Welcome to Through the Gaps, the UK fishing industry's most comprehensive information and image resource. Newlyn is England's largest fish market and where over 50 species are regularly landed from handline, trawl, net, ring net and pot vessels including #MSC Certified #Hake, #Cornish Sardine, handlined bass, pollack and mackerel. Art work, graphics and digital fishing industry images available from stock or on commission.
Wind the clock back to July 2020 and the Japanese long-line boat Kinsai Maru No1 was on the last leg of her maiden voyage from Japan where she had left in the July of 2019 - a year-long maiden voyage...
today Vesseltracker's AIS finds her almost at her intended destination fishing alongside the fleet of similar Japanese...
vessels working the west of Rockall longlining for bluefin tuna after they have left the Irish 200 mile limit. It seems the recent rise in bluefin tuna shoals feeding on pilchard and mackerel in the south western approaches has not gone unnoticed!
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The proposed new byelaw will restrict, and in some cases, prohibit the use of fixed and drift nets in specific areas around the Cornish coastline.
FIXED AND DRIFT NETS (SALMONID PROTECTION) BYELAW 2021
FORMAL CONSULTATION
MARINE AND COASTAL ACCESS ACT 2009
Notice is hereby given: Cornwall Inshore Fisheries and Conservation Authority (IFCA) intends to apply to the Minister for the Department for Environment, Food and Rural Affairs for the confirmation of the Fixed and Drift Nets (Salmonid Protection) Byelaw 2021.
The Fixed and Drift Nets (Salmonid Protection) Byelaw 2021 has been proposed to provide protection to salmon and sea trout from accidental bycatch in both fixed and drift nets which are used in coastal waters to target sea fish species. The new byelaw will restrict, and in some cases, prohibit the use of fixed and drift nets in specific areas around the Cornish coastline.
See here to view the full text of the new byelaw.
See here to view illustrative charts accompanying this byelaw
Any person wishing to object to or comment on the above byelaws must make representations in writing by 23:59 on 11 November 2021, to both the Marine Management Organisation (MMO) and Cornwall IFCA at the following addresses:
MMO: Marine Conservation and Enforcement Team, Marine Management Organisation, Lancaster House, Hampshire Court, Newcastle Upon Tyne, NE4 7YH
As the UK flagged Spanish stern trawler Manuel Laura...
currently makes good safety signage...
and carries out a fire drill
after landing in Newlyn the Secretary General for Fisheries, Alicia Villauriz, met with the Spanish Fisheries Confederation (CEPESCA) and representatives of the owners of Gran Sol vessels that operate in the waters of the Northeast Atlantic, with whom she has addressed some of the issues that most interest the fleet at the moment, mainly the preparation of the Council of Ministers of the European Union in December, in which the fishing quotas for next year will have to be decided.
These quotas will be determined to a large extent by the negotiations that will begin shortly to set the Total Allowable Catches (TAC) of the stocks that the European Union (EU) shares with the United Kingdom, which involves species The target of this fleet are hake, monkfish and sole. After 10 months of the application of the Trade and Cooperation Agreement with the United Kingdom, Villauriz has shown his satisfaction because this fleet has not seen its operations altered in terms of access to the waters of that country and has had sufficient quotas to carry out your activity. It has also expressed its confidence that the negotiations to set the TACs may be closed before the end of the year, since it is based on the experience of the first year of application of the agreement.
Another issue discussed has been the problem of generational change and the shortage of crew. In this regard, the Secretary General has reported the forthcoming publication of the order that develops Royal Decree 36/2014, which regulates professional titles in the fishing sector,
The UN Climate Change Summit in Glasgow this coming October and November, will bring world attention to the link between greenhouse gasses and climate change. The UK Government will want to earn the prestige associated with hosting a successful summit. A successful summit will include commitments to new ambitious targets for the reduction of greenhouse gasses - in particular carbon dioxide.
What are the implications of these political commitments for the fishing industry?
It is certain that our industry will have to make its own efforts to decarbonise, but at the same time we will also face a huge challenge as the massive expansion of offshore windfarms and other marine renewables, swallow large areas to date used for fishing.
