Annual Overview of Marine Casualties and Incidents 2016

European Maritime Safety Agency
ANNUAL OVERVIEW
OF MARINE CASUALTIES AND
INCIDENTS 2016
ANNUAL OVERVIEW
OF MARINE CASUALTIES AND
INCIDENTS 2016
Annual Overview of Marine Casualties and Incidents 2016
OVERVIEW OF KEY FIGURES

Key figures for 2015 as reported in the European Marine Casualty Information Platform (EMCIP)
3296 casualties and incidents 3669 ships involved 976 persons injured 125 investigations
91 very serious casualties 36 ships lost 115 fatalities launched
2
Grounding, ST APOLLO, ship lost, 24/08/2015
3
CONTENTS
CHAPTER 1 CHAPTER 4
INTRODUCTION 10 FISHING VESSELS 50

Background 11 4.1 Detailed distribution 51
Scope 12 4.2 Nature of marine casualties and incidents 52
Content of the review 12 4.3 Location of marine casualties and incidents 54
4.4 Accidental events and contributing factors 58
CHAPTER 2
4.5 Consequences 59
MARINE CASUALTIES AND INCIDENTS IN GENERAL 14
CHAPTER 5
2.1 Number and severity 15
2.2 Main ship types 16 PASSENGER SHIPS 62
2.3 Nature of marine casualties and incidents 18 5.1 Detailed distribution 63
2.4 Location of marine casualties and incidents 22 5.2 Nature of marine casualties and incidents 64
2.5 Accidental events and contributing factors 27 5.3 Location of marine casualties and incidents 66
2.6 Consequences 28 5.4 Accidental events and contributing factors 70
2.7 Involvement of EU States as flag State, coastal State or 36 5.5 Consequences 71
substantially interested State 36
CHAPTER 6
CHAPTER 3
SERVICE SHIPS 74
CARGO SHIPS 38
6.1 Detailed distribution 75
6.2 Nature of marine casualties and incidents 76
6.3 Location of marine casualties and incidents 78
6.5 Consequences 83
3.5 Consequences 47
4
Table of contents
CHAPTER 7
OTHER SHIPS 86
7.5 Consequences 95
CHAPTER 8 Collision, ALEXANDRIA 1 and EVER SMART, ships damaged, 11/02/2015
ACTION TAKEN BY INVESTIGATIVE BODIES 98

8.1 Safety investigations 99
8.2 Investigation reports 100
8.3 Safety recommendations 101
APPENDICES 104
Appendix 1 Accronyms and definitions 105
Appendix 2 EMCIP Model 112
Appendix 3 Ship Types in EMCIP 113
Appendix 4 List of national investigative bodies in EU 114
Fire/Explosion, NAKHODKA, 1 live lost, 26/04/2014
5
European Maritime Safety Agency 2016
Photo credits: DK/DMAIB, DK/Danish Institute of Fire and Security Technology, FR/BEAMer, GE/BSU, GR/HBMCI, MT/MSIU, NL/DSB,
SE/SHK, UK/MAIB, UK/MCA, Iain Butterworth
Reproduction, publication, quote or any other means of use of the text of this publication is authorised provided the source is
acknowledged. The use of EMSA logo is prohibited.
Statistics, tables, graphs, charts and maps have been generated by EMSA based on information contained in EMCIP.
6
NOTICE DISCLAIMER
Article 1 of Directive 2009/18/EC of the European Parliament and of the The marine casualty and incident data presented is strictly for information
Council of 23 April 2009 establishing the fundamental principles governing purposes only. The statistics presented are from the data stored in the European
the investigation of accidents in the maritime transport sector and amending Marine Casualty Information Platform (EMCIP) by the investigative bodies of
Council Directive 1999/35/EC and Directive 2002/59/EC of the European the EU States. It reflects the information at the time the data was extracted
Parliament and of the Council states: (20/07/2016). While every care has been taken in preparing the content of
the report to avoid errors, the Agency makes no warranty as to the accuracy,
The purpose of the Directive 2009/18/EC of 23 April 2009 is to improve maritime completeness or currency of the statistics in the report. The Agency shall not be
safety and the prevention of pollution by ships, and so reduce the risk of future liable for any kind of damages or other claims or demands incurred as a result of
marine casualties, by: incorrect, insufficient or invalid data, or arising out of or in connection with the
use, copying or display of the content, to the extent permitted by European and
(a) facilitating the expeditious holding of safety investigations and proper analysis
national laws. The information contained in the report should not be construed
of marine casualties and incidents in order to determine their causes; and
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 States and
the European Commission and to thank them for their support in the conduct of
The information contained in this document is to be used only for the this work and in the preparation of this report.
improvement of maritime safety and the prevention of pollution by ships. It shall
not be used for determining liability or apportioning blame.
7
EXECUTIVE SUMMARY
During 2015 there were 115 reported fatalities, 976 persons injured, 36 ships lost Also across the period 2011-2015, Member States investigative bodies have
and 125 investigations launched. launched 749 investigations and 566 reports have been published. Among the
1000 safety recommendation issued, 40% were related to operational practices,
With 3296 marine casualties and incidents in 2015, the total number reported in in particular safe working practices. Half of the safety recommendations were
EMCIP has reached almost 12600. Some under-reporting of marine casualties addressed to shipping companies and the rate of positive responses was
and incidents still appears to exist, although there has been continuous above 75%.
improvement since the implementation of the relevant EU legislation in 2011.
Estimates indicate that under-reporting relates mostly to the less serious
casualties and incidents and this is consistent with the increases shown in these
categories while more serious casualties remained at levels similar to previous
years.
Over the period 2011-2015, half of the casualties were of a navigational nature,
such as contacts, groundings/strandings or collisions. Amongst occupational
accidents, 39% were attributed to slippings, stumblings and fallings of persons.
Human erroneous action represented 62% of accidental events and 71% of
accidental events were linked to shipboard operations as a contributing factor.
In 2015 more than 1700 cargo ships were involved in marine casualties and
incidents that resulted in 64 fatalities, an abnormally high number due to
the loss of the general cargo ship El Faro with 33 victims, including 5 Polish
crewmembers. Despite the number of fishing vessels lost continuing to increase
and reaching more than 25 last year, a significant decrease of fatalities and
injuries was noted.
Across the period 2011-2015, the number of fatalities on board passenger ships is
dominated by the Costa Concordia (32 fatalities and 17 injured persons in 2012)
and the Norman Atlantic (11 fatalities and 31 injured persons in 2014). Over the
period, 65% of the victims on board passenger ships were passengers.
8
Presentation of the future EMCIP at the 7th EMCIP User group meeting, February 2016, EMSA, Lisbon
9
CHAPTER 1
INTRODUCTION
Capsizing / Listing, PHANTOM, ship damaged, 15/02/2012

Introduction
Background
establish independent, impartial and permanent accident investigation

The purpose of the European Maritime Safety Agency is to
bodies. Landlocked countries without a maritime fleet are not obliged to
ensure a high, uniform and effective level of maritime safety,
comply with this provision, other than to designate a focal point. This is the
maritime security, prevention of and response to pollution
case currently for the Czech Republic and Slovakia;
caused by ships and by oil and gas installations.
require to be notified of marine accidents and incidents. This obligation
EMSAs activities cover the following main areas: covers casualties and incidents that:
involve ships flying the flag of one of the Member States;

providing technical and scientific assistance to the Member States and the occur within Member States territorial seas and internal waters;
European Commission in the proper development and implementation of EU involve other substantial interests of the Member States;
legislation on maritime safety, security, prevention of pollution by ships as well
as to simplify maritime transport administrative duties; investigate casualties depending upon their severity. Casualties which are
monitoring the implementation of EU legislation through visits and classified as very serious shall be investigated; serious casualties shall be
inspections; assessed in order to decide whether or not to undertake a safety investigation.
improving cooperation with and between Member States in all key areas; publish investigation reports; and
at the request of the Commission, providing technical operational assistance notify the European Commission of marine casualties and incidents via
to non-EU countries around relevant sea basins; EMCIP.
offering operational assistance, including developing, managing and
maintaining maritime services for ship monitoring; and EMCIP is the European Marine Casualty Information Platform;
carrying out operational preparedness, detection and response tasks with a centralised database for EU States to store and analyse
respect to pollution caused by ships and by oil and gas installations. information on marine casualties and incidents.
This EMSA-run platform is populated with data by the competent national

As a body of the European Union, the Agency sits at the heart of the EU maritime
authorities. It is this data which forms the basis of the Annual Overview of Marine
safety and pollution response network and collaborates with many industry
Casualties and Incidents.
stakeholders and public bodies, in close cooperation with the Commission and
the Member States.
In this publication, the terms Europe and EU States are considered to be the
28 EU States plus the EFTA States, Iceland and Norway.
Following the entry into force of Directive 2009/18/EC1 establishing the
fundamental principles governing the investigation of accidents in the maritime
transport sector, EU States shall, among other obligations:
1
Directive 2009/18/EC of the European Parliament and of the Council of 23 April 2009 establishing the
fundamental principles governing the investigation of accidents in the maritime transport sector and
amending Council Directive 1999/35/EC and Directive 2002/59/EC of the European Parliament and of
the Council.
11
Scope Content of the review
EMSA has the obligation to provide a yearly overview This publication has been organised in such a way as to cover
of marine casualties and incidents under the Agencys the main aspects of maritime safety as given in the Directive
founding Regulation (EC) No 1406/2002 as amended by and as included in the Agencys remit. This edition focuses on
Regulation (EU) No 100/2013. the main types of ships: cargo ships, fishing vessels, passenger
ships, service ships and other ships. Each chapter is divided
This publication contains statistics on marine casualties and incidents that: into the following parts: detailed ship types, nature of marine
involve ships flying the flag of one of the EU States; occur within EU States casualties and incidents, location, events and contributing
territorial sea and internal waters as defined in UNCLOS; or involve other factors and consequences. A final chapter describes the
substantial interests of the EU States. activities of the EU investigative bodies.
Considering the date of the implementation of the Accident Investigation More information about the Agencys activities related to marine accidents can
Directive in 2011, this publication covers the period from 1st January 2011 to 31st be found at:
December 2015. The data can be subject to changes over time as EU States
add more information or older cases to the EMCIP database. For this reason, http://www.emsa.europa.eu/implementation-tasks/accident-investigation.html
the figures extracted from the database in July 2016 and presented in this https://emcipportal.jrc.ec.europa.eu/
publication are likely to be slightly different to those presented throughout the
year in various fora or in the next edition to be published in 2017. A list of acronyms and definitions as well as extra information on the accident
categories used can be found in Appendix 1. Appendix 2 illustrates the data model
The figures are presented in this publication to provide a general overview of the and Appendix 3 contains the detailed lists of ships used in EMCIP. The list of
safety of maritime transport in the scope of European interests. However, it is accident investigation bodies in Europe can be found in Appendix 4.
limited by the quantity and nature of information presently contained in EMCIP
and is therefore not intended as a comprehensive technical analysis. This is due
to the fact the implementation of the Accident Investigation Directive has only
been required since 17 June 2011, as well as due to progressive implementation
by some Member States. Should further information about specific cases be
required, readers are invited to contact the national competent Investigative
bodies (whose contact details can be found in Appendix 4 of the publication).
12
Collision, CORAL ACE - LISA SCHULTE, ships damaged, 31/01/2013
13
CHAPTER 2
MARINE CASUALTIES AND INCIDENTS

IN GENERAL
Sed quiscit exces voluptum culpa di optatia necus, qui te simusaectem arum quam es esti que con
14 Collision, NILS HOLGERSSON - URD, ships damaged, 03/05/2012

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

2.1 NUMBER AND SEVERITY
This section provides general information about the number of marine 2500
casualties and incidents and their severity.
2000
Figure 1: Number of reported marine casualties and incidents
1500
3500
3000 1000
2500
500
2000
0
1500 2011 2012 2013 2014 2015
1000 Very serious Serious Less Serious Marine incident
500 The number of very serious casualties has been steady over
the past 5 years. 3.3% of the casualties were reported to be
0
very serious.
2011 2012 2013 2014 2015
Across the three other severity categories, the total number of casualties and
The total number of reported marine casualties and incidents incidents reported annually reflects an increase of reporting. The reduction of
is 12591. serious casualties is the consequence of a modification by some Member States
in the classification of injury severities, which led to the decrease of reported
Each year since the implementation of the Directive the number of marine serious casualties and an increase of less serious casualties and incidents.
casualties and incidents reported has continued to increase. Comparisons with
various sources suggest that under-reporting of marine casualties and incidents In 2015, 3% of the reported marine casualties were very
still exists, with a total of 4000 per year being a better estimate. serious, 19% serious, 59% less serious and 19% were marine
incidents, which is similar to the averages for the period
2011-2015.
The under reporting of marine incidents remain the most significant issue within
the reporting scheme defined by Directive 2009/18/EC.
15
Figure 3: Reporting entities

