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In February and March, When the Risk of Maritime Accidents Is High, Stay Alerted for Sinking and Capsizing Accidents Caused by Weather Change

WriterMaritime Transportation Policy Office
Hits8
Date2026-02-27 13:31:36
ContentIn February and March, When the Risk of Maritime Accidents Is High, Stay Alerted for Sinking and Capsizing Accidents Caused by Weather Change - Capsizing and sinking accidents cause relatively heavy casualties, given the number of cases. Over the past decade, they were concentrated during February and March. - Deteriorating weather conditions, such as wind wave watches, trigger these accidents. It turned out that 89.6% of ships involved in accidents already had risk factors before the accidents. - The Korea Maritime Transportation Safety Authority does its utmost to implement measures to prevent casualties, such as preemptive management of high-risk ships based on the Risk Index. Maritime accident statistics used in this article are the result of KOMSA’s independent analysis using the Maritime Transportation Safety Information System (MTIS), whose operation was entrusted by the Ministry of Oceans and Fisheries (MOF) to the Korea Maritime Transportation Safety Authority (KOMSA), based on the statistics of the Korea Maritime Safety Tribunal of MOF. <Summary> • Casualties from capsizing and sinking accidents are concentrated in February and March, when weather conditions frequently deteriorate, including wind wave watches. o Over the past decade (2015-2024), the severity level* of capsizing and sinking accidents was the highest in February and March. - In some months, there was a repetition of cases that inflicted heavy casualties, considering the number of ships involved in the accidents, and the severity level stood at a maximum of 460. * A value that is obtained by dividing casualty figures from capsizing and sinking accidents by the number of ships involved in accidents and then multiplying 100 to turn the result into an index. (casualty figures/the number of ships involved in accidents x 100). Case example: In February 2025, due to a ship capsizing accident, 15 people died and went missing, which shows that casualties were concentrated in a short period of time. • Deteriorating weather conditions serve as a “trigger factor” for accidents. In bad weather, accident cases with heavy casualties occur repeatedly. o The risk for capsizing and sinking accidents increases when the period of deteriorating weather conditions during February and March overlaps with risk factors, including human errors and equipment defects. o According to the Korea Meteorological Administration, in 2024, the number of days when wind wave watches were issued in February and March was 30.3 days, which rose by 15.5 days from 2023. - High wave height persisted; for example, days when significant wave height of over three meters (the highest) were observed, were concentrated in early 2025. Case example: In March 2024, in the midst of strong wind and high waves, an oil and chemical tanker capsized, and in this accident, one of eleven crew members survived. • 89.6% of ships involved in accidents had “risk factors prior to the accidents,” and one of the major factors was cargo. o Over the last decade (2015-2024), 89.6% of ships involved in accidents had risk factors even before the accident. o Among risk factors, cargo was the most frequently found risk factor, the second was reckless and careless operation in the midst of deteriorating weather, and the third was damage to and poor management of ships and equipment. • KOMSA’s measures for capsizing and sinking accident prevention during February and March, the period prone to maritime accidents. o In terms of preemptive management of high-risk ships, KOMSA carries out intensive examinations on and provide education for inshore and coastal fishing vessels using an AI-based Risk Index. o In terms of marking crew space, KOMSA aims to increase rescue support and the survival rate in case of accidents by marking crew space on FRP inshore fishing vessels. o In terms of the Maritime Transportation Safety Information System (MTIS) app service, KOMSA offers real-time safety information, including special weather reports and navigation alerts. o Management plans to preside over an “on-site public meeting about maritime safety” on a regular basis while the institution performs safety checks on long-distance fishing vessels at the same time. The analysis using the Maritime Transportation Safety Information System (MTIS, whose operation was entrusted by the Ministry of Oceans and Fisheries to the institution) confirmed the trend that casualties from capsizing and sinking accidents are concentrated in February and March, when the weather frequently deteriorates, such as wind wave watches. According to the Korea Maritime Transportation Safety Authority (KOMSA, President Jun-Seok Kim), over the past decade (2015-2024), the severity level* of capsizing and sinking accidents by month was the highest in February and March and cases that caused heavy casualties considering the number of ships involved in the accidents