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ABSTRACT: To investigate long-term trends in mortality rates for accidents to fishing vessels in the UK fishing industry from 1948 to 2008; to investigate the circumstances and causes of these fishing vessel accidents and trends in fishing vessel losses.
Examination of paper death inquiry files, death registers, marine accident investigative files, annual casualty and death returns.
Of 1039 fatalities from accidents to UK fishing vessels from 1948 to 2008, most (65%) resulted from vessels that foundered (or capsized or disappeared), followed by vessels grounding (21%), collisions (7%), and fires and explosions (5%). There was a significant increase over time of 1.04% per year in the overall fishing vessel loss rate and for vessels that foundered (5.19%), a reduction for vessels grounding (1.13%), but no trends for collisions or fires and explosions. Regarding mortality, there was a significant reduction over time for grounding (1.44%) and a non-significant reduction for vessel accidents overall, but no trends for other types of vessel accident. Mortality was highest during the winter months (for foundering and grounding), during night time (for grounding, fires and explosions), and afternoons (foundering and collisions). Since 1976, most fatalities from collisions (83%) occurred in the English Channel and North Sea, while 49% from grounding occurred off the west coast of Scotland.
The mortality rate from fishing vessel casualties in UK fishing is still very high. Fatalities in recent years have often been linked to fishing vessels that are unstable, overloaded, and unseaworthy.
International maritime health. 01/2010; 62(3):143-53.
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ABSTRACT: Numerous studies about logistics strategies have been carried out but more often than not researchers have adopted a descriptive rather than a quantitative approach. The quantitative approach was addressed for the first time in 1987 and much of the work performed has been focused on North American based companies, thus creating a bias. Most studies have addressed product-oriented companies rather than service ones and the logistics strategies identified are of a general nature and often based on the work performed by Bowersox and Daugherty 11.
Bowersox , DJ and Daugherty , PJ . 1987 . Emerging patterns of logistical organization . Journal of Business Logistics , 8 ( 1 ) : 46 – 60 . View all references. To reverse this trend, this research investigates by means of a questionnaire specific logistics strategies that short sea operators can implement to integrate short sea shipping into multimodal transport chains. To achieve this, 75 potential best-practices were reduced by using factor analysis into a list of 13 functional strategies, of which eight were considered logistics strategies. The term best practice refers to a management idea that is supported by proper processes and provides superior performance; when associated with other management ideas, best-practices help to develop a logistic strategy that gives an organization a competitive advantage.
Marit. Pol. Mgmt. 02/2009; 36(1):1-19.
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ABSTRACT: The need to shift goods from road to underused transport capacity led the European Commission to embark on the development of two important policies: one concerning short sea shipping (SSS) and the other concerning the trans-European transport network (TEN-T). While for many years these policies were delineated separately, the introduction of ports and Project 21 in the TEN-T brought these two policies together. In light of this, the aim of this paper is to assess the impact of the TEN-T on SSS. To achieve this, the paper describes the SSS market segment; it puts into a historical perspective the TEN-T policy; and it carries out an assessment of the impact of the TEN-T on SSS. Maritime Economics & Logistics (2007) 9, 302–323. doi:10.1057/palgrave.mel.9100184
Maritime Economics and Logistics. 01/2007; 9(4):302-323.
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ABSTRACT: Over 2300 merchant seafarers are currently employed on board UK Royal Fleet Auxiliary (RFA) ships. However, little is known about work related mortality among these seafarers, and whether it is lower than among seafarers in merchant fleets.
To establish the causes and circumstances of all work related deaths among seafarers who were employed in RFA ships from 1976 to 2005, to compare mortality rates with those in other merchant fleets, and to identify implications for maritime health.
A population based study of work related mortality over 30 years.
A total of 60 deaths among seafarers in RFA ships were caused by disease (30), accidents (19), suicide (6), homicide (one), and inconclusive causes (4). Six of the 19 fatal accidents were directly related to work duties (occupational accidents), 12 occurred during off-duty time and one resulted from a shipping disaster. The fatal accident rate was about one half, and the fatal work related accident rate was about one quarter, of corresponding rates in UK merchant shipping from 1976-2002; and they were much lower than those in merchant fleets internationally. The fatal accident rate in RFA shipping also fell by about 80% over the 30 year study period.
The lower fatal accident rates in RFA shipping, particularly for work related accidents, presumably reflect a lower incidence of hazardous working practices, arising from better training and career pathways for seafarers in RFA shipping, as well as better maintained ships with higher manning levels than in merchant shipping.
International maritime health 02/2006; 57(1-4):24-35.
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ABSTRACT: In recent years, bulk carriers have been identified with high risks of catastrophic structural failure and foundering, and with heavy loss of human life. This study, based upon Lloyd's of London casualty records, identified four risk factors that had significant, independent effect upon the likelihood of a bulk carrier foundering. The risk of foundering increased with the age of the ship, and was related to the ship's flag of registration. Most importantly, however, increased risks were found for heavy cargoes of iron ore and scrap steel or iron, and for trading routes to the Far East and from Europe to North America. Additional safety measures, in particular regarding ship design and high-risk trades, may well be necessary to reduce the high casualty rates.
Marine Policy 26(6):437-450. · 1.87 Impact Factor