2.2 MAIN SHIP TYPES
1800
This section focuses on the ships involved in marine casualties and incidents.
1600 Ships have been classified by the main categories: cargo ship, fishing vessel,
1400 passenger ship, service ship and other ship.
1200
Figure 4: Number of ships involved in casualties.
1000
800 4000
600
3500
400
3000
200
0 2500
2011 2012 2013 2014 2015
2000
Company Public Ship Shore authority Other
1500
Over the past 5 years, marine casualties and incidents were mainly reported to
1000
the accident investigation bodies through the Shore Authorities. Reporting by
Ship companies has also been significant and increased over the period, while 500
reporting directly from the ship has been constant for the 3 past years.
0
55% of the marine casualties and incidents were reported to 2011 2012 2013 2014 2015
the Investigative bodies by the Shore Authorities.
A casualty might involve more than one ship, in particular in the case of collision
where two or more ships could be involved.
The 12591 marine casualties and incidents that happened from

2011 to 2015 involved 14245 ships.
16
Figure 5: Number of individual ships involved in more than one casualty Figure 6: Distribution of ships involved by main category 2011-2015
2011-2015
2000
1600
1800
1400
1600
1200
1400
1000
800 1200
600 1000
400 800
200
600
0
2 3 4 5 6 7 8 9 10 and 400
more
200
Similarly, a single ship can be affected by several casualties (different dates, 0
different nature of casualty, etc.). Cargo ship Fishing Passenger Service Other
vessel ship ship
A total of 9417 individual ships were involved in marine
casualties and incidents. 7018 of these ships were involved in 2011 2012 2013 2014 2015
one only. 2399 were involved in more than one, as shown in the
distribution above. During the period 2011-2015, General Cargo ships were the
main category involved (45%), followed by Passenger ships
(23%).
The five ship categories have followed the same increase over the period.
17
2.3.1 CASUALTY WITH A SHIP

2.3 NATURE OF MARINE CASUALTIES
Figure 8: Severity of casualty with a ship
AND INCIDENTS
1400
This section examines the different natures of marine casualties and
incidents. 1200
Figure 7: Marine casualties and incidents by type 1000
2500 800
600
2000
400
1500
200
1000 0
2011 2012 2013 2014 2015
500
Very serious Less Serious Serious Marine incident
0
2011 2012 2013 2014 2015 3% of casualties with a ship were very serious, 20% serious,
58% less serious and 19% marine incidents, from 2011 to 2015.
Casualty with a ship Occupational accident
The distribution follows that for all marine casualties and incidents (figure 2).
A total of 8533 casualties with a ship and 4058 occupational
accidents were recorded.
The ratio 1/3 to 2/3 between casualties with a ship and occupational accidents
remained stable from 2011 to 2015.
If reporting of occupational accidents resulting in light injuries that would be

classified as less serious were improved, a significant change in the ratio would
be noted.
18
Figure 9: Distribution of casualties with ships
Missing
Loss of control
Hull failure
Grounding/Stranding
Flooding/Foundering
Fire/Explosion
Damage to ship or equipment
Contact
Collision
Capsizing/Listing
0 200 400 600 800
2011 2012 2013 2014 2015
The combination of contact (1590 cases), grounding/stranding

(1426) and collision (1352) shows that navigational casualties
Grounding / Stranding INCE INEBOLU, ship damaged, 05/09/2014
represent 50% of all casualties with a ship.
19
Figure 10: Distribution of ships involved in a casualty with a ship by ship 2.3.2 OCCUPATIONAL ACCIDENTS
category
Marine casualties and incidents related to occupational accidents are classified
1200 as deviations.
Figure 11: Type of severity in case of occupational accident

1000
700
800
600
600 500
400 400
300
200
200
0
2011 2012 2013 2014 2015 100
Cargo ship Fishing vessel Passenger ship 0

Service ship Other ship 2011 2012 2013 2014 2015
Very serious Serious Less Serious Marine incident

During the period 2011-2015, Cargo ship was the most
frequent ship type involved in casualty with a ship (49%), From 2011 to 2015, 5% of the occupational accidents were very
followed by Passenger ship (22%). serious, 24% serious, 61% less serious and 10% marine
incidents.
While the number of fishing vessels and other ships involved was steady over
the past 3 years, the numbers of passenger ships and service ships have slightly As indicated in figure 2, a modification in the classification of injuries has led to
decreased. However the number of cargo ships involved continued to increase a reduction in serious occupational accidents and an increase of less serious
significantly. accidents and marine incidents.
20
Figure 12: Distribution of deviations Figure 13: Distribution of ships involved in an occupational accident by ship
category
Unspecified /Other
500
Slipping - Stumbling and 450

falling - Fall of persons
Loss of control of machine, means 400

of transport, handling equipment
350
Deviation due to electrical
problems, explosion, fire 300
Deviation by overflow, overturn,
250
leak, flow, vaporisation, emission
Breakage, bursting, splitting, 200

fall, collapse of material agent
150
Body movement without any
physical stress 100
Body movement under or with
physical stress
50
0 100 200 300 400 500 0

2011 2012 2013 2014 2015
2011 2012 2013 2014 2015
Cargo ship Fishing vessel Passenger ship
Slipping-Stumbling and falls of persons was the most Service ship Other ship
frequent event (39%), followed by loss of control of objects
(19%) and body movement without physical stress (18%). Cargo ships (34%) represent together with passenger ships
(31%) the main categories of ship where occupational
accidents occurred.
While the number of occupational accidents on board fishing vessels and service
ships has decreased, there was an increase of 75% on cargo ships during 2015.
21
Figure 15: Distribution of voyage segments per ship type 2011-2015

2.4 LOCATION OF MARINE CASUALTIES
AND INCIDENTS 1600
1400
This section provides information about the location of the ships when
marine casualties or incidents occurred.
1200
2.4.1 VOYAGE SEGMENTS
1000
Figure 14: Distribution of voyage segments
800
Unknown
600
Transit 400
200
Mid-water
0
Departure Cargo ship Fishing Passenger Service Other ship
vessel ship ship
Arrival Anchored or alongside Arrival Departure
Mid-water Transit Unknown

Anchored or alongside
While the departure is the safest segment for cargo ships, the
arrival phase is the least safe for passenger ships.
0 200 400 600 800 1000 1200
2011 2012 2013 2014 2015
The distribution of marine casualties and incidents is similar

among the phases of a voyage, with a few more in mid-water
and less during the departure.
22
2.4.2 REGIONAL DISTRIBUTION
This section provides information on the geographical location of the marine casualties and incidents reported.
Figure 16: Global distribution 2011-2015
9
154
34
11
46 7 547
3
6
101
1176
22 138 2 1 190
23
22
167 404
179
138 6
11 47
20
51 185
7
93
34
100
6
More than 100 accidents
From 10 to 99 accidents
2
23
Figure 17: Distribution within the territorial sea and internal waters of EU States 2011-2015
TERRITORIAL SEA refers to the area

154 within which a Coastal State exercises
2 sovereignty, which is beyond its land
territory and internal waters and, in
74 3
4 the case of an archipelagic State,
7 its archipelagic waters, covering an
adjacent belt of the sea. It is a belt
10 64
39 of coastal water extending at most
303 426 12 nautical miles (22.2 km; 13.8 mi)
from the baseline (usually the mean
1 129 low-water mark) of a Coastal State.
9 21
14
2 466 69
747
1 945
26
3 22
4 103
50 6
13 294
227
8
328 237 954
3
53 87
24
Figure 18: Distribution along the Atlantic Coast, in the North Sea and English Figure 19: Distribution in the Baltic Sea and approaches 2011-2015
Channel 2011-2015
2
80 3
13 8
266 3 63
54 52
3 299 49
3
4 451 177 12
201 14
38
669 10
5 19
6 37
508 116
16 990 46 98
150 253
4 54 23
136 395 181 56
50 49
36
30 65
81 451
93
14 330 1 348 137
84
4 56
669
62 7 990
119
25
Figure 20: Distribution in the Mediterranean Sea and Black Sea 2011-2015
7 16
136
3
40
50 3
36
143
74 56
93
84 12 171
76
127
84
62 31
7 51
119 566
171
8
4
3 2
50
26
Contributing factors are separated into two categories, and then sub-divided
2.5 ACCIDENTAL EVENTS AND into specific groups identifying the condition that contributed to an accidental
CONTRIBUTING FACTORS event or worsened its consequence.
Figure 22: Relationship between accidental events and the main contributing
This section addresses the events and contributing factors having led
to casualties and incidents for the period 2011-2015. factors 2011-2015
Investigators search for the root causes of the casualty or incident. Such causes
Other Agent or Vessel
comprise accidental events and contributing factors. The Reporting Scheme
used in EMCIP follows this approach. A detailed model of EMCIP can be found in
Appendix 2. Human Erroneous Action
2.5.1 ACCIDENTAL EVENTS Hazardous Material
Figure 21: Distribution of accidental events 2011-2015 Equipment Failure
Environmental Effect
Unknown
0 200 400 600 800 1000

Other Agent or vessel
Shore Management Shipboard Operation
Human Erroneous Action
Shipboard operations represented the main contributing
Hazardous Material factor at 71% of the total.
Equipment Failure
0 100 200 300 400 500 600
From a total of 880 accidental events analysed during the

investigations, 62% were attributed to a Human Erroneous
Action.
27
Figure 23: Groups of Contributing Factors

2.6 CONSEQUENCES
Other Agent or Vessel -
Regulatory Activities This section contains information about the consequences of
casualties to ships, persons or the environment.
Human Erroneous Action -
Supervision 2.6.1 CONSEQUENCES TO SHIP
Hazardous Material - Figure 24: Number of ships lost

Working Place
40
Equipment Failure -
Maintenance 35
Environmental Effect - 30
Supervision 25
0 200 400 600 800 1000 1200 20
Main group Other groups 15
10
This figure shows the contributing factor most quoted per
category of accidental event (for example maintenance was 5
quoted as contributing factor for 27% of accidental events
0
described as equipment failure).
2011 2012 2013 2014 2015
A total of 161 ships were lost from 2011 to 2015.
166 ships were reported sunk, some of them being recovered.
The initial casualty event was flooding/foundering (49 cases).

The second most significant was collision (43 cases).
28
Figure 25: Distribution of ships lost per ship category 2011-2015 Figure 27: Number of ships considered unfit to proceed
120
180
100
160
80
140
60
120
40
20
100
0 80
Cargo ship Fishing Passenger Service ship Other ship
vessel ship 60
40
With a total of almost 100, fishing vessel is the category of
ship that encountered the highest number of ships lost. 20
Figure
600 26: Number of ships damaged 0
2011 2012 2013 2014 2015
500
400 Service ship Other ship
300 A total of 1399 ships were reported to be unfit to proceed.

