Sinking of fishing vessel Northern Edge

Coast Guard records indicate the Northern Edge was 75.7-feet in length, and was 153 gross tons. It was owned by K&R Fishing Enterprises, INC. and was homeported in New Bedford, Mass.

At about the time of its sinking, on scene weather was: water temperature 40 degrees, seas 8-10 feet, winds 20-25 knots, air temperature 15 degrees with snow showers

The Northern Edge was underway and fishing Dec. 20, on what is referred to as a “compensation trip” in the Nantucket Lightship Closed Area. A previous trip to that area in November 2004 was cut short because of a suspected malfunction in the Northern Edge’s Vessel Monitoring System. This equipment transmits information to NOAA Fisheries and is required equipment for scallop fishing vessels operating in that area. To make up for time lost fishing during the November trip, the vessel was permitted to fish for 12,000 pounds of scallops in December.

The Coast Guard received an Emergency Position-Indicating Radiobeacon (EPIRB) signal at 4:44 p.m. Dec. 20 indicating the Northern Edge could be in distress. The Coast Guard then determined the Northern Edge’s position and distress using various sources by 5:05 p.m.

The Northern Edge was issued a Commercial Fishing Vessel Safety Decal after successfully completing a voluntary safety examination in September 2003 by Coast Guard Marine Safety Field Office New Bedford.

Personnel from the Coast Guard Cutter Dependable conducted an at-sea law enforcement boarding on the Northern Edge in November 2004. A total of five deficiencies were discovered. The life raft servicing was overdue, the life raft hydrostatic release was expired, the 406 EPIRB hydrostatic release was expired, there was no documentation of drills being conducted and the lifesaving equipment aboard didn’t have the vessel’s name on it. The life raft was serviced and new hydrostatic releases were purchased following this boarding and prior to the voyage.

At the time of the incident, the vessel was carrying approximately 230 bags of scallops in the hold, weighing approximately 11,500 pounds.

At the time of the incident all five crewmen were on deck and the Captain was in the wheelhouse. The crew was dressed out in oiler suits.

At approximately 4:44 p.m. the dredge cable became perpendicular to the starboard stern quarter and the vessel listed sharply to the starboard side.

The captain did release the winch brake attempting to slacken both dredge cables and right the vessel.

Water came over the starboard rail and filled the main deck because the scupper gates were closed, blocking the freeing ports. The watertight door leading to the engine room and forward compartments was open, allowing water to access those spaces. The fish hold hatch was closed. Attempts were made by the crew to open the scupper gates but they were unsuccessful.

The survival suits were located in the crew’s berthing.

Two crewmen cut the life raft loose from its bracket and it fell over the side.

When Mr. Furtado was getting into the life raft, from which he was later rescued, he observed only one other crewmember in the water who he said drown in the heavy seas. At that time, Mr. Furtado didn’t see the three other crewmembers, who had been on deck at the time of the accident and the Captain, who had been in the wheelhouse.

Mr. Furtado was recovered by the fishing vessel Diane Marie about 5:21 p.m., only 37 minutes after the Northern Edge’s EPIRB was first activated, and only 16 minutes after the Coast Guard had sufficient information to determine the vessel’s position.

Coast Guard records indicate the Northern Edge was 75.7-feet in length, and was 153 gross tons. It was owned by K&R Fishing Enterprises, INC. and was homeported in New Bedford, Mass.

At about the time of its sinking, on scene weather was: water temperature 40 degrees, seas 8-10 feet, winds 20-25 knots, air temperature 15 degrees with snow showers

The Northern Edge was underway and fishing Dec. 20, on what is referred to as a “compensation trip” in the Nantucket Lightship Closed Area. A previous trip to that area in November 2004 was cut short because of a suspected malfunction in the Northern Edge’s Vessel Monitoring System. This equipment transmits information to NOAA Fisheries and is required equipment for scallop fishing vessels operating in that area. To make up for time lost fishing during the November trip, the vessel was permitted to fish for 12,000 pounds of scallops in December.

The Coast Guard received an Emergency Position-Indicating Radiobeacon (EPIRB) signal at 4:44 p.m. Dec. 20 indicating the Northern Edge could be in distress. The Coast Guard then determined the Northern Edge’s position and distress using various sources by 5:05 p.m.

The Northern Edge was issued a Commercial Fishing Vessel Safety Decal after successfully completing a voluntary safety examination in September 2003 by Coast Guard Marine Safety Field Office New Bedford.

Personnel from the Coast Guard Cutter Dependable conducted an at-sea law enforcement boarding on the Northern Edge in November 2004. A total of five deficiencies were discovered. The life raft servicing was overdue, the life raft hydrostatic release was expired, the 406 EPIRB hydrostatic release was expired, there was no documentation of drills being conducted and the lifesaving equipment aboard didn’t have the vessel’s name on it. The life raft was serviced and new hydrostatic releases were purchased following this boarding and prior to the voyage.

At the time of the incident, the vessel was carrying approximately 230 bags of scallops in the hold, weighing approximately 11,500 pounds.

At the time of the incident all five crewmen were on deck and the Captain was in the wheelhouse. The crew was dressed out in oiler suits.

At approximately 4:44 p.m. the dredge cable became perpendicular to the starboard stern quarter and the vessel listed sharply to the starboard side.

The captain did release the winch brake attempting to slacken both dredge cables and right the vessel.

Water came over the starboard rail and filled the main deck because the scupper gates were closed, blocking the freeing ports. The watertight door leading to the engine room and forward compartments was open, allowing water to access those spaces. The fish hold hatch was closed. Attempts were made by the crew to open the scupper gates but they were unsuccessful.

The survival suits were located in the crew’s berthing.

Two crewmen cut the life raft loose from its bracket and it fell over the side.

When Mr. Furtado was getting into the life raft, from which he was later rescued, he observed only one other crewmember in the water who he said drown in the heavy seas. At that time, Mr. Furtado didn’t see the three other crewmembers, who had been on deck at the time of the accident and the Captain, who had been in the wheelhouse.

Mr. Furtado was recovered by the fishing vessel Diane Marie about 5:21 p.m., only 37 minutes after the Northern Edge’s EPIRB was first activated, and only 16 minutes after the Coast Guard had sufficient information to determine the vessel’s position.