China Oil Transportation Safety Forum
Shanghai, China - July 20, 2011
Analysis of Tankers
Accidents and the
Human Element in Oil
Transportation Safety
JOSEPH ANGELO
MANAGING DIRECTOR
INTERTANKO
Tanker Statistics
Human Element
INTERTANKO
• INTERTANKO is a non-governmental
organization established in 1970 to represent the
interests of independent tanker operators at the
international, regional, national and local levels
• Staff of 24 with offices in London, Oslo,
Washington, Singapore and Brussels
• NGO status at the International Maritime
Organization (IMO) and the International Oil Spill
Compensation Fund. Consultative status at the
United Nations Conference on Trade and
Development.
INTERTANKO
MISSION
Provide Leadership
to the Tanker Industry
in serving the World
with the SAFE, ENVIRONMENTALLY
SOUND AND EFFICIENT seaborne
transportation of oil, gas
and chemical products
INTERTANKO
PRIMARY GOAL
Lead the CONTINUOUS IMPROVEMENT
of the Tanker Industry’s Performance
in striving to achieve
the Goals of:
• Zero Fatalities
• Zero Pollution
• Zero Detentions
MEMBERSHIP
MEMBERSHIP is open to independent
tanker owners and operators of oil and
chemical tankers (i.e. non-oil companies
and non-state controlled tanker owners)
who meet the membership criteria.
ASSOCIATE MEMBERSHIP is available to
any entity with an interest in the shipping
of oil and chemicals.
MEMBERSHIP
• 250+ Members
• 3,300+ Tankers
• 285+ Million DWT
• Members in 40+ countries
• MORE THAN 75% OF THE
INDEPENDENT TANKER FLEET
• 300+ Associate Members
Tanker Statistics
All reported tanker incidents all tankers all sizes
and accidental oil pollution from tankers (bars)
’000 ts
Number
1050
600
Miscellaneous
Fire/Expl
840
480
Hull & Machinery
Grounded
Coll/Contact
Oil pollution
630
360
2011 projection
based on 166 days
420
240
210
120
11
09
07
05
03
01
99
97
95
93
91
89
87
85
83
81
0
79
0
Seaborne oil trade has increased some 30% since 2000
All reported tanker incidents all tankers all sizes
all types of incidents show ≈ the same trend
Number
Grounding decline the most, typical human related incidents collision and grounding 43% of incidents in 2011,
(50% in 2010, 47% in 2009, 48% in 2008), hull& machinery incidents mainly engine failure, hardly any hull failures
Tanker incidents by type
% of total
60%
50%
40%
30%
20%
Hull & Machinery
Collision/Contact/Grounding
Fire/Explosion
Misc/Unknown
10%
0%
78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06 07 08 09 10 11
2012 a projection based on 166 days
Source: INTERTANKO, based on data from LMIU, ITOPF + others
Tanker incidents
dwt range
Number
Below 10,000
Collision/contact
27%
Misc, 17%
107
47%
0.014
43
19%
0.025
30-99,999
60
26%
0.020
100,000+
17
7%
0.010
227
100%
0.016
Decade built
Unknown
Hull&Machinery
25%
57 incidents
34 engine
related
Rate
10-29,999
Total
Groundings
24%
%
Number
%
Rate
6
3%
Built 1970s
32
14%
0.012
Built 1980s
43
19%
0.017
Built 1990s
48
21%
0.015
Built 2000s
98
43%
0.017
227
100%
0.016
Total
Fire&explosions, 7%
Collision/contact
Rate is number incidents
divided by number tankers
in the segment
Grounding
Fire/Explosion
Hull & machinery
Misc/unknown
Worst incident 2009 may be collision/fire Formosa Brick collision in
the Straits of Singapore Aug 2009 9 fatalities and
Elli that broke in to two at the entrance Suez Canal.
