NOTICE OF THE SWEDISH MARITIME ADMINISTRATION

Transcription

1 NOTICE OF THE SWEDISH MARITIME ADMINISTRATION No Summary of reported marine casualties, near- accidents and accidents to person - Swedish merchant and fishing vessels 24 Swedish Maritime Safety Inspectorate, Maritime Casualty Investigation Division

2 Cover picture: The Norwegian tug vessel TUG NESTOR, LAOV5, with the Swedish barge BARNEY, SENQ grounding 23 November 24 Photo: Marine Carrier AB, Thomas Wirén

3 Contents SUMMARY OF MARINE CASUALTIES AND NEAR-ACCIDENTS INVOLVING SWEDISH MERCHANT AND FISHING VESSELS GENERAL...3 SJÖOLYCKSSYSTEMET SOS THE SEA CASUALTY SYSTEM...3 NEAR-ACCIDENTS...3 NON-CONFORMITIES (INSJÖ)...3 FOLLOW-UP ON RECOMMENDATIONS...4 DEFINITION OF CAUSE OF CASUALTY CATEGORIES...4 DEFINITION OF REPORTING PRACTICES IN CASES OF COLLISION...5 REPORTS...5 Publication of reports in 24, the Swedish registered vessels...5 NUMBER OF REPORTED MARINE CASUALTIES AND NEAR-ACCIDENTS BY TYPE OF EVENT...6 NUMBER OF REPORTED MARINE CASUALTIES AND NEAR-ACCIDENTS IN RELATION TO NUMBER OF REGISTERED VESSELS...7 CASUALTIES BY TYPE OF EVENT AND TYPE OF VESSEL CASUALTIES BY TYPE OF VESSEL NUMBER OF VESSELS REGISTERED IN SWEDEN 23/ NUMBER OF VESSELS REGISTERED IN SWEDEN BY TYPE OF VESSEL Fishing vessels licensed...9 NUMBER OF ACTIVE/SIGNED-ON SEAMEN NUMBER OF VESSELS REGISTERED IN SWEDEN NUMBER OF ACTIVE/SIGNED-ON SEAMEN FOUNDERED VESSELS IN Narratives foundered vessel...13 MARINE CASUALTIES IN 24 BY SEVERITY OF EVENTS...16 SERIOUS CASUALTIES...17 Narratives serious casualties...17 MARINE CASUALTIES AND NEAR-ACCIDENTS IN 24 BY OPERATING LOCATION...19 CASUALTIES BY TYPE OF EVENT AND CARGO/ACTIVITY...2 CASUALTIES BY TYPE OF EVENT AND VESSEL S GROSS TONNAGE AND YEAR BUILT...21 GROUNDING...22 COLLISIONS WITH OTHER VESSELS...24 COLLISIONS WITH OTHER VESSELS...25 COLLISIONS WITH OTHER OBJECTS...28 DAMAGE DUE TO LEAKAGE/CAPSIZE/WEATHER...3 SHIFTING OF THE CARGO...32 FIRE/EXPLOSION...32 The figure shows fire/explosions by type of vessel and construction material...33 ENGINE FAILURE...34 SPILLAGE...35 OTHER OCCURRENCES...35

4 ACCIDENTS TO PERSONS...38 OCCUPATIONAL INJURIES WHILE ON SHIP-DUTY...39 SCOPE AND REGISTRATION OF THE STATISTICS...4 COLLECTION OF DATA...4 USING SPECIFIC DATA...4 PERSONS EMPLOYED ON BOARD...41 Frequency of injuries Number of active seamen by age and manning...42 Number of active seamen by age, manning and sex...42 INJURIES BY OCCUPATIONAL ACCIDENTS/WORK-RELATED DISEASES AND ON-DUTY/OFF-DUTY IN OCCUPATIONAL ACCIDENTS...45 Number of occupational accidents by manning and discrepancy...45 The number of active seamen and number of occupational accidents by age...46 Number of occupational accidents/1 active seamen by age...46 Frequency of injuries number of occupational accidents/1 active seamen...47 Reported occupational injuries shown by age group, sex and estimated absence...48 WORK-RELATED DISEASES...5 Number of work-related diseases for on-board personnel during COMMERCIAL FISHERMEN...54 Number of occupational injuries (occupational accidents and work-related diseases) during Occupational accidents by primary cause Occupational accidents by deviation...54 Number of vessels registered with fishing vessels licensed and number of fishermen Narrative of occupational accident resulting in death...55 Occupational accidents by age and absence due to illness...56 WORK-RELATED DISEASES...56 Work-related diseases by cause age...57 PASSENGERS...57 OTHER PERSONS ON BOARD...57

