lOG REPORT OF COMMISSIONER OF FISH AND FISHERIES, [104] 



not for the danger of the trawl or dredge rope fouling the propeller be- 

 fore they sink below the surface. 



The angle of the rope wiir gradually decrease as the trawl descends, 

 and if it is 60° at starting it should be about 40° when the limit of 1,500 

 fathoms is reached. Should it exceed that angle after the engine has 

 been running " dead slow," as may happen with a current in the direc- 

 tion of the course, it is advisable to stop until the angle is between 30° 

 and 35°, then move ahead slowly with the same engine, regulating the 

 speed so as to keep the angle between 35° and 40°. If there is no cur- 

 rent the requisite speed will be readily attained with the engine; but 

 if there should be a current with the wind, and the lowest speed attain- 

 able be too great, the engine should be stopped and the vessel allowed 

 to drift, the rate being increased, if desirable, by the use of sail. In ex- 

 ceptional cases we have found it necessary to retard the drift by back- 

 ing one of the engines. 



The accumulator is watched closely after the trawl is landed, and any 

 increase iu weight .is carefully noted. Should the increase be gradual 

 and not excessive, the trawl is undoubtedly- i3erforraing its functions 

 normally ; but a sudden addition of 2,000 or 3,000 jjounds indicates 

 that the trawl has either encountered some obstacle or buried itself in 

 the soft ooze of the ocean bed. In either case instant relief is required 

 and is received, first, from the hoisting engine, which, having its fric- 

 tion lever properly set, allows the dredge rope to run out when the limit 

 of safety is reached ; then the engine is stopped and reversed, a.nd, as 

 as soon as the headway is checked, preparations are made for heav- 

 ing in. 



The vessel is then backed slowly toward the trawl, the slack rope 

 reeled iu, keeping a tension on it equal to or somewhat greater than the 

 weight of rope out, in order to guard against slack which would result 

 in kinks. In this manner the vessel will be placed directly over the 

 trawl and the rope hove short. If the trouble has arisen from an ordi- 

 nary obstruction it can be cleared usually by backing in the opposite 

 direction from which it was laid out. Should this maneuver fail it is 

 pretty safe to conclude that the trawl has buried, and iu this case we 

 heave in until we reach the limit of safety and allow the vessel to ride 

 by the rope until the tension decreases; then heave again, until the 

 trawl is gradually worked out of its bed. We then steam ahead slowly, 

 washing the mud from the net until it can be hove up safely. 



Should all eftbrts fail to clear it, as sometimes happens, we make 

 everything fast and steam ahead until either the bridle-stops part and 

 the trawl comes up tail first, or the rope parts, the trawl and irs attach- 

 ments being lost. 



The most trying jDosition is when we get an overload of stones, clay, 

 or tenacious, mud which will not wash through the meshes of the net, 

 and must be hove up with the greatest care, consuming hours of valu- 

 able time, and not infrequently parting the bridle stops or the rope just 



