MARITIME SAFETY 2012-2021 - A decade of progress - Naucher
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
MARITIME SAFETY 2012-2021 A decade of progress Sponsored by
Shine a light on
maritime compliance risk
with the most advanced risk and compliance solution available
CONTENTS
Seasearcher Advanced Risk & Compliance
sees all, offering you a new view of validated maritime trading risk and providing a
level of insight you couldn’t see for yourself.
Billions of data points have been analysed with artificial intelligence to flag details of where
probable illicit activity has occurred across voyages.
2 3 4 8 10
Transformation will People are key to Executive Summary Things are getting Casualties
Validate compliance risk faster and reduce AIS gap investigations with expert analytics built on require new ways of furthering safety’s better all the time
Chris Pålsson, Head of Lloyd’s List Intelligence
models approved by the industry. thinking about safety progress Consulting, Lloyd’s List Lloyd’s List Intelligence
Intelligence infographic
Richard Clayton, Chief Knut Ørbeck-Nilssen,
Correspondent, Lloyd’s List CEO Maritime, DNV
Request your demo today
Visit www.lloydslistintelligence.com
Call US: +1 212 520 2747 | APAC: +65 6505 2084 | EMEA: +44 20 7017 5392 16 18 20 28 30
Technological shift Counting the Detentions Safety focus: Europe Hull and machinery
challenging the lives saved Lloyd’s List Intelligence and North Africa issues a focus area
shipping safety Steven Lett, Head of Lloyd’s List Intelligence for safety amid green
paradigm secretariat, International infographic fuel transition
Cospas-Sarsat Programme
Øystein Goksøyr, Head Marianne Strand Valderhaug,
of Department Safety DNV Maritime Class director
Advisory, DNV for technical support
32 38 40 42 44
Losses Safety must Know how to Seafarer safety and Recent Black
Lloyd’s List Intelligence come first transport your well-being support Swan Timeline
Helle Hammer, Managing cargo safely peaks in pandemic Lloyd’s List Intelligence
Director, Nordic Association Ivar Håberg, Director of Ben Bailey, Director of
of Marine Insurers (Cefor) Approval, Ship Classification Advocacy and Regional
DNV Engagement, The Mission to
Seafarers
RICHARD CLAYTON
Chief Correspondent, Lloyd’s List
CHRIS PÅLSSON
Author, Head of Consulting Lloyd’s List Intelligence
ADRIAN SKIDMORE
Sales Lead, Lloyd’s List Intelligence Published by Informa UK Ltd. © Informa UK Ltd 2021.
adrian.skidmore@informa.com
No part of this publication may be reproduced, stored in a retrieval system, or
LUCY SMITH transmitted in any form or by any means electronic, mechanical, photographic,
Program Manager, Lloyd’s List Intelligence recorded or otherwise without the written permission of the publisher.
NEIL WIESE Lloyd’s is the registered trademark of the society incorporated by the Lloyd’s Act
Commercial
Maritime safetyEditor, Lloyd’s List
2012-2021 decade of progress // Lloyd’s List Intelligence 1871 by the name of Lloyd’s.
– AIntelligence 1
Introduction Introduction
TRANSFORMATION WILL PEOPLE ARE KEY TO
REQUIRE NEW WAYS OF FURTHERING SAFETY’S
THINKING ABOUT SAFETY PROGRESS
SAFETY is not the absence of danger, nor is it businesses are broken, reputations are lost. The The welfare of our seafarers and the environment Incoming alternative fuel technologies will
a checklist with ticks alongside. Safety is the answer is not to reiterate the mantra about lies at the core of safe and sustainable ship require a renewed safety focus to understand
foundation on which you build your life, and your ‘human error’ but to dig deeply, to share widely, operations. and mitigate potential hazards that can put
life’s work. Moreover, it’s not a box separated and to implement intelligently. lives and vessels at risk.
from the other boxes that make up a business The decline in the number of vessel casualties
operation, it’s the box within which your business Speaking on a Lloyd’s List podcast following the and losses over the past decade is testament A human-centric approach to design and
is carried out. release of a new analysis, Closing the Safety to the shipping industry’s efforts to improve operation is therefore essential when
Gap in an Era of Transformation, DNV Principal safety standards towards the overarching goal of developing new technologies, automated
It does not follow that shipping is safer because Consultant Fenna van der Merwe warned that safeguarding life, property, and the environment. processes, and systems to ensure they are
By Richard there have been fewer accidents and incidents. safety is not an add-on. focused on the end user so that their potential By Knut
Clayton A reduction in casualties might indicate that Measures such as increased digitalisation and can be realised in a safe and sustainable Ørbeck-Nilssen
Chief something is going right – it should spur us on to “Our research showed that we need to automation of ship systems, modern class rules, manner for the transformation of shipping. CEO Maritime,
Correspondent, DNV
understand what that might be. continue to focus on the people on our way to better vessels and tighter regulatory supervision
Lloyd’s List
a safer, cleaner future in maritime,” she said. have contributed to this welcome safety trend. The pandemic underscored the value of our
Too often shipping accepts a level of risk and “Through breaking down silos we can generate seafarers to global trade. Their efforts to keep
measures the outcomes against that level. The a holistic picture of safety risk and collaborate Nevertheless, the toll of fatalities from ship the wheels of the global economy turning
sea is, after all, an unforgiving medium. Wind towards identifying and implementing accidents over the same period should not be throughout this incredibly difficult period
and waves, when whipped into turbulence, make mitigating measures.” forgotten or overlooked. The ambition must always was nothing short of herculean. The role
for a dangerous environment that challenges remain to avoid incidents at sea through a culture of seafarers will remain no less important
the ingenuity of engineers, designers, and It’s that holistic view that underpins safety at of continuous improvement, even as the tectonic as we progress into a future of greater
navigators. That won’t change when the balance all levels. Pointing to human error might have shifts of digitalisation and decarbonisation pose system complexity.
between humans and technology shifts in favour been accurate but it has not always been helpful new safety challenges for the industry.