There was a decrease in 2015 for all ship types.
200
100
0
2011 2012 2013 2014 2015

Service ship Other ship
4275 ships reported some damage, the largest category being

cargo ships (47%). Figures appear to be stable over the last
two years.
29
Figure 28: Number of ships requiring towage or shore assistance Figure 29: Number of abandoned ships
200 16
180 14
160 12
140 10
120
8
100
6
80
4
60
2
40
0
20 Cargo ship Fishing Passenger Service ship Other ship
vessel ship
0
2011 2012 2013 2014 2015 2011 2012 2013 2014 2015
A total of 79 ships were abandoned. Of these, 48 were fishing
Service ship Other ship
vessels. The number of abandoned ships per year has
significantly dropped from 20 to 7 within 5 years.
1832 ships needed towage or shore assistance, with a
significant increase for cargo ships in 2015.
30
2.6.2 CONSEQUENCES TO PERSONS Figure 31: Distribution of fatalities by ship categories
2.6.2.1 FATALITIES 70
Figure 30: Distribution of fatalities by categories of person 60
120 50
40
100
30
80 20
10
60
0
Cargo ship Fishing Passenger Service ship Other ship
40 vessel ship
2011 2012 2013 2014 2015

20
Evolution of fatalities per ship types has been irregular over
the 5 year period. While it was stable for service and other
0 ships, 2012 was the worst year for passenger ships and 2014
2011 2012 2013 2014 2015 for fishing vessels. For cargo ships, a general increase was
visible over the total period and 2015 was the worst year.
Crew Passenger Other
The total number of lives lost during the period 2011-2015 was
477, with a significant increase in 2014 in comparison with all
previous years. With 377 fatalities, crew have been the most
affected category of persons.
31
Figure 32: Distribution of fatalities by casualty events Figure 33: Distribution of fatalities by deviations
Missing Unspecified /Other
Grounding/stranding Slipping - Stumbling and

Flooding/Foundering Loss of control of machine, means

Fire/Explosion Deviation due to electrical

problems, explosion, fire
Contact Breakage, bursting, splitting,

Collision Body movement without any

physical stress
Capsizing/Listing Body movement under or with

physical stress
0 10 20 30 40 50 60 0 5 10 15 20 25 30
2011 2012 2013 2014 2015 2011 2012 2013 2014 2015
Fatalities mainly occurred during a collision (15%), Slipping-Stumbling and falls of persons is the main cause of
a flooding/foundering (15%) or capsizing/listing (12%). fatalities due to occupational accidents.
32
2.6.2.2 INJURIES Figure 35: Distribution of injured people by ship type
Figure 34: Distribution of injuries by category of person 500

450
1000
400
900
350
800
300
700
250
600
200
500
150
400
100
300
50
200
0
100 Cargo ship Fishing Passenger Service ship Unknown
vessel ship
0
2011 2012 2013 2014 2015
2011 2012 2013 2014 2015
Crew Passenger Other
1610 persons were injured on board passenger vessels.
Among the total of 12591 casualties from 2011 to 2015,
3755 accidents resulted in a total of 4335 injured persons. A
significant decrease of injuries took place in 2015, with less
than 1000 people injured.
Crew represent the main category of persons injured at sea

(3425 during the period 2011-2015).
33
Figure 36: Distribution of injuries by casualty event Figure 37: Distribution of injuries by deviation
Loss of control Unspecified /Other
Hull failure Slipping - Stumbling and

Grounding/stranding Loss of control of machine, means

Flooding/Foundering
Fire/Explosion
Breakage, bursting, splitting,
Contact

Collision physical stress

Capsizing/Listing physical stress
0 20 40 60 80 0 100 200 300 400
2011 2012 2013 2014 2015 2011 2012 2013 2014 2015
50% of the injuries took place during navigational events As with fatalities, most of the injuries (31%) occurred during
(contact, collision and grounding/standing). slipping-stumbling and falls of persons.
34
2.6.3 OTHER CONSEQUENCES Figure 39: Types of pollution
Figure 38: Distribution of Search and Rescue (SAR) operations by ship type 100
160 90
80
140
70
120 60
50
100
40
80
30
60 20
10
40
0
2011 2012 2013 2014 2015
20
Air pollution Pollution (bunkers)
0 Pollution (cargo) Total
2011 2012 2013 2014 2015
317 cases of pollution were reported. Among them, 278

affected the sea, whilst 39 were air pollution. In the majority of
Service ship Other ship the cases (210), sea pollution was caused by the release of
ships bunkers and other pollutants (e.g. residues, lubricating
1554 ships needed a SAR operation of which 616 were fishing or hydraulic oils). A decrease of such pollution was noted
vessels. in 2015.
70% of the SAR operations related to ship casualties and 30%

to occupational accidents.
35
Figure 40: Distribution of oil pollution response

2.7 INVOLVEMENT OF EU STATES AS
8 FLAG STATE, COASTAL STATE OR
7 SUBSTANTIALLY INTERESTED STATE
6
Figure 41: Distribution of ship flags
5
4 3500
3 3000
2 2500
1 2000
0 1500
2011 2012 2013 2014 2015
1000
Oil pollution response was deployed mainly after 500

grounding/stranding (12 cases), or collision between
0
ships (10 times). 2011 2012 2013 2014 2015
EU Flag Non EU Flag
11937 ships flagged under an EU State were involved in a

marine casualty or incident. 27 EU States were involved as flag
of the ship.
2218 ships flagged under a total of 92 non-EU countries were involved in a

marine casualty or incident. The flag of 90 ships was not identified.
The higher number of EU flag States in comparison with non-EU flag States
reflects the scope of the Directive
36
Figure 42: Distribution of Coastal States Figure 43: Distribution of substantially interested States (SIS) other than flag or
coastal States
2500
350
2000
300
1500
250
1000 200
500 150
0 100
2011 2012 2013 2014 2015
50
EU Coastal State Non EU Coastal State
No Coastal State / Unspecified 0
2011 2012 2013 2014 2015
In 9929 cases, at least one coastal State was reported to be EU MS SIS Non EU SIS
affected by the marine casualty or incident. Considering the

total number of marine casualties and incidents (12591), this Other than flag States or coastal States as described
means that 79% of the accidents happened in territorial seas previously, in 1637 marine casualties and incidents, at least
or internal waters. one substantially interested State was reported. Considering
the total number of marine casualties and incidents (12591), a
27 EU States were involved as a coastal State 8494 times. The Czech Republic, State different from the flag or the coastal State was
Luxembourg and Slovakia were the three EU States not involved. interested in 13% of marine casualties and incidents.
127 non-EU countries were reported as coastal State 1465 times. The significant increase of substantially interested states could be explained by
a more accurate identification of entities other than the flag State or the coastal
As with EU flag ships, there is a higher number of EU coastal States affected
State, as well as a better knowledge of the EU and International legislation on
by a marine casualty or incident in comparison with non-EU coastal States.
casualty investigation by such entities.
This reflects the scope of Directive.
26 EU States were involved as substantially interested States 730 times.
96 non-EU countries were substantially interested States 1026 times.
37
CHAPTER 3
CARGO SHIPS
Capsizing/Listing, flooding/foundering and grounding, HOEGH OSAKA, ship and cargo damaged, 03/01/2015
Cargo ships
Figure 45: Main places of casualties involving cargo ships 2011-2015

3.1 DETAILED DISTRIBUTION
From 2011 to 2015, 6403 Cargo ships were involved in 5942 marine
casualties and incidents
Figure 44: Distribution of cargo ships involved
Other Cargo / Unspecified
Other Solid Cargo 18% Over side Others 25%

7% Forecastle deck Poop deck 5%
5% Bulbous bow Boat deck 3%
General Cargo 5% Cargo hold Engine room 23%
3% Ballast tank Freeboard deck 5%
Container Ship
Places were specified in 4956 cases. The main location of
marine casualties and incidents was the Engine Room
Bulk Carrier (1163 cases), followed by Over Side (884 cases).
Other Liquid Cargo
Oil tanker
Chemical tanker
0 100 200 300 400 500 600
2011 2012 2013 2014 2015
The subcategory most frequently involved was

General Cargo (33%), followed by Container ships (17%) and
Bulk carriers (15%). A significant increase in bulk carriers and
oil tankers involved was apparent in 2015.
39
Figure 47: Distribution of casualty events per cargo ship type 2011-2015
3.2 NATURE OF MARINE
CASUALTIES AND INCIDENTS
Loss of control
Hull failure
Figure 46: Distribution of severities per cargo ship type 2011-2015
Grounding/stranding
Other cargo / Unspecified
Other Solid cargo Flooding/Foundering
General Cargo
Fire/Explosion
Container Ship
Bulk Carrier
Contact
Other Liquid cargo
Oil tanker Collision
Chemical tanker
Capsizing/Listing
0 50 100 150 200
0 100 200 300 400 500
Chemical Tanker Oil Tanker Other Liquid cargo
For cargo ships, the number of very serious casualties with a Bulk Carrier Container Ship General Cargo
ship, as a proportion of all reported casualties and incidents
Other Solid cargo Other Cargo
involving cargo ships, is lower (1.3%) than the average for all
ship types (3.0%).
Collisions represent 27% of the events involving cargo ships.
Half of the casualties and incidents were related to General
40 Cargo ships.
Cargo ships
3.2.2 OCCUPATIONAL ACCIDENT Figure 49: Distribution of deviations per cargo ship type 2011-2015
Figure 48: Severity of occupational accidents per cargo ship type 2011-2015
Unspecified / Other
Other / Unspecified
Slipping - Stumbling and
Other Solid cargo falling - Fall of persons
General Cargo Loss of control of machine, means

Container Ship
Bulk Carrier problems, explosion, fire
Other Liquid cargo Deviation by overflow, overturn,

Oil tanker
Chemical tanker fall, collapse of material agent
0 50 100 150 200 Body movement without any

physical stress

The proportion of very serious occupational accidents is physical stress
higher (7.6%) than the average for all ship types (5%). 22% of
the cases were related to general cargo ships and 20% to 0 50 100 150
container ships.
Chemical tanker Oil tanker Other Liquid cargo
Bulk Carrier Container Ship General Cargo
Other Solid cargo
Slipping-Stumbling and falls of persons was the most frequent

deviation (34.5%).
41
Figure 51: Distribution by voyage segment per cargo ship type 2011-2015
3.3 LOCATION OF MARINE
Other / Unspecified
This chapter provides information about the location of cargo ships

when marine casualties or incidents occurred. Other Solid cargo
3.3.1 VOYAGE SEGMENTS Ro-Ro Cargo
Figure 50: Distribution by voyage segment

General Cargo
Unspecified
Container Ship
Transit Bulk Carrier
Mid-water Other Liquid cargo
Departure Oil tanker
Arrival Chemical tanker
0 100 200 300 400 500 600

Anchored or alongside Arrival Departure
Mid-water Transit Unknown
0 100 200 300 400 500
2011 2012 2013 2014 2015 Distribution of marine casualties and incidents is similar across the
voyage segments for all cargo ship types. The departure phase
The increase of events per voyage phase is in line with the remained the safest over the period.
improvement of reporting.
42
Cargo ships
3.3.2 LOCATION Figure 53: Distribution by location of marine casualties and incidents per cargo
ship type 2011-2015
Figure 52: Distribution by location of marine casualties and
incidents
Unspecifed cargo
Other / Unspecified
Other Solid cargo
Open sea Unspecified
Open sea Within EEZ Ro-Ro Cargo
Open sea Outside EEZ

General Cargo
Internal Waters - Port area
Internal Waters - Channel, river

Internal Waters - Archipelago Container Ship
fairway
Inland Waters - River Bulk Carrier
Inland Waters - Lake

Other Liquid cargo
Inland Waters - Channel
Coastal waters <= 12 nm Oil tanker
0 200 400 600 800
2011 2012 2013 2014 2015 Chemical tanker
46% of the casualties took place in port areas, 0 200 400 600 800 1000 1200
followed by 22% in coastal waters.
Coastal waters <= 12 nm Inland waters Internal waters
Open sea Repair yard Unknown
All types of cargo ships have the highest numbers of casualties

and incidents within internal waters. 43
Figure 54: Regional distribution of marine casualties and incidents 2011-2015
5
13 3 440
3
13
43 647 559 3
86
112 2 284
5
50
94 81
105
3 31
48
3
3 2 16
28
68 5

44
Cargo ships
Figure 55: Distribution of marine casualties and incidents within the territorial sea and internal waters of EU States 2011-2015
4
50
102 119
3 006
163
7 29
332
284 523
45
Figure 57: Relationship between Accidental Events and the main Contributing
3.4 ACCIDENTAL EVENTS AND Factors 2011-2015
CONTRIBUTING FACTORS
Figure 56: Accidental Events 2011-2015
Unknown
Hazardous Material

Equipment Failure
Hazardous Material

0 100 200 300 400 500 600
Equipment Failure Shore Management Shipboard Operation
Environmental Effect For almost all accidental events, shipboard operation

appeared to be the most significant contributing factor (71%).
0 50 100 150 200 250 300
Among the 426 accidental events related to cargo ships,

human erroneous actions were quoted most often (62%),
followed by equipment failure (20%).
46
Cargo ships
Figure 58: Groups of Contributing Factors 2011-2015

