NATIONALFISHERMAN.COM Fall / 2022 INFORMED FISHERMEN • PROFITABLE FISHERIES • SUSTAINABLE FISH Electronics / Hyrbid Power / Crew Shots Incorporating $4.99 US $5.99 CAN Now you can take National Fisherman with you wherever you go! Browse news and read the latest from voices in the industry Download full issues of National Fisherman Magazine for offline Areadingccessour commercial marine marketplace for job postings parts for sale and so much more PLUS navigate Pacific Marine Expo with our interactive exhibitor list, expo map, and show schedule Introducing the brand-new National Fisherman Mobile App designed to keep up with our hard-working readers, no matter where you are! This is just the beginning for the National Fisherman Mobile App! Download today, create your free membership, join our community and grow a ong with us! FALL 2022 BOATBUILDING • Multihull designs for fishing • New ‘beak bow’ boats arrive • Fiberglass to revive older boats BIG TIMES ON BRISTOL BAY
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Now you can take National Fisherman with you wherever you go! Browse news and read the latest from voices in the industry Download full issues of National Fisherman Magazine for offline Areadingccessour commercial marine marketplace for job postings, parts for sale and so much more PLUS navigate Pacific Marine Expo with our interactive exhibitor list, expo map, and show schedule Introducing the brand-new National Fisherman Mobile App designed to keep up with our hard-working readers, no matter where you are! This is just the beginning for the National Fisherman Mobile App! Download today, create your free membership, join our community, and grow along with us!
In this issue 31 03 Editor’s Log 44 Crew Shots Reader Services 38 Classifieds 43 Advertiser Index Features / Boats & Gear On Deck National Fisherman / Fall 2022 / Vol. 103, No. 03 National Fisherman (ISSN 0027-9250), is published quarterly by Diversi ed Communications. 121 Free St., Portland, ME 04112-7438. Subscription prices: 1 year – U.S. $12.95; 2 years U.S. $22.95. These rates apply for U.S. subscriptions only. Add $10 for Canada addresses. Outside U.S./Canada add $25 (airmail delivery). All orders must be in U.S. funds drawn on a U.S. bank. All other countries, including Canada and Mexico, please add $10 postage per year. For subscription information only, call: 1 (800) 959-5073. Periodicals postage paid at Portland, Maine, and at additional mailing offices. POSTMASTER: Send address changes only to Subscription Service Department, PO Box 176 Lincolnshire, IL 60069. Canada Post International Publications Mail product (Canadian Distribution) Sales Agreement No. 40028984, National Fisherman. Return undeliverable Canadian addresses to Circulation Dept. or DPGM, 4960-2 Walker Rd., Windsor, ON N9A 6J3. READERS: All editorial correspondence should be mailed to: National Fisherman, Portland, ME 04112-7438. OCENSElectronicsBristolBay’s bounty MMA/MCCF Boatbuilding: New waves in design 24 12 “Beak bow” boat designs from Europe make landfall in Canada; a protoype trimaran design coming in Maine could offer new fuel ef ciency. 04 Northern Lights Alaska seafood holds center stage in the state’s cruise ship eet. 06 Downeaster Maine lobster boat racers set some new records in 2022. 08 Seafood Science Is saysThesustainable?trawlingscienceyes. 10 Top News Lobster prices drop; big season on Bristol Bay; stock assessment says menhaden not over shed. 18 Hybrid power Volvo Penta and Marell Boats team up in the Arctic to demonstrate hybrid power possibilites. 30 Electronics Vessel monitoring system suppliers offer new capabilities and lower monthly costs. 34 eVTR Electronic trip reporting promises to reduce paperwork – but don’t put away your pencil yet. Handheld short burst devices keep shermen connected far from land. The crew of the Seahawk nds danger and nal success with sockeyes. SkeeleNora
your
• And, on the ip side, is there a topic we’ve over-reported on? Perhaps something you’d like to see less coverage of?
you
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T PUBLISHER: Bob Callahan EDITORIAL DIRECTOR: Jeremiah Karpowicz EDITOR IN CHIEF: xxxxxxxxx ASSOCIATE EDITOR: Kirk Moore BOATS & GEAR EDITOR: Paul Molyneaux PRODUCTS EDITOR: Brian Hagenbuch ART DIRECTOR: Doug Stewart NORTH PACIFIC BUREAU CHIEF: Charlie Ess FIELD EDITORS: Larry Chowning, Michael Crowley CORRESPONDENTS: Samuel Hill, John DeSantis, Maureen Donald, Dayna Harpster, Sierra Golden, John Lee, Caroline Losneck, Nick Rahaim ADVERTISING COORDINATOR: Wendy Jalbert / wjalbert@divcom.com / Tel. (207) 842-5616 GROUP SALES DIRECTOR: Christine Salmon / csalmon@divcom.com / Tel. (207) 842-5530 CLASSIFIED ADVERTISING: (800) 842-5603 classi eds@divcom.com On the cover Rocky Koons, Katrina Gauthier and Dylan Snook enjoyed the Fourth of July 2022 by catching some sockeye salmon on their gillnetter in Bristol Bay, Alaska, In partnership with Pacific Marine Expo The largest commercial marine trade show on the West Coast, serving commercial mariners from Alaska to California. www.pacificmarineexpo.com Greg Sharpless Executive Editor, gsharpless@divcom.com SUBSCRIPTION INFORMATION 847-504-8874 or national sherman@omeda.com
• What do you like or dislike about the NF website?
o say I’m honored to take on the executive editor’s post with National Fisherman is certainly an understatement. After all, NF is a storied brand with 75 years of history covering commercial shing and with deep roots in this market. I realize that many of you have had a relationship with us over the years, and I’m certainly looking forward to continuing that connection in the months ahead. A bit about me: I’m a seasoned editor and writer who has worked with and reported on a range of business-tobusiness markets in the past 30 years - everything from power equipment and automotive to specialty printing, signage, outdoor advertising and others.
Fall 2022 \ National Fisherman 3To subscribe, call 1-800-959-5073 Producer of Pacific Marine Expo and the International WorkBoat Show Theodore Wirth, President & CEO Mary Larkin, President, Diversi ed Communications USA Diversi ed Communications | 121 Free St., Portland, ME 04112 (207) 842-5500 • Fax (207) 842-5503 • www.divcom.com © 2022 Diversi ed Business Communications If you prefer not to receive such mailings, please send a copy of your mailing label to: National Fisherman PO Box 176, Lincolnshire IL 60069. PRINTED IN U.S.A. ON DECK Editor’s Greetings,Log NF readers!
The “connecting thread” among all of these markets and industries is that most are small to mid-sized companies, many family-owned, that are eager for information and advice that can help them thrive. So my very rst question to you, NF readers, is: How can I and the rest of the NF team help you be more successful in 2022 and beyond?
• Is there speci c information you’d like to see more of within our pages and on national sherman.com? Is there a particular topic we haven’t reported on that deserves more coverage?
• What do you like or dislike about our •e-newsletter?Whatdoyou like or dislike about our new mobile app? Please drop me an email and let me know your thoughts on these questions or any other topics (or just to say “hi”).
My goal going forward is to ensure that the information and resources we’re providing here at National Fisherman truly serve your needs.
I’ll end here with one of my favorite Henry Ford quotes: “Obstacles are those frightful things see when take eyes goals.”
you
Alaska’s shermen know that wild seafood is one of Alaska’s most precious resources and, with their help, our state goes to great lengths to ensure its continued abundance. Alaska seafood is responsibly managed using a worldleading, science-based approach, which is veri ed by third-party sustainable seafood certi cations like Alaska’s Responsible Fisheries Management (RFM) program (link: https://rfmcerti cation.org/aboutrfm/) to help sh stocks, communities and entire ecosystems thrive for generations to come.From shermen and processors to scientists and law enforcement o cials, sustainability is not only crucial to Alaskans’ livelihoods and future, but it’s a deeply ingrained tradition that is important to the cruise industry. While the major lines that visit Alaska have long partnered with communities, ports and other organizations on sustainable tourism initiatives, cruise has been increasing its purchasing and sourcing of local food, particularly sustainable Alaska seafood. Holland America for instance, is sailing six ships in Alaska this season — and will passenger cruise capacity. We support policies and practices that foster a secure, healthy, and sustainable cruise ship environment. Our cruise lines meet and often exceed stringent national and international environmental laws and regulations and our clear commitment is to make net-zero carbon shipping a reality and to support a brighter, better, and more responsible future.
From utilizing alternative fuels, shore power, and state of the art wastewater treatment systems, to LED lighting and the elimination of single-use plastics, the cruise industry is committed to leading the way toward clean air, clean oceans and environmental responsibility. E orts go beyond what you might expect, to special paints for ship hulls that reduce friction as ships sail, to onboard recycling and biodigesters that reduce food waste.
Sustainability is at the heart of our culture at CLIA and drives what we do each and every day. Beyond our own operations, we seek partnerships with other industries and destinations who S Alaska salmon plays a starring role on board the state’s cruise ships.CLIA
Northern Lights VIEWS FROM ALASKA
Cruise lines, Alaska seafood, and sustainability — a natural.