of tech. in getting to the bottom of why accidents and If we want to ensure a safe, timely and
incidents happen. This report reveals that while At DNV we’ve identified a looming “safety gap” impactful maritime transformation, we as an
This DNV maritime safety report comes at a data is good and analysis of the data is even between shipping’s existing safety-risk approach industry, must embrace the potential in our
time of rapid change for shipping. The push better, it’s the insight offered through a holistic and ambitions for greater digitalisation and the seafarers and onshore personnel. Continual
for decarbonisation has become the dominant understanding of the maritime venture that is adoption of alternative, more environmentally competence development in these developing
driver for all sectors of the industry, while the the real basis for safer shipping. friendly fuels. The longer we wait to identify and areas is critical to manage the transition safely.
introduction of new technologies will bring new address these, the more the gap will grow. Silos must be broken down in a collaborative,
ways of working and demands a new mindset In 2015, an American cargo ship sank with the connected approach to fertilise knowledge
from everyone involved in shipping. loss of 33 lives. It was the deadliest American We need renewed risk controls and a new sharing, while safety data and information
maritime disaster since World War II. At the end regulatory approach, based on individual fuel should be shared for the betterment of safety
At a time of transformation, possible risks are of her human-centric analysis of the tragedy, assessments, knowledge, and experience. Simply at sea.
more likely to come from new fuels, novel published as Into the Raging Sea [4th Estate, applying existing rules and standards is not an
technologies, and ambitious expectations 2018], author Rachel Slade demanded to know, option. To develop these and close the safety gap Working on emerging safety risks will need
impacting one on another. This is when everyone “with all our sophisticated technology, how requires a collaborative, continual effort. to be balanced with issues that may seem
anticipates possible unintended consequences could an accident of this magnitude happen?” quite basic but are still out there; things such
and trains to expect the unexpected. Safety Class has a role to play acting as trailblazers for as cargo liquefaction, fires, and risks during
successes of the past will be no guarantee How indeed. The loss of the El Faro and her regulators, gathering expertise, partnering with manoeuvring. Preventing these issues lays the
against the challenges of the future. crew serves as a warning for the industry to industry, and developing guidelines. Suppliers, groundwork for keeping crews and vessels safe
be mindful that even when all precautions are owners, charterers, and yards can work together in a time of unprecedented transformation.
And it’s precisely at a time of transition that taken, safety must remain the priority. This to ensure a holistic approach to safety onboard
the industry needs to focus on why an incident report, with its overarching conclusion that the – where one decision impacts directly upon The industry is embarking on a Maritime
happened and not on who was to blame. In the number of shipping incidents is falling steadily another. And all stakeholders should work Renaissance. As we step forward into this
maritime industry, we see the same incidents despite a continued increase in fleet size, together to build fuel-specific competence and inspiring new era, we must keep safety at the
happening repeatedly. Lives are changed, supports the industry’s ongoing efforts. enable a culture of continuous improvement. core of technological progress.
2 Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence 3
Executive summary Executive summary
The long-term impact of the new fuels on
ships’ engines may not yet be fully known, but
it is known that machinery damage is the most Enhancements to safety and
common cause of casualty. Engine designers environmental protection in the
and other stakeholders must, and will, follow this
development closely. past decade have been remarkable
The route to decarbonisation tops the agenda as
much for shipping as it does for other sectors of
the global economy. There is great uncertainty
about how ships should be fuelled, propelled, of containers. Charter and freight rates surged.
and designed to meet both future environmental Idle ships were taken into service and new ship
targets and business demands. ordering regained momentum.
LNG has been the alternative fuel of choice over It was challenging to change crew as travelling
the past 10 years, with high numbers recorded for was heavily restricted. There were many examples
2021, thus positioning LNG as a relevant fuel for of crew being stuck onboard ships for months
many. Ships ordered with electro fuels, hybrid, or longer than planned.
fully electric drives are on the increase, and further
solutions are likely to emerge. In 2020, unrelated to the pandemic, the 200,00 dwt
bulk carrier Wakashio ran aground on a reef south-
Every one of these solutions brings a requirement east of Mauritius in July. The ship later broke into
to evaluate all safety aspects. two. At the time, the crew had been onboard the
ship much longer than usual due to the pandemic.
One year later, they were still in Mauritius, held
PANDEMIC IMPACT ON SAFETY in custody without charge. The ITF called on the
EXECUTIVE SUMMARY
Mauritius government to release the crew.
Shipping has not been immune to the impact
of Covid-19. Indeed, much to the delight of the One of the most disastrous incidents in 2020 was
often ‘unsung’ world of shipping, the global the explosion on 4 August in Beirut port, Lebanon.
community has been made even more aware of The explosion destroyed port infrastructure, killed
the importance of seaborne trade logistics through 200 and injured more than 6,500 people. Several
Don’t let ‘safer’ be the enemy of ‘safest’ pandemic-related supply chain problems. ships in port were also damaged. The passenger
vessel Orient Queen was severely damaged at
Passenger shipping, in all its forms, was berth. The ship later listed, capsized, and sank.
THIS comprehensive report into maritime safety is In the early 1990s, the global shipping fleet immediately and heavily impacted by the
based upon data drawn from the decade spanning was losing vessels at a rate of 200-300 each pandemic. Because passenger vessels are involved Navigational safety drew global attention in 2021
2012-2021, up to the mid-point of 2021. year. The current rate of attrition is between in a relatively high share of safety incidents, through the plight of the Ever Given. The container
50 and 100 vessels a year. This is even more particularly machinery damage and contacts, ship ran aground in the Suez Canal on 23 March,
Using the unique databases of Lloyd’s List remarkable given the fact that there are almost those numbers dropped as activity stopped. blocking canal traffic for six days. The incident
Intelligence, we have reviewed 866,000 130,000 ships in the global fleet (100 gross headlined the news agenda around the world as
inspections, 26,000 detentions, 22,000 casualty tons+) compared with just 80,000 ships some Tanker shipping activity followed a different track. the importance of free-flowing maritime traffic
incidents, and 1,000 losses. 30 years ago. Oil prices plunged in the northern spring of 2020 suddenly became evident to everyone.
and trade intensified as oil market stakeholders
By Chris Pålsson Through interrogation of that data, we have Much has happened in the past ten years to which seized the opportunity to stock up at low prices.