Tanker hull & machinery incidents
Number incidents
500
Engine
Hull & Machinery
400
300
Split engine and other
Hull & Machinery as
from 2002
2010 is a projection
based on 110 days
200
100
Based on data from LMIU, ITOPF + others
10
09
08
07
06
05
04
03
02
01
00
99
98
97
96
95
94
93
92
91
90
89
88
87
86
85
84
83
82
81
80
79
78
0
Hull & machinery incidents
Engine – on average 55%, 2011 71%
Number
100
90
80
Engine
Other hull & machinery
70
60
50
40
30
20
10
0
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
Tanker hull & machinery incidents
Number of incidents
Year
<10 years
10-24 years
>25 years
Average
age
Total
2002
4
3
15
22
17.5
2003
3
3
8
14
18.4
2004
2
2
7
11
18.0
2005
9
5
20
34
17.6
2006
12
3
17
32
14.3
2007
20
3
25
48
13.2
2008
25
10
24
59
15.6
2009
8
13
22
53
16.7
2010*
6
3
5
14
17.5
89
45
143
287
15.6
Total
2010 figures are for 110 days
Based on data from LMIU, ITOPF + others
Accidental oil pollution into the sea
spills per tonne-miles 1970-2011
Tonnes spilt
per bn tonne miles oil transportation
60
48
36
24
12
0
1970
1979
1989
1999
No major this year oil spill until June 2011
Source: INTERTANKO/ITOPF
2009
Record low 2008/09
Accidental oil pollution into the sea
and tanker trade
1000
ts spilt
bn
tonne-miles
3 .5
105
2 .8
84
1000 ts s pilt
2 .1
63
'0000 bn
tonne-m iles
1 .4
42
0 .7
21
- 63%
-6%
-8 5 %
0
0 .0
1970s
1980s
Source: INTERTANKO/ITOPF/Fearnleys
1990s
PR00s
Number spills above 700 tonnes
Number
1970s 25.2
30
Number
Average no per decade
20
1980s 9.3
1990s 7.8
10
2000s 3.3
0
1970 1972 1974 1976 1978 1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010
Source: INTERTANKO/ITOPF
Record low 2008/09
Incidents attended by ITOPF
Most oil spills come from bunkers and other shiptypes than tankers
Number of incidents
20
18
16
Tankers
Non-tankers
14
12
10
8
6
4
2
0
2004
2005
2006
2007
Source: International Tankers Owners Pollution Fund (ITOPF)
2008
2009
Estimated total average annual U.S. Oil Spillage
bbls
700,000
Tank Ships 30%
Other Transport
600,000
Tank Barges
Tank Ships 8%
500,000
Tank Ships
Production
Refining
Tank Ships 15%
Storage And Consumption
400,000
300,000
Tank Ships 2%
200,000
100,000
0
1969-1977
1978-1987
1988-1997
1998-2007
Storage and consumption include: Non-Tank Vessels (Cargo Ships) (2%), Other vessels (5%), Gas stations and Truck stops, Residential,
Aircraft, Inland EPA-Regulated facilities (77%), Coastal facilities (Non-Refining) , Inland unknown, Motor vehicles, Others
Transport includes: Inland pipelines (80%), Tanker trucks (10%), Railroads (2%), Tank ships (4%), Tank barges (percentages are
percentages for the period 1998-2007 for the particular segment. (Percentages in graph is the tank ships percentage of total spillage for he
period).
Pollution from tankers in the US have been strongly reduced both in absolute terms
and as a percentage of total spillage in each period
Based on data from USCG
Tanker accidental pollution 1974 – 2010
by cause
Tankers spills of
< 7 tonnes
Tankers spills of
7 - 700 tonnes
Tankers spills of
> 700 tonnes
2%3%
3%
3%
25%
11%
29%
12%
26%
36%
1%
12%
63%
20%
12%
9,938 spills
958 spills
Operational
Other/unknown
Groundings
Hull failures
Collisions
Fire & Explosion
Based on data from ITOPF
3%4%
35%
106 spills
Human Element
INTERTANKO INITIATIVES
Tanker Officer Training Standards
(TOTS)
Benchmarking
Lost time indicator
Crew/officer retention
Databases
Confidential accident reporting
(CARP)
Why TOTS?