4 National Fisherman \ Fall 2022 www.national sherman.com ON DECK
By Renée Limoge Reeve ustainability. It’s more than a buzz word for Alaska’s cruise and seafood industries. It’s a movement — a system that is interconnected with mutual respect so important to us it’s mandated by our state constitution. In Alaska, we brag about our sustainable, wild seafood, and the culture of respect that is uniquely Alaska. These two industries are inextricably tied to our lives and livelihoods — past, present and future — demanding of themselves and others to operate responsibly. We do it as Alaskans and we expect others visiting our state to follow suit. Some might think it would be di cult to nd another industry that could possibly match the level of commitment we have as Alaskans to protect our streams, rivers and oceans where our sh thrive. A surprising group is the cruise sector, one of the most misunderstood industries leading the way in environmental sustainability and embracing sustainable food sourcing — of which Alaska cruising is a model. Despite the size of some cruise ships, cruise itself is actually a very small part of a larger maritime industry. Cruise ships comprise less than 1 percent of the global shipping eet, yet we are at the forefront of research and development, driving innovations from which the entire maritime industry bene ts with technologies that protect the environment and the waters on which we all Cruisedepend.Lines International Association (CLIA) is a global trade association representing more than 50 member cruise lines and 250 ships that comprise the vast majority of the world’s ocean-going share our sustainability goals. For this reason, the marriage between cruise and Alaska seafood is a natural one. We know visitors are more focused than ever on where their food comes from, and Alaska seafood lets us tell a great story and serve a fantastic meal while our passengers enjoy the immense beauty of our state.
The offshore wind industry is committed to ensuring the responsible development of America’s new, homegrown source of clean energy. Public participation from ocean users is essential to help the U.S. fully realize the benefits of offshore wind power.
Beyond the ship, shore excursions o er more opportunities to enjoy Alaska seafood such as with Norwegian Cruise Line’s Alaska seafood feast and tribal dance show at Icy Strait Point.
Beyond the e orts of individual member lines that bring over 40 ships to our market, CLIA is working with ASMI to nd ways we can strengthen the relationship between the cruise and seafood industries in Alaska. We share the common goal of sustainability and we both work to promote this beautiful state we live in and the immense resources we’re blessed with.
Princess Cruises has teamed up with Alaska Seafood, Paci c Seafood and Alaskan Leader Seafood on a “Wild for Alaska Seafood” program that debuted on six ships sailing Alaska waters this season. Building on its popular “only in Alaska” menus, the program o ers 30 Alaska seafood dishes with featured items every night in all main dining rooms. The recipes use multiple varieties of Alaska salmon, Alaska cod (caught by hook and line only), halibut, rock sh, Dungeness crab, spot prawns and razor clams. These are all just a few examples of how cruise is helping guests appreciate the importance of sustainable sourcing and, as a result, expand the growing community of people who respect and understand the critical importance of “managing, protecting, maintaining, improving and extending” Alaska’s sheries and other natural resources.
Offshore wind and fisheries can coexist
Learn how to weigh in at cleanpower.org
Cruise lines do a fantastic job at incorporating and highlighting Alaska seafood products onboard through educational materials and programs, cooking demonstrations, and other initiatives, while proudly serving guests. Examples include an Alaska grilled sh night at bu et restaurants on Oceania cruises, which feature fresh salmon, halibut and rock sh.
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ON DECK purchase and serve more than 5,000 pounds of wild Alaska seafood per ship, per cruise. That is more than half a million pounds in the 2022 season alone! As part of their commitment to sustainable sourcing, the cruise company is partnering with the Alaska Seafood Marketing Institute (ASMI) to help tell the stories of the people behind the sh, from the shermen to the processors and the chefs. In the future, recipe development, and in-destination video content will be featured.
Renée Limoge Reeve is vice president of government and community relations for Cruise Lines International Association Alaska, based in Anchorage.
Celebrity Cruises features an onboard “crab shack” serving Alaska crab cakes, crab bisque and sides. Regent Seven Seas puts halibut and crab on the menu in Alaska, while Seabourn adds salmon and halibut, including an Alaska smoked salmon timbale.
Fall 2022 \ National Fisherman 5To subscribe, call 1-800-959-5073
Take the case of Matt Shepard in Alexsa Rose (Morgan Bay 43, 750-hp JohnAtDeere).theFriendship races on July 17, Shepard was racing Alexsa Rose while wearing a full neck brace because he was recently in an auto accident and broke his neck, said Maine Lobster Boat Association’s president Jon Johansen. Shepard’s best run that day was second in the Fastest Lobster Boat race, hitting 31 mph. That wasn’t near enough to keep up with Andrew Taylor’s Blue Eyed Girl (Morgan Bay 38 with a 900-hp Scania), which was clocked at 45.4 mph. Blue Eyed Girl also won the Diesel Free For All at 49.6 mph, making Blue Eyed Girl the fastest boat of the day at Friendship. Second place went to Jeff Eaton’s La Bella Vita (Northern Bay 38, 815 FPT). At Harpswell, where 47 boats came to race on July 24, Blue Eyed Girl continued her winning ways, taking the Diesel Free-for-all at 42.3 mph and the Fastest Lobster Boat Race at 43.2 mph, though Johansen figures Blue Eyed Girl was actually closer to 50 mph. The slower recorded speed he thinks was due to “the angle of the radarYougun.”didn’t have to be in one of the fastest lobster boats of the day to put on a good show. A race that got a lot of attention was Class J (551 to 700 hp, 36 feet to 39 feet 11 inches), which pitted Heather Thompson’s Gold Digger (Wayne Beal 36, 675-hp Scania) against Carl Anderson’s Danica Haley (Calvin 36, 675-hp Scania) and Sean Clemons Mean Kathleen (Wayne Beal 36, 700-hp Scania). It was close between Gold Digger and Danica Haley but Gold Digger won at 39.6 mph, with Mean Kathleen in third place. Four more races remain in Maine’s 2022 racing season: August 13 at Winter Harbor, August 14 at Pemaquid, August 20 at Long Island, and August 21 at Portland. For more coverage and to see a full race schedule go to lobster-boat-races-schedule.nationalfisherman.com/2022-maine-www.
At the Harpswell races in Class J, Gold Digger (left) took first place at 39.6 mph, Danica Haley second and Mean Kathleen was third.
6 National Fisherman \ Fall 2022 www.nationalfisherman.com ON DECK photoJohansenJon
Six days later, on July 2, 82 boats arrived for the Moosabec Reach races, the biggest turnout this year. Wild Wild West didn’t show up, leaving the field to Maria’s Nightmare II, which promptly set a new record at 68.3 mph. Lobstermen love to race, be it coming in from the fishing grounds or running down the racecourse, even when burdened with physical ailments.
Michael Crowley is the former Boats & Gear editor for National Fisherman.
By Michael Crowley even races completed and 281 boats have come to the line in the 2022 Maine Lobster Boat Racing Season, from skiffs with 30hp outboards to high-powered lobster boats, such as Bounty Hunter IV, a Calvin 44 with a 1,400-hp MAN. Early on in the racing season, the diesel record was broken not once but twice, first on June 26 at Bass Harbor and then, again, a week later at Moosabec Reach. At Bass Harbor it was in the much-anticipated race of the day, Class L (901 hp and over, 28 feet and over) between Maria’s Nightmare II (Wayne Beal 32,1,000-hp Isotta) and Wild Wild West (West 28, 1050hp Isotta). Normally Wild Wild West races in Class O (Non-working boats, any length, any horsepower) but on that day they agreed to race each other. At the start, Maria’s Nightmare II was in the lead but Wild Wild West S was closing. When the two boats crossed the finish line, a mile down the course, they were bow to bow at 62 mph and that broke the diesel speed record. Both boats were given the win for their class and the record.
Downeaster Record-breaking Maine lobster boat race season
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A Kodiak-based ground sh trawler.
By Ray Hilborn ith the launch of several recent advocacy campaigns, bottom trawling is squarely in the crosshairs of some environmental groups and media outlets that regurgitate their press releases.
Almost all shing gear catches non-target species. If these are not of commercial value they are usually discarded at sea, a waste of shermen’s time and energy, and a pointless loss of life. Bottom trawling discards and bycatch rates vary greatly, with shrimp sheries discarding the most, but wellmanaged bottom trawling can almost totally avoid discards. The bottom trawl shery in the Bering Sea discards less than 8 percent of its catch. Bycatch has been reduced or eliminated by modifying net design and ways of shing, and by sharing information within shing eets. In Asia everything caught is retained, and the non-marketable species are used for surimi or aquaculture feed.
Seafood Science
Several groups around the world are working on using cameras at the mouth of the net to identify the species and size of sh entering the net, and opening panels that eject the unwanted sh. Discarding is being reduced and nearly eliminated in some sheries that have made it a priority. are in poor shape, but it has nothing to do with the method used to catch them. Impact of trawling on benthic ecosystems
A de ning characteristic of bottom trawling is that it uses nets that are dragged along the sea oor. These nets certainly impact the plants and animals that grow on the bottom, but the overall impact of trawling depends on the sensitivity of the individual species, the kind of shing gear, the underlying geology of the sea oor, and the frequency of trawls.
8 National Fisherman \ Fall 2022 www.national sherman.com ON DECK
There is no question that bottom trawling has environmental impacts, as all food production does, but there is misinformation oating around about the true impact of bottom trawling, especially in comparison to other types of shing and food production. With campaigns like #BanBottomTrawling growing, I want to look at what the science says about the sustainability of bottom trawling. Sustainability of target species Many trawl sheries are certi ed by the Marine Stewardship Council and recommended by Seafood Watch. Ground sh populations around the world are largely caught by trawls and are, on average, increasing. Certainly, some stocks like New England cod area had lost more than 20 percent of its benthic fauna. The vast majority of trawled areas had lost less than 10 percent of the benthic fauna, and the largest U.S. trawl sheries in Alaska, only a few percent. This is a huge win for e ective shery management, but is also explained by the fact that most bottom trawling occurs on sand or mud (not reefs), where the habitat is quick to regenerate and the species that live there are evolved to be resilient to disturbance.Goodmanagement can reduce impacts on benthic ecosystems by closing areas with high density of corals and sponges to bottom trawls, by modifying the shing nets so that the heavier parts do not touch the bottom, and even by not letting the nets touch the bottom. Many trawlers now use nets that barely touch the bottom.
