Summary of reported marine casualties, near-accidents and accidents to persons Swedish merchant and fishing vessels 2009

Transcription

1 Summary of reported marine casualties, near-accidents and accidents to persons Swedish merchant

2 Contents, part 1 Summary of marine casualties and near-accidents involving Swedish merchant... 3 General... 3 Reports... 8 Publication of reports in 2009, Swedish registered vessels... 8 Number of reported marine casualties and near-accidents by type of event... 9 Casualties by type of event and type of vessel Account of foundered vessels Serious casualties in Account of serious casualties Fire/explosion Grounding Collisions with other objects Collisions with other vessels Shifting of the cargo Damage due to leakage/capsize/weather Engine failure Spillage Other occurrences Page 1

3 Contents, part 2 Accidents to persons... 3 Occupational injuries while on ship-duty... 4 Persons employed on board... 6 Occupational accidents in Work-related diseases Commercial fishermen Account of serious casualty Work-related diseases Passengers Other on board Page 1

4 Marine Casualties and Near-Accidents Summary of Reported Marine Casualties and Near-Accidents 2009 Roro passengers GOTLAND and GOTLANDIA II collided 23 July, 2009 Photo: Swedish Accident Investigation Board Page 2

5 Summary of marine casualties and near-accidents involving Swedish merchant General In this Notice of the Swedish Transport Agency, Maritime Investigation Unit (formerly Maritime Safety Inspectorate, the Inspectorate s Maritime Casualty Investigation Division) presents statistics and commentaries on casualties reported to the Maritime Investigation Unit during 2009, involving Swedish merchant and fishing vessels and other vessels utilized for commercial purposes. The report primarily comprises occurrences or events which the master of the ship is legally obligated to report to the Swedish Transport Agency in compliance with chapter 6, section 14 (formerly section 70) of the Swedish Maritime Code. For the most part, factual information on casualties and their sequence of events is gathered from the protocol of the maritime declaration as well as from the masters reports. Data are also gathered from the investigations undertaken by surveyors in the Maritime Department Inspection areas, by the coast guard and by police. In police investigations there is often some degree of co-operation between the police authorities and the maritime inspectorate offices. The date of data printout was 22 March, Additional casualties and near-accidents may have been reported to the Swedish Transport Agency after the data printout. The material is presented here as a summary report. The statistical summary can be found on the Swedish TransportAgency home page Corroborating information and more detailed data can be obtained from the Maritime Investigation Unit; telephone: , fax: or sjofart@transportstyrelsen.se. SjöOlycksSystemet SOS The Sea Casualty System The Maritime Investigation Unit reports regularly to IMO 1 all serious casualties, founderings involving convention vessels and spillages. The unit also reports casualties and spillages regularly to HELCOM 2 and EMCIP 3. Near-accidents Based upon the Act of 1990 and its appended regulations regarding the investigation of accidents, the Swedish Transport Agency has broadened the mandatory reporting 1 International Maritime Organization 2 Helsinki Commission 3 European Marine Casualty Information Platform Page 3

6 Near-accidents (cont d.) requirement to include all types of accidents at sea. The near-accidents are presented in the form of tables and diagrams. Non-conformities (INSJÖ/ForeSea) The Swedish Transport Agency, in co-operation with the Swedish Ship Owners Association, SWEREF Skärgårdsredarna and the sea trade-union organization, has developed a system, INSJÖ/ForeSea, for reporting near accidents and non-conformities. In connection with the development of a common system with authority in Finland has the name changed to Foresea. After a build-up-period the system is now in operation. When a near-accident or non-conformity is reported, the report is de-identified before being introduced in the system. The system immediately gives the informant a compilation of all similar occurrences registered in the database and also information on what provisions have been taken. INSJ/ForeSea is a simple, user-friendly system for reporting, registering, database handling and analysing deviations and risks. Experiences from accidents, near-accidents and non-conformities are put together in order to constitute a platform of knowledge in preventive maritime safety work. The system shall meet the requirements of the ISM code 4 as regards control and follow-up of the safety work in the shipping companies on land as well as on board ships. Follow-up of recommendations When called for, the Maritime Investigation Unit includes recommendations in its accident investigation reports. In some cases the recommendations may be regarded as general, but in other cases they may concern one or several specific ships and ship owners. Some recommendations may also concern departments within The Swedish Transport Agency. The Maritime Investigation Unit makes a half-yearly follow-up summary of the recommendations that have been made in the accident reports. The summaries are forwarded to the ship owners in question, the Swedish Maritime Adminstration and internally within The Swedish Transport Agency to persons responsible for implementation. The recommendations are removed from the summary when the parties concerned report back that corrective action has been taken. Definition of categories reported in cases of collision A collision between Swedish vessels is reported as two events. A collision between a Swedish vessel and a vessel of other nationality is reported as one event. A collision between a Swedish vessel and a pleasure boat is reported as one event. The summary has focused on Swedish registered merchant and fishing vessels. 4 International Safety Management Code Page 4

