SR596 Outrigger Final

A demonstration of
“OUTRIGGER TRAWLING” in
the SW of England on MFV
Admiral Gordon
Date:
February 2008
Author:
M Humphrey
R Caslake
M Montgomerie
SR596
Working with the seafood industry to satisfy consumers, raise
standards, improve efficiency and secure a sustainable future.
The Sea Fish Industry Authority (Seafish) was established by the Government in
1981 and is a Non Departmental Public Body (NDPB).
Seafish activities are directed at the entire UK seafood industry including the
catching, processing, retailing and catering sectors.
ISBN No. 0 903941 94 5
Seafish Research and Development
Author(s):
M. Humphrey
R. Caslake
M. Montgomerie
Date:
February 2008
A demonstration of “OUTRIGGER TRAWLING” in the SW
of England on MFV Admiral Gordon
Summary:
As part of Sea Fish Industry Authority’s strategic priorities of responsible sourcing,
improved sales revenue and cost reduction, Seafish funded a project to
demonstrate to the UK Beam trawler fleet an alternative fishing method known as
“Outrigger”.
The “Outrigger “ fishing method replaces the heavy 4mtr beams normally towed
by the fishing vessel, with two demersal trawls towed from the derricks, each with
its own set of trawl doors.
Beam trawlers in Holland and Belgium have used this method with reported cuts
in fuel consumption by as much as 50% for the Dutch vessels whilst initial results
from Belgium have shown up to 70% reduction in fuel consumption. This method if
successful could be adopted by suitable vessels at limited expenditure and with
minimal alterations to the vessels.
The trials involved the use of Scanmar trawl geometry equipment to establish the
gear parameters and to optimise the fishing performance of the gear. In order to
compare the fuel consumption of the vessel working Outrigger Gear against the
standard 4 meter beams with chain mats, fuel flow meters were fitted to the vessel
and catch samples taken.
Table of Contents:
1.
Introduction................................................................................................... 1
1.1. Background ............................................................................................. 1
1.2. Benefits for industry ................................................................................. 1
1.3. Communications ...................................................................................... 2
1.3.1.
Media articles ................................................................................... 2
2. Methodology ................................................................................................. 3
2.1. Technical scoping – Holland trip/Belgium sourcing gear ......................... 3
2.2. Charter application and vessel selection ................................................. 3
2.3. Fishing gear ............................................................................................. 5
2.3.1.
Gear ................................................................................................. 5
2.3.2.
Trawl plans ....................................................................................... 7
2.3.3.
Ground gear rig ................................................................................ 9
2.3.4.
Trawl doors..................................................................................... 10
2.4. Fuel Measurements ............................................................................... 11
3. Sea trials...................................................................................................... 12
3.1. Trip 1 - Technical Trial June/ July 07 ..................................................... 12
3.2. Independent commercial trip July 07 ..................................................... 16
3.3. Ground gear alterations Plymouth 23rd- 25th July................................... 17
3.4. Trip 2 - Commercial trip Aug 16-21st 07 (accompanied) ........................ 18
3.5. Trip 3 – Commercial trip Aug 23-30th 07 (accompanied) ....................... 18
4. Catch Sampling........................................................................................... 19
5. Results......................................................................................................... 21
5.1. Catch results.......................................................................................... 21
5.1.1.
Trip 1 Engineering Trials ................................................................ 21
5.1.2.
Trip 2 Commercial trials.................................................................. 24
5.1.3.
Trip 3 Commercial trials.................................................................. 25
5.2. Fuel results ............................................................................................ 28
5.2.1.
Fuel Cost Comparison.................................................................... 28
6. Discussion................................................................................................... 31
6.1. Trial Success/Failure ............................................................................. 31
6.2. Cost benefit ........................................................................................... 31
6.3. Viability .................................................................................................. 31
6.4. Future Application.................................................................................. 32
6.5. Conclusions ........................................................................................... 32
7. Acknowledgements .................................................................................... 33
8. References .................................................................................................. 33
Appendices......................................................................................................... 34
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
1. Introduction
1.1. Background
The aim of the project was to demonstrate an alternative fishing method commonly
known as Outrigger trawling. This involved replacing the heavy beam trawls which
are normally towed by the vessel with two demersal trawls, each trawl spread with its
own set of trawl doors and towed from the derricks.
The beam trawling sector of the industry is currently under pressure from
environmental groups and as a result, is enthusiastic to explore new gear ideas.
Pressure on this sector of the industry has affected the market demand for beam
trawl caught fish. This situation is likely to worsen in the short to medium term as
more emphasis is put on the reduction of discards, making it critical that the catching
sector explores alternative fishing methods.
Discards from the beam fleet have been highlighted as a major problem for some
time now. This project looked at ways of reducing discards through gear
modification. The steady increase in fuel prices was another driver for the fleet to
look at alternatives to beam trawling. By adopting the outrigger fishing method
vessels can reduce their fuel consumption enabling increased profitability and a
reduction in environmental impact.
1.2. Benefits for industry
This project will see the UK industry working closely with European fishermen and
researchers ensuring the most up to date ideas and technologies are applied. The
beam trawl fleet profitability has dramatically reduced over the past three years,
particularly with respect to the rise in fuel prices. Consumers are much more aware
of how their fish is caught and see beam caught fish as being undesirable in terms of
bottom impact, discards and environmental footprint.
If successful the project will enable fishermen to:
• Increase profitability
• Reduce gear drag
• Reduce fuel consumption
• Decrease benthic impact and discards
Quota pressure on certain stocks is forcing vessels to look at catching other
underutilised species. Discards from the beam trawl fleet are high and there is a
desire from fishermen, scientists and the general public to reduce these through:
•
•
Reduced effort on pressure stock fisheries
Diversify into non-pressure stock species
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© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
1.3.
Communications
1.3.1. Media articles
Belgium
Fishing News: October 2006:
Beamers switch to double rig trawls
www.fishingnews.co.uk
Holland
Fishing News International: February 2007:
Pressure on Beamers.
www.fishingnewsinternational.com
UK
Fish Update: December 2007:
Seafish gear trials deliver reduced fuel costs and discards
www.fishupdate.com
.
Fishing News: November 23rd 2007:
Lower fuel costs and discards
www.fishingnews.co.uk
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
2. Methodology
2.1. Technical scoping – Holland trip/Belgium sourcing gear
Prior to the commencement of the project a fact finding trip was carried out to
several ports in Holland during October 2006 in order to assess work that had been
carried out by the Dutch fishermen with regards to outrigger trawling. The ports of
Den Helder,Texel, Urk and Harlingen were visited, meeting with the skippers and
crews of vessels involved with the Dutch trials. This proved to be a valuable source
of information and excellent contacts were developed with both the Dutch and
Belgium fishing industries. A knowledge gathering trip to the South West was also
carried out, to assess the level of interest in the project for local Skippers, Agents
and Producer Organisations.
It was decided that we would trial gear currently in use from a manufacturer
supplying similar Outrigger trawls previously trialled by beam trawlers in both Holland
and Belgium.
The main objective of the project was to establish the optimum rig for the gear and
vessel and to evaluate how to handle the gear when shooting, hauling and fishing.
Other areas to be examined include;
•
The effect in fishing performance by altering headline and fishing line
extensions.
•
Observation of the trawl doors while shooting away.
•
Observation of the effects of trawl door and ground gear bottom contact.
•
Collection of fuel consumption data and comparison with normal beam
trawling activity.
•
Catch and discard sampling (although limited information could be gathered
over such a small number of hauls and while the gear was being set up).
•
General observation, filming and photographs of gear configuration and
fishing operation.
2.2. Charter application and vessel selection
An e-mail was sent to the NFFO, Producer Organisations and interested vessel
owners and skippers informing them of the tender requirements. The applicants were
then short listed and the short listed vessels visited and assessed for suitability. This
was carried out using the Seafish vessel tender document (see Appendix 1).
The vessel was selected of suitable size, horsepower and with the capability to
handle the gear on board without having to make any major alterations to deck
layout.
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
Selected Beam Trawler:Admiral Gordon PH 330
Owners - Interfish Limited. Wallsend Ind Estate,Cattedown,Plymouth
Built -1989
Main Engine - 300hp
Registered length - 20.65m
Overall length - 22.21m
Gross tonnage - 137t
Bollard pull approx - 8.5t
Admiral Gordon PH 330
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
2.3. Fishing gear
As a demonstration project, the preferred option was to purchase a design of
Outrigger trawl similar to those currently in use by other vessels.
The fishing gear was sourced from Belgian trawl makers Vlaamse Visserij
Cooperatie (V. V. C.) and they recommended a set of gear with trawl doors and
spreaders to suit the vessel.
Rigging Outrigger trawls in Plymouth prior to sea trials
2.3.1. Gear
The maximum door spread of the trawl for Outrigger trawling is dictated by the beam
of the vessel and the length of the derricks. Other factors such as towing power and
the capability to handle the gear aboard are also crucial.
The net will spread in both directions, outwards beyond the length of the derrick as
well as inwards towards the vessel, the maximum spread of the trawl will be twice
the length of the derrick from the gooseneck to the towing point keeping the doors
the distance between the two goosenecks apart. This avoids, as much as is
possible, the chance of the doors crossing over each other and the gear becoming
entangled.
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
Diagram of the Rig
Goose neck
Towing
point
Distance between
Goosenecks
Derricks
Warp
Min distance between doors
Split Warps
Max door spread
Doors
Headline
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
2.3.2. Trawl plans
Upper Panel
length
65
5
5
1N2B
AB
AB
38
13.5
30
1N2B
1N2B
mesh size
mm
Diam
mm
90 4 PE
38
81
1N2B
160 4 PE
68
100
90
2N2B
2N2B
90 4 PE
40
50
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AN
AN
7
85
4 Dbl
PE
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
Lower Panel
mesh length
65
17
17
1N6B
AB
AB
38
mesh size
mm
1N6B
Diam
mm
90 4 PE
38
19.5
AB
37
26
37
AB
160 4 Nylon
99
90
2N2B
2N2B
90 4 PE
40
50
AN
AN
85 4 Dbl
PE
Headline length 14m
6.25m
1.5m
6.25m
Fishing line length 18.5m
8.75m
1.0m
8.75m
Ground gear length 17.5m
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
2.3.3. Ground gear rig
Initial ground gear set up for trials
Headline and fishing line are constructed of 18mm combination rope.