Bycatch and discards
a major paper published last year found that across all regions studied, less than 10 percent of trawled W
Association.TrawlersshWhiteAlaska
What science says about the sustainability of trawling
Some benthic species such as soft corals and sponges are quite sensitive to bottom trawling because they stick well above the bottom, and they are very slow growing. A few passes of the net may eliminate them completely, and it may be decades before they return.However,
The carbon footprint of bottom trawling will continue to decrease as ine cient engine systems are replaced with modern diesel engines and eventually, by hydrogen or electric vessels. Improvements in net and boat design are also improving e ciency. Most importantly, healthy sheries require less fuel to harvest, so improving stock status is paramount.
Nearly all trawled sheries have better carbon footprints than beef. Some have a carbon footprint below chicken and pork and comparable to corn.
The major source of carbon footprint from shing is from fuel use. One major review showed that bottom trawling was the second highest user of fuel, exceeded only by pot and trap shing. But there are enormous di erences in fuel e ciency depending on the kind of trawl, the age of the vessel, and the abundance of the shed species.
Ray Hilborn is a professor in School of Aquatic and Fishery Sciences at the University of Washington.
Carbon footprint
Bottom trawling’s carbon impact was all over the news last year when a paper published in 2021 argued that by stirring bottom sediments, bottom trawling released more carbon than air travel. The paper is deeply awed and has been heavily criticized: other estimates are 100 times lower than the headline-grabbing paper.
Fall 2022 \ National Fisherman 9To subscribe, call 1-800-959-5073 ON DECK
Conclusion
Banning bottom trawling is not the right approach to global sustainability. Even the worst impact of bottom trawling on benthic ecosystems is less damaging than agriculture, which completely destroys forests and grasslands to produce food. Catching sh in the ocean uses no pesticides or fertilizer, no freshwater, no antibiotics, and no land. Bottom trawling produces about one-half as much food as global beef production. If it is banned, where will we make up that food?The way to sustain food production and minimize the environmental impacts is not to ban trawling, but to manage it by providing incentives to the shing eets to minimize bycatch, reduce fuel use, minimize benthic impacts, and protect sensitive habitats.
All the factors combined have led to a difficult year for fishermen, Bruce Fernald, a lobsterman out of Isleford, Maine, told SeafoodSource.Whereaslast year was a “fisherman’s dream,” this year has had challenge after challenge, and the right whale court cases are “hanging over us like a sword,” he said. Fernald has been fishing for 49 years, and said he wants to continue fishing, but the current climate surrounding the in dustry is making things difficult.
In addition to high fuel costs, bait con tinues to be an issue. The herring fishery, historically a large source of bait, contin ues to have low quota. The pricing pressures are compounded by the ongoing struggle over right whale regulations. New NOAA regulations changed the requirements for fishermen and instituted a ban area, but a new court ruling found that even that hasn’t gone far enough to bring the fishery into compli ance with the Endangered Species Act.
Prices fall to near half od 2021 peaks
10 National Fisherman \ Fall 2022 www.nationalfisherman.com FEATURE TOP NEWS East Coast
Alaska New sockeye record for Bristol Bay could even break forecast
Fresh catch from the Maine lobster boat Ivy Jean Portland. fter over a year of historically high prices that netted the lobster industry national attention – and articles questioning whether consumers could stomach $34.00 for a lobster roll –the wharf price for the species has report edly dropped all the way back down to “normal” levels and even beyond.
A By Chris Chase StewartDoug The difference this time is that input costs have gone up across the board. Prices for ultra low sulfur diesel vary from port to port, but areas like Dysart’s Great Harbor Marina in Southwest Harbor, Maine are reporting prices as high as $6.05 per gallon. That’s almost double the $3.30 it cost per gallon in July 2021, according to the U.S. Energy Information Administration.
July returns up 43 percent he Bristol Bay 2022 sockeye run surpassed the previous record set in 2021, with an estimated 69.7 million fish returns by mid-July.
Lobster price drops add pressure on strained industry
The price lobstermen were getting at the dock in 2021 was historically high, with fishermen in Maine getting roughly $8.00 per pound and Canadian lobster men in Newfoundland getting as much as $10.14 per pound, according to the Fish Food and Allied Workers Union. Now, fishermen in Maine are report ing they are getting as little as half the price of what they received last year – and in some cases even less than that. Despite the precipitous drop, that price is still within the norm: Fishermen in Maine, according to statistics compiled by the Maine De partment of Marine Resources, got on av erage $4.05 per pound for the entire year in 2018, which comes out to around $4.78 when adjusted for inflation.
In the end, the lobster industry in the U.S. state of Maine is largely decentralized, making each situation different from fish erman to fisherman. The Maine Lobster Marketing Collaborative told Seafood Source that lobstermen acknowledge the price is largely out of their control.
“The price for Maine lobster is de pendent on a host of factors that are out side lobstermen’s control."
With the season just winding down as NF went to print, the total appeared on track to break past the 75 million forecast by the Alaska Department of Fish and Game. At the end of July the run was report ed at 76.5 million salmon with a harvest of 58.3 million sockeye. By Aug. 6, 59.7 million were reported landed, accord ing to a tracking report by McKinley T By Kate Troll and Kirk Moore
The commission’s Aug. 3 acceptance of the report came as critics of Omega Protein’s reduction fishery fleet based at Reedville, Va., put more political pres sure on state officials to restrict fishing in Chesapeake Bay.
BloomLindsey
The project needs to raise $20 mil lion by the end of 2022. More informa tion and how to donate can be found dro-bay-rivers-project-alaska.www.conservationfund.org/projects/peat
The project aims to place three con servation easements on lands owned by the Pedro Bay Corporation, restricting development and ensuring the water sheds of the Pile River, Iliamna River and Knutson Creek continue to support the extraordinary returns of sockeye salmon year after year.
The roaring season lent renewed ur gency to activists’ campaign lobbying the U.S. Environmental Protection Agency to strengthen Clean Water Act protec tions for wetlands around the proposed PebbleAlliedMine.groups continue to circulate an online comment letter that people can send to the EPA from https://bit.ly/ EPAProtections2022.
Nets spilling menhaden that washed up on beaches was one source of the latest rancor. But the ASMFC actions at its meeting in Alexandria,Va., dealt with the larger, longstanding debate over the recreational fishing sector’s belief that menhaden purse seiners are removing too much forage fish that feed striped bass and other “Significantly,species.this assessment was completed using new ecological refer ence points, standards that account for the needs of predator species when determining menhaden's sustainable status,” according to a statement from the Menhaden Fisheries Coalition, an industry“Thegroup.ASMFC's ecosystem-based reference points were developed over years, with support from industry, rec reational fishermen, and environmental groups, to move away from managing species in isolation and consider the needs of predator species and the eco system as a whole,” the coalition says.
A By Kirk Moore
Colden Bloom holds the first sockeye of the season in Lynn Canal.
A school of menhaden.
NOAA Research Group for the Alaska Seafood Marketing Institute.
The ASMFC stock assessment up date came as a boost for the commercial fishermen.“Significantly, this assessment was completed using new ecological refer ence points, standards that account for the needs of predator species when de termining menhaden's sustainable sta tus,” according to the Menhaden Fish eries Coalition.
The United Tribes of Bristol Bay is waging an online cam paign as well at www.utbb.org/get-in volvedMeanwhile,. another coordinated ef fort aims block construction of a road to the Pebble Mine site by purchasing con servation easements on 44,170 acres.
The stock assessment update comes after a coalition of 22 recreational fish ing and marine industry groups sent a June 14 letter to Virginia Gov. Glenn Youngkin asking “that you move menhaden reduction fishing out of the Chesapeake Bay until science demon strates that high volume reduction fish ing for menhaden can be allowed with out negatively affecting the broader Bay ecosystem.”“Thedetrimental impact of menha den reduction fishing on the ecosystem is so pronounced that it is prohibited in every state along the East Coast except Virginia. However, each year, over 100 million pounds of menhaden are be ing removed from the Chesapeake Bay and ‘reduced’ to fish meal and oil for pet food and salmon feed by a foreignowned company – Cooke Inc.,” the sportfishing advocates wrote. The campaign is promoted by the American Sportfishing Association with a petition to Youngkin to end the com mercial menhaden purse seine fishery, contending it hurts the bay ecosystem.
new menhaden stock assess ment update for the Atlantic States Marine Fisheries Com mission found the resource is not over fished nor experiencing overfishing.
The Pedro Bay Rivers project is a partnership between the Pedro Bay Cor poration, the Bristol Bay Native Cor poration, the Bristol Bay Heritage Land Trust and The Conservation Fund.
Mid-Atlantic ASMFC stock assessment says menhaden not overfished
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Fall 2022 \ National Fisherman 11To subscribe, call 1-800-959-5073 FEATURE TOP NEWS
WILD ABUNDANCE
A SURVIVING A RECORD-BREAKING SALMON SEASON IN BRISTOL BAY
12 National Fisherman \ Spring
s I looked out at the storm from the safety of my captain’s couch, I could hear my phone buzzing. My dad’s texts came through all at once. Have you seen the sh predictions for the Nushagak District? You’re gonna be shing in the right place this Looksseason!like nasty weather for an opening day!Have you been reading about what’s going on right now in Bristol Bay?! He was following Dillingham radio station KDLG’s news reports, seeing ambitious sh predictions for the river district where I would spend the 2021 season. After two weeks of nonstop pre-season boat tweaking and net repair, we felt prepared. Ready or not, it was almost time to untie from the dock and head out into the bay. The season wasAshere!akid growing up thousands of miles away in Southeast Alaska’s small town of Sitka, everything I heard about Bristol Bay seemed in relation to Pebble Mine: the region’s epic wild salmon runs; the risk of their demise. I’d seen protests against the proposed copper, gold, and molybdenum mine in the news, No Pebble Mine stickers on our friends’ cars and water bottles. I’d heard my parents’ impassioned concerns while we were hookand-line shing for coho salmon o the coast of the Tongass National Forest. Twenty- ve years later, I was amazed to actually be in Bristol Bay, about to experience those legendary runs for myself. As much as I had been intimidated by the Bristol Bay driftnet shery, I’d long felt drawn to it. Upon meeting my captain, Katherine Carscallen, a third-generation Nushagak River sherman, I was surprised to see we were the same age (early 30’s) and size, standing at 5’ 4.” I soon found out through handing her tools in the engine room, as well as overhearing 2022 www.national sherman.com
Crew member Jesse ‘Oly’ Oliver holds a sockeye, with crew member Ashley Miller behind.