7 Definition of cause of casualty categories The investigative material is processed and thereafter codified by the investigators according to a code manual. Using the information, which is available to the investigators, a primary cause of casualty is established, as well as contributory causes, if any. An example of the working principle used in determining what can be considered a primary cause and what can be regarded as a contributory cause would be the relatively common accident scenario, where an icebreaker and the ship that it is assisting collide in severe ice conditions. The icebreaker encounters an unexpected ice ridge and gets stuck, and the ship being assisted cannot stop in time. This accident will be coded with human factor as the primary cause of accident and ice conditions affecting the ship's navigation/manoeuvring as the contributory cause. The casualty causes are divided into seven main groups and corresponding subgroups and other known cause and unknown. All the sub-groups are account under the heading of Distribution based upon causes. Main groups External factors Ship's construction and placement of equipment Sub-groups Extremely rough weather/natural disaster/hurricane/storm Current, wind, tide or the like which has caused operation/manoeuvring difficulties Collision with floating object that could not be spotted or avoided in time Fault in navigation system outside the ship e.g. lighthouses, buoys, lights, loran, GPS, satellites Faulty charts and/or nautical publications Technical fault in another ship (including tug boat, ice breaker, etc.) Faulty manoeuvring of another ship/other ships Technical fault at loading/unloading/bunkering/berth/lock etc. that cannot be referred to the ship Wrong handling at loading/unloading/bunkering/berth/lock etc. that cannot be referred to the ship Blow-out or other external matter on an oil rig Other circumstances outside the ship Ice conditions which have influenced the navigation/manoeuvring of the ship The state of the waters, shallow/narrow, etc. Faulty information from the land organization Poor visibility Rough weather/hurricane and the like Other known cause The ship construction was too weak The ship construction was impaired by welding work, rust, and the like Stability problems due to the ship construction Deficient manoeuvrability of the ship Defective construction of machinery room arrangement, location of equipment, and the like Inappropriate location/design of cargo holds, tanks, store-rooms Inappropriate location/design of other areas on board (except the bridge) Poor/difficult access/entrances for cleaning, maintenance, inspection Other matters concerning the ship construction and maintenance Page 5

8 Definition of cause of casualty categories (cont d.) Technical fault of on board equipment Technical fault in the navigation equipment Technical fault in the steering gear (incl. the steering engine) Technical fault in the propulsion machinery Technical fault in the auxiliary machinery Technical fault in the windlass/deck machinery (excl. equipment for loading and unloading) Technical fault in the equipment for surveillance, remote control and/or warning Technical fault in the equipment for loading and unloading Technical fault in the safety equipment incl. fire extinguishing equipment Technical fault in the drilling equipment Technical fault in other equipment on board Technical fault in the bow thruster equipment/motor Technical fault in valves/other machine equipment Technical fault in the electrical system Technical fault/wear and tear in wires or the like Aspects of operation and design of equipment Inadequate design of the bridge, lack of and/or misplacement of instruments Illogical/improper design of control devices/instruments, etc. Misplacement of instruments/equipment Out-of date instruments. Inferior equipment. Equipment/publication missing Other circumstances concerning use/design of equipment/machinery Neglected maintenance Wear and tear Aspects of cargo, securing of cargo and handling of cargo/bunker Self-ignition in cargo/bunker at tank cleaning Inert gas system or other fire/explosion safety equipment missing Inadequate stability. Misplaced cargo, ballast, etc. Inadequate cargo securing Leakage of cargo from barrels, containers, tanks, etc. Damage/crack in cargo pipe or bunker pipe Other matters concerning cargo, cargo securing and bunkers Page 6

9 Definition of cause of casualty categories (cont d.) Aspects of communication, organization and operational practices Safety trainings were not performed at all, or not to a sufficient extent Safety trainings were performed, but not in a satisfactory way Routines for safety management were missing, or not sufficient Routines for safety management were known but not followed The safety regulations for welding were not followed Welding work caused an accident in spite of the fact that the safety regulations had been followed Regulations on testing of the life-saving equipment had not been followed Safety-/protective equipment was not used The general level of organization/routines/qualifications was inferior Incorrect routines for inspection and maintenance on board Stability unknown. Approved stability calculations missing Inadequate management. Personal antagonism, or the like. Inadquate manning. In general or at the accident, such as no helmsman/no look-out Orders or responsibilities unclear or misapprehended The routines on the bridge were not satisfactory from a safety point of view The routines on the bridge were satisfactory but not followed Charts and publications were not updated The co-operation between the ship and the land organization/tug boat/ice breaker/other parties involved was not satisfactory Other circumstances concerning communication/organization/routines on board Lack of safety representative Inactive safety representative Lack of safety committee Inactive safety committee Relations between ship and ship owner not satisfactory Aspects of on board personnel Alcohol or other intoxicants Alternative navigation aid was not used Other circumstances influenced by the human factor Misjudgement of other ship s movement Misjudgement of own ship s movement Too high speed Attempt to carry out the operation in spite of unfavourable circumstances Did not keep to starboard in the fairway Position of own ship not good enough. Dead reckoning not noted in the chart Inadequate competence Inadequate competence for the task Slept while on watch Special circumstances (sickness, lack of sleep, too long working hours) Available warning systems were not adequately used Available navigation aid was not used Poor planning of the operation Page 7

