The winter season is nearly upon us.
While some fishermen are hauling up their boats, storing gear and evaluating the season that was, many harvesters are just getting started.
In just a few weeks, more than 1,600 harvesters in lobster fishing areas (LFAs) 33-34 will be hitting the water to prosecute one of the largest and most lucrative lobster fisheries on the planet. The countdown to dumping day 2018 is on.
The planning and preparation for this multi-million-dollar fishery is extensive and immense. However, one aspect of planning that should never be overlooked is safety. Commercial fishing is a dangerous occupation at the best of times. However, when you factor in a commercial fishery involving hundreds of boats, taking place over the winter months of the North Atlantic — then that really ratchets up the risk level.
Last year, the Department of Fisheries and Oceans (DFO) made the decision to delay the opening of the season until the following day due to a mix of wind and snow off the southwest coast of Nova Scotia.
One does not have to look far into the past to realize how dangerous this fishery can be.
On dumping day 2015, the fishing vessel Cock-a-Wit Lady departed Shag Harbour, Nova Scotia, with five crew members on board.
According to the Transportation Safety Board of Canada (TSB), at 9:11 a.m. in the morning, the vessel reported that a deckhand had gone overboard while setting a first string of lobster traps. The crew recovered the deckhand and attempted resuscitation. After being airlifted to hospital, the crew member was pronounced deceased.
The subsequent TSB investigation determined that while the crew was setting lobster traps, one of the traps got caught on the port guard rail. A deckhand attempted to free the caught trap with his feet and while doing so, he stepped into the coils of rope attached to the traps.
When he managed to free the trap, it quickly went over the stern and the deckhand was hauled overboard and carried under water by the weight and momentum of the traps. The vessel’s overhead block, which is mounted on top of the wheelhouse and used in conjunction with the trap hauler to pull traps aboard, was in stowed position as the crew was not planning on using it that day.
In an attempt to save time, the crew tried to recover the deckhand using only the trap hauler but, given the angle of the line and additional strain of the submerged traps, the line parted.
The crew then lowered the overhead block and was able to recover the deckhand. By that time, approximately 10 minutes had passed and the crew was unable to resuscitate the deckhand.
The tragedy aboard the Cock-a-Wit Lady three years ago is a sombre and chilling lesson of just how quickly things can go wrong on the deck of a lobster boat, especially on a hectic day like dumping day.
The TSB said the crew did not perform emergency drills before lobster season began and had no safety meetings to prepare for potential problems.
So, have things improved since the tragedy aboard the Cock-a-Wit Lady? Not according to the latest stats released by the TSB.
In fact, as part of its Watchlist 2018, the TSB said one of its ongoing, major concerns was the disturbing safety record of the fishing industry, which has resulted in an all-time high of 17 fatalities so far in 2018.
Watchlist 2018 spells out clear actions that are necessary to effectively address each of the issues. For example, fatigue management requires, at a minimum, adequate duty-time regulations based on fatigue science, fatigue management plans that are tailored to company operations and awareness training for employees and managers to help them prevent fatigue and know how to mitigate the symptoms before an accident happens.
“Various initiatives have sparked the development of a safety culture within the industry, but progress has been slow, sporadic and localized.”
The fishing industry in Canada has long registered disproportionately large numbers of accidents and fatalities. Since 1992, the TSB has made 48 recommendations to address safety deficiencies, 13 of which are still outstanding.
In 2012, the TSB released a safety issues investigation on the root causes of fatal fishing vessel accidents. Findings highlighted a number of systemic factors requiring attention, in particular
- vessel modifications and their impact on stability
- the lack of or failure to use lifesaving equipment, such as personal flotation devices (PFDs)
- immersion suits and emergency signaling devices
- unsafe work practices
- and inadequate regulatory oversight.
Despite the loss of life and constant warnings, why is this pervasive, deadly problem not improving?
“Safety deficiencies in the fishing industry put at risk the lives of fish harvesters, the efficiency and continuity of their operations, and the livelihoods of their families and communities. Those risks will remain until concerted and coordinated actions by federal and provincial authorities, industry leaders and safety advocates effectively influence and reinforce changes in behaviours and attitudes. Developing and sustaining a strong safety culture is required to foster greater compliance with regulations, in particular with respect to vessel stability and the use of life-saving equipment. Addressing these two safety deficiencies would contribute to a significant reduction in the number of fishing-related fatalities given the number of deaths currently associated with falling overboard or stability/capsizing events,” the TSB stated in Watchlist 2018.
However, regulatory changes appear to be moving in the right direction.
In 2017, Transport Canada (TC) introduced the first phase of the new Fishing Vessel Safety Regulations (for vessels up to 24.4 metres in length). It implemented a number of oversight and education activities, by developing and delivering policy documents, inspector training and guidance on the application of regulations. TC also provided the fishing industry across the country with information and opportunities to participate in consultation sessions. In addition, it has implemented a program to help owners and operators ensure their vessels meet applicable regulations.
But with 17 deaths so far this year, there is obviously a lot of work remaining to be done.
“Some fishing associations have taken increasing leadership in developing guidelines for vessel modifications and stability. Some workers compensation boards have imposed fines to encourage safe work practices, and various organizations have launched education initiatives. As a result, there are signs of behavioural change among fish harvesters, but it is not consistent across regions and fisheries. Unlike other provinces, New Brunswick and Prince Edward Island still do not have workplace legislation that is applicable to fishing vessels,” cautions the TSB.
