship, or the performance or operational characteristics of its marine infrastructure and requires major repair or replacement of a major component or components; or - destruction of the marine infrastructure or ship. 3106 ships reported some damage, the largest category being cargo ships (1005). Figure 63: Distribution of ships considered unfit to proceed Figure 64: Number of ships considered unfit to proceed 2014 2011-2014 160 147 Cargo ship Fishing vessel Passenger ship Service ship Others 140 120 101 2% 100 10% 80 70 20% 43% 60 40 35 20 4 25% 0 Cargo ship Fishing vessel Passenger Service ship Others ship Unfit to proceed means that the ship is in a condition, which does not correspond substantially with the applicable international conventions or national legislation, presenting a danger to the ship and the persons on board or an unreasonable threat of harm to the marine environment. A total of 1028 ships were reported to be “unfit to proceed”. Of these, 441 were cargo ships. Figure 65: Distribution of ships by category requiring towage or Figure 66: Number of ships by category requiring towage or shore assistance 2011-2014 shore assistance 2014 Cargo ship Fishing vessel Passenger ship Service ship Others 180 160 160 9% 2% 140 123 16% 120 46% 100 80 71 27% 60 38 40 20 6 0 As a consequence of a breakdown or immobilisation of the main Cargo ship Fishing vessel Passenger Service ship Others engines or other event, the ships concerned needed towage or ship shore assistance. 1415 ships overall needed towage or shore assistance, including 651 cargo ships. 6.2 Consequences to persons 6.2.1 Fatalities Figure 67: Number of fatalities 2011-2014 Figure 68: Distribution of fatalities by ship category 2011-2014 2011 2012 2013 2014 Cargo ship Fishing vessel Passenger ship Service ship Others 160 136 140 7% 1% 120 103 100 23% 87 46% 80 67 60 40 23% 20 0 The total number of lives lost during the period 2011-2014 was 393, with a significant increase in 2014 in comparison Fatalities took place during 2011-2014 mainly on board with all previous years. cargo ships (180). Figure 69: Number of fatalities by ship category 2014 Figure 70: Distribution of fatalities by category of person 2011- 2014 70 59 Crew Passenger Other 60 50 40 40 8% 30 24 15% 20 11 10 2 0 Cargo ship Fishing vessel Passenger Service ship Others ship 77% In comparison with 2013, an increase of fatalities has been observed on all categories of ship types (+14 on Cargo ships, +18 on fishing vessels, +8 on passenger vessels, +7 on service ships and +2 on Others). Persons on board are categorised as follow: - Crew members; - Passengers; and - Others, for example persons working in harbours to load or unload ships 303 seafarers lost their lives at sea from 2011 to 2014. Figure 71: Number of fatalities by category of person 2014 120 108 100 80 60 40 22 20 6 0 Crew Passenger Other 6.2.2 Injuries The percentage of serious injuries remained equal to that of previous years, meaning 31% of the total number of Figure 72: Number of injured persons 2011-2014 injuries. 1200 1075 1000 933 781 800 600 463 400 200 0 2011 2012 2013 2014 A serious injury means an injury which is sustained by a person, resulting in incapacitation where the person is unable to function normally for more than 72 hours, commencing within seven days from the date when the injury was suffered. When the incapacitation is less than 72 hours, it is classified as a non-serious injury. Noting that the annual increase is in line with the improvements of reporting, a total of 3252 persons were injured from 2011 to 2014 as a result of 2815 occurrences. Figure 73: Distribution of injured people by ship category 2011- Figure 74: Number of injured people by ship category 2014 2014 Cargo ship Fishing vessel Passenger ship Service ship Others 450 400 400 1% 350 16% 300 29% 254 240 250 200 152 150 38% 100 16% 50 29 0 Cargo ship Fishing vessel Passenger ship Service ship Others 1200 persons were injured on board passenger vessels. Figure 75: Distribution of injuries by nature of person 2011- Figure 76: Number of injuries by nature of person 2014 2014 Crew Passenger Other 900 783 800 700 3% 600 17% 500 400 300 200 114 100 36 0 80% Crew Passenger Other Seafarers represent the main category of persons injured at sea (2586 during the period 2011-2014). 6.3 Other consequences Figure 78: Number of Search and Rescue (SAR) operations by ship category 2014 Figure 77: Distribution of Search and Rescue (SAR) operations by ship category 2011-2014 160 141 Cargo ship Fishing vessel Passenger ship Service ship Others 140 120 100 6% 24% 80 72 16% 55 58 60 40 13% 20 14 0 41% Cargo ship Fishing vessel Passenger ship Service ship Others 1119 ships needed a SAR operation and 455 of these were fishing vessels. 