10 Reports Some fundamentally interesting casualties result in reports according to international practice. A report starts with a summary followed by an account of facts and the course of events. The body of information is evaluated in an analysis. The purpose of an investigation of an accident is to find out what happened, why it happened and try to find measures to make it not happen again. The following are headlines in a report: Summary, Facts, Course of events, Damage, Analysis, Causes and factors, Observations, Recommendations,. The investigation reports are available (in Swedish) on our homepage Some of the reports are translated into English and will be fined under Shipping Accidents & Near-Misses - Accidents & Near-Misses Reports. Publication of reports in 2009, Swedish registered vessels Date Name of vessel Type of vessel Type of event 11 January, 2009 CRANZ General cargo Grounding 3 February, 2009 SANTOS AF ÖCKERÖ Fishing Foundering 29 March, 2009 FINNEAGLE Passenger Spillage 3 April, 2009 FESTIVO Roro-vessel Accident to person 14 July, 2009 MARIA M Chemical tanker Grounding 1 August, 2009 DUNCKER Passenger Manouevring of ramp 15 December, 2009 BRO ANTON Chemical tanker (IBC) Accident to person Number of reported marine casualties and near-accidents in relation to number of registered vessels Page 8

11 Number of reported marine casualties and near-accidents by type of event Only the initial event is reported for each casualty and not the consequent events. Accidents to persons and illness are reported under chapter heading Accidents to persons. Occurrences which cannot be categorised in any of the groups mentioned earlier are reported under Other occurrences. Type of event Totalt Fire and/or explosion Grounding Collision with other object Collision with other vessel Shifting of the cargo Leakage/capsize/ weather Engine failure Spillage Other occurrences Total Near-accidents Total incl. Nearaccidents The near-accidents are reported internally by the vessel s/shipping company s ISM code (International Safety Management code). If reported only in the common system of the business, INSJÖ/ForeSea, they are not listed in this table. Page 9

12 Number of persons who have been killed related to accident at sea , distribution by type of event 6 Number of active/signed-on seafarer Number/year Active seafarer Number of active/signed-on seafarer 2009 Active seafarer means that the person has been working in that capacity for at least 3 of the preceding 18 consecutive months. The information is taken from the Seafarers Register. 6 The graph shows the number of people who died as a result of maritime accidents. During 2005 another person (a fisherman) died because he fell overboard. The vessel was damaged due to grounding and finally sunk 7 One explanation for the decline in 2009, may be that data on enrolment for catering personnel in the inner water need not be submitted to The Swedish Transport Agency Page 10

13 Number of vessels registered in Sweden by type of vessel Type of vessel Fishing whereof >20 tons Passenger Tanker General Cargo Other vessels Total Number of vessels registered in Sweden 2009 The information is taken from Sjöfartsavdelningens TillsynsSystem, the SITS system. Information about fishing vessels from The National Board of Fisheries. Vessels by type Gross tonnage Type of vessel Total Fishing Passenger Tanker General Cargo Other vessels Total By virtue of the Fishery Act the Swedish Government has authorized the National Board of Fisheries to issue regulations on vessel permits (FIFS 1994:15). Ships, the length of which is 5 metres or more and which are used for professional fishing, must have a vessel permit issued by the National Board of Fisheries. Page 11

14 Casualties by type of event and type of vessel marine casualties and near-accidents (119 accidents and 9 near-accidents) involving Swedish vessels were reported to the Maritime Department in Out of these casualties six (6) were foundered. Type of event Fishing Passenger Tanker General Cargo Other vessels Total Fire/explosion Total losses for each Grounding Collision with other object Collision with other vessel Shifting of the cargo Leakage/capsize/ weather total losses for each Engine failure Spillage Other occurrences Total Near-accidents Total incl. nearaccidents Page 12

15 Marine casualties in 2009 by severity of events The diagram shows distribution in percentage of total number of events. The severity of the near-accidents is determined by using the same criteria as IMO (International Maritime Organization). Foundering - total loss or constructive loss including possible personal injuries. Serious casualty - the principal rule is that the vessel is considered to be not seaworthy and/or that loss of life or serious physical injury is the result of the accident. Less serious casualty - the severity of the remaining events. Near-accident - an incident which would have resulted in an accident if extraordinary actions had not been taken. Severity of event by type of vessel, Page 13

16 Acount of foundered vessels in 2009 Foundering total loss of the ship or that the ship has been written off as a total loss (condemnation) including personal injuries, if any. In 2009 six (6) founderings were reported; one fishing vessel, two passenger vessels, one barge, one tow boat, and one other vessel. No personal injuries have been reported related to the founderings. Fishing: Account of foundered vessels Date Call sign/ number Name of ship Type of ship Construction material Year built Gross tonnage Summary 3 February, 2009 SKUL SANTOS AF ÖCKERÖ Fishing vessel Steel On 1 February the fishing vessel left its homeport Öckerö heading for Simrishamn with one single crew member. The ship passed Sandhammaren on 3 February and turned to a course further to the north. After about 40 minutes the master felt that the vessel leaned heavily to port without righting herself. Shortly afterwards the vessel got a list of degrees and the master abandoned the ship. At the foundering the weather was ESE m/sec and the sea metres. 55 o 24,55'N 014 o 16,16'E See accident report at Passenger vessel: 9 February, 2009 SFB-6527 LISSKULLA 3 Passenger vessel Aluminium The vessel sank at berth. The probable reason was that a through-hull fitting to a space previously used as a toilet had started to leak, probably due to galvanic corrosion. 60 o 35,3'N 015 o 03,6'E Page 14

