Why were 58 LIves Lost?

As a result of the tragic loss of deep sea trawlers and their crews, brought into sharp focus by the loss of three Hull based trawlers, St Romanus, Kingston Peridot and Ross Cleveland all within just 36 days with the loss of 58 Lives in 1968,  the President of the Board of Trade appointed a Committee to examine the major factors affecting their safety and to make recommendations.

The inquiry revealed that the standardised mortality ratio of fishermen for accidents at work for the years 1959-63 was 1726, seventeen times that for the male population as a whole.

In the age-group 15-44 a fisherman is twenty times more likely to die as a result of an accident at work than all men in other occupations.

The most common cause of death was by losses overboard and deckmen were specially at risk. Deaths were more common on distant water trawlers than others, probably because they operated in more dangerous waters.

Accidents and fatalities on stern trawlers were less common than on side trawlers.

It was not just the perils of the occupation in distant waters that exposed fishermen to such life threatening and life changing risks.

Fishermen had a high mortality from cancer of the lung and stomach, hypertension and bronchitis, and suffered unduly from peptic ulcer and other gastrointestinal illnesses.

Skin disease was about twice as common among fishermen as among all men in the general population and included especially sea water boils and folliculitis, the latter from exposure to chemicals, oils and such things as coal tar.

The Committee recommend the continued operation of a support ship including medical staff off the main fishing grounds of Iceland and it would be an advantage if support ships could be organised on an international basis. 

The Committee noted the poor recording of accidents and recommended that comprehensive and detailed statistics should be sought if accidents were to be prevented and progress in improving standards was to be measured.

With regard to measures to improve the personal safety of deckmen, the main risk occupation on board a trawling operation ,the Committee suggest an investigation of "the ergonomics of human locomotion in an oscillatory and slippery environment". Research should be undertaken with the object of designing a safer layout for the cables that ran out the nets on deck and on the guarding of warps running near working areas. The layout should ensure that men and warps were kept apart. Also recommended were a safer design of towing block, preferably an automatic one, and improvements to the operation and guarding of otter boards (used to spread out the net) and the winch. 

The Board of Trade was to seek powers to lay down statutory requirements on the design, testing and periodic inspection of trawler equipment and gear. 

Research should continue in the effort to produce new and improved working clothing and the Committee recommended that owners should meet the cost and ensure that it was worn. Survival clothing should be supplied in life rafts and crew members should have warm clothing available at all times. 

The Committee were convinced by their own observations, supported by medical experts, and by what was heard from ordinary crew members, that fatigue was a major factor affecting the accident rate on deep sea trawlers. It was recommended, therefore, that the Government should seek powers to lay down statutory requirements that the crew of distant water trawlers receive minimum continuous rest periods on the fishing grounds of at least 6 hours, followed by periods of duty of not more than twice the rest period, and, except in emergency, of not more than 16 hours.

For the crews of near and middle water trawlers there should be at least 6 hours' continuous rest every 24 hours on the fishing grounds. For boys under the age of 17 years, referred to as Deckie-Learners , minimum rest periods of 12 hours per day were recommended.

A minimum of 84 hours' shore leave between voyages was recommended for distant water trawlers and 60 hours for near and middle water trawlers who spent 10 days or more at sea. This gave rise to the name given to trawler crews on their days back on shore as the “Three Day Millionnaires”.

Although the Committee doubted that the common method of payment based on volumes of catch had a major direct effect on fatigue and accident rates at sea, it was suggested that it may have had undesirable effects. It was recommended, therefore, that the present importance of poundage payments was progressively reduced, particularly in the distant water fleet.  Many groups of ship owners ran annual competitions for best performing trawler Skipper such as the Silver Cod amongst the Hull fleet which was prestigious in reputation and cash reward. Many rules and practices designed to safeguard crews would be overlooked in the pursuit for the ultimate accolade of best trawler.

Other recommendations on safety include advice on radio-communications, search and rescue, the design and construction of trawlers, training, management and industrial relations. 

An occupational health service for fishermen would reduce the number of men who were taken ill at sea and have to be landed at ports abroad for medical treatment. There would also be savings in the costs of medical treatment of trawlermen landed abroad. It was recommended that medical services to trawlermen should be extended to all ports and should be increased in scope. 

New entrants to the industry and all men who had been off work owing to sickness or injury should be examined before they were allowed to go to sea. There should be regular examination of older men. The examinations should be thorough and should at least include chest X-ray and an electrocardiograph examination.

There should be full-time medical officers at the larger ports. 

Finally, the Committee recommend the representation of both sides of the industry on joint safety committees in the main ports, and the setting up of a National Trawler Health and Safety Committee was suggested to advise Government departments and the industry on the major factors affecting health and safety in the deep sea fishing fleet. 

The implementation of these measures will have saved countless fishermen from an unnecessary death or injury and ensured that for the few remaining years of deep sea trawling as a viable industry the hard working crews would be able to return to Port and their loved ones.

(Source; HM Government.1968 Enquiry. Record Number : 19702700905 Publisher : London: H.M. Stationery Office)