Head of identified a gratifying, overall pattern of this report refers. Many tankers were chartered for storage. DOWNWARD TREND FOR DETENTIONS
Consulting, improvement in maritime safety, although there
Lloyd’s List
can be no room or time for complacency, and Container carriers saw activity drop early in 2020 The average number of vessels inspected each
Intelligence
critical issues lie ahead for shipping. MACHINERY DAMAGE THE PEAK as China went into lockdown. As China gradually year between 2012 and 2019 was 94,800. Fewer
CASUALTY CAUSE opened, Europe and the US shut down. Stocks inspections were carried out in 2020 because of
However, it does no harm to look at what has been continued to pile up, with serious disruptions to the pandemic. The overall trend for the period
achieved as a result of targeted and consolidated In January 2015, the sulphur limits in the SECAs the supply chain worldwide. from 2012 onwards reveals a decline in the
effort, even as the industry seeks solutions for (sulphur emission control areas) were capped to number of inspections despite a steady growth of
future issues to be confronted. 0.1%. Five years later, a global sulphur cap of 0.5% Basic services were gradually reinstated, but the global fleet.
entered into force. Consequently, more fuel types challenges quickly mounted, with stockpiles,
Enhancements to safety and environmental have entered the market to make it possible for reduced capacities in ports, limited availability While this is true for the entire fleet, the underlying
protection in the past decade have been remarkable. ship operators to comply with regulations. of trucking, labour shortages and a shortage details show a slightly different trend.
4 Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence 5
Executive summary Executive summary
The number of inspections is increasing for the of ships, slightly more than half (54%) of the the number of casualties are calculated in
growing fleets of bulk carriers, container ships fleet was built since the turn of the millennium. relation to the size of the fleet in any given year,
and gas carriers, and are on a sustained level for However, in terms of gt, fully 88% of the fleet the peak year was 2014. Casualty numbers have While fewer passenger ships
other tankers. However, fleets which are declining has been built since 2012. So, in general terms, declined since 2017, and the incident rate has are being lost, every lost
in number are seeing a diminishing number large ships are young and old ships are small. (see declined since 2014.
of inspections. Figure 1 showing world fleet age profile by gt and vessel is one too many
year built) While machinery damage continues to be the
Gratifyingly, inspections that lead to detentions main cause of casualties, as mentioned above,
are following a clear downward trend. By 2019, there is not enough detailed data evidence yet
detentions were 40% fewer than in 2012, a 2014 OR 2017? A PEAK YEAR FOR CASUALTIES to make a definitive determination as to why
remarkable reduction. The number of detained this is, but factors such as new fuels, change of
ships was down for all vessel types, but most of all Most detained vessels are small, below 10,000 speed and other measures to remain compliant
for general cargo carriers. Over the years, general gt, and close to half of the small vessels with EEXI and CII could increase the risk of constrained, and contracts commonly awarded
cargo carriers have been the most detained are 25 years or older. When ships reach the machinery failure and damage. to the lowest bidder. Those low bids, more often
vessels, but since 2019 detained general cargo second half of their lifecycles, it is common for than not, are backed by older ships with lower
carrier numbers are on about the same level as ownership and flag to change, so ships end up One of these factors, bunker fuel quality, is capital costs.
bulk carriers. with smaller shipowners. That might mean ships expected to emerge as an increasing source
receive better care and are properly maintained, of scrutiny in incident reporting as more fuel
In that context, it should be mentioned that there but there are risks too; resources are limited types become available on the market. In NEWBUILDING PRICES ON THE RISE
are almost twice as many inspections of bulk in tougher times, with resulting implications recent years, low sulphur fuels and LNG have
carriers than of general cargo carriers, so the share for the frequency of service, maintenance, become widely offered. Bio-fuels and electro- The ultimate failure for maritime safety is when
of inspected ships that lead to detention is still and repair. fuels are still relatively rare but will be more a ship is lost, and people onboard lose their lives.
higher for general cargo carriers. readily available in the near term. The potential While fewer passenger ships are being lost, every
A total of 21,746 casualties were recorded impact on the frequency of machinery damage lost vessel is one too many. Climate change is
The world fleet consists of 130,000 ships of 100 gt over the past decade. The year 2017 saw the is uncertain, but fuels and lubricants specialists leading to more extreme weather and weather
and above, aggregating 1.56 billion gt. By number greatest number of casualties, although when have issued warnings. events, which must be understood and for which
preparations will have to be made in order to
Ship engines perform best when running protect lives and livelihoods.
at ratings defined by the engine designers.
Number of ships The engine should match the ship’s size and Ship designs to match rougher weather
30,000 targeted design speed. In the past decade, conditions may run up against environmental
ship speeds have been reduced to save fuel targets. Stronger engines and more robust hull
and costs. If slow steaming is maintained for constructions lead to higher energy consumption.
months or years, there will be an impact on Upgraded ship designs and construction materials
25,000
engine reliability. The seriousness of this impact will be needed to meet both requirements, and
depends on how slow and for how long the newbuilding prices will therefore likely increase.
ships are ordered to operate at those speeds.
20,000 Small and old vessels are more likely to be lost
Lloyd’s List Intelligence records identify in excess than larger, newer ships. Passenger vessel losses
of 8,000 different engine designations. Many of result in more deaths than for any other vessel
them are variations of the same engine family, type, simply because there are more people
15,000 Lloyd’s List
but that reflects the many and unique engines onboard than just the crew. However, not many Intelligence is
available. It is too early and too diversified to passenger vessels are lost, and the trend is for the trusted expert
accurately forecast how hard the impact of fuel fewer losses year by year. When they are lost, the partner providing
10,000 switch will be on each engine type. number of deaths is high. professionals
connected to
The highest number of casualty incidents involve As this report outlines, the trend in maritime maritime trade
5,000 general cargo carriers and passenger vessels. As safety is positive: life at sea is becoming safer. with transparent
50,000 gt+
mentioned above, these are large fleets with a However, I see many safety challenges ahead, so data, validated
10,000-49,000 gt analysis, and
significant share of old and small vessels. These the successful safety work of the past must be
1,000-9,000 gt actionable insight
are often low-margin business operations, which intensified to keep the trend line pointing in the
0
Infographic Infographic
THINGS ARE GETTING BETTER In the period 2012-2021, the number of ship losses has fallen from 132 to 58 in 2020, while
ALL THE TIME casualties have declined from 1,900 to 1,500. This is in spite of a steady rise in the number
of ships. The result is an encouraging fall in casualties as a share of the world fleet.