5 Marine Casualties and Near-Accidents Summary of Reported Marine Casualties and Near-Accidents 24

6 Summary of marine casualties and near-accidents involving Swedish merchant General In this Notice of the Swedish Maritime Safety Inspectorate, the Administration's Maritime Casualty Investigation Division presents statistics and commentaries on casualties reported to the Administration during 24, involving Swedish merchant and fishing vessels and other vessels utilized for commercial purposes. The report primarily comprises occurrences or events which the master of the ship is legally obligated to report to the Swedish Maritime Safety Inspectorate in compliance with chapter 6, paragraph 14 (formerly paragraph 7) of the Swedish Maritime Code. For the most part, factual information on casualties and their sequence of events is gathered from the protocol of the maritime declaration as well as from the master's reports. Data are also gathered from the investigations undertaken by surveyors in the Administration's inspection areas, by the coast guard and by police. In police investigations there is often some degree of co-operation between the police authorities and the maritime inspectorate. The material is presented here as a summary report. The statistical summary can be found on the Administration's home page Corroborating information and more detailed data can be obtained from the Maritime Casualty Investigation Division; telephone: , fax: or inspektion@sjofartsverket.se. SjöOlycksSystemet SOS The Sea Casualty System For marine casualties in the years a computer system, SjöOlycksSystemet (SOS The Sea Casualty System), has been used for registration and processing of statistics. The SOS has been developed in Prolifics/JAM7/Windows by the Swedish Maritime Administration. Most of the information about the ships in the SOS is collected from FartygsTillsynsSystemet (FTS Ship Inspection System), developed by the Swedish Maritime Administration in Prolifics/JAM7/Windows. As from the year 22 the SOS has been changed to a web application by the Swedish Maritime Administration. The Maritime Casualty Investigation Division reports regularly to IMO 1 all serious casualties, founderings involving convention vessels and spillages. The division even reports casualties and spillages regularly to HELCOM 2. The report has been more extensive since 24 Near-accidents The number of reported near-accidents is low, although it has increased somewhat during the past few years. Based on the Act of 199 and its appended regulations regarding the investigation of accidents, the Swedish Maritime Safety Inspectorate has broadened the mandatory reporting requirement to include all types of accidents at sea. Starting in 1999 the near-accidents are presented in the form of tables and diagrams. Non-conformities (Insjö) The Swedish Maritime Safety Inspectorate, in co-operation with the Swedish Shipowners Association, has developed a system, Insjö, for reporting deviations. After four years of buildup the system is now in operation. When a near-accident or deviation is reported, the report is de-identified before being introduced in the system. The system immediately gives the informant a compilation of all similar occurrences registered in the database and also information on what provisions have 1 International Maritime Organization 2 Helsinki Commission 3

7 been taken. Insjö is a simple, user-friendly system for reporting, registering, database handling and analysing deviations and risks. Experiences from accidents, near-accidents and deviations are put together in order to constitute a platform of knowledge in preventive maritime safety work. The system shall meet the requirements of the ISM code 3 as regards control and follow-up of the safety work in the shipping companies on land as well as on board ships. Follow-up on recommendations When called for, the Maritime Casualty Investigation Division includes recommendations in its accident investigation reports. In some cases the recommendations may be regarded as general, but in other cases they may concern one or several specific ships and shipowners. Some recommendations may also concern departments within the Swedish Maritime Safety Inspectorate. The Maritime Casualty Investigation Division makes a quarterly follow-up summary of the recommendations that have been made in the accident reports. The summaries are forwarded to the shipowners in question and, within the Swedish Maritime Safety Inspectorate, to persons responsible for implementation. The recommendations are removed from the summary when the parties concerned report back that corrective action has been taken. Definition of cause of casualty categories The investigative material is processed and thereafter codified by the investigators according to a code manual. Using the information, which is available to the investigators, a primary cause of casualty is established, as well as contributory causes, if any. An example of the working principle used in determining what should be considered a primary cause and what should be regarded as a contributory cause, would be the relatively common accident scenario, where an icebreaker and the ship it is assisting collide in severe ice conditions. The icebreaker encounters an unexpected ice ridge and gets stuck, and the ship being assisted cannot stop in time. This accident will be coded with human factor as the primary cause of accident and ice conditions affecting the ship's navigation/manoeuvring as the contributory cause. The casualty causes are divided into seven main groups and corresponding subgroups and other known cause and unknown cause. Main groups External factors Vessel's construction and placement of equipment Technical failure of on board equipment Aspects of operation and design of equipment Aspects of cargo, securing of cargo and handling of cargo/bunker Aspects of communication, organization and operational practices Aspects of on board personnel Examples of sub-groups Currents, winds, tides etc., causing drifting or other manoeuvring difficulties Stability problems caused by the construction of the vessel Technical failure of steering gear (including steering machinery) Instruments/equipment improperly arranged Cargo inadequately or improperly secured Navigation bridge procedures not appropriate from a safety aspect Miscalculations in navigating the vessel 3 International Safety Management Code 4

8 Definition of reporting practices in cases of collision A collision between Swedish vessels is reported as two events. A collision between a Swedish vessel and a vessel of another nationality is reported as one event. A collision between a Swedish vessel and a pleasure boat is reported as one event. Reports Some fundamentally interesting casualties result in reports according to international practice. A report starts with a summary followed by an account of facts and the course of events. The body of information is evaluated in an analysis. The purpose of an investigation of an accident is to find out what happened, why it happened and try to find measures so it does not happen again. The following are headlines in a report: Summary, Facts, Course of events, Analysis, Observations, Recommendations, Damage and Conclusion. The investigation reports are available (in Swedish) on our homepage Sjöfartsinspektionen Olyckor & tillbud Haverirapporter samling, some of the reports are translated into English, you will find them Maritime Safety Inspection Marine Casualties & Near-Accidents. Publication of reports in 24, the Swedish registered vessels Date Name of vessel Type of vessel Type of event 3 March 24 MORGAN É THOLÉN Passenger Grounding resulting in foundering 21 May 24 NEPTUNUS Tanker Fire in engine room 3 August 24 ISABELLA Passenger Collision with the general cargo ROSPIGGEN 23 November 24 BARNEY in tow of TUG NESTOR Barge Grounding 5