Fishing and Climate Change
A climate emergency is under way, and it is inconceivable that the fishing industry will be exempt from finding ways to reduce dependence on fossil fuels – especially diesel. Although modern fuel-efficient engines are available on the market, we remain far away from an off-the-shelf solution consistent with carbon net-zero targets. As these obligations are likely to become more stringent following the COP summit, locating solutions will become an urgent overriding imperative.
In addition to pressures on the fishing industry to make its contribution to reach net zero, climate change already carries multiple implications for fishing. These include observable distributional shifts in species, acidification of the oceans and displacement pressures arising from marine protected areas and the rapidly expanding offshore renewables industry.
Then there are two factors which work in opposite directions.
The emerging but so far less than definitive science which suggests that seabed disturbance releases stored carbon. The significance and scale of this factor has yet to be determined by scientists.
Global demand for high quality protein from wild fish, and the recognition that substituting fish to meet calls for a large-scale shift to a vegan diet, would inevitably result in an increase in agriculture-based food production systems. Many of these carry a much higher carbon footprint than fishing.
Against this background, apart from our desire to do the right thing within a complex and politically charged atmosphere, there is clearly going to be huge political pressure on the fishing industry to minimise its carbon footprint. The Fisheries Act (2020) explicitly contains climate change as one of its eight core objectives – all future fisheries legislation made under the Act will have to address the implications for climate change.
Partnership
The specific challenge that we face is to find ways of adapting to reduce reliance on fossil fuels that are compatible with an economically viable fishing industry.
Given the time pressures generated by the climate emergency, we suggest that decarbonisation will be most effectively done through a partnership between the fishing industry and government. The EU has already prioritised decarbonisation in its new funding instrument, the EMFAF with a budget of 6.1 billion euros for the next six years.
As an independent coastal state, outside the EU, the UK will not be contributing to that particular budget, but the question of public finance, how much and where it is directed, is likely to be central to the success of any decarbonisation strategy in the UK.
Stewardship
Directing funding into environmental stewardship, is one model for change that has successfully been used in other sectors, by creating economic incentives that are aligned with the desired objectives. The use of incentivised stewardship has an established history in agriculture. Agriculture in the UK is now largely organised around public subsidies which underpin concrete practises that benefit the environment. Essentially, farmers are paid to depart from a pure economic model of efficiency to build in environmentally desirable agricultural practice.
No such equivalent applies to fishing and, in general, the fishing industry historically has had little interest in a bureaucratic, politically vulnerable, system of monetary subsidies. The time may have arrived, however, to review that position. If fishing businesses can’t make the transition to net zero whist maintaining economic viability, it may be time to look at some form of government support scheme.
A recent report by WWF/ RSPB and the Marine Conservation Society makes clear that there are no off-the-shelf solutions. Hydrogen engines, wind-assisted propulsion and a range of other developments show promise – but the technology is not at a stage that it could simply be transferred into existing fleets. From this, it is clear that research, development and practical trials, will be an urgent priority, as will learning from experience in other countries. Funding, whether from the famous £100 million promised on the hoof by the Prime Minister in the wake of the TCA, or made available from other Treasury pots, could play a pivotal role in putting such initiatives into fast-forward mode. The initial challenge will be how to develop workable solutions (that may involve a reduction in catch, or additional costs) whist maintaining an economically viable fishing business. In this context, financially supported structured scheme to facilitate this type of initiative would ensure volunteer vessels to trial new approaches and overcome short-term financial obstacles to trialling new gears and approaches.
Interim Steps
There are, however, steps that can be taken, even as new technologies and approaches are being developed.
Equipping the current fleet with the most fuel-efficient engines presently available would make sense as an interim step towards net zero. A more coherent and muscular approach to subsidising engine replacement would bring immediate reductions in fuel consumption and should be considered as an urgent interim step. In the longer term, government, science and the fishing industry itself will have to work on solutions, preferably in partnership.