REPORT BRISTOL BAY
By Nora Skeele
SkeeleNora
OPENING DAY BRISTOL BAY, JUNE 21, 2021 When our 32-foot bowpicker nosed out of the harbor, I felt the force of a powerful wind buffeting my rain gear. As we neared our destination, the wind on our stern was blowing hard, 25 to 30 knots. Soon we found ourselves surfing down the face of eleven-foot waves, brown with river-silt. I glanced at my crew members — Ashley Mill er, a 26-year old Dillingham local, and Jesse ‘Oly’ Oliver, a sturdy farmer and massive tides make for exposed coast line and very little protection from the natural world. People are tougher; fishing is more competitive. The peak season is short with huge financial re wards, so fishermen feel the need to get out there, even if the weather isn’t good. Of course we were going to fish in this
A Bristol Bay fishing vessel in rough seas. The sockeye fishery is pursued in waters notorious for strong river currents, powerful tides and no protected anchorages.
Captain Katherine Carscallen raises the “No Mines in Bristol Bay” flag.
Fall 2022 \ National Fisherman 13To subscribe, call 1-800-959-5073 REPORT BRISTOL BAY social worker from Vermont. They both looked shocked and somber, gripping the rails. I thought to myself, “Are we really going to fish in thisGrowingshit?” up commercial fishing with my family in Southeast Alas ka, we never knowingly went fishing in a gale-force storm, even if it meant missing out on a hot bite. But things in Bristol Bay, inland of the Bering Sea, are different. There are no protected anchorages to tuck into like there are in Southeast. The bare tundra terrain and strong river currents colliding with her lengthy conference calls with the United Tribes of Bristol Bay, that she had the type of extreme competence and community engagement you only find in rural Alaskan fisher-people. Other advocates standing shoul der to shoulder against the contentious mine are sportsmen and women, tour ists, anglers, hunters, lawyers, environ mental organizations and commercial fishermen. People from a wide range of political and socio-economic back grounds have come together to fight Pebble Mine, drawn by a shared mis sion of protecting the salmon and wild life habitat. This collective opposition against the proposed mine has strength ened and connected communities, issu ing a rallying cry to support the land, air, and water we love and depend on.
Another group member, the eldest at 75, said, “Look at this weather. You know what that means, the salmon are about to show up! Not bad for an opening day.”
“Okay,shit. throw the buoy over and set the net!” Kat yelled through the howl ing Evenwind.as my mind questioned wheth er she’d turn the boat back around (maybe we could spend one or two more nights on land, wait out the storm, tucked into our warm bunks?), I watched the gear bounce in the water. Suddenly our commitment was real. I heard the radio from the cabin. Eric, a robust and free-spirited, longhaired Californian on another boat, yelled, “This is looking good. We’re loading up!”
Six days into the season, on one of the darkest and stormiest nights, we heard through the radio that two boats had sunk with rumored loss of life. There was another rumor that our boat, the Seahawk, had sunk. We received over twenty satellite phone messages
SkeeleNora
After each opening, we headed to the tender to sell our catch. Our boat, dwarfed by the buyer boats’ large hulls, bounced and banged against their rails in the seas. We communicated by screams and hand motions over high winds and loud machinery. We each kept a knife handy; Kat re peatedly told us, “Be ready to cut our tie-up line at all times.” We’d seen what could happen if one line flung loose while we were still connected on the other end. Boats had flipped from less weather than we were in. It was a painful start to the season. The unrelenting rough weather and fumes from the solvents and hydraulic oil smoking off the engine nauseated us.
the captain, the person responsible for the many decisions that go into the pro cess of filling the fish holds. As crewmen, our job is to handle tasks on the deck like setting and picking fish out of the net. from concerned loved ones the next day. The idea sent a chill down my spine and made me realize that it could have just as well been us. Death, knocking on our door.”I could die doing this,” I thought, repeating the words like a mantra in hopes that saying them would keep me alert enough to make smart decisions amidst extreme sleep deprivation.
“This season is intense. It feels so dark, hearing about boats going down right around us,” I vented to Ashley, a wave of sorrow washing over me for the potential lives lost. Unloading that night, I asked the tender captain if he knew what had happened to the boats that went down. He didn’t know any details, but said in a morose voice, “This year reminds me of 2018. It was stormy like this and so many boats went down that year.” He spit his chew over the rail and looked me in the eye. “Bristol Bay eats people.”Inaseason that lasts only five weeks, it would be almost impossible not to catch FOMO: Fear of Missing Out. Especially Running the Seahawk in foul weather, captain Katherine Carscallen on the bridge and crew member Ashley Miller on deck. SkeeleNora
REPORT BRISTOL BAY 14 National Fisherman \ Fall 2022 www.nationalfisherman.com
Two hours into our set, Kat called out We want those fish, we want them bad, but the “how to get them” is not in our job Suddenly,description.the group radio speaker crackled with words that shocked and galvanized us into action. “Get over here, like now.”
IT’S WHERE THE REAL POWER LIVES.
“Thanks for calling me over here. We’re surrounded by an army of salmon. I ’ve never seen anything like this!”
A tight-knit bunch of eleven captains, the so-called ‘code group,’ worked to gether with the shared mission of catch ing hundreds of thousands of pounds of sockeye salmon – and staying alive so everyone returned safely home to their families after the short and grueling season. They used the radio to commu nicate how much they were catching, weather and tide conditions, how much space there was between them and other boats, invaluable mechanical repair ad vice, as well as encouragement and play ful shit-talking banter – a hive-mind of highly skilled mechanics and specialized fishermen.
As we pulled in the buoy at the start of our net, Kat said, “I know you guys know this and I’m sorry to have to say it, but I need you to work as fast as you can and don’t stop for anything.”
“This will be a test to see what our crew can handle together,” I thought. Not only did we need to have our net aboard by the time the fishery open er ended in six hours, the tide was on the flood and moving our boat swift ly toward the regulatory line of where we were allowed to fish. Crossing “the line” meant the fish cops would not only confiscate all the fish we had laboriously picked out of our net, but also our cap tain would be slapped with a huge fine, a future court date and a violation on her record. Basically, we needed a miracle in order for this to end in our favor.
We picked our net as rapidly as pos sible, which happened to have only one sockeye in it, and sped off to join anoth er captain nicknamed Mogley, our nerv ous systems on high alert. We could see splashing all along the cork line as we set. Within five minutes of putting out the 1,200 foot-long net, the Styrofoam corks that keep the net afloat began to sink. Within fifteen minutes, the whole thing had disappeared beneath the waves completely – weighed down by a giant school of sockeye salmon. We froze in shock and awe, witness ing the sheer volume of salmon, masses of schooling sockeye moving together like a water dragon. I looked at Kat’s face to determine how concerned I should be. She was staring at the water with wide eyes, relaying what she was seeing to her code members on the ra dio. Her voice was thick with emotion.
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Fall 2022 \ National Fisherman 15To subscribe, call 1-800-959-5073 REPORT BRISTOL BAY
Nora Skeele grew up spending summers commercial fishing for salmon and halibut out of Sitka, Alaska with her family in their old wooden troller boat. She has fished trollingfor salmon, halibut long-lining and gillnetting. She is a writer, artist and designer in the offseason and enjoys splitting her time between Sitka and Hawaii.
group turned what could have been her worst nightmare into her best day on re cord.
Captain Katherine Carscallen and others cut salmon on deck, accompanied by the captain’s dog Chula.
REPORT BRISTOL BAY 16 National Fisherman \ Fall 2022 www.nationalfisherman.com on the radio. “Well, there’s no way I’m getting these fish aboard in time with out getting a ticket. It’s too dangerous to round-haul [pull the whole net on deck, fish and all] the end of the net in this weather with our starboard list and the front holds already so weighted down.” Three of our other group members had already called for help. Another cap tain, John, responded, “I can’t help you with all those boats so close around you. I’m gonna go help Mogley and then I’ll stop by and see where you’re at.” John was Kat’s childhood friend. When they were growing up together in Dilling ham, their parents would alternate child care on land to take care of them so both families could keep fishing. Resigned to the fact that she would get a ticket, Kat said, “Okay, we’ll just get as many of these fish aboard as we can.” We kept working as fast as possible. Three hours later, I saw John whip his aluminum boat close to us, attempting to drop off his tall blonde Viking of a deck hand. As John nosed his bow up to us, the Viking carefully navigated an eightfoot lurching drop between each swell that rammed our two boats together and stepped gracefully onto our stern to work alongside us. Four minutes before the fishery closure and 100 feet shy of drifting over the line, our net’s final corks came aboard, salmon overflowing the holds. Our miracle had indeed shown up. As we motored to our tender boat to sell and offload the fish, the boat was so heavy that we rode dangerously low in the water, brown waves washing over our decks. We caught more fish that day than Katherine had ever caught in her elev en years captaining her own boat. The teamwork of our captain, crew, and code
SkeeleNora
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Seeing as how the boat is an enabler for operations that have short, dedicated journeys, the potential application for commercial shing vessel seems limited but Volvo Penta believes hybrid engines have a future in U.S. shing markets. It’s a prediction their team is making based on changes to the technology but also on account of how these solutions can directly support the core business values of an organization. Those values are re ected on
By Jeremiah Karpowicz
Do hybrid engines have a future in U.S.
eing out in the middle of nowhere is a familiar feeling to anyone that shes for a living. The sound of the open water can be as alluring as it is calming, enabling you to transport yourself into a totally di erent world. It’s a world that exposes you to the wonders of nature that surround you, allowing you to interact with the setting in a way few others will ever be able to experience. That same experience is what the Hurtigruten Svalbard team is after, although their purpose and placement with doing so is very di erent. Seeking to provide visitors to the Svalbard Archipelago that is only about 800 miles from the North Pole with one-of-a-kind adventures, the organization is Svalbard’s most experienced tour operator and booking agency with a history that stretches back to 1896. Based in Longyearbyen, the administrative center of Svalbard, the organization is dedicated to the concept of sustainable tourism to ensure this Arctic paradise is both preserved and protected. That commitment to sustainability compelled the Hurtigruten to partner with Volvo Penta and Marell Boats to create the Kvitbjørn (’Polar Bear’ in English), a near-silent vessel has the potential to transform the experiences they can provide to their guests. Members of the media were invited by the Volvo Penta team to experience for themselves the literal power of this hybrid solution as well as understand why Hurtigruten views their commitment to sustainability as something that’s good for business.