9 Number of reported marine casualties and near-accidents by type of event Only the initial event is reported for each casualty and not the consequent events. Accidents to persons and illness are reported under chapter heading Accidents to persons. Starting in 1995 spillage is reported under Spillage if the spill was the result of the initial event. Occurrences which cannot be categorised as referred to any of the groups mentioned earlier are reported under Other occurrences. Starting in 1998 a new type of event is reported under Shifting of the cargo. Type of event Grounding Collision with other vessel Collision with other object Leakage/capsize /weather damage Shifting of the cargo*) Fire and/or explosion Engine failure Spillage Other occurrences Near-accident**) Total *) Starting in 1998 a new type of event **) In 1997 and 1998 the Maritime Casualty Investigation Division was notified of 119 and 25 near-accidents respectively which had occurred in connection with the Öresund bridge construction work. The near-accidents were reportedly caused by the so-called shock waves from a high-speed craft passing the various workstations at excessive speed. The shock waves have also interfered with other activities related to the bridge construction. The date of data printout was June 8, 25. Additional casualties and near-accidents may have been reported to the Swedish Maritime Safety Inspectorate's Maritime Casualty Investigation Division after the data printout. 6

10 Number of reported marine casualties and near-accidents in relation to number of registered vessels Number of registered vessels Number of casualties/incidents Number of casualties/incidents Number of registered vessels Casualties by type of event and type of vessel marine casualties and near-accidents involving Swedish vessels were reported to the Swedish Maritime Safety Inspectorate in 24. Out of these casualties seven were total loss. Type of event Passenger Tanker Gen. cargo Fishing Other Total Grounding Collision with other vessel Collision with other object Leakage/capsize/ weather damage Shifting of the cargo*) Fire and/or explosion Engine failure Spillage Other occurrences Near-accident Total *) Starting in 1998 a new type of event Note: Other vessels include tugboats, salvage vessels, icebreakers, barges etc. 7

11 Casualties by type of vessel 2-24 Number Number of marine casualties 2-24 according to type of vessel Passenger Tanker Gen.cargo Fishing Other Number of vessels registered in Sweden 23/ Vessels<99 gross tonnage Vessels >1 gross tonnage 8

12 Number of vessels registered in Sweden by type of vessel Type of vessel Passenger Tanker Gen. cargo Fishing*) whereof >2 tons Other Total *) Fishing vessels licensed by the National Board of Fisheries. Since 1994 all fishing vessels > 5 m with special permit. Fishing vessels licensed By virtue of the Fishery Act the Swedish Government has authorized the National Board of Fisheries to issue regulations on vessel permits (FIFS 1994:15). Ships, the length of which is 5 metres or more and which are used for professional fishing, must have a vessel permit issued by the National Board of Fisheries. Number of active/signed-on seamen Number/year Active seamen whereof signed-on seamen

13 Number of vessels registered in Sweden 24 The information is taken from FartygsTillsynsSystemet, the FTS system. Information about fishing vessels from The National Board of Fisheries. Vessels by type Gross tonnage Type of vessel Total Passenger Tanker General cargo (gen. cargo) Fishing Other Total Classification of type of vessel based on the following description of the vessels: PASSENGER TANKER GENERAL CARGO FISHING OTHER Passenger (not roro) Passenger (roro) Road ferry Passenger (seasonal) Passenger, other Oil tanker Gas tanker Chemical tanker (one chemical) Chemical tanker (more than one chemical) Oil/ore Bulk/oil Tanker, other Cob Reefer Roro/auto/container Ore Bulk carrier, other Fishing licensed by the National Board of Fisheries*) *) As of 1 September, 1994 boats >5 m with special permit Tug/salvage Barge/pontoon Supply Ice breaker and accommodation platform Other merchant vessels 1

14 Number of active/signed-on seamen 24 Active seaman means that the person has been working in that capacity for at least 3 of the preceding 18 consecutive months. The information is taken from the Seamen's Register. Number of active seamen 24 - by sex and manning Masters/mates Deck crew Engineers Engine crew Catering Women Men Signed-on crew on merchant and special purpose vessels having a gross tonnage of 3 and over (information taken from the Seamen's Register). Masters Mates Deck crew Engineers Engine crew Catering Total

15 Foundered vessels in 24 In the year 24 seven vessels foundered (one fishing vessel, two passengers, three barges and one other merchant vessel). There were no known environmentally harmful discharges in connection with the founderings, see Narratives foundered vessel. 16 vessels foundered in the period 2-24, five of which were fishing vessels. Number of lost vessels in 2-24 according to type of vessel Passenger Fishing Other Number of lost vessels in 2-24 according to type of event År Grounding Leakage/capsize Collision 12