The ground gear consisted of 6”rubber discs rigged onto 13mm long link chain with
1.5m x 13mm short link chain bights and two links of 11mm long link chain to attach
the ground gear to the fishing line of the trawl.
Upper extensions - 4m x 16mm wire
Lower extensions - 4m x 22mm long link chain
Spreaders – 30m x 22mm wire
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
2.3.4. Trawl doors
6 slot flat steel trawl doors with 3 attachment points top and bottom at the aft end of
the door for net height adjustments. The towing arms come together to give a single
towing point to which the split warps are attached.
Door dimensions; - area/m² 1.95
Weight 300kg each
2.27 m
2.27
0.75 m
1.3 m
1.3 m
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10
0. 86
m
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
2.4. Fuel Measurements
In order to assess any fuel saving derived from the change in gear and fishing
methods, fuel flow meters were fitted to both the main engine (used solely for
propulsion) and the auxiliary engine (used for the hydraulic and electrical demands
of the vessel). The meter selected for use were Floscan www.floscan.com fuel flow
meters supplied by Merlin equipment, www.merlinequipment.com/ and fitted by
Seacraft Marine of Poole.
The multifunction meters give a digital readout of Engine Hours, Tachometer, Fuel
flow and Fuel totaliser.
Floscan fuel flow meters – fitted on the Admiral Gordon
The skipper was given a log sheet to record the trip data and the fuel used during
each trip (see Appendix 2). This provided a comparison of fuel usage between trips
carried out using the outrig trawls and trips using the beam trawls.
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
3. Sea trials
The fishing gear trawl doors and bridles were delivered to Plymouth on 28th June
2007 where the charter vessel Admiral Gordon and crew and Seafish technologists
took the gear on board.
The nets were rigged straight behind the trawl doors with the 4mtr extensions
between the nets and the doors.
The vessel then steamed to Brixham for two days sea trials 30th June – 1st July, this
was on reasonably clean seabed and in sheltered waters 10 miles east of Brixham.
This stage of the trial allowed the crew to familiarise themselves with hauling and
shooting the gear and Seafish technologists to establish the optimum rig of the gear
using the Scanmar net monitoring system.
This two day trial was followed by a further two days of familiarisation on fishing
grounds 12 mile south of Milford Haven to assess how the gear performed and to
further monitor the gears performance.
After the initial Seafish trials the gear remained with the vessel to allow them to use
the gear on commercial fishing trips to further assess how the gear performed and to
assess its commercial viability and to point out any further gear developments or
modifications that may be required.
3.1.
Trip 1 - Technical Trial June/ July 07
Seafish staff on board:
M. Humphrey
R. Caslake
M. Montgomerie
Vessel crew:
Archie Donaldson (skipper) + 3 crewmen
The Admiral Gordon sailed from Plymouth to Brixham on the 29th and spent the night
in port in order to be nearer the fishing grounds 10 miles east of Brixham. These
grounds are essentially clean bottom beam trawling grounds and would give a
general indication of how the Outriggers fished in comparison to beam gear.
It was decided that for the first couple of days of the trials, as this was to be a
demonstration project, fishing would be restricted to daylight hours as both the
skipper and most of the crew were inexperienced with this type of rig.
The vessel sailed at approximately 08:00am on the 30th June and steamed to the
fishing grounds and shot away at about 11:00am. Before being shot the trawls were
fitted with Scanmar headline height and wing end spread sensors. Because the
trawls are attached immediately behind the doors it was not necessary to use door
spread sensors.
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
Scanmar sensors behind the doors and attached to the headline
Shooting the gear for the first time, the crew handled the gear on board reasonably
easily although there were some problems with the trawl doors crossing at the
derrick ends, this was remedied by ensuring that the cod end decky rope which is
attached from the top of the inner door at the aft end and down to the cod end was
kept taught until the belly of the trawl and the bag were streaming alongside the
vessel as the derricks were lowered.
The nets were shot away and the doors were observed to spread away nicely. Warp
to depth ratio was set at approximately 3:1 with a towing speed of around 3 knots.
The gear was allowed to settle and Scanmar readings were taken approximately
every 30 minutes for the duration of the 2 hour tow. A headline height of 1.4m and a
door spread of around 8.5m was observed on both nets for each set if gear.
Readings from the fuel flow meters were taken at regular intervals every 10-15
minutes throughout the trip giving the total fuel used and the litres per hour being
used at any specific point during fishing operations.
Observations of the gear during hauling showed that the trawls were digging in well
and that the trawl doors were also showing signs of even polish along shoes.
The lower extension chains and the chain bights in the ground gear were also well
polished indicating heavy ground contact. Both nets were catching a similar amount.
The catch composition confirmed that the gear was well down on the seabed with a
large proportion of benthic waste present in both sides of gear. Samples of each tow
were taken and retained on board to be taken ashore for analysis by Stephen
Cotterell of Plymouth University.
The skipper commented that the quantities of fish caught were more than he would
have expected from his beam gear for a similar length of tow in the area for the time
of year.
The second tow was on the same grounds again for 2 hours with the same
procedure followed for Scanmar and fuel readings. Shooting the gear was
accomplished easier than the first shot and the gear was hauled and shot away
again within 30 minutes. The crew were already becoming more confident in
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
handling the gear on the deck. The same 3:1 warp to depth ratio was used at the
same towing speed.
Observations on hauling indicted that the gear was still making good bottom contact
with the doors shining evenly along the shoes and all extensions and chain droppers
were well polished. The Scanmar readings were taken and similar figures to the first
haul were recorded. A wheelhouse log containing catch composition and quantities
is contained in the results section of this report.
Hauling and boarding the gear was a reverse of the shooting process and the
skipper and crew managed this without any problems. Still camera shots and video
footage was taken by Seafish staff members of the day’s activity. The skipper kindly
supplied a written commentary of his procedure during Shooting, hauling and
boarding the gear and this is included in this report (see Appendix 3).
The vessel returned to Brixham for the night where alterations were made to length
of the 4m extensions these were reduced to 1m mainly to get the trawls higher in the
blocks and ease the trawls being lifted over the side of the vessel during shooting
and hauling when the derricks are topped. Observations would be made the
following day to see if the alterations affected the fishing capabilities of the gear.
July 1st sailed at 08:00 for the same grounds 10 mile east of Brixham and had two
hauls again to allow the skipper and crew practice in hauling and shooting the gear.
On the first shot the crew got gear away in 25 minutes finding that with the shorter
1mtr extensions when the derricks were topped, it was a lot easier to lift the trawls off
the deck and to swing the belly of the trawls over the side of the boat.
The gear was then allowed to settle before Scanmar readings were taken.
These showed that the door spread had been reduced; the headline heights data
was not available due to the sensors not operating, although this was remedied for
the following tow.
Warp tension meters were fitted to both sides in order to establish loads.
Port and starboard load cells both showed 1.6t towing with the tide and increased to
1.8t later in the tow against the tide. The load cells were removed for the 4th tow.
Warp Tension meters
The wind on the second day increased slightly to around a force 4-5 with choppy sea
conditions but was not an issue when working the gear. Again over the next two
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
hauls the gear was observed to be making good ground contact and was possibly on
the heavy side as indications from the catch in both trawls again showed a large
percentage of benthic waste. The alteration to the extension length appeared to have
little effect to the fishing of the gear as quantities in both hauls were similar to the
previous days hauls with the longer 4mtr extension fitted. The crew found the gear a
lot easier to handle with the shorter 1m extensions as the net and ground gear could
be raised higher out of the water when boarding the gear.
The Admiral Gordon then steamed back into Brixham to drop off Seafish staff to
transfer the vehicle back to Plymouth our final port of landing at the end of the trials.
The vessel then steamed around to Plymouth to collect the Seafish staff.
We sailed from Plymouth at around midnight on the 2nd July and steamed to the
Smalls fishing grounds off the Welsh coast to try the gear over what was hoped to be
more productive fishing grounds and in close proximity to prawn grounds, a steam of
20hours.
Tuesday 3rd July arrived at Smalls ground and shot the gear away for a couple of
tows over clean sandy ground. It was felt that as results from previous tows showed
that there was little fluctuation in the gear parameters from tow to tow it was not
necessary to have the Scanmar sensors on the trawls.
As previously observed the crew were able to shoot the gear without any problems
and had now developed a routine (included in the narrative supplied by the skipper).
The gear was towed for 2 hours at a depth of 30 fathoms with a warp ratio of 3:1.
Observations were again made of the condition and wear on the trawl doors which
appeared to be polishing evenly along the keels. The bights of chain around the belly
of the trawl and along the wings were polished almost up to the rubber discs of the
ground gear and there appeared to be no excessive wear on the netting in the lower
wings and belly sections of the trawls. Both trawls were observed to catch similar
quantities over these two hauls with less benthic waste present. The crew reduced
shooting times between the two tows down to 15 minutes.
The following hauls were again on the Smalls ground but in an area of deeper water
of around 50 fathoms where it was expected we would catch some prawns. Again
the warp to depth ratio was approximately 3:1.
It was decided to lengthen the duration of these tows to 4 hours each. This would be
roughly the length of time a vessel would tow under normal fishing operations and
should give an indication of catch quantity possible with the outrigger gear, providing
there are prawns on the ground.
The first haul produced small quantities of prawn mostly under size.