occurred repeatedly; for example, in some months, the severity revel reached a maximum of 460. * A value that is obtained by dividing casualty figures from capsizing and sinking accidents by the number of ships involved in accidents and then multiplying 100 to turn the result into an index (casualty figures/the number of ships involved in accidents x 100). Even though the number of capsizing and sinking accident cases is small, these accidents often lead to heavy casualties once an accident happens. In fact, there was a pattern where casualties were concentrated for a short period of time; for instance, throughout a period of one month in February 2025, the number of those who died and went missing because of capsizing accidents reached as many as 15. While deteriorating weather conditions often trigger accidents, rapidly changing weather raises concerns for heavy casualties. KOMSA pointed out that an increase in these seasonal risks has much to do with deteriorating weather conditions. A KOMSA employee said, “In February and March, weather conditions frequently deteriorate, such as wind wave watches. Therefore, it is highly likely to lead to capsizing and sinking accidents if risk factors, such as human errors and equipment defects, act in a complex manner.” Data from the Korea Meteorological Administration shows that in February and March 2024, wind wave watches were issued for 30.3 days, which is a 15.5-day increase year on year. In addition, high wave height continued throughout the year; for example, days when significant wave height (the highest)* of more than three meters were observed, were concentrated in early 2025. * Significant wave height is the average height of the highest one-third waves. In fact, in March 2024, an oil and chemical tanker capsized in the midst of bad weather with strong wind and high waves. In this accident, just one seafarer survived among nine onboard crew members. KOMSA revealed that over the past two years, similar accidents have been repeated. 89.6% of ships involved in accidents already had risk factors. The institution paid attention to the fact that these accidents do not happen just because of weather conditions. It analyzed data of the rulings of the Korea Maritime Safety Tribunal in the past decade (2015-2024) and found that 89.6% of ships that suffered from accidents had risk factors before the accidents. Major risk factors included cargo (59 cases, 26.5%), reckless and careless operation in deteriorating weather conditions (43 cases, 19.3%), and damage to and poor management of ships and equipment (31 cases, 13.9%). An employee of KOMSA explained, “When it comes to capsizing and sinking accidents, they show structural characteristics, in which a chain of dangerous events occurs in a phased manner, including an inclination of a hull, ship, and equipment damage, and seawater intrusion, and they eventually lead to an accident.” KOMSA implements measures in response to the issue, such as the “Risk Index for fishing vessels, a project to mark crew space, and safety information push notification.” In response, the institution will reinforce actions to reduce casualties in maritime accidents during February and March in line with the government’s operation of a “special management period.” First of all, it identified 750 high-risk ships by type of accidents, including capsizing and sinking, with the use of the Risk Index for coastal and inshore fishing vessels based on AI. This year, the institution plans to strengthen preemptive checks on these ships and prevention education tailored to the needs on the ground. Against “FRB inshore fishing vessels” where crew space exists at the lower part of the vessels, KOMSA will expand and promote a project of marking crew space on the shell plating. The goal is to swiftly provide support for rescue efforts in case of accidents. The institution also aims to offer support for voluntary safety management by providing a real-time safety information push notification service, such as special weather reports and navigation alerts through the MTIS app. In addition, KOMSA will hold an “on-site public meeting about maritime safety” on a regular basis, which is presided over by its management in preparation for maritime accident-prone times. It also plans to provide accident prevention products free of charge and conduct safety checks on long-distance fishing vessels. Jun-Seok Kim, President of KOMSA noted, “As in the case of capsizing and sinking accidents, even a single accident can lead to heavy casualties, it is all the more important to carry out checks before sailing and not to engage in reckless operation.” “KOMSA will do its best to reduce casualties in maritime accidents in line with the government’s operation of a special management period,” he added. An analysis of the severity level of capsizing and sinking accidents by month over the past decade (2015-2024, unit: %) An analysis of a course of risk factors on ships evolving into a real accident over the past decade (2015-2024, unit: a number of accident cases) A ship surveyor of the Korea Maritime Transportation Safety Authority (KOMSA) carries out an intensive examination on a high-risk ship (the upper image), and crew space is marked on the shell plating of a hull (the lower image) A concept map of a real-time safety information push notification service of the Maritime Transportation Safety Information System (MTIS)