The short answer is “yes.” The long answer needs to consider details related to where, when, how and why.
BOATS & GEAR HYBRID POWER 18 National Fisherman \ Fall 2022 www.national sherman.com
PentaVolvo
B
Volvo Penta Aquamatic Sterndrive D4-DPI is a totally integrated package, powered by the in-line 4-cylinder, 3.7-liter, common-rail diesel engine with double overhead camshafts and turbo.
In an attempt to change how such costs are considered, the launch of the Kvitbjørn also served as the debut of a new business model from Volvo Penta that is based on a ‘power-by-the-hour’ payment program. This e-mobility-as-a-service’ model is still at a concept stage but could change how customers purchase and use marine e-mobility solutions. It’s a way of risk-sharing between Volvo Penta and the end-user to change how and when they might consider adopting these sorts of solutions. It’s something
that make a difference to the Hurtigruten team.
“There are days when I’m annoyed because the technology be haves in a way that I’m not used to but that’s part of being first and using new technology. The shared risk and eventual value make it Thatworthwhile.”worthisevident in the setting of Svalbard, which has drawn explorers from all over the world since the 16th century. Being part of the launch allowed us to take a close look at the technology that literally powered our journey out to sea, expos ing us to the natural wonders of the surroundings and the pos sibilities that the technology represents to preserve, protect and better highlight these same settings. This focus on sustainability isn’t just about the future though because Hurtigruten’s embrace of hybrid technology had to and does make business sense today.
The Kvitbjørn sits in Longyearbyen Harbor, awaiting the special launch ceremony.
Powered by a Volvo Penta twin D4-320 DPI Aquamatic hy brid solution, the 14.6m x 4.2m (48’x13.8’), 12-passenger Kvitb jørn has the D4 engines and the electric motors attached to one another, all tucked under the aft deck. With a top speed of 30 knots, a cruising speed of 24 knots, and a range of 500 nautical miles, it provides the range and maneuverability needed for the short, dedicated journeys that define Hurtigruten adventures on the Doingwater. so in an Arctic environment that features sub-zero temperatures meant the team had to develop an integrated heat ing and cooling system that doesn’t circulate seawater to avoid ic ing. In fact, they reduced the number of engines and added layers of software to make it safer. That sort of customization is directly applicable to the kinds of solutions that the Volvo Penta team is committed to developing for various sectors, including commer cial fishing, which is where a sizable portion of their commercial business comes from.
A potential competitive advantage
Fall 2022 \ National Fisherman 19To subscribe, call 1-800-959-5073 BOATS & GEAR HYBRID POWER
“On the fishing side, it all depends on what you’re trying to
Jonas Karnerfors, sales project manager at Volvo Penta and Johan Inden, president, Volvo Penta Marine Business Unit, on the deck of the Kvitbjørn during the launch ceremony.
The market for hybrid propulsion systems
Experts have told us that fishermen are content to let other industries do the R&D to define hybrid use cases, although a baseline around where and how the technology can make sense had already been established. Hybrid technology simply does not make sense for anyone that is headed out to fish in Alaska, for example. While anyone operating a nearshore vessel should be actively exploring their hybrid power options, the price prevents many from taking a serious look at the technology. Even though fuel savings over 10 years will most often exceed the cost of going hybrid, many operators simply don’t have the time or budget to project that far out.
photosKarpowiczJeremiah
“Sharing risk means that we’re in this together which is criti cal because this is something that has to work for us every day,” said Tore Hoem, Adventures Director at Hurtigruten Svalbard.
the bottom line in the present while also considering necessary transformations for the future.
A look at the interior of the Kvitbjørn, showing the Volvo D4-330 DPI engines that power the new boat.
Having one ship’s operations work the same way across an entire eet is an appealing concept to anyone that has more than one vessel, but even for someone that does just have a single vessel, the speci cs associated with the Kvitbjørn highlight how such features can be speci c to a core business value. For Hurtigruten, that’s all about creating a more enjoyable experience for tourists. That meant taking into account the battery size and housing, clearing the aft deck to allow visitors to experience the setting and wildlife during the near-silent operation when using electric. Those experiences proved to be especially stark when out in the middle of the Artic Ocean on the Kvitbjørn. With literal glaciers on one side and mountains of ice on the other, the maiden voyage of the vessel brought the core business considerations that rst compelled Hurtigruten to explore this solution into focus. By design, the value they’ve created can expand and extend in to various other areas for countless other organizations.
BOATS & GEAR HYBRID POWER 20 National Fisherman \ Fall 2022 www.national sherman.com do,” Jonas Karnerfors, sales project manager at Volvo Penta, said from the interior of the Kvitbjørn. “With electric you get the high torque from the low RPM to create e ciencies during time you’re otherwise idling or burning fuel. That’s a good example of how this new technology can change the way things are being done for the better. When you can do new things, people can change their behavior. There won’t be a one size ts all solution with hybrid, which is why we believe we can make a modular system that ful lls many di erent demands. We want to try di erent systems with traditional inboards so that solutions can scale across an entire eet or sector.”
“Many of the segments that we The Kvitbjørn’s battery package — 800V/100kWh.
“Walker AIRSEPS on my Lugger diesel engines gives me great reliability, and a premium CCV system second to none The Pacific Ocean can be an unforgiving place, so I rely on the best equipment available.”
To illustrate that fact, every member of the press that was out for the event took a turn steering the Kvitbjørn, which is certainly not part of the standard tour and was under the total control of the Hurtigruten team, but illustrated how intuitive their systems are. They designed it so that just about anyone could get behind the controls, and Karnerfors proclaimed he could teach anyone to dock with the joystick in about ve minutes.
Fall 2022 \ National Fisherman 21To subscribe, call 1-800-959-5073 support, which includes commercial shing, have moved beyond traditional drive lines,” said Johan Inden, president of the Volvo Penta Marine Business Unit. “In this segment, we’re being asked to push new solutions to boatbuilders and operators because it allows crews to command better day rates, which can represent a competitive advantage. That shows it’s really not about technology but about the job that needs to be done, which the technology can support in a really powerful way. Boats will become more bespoke based on what you’ll be using them for, and that’s something we’re both supporting and embracing.”
In the past, one of the biggest challenges associated with the adoption of a new piece of technology like a hybrid solution was speci c to the technology, but as improvements have been made, it’s turning from a technology challenge into one that’s more about logistics and operations. How is the engine going to literally t into the boat? When exactly will the electromobility features be utilized? How di cult will it be to enable? Hybrid technology doesn’t support every use case, but it’s here and it can be used in an especially easy manner.
Jeremiah Karpowicz is the Editorial Director for National Fisherman.
After a few minutes of moving the boat on the open water, I’d agree with that, although I’d make it ten minutes. If cost considerations can be addressed with new models like ‘powerby-the-hour’ payment programs, and the operation logistics are not the barrier to entry they once were, then what opportunities does hybrid technology truly represent in this sector? The value can be positioned in the short term and long term, with a reduction time otherwise spent idling making an impact today, but a bigger responsibility related to the sustainability of the shing industry as a whole also one that needs to be considered.InSvalbard, the stakes associated with that responsibility are especially glaring, which further illustrates why expectations and even regulation are changing in ways that will require transformations on multiple levels.
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Green lobsterboat engineer Dr. Doug Read at Maine Maritime Academy expects to generate interest with the launch of a 22-foot model of the fuel ef cient trimaran.
Schurtenberger estimates that his design, using two 385hp engines, could cruise at over 20 knots. “Fuel savings with a catamaran would be around 50 percent with a light sherman.com
W BOATS & GEAR BOATBUILDING
BOATS & GEAR BOATBUILDING
“You know how it is with shermen,” says Marathon, Florida boat designer Walter Schurtenberger. “They stick with what they Schurtenbergerknow.”hasdesigned a 65-foot catamaran for the spiny lobster shery, but has not had anyone build it — yet.
ith boats in sheries like New England lobster and Bristol Bay salmon getting progressively wider, and fuel getting more expensive, some boat designers believe it’s only a matter of time before shermen embrace multi-hull vessels. While the ferry and wind farm industries have been taking advantage of the speed, stability and fuel e ciency of catamarans for years, multihulls have been a hard sell with commercial shermen.
Rising fuel prices might attract American fishermen to fuel efficient multi-hull vessels.
“I had two brothers from up the Keys who were very interested,” he says, but he thinks they dissolved their partnership and neither could fund the project on his own.
MMA/MCCF
One For Two
24 National Fisherman \ Fall 2022 www.national
“It’s 24 feet wide and has an open stern,” says Schurtenberger. “That way they can back it up to the dock and load traps on pallets with a forklift.”