The following tow, in slightly deeper water of 56 fathoms and with 175 fathoms of
warp out produced very little fish and no prawns.
The skipper concluded that because of the lack of other fishing vessel activity in the
area it was quite likely that there was not much fish on the grounds.
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
The last tow of the trial was slightly closer in on the Smalls ground and for a duration
of 2 hours. Again it was in a depth of 50 fathom with 150 fathom of warp out, giving a
3:1 warp to depth ratio and towing at a speed of 3 knots. The tow produced the best
haul of mixed fish of the trip with a good mark of sole, rays, skate and flats. The
chains continued to show polish and wear around the belly and out to the wings of
the trawl.
The toes of the trawls also showed good ground contact with no damage to the trawl
netting. The trawl doors also showed even polishing along the keels.
The skipper remained confident that the gear was fishing comparable if not better
than his conventional beam gear and was confident that if there were fish on the
grounds he would catch them with the outrigger gear.
Wednesday 4th July returned to Plymouth and off loaded equipment. This concluded
the technical setup.
3.2. Independent commercial trip July 07
The fishing gear remained with the Admiral Gordon as it was Archie’s (the skipper)
intention to continue using the gear for the following commercial trips. Archie and the
crew sailed again on the 7th July and shot the gear and carried out a couple of
unsuccessful tows in Lyme Bay before boarding the gear and steaming up to the
Bristol Channel in search of better fishing.
The Admiral Gordon then fished for a few days in the Bristol Channel without great
success before steaming back to try fishing from Start point on the South coast of
Devon. During this period Archie was in constant contact the Belgian Trawl maker
Noel Dugardein formally with VVC Equipment and now with BVBA Brevisco in
Belgium. It became clear that the gear, previously thought to have been made by
Noel himself at VVC, had actually been built after he had left the firm, and not made
to Noel’s original specification.
Archie decided to go ashore in Torquay to make some of the alterations suggested
by Noel to try to improve the performance of the gear. With the changes made the
vessel sailed again to resume fishing from Start point. After a number of hauls, the
alterations did appear to improve the performance of the gear, but the vessel was
still not catching enough fish to turn a profit. The decision was to return to Plymouth
to put the gear ashore and replace it with the standard beams.
The results of this trip were reported back to Seafish technologists, after consultation
with the skipper and Noel Dugardein it was decided that the best approach would be
for Noel to travel over to Plymouth and alongside Seafish staff would re-rig the gear
to the specifications currently being used successfully by the Belgium fleet.
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A demonstration of “OUTRIGGER TRAWLING” in the
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3.3. Ground gear alterations Plymouth 23rd- 25th July
Noel arrived at Plymouth and was met by Mike Humphrey and Gus Caslake of
Seafish. After pulling the gear out onto the quay it was decided that the best way to
make the alterations was to remove the fishing line from the ground gear and net.
The combination wire being replaced by 20mm Delphin rope and 4.6m of 9mm long
link chain in the bosom of the trawl. All shackles for dangler chains and fishing line
attachments were removed with the original ground chain cut to a 4m length for the
bosom of the trawl. 150mm rubbers were spaced loosely along the length of the
bosom, danglers shortened and the new fishing line chain attachments shackled
every other link.
The ground gear rig on the trawls was altered and made lighter to reduce the
stiffness of the overall rig and to reduce quantities of benthic discards seen with the
heavier ground gear.
Initial ground gear rig
Lighter rig
The 13mm chain in the wings was replaced by 6.7m of 11mm long link chain per
side and threaded with 90mm rubbers. Dangler chains and fishing attachments
shackled along the wings. Wearing rope and net removed from combo fishing line
and re-rigged to delphin rope. Square mesh panel was removed and replaced and
the fishing line reattached to the ground gear using bindings to single links. The wing
end ropes were also replaced with the correct length delphin rope.
Bosom attachments
The results of these changes made the gear a lot lighter and allowed it to take up a better
shape with improved spread.
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A demonstration of “OUTRIGGER TRAWLING” in the
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3.4. Trip 2 - Commercial trip Aug 16-21st 07 (accompanied)
The altered gear was transported from Plymouth to Penzance to enable the vessel to
change rigs without the need for the additional trip to Plymouth. The gear was
boarded, with the single decky being replaced by a bridle decky system attached to
both doors, with one metre extensions between the doors and wing ends.
The vessel sailed on the 16th August the skipper and crew being accompanied by
Gus Caslake of Seafish onboard to assess the performance of the gear and sample
the catch. The intended fishing area was south of Milford Haven to the East of the
Smalls ground. During the course of the trip 21 hauls were carried out with an
average length of tows being 3 hours. Catches consisted of mainly sole mixed flats
and ray. A log was kept recording the ships position, catch rates and fuel usage
these can be seen in the results section.
The skippers general opinion of the trawl was that it was performing significantly
better than prior to the ground gear alterations. It was clear from the initial hauls that
the gear had improved ground contact due to the increased flexibility of the ground
gear.
The change to the dual bridle decky did not prove effective as it was difficult for the
crew to retrieve the decky when the gear was alongside causing problems with the
doors spinning when they were hanging from the blocks, delaying the gear being
shot back. This arrangement was subsequently adjusted to the original single decky
after the fifth haul. After returning to the single bridle system and the crew gaining
more experience and confidence with the gear all the handling problems were
resolved.
Several large boulders were encountered during the trip resulting in damage to the
belly of both the nets this led to some loss of fishing time but the nets did not prove
difficult to repair. The vessel landed back in Penzance for the 21st of August the
catch being transported over land to be landed on Plymouth market.
3.5. Trip 3 – Commercial trip Aug 23-30th 07 (accompanied)
After a short break Archie and crew mustered in Penzance for the second part of the
trip. On this trip they were accompanied by both Gus Caslake of Seafish and
Stephen Cotterell of Plymouth University onboard to carry out some benthic
sampling on the catches.
Prior to leaving the harbour the gear was hauled up into the blocks; the bridles
on the back of the doors were lengthened on the starboard side from 1m to 4m to try
and improve the door spread and then compare the catch results with those on the
port side. The nets were checked through for damage and repaired where
necessary. Intended fishing area for this trip was off St Gowans just off the
southwest coast of Wales an area slightly to the west of the previous trip.
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© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
1 metre extensions – Port side
4 metre extensions – Starboard side
The trip consisted of 43 hauls over an eight day period. As with the last trip a number
of boulders were encountered during the course of the trip causing damage to the
nets, resulting in further lost fishing time. Archie suggested it would be worth looking
at adding flip-up ropes to the gear to avoid picking up the larger stones.
4. Catch Sampling
The sampling method largely followed Course et al. (1996) and Cotterell (2006).
After observing the first haul to work out the best practice for collecting samples,
sub-samples of each haul from both port and starboard gear were taken, as far as
practicable.
The following information was recorded for each haul:
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Haul number. Each haul was sequentially numbered. Whether samples were
taken form the port or starboard sides was also noted.
Date and time of shoot and haul, and thus duration of the tow.
Start and haul position was noted from the vessel’s GPS. Also the general
direction of the tow was noted and whether significant course alterations had
taken place. An electronic record of the trawl tracks was also kept allowing the
vessel’s location to be allied with sediment information from the British
Geological Survey.
Depth from the vessel’s echo sounder.
A species by species composition of the haul to be landed and a summary
statistic of the volume of fish retained, to be used as a raising factor between
the sample and the haul.
At sea, a sample was collected using a shovel from each fish pound. This was put
into a standard 38 kg fish basket. The sample was divided into the fish to be landed
SR596
19
© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
(measured first and then processed by the crew), those to be discarded (measured
next then discarded) and the remaining part of the sample was double labelled and
bagged. This was stored in the fish hold for later analysis and identification.
On a number of hauls the catches from each side were kept separate for
comparison, no significant difference was observed during the course of this trip
between the different length extensions. This was a repeat of the results found in the
engineering trials.
Analysis of the benthic samples is ongoing and the following questions are being
addressed:
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How much of the sample was retained or discarded fish or shellfish and how
much was non-fish (other invertebrates) or other material and how this relates
to other types of fishing gear.
What the species and size range composition of the samples suggests about
the general characteristics of the area.
Whether there were any significant differences in the species composition of
the samples that could be attributed to environmental conditions (between day
and night samples, shallower and deeper grounds, and differences due to
changes in substrates).
The extent to which the samples were representative of the hauls.
Whether the differences in sample composition can be attributed to the
differences in the gear arrangement between the port and starboard sides.
Whilst at sea the opportunity was taken to collect samples of small rays, the aim of
which is to enhance the understanding of the genetic range of this group. 9 Raja
batis and a further 250 specimens from the four common species (R. microocelleata,
R. naevus, R. brachyura and R. clavata) were collected.
Overall the catch rates from the trip Archie felt were satisfactory and similar to the
catches expected when fishing with the beams. On landing the fish did not make as
much money as expected this due to market forces and the reduced fish prices on
the day of landing.
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© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
5. Results
5.1. Catch results
The aim of the outrig trawls was to maintain a level of retained catch as seen when
fishing with the beam trawls, reduce bottom impact and reduce fuel consumption,
along side trialling the gear in alternative fisheries such as Nephrops and cuttlefish.
A reduction in total discards would hope to be achieved through the alterations made
to the original rigging of the net after the technical trials.
Funding would allow further reductions in discards to be sought through technical
development of the gear, focusing on the use of benthic panels and a reduction in
total drag of the gear through trials using lighter more hydrodynamic doors. An
investigation could also be carried out into using smaller diameter twines in the
netting thus further reducing the drag of the gear. Improved benthic data collections
could be achieved in collaboration with Marine Institute of the University of Plymouth
and the Marine Biological Association (MBA) Plymouth (see Appendix 4 – Catch
sample data - Trip 1, Wheelhouse log and catch composition).