16 Passenger Date Call sign/number Name Constr. material Year built Narratives foundered vessel Gross tonnage Narrative 16 March 24 3 April 24 SFB-8172 MORGAN É THOLÉN Plastic 1976 SEPK EYSTRASALT Wood On journey from Storö on Väderöarna to the mainland the vessel passed a narrow straight. After passing the straight the vessel was supposed to turn to starboard. When the rudder was turned to starboard the radar showed that the turn did t start as planned. The Master turned the rudder more to starboard but the vessel grounded on the island which the vessel should round. The radar image was frozen. The vessel slid off the ground and sank. The two men onboard had gone into the raft and were picked up by another vessel N 58 o 34,7 E 11 o 4,8 67 EYSTRASALT (E) had been laid up for 18 months. A short voyage to a shipyard had not been reported to the inspectorate. The wooden hull was in bad shape and an initial leak on 1 l/h was considerably increased. The part of the hull above the waterline was probably leaking as E rolled. Additional and permanent pumps worked badly or not at all. The leakage increased and finally the vessel sank. A crewman was slightly injured. N 55 o 46,58 E 14 o 21,3 13

17 Narratives foundered vessel (cont.) Fishing Date Call sign/ number Name Constr. material Year built Gross tonnage Narrative 28 January 24 SHPB LISTER Wood The fishing vessel LISTER (L) collided with the trawler KENYA (K). OOW on L took no action to avoid the collision. He died before he could give any explanation of why he took no action. Two of L s crew managed to climb over to K but the third fell into water. The two vessels parted as L s engine was working ahead. Efforts were made to assist the man in the water when unmanned L suddenly turned towards K. The man in the water was crushed between the two vessels. Thereafter L sank. N 55 o 51, E 16 o 43, Other Date Call sign/ number Name Constr. material Year built Gross tonnage Narrative 11 August 24 4 October 24 SHRJ RM1 Steel 1958 SFB-7566 RAN Steel The barge was being towed to Tallinn. Whilst under tows the open barge took in water because of rough Sea which caused it to sink, to a depth of 12 m. The barge was being towed by the Polish tug ATLAS II. N 58 O 55, E 19 O 14,4 - An open container filled with sand was placed over both sides of the railings astern of the construction. This probably moved causing the boat to capsize and sink. The boat was salvaged the same day. N 59 o 18,4 E 18 o 5,52 14

18 Narratives foundered vessel (cont.) Other Date Call sign/ number Name Constr. material Year built Gross tonnage Narrative 23 November 24 1 December 24 SENQ BARNEY Steel 1969 SKUF LOLA Steel The Norwegian registered tug boat TUG NESTOR (TN) with the Swedish registered barge BARNEY (B) on tow, had on the eastern side of Gotland sheltered for westerly winds. As the wind was supposed to veer to north and become stronger, TN heaved anchor to go to open sea, alternatively to seek another place for sheltering. While preparing for leaving, the wind suddenly shifted to north and increased to storm with snow fall. The vessel with barge did not succeed in getting out in open sea. Instead it drifted aground where TN turned on the side and B, without listing, was placed on the bottom, becoming seriously damaged. During the accident a polish crew member on TN died. The cargo was first picked up and later also the barge, which was first declared to be condemned but later repaired. N 57 o 26, E 18 o 49,8 219 When towed for being scrapped in Tallinn, the wind was increasing and the sea broke over the barge. Water pierced the hull, the barge filled with water and sank. The barge was towed by the Swedish registered vessel RAN AF DJURGÅRDEN. N 59 o 25,26 E 23 o 2,46 15

19 Marine casualties in 24 by severity of events The diagram shows distribution in percentage of total number of events. The severity of the near-accidents is determined by using the same criteria as IMO 4. Foundering total loss or constructive loss. Serious casualty the principal rule is that the vessel is judged to be not seaworthy and/or that loss of life or serious physical injury is the result of the accident. The severity of the remaining events is judge to be less serious casualty. Less serious casualty 85% Distribution in % by the severity of events Near accidents 6% Serious casualty 4% Foundering 5% Severity of event by type of vessel Passenger Tanker Gen. cargo Fishing Other Serious casualty Foundering Less serious casualty Near accidents 4 International Maritime Organization 16

20 Serious casualties The principal rule is that the vessel is judged to be not seaworthy and/or that loss of life or serious physical injury is the result of the accident. During 24 five (5) occurrences have been considered to be serious casualties Serious casualty in by type of event Grounding Collision with another vessel Leakage/capsize Fire/explosion Engine failure Other År Passenger: Date 16 February 24 Call sign/ number Name constr. Material Year built SGQU STENA NAUTICA Steel 1986 Narratives serious casualties Gross tonnage Narrative STENA NAUTICA (SN) saw on its radar an echo approx. 3 degrees to port with a BCR (Bow Crossing Range) of,7-,8 M. CPA (Closest Point of Approach) was,3 M. When the other vessel, JOHANNA (J) was straight ahead SN gave a long signal and turned a few degrees to port to increase the CPA. J turned hart to starboard just before or at the end of the signal. On approximately the opposite course J collided on the starboard quarter on SN. At least 3 watertight doors were open and could not be closed because of the pressure of water this meant that 5,5 watertight sections were flooded and SN was very close to capsizing. The vessel was evacuated and towed to Varberg. Provisional repairs were done before the journey to a shipyard in Poland. The occurrence was investigated by the Swedish Accident Investigation Board. 17

