Final Report of Project

3:46 PM01/28/16
Final Report of Project
TCP/RLA/0069
Development of Standards
for the
Construction and Inspection
of
Small Fishing Vessels
Food and Agriculture Organization
of the
United Nations

28 January 201615:46
ii
Waivers etc
Preparation of this Document
This document, together with its Annexes represents the
final technical report of the Project TCP/RLA/0069. It
has been prepared by the International Consultants
assigned to the project together with the technical
officers at FAO Headquarters of having responsibilities
in relation to the implementation of the project.

28 January 201615:46
iii
Contents
PART A THE PROJECT ......................................................................................................................1
1 INTRODUCTION ............................................................................................................................1
2 BACKGROUND TO THE PROJECT ...................................................................................................1
3 CONCLUSIONS AND RECOMMENDATIONS.....................................................................................3
3.1 Conclusions.............................................................................................................................3
3.2 Recommendations ...................................................................................................................4
4 THE PROJECT DOCUMENT ............................................................................................................6
4.1 Duration..................................................................................................................................6
4.2 Participating Governments/Organizations .............................................................................6
4.3 Objectives of the Assistance....................................................................................................6
4.4 Implementation .......................................................................................................................6
4.5 Work Plan ...............................................................................................................................7
4.6 Status at commencement of operational activities ..................................................................8
4.7 Procurement..........................................................................................................................10
4.8 Preparation for Workshop Programme ................................................................................10
4.9 Government Contributions and Support ...............................................................................10
PART B PROJECT ACTIVITIES AND OUTPUTS ......................................................................11
1 STUDIES/COUNTRY PROFILES ....................................................................................................11
1.1 Introduction ..........................................................................................................................11
1.2 Observations .........................................................................................................................11
1.3 Country Profiles....................................................................................................................13
1.4 Legislation ............................................................................................................................20
2 WORKSHOPS AND REGIONAL SEMINAR......................................................................................21
2.1 Regional Workshop/National Workshop Barbados ..............................................................21
2.1.1 Input to work programme .................................................................................................21
2.1.2 Implications .....................................................................................................................23
2.2 National Workshops..............................................................................................................24
2.3 Regional Seminar, St. Lucia..................................................................................................25
PART C PROJECT OUTPUTS ........................................................................................................27
1 BENCHMARKS ............................................................................................................................27
1.1 Introduction ..........................................................................................................................27
1.2 Wood boatbuilding................................................................................................................27
1.3 Fibreglass boatbuilding ........................................................................................................28
1.4 Building sites.........................................................................................................................29
1.5 Skills assessment ...................................................................................................................29
1.6 Institutional Training............................................................................................................31
1.7 Legal Aspects ........................................................................................................................33
3 TRAINING WORKSHOPS...............................................................................................................35
3.1 National Workshops..............................................................................................................35
4 Regional Seminar..................................................................................................................35
5 Private sector needs..............................................................................................................35
5.1 Introduction ..........................................................................................................................35
5.2 Training ................................................................................................................................37
5.4 Cautionary Note....................................................................................................................38
6 ECONOMIC ANALYSIS.................................................................................................................38
7 INSTITUTIONAL STRENGTHENING...............................................................................................39
7.1 Inspection services................................................................................................................39
7.2 Assessments of needs.............................................................................................................40
7.3 Qualifications and Experience..............................................................................................42
8 MEASUREMENT OF GROSS TONNAGE.........................................................................................47
8.1 Introduction ..........................................................................................................................47
8.1 Agreed definitions .................................................................................................................47
8.2 Agreed Formulae ..................................................................................................................49
9 Procurement Procedures ......................................................................................................50
9.2 Tender documents.................................................................................................................50
10 Outline Specification.............................................................................................................54

28 January 201615:46
iv
10.1 Summary...........................................................................................................................54
11 Draft Legal Text....................................................................................................................54
12 STANDARDS FOR SAFETY CONSTRUCTION .................................................................................56
12.1 Introduction ......................................................................................................................56
PART D .................................................................................................................................................58
LIST OF APPENDICES AND ANNEXES...................................................................................................58
Appendix 1 Questionnaire...........................................................................................................58
Annex I Project Document.........................................................................................................58
Annex II Letter of Agreement......................................................................................................58
Annex III Summary Report of Regional Workshop..................................................................58
Annex IV Summary Report of National Workshops.................................................................58
Annex V Report of Regional Seminar.....................................................................................58
Annex VI Harmonized Provisions for Fishing Vessel Registration and Safety........................58
Annex VII Economic Analysis and Guidelines for the Development of an Outline Specification
of a Fishing Vessel.........................................................................................................................59
Annex VIII Working Documents.................................................................................................59
Annex VIII Code for the Conduct of an Inspector of Small Fishing Vessels. .............................59
Annex IX Assessment and Training of Inspectors and Boatbuilders. ......................................59
Annex X Model Agreement for the Construction of a new Boat.............................................59
APPENDIX 1 ........................................................................................................................................60
Boat building Questionnaire (outline)...........................................................................................60