17 Passenger vessels: Account of foundered vessels (cont d.) Date Call sign/ number Name of ship Type of ship Construction material Year built Gross tonnage Summary 4 June, 2009 Other vessel: SKXR SVALANDIA Passenger ship Wood The ship caught fire, probably due to overheating in the stern tube. The fire could not be extinguished. The ship burnt until she sank, presumably when all fuel had burnt. 55 o 21,45 N 013 o 07,76 E Investigation carried out by the Swedish Accident Investigation Board, see 21 March, Barge (towed by VERA C - SCFA) Barge Unknown - - The fishing vessel VERA C was towing the barge (name unknown) from Öland to Fiskebäck. Suddenly the lantern on the barge went out and the barge sank. Reason unknown. 55 o 19,61'N 013 o 50,03'E 23 Sept., 2009 SKQV SEASIDE Other vessels Steel The vessel capsized after a long time at berth. Reason unknown. 59 o 17,6'N 017 o 48,7'E 7 Oct., 2009 SFC-6700 LOKE (connected to KAPAREN) Barge Steel The tug KAPAREN and the barge LOKE were moored under the lee of an island, since the owner was aware that the night would bring rough weather. The next morning it was found that the units had broken adrift and drifted towards Furuholmen. The KAPAREN had run slightly aground. The barge LOKE had gone down but the excavator on deck was above the water surface. 58 o 55,67'N 017 o 58,50'E Page 15

18 Serious casualties in 2009 The chief rule is that the ship has not been judged seaworthy (although not totally foundered) and/or that the sea accident has resulted in casualty or serious physical injury. In the year 2009 two (2) occurrences were judged to be serious casualties. Serious personal accidents which are not caused by a ship accident are accounted for in the section PERSONAL ACCIDENTS. Quantity Serious casualties in , by type of event Passenger: Account of serious casualties 2009 Date Call sign/ number Name of ship Type of ship Construction material Year built Gross tonnage Summary 12 Oct., OLLE BOHLIN Other ships Plastic The rescue boat was turning starboard around a beacon/buoy for course 288 o to follow the fairway. The ship grounded on the starboard side of the fairway in spite of the fact that course 288 o was still not passed. The chart computer of Transas did not keep up with the turn. Two persons were injured. 58 o 20,05'N 011 o 13,30'E Page 16

19 Passenger: Account of serious casualties (cont d.) Date Call sign/ number Name of ship Type of ship Construction material Year built Gross tonnage Summary 23 July, 2009 SKWR GOTLANDIA II Passenger ship Steel The passenger ship GOTLANDIA II (GII) was heading for Nynäshamn and was meeting GOTLAND (G) in the last turn before the port. GII took the turn wide in order to give G space and came then rather close to an anchored ship. G s master called out a warning about the anchored ship. GII then made a hard turn to port and lost all references in the fog since certain instrument settings were not exact and the gyro was lagging behind. GII did not see G, neither visually nor on the radar. The collision was forceful. G s bow opened decks 5 and 6 to starboard. 33 passengers were slightly injured. 58 o 54,94'N 017 o 59,5'E Investigation carried out by the Swedish Accident Investigation Board, see Page 17

20 Marine casualties and near-accidents in 2009 by operating location Casualties are shown as occurrences in Swedish territorial waters as well as occurrences in international waters. Swedish territorial waters International waters Page 18

21 Casualties by type of event and cargo/activity Type of event Cargo Fire/explosion Grounding Collision with other object Collision with other vessel Shifting of cargo Leakage/capsize/weather Engine failure Near-accident spillage Other occurrences Total Other/unknown cargo Cars Cars and passengers Bulk (ore, coal, grain etc.) Fish/fish products Oil/oil products Passengers Dry cargo/general cargo/containers Trailers/flat beds Total with cargo Ballast/empty Total incl. ballast/empty Page 19

22 Casualties by type of event and vessel s gross tonnage and year built Type of event Gross Size (gross tonnage): Fire/explosion Grounding Collision with other object Collision with other vessel Shifting of cargo Leakage/capsize/weather Engine failure Near-accident spillage Other occurrences Total and over Unknown Total Year built: to Unknown Total Page 20

23 Casualties by type of vessel and cargo/activity Loaded vessel - by type of vessel Ballasted/empty vessel - by type of vessel Page 21

24 Distribution based upon causes and type of occurrence Based upon information obtained by the investigators a main cause for the accident is established if possible, and also possible contributing causes. The causes for the accidents are divided into seven (7) main groups with subgroups and other known cause and unknown. Here the reported accidents and near-accidents are accounted for divided into each main group and subgroups. The contributing causes are reported under each type of event. Distribution of External factors based upon type of occurrence Out of the total of 128 occurrences External factors were judged to be the cause for 26 accidents and 4 near-accidents. Page 22

25 Distribution of the factor Ship construction based upon type of occurrence Out of the total of 128 occurrences Ship construction were considered to be the main cause for 8 accidents. Page 23

26 Distribution of the factor Technical fault in equipment based upon type of occurrence Out of the total of 128 occurrences Technical fault in equipment was considered to be the main cause for 31 accidents. Page 24

27 Distribution of the factor Handling/design of equipment based upon type of occurrence Out of the total of 128 occurrences Handling/design of equipment was considered to be the main cause for 8 accidents. Distribution of the factor Communication/organization/routines based upon type of occurrence Out of the total of 128 occurrences Communication/organisation/routine was considered to be the main cause for 7 accidents and 1 near-accident. Page 25

28 Distribution of the factor Aspects of on board personnel based upon type of occurrence Out of the total of 128 occurrences the Aspects of on board personnel was considered to be the main cause for 36 accidents and 4 near-accidents. The figure below shows the distribution of the various human factors based upon type of occurrence. Distribution of the factor Cargo/Cargo securing based upon type of occurrence Out of the total of 128 occurrences Cargo/Cargo securing was considered to be the main cause for one (1) accident. Distribution of Other known/unknown cause based upon type of occurrence The main cause for two (2) accidents is considered to be Other known/unknown cause Page 26