21 Narratives serious casualties (cont.) Passenger: Date 21 May 24 6 October November 24 Call sign/ number Name constr. material Year built SCEM NEPTUNUS Steel 199 SMTV MERENGUE Plastic 1989 SLXY CASINO EXPRESS Steel 1966 Gross tonnage Narrative 4 69 A fire broke out in a hot oil pump in the engine room The crew tried to extinguish the fire with portable extinguishers but failed. The fixed CO 2- system was released but the fire was not extinguished completely. With the assistance of fire brigade from the shore the fire was later extinguished. 3 During stormy weather in the North Sea the laminate of the hull parted and that created concern that the vessel would sink. Nine passengers were evacuated by helicopter while two people took the vessel to Peterhead (under escort) CASINO EXPRESS (CE) was being moored but due to strong wind the vessel drifted towards land. Attempts were made to tow the vessel but the ropes broke twice. Before and after the attempts the tug boat tried to push the vessel but couldn t because of the strength of the wind against the vessel which grounded. The passengers were evacuated and the cargo unloaded before CE was towed to deeper water. CE was taken to the shipyard for repair. The occurrence was investigated by the Swedish Accident Investigation Board. Fishing: 28 January 24 SLGR KENYA Steel KENYA (K) was trawling and saw another vessel, LISTER (L), on its starboard side. L took no avoidance manoeuvres and collided with K. The three crew members onboard L tried to climb aboard K as L was sinking. Two succeeded but the third fell into the water. The two vessels parted as L engine was working ahead. Efforts were made to assist the man in the water when unmanned L suddenly turned towards K. The man in the water was crushed between the two vessels. Thereafter L sank. The occurrence was investigated by the Swedish Accident Investigation Board. 18

22 Marine casualties and near-accidents in 24 by operating location Casualties are shown as occurrences in Swedish territorial waters as well as occurrences in international waters. Swedish territorial waters Open sea Outer coastal waters Inner coastal waters Port area Canal, river, marked fairway Narrow coastal waters Unknown International waters Open sea 18 Outer coastal waters 2 Inner coastal waters 3 Port area 8 Canal, river, marked fairway

23 Casualties by type of event and cargo/activity Type of event Cargo Grounding Collision with other vessel Collision with other object Leakage/capsize/weather damage Shifting of cargo Fire/explosion Machinery failure Spillage Other occurrences Near-accident Total Fish/fish products Dry cargo/mixed cargo/containers Bulk (ore, coal, grain etc.) Oil/oil products Passengers Trailers/flat beds Cars Cars and passengers Other/unknown cargo Total with cargo Ballast/empty Total Casualties by type of vessel and cargo/activity Loaded vessel - by type of vessel Ballasted/empty vessel - by type of vessel Fishing 12% Other 15% Other 33% Passenger 37% Gen. Cargo 17% Tanker 1% Passenger 46% Fishing 1% Gen. Cargo 1% Tanker 1% 2

24 Casualties by type of event and vessel s gross tonnage and year built Type of event Gross Size (gross tonnage): Grounding Collision with other vessel Collision with other object Leakage/capsize/weather damage Shifting of cargo Fire/explosion Machinery failure Spillage Other occurrences Near-accident Total and over Unknown Total Year built: To 1974 inclusive Unknown Total Ships involved in casualties built to and including 1974 by type of vessel Other 25% Fishing 11% Gen. cargo 8% Tanker 6% Passenger 5% 21

25 Grounding Two occurrences resulted in foundering, see narrative. One occurrence has been considered to be serious casualty, see narrative. The remaining occurrences have been considered to be less serious casualties. No harmful discharge is known to have occurred. Near-accident: The vessel was en route to pass Revets light house on the wrong side. The pilot of the pilot station had to intervene and give the vessel advice to pass on right side of the light house. Distribution according to type of vessel. Passenger Tanker Gen. cargo Fishing Other Total Total losses respectively Near-accident Number 2 Primary cause by type of vessel Passenger Tanker Gen. cargo Fishing Other Human factor Technical failure of onboard equipment External factor Primary cause - over-all distribution Other factors 17% Human factors 83% 22

26 Grounding (cont.) The diagram below shows, if applicable, causes contributing to the main cause, by type of vessel. Contributory causes are i.a.: Under manning, generally or for the task, e.g. no helmsman/look-out Current, wind etc. led to strong drift or other manoeuvre difficulties Faults with charts or publications. Number Contributing cause by type of vessel 1 5 Passenger Gen. Cargo Other External factor Human factor Circumstances of comm./org./operational pract. Damage to hull (water ingress) Passenger Tanker Gen. cargo Fishing Other Total No leakage Minor leakage Major leakage Unknown Pilot Passenger Tanker Gen. cargo Fishing Other Total On board Not on board Pilot exemption cert Unknown

27 Grounding (cont.) Number Number of Groundings per month and year Januari Februari Mars April Maj Juni Juli Augusti September Oktober November December Visibility conditions in % Moderate visibility % Unknown 1% Haze,light fog, precipitation 3% Poor visibility 1% Fog 17% Good visibility 6% Light conditions in % Darkness 55% Daylight 45% Definition of visibility conditions Good visibility > 5 M Haze, light fog, precipitation,25 -,5 M Moderate visibility 2-5 " Fog <,25 " Poor visibility,5-2 " 24