28 January 201615:46
1
Part A The Project
1 Introduction
Safety in the fishing industry is clearly an integral part of fisheries management and this is
recognized in the provisions of the Code of Conduct for Responsible Fishing adopted by the
Conference of FAO in 1995. Indeed the Code is quite specific on this point since it states
1
that: “Flag States should ensure compliance with appropriate safety requirements for fishing
vessels and fishers in accordance with international conventions, internationally agreed codes
of practice and voluntary guidelines. States should adopt appropriate safety requirements for
all small vessels not covered by such international conventions, codes of practice or voluntary
guidelines.” Seen in an overall regime for the management of fisheries it is essential to
recognize in the allocation of access to the living marine resources that there are limiting
factors to be considered in relation to safe fishing operations
In the case of the Caribbean region, the development of new types of vessels to fish farther
away from land and to improve methods of construction requires acceptable standard
specifications to be adopted. Regretfully, whereas there are a number of international legal
instruments related to the safety construction and equipment of ships in general, there are no
such international legal instruments currently in force that are dedicated to fishing vessels.
The most recent attempt to redress this obvious omission was the 1993 International
Conference on Safety of Fishing vessels that adopted the Protocol to the 1977 Torremolinos
International Convention for the Safety of Fishing Vessels. This has yet to enter into force,
but even when it does, it will only apply to a very small percentage of the fishing vessels in
the world that are of 24 metres Loa and over 24 metres Loa.
That Conference requested IMO to review the FAO/ILO/IMO Code of Safety for Fishermen
and Fishing Vessels Parts A and B. Thereafter, in its deliberation within the IMO Maritime
Safety Committee, it was agreed that the Voluntary Guidelines for the Design and
Construction of Small Fishing Vessels (1982) should also be reviewed in cooperation with the
International Labour Organization (ILO) and the Food and Agriculture Organization (FAO).
The revision of these guidelines for decked vessels of 12 metres in length and above but less
than 24 metres in length is currently ongoing.
Notwithstanding the revision of the Code and the Guidelines, mentioned above, there will still
be a lack of internationally agreed standard specifications for undecked fishing vessels and all
fishing vessels those below 12 metres in length. Consequently, FAO through its Regular
Programme and Field Project activities gives a high priority to fishing vessel safety.
2 Background to the Project
The subject of fishing vessel safety was discussed during the "Workshop on the Role of
Financial Institutions in Strengthening National Fisheries Industries and Privatization of
Fishery Investment in Small Island States". The meeting, organized by FAO was held in Port
of Spain, Trinidad and Tobago, 24-28 June 1996. During the meeting, the Chief Fisheries
Officer of Barbados requested the assistance of FAO to address the issue of fishing vessel
safety.
FAO responded positively and following consultation with Island States of OECS that had
similar problems to Barbados, a mission was fielded in 1997 to identify the main problems
and to draft a project proposal, to address the issues. The mission visited Antigua, Barbados,
Grenada, St. Lucia and St. Vincent and the Grenadines.
1
Paragraph 8.2.5 of the Code of Conduct for Responsible Fisheries.