Fisheries Science Partnerships
Fisheries Science Partnerships involving industry participation, government funding and scientific expertise, have been an established and successful model since the NFFO, Defra and Cefas developed the concept in 1994. The time may be ripe to adapt this model to the decarbonisation challenge. A refreshed Fisheries Science Partnership could:
Investigate promising methods of reducing or eliminating fossil fuels, or minimising seabed impacts
Employ some of the recently announced £24 million government funding to develop fuel reduction concepts to trial level
Use chartered fishing vessels to trial new gears
Use government financial support to cover costs and economic loss in catch attributable to the new method during the development phase
If the method involves a permanent reduction in catch (and to ensure the effort is not diverted into other fisheries) any vessel adopting the new gear would receive financial support – in effect an equivalent system to that which applies in agriculture
The core of this new approach would be to harness the fisheries science partnership approach, first to develop carbon neutral methods of fishing and then to use stewardship finance to encourage its adoption across the fleets.
Displacement
Apart from decarbonising its own activities, the fishing industry faces a huge displacement challenge from the expansion of offshore renewables and marine protected areas. The NFFO has already expressed itself in strong terms about the failure of the marine planning system to protect the most important fishing grounds.
The failure to address displacement at the planning stage carries many potential unintended adverse consequences. One of them is to increase steaming time to available fishing grounds. Much more coherent, joined-up government policies are required to minimise displacement effects.
Unintended Consequences
Those familiar with fisheries management are acutely aware that management measures can often generate unintended consequences, which can undermine the objective sought. Decarbonisation is no less tricky. Displacement from customary fishing grounds can mean longer steaming times to other grounds. Less productive grounds can require longer periods fishing to generate the same catch. All this leads to higher emissions. To point this out is not to make a facile argument against marine protected areas or windfarms but it is a plea to understand the complex of issues in the round. Necessary trade-offs between different objectives are part and parcel of dealing with real-world complexity.
Summary
A climate emergency is upon us. Fishing will be expected to play its part. The most effective solutions will be found where there is a partnership between the fishing industry and government. As an interim step, government should be incentivising the replacement of older engines with the most fuel-efficient engines available. As there are no off-the-shelf solutions that would deliver Net Zero in the fishing industry and research, development and practical trials are therefore urgently required. Fishing science partnerships – properly designed and implemented – have a proven track record and could be harnessed as pathfinders to decarbonise the fishing industry. Finally, if the conventional market economic model is incapable of delivering the widespread change necessary to meet the climate emergency, it may be time to consider a system of structures stewardship for the fishing industry that has been employed for several decade in the agriculture industry
Cloud, wind, rain, 'dark as a cow's guts' this morning in Newlyn...
and nowhere to be seen is the sun as dawn breaks over the harbour...
but there's plenty of fish to go round for the online buyers ...
and to kick off this week's landings the Tracey Clare landed a good shot of monk and other groundfish...
while one of two netters, the Silver Dawn added to the auction inventory with some cracking tub gurnards...
a handful of blue sharks...
and an excellent run of hake including a healthy landing of 6+ kilo fish...
those red gills testimony as to the quality of these fine fish and totally deserving of their recent MSC Fish of the Year Award for sustainable fishing.........
today's MSC Certified Cornish hake landings came from Tristan on the Silver Dawn and...
while all the inshore trawlers made good landings with a few of these summer fish still around...
Danny and Tommy aboard the Cadgwith based Scorpio never failing to miss out on the very best reds...
while the local handline fleet are enjoying a good un of mackerel, the best and most sustained so far tis year...
even young M Nowell with the Immy managed to seek out some of is favourite fish over the weekend...
the odd plaice...
while his old Imogen picked up some cracking gurnards...
pristine pollack came courtesy of Brackan on the Spirited Lady III...
and a good shot of ay from the Britannia IV
with a few more from the other beam trawler to land, the Billy Rowney...
with so much fish to sell it looks like there's a shortage of harbour boxes on the market tis morning
without fail, tons of megrims make their way across the market floor every week...
with plaice a way behind...
berthed at the end of the May Williams pier, the flag of convenience trawler Manuel Laura is about to land her catch fished in the deep waters of the Great Sole Bank...
where she began fishing after leaving Vigo on the 7th of October...
her working deck has a stern ramp that is lowered when shooting and hauling the trawl...
carried on twin net drums aft side of the wheelhouse...
targeting mainly monk, megrim and hake these big stern trawlers use around 120 fathom long combination bridles to 'herd' the fish towards the mouth of the trawl...
they fish clean (as in not hard, stony or rocky) ground but nevertheless often damage their nets - which is why the boat is laden with spare bundles of trawl mesh...
like many similar vessels, the boat is Falmouth registered...
the main fishroom hatch is flush to the deck and only opened when the fish need to to be landed...
to stop the brake linings from burning when shooting away the trawl water os constantly feed to the brake bands...
this wheelhouse must have seen some huge seas in her time, these boats run for weather only in the most extreme circumstances as they work so far from any safe harbours...
she also carries a spare set of trawl doors in the event of any loss...
the crabber, Nimrod jas a few new pots to deploy on her next foray to sea...