3.5 CONSEQUENCES
Other Agent or Vessel -
Regulatory Activities 3.5.1 CONSEQUENCES TO SHIPS
Human Erroneous Action - Figure 59: Cargo ships lost

Supervision
9
Hazardous Material - Working Place 8
7
Equipment Failure - Maintenance 6

5
Environmental Effect - Supervision 4

3
0 100 200 300 400 500 600 2
Main Subcategory Other categories 1
0
This figure indicates the contributing factor that was most 2011 2012 2013 2014 2015
quoted per category of accidental event. For example,
supervision was most quoted as the significant contributing Among the 23 cargo ships that were lost, 18 were general
factor when the accidental event was human erroneous action cargo.
and environmental effect.
After a very low number of cargo ships lost in 2012, followed by
a two year increase, a decrease was noted in 2015.
47
3.5.2 CONSEQUENCES TO PERSONS Figure 61: Distribution of fatalities per cargo ship type
3.5.2.1 FATALITIES Other Cargo /

Unspecified
Figure 60: Number of fatalities
Other solid cargo
70
60 Bulk Carrier
50
Ro-Ro Cargo
40
Container Ship
30
20 General Cargo
10
Other Liquid cargo
0
2011 2012 2013 2014 2015
Chemical tanker
Crew Passenger Other Total
Oil tanker
The number of fatalities on board cargo ships increased
significantly in 2015. 0 10 20 30 40
Fatalities of crew comprised 89% of cases.
2011 2012 2013 2014 2015
While more fatalities occurred on board general cargo ships

across the period, a significant decrease was noted in 2015.
The number of fatalities was very high on board ro-ro cargo
ships in 2015, due to the sinking of El Faro on 02/10/2015 with
33 victims.
48
Cargo ships
3.5.2.2 INJURIES Figure 63: Distribution of injuries per cargo ship type
Figure 62: Number of injuries

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

Oil tanker
The number of injuries has been stable with an average
number of 250 per year among the crew category. Chemical tanker
0 20 40 60 80 100
2011 2012 2013 2014 2015
While 25% of injuries happened on board general cargo ships,

container ships also accounted for 22%.
49
CHAPTER 4
FISHING VESSELS
Grounding, ST APOLLO, ship lost, 24/08/2015

Fishing vessels
From 2011 to 2015, 1821 Fishing vessels were involved in 1749 marine Among fishing vessels involved, the most specified
casualties and incidents subcategory was trawlers (60%), followed by
dredgers (17% cases) and gillnetters (7%).
The Directive does not apply to marine casualties and incidents involving only
fishing vessels with a length of less than 15 metres. Such vessels are considered Figure 65: Main places of casualties involving fishing vessels 2011-2015
within the scope of the Directive only when they are involved in an occurrence
together with a ship which is covered by the Directive.

Figure 64: Distribution by fishing vessel type
Other / Unspecified
Trawler
Seiner
Potter
Multipurpose
Liner
Gillnetter
15% Over side Other 21%
11% Boat deck Propeller/rudder 21%
Dredger 23% Engine room Poop deck 11%
3% Wheelhouse Freeboard deck 11%
5% Cargo hold
0 100 200 300 400
2011 2012 2013 2014 2015
51
Figure 67: Distribution of casualty events per fishing vessel type 2011-2015
CASUALTIES AND INCIDENTS Missing

Loss of control
Figure 66: Distribution of severities per fishing vessel type 2011-2015
Hull failure
Other / Unspecified
Trawler
Grounding/stranding
Seiner
Potter Flooding/Foundering
Multipurpose
Fire/Explosion
Liner
Gillnetter Damage to ship or equipment
Dredger
Contact
0 50 100 150 200 250 300

Collision
Amongst all fishing vessels, 59% of the casualties with a ship

involved a trawler. Capsizing/Listing
For fishing vessels, the number of very serious casualties with

a ship, as a proportion of all reported casualties and incidents 0 50 100 150 200 250
involving cargo ships, is much higher (10%) than the average
for all ship types (3.0%). Other Trawler Seiner Potter
Multipurpose Liner Gillnetter Dredger
Amongst all fishing vessels, 63% of the very serious casualties
involved trawlers. Within the trawler category, 10.3% of the
The two most quoted categories of casualty events were
accidents were very serious.
52 collision and loss of control of propulsion power.
Fishing vessels
4.2.2 OCCUPATIONAL ACCIDENTS Figure 69: Distribution of deviations per fishing vessel type 2011-2015
Figure 68: Severity of occupational accidents per fishing vessel type 2011-2015
Other / Unspecified
Other / Unspecified
Trawler falling - Fall of persons
Seiner
Loss of control of machine, means
Potter of transport, handling equipment
Multipurpose Deviation due to electrical

Liner
Gillnetter
Dredger
0 50 100 150 200 250 fall, collapse of material agent

physical stress
64% of the occupational accidents took place on board

trawlers. Within this category, 6% of the events were very Body movement under or with
serious. physical stress
The rate of very serious occupational accidents related to 0 20 40 60 80 100 120

fishing vessels is 5.9%, close to the general average of 5% for
all ship types. Dredger Gillnetter Liner Multipurpose
Potter Seiner Trawler Other
Deviations on board fishing vessels were equally distributed

between slipping-stumbling and fall of persons, loss of control
of an equipment and body movement without physical stress.
53
Figure 71: Distribution by voyage segment per fishing vessel type 2011-2015
Other / Unspecified
This section provides information about the location of the fishing

vessels when marine casualties or incidents occurred. Trawler

Seiner
Potter
Other / Unspecified
Multipurpose
Transit
Liner
Mid-water
Gillnetter
Departure
Dredger
Arrival
0 100 200 300 400 500 600
Anchored or alongside Arrival
0 50 100 150 200 250 300 Departure Mid-water
Transit Unknown
2011 2012 2013 2014 2015
53% of casualties to fishing vessels occurred during the Predominance of accidents for all types of fishing vessels
mid-water phase of the voyage, when fishing operations take during the mid-water part of the voyage is notable.
place.
54
Fishing vessels
4.3.2 LOCATION Figure 73: Distribution by location of the marine casualties and incidents per
fishing vessel type 2011-2015
Figure 72: Distribution by location of marine casualties and incidents
Other /
Other / Unspecified Unspecified
Open sea unspecified Trawler
Open sea Within EEZ Seiner
Open sea Outside EEZ Potter
Internal Waters - Others Multipurpose

Liner
Coastal waters <= 12 nm

Gillnetter
0 50 100 150 200
2011 2012 2013 2014 2015 Dredger
41% of the casualties took place in coastal waters, followed by 0 100 200 300 400 500
25% in open sea within the EEZ.
Coastal waters <= 12 nm Inland waters
Internal waters Open sea
Repair yard Unknown
For all fishing vessel types, accidents mostly took place in

coastal waters or open sea.
55
2 101
7 1 345
159
3
19
4
2
17
4
3
4
5 2
56
Fishing vessels
23 8
27
2
2 10
2
174 4
4 5
151 7
177
20 228 338
72 86
3 67
3
63 41 50
57
Figure 76: Accidental events 2011-2015
Unknown
Hazardous Material
Equipment Failure
Hazardous Material
0 50 100 150
Equipment Failure Shore Management Shipboard Operation
Environmental Effect On board fishing vessels, shipboard operations was the most
quoted contributing factor with 70% of the total.
0 20 40 60 80 100 120

investigations, 66% were attributed to a Human Erroneous
Action.
58
Fishing vessels

4.5 CONSEQUENCES
Other Agent or Vessel - 4.5.1 CONSEQUENCES TO SHIPS

Regulatory Activities
Figure 79: Fishing vessels lost
Personnel + Supervision 30
Hazardous Material - 25
Tools + Maintenance
20
Equipment Failure -
15
Maintenance
10
5
0 50 100 150 200 0

2011 2012 2013 2014 2015
Main Subcategory Other categories
The number of fishing vessels lost has continuously increased
This figure provides the contributing factor that was most since 2012.
quoted per category of accidental event. Maintenance was
quoted as the most significant contributing factor when the Among the 99 fishing vessels that sank in 2011-2015, 60 were
accidental event was Equipment Failure. trawlers.
59
4.5.2 CONSEQUENCES TO PERSONS Figure 81: Distribution of fatalities per fishing vessel type
4 5.2.1 FATALITIES Other /

Unspecified
Trawler
50
45 Seiner
40
35 Potter
30
25 Liner
20
15 Gillnetter
10
5 Dredger
0
2011 2012 2013 2014 2015 0 10 20 30 40
Crew Passenger Other Total 2011 2012 2013 2014 2015
After a significant increase from 2011 to 2014, a 33% decrease Most fatalities occurred on board trawlers.
of fatalities was noted in 2015.
60
Fishing vessels
4.5.2.2 INJURIES Figure 83: Distribution of injuries per fishing vessel type
Figure 82: Number of injuries Other /

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

Dredger
Similar to the reduction of fatalities on board fishing vessels, 0 50 100 150 200 250
the number of injuries decreased by 48% in 2015.
2011 2012 2013 2014 2015
The reduction of injuries in 2015 has taken place across all

fishing vessel types.
61
CHAPTER 5
PASSENGER SHIPS
Fire, NISOS MYKONOS, ship damaged, 14/06/2013

Passenger ships
From 2011 to 2015, 3259 Passenger ships were involved in International voyage (16%), followed by Passenger and
3182 marine casualties and incidents. Ro-Ro cargo ships (also known as Ferries) during domestic
voyages (13%). After 4 years of increasing casualties, a limited
The Directive does not apply to marine casualties and incidents involving only decrease was noted in 2015 (868 in 2014 and 846 in 2015).
inland waterway passenger ships operating in inland waterways. Such ships are
considered within the scope of the Directive only when they are involved in an Figure 85: Main places of casualties involving passenger ships 2011-2015
occurrence together with a ship which is covered by the Directive.

Figure 84: Distribution of passenger ship types involved
Unspecified
PRC Unspecified
PRC Port or internal waters 15% Over side

9% Stairs/ladders/stairway/gangway Others 25%
PRC International 5% Cabin space/passengers Propeller/rudder/thruster 4%
4% Restaurant/bar/theatre Engine room 19%
PRC Domestic 4% Galley spaces Boat deck 8%
Passenger and general cargo
OP Unspecified
OP Port or internal waters
OP International
OP Domestic
0 50 100 150 200 250 300
2011 2012 2013 2014 2015
OP: Only passenger ; PRC: Passenger and ro-ro cargo 2% Ro-Ro vehicle deck ramp Vehicle cargo space 5%
The place on board was specified in 2602 cases. The most

Among the Passenger ships involved, the most quoted
quoted location of accidents was the Engine Room
subcategory was ships carrying only Passengers on
(around 500 cases), followed by Over Side (around 400 cases). 63
Figure 87: Distribution of casualty events per passenger ship type 2011-2015
Loss of control

Hull failure
Figure 86: Distribution of severities by passenger ship type 2011-2015
Grounding/stranding
Unspecified
PRC Unspecified
Flooding/Foundering
PRC Port or internal waters
PRC International Fire/Explosion
PRC Domestic
Passenger and general cargo Damage to ship or equipment
OP Unspecified
Contact
OP International
Collision
OP Domestic
0 100 200 300 400 Capsizing/Listing

0 20 40 60 80 100 120
OP: Only passenger ; PRC: Passenger and ro-ro cargo
Unspecified PRC Unspecified PRC Port or internal waters
For passenger ships, the number of very serious casualties
PRC Domestic PRC International Passenger and general cargo
with a ship, as a proportion of all reported casualties and
OP Unspecified OP Port or internal waters OP International
incidents involving passenger ships, is lower (1.3%) than the
OP Domestic
average for all ship types (3%).
64
Passenger ships
Figure 89: Distribution of deviations per passenger ship type 2011-2015

5.2.2 OCCUPATIONAL ACCIDENTS
Figure 88: Severity of occupational accidents per passenger ship type 2011-2015
Unspecified /Other
Unspecified Slipping - Stumbling and

PRC Unspecified
PRC Port or internal waters Loss of control of machine, means
PRC International
PRC Domestic
Passenger and general cargo problems, explosion, fire
OP Unspecified
OP Port or internal waters leak, flow, vaporisation, emission
OP International Breakage, bursting, splitting,