5.1.1. Trip 1 Engineering Trials
Market Port – Plymouth
Sailing Date – 30.06.2007
Landing Date – 04.07.2007
The engineering trials consisted of 9 hauls in three locations (see table and chart
below). The locations were set up to give the greatest variety of tows and target
species in the time. The initial four hauls were carried out in daylight from Brixham
this enabled the crew to work out the best methods for handling the gear and the
Scanmar gear readings to be taken and the gear set at its optimum. The area was
chosen for its easy access to clean ground to minimise the chances of damaging the
gear.
Haul
no
Haul
date
Haul
time
Haul
depth
Tow
duration
1
30/06/07
13:00
24fth
2hrs
2
30/06/07
15:30
22fth
2hrs
3
01/07/07
11:30
23fth
2hrs
4
01/07/07
14:00
24fth
2hrs
5
02/07/07
22:35
32fth
2hrs
6
03/07/07
01:50
31fth
3hrs
7
03/07/07
10:00
61fth
4hrs
8
03/07/07
14:30
50fth
4hrs
9
03/07/07
21:00
55fth
2hrs
SR596
Shoot Lat
Long
50.26.68N
03.14.53W
50.28.70N
03.09.80W
50.25.69N
03.15.81W
50.26.00N
03.15.30W
51.27.29N
05.05.30W
51.30.50N
05.11.60W
51.21.11N
05.59.89W
51.14.04N
06.11.75W
51.33.50N
05.51.48W
21
Haul Lat
Long
50.27.55N
03.10.90W
50.25.30N
03.14.00W
50.24.20N
03.15.04W
50.29.40N
03.09.16W
51.30.50N
05.11.60W
51.32.13N
05.27.01W
50.16.38N
06.12.24W
51.07.87N
06.03.01W
51.33.35N
05.40.09W
Tow
Direction
I.C.E.S.
rectangle
NNE
VIIe
SSW
VIIe
SSW
VIIe
NNE
VIIe
NW
VIIg
WNW
VIIg
SW
VIIg
SE
VIIg
S
VIIg
© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
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VIIh
During the first day of the trial two hauls were carried out. The gear was rigged with
the 4 metre extensions on the back of the door. An average spread of 8.9m and a
headline height of 1.4m were recorded by the Scanmar net monitoring equipment.
The tow times were 2 Hrs in an average water depth of 25 fathoms. 75 fathoms of
warp was paid out to give a 3:1 warp to depth ratio the trawls being towed at a range
of speeds from 2.0 to 3.3 knots. Catch rates during the day were low, as was
expected for the area and the shortened tow times.
At the end of the day the gear was altered and the 4m extensions were replaced with
one meter lengths. This resulted in a reduction in door spread from 8.9m to an
average of 7.1m and an increase in headline height from 1.4m to 1.6m. (Table 1 and
Appendix 5). The same grounds were fished as the previous day with the warp to
depth ratio again set at 3:1 and a tow time of 2 hours. The crew found the gear a lot
easier to handle with the shorter 1m extensions as the net and ground gear could be
raised higher out of the water when boarding the gear. There was no significant
change in catch rates as a result of this change.
Table 1 - Scanmar Gear Parameters (Brixham tows)
EXTENSION
HEAD
LINE
HEIGHT
(port)
DOOR
SPREAD
HEAD
LINE
HEIGHT
(star)
DOOR
SPREAD
DEPTH
FTM
WARP
OUT
TOW
SPEED
Knots
4m
1m
1.4
1.6
8.9
7.1
1.4
1.6
8.9
1.6
25
25
75
75
2.9
2.9
In order to test the gear on more productive mixed fish and prawn grounds the
skipper steamed to the Small’s grounds off the SW coast of Wales. Results from the
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© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
5 hauls conducted in both the deeper water for prawns and closer to the Smalls
targeting fish were low. (Table 2 and Appendix 5) This was thought to be the result of
few fish on the grounds as there were not other fishing vessels working the same
area, rather than deficiencies with the gear.
Table 2 - 4 Hauls conducted at the Smalls
5
6
7
8
9
3.5 baskets
3 st
5 ST RAY, 2 1/2SOLE,
3ST MIXED
8 baskets
9.5 st
1/2 BSKT PRAWN, 3ST MIXED
10 baskets
5 st
2.5 baskets
2 st
10 baskets
9 st
2 1/2 ST MIXED, 1/2SOLE
Fine sand
Fine sand
2 ST MIXED
1ST SOLE, 3ST RAY,
5 MIXED FLAT
Sand, Mud
Sand, Mud
Sand
The final haul of the trial proved to be the most productive with a good mix of sole,
flats and rays. Archie was happy that the gear was fishing effectively. The gear
remained onboard and was used on the vessel’s next commercial fishing trip.
SR596
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© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
5.1.2. Trip 2 Commercial trials
Market Port – Plymouth
Sailing Date – 16.08.2007
Landing Date –21.08.2007
Prior to the commencement of the commercial trials the gear had been modified by
Noel Dugardein of BVBA Brevisco in Belgium and Mike Humphrey and Gus Caslake
of Seafish.
Fishing during this trip took place to the East of the Smalls ground off the Welsh coast.
Tow times were set at 3 hours and 21 hauls were completed during the trip (See
Appendix 6 for Wheelhouse log and catch sample data).
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VIIh
Of the 21 hauls carried out during this trip 17 were sampled. Retained catches
consisted of a range of mixed flatfish (mainly plaice, Dover sole, lemons and a few
turbot) rays and lesser spotted dogfish, the dogfish being sold as bait.
Discards consisted of non-commercial species including dragonets, poor cod, and dab
and commercial species under the minimum landing size, including plaice, haddock,
whiting and gurnards. Of the 21 hauls carried out during this trip 17 were sampled
alternating between the two trawls, the average volumes retained and discarded can
be seen in the table below;
Trip 2 – Average Retained/Discarded rates by Volume
VOL. RETAINED
VOL. DISCARDED
64%
17%
VOL. BENTHOS
19%
The level of discards was 17% of the sampled volume this compares favourably
when compared samples taken from a beam trawler’s hauls.
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© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
Retained catches per haul constituted 64% of the samples taken and varied
between 8-16 stone of prime fish (1-3 stone of soles, 4-8 stone of rays and 4-6 stone
of mixed flats, mainly plaice). 5-15 stone of lesser spotted dogfish were retained per
haul for the bait market.
The benthic element of the catch was made up of mixed crabs, both spider and
edible, brittle stars and various marine litter. The benthic element from each of the
sampled hauls was collected and retained for onshore analysis by Stephen Cotterell
of Plymouth University.
The skipper was happy with the performance of the gear, in terms of the catches and
commented that they were comparable to those seen in the beam trawls. The major
differences in catch composition from a standard beam trawl catch were that the sole
catches were down slightly and that the ray catches were up, particularly with
respect to the larger run of rays.
5.1.3. Trip 3 Commercial trials
Market Port – Plymouth
Sailing Date – 23.08.2007
Landing Date –30.08.2007
Archie and the crew were accompanied by both Gus Caslake of Seafish and Stephen
Cotterell of Plymouth University onboard to carry out some benthic sampling on the
catches. Fishing took place at the Smalls ground off the Welsh coast 10-20 miles
further west than the previous trip. Tow times remained set at 3 hours and during the
trip, 43 hauls were shot in total. The first 18 and last 2 hauls were on a shallower but
stonier ground (called the north and south area). The middle 23 were further to the
west and deeper (see Appendix 7 for catch and haul details).
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SR596
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© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
The target species were again Dover sole, plaice and rays. Catches during this trip
was slightly better for soles and flat fish, with the best of the hauls consisting of 5-6
stone of sole, 6-8 stone of mixed flats, though not so many
rays being caught, the best hauls being only 1-2 stone. A number of good sized
Turbot where caught during the trip which boasted the landings.
The first haul was observed to decide the best sampling procedures to adopt.
Amongst the remaining 42 hauls, 28 samples were taken of the port gear and 26
from the starboard side. The reason for not collecting samples was due to the catch
containing too much sediment, occasional large rocks or other
debris,having to haul the gear early because of a hitch, or as a result of gear
damage.
PORT
VOL.
RETAINED
VOL.
DISCARDED
49.07%
28.15%
STARBOARD
VOL.
BENTHOS
22.78%
VOL.
RETAINED
46.84%
VOL.
DISCARDED
VOL.
BENTHOS
32.89%
20.26%
The catch composition volumes from each net can be seen above. The volumes are
very similar between the two sides the differences can be explained by the two nets
fishing slightly differently and the differing sorting practices between individuals.
The decrease in retained volume and increase in discarded volume from trip 2 are
mainly due to the increased catches of unmarketable fish during this trip.
The LF below shows the Dover sole sampled during trip 3. All sole are retained
showing that the outrig trawls are very selective for sole resulting in no fish being
discarded.
Dover Sole Length Frequency Trip 3
35
MLS
30
Frequency
25
DISCARDED
20
RETAINED
15
10
5
0
10
15
20
25
30
35
40
45
50
Length (cm)
SR596
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© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
The LF for plaice below shows a retained number, from sampled hauls of 221 (52%)
and discards totalling 207 (48%)
Plaice Length Frequency Trip 3
60
MLS
50
Frequency
DISCARDED
40
RETAINED
30
20
10
0
10
15
20
25
30
35
40
45
50
Length (cm)
Although the gear in its current form can be seen to be very selective for some
species further reductions in discards can be made through technical development of
the gear. The use of benthic panels, square mesh cod ends and further
modifications to the ground gear will aid in reducing discards and benthic impact.
The table below shows the landings (in Baskets) to Plymouth market for trip for trip
3. Dover sole constituted the biggest landing for any one species and due to the
price fetched at market for this species made up over 2/3 of the total value of
landings for the trip. Due to market forces on the day of landing prices were lower
than were expected.