By Paul Molyneaux
Fall 2022 \ National Fisherman 25To subscribe, call 1-800-959-5073 BOATS & GEAR BOATBUILDING boat,” he says. “That’s empty. Of course, if you have 600 traps on board, you’re not going to get Nonetheless,that.”fuel savings are a key motivator for many marine sectors to move toward multihull vessels. In Maine, the Maine Center for Coastal Fisheries (MCCF) has been partnering for a decade with the Maine Maritime Academy and other organizations on the development of a “green lobster boat,” a tri-hull lobster boat that would be more e cient than the wide, often overpowered lobster boats that dominate the New England and Canadian Maritime lobster sheries.
“The initial design is for a 38-footer,” says Tom Duym of the MCCF. “They built a 22-foot version that they’re going to test.” According to Duym, Maine lobstermen who have looked at the boat have been skeptical about its stability.
Paul Molyneaux is the Boats & Gear editor for National Fisherman and author of “The Doryman’s Re ection.”
SchurtenbergerWalter BoatsSmythG.
While naval architects and engineers in the US make drawings, G. Smyth Boats in Kileel, Northern Ireland has built 13 so far, BoatsSmythG.
Schurtenberger agrees on the stability issue.“The catamaran is incredible stable,” he says. Countering the Maine lobstermen’s skepticism, Schurtenberger believes that his catamaran would hardly notice a cross sea. “Sure it would lift one hull a little bit, and then the other,” he says. “But I don’t see a problem. If you’re heading into a sea, you might feel the waves between the hulls, but it would have to be substantial before it made a di erence.”
“They’re wondering how it will handle in a cross sea or on the stern quarter,” says Duym. “They think it won’t handle so Professorgood.”
Doug Reed at the Maine Maritime Academy has been modeling the design and extrapolating how the boat will handle at its full size.
Reed notes that the covid pandemic took its toll on the project, but he hopes to launch the 22-foot model by summer’s end. “I think it will generate more interest once it’s in the water,” he says. So far, no catamarans have been reported built for commercial shermen in the U.S. and Canada. But Northern Ireland boatbuilder Gerry Smyth has designed the Maxus Cat—an 11.95 meter (39.2-foot) long, 5.5 meter (18-foot) wide catamaran trawler that is catching on. Since the launch of the rst MaxusCat, the Dignity in 2019, Smyth has built a total of 13 cats, including a 46-foot version, the Lily James launched in 2021. “They’re using them as trawlers, lobster boats, longliners, everything,” says Smyth. Working with naval architect Ian MacCleod, Smyth transformed his initial idea into CAD drawings, and then built a wooden plug. “We took the molds o that,” he “Mostlysays.we use the Cummins QSL9 diesel, it’s around 290 horsepower. Flat out she goes 11 knots at 1,800 rpm. At 1300 rpm they cruise at 8.5-knots,” says Smyth. “It’s not a high revving engine.” According to Smyth, together the engines burn roughly 10 gallons an hour.
“I don’t know how much more ecient they are,” he says of his catamarans. “But they’re an incredible work platform, and there’s the safety of the two engines.”
Smyth reports that he recently made a visit to the Canadian Maritimes, where several boatyards have expressed an interest in building the Maxus Cat. It’s possible that multihull may be showing up in North America in the not too distant future.
Walter Schurtenberger believes his catamaran can provide a safe and stable work platform. He imagines his cat can back up to the dock and forklift pallets of traps aboard.
Gerald Smyth’s most recent launch, the 14-meter Lily James, is headed for England. Smyth is also talking to Canadian boat builder about building commercial shing cats in North America.
“The model has a 37.5 horsepower Nana engine, a marinized Kubota. If I can get 12 knots with the model, I’ll be very happy,” says Reed. “That will scale up to 14-16 knots for the full sized boat. A survey that MCCF did, found that that’s how fast most lobstermen really want to go.”
Pantocarene has licensed 240 various iterations of the design to builders in the UK, Australia, Germany, Canada and elsewhere. Marchand reports that longtime partner, Goodchild Marine in the UK, is booked until 2025 building Pantocarene’s ORC pilot vessels with the beak bow design.
By Paul Molyneaux GreeneEric
The New Wave
“Most of our boats are pilot boats,” says Marchand. “Besides their sea keeping ability, some of our customers have seen a 30 percent fuel savings — going 27 knots. That is over what they burned previously at 22 knots. These boats can go twice the speed of conventional boats in 4 to 5-meter seas (13 to 16-feet).”
BOATS & GEAR BOATBUILDING 26 National Fisherman \ Fall 2022 www.nationalfisherman.com
The main benefits of the beak hull, Marchand points out, besides the reduction of vertical accelerations in head seas, are a strong reduction of fuel consumption, and far better course keeping in following seas.
“They are rugged boats,” says Eastport, Maine pilot Bob Peacock.“The French pilots I know like their seaworthiness very much.”
With lessons learned from its ORC pi lot boats, Pantocarene has also designed a family of Rorcal fishing vessels, which are being used all over the world. “Of course, these fishing vessels are not going to work in 4 to 5-meter seas,” says Marchand. “But we do have some fast fishing boats,” says Marchand. “There is a 12-meter gillnet ter in Lorient (a French port in Britta ny) that goes 28 knots. It has two, 600-hp Cummins.”Sinceitsintroduction in the mid-1990s the Rorcal hull design has been used in a wide range of fishing boat types along with pilot and patrol boats and small ferries, all with the characteristic beak bow — also called a polyhedral bow or rostrum.Goodchild is also building a Rorcal fast fishing boat. “They started it last year and I believe they might exhibit it at Seawork [https://seawork.com] in June,” says Marchand. While he has modified the Rorcal 121 design for a French fish erman building the boat in aluminum, Marchand favors fiberglass for these ves sels. “But the right hull material should be chosen according to each project and to its local context,” he says. As Marchand tells it, the evolution of the beak hull began in 1990 when he designed its precursor and clients no ticed much better trim. “Four years lat er, I started to work on the beak hull when a Saint Nazaire pilot asked me if I would be able to design a new hull that could, on one hand, cancel the limit in speed and the terrible behavior in fol lowing seas of semi displacement hulls, and, on the other hand, avoid the terrible
T
One of two Rorcal design lobsterboats built in Canada, Drastic Endeavor cutting through a wave off Grand Manan. Owner Eric Greene has noted shortcomings in vessel performance.
“The design is intended to improve the seakeeping abilities of fast vessels in head seas,” says Marchand. “You have to have trim tabs to keep the trim low - when the vessel hits a wave the beak bow creates negative lift, so you don’t fly off the wave, and more important come down hard. It reduces vertical acceleration so that you are going through the wave.”
When two lobster boats with a unique “beak bow” design showed up in Grand Manan, New Brunswick, they attracted a lot of attention. The Drastic Endeavor, owned by Eric Greene, and the Mass Confusion, owned by Carter Foster, were built at Construction Navale Atlantique, he bow of the Rorcal design angles down and aft from the peak, like a traditional bow, but then flares forward and downward to a point before continuing to the keel like a traditional bow. According to Didier March and, owner of Pantocarene, his unique bow design is intended for vessels going at high speeds.
Pantocaréne Pantocaréne
“I didn’t like the boat at first, it moves different than what I’m used to,” says Canadian lobsterman Eric Greene. “But the more time I spend aboard the better I likeWhileit.” he is getting used to the boat, Greene expresses dissatisfaction with the vessel’s performance and that of the builder.“Itdoesn’t do what I expected,” he says. “I don’t think it was built the way it was designed, and dealing with them [Navale Atlantique] has been a shitshow,” he says. “Carter took his boat back to have some things done and it just sat there. Finally, he brought it back.” Construction Navale Atlantique has not responded to requests for comment. “At the moment, we don’t have a man ager,” said an employee who answered theDespitephone. the rough start in Atlantic Canada, which the designer and cus tomers attribute to the builder, March and still hopes to offer the Rorcal and ORC designs to U.S. fishermen and boatbuilders.“Beforethe pandemic we were look ing at coming to Pacific Marine Expo (in Seattle) and WorkBoat in New Orleans,” he says. “I think it’s time to re start that project.”
Paul Molyneaux is the Boats & Gear editor for National Fisherman and author of “The Doryman’s Reflection.”
While Pantocarene has enjoyed long term success and maintained lengthy re lationships with Goodchild in the UK, Hart Marine in Australia, and other yards, Marchand—along with boat own ers Greene and Foster—is unhappy with Pantocarene’s North American partner, Construction Navale Atlantique. “They do whatever they want,” he says. “The vessels have to be built in strict accordance with our drawings and specifications in order to achieve expect ed weight, location of the center of grav ity, performance, and stability - which is not the case at all for CNA builds.”
sea keeping in head seas of conventional planing hulls.” With that goal, Marchand built a model that he tank tested, but he couldn’t sell it. “Of course, no one would build it based on a model and testing in a tank. We were able to get a subsidy to build a 17-meter prototype and sell that.”
Fall 2022 \ National Fisherman 27To subscribe, call 1-800-959-5073 BOATS & GEAR BOATBUILDING
One of two vessels for the same owner in the north of Brittany, this 40-foot by 16-foot hull is designed for scalloping and pot fishing, powered by a 500-hp Scania DI13, it is expected to make 17 knots when heading out with fuel and bait.
A Pantocaréne designed Rorcal 90, bass fishing in rough seas off the tip of Brittany France. Equipped with a 300-hp Cummins QSB6.7, the 30-foot vessel makes 25 knots
BOATS & GEAR BOATBUILDING 28 National Fisherman \ Fall 2022 www.national sherman.com
The Smiths bought an adjoining property and established a marina for the small shrimp boat eet. While the yard’s work mostly involves steel boats, the Smiths have also helped keep some of the older wooden boats a oat, including the Capt Phillips, a 78-foot shrimp trawler from down the coast in Swansboro, North Carolina.
