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Annex IV
- 1. Annex IV Summary Report of National Workshops Annex IV to the Final Report TCP/RLA/0069 Development of Standards for the Construction and Survey of Small Fishing Vessels Food and Agriculture Oraganization of the United Nations
- 2. TCP/RLA/0069 Development of Standards for the Construction and Survey of Small Fishing Vessels FAO/OECS Regional Seminar St. Lucia, 27th – 30th November 2001 Major Findings and Conclusions of National Workshops Summary This paper summarizes the common major findings and conclusions from a series of six (6) National Workshops and one Regional Workshop held during the project. The first Workshop being the Regional held in Barbados from 4th – 14th July 2001, the other six National Workshops of approximately one-week duration each, took place from 20th August to 23rd of November 2001. Food and Agriculture Organization of the United Nations
- 3. Contents INTRODUCTION................................................................................................................... 4 OBSERVATIONS FROM NATIONAL WORKSHOPS .................................................... 4 Fishing Vessel Construction Standards............................................................................. 4 Fibreglass.......................................................................................................................... 5 Engines.............................................................................................................................. 6 Boatbuilding training ........................................................................................................ 6 Financing arrangements. .................................................................................................. 6 Insurance........................................................................................................................... 7 Search and Rescue Operations (SAR) ............................................................................... 7 Safety Equipment............................................................................................................... 7 Foreign Fishing Permits.................................................................................................... 8 Territorial Waters Disputes............................................................................................... 8 Deck layout on longliners.................................................................................................. 8 Conclusions from National Workshops............................................................................. 8
- 4. Introduction During the first Regional Workshop held in Barbados during July of 2001 a wide range of topics were covered concerning the safety of small fishing vessels. Some of the interrelated topics addressed during the workshop were on such subjects as legal frameworks, financial concerns, insurance, search and rescue, vessel registration procedures, fishery licensing procedures, vessel inspection services and training considerations, both at regulatory authority and technical levels, all with a regional emphasis. The national workshops were run on a shorter schedule, average one-week duration, due to the fact that participants were largely drawn from the fishing and boatbuilding communities. For participants to be away from work for more than a few days is unreasonable. Format for the National Workshops agendas followed a similar pattern to that established in the Barbados Regional, that is, during the first one and one half days the participants were given presentations by Financial Institutes such as Development Banks, Insurance Institutes, National Fishery Divisions, National Maritime and or Port Authorities, Customs and Excise, Coastguard Search and Rescue and Fishermen’s Associations where they existed. Subsequent to these presentations technical papers were presented relating directly to boatbuilding practices in wood and fibreglass, simple fibreglass repairs, lifting lines from fishing vessels, basic stability criteria, simple wood laminating procedures and a presentation on Safety at Sea for Small Fishing Vessels. Practical sessions involving fieldwork included lifting lines from an existing fishing vessel, simple fibreglass repairs and fishing vessel stability checks by means of rolling period method. The mix of theoretical and practical sessions helped to keep a high level of interest in the participants; most workshops were well attended throughout also indicating interest in the subject of safety, whether it was for safety construction practices or safety equipment considerations. After, and sometimes during each workshop presentation, group participation and discussion was encouraged. From these discussions during the national workshops, and