65% of the SAR operations related to ship casualties and 35% to occupational accidents. Figure 79: Type of pollution 2011-2014 Pollution by bunker Pollution by cargo Air pollution 14% 20% 66% 251 cases of pollution were reported. Among them, 216 affected the sea, while 35 were air pollution. In the majority of the cases (165), sea pollution was caused by the release of ship’s bunkers and other pollutants (e.g. residues, lubricating or hydraulic oils). Figure 80: Distribution of reported cases of pollution by bunkers Figure 81: Number of reported cases of pollution by bunkers following an accident 2011-2014 following an accident 2014 Capsizing/Listing Collision 30 27 Contact Damage to ship or equipment Fire/Explosion Flooding/Foundering 25 Grounding/stranding Hull failure Loss of control 20 15 13 2% 9% 10 7 7% 6 4 4 3 5 2 42% 15% 0 4% 1% 8% 12% Pollution by bunkers occurred mainly after a loss of control (70 cases). Figure 82: Distribution of pollution cases due to the cargo by Figure 83: Number of air pollution cases by nature of events nature of events 2011-2014 2011-2014 Capsizing/Listing Contact Collision Contact Damage to ship or equipment Fire/Explosion Damage to ship or equipment Fire/Explosion Flooding/Foundering Grounding/stranding Grounding/stranding Loss of control Hull failure Loss of control Other 14% 6% 8% 2% 14% 13% 9% 8% 6% 55% 6% 2% 12% 2% 43% As with pollution by bunkers, pollution by cargo occurred Air pollution mainly occurred after a fire or an explosion mainly due to a loss of control of the ship (28 cases). (15 cases). Figure 84: Distribution of oil pollution response by nature of events 2011-2014 Capsizing/Listing Collision Contact Grounding/stranding Loss of control 6% 18% 41% 29% 6% Oil pollution response was deployed mainly after collision between ship (7 times), followed by grounding/stranding (5 cases). CHAPTER 7 -Transit (between the departure and mid-water or mid- water and arrival). ACCIDENT LOCATION -Mid-water (between transit phases) This chapter provides information about the location of the ships when marine casualties or incidents occurred. 2642 occurrences happened when ships were in mid- water and 1996 during the arrival section of the voyage. 7.1 Voyage segments Figure 85: Distribution of voyage segments 2011-2014 Figure 86: Number of voyage segments in 2014 Anchored or alongside Arrival Departure 900 829 Mid-water Transit Unknown 800 700 665 3% 583 16% 600 542 18% 500 400 312 300 23% 200 94 30% 100 10% 0 Anchored Arrival Departure Mid-water Transit Unknown or alongside 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 Figure 87: Distribution of voyage type 2011-2014 -Inland waters, means a voyage in inland waterways as defined by the State; or -Unspecified/Other means a voyage in waters different from Coastal Inland waters Internal waters the above, e.g. mixed areas between internal waters and inland International Short international Unspecified/Other waters. In figures 90 and 91, “other” includes inland waters or other voyage types. When specified, occurrences happened mainly to ships authorised to proceed in international voyages (3038), 20% following by ships operating in coastal areas (1842). 31% 1% Figure 88: Distribution of voyage type 2014 7% 1200 979 8% 1000 859 33% 800 664 600 400 The “type of voyage” is the voyage for which the ship is 291 certified according to her statutory certificates. 194 It is classified as: 200 -International voyage means a voyage from a port of a 38 Member State to a port outside that Member State; or 0 -Short international voyage means an international voyage in the course of which a ship is not more than 200 miles from a port or place in which the passengers and crew could be placed in safety; or -Coastal, means a voyage near the coast; or -Internal waters, means a voyage in internal waters as defined by the State; or 7.2 Location of accidents -Inland waters, which includes any area of water defined by EU Member States and not categorized as ‘sea’- e.g. canals, tidal Figure 89: Distribution of location of the occurrences 2011-2014 and non-tidal rivers, lakes, and some estuarial waters (an arm of sea that extends inland to meet the mouth of a river). -Repair yard and unknown are the two other possible values. Coastal waters <= 12 nm Inland waters Internal waters - Archipelago fairway Internal waters - Channel, river In figure 92, inland waters, repair yard and unknown cases have Internal waters - Port area Internal waters - Others been grouped under the category “other”. Open sea - Outside EEZ Open sea - Within EEZ Open sea - Others Others There were 3831 accidents in internal waters (archipelago, fairway, channel, river or port area), followed by 2440 casualties in coastal waters. 