Number of safety incident reports Detentions Casualties Losses World fleet World fleet, number of ships
6,000 140,000
132
1,922
61%
5,000 130,175 130,000
of losses were due
to foundering
4,000 120,000
116,359
37%
3,629
3,000 110,000
of casualties were
39 25+ years old
1,537
2,000 100,000
1,000 90,000
33%
of detentions were
966
25+ years old
0 80,000
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 (January- August)
Share of
world fleet
4.9% 4.8% 4.7% 4.7% 4.3% 4.1% 3.8% 3.5% 2.9% 2%
8 Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence 9
Casualties Casualties
2014 growth in numbers. In the peak year 2017, classified as ‘non-serious’ that accounted for much
most of the increase was evenly spread between of the increase. The number of serious machinery
general cargo, container carriers and ‘other’ vessels. damages increased between 2014 and 2019.
As mentioned above, the world fleet has grown Ships that were wrecked, stranded, or involved
substantially over the period. When the total in collisions were relatively few in 2012-13. The
number of casualties is divided by the total fleet peak number was reached in 2014. The numbers
number each year to arrive at an incident rate, remained more or less steady 2015-2018. In
you get a slightly different perspective of the 2019, wrecked and stranded vessels decreased
development. The incident rate rose from 1.7% in noticeably, while the number of collisions showed
2012 to 2.0% in 2014. In the peak casualty year a marked decline in 2020.
2017, the incident rate was lower than in 2014, at
1.9%. After that, the rate declined to 1.7% in 2020. Reports about ‘contact’ hovered around an
average of 220 per year throughout the near 10-
If the number of incidents is put in relation to the year period. Fires and explosions averaged 192,
fleet dwt, we still see a peak in 2014 at 1.26% with a peak at 232 in 2019. ‘Foundered’ reports
per 10,000 dwt, but the decline was steeper than usually stayed below 100 per year. In 2018 they
if measured per number of ships and landed at were as low as 60. Foundering refers to vessels
0.97% in 2020. that submerge, capsize, and/or sink.
Hull and machinery damages were the most Data for 2021 only covers the period until mid-
common causes of casualty. They accounted August, but indications show numbers are about
for close to half (48%) of all casualties recorded 12% higher than for the same period in 2020
over the near 10-year period. Hull damages only and slightly higher than in 2019. They are higher
represented 5%, so machinery damage was the for hull and machinery, and on par or lower for
CASUALTIES
much bigger problem. the rest. However, this should be treated as a
statistical indication, not definitive.
The incidence of hull and machinery damage
peaked in 2017, when the numbers increased by General cargo. General cargo carrier casualties
153 from the previous year. That was the largest averaged 550 per year, which is the highest
year-on-year increase for the period. The damage among vessel type sectors. The casualty numbers
AS OF September 2021, the total world fleet 3.8% per year CAGR (compound annual growth reports increased notably in the years 2013, 2014 were lower in 2019 due to fewer collisions and
2.3Bn counted 2.3Bn deadweight tonnes (dwt) spread
on 130,175 ships. The fleet of bulk carriers was the
rate) for the dwt growth. Bulk carriers have grown
more than tankers – 65% vs 44%, but if the LNG
and 2017. In all three years, it was casualties machinery damage. Hull and machinery damage
dwt largest with 923M dwt, followed by tankers (incl.
gas carriers) with 765M dwt and container carriers
and LPG tankers are looked at specifically, these
fleets have grown by 78% and 81% respectively. 2,500
The total size of the
world fleet, as of with 289M dwt. The container carrier fleet growth has also been 2,250
January- August
September 2021 substantial, at 52%. The latter is based on dwt, if
Measured in numbers of ships, the fleet of general measured in teu (twenty-foot equivalent unit); the 2,000
cargo carriers was the most numerous cargo- fleet grew by 65% which better reflects the ever-
carrying vessel sector with 17,680, outnumbering larger ships added to the fleet. 1,750
tankers by a small margin, while bulk carriers
1,500
comprised 12,601 ships and container carriers The number of casualties recorded between 1st
5,362. Other fleets with large numbers of vessels January 2012 and mid-August 2021 totalled 1,250
were offshore, tugs, fishing, passenger vessels, 21,746. The number was relatively low in 2012, at Missing
and barges. 1,922. In 2013 the number of reported casualties 1,000 War loss/Hostilities
rose by 271 to reach 2,193, and the year after Foundered
750
The general cargo fleet consisted of many they increased further to 2,355. This was followed Fire/Explosion
relatively small and old ships. The average by a two-year decline until the period’s peak was 500 Contact
vessel was 4,700 dwt and 29.8 years old. Other reached in 2017, at 2,386. Since then, casualty
Collision
fleets which had a large share of old and small numbers have declined each year. 2021 is not a 250
Wrecked/Stranded
vessels were ferries (part of passenger/ferry in full calendar year, hence the lower number.
0 Hull/Machinery damage
the accompanying graph), tugs, and offshore PSV
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
(both part of ‘other’ in the accompanying graph). The increase in 2013 was attributable mostly to
passenger vessels and the ‘other’ group of vessel
Over the past ten years, the world fleet has grown types previously mentioned in this article. General
by 46% in dwt and 16% in numbers. That equals cargo and bulk carriers were behind most of the Figure 1: Incidents by casualty type 2012-2021
10 Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence 11
Casualties Casualties
700
600
500
Missing
400 War loss/Hostilities
Foundered
300
Fire/Explosion
200 Contact
Collision
100
Wrecked/Stranded
0 Hull/Machinery damage
12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21
General cargo Passenger/Ferry Other Bulk carrier Tanker Container Ro-ro/PCTC Gas carrier
Total (2012-2021) Total (2012-2021) Total (2012-2021) Total (2012-2021) Total (2012-2021) Total (2012-2021) Total (2012-2021) Total (2012-2021)
5,303 4,515 4,329 3,003 2,050 1,593 708 245
Figure 2: Casualty incidents by type and sector 2012-2021
accounted for about half of them, followed by 3.0% in 2014, 2015 and 2017, but the peak was recorded in 2019 and the lowest in the low far the lowest of all sectors, at an average of
wrecked and stranded (20%). There were 714 year was in 2016 at 3.1%. In 2018 to 2020, the (pandemic) activity year 2020. just 0.7%. This is probably not due to a supreme
reported collisions which equals 13% of the annual rate was 2.6%. A reduction in the number performance compared with other ship sectors,
total number of casualties over the period. Eight of collisions, wrecked and stranded vessels Other. Casualty reports for the diverse fleet of but rather due to a combination of lower activity
percent of the casualties were ‘contacts’. contributed the most to the lower figures. vessels included in the sector named ‘other’ for many ships and the fact that a high number
numbered 4,329. The highest number of reports of barges and pontoons are non-propelled and
The incident rate for general cargo carriers was Passenger/ferry. There were 4,515 casualties in this sector were for fishing vessels (1,572), tugs therefore will not sustain machinery damage.