Sandy Cove boatyard's latest job for Brad and the team is almost under cover.
The French fishing industry has taken a more controlling attitude to safety at sea for their fishermen over the years. For example, since the 1970s, vessels working offshore (2nd category) are called twice daily (by long range radio) grouped by the ports they work from by the nearest radio station - in Area VII this is Ushant) and asked to report in - a system referred to as 'vacance'. Many of the bars in French fishing ports, fishing offices and families of fishermen would have an SSB radio receiver that they would listen to daily waiting for their particular 'vacance' calls to know what the boats were doing. They would know at the same time as the authorities if there was a problem. The system used the following brief term to inform the shoe of their status:
route pêche (steaming to the fishing ground)
route port (steaming for their designated landing port
en pêche (engaged in fishing)
en cap (dodging in bad weather)
Sometimes the boats would give their lat/long position when dodging in bad weather. If this mandatory safety system had been in place in the UK in 1997 when the beam trawler Margaritha Maria was lost those ashore would have been aware there was a problem before she was registered as overdue. She sailed on the 11th of November but the authorities wee not informed until the 18th of November. The last known contact with her were telephone calls made on the eve of the 11th by members of the crew.
Following the loss of the Margaretha Maria with all hands a group of relatives including the wife of the skipper tried to get a similar system put in place in the UK - it was known as FRAPPS- fishing reporting and position system - but was never officially implemented. Today, newer technology (AIS and catch reporting) means that fishing vessels working offshore are in regular contact with the shore- but thee is still no formal system to parallel that of the French.
In addition, all French trip vessels in Category 2 are required to report in to their designated landing port giving 48 hours notice of their intention to land and the general makeup of their catch. This is displayed on a landings board at each fish market. For many years the French offshore boats would work trips landing on the 15th day. They also have to carry a ticketed engineer.
These French vessels from Loctudy, St Guenole and Guilvinec sheltering in Newlyn in 1983 were all subject to the above safety regulations.
The level of control over how fishing vessels in different categories can fish is strictly enforced, offenders are prosecuted especially if there are crew involved who would have been considered as being put in danger.
Limits of navigation permits
• 5th category : exclusively in sheltered waters (closed roadsteads, basins and ponds, etc.)
• 4th category : less than 5 miles from the sheltered waters of the port of departure
• 3rd category : less than 20 miles from the most land close
• 2nd category : less than 200 miles from safe shelter and 600 miles from the port of departure
• 1st category : beyond
Arrangement methods
• Small-scale fishing : less than 24 hours of absence
• Coastal fishing : less than 96 hours of absence
• Offshore fishing : more than 96 hours of absence
• Large-scale fishing : more than 20 days of absence
General safety regulations
• division 227 : ships of less than 12 m
• division 226 : ships of 12 to 24 m
• division 228 : ships of more than 24 m
Texts accessible on this site ( useful and official texts )
• Check, to preserve your rights, that you are regularly on board with regard to the Enim.
• Check that your medical examination for fitness is valid.
• Check that any current medical treatments are compatible with the day before.
• And above all, before boarding and throughout its duration, avoid behavior that could endanger the ship and the members of its crew, such as:
- consumption of alcohol,
- use of drugs (cannabis, others),
- acute smoking,
- lack of sleep.
Checks of the vessel to be done by the skipper before any departure
Validity of the navigation license:
• Warning: embarking on an irregular vessel may affect rights in the event of an industrial accident or illness during navigation and have legal consequences.
• Respect of the limitations of the navigation and fitting-out license (PP, PC, PL - see p.1).
• Validity of revisions of safety equipment : life rafts, distress beacon, immersion suits and lifejackets.
• Mandatory test of all alarms , in particular water level alarms and vigilance alarms (dead man).
• Consultation of the "single prevention document" which every fishing vessel must have.