Landings tally book (43kg box average)
Species
Dogs (Lesser Spotted)
Plaice
Ray Wings
Dover Sole
Ray Backs
Turbot
Brill
Megrims
Lemons
Monk
SR596
Boxes
14.50
17.25
7.00
20.00
7.00
2.75
2.75
4.75
3.00
1.25
27
© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
5.2. Fuel results
Fuel logs were used by Archie and the Seafish staff (when onboard) to keep a record
of total fuel usage per trip and the amount of litres/hour being consumed during the
course of the fishing trip. Problems arose early on with the fuel flow meters accuracy
as the amount of fuel taken at the end of the trip did not correspond with the reading
on the fuel flow meter.
Prior to Trip 1 the fuel meters were zeroed for the main and the auxiliary engine and
the vessels fuel tanks fully pressed. The readings were taken during the trip and at
the end of the trip the vessel tanks were refilled with 5710 litres. The meter readings
were 5338 litres and 2913 litres for the main engine and auxiliary engines
respectively. This showed a discrepancy of 2541 litres a proportion of this could be
down to differing levels in the 500 litre day tank but it was clear that there were
accuracy issues with the total recorded levels on the fuel meters. It was though that
the litres per hour readings displayed by the fuel were correct as this are recorded
independently of the total fuel consumption figure. It was first thought that the meters
need some time in situ to settle down but this problem continued throughout the
course of the trials.
Observation made by the skipper during a trip in December 07 fuel tanks were fully
pressed with 12263 litres of fuel on landing the vessel took 8950 litres to completely
press the tanks – flow meters indicated a consumption for the trip of 11,243 litres an
error of 2,293 litres an error of just over 20%. These results were relayed to the
manufacturer via the UK supplier who has supplied feedback on calibrating and
improving the performance of the fuel measuring systems.
The actual total amount of fuel used being the amount taken at the end of the trip to
fully press the tanks is used to carry out the cost comparison below;
5.2.1. Fuel Cost Comparison
Beam Trawls vs Outrig Trawls
Comparison of fuel usage between the <221kW vessel the Admiral Gordon (PH330)
working standard 4m beam trawls with chain mats and the same vessel operating
the outrig trawling system.
During the 6-day Seafish trial to test the Outrig trawl,
Total Fuel used = 5710 litres or 952 litres per day
During the subsequent 9-day trip using standard 4m beam trawls with chain mat.
Total fuel used = 11600 litres or 1289 litres per day
This equates to a 337 litre per day or a 35% fuel saving. On average vessels carry
out approximately 250 days per year at sea. Estimated fuel saving per year is 84250
litres. Current fuel price stands at £0.38 pence per litre a total yearly saving of
£32,000 per year.
SR596
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© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
This analysis must be taken in context as the trials were carried out over a relatively
short period of time. It does reflect similar fuel savings seen by the Dutch and
Belgian fishermen using similar gears. We would hope that by carrying out further
trials, increased reductions in fuel usage could be achieved by modifications to the
nets and the use of more hydrodynamic doors. It should also be noted that this
vessel is one of the smaller class of ‘Euro beamers <221kW’ towing limited size
beams. On the larger horsepower vessels, towing beams up to 12m in length, even
greater fuel savings are expected.
Comparison between Beaming and Outrig Trawling Fuel Consumption
Data from a total of six trips, two trips using Beam trawls and a further four trips
using the Outrig trawls, has been analysed and is shown in the chart below. This
shows the fuel consumption in litres per hour whilst towing the gear, displayed by the
fuel flow meters, for the main engine. The blue plots are for the Outrig trips and the
pink plots for the beam trawl trips. The chart clearly shows that during beam trawl
tows the revs are set a lot higher in comparison to the Outrig trawls to achieve the
desired towing speed. This result is higher fuel usage with an average fuel
consumption of 68 litres per hour and 39 litres per hour when towing the Outrig
trawls.
Beaming and Outrig Trawling Fuel Consumption
120
Beaming July
30th
100
Beaming July
17th
Ltr/Hr
80
Outrig June 30
60
Outrig 09 July
40
Outrig Trip 2
Aug 16
20
Outrig Trip 3
Aug 23
0
1000
1100
1200
1300
1400
1500
1600
1700
Revs
SR596
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© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
The second chart shows the engine revs set by the Skipper during towing and the
corresponding vessel speed over the ground. During beam trawling tows the revs
are set at an average of 1504 to achieve an average speed of 4.4 knots. When
fishing with the Outrig trawl the revs are set at an average of 1276 which achieves
an average speed over the ground of 2.9 knots.
Speed Vs Revs
6.0
Speed Knots
5.0
Beaming
July 17th
4.0
3.0
Outrig Trip 3
Aug 23
2.0
1.0
0.0
1000
1100
1200
1300
1400
1500
1600
Revs
Ltr/Hr
Revs
Speed over the Ground
Beaming
68
1504
4.4 knots
Outrig
39
1276
2.9 knots
It can be seen that when fishing with the Outrig trawls the skipper can significantly
reduce fuel consumption when compared with beam trawling as the desired towing
speed can be achieved at a much lower rev setting. If catches are comparable
between the two methods of fishing, as was experienced during the latter stages of
the trial, there is a significant economic benefit to be derived from using the Outrig
trawls by reducing fuel consumption. The recent rise in fuel prices has resulted in the
beam trawl fleet needing to contribute up to 60% of its gross earnings to cover its
fuel costs. The use of Outrig trawls as an alternative to beam trawling will have a
beneficial impact on the profitability and sustainability of this sector of the fleet.
Interfish Comments
“The benefits for the main engine consumption rates appear to be significant and
combining the consumption rate with the vessel speed over the ground and engine
revs certainly will provide any vessel skipper with extremely valuable information
irrespective of the type of fishing vessel. Based on this real time information
adjustments can be made that will result in real savings of fuel consumption and
ultimately more efficient operating expenses.”
SR596
30
© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
6. Discussion
6.1. Trial Success/Failure
The trial can be seen as a success in that the use of the gear was adopted and after
some gear alteration and re-rigging, several profitable commercial trips were carried
out by the Admiral Gordon. Although hampered by an unsuccessful bid for FIFG
funding, gear development work has carried on between the tender vessel owners
and the Belgian gear manufacturers, a clear indication that they recognise the
advantages and benefits of this fishing method. Seafish technologists remain
involved and a good working relationship has been built up between Interfish,
Seafish and BVBA Brevisco and other research institutes.
6.2. Cost benefit
The total cost of 2 sets of trawl doors, two nets and two sets of warps and bridles for
Admiral Gordon to convert to Outrigging cost £11,500. Excluding ancillary gear and
any changes required to the deck layout of the vessel, although, as was found with
the Admiral Gordon, the majority of the Beam trawlers in the Southwest would
require few, if any, alterations. The change over from beam trawling to setting up the
Outrig system took no more than a couple of days on initial setup. The skipper and
crew, with experience of the gear, could eventually change over from beam trawling
to outrigging in half a day.
The costs of maintaining the gear is greatly reduced with very little damage to the
body of the trawl during towing in comparison to the constant wear and the inevitable
need for replacement of chain and dolly ropes in the beam gear. The increase in
length of towing times and less hauls per trip for outrigger in comparison to beam
trawling would mean less wear on towing warps leads and blocks reducing
maintenance and replacement costs.
The Skipper and crew commented on the reduced time spent on gear maintenance
with at least a day spent on maintaining the beam gear at the end of every trip. In
contrast the Outrigger gear only needed minor repairs.
At the time of the trials with fuel at £0.38 pence per litre and the vessel saving
around 337 litres per day in fuel, equating to a saving of £1280.00 over a ten day trip
this would mean the vessel could recoup the cost of the outrigger gear in
approximately nine trips on the fuel saving alone. This is without taking into account
savings in gear maintenance costs.
6.3. Viability
The use of Outrig trawling at the present time can be seen as an alternative to beam
trawling only in specific areas at certain times of the year. A large percentage of the
grounds currently worked by beam trawlers using chain mats would be unsuitable for
the Outrig trawls in their current form. Further development work needs to be carried
out on modifying the design of the gear to allow skippers to target a range of different
species, including Nephrops and Cuttlefish, on a variety of seabed’s from soft mud
bottoms to rough ground and boulders. It is Archie’s intention to change back to the
Outrig system from April 08 and work the gear throughout the summer months.
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SW of England on MFV Admiral Gordon
6.4. Future Application
Future gear development could look at hopper trawl designs and scraper trawl
designs and consider applying those techniques and rigs to the outrigger trawl where
applicable, depending on sea bed condition. Increased reductions in fuel
consumption could be achieved by modifications to the nets through smaller
diameter high tenacity twines and the use of more hydrodynamic doors.
Seafish remains in constant contact with Archie and Interfish and have built an
excellent working relationship with Willy Versluys and Noel Dugardein of BVBA
Brevisco in Belgium. Current developments are looking at specific Outrig trawl and
door setups in order to target species such as Nephrops and Cuttlefish.
6.5. Conclusions
Although hampered by withdrawal of FIFG funding for gear development work, from
a demonstration point of view, the trials were a success in confirming the findings of
Dutch and Belgian trials that fuel savings can be made by adopting the Outrigger
fishing method.
The gear used was found to be undersized for the vessel and could be increased.
An increase in headline and fishing line length would give more spread between the
trawl doors and greater ground coverage when towing. As previously stated, the
maximum trawl size suitable is dependant on several factors. The ability to handle
the gear on deck when hauling and shooting is a major issue when deciding on gear
length.
Trawls in use at present tend to have low head line height and are based on a sole
trawl with designers applying beam trawl rigging techniques and ground gear. The
major change for Skippers is getting accustomed to the increase in tow times and
decrease in towing speeds.
Increases in the cost of fuel oil which will inevitably only get more expensive, will
continue to drive Owners and Skippers to look for more cost effective ways of
fishing. Outrigger is an option that requires little, if any, alteration to a vessel’s
current layout. As seen in the trials, a competent crew and Skipper would soon
become practiced at handling the system. The Owners and Skippers need to accept
that any reduction in catch can be more than compensated for by the savings in fuel
costs.