29 Fire/explosion One occurrence has been considered to be total loss - see Accout of foundered vessels. The remaining occurrences have been considered to be less serious casualties. Fire in engine room has been the cause in three (3) of the accidents. No hazardous discharge or oil spillage is known to have occurred. No Near-accident has been reported. Fire/explosion by type of vessel Fishing Passenger Tanker General cargo Other Total Primary cause over-all distribution by main group Page 27

30 Fire/Explosion (cont d.) Primary cause by type of vessel Page 28

31 Place on board at the occurrence, by type of vessel Fire/Explosion (cont d.) Page 29

32 Fire/Explosion (cont d.) Operational mode of the vessel Operational mode of the vessel Fishing Passenger Tanker General cargo Other Total At the quayside Underway Total The figure shows fire/explosions by type of vessel and construction material Page 30

33 Grounding One (1) occurrence has been considered to be serious casualty; see Account of Serious casualties. The remaining occurrences have been considered to be less serious casualties. No hazardous discharge or oil spillage is known to has occurred. No near-accident has been reported. Distribution by type of vessel. Fishing Passenger Tanker General Cargo Other Total Primary cause over-all distribution by type of main group Page 31

34 Grounding (cont d.) Primary cause by type of vessel Contributing cause by type of vessel The diagram below shows, if applicable, causes contributing to the main cause, by type of vessel. Page 32

35 Consequences of damage to the hull Grounding (cont'd.) Damage to hull (water ingress) Fishing Passenger Tanker General cargo Other Total No leakage Minor leakage Total Pilot on board/not on board/pilot exemption cert. connected to the occurrence Pilot Fishing Passenger Tanker General Cargo Other Total Not on board On board Unknown Total Number of groundings per month and year Page 33

36 Grounding (cont d.) Visibility conditions in % Definition of visibility conditions Good visibility >5 M Moderate visibility 2 5 " Poor visibility " Haze, light fog, precipitation Fog <0.25 " Light conditions in % Page 34

37 Collisions with other objects All the occurrences have been considered to be less serious casualties. No foundering and no hazardous discharge or oil spillage is known to have occurred. One near-accident has been reported. Collisions with other objects by type of vessel Fishing Passenger Tanker General Cargo Other Total Primary cause over-all, distribution by type of main group Page 35

38 Collisions with other objects (cont'd.) Primary cause by type of vessel Contributing cause by type of vessel The diagram below shows, if applicable, causes contributing to the main cause, by type of vessel. Passenger Current, wind, tide leading to drifting or other manoeuvre 2 Consequences of the damage to the hull Damage to hull (water ingress) Fishing Passenger Tanker General Cargo Other Total No leakage Total Page 36

39 Collisions with other objects (cont d.) Information if pilot was on board/not on board/pilot exemption certificate Pilot Fishing Passenger Tanker General Cargo Other Total Not on board On board Pilot exemption cert Total Operational mode of the vessel Operational mode of the vessel Fishing Passenger Tanker General Cargo Other Total At sea Port arrival Port departure Total Visibility conditions in % Definition of visibility conditions Good visibility >5 M Moderate visibility 2 5 " Poor visibility " Haze, light fog, precipitation Fog <0.25 " Page 37

40 Collisions with other objects (cont d.) Light conditions in % Collisions with other vessels One (1) occurrence has been considered to be serious casualty, see Account of Serious casualties. The remaining occurrences have been considered to be less serious casualties. No hazardous discharge or oil spillage is known to have occurred. There were eight (8) Near-accidents reported. Collisions with other vessels by type of vessel Fishing Passenger Tanker General Cargo Other Total Primary cause over-all, distribution by type of main group Page 38

41 Primary cause by type of vessel Collisions with other vessels (cont d.) Contributing cause by type of vessel The diagram below shows, if applicable, causes to the main cause by type of vessel. Page 39

42 Collisions with other vessels (cont d.) Distribution of the collisions between the vessels by nationality and type of vessel During 2009 three (3) Swedish vessels collided with each other, five (5) collisions were between Swedish merchant-/fishing vessels and pleasure crafts. Six (6) Swedish merchant-/fishing vessels collided with foreign vessels. Number of Swedish merchant ships and fishing vessels that have collided with other Swedish merchant ships and pleasure crafts Number of Swedish merchant ships and fishing boats that have collided with foreign merchant ships Page 40

43 Consequences of damage to the hull Collisions with other vessels (cont d.) Damage to hull (water ingress) Fishing Passenger Tanker General Cargo Other Total No leakage Unknown Total Information whether pilot was on board/not on board/pilot exemption certificate Pilot Fishing Passenger Tanker General Cargo Other Total Not on board On board Pilot exemption cert Total Operational mode of the vessel Operational mode of the vessel Fishing Passenger Tanker General Cargo Other Total At the quayside At sea Laid up Departure from port Total Page 41

44 Collisions with other vessels (cont d.) Visibility conditions in % Definition of visibility conditions Good visibility > 5 M Moderate visibility 2 5 M Poor visibility M Haze, light fog, precipitation M Fog < 0.25 M Light conditions in % Shifting of the cargo During 2009 has no shifting of the cargo been reported. Page 42

