Marine Safety in Victoria Report 2007-2008 (PDF, 1.3 MB, 72 pp.)

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3.2 ‘Response only’ incidents (n=49) In 2007/8 the definition of ‘response only’ incidents was restricted to vessel disablements and persons in trouble and false alarms and non-marine incidents excluded. There were 49 commercial ‘response only’ incidents reported on the MIR in 2007/8, 15 more than in 2006/7 (n=34, excluding false alarms and nonmarine incidents). All were single vessel incidents. 3.2.1 Severity of ‘response only’ commercial incidents Most of the 49 ‘response only’ incidents did not result in any damage to property or person (n=38, 78%). The injury status of one incident was coded as ‘missing person’ but the incident description did not support this code. One incident caused serious injury (2%, a commercial fishing vessel skipper crushed his finger when deploying the anchor); one caused damage to property (2%) and another caused damage to another vessel (2%). In the remaining cases (n=7; 15%) the damage to person and/or property was undefined. 3.2.2 Waterway name Forty-one percent of response only incidents occurred on Port Phillip Bay, 25% on the Yarra River and a further 20% on Bass Strait. The remainder occurred on Corio Bay (8%), Western Port (4%) and Gippsland Lakes-Lake Victoria (2%). 3.2.3 Major causes (types) of incidents All incidents were disablements. 3.2.4 Vessel details Thirty-two (65%) of the vessels involved in the 49 commercial ‘response only’ incidents were foreign owned/registered. The other vessels involved were class 3 fishing vessels (n=7, 14%), class 1 passenger vessels (n=7, 14%) and class 2 non-passenger vessels (n=3, 6%). Seventy-six percent of vessels were greater than 12m in length, 8% were 8-12m long and 4% were 4.6-8m long. 3.2.5 Seasonal distribution, weather and water conditions Just over one third (35%) of the commercial ‘response only’ incidents were reported in the 3-month period March to May 2008, with the peak in May when 10 incidents occurred. The wind speed and water conditions were undefined or unknown for 21 incidents (43%) and for 4 incidents (8%) the wind speed was recorded but not the water conditions. Twelve incidents (24%) occurred in calm water conditions with wind speeds of 15 knots or less. Four (8%) occurred in choppy water with wind speeds of 9-15 knots, five (10%) in rough water conditions with wind speed ranging from 9 to over 30 knots and one (2%) in very rough water with a wind speed of over 30 knots. One incident (2%) occurred in a strong current with a wind speed of 9-15 knots. Weather and visibility was undefined or unknown for 24 cases (49%). In one further case (2%) the visibility was recorded (good) but the weather was coded as unknown and in another (2%) the weather was 18
ecorded (rain) but not the visibility level. Eighteen incidents (37%) occurred in clear weather with good visibility. Two (4%) occurred in cloudy weather with fair visibility, one (2%) in cloudy weather with poor visibility and one (2%) in cloudy weather with good visibility. One incident (2%) occurred in hazy weather with fair visibility. 3.2.6 Contributory factors Contributing factors were noted for 47 of the 49 ‘response only’ commercial incidents. Eighty-two percent of the primary contributory factors noted were material factors (n=44 incidents, either machinery or electrical failures), 8% were human factors (n=4; vessel disabled due to lack of fuel or lack of maintenance, vessel came adrift, vessel was steered into an object/sand when the operator was trying to free another vessel that had run aground) and 6% (n=3) were environmental (two due to tidal and bay conditions and the other to a length of canvas fire hose winding around the propeller). 3.3 Serious incidents (n=90) There were 90 serious incidents involving commercial vessels recorded on the MIR system in 2007/8, the same numbers in 2006/7. 3.3.1 Severity of serious incidents Incident severity is captured by two variables: incident severity and injury status. Table 1 shows the results of a cross tabulation of these variables. Where data were inconsistent i.e. injury status = minor injury and incident severity = serious injury a hierarchy based on personal injury severity (from fatality to minor injury) then property damage (vessel lost, property or other vessel damage, no damage) was applied Table 1 Commercial vessel ‘serious incidents’ by severity of incident and year, Marine Incident Reporting system 2006/7 and 2007/8 2006/7 2007/8 N % N % Serious injury incident 2 2 4 4 Minor injury incident, vessel lost - - 1 1 Minor injury incident, other vessel damage 1 1 - - Minor injury incident, no damage to property 1 1 5 6 Vessel lost, no personal injury - - 5 6 Other vessel damage, no personal injury - - 7 8 Damage to property only, no personal injury 28 31 7 8 No damage, no personal injury 58 64 61 68 TOTAL 90 100 90 100 Marine Safety in Victoria: July 2007 to June 2008 19
Page 1 and 2: Marine Safety in Victoria July 2007
Page 3: Contents Summary 6 1. Introduction
Page 6 and 7: Figures Title Page Figure 1 Trend i
Page 8 and 9: Summary This is the fifth MUARC rep
Page 10 and 11: • Nearly half (48%) of vessels we
Page 12 and 13: • Forty-four percent of admission
Page 14 and 15: 1.2 Data sources 1.2.1 Marine Incid
Page 16 and 17: of data is coded using the fourth A
Page 18 and 19: MSV has expanded this definition to
Page 22 and 23: There were no recorded commercial v
Page 24 and 25: 3.3.4 Vessel occupant details, PFD
Page 26 and 27: 3.3.7 Contributory factors to ‘se
Page 28 and 29: 3.4.1 Hospital admissions (n=4) The
Page 30 and 31: 4.5 Type of water and environmental
Page 32 and 33: 5.2 Response only incidents (n=926)
Page 34 and 35: Table 5 Factors contributing to ‘
Page 36 and 37: • A half cabin cruiser (vessel le
Page 38 and 39: Table 7 Recreational vessel ‘seri
Page 40 and 41: Vessel length was known for 122 of
Page 42 and 43: Table 10 Recreational ‘serious in
Page 44 and 45: 5.4 Fatalities and hospital-treated
Page 46 and 47: Table 12 Pattern of hospital-treate
Page 48 and 49: 5.4.2.1 Hospital admissions (n =223
Page 50 and 51: Table 13 Recreational boating-relat
Page 52 and 53: Table 14 Provisional ranking of boa
Page 54 and 55: Figure 11 Hospital-treated towed wa
Page 56 and 57: Figure 12 ED presentations for towe
Page 58 and 59: The major causes of injury were: fa
Page 60 and 61: 5.5.5 Windsurfing and kitesurfing (
Page 62 and 63: 6 Discussion and conclusion There w
Page 64 and 65: Our literature search found only on
Page 66 and 67: ehavioural problems. The third pati
Page 68 and 69: 7 References Ashby K, Cassell E. (2
Page 72:
For further information call Marine
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Marine Safety in Victoria Report 2007-2008 (PDF, 1.3 MB, 72 pp.)

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