Kvartalsvis Orientering 4/2008 - Søfartsstyrelsen

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Kvartalsvis Orientering 4/2008 Quaterly Information 4/2008 Temaundersøgelser Safety studies Danish cargo ships – Groundings 2000 to 2008 Summary There have nearly 5 groundings in average each year since 2000. There are no significant tendencies going up or down (3.1). Most of the groundings were involving ships under 3000 GT (3.1) the main part of which was ships with 2 navigators on board. In few cases an extra navigator was on board and in some cases extra non-navigators were on board (3.5). The consequences were in most cases minor. There was only one total loss and in one case there was a minor pollution. No persons were injured (3.2). At nearly 1/3 of the groundings a pilot was on the bridge. Most of these groundings occurred outside Danish waters with a pilot from a foreign pilot station (3.4). In relatively few cases strong wind and poor visibility were of any relevance.. Most of the groundings occurred under conditions with good visibility and fair wind. I was dark in 2/3 of the cases (3.6). 2/3 of the groundings occurred in narrow waters such as fiords, channels or canals (3.7). 2/3 of the groundings occurred in Danish, Norwegian and Swedish waters and the Baltic Sea (3.8). The groundings occurred at all times around the clock. Only between 2000 and 2200 hours the figures were significant higher. None of the groundings occurred in connection with change of watch (3.9). Navigation 28 groundings were related to navigation (4.1). In most cases it was dark. The grounding occurred in narrow or coastal waters, where full attention by the bridge team is required. In approximately half of the groundings the bridge team consisted of a navigator and a lookout, a pilot or an extra navigator. In the other cases the navigator was alone on the bridge. Insufficient focus on “bridge resource management” was a factor at some of the groundings where the bridge team consisted of more than one person. Often a designated lookout was not appointed. Several duties for the navigator, navigating, steering and lookout was a factor in some cases, when he/she was alone on the bridge in coastal and narrow waters. 18
Kvartalsvis Orientering 4/2008 Quaterly Information 4/2008 At a conservative estimate insufficient lookout was a factor in 1/3 of the groundings related to navigation. In general the officer on watch was an experienced navigator. In a little more than half of the groundings the master was in charge. 1/3 of the officers on watch had graduated as a master mariner. The rest had graduated as master (restricted) or other similar graduation. Only in one case it is recorded that the officer on watch fell asleep. In that case alcohol was involved and the bridge watch alarm was switched off. In many cases information is insufficient to estimate if fatigue had been a factor. . Fatigue has been a factor in 2 cases, and according to a subjective judgement by the Investigation Division fatigue may have been a factor in another 10 cases. AIS information from KLEVSTRAND’s grounding in 2006. Based on the relatively few numbers it is not possible to estimate the effect of bridge watch alarm in Danish cargo ships. Manoeuvring 7 groundings were related to manoeuvring. In 6 of these cases a pilot was on board. In 3 cases strong wing was a factor (4.2). 19
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Kvartalsvis Orientering 4/2008 - Søfartsstyrelsen

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