28 Collisions with other vessels One occurrence resulted in foundering and one person was killed see narrative. Two occurrences have been considered to be serious casualties, see narrative. The remaining occurrences have been considered to be less serious casualties. No harmful discharge is known to have occurred. Near-accidents were i.a. caused by misjudgements of speed and distance. Collisions with other vessels by type of vessel 4 collisions between Swedish/Swedish vessels 8 collisions between Swedish/foreign vessels 5 collisions between Swedish vessels/leisure crafts Passenger Tanker Gen. Cargo Fishing Other Total Total losses for each Total death Near-accident Number Primary cause by type of vessel Passenger Gen.cargo Fishing Other Human factors External factors 25

29 Collisions with other vessels (cont.) Primary cause - over-all distribution Other factors 48% Human factors 52% The diagram below shows, if applicable, causes contributing to the main cause, by type of vessel. Contributory causes are i.a.: bad weather poor visibility under manning, generally or for the task, e.g. no helmsman/look-out other conditions concerning routines, procedures, communication or organization. 1 Contributory cause by type of vessel 5 Passenger Gen.cargo Fishing Other External factors Human factors Com./org./routines Damage to hull (water ingress) Passenger Tanker Gen. cargo Fishing Other Total No leakage Major leakage Unknown

30 Collisions with other vessels (cont.) Pilot Passenger Tanker Gen. cargo Fishing Other Total On board Not on board Pilot exemption cert Unknown The operational mode of the vessel Passenger Tanker Gen. cargo Fishing Other Total Fishing Moored down at quay At sea Port arrival Port departure Visibility conditions in % Light conditions in % Unknown 9% Fog 13% Daylight 45% Good visibility 78% Darkness 55% Definition of visibility conditions Good visibility > 5 M Haze, light fog, precipitation,25 -,5 M Moderate visibility 2-5 " Fog <,25 " Poor visibility,5-2 " 27

31 Collisions with other objects Nine occurrences have been considered to be less serious casualties. No harmful discharge is known to have occurred. Collisions with other objects by type of vessel Passenger Tanker Gen. cargo Fishing Other Total Total losses for each Near-accident Number Primary cause by type of vessel Passenger Gen.cargo Other Human factors Technical failure of equipment Other/unknown Primary cause - over-all distribution Other factors 22% Human factors 78% 28

32 Collisions with other objects (cont.) The diagram below shows contributory causes to the collisions with other objects by type of vessel. Current, wind etc. led to strong drift or other manoeuvre difficulties. Number Contributing cause by type of vessel 1 5 Passenger Gen. cargo External factor Damage to hull (water ingress) Passenger Tanker Gen. cargo Fishing Other Total No leakage Pilot Passenger Tanker Gen. cargo Fishing Other Total On board Not on board Pilot exemption cert The operational mode of the vessel Passenger Tanker Gen. cargo Fishing Other Total At sea Port arrival Port departure

33 Collisions with other objects (cont.) Light conditions in % Darkness 22% Dawn/Twilight 33% Daylight 45% Definition of visibility conditions Good visibility > 5 M Moderate visibility 2 5 M Poor visibility.5 2 " Haze, light fog, precipitation.25.5 M Fog <.25 " Damage due to leakage/capsize/weather Four occurrences resulted in foundering, one person was injured, see narrative. One occurrence has been considered to be serious casualty, see narrative. The remaining occurrences have been considered to be less serious casualties. No harmful discharge is known to have occurred. Damage due to leakage/capsize/weather by type of vessel Passenger Tanker Gen. cargo Fishing Other Total Total losses for each Total death Near-accident

34 Damage due to leakage/capsize/weather (cont.) Number Primary cause by type of vessel Passenger Fishing Other External factor Technical failure of equipment Design of equipment Human factor Primary cause - over-all distribution Human factors 21% Other factors 79% Damage to hull (water ingress) Passenger Tanker Gen. cargo Fishing Other Total No leakage Minor leakage Major leakage Unknown

35 Shifting of the cargo 5 The event was considered to be a less serious casualty. As far as can be determined no hazardous substances were released. Contributory cause was bad weather. Shifting of the cargo by type of vessel Passenger Tanker Gen. cargo Fishing Other Total Total losses for each Number Primary cause by type of vessel Gen. Cargo Cargo safeguarding/treatment of cargo Fire/explosion One occurrence has been considered to be serious casualty, see narrative. The remaining occurrences have been considered to be less serious casualties. Fire in engine room has been the cause in 12 of the accidents. None of the fire accidents has caused hazardous release, as far as can be determined. Fire/explosion by type of vessel Passenger Tanker Gen. cargo Fishing Other Total Total losses for each Starting in 1998 Shifting of the cargo has been reported under a separate heading. The accidents have previously been included in the group Leakage/Capsize/Weather damage. 32