the inputs received from participants at the wrap up sessions, a series of observations and conclusions can be made that are almost uniform throughout the participating nations regardless of fleet composition, whether solely small open boats or larger decked vessels. Interest in workshop content was high, despite the very wide variations in fleet composition, some fleets being almost exclusively dugout canoes and small planked boats to others with a mix of larger open, partially decked and decked vessels built with wood, fibreglass or metal. Despite the apparent disparities in fleet composition many of the common problems were found to be similar. Observations from National Workshops Fishing Vessel Construction Standards Boatbuilding skills were found to vary considerably throughout the islands, this to a large extent appears to be dependent on the fleet composition, whether of dugout, planked, plywood or fibreglass construction. Specific skills are developed to suit the fleet, in other cases boats requiring major refit are taken to known centres or the builders from such centres are contracted to make the repairs at the owners location. Very few boatbuilders encountered during two visits to each of six nations had had any formal training in boatbuilding techniques. Those found to have
- 5. had a form of apprenticeship training with accredited skilled boatbuilders were very obviously producing a superior product to those carpenters working with boats and boat repairs from empirical learning. Support for a set of harmonized fishing vessel safety construction standards appropriate to the Eastern Caribbean is virtually unanimous from boatbuilders, fishermen and fishermen’s associations. The only reservations raised were from some fishermen who thought that such regulations might drive the cost of boats up. Other reservations revolved around existing vessels and how they might be incorporated into such regulations possibly by “grandfather clauses”. Further to the above, questions were asked by some traditional wooden boatbuilders, about how wood scantlings could be safely reduced in traditional wooden sloops, schooners and motor fishing vessels? This point was raised during two workshops by boatbuilders. To reduce scantlings it was generally agreed that quality standards of timber used will have to improve. At present in traditional sawn frame construction there is sufficient redundancy from oversized components that allows a certain amount of sub-standard wood to be included in the structure of locally built boats, except in some notable areas, such as at turn of bilges, where frames are cut from straight lumber when no curved pieces are available, this causes severe problems with short grain and subsequent fracture or splitting of frames at this high stress area. Fibreglass Where fibreglass is making rapid inroads into the fishing vessel fleet there is an urgent need for minimum standards for this material, many imported boats suffer from being “built to a price not a standard” this has to be rectified before some of these vessels start breaking up at sea. Boats known to participants are developing cracks in hulls and delamination of wood to GRP joints such as thwarts and bulkheads, many have had to be repaired within the first year of operation. Regarding structural failures a contributing factor to be considered is the gross overpowering of some boats which is undoubtedly a prime cause of failure on some vessels. Trinidad pirogues have been criticized during more than one workshop, stability and structural integrity on some of these boats was described as lacking. However, the alternative boats available are all much more expensive. Instituting a set of minimum scantling standards could in all probability help in levelling out the cost differential. Some form of horsepower limitations on commercial open fishing boats may be necessary in the future, and not specifically limited to fibreglass. Fibreglass technical skills are at very different levels around the islands, some areas have very well developed construction and repair skills in the workforce, usually associated with large pleasure craft fleets and increasing numbers of fibreglass fishing boats. Again the levels of skill are directly related to training received, those persons who had undergone training or apprenticeship with skilled GRP workers were obviously producing superior quality work to those with solely empirical knowledge of the material. Some fibreglass boatbuilders in the region asked about the possibility of the regulations making their boats more expensive than those from other countries, ie; Trinidad & Tobago, Martinique, Venezuela and Colombia. The short answer is that no boats, no matter from where they originate, could be licensed for commercial fishery unless they complied with the construction standards to be proposed.