45 Damage due to leakage/capsize/weather Five (5) occurrences were considered to be a foundering, see Account of foundered vessels. The remaining occurrences were considered to be less serious casualties. No hazardous discharge was reported. No Near-accident was reported. Damage due to leakage/capsize/weather by type of vessel Fishing Passenger Tanker General Cargo Other Total Primary cause over-all, distribution by type of main group Page 43

46 Damage due to leakage/capsize/weather (cont d.) Primary cause by type of vessel Contributing cause by type of vessel The diagram below shows, if applicable, causes to the main cause by type of vessel. Page 44

47 Damage due to leakage/capsize/weather (cont d.) Consequences of damage to the hull Damage to hull (water ingress) Fishing Passenger Tanker General Cargo Other Total No leakage Minor leakage Unknown Total Engine failure All occurrences have been considered to be less serious casualties. No hazardous discharge or oil spillage is known to have occurred. No Near-Accident was reported. Engine failure by type of vessel Fishing Passenger Tanker General Cargo Other Total Primary cause over-all, distribution by type of main group Page 45

48 Engine failure (cont d.) Primary cause by type of vessel Contributing cause by type of vessel The diagram below shows, if applicable, causes to the main cause by type of vessel. Page 46

49 Consequences of damage to the hull Engine failure (cont d.) Damage to hull (water ingress) Fishing Passenger Tanker General Cargo Other Total No leakage Total Spillage During 2009 one (1) occurrence was considered to be less serious casualty. Fishing Passenger Tanker General Cargo Other Total Other occurrences All the occurrences have been considered to be less serious casualties. No Near-Accident was reported. Other occurrences by type of vessel. Fishing Passenger Tanker General Cargo Other Total Page 47

50 Other occurences (cont d.) Primary cause over-all, distribution by type of main group Description of occurrences and causes Towing of a barge. Due to increasing wind and sea, one looked for shelter. The towline broke and the barge got adrift. The barge drifted towards Bornholm, but after about 1 hour, before stranding, a Danish RIB 9 managed to get manning to the barge and the towline could be reconnected. Difficulties to disconnect the lifting yoke of a gantry crane onboard the ship. The driver switched off the remote control and went to report the fault. After a while he noticed that the yoke and the container were going up. He then tried to manoeuvre the crane and make an emergency stop, but it did not work. As the block ran into the block (in the top position) the tackle rope burst and the yoke and the container dropped down and hit the quay. It turned out that a relay in the hoisting motor did not work. The ship was moored in Helsingborg when a shopping trolley suddenly began to move in the heavy wind. The trolley hit a portlight on the ship. The glass of the portlight broke. 9 Rigid Inflatable Boat Page 48

51 Other occurrences (cont d.) Just before boarding a ship the tug had started to haul on the towline. A painter was caught in the propeller of the tug and the engine stopped. After the tug had been towed into land divers came and got the line off. No damage was noted. Fenders (truck tires) were being mounted. The derrick was hooked in the lower part of the tire in order to pull it away from its position. The derrick bent at its connection to the hydraulics and fell onto the foredeck. As the ship was shifting berths, about 100 metres, the ramp fell down onto the bulb. This was due to a misunderstanding in the VHF communication. The deck watch informed that the ramp was fixed ; the OOW understood that the ramp was in its position, whereas it in fact was stuck. In Gothenburg the ship loaded a container filled with offal. During the crossing to Fredrikshamn the cargo fermented and the container blow up. The offal spread onto the deck and cars loaded close by. The ship was moored with unelastic mooring lines. As the ship was being loaded the tension on one end of the line was so great that it burst. This was due to displacement of the centre of gravity and that the ship was hanging in the mooring. The loading had to be interrupted since the stern drifted out from the quay. Water flushed onto the deck over the stern ramp, which by mistake had been lowered in its extreme point. This was due to the fact that in the narrow space the master unknowing had touched the lever which controls the stern ramp. The master immediately started raising the ramp. The anchor suddenly reeved uncontrolled. It turned out that the coupling between the shaft and the winch mechanism was worn out and let go at strain. The coupling was provisionally welded. While dry docked, the ship slid off the bottom chock and ended up leaning against just one chock. At troubleshooting, it was found that the piston of the tool fastener on the forward crane was pulled to a maximum position, which had caused a negative angle. As one tried to change the angle, the fastener very quickly turned from a negative to a positive angle, causing one man to fall and hit his head and another man got a powerful blow on his hand. Page 49

52 Contributing cause by type of vessel The diagram below shows, if applicable, causes to the main cause by type of vessel. Page 50

53 Summary of reported ACCIDENT TO PERSONS Swedish merchant ACCIDENTS TO PERSONS Summary of reported accidents to persons 2009 Page 2

54 Summary of reported ACCIDENT TO PERSONS Swedish merchant Accidents to persons This section of the summary shows reported occupational injuries including those resulting in the loss of life of on-board personnel in merchant and fishing vessels and accidents to passengers and other persons on board vessels in PERSONS EMPLOYED ON BOARD OCCUPATIONAL INJURIES (occupational accidents/work-related diseases, incl. off duty on board/off duty ashore) incl. deaths Occupational accidents, absence from work occupational accidents resulting in death Work-related diseases Occupational accidents, without absence from work Commuting accidents Number ILLNESS/SUICIDE 3 DISAPPEARANCES - COMMERCIAL FISHERMEN Number OCCUPATIONAL INJURIES (occupational accidents/work-related diseases) incl. deaths 6 Occupational accidents, absence from work occupational accidents resulting in death Work-related diseases Occupational accidents, without absence from work PASSENGERS Number ILLNESS/SUICIDE 4 DISAPPEARANCES - PHYSICAL INJURIES physical injuries resulting in death OTHER ON BOARD 2 - Number PHYSICAL INJURIES 1 Page 3

