An independent and confidential

MARITIME FEEDBACK reporting system for the Maritime industry

Issue 01 FISHER FEEDBACK Autumn 2023

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Ensuring Safety in Fishing Operations

Adam Parnell Director (Maritime)

W elcome to the first edition of our safety newsletter for the commercial fishing industry. For over 2 decades, CHIRP Maritime has empowered seafarers worldwide by raising awareness of safety lessons learned from real-life scenarios. Because we recognise the unique circumstances and challenges faced by the commercial fishing sector, we are proud to introduce a new publication specifically for fishers, based on reports submitted by fishers. We hope to create a safe and non-judgemental learning environment where fishers can share, and learn from, the experiences of others. This helps to prevent similar incidents in the future and contributes to a safer maritime environment overall. In this edition, we explore a series of recent fishing incident reports sent to CHIRP. The failure to communicate maintenance intentions led to a grievous accident. In another, we showcase the hidden dangers that can arise from historical conflicts – in this case, unexploded ordnance. A collision between a fishing vessel and a ferry within a port highlights the cascading effects of deviating from local communication protocols. These incidents share a common thread: proper Maintenance-related incidents also feature communication, situational awareness, and adherence prominently. In one report, a fisher sustained a to safety protocols are paramount. Vessel operators, serious hand injury while undertaking unplanned crew members, and port authorities must collectively maintenance. In another, a fishing vessel’s gear uphold these principles to mitigate risks and prevent collapsed while being hoisted due to a parted steel accidents. Safety is a shared responsibility, and it wire rope, highlighting the significance of regular is essential to stay informed, follow guidelines, and equipment inspection. continuously reassess and improve practices to foster Lastly, an incident involving a fisher falling a safer fishing environment for everyone involved. overboard underlines the importance of personal Please let us know your thoughts about this new safety equipment and self-rescue measures. Carrying publication, both good and bad, so that we can make a waterproof handheld VHF radio or a Personal future editions even better. And do please keep your Locator Beacon (PLB) and rigging self-rescue ladders reports coming! are crucial steps in ensuring fishers’ safety, especially Yours in Safety, when operating single-handedly. The CHIRP Maritime team

Please note all reports received by CHIRP are accepted in good faith. Whilst every effort is made to ensure the accuracy of any editorials, analyses and comments that are published in FEEDBACK, please remember that CHIRP does not possess any executive authority.

M2159 tide, which is why port authorities prohibit it. Where the laying of pots within harbour limits is allowed, they

Propellor fouls on pot line should be laid away from the main channel so that the riser is kept well away from the channel. Losing control of a vessel inside a busy harbour Initial Report can easily cause collision into moored or passing boats Shortly after a fishing vessel entered the main channel at or an uncontrolled grounding. Both can result in a the harbour entrance, the engine’s revolutions unexpectedly pollution incident which would close the port. For these slowed, and the engine temperature rose. A quick investigation reasons, CHIRP discourages laying pots near main revealed that a poorly marked floating line attached to a line of navigational routes. pots had become wrapped around the prop shaft. The line was cut free, but the engine would not restart, and the vessel had to Factors identified in this report be towed into the harbour by another fishing vessel which was, Local practices – Check whether your harbour allows pots fortunately, passing close by. to be laid inside the harbour. Where it is permissible, lay Further investigation proved that the gearbox had been away from navigational routes or among lines of moorings. severely damaged and needed to be replaced, costing over Where practicable, ensure the riser is at the end furthest £10,000 and two weeks’ lost fishing time. Although the away from the channel, and avoid using a floating line. insurance covered the gearbox cost, the loss of income over the two weeks was significant. Design – Be aware of any local requirements regarding the design and size of marker buoys, and in any case follow CHIRP comment local ‘best practice’ to avoid dangerous situations and to Laying pots near a main channel can be attractive because minimize the risk of losing fishing gear. the areas are rarely fished, usually in sheltered water, and are easy to access. However, CHIRP frequently receives Situational awareness – Keep a close watch out for reports about vessels becoming snagged on pot lines which poorly marked lines inside the harbour and navigate have been poorly marked. In this case, the marker was an with caution. Have an emergency plan to react quickly empty 2-litre plastic milk carton. to an unexpected loss of control or steering. Report Fishers sometimes use floating line because even if the poorly marked lines inside harbours to the harbour marker buoy is lost, the string of pots can often be recovered. master so that they can inform the owner to take However, it presents a snagging hazard, particularly at low appropriate measures.

