Prevention of accidental ship groundings

Abstract

This paper aims to carry out a detailed analysis of ship groundings with the intention of identifying the reasons for groundings and to suggest preventive measures to reduce such accidents.

Accident investigation reports of last 12 years published by nine flag States were analysed. Out of these nine flag States, seven flag States were within the top ten [1] of the flag States in terms of gross tonnage.

47% of the ships grounded had three navigating officers and a master. Which means possibility of encountering fatigue due to noncompliance with work and rest hours was less than the other ships with a smaller number of navigating officers. But still 16% of the groundings took place probably due to fatigue caused by noncompliance with work and rest hours. The number of groundings due to fatigue are more or less equal on ships with ‘3 navigating officers’, ‘2 navigating officers’ and ‘1 navigating officer’.

Only 7% of the strandings had taken place while an inexperienced officer was on duty. 56% of the groundings had taken place while the master was at the con of the vessel. Most of the groundings had taken place while experienced and high-ranking officers were on duty.

Highest number of the groundings had taken place while the vessel was enroute and groundings while a pilot onboard is also considerably high. 13% of the groundings had taken place after dragging anchors.

Number of bulk carrier groundings are considerably higher than other types of ships. Most of the bulk carriers were grounded while within or closer to port areas.

Lack of situational awareness, poor bridge resource management practices, noncompliance with ship’s SMS and possibly, complacency, fatigue due to autonomy/boredom has a higher impact on ship strandings.

Based on the outcomes of the research, number of suggestions are made where the IMO, ship operators, seafarers and ports should consider adopting and complying for the purpose of reducing ship groundings in future.