28 January 201615:46
2
The mission confirmed that the fisheries sector is extremely important to the countries of the
Caribbean in general and in particular, to the countries of the Organization of Eastern
Caribbean States (OECS) and Barbados. It provides employment opportunities, food for local
consumption and makes a significant contribution to exports in some of these countries.
Fishing however, has always been a dangerous occupation with the loss of many lives and
property at sea. The loss rate is increasing as fishers are forced, to spend more time at sea
under trying conditions and in a fishing vessel, that is less than safe. In most cases, poor
standards of construction of fishing vessels, the use of too small vessels and the lack of
adequate safety equipment are the main cause of these tragedies.
With few exceptions, fishing effort is still mainly concentrated fairly close to the coast and
consequently, the inshore resources of these small island States are severely stressed. This is
partly due to the open access nature of the fisheries of the countries concerned. In addition,
the problem is aggravated by the difficulty to divert part of the fishing effort to offshore
resources through legislation simply because many of the vessels are not suitable. Indeed the
fishing fleets consist of a large variety of fishing craft, many of which were not built to any
specific rules of construction. Furthermore, these vessels had often been built by untrained
persons who simply copied traditional and or imported craft. However, due to lack of
experience in many cases and cost cutting practices in some cases, many of the vessels
produced in this way are basically unsound. This is reflected in the loss of craft and lives of
fishermen over the years. Consequently, the insurance companies viewed fishing vessels and
fishing operations as a high-risk sector and lending institutions demanded alternative
collateral to a fishing vessel before a loan could be obtained.
The fishers understand the risks they take and many do not want to venture too far from
shore. Indeed, they have demonstrated in favour of change and recognized the requirement for
better vessels capable of fishing safely farther offshore for pelagic species or on the deep
slopes for demersal species. Many have also tried to overcome the obstacles through the
importation of vessels or by modifying existing vessels. Notwithstanding these efforts, the
results are anything but satisfactory; losses of life and property continue to occur and the cost
of fishing operations continues to increase due to the use of unsuitable vessels and operational
practices. A disturbing factor in this respect is that many of the imports did not start their life
as a fishing vessel and a large percentage of them were substandard at the time of purchase.
To ensure that this trend would not continue the mission proposed to develop and set
technical standards for all new vessels built in the region. The same standards to be used to
assess the suitability of new and second hand vessels imported from outside the region. The
standards so developed for the construction of small fishing vessels to be incorporated in
Fisheries Regulations and enforced.
It was also proposed to address the issue of survey/inspection of small fishing vessels since
the arrangements throughout the sub-region varied considerably and very few of the
individual inspectors attached to Fisheries Divisions had an appropriate background. In
addition, split responsibility for the actual survey of fishing vessels between fisheries
administrations, coast guard and or maritime administrations was common.
The Project Document TCP/RLA/0069 was formulated and later approved for funding by the
Director General of FAO under the Technical Cooperation Programme 26 October 2000. The
main activities, studies, training workshops and the Regional Seminar were completed by the
end of 2001 although further analysis of data continued into 2002.

28 January 201615:46
3
3 Conclusions and Recommendations
3.1 Conclusions
3.1.1 Legislation
It is considered that the harmonized legislation, in the format drafted by the Project could be
tailored to the situation and needs of individual countries since it:
o distinguishes between the act of registering and the licencing of a vessel as well
as the issuing of a licence to fish;
o takes into consideration the fact that many vessels below 24 m have the
capability to fish on the high seas adjacent to the region;
o confirms that vessels are entitled to fly the flag of the State in which they are
registered:
o incorporates basic requirements that vessels should be constructed and inspected
in accordance with the established standards, and,
o provides for a phased approach in the implementation of the provisions of
legislation and for appropriate exemptions where appropriate.
3.1.2 Standards
The Project confirmed the need for minimum acceptable standards for the construction of
small fishing vessels. It concluded, however, that the introduction of standards was simply
one component within an integrated management system for the safety of fishermen and
fishing vessels. Therefore, to ensure that all new construction meets the standard
specification, the boat builders have to be well enough trained and qualified. Furthermore,
experienced inspectors must be on hand to supervise construction and for periodic inspection
of a vessel thereafter.
3.1.1 Inspection services
Whereas Barbados has an inspection service in place and that it is identifiable, the same
cannot be said for each of the other countries. In most cases, the Fisheries and or shipping
Act does not clearly set out the responsibilities of each of the agencies that have a vested
interest in maritime safety. This was clearly demonstrated at each of the national workshops
and clearly summed up at the Regional Seminar. For this reason no proposals for institutional
strengthening could be put forward for individual countries, with the possible exception of
Barbados, until such time as the Fisheries and or Shipping Act(s) is/are suitably amended.
Nevertheless the Project identified the weaknesses in each case and the Regional Seminar
endorsed the need for Fisheries administrations to take the initiative at the national level to
ensure that adequate arrangements are in place for the provision of vessel inspection services.
It also concluded that there should be there be follow up at the national level in identifying the
competent agency or agencies for vessel inspection. In this regard, an acceptable common
approach could be to designate Fisheries Administrations as the lead agency and to give the
Chief Fisheries Officer overall responsibility.
3.1.2 Private Sector
The Project concluded that the numbers of fibreglass boats are on the increase and that many
of these are imported. In the long term, should there be a major swing to fibreglass across the
board, the sector would most likely fall in to fewer hands in much the same way as the
pleasure craft industry in the region developed. Indeed that sector may well look at the
possibility to move in on the fishing vessel market with a consequent increase in costs to the

