The Fishing port of Lorient-Keroman () is a French fishing port in Lorient, a district of the same name. It is owned by the Brittany region and managed by a public-private partnership in which Lorient Agglomération is the majority shareholder. Since 2014, it has been the foremost French fishing port in terms of value and the second most productive French fishing port in terms of catch volume.The first being Boulogne-sur-Mer.
Construction of the port began in the 1920s under the 200 million franc law, which sought to enhance the capabilities of the French fishing fleet. Its development was temporarily halted by the advent of the Second World War and the construction of the Lorient Submarine Base nearby. Following the conclusion of hostilities, the facility resumed its growth trajectory, yet it was subjected to a series of recurring crises from the late 1970s to the late 1990s.
The port's primary activities include fishing and seafood processing. The port's fleet operates along the coastal waters of Lorient and extends to the northern seas of Scotland. Additionally, shipbuilding and repair are conducted on-site, along with various service activities. On occasion, the site is also used for cultural activities, such as the "Night of the Fishing Port" event held during the Lorient Interceltic Festival.
History
Fishing in Lorient before Keroman The port activities of Lorient underwent a period of considerable expansion during the latter half of the nineteenth century, driven by the city's shipyards, which were regarded as the most advanced in France at the time.The first French screw frigate, La Pomone, was launched from Lorient yards in 1848. This was followed by the Couronne, the first French armored frigate, launched from Lorient yards in 1861. This resulted in an increase in coal imports by ship from Wales, which was used to power the city's facilities, and the gradual construction of new quays to accommodate a growing fleet. Concurrently, the city was connected to the railway network in 1862, which provided it with a competitive advantage over neighboring ports such as Étel, Port-Louis, Gâvres, and Larmor.
The fishing sector in the city underwent a similar process of structured organization around the same time. In 1856, fishermen from the Lorient harbor successfully petitioned the city government to establish a "fish sales agency", which was initially housed in the city's central halls and modeled after similar agencies in other French fishing ports, such as Bordeaux and La Rochelle. In 1888, a fish market was constructed on the counter quay of the commercial port, and it was connected to the railway in 1906.
As fishing practices evolved, the widespread adoption of canning facilitated the development of sardine fishing along the Breton coast, which began in 1824. The proliferation of canning factories, coupled with overfishing, precipitated a series of crises in this activity, including those that occurred between 1880 and 1887 and between 1902 and 1908. The salt herring fishermen of the Île de Groix began selling their catches at more lucrative markets on the southern Atlantic coast of France, thereby introducing techniques previously used for albacore tuna fishing. This fishing practice necessitated venturing further from the coastline, thereby requiring the use of more powerful and sturdier vessels. The first steam trawler appeared in 1900 (the L'Éclaireur, followed the next year by the Lorientais), and by 1909, Lorient's traffic equaled that of the three ports of Douarnenez, Pont-l'Abbé, and Concarneau combined. By 1914, Lorient had 16 steam trawlers, several of which were purchased secondhand from Great Britain and even Germany.
Development came to a halt with the outbreak of the First World War, when trawlers were requisitioned by the military, allowing fish stocks to replenish. The growing fleet of steam trawlers necessitated the creation of industrial and commercial jobs, thereby making the geographical consolidation of these activities a necessity.
Origins and construction
Towards the end of the 1910s, Louis Nail, a deputy from the Morbihan region and former , conceived the idea of establishing a modern fishing port in the city, situated on the La Perrière point. In 1918, he initiated contact with engineer Henry Verrière to discuss this proposal. The growing number of trawlers was occupying an increasing amount of space, which was disrupting the activities of the commercial and military ports. In 1926, for example, 56 trawlers were anchored in a silted-up foreport, which hindered access to these two ports.
Verrière's project proposed the development of the Keroman cove with of quays, a water plan, several buildings, and a coal pier.
The French government, led by Fernand Bouisson, then High Commissioner of the Merchant Navy, undertook a study to develop the national fishing fleet. A preliminary bill was introduced in November 1918, authorizing an initial credit line of 40 million francs at the beginning of 1919. The so-called 200 million law was ultimately enacted and promulgated on 19 June 1920. Of this sum, Henry Verrière was awarded over 30 million francs in state funding, with the work beginning in 1919 and concluding in 1927.
The Keroman point, situated at the mouth of the Ter, was selected for the construction of the fishing port due to the efforts of Louis Nail and his successor, . This location is situated to the south of the previous commercial port and from the station. The project commenced in 1920 with the filling of La Perrière beach and the demolition of the old casino.
Concurrently, a refrigeration plant project was initiated to enable trawlers to prolong the preservation of their fresh catches and expand the scope of their marketing activities. In 1919, construction commenced on the plant at an estimated cost of 8.6 million francs, with an inaugural ceremony scheduled for 1922.
