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#MCIB - The death by drowning of a South Dublin boatman may have been avoided had he been wearing a lifejacket or buoyancy aid, according to investigators.

The report by the Marine Casualty Investigation Board (MCIB) into the death of Aidan Fennell off Dalkey Island on 12 October 2010 found that an epileptic episode could have caused him to fall overboard from his rowboat and become disorientated once in the water.

Fennell, 43, was considered a competent boatman and a strong swimmer used to cold water, though was prone to seizures where he could not control his muscles and lost sense with reality, on occasion becoming unconscious.

On the afternoon of 12 October last year Fennell had launched his boat from Coliemore Harbour in fair conditions, intending to ferry a German family to Dalkey Island. When they pulled out of the trip, Fennell decided to row to the island on his own, with no flotation devices on board.

He was last seen by friend Kevin O'Farrell at 2.50pm. Around half an hour later, O'Farrell became concerned as to Fennell's whereabouts when he had been out of sight for some time.

After notifying the Irish Coast Guard, the Dun Laoghaire lifeboat and coastguard helicopter Rescue 116 were dispatched to search the area. Fennell's boat was located before 4pm washed on the rocks at the southeast end of Dalkey Island, and his body was found in the water close by some 10 minutes later.

No injuries were found on Fennell's body, suggesting that he went into the water before his boat washed up on the rocks.

The report concluded that if he had fallen overboard in normal conditions "it is considered likely that he could have swum to his boat, or clung on to the oars.

"However, if he had suffered an epileptic episode... he would have had great difficulty in staying afloat, in particular without having the buoyancy assistance of a life jacket."

The full report is available to download as a PDF from the MCIB website HERE.

Published in MCIB

Ferry & Car Ferry News The ferry industry on the Irish Sea, is just like any other sector of the shipping industry, in that it is made up of a myriad of ship operators, owners, managers, charterers all contributing to providing a network of routes carried out by a variety of ships designed for different albeit similar purposes.

All this ferry activity involves conventional ferry tonnage, 'ro-pax', where the vessel's primary design is to carry more freight capacity rather than passengers. This is in some cases though, is in complete variance to the fast ferry craft where they carry many more passengers and charging a premium.

In reporting the ferry scene, we examine the constantly changing trends of this sector, as rival ferry operators are competing in an intensive environment, battling out for market share following the fallout of the economic crisis. All this has consequences some immediately felt, while at times, the effects can be drawn out over time, leading to the expense of others, through reduced competition or takeover or even face complete removal from the marketplace, as witnessed in recent years.

Arising from these challenging times, there are of course winners and losers, as exemplified in the trend to run high-speed ferry craft only during the peak-season summer months and on shorter distance routes. In addition, where fastcraft had once dominated the ferry scene, during the heady days from the mid-90's onwards, they have been replaced by recent newcomers in the form of the 'fast ferry' and with increased levels of luxury, yet seeming to form as a cost-effective alternative.

Irish Sea Ferry Routes

Irrespective of the type of vessel deployed on Irish Sea routes (between 2-9 hours), it is the ferry companies that keep the wheels of industry moving as freight vehicles literally (roll-on and roll-off) ships coupled with motoring tourists and the humble 'foot' passenger transported 363 days a year.

As such the exclusive freight-only operators provide important trading routes between Ireland and the UK, where the freight haulage customer is 'king' to generating year-round revenue to the ferry operator. However, custom built tonnage entering service in recent years has exceeded the level of capacity of the Irish Sea in certain quarters of the freight market.

A prime example of the necessity for trade in which we consumers often expect daily, though arguably question how it reached our shores, is the delivery of just in time perishable products to fill our supermarket shelves.

A visual manifestation of this is the arrival every morning and evening into our main ports, where a combination of ferries, ro-pax vessels and fast-craft all descend at the same time. In essence this a marine version to our road-based rush hour traffic going in and out along the commuter belts.

Across the Celtic Sea, the ferry scene coverage is also about those overnight direct ferry routes from Ireland connecting the north-western French ports in Brittany and Normandy.

Due to the seasonality of these routes to Europe, the ferry scene may be in the majority running between February to November, however by no means does this lessen operator competition.

Noting there have been plans over the years to run a direct Irish –Iberian ferry service, which would open up existing and develop new freight markets. Should a direct service open, it would bring new opportunities also for holidaymakers, where Spain is the most visited country in the EU visited by Irish holidaymakers ... heading for the sun!