28 January 201615:46
4
fishing industry. If this happens, it would lead to a decrease in "one off" designs2
and smaller
enterprises would either go out of business or hope to survive on repair work.
Nevertheless, the Project concluded that wooden hulls would continue to be the backbone to
the industry requiring skills in building, in modification and in the repair and the small sized
companies will continue to dominate. This sector will not suffer change gladly, which means
that determined efforts must be made to impress upon boatbuilders the need to become more
business like. Therefore training programmes must also address "how to run a business" and
this approach may help to give more respect to the small-scale sector and attract new entrants
to the trade. This could be further enhanced through a revitalised approach to apprenticeship
schemes.
Training
Funding is likely to be a problem not only in setting up the programmes and selecting training
locations for the inspector cadre, but also in dealing with the boat builder. There will certainly
be a need to upgrade the trainers in most cases and this would be an urgent and first step
following the proposed total manpower assessment throughout the islands.
Overall, the course designers must realize that due to the scope of the programme, the skills to
be imparted cover the semi-skilled grades, the trades and middle management. This will be
no mean task.3
3.2 Recommendations
3.2.1 Legislation
In relation to the proposed harmonized legislation recommended by the Project, as a matter of
priority agreement should be reached at the National level on the apportionment of
responsibilities for the:
 register of a small fishing vessel;
 inspection of hull, machinery and safety equipment in accordance with the
established standards and,
 the issue of a safety certificate.
3.2.2 National Workshops
National workshops, to be attended by representatives of the Attorney General's Office,
Fisheries and Maritime administrations as well as the Coast Guard should be convened as a
matter of priority. These should address, inter-alia:
 Fishing fleet size and composition.
 The capability/capacity of service facilities both government and private.
 Education and training facilities.
 Staffing of survey and design offices.
 Vessel registration procedures.
 Statutory surveys/inspections and who should be responsible.
2
It is more cost effective to build in series rather than one off designs and as demonstrated in
Barbados, an entrepreneur has to be prepared to make a substantial investment in plant, machinery and
materials. On the other hand, many of the local builders of wooden hulls operate with very small
numbers of helpers and do not invest in fixed premises, preferring to build in the open air.
3
The need for fishermen's training was often stressed and desperately needed. However, the initiative
probably lies with the fisheries administrations to push for a more formal approach to training of
fishermen as well as safe manning levels.

28 January 201615:46
5
 Staffing of Fisheries/Shipping administrations and Coast Guard. 4
3.3.3 Training
It is recommended that the training of trainers be given a high priority.
The Samuel Jackson Prescot Polytechnic (SJPP) should be prepared to supplement the skills
of the boat-building instructor through additional staff on faculty having more specialized
qualifications and experience in relation to mechanics, electric technology engineering and
welding. In addition SJPP should make use of “off campus” instructors in highly specialized
subjects, particularly in the areas of naval architecture, marine engineering and surveying.
SJPP should take the initiative to convene a training workshop to obtain agreement on the
style and content of "examination" courses for inspectors of fishing vessels and for boat
builders. Such a workshop could be attended by teaching staff of SJPP, HLSCC and senior
staff of fisheries and maritime administrations in the Eastern Caribbean concerned with the
inspection of fishing vessels.
There should be a system of assessing existing staff, be they inspectors or boat builders, based
on "interview techniques”. However, noting the complexity of such a system and the need to
remain objective, care should be taken to ensure that such a session is overseen by an
experienced assessor. It is proposed that the workshop should also consider a basic outline
for such training courses that will assess the individual by:
 written and oral examination,
 by oral examination; and or,
 by assessment at the work site.
Furthermore, it is recommended that where fisheries administrations have staff members
designated as vessel inspectors, such as in Barbados, the job description of such posts should
reflect the responsibility for vessel inspection. At the same time, the hierarchy should be
established. It is also recommended that prior to the adoption and implementation of the
proposed "standard specifications for the construction of local fishing vessels" that the
incumbents undergo an assessment of their skills and knowledge. In this regard, it is
considered that the assessment should be carried out by suitably qualified and experienced
marine surveyors with a wide knowledge of fishing vessel design, construction and operation.
It is also recommended that prior to the implementation of the proposed standards for the
construction and inspection of a local fishing vessel, the designated Inspectors should be
thoroughly briefed in relation to the interpretation of the Regulations. In addition, as a matter
of standard practice, they should be issued with and be conversant with the Code for the
Conduct of an Inspector of Small Fishing Vessels. Annex VIII to this report.5
4
One aspect that was not addressed at any of the workshops or the Seminar was that of the salary
scales. It could well be the case that, the grading of surveyors/inspectors would be different from the
grading of fisheries assistants and or assistant fisheries officers.
5
This recommendation is also valid for all newly appointed Inspectors of Fishing Vessel in relation to
existing Regulations.