By Paul Molyneaux we rst got the boat there was enough water here we could get out on high water, but the last time we went it was kind of rough and we bumped all the way, so we go out of BeaufortPhillipsnow.”bought the Capt Phillips in 1993 and had a boat carpenter at Ted and Todd’s, Je Heyland, keep the vessel sound up until 2019 when he decided to glass it.“The boat was getting age.There weren’t no bad wood in it or nothing, ‘cause we went in about six years ago and redone the oor timbers and such as that, as needed. But it was just getting old enough, and we had a chance to do it, and we had a good man to do it, so we went ahead and decided to get it done.”
According to Smith, the yard has built a few steel trawlers and modi ed others over the years. “We do a lot of work on the boats from Cape May, New Jersey,” he says.
New Life for Old Boats
The Capt Phillips was built in 1981 in Holdens Beach, North Carolina.“I’m pretty sure Billy Varnum built it,” says James Phillips, owner of the boat and Clyde Phillips Seafood Market in Swansboro.“She draws about 8 foot of water,” says Phillips.“When
“I think boat building is in our blood,” says Smith, now 78 years old.“We found we liked building boats more than selling sh.”
“There’s di erent ways to do it,” Smith says of the berglassing. “Bubba prefers using 5200. What they do is sandblast the whole bottom of the boat to where it takes all the G Fiberglassing starts with sand blasting the hull, followed by an application of 5200, then a layer or two of Bi-Ply, polyester resin and a layer or two of mat.
While many people consider berglass and wood to be a bad mix, Phillips has no qualms about his decision. “It puts new life in these old wooden boats,” he says. According to Phillips, they took the boat to Ted and Todd’s, and Bubba Trutt from Darien, Ga., did the work. “That boy’s dad was one of the rst ones to start berglassing wooden boats,” he says. Phillips notes that the deck was berglassed when the boat was built. “We did her from the bottom up to the deck.”
Ted Smith, Gerry’s son, runs the yard and oversaw the work on the Capt Phillips.
If done right, fiberglass can keep old wooden boats on the water erry Smith took over the seafood business his father started in Beaufort, North Carolina in 1947, but he and his sons, Ted and Todd, turned to boat building there instead.
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Bubba Trutt, of Darien, Georgia came to Ted and Todd’s Marine Service in Beaufort, N.C., in March 2019 to berglass the hull of the 78-foot shrimp boat, the Capt Phillips.
After annual maintenance and a fresh paint job, the Capt Phillips is ready for another season bringing shrimp to Clyde Phillps Seafood Market in Swansboro, N.C. just o the coast, Clyde Phillips reports that the boat is strong and solid. “As long as the wood is good when you glass it, it’ll be ne,” says Bubba Trutt. “I got a boat in the yard here that we glassed more than 30 years ago.”
According to Clyde Phillips, captain of the Capt Phillips, the boat got one layer of Bi-Ply and two layers of mat that overlapped on the knuckle (chine) and at the turn of the bilge to the keel. “Then they reinforced so there’s twelve layers on the knuckle and twelve where the bottom meets the keel,” says Clyde. “I don’t know how many they put on the stem and the horn timber. I lost count.”Calling in from shing for rose shrimp
Paul Molyneaux is the Boats & Gear editor for National Fisherman and author of “The Doryman’s Reflection.”
Fall 2022 \ National Fisherman 29To subscribe, call 1-800-959-5073 BOATS & GEAR BOATBUILDING T H E P A C I F I C N O R T H W E S T ' S F U L L S E R V I C E S H I P Y A R D FIBERGLASS & METAL FABRICATION FULL PAINT SYSTEMS INSTALLATION 360 417 0709 www platypusmarine com
Keeping the small boat shrimp eet a oat is good business for Ted and Todd’s Marine Service, which purchased land and established a marina for the eet in 2019. paint o and it roughs up the wood enough, then they trowel on the 5200 with cement trowels. Then they start wetting the glass in with big fat rollers.” Troweling 5200 onto a 78-foot hull is a laborious job, but according to Smith, Bubba and his crew get it done. “They are workers,” he says.“There’s ve of them.They were here about a month.They time it by the moon, so they would haul the boat on the full moon and then they had a month to get it done so they could get it back in the water on the next full moon.”
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Bubba Trutt is still at it, though he has slowed down. “We did one a month and half ago,” he says.“A 70-foot shrimp boat.”Trutt staples a base layer of something called Bi-Ply over the 5200, and then applies polyester resin and mat. “We can do one or two layers of Bi-Ply, and one or two of mat,” says Trutt. “Whatever the customer wants.”
Woods Hole Group’s Triton system connects by Bluetooth to an android tablet populated with the company’s exclusive software, and offers an expanding range of communications capabilities.
More for Less VMS
Spalding notes that while early units collected GPS data and transmitted it when in contact with a satellite signal, most VMS units now maintain constant contact with satellites and send data in nearly real time.
he National Oceanic and Atmospheric Administration introduced Vessel Monitoring Systems, referred to simply as VMS, as part of its sheries management toolset in 1994, in the Paci c Islands. By 2005 all NOAA management regions had some VMS requirements in place. Since then, the hardware and its capabilities have continued to develop as shermen and sheries managers make use of systems for data collection and“Programatically,analysis.
in 2007 NOAA Fisheries’ VMS Program was centralized into a nationally headquartered program in Silver Spring, Maryland, which coordinates with ve divisional program o ces around the country,” says Kelly Spalding, the VMS program manager at NOAA.
Increased capacities and cellular data transmission are leading to new developments in VMS hardware
“In 2020, NOAA Fisheries adopted new regulations that allow for cellular-based VMS units to be federally-tested and approved, meaning they can be used in shery management plans,” says Spalding. She notes that using cellular connectivity can signi cantly reduce the cost of VMS compliance.
BOATS & GEAR VMS HARDWARE 30 National Fisherman \ Fall 2022 www.national sherman.com
A number of VMS hardware suppliers have been approved
GroupHoleWoods
T By Paul Molyneaux
Fall 2022 \ National Fisherman 31To subscribe, call 1-800-959-5073 BOATS & GEAR VMS HARDWARE by NOAA, among them, SkyMate and Woods Hole Group — two companies that are expanding their equipment capabilities and nding niches that serve the various sectors of the commercial shing industry.
The Triton connects to an Android tablet populated with the company’s exclusive software that like the SkyMate, turns what was once solely a position monitor into a full service communication device that in many ways eliminates In the days when this writer’s grandfather crossed the Atlantic transporting troops to the Great War in 1918, he navigated by sextant and communication between vessels was in Morse code, semaphore, and lantern.
Woods Hole Group, the U.S. division of CLS, a global VMS company, is o ering two units. The company’s full size Triton, o er numerous additional capacities. The new Nemo is an all-in-one unit that takes advantage of NOAA’s new regs allowing use of low-cost cellular data transmission. Designed to for the increasing number of sheries with VMS requirements, particularly the Gulf of Mexico for hire eet that will now have to provide NOAA with catch reports and VMS data, enabling the agency to better gauge the recreational shing’s impact on stocks.
Myersdraw.points
While many sheries in the US are prosecuted within cellphone or VHF range, in places like Alaska and in distant water highly migratory species sheries satellite communication provides shermen the connectivity they have come to regard as essential.
“The Iridium Go and the Globalstar Spot X are also being used,” says Ron Wright, director of commercial sales at OCENS, a US satellite service company. The Iridium Go offers voice calling. “And a certain group like the Spot X because it has a keyboard, for example, and you have a device that’s almost as fast as texting,” says Wright.
On the most basic level, handheld shortburst-data, SBD, devices like the Garmin InReach and Mini, the Zoleo Satellite Communicator, and the new ACR Bivy gives shermen email, text, gps and weather info and offer emergency beacons for safety.
ProutGabriel Simplicity of the watchword of the ACR Bivy Stick, advertised as the smallest and lightest of the satellite communicators, it connects to an app that does the heavy lifting. SkyMate promises the lowest price operating costs along with email, texting, weather and more and is compatible with Android and iOS tablets.
GroupHoleWoods
Product Spotlight
GroupHoleWoods
Handheld short burst data devices keep fishermen connected
“The Triton has been our agship product for the last ve years,” says Nick Salvi, VP of sustainable sheries at Woods Hole Group. “We have it on about 4,500 vessels, including half the Alaska eet.”
What a difference a century makes. In today’s connected world communication is global, instantaneous and can deliver vital information that gives shermen an edge in the competition for sh.
“What’s new for us is our M1600,” says Craig Myers, product manager at SkyMate. “It’s type approved in all sheries management regions and has a number of new features, including weather, email, texting, and sea surface temperature charts. It’s also compatible with iPad and Android tablets.” He also points out the unit’s small footprint and low power out that NOAA will reimburse buyers up to $3,100 for their rst VMS purchase. “And we o er the lowest cost monthly service, $20 to $40 a month,” he says. According to Myers the M1600 is designed for DIY installation, but units must be professionally installed in order to qualify for reimbursement.
Among other products and services, OCENS develops software for a number of the devices it sells. “OCENS provides advanced marine weather reports through a subscription to our SpotCast/WaveCast service,” says Wright “It’s compressed using abbreviations to provide not only high accuracy weather information but also wave and swell forecasts up to 72 hours into the future,
BOATS & GEAR VMS HARDWARE 32 National Fisherman \ Fall 2022 www.nationalfisherman.com the need for any other satellite communications device.
Paul Molyneaux
While it’s no secret that Garmin has dominated this market, Wright notes that new developments in SBD technology are making other devices competitive. “These are very dynamic platforms,” says Wright. “I think Zoleo is still the leader in features, but the ACR Bivy Stick may surpass them by summer, because it provides an API that allows third party providers, like OCENS, to build advanced integrations.”
Galasso notes that the Bivy Stick’s simplicity extends to the price. “The ACR Bivy sells for $199,” he says. “Half the price of the InReach, and we have the lowest priced plans, with no fees.”