5% 1% Figure 90: Locations of the occurrences 2014 9% 27% 3% 1% 1400 1318 1200 3% 2% 1000 812 7% 800 42% 600 400 264 203 200 101 141 108 78 The figure shows the “location” where the casualty or accident 0 occurred. Categories are: Coastal Inland Internal Internal Open Open Open Others -Outside 12nm it will be regarded as open sea. waters waters waters - waters - sea - sea - sea - -If it is in waters up to 12 nautical miles it is coastal waters ≤ <= 12 Channel, Port area Outside Within Others 12 nm. nm river EEZ EEZ -If it is in the waters on the landward side of the baseline of the territorial sea it is regarded as internal waters (archipelago fairway, channel/river, port area), 7.3 Regional distribution This section provides information on the geographical location of the accidents reported. It includes the involvement of EU Member States (as flag State, coastal State or substantially interested State). Figure 91: Global distribution of accidents location Figure 92: Distribution of accidents within the territorial sea and Figure 93: Distribution of accidents in the Atlantic Coast, North internal waters of EU States Sea and English Channel Territorial sea refers to the area within which a coastal State exercises sovereignty, which is beyond its land territory and internal waters and, in the case of an archipelagic State, its archipelagic waters, covering an adjacent belt of the sea. It is a belt of coastal water extending at most 12 nautical miles (22.2 km; 13.8 mi) from the baseline (usually the mean low- water mark) of a coastal State. Figure 94: Distribution of accidents in the Baltic Sea and Figure 95: Distribution of accidents in the Mediterranean Sea approaches and Black Sea CHAPTER 8 ACTION TAKEN BY ACCIDENT INVESTIGATION BODIES A marine safety investigation means an investigation into a marine casualty or marine incident, conducted with the objective This chapter describes the activities undertaken by the accident of preventing marine casualties and marine incidents in the investigation bodies of EU Member States regarding the future. The investigation includes the collection and analysis of investigations performed, reports published and safety evidence, the identification of causal factors and the making of recommendations issued. safety recommendations as necessary. 8.1 Safety Investigations Marine safety investigation authority refers to a State Authority that is responsible for conducting safety investigations. Figure 96: Number of investigations launched by severity of Within EU Member States, such Authorities are called “accident occurrences investigation bodies”. 2011 2012 2013 2014 A total of 533 investigations were launched during the four-year period, 47% of these being related to serious 100 casualties and 40% to very serious casualties. 90 87 The number of very serious casualties investigated in figure 99 is 80 lower than the 341 very serious casualties reported. This difference is explained by the obligation to investigate all very 70 65 65 serious casualties only after 17 June 2011 (date of 60 54 55 implementation of the Directive 2009/18/EC). From 1/1/2011 to 47 47 17/06/2011, some 30 very serious accidents were not 50 45 investigated by accident investigation bodies. If they were 40 investigated by a maritime authority, as was the practice before 30 17 June 2011, they were not reported to EMCIP. The remaining difference could be explained by the delay of some Member 20 17 18 14 States in reporting occurrences data in EMCIP. 10 10 1 3 2 3 0 Very serious Serious Less Serious Marine incident Figure 97: Status of investigations launched since 2011 Finished Ongoing 160 144 140 120 112 100 88 80 64 61 60 40 28 26 20 10 0 2011 2012 2013 2014 408 investigations were concluded. 8.2 Investigation reports -the identity of the flag State, owners, operators, the company as identified in the safety management certificate, and the classification society (subject to any national laws concerning privacy); Figure 98: Number of investigation reports published -where relevant the details of the dimensions and engines of any ship involved, together with a description of the Final report Simplified report Unspecified crew, work routine and other matters, such as time served on the ship; 120 114 -a narrative detailing the circumstances of the marine casualty or marine incident; 100 93 82 -analysis and comment on the causal factors including 80 any mechanical, human and organisational factors; -a discussion of the marine safety investigation’s findings, 60 including the identification of safety issues, and the 46 marine safety investigation’s conclusions; and 40 -where appropriate, recommendations with a view to 26 preventing future marine casualties and marine incidents. 