2021年度海洋运输风险报告（英）-58正式版

ALLIANZGLOBALCORPORATE&SPECIALTYSafetyandShippingReview2021AnannualreviewoftrendsanddevelopmentsinshippinglossesandsafetySAFETYANDSHIPPINGREVIEWꢀ0ꢀ1AboutAGCSAllianzGlobalCorporate&Specialty(AGCS)isaleadingglobalcorporateinsurancecarrierandakeybusinessunitofAllianzGroup.Weprovideriskconsultancy,Property‑Casualtyinsurancesolutionsandalternativerisktransferforawidespectrumofcommercial,corporateandspecialtyrisksacross10dedicatedlinesofbusiness.Ourcustomersareasdiverseasbusinesscanbe,rangingfromFortuneGlobal500companiestosmallbusinesses,andprivateindividuals.Amongthemarenotonlytheworld’slargestconsumerbrands,techcompaniesandtheglobalaviationandshippingindustry,butalsosatelliteoperatorsorHollywoodfilmproductions.TheyalllooktoAGCSforsmartanswerstotheirlargestandmostcomplexrisksinadynamic,multinationalbusinessenvironmentandtrustustodeliveranoutstandingclaimsexperience.Worldwide,AGCSoperateswithitsownteamsin31countriesandthroughtheAllianzGroupnetworkandpartnersinover200countriesandterritories,employingaround4,400people.AsoneofthelargestProperty‑CasualtyunitsofAllianzGroup,wearebackedbystrongandstablefinancialratings.In2020,AGCSgeneratedatotalof€9.3billiongrosspremiumglobally.PAGE4ExecutivesummaryPAGE10Lossesinfocus:2011to2020TrendsPAGE181.TheCovidfactorsPAGE282.LargervesselsPAGEꢀ83.SupplychainsandportsPAGE424.SecurityandsanctionsPAGE485.TheenvironmentalpictureCoverimage:AdobeStock,3‑DdesignofSuezCanalblockagePublicationphotos:AdobeStockunlessotherwisestated3SAFETYANDSHIPPINGREVIEW2021SafetyandShippingExecutivesummary876totallossesin10years↓49totallossesin2020.AGCS'SafetyandShippingReviewidentifieslosstrendsandhighlightsanumberofriskchallengesforthemaritimesector.50%declineoveradecade18cargoshipslostin2020–37%ofallvesselslostTheinternationalshippingindustryisresponsibleforthecarriageofaroundtoranksecondandthird.SouthEast90%ofworldtradesothesafetyofAsianwatersarealsothemajorlossvesselsiscritical.Thesectorcontinuedlocationofthepastdecade(224significantincreasesinlossactivityitslong‑termpositivesafetytrendthrough2020withthenumberofreportedtotallossesofover100GTincidents),drivenbyanumberoffactorsincludinghighlevelsoflocalandinternationaltrade,congestedremainingstableat49comparedwithportsandbusyshippinglanes,48ayearearlier.Thismeansannualshippinglosseshavehalvedoverthepastdecade(2011–98),although2020representedthefirsttimeinfiveyearsthatlosseshavenotdeclined,suggestingthelosstotalcouldbestabilizingaroundtheminimumachievablelevel.olderfleetsandextremeweatherexposure.Together,theSouthChina,Indochina,IndonesiaandPhilippines,EastMediterraneanandBlackSea,andJapan,KoreaandNorthChinamaritimeregionsaccountforhalfofthe876shippinglossesofthepast10years(437).2,703shippingincidentsin2020–down4%year‑on‑year.MachinerydamageisthetopcauseThe2020lossyearrepresentsaCargovesselsaccountedformorethansignificantimprovementontherollingathird(18)ofallvesselslostin2020.10‑yearlossaverage(88),reflectingthepositiveeffectofanincreasedfocusonsafetymeasuresovertime,suchasregulation,improvedshipdesignandtechnology,andriskmanagementadvances.Thenumberoflossesinvolvingcargoandpassengervesselsincreasedyear‑on‑year.Analysisshowscargovesselsaccountfor40%oftotallossesoverthepastdecade(348).Foundered(sunk/submerged)wasthemaincauseoftotallossesduring2020,accountingforoneintwo.Contributingfactorsincludebadweather,poorvisibilityleadingtocontact,floodingandwateringressandmachinerybreakdown.Thenumberoffires/explosionsresultinginSouthChina,Indochina,IndonesiaandPhilippinesisthegloballosshotspot,accountingforathirdofalllossesin2020(16),withincidentsupslightlyyear‑on‑year(2019:14).TheEastMediterraneanandBlackSea(7)andArabianGulf(4)regionssaw4SAFETYANDSHIPPINGREVIEW2021Review2021InNumbers1,500%18,000increaseincontainer‑carryingcapacityin50yearscontainersontheEverGivenduringtheSuezCanalblockage6incidentsinvolvingthemostaccident‑pronevesselsinꢀꢁꢀꢁ–aGreekIslandferryandaRoRoinCanadianwaters95%ofcrewkidnappingsreportedatseainꢀꢁꢀꢁintheGulfofGuinea579incidentsinꢀꢁꢀꢁinꢂin3totallossesinꢀꢁꢀꢁoccurredinSouthChina,Indochina,IndonesiaandPhilippines–theglobalhotspottheBritishIsles,NorthSea,EnglishChannelandBayofBiscayregiontotallossesofvesselsincreasedagainalthoughthiswasdownyear‑on‑year‑on‑year,hittingafour‑yearhighof10.Collectively,foundered(sunk/year.Machinerydamage/failurewasthetopcauseofshippingincidentssubmerged)(54%),wrecked/strandedglobally,accountingfor40%.(20%)andfire/explosion(11%)arethetopthreecausesoftotallossesoverthepastdecade,accountingfor85%.TheEastMediterraneanandBlackSearegionhasseenthemostshippingincidentsoverthepastdecade(4,556).Ofthe26,000+incidentsoverthepastdecade,morethanathird(9,334)werecausedbymachinerydamageorfailure–overtwiceasmanyasthenexthighest–collision.Thenumberofreportedshippingcasualtiesorincidentsdeclinedslightlyfrom2,818to2,703in2020orbyaround4%.TheBritishIsles,NorthSea,EnglishChannelandBayofBiscayregionsawthehighestnumberofreportedincidents(579),5SAFETYANDSHIPPINGREVIEW202126,0

0

0+reportedshippingincidentsoverthepastdecadeCovid‑19factorsreplacethem.Extendedperiodsatseacanleadtomentalfatigueandpoordecisionmaking,whichultimatelyimpactsafety.CrewingissuescameunderthespotlightinthewakeoftheWakashioincidentinJuly2020whentheDespitethedevastatingeconomicimpactofCovid‑19,theeffectonmaritimetradehasbeenlessthanfirstfeared,demonstratingtheresilienceoftheshippingindustry.GlobalvesselranagroundoffthecoastofMauritius,spillingoilinseabornetradevolumesdeclinedonlybyaround3.6%in2020,andareoncoursetosurpass2019levelsthisyear.theprocess.WithsomanycrewmembersstuckonboardvesselsthereWhilethecruiseindustryandthecarcarriersegmenthaveareseriousconcernsforthenextgenerationofseafarers.beenworstaffectedbythepandemic,theindustry’sthreelargestmarkets–tankers,bulkersandcontainers–havebeenquicktorecover.Globalcontainerthroughputinthefirstmonthsof2021exceededpre‑pandemiclevels.However,therecoveryisvolatileanddependentonthesuccessofvaccinationsandtheongoingeffectsofthepandemic.SurgesindemandforgoodscombinedwithCovid‑19‑relateddelaysatportsandshippingcapacitymanagementproblemshaveledtocongestionatpeaktimesandashortageofemptycontainers,particularlyinAsia,highlightingtheneedforeffectivebackhaulofemptycontainersintheshippingsector.Theglobalnatureofthesector,andthelackofsparecapacitywithinit,meansproblemsinoneregioncanhaverippleeffectsaroundtheworld.InJune2021itwasestimatedthattherewasarecordtotalof300freightersawaitingtoenterovercrowdedports.Covid‑19isimpactingtraininganddevelopmentandthesectormaystruggletoattractnewtalentduetoworkingconditions.Anyshortagecouldimpactthesurgeindemandforshippingastheeconomyandinternationaltraderebounds.Overall,Covid‑19hashadonlylimitedimpactonmarineclaimstodate.Hullinsurancehasseenlittledirectimpact.Marineliabilityinsurersareexpectedtofacepassengerliabilityclaimsfromcruiseships.Cargoinsurershaveseenanuptickinperishablegoodsclaims.However,thesurgeindemandforshipping,coupledwiththepandemic,hasputshipyardsunderpressure.Thereisanincreasedcostofhullandmachineryclaimsduetodelaysinthemanufactureanddeliveryofspareparts,aswellasasqueezeonavailableshipyardspace.Thecostsofsalvageandrepairshasalsoincreased.Potentially,insurerscouldseeanuptickinmachinerybreakdownclaimsifCovid‑19hasaffectedcrews’abilitytocarryoutmaintenanceorfollowmanufacturers’protocols.Machinerybreakdownclaimscouldarisefromthereactivationofthecruiseshipindustryifmaintenanceprotocolshavenotbeenfollowed–therehavealsobeenfiresonboardvesselsinlay‑up.Thecrewchangesituationisahumanitariancrisiswhichcontinuestohaveamajorimpactonthehealthandwellbeingofseafarers.InMarch2021,itwasestimatedthatsome200,000seafarersremainedonboardvesselswithasimilarnumberurgentlyneedingtojoinshipsto6SAFETYANDSHIPPINGREVIEW2021Largervessels.Largerexposuresinignitionand/orcomplicatedetectionandfirefighting.Theothercontributingfactoristhefiredetectionandfightingcapabilitiesrelativetothesizeofthevessel.Majorincidentshaveshowncontainerfirescaneasilygetoutofcontrolandresultinthecrewabandoningthevesselonsafetygrounds,thusincreasingthesizeofloss.AnInternationalUnionofMarineInsuranceworkinggrouponcontainershipfiresafetyisworkingonadraftofrecommendationstotheInternationalMaritimeOrganization(IMO)inrespectofimprovedfiredetectionandfirefightingcapabilitiesonboardcontainerships.Otherindustryorganizationsarealsotakingaction.Theproblemofmis‑declaredcargoisnotsoeasilyaddressedbecausetheproblemsareoftenwithinthesupplychains.TheblockingoftheSuezCanalbytheEverGivencontainershipinMarch2021isthelatestinagrowinglistofincidentsinvolvinglargevessels.Containerships,carcarriersandbulkcarriershavegrownlargerinrecentdecadesasshippingcompaniesseekeconomiesofscaleandfuelefficiency,atrendthatislikelytocontinuewithenvironmentalpressures.DespitetheCovid‑19pandemic,everlargervesselsareonorder.Largervesselspresentuniquerisks.Respondingtoincidentsismorecomplexandexpensive.Portfacilitiesandsalvageequipmenttohandlelargeshipsarespecializedandlimited.Approachchannelstoexistingportsmayhavebeendredgeddeeperandberthsandwharfsextendedtoaccommodatelargevesselsbuttheoverallsizeofportshasremainedthesame.IftheEverGivenhadnotbeenfreed,salvagewouldhaverequiredthelengthyprocessofunloadingsome18,000containers,requiringspecialistcranes.ThewreckremovalofthelargeContainerlossesatseaalsospikedlastyearandhavecontinuedatahighlevelin2021,disruptingsupplychainsandposingapotentialpollutionandnavigationrisk.Thenumberofcontainerlossesistheworstinsevenyears.Morethan3,000containerswerelostatseain2020,whilemorethan1,000alonefelloverboardduringthecarcarrier,GoldenRay,whichcapsizedoutsidetheUSportfirstmonthsof2021.ThiscompareswithanaverageofofBrunswickwithmorethan4,000vehiclesonitin2019,hastakenwelloverayearandcostseveralhundredsofmillionsofdollars.just1,382containerslosteachyearfromaround6,000containervesselsinoperation.Theriseincontainerlossesmaybedrivenbyacombinationoffactors,suchaslargerships,moreextremeweatherandasurgeinfreightratesandmis‑declaredcargoweights(leadingtocontainerstackcollapse)andthesurgeindemandforconsumergoods.Therearegrowingquestionsforhowcontainersaresecuredonboardships.Thenumberoffiresonboardlargevesselshasincreasedsignificantlyinrecentyears.Therewasarecord40cargorelatedfiresoroneevery10daysin2019.In2020,thenumberofincidentsdeclinedslightly,butwasstillabovetheaverage.Vesselsizehasadirectcorrelationtothepotentialsizeofloss.Cartransporters/RoRoandlargeTherehavealsobeenanumberoflossesinvolvingverycontainervesselsareathigherriskoffirewiththepotentiallargeorecarriers(VLOCs),particularlyconvertedones.forgreaterconsequencesshouldonebreakout.VLOCscanposeahigherthanusualexposureduetotherisksofcargoliquefaction,structuralfailingsandtheaddedchallengeofsalvageandwreckremoval.Repeateddeviationsfromthecargoloadingplancanleadtostructuralfatigueinthelong‑termandresultincatastrophicconsequences.Containershipfiresoftenstartincontainers,whichcanbetheresultofnon‑declarationormis‑declarationofhazardouscargo,suchasself‑ignitingcharcoal,chemicalsandbatteries.Whenmis‑declared,thesemightbeimproperlypackedandstowedon‑board,whichcanresult7SAFETYANDSHIPPINGREVIEW2021Delay,supplychainandportriskaccumulationissuesMiddleEast,processingaroundtwothirdsofLebanon’sexternaltrade.Meanwhile,theEU,theUSandChinahavebillionsofdollarsoftradeflowingthroughtheirportseveryquarter.Suchexposureinabusyportcanhavehugeconsequences.Andforinsurers,thisrepresentsamassiveMaritimesupplychainresilienceisinthespotlightafteraseriesofrecentevents.TheEverGivenincidentsentshockwavesthroughglobalsupplychainsthatarecriticallyaccumulationofriskwhichrequiresmodeling.dependentonseabornetransportwiththerepercussionslastingformonths.Itcompoundeddelaysanddisruptionalreadycausedbytradedisputesoverthepastyear,extremeweatherintheUSand,ofcourse,thefacttheshippingindustrywasalreadydealingwithdisruptioncausedbythepandemicandsurgesindemandforcontainerizedgoodsandcommodities.SecurityandsanctionsconcernmountTheGulfofGuineahasemergedastheworld’spiracyhotspot,accountingforover95%ofcrewnumberskidnappedworldwidein2020.Lastyear,130crewwerekidnappedin22separateincidentsintheregion–thehighestever–andtheproblemhascontinuedin2021.Vesselsarebeingtargetedfurtherawayfromtheshore–over200nauticalmiles(nm)fromlandinsomecases.TheCovid‑19pandemiccouldexacerbatepiracyasitistiedtounderlyingsocial,politicalandeconomicproblems,whichRecentyearshavealsoseenmajordelaystoshippingfromfloodsanddroughtsonkeyinlandshippingroutes,includingtheMississippiintheUSandRhineinEurope.Climatechangevolatilityisincreasinglyimpactingshipping.Goingforward,theshippingindustryneedstobecoulddeterioratefurther.FormerhotspotslikeSomaliamoreproactiveinaddressingandmitigatingtheimpactsofextremeweather.Moreaccurateweatherforecastingandtechnologywillhelpshippingcompaniesplanaheadcouldevenre‑emerge.ThecripplingransomwareattackagainsttheColonialoilandtakeactiontoavoidlosses,suchastodelaydeparture,pipelineintheUSinMay2021shouldbeawake‑upcallseekshelter,orreroutetoanalternativeport.forthemaritimeindustry.Asacriticalpartoftheglobalsupplychain,theshippingindustrycouldincreasinglybecomeanattractivetargetforcriminalsandpoliticallymotivatedattacks.Allfouroftheworld’slargestshippingcompanieshavealreadybeenhitbycyberattacks.Shippingandlogisticsfirmsexperiencedthreetimesasmanyransomwareattackslastyearasin2019.Potentialclaimsscenariosresultingfromdelaysanddisruptiveweatherincludespoilageofrefrigeratedcargoesincontainershipments,hullclaimsfrombulkshipmentswherevesselsfacelongerwaitingtimesatanchorbecauseofhighwaterlevelsandfloodingofstockinRoRoshipmentsfromstormsifprimarystorageareasareatmaximumcapacity.Geopoliticalconflictisincreasinglyplayedoutincyberspace.RecentyearshaveseenagrowingnumberofGPSspoofingincidents,particularlyintheMiddleEastandChina,whichcancausevesselstobelievetheyareinadifferentpositionthantheyactuallyare.Concernshavebeengrowingaboutapotentialcyberattackoncriticalmaritimeinfrastructure,suchasamajorportorshippingroute.Althoughanaccident,theSuezCanalblockageshowsthedisruptionamomentarylossofpropulsionorsteeringfailurecancause.Increasedawarenessof–andregulationaround–cyberriskistranslatingintoanuptakeofcyberinsurancebyshippingcompanies,althoughmostlyforshore‑basedoperationstodate.Politicalrisksarealsoimpactingmaritimetransportandsupplychains.In2020,atradedisputebetweenChinaandAustraliaresultedinmorethan60vesselsbeingstrandedatseaforuptoninemonths,unabletodelivertheircargoesofthermalcoalandunabletochangecrew.ConflictsintheMiddleEastandpiracyinAfricaalsocontinuetothreaten.Lastyear’sdevastatingexplosionattheportofBeirutinLebanoninAugust2020addedtoindustryconcernsoverthestorageofhazardousgoodsandconcentrationsofriskatports.Ammoniumnitrate,whichcausedtheexplosion,isawidelyusedchemicalandcanbefoundinTheburdenofinternationalsanctionscontinuestorise,portsandwarehousesacrosstheworld.However,itshouldposingbothacomplianceandsafetyrisk.Inaworryingbestoredawayfromcombustiblematerialsandawayfrompopulatedareasorcriticalservices.Theexplosion,whichresultedinthetotallossesofatleastthreevesselsintheport–togetherwiththeTianjinexplosioninChinain2015–alsohighlighttheconcentrationsofriskintheworld’slargestports.Beirutisamajorgatewaytothedevelopment,somevesselshavebeenswitchingoffAutomaticIdentificationSystems(AIS)astheyseektohidetheirlocationanddefyUSsanctions.Thiscanobviouslyhaveadetrimentalimpact,giventhepotentialforaseriousincidenttooccur,suchasacollision.8SAFETYANDSHIPPINGREVIEW2021TheenvironmentalpictureSailinginArcticwatersposesanumberofrisks,includingunpredictableandextremeweatherconditions,longperiodsofdarkness,andtheremotenessofroutesfrominfrastructureandemergencyresponseservices.Intheeventofanaccidentthecostofsalvageandenvironmentalimpactcouldbeconsiderablyhigherthaninnon‑Arcticwaters.Analysisshowstherewere58reportedshippingincidentsinArcticCirclewatersduring2020–upby17year‑on‑yearandthehighesttotalforthreeyears.SinceJanuary1,2020,thecaponthesulphurcontentofships’fuelwascutto0.5%(from3.5%).KnownasIMO2020,themandatorylimitisexpectedtoreduceemissionsofharmfulsulphuroxide(SOx)emissionsfromshippingby77%.Todate,thetransitiontolow‑sulphurshippinghasbeensmootherthanmanypredicted,althoughinsurershaveseenanumberofmachinerydamageclaimsrelatedtoscrubbers,whichremoveSOxfromexhaustgasesforvesselsusingheavymarinefuel,andarisingfromtheuseof“blended”low‑sulphurfuels.Insomecases,theuseoflow‑sulphurfuelshasledtoseveredamage,andsomesignificantclaimsfromthecostofrepairsandlossofearningsbecausecriticalsparepartswerenotavailable.Theinternationalshippingindustryproducedjustoveronebilliontonsofgreenhousegases(GHG)in2018,almost10%morethanin2012.Today’sexistingfleetandtechnologywillnotgettheshippingindustrytotheIMO’sGHGtargetofa50%cutinemissionsby2050.Meetingthesetargetswillrequiresubstantialinvestmentsinresearchanddevelopmentandbigchangesinshipdesignandpropulsion,whichwillhaveimplicationsforriskandsupplychains.Shipswillbesignificantlydifferentin20years’time.However,anunderstandingofriskneedstobekeytothetransitiontolow‑carbonshipping.Asseenwithlargecontainerships,advancementsthatdonotfocusonriskcanleadtounintendedconsequences.Arcticshippingcontinuestogathermomentum.Inthelastfiveyears,cargotrafficalongtheNorthernSeaRoute(NSR)hasgrownalmostfivefold,reaching33mntonsin2020anditispredictedthatthiscouldincreaseto100mntonsby2030.However,climatechangeconcernsmayhamperfurtherdevelopment.AgrowingnumberofcompanieshavepledgednottoshipgoodsthroughtheArcticOceanonenvironmentalgrounds.200,00018,0

0

0+SeafarersstrandedonboardvesselsinMarch2021ContainersontheEverGiven876Totallossesofvessels(2011‑2020)9SAFETYANDSHIPPINGREVIEW2ꢀ2ꢁLossesinfocusTheanalysisoverthefollowingpagescoversbothtotallossesandcasualties/incidents.Seepage56forfurtherdetails.Totallossesbytop10regions2011‑2020and2020RussianArcticandBeringSeaBritishIsles,N.Sea,Eng.ChannelandBayofBiscay236233872EastMediterraneanandBlackSea12672241634WestMediterraneanJapan,KoreaandNorthChina4242WestIndiesArabianGulfandapproaches24373S.China,Indochina,IndonesiaandPhilippines2711903BayofBengalS.AtlanticandEastCoastSouthAmericaEastAfricanCoastWestAfricanCoast5Other49totallossesin2020876totallossesbetween2011and2020Totallossesbyregion:2011-2020Totallossesbyregion:2020Totallossesbyyear50%dropoveradecade150Annualshippinglosseshavehalvedcomparedwith10yearsago,although2020representedthefirsttimeinfiveyearsthatlosseshavenotcontinuedtodecline.128120901111059899959053604948Vesselsover100GTonly302011201220132014201520162017201820192020Source:Lloyd’sListIntelligenceCasualtyStatisticsDataAnalysis&Graphic:AllianzGlobalCorporate&Specialty10SAFETYANDSHIPPINGREVIEW202ꢀ2020reviewTotallossesbytop1ꢁregionsFromJanuary1,2020toDecember31,2020Thedatabaseshows49totallossesover100GTattheendof2020aroundtheworld–asimilarnumberto2019when48werereported.SouthChina,Indochina,IndonesiaandPhilippinesremainsthemainlosshotspot,accountingforathirdofalllosses(16),representingasmallincreaseyear‑on‑year.TheEastMediterraneanandBlackSea(7)andArabianGulf(4)regionsbothsawsignificantincreasesinlossactivitytoranksecondandthird.AnnualChangeRegionLossS.China,Indochina,IndonesiaandPhilippinesEastMediterraneanandBlackSeaArabianGulfandapproachesBritishIsles,N.Sea,Eng.ChannelandBayofBiscayRussianArcticandBeringSeaS.AtlanticandEastCoastSouthAmericaWestAfricanCoast167↑2↑3↑4=433↑2↑2=33Japan,KoreaandNorthChinaWestIndies2=2↑1=EastAfricanCoast1Other5Total49↑12011‑2020