28 January 201615:46
6
4 The Project Document
4.1 Duration
Whereas the duration of the Project was for 2 years, starting October 2000 and ending
September 2001, the `actual work of the International Consultants covered a period of 10
consecutive months from April 2001 to February 2002. In this regard, it should be noted that
the negotiations leading to the final approval of the Project proposal took time, the actual
amendments being of an administrative nature rather than technical. Following approval to
fund the Project, the FAO Regional Office for Latin America and the Caribbean (RLAC)
convened the first meeting of the “Virtual Task Force”. This took place 5 February 2001 and
brought together the working group responsible for the supervision and implementation of the
Project. Thereafter, operational action was initiated from 15 February 2001.
4.2 Participating Governments/Organizations
Seven governments were parties to the project document together with the Organization of
Eastern Caribbean States. These countries were Antigua & Barbuda, Barbados, Dominica,
Grenada, St. Kitts and Nevis, St. Lucia, St. Vincent and the Grenadines. In addition, with the
cooperation of the OECS, representatives from Anguilla, British Virgin Islands and
Montserrat each attended at least one National Workshop and a participant from the British
Virgin Islands also attended the Regional Seminar.
4.3 Objectives of the Assistance
The principal objective of the Project was the practice and enforcement of prescribed
standards for the construction of small fishing vessels through:
i. amendments to Fisheries Regulations of countries of the Organization of Eastern
Caribbean States (OECS) and Barbados,
ii. an authorized system for the inspection of fishing vessels; and
iii. upgrading the technical skills of boatbuilders and inspectors.
Achievement of these objectives will:
 enhance the operational safety of fishermen and their fishing vessels,
 provide a positive aid to fisheries management; and,
 give confidence to lending and insurance institutions or companies with regard to the
risk of underwriting loan applications and fishing operations.
4.4 Implementation
4.4.1 Assignment of Personnel
4.4.1.1 Boatbuilder
Mr. Michael Shawyer (Canada) the long term International Consultant was technically briefed
in Rome prior to arrival in Barbados 13 April 2001. The International Consultant returned to
FAO HQ in mid January 2002 to prepare the final report of the Project.
4.4.1.2 Senior Marine Surveyor
The assignment of the second International Consultant, Mr. John Fitzpatrick was in two parts.
The first mission took place in the months of June and July 2001 and the second from October
to December 2001. He also assisted in the preparation of the final report under the FAO
Regular Programme in February 2002.

28 January 201615:46
7
4.4.2 HQ Staff
4.4.2.1 Naval Architect
Mr. Jeremy Turner, Senior Fishery Industries Officer, Fishing Technology Service, Fishery
Industries Division (FIIT) technically backstopped the Project and participated in the
Regional Workshop in Barbados and the Regional Seminar in St. Lucia. Mr. Turner also
visited Grenada in relation to the study on fishing vessel development.
4.4.2.2 Fishing Gear Technologist
Dr. Andrew Smith, Fishery Industries Officer Fishing Technology Service, Fishery Industries
Division (FIIT) technically backstopped the Project and participated in the National
Workshop, St. Lucia and the Regional Seminar, St. Lucia. Dr. Smith also visited Barbados in
relation to fishing Gear Technology.
4.4.2.3 Legal Officer
Mr. Blaise Kuemlangan, Legal Officer, Development Law Service (LEGN) technically
backstopped the Project and visited Barbados, St. Lucia, St. Kitts and Nevis and to review and
study legislative practices. He also participated in the Regional Seminar, St. Lucia and
prepared draft text for possible amendments to the national Acts and Regulations.
4.4.3 Institutional Arrangements
4.4.3.1 RLAC
Responsibility for the control of the Project budget, monitoring project operations and
administration lay with RLAC.
4.4.3.2 Supervisory Technical Services.
The Fishing Technology Service (FIIT) was designated Lead Technical Unit.
Supervisory and technical backstopping fell under FIIT and the Legal Office (LEG)
Responsibility for coordination in the execution of the Project, with particular reference to the
role of OECS, lay with Regional Fisheries Officer SLAC.
SLAC was responsible for the facilitation of the work of the International Consultants.
4.5 Work Plan
The work plan was developed under six main headings:
 Review of fishing vessel designs and construction methods in the region and the
preparation of standards;
 Training;
 Institutional strengthening through the development of a long term strategy for the
training and certification/accreditation of fishing vessel inspectors;
 Fishing vessel measurement, outline specifications and plans;
 Preparation of a model law for the incorporation of standards for fishing vessel
construction; and;
 Financial and economic feasibility analysis.