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SW of England on MFV Admiral Gordon
7. Acknowledgements
Andy Pillar – Fleet manager for Interfish Limited, Wallsend Industrial Estate,
Cattedown Road Plymouth
Archie Donaldson and the crew of the Admiral Gordon PH330.
Willy Versluys
Noel Dugardein - Brevisco BVBA. Hendrik Baelskaai 2. 8400 Oostende. Belgium
Stephen Cotterell from the University of Plymouth. Rm B501 Portland Square,School
of Earth, Ocean and Environmental Sciences.
Hans Polet ILVO – Fishery, Ankerstraat 1.B-8400 Oostende. Belgium
V V C Equipment, Kotterstraat 99, 8380 Zeebrugge,Belgium
W Visser. Coop Visafslag, Den Helder/Texel UA.Holland
Jan Visser . Visserijcooperatie,Urk, Holland.
Cees van den Burg - MFV NG I
8. References
Cotterell, S. P. (2006). Fish landings, discards and benthic material from demersal
trawling in the western English Channel (ICES VIIe). University of Plymouth,
PhD thesis.
Course, G., Emberton, M. & Lart, W. (1996). Discard and effort survey: Channel
ICES areas VIId and e 1995. Report No. 110 Project code MF0127. MAFF
R&D Commission 1994/96. Sea Fish Industry Authority MAFF, 134 pp.
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
Appendices
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
Appendix 1 – Seafish Vessel tender document
Outrig Beam Trawl Charter
Sea Fish Industry Authority invites tenders from vessels to carry out gear
engineering and commercial fishing trials to evaluate the performance and
commercial viability of outrig trawls designed to be worked by beam trawl vessels.
These vessels should be Beam trawler and normally use standard beam trawl gear
between 4-12m. The vessel ideally should have space available accommodate up to
2 additional persons on a week long fishing trip. Vessel owners should be amenable
to slight alterations to vessel layout and working practices to accommodate
additional gear and catch handling procedures. The charter will be carried out during
the course of a 5-day engineering trial and a full commercial trip(s). It should be
noted that the scientific work would take precedence over any considerations of the
size and value of the catch. Normal running costs will remain the vessels’
responsibility and the value of the catch will be deducted from the charter fee.
A clear bridge space is required for instrumentation and PC’s and a dedicated power
supply is required. The working area is required to be such that gear can be easily
accessed to enable attachment of electronic devices.
A flexible and helpful crew is essential, as they will be required to assist in gear
handling and altering fishing gears. A direct interest by the Skipper/owner in this
type of work would be advantageous.
The trials will be for 5 days engineering trials followed by up to 10 days commercial
fish trials, some time in the period May to December 2007 (by mutual agreement).
The vessels should normally operate from a UK port and be familiar with the trawling
grounds normally prosecuted from these ports. We expect the trials to initially target
areas of clean ground to maximise the likelihood of trouble free tows during the
calibration/engineering process. Skippers should be experienced on grounds where
these conditions are met.
Interested parties are requested to submit a written tender (not faxed) quoting the
rate per day with a brief description of vessel e.g. name, horsepower, tonnage, home
port and details of gear currently in use. Inspections of short-listed vessels will then
be arranged at a mutually convenient time and place.
‘Outrig Beam trawl Charter (2007/08)’ should be marked on the envelope. The
lowest quote will not necessarily be accepted and we reserve the right to refuse
vessels.
Any queries contact [email protected]
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SW of England on MFV Admiral Gordon
Vessel Checklist for Outrig Project 2007/8
Vessel
Reg No
HP
Built
OA Length m
Reg Length m
Contact
Tel
Score /10
Relevant Certification for skipper and engineer
Crew holds all basic certificates
Vessel risk Assessment in place
Safety briefing prior to sailing
Experienced skipper
Willing Crew
Vessel Safety Equipment serviced and in good order
Winches- capacity and number
Deck area
Wheelhouse area
Access to 240
Gear monitoring system
General Maintenance
Vessel Cleanliness
Alterations needed
Bunks and accommodation
Comments
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Appendix 2
Fuel Log Sheet instructions
Vessel prior to having fuel flow meter fitted:
Record Vessel Name, Date and Time of sailing in the relevant boxes
Record the Start time of the given activity (i.e. steaming 09:30 - towing 18:00)
in the table
Record the revs, speed over the ground, tide +/- and sea state during each
activity This need only be recorded once during each activity (i.e. when the
vessel is set at her steaming revs or the gear is settled on the bottom and the
revs are set to met the desired towing speed).
Don’t worry about changes in revs during the steam or tow one record
per activity will be sufficient.
Record the Finish time of that activity (i.e. when the revs are eased back
ready for shooting)
Record each start and finish time for each tow during the trip (when the gear
starts fishing until you finish the tow and start to haul).
Do not worry about recording short periods of time when idling between
hauls unless you think it is relevant i.e. the gear will be along side for an
extended period due to damage.
At the end of the trip
Record the date and time of landing and the number of hauls completed for
the trip.
-----------------------------------------------------------------------------------------------------Vessels with fuel flow meters fitted:
Record Vessel Name, Date and Time of sailing in the relevant boxes
Record the total meter reading at the start of the trip
Record the Start time of the given activity (i.e. steaming 09:30 - towing 18:00)
in the table along with the total meter reading.
Record the fuel consumption in litres/hr, revs, speed over the ground, tide +/and sea state during each activity This need only be recorded once during
each activity (when the vessel is set at her steaming revs or the gear is settled
on the bottom and the revs are set to met the desired towing speed).
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SW of England on MFV Admiral Gordon
Don’t worry about changes in revs during the steam or tow one record
per activity will be sufficient.
Record the Finish time of that activity (i.e. when the revs are eased back
ready for shooting)
Record each start and finish time for each tow during the trip (when the gear
starts fishing until you finish the tow and start to haul).
Do not worry about recording short periods of time when idling between
hauls unless you think it is relevant i.e. the gear will be along side for an
extended period due to damage.
At the end of the trip
Record the date and time of landing and the number of hauls completed for
the trip.
Record the total meter reading at the end of the trip
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SW of England on MFV Admiral Gordon
Appendix 2 cont’d. Fuel Log – MFV Admiral Gordon
Admiral Gordon
Genny
Zero Fuel flow
meter after
having taken fuel
Fuel meter
reading on
Refilling tanks
Time/Date Leave
Harbour
Time/Date of
Landing
Genny
Total Hauls for
Trip
Main
Fuel meter
reading on
Sailing
Total fuel taken(
Ltrs)
Main
Genny
Main
SOG
Sea State
Fuel meter
reading on
Landing
Modifications
since last trip - to
gear or vessel
(gear change, new
net, antifoul, oils
change etc)
Activity (idle,
steaming, towing)
SR596
TIME
Flow
Meter
Reading
Fuel
Consumption
Reading ltr/hr
Revs
39
Tide +/knots
Notes
© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
Appendix 3 - Skippers Shooting and Hauling procedure.
Procedure for Shooting, Hauling and Boarding the Outrigger Gear
Narrative by Archie Donaldson (skipper MV Admiral Gordon).
Shooting the gear
1. Release the doors that are restrained for steaming, with derricks at 45˚
2. Ensure doors are clear of rails and possible snags to enable a quick lift off the
deck.
3. Top the derrick up keeping tension on the back stay. Take the deckie rope
forward and make it fast on the bits to stop the doors spinning. Lift the doors
quickly so tension is on the deckie rope, top the derricks out to 45˚ keeping
tension on the deckie rope.
4. Manhandle ground gear overboard checking for turns in the trawls.
5. Lift cod ends with gilson and check for turns before lifting outboard. Pass tail
of rope through lifting beckets on cod end and make fast on cleat, slack
gilsons and remove lifting hooks.
6. Put the boat in gear and when the strain is on the doors speed to 5 knots
approximately, then release the forward deckie ropes. Keeping this rope tight
until now is very important as it is attached to the inboard doors on each side
preventing them from twisting together.
7. Select your course and release the cod ends, swim the gear and check for
turns.
8. Lower the derricks until the doors are just clear of the water, shoot the doors
away under tension and check they are spreading then pay away the warps.
Hauling the gear
1. Top the derrick to eye level to see the doors as they arrive in the blocks, ease
back the revs slightly and begin hauling. As the doors come to the surface
heave them straight and tight into the blocks.
2. Gaff the cod end deckie rope and take a turn on the loggerhead, increase
speed to wash fish back into cod end.
3. Ease back on revs and begin heaving in the cod ends. When enough slack
rope is available take forward quickly and make fast to prevent the trawl doors
from spinning together.
4. Once the weight is on the cod end deckie rope knock the boat out of gear and
winch in cod end, hook in gilson and lift cod end aboard.
Boarding the Gear
When boarding the gear in fine weather top the derricks and Gilson the gear aboard
in bights and stow on deck.
1. In adverse weather leave the door out and make the deckie rope to the doors
fast up forward and top derricks to allow you to gilson the bag and belly of the
trawl aboard using a strop placed as high as possible around the trawl, run
the strop through a block aft on the rail and clip in the Gilson.
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SW of England on MFV Admiral Gordon
2. Top the derricks to steaming position and heave in the Gilson to keep the
gear tight and prevent it swinging round during steaming.
3. Lower the gear onto the deck when reaching calmer sea conditions.
Steaming with the gear tied to side rail
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A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
Appendix 4 - Catch sample data - Trip 1
Trip Sampling Data from 9 Hauls, Tow times ranging from 2-4 hrs both from Brixham
on the South Coast (trawled area between 500 26’ & 500 28’ North and 030 10’ &
030 15’ West) and St Gowans on the North Coast (trawled area between 510 14’ &
510 33’ North and 050 05’ & 060 11’ West).