Losing control of a vessel inside a busy harbour can easily cause collision into moored or passing boats or an uncontrolled grounding

M2102 that conflicting work activities can be rescheduled and that adequate time and resource is allocated to the

Hand injury to fisher task. Because no one else was aware of the engineer’s intentions, the incident outcomes could potentially be even more severe. Initial Report The engineer on a fish processing vessel needed to conduct Factors identified in this report maintenance on a conveyor belt used for moving fish boxes. Communications – Do you discuss planned maintenance During a crew break, the engineer activated the emergency activities during your daily/weekly work briefs? How is your stop so that the conveyor belt would not be reactivated crew made aware of unplanned maintenance requirements? while they worked on it. They did not inform the crew of Would you display a notice board showing daily and weekly their maintenance intentions. work activities? When processing restarted after the break, a fish box was placed on the conveyor, breaking the ‘magic eye’ beam, Pressure – Even when maintenance is planned, engineers which restarted the conveyor. However, the engineer was sometimes put themselves under time pressure to get the still maintaining the chain and their fingers became trapped job done as swiftly as possible to minimize equipment when it restarted. They lost a fingertip before they could downtime. Be mindful that you aren’t putting yourself retract their hands. under unnecessary pressure because this can lead to unsafe ‘short-cuts’.

Design – It should have been impossible for the conveyor to restart until the emergency stop button was reset. Emergency cut-off systems are not an acceptable alternative to the established pre-work isolation routines. Everyone must be briefed on planned maintenance work at the daily work planning meeting to ensure that conflicting work activities can be rescheduled.

The company have made changes to include this safety procedure for all equipment with moving parts.

M2161

Lone Fisher Falls Overboard Initial Report During the early evening, a single-handed inshore fishing vessel under 10m was working pots just outside the harbour’s mouth. The fisher lost their balance and fell overboard, and could not self-rescue. Although they wore their flotation device, they could not summon help because their radio was still on the boat. They were in the water for over an hour before they were spotted and recovered by a passing sailing vessel. Although they were extremely hypothermic, they made a full recovery. Their fishing vessel was recovered the CHIRP comment following day. The engineer thought activating the emergency stop would prevent the system from operating, so they didn’t correctly CHIRP comment isolate the system. CHIRP contacted the company and In this scenario, the fisher was fortunate to be spotted by a received very positive feedback on how they would ensure passing sailing vessel. Wearing a flotation device was crucial that this type of incident would be prevented from happening because it reduced the effort required to remain afloat so again. This hazard had been identified in the risk assessment that they could conserve energy. for this work. Still, it did not include Lock Out, Tag on, Tag off When fishing single-handed, CHIRP advises that a (LOTOTO) procedures which were only available for work on ladder is rigged to aid self-rescue or a floating messenger electrical systems and not on equipment with moving parts. line attached to a lifebuoy streamed from the stern and next The company have made changes to include this safety to the ladder. Fishers are also strongly encouraged to wear a procedure for all equipment with moving parts. waterproof hand-held VHF radio or (even better) a Personal Everyone must be briefed on planned maintenance Locator Beacon (PLB), which can alert the emergency work at the daily work planning meeting to ensure services if you fall in.

Factors identified in this report include dark or rusty parts of the rope, breaking strands Local practices – Rig a ladder or another means of getting (‘hairy rope’), or the rope’s diameter narrowing. Keep the back on board if you fall over the side. crew clear while the equipment is hoisted or lowered to minimise crushing, entrapment, or wire ‘snap-back’ risks. Communication – Carrying a means of summoning Use the required PPE during hoisting operations, like safety emergency assistance on your person can save your life. In helmets. When lifting, avoid the sudden onset or release some regions, fishers operate a regular radio check-in call of tension: either can cause high shock dynamic loading, with someone ashore to alert the authorities if they fail to causing rope failure. Be aware of the maximum load that is check in when due. allowed for the hoisting equipment in use

Factors identified in this report Communication – Use clear and effective communication during the toolbox talk to highlight the hazards so that everyone involved knows the maintenance procedures and understands the potential risks. Do you have an emergency response plan to react to accidents or incidents?

Situational awareness – Crews should be encouraged to continually think “What if…?’ and be alert to what is happening around them. Use the right PPE.

Teamwork – Working together and challenging the status quo during maintenance routines, especially ones not carried out frequently, is good practical safety management.

M2073

Collision between a fishing A typical personal locator beacon (PLB) vessel and ferry in port Initial Report M2166 Shortly after a RO-RO ship left its berth, it collided with an inbound fishing vessel. The fishing vessel sank, but all 7 of the crew were safely recovered. In this port, vessels Potentially fatal near miss needed to request permission to enter or leave so that vessel movements could be deconflicted by the port’s Initial Report traffic services to avoid potential collisions, although this Our reporter told CHIRP that their 27m beam trawler was rule was often ignored by smaller vessels. In this case, the alongside, port side too, in the harbour for maintenance. fishing vessel did not have a working radio, so there was They hoisted the port (inboard) trawl so that they could no communication between the vessel and the port, nor stand on the quayside and fix the nets. Just before they could it hear that the RO-RO vessel calling after it had left started work, the steel wire rope (SWR) parted, and the its berth. beam, stone mat and net fell at great speed over the side between the vessel and the quay, only narrowly missing several of the crew. A new rope was reeved, and, with the help of a diver, the gear was safely recovered. In subsequent correspondence, the reporter stated that the ropes were regularly greased and checked for signs of wear. Ropes were also ordinarily end-for-ended approximately halfway through their estimated service life to further reduce the effects of wear on any one part of a rope. There was no indication that the rope had been overloaded or worn.