OP Domestic
0 100 200 300 400 Body movement without any

physical stress
physical stress
OP: Only passenger
PRC: Passenger and ro-ro cargo
0 20 40 60 80 100 120 140 160 180 200
Occupational accidents happened mainly on board ships

carrying only passengers on international voyages or on board Unspecified PRC Unspecified PRC Port or internal waters
ships carrying passengers and roro cargo. PRC Domestic PRC International Passenger and general cargo
OP Unspecified OP Port or internal waters OP International
The number of very serious occupational accidents is much
OP Domestic
lower (1.8%) than the general average (5%).
Slipping-Stumbling and falls of persons is the most significant

deviation on board passenger ships.
65
Figure 91: Distribution by voyage segment per passenger ship type 2011-2015
CASUALTIES AND INCIDENTS Unspecified
This section provides information about the location of the ships when PRC Unspecified
marine casualties or incidents occurred
5.3.1 VOYAGE SEGMENTS PRC International
Figure 90: Distribution by voyage segment PRC Domestic

Unknown OP Unspecified
Transit OP International
OP Domestic
Mid-water
0 50 100 150 200 250
Departure
Departure Mid-water
Arrival
Transit Unknown
Anchored or alongside Apart from passenger and ro-ro cargo on international

voyages, the predominance of casualties during the mid-water
0 50 100 150 200 250 and arrival phases is clear.
2011 2012 2013 2014 2015
Despite a reduction of the number of marine casualties and

incidents during the past 2 years, the arrival phase of a voyage
has been in general the least safe one. The continuous
increase of casualties to passenger ships during the mid-water
phase is also noted.
66
Passenger ships
5.3.2 LOCATION Figure 93: Distribution by location per passenger ship type 2011-2015
Figure 92: Distribution by location of the marine casualties and incidents Unspecified
PRRC Unspecified
Other / Unspecified
PRRC Port or internal waters
Open sea other
PRRC International
Open sea Within EEZ
PRRC Domestic
Open sea Outside EEZ Passenger and general cargo
Internal Waters - Other OP Unspecified

(Channel, river, etc)
Internal Waters - Archipelago OP Port or internal waters
fairway
OP International
OP Domestic
Coastal waters <= 12 nm 0 100 200 300 400 500 600
0 100 200 300 400 500 600 Coastal waters <= 12 nm Inland waters
2011 2012 2013 2014 2015
Repair yard Unknown
53% of the casualties took place in internal waters and port
areas, followed by 25% in coastal waters. For all types of passenger ships, the majority of casualties took
place in internal waters.
67
5
82
10 3
1 772
21
6
13
744 3
30
6 2
21
54
37
18
5
5 149
2 3
73

4
68
Passenger ships
65
3
84
174
208
112
29
441 13
692
16
10 107
4
43
478 6
96
16
69
Figure 96: Accidental events 2011-2015

Unknown
Hazardous Material
Equipment Failure
Hazardous Material
0 50 100 150
Equipment Failure
Shipboard operations represented the main contributing
0 20 40 60 80 100 factor with 62% of the total.

investigations 56% were attributed to a Human Erroneous
Action.
70
Passenger ships

5.5 CONSEQUENCES

Supervision
Figure 99: Passenger ships lost
Supervision 6
5
Hazardous Material
4
Equipment Failure - 3
Maintenance
2
Environmental Effect - Safety
and Environment Management 1
0
0 50 100 150 200 250 2011 2012 2013 2014 2015
Main Subcategory Other categories
Among the 12 passenger ships that sank, 7 were passenger
This figure provides the most quoted contributing factor per ships carrying only passengers.
category of accidental event. Supervision was quoted as the
most significant contributing factor when the accidental event The number of passenger ships lost has been reducing
was Human Erroneous Action. since 2012.
71
5.5.2 CONSEQUENCES TO PERSONS Figure 101: Distribution of fatalities per passenger ship type
5.5.2.1 FATALITIES
Unspecified
PRC Unspecified
40
35
PRC International
30
PRC Domestic
25
20 Passenger and general cargo
15 OP Unspecified
10 OP Port or internal waters
5
OP International
0
0 5 10 15 20 25 30 35
2011 2012 2013 2014 2015
Crew Passenger Other Total 2011 2012 2013 2014 2015
Since the year 2012, the number of fatalities has regularly Besides the 2 major events, Costa Concordia in 2012 and
decreased. Norman Atlantic in 2014, fatalities occurred evenly across the
passenger ship types.
65% of the victims were passengers.
72
Passenger ships
5.5.2.2 INJURIES Figure 103: Distribution of injuries per passenger ship type

Unspecified
500
450 PRC Unspecified
400
350
300
250
200 PRC International
150
100 PRC Domestic
50
0
2011 2012 2013 2014 2015

OP Unspecified
After 4 years of continuous increase of injuries, the number of

victims decreased by 17% in 2015. OP Port or internal waters
Injuries happened mainly to seafarers (57%). OP International
0 50 100 150 200
2011 2012 2013 2014 2015
27% of the injuries took place on board passenger and roro

cargo ships.
The reduction noted for 2015 has not been equally distributed
between the passenger ship types, reducing on passenger
and ro-ro cargo ships, but increasing on ships carrying only
passengers on international voyages.
73
CHAPTER 6
SERVICE SHIPS
Damage to ship
Grounding, DART,or1equipment, CAROL ANNE, 1 life lost, 30/04/2015
August 2013
Service ships
The Directive does not apply to marine casualties and incidents involving only The main subcategory was represented by Tugs (23%),
ships of war and troop ships and other ships owned or operated by a Member followed by Special Purpose ships (17%) and Dredgers (16%
State and used only on government non-commercial service and fixed offshore cases).
drilling units. Such ships are considered within the scope of the Directive only
when they are involved in an occurrence together with a ship which is covered by The number of service ships involved generally decreased in
the Directive. 2015, except for tugs, where the number has increased since
2011.
6.1 DETAILED DISTRIBUTION Figure 105: Main places of casualties involving service ships 2011-2015
Figure 104: Distribution of service ship types involved
Other / Unspecified
Offshore supply ship
Tug (Towing/Pushing)
Special purpose ship
SAR craft
Research ship
Other offshore ship
Multi-purpose 22% Over side Others 16%

6% Forecastle deck Poop deck 4%
3% Wheelhouse Engine room 20%
Floating platform
13% Freeboard deck Cargo and tank areas 4%
8% Boat deck Stairs/ladders/stairway/gangway 4%
Dredger
Places were specified in 1433 cases. The main location of
0 50 100 150 casualties was Over side (319 cases), followed by Engine Room
(285 cases).
2011 2012 2013 2014 2015
75
Figure 107: Distribution of casualty events per service ship type 2011-2015
Loss of control
6.2.1 CASUALTY WITH A SHIP Hull failure
Figure 106: Distribution of severity by service ship type 2011-2015

Grounding/stranding
Other / Unspecified
Flooding/Foundering
Tug (Towing/Pushing) Fire/Explosion

Contact
Offshore ship
Collision
Dredger
Capsizing/Listing
0 50 100 150 200

0 50 100 150
Other Tug (Towing/Pushing)
For service ships, the number of very serious casualties with a
Special purpose ship Offshore ship
ship, as a proportion of all reported casualties and incidents
involving service ships, is lower (2.3%) than the average for all Dredger
ship types (3.0%). Collision is the main casualty event across all the service ship
types.
76
Service ships
6.2.2 OCCUPATIONAL ACCIDENT Figure 109: Distribution of deviations per service ship type 2011-2015
Figure 108: Severity of occupational accidents per service ship type 2011-2015
Other /Unspecified
Other / Unspecified
Offshore ship

Dredger
0 50 100 150
physical stress
Severity of occupational accidents on board service ships is Body movement under or with
much lower (2.8%) than the average for all ship types (5%). physical stress
0 10 20 30 40 50 60 70
Other Tug (Towing/Pushing)

Special purpose ship Offshore ship
Dredger
Slipping-Stumbling and falls of persons constitute the most

significant deviation, generally on board all service ships.
77
Figure 111: Distribution by voyage segment per service ship type 2011-2015
Other / Unspecified
This section provides information about the location of the ships when
marine casualties or incidents occurred.
Figure 110: Distribution by voyage segment Special purpose ship
Unspecified
Offshore ship
Transit
Mid-water Dredger
Departure
0 50 100 150 200
Arrival
Anchored or alongside Departure Mid-water
0 50 100 150 200 Transit Unspecified
2011 2012 2013 2014 2015 Apart from the dredgers that had casualties mainly when
anchored or alongside, all other types of service ships had
Despite a significant decrease of casualties to service ships in casualties during the mid-water phase of the voyage.
the 2013, the mid-water phase has been the least safe voyage
phase.
78
Service ships
6 3.2 LOCATION Figure 113: Distribution by location of the marine casualties and incidents per
service ship type 2011-2015
Figure 112: Distribution by location of the marine casualties and incidents
Other / Unspecified
Other / Unspecified
Open sea other Offshore supply ship
Open Sea Within EEZ

Open Sea Outside EEZ

Internal Waters - Other
Internal Waters - Port area Dredger
Internal Waters - Channel, river 0 50 100 150 200 250

Coastal waters <= 12 nm
0 50 100 150 200 250 Repair yard Unknown
2011 2012 2013 2014 2015 Internal waters and port areas were the main location of
accidents whatever the type of service ship.
43% of the casualties took place in internal waters and port
areas, followed by 29% in coastal waters.
79
Figure 114: Global distribution of marine casualties and incidents 2011-2015
7
28
2
4
4 1 444
61
8
29
31 4
84
51
22
27
6 9
2
3
80
Service ships
16
2
26
24
44
187
24 15
381 23
686
16
12
25
10
27
24 33
81

Unknown
Hazardous Material
Equipment Failure
Hazardous Material
0 20 40 60 80
Equipment Failure
When reported, shipboard operations represented the main
0 10 20 30 40 50 60 contributing factor with 65% of the total.

investigations 64% were attributed to a Human Erroneous
Action.
82
Service ships

6.5 CONSEQUENCES

Tools + Supervision
Figure 119: Service ships lost
Supervision 7
6
Hazardous Material - Safety
and Environment Management
5
Equipment Failure - 4
Tools + Supervision
3
Environmental Effect 2
1
0 20 40 60 80 100 120
0
Main Subcategory Other categories 2011 2012 2013 2014 2015
This figure indicates the contributing factor that was most While no service ships were lost in 2012, losses increased up to
quoted per category of accident event. Supervision was 6 in 2014.
quoted as the most significant contributing factor when the
accident event was human erroneous action. Among the 18 ships sunk, 12 were tugs.
83
6.5.2 CONSEQUENCES TO PERSONS Figure 121: Distribution of fatalities per service ship type
6.5.2.1 FATALITIES
Other / Unspecified
9 Tug (Towing/Pushing)
8
7
6
5
Offshore ship
4
3
2 Dredger
1
0 1 2 3 4 5 6
0
2011 2012 2013 2014 2015 2011 2012 2013 2014 2015
Crew Passenger Other Lives lost - Total
36% of the fatalities occurred on board tugs.
After a lower number of fatalities in 2012, the number of
victims rose until 2014 and remained equal in 2015.
Almost all victims were crew members.
84
Service ships
6.5.2.2 INJURIES Figure 123: Distribution of injuries per service ship type

Other service ship /
Unspecified
200
180
160
140
120 Special purpose ship
100
80 Offshore ship
60
40
Dredger
20
0 0 20 40 60 80
2011 2012 2013 2014 2015
2011 2012 2013 2014 2015
The marine casualties and incidents resulting in injuries were
After an increase of injuries in 2013, the number of persons equally distributed among the service ship types. This was also
injured decreased during two consecutive years. the case for the decrease of injuries, apart from offshore ships.
85
CHAPTER 7
OTHER SHIPS
Collision Inland waterway vessel LA SORELLINA Dredger CTES DE BRETAGNE, 21/09/2012

Other ships
From 2011 to 2015, 710 other type ships were involved in 640 marine Among the other type ships involved, the main subcategory
casualties and incidents. was represented by the recreational sailboats (aux. motor)
(27%), followed by Inland Waterway Passenger ships (19%)
The Directive does not apply to marine casualties and incidents involving only and recreational sailboats (sail only) (15%).
ships not propelled by mechanical means, wooden ships of primitive build,
pleasure yachts and pleasure craft not engaged in trade, unless they are or will A significant increase of casualties involving the category
be crewed and carrying more than 12 passengers for commercial purposes. Such recreational sailing boat with an auxiliary engine happened in
ships are considered within the scope of the Directive only when they are involved 2015 (+161%).
in an occurrence together with a ship which is covered by the Directive (e.g. a
collision between a cargo ship and a recreational craft). Figure 125: Main places of casualties involving other type ships 2011-2015

