/Marine+accident

European Ship Recycling List Published But Non-EU Yards Forced to Wait – gCaptain
▻https://gcaptain.com/european-ship-recycling-list-published-but-non-eu-yards-forced-to-wait

The European Commission has published and adopted the first version of the long-awaited European List of accepted ship recycling facilities for exclusive access to EU-flag ships being sent for scrap. Unfortunately, yards located outside the European Union are going to have to wait a little longer.

The first 18 shipyards included in the List are all located in the EU. All have been vetted to comply with the strict requirements for inclusion in the list, which grants the yards exclusive access to recycling end-of-life ships flying the flags of EU Member States under the EU Ship Recycling Regulation.

The big question remains whether or not any yards in South Asia, particularly Alang, India, where safety and environmental standards have improved in recent years but the beaching method is still used, will be included in the List.

The EU Ship Recycling Regulation, adopted in 2013 and entering into force no later than December 31, 2018, requires, among other things, that all large sea-going vessels sailing under an EU Member State flag to use an approved ship recycling facility.

Liste des chantiers de démolition de l’UE agréés par l’UE

▻http://ec.europa.eu/environment/waste/ships/pdf/list_ship_recycling_facilities.pdf

Le rapport du bureau danois sur le naufrage

Denmark Issues Investigation Report Into Loss of Maersk Supply Ships Off France – gCaptain
▻http://gcaptain.com/denmark-issues-investigation-report-loss-maersk-supply-ships-off-france

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“It is concluded in the report that the loss of fenders, collision and flooding of the unmanned ships under tow had been addressed in the risk assessment carried out, and that risk mitigating initiatives were in place for each risk item. However, these initiatives were ineffective. The DMAIB concludes that the risk mitigating strategies were mainly focused on preventing risk factors in isolation and left little or no contingency for acute interaction between the risk factors,” the DMAIB report stated.

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C’est dit gentiment, mais si je comprends bien, Mærsk porte l’entière responsabilité du naufrage…

Conclusion plutôt radicale. Et qui fait peur…
bip @freakonometrics

▻http://www.dmaib.com/Ulykkesrapporter/Marine+accident report - Loss of tow - MAERSK BATTLER.pdf

The risk management system used by Maersk Supply Service is one of the most common in the shipping industry and the problems connected to the risk management system which led to the insufficient risk mitigation of the towing operation are hence not out of the ordinary. The risk management system offers to handle risk as an objective value and to provide a structure for handling risk. However, there is no aid or control of what is put into the system when it comes to which risk factors are identified. The numeric risk value is based solely on how imaginative the involved persons are, and the system does not provide a structure for how to reflect on what risk mitigating strategies are applied. This means that the risk management system does not help its user to manage risk, and that the assessment of the risk reduction is highly sensitive to one or more individuals’ subjective risk perception, which will be strongly influenced by the desire to make the operation possible. Thereby, the risk management system will rarely limit activities prone to risk In fact, the risk management system instead tends to facilitate the carrying out of risk prone operations.

A legal notice from the French Prefecture Maritime required Maersk Supply Service to analyse and empty the contents of the vessels’ tanks. The identified task has been followed and concluded. In addition, Maersk Supply Service will inspect the wrecks and monitor any potential environmental impact twice a year until 2019.