55 Summary of reported ACCIDENT TO PERSONS Swedish merchant Page 4 Occupational injuries while on ship-duty In this section, the Maritime Investigation Unit of the Swedish Transport Agency presents statistics on occupational injuries sustained by persons while on ship-duty in 2009 in Swedish merchant and fishing vessels. Occupational injuries sustained by commercial fishermen are reported under a separate heading. The data was extracted on 15 April, Reporting and registration of occupational injuries (system as from 2002) In addition a form for reporting occupational injuries is used, which in part holds other information or changed type of information. Hereunder the most important changes are described, which influence the statistics as from 2002 and its comparability with previous statistics. Report on occupational injury The basic material for coding is the information given in the report on occupational injury. In the form for reporting a disability occurred during official service is stated i.a. information on the injured person, employer, and work situation, scope of damage and course of events at the occurrence. The new form is designed for improved registration of today's working environment factors and risks on the working site. It is also adapted to facilitate mechanical interpretation of the information. Variables At introduction of the new registration system also some new variables and classifications have also been introduced. These are in most cases based on recommendations from EU's statistical office EUROSTAT. Below is a short description of the most important variables used in the present publication. Deviation As from 2002 the deviation, which has caused an accident, is coded. The coding of the variable Deviation is based upon a classification, which is developed and recommended by EU's statistical office EUROSTAT. The variable Occurrence, which has earlier been used when reporting occupational accidents, is not coded after A deviation describes what has diverged from normal in a course of events. It may also be a deviation from the normal way of carrying out a task, where this deviation is a contributory cause to the accident. Deviation and occurrence (which were coded up till 2001) partly describe different things. If for example a person should fall from a ladder due to a material defect, this was generally regarded as a deviation. In the old classification, however, this type of misfortune would be considered a downfall accident. Scope and registration of the statistics The registration system, which was introduced in 2002, is adapted to the occupational injury report and the new EU classifications. All occupational injuries among gainfully employed are included, which means that within the group fishermen also self-employed people and family members working in the business are included. Occupational injuries mean accidents and sicknesses, which are the result of injurious influence at work. In ship work more or less all accidents, which have occurred during off-duty hours on

56 Summary of reported ACCIDENT TO PERSONS Swedish merchant board or in connection with certain organized recreational activities ashore, are considered as occupational injuries. This is due to the special working conditions of seafarers. The statistics comprise: reported occupational injuries causing minimum one day on the sick-list reported occupational sickness regardless of days on the sick-list As regards reported occupational injuries with no days on the sick-list (so called zero injuries) in addition to the exemptions mentioned above, only the total number is accounted for. Collection of data The basic information for the statistics is the REPORT on occupational injury. Registration routines are applied from April 1, As from that date all reports received are scanned. This means that photographs are taken of reports on occupational injuries and that certain information in the report is automatically registered, e.g. social security number and date of injury. Later on a manual review is made and corrections, if needed, are made in the automatically generated data. Furthermore a supplementary codification of certain information in the report is made. Occupational diseases will in the future be registered in the year that the report was scanned and not, as earlier, at the time when the occupational injury was reported by the employer. In practice this is not likely to have any great influence from the accounting point of view, since it will make a difference only for reports made just before the turn of the year. However, the occupational injuries will in the future, as in the past, be accounted for by date of injury. The employer/shipping company shall ensure that the occupational injuries are reported to the National Social Insurance Office. Information on the number of signed-on crew on a certain day can be obtained from the Seafarers Register. Using specific data The present information system has been developed both for official statistical use and to make it possible to process the data according to the needs for other users. Each piece of information, which has been recorded from the notification form, can be used to select the group of injuries that interests the user. The selected injuries can then be listed with all or portions of the registered information regarding curves or tables, according to different combinations of variables. For example, a specific shipping company can obtain information regarding occupational injuries on its vessels. Someone working with the construction of, or regulations for, ladders can find material about accidents involving ladders. Specially processed data on injuries related to ship-duty can be ordered from the Swedish Work Environment Authority. When providing material and tables, consideration must always be given to the fact that the work injury notifications are protected by the Official Secrets Act. Page 5

57 Summary of reported ACCIDENT TO PERSONS Swedish merchant Persons employed on board The total occupational injuries in relation to manning of merchant vessels, (occupational accidents occurring on-duty/off-duty and work-related diseases). A total of 230 ship-duty occupational injuries were reported in 2009 (excluding commercial fishermen). Out of the total number of accidents, 192 were occupational accidents (on-duty/ /off-duty) and 38 were work-related diseases. The number of reported occupational accidents without absence from work, so called zero injuries, which have not been included in the statistical summary, was 163 and the commuting accidents were 3 in A further explanation can be found in the section Scope and registration of the statistics. The number of active seafarers in 2009 was (the information is taken from the Seafarer s Register). By active seafarer it is meant that the person has worked in that capacity for at least 3 of the preceding 18 consecutive months. Number of active/signed-on seafarers Number/year Active seafarers Frequency of injuries The frequency of injuries is defined as the number of occupational injuries/100 active seafarers. The figure shows the number of occupational injuries/100 employees nationally. (The information was taken from the SCB/Rams 2008.) 1 One explanation for the decline in 2009, may be that data on enrolment for catering personnel in the inner water need not be submitted to The Swedish Transport Agency Page 6