28 January 201615:46
8
4.6 Status at commencement of operational activities
4.6.1 Project site
Following a slight delay due to key Government and SLAC personnel being on extended
leave, the Project was established within the premises of the Barbados Fishery Division in
April 2001.
4.6.2 Administrative arrangements
Given the general arrangements for the facilitation of the work of the Consultants by SLAC,
no special provisions had been included in the project document and no provision for
assistance was included under the project budget for administrative support. At the practical
level, the arrangements were unsatisfactory since the bulk of the administrative work load fell
on the Boatbuilder (the long term consultant) who had not been adequately briefed on current
FAO procedures, a matter of some concern to Project staff due to the confusing lines of
authority between FAO HQ, RLAC and SLAC. This caused considerable delays during the
first months of the Project since the Boatbuilder, was left to find out the hard way how the
system worked to the detriment of the execution of the work plan. Thus, due to the
administrative work, at this juncture, some technical components of the Project fell behind
schedule.
4.6.3 Letter of Agreement.(LOA)
Not withstanding the lead in time available for the preparation of the LOA, the original draft
proposal by FAO was only delivered to SJPP (by hand) at a meeting between Project staff,
SLAC and SJPP on 25 April 2001. Further debate was necessary with SJPP as well as
between RLA and FAO HQ, before the final version was submitted to SJPP for signature.
Regretfully, the Chairman of the Board at SJPP expressed a reluctance to make a
commitment. In particular, he considered that the LOA was too one sided in favour of FAO in
relation to cancellation. SJPP wanted the same rights as FAO in view of its legal commitment
to the experts to be employed under the agreement. The matter was only resolved at the level
of the Permanent Secretaries within the Ministry of Agriculture and Fisheries and the
Ministry of Education of Barbados immediately prior to the Barbados National/Regional
workshop 2 - 14 July 2001,
The experts to be provided by the SJPP under terms of the LOA included a Naval Architect, a
Marine Engineer and a Boatbuilder. The key roles they were intended to play in the early
stages of the Project is clearly demonstrated by the terms of reference as follows:
4.6.3.1 TOR Naval Architect:
 assist in the collection and analysis of data concerning boatbuilding sites, vessel types,
deficiencies and limitations;
 assist in the preparation of course material the first workshop (to be held in Barbados)
on matters related to design criteria such as, the measurement of a small fishing vessel
to determine its gross and net tonnage, its displacement and the determination of the
initial metacentric height and centre of gravity;
 demonstrate practical methods to assess the compliance of a vessel with stability;
 assist in the development of proposals for the short term and long term solutions to the
training of boatbuilders in the region;
 brief representatives from the other participating countries to the Barbados workshop
regarding the application of the course material to the national workshops; and,
 report in writing on progress to the lead International Expert/Consultant

28 January 201615:46
9
4.6.3.2 TOR Marine Engineer:
 assist in the preparation of course material for the first workshop (to be held in
Barbados) in relation to standards for machinery and electrical installations;
 demonstrate inspection techniques and procedures for acceptance trials;
 participate in the collection and analysis of data concerning machinery installations in
existing vessels as well as providing information of a practical nature with regard to
operational practices in the region;
 host briefing sessions with the representatives from other participating countries to the
Barbados workshop on the application of the course material to the national
workshops;
4.6.3.3 TOR Boatbuilder
 assist in the analysis of data collected with regard to boatbuilding sites and methods of
construction;
 propose ways and means to meet the short term limitations to the introduction of better
standards of construction;
 assist in determining the long term solutions to boatbuilding and the introduction of
vessels able to fish, in safety, farther offshore;
 participate in the running of the first workshop to be held in Barbados and demonstrate
practical methods of construction in order to comply with improved standards;
 provide guidance to the lead International Expert/Consultant on the commercial
implications of the introduction of minimum standards for the design and safety
construction of small fishing vessels;
 host briefing sessions with the representatives from other participating countries to the
Barbados workshop on the application of the course material to the national
workshops; and,
The detailed studies so mentioned were essential to establishing the Project benchmarks. In
addition, they were to provide inputs to the Regional Workshop set for 2 July 2001 at SJPP in
Barbados. Consequently, due to the late conclusion of the contractual arrangements, the
preparatory work for the Regional Workshop fell on the International Consultants. In this
regard, the Senior Marine Surveyor was forced to revise his travel programme to the other
islands in order to initiate outstanding studies and to brief and assist the SJPP experts when
they eventually came on line.
Failure to come to a timely conclusion to the LOA affected arrangements for the Regional
Workshop causing the start up date to be put back to 4 July 2001 and the duration to be cut by
2 days.
Whereas the Regional Workshop was to have been hosted by SJPP, no suitable
accommodation was available due to a series of examination being held during the month of
July. Consequently, with only a few days to spare before the opening of the workshop, the
Project had to find alternative accommodation for all but one of the workshop sessions.
Thanks are due to the Fisheries Division for placing its training room at the disposal of the
Project.
Notwithstanding the delay in acceptance and signature of the LOA, the performance of SJPP
under the LOA for the purpose of the Regional Workshop was sub-standard during the initial