- 6. Engines The majority of engines used on fishing vessels around the islands are gasoline fuelled outboards, these are used for economic reasons, they are cheaper than inboard diesels and are generally portable except in the larger HP models. However, fuel costs are high with these motors, they also have an average working life of about three years according to participants. During the workshops some fishermen raised the possibility of using diesel inboard engines, specifically to reduce the cost of operations. One fisherman is considering installation of twin diesels instead of the two large O/B motors presently used. Boatbuilders at several workshops were interested in actual engine installation practices for small fishing boats. This could also be the subject of short training courses. Boatbuilding training During all workshops the subject of training in modern boatbuilding techniques was raised on more than one occasion. Boatbuilders interested in both wood and fibreglass construction and repair all expressed an interest in learning more about modern building and repair procedures using the latest materials and techniques. Many have been exposed to the large pleasure craft fleets around the islands as well as the larger imported fishing vessels now appearing in some fleets. Wood boatbuilders have also seen the possibilities of using laminated wood to produce better and stronger fishing vessels in this material. Some small boats of 24ft are already being built using epoxy resin for lamination of components and sheathing of hulls. A specific request was made regarding the possibility of developing a project to demonstrate modern wood boatbuilding techniques using either a local design or one from the FAO fishing vessel design office. In all, three specific requests were made regarding the possibility of obtaining training in modern boatbuilding processes and techniques. In the region only one technical school is presently known to provide boatbuilding courses. This is the Samuel Jackman Prescod Polytechnic in Barbados (SJPP). The program offered at present is 2 years in duration. Plans are to develop modular courses that would not require a full two-year commitment but rather have a series of short modules in specific subjects. This will however require time and money to properly institute. Financing arrangements. In general through the islands there is reluctance by Banks and Commercial lending institutes to fund loans for fishermen, most lending institutes with experience of loans to fishermen have withdrawn from this area unless such loans are part of a program underwritten by the government or other international agencies, in which case the fund provider takes the risk while the bank fulfils an administrative role. However, the same lending institutions will provide loans to businessmen to purchase fishing vessels, these vessels to be crewed by fishermen of the owner’s choice, very few of these owner/investors actually go to sea in the boats they purchase. Those few lending institutions that still provide loans to fishermen do so under strict conditions, generally collateral in land or buildings is required along with a cash contribution of 25% to 30% of the loan value plus insurance on the loan. At least one funding institute is offering business management courses for fishermen, including business plan preparation and basic accounting practices. An observation by one presenter from a development fund program was that “the farmer even though he earns less than the fisherman yearly is invariably better off financially” this was put down to the spending habits of fishermen, ie; big catch and earnings, big spending. Only a change in mindset by education can be expected to change this situation.
- 7. Insurance From discussions and questions fielded at the workshops it was apparent that the majority of fishermen have a very poor understanding of loan insurance and marine insurance in particular. Several participants on different islands had been involved in programs for supply of fishing vessels, motors and gear under loan arrangements, a prerequisite to the loan was insurance, however what was not explained properly was that it was the loan that was insured, not the boat, motor and gear. In some instances motor losses by theft or accidental boat damage were incurred leaving the fisherman with no recourse but to purchase another engine or repair the boat from his own resources as the loan repayments were still demanded by the funding institution. Most insurance companies presenting papers at the workshops admitted that they do not presently provide cover for insurance of small fishing vessels. Some companies will however provide coverage if the vessel being purchased or operated is valued at US$50,000-00 or higher and constructed of fibreglass or steel. If vessels are purchased for import a condition and evaluation survey is required. Insurance companies did however express an interest in providing seminars or workshops about insurance to organized fishermen’s associations, and if no association exists, seminars could be arranged at any of the several Fishery Division complexes or training centres around the Islands. One major insurance company had tried to establish a regional insurance scheme at moderate cost for fishing vessels, the operation of the scheme was contingent on all OECS nations at that time signing on to the scheme, the scheme was abandoned as only two nations actually signed on. Search and Rescue Operations (SAR) All National Workshops had papers presented by the relevant authority for search and rescue in each country, usually the Coastguard or Police. Fishermen participants in many cases had no idea what was actually involved in SAR operations and the high costs involved, not only for the national coastguard but also other countries that may be asked for assistance. Coastguard presenters gave several points for guidance of fishermen to help them avoid the necessity of having to be rescued for such trivial things as running out of fuel or not maintaining the engine properly. It was stated by most Coastguard presenters that the majority of rescue situations reported involved mechanical failures and fuel problems. Another major factor in losses at sea is using small boats for fishing offshore and failure to carry basic lifesaving equipment as required by law. Many fishermen are known to “borrow” safety equipment from others solely to pass the safety inspection. Manpower shortages prevent continuous monitoring of small fishing vessels. The only solution is provision of more training and education in fishermen’s responsibilities. Two nations have launched fishery education addressing safety and environmental concerns at the primary school level with reportedly good results. Safety Equipment Whilst all islands have some form of inspection for basic safety equipment required by law to be carried on fishing boats, not all nations allow ready access by fishermen to VHF radios which are generally considered to be a primary piece of safety equipment. Reasons given by authorities for
