iFish5

It is acknowledged in the United Kingdom that commercial fishing is the most dangerous of all occupations. Data published by the Marine Accident Investigation Branch show that accident rates in merchant shipping are declining, yet statistics for fishing vessel losses remain stubbornly high. In this presentation, latent and active causes of accidents are considered, and the detail of one of the worst accidents in the Scottish fleet is examined by way of practical illustration. Finally, deteriorating stability has been identified as the most significant factor in losses of vessels and lives in the fishing fleet, and current stability monitoring work by Hook Marine is described and suggested as a solution to this problem.

This presentation outlines our project’s approach to reducing fishing vessel capsizing in Newfoundland. Capsizing is a serious concern amongst members of the fishing community in Newfoundland. These events are rare but are often fatal, result in large economic losses, and are highly publicized. It is important to determine the primary causes of vessels capsizings in order to put preventative measures in place. Investigation reports of capsizing events were analyzed and will be supplemented by interviews with fish harvesters who have had a “near miss” capsizing event. In addition to this data collection, roundtable discussions with fish harvesters focusing on their perceived risk of capsizing will be performed. From these assessments, an outline of a program focusing on education and awareness will be prepared. This program will equip operators with the knowledge that will allow them to make informed decisions regarding the stability of their vessel.

Port-led development policies in the region and promotion of offshore fishing by the coastal States/Union Territories and Union Governments of India have increased both the shipping and fishing traffic in the Indian Exclusive Economic Zone (EEZ). Along with this increase in traffic, the number of reported incidents of collision between fishing boats and merchant ships have also increased. In 2017, there were four major incidents involving fishing vessels and merchant ships, which caused loss of lives and destruction of fishing vessels. The situation is further aggravated by engagement of migrant labour from the hinterland of India, who have no prior experience in ‘Rules of the Road’. While the Merchant Shipping Act of 1958 guides the registration of both the merchant ships and the fishing vessels, regulations concerning qualification of fishing crew and fitness of fishing vessels have been diluted considering their size, area and scale of operation and in general marginal economic status. However, with the fishing vessels moving increasingly offshore and Indian waters attracting more shipping traffic, the situation is likely to worsen in the coming period. The issue is now getting increased policy focus and agencies involved in shipping and fishing regulations are coming together to find possible options to address the problem. A standard Operating Practice has also been developed by the Directorate General of Shipping for consideration of the marine fisheries agencies in the country. The paper evaluates the policy development so far and options for developing a suitable mechanism as fishers usually undermine the navigational risks of fishing.

The SHIPSAN ACT is a European Joint Action funded by the European Commission under the Health Programme (2008-2013) where 32 partners from 24 European countries participate. The aim is to strengthen an integrated strategy and sustainable mechanisms for safeguarding the health of travelers and crew of passenger and cargo ships and prevent the cross-border spread of diseases.

Methods & Materials: A range of methods were used, including: literature review, table top and operational exercises, surveys and questionnaires, site visits, training, inspections, working group meetings and development of guidance documents.

Results: A state of the art report was composed including the results of: literature review for describing scientific evidence on communicable diseases affecting people on any type of ships or at ports; a survey on hygiene inspection practices regarding fishing vessels; survey on training needs related to core capacities at the points of entry-ports; and survey on the practices and responsibilities of port health authorities along inland waterways. Guidelines for dealing with chemical and radiological incidents on ships and training material, risk assessment guidelines as well as a risk assessment tool for occupational health risks per cargo ship type in place. A  pool of 83 trainers from 20 countries was created. The web-based Communication Network http://www.shipsan.eu/comnet/, since its developments, it has been used by competent authorities in EUMS to follow up 19 public health events on ships involving 1677 cases of communicable diseases (gastroenteritis, varicella, legionellosis, measles, dengue, meningitis and tuberculosis). The Information System for recording/issuing IHR Ship Sanitation Certificates http://ssc.shipsan.eu has been used to issue more than 5,000 certificates.

Conclusions: EU SHIPSAN ACT helps countries to preparedness planning and to develop IHR core capacities. Furthermore, it strengthens the EU’s capacity to monitor and respond to health threats by facilitating rapid information exchange using web-based tools, while the risk assessment guidelines and tool contribute to the health and safety of the seafarers and the environment.