above the fleet average. The peak was in 2014 at recorded for the period, giving an average of (849), barges & pontoons (220), offshore PSVs There could also be an element of under reporting,
3.6%; 2017 was also a year in which the rate was 463 per year. The peak was reached in 2019, (228) and reefers (194). but this is difficult to establish.
above average, at 3.5%. Since then, the rate has largely due to an exceptionally high number of
declined and last year it was 2.8%, slightly above hull and machinery damage compared to the The average number of casualties per year was Tanker. The number of tanker casualties
the rate in 2019. other years. The following year, the number 441. Casualties were lower in 2016 partly due to averaged 216 per year. The peak was in 2017,
dropped significantly, which is not surprising since fewer hull and machinery damage incidents, while mainly due to higher hull and machinery
Bulk carriers. The bulk carrier casualties hovered passenger vessel activity dropped markedly due to they were relatively high in 2018 and 2020. In damage. The hull and machinery damage was
around 314 per year. The highest number was in the pandemic. 2018, all casualty types increased. In 2020, hull and even higher in 2019, but the overall number
2016 when 347 casualties were recorded. They were machinery damage and ‘foundered’ increased. of casualties were slightly lower. The share of
lower in 2018, mainly due to fewer wrecked and Hull and machinery damage accounted for 58% collisions was somewhat high at 22%. Only gas
stranded vessels. The numbers increased in 2020, of all passenger vessel casualties, which is the Hull and machinery damage was the most carriers had a larger share.
primarily due to more hull and machinery damage. highest share of all vessel type sectors in this common casualty cause, as with all other sectors,
report. ‘Contact’ was also a common casualty but the share was 40% which is the lowest of all Tankers’ incident rate was below the total fleet
Hull/machinery damage and wrecked/stranded cause for passenger vessels, at 14%. This is a high sectors in this report. The share of fire and explosion average. The peak year of 2017 also resulted in
accounted for 66% of all casualties over the share, second only to the roro sector. The other was the highest of the vessel sectors, accounting the highest incident rate; 1.7%. From that level,
near 10-year period. The number of collisions causes all came in at a share of 10% or lower of for 15% of the reports. ‘Contact’, on the other hand, the incident rate dropped to 1.6% in 2019 and
represented 9% of total bulk carrier casualties. the total number. was at the other end of the scale at 7%. 1.4% in 2020.
The incident rate for bulk carriers was lower than The passenger and ferry sector showed the This is a large fleet of ships which at end of August Container. The container carrier casualty reports
that for general cargo carriers but higher than the highest incident rate of all sectors in this report. 2021 counted in excess of 64,000 vessels. From counted 163 per year on average. The highest
total fleet average. The incident rates reached The average per year was 4.6%. The highest rate this, it follows that the incident rates were by was in 2020 when hull & machinery damage and
12 Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence 13
Casualties Casualties
‘contact’ increased. Years with lower number of More than half of casualty reports come in from casualties over the past decade, that is true to If we then add the age structure, we see that
reports were 2016 and 2019. locations in Europe. This may not reflect the entire a degree. A little more than 8,000 of the 21,746 more than half of the casualties among ships
picture, assuming a degree of under reporting from casualties recorded happened to vessels that were smaller than 10,000 gt involved vessels that were
The incident rate is not showing any indications of a some areas outside of Europe. Since this is difficult 25 years or older. One third of ships in that age 20 years of older at the time of the incident. To
declining path when seen in relation to the number to establish, we can only present the data available. group were 40 years or older. summarise, the most common casualty was hull
of ships. However, If the rate is instead related to and machinery damage to an old and small ship.
the fleet teu, then the rate has come down. Seven percent of reports were from locations But it is also interesting to see that the group
in South China, Indo China, Indonesia and the of the oldest vessels’ share of total casualties Bulk carriers differ slightly from the general picture
Roro/PCTC. There were on average 72 roro Philippines. Another 5% were from Japan, Korea decreased over the period, from 40% in 2012 above. Even if the most frequent casualty was
casualties per year. That included the specialised and North China. Casualty locations in the Americas to 32% in 2020. The largest contribution to the seen in a small and old vessel, half of the incidents
pure car and truck carriers. The peak year was represented 22% and the Middle East 2%. lower number came from fewer wrecked and were with ships 10,000-49,000 gt that were
2014, and high numbers were also registered in stranded vessels, and to some extent also from younger than 15 years. A high share of the total
2019. The number of hull and machinery damage For casualties in NW Europe, general cargo and the number of collisions. The number for hull bulk carrier fleet fell within these ranges, so the
varied significantly between years, but for the passenger vessels were the most common type and machinery damage, on the other hand, numbers were not out of proportion.
near 10-year period they accounted for 46% of sector. Roro’s share was relatively high there. increased slightly.
casualties for this sector. Collisions and ‘contact’ General cargo and passenger vessel casualties There are relatively few ships in the container
were the causes of almost one third of casualties. were also most common in East Mediterranean The age group that has increased is the carrier fleet that are older than 20 years,
As with ferries, roro vessels have a high port call and the Black Sea. Iceland and northern 10–14-year-old. The growth is almost entirely due so the casualty numbers were mostly for
frequency which may contribute to a relatively Norway had relatively high shares of passenger/ to more hull and machinery damage. younger vessels.
higher share of these two casualty causes. ferry incidents. In Germany’s Kiel Canal, most
casualty reports involved general cargo and The tanker casualties were almost evenly
The incident rate was above the world fleet container carriers. A MATTER OF SIZE distributed over the age groups, but there was a
average, at 3.6% measured in numbers. Years with high degree of small vessels among them.