reviewTotallossesbytop1ꢁregionsFromJanuary1,2011toDecember31,2020The2020lossyear(49)representsasignificantimprovementontherolling10‑yearlossaverage(88)–down45%.SouthChina,Indochina,IndonesiaandPhilippinesremainsthetoplosshotspotofthepastdecade.Thisisdrivenbyanumberoffactorsincludinghighlevelsoflocalandinternationaltrade,congestedportsandbusyshippinglanes,olderfleetsandexposuretoextremeweather.RegionLoss22412687S.China,Indochina,IndonesiaandPhilippinesEastMediterraneanandBlackSeaJapan,KoreaandNorthChinaBritishIsles,N.Sea,Eng.ChannelandBayofBiscayArabianGulfandapproachesWestAfricanCoast624237WestMediterranean34EastAfricanCoast27BayofBengal24Together,thetop10maritimeregionsaccountforcloseto80%ofalllossesoverthepastdecadewiththeSouthChina,Indochina,IndonesiaandPhilippines,EastMediterraneanandBlackSea,andJapan,KoreaandNorthChinaregionsaloneaccountingforhalfofalllosses.RussianArcticandBeringSeaOther23190876TotalVesselsover100GTonlySource:Lloyd’sListIntelligenceCasualtyStatisticsDataAnalysis&Graphic:AllianzGlobalCorporate&Specialty11SAFETYANDSHIPPINGREVIEWꢀ0ꢀꢁTotallossesbytypeofvessel2011‑2020Cargovesselsaccountfor40%oftotallossesoverthepastdecade.Top5vesseltypeslost60504030CargoFisheryBulk20100PassengerTug2011201220132014201520162017201820192020Totallossesbytypeofvessel:2011–20202011371414720126112117201340131582014311552015201620172018201916102202018102Total348Cargo40161363410554817122Fishery12076695140373535191212116Bulk7PassengerTug117117563527764443Chemical/ProductRoRo481022374113656914141ContainerOther3744553123211215364435Supply/OffshoreDredgerTanker232332123212111114111Barge313112LPG11UnknownTotal1211598128111901059995534849876Vesselsover100GTonlySource:Lloyd’sListIntelligenceCasualtyStatisticsDataAnalysis&Graphic:AllianzGlobalCorporate&Specialty12SAFETYANDSHIPPINGREVIEW202ꢀ2020reviewTotallossesbytypeofvesselJanuary1,2020toDecember31,2020Cargovesselsaccountedformorethanathirdofallvesselslostin2020.FounderingwasthemostfrequentcauseoflossandmostcargovesselswerelostinSouthEastAsianwaters.Thenumberoflossesinvolvingcargoandpassengervesselsincreasedyear‑on‑year.49|Cargo18105|Fishery|Passenger|Tug3Total|Bulk2|Chemical/Product|Container|Dredger|RoRo1111|Supply/Offshore|Tanker11|Other5ThehugeexplosioninBeirutinLebanononAugust4,2020resultedinthereportedtotallossesofatleastthreevesselsintheport.Vesselsover100GTonlySource:Lloyd’sListIntelligenceCasualtyStatisticsDataAnalysis&Graphic:AllianzGlobalCorporate&Specialty13SAFETYANDSHIPPINGREVIEW202ꢀTotallossesbycause2011‑2020Foundered(sunk/submerged)(54%),wrecked/stranded(20%)andfire/explosion(11%)arethetopthreecausesoftotallossesoverthepastdecade,accountingfor85%ofalllosses.Top5causesofloss70605040Foundered30Wrecked/stranded20Fire/explosionMachinerydamage10Hulldamage02011201220132014201520162017201820192020Totallossesbycause:2011–2020201120122013702115120142015661992016482012104201720183111620192020247Total477172995129273Foundered(sunk/submerged)Wrecked/stranded(grounded)Fire/explosion4628954291415750187571583149101Machinerydamage/failureHulldamage(holed,cracksetc.)Collision(involvingvessels)Contact(e.g.harborwall)Missing/overdue652923152511135227212221213Piracy121Miscellaneous21211514876Total981281119010599