36 Fire/Explosion (cont.) Number Primary cause by type of vessel Passenger Tanker Gen.cargo Other Handling/demoulding Cargo safeguarding/treatment of cargo Techn. Failure of onboard equipment The operational mode of the vessel Passenger Tanker Gen. cargo Fishing Other Total Moored down at quay At sea The figure shows fire/explosions by type of vessel and construction material Passenger Tanker Gen.cargo Other Aluminium Steel 33

37 Engine failure All occurrences have been considered to be less serious casualties. Two minor releases of oil have been noted. Engine failure by of vessel Passenger Tanker Gen. cargo Fishing Other Total Total losses for each Near-accident Number Primary cause by type of vessel Passenger Tanker Gen.cargo Fishing Other Human factors Construction/equipment Cargo, safeguarding/treatment of cargo Other/unknown Technical failure of equipment Comm./org.routine External factors Damage to hull (water ingress) Passenger Tanker Gen. cargo Fishing Other Total No leakage Minor leakage Major leakage Unknown

38 Spillage All occurrences have been considered to be less serious casualties. Seven crew members had breathing difficulties when a container with corrosive contents leaked. Cleaning up began without protective clothing as it was judged not to be dangerous. The crew members recovered after medical treatment. Spillage by type of vessel Passenger Tanker Gen. cargo Fishing Other Total Number Primary cause by type of vessel Passenger Tanker Gen. cargo Human Construction/equipment Cargo, safeguarding/treatment of cargo Techn. failure of onboard equipment Other occurrences All occurrences have been considered to be less serious casualties. A violent passenger attempted to enter the crew s quarter using a fire axe. He released and demolished five fire extinguishers and destroyed the cabin doors. The passenger was subdued and placed under arrest. An exhaust pipe broke leading to large amounts of smoke developing in the engine room. The stern door would not close because of an electrical fault. After locating the fault and rectifying it the door could be closed. The barge was being towed by a tug boat. During the journey an anchor became loose on the barge and all the wire ran out. The occurrence was not noticed until they were close to 35

39 Other occurrences (cont.) port. The anchor had broken a sea cable between Sweden and Bornholm which provides Bornholm with electricity. At arrival to port the vessel touched and bent the ladder on a land-based crane. During a testing sequence of the out of order port stabilizer fin, the fin only worked 15-2 degrees regular for a short while. Suddenly the fin turned to full negative response at the same time as starboard fin turned to full positive response. The fin engines stopped and the vessel gave a strong lurch to approx. 2 degrees to port. Near accident: A pilot boat was stuck under a vessels fender during manoeuvring to pick up a pilot. As the vessel heeled the pilot boat was squeezed under the vessels fender and listed heavily. After a while the pilot boat came loose. A rubber fender on the pilot boat was a contributing factor to the occurrence as it was caught by the vessels fender. Other occurrences by type of vessel Passenger Tanker Gen. cargo Fishing Other Total Near-accident Number Primary cause by type of vessel Passenger Gen.cargo Fishing Other Human Comm./org./routine Techn. failure of onboard equipment 36

40 ACCIDENTS TO PERSONS Summary of reported accidents to persons 24 37

41 Accidents to persons This section of the summary shows reported occupational injuries including those resulting in the loss of life of on-board personnel in merchant and fishing vessels and accidents to passengers and other persons on board vessels in 24. PERSONS EMPLOYED ON BOARD Number OCCUPATIONAL INJURIES (occupational accidents/work-related diseases, incl. off duty on board/off duty ashore) incl. deaths occupational accidents occupational accidents resulting in death work-related diseases ILLNESS/SUICIDE 1 DISAPPEARANCES - COMMERCIAL FISHERMEN Number OCCUPATIONAL INJURIES (occupational accidents/work-related diseases) including deaths 16 occupational accidents occupational accidents resulting in death work-related diseases PASSENGERS Number ILLNESS/SUICIDE 9 DISAPPEARANCES - PHYSICAL INJURIES physical injuries resulting in death 5 - OTHER PERSONS ON BOARD PHYSICAL INJURIES physical injuries resulting in death Number 3-38

42 Occupational injuries while on ship-duty In this section, the Swedish Maritime Safety Inspectorate's Maritime Casualty Investigation Division presents statistics on occupational injuries sustained by persons while on ship-duty in 24 in Swedish merchant and fishing vessels. Occupational injuries sustained by commercial fishermen are reported under a separate heading. The statistical source material is taken from InformationsSystemet om Arbetsskador ISA (The Occupational Injury Information System) which is handled by the Swedish Work Environment Authority. The data was extracted on 7 September 25. New system as from 22 for reporting and registration of occupational injuries As from the year 22 occupational injuries are reported and registered in a new manner. New definitions and variables are practiced. In addition a new form for reporting occupational injuries is used, which in part holds other information or changed type of information. Hereunder the most important changes are described, which influence the statistics as from 22 and its comparability with previous statistics. Report on occupational injury The basic material for coding is the information given in the report on occupational injury. In the form for reporting a disability occurred during official service is stated i.a. information on the injured person, employer, work situation, scope of damage and course of events at the occurrence. In 21 a new and revised form for report on occupational injuries was introduced. The new form is designed for improved registration of today's working environment factors and risks on the working site. It is also adapted to facilitate mechanical interpretation of the information. Variables At introduction of the new registration system also some new variables and classifications have also been introduced. These are in most cases based on recommendations from EU's statistical office EUROSTAT. Below is a short description of the most important variables used in the present publication. Deviation As from 22 the deviation, which has caused an accident, is coded. The coding of the variable Deviation is based upon a classification, which is developed and recommended by EU's statistical office EUROSTAT. The variable Occurrence, which has earlier been used when reporting occupational accidents, is not coded after 21. A deviation describes what has diverged from normal in a course of events. It may also be a deviation from the normal way of carrying out a task, where this deviation is a contributory cause to the accident. Deviation and occurrence (which were coded up till 21) partly describe different things. If for example a person should fall from a ladder due to a material defect, this was generally regarded as a deviation. In the old classification, however, this type of misfortune would be considered a downfall accident. 39