- 8. not allowing these radios was that “they might be used by persons engaged in illegal activities” it was pointed out by fishermen that all VHF channels can be monitored by anyone with another VHF radio, so anyone involved in “illegal activities” could in fact be monitored by anyone with a VHF. Fishermen would like this restriction lifted. Another potential problem with safety equipment, specifically flare guns or pistols, which are in some jurisdictions treated as a firearm and as such require a permit to purchase. In fact, it is known that flare guns have been used in some places as weapons during robberies, this is a problem for police who recognize on the one hand that it is safety equipment for fishermen but also know that it is a weapon in the wrong hands. Foreign Fishing Permits During the workshops many fishermen expressed worries that their governments were contemplating the issuance of fishing permits to foreign interests. Given the relatively limited waters available for exploitation by their own fleets fishermen thought this would be a bad move if it came to pass, they also commented that it would likely limit the expansion of national fleets by depleting any existing fish stocks. Territorial Waters Disputes It was apparent during workshops held close to the French Islands that many fishermen had a poor understanding of exactly where territorial waters ended or began, many considered that boats arrested or seized by French authorities were being harassed. Some boats seized by the French have not been returned as there were no proper papers for the boat, only a fishing permit. This situation can only be addressed by education regarding territorial boundaries and a proper system of boat registry. Deck layout on longliners Whilst not particularly coming under boat or hull construction, deck layouts on the larger longliners in particular, came in for criticism, some crews complain that they find them “too cluttered” and have difficulty moving around the working deck which could be classed as a safety problem. This may be a result of the fairly rapid move from small open boats to relatively more sophisticated and much larger longliner boats and the inexperience of crews new to this type of fishing equipment. Another factor is the installation of very large iceboxes that protrude well above the working deck in order to maximize the quantity of fish to be carried, this in itself cuts working deck space by more than half. A gear technologist could certainly assist in this respect. Conclusions from National Workshops As is apparent from the above observations and points raised during the national workshops these sessions provided a much more comprehensive and varied input from the participants than had initially been anticipated. Boatbuilders who attended the workshops were all in favour of some form of scantling regulations to guide them in Safety Construction of Small Fishing Boats. Key factors in practically all the points raised and discussed point to a continuing need for technical training and education at all levels of the fishing industry and related areas such as business management, financing and insurance. Boatbuilders and fishermen who participated in the workshops are all keenly aware of the value of continuing education and training programs.
- 9. All participants agreed on the requirements for safety in fishing operations, whether from the point of view of the boatbuilders, fishermen and boat owners. The only observation to the contrary was the possible costs of compliance with new regulations to the fisherman. Fishermen in particular are fully aware of the necessity for larger vessels if they are to begin exploiting a fishery farther offshore, again cost and availability of financing is a principal factor along with resource availability. Some way of providing financial resources in concert with any fleet development will have to be found if larger vessels are to be added to fleets. This should ideally be done in concert with business and financial management training for fishermen. Some fisheries are already at a fairly advanced state with larger vessels being used to capture large pelagics and other species, it is expected that other islands will follow suit in future, this will require good resource management and more training in all sectors of the fishery. The possibility exists for introduction of mutual insurance schemes for fishing fleets around the islands, it will require considerable effort to establish such a scheme as it usually requires some form of fishermen’s association to launch and manage this type of insurance successfully, examples exist in many countries that may be drawn on for a model. Considerable savings in fuel and operational costs are achievable by use of inboard diesel engines and lower HP outboard engines, this will be a normal progression as boats become larger for offshore fishery. This will require some re-education of fishermen who still consider speed to be of paramount importance regardless of cost. A study on the actual volume of fish being landed from longline boats versus the hold capacity would be a useful indicator for actual or optimum hold space required, this could indicate whether such large iceboxes were in fact necessary, if not it would clear considerable deck space for these vessels if the hold could be maintained below the main deck.