Ron Wright points points out that Zoleo also provides users with a US phone number for any text app and an email address associated to the device which is then connected to the account of whoever connects to it. “App-to-app you can send up to 950 characters, email to app you can send 200 characters, and SMS to app you can send 160 characters,” says Wright. “We’re hearing people asking for a device that can communicate to multiple devices at once. And our SnapTrack app lets you do that.” In addition, he adds, both the Bivy Stick and Zoleo will route your messages through cellular or wifi connections before jumping to a satellite. The excitement at Garmin is around the InReach Mini 2. “We launched it in February,” says Rehan Nana, a senior sponsorship and PR person at Garmin. “The user interface is going to be different. It has widget glances, which is new, and allows you to scroll through features like weather and location and get top line information. Then if you want you can click in and get moreTheinformation.”Mini2alsoacts as a modem for iOS and Android devices. Other new features include Trackback—so that you can retrace your course— as well as the ability to let others track you. Another big upgrade is the Mini 2’s extended battery life. “It will last two weeks if it’s sending every ten minutes, a month if it sends location every 30 minutes,” says Nana. As the technology develops, more SBD devices are able to perform navigation, communication and safety tasks, and more capacities are expected. These pocket-sized portals to vast information are a far cry from mariner measuring the angles of stars by—hand.
OCENS
OCENS
Garmin’s recently launched InReach Mini 2 has a new user interface, and three times the battery life of its predecessor.
The Zoleo Satellite Communicator offers a number of attractive features, including a dedicated US phone number and the ca pacity to use cellular or WiFi signals before jumping to a satellite.
According to Rich Galasso North American sales manager for ACR, the bare-bones Bivy Stick leaves the heavy lifting to an app that is downloaded into an iOS or Android device. “Everyone has a supercomputer in their pocket, right?” says Galasso. “We offer the smallest and lightest device,” he says. “It’s a modem, a GPS, and antenna. All the bells and whistles are in the app, which is very user friendly, it uses modern logic.”
The Nemo targets an emerging market. “The Nemo is the first of its kind,” says Jason Surma, Woods Hole Group’s business development manager. He points out that at $500, the Nemo is a fraction of the cost of the Triton, it can pair with any cellphone or tablet, and can operate on 100 percent and is available for ZOLEO, Bivy Stick, and Garmin InReach users.”
As Galasso tells it, Vance Cook, a mountaineer and entrepreneur, developed the Bivy Stick. “He brought it to us and we took one look at it and said, yes,” he says. The Bivy Stick is manufactured in the USA, and provides users with a dedicated US phone number. The app offers one touch access to email, text, weather, navigation and tracking, check-in, and SOS, and the buzz is there’s more coming.
“We build all your catch reporting forms in house and you can submit those, send emails, and maintenance re quests, whatever you need,” say Salvi. “It’s our most robust platform.”
According to Wright, the Zoleo Satellite Communicator is selling in the commercial fishing market.
“I believe Trident put on Zoleo’s on a lot of their boats,” he says.
The Nemo, new from Woods Hole is a low cost, all-in-one unit that can transmit VMS data completely by cellular signal
“Regulatory bodies and shermen are seeing the value of these as far as the information they can collect,” he says, noting that the number of users will continue to increase.
Paul Molyneaux is the Boats & Gear editor for National Fisherman.
MECHANICALRELIABLEMITSUBISHIMARINEENGINES429hp-1676hp
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Fall 2022 \ National Fisherman 33To subscribe, call 1-800-959-5073 BOATS & GEAR VMS HARDWARE on“Oncecellular.you go out of cellular range, it grabs your data, and transmits it as soon as you get a cell signal,” he says.
Nemo is the rst all-in-one system speci cally designed for monitoring and protecting small-scale sheries. Nemo o ers hybrid global connectivity, using GPRS/IoT networks in coastal areas and automatically switching to satellite systems when the vessel moves outside the range of terrestrial networks. Services range from basic delivery of data collected and processed in CLS’ data center, data integration with client’s sheries monitoring center and access to CLS’ web platform for data visualization, alert management and customized analytics.
Surma notes that as VMS hardware evolves, more shermen and regulators are utilizing the systems’ information and communication capabilities.
mong the biggest problems with e ective sheries management has always been lack of relevant data, and the time lag between information retrieval and action.One tool the National Oceanic and Atmospheric Administration hopes to use to close those gaps is electronic vessel trip reporting, or eVTR.
Many eVTR apps, like Deckhand Pro, work on Apple products, but other developers are opening the door to Android phone and tablets. with Apps
BOATS & GEAR e VTR 34 National Fisherman \ Fall 2022 www.national sherman.com
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By Paul CaptainsMolyneauxand vessel owners are climbing the learning curve of electronic vessel trip reporting
Using the carrot and the stick approach, NOAA’s National Marine Fisheries Service has begun requiring many shermen to submit vessel trip reports electronically. NMFS’s carrot is that the results may eventually bene t all, and in some sheries recreational shermen’s data is being added to the mix, but for small-scale shermen, the stick of punishment for non-compliance can feel too much, especially when the failure is generated by new“It’stechnologies.greatwhen it works,” says Shelly Fleming Wigglesworth, who shes commercially and runs charters with her husband aboard the F/V Nor’easter, out of Kennebunkport, Maine.
“I have an Android phone and use the SAFIS app,” says Wigglesworth. “When the program rst started, the apps were only compatible with Apple products. We had to go to a workshop in Massachusetts to learn how to do it, and take a day o from shing, a whole day’s pay, to do so. That is when they said we would have to buy an Apple product on our dime to use it, I told them we don’t have Apple products. They said, ‘You can buy one used on eBay cheap.’ I said, ‘is yours from eBay A
“Thankfully he was a cool, reasonable guy and saw I had a clean record with over 20 years of shing and nothing to hide. He knew it was a waste of his valuable time. He even said to me, ‘I got better things to do than deal with this and real criminals to bust.’ I’ve since banned that tech guy from the boat and have a no trespassing sign that says, ‘If your name is [omitted] from
Others report serious problems with NMFS’ system.
cheap?’”Sincethen, a number of software developers, such as Harbor Light and Team Fish have unveiled android compatible apps such as SAFIS and eLog, respectively, and Wigglesworth has gotten comfortable with it. “It is quicker, and less paperwork. You can scroll through and enter and send your eVTR within a few minutes.They just need to stop changing it, if they do, give us a heads up, and they should only release a program when it is compatible to all phones and products, not just what they are using.”
Fall 2022 \ National Fisherman 35To subscribe, call 1-800-959-5073 BOATS & GEAR e VTR
Massachusetts scalloper Adam Puslys is happy with the Apple-friendly Fishonline app.
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“I use it with an iPad. Mostly happy with it,” says Puslys. “Wish it would remember your password or allow touch sign in though. Also, if your estimated reported landings di er from actual weight when you o oad, you have to go back and edit.”
“It’s great when it works, a nightmare when it doesn’t, paper VTRs gives you solid proof that you lled everything out correctly,” says sherman Richard Cornell. In a Facebook post another sherman reported a legal event with NMFS due to software glitches, and that without paper backup he would have been“Shortned.story long,” says longliner Mike Wild: “Mine failed to report for ve, trips or whatever it was. Finally, the NOAA tech guy noticed it wasn’t reporting and that I had a trip missing, is my guess — I’m not very tech savvy so I don’t know what the deal was. But he blamed me and reported me to the law enforcement division for failing to turn in a trip. Basically, blaming me for not having their equipment working properly and passing the buck on to me. Luckily, I keep personal detailed logs of my trips and was happy to show the law enforcement division.
Most shermen nd that electronic vessel trip reporting is simpler and faster once they get the hang of it, and logging into apps like eTrips/ mobile2 from Harbor Light is as easy as the touch on the shy icon.
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“But yeah, when it works it’s way easier than paper logs, but just make sure it’s working right and they don’t blame you for their errors, and keep your own personal very detailed logs because that’s what saved me from getting a ticket. And always keep it charged or they have to reset it and it’s a pain to deal with especially if you have an incompetent tech guy.”
NOAA this means you’ and will only deal with his superior if or when I have any future issues.
BOATS & GEAR e VTR 36 National Fisherman \ Fall 2022 www.national sherman.com
While the eVTR learning curve and buggy apps create problems for some shermen, the bigger and broader data picture that eVTR o ers resource managers means that eVTR is likely here to stay. But it would appear from Facebook comments that NOAA, app developers, and shermen need to have a conversation.
Paul Molyneaux is the Boats & Gear editor for National Fisherman and author of “The Doryman’s Reflection.”
NOAA, GARFO, developed its own app, Fishonline, which seems to be popular in the Northeast. Many shermen say that the apps are simple and easy to ll out. While some download apps to tablets, others work the app from their phones.
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44 National Fisherman \ Fall 2022 www.national sherman.com Send us your Crew Shots to submit-crew-shotsNationalfisherman.com/ or upload directly to our NEW mobile app! **Don’t forget to include IDs from left to right, the home port, fishing location, gear type and fishery Mason Warren and DonahueEricwith a deck load of scallops, shing in the northern Gulf of Maine.
VirginiaGloucester,5
MainePortland,1
Tatum KatrinaHarris,Gauthier and Rocky Koons, right after they caught 100,000 lbs. of sockeye salmon, gillnet boat out of Nushagak river in Bristol Bay. Bristol Bay, Alaska2 Leah Haskell, 12, and her brother Byron, 8, out to haul with their grandfather in his 38’ Holland on Penobscot Bay, North Haven, Maine. North Haven, Maine3 Tessa Igushik,shingcommercialNickersonwithsetnetatBristolBay. Bristol Bay, Alaska4 Nick Barnes and Dan Knott. Knott Alone—Hold Fast, Inc. is a non-pro t helping veterans through crabbing and oystering, combined with an integrative therapy program out of Gloucester, Va.
1 43 5 2 CRE WSHOTS
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