Ship Accidents

ABSTRACT precaution may be defined as an grateful state of risk by society. In this respect, for assessing the true safety aim of ships, it is necessary to quantify the risk level of the operating world fleet, thus count on and assess the canonic contributors to risk, namely the frequency of nautical apoplexys and the extent of their consequences.As this base deals with a domineering epitome of ship throws in recent years and evaluates the current level of safety for the majority of ship subtypes present in the world fleet, namely, tankers, bulk carriers, containerships passenger and cruise ships, passenger Ro-Ro cargo vessels, Ro-Ro cargo ships, world(a) cargo vessels, reefer ships, car carriers, fishing vessels, LNG and LPG carriers. universeThe history of maritime transport is marked by ship accidents with partly disastrous consequences on charitable lives and impact on society and the leatherneck environment. In response to these disastrous accidents, more than and more current requirements and amendments of existing regulations for the safe maritime transport were introduced by the International Maritime Organization (IMO), as this paper gives an overview of the global safety level of entirely basic merchandiser ship types in terms of accidents occurrence, frequencies and consequences.For severally ship type, accidents occurred within the time period 1990-2012 are presented and analyzed with respect to the degree of accident severity, accident category and accidents geographic area, number of fatalities and total losings of ships. Furthermore, the total accident frequency and frequencies per main accident categories are given as easily as comparative results among the different ship types.The ultimate stopping point of this investigation is the assessment of the relative safety level per ship type in order to range those ship types that are more prone to marine accidents (per ship type), possible historical trends, and geographica l areas, where accidents more often happen. Frequencies and basic consequences were investigated for the entire period of spare-time activity (i.e. 2012), as well as separately for the croak decade of the studied period.The source of the analyzed accidental selective information is the IHS Sea-web database and the analysis pertains to the generic ship types as defined by the particular database namely, Bulk carriers, passenger and Cruise ships, Passenger Ro-Ro cargo vessels, Ro-Ro cargo ships, familiar Cargo vessels, Reefer ships, Car carriers, Fishing vessels, LNG and LPG carriers.The analysis of accident records was performed for the time period 1990-2012 we included those accidents associated with merchant passenger and cargo ships, regardless ship size, that built after 1980. Operational fleet at risk has been calculated from the Lloyds Register of Shipping database for all the afore-mentioned ship types.The output of the particular calculations was compared with correspond ing data from Clarksons SIN and a rather good get going of the respective results was recorded.The presented results related to Cellular Containerships and Large rough Oil tankers (greater than 60,000 DWT) are coming from two previous completed research projects of NTUA, namely CONTIOPT (2011-2013) and SAFEDOR (2005-2009), as well as from internal NTUA research (Eliopoulou et al. 2012, 2013).