58 Summary of reported ACCIDENT TO PERSONS Swedish merchant Frequency of injuries , number of occupational accidents/100 active seafarers Number of active seafarers by age and manning Age Total Manning Masters/Mates Deck crew Engineers Engine crew Catering Total Page 7

59 Summary of reported ACCIDENT TO PERSONS Swedish merchant Injuries by occupational accidents/work-related diseases and on-duty/off-duty in Year Total occupational accidents of which deaths Workrelated diseases Total Occupational accidents without absence from work Total Injuries by sex and occupational accidents/work-related diseases and on-duty/off-duty in 2009 Manning Total occupational accidents of which death Workrelated diseases Occupational accidents without absence from work Commuting accidents Total Masters Mates Deck crew Engineers Engine crew Catering Total Page 8

60 Summary of reported ACCIDENT TO PERSONS Swedish merchant Occupational accidents in 2009 Here the registered occupational accidents during ship work (during working hours and off-duty hours on board/ashore) for seagoing personnel are accounted for. Number of occupational accidents by manning and discrepancy Discrepancy Manning Masters Mates Deck crew Engineers Engine crew Catering Total Electrical problems fire/explosion Leak, outflow, overflow Collapse, fall, breakage of material Lost control of machine Lost control of vehicle, means of transport Lost control of handheld tool, utensil Lost control of treated object Fall of person Movement of body with no physical overloading Movement of body with physical overloading Physical violence, attack, traumatic experience Other unidentified Total Page 9

61 Summary of reported ACCIDENT TO PERSONS Swedish merchant Injuries by occupational accidents/work-related diseases and on-duty/off-duty in 2009 Manning Total occupational accidents of which deaths Workrelated diseases Total Masters Mates Deck crew Engineers Engine crew Catering Total Manning Total occupational accidents of which deaths Work-related diseases Total Masters Mates Deck crew Engineers Engine crew Catering Total Page 10

62 Summary of reported ACCIDENT TO PERSONS Swedish merchant Account of serious occupational accidents Date Local time Location and/or vessel s activity 2 April, Alongside 3 April, Alongside 12 April, Under way 12 July, Alongside Call sign/ number Vessel s name Construction material Gross tonnage Year built SCGL Roro vessel HELENA Steel SHIX Roro vessel FESTIVO Steel 1979 SLVH Passenger vessel STENA SAGA Steel 1981 SKPE Roro vessel ATLANTIC COMPANION Steel 1984 Account A crew member onboard the ship was polishing the windows to the cargo control room. He was standing on a ladder which started to slide. The crew member fell approximately three meters down onto the deck. He sustained a wound in his forehead and fractures to both elbows. Protective equipment was not used. While discharging roro-cargo in Dakar one of the guiderails of the weather deck door was hit by a crane truck. When the door was about to be closed it got stuck and the crew started to loosen it. A ladder was raised and leaned onto the door. One crew member was standing on the ladder when the door suddenly fell forward. The crew member got stuck in the ladder and sustained a broken leg. See accident report at A drunken passenger on board the ship tried to climb up a ladder between deck 8 and 9. He lost the grip and fell 3-4 meters down onto the deck. The passenger sustained head injuries and was evacuated with helicopter. The accident occurred while working with removal of two big pipes on board the vessel. As the pipes were lifted out through a shaft for transportation to the workshop, a fitter got his head squeezed when the pipes started to swing. Page 11

63 Summary of reported ACCIDENT TO PERSONS Swedish merchant Account of serious occupational accidents (cont d.) Date Local time Location and/or vessel s activity 12 August, Alongside 12 September, Under way 15 December, At anchor Call sign/ number Vessel s name Construction material Gross tonnage Year built SGHL Roro vessel VIKINGLAND Steel 1979 SKUN Roro-vessel ATLANTIC COMPASS Steel 1984 SJRZ Chemical tanker (IBC) BRO ANTON Steel 1999 Account Provision was about to lifted onboard the vessel using the crane. Two men were assigned for the work but one of them had to leave for another job. The other one had to handle both the crane and the sling. As the sling was tightened up by the crane at an unexpected movement of the hook, his right hand got squeezed and two fingers were torn off. The vessel has made a thorough report. A crew member was cleaning up a minor oil spill in a cofferdam on board the vessel. Accidentally the left hand of the crew member was sucked into the fan rotor of the emergency generator. Two fingers were amputated. The vessel was anchored outside Rotterdam and in the afternoon a lifeboat drill was conducted. When the mate showed the engineer how to release the rescue boat in the water, the hook opened up and the boat which was still suspended in the davit fell 14 meters down into the water. Two of the three crew members in the boat were injured. See accident report at Page 12

64 Summary of reported ACCIDENT TO PERSONS Swedish merchant Frequency of injuries number of occupational accidents/ 100 active seafarers The number of active seafarers and the number of occupational accidents by age in 2009 Age Total Number of active seafarers Number of occupational accidents Number of occupational accidents/100 active seafarers by age in 2009 Page 13

65 Summary of reported ACCIDENT TO PERSONS Swedish merchant Occupational accidents by deviation and sex Page 14

66 Summary of reported ACCIDENT TO PERSONS Swedish merchant Reported occupational injuries shown by age group, sex and estimated absence Page 15