43 Scope and registration of the statistics The new registration system, which was introduced in 22, is adapted to the new occupational injury report and the new EU classifications. All occupational injuries among gainfully employed are included, which means that within the group fishermen also selfemployed people and family members working in the business are included. Occupational injuries mean accidents and sicknesses, which are the result of injurious influence at work. In ship work more or less all accidents, which have occurred during offduty hours on board or in connection with certain organized recreational activities ashore, are considered as occupational injuries. This is due to the special working conditions of seafarers. The statistics comprise: reported occupational injuries causing minimum one day on the sick-list reported occupational sickness regardless of days on the sick-list but with injury date 1993 or later. As regards reported occupational injuries with no days on the sick-list (so called zero injuries) in addition to the exemptions mentioned above, only the total number is accounted for. Collection of data The basic information for the statistics is the REPORT on occupational injury. New registration routines are applied from April 1, 22. As from that date all reports received are scanned. This means that photographs are taken of reports on occupational injuries and that certain information in the report is automatically registered, e.g. social security number and date of injury. Later on a manual review is made and corrections, if needed, are made in the automatically generated data. Furthermore a supplementary codification of certain information in the report is made. Occupational diseases will in the future be registered in the year that the report was scanned and not, as earlier, at the time when the occupational injury was reported by the employer. In practice this is not likely to have any great influence from the accounting point of view, since it will make a difference only for reports made just before the turn of the year. However, the occupational injuries will in the future, as in the past, be accounted for by date of injury. The employer/shipping company shall ensure that the occupational injuries are reported to the National Social Insurance Office. Information on the number of signed-on crew on a certain day can be obtained from the Seamen's Register. Using specific data The present information system has been developed both for official statistical use and to make it possible to process the data according to the needs for other users. Each piece of information, which has been recorded from the notification form, can be used to select the group of injuries that interests the user. The selected injuries can then be listed with all or portions of the registered information regarding curves or tables, according to different combinations of variables. For example, a specific shipping company can obtain information regarding occupational injuries on its vessels. Someone working with the construction of, or regulations for, ladders can find material about accidents involving ladders. Specially processed data on injuries related to ship-duty can be ordered from the Swedish Work Environment Authority. When providing material and tables, consideration must always be given to the fact that the work injury notifications are protected by the Official Secrets Act. 4

44 Persons employed on board Total occupational injuries in relation to manning of merchant vessels, (occupational accidents occurring on-duty/off-duty and work-related diseases). A total of 266 ship-duty occupational injuries were reported in 24 (excluding commercial fishermen). Out of the total number of accidents, 2 were occupational accidents (on-duty/ /off-duty) and 66 were work-related diseases. The number of reported occupational accidents without absence from work, so called zero injuries, which have not been included in the statistical summary, was 162 for 24 and 175 for 23. A further explanation can be found in the section Scope and registration of the statistics. The number of active seamen in 24 was (in 23 it was ) (the information is taken from the Seamen's Register). By active seaman it is meant that the person has worked in that capacity for at least 3 of the preceding 18 consecutive months. Signed-on crew on merchant and special purpose vessels having a gross tonnage of 3 and over (the information taken from the Seamen's Register) Masters Mates Deck crew Engineers Engine crew Catering Total Frequency of injuries The frequency of injuries is defined as the number of occupational injuries/1 active seamen. The figure shows the number of occupational injuries/1 employees nationally. (Information taken from the Swedish Work Environment Authority, ISA) Occupational injuries/1 active seamen Occupational injuries/1 employees nationally 6 Active seamen Employees nationally

45 Number of active seamen by age and manning Age Manning < > Total Masters/mates Deck crew Engineers Engine crew Catering Total Number of active seamen by age, manning and sex Masters/mates Deck crew Engineers Engine crew Catering Age Masters/mates Deck crew Engineers Engine crew Catering 42

46 Injuries by occupational accidents/work-related diseases and on-duty/off-duty in 2-24 Year Total occupational accidents Workrelated diseases Total Occupational accidents without absence from work of which deaths Total Injuries by sex and occupational accidents/work-related diseases and on-duty/off-duty in 24 Manning Total occupational accidents Work-related diseases Total of which deaths Masters Mates Deck crew Engineers Engine crew Catering Total

47 Manning Total occupational accidents of which deaths Workrelated diseases Total Masters Mates Deck crew Engineers Engine crew Catering Total Manning Total occupational accidents of which deaths Workrelated diseases Total Masters Mates Deck crew Engineers Engine crew Catering Total