28 January 201615:46
10
stages of the Project. The experts were recruited too late to carry out preliminary work and
studies. Furthermore the contributions by the senior staff of SJPP in the sessions allocated to
institutional training during the Regional Workshop were not completely in line with the
project requirements at that time. Subsequently cooperation and liaison improved as the
project progressed to the National Workshops phase
4.7 Procurement
Instruments and materials required for the technical studies and the Regional and National
workshops, (the purchase of which had been initiated at an early stage following the approval
of the Project for funding), were not available.
Local purchase of essential material for the Regional Workshop was made difficult and time
consuming due to the lack of a bank account that could be directly accessed by the Long
Term International Consultant. In addition, attendant administrative restrictions imposed by
SLAC compounded the problem. This situation did however improve as the project
progressed and administrative procedures specific to the project needs were established.
4.8 Preparation for Workshop Programme
The willingness of fisheries administrations to host the national workshops was confirmed
during the fact-finding missions of the International Consultant Boatbuilder.
The arrangements for the Regional Workshop scheduled for 2 – 13 July 2001were seriously
hindered due to the lack of a clear understanding of FAO administrative procedures and the
linkages between SLAC, RLAC and FAO HQ. This was due in no small way to the lack of
proper briefing of the International (Lead) Consultant. Unfortunately, the problems were
compounded as a consequence of the extended negotiations in concluding the LOA with
SJPP.
4.9 Government Contributions and Support
Whereas all governments made available facilities for the workshops held at national level,
the Fisheries Division of the Ministry of Agriculture, Food and Fisheries of Barbados
provided facilities for the duration of the Project to project personnel. Direct support included
provision of office space, communications facilities as well as technical assistance from staff
and transportation within Barbados. Without this generous assistance, which was a strong
indication of the level of importance given to the subject of fishing vessel safety by the
Government of Barbados, the execution of the Project would have been very difficult.6
6
At the project design stage it was foreseen that benefits would accrue from the projects being based
in close proximity to the FAO Sub-Regional Office for the Caribbean. The excellent inter-island air
transport links were also seen as an essential component.

28 January 201615:46
11
Part B Project Activities and Outputs
1 Studies/Country Profiles
1.1 Introduction
This section of the report briefly describes each of the participating nations fishing fleet
profiles primarily from point of view of construction methods, materials and actual
dimensions of vessels, where such data is available. Some nations do not identify construction
materials used for fishing vessels. Other factors were an assessment of builders skills and
building sites. This information was gathered from the Fishery Divisions of each of the
participating countries during missions undertaken by the International Consultant
Boatbuilder from 13 May to 2 June 2001.7
In addition, the baseline questionnaire so
developed was subsequently forwarded to all Chief Fisheries Officers of the participating
countries and this is included as Appendix 1.
However, with the Project being based in Barbados it afforded the International Consultants
the opportunity to witness vessel construction and inspection on a regular basis.
Consequently, a more in depth study was possible in relation to Barbados and the results and
observations played an important part in identifying weaknesses and strengths during the
national workshops held in the other participating countries. Although the general
observations that follow are specific to Barbados, similar observations were made in the other
islands during the project identification mission in 1997 as well as during the study tours and
at the time of the national workshops.
1.2 Observations
The deck layout aft of wheelhouse is such that there is very little freeboard, in some cases
almost level with waterline. Most decks are not watertight and hatches are often flush with no
coaming or means of fastening them shut. There are minimal or no coamings at entrance to
accommodation areas. Most of these vessels should be classed as open boats with the standard
common configuration. Deck beams and deck frames are in general poorly executed.
Minimal or no freeing ports in bulwarks, any water shipped on board either stays on the aft
deck causing stability problems or finds it’s way below to the bilge where it is pumped
overboard by electric bilge pumps. To cope with water ingress some boats have up to four (4)
electric pumps and three or four batteries installed as a contingency. One reason given
regularly by owners and crew for the lack of freeing ports is that “the crew don’t like to get
their feet wet”.
The “opportunity” repairs to hull planking being carried out by “carpenters” showed a general
disregard for, or a total lack of knowledge of the necessity of applying a proper shift of butts
to any such repairs. It being not uncommon to see 3 or 4 adjacent planks butted in line on the
same frame. Repairs carried out by older professional boatbuilders were properly executed,
unfortunately there are only a few of these still working.
In some cases, plank fastenings are of smooth galvanised common nails of inadequate size for
the job. Some boatbuilders are using SS ringed nails, which cost more but have much more
holding power. Wood screws do not appear to be used for planking.
There are no bedding compounds being used at plank ends or lands, only a coat of paint, if the
plank land is not in full contact with stem rabbet, hog or transom there is a leak. Planks are
installed at turn of bilge without being fitted or hollowed to the shape of frame as a
consequence many new planks are split down the middle when fastened in place.
7
Additional information that became available later in the project visits is so noted and included.