Figure 124: Distribution of other ships involved
Other ship type / Unspecified
Recreational Other craft
Recreational Sailboat (sail only)
Recreational Sailboat (aux. 29% Over side Others 28%

motor) 9% Forecastle deck Freeboard deck 11%
7% Superstructure deck Boat deck 6%
Recreational Motorboat Engine room 10%
Recreational Historical craft
Inland waterway Other Places were specified in 392 cases. The main location of
accidents was Over Side (113 cases), followed by Freeboard
Inland waterway Passenger
Deck (45 cases) and engine room (40).
Inland waterway Barge
0 20 40 60 80 100
2011 2012 2013 2014 2015
87
Figure 127: Distribution of casualty events per other ship type 2011-2015
CASUALTIES AND INCIDENTS Loss of control

Hull failure
Figure 126: Distribution of severity by other ship type 2011-2015
Grounding/stranding
Other / Unspecified
Sailboat (sail only) Flooding/Foundering
Sailboat (aux. motor)

Fire/Explosion
Passenger
Motorboat Damage to ship or equipment
Historical craft
Contact
Barge
0 20 40 60 80
Collision

Capsizing/Listing
For other ships, the number of very serious casualties with a
ship, as a proportion of all reported casualties and incidents 0 20 40 60 80 100 120
involving other ships, is higher (4.9%) than the average for all
Other Sailboat (sail only) Sailboat (aux. motor)
ship types (3.0%).
Inland Waterway Passenger Motorboat Historical craft
Barge
The ships within this category, despite being excluded from the
scope of Directive 2009/18/EC, were however recorded as they
were involved in a collision with a ship falling under the scope.
This explains the very high rate of collision as casualty event.
88
Other ships
7.2.2 OCCUPATIONAL ACCIDENT Figure 129: Distribution of deviations per other ship type 2011-2015
Figure 128: Severity of occupational accidents per other ship type 2011-2015
Other / Unspecified
Other / Unspecified
Sailboat (sail only) Slipping - Stumbling and


Passenger
Motorboat
Historical craft leak, flow, vaporisation, emission
0 10 20 30 40
Very serious Serious Less Serious Marine incident fall, collapse of material agent
The rate of very serious occupational accidents (5.4%) is

similar to the general average for all ship types (5%). Body movement without any
physical stress

physical stress
0 5 10 15 20 25 30 35
Historical craft Inland Waterway Passenger Motorboat

Sailboat (sail only) Sailboat (aux. motor) Other
Slipping-Stumbling and falls of persons was the most quoted

deviation that occurred on board this category of ships. 89
Figure 131: Distribution by voyage segment per other ship types 2011-2015
Other / Unspecified
This section provides information about the location of the ships
when marine casualties or incidents occurred. Sailboat (sail only)

Inland waterway Passenger
Unknown
Motorboat
Transit
Historical craft
Mid-water
Barge
Departure
0 20 40 60 80 100
Arrival Anchored or alongside Arrival

Departure Mid-water
Transit Unknown
0 20 40 60 80 100
2011 2012 2013 2014 2015
Marine casualties and incidents mostly occurred during the

The mid-water phase of a voyage is confirmed to be the least
mid-water phase of the voyage, and a significant increase
safe, whatever the ship type.
(+110%) was noted in 2015.
90
Other ships
7.3.2 LOCATION Figure 133: Distribution by location of marine casualties and incidents per other
ship type 2011-2015
Figure 132: Distribution by location of the marine casualties and incidents

Open sea Within EEZ
Passenger Inland vessel
Open sea Outside EEZ
Motorboat
Canoe/Kayak
Internal Waters - Channel, river
Internal Waters - Archipelago Barge

fairway
0 20 40 60 80 100 120
Inland waters
Coastal waters <= 12 nm Internal waters Open sea
Repair yard Unspecified
0 20 40 60 80
2011 2012 2013 2014 2015
42% of the casualties took place in port areas, followed by

31% in coastal waters.
An increase of marine casualties and incidents (+160%) in

coastal waters in 2015 is visible
For all categories of ships, the internal waters and port areas
saw the most casualties and incidents.
91
413
5
7 2 3
5
7
2 4
3

92
Other ships
12
10
6
17
4 4
11 41 47
10
95 93
2
2 12
11
3
2
11
2 4
93
Due the limited number of cases and therefore little information about accidental
events in this ship type, the figures below should be considered as indicative
rather than conclusive. However possible conclusions that can be made follow Human Erroneous Action
the conclusions made for the four other categories of ship.
Hazardous Material
Equipment Failure
Unknown
0 5 10 15 20 25
Hazardous Material
When reported, shipboard operations was most quoted as
contributing factor with 62% of the total.
Equipment Failure
0 5 10 15 20 25 30

investigations, 66% were attributed to Human Erroneous
Action.
94
Other ships

7.5 CONSEQUENCES
Organisation and General
management + Tools
Figure 139: Other ships lost
Supervision 5
Hazardous Material 4
3
Equipment Failure - Tools
2
1
0 10 20 30 40
0
Main Subcategory Other categories 2011 2012 2013 2014 2015
This figure indicates the contributing factor that was most Out of the 9 other type ships that were lost, the majority were
quoted per category of accidental event. Supervision was recreational craft.
most quoted when the accidental event was human erroneous
action, while Tools was the most quoted contributing factor Over the period, numbers decreased until none were reported
when the accidental event was equipment failure. lost in 2015.
95
7.5.2 CONSEQUENCES TO PERSONS Figure 141: Distribution of fatalities per other ship type
7.5.2.1 FATALITIES
Other craft / Unspecified
8
7
6
Motorboat
5
4
Barge
3
2 0 1 2 3 4 5
1 2011 2012 2013 2014 2015
0
2011 2012 2013 2014 2015
Apart from a high number of fatalities on a barge in 2011, most
Crew Passenger Other Total fatalities occur on board leisure craft (motorboat or sailboat).
The number of fatalities dropped significantly in 2015

(70% decrease). Crew members, passengers and other persons
involved in the operation of the ships, were affected.
96
Other ships
7.5.2.2 INJURIES Figure 143: Distribution of injuries per other ship type
40 Other / Unspecified
35 Sailboat (aux. motor)
30
Passenger inland ship
25
20 Motorboat
15 0 5 10 15 20 25
10 2011 2012 2013 2014 2015
5 Most injuries occurred on leisure boats but a significant

number also happened on passenger inland inland waterway
0 vessels.
2011 2012 2013 2014 2015
Most injuries occurred on leisure boats but a significant

number also happened on passenger inland waterway vessels.
97
CHAPTER 8
ACTION TAKEN BY INVESTIGATIVE

BODIES
Mooring equipment failure, GALAXY, 1 life lost

Investigation
This chapter describes the activities undertaken by the investigative The number of very serious casualties investigated in figure 142 is lower than the
bodies of EU States regarding the investigations performed, reports total number of very serious casualties reported.
published and safety recommendations issued.
This difference is explained by the obligation to investigate all very serious
casualties only after 17 June 2011 (date of implementation of the Directive
8.1 SAFETY INVESTIGATIONS 2009/18/EC) while some very serious marine casualties and incidents took
place between 1/1/2011 and 17/06/2011. If they were investigated by a maritime
Figure 144: Number of investigations launched by severity of marine casualties authority, as was the practice in some Member States before 17 June 2011, they
and incidents were not reported to EMCIP. The remaining difference could be explained by the
delay of some Member States in reporting marine casualty and incident data
in EMCIP, and the true number of investigated cases could be higher than that
100
reported at the time of the analysis.
90
80 Figure 145: Status of investigations launched 2011-2015
70
60 180
50 160
40
140
30
120
20
10 100
Finished
0 80
Ongoing
2011 2012 2013 2014 2015
60
Very serious Serious Less Serious Marine incident 40

20
A total of 749 investigations were launched during the five-
0
year period, 45% of these being related to very serious
2011 2012 2013 2014 2015
casualties and 44% to serious casualties.
Among them, 8 safety investigations having a direct link with 584 investigations were reported by the investigative bodies
EU interests were conducted by 6 non-EU countries. to be concluded.
When the data were extracted for this publication, 22 investigations were to be
started.
99
Figure 147: Number of reports published by Member States 2011-2015

8.2 INVESTIGATION REPORTS
Figure 146: Number of investigation reports published 8
7
160
6
140 5
120 4
3
100
Final report 2
80
Simplified report 1
60 Unspecified 0
40 1 to 5 6 to 10 11 to 15 16 to 20 20 to 31 31 to 50 51 to >100
100
20
22 Member States have published at least one report. 63% of
0 the reports were published by 4 Member States.
2011 2012 2013 2014 2015
The average time to publish a report after the casualty date
566 investigation reports were published during the five-year was 387 days (data available for 313 reports out of 566).
period. The type of report, whether final or simplified, is
decided by the investigative body depending on the severity of
the casualty and/or the potential to prevent future casualties.
The list of all investigation reports published in EMCIP as per Article 17 of the
Accident Investigation Directive 2009/18/EC can be found on the EMCIP Portal
at the following address:
https://emcipportal.jrc.ec.europa.eu/index.php/Investigation-reports
100
Investigation
Figure 149: Distribution of main sub-focus area quoted more than 30 times
8.3 SAFETY RECOMMENDATIONS 2011-2015
Figure 148: Distribution of safety recommendations issued per focus area SN Watchkeeping
2011-2015
SN shore support
Dissemination of information
Seaworthiness
OP Training
Safety of Navigation
OP Safe working practices
Other OP Management
Operational Practice OP Maintenance
Machinery OP Documentation
HF Working environment
Lifesaving Equipment
HF Equipment
Human Factors
HF Crew factors
Fire Protection/Firefighting HF Company & organisation
Electrical Installations 0 50 100 150 200
Carriage of Cargo
SN: Safety of navigation
0 100 200 300 400 500 OP: Operational Practice
HF: Human factors
Safety recommendations are evenly spread among the 12 most

A total of 953 safety recommendations have been issued. Each quoted sub-focus areas (from 5% to 10% each), apart from
safety recommendation could be related to one or more focus Operational Practice Safe Working practices (22%).
areas. As shown in the figure above, they covered a range of 10
focus areas, the main one being operational practices (40%),
followed by human factors (17%) and safety of navigation
(15%).
101
Figure 150: Addressees of Safety Recommendations 2011-2015 Figure 151: Responses to Safety Recommendations 2011-2015
Shipyard/industry Shipyard/industry
Port authorities
Port authorities
Owner/company
Owner/company
Owner associations
Owner associations
Other
Other
Maritime Administration
Maritime Administration
Crew associations
Crew Crew associations
Classification Societies Crew
0 100 200 300 400 500 600 Classification Societies
From a total of 1005 addressees that received at least one 0 50 100 150 200 250 300
safety recommendation, 50% were the owners or the
companies of the ships involved in the accidents, and 18% No Partially Yes
were the maritime administrations.
Out of the 531 answers provided by the addressees, 77% of
safety recommendations were considered positively and 7%
partially.
102
Investigation
103
Fire in accommodation, MAERSK CHAMPION, 09/01/2012
APPENDICES
104 Flooding / Foundering, CEMFJORD, ship lost, 8 lives lost, 03/01/2015

Appendices
6. material damage to marine infrastructure external to a ship, that could

APPENDIX 1 seriously endanger the safety of the ship, another ship or an individual;
or
7. severe damage to the environment, or the potential for severe damage
EMSA: European Maritime Safety Agency
to the environment, brought about by the damage of a ship or ships.
EMCIP: European Marine Casualty Information Platform However, a marine casualty does not include a deliberate act or omission, with the
intention to cause harm to the safety of a ship, an individual or the environment.
EU: European Union
4. A marine incident means an event, or sequence of events, other than a marine
EC: European Commission casualty, which has occurred directly in connection with the operations of a ship
that endangered, or, if not corrected, would endanger the safety of the ship, its
IMO: International Maritime Organization
occupants or any other person or the environment.
SAR: Search and Rescue