higher rates were 2014 and 2019. In the South Atlantic and east coast of South The size perspective is important for the overall
America, there was a high share of bulk carrier understanding of the situation since about two- The situation was different for passenger vessels;
Gas carriers. Gas carrier casualty reports were casualties. In the Arabian Gulf, casualties were thirds of all the casualties included in this report there was a clear dominance of old and small
few, with an average of 25 per year, but the fleet mostly for tankers and gas carriers. were with vessels smaller than 10,000 gt. Only vessels among the casualties. That reflects the
is also relatively small. At end of August 2021, the 7% involved the largest vessels, here defined as profile of the passenger vessel fleet, within which
fleet comprised 2,229 ships. The most common 50,000 gt and above. there are a significant number of vessels that are
casualty causes were hull and machinery damage, IS THERE AN AGE PROBLEM? both small and old.
collisions, and fire/explosion. Together, these Close to half of the casualties among the smaller
causes accounted for 84% of casualties. The It might be tempting to jump to the conclusion vessels were hull and machinery damage. This is even clearer in the general cargo fleet, in
incident rate was below world fleet average and that casualties increase towards the end of Wrecked and stranded account for 16%, and which 43% of all casualties involved vessels below
remained unchanged 2018-2020 at 1.2%. a ship’s lifecycle. Looking at the number of collisions for 13%. 10,000 gt and 25 years or older.
Casualty incidents, age at time of incident
2,500
Technology Technology
ship control systems with ongoing barrier Changes in the human and organisational
TECHNOLOGICAL SHIFT
management, similar to the offshore and aviation aspects are also needed, alongside the technical
industries, in line with the trend towards more shift, to ensure maritime systems are robust and
CHALLENGING THE SHIPPING
autonomous operations. resilient with a process in place for continuous
safety improvements.
SAFETY PARADIGM A fully autonomous vessel essentially is self-
learning as it is run by software solutions without The transition to automated systems will entail
a human interface, and its behaviour is constantly different roles and responsibilities for seafarers
changing with new upgrades and patches, so the who will be educated with more advanced
risk management regime cannot remain locked in training to provide vital safety support for
as has been standard practice. complex systems in a digital world. We call this
The number of maritime incidents has fallen but an emerging ‘safety gap’
‘humans in the loop’.
from adoption of digitalisation and decarbonisation technologies requires Consequently, the risk management model has to
change in traditional thinking on risk management and system integration be more responsive as autonomous technology
is introduced onto the bridge and in the engine HUMAN-CENTRED DESIGN
room, so that corrective action can be taken
A SHIFT to real-time risk management together make ships more vulnerable to systemic and remotely if the vessel behaves abnormally, DNV sees the need for human-centred design of
with a renewed focus on human and organisational cybersecurity risks that need to be assessed and allowing safety barriers to be added. systems with technologies that support human
factors are required to tackle emerging safety understood so they can be resolved. performance, as well as ‘function allocation’ so
hazards from digitalisation and decarbonisation in As traditional risk management methods become personnel and technology have defined roles to
the shipping industry, despite a dramatic reduction Similarly, alternative fuels such as hydrogen insufficient, it will be necessary to focus on system ensure complex integrated systems run smoothly
in accidents over the past decade. and ammonia are necessary to achieve performance in addition to component reliability even with increased centralisation and remote
decarbonisation of the fleet, but these have to manage increasingly complex ship systems. operation from shore.
Vessel losses have dropped by 70% since January specific safety challenges like increased
2012 and overall casualties are on a similar explosion or toxic risk that must be addressed From an organisational perspective, companies
By Øystein downward trend at the same time as the global and mitigated. DATA TRANSPARENCY must have a digital transformation strategy
Goksøyr fleet has grown significantly to 130,175 ships with in place to manage emerging risks across the
Head of a total tonnage of 2.3 billion dwt as of September Integration between ship systems presents a Digital twins that give an accurate virtual model entire organisation as it becomes a patchwork of
Department
2021 – an increase of 16% in number and 46% big security risk if not managed properly as it of the asset can be used for real-time product multiple stakeholders and suppliers.
Safety Advisory,
DNV in deadweight tonnes, according to the latest requires an open ‘plug-and-play’ data interface and process verification to ensure safe and
incident data from Lloyd’s List Intelligence. for all equipment suppliers, compared with the reliable systems. With DNV as a partner, the Open There are four main areas for such
traditional model of having multiple company- Simulation Platform joint industry project has transformation covering a strategic roadmap,
The number of casualties resulting in losses fell based black box standards. proven the efficacy of this technology. smart fleet transformation, management
from 132 in 2012 to 39 up to mid-August of 2021, implementation and smarter ship operations that
while the annual tally of casualties has shown an However, such technical issues are being addressed DNV sees holistic risk management, including are supported by remote and data-driven services
increasingly steep decline over the past four years with DNV’s new Data Infrastructure class notation a systemic perspective on safety, as key to from DNV, for example remote technology for
after reaching a peak for the period of 2386 in to standardise data interfaces – including data managing safety risks on the pathway to a more ship inspections.
2017, with around 1600 casualties so far this year. from sensors – as well as the Cyber secure class digitalised, carbon-neutral industry.
notation to verify the security of IT and OT systems Digital connectivity has undoubtedly played an
Despite the positive safety trend, there is no in line with IMO requirements and above. Increasing automation of ship systems will important role in reducing casualty figures through
room for complacency as the risk picture for necessitate greater data transparency so that such systems as online weather and navigational
shipping is changing with adoption of increasingly incident data gathered from ship operations can updates, and also has great potential to improve
complex digitalised systems and alternative fuel SYSTEM INTEGRATION be shared industry-wide for learning purposes to safety in future, provided systems and rules are in
technologies to meet emissions reduction goals. optimise best practice. place to manage the risk.
Increasingly complex and integrated systems call
for a dedicated system integration role. This is a
Digital twins that
THE RISK OF A GROWING SAFETY GAP relatively new role in shipping and, together with
give an accurate
standardised rules, it needs to be implemented
virtual model of
DNV has identified an emerging ‘safety gap’ as and strengthened to close the safety gap with
the asset can be
the industry takes onboard digital control systems uptake of new technology in the industry, as any
used for real-
running on algorithms with software and sensors system failures could halt adoption at scale of vital
time product
that become more complex as the myriad systems technologies that can also benefit safety in the
and process
become interconnected. long run.
verification to
ensure safe and
These systems are designed to enhance operating There is set to be a shift away from rigid risk
reliable systems
efficiency, such as by cutting fuel consumption management practices towards remote, real-
to reduce costs and emissions, but they also time continuous risk monitoring of the various
16 Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence 17Cospas-Sarsat analysis Cospas-Sarsat analysis
COUNTING THE LIVES SAVED
The International Cospas-Sarsat Programme uses satellites to detect and
locate people who activate emergency beacons when life is threatened.