20 14 15 3 3 5 4 3 408 investigation reports were published during the four- 0 year period. The type of report, whether final or 2011 2012 2013 2014 simplified, is decided by the accident investigation body depending on the severity of the occurrence and/or the potential to prevent future casualties. A marine safety investigation report is a report that contains: The list of all investigation reports published in EMCIP as per Article 17 of the accident investigation Directive 2009/18/EC can -a summary outlining the basic facts of the marine casualty or marine incident and stating whether any be found on EMCIP Portal at the following address: deaths, injuries or pollution occurred as a result; https://emcipportal.jrc.ec.europa.eu/index.php/Investig ation-reports Further investigation reports can be found on the websites of the Figure 100: Distribution of investigation reports published by accident investigation bodies. However those relate to cases not severity of occurrences 2011-2014 covered by the scope of the Directive 2009/18/EC (for example vessel categories not covered include fishing vessels below 15m length, recreational craft, inland waterway vessels in inland Very serious Serious Less Serious Marine incident navigation, etc...). Average time to publish a report after the casualty date is 377 days (data available for 76 reports from 408) 2% 11% 20 MS have published at least one report. Figure 99: Number of investigation reports published by the 39% Member States 2011-2014 10 9 9 48% 8 7 6 5 4 3 3 3 2 2 2 1 1 0 0 1 to 5 6 to 10 11 to 15 16 to 20 21 to 30 31 to 50 >50 8.3 Safety Recommendations range of 10 focus areas, the main one being operational practices (353 from a total of 821 quoted focus areas). Figure 101: Distribution of safety recommendations issued per focus area 2011-2014 Focus areas Radio Installations and Stability that were quoted less than 10 times were included in the category “Other”. Human Factors Lifesaving Equipment Machinery Electrical Installations Operational Practice Fire Protection/Firefighting Equip. Other Carriage of Cargo Safety of Navigation Seaworthiness 1% 13% 17% 2% 4% 10% 6% 3% 1% 43% A safety recommendation is derived from the analysis and conclusions of the investigation and is related to particular subject areas, such as legislation, training, maintenance, etc. A total of 600 safety recommendations have been issued. Each safety recommendation could be related to one or more focus areas. As shown in figure 105, they covered a Figure 102: Distribution of main sub-focus area quoted more Figure 103: Addressees of Safety Recommendations than 30 times 2011-2014 Classification Societies Crew 140 126 Crew associations Maritime Administration 120 Owner associations Owner/company 100 Port authorities Shipyard/industry 80 Unspecified 60 55 45 45 44 47 40 38 38 40 32 32 6% 1% 9% 20 4% 4% 1% 0 19% 3% 53% Safety recommendations are addressed to those best placed to implement them, such as ship owners, maritime authorities, etc. Safety Recommendations are fairly evenly spread among From a total of 639 addressees that were issued at least the 11 most quoted sub-focus areas, apart from one safety recommendation, 341 were the owners or the “Operational Practice – Safety Working practices” that companies of the ships involved in the accidents and 118 was quoted 126 times. were maritime administrations. Figure 104: Responses to Safety Recommendations Yes No Partially Unspecified 33% 55% 3% 9% Member States shall ensure that safety recommendations are duly taken into account by the addressees and, where appropriate, be given an adequate follow-up in accordance with Community and International law. The majority of Safety Recommendations were considered positively. However 78 were still rejected by the addressees. APPENDICES  Appendix 1 - Listing when the ship has a permanent heel or angle of loll. Acronyms -Collision - a casualty caused by ships striking or being struck AI body: accident investigation body by another ship, regardless of whether the ships are underway, anchored or moored. This type of casualty event does not include EMSA: European Maritime Safety Agency ships striking underwater wrecks. The collision can be with other ship or with multiple ships or ship not underway. EMCIP: European Marine Casualty Information Platform -Contact - a casualty caused by ships striking or being struck by EU: European Union an external object. The objects can be: Floating object (cargo, ice, other or unknown); Fixed object, but not the sea EC: European Commission bottom; or Flying object. IMO: International Maritime Organization - Damage to equipment - damage to equipment, system or the ship not covered by any of the other casualty type. SAR: Search and Rescue -Grounding/stranding - a moving navigating ship, either under command, under Power, or not under command, Drift(ing), striking the sea bottom, shore or underwater wrecks. Definitions: IMO Code, Directive 2009/18/EC, EMCIP taxonomy -Fire/explosion - an uncontrolled ignition of flammable chemicals and other materials on board of a ship: Specific terms used in this publication are also used for marine - Fire is