However, a marine incident does not include a deliberate act or omission, with the
intention to cause harm to the safety of a ship, an individual or the environment.
DEFINITIONS FROM THE IMO CASUALTY INVESTIGATION CODE
AND THE DIRECTIVE 2009/18/EC 5. A marine safety investigation means an investigation or inquiry into a marine
casualty or marine incident, conducted with the objective of preventing marine
Specific terms used in this publication are also used for marine safety casualties and marine incidents in the future. The investigation includes the
investigation purposes and have the following meanings: collection and analysis of evidence, the identification of causal factors and the
making of safety recommendations as necessary.
1. A coastal State means a State in whose territory, including its territorial sea, a
marine casualty or marine incident occurs. 6. A marine safety investigation report means a report that contains:
2. Flag State means a State whose flag a ship is entitled to fly. 1. summary outlining the basic facts of the marine casualty or marine
incident and stating whether any deaths, injuries or pollution occurred
3. A marine casualty means an event, or a sequence of events, that has resulted as a result;
in any of the following which has occurred directly in connection with the 2. the identity of the flag State, owners, operators, the company as
operations of a ship: identified in the safety management certificate, and the classification
society (subject to any national laws concerning privacy);
1. the death of, or serious injury to, a person;
3. where relevant the details of the dimensions and engines of any ship
2. the loss of a person from a ship;
involved, together with a description of the crew, work routine and other
3. the loss, presumed loss or abandonment of a ship;
matters, such as time served on the ship;
4. material damage to a ship;
4. a narrative detailing the circumstances of the marine casualty or
5. the stranding or disabling of a ship, or the involvement of a ship in
marine incident;
a collision;
105
5. analysis and comment on the causal factors including any mechanical, 9. A serious injury means an injury which is sustained by a person, resulting in
human and organizational factors; incapacitation where the person is unable to function normally for more than
6. a discussion of the marine safety investigations findings, including 72 hours, commencing within seven days from the date when the injury was
the identification of safety issues, and the marine safety investigations suffered.
conclusions; and
7. where appropriate, recommendations with a view to preventing future 10. A severe damage to the environment means damage to the environment
marine casualties and marine incidents. which, as evaluated by the State(s) affected, or the flag State, as appropriate,
produces a major deleterious effect upon the environment.
7. A material damage in relation to a marine casualty means:
11. Substantially interested State means a State:
1. damage that:
1.1 significantly affects the structural integrity, performance or 1. which is the flag State of a ship involved in a marine casualty or marine
operational characteristics of marine infrastructure or a ship; and incident; or
1.2 requires major repair or replacement of a major component or 2. which is the coastal State involved in a marine casualty or marine
components; or incident; or
3. whose environment was severely or significantly damaged by a marine
2. destruction of the marine infrastructure or ship.
casualty (including the environment of its waters and territories
8. The term serious casualty shall be understood in accordance with the recognized under international law); or
updated definition contained in Circular MSC-MEPC.3/Circ.3 of the IMO 4. where the consequences of a marine casualty or marine incident
Maritime Safety Committee and Marine Environment protection Committee of 18 caused, or threatened, serious harm to that State or to artificial
December 2008; it says: islands, installations, or structures over which it is entitled to exercise
jurisdiction; or
Serious casualties are casualties to ships which do not qualify as very serious 5. where, as a result of a marine casualty, nationals of that State lost their
casualties and which involve a fire, explosion, collision, grounding, contact, lives or received serious injuries; or
heavy weather damage, ice damage, hull cracking, or suspected hull defect, etc., 6. that has important information at its disposal that the marine safety
resulting in: investigating State(s) consider useful to the investigation; or
7. that for some other reason establishes an interest that is considered
immobilization of main engines, extensive accommodation damage, significant by the marine safety investigating State(s).
severe structural damage, such as penetration of the hull under water,
etc., rendering the ship unfit to proceed*, or 12. Territorial sea (section 1 of Part II of the United Nations Convention on the
pollution (regardless of quantity); and/or Law of the Sea) refers to the area within which the sovereignty of a coastal State
a breakdown necessitating towage or shore assistance. extends, beyond its land territory and internal waters and, in the case of an
archipelagic State, its archipelagic waters, to an adjacent belt of sea, described
* The ship is in a condition, which does not correspond substantially with the applicable conventions, as the territorial sea. It is a belt of coastal water extending at most 12 nautical
presenting a danger to the ship and the persons on board or an unreasonable threat of harm to the
marine environment.
miles (22.2 km; 13.8 mi) from the baseline (usually the mean low-water mark) of a
coastal State.
106
Appendices
13. A very serious marine casualty means a marine casualty involving the total OTHER EXPRESSIONS, AS PER EMCIP TAXONOMY
loss of the ship or a death or severe damage to the environment.
1. An accidental event is an event that is assessed to be inappropriate and
Other definitions can be found within the: significant in the sequence of events that led to the marine casualty or marine
incident.
IMO Code for the Investigation of Marine Casualties and Incidents which
shall mean the Code for the investigation of Marine Casualties and Incidents 2. Casualty events are unwanted events in which there was some kind of energy
annexed to resolution A.849(20) of the IMO Assembly of 27 November 1997. release with impact on people and/or ship including its equipment and its
+ RESOLUTION MSC.255(84) (adopted on 16 May 2008) ADOPTION OF THE cargo or environment. They are classified in:
CODE OF THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES
FOR A SAFETY INVESTIGATION INTO A MARINE CASUALTY OR MARINE Capsizing/Listing is a casualty where the ship no longer floats in the right-
INCIDENT (CASUALTY INVESTIGATION CODE) + RESOLUTION A.1075(28) side-up mode due to: negative initial stability (negative metacentric height),
adopted on 24 February 2014 or transversal shift of the centre of gravity, or the impact of external forces.
The scope of the Accident Investigation Directive 2009/18/EC can be found in its Capsizing when the ship is tipped over until disabled.
Article 2. Listing when the ship has a permanent heel or angle of loll.
Other information can be found on: Collision - a casualty caused by ships striking or being struck by another
http://www.emsa.europa.eu/implementation-tasks/accident-investigation.html ship, regardless of whether the ships are underway, anchored or moored.
or on https://emcipportal.jrc.ec.europa.eu This type of casualty event does not include ships striking underwater
wrecks. The collision can be with other ship or with multiple ships or ship
not underway.
Contact - a casualty caused by ships striking or being struck by an external

object. The objects can be: Floating object (cargo, ice, other or unknown);
Fixed object, but not the sea bottom; or Flying object.
Damage to equipment - damage to equipment, system or the ship not

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

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

other materials on board of a ship:
Flooding / Foundering, CEMFJORD, ship lost, 8 lives lost, 03/01/2015
107
Fire is the uncontrolled process of combustion characterised by heat or reasonable period of time.
smoke or flame or any combination of these.
Explosion is an uncontrolled release of energy which causes a pressure Non-accidental events are intentional events as a result of illegal or hostile
discontinuity or blast wave. acts therefore they are not marine casualties or incidents. They are:
Flooding/foundering is a casualty event when the ship is taking water on Acts of war, any act, against a ship or the people on board, by a
board. State that would effectively terminate the normal international law of
peacetime and activate the international law of war
Foundering will be considered when the vessel has sunk. Foundering Criminal acts, any crime, including an act, omission, or possession
should only be regarded as the first casualty event if we do not know the under the laws of a State or local government, which poses a
details of the flooding which caused the vessel to founder. In the chain substantial threat to people on board of a ship or to property (e.g.
of events foundering can be the last casualty event in this case there is terrorism, sabotage, piracy)
the need to add accidental events. Illegal discharge is an intentional discharge of polluting substances,
Flooding refers to a casualty when a vessel takes water on board and oil or other noxious substances, from ships, and
can be: other, other intentional act that incur loss of or damage to a ship or
environmental damage or harm to people on board.
-- Progressive if the water flow is gradual. Non-accidental events are not considered as marine casualties or
-- Massive if the water flow is extensive. incidents and are not covered by the scope of the accident investigation
Directive (2009/18/EC).
Hull failure - a failure affecting the general structural strength of the ship.
3. Contributing factor is a condition that may have contributed to an accidental
Loss of control - a total or temporary loss of the ability to operate or event or worsened its consequence (e.g. man/machine interaction, inadequate
manoeuvre the ship, failure of electric power, or to contain on board cargo illumination).
or other substances:
4. Occupational accidents are grouped under deviations, which consist in the
Loss of electrical power is the loss of the electrical supply to the ship description of the event deviating from normality leading to the accident:
or facility;
Loss of propulsion power is the loss of propulsion because of Deviation due to electrical problems, explosion, fire - Not specified
machinery failure;
Loss of directional control is the loss of the ability to steer the ship; Electrical problem due to equipment failure - leading to indirect contact
Loss of containment is an accidental spill or damage or loss of cargo Electrical problem - leading to direct contact
or other substances carried on board a ship. Explosion
Fire, flare up
Missing - a casualty to a ship whose fate is undetermined with no Other Deviations not listed above
information having being received on the loss and whereabouts after a
108
Appendices
Deviation by overflow, overturn, leak, flow, vaporisation, emission Slipping - Stumbling and falling - Fall of persons
Solid state - overflowing, overturning Fall of person - to a lower level

Liquid state - leaking, oozing, flowing, splashing, spraying Slipping - Stumbling and falling - Fall of person - on the same level
Gaseous state - vaporisation, aerosol formation, gas formation Fall overboard of person
Pulverulent material - smoke generation, dust/particles in suspension/ Other deviations not listed above
emission of
Other Deviations not listed above Body movement without any physical stress (generally leading to an
external injury)
Breakage, bursting, splitting, slipping, fall, collapse of Material Agent
Walking on a sharp object
Breakage of material - at joint, at seams Kneeling on, sitting on, leaning against
Breakage, bursting - causing splinters (wood, glass, metal, stone, Being caught or carried away, by something or by momentum
plastic, others) Uncoordinated movements, spurious or untimely actions
Slip, fall, collapse of Material Agent - from above (falling on the victim) Other Deviations not listed above
Slip, fall, collapse of Material Agent - from below (dragging the victim
down) Body movement under or with physical stress (generally leading to an
Slip, fall, collapse of Material Agent - on the same level internal injury)
Other deviations not listed above
Lifting, carrying, standing up
Loss of control (total or partial) of machine, means of transport or Pushing, pulling
handling equipment, handheld tool, object, animal Putting down, bending down
Twisting, turning
Loss of control (total or partial) - of machine (including unwanted start- Treading badly, twisting leg or ankle, slipping without falling
up) or of the material being worked by the machine Other Deviations not listed above
Loss of control (total or partial) - of means of transport or handling
equipment, (motorised or not) Shock, fright, violence, aggression, threat, presence
Loss of control (total or partial) - of hand-held tool (motorised or not) or
of the material being worked by the tool Shock, fright
Loss of control (total or partial) - of object (being carried, moved, Violence, aggression, threat - between company employees subjected
handled, etc.) to the employers authority
Loss of control (total or partial) - of animal Violence, aggression, threat - from people external to the company
Other Deviations not listed above towards victims performing their duties
Aggression, jostle - by animal
Presence of the victim or of a third person in itself creating a danger for
109
oneself and possibly others 7. Persons on board are categorised as follow:

Other Deviations not listed above
- Crew members / seafarers (any person who is employed or engaged or
Other Deviations not listed above in this classification works in any capacity on board a ship);
5. Categories describing the location where the casualty or accident occurred - Passengers; and
are:
- Others, for example persons working in harbours to load or unload ships
-Outside 12nm it will be regarded as open sea
8. A safety recommendation is derived from the analysis and conclusions of
-If it is in waters up to 12 nautical miles it is coastal waters 12 nm the investigation and is related to particular subject areas, such as legislation,
training, maintenance, etc.
-If it is in the waters on the landward side of the baseline of the territorial
sea it is regarded as internal waters (archipelago fairway, channel/river, Safety recommendations are addressed to those best placed to implement them,
port area) such as ship owners, maritime authorities, etc. Member States shall ensure
that safety recommendations are duly taken into account by the addressees
-Inland waters, which includes any area of water defined by EU States and and, where appropriate, be given an adequate follow-up in accordance with
not categorized as sea- e.g. canals, tidal and non-tidal rivers, lakes, and Community and International law.
some estuarial waters (an arm of sea that extends inland to meet the mouth
of a river) 9. The ship type is decided according to the ships main activity:
- Cargo ship is a commercial ship designed for the carriage of various types
-Repair yard and unknown are the two other possible values.
of cargo, goods or products and up to a maximum of 12 passengers
6. An occupational accident type means the mode in which a person on board