Marine events and work accidents are not inevitable!
For everyone
• At sea, the risk is permanent.
• Don't get distracted during the shift.
• Radio/electric navigation and fishing aids (radar, plotter, AIS, etc.) do not exempt you from maintaining a watch.
• Visual monitoring is done continuously, day and night, all around the horizon.
• Radio watch on channel 16 must be permanent.
• No TV or games on the bridge.
• The quality of rest conditions safety at work.
• Pay careful attention to his hygiene of life and avoid all behaviors that could affect his aptitude and vigilance.
For bosses
• Organize workspaces, identify all obstacles and risky situations.
• Deduce from this examination the precautions to be taken (collective and individual protection equipment) and record them in the “single prevention document” to be kept on each vessel.
• Coordinate each other's work with that of the rest of the crew.
• Moor anything that needs to be moored.
• Ensure that all accesses to the sea are closed, in particular the doors between the fishing deck and the work rooms or the interior of the vessel.
• Do not force the eighth notes but use the most suitable release methods (see Ifremer / IMP guide on eighth notes).
Fire risk
• Fire is a major risk for a fishing vessel . Its prevention rests first and foremost on the quality of the alarms (which must be regularly tested) and warning procedures.
• Once started, the fire is first combated by removing its feed:
- stop the fuel supply to the engine,
- close the doors and vents of the machine compartment or the affected room and do not reopen them,
- Check at each tide the proper functioning of the closing of these hatches and access.
• Immediately afterwards, fight the fire:
- use the fixed extinguishing devices (CO2),
- regularly check free access to the room where the fixed extinguishing means are activated and ensure that it does not risk being affected by the smoke from the fire,
- use mobile extinguishing equipment (extinguishers),
- regularly check the expiration dates and revise the instructions for use.
• Notify the emergency services
Collision regulations that apply specifically to fishing:
• The International Regulations for Preventing Collisions at Sea , provide that the course of a fishing vessel, showing its marks and fishing lights, is privileged. He must stay the course. He may change it if he doubts the intentions of another ship en route to collision. At the last extremity, maneuver if the collision cannot be avoided.
• The fishing vessel loses its privilege:
- when it overtakes;
- when he is fishing inside a narrow channel or a port access road;
- when it is fishing in the direction of a traffic lane of a DST (traffic separation device) where it must in no way hinder
the transit of commercial vessels;
- when its length is less than 20 m, whether it is en route or fishing in the DST.
- Do not forget that transit and even more reverse fishing in a DST is prohibited. DSTs are taken at as low an angle as possible and cross each other perpendicularly. The day before must be reinforced there. Any incident should be reported to the Cross.
• Manoeuvre early and early enough to be understood.
• A fishing vessel must move away from vessels with little or no control over their manoeuvre.
• A fishing vessel underway must not display its lights and fishing marks. She has no special privilege and all non-overtaking vessels on her starboard are privileged. He must manoeuvre to avoid them.
• In the event of reduced visibility, there is no longer a preferred route. Fishing vessels, like others, must reinforce watch, show their lights, emit regulatory sound signals and adapt their speed, especially if they are in a fairway or DST.
Personal protective equipment
• The BCG of the sailor : Boots, Helmet, Gloves: on this subject see the IMP purchasing guides specific to each product.
• Gloves : always work with suitable gloves that comply with the required standards.
• Boots : always work with marine safety boots with reinforced toe cap and non-slip sole.
• Protective helmets : to avoid head trauma, wear a helmet.
• Hearing protection : preventing deafness, which is common among sailors, requires the wearing of hearing protection.
• PFD: work clothes with integrated buoyancy
- PFDs must be worn at all times in all work situations exposed to the risk of falling into the sea. It is compulsory.
- PFD = personal protective equipment against the risk of drowning following a fall into the sea.
- They do not replace the distress equipment (lifejackets and immersion suits to be worn only in the event of evacuation from the ship).
- PFDs give the crew time to react to an accidental fall overboard by one of its members.
- They must be adapted to the work situations and to the morphology of each person. There are models suitable for everyone.
- Consult the IMP buying guide for PFDs
Personal protective equipment: purchasing guides from the Maritime Prevention Institute, request them from the IMP or download them from the IMP website .