Haul
No.
Vol Retained
Vol Discarded
Fish
Prawns
Fish
Prawns Crabs
1
0.20
0.30
2
0.10
0.25
3
0.25
0.20
4
0.20
0.35
5
0.25
0.20
0.50
6
0.30
0.30
0.40
7
0.15
0.10
0.20
0.55
8
0.25
0.65
0.05
9
0.20
0.30
0.25
Total
1.90
0.10
2.75
0.60
1.15
Fish Discards
by Vol.
31% => 2.75/9
Total fish
Discards by Vol.
of fish
59% =>2.75/1.9+2.75
Vol
Benths
0.50
0.65
0.55
0.45
0.05
0.00
0.05
0.25
2.5
Total discards, from single basket samples taken for each of the nine hauls carried
out during the trial amounted to an average of 59% by volume. Compared with the
71% discard rate seen by beam trawlers during CEFAS discard survey.
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SW of England on MFV Admiral Gordon
Wheelhouse Log – Trip 1
Boat - Admiral Gordon
Trip No – 1
Market Port – Plymouth
Sailing Date – 30.06.2007
Landing Date – 04.07.2007
Haul
no
Haul
date
Haul
time
Haul
depth
Tow
duration
1
30/06/07
13:00
24fth
2hrs
2
30/06/07
15:30
22fth
2hrs
3
01/07/07
11:30
23fth
2hrs
4
01/07/07
14:00
24fth
2hrs
5
02/07/07
22:35
32fth
2hrs
6
03/07/07
01:50
31fth
3hrs
7
03/07/07
10:00
61fth
4hrs
8
03/07/07
14:30
50fth
4hrs
9
03/07/07
21:00
55fth
2hrs
Shoot Lat
Long
50.26.68N
03.14.53W
50.28.70N
03.09.80W
50.25.69N
03.15.81W
50.26.00N
03.15.30W
51.27.29N
05.05.30W
51.30.50N
05.11.60W
51.21.11N
05.59.89W
51.14.04N
06.11.75W
51.33.50N
05.51.48W
Haul Lat
Long
50.27.55N
03.10.90W
50.25.30N
03.14.00W
50.24.20N
03.15.04W
50.29.40N
03.09.16W
51.30.50N
05.11.60W
51.32.13N
05.27.01W
50.16.38N
06.12.24W
51.07.87N
06.03.01W
51.33.35N
05.40.09W
Tow
Direction
I.C.E.S.
rectangle
NNE
VIIe
SSW
VIIe
SSW
VIIe
NNE
VIIe
NW
VIIg
WNW
VIIg
SW
VIIg
SE
VIIg
S
VIIg
Catch Composition for 9 hauls - Trip1
Haul
no
1
2
3
4
5
6
7
8
9
SR596
Total fish (STONE)
2.5ST PLAICE, 1/2SOLE, 1/2MIXED
10 SOLE(NUMBER),
1ST MIXED
2ST MIXED, 1/2SOLE
2 ST MIXED, 3/4SOLE
2 1/2 ST MIXED, 1/2SOLE
5 ST RAY, 2 1/2SOLE,
3ST MIXED
1/2 BSKT PRAWN, 3ST MIXED
2 ST MIXED
1ST SOLE, 3ST RAY,
5 MIXED FLAT
Total
Bulk
10
baskets
Total
Retained
5 baskets
1.5 st
8 baskets
2.5 st
10
baskets
3.5
baskets
8 baskets
10
baskets
2.5
baskets
10
baskets
43
3.5 st
3 st
3 st
9.5 st
5 st
2 st
9 st
Ground
Sand, shells, fine
sand
Sand, shells, fine
sand
Sand, shells, fine
sand
Sand, shells, fine
sand
Fine sand
Fine sand
Sand, Mud
Sand, Mud
Sand
© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
Appendix 5 - Scanmar Log sheets – Trip 1 Technical Trial
HAUL1
PORT
TRAWL
STBD
TRAWL
TIME
HEAD LINE
HEIGHT
DOOR
SPREAD
HEAD LINE
HEIGHT
DOOR
SPREAD
DEPTH
FTM
WARP
OUT
11:30
12:00
12:30
13:00
1.4
1.4
1.4
1.4
8.9
8.9
9.1
9.1
1.4
1.4
1.4
1.4
8.9
8.9
9.1
9.1
25
25
25
25
75
75
75
75
HAUL2
PORT
TRAWL
STBD
TRAWL
TIME
HEAD LINE
HEIGHT
DOOR
SPREAD
HEAD LINE
HEIGHT
DOOR
SPREAD
DEPTH
FTM
WARP
OUT
Not available
Not
available
Not available
1.1
9.2
Not available
9.2
25
75
TOW
SPEED
Knots
2.0
8.7
Not available
8.6
25
75
3.1
8.8
9.2
Not available
1.1
8.8
9.2
25
25
75
75
2.3
2.0
HAUL3
PORT
TRAWL
STBD
TRAWL
TIME
HEAD LINE
HEIGHT
DOOR
SPREAD
HEAD LINE
HEIGHT
DOOR
SPREAD
DEPTH
FTM
WARP
OUT
10:00
10:30
11:00
11:30
Not available
Not available
Not available
Not available
6.8
6.8
6.5
6.8
Not available
Not available
Not available
Not available
6.8
6.8
6.5
6.8
23.7
23.7
23.7
23.7
75
75
75
75
HAUL4
PORT
TRAWL
STBD
TRAWL
TIME
HEAD LINE
HEIGHT
DOOR
SPREAD
HEAD LINE
HEIGHT
DOOR
SPREAD
DEPTH
FTM
WARP
OUT
12:00
12:30
13:00
13:30
14:00
1.6
1.6
1.6
Not available
Not available
7.4
7.3
7.3
7.4
7.3
1.6
1.6
1.6
Not available
Not available
7.4
7.3
7.3
7.3
7.3
25
25
25
25
25
75
75
75
75
75
13:30
14:00
14:30
15:30
HAUL
no
TIME
SHOT
HAUL
TIME
5
6
7
8
9
22:00
22:45
06:00
10:30
19:00
22:30
01:30
10:00
14:30
21:00
SR596
PORT
TRAWL
HEAD
LINE
HEIGHT
N\A
N\A
N\A
N\A
N\A
TOW
SPEED
Knots
2.9
2.9
3.0
3.0
TOW
SPEED
Knots
3.3
2.7
2.5
2.5
TOW
SPEED
Knots
2.9
2.9
3.0
3.0
3.0
STBD
TRAWL
DOOR
SPREAD
N\A
N\A
N\A
N\A
N\A
HEAD
LINE
HEIGHT
N\A
N\A
N\A
N\A
N\A
44
DOOR
SPREAD
DEPTH
FTM
WARP
OUT
N\A
N\A
N\A
N\A
N\A
30
30
52
56
50
100
100
160
175
150
TOW
SPEED
Knots
2.9
2.9
3.0
3.0
3.0
© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
Appendix 6 - Commercial Trial Trip 2 - Wheelhouse Log
Haul
no
Shoot date
Shoot
time
Shoot
depth
Tow
duration
1
16/08/07
23:00
48fth
3hrs
2
17/08/07
02:15
36fth
1.5hrs
3
17/08/07
05:00
30fth
3hrs
4
17/08/07
11:30
29fth
2.5hrs
5
17/08/07
14:30
23fth
3hrs
6
17/08/07
17:45
28fth
3hrs
7
17/08/07
21:00
29fth
3hrs
8
18/08/07
00:15
26fth
3hrs
9
18/08/07
03:30
25fth
3hrs
10
18/08/07
11
20/08/07
01:00
26fth
2hrs
12
20/08/07
03:15
26fth
3hrs
13
20/08/07
06:30
26fth
3hrs
14
20/08/07
09:45
27fth
3hrs
15
20/08/07
13:00
26fth
3hrs
16
20/08/07
16:15
25fth
3hrs
17
20/08/07
19:30
29fth
2.5hrs
18
20/08/07
22:00
27fth
3hrs
19
21/08/07
01:15
29fth
3hrs
20
21/08/07
04:30
27fth
2.5hrs
21
21/08/07
07:45
27fth
3hrs
SR596
Shoot
Lat
Long
Haul
Lat
Long
51.33N
05.45W
51.32N
05.33W
51.31N
05.25W
51.27N
05.28W
51.29N
04.47W
51.28N
04.52W
51.28N
05.00W
51.29N
04.51W
51.28N
04.59W
51.32N
05.37W
NO DATA
51.29N
04.46W
51.28N
04.52W
51.29N
04.50W
51.29N
05.04W
51.28N
05.01W
51.29N
04.50W
51.28N
04.56W
51.29N
04.51W
51.28N
04.54W
51.28N
04.57W
51.27N
04.56W
Total fish
(STONE)
51.32N
05.12W
Total
Bulk
Baskets
13
9
2
2
10
9
12
9
16
10
Haul Comments
Fish
2 SOL, 3 RAY(wings), 5
MIX
Boulder after 1 hr
Rocks, doors spinning
problems with bridled decky
1 SOL
2 SOL, 4 RAY, 2 MIX
1 SOL, 6 RAY, 3 MIX
4 SOL, 8 RAY, 4 MIX
Moved to single deck from
bridle rig
8
8
16
12
3 SOL, 8 RAY, 3 MIX
11
9
2.5 SOL, 4 RAY, 5 MIX
8
7
1 SOL, 3 RAY, 2 MIX
1 SOL, 4 RAY, 4 MIX
Large rock lots of damage
doors, spun up into Tenby
10
11
2 SOL, 2.5 RAY, 4 MIX
8
9
1 SOL, 2 RAY, 3.5 MIX
15
10
2.5 SOL, 7 RAY, 4 MIX
30 (mainly LSD)
12
0.5 SOL, 5 RAY, 2 MIX
30 (mainly LSD)
12
2.5SOL, 5 RAY, 6 MIX
30 (mainly LSD)
11
2.5 SOL, 6 RAY, 6 MIX
18 (11 LSD)
10
2 SOL, 2 RAY, 3 MIX
26 (12 LSD)
10
3 SOL, 5 RAY, 6 MIX
22 (11 LSD)
10
3 SOL, 3 RAY, 5 MIX
17 (6 LSD)
10
2.5 SOL, 3 RAY, 5 MIX
15 (5 LSD)
10
2 SOL, 2.5 RAY, 4 MIX
45
© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
Appendix 6 cont’d. - Commercial Trial Trip 2 - Catch Sample Data
Trip 2
HAUL
NO
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
Sum
Average
SR596
VOL.