About half of the calls received are from mariners
FORTY years ago, at the height of the Cold War, and submitted through reporting channels to
allies and adversaries collaborated to build a its Secretariat, the administrative arm of the
satellite system to find people in distress. The programme located in Montréal, Québec, Canada.
objective was to pinpoint aviators who activate
emergency locator transmitters (ELTs) and The SAR-receiver payloads that listen for distress
mariners who activate emergency position- signals and the satellites upon which they ride are
indicating radio beacons (EPIRBs). Canada, France, provided by the four founding governments, as
the former Soviet Union, and the United States well as by the European Commission, the European
conceived and initiated this humanitarian project Organisation for the Exploitation of Meteorological
By Steven Lett from technology otherwise being developed Satellites (EUMETSAT), India and, soon, China. The
Head of for national scientific or security purposes. The distress alerts received from beacons are relayed
secretariat,
Russian Federation later assumed the role of the by these satellites to government agencies that
International
former Soviet Union. can take action for rescue, as well as the home
Cospas-Sarsat
Programme country of the beacon owner.
Today, the International Cospas-Sarsat
Programme, an intergovernmental, treaty-based Compatible beacons, ones that operate at
organisation, has 45 associated countries and 406 MHz, are made by dozens of different
agencies that co-operate in delivering those manufacturers, and can be purchased from retail
distress-alert messages free of charge to more stores, online, or as original equipment on a vessel
than 200 countries and territories that can take or aircraft. Cospas-Sarsat does not make or sell
action for rescue. beacons, but it reviews independent laboratory
testing of all models to ensure that they meet
Cospas-Sarsat’s dedication to mariners and rigorous specifications. Beacons small enough
others is enshrined in its constituting treaty to be easily carried in a pocket or on a lifejacket government authorities do not report back to the through satellite trilateration. Cospas-Sarsat is
instrument, where it is noted that the “purpose (personal locator beacons: PLBs) also are now Cospas-Sarsat Secretariat. unique in allowing for dual, redundant means of
of this agreement is to support, by providing widely available. finding persons in distress.
distress alert and location data [on a non- The continued value of Cospas-Sarsat is seen in
discriminatory basis], the objectives of the 2020 statistics. In all environments, Cospas-Sarsat Furthermore, there are no subscriptions or other
International Maritime Organization (IMO) and A HELPING HAND assisted in the rescue of 2,278 people from 951 fees imposed by Cospas-Sarsat (although a
the International Civil Aviation Organization distress incidents. Forty percent of the people few countries have license or registration fees).
(ICAO), concerning search and rescue”. The overwhelming beneficiaries of Cospas-Sarsat rescued were in a maritime environment. There are estimated to be as many as 2.5 million
are mariners, whether commercial or recreational. beacons deployed today, with over a million of
Typically, about half of all distress alerts received Cospas-Sarsat beacons are built to be easily those being maritime EPIRBs. There may be as
SUMMARY OF SAR EVENTS AND PEOPLE and managed are from maritime incidents. Since activated, even by untrained persons, and are many as 400,000 ELTs and one million PLBs, the
RESCUED (SINCE SEPTEMBER 1982) the first Cospas-Sarsat-assisted rescue in 1982, portable (or “float-free”) so that they do not “go latter often being used in aviation and maritime
through to 2020, Cospas-Sarsat has provided down with the ship”. They have batteries that can environments, such as on lifejackets.
The IMO and ICAO are specialised agencies of the only alert to SAR authorities of maritime last in standby for years and perform well even in
the United Nations that, among other things, set distress in 2,447 SAR events, the first alert in 2,942 frigid temperatures. Many beacons have a built-in
An important reminder: Remember to register your EPIRBs or other beacons.
global safety standards. As of the end of 2020, incidents, and supporting data in 3,361 cases. navigation receiver (e.g., for GPS, Galileo and/or
This could mean the difference between life and death. Registration provides
Cospas-Sarsat has helped to save more than That is assistance in nearly 9,000 life-threatening Glonass satellites) or can be connected to receive SAR authorities with important information about your vessel, people to
53,000 people involved in over 16,000 search-and- maritime emergencies. Those emergencies position data from a vessel’s bridge instruments. contact in an emergency, and other information that can help rescuers
rescue (SAR) events. This is an undercount, because involved 39,705 people. These statistics too are Such beacons report their position in a distress better execute a rescue plan, while avoiding needless searches in cases
Cospas-Sarsat statistics only include cases when significant undercounts. Cospas-Sarsat contributes message. But even without this information, of false alerts. Means of registration vary by country. Determine where to
a reliable after-action report has been prepared to the rescue of many people in incidents that Cospas-Sarsat can locate an activated beacon register your beacon at bit.ly/2TMGABT.
18 Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence 19Detentions Detentions
Number of detained vessels
4,000
3,500
3,000
2,500
2,000
1,500
Gas carrier
Passenger/Ferry
1,000 Ro-ro/PCTC
Container
DETENTIONS 500
Other
Tanker
Bulk carrier
0 General cargo
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
SHIP inspections form a fundamental part of The number of unique vessels inspected each year
maritime safety enforcement. According to records (2012-2019) was 35,600 on average, meaning
from Lloyd’s List Intelligence, 866,000 inspections that each vessel was inspected an average of 2.7 Figure 2: The number of detained vessels by vessel type sector
were carried out from 1st January 2012 until mid- times per year. The share of the total world fleet
August 2021. The number of annual inspections that was inspected each year amounted to 29%.
averaged 94,800 for the years 2012-2019. The For most cargo or passenger vessels, the share The number of detentions for the same period terms, down 55%. The drop in container carrier
numbers dropped in 2020 as the pandemic was significantly above 29%. The vessel sector totalled 25,972. That means that 3% of vessel detentions was 43%. Detained vessel numbers fell
reduced the ability to carry out inspections, and named ‘other’ pulled the overall share down, since inspections led to detentions. In 2012, more than for all vessel type sectors during that seven year
vessel activity declined for whole or parts of 2020, there were a significant number of vessels not 3,600 vessels were detained. In 2019, that figure period, and that trend continued in 2020.