the uncontrolled process of combustion safety investigation purposes and have the following meanings: characterised by heat or smoke or flame or any combination of these. - Explosion is an uncontrolled release of energy which 1.Casualty events are unwanted events in which there was causes a pressure discontinuity or blast wave. some kind of energy release with impact on people and/or ship including its equipment and its cargo or environment. They are -Flooding/foundering is a casualty event when the ship is classified in: taking water on board. - Foundering will be considered when the vessel has -Capsizing/Listing is a casualty where the ship no longer floats sunk. Foundering should only be regarded as the first in the right-side-up mode due to: negative initial stability casualty event if we do not know the details of the (negative metacentric height), or transversal shift of the centre flooding which caused the vessel to founder. In the chain of gravity, or the impact of external forces. of events foundering can be the last casualty event in this - Capsizing when the ship is tipped over until disabled; case there is the need to add accidental events.  - Flooding – refers to a casualty when a vessel takes -Illegal discharge is an intentional discharge of polluting water on board and can be: substances, oil or other noxious substances, from ships; - Progressive if the water flow is gradual. and - Massive if the water flow is extensive. -other, other intentional act that incur loss of or damage to a ship or environmental damage or harm to people on board. -Hull failure - a failure affecting the general structural strength Non-accidental events are not considered as marine casualties or of the ship. incidents and are not covered by the scope of the Accident Investigation Directive (2009/18/EC). -Loss of control - a total or temporary loss of the ability to operate or manoeuvre the ship, failure of electric power, or to contain on board cargo or other substances: 2. A coastal State means a State in whose territory, including - Loss of electrical power is the loss of the electrical its territorial sea, a marine casualty or marine incident occurs. supply to the ship or facility; - Loss of propulsion power is the loss of propulsion 3. Occupational accidents are grouped under “Deviations”, because of machinery failure; which consist in the description of the event deviating from - Loss of directional control is the loss of the ability to normality leading to the accident: steer the ship; - Loss of containment is an accidental spill or damage -Deviation due to electrical problems, explosion, fire - Not or loss of cargo or other substances carried on board a specified ship. -Electrical problem due to equipment failure - leading to indirect contact -Missing - a casualty to a ship whose fate is undetermined with -Electrical problem - leading to direct contact no information having being received on the loss and -Explosion whereabouts after a reasonable period of time. -Fire, flare up -Other Deviations not listed above -Non-accidental events are intentional events as a result of illegal or hostile acts therefore they are not marine casualties or -Deviation by overflow, overturn, leak, flow, vaporisation, incidents. They are: emission -Acts of war, any act, against a ship or the people on -Solid state - overflowing, overturning board, by a State that would effectively terminate the -Liquid state - leaking, oozing, flowing, splashing, normal international law of peacetime and activate the spraying international law of war; -Gaseous state - vaporisation, aerosol formation, gas -Criminal acts, any crime, including an act, omission, or formation possession under the laws of a State or local government, -Pulverulent material - smoke generation, dust/particles which poses a substantial threat to people on board of a in suspension/emission of ship or to property (e.g. terrorism, sabotage, piracy); -Other Deviations not listed above -Breakage, bursting, splitting, slipping, fall, collapse of -Walking on a sharp object Material Agent -Kneeling on, sitting on, leaning against -Breakage of material - at joint, at seams -Being caught or carried away, by something or by -Breakage, bursting - causing splinters (wood, glass, momentum metal, stone, plastic, others) -Uncoordinated movements, spurious or untimely actions -Slip, fall, collapse of Material Agent - from above (falling -Other Deviations not listed above on the victim) -Slip, fall, collapse of Material Agent - from below -Body movement under or with physical stress (generally (dragging the victim down) leading to an internal injury) -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 -Twisting, turning transport or handling equipment, handheld tool, object, -Treading badly, twisting leg or ankle, slipping without animal falling -Loss of control (total or partial) - of machine (including -Other Deviations not listed above 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 -Shock, fright or handling equipment, (motorised or not) -Violence, aggression, threat - between company -Loss of control (total or partial) - of hand-held tool employees subjected to the employer's authority (motorised or not) or of the material being worked by the -Violence, aggression, threat - from people external to the tool company towards victims performing their duties -Loss of control (total or partial) - of object (being -Aggression, jostle - by animal carried, moved, handled, etc.) -Presence of the victim or of a third person in itself -Loss of control (total or partial) - of animal creating a danger for oneself and possibly others -Other Deviations not listed above -Other Deviations not listed above -Slipping - Stumbling and falling - Fall of persons -Other Deviations not listed above in this classification. -Fall of person - to a lower level -Slipping - Stumbling and falling - Fall of person - on the 4. Flag State means a State whose flag a ship is entitled to fly. same level -Fall overboard of person 5. A marine casualty means an event, or a sequence of events, -Other deviations not listed above that has resulted in any of the following which has occurred directly in connection with the operations of a ship: -Body movement without any physical stress (generally leading to an external injury) .1 the death of, or serious injury to, a person;  and analysis of evidence, the identification of causal factors and .2 the loss of a person from a ship; the making of safety recommendations as necessary. .3 the loss, presumed loss or abandonment of a ship; 8. A marine safety investigation report means a report that contains: .4 material damage to a ship; .1 a summary outlining the basic facts of the marine .5 the stranding or disabling of a ship, or the involvement casualty or marine incident and stating whether any of a ship in a collision; deaths, injuries or pollution occurred as a result; .6 material damage to marine infrastructure external to a .2 the identity of the flag State, owners, operators, the ship, that could seriously endanger the safety of the ship, company as identified in the safety management another ship or an individual; or certificate, and the classification society (subject to any national laws concerning privacy); .7 severe damage to the environment, or the potential for severe damage to the environment, brought about by the .3 where relevant the details of the dimensions and damage of a ship or ships. engines of any ship involved, together with a description of the crew, work routine and other matters, such as time However, a marine casualty does not include a deliberate act or served on the ship; omission, with the intention to cause harm to the safety of a ship, an individual or the environment. .4 a narrative detailing the circumstances of the marine casualty or marine incident; 6. A marine incident means an event, or sequence of events, other than a marine casualty, which has occurred directly in .5 analysis and comment on the causal factors including connection with the operations of a ship that endangered, or, if any mechanical, human and organizational factors; not corrected, would endanger the safety of the ship, its occupants or any other person or the environment. .6 a discussion of the marine safety investigation’s findings, including the identification of safety issues, and However, a marine incident does not include a deliberate act or the marine safety investigation’s conclusions; and omission, with the intention to cause harm to the safety of a ship, an individual or the environment. .7 where appropriate, recommendations with a view to preventing future marine casualties and marine incidents. 7. A marine safety investigation means an investigation or inquiry into a marine casualty or marine incident, conducted with 9. Marine safety investigation authority means an authority the objective of preventing marine casualties and marine in a State, responsible for conducting investigations in incidents in the future. The investigation includes the collection accordance with the IMO Code. Within an EU Member State, in accordance with the EU Directive, such an Authority is called an damage, hull cracking, or suspected hull defect, etc., resulting “accident investigation body”. in: - immobilization of main engines, extensive 10. A material damage in relation to a marine casualty means: accommodation damage, severe structural damage, such as penetration of the hull under water, etc., rendering the .1 damage that: ship unfit to proceed∗, or .1.1 significantly affects the structural integrity, performance or operational characteristics of - pollution (regardless of quantity); and/or marine infrastructure or a ship; and .1.2 requires major repair or replacement of a - a breakdown necessitating towage or shore assistance. major component or components; or * The ship is in a condition, which does not correspond substantially with the applicable conventions, presenting a danger to the ship and the persons on board .2 destruction of the marine infrastructure or ship. or an unreasonable threat of harm to the marine environment. 