The official inauguration occurred on 17 July 1927, and the concession was awarded to the Lorient fishing port company for 60 years. Construction of a star slipway commenced in 1928 and was completed in 1932, at which point it became operational.
The recently constructed port, which included a tidal basin,A tidal basin allows boats to dock without having to pass through a lock. provided of quays, a fish market, a coal pier, an ice plant, a rail connection that enabled the departure of tide trains equipped with isothermal wagons, and a slipway for the maintenance and repair of boats.
Development until the Second World War Implementing these works resulted in a 50% increase in the volume of fish caught from 1926 to 1939, particularly from 1928 to 1931. During this period, the volume of fish caught rose from 15,800 tons to 23,000 tons. However, the activities were also subject to some crises during this period. The practice of overfishing led to a reduction in the efficiency of fishing boats, forcing them to venture further afield in search of fish. For example, the yield per trip for hake was reduced by approximately one-third between 1900 and 1930. Consumption failed to keep pace with production, resulting in a decline in prices. For instance, the price per kilogram of hake dropped from 3.03 francs in 1930 to 2.14 francs in 1935. Concurrently, operating costs increased, largely due to the 1926 coal crisis in England and currency devaluations. Canneries also faced challenges in selling their production, compounding the situation.
The crisis was overcome in several ways. The fleet gradually equipped itself with petrol engines, which were more economical than coal ones. From 1930 to 1939, the proportion of the tonnage of the Lorient fleet equipped with petrol engines increased from 3% to 29%. Legislative and regulatory measures also helped fishermen.
In 1938, the port of Keroman was home to 226 ships, including 182 trawlers.
Second World War
The Keroman fishing port was affected by the war in various ways. Trawlers were requisitioned from August 1940, and several other ships took refuge in less exposed ports like Auray or La Trinité-sur-Mer. From 1943, the port's activities were completely halted. The total tonnage of Lorient's trawlers lost during the war was 47%.
Additionally, the Lorient Submarine Base, constructed by the German occupiers close to the port, rendered the area a primary target for Allied bombings. The first bombs to strike the port were on 14 and 27 September 1940. A series of further air raids on 18 and 22 November 1942, caused significant damage. The city was almost destroyed between 15 January and 23 February 1943.
The port's morphology underwent a significant transformation. The lands designated for the submarine base were initially earmarked for the port's expansion, derailing Verrière's plans. The occupying forces repurposed the slipway to accommodate larger vessels, and two Dom-Bunkers were constructed within its confines.
The late surrender of the Lorient pocket resulted in a delay to the port's reopening. On 14 August 1945, the ordinance on the reorganization of maritime fishing was promulgated. By the end of the same year, while the first pinasses commenced landing fish at Keroman, the larger trawlers remained in Concarneau, and the first 34 war damage claims were filed.
Post-War
Following the construction of the submarine base, the port's concession was reduced by . The reconstruction work commenced on 16 June 1946, and most of the restoration was completed by mid-1951. The fleet was rebuilt establishing a reconstruction office, managed by shipowners who ordered new trawlers in series using war damage compensation, with possible additional payments. Between 1945 and 1953, 464 financing applications were submitted in this context in the Lorient maritime district. In 1973, the port's concession was purchased by the state and subsequently transferred to the .
During this period, infrastructure development proceeded apace. In 1952, of fish auction space was added to the long basin. This was followed by an additional meters in 1957, in 1959, and 75 meters in 1962. The slipway underwent several modifications, including the addition of a fourth garage in 1958 and two more in 1962. Additionally, the equipment was modernized with the introduction of a landing conveyor in 1956, an aluminum bin unloading beam in 1959, an aerial ice conveyor with two unloading stations in 1960, and an unloading gantry in 1972.
Additional factors contributed to the port's growth. The fishing fleet of Étel and artisans from other ports in the harbor relocated to Keroman. The transportation of fishery products by truck became more prevalent, supplanting rail: from 1947 to 1972, the proportion of road transportation increased from 12% to 78%.
However, the port experienced a series of concurrent crises. The occurrence of shipwrecks in the fishing zones of Lorient, including the incident of 1967, the Olympic Bravery and the Boehlen in 1976, the in 1978, and finally the Tanio in 1980, had a detrimental impact on the local fisheries. The subsequent increase in fuel prices following the 1973 oil shock and the ensuing economic depression harmed the port, coinciding with its efforts to modernize its fleet.
Recent developments
The fishing framework underwent a series of developments as a result of the incremental implementation of various European policies. In 1977, the exclusive fishing zone was expanded to encompass . The Common Fisheries Policy was introduced in 1983, accompanied by the initial quota regulation. In 1987, the Lorient district was designated by the European Economic Community as a sensitive area and received financial assistance for vessels exceeding in length.