Rising Risks in Fire and Explosion Accidents on Ships During the Winter Season: There Is a Need for Reinforcing Prevention-Centered Management

WriterMaritime Transportation Policy Office
Hits60
Date2025-12-19 14:27:00
Content Rising Risks in Fire and Explosion Accidents on Ships During the Winter Season: There Is a Need for Reinforcing Prevention-Centered Management - The share of accidents that happened in winter rebounded in ten years: The rate of casualties was also high in a worsening marine weather environment. - Accidents mostly occurred on fishing and old vessels: in more than half of these cases, the original point of ignition was “electric equipment." - KOMSA expands prevention activities, such as examining vulnerable vessels and enhancing safety guidance. Maritime accident statistics used in this article are the result of KOMSA’s independent analysis using the Maritime Transportation Safety Information System (MTIS), whose operation was entrusted by the Ministry of Oceans and Fisheries (MOF) to the Korea Maritime Transportation Safety Authority (KOMSA), based on the statistics of the Korea Maritime Safety Tribunal of MOF. <Summary> • The long-term trend of fire and explosion accidents on ships and changes in the marine weather environment are as follows. o The analysis result of the share of fire and explosion accidents on ships that happened in winter among four seasons over the past ten years (2015-2024) showed that the figure rebounded to 26.5% last year (2024) after it was on a downward trend, which was higher than the ten-year average of 22.9%. o Over the past ten years (2015-2024), the number of days when huge waves (swell waves) were generat was the highest in winter. o Over the past five years (2020-2024), the number of days when special weather reports of low waer temperature were issued increased every year, becoming a long-term trend. → “In case of maritime accidents, it delays rescue efforts, obstructs efforts to escape, and raises the risk of hypothermia”. o In reality, over the past five years (2020-2024), the occurrence rate of casualties in maritime accidents was the highest in winter, which was 3.9%. • The characteristics of ship type, age, and the cause of fires in the midst of an upward trend of fire and explosion accidents on ships in winter are as follows. o Last year (2024), the number of fire and explosion accidents on ships increased by 81.8% year on year. (from 22 ships to 40 ships) o The characteristics of ships that experienced these accidents over the past five years (2020-2024) are as follows. &diams; Fishing vessels accounted for 72% (577 vessels) of the total accidents, and the share of coastal and offshore fishing vessels was high. &diams; Old vessels, whose age was more than 20 years, accounted for 41.5% (287 vessels) of the total accidents. o Over the past ten years (2015-2024), more than half of fire and explosion accidents on ships started in electric equipment, such as wires, storage batteries, and switchboards. • KOMSA’s measures to prevent fire and explosion accidents on ships during the winter season are as follows. o In 2025, KOMSA carries out more rigorous safety inspections on 200 vessels vulnerable to fire tailored to the needs on the ground. &diams; The institution conducts inspections on electric, fire extinguishing, and heating equipment, the compliance of the ban on overloading a power outlet, and power terminals to see whether they are not loose. * In 2024, 100 vessels vulnerable to fire went through rigorous inspections on electric, fire extinguishing, cooking, and heating facilities. o The institution plans to distribute effective safety items, including automatic fire extinguishing devices for small spaces and fire-retardant tapes, in a phased manner. In the past ten years, fire and explosion accidents on ships have been on a downward trend. However, it turned out that last year it showed an uptick in these accidents due to the recent persistent worsening marine weather environment, including low water temperature and huge waves. The Korea Maritime Transportation Safety Authority (KOMSA, President Jun-Seok Kim) analyzed the share of ship fire and explosion accidents by season over the last ten years (2015-2024) through the Maritime Transportation Safety Information System (MTIS), whose operation was entrusted by the Ministry of Oceans and Fisheries (MOF) to KOMSA, finding out that the share of these accidents happened in winter went up to 26.5% last year following a continuous downward trend. The figure is higher than the average of 22.9% in this ten-year period. (Refer to Fig.1) On top of that, last year these accidents in the winter season increased by 81.8% year on year (from 22 ships to 40 ships), the contrary to the fact that fire and explosion accidents went down in other seasons. (Refer to Fig. 2) KOMSA analyzed that the worsening maritime weather environment