11. An occupational accident type means the mode in which a 13. A serious injury means an injury which is sustained by a person (crewmember, passenger or other person) was injured or person, resulting in incapacitation where the person is unable to killed, which can be: function normally for more than 72 hours, commencing within - accident seven days from the date when the injury was suffered. - accident not related to ship operations - illness 14. A severe damage to the environment means damage to - suicide/homicide the environment which, as evaluated by the State(s) affected, or - unknown the flag State, as appropriate, produces a major deleterious effect upon the environment. Illness, suicide and homicides are not covered by the scope of the Directive 2009/18/EC. 15. Substantially interested State means a State: 12. The term “serious casualty” shall be understood in .1 which is the flag State of a ship involved in a marine accordance with the updated definition contained in Circular casualty or marine incident; or MSC-MEPC.3/Circ.3 of the IMO Maritime Safety Committee and Marine Environment protection Committee of 18 December .2 which is the coastal State involved in a marine casualty 2008; it says: or marine incident; or Serious casualties are casualties to ships which do not qualify .3 whose environment was severely or significantly as very serious casualties and which involve a fire, explosion, damaged by a marine casualty (including the environment collision, grounding, contact, heavy weather damage, ice  of its waters and territories recognized under international Casualties and Incidents annexed to resolution A.849(20) of the law); or IMO Assembly of 27 November 1997. + RESOLUTION MSC.255(84) (adopted on 16 May 2008) ADOPTION OF THE .4 where the consequences of a marine casualty or CODE OF THE INTERNATIONAL STANDARDS AND marine incident caused, or threatened, serious harm to that State or to artificial islands, installations, or RECOMMENDED PRACTICES FOR A SAFETY INVESTIGATION structures over which it is entitled to exercise jurisdiction; INTO A MARINE CASUALTY OR MARINE INCIDENT (CASUALTY or INVESTIGATION CODE) .5 where, as a result of a marine casualty, nationals of + RESOLUTION A.1075(28) adopted on 24 February 2014 that State lost their lives or received serious injuries; or The scope of the Accident Investigation Directive 2009/18/EC .6 that has important information at its disposal that the can be found in its Article 2. marine safety investigating State(s) consider useful to the investigation; or Other information can be found on: http://www.emsa.europa.eu/implementation-tasks/accident- .7 that for some other reason establishes an interest that investigation.html or on https://emcipportal.jrc.ec.europa.eu/ is considered significant by the marine safety investigating State(s). 16. Territorial sea is defined by section 1 of Part II of the United Nations Convention on the Law of the Sea, which says: The sovereignty of a coastal State extends, beyond its land territory and internal waters and, in the case of an archipelagic State, its archipelagic waters, to an adjacent belt of sea, described as the territorial sea. 17. 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. Other definitions could be found within the: IMO Code for the Investigation of Marine Casualties and Incidents shall mean the Code for the investigation of Marine  Appendix 2 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 causes. 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 Accident Investigation bodies aim at “cutting the links” between the Contributing Factors, Accidental Events and Casualty events. Figure 59 EMCIP Model When safety issues have been properly identified during a safety investigation, and followed by relevant safety recommendations, a proper consideration by the addressee should prevent similar accident to happen again.  