- Fishing vessel is a vessel equipped or used commercially for catching fish
was injured or killed. It can be:
or other living resources at sea
accident
accident not related to ship operations - Passenger ship is a ship designed to transport more than 12 passengers
illness
suicide/homicide - Service ship is a ship designed for special services, like a tug or a dredger
unknown
- Other ship, may be:
Illness, suicide and homicides are not covered by the scope of the Directive
2009/18/EC. Inland waterway ship is a ship intended solely or mainly for navigation
on inland waterways.
110
Appendices
Recreational craft is a boat of any type, regardless of the means of

propulsion, intended for sports or leisure purposes.
Navy ship is a ship operating under the Navy or other military
organization.
Unknown ship type: occurrence for which it wasnt possible to identify
the ship type.
Such ships are considered within the scope of the Directive only when they are
involved in an occurrence together with a ship which is covered by the Directive
(e.g. a collision between a cargo ship and a recreational craft).
In EMCIP, Marine casualties are separated into two different categories: a

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

other event, the ships concerned needed towage or shore assistance.
13. The voyage segment determines the section of the voyage being undertaken
at the time of the marine casualty or incident. It can be:
- Anchored or alongside
- Arrival or Departure
- Transit (between the departure and mid-water or mid-water and arrival) Collision, CONSOUTH PIRIREIS, 1 ship lost, 10 lives lost, 29/04/2013
- Mid-water (between transit phases)
111
APPENDIX 2
Figure 152: EMCIP Model
EMCIP Model Consequences Safety Recommendations issued

Ship damaged
by the Investigative bodies aim
at cutting the links between the
Contributing Factors, Accidental
Loss of Grounding Casualty Events
Propulsion
Events and Casualty events.
When safety issues have been

During a maintenance operation, The ship was drifting. The crew Description
properly identified during a safety
the main engine stopped was unable to drop the anchors investigation, and followed by
relevant safety recommendations,
a proper consideration by the
Equipment Failure Human Erroneous Human Erroneous Accidental
Action Action Events
addressee should prevent similar
casualties.
Shipboard Shore Shipboard Shipboard Contributing

Operations Management Operations Operations Factors Level1
TOOLS MAINTENANCE OPERATIONS PERSONNEL SUPERVISION EMERGENCY Contributing

POLICY MANAGEMENT PREPAREDNESS Factors Level2
Lack of follow up and Inadequate Lack of knowledge Lack of coordination Training ignored
procedures & Contributing
compliance with of tasks
Check lists Factors Level3
Right tools and Inadequate work
equipment unavailable methods
In order to report in a common way the information resulting from marine Such model is not only implemented at European level, but also at
casualties, a codification of the various specific information was defined. international level through the IMO resolution A28/Res.1075.
Such codification provides also practical advice for a systematic investigation
To support this model, a specific taxonomy related to marine
of marine casualties and incidents and allows the development of effective
casualties and incidents, composed by 630 fields, has been
analysis and preventive action. It covers the different elements that connect
developed in the EMCIP database to store the various information
the consequences of an accident to its root causes.
collected during the investigation.
112
Appendices
APPENDIX 3
EMCIP Ship Type
Cargo ship Solid cargo
Liquid cargo
Barge
Bulk carrier
Fishing vessel Container Ship
General Cargo
Refrigerated Cargo
Passenger ship Dredger
Dredger Ro-Ro Cargo
Gillnetter
Heavy load carrier
Only passenger Liner
Only passenger Pontoon
Passenger and general cargo Multipurpose Seiner - Handliner
Passenger and general cargo Other
Service ship Dredger Passenger and Ro-Ro cargo Potter Trawler - Purse seiner
Dredger Seiner Other multipurpose
Factory ship
Factory ship Trawler
Floating platform
Floating platform Other Danish seiners
FPSO/FSU
FPSO/FSU International Beam Purse seiners
Inland wat erway vessel * Ice breaker Pair
Ice breaker Class A Seiner netters
MODU Side
MODU Class B Tuna purse seiners
Multi-purpose Stern
Multi-purpose Class C Other seiner
Recreational craft * Offshore supply ship Other trawler
Offshore supply ship Class D
Other offshore ship
Other offshore ship Port or internal waters Type 1
Research Ship
Canoe/Kayak Research Ship Chemical tanker Type 2
SAR craft
Fixed offshore Gondolas / pedals SAR craft Combination carrier Type 3
drilling units * Special purpose ship
Historical craft Special purpose ship
Tug (Towing / Pushing) Liquefied gas tanker
Houseboat Tug (Towing / Pushing)
Other
Navy ship * Inflatable Other Oil tanker
Motorboat Barge
Barge Tanker (liquid non-flammable)
Personal watercraft Floatingequipment
Floating equipment
Submersible * Pontoon boat Floatingestablishment
Floating establishment LNG
Rowboat LPG
Floatinginstallation
Floating installation
Sailboat (sail only) Passenger Type 1G
Sailboat (aux motor) Pusher
Pusher Type 2G
WIG * Type A Sailboat surfboards
Recreationalcraft
Recreational craft Type 2PG
Type B Other craft
Tanker
Tanker Crude oil Type 3G
Type C
Tug
Tug Product carrier
Worksite craft
Worksite craft
Unknown *
Other
* ships grouped under category Other ships in this publication
Note: supplementary classification called Additional type of ship: HSC (ACV, Hydrofoil, SES, Other), with sub-values A, B and other
113
APPENDIX 4
LIST OF NATIONAL INVESTIGATIVE BODIES IN EU
Member State Name of the national accident investigation body Acronym Website
Austria Austrian Safety Investigation Authority BAV/SUB www.bmvit.gv.at
Belgium Federal Public Service Mobility and Transport FPS_TM www.mobilit.belgium.be
Bulgaria Maritime Accident Investigation Unit MTITC www.mtitc.government.bg
Croatia Air, Maritime and Railway Traffic Accident Investigation Agency AIN www.ain.hr
Cyprus Marine Accidents and Incidents Investigation service MAIC www.shipping.gov.cy
Czech Republic Ministry of Transport, Czech Maritime Administration Navigation Department MT_ND www.mdcr.cz
Denmark Danish Maritime Accident Investigation Board DMAIB www.dmaib.com
Estonia Estonian Safety Investigation Bureau ESIB www.ojk.ee
Finland Safety Investigation Authority of Finland SIA www.onnettomuustutkinta.fi
France Marine Accident Investigation Office BEAmer www.bea-mer.developpement-durable.gouv.fr/
Germany Federal Bureau of Maritime Casualty Investigation BSU www.bsu-bund.de
Greece Helenic Bureau Marine Casualties Investigation HBMCI www.hbmci.gov.gr
Hungary Hungarian Transportation Safety Bureau TSB www.kbsz.hu
Iceland Icelandic Marine Accident Investigation Board ITSB www.rnsa.is
Ireland Marine Casualty Investigation Board MCIB www.mcib.ie
Italy Direzione Generale Investigazioni Ferroviarie e Marittime DIGIFEMA www.mit.gov.it
Latvia Transport Accident and Incident Investigation Bureau TAIIB www.taiib.gov.lv
Lithuania Transport Accident and Incident Investigation Division TAITS www.en.tm.lt/
Luxembourg Administration of Technical Investigations AET www.mt.public.lu/transports/AET
Malta Marine Safety Investigation Unit MSIU www.transport.gov.mt
The Netherlands Dutch Safety Board DSB www.safetyboard.nl
Norway Accident Investigation Board of Norway AIBN www.aibn.no
Poland State Commission on Maritime Accident Investigation PKBWM (SMAIC) www.pkbwm.gov.pl
114
Appendices
Member State Name of the national accident investigation body Acronym Website
Portugal Maritime Accident Investigation and Aeronautical Meteorology Authority GAMA www.gpiam.mam.gov.pt
Romania Marine Accidents Investigation Department MAID www.mt.ro
Slovenia Maritime Accident & Incidents Investigation Services MAIIS www.telecom.gov.sk
Spain Standing Commission for Maritime Accident and Incident Investigation CIAIM www.ciaim.es
Sweden Swedish Accident Investigation Authority SHK www.havkom.se
United Kingdom Marine Accident Investigation Branch MAIB www.maib.gov.uk
United Kingdom / Gibraltar Marine Accident Investigation Compliance Officer MAICO www.gibraltarship.com
115
116 Collision BARU SATU - KATHERINE, ships damaged, 04/07/2013
ABOUT THE EUROPEAN
MARITIME SAFETY AGENCY
The European Maritime Safety Agency is one of the
European Unions 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, preven-
tion of, and response to, pollution caused by ships as
well as response to marine pollution caused by oil and
gas installations. The Agency contributes to the overall
efficiency of maritime traffic and maritime transport.
www.emsa.europa.eu
Get in touch for more information

Praa Europa 4
1249206 Lisboa Portugal
Tel +351 21 1209 200 / Fax +351 21 1209 210

www.emsa.europa.eu / Twitter EMSA_Lisbon

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Annual Overview of Marine Casualties and Incidents 2016

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European Maritime Safety Agency

OVERVIEW OF KEY FIGURES

Grounding, ST APOLLO, ship lost, 24/08/2015

INTRODUCTION 10 FISHING VESSELS 50

CHAPTER 8 Collision, ALEXANDRIA 1 and EVER SMART, ships damaged, 11/02/2015

ACTION TAKEN BY INVESTIGATIVE BODIES 98

Fire/Explosion, NAKHODKA, 1 live lost, 26/04/2014

European Maritime Safety Agency 2016

Capsizing / Listing, PHANTOM, ship damaged, 15/02/2012

establish independent, impartial and permanent accident investigation

involve ships flying the flag of one of the Member States;

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

Scope Content of the review

Collision, CORAL ACE - LISA SCHULTE, ships damaged, 31/01/2013

MARINE CASUALTIES AND INCIDENTS

14 Collision, NILS HOLGERSSON - URD, ships damaged, 03/05/2012

Figure 2: Number of marine casualties and incidents per severity

1000 Very serious Serious Less Serious Marine incident

Figure 3: Reporting entities

The 12591 marine casualties and incidents that happened from

2.3.1 CASUALTY WITH A SHIP

Figure 7: Marine casualties and incidents by type 1000

If reporting of occupational accidents resulting in light injuries that would be

Figure 9: Distribution of casualties with ships

Damage to ship or equipment

0 200 400 600 800

2011 2012 2013 2014 2015

The combination of contact (1590 cases), grounding/stranding

Figure 11: Type of severity in case of occupational accident

Cargo ship Fishing vessel Passenger ship 0

Very serious Serious Less Serious Marine incident

Slipping - Stumbling and 450

Loss of control of machine, means 400

Breakage, bursting, splitting, 200

0 100 200 300 400 500 0

Figure 15: Distribution of voyage segments per ship type 2011-2015

Arrival Anchored or alongside Arrival Departure

Mid-water Transit Unknown

2011 2012 2013 2014 2015

The distribution of marine casualties and incidents is similar

2.4.2 REGIONAL DISTRIBUTION

Figure 16: Global distribution 2011-2015

TERRITORIAL SEA refers to the area

328 237 954

2.5.1 ACCIDENTAL EVENTS Hazardous Material

Figure 21: Distribution of accidental events 2011-2015 Equipment Failure

0 200 400 600 800 1000

0 100 200 300 400 500 600

From a total of 880 accidental events analysed during the

Figure 23: Groups of Contributing Factors

Hazardous Material - Figure 24: Number of ships lost

0 200 400 600 800 1000 1200 20

Main group Other groups 15

A total of 161 ships were lost from 2011 to 2015.

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

The initial casualty event was flooding/foundering (49 cases).

300 A total of 1399 ships were reported to be unfit to proceed.

Cargo ship Fishing vessel Passenger ship

4275 ships reported some damage, the largest category being

2.6.2 CONSEQUENCES TO PERSONS Figure 31: Distribution of fatalities by ship categories

Figure 30: Distribution of fatalities by categories of person 60

2011 2012 2013 2014 2015

Missing Unspecified /Other

Grounding/stranding Slipping - Stumbling and