• Increasing tanker incidents
• Human Element Factors
• Shortage of Experienced Officer
• Officer Training Requirements
Continuous Improvement (TMSA)
TOTS OBJECTIVES
• Ensure compliance with today’s rules
and regulations.
• Ensure that the team onboard will
operate the tanker safe and
environmentally aware
• “Ease compliance” with Officer Matrix
Requirements.
TOTS ELEMENTS
Four Elements of the TOTS
1. Training Record Books:
Time in Rank
Time with Company
2. Computer Based Assessment (CBA)
Time in Rank
3. Company Verification (CBA)
Time with Company
4. Ship Specific Practical Simulator
Verification/Training
Tanker Type Specific
Time in Rank Specific
TOTS - Approved Maritime
Training Centers
• Major training centres accredited for TOTS
simulator training courses:
MTC Hamburg
ARI in India
COMPASS in Manila
Italian Maritime Academy Philippines (IMAPhil)
• All are accredited to operate TOTS element 4
for crude oil tanker, product tanker and
chemical tanker simulator training and simulator
verification
TOTS – Human Element
Human Element aspects addressed in TOTS
via Crew Resource Management (CRM):
•
•
•
•
•
•
•
•
•
•
Situational awareness
Planning & Decision making
Communications
Teamwork
Emotional climate
Stress
Managing Stress
Commercial Organizational Pressures
Morale
Fatigue
TOTS – Additional Info
• Winner of the 2009 SEATRADE Award for
“Investment in People”
• Approved as a Professional Standard by
The Nautical Institute.
The Institute of Marine Engineering
Science & Technology
• For E-TOTS and paper version of TOTS,
contact publisher Marlin at
http://www.marlins.co.uk/tots.htm
Lost Time Indicator Frequency
• Lost Time Indicator Frequency (LTIF) provides
members with a useful tool for benchmarking their
LTIF and Total Recordable Case Frequency
(TRCF) against other INTERTANKO members in a
confidential manner
• Based upon OCIMF Marine Injury Reporting
Guidelines.
• LTIF and TRCF are calculated and sorted from low
to high in bar graphs displaying the results so
members not only to know whether they are below
or above average, but also to know their position
vis-à-vis other members (See example)
Lost Time Indicator Frequency
Crew/officer retention
• Crew/Officer Retention benchmarking enables members to
input their own results and then benchmark their rates
against the INTERTANKO fleet on a fully confidential basis
• Rates formula has been modeled upon the "Abelson
adjusted turnover rate” modified by INTERTANKO to
ensure that the output is a measure of the company
percentage retention rate as opposed to a turnover rate
% Retention Rate (RR) = 100 - [ ({S – (UT + BT)} / AE) x 100 ]
S
UT
BT
AE
Total Number of terminations from what ever cause
Unavoidable Terminations
Beneficial Terminations
The average number of employees working for the company
(12 month rolling period).
Crew/officer retention
100
90
80
70
60
50
40
30
20
10
0
Crew Retention Rate
Officer Retention Rate
(Average 93.6%)
(Average 91.3%)
100
90
80
70
60
50
40
30
20
10
0
CARP
The INTERTANKO Confidential Accident
Reporting Platform (CARP) database provides a
recognised and respected source of accident
information for use by INTERTANKO's Secretariat
and its Members.
Members input their own incident data in a fully
confidential basis whilst allowing INTERTANKO to
use the information so that:
•
•
•
•
Lessons can be learned and shared
Similar accidents prevented
Standardise accident data and categorisation
Standardize simple accident analysis, root cause, direct
cause and corrective actions
SUMMARY
• Tanker incidents have steadily declined over the
years
• There was a recent slight up-tick in tanker
incidents, mainly due to engine failures and
human element factors, but that has subsided
• Oil pollution from tankers has decreased over
the years with a dramatic decline within the past
decade
• INTERTANKO has initiated measures to assist
its members in improving human element
factors and monitoring their progress
Thank
You
JOSEPH ANGELO
MANAGING DIRECTOR
INTERTANKO
www.intertanko.com