Appendix 3 List of national accident investigation bodies Member State Name of the national accident investigation body Acronym Website Austria Austrian Safety Investigation Authority http://www.bmvit.gv.at/ Belgium FPS Transport and Mobility Conseil d'Enquete Maritime http://www.mobilit.fgov.be Bulgaria Directorate for Aircraft, Maritime and Railway Accident Investigation http://www.mtitc.government.bg Croatia Air, Maritime and Railway Traffic Accident Investigation Agency http://www.azi.hr Cyprus Marine Accidents and Incidents Investigation service MAIS http://www.shipping.gov.cy Czech Republic Ministry of Transport, Czech Maritime Administration Navigation Department http://www.mdcr.cz Denmark Danish Maritime Accident Investigation Board DMAIB http://www.dmaib.com Estonia Estonian Safety Investigation Bureau ESIB http://www.vta.ee Finland Safety Investigation Authority of Finland SIA http://www.onnettomuustutkinta.fi France Marine Accident Investigation Office BEAmer http://www.beamer-france.org Germany Federal Bureau of Maritime Casualty Investigation BSU http://www.bsu-bund.de Greece Hellenic Bureau Marine Casualties Investigation HBMCI http://www.hbmci.gov.gr Hungary Hungarian Transportation Safety Bureau TSB http://www.kbsz.hu Iceland Icelandic Marine Accident Investigation Board http://www.rns.is Ireland Marine Casualty Investigation Board MCIB http://www.mcib.ie Italy Direzione Generale Investigazioni Ferroviarie e Marittime DIGIFEMA http://www.mit.gov.it Latvia Transport Accident and Incident Investigation Bureau TAIIB http://www.taiib.gov.lv Lithuania Transport Accident and Incident Investigation Division http://www.sumin.lt/ Luxembourg Administration of Technical Investigations AET http://www.mt.public.lu/transports/AET Malta Marine Safety Investigation Unit MSIU http://www.transport.gov.mt The Netherlands Dutch Safety Board DSB http://www.ivw.nl Norway Accident Investigation Board of Norway AIBN http://www.aibn.no Poland State Commission on Maritime Accident Investigation PKBWM http://www.mir.gov.pl Portugal Maritime Accidents Investigation and Prevention Office GPIAM www.gpiam.mamaot.gov.pt Romania Marine Accidents Investigation Department http://www.mt.ro Slovenia Maritime Accident & Incidents Investigation Services http://www.telecom.gov.sk Spain Standing Commission for Maritime Accident and Incident Investigation CIAIM http://www.ciaim.es Sweden Swedish Accident Investigation Authority SAIA http://www.havkom.se United Kingdom Marine Accident Investigation Branch MAIB http://www.maib.gov.uk United Kingdom / Gibraltar Marine Accident Investigation Compliance Officer MAICO http://www.gibraltarship.com (Back cover page) About EMSA The European Maritime Safety Agency is one of the European Union’s decentralised agencies. Based in Lisbon, the Agency provides technical, operational and scientific assistance to the European member States in the fields of maritime safety, maritime security, prevention of, and response to, pollution caused by ships as well as response to marine pollution caused by oil and gas installations. The Agency contributes to the overall efficiency of maritime traffic and maritime transport. www.emsa.europa.eu Saatja: Rene Arikas <[email protected]> Saaja: Keiu Leopard Teema: FW: Yearly Overiew of marine casualties and incidents 2015 - Circulation of draft publication for comments by Member States PPsse From: TOMASSINI Manuela (EMSA) [mailto:[email protected]] Sent: Tuesday, October 20, 2015 2:10 PM To: [email protected]; [email protected] Cc: FLOCH Stephane (EMSA) <[email protected]> Subject: FW: Yearly Overiew of marine casualties and incidents 2015 - Circulation of draft publication for comments by Member States From: TOMASSINI Manuela (EMSA) Sent: 19 October 2015 17:11 To: [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> ; [email protected] <mailto:[email protected]> Cc: TASSONI Andrea (EMSA); HUNTER Michael (EMSA); BURKE John (MOVE.DDG1.D.2); FLOCH Stephane (EMSA) Subject: Yearly Overiew of marine casualties and incidents 2015 - Circulation of draft publication for comments by Member States Dear Heads of Maritime Authorities and PCF representatives, The Agency was given through its revised Founding regulation the mandate to compile a yearly overview of marine casualties and incidents, on the basis of data provided by the Member States, in accordance with Article 17 of the Directive 2009/18/EC on investigation of accidents in the maritime transport sector. (Article 2.4(c) of Regulation (EC) N° 1406/2002 as amended by Regulation (EU) N°100/2013). You will find attached to this email the draft of the second edition of the Yearly Overview. Please note that the layout of the document will be developed when the final content of the publication will be available. Pictures will also be added at the final stage of the document. You are kindly invited to provide your comments on the document before 4th of November 2015. Please send them to [email protected] <mailto:[email protected]> . Would you have any difficulties or questions related to the attached document, don’t hesitate to contact [email protected] <mailto:[email protected]> . Best regards, Manuela Tomassini Manuela Tomassini Head of Department Safety and Standards EMSA / Praça Europa 4 / 1249-206 Lisbon / Portugal Tel +351 21 1209 418 / Fax +351 21 1209 482 [email protected] <mailto:[email protected]> / emsa.europa.eu