depending on vessel type and location. The data inspected in that sector. The share of reported had dropped to 2,187 which took the percentage
for 2021 does not cover the entire year, hence inspections of passenger vessels and ferries was of detained vessels down from 3.7% to 2.4%. That If the data for 2021 is scaled up to a full year,
lower numbers of inspections and detentions. also somewhat low. share remained the same in 2020, and in the first based on the first 7.5 months, it appears that the
7.5 months of 2021 it had dropped even further. number of detentions will be lower than in 2019,
but higher than in 2020. It should be underlined
Number of inspections
It is positive for the industry that both the actual though that this appearance is the result of a
100,000
number of detentions and the share have followed statistical exercise and not fact.
a declining path. It should be noted that the
80,000 number of inspections also dropped; from slightly The detained vessels’ flag registration is identified
above 97,000 in 2012 down to 92,400 in 2019. for most reports. As many as 150 different flag
In that same seven year window, the world fleet states were identified in the approximately 26,000
60,000
increased by almost 12,000 vessels, so the share detentions between January 2012 and August
of inspected vessels fell too. The reduction was 2021. The top five flags appearing in detained
40,000 almost entirely attributable to fewer inspections of vessels were Panama, Liberia, Marshall Islands,
general cargo vessels. Malta, and Cambodia. They represented 11,120 or
20,000
43% of the total number of detentions.
The number of detentions decreased by 40%
Detentions between 2012 and the end of 2019, and by 60% It is only fair though, that this incidence
0 Inspections by the end of 2020, a significant reduction by information is seen in relation to the total
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 any measure. number of vessels registered under each flag.
That is potentially contentious, given that
The general cargo sector detentions declined the many ships change flag several times during
Figure 1: The number of inspections and the share of inspected vessels that were detained most – both in absolute numbers and in relative their lifecycles.
20 Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence 21Detentions Detentions
Number of detained vessels per flag Number of detentions, top-10 flags by year
4,000 Detentions Inspections
Comoros
Singapore
3,500 Sierra Leone Inspections
Hong Kong 44,617
Belize
2021
Togo
Malta Detentions
Marshall Islands 1,048
3,000 Liberia
Panama
Moldova
Bahamas
Belize Inspections
2,500 Togo 60,532
Singapore
2020
Hong Kong
Malta Detentions
Marshall Islands
Liberia
1,466
2,000 Panama
Cyprus
Hong Kong
Sierra Leone Inspections
Singapore 90,224
1,500 Malta
2019
Belize
Togo Detentions
Marshall Islands
Liberia
2,187
Panama
1,000 Other 145 + unknown
Singapore
Tanzania
Cambodia Antigua & Barbuda Inspections
Sierra Leone 92,412
Malta Belize
2018
500 Marshall Islands
Togo Detentions
Marshall Islands Malta 2,369
Liberia
Liberia Panama
0 Panama
Comoros
Russia
Sierra Leone Inspections
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Belize 91,661
Tanzania
2017
Marshall Islands
Malta Detentions
Togo 2,619
Liberia
Panama
Figure 3: The number of detained vessels by flag
Belize
Hong Kong
Antigua & Barbuda Inspections
Sierra Leone 90,728
Cambodia
2016
As at the end of August 2021, the top five In 2012-2016, for example, an average of 15% Togo
Malta Detentions
Marshall Islands 2,933
mentioned above flagged 16% of the total fleet of Cambodian flagged vessel inspections led to Liberia
Panama
in numbers. Panama currently has 9,507 vessels detentions, and in eight of the past ten years,
Moldova
registered according to Lloyd’s List Intelligence Sierra Leone has shown up with a similar average, Sierra Leone
Hong Kong Inspections
data, which equals 7% of the total world fleet to mention just a few seen in the attached graph Russia
Antigua & Barbuda
91,795
2015
numbers if all vessel types are included. The (Number of detentions). Marshall Islands
Malta Detentions
Liberia flagged fleet counts 4,878 and equal to
Cambodia
Liberia
3,231
Panama
4%, Marshall Islands has 4,452 (3%), and Malta The vessel type sectors with the highest average
Sierra Leone
2,490 (2%). The Cambodia flagged fleet only has age at the time of detention in 2012-2021 were Hong Kong
Singapore Inspections
six vessels that match the criteria for inclusion in passenger and ferry with 26.3 years, followed by Belize
Marshall Islands
91,416
2014
Antigua & Barbuda
the register. The Cambodian fleet has changed roro/PCTC (25.7), ‘other’ (25.5), and general cargo Malta Detentions
over the period as have the number of detention (23.1). Bulk carriers and container vessels were on
Liberia
Cambodia
3,190
Panama
reports, which have been zero since 2017. average younger when detained. Tankers were on
Tanzania
average 15.4 years, and gas carriers 18.7. St. Vincent & Grenadines
Hong Kong Inspections
The number of detained Panama flagged vessels Belize 93,421
Marshall Islands
2013
Antigua & Barbuda
declined over the period, as they did for vessels The location where ships are detained is topped Malta Detentions
Liberia 3,300
flying the flags of Liberia, Togo, and Malta. For by China, Australia, and Russia. China is a leading Cambodia
Panama
Marshall Islands, the number increased slightly, origin or destination for seaborne traffic, so based Belize
but it should be noted that the number peaked in on that, the number detentions should statistically Sierra Leone
St. Vincent & Grenadines Inspections
2016, after which detention numbers dropped. be high. Singapore
Marshall Islands
93,537
2012
Malta
Antigua & Barbuda Detentions
Panama flagged vessels have topped the list of Australia is a leading exporter of iron ore, coal,
Liberia
Cambodia
3,629
Panama
detained vessels in each of the years 2012-2021, and in recent years, LNG, which explains the high
but Panamanian vessels are also inspected more number of bulk carrier detentions there. Detentions 0 5,000 10,000 15,000 20,000
than any other flag, so the share of inspections in Russia are high for general cargo carriers and
that leads to detention is lower than that of some roro/PCTC which are very frequent visitors at Russian
other flags. ports in the Baltic and Black Seas. Figure 4: Number of detentions and inspections, flags with highest number of detained vessels each year
22 Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence Maritime safety 2012-2021 – A decade of progress // Lloyd’s List Intelligence 23You can also read
