Commercial Marine Shipping Accidents Understanding Risks Canada

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66 Commercial Marine Shipping Accidents: Understanding the Risks in Canada Appendix C – The Transportation Safety Board Marine Occurrence Dataset The TSB publishes an annual report on marine occurrence statistics. The oldest report available online contains aggregated statistics for as far back as 1998 (TSB, 2008). These were used to produce Figure 3.1. The TSB also provides a public database with selected raw data on marine accidents and incidents from 2004 to the present (TSB, 2015c). These were used to produce Figures 3.2 to 3.8. The database is updated each month and includes all marine occurrences in Canada, as well as those involving a ship registered or licensed in Canada, even if they occurred in foreign waters. A marine occurrence is defined as “any accident or incident associated with the operation of a ship; and any situation or condition that the [TSB] has reasonable grounds to believe could, if left unattended, induce an accident or incident” (TSB, 2015a). Marine occurrences include: Accidents aboard ship: Accidents in which a person sustains a serious injury or is killed as a result of i) boarding, being onboard the ship, or falling overboard from the ship; or ii) coming into contact with any part of the ship or its contents. Shipping accidents: Accidents in which the ship i) sinks, founders, or capsizes; ii) is involved in a collision or striking; iii) sustains a fire or explosion; iv) goes aground; v) sustains damage that affects its seaworthiness or renders it unfit for its purpose; or vi) is missing or abandoned. Marine incidents: Incidents in which a ship i) sustains total failure of navigation equipment, propulsion, steering, deck, main, or auxiliary machinery if the failure poses a safety threat; ii) makes bottom contact without going aground; iii) fouls a utility cable, pipe, or underwater pipeline; iv) is anchored, grounded, or beached to avoid an occurrence; v) is involved in a risk of a collision; vi) releases cargo and/or dangerous goods; as well as incidents in which a crew member i) falls overboard or ii) is unable to perform his or her duties, posing a safety threat. (TSB, 2015a) The following vessel types are included in the database: • Liquid cargo vessels (chemical, product, or chemical and product tankers; crude tankers; combination carriers; liquefied gas carriers) • Solid cargo vessels (bulk carriers; container ships; general solid cargo ships; heavy load carriers; ro-ro cargo ships) • Barges • Ferries • Fishing vessels • Naval ships • Passenger and passenger/cargo ships • Research or survey vessels • Sailing vessels • Service ships (cable ships; pilot boats; salvage ships; workboats; dredgers or hoppers; buoy tenders or re-supply vessels; icebreakers; vessels for coastguard duties, environmental response, firefighting, search and rescue, offshore support, and patrol duties) • Ship’s boats (e.g., lifeboats) • Tugs (TSB, 2015a) Data Analysis Parameters The following parameters were used when analyzing TSB incident and accident data: • All three types of marine occurrences (accidents aboard ship, shipping accidents, and incidents) were included. The single exception is Figure 3.1, which incorporated older data (from 1998 to 2003) that were only available in aggregated form; this limited the way in which these data could be analyzed. • Only solid and liquid cargo vessels were included. Although tug and barge combinations may be used for shipping cargo, the TSB data did not specify whether a barge or tug occurrence involved either vessel being used in this configuration; thus, incidents and accidents involving these vessels were excluded, except when accident rates were calculated using vessel movements. As explained throughout Chapter 3, vessel movement
Appendices 67 numbers were only available in aggregated form, and tugs and barges were included in the data. To match Statistics Canada’s criteria for vessel movements, incidents and accidents involving tugs and barges less than 15 gross register tonnes were excluded. • Only incidents and accidents in Canadian waters were included, except in Figure 3.1, which involved aggregated data that did not allow occurrences in foreign waters to be excluded. Incidents and accidents in Canadian waters were identified using latitude and longitude data included with each record and verified with mapping of each point. • Vessels of all flag states that experienced an incident or accident in Canadian waters were included. Workshop participants did not perform any analyses by flag state, since a vessel owned by one country can be registered under the flag of another. This practice makes it difficult to comment on the marine safety of a given country based on flag states. Because of these limitations, the data analyses were restricted in the following ways: • To compare the incident and accident rate between different regions, it was necessary to use vessel movement numbers as the denominator and therefore to include both Canadian and international vessels. Because the incident and accident data were available from 2004 onwards and the movement data were only available until 2011, any incident and accident rate calculations using movement data as the denominator were restricted to 2004 to 2011. • To compare the incident and accident rate between different vessel types, it was necessary to use vessel registry numbers as the denominator and therefore to include Canadian vessels only. In this case, number of registered vessels was assumed to be a surrogate for vessel activity. Challenges Associated with Data Analysis As discussed in Box 3.1, inconsistencies in the categories used for partitioning data from different sources hindered the calculation of incident and accident rates. The following limitations were encountered when analyzing the TSB data: 1) Vessel movement numbers are available from Statistics Canada (only until 2011), broken down by region, but not by vessel type. 2) Vessel registry numbers are available from Transport Canada, broken down by vessel type, but these data are for Canadian-registered vessels only.
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Chapter 1 Introduction 1 1 Introduc
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Page 49 and 50: Chapter 4 Impacts 37 4 Impacts Key
Page 51 and 52: Chapter 4 Impacts 39 Lee et al. (20
Page 53 and 54: Chapter 4 Impacts 41 Table 4.1 Type
Page 55 and 56: Chapter 4 Impacts 43 reported their
Page 57 and 58: Chapter 4 Impacts 45 The features t
Page 59 and 60: Chapter 4 Impacts 47 Box 4.1 Insura
Page 61 and 62: Chapter 5 Conclusions 49 5 Conclusi
Page 63 and 64: Chapter 5 Conclusions 51 PREVENTION
Page 65 and 66: Chapter 5 Conclusions 53 In contras
Page 67 and 68: References 55 References AAPA (Amer
Page 69 and 70: References 57 Frey, L. R. & Cissna,
Page 71 and 72: References 59 Kirtman, B., Power, S
Page 73 and 74: References 61 Ricciardi, A. (2006).
Page 75 and 76: Appendices 63 Appendices
Page 77: Appendices 65 Appendix B - Workshop
Page 81 and 82: Board of Governors of the Council o
Page 84: Council of Canadian Academies 180 E
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