Trigger help
• Use the regulatory means of communication and in particular the VHF channel 16. If necessary, trigger the alert by emergency push button of the GMDSS.
• All on board must know how to use the VHF
• Crosses watch over channel 16 and other distress frequencies.
• Urgent messages: repeat Pan Pan (3 times) then
- call to all
- here the fishing vessel… (name of the boat)
- nature of the distress…
- we ask…
- position…
- number of people on board
- here the fishing vessel… Out.
• In the event of life in danger: say Mayday Mayday Mayday
- here the fishing vessel… (name of the boat)
- Mayday, here the fishing vessel…
- position…
- nature of the distress: waterway, capsizing, grounding , collision, fire, man overboard
- number of people on board
- calmly answer questions
• Do not waste the few distress flares on board each ship or raft.
• These means of alert have expiry dates which must not be exceeded.
• Read the instructions for use at each trip and before use.
• In the event of a fault, do not look into the rocket.
Red hand flares
• reduced visibility
• are used to warn nearby ships
• go upwards
• last 1 min
• to pull downwind while holding the tube vertically
• Beware of burns
• If no start, throw after 30 s at sea
Red parachute flares
• visibility 20 miles
• duration over 40 s.
• go upwards
• to pull downwind by holding the tube at 20 ° from the vertical
• do not shoot in the direction of air rescue
• if no departure, throw into the sea after 30 s
Orange Floating Smoke Flare Flares
• For daytime use and light winds
• remove the cap and pull the firing device before throwing it overboard
• will burn for at least 3 minutes emitting a thick orange flare
Implementation of the raft
• have the liferaft assembly checked, read the instructions and train regularly
• To release manually:
- release the exhaust hook from the lashing straps and moor the percussion halyard at a fixed point
- launch the raft downwind and on the calm part of the body of water, then pull the percussion halyard until it swells, then bring it against the edge
- embark without jumping and move away quickly
• Automatic release: if the vessel sinks before action on board, a hydrostatic release is triggered and inflates the raft.
Abandonment
• Abandonment order: after having warned the emergency services, it is to be given by voice, by the skipper or his deputy, at the very last end, because as long as it is floating, the ship is the best raft.
• Precautions: protect yourself against the cold by several layers of clothing, then put on the immersion suits and / or the life jackets and get into the raft, trying to stay as dry as possible.
• To take away: on-board documents, rockets, beacons, other means of spotting, portable VHF (location to be known by all) and finally food and clothing.
Man overboard
• Alert the watch;
• Set the helm all the way from the side where the man fell overboard;
• Activate the SART transponder and / or the MOB key of the GPS or the navigation software to note the time and point of the fall;
• Maintain visual contact with the person, keep an outstretched arm towards the man overboard and throw floats along the course followed;
• Undertake a Boutakov manoeuvre which allows the vessel to pass through the same waters 180 ° from its original course;
• Warn the Cross and nearby ships with a Pan Pan type message ;
• Getting man overboard out almost certainly depends on the type of ship and requires regular training. Following an internship on this subject at least once in your professional life is very useful;
• You can use: either equipment intended for this single use (eg Jason ladders, climbing nets), or use existing equipment such as diving ladders, fenders, and / or parts of the fishing gear. associated with a charging horn.
First aid
• Refer to the available first aid manuals;
• Eliminate or isolate the cause of the accident and remove the victim from the danger zone;
• Identify the consequences of the accident: bleeding, choking, trauma, loss of consciousness;
• Stop the bleeding: stop the wound, prevent blood from reaching the wound (compression bandage or tourniquet), lay the victim in a lateral safety position and cover her;
• Choking: slap the back and compress the abdomen as directed;
• Absence of breathing: mouth to mouth, cardiac massage if there is no pulse, cover the victim;
• Thermal or chemical burns: wash the affected area with plenty of cold water, cover the victim;
• Fractures or strains: no untimely handling, prop up the victim.
To notify the Toulouse maritime medical consultation center, go through the Cross and, if necessary, contact directly 561 493 333
Report an accident
• Maritime work accidents such as maritime occurrences must be declared.
• For accidents and illnesses during navigation, the skipper must make a declaration to the Enim. This is the CGP 102 print (known as the pink sheet). It is essential for opening the rights to social coverage. It must be handed over to Maritime Affairs.