RETAINED
VOL.
DISCARDED
VOL.
BENTHOS
0.50
0.80
0.85
0.40
0.85
0.75
0.40
0.50
0.20
0.15
0.40
0.10
0.10
0.15
0.00
0.00
0.00
0.20
0.05
0.15
0.45
0.35
0.25
0.45
0.95
0.90
0.70
0.15
0.25
0.15
0.00
0.05
0.10
0.50
0.50
0.40
0.05
0.05
0.20
0.80
0.80
0.45
0.75
10.95
0.10
0.10
0.15
0.15
2.80
0.10
0.10
0.40
0.10
3.25
64.41%
16.47%
19.12%
COMMENTS
Not Sampled
Rocks in Haul
Benthos mainly crabs
Rocks in Haul
Benthos mainly crabs
Benthos mainly crabs + brittle stars
Benthos mainly crabs + brittle stars
Crab in benthos
Crabs in benthos
Shorter tow not sampled
Benthos mainly crabs + brittle stars
Benthos mainly crabs + brittle stars
Crabs in benthos
46
© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
Appendix 7 – Commercial Trial trip 3 – Wheelhouse log
Trip No:
Market port:
Sailing date(s)&Port:
Landing date(s)&Port:
3
Plymouth
23/08/2007
30/08/2007
Newlyn
Penzance
16:00
18:00
1m extensions
Haul
no
Shoot
date
Shoot
time
Shoot
depth
Tow
duration
1
24/08/07
06:15
29fth
3
2
24/08/07
09:15
24fth
3
3
24/08/07
12:30
28fth
3
4
24/08/07
15:45
32fth
1
5
24/08/07
17:15
33fth
3
6
24/08/07
21:45
33fth
3
7
25/08/07
01:00
26fth
3
8
25/08/07
09:15
32fth
3
9
25/08/07
12:30
29fth
3
10
25/08/07
15:45
32fth
3
11
25/08/07
19:00
29fth
3
12
25/08/07
22:15
31fth
3
SR596
Shoot
Lat Long
51.28.04N
04.57.20W
51.28.01N
04.55.50W
51.32.29N
05.11.70W
51.34.90N
05.23.80W
51.36.72N
05.26.60W
51.36.05N
05.27.70W
51.35.47N
05.23.90W
Haul Lat
Long
Total fish
(STONE)
7(not inc
51.28.01N
04.55.50W
51.32.29N
05.11.70W
51.36.90N
05.23.80W
51.36.72N
05.26.60W
51.36.05N
05.27.70W
51.35.47N
05.23.90W
51.36.87N
05.26.28W
51.38.80N
05.26.90W
51.33.92N
05.26.65W
51.33.88N
05.28.00W
51.33.37N
05.27.91W
47
4m extensions
Total Bulk Baskets
PORT
STAR
dogs)
5
5
5
4
4
8
5
5
7
2
2
6
0
4
10
5
5
5
5
2
9
5
5
9
5
5
8
5
5
13
5
5
11
5
5
Haul
Comments
4m extensions put
on starboard side
Same catches both
sides
First and last
grounds
Tier of pots - not
sampled
Fish
2.5 mix,
few sole
and ray
each
side
0.5 sole. 2.5 mix
1 sol 2.5 mix 4.5
ray(wings)
1 sol, 3 mix, 2 ray
Rock not sampled
Nice sole - port
side sampled only
Starboard side
belly out
Ticklers put on 4m
extensions
starboard side
No difference either
side
Possible
improvement in
Headfish starboard
side
1 sol, 1.5 ray, 2.5mix
Reasonable haul
very similar hauls
from both sides
4 sol, 7 mix, 1 ray
4 sol, 4 mix, 0.5 ray
1.5sol, 0.5 ray, 2.5
mix
2 sol, 1 ray, 5 mix
2 sol, 5 mix, 1 ray
2 sol, 5 mix, 0.5 ray
3 sol, 1 ray, 6 mix
© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
13
26/08/07
01:30
31fth
3
14
26/08/07
04:45
35fth
2.25
15
26/08/07
07:30
31fth
3
16
26/08/07
10:45
30fth
1
17
26/08/07
12:15
30fth
2.5
18
26/08/07
15:15
32fth
3
19
26/08/07
18:45
43fth
3
20
26/08/07
22:00
42fth
3
21
27/08/07
01:15
45fth
0.75
22
27/08/07
02:15
45fth
3
23
27/08/07
05:30
47fth
3
24
27/08/07
08:45
50fth
3
25
27/08/07
12:00
44fth
2.25
26
27/08/07
14:30
41fth
3
27
27/08/07
18:00
50fth
3
28
27/08/07
21:15
47fth
2.75
29
28/08/07
00:45
44fth
3
30
28/08/07
04:00
46fth
3
31
28/08/07
07:30
49fth
3
32
28/08/07
10:45
45fth
2.25
33
28/08/07
13:45
42fth
2.75
SR596
51.33.50N
05.27.04W
51.35.02N
05.30.14W
51.35.65N
05.28.67W
51.35.00N
05.25.00W
51.35.13N
05.21.30W
51.35.46N
05.27.60W
51.33.40N
05.41.97W
51.33.49N
05.41.84W
51.33.19N
05.44.00W
51.33.20N
05.42.81W
51.33.20N
05.45.70W
51.33.37N
05.49.40W
51.32.16N
05.46.85W
51.33.42N
05.40.48W
51.33.65N
05.47.85W
51.33.74N
05.48.58W
51.33.45N
05.43.72W
51.33.56N
05.43.70W
51.34.26N
05.48.84W
51.33.93N
05.47.33W
51.34.17N
05.42.29W
48
12
4.5
5
7
4
4
8
3.5
3.5
1.5
1.5
1.5
3
3
9
slightly more
bulk(visually)
starboard side
bolulder starboard
side
4 sol, 1 ray, 6 mix
2 sol, 3 mix, 0.5 ray
2 sol, 0.5 ray, 4.5 mix
0.5
not sampled
tier of pots round
gear
Torpedo in
starboard side
slight damage
1.5
4.5
boulder port side
1.5 sol, 5 mix, 1 ray
17
12
12
top haul!
6.5 sol, 1.5 ray, 8 mix
12
10
10
5 sol, 6 mix
2.5
1.5
1.5
12
8
8
12
10
10
good haul
short haul dug in!
warp to depth 3:1
reduction advisable
cleanish lot of small
cuckoo ray
discards high again
lot of sm cuckoos
9
7
7
9
6
6
11
5
5
12
8
8
8
8
8
9
7
7
13
8
8
14
9
9
10
7
7
9
7
7
Camera shots
hauled up 12:45 all
clear shot back
2 boulders 1 each
side
lot of sand nice bit
of sole
slight damage to
starboard belly
all clear
2 lg turbot both
starboard side
nice sole fishing for
daylight
muddy both sides
two bags of mud +
fish
0.5 sol, 0.5 mix
1 sol, 1.5 mix
1 sol, 1 mix
6 sol, 4 mix, 0.5 ray
5 sol, 6 mix
3 sol, 6 mix
3 sol, 4 mix, 1.5 ray
2.5 sol, 7 mix, 1 mon
4.5 sol, 6 mix inc 1
tur
4.5 sol, 2 mix
3.5 sol, 4 mix, 0.5 ray
5 sol, 7 mix
5.5 sol, 8 mix, 0.5 ray
2 sol, 6 mix, 0.5 ray
2 sol, 6 mix, 0.5 ray
© Seafish
A demonstration of “OUTRIGGER TRAWLING” in the
SW of England on MFV Admiral Gordon
34
28/08/07
17:00
44fth
3
35
28/08/07
20:15
43fth
3.25
36
29/08/07
00:00
45fth
3
37
29/08/07
03:15
42fth
2.5
38
29/08/07
06:15
48fth
3
39
29/08/07
09:30
46fth
2.5
40
29/08/07
12:15
40fth
3
41
29/08/07
16:30
35fth
3
42
29/08/07
19:45
35fth
3
43
29/08/07
23:00
30fth
3
SR596
51.34.42N
05.42.65W
51.34.50N
05.44.20W
51.33.93N
05.47.36W
51.34.05N
05.41.98W
51.34.55N
05.44.72W
51.33.90N
05.44.79W
51.33.52N
05.44.43W
51.36.63N
05.27.56W
51.35.64N
05.27.91W
51.33.34N
05.27.66W
49
14
8
8
10
7
7
12
6
6
10
12
7
9
6
6
6.5
6
6
4
0
6
9
5
5
5
2
2
10
5
5
nice fishing for
daylight
hauled up mid tow
after hitch
cleanish tow very
few dogs
sand port side dug
in and hauled up
hauled 11:30 after
digging shot back
mud balls both
sides
rock port side slight
damage
6 sol, 7 mix
5.5 sol, 4 mix
5 sol, 6 mix
4 sol, 5 mix
3 sol, 5 mix
3 sol, 4 mix, 1 ray
1 sol, 2 mix, 0.5 ray
3.5 sol, 0.5 ray, 4 mix
Gus stems the tide
1 knot NO GOOD!
2 sol, 2 mix
4 sol, 4 mix
© Seafish