in winter caused this change. The institution analyzed the number of days when huge waves (swell waves) occurred over the course of ten years (2015-2024) to check the long-term trend of weather patterns, finding out that the number was the highest in winter among the entire four seasons. In addition, in the recent five years (2020-2024), the number of days when special weather reports of low water temperature were issued has risen each year, showing a long-term trend. (Refer to Figs. 3 and 4) This change could lead to delays in rescue efforts, obstruction in escape efforts, and an increase in the risk of hypothermia. Real-life cases have already confirmed this. In February this year, off the coast of Buan-gun, Jeonbuk-do, crew members escaped to the sea without wearing life jackets due to a fire on the ship. However, because of high waves, strong winds, and powerful currents, a rescue attempt was delayed. As a result, just five of the twelve crew members were rescued, and the rest seven crew members went missing. The occurrence rate of casualties in maritime accidents was also the highest statistically in winter over the last five years (2020-2024), which was 3.9%. (Refer to Fig. 5) In the meantime, regardless of season, many fire and explosion accidents happened on fishing vessels, in particular, old ones, and the original point of ignition was electric equipment in many cases, according to the analysis. Over the past five years (2020-2024), among ships, where fire and explosion accidents occurred, fishing vessels accounted for 72% (577 vessels), and the share of coastal – complex, gill net, and fishing pots – and offshore – gill net, jigging, and stow nets on anchor – fishing vessels, was high. (Refer to Fig. 6) And 41.5% of ships (287 ships) involved in these accidents were old ones, which were more than 20 years old. (Refer to Fig. 7) KOMSA, in order to figure out the cause of fires, conducted an independent analysis using the written decision data of the Korea Maritime Safety Tribunal, where each accident case goes through a thorough investigation. As a result, it turns out that over the course of ten years (2015-2024), in more than half of ship fire and explosion accidents, a fire began in electric equipment, such as wires, storage batteries, and switchboards. The institution is enhancing safety activities centered around the ground to prevent these accidents in winter. Last year, it focused its inspections on the electric, fire extinguishing, cooking, and heating facilities of 100 ships in berths, where small ships are densely located. This year, for 200 ships vulnerable to fire, KOMSA checks electric equipment, such as wires, storage batteries, and switchboards, the compliance of the ban on overlading a power outlet, and power terminals to see whether they are not loose as well as offers customized safety education programs. The institution also distributes effective safety items such as automatic fire extinguishing devices for small spaces and fire-retardant tapes in an incremental manner. Jun-Seok Kim, President of KOMSA stated, “As the risk of fire and explosion accidents is increasing even while ships are berthed or being repaired during a fishing moratorium, complying with safety guidelines on the ground is more important than anything.” “KOMSA will do our utmost to prevent maritime accidents in the winter season by carrying out inspections, in particular, focused on vulnerable ships and increasing safety support tailored to the needs on the ground,” he added. Figure 1. The share of fire and explosion accidents which occurred in winter over the past ten years (2015-2024 / unit: %) * Source: “Marine accident statistics” from the Korea Maritime Safety Tribunal ** Analysis: The Maritime Transportation Safety Information System (MTIS) Figure 2. The current status of increase and decrease in ship fire and explosion accidents by season year on year in 2024 (unit: %, the number of ships) * Source: The “2024 Extreme Weather Report” of the Korea Meteorological Administration ** Analysis: The Maritime Transportation Safety Information System (MTIS) Figure 3. The number of days with the occurrence of huge waves over the past ten years (2015-2014 / unit: day) * Source: The “2024 Extreme Weather Report” of the Korea Meteorological Administration ** Analysis: The Maritime Transportation Safety Information System (MTIS) Figure 4. The number of days with the issuance of special weather reports of low water temperature over the past five years (2020-2024 / unit: day) Figure 5. The occurrence rate of casualties by season over the past five years (2020-2024 / unit: %) * Source: “Marine accident statistics” from the Korea Maritime Safety Tribunal ** Analysis: The Maritime Transportation Safety Information System (MTIS) Figure 6. The current status of ship fire and explosion accidents depending on the usage of ships over the past five years (2020-2024 / unit: the number of ships, person) Figure 7. The current status of ship fire and explosion accidents depending on the age of ships over the past five years except for 107 ships, whose age is not identified (2020-2024 / unit: %, the number of ships)