• In the event of an accident, this form must be accompanied by a questionnaire to be filled in on its circumstances (occupation at the time of the events, material element involved, etc.). This form (request it from the service to which the pink sheet is given) is subject to statistical processing carried out on behalf of the Enim by the Maritime Prevention Institute. The results are widely disseminated.
• For sea events (shipwreck, grounding, fire, water leaks, serious injuries, death of a man, etc.) the skipper must draw up a detailed sea report. This report must be certified upon return to port by the Commercial Court or by Maritime Affairs. The sea report is necessary to allow proper treatment of any legal consequences of the sea event and the conduct of a technical investigation, for prevention purposes, by the BEAmer (office for the investigation of sea incidents) . It is also essential for the insurer.
Useful contacts
• National Committee for Maritime Fisheries & Marine Breeding (CNPMEM)
134, avenue de Malakoff, 75116 Paris (http://www.comite-peche.fr)
• Maritime prevention institute (IMP), 60 Avenue de la Perrière, 56100 Lorient, tel. 02 97 35 04 30
• Instructions and purchasing guides for personal protective equipment (boots, helmets, gloves, work clothing with integrated buoyancy) can be downloaded from the IMP website (http: // imp-lorient .com /)
• The forms declaring the circumstances of maritime work accidents can be downloaded from the IMP site (http://imp-lorient.com/)
• Regional operational centers for surveillance and rescue
- CROSS Gris-Nez: 0 321 872 187
- CROS-Ma Jobourg: 0 233 527 213
- CROSS Corsen: 0 298 893 131
- CROSS-A Étel: 0 297 553 535
- CROSS- Med La Garde: 0 494 617 110
- CROSSAG Fort de France: 0 596 709 292
- CROSSRU La Réunion: 0 262 434 343
• Maritime medical consultation center (Hopital Purpan / Toulouse), place du Docteur Baylac, tel 05 61 77 24 85, fax 05 61 77 74 51 - ccmm@chu-toulouse.fr
• National establishment for invalids of the navy , 3 place de Fontenoy 75700, sp O7
• Ifremer : Croches, how to prevent them, book to be ordered on: http://www.ifremer.fr/francais/produits/editions/19enginspeche.shtmlv
File produced by the Maritime Prevention Institute for the improvement of health and safety at work
60 Avenue de la Perrière, 56100 Lorient - +33 (0) 2 97 35 04 30
With the help and assistance of the European Union and French maritime administrations.
Fundamental scientific research will be conducted for the first time into the seasonal behavior of plaice and sole and into optimal stimulation to release them from the bottom. That should form the basis of the development of gear to catch flatfish as efficiently as possible.
The research project is called 'New stimulation techniques for flatfish trawling: StimTech' and is funded nationally by the Ministry of Agriculture, Nature and Food Quality through the Netherlands Organization for Scientific Research. Research groups from Wageningen University & Research and TU Delft work together in a broad consortium. Partners are: Nederlandse Vissersbond, VisNed, CIV Den Oever, CIV Texel, Jaczon BV, VCU Maritime, Fisheries Innovation Center Southwest Netherlands and Fisheries Association South West.
“We are going to examine the behavior of plaice and sole from A to Z. For example, we want to test the physical swimming capacity, how fast and manoeuvrable they are, how quickly and deeply they dig themselves in. And that under different temperatures and therefore seasonal influences. If you know those mechanisms, you can also check, among other things, how fast you have to fish to catch the fish. At the same time, we investigate how exactly one responds to which stimuli. Think of water jets, but also, for example, light and sound, and for comparison also the current alarm clock chains. Finally, we want to design a new wake-up mechanism based on that knowledge and test it in the lab for trapping efficiency and soil disturbance'', explains Pieke Molenaar of WMR.
The researchers have been allocated a total of 1.3 million euros. In addition, the partners contribute almost one hundred thousand euros worth of man-hours through co-financing.
In addition to this fundamental research, practical research is also being carried out with the SCH 63, which went to sea with new water spray rigs as an alternative to pulse rigs. In addition to Wageningen Marine Research and Jaczon, HFK Engineering and Van Wijk are also involved in this project. LNV finances this research with European grant money.