CHIRP comment This near miss highlights the potential risks that can arise during maintenance and hoisting operations: even when good inspection and upkeep routines are in place, equipment can fail, and incidents can happen. Proper equipment inspection is crucial to identify worn parts early to minimise the risks of unexpected failures. Signs of wear

CHIRP comment CHIRP comment The causes of this incident were present a long time Items of historic ordnance are occasionally caught in nets in before it happened. By allowing smaller vessels to ignore many parts of the world that have experienced previous (or the requirement to radio for permission to enter or leave, ongoing) conflicts, making the already hazardous work of deficiencies in the ports monitoring or detection systems commercial fishers even more dangerous. went unnoticed. Potentially, the reduced emphasis on While submerged in water, the components within radio communication from small vessels made it less explosives can separate and become extremely unstable likely that fishing vessels would carry a spare radio, and if they dry out. Other chemicals, such as phosphorus, can possibly meant that the failure of the primary radio spontaneously ignite in contact with air, creating toxic fumes. went unnoticed. In any case. The port did not detect the In this instance, the ship’s crew were unaware they inbound vessel and granted the RO-RO permission to had unexploded explosives on board. But if you are in leave its berth. doubt, do not touch it or try to throw it back over the side. The activities involved in entering or leaving a harbour Keep the crew as far away as possible, increase your likely distracted the bridge teams on both from their primary vessel’s watertight integrity by closing all weather-tight and task of keeping a good lookout to detect the risk of collision water-tight accesses and contact your regional emergency (Collision Regulations rule 5). In any event, even when risk services and follow their directions. Reduce your speed of collision was determined, neither vessel took the correct and steer a course that minimises boat movement. More action to avoid collision (rules 8 and 17). guidance has been published by the UK’s Maritime and Coastguard Agency in MGN 323 (https://assets.publishing. Factors identified in this report service.gov.uk/government/uploads/system/uploads/ Situational Awareness – This report highlights the attachment_data/file/440107/323.pdf) importance of effective monitoring and detection systems to be in place, especially in high-traffic areas. Factors identified in this report Port entry or exit is a high-risk operation, and vessel Local practices – Ensure your fishing vessel has a plan operators should be vigilant and maintain situational to deal with suspected unexploded ordnance based on an awareness to prevent collisions. appropriate risk assessment.

Communication – If the fishing vessel had carried a hand- Situational awareness – Try to understand areas where held VHF as a back-up, (which in any case is essential unexploded ordnance is more likely to be encountered. Your emergency equipment should you ever have to abandon local port authority or fishing association may be able to ship) this incident might have been avoided. The fishing help with this. Do not trawl over or near areas of charted vessel’s inability to inform the port of their intention to disposal sites. enter or respond to the ferry’s attempts to contact them contributed to the collision. Timely and clear communication Alerting – To increase awareness, try to take pictures of the between vessels and port authorities is essential for safe unexploded ordinance and distribute them to other fishers. navigation. A radio check before leaving or entering the Update the safety folder with the Near Miss incident. harbour is good seamanship.

Local Practices – In this port, smaller vessels commonly ignored the requirement to request permission to enter or While submerged in water, leave. The port authority should enforce the requirement to report because it hampers the port’s ability to operate a the components within safe harbour. Are you aware of your reporting requirements when arriving or departing a port? explosives can separate and become extremely unstable if M2160 they dry out. Other chemicals, such as phosphorus, can Danger! Unexploded spontaneously ignite in contact ordnance with air, creating toxic fumes Initial Report A fishing vessel entered the harbour to land its catch. It also landed some rusty metal objects that had become tangled in the ‘cod end’. A member of the harbour staff realised that these were items of historic ordnance and could contain explosive residue. The emergency services were called, and a bomb disposal team attended and took away the items, which were subsequently proven to be unexploded ordnance. Had the items entered a waste recycling plant, they would have posed a significant hazard to both people and equipment.

WE ARE GRATEFUL TO THE SPONSORS OF THE CHIRP MARITIME PROGRAMME. THEY ARE:

Da Gama Maritime On-board Training Navigation Assessment and Procedures Review – Duration 2 days This course is designed to enhance the skills of the Officer of the Watch and bridge lookouts through discussion and practical aspects in among other things:

- Enhancing the safety of the vessel by understanding chart outfit maintenance procedures. - A bridge forum including a review of maritime accidents and their causes. - A Rules of the Road test and discussion. - Planning and execution in paper and electronic navigation passage techniques. - Discussion and practise in underway emergencies including steering failures and Man Over Board drills.

Result

Crew attending the course will gain a greater appreciation of maintaining the safety of the vessel through enhanced navigation procedures and confidence in ship handling abilities brought about by theoretical and practical discussions and exercises.

Navigation Outfit Maintenance Course – Duration 1 day As a result