[en] The main technical factor in the development of marine casualties on vessels under 24 meters length and, in particular, in fishing vessels is related to deficiencies in the ship's intact stability. According to the Spanish Commission for Investigation of Maritime Accidents and Incidents (CIAIM), between 50 and 60% of accidents carried out in recent years were fishing vessels where 60% of them were produced by subsidence or overturning caused flooding and loss of stability. These deficiencies are not usually due to a single cause, being usually related with a set of them, as happened with the collapse of the fishing vessel O'Bahía in 2004. In this case, 10 deaths were caused by the loss of dynamic stability due to an inadequate ship speed under following sea or successive shipment of water by large waves and the existence of high weights not included in the load conditions. Furthermore, some other limitations in the design of these vessels were added as a consequence of the legislation that limits, in new construction vessels, the volume under main deck (GT). This would mean that ships are designed with a very tight freeboard, which may undermine the stability at large angles. This large angles stability is very important to avoid situations of anxiety especially in adverse weather conditions. We also consider that the current stability criteria (IMO, Rahola), based primarily on the setting of minimum values for various righting static and dynamic arms, can´t be considered completely satisfactory due to they do not take into account the size of the ship and the hell over actions that are submitted these vessels. Therefore, we consider the need to establish a new intact stability criterion for the fleet object of this thesis based on the weight of GM and dynamic stability [ ] to the angle of 70° and the value of the Critical Wave Height (CWH) adapted to the meteorological and oceanographic conditions of the fishing ground, paying particular attention to failures related to the parametric roll (Spanos&Papanikolaou, 2009), pure loss of stability, Surf-riding (Peters et al., 2011) and broaching, dead-ship condition and excessive accelerations, such as that indicated by the IMO in the development of Second Generation of Initial Stability criteria from the 48th session of the SLF and the IMO SDC1 setting levels to study about these phenomena. Also, the IMO proposal of Goal based Standards on New Ship Construction were considered using Risk based Oriented Methodology studies by a Formal Safety Assessment (FSA) procedure. The study of the human factor was made from the perspective of the investigation of maritime accidents, taken into account the great importance that human error is the main factor in accidents of fishing vessels. Such accidents will be analyzed through the factual investigation using as reference the ILO/IMO research model of human factors and the research models used to identify and sequence these events. Finally, systematic series actions to improve the model will be developed based on STCW78 Manila 2010 amendments and the Standards of Training, Certification and Watchkeeping for Seafarers-Fishing (STCW-F).

[gl] O principal factor técnico que intervén no desenvolvemento dos sinistros marítimos nas embarcacións menores de 24 metros de eslora, e particularmente as embarcacións pesqueiras, é o relacionado coas carencias na estabilidade intacta do buque. Segundo datos da Comisión de Investigación de Accidentes e Incidentes Marítimos española (CIAIM), nos últimos anos entre un 50 e un 60% dos accidentes foron protagonizados por pesqueiros e un 60% destes produciuse por afundimentos ou envorco provocado por inundación e perda de estabilidade. Estas carencias habitualmente non se deben a unha soa causa, senón a un conxunto delas, como sucedeu co afundimento do pesqueiro O´Bahía no ano 2004 con 10 falecidos provocado pola perda de estabilidade dinámica debida á velocidade inadecuada do buque con mar de popa, (Ayaz, et a o. 2006), o embarque sucesivo de auga por acometida de grandes olas e a existencia de pesos altos non contemplados nas condicións de carga. A todo isto debemos engadir as limitacións no deseño destas embarcacións, provocadas principalmente por unha lexislación en materia de novas construcións que limita as GT baixo cuberta principal (volumes). Isto supoñerá que os barcos se deseñen cun francobordo moi axustado, o que pode ir en menoscabo da estabilidade a grandes ángulos. Esta estabilidade a grandes ángulos é un factor moi importante á hora de evitar situacións de zozobra, especialmente en situacións meteorolóxicas adversas. Así mesmo, consideramos que os actuais criterios de estabilidade (IMO, Rahola) baseados principalmente na fixación de valores mínimos para diversos brazos adrizantes estáticos e dinámicos non se poden considerar completamente satisfactorios, principalmente porque non teñen en consideración o tamaño do buque e as accións escorantes ás que están sometidos estas embarcacións. Por todo iso, consideramos a necesidade de establecer un novo criterio de estabilidade intacta para a flóta obxecto desta tese, baseado na ponderación do GM e a estabilidade dinámica [ ] ata o ángulo de 70° e o valor da altura da ola crítica (CWH) adaptado ás condicións meteorolóxicas e oceanográficas do caladoiro, prestando especial atención aos fallos relacionados co balance paramétrico, a perda pura de estabilidade, o broaching, a condición en peso morto e o exceso de aceleracións, tal como marca a IMO en canto ao desenvolvemento de Criterios de Estabilidade Inicial de Segunda Xeración desde a 48th sesión da SLF e no IMO SDC1 fixando os niveis a estudar sobre estes fenómenos. Así mesmo, seguíronse a preferencia do establecemento de normas baseadas en obxectivos (IMO Goal based Standards on new ship Construction) utilizando estudos baseados no risco (Risk based Oriented Methodology) cuxo máximo expoñente é a avaliación formal da seguridade (Formal Safety Assesment.- FSA). O estudo do factor humano realizouse desde a perspectiva da investigación da sinistralidade marítima, tendo en conta a gran relevancia que ten o erro humano nela, ata o punto de que se converteu no principal factor que intervén na sinistralidade das embarcacións pesqueiras. Para iso, realizarase o seu estudo a través da investigación factual de dita sinistralidade utilizando como base o modelo de investigación OIT/IMO dos factores humanos e a investigación dos modelos utilizados para a identificación e secuencia destes eventos, desenvolvendo unha serie sistemática de accións para mellorar devandito modelo, baseándose principalmente nas emendas a STCW78 Manila 2010 e o STCW-F (Standards of Training, Certification and Watchkeeping for Seafarers-Fishing).