28 January 201615:46
12
Engines are in many cases installed in same area as the general accommodation with little or
no protection from hot surfaces or belts and pulleys. Methods employed to align engines and
shafts are generally poorly executed. Long shaft overhang, without intermediate bearings are
common, shaft overhang between stern bearing and forward face of propeller boss were found
to be excessive, usually in an attempt to get the propeller to clear the horn timber or keel.
Engine holding down bolts, are in some cases only steel lag-bolts.
Propeller aperture in stern frame structures poorly designed so that only minimum propeller
sizes are usable even although the engine Hp is available for a larger propeller. Also, many
vessels are very much overpowered for their size and fishing methods.
Steering systems of cable or hydraulics are not common. Tiller steering is still used, to get
over the problem of controlling the rudder from up to 15ft away a long pole is lashed to the
tiller enabling rudder control from the aft part of cabin.
In most cases ïce boxes are installed in such a manner that they are easily removable with
only a strip of fibreglass around the deck to box joint. Most of the installations seen had no
other means of fastening the box to the vessel structure. Access to shaft stuffing box is
sometimes provided by a small hatch in the bottom of ice box which also serves as a drain for
meltwater.
Boats were observed with grossly oversized ïce boxes that were causing the vessel stern to
droop with the weight of a loaded box. Furthermore, the boxes on some vessels are so
oversized that they interfere with line of sight from wheelhouse and may impede ready access
to and from wheelhouse and accommodation areas. There needs to be a survey of vessels
fitted with ice boxes to determine an optimum size of box for vessels of specific sizes,
possibly using the cubic number (CUNO) approach rather than vessel length as a criteria.
One peculiarity found only in the Barbados wooden boat fleet at present, is the practice of
“stretching” an existing vessel by extending the boat aft from the transom by up to 6ft in some
cases. This has the effect of giving more working space and or allows for a larger fish hold
(ice box). Some of these extensions are well executed, others are poorly executed both from
the point of view of structural integrity of the boat and distortion of the vessels lines.
Wheelhouses were in most cases of very flimsy construction with little attention paid to
secure fastenings to Carlings or other vessel structure. Sheathing of a light wheelhouse
framework is mostly of ½ or ⅜ plywood and very few have heavier plywood or planking.
The observations above are generally not applicable to the larger longliner boats or those built
of fibreglass by one of the local recognised boatyards, or in most cases to imported vessels.
Observations regarding the actual materials being used and the levels of workmanship found
during new construction or repair work in progress were also made during this period. Most
of the principal deficiencies identified on Barbados wooden boats are also applicable to boats
of similar types being built on other islands in the region:
 timber quality in many cases is not acceptable, inclusion of active rot, insect or borer
infested pieces, and components with shakes and splits are common;
 short grain timber is being used in frames at the turn of bilge causing early failure of
frames in this high stress area. Boats were inspected that had every frame cracked at
the turn of bilge and showing wide-open seams along almost half the vessel length.
 inadequately sized, inappropriate and insufficient fastenings are being used in various
key parts of vessel structures, such as frame fastenings and backbone assembly bolts,
also nails being used for longitudinal bilge stringer fasteners instead of bolts;
 no full length gunwale or beam-shelves installed, some boats have partial beam-
shelves;
 no breasthook at stem or quarter knees at transom, in some cases the stern knee is also
missing;

28 January 201615:46
13
 hanging and lodging knees for reinforcement of the deck structure are also missing on
practically all boats inspected, only on some of the older vessels were these found;
and,
 deck beams of inadequate dimensions and discontinuous across the boat, necessitating
props to be installed for support of deck.
1.3 Country Profiles
1.3.1 Barbados
Barbados with a population of approximately 267,000 persons and a land area of 166.4 Sq.
miles (431Sq.Km) is the most easterly of the nations participating in the Project, located at
130
5’N. 590
30’W. Barbados also has a relatively large EEZ to the east compared with other
participating nations. The Barbados fishing fleet is a mixture of vessels. These range from
simple open boats of 10ft to 32ft Loa for day trip fishing up to large steel long liners of 75ft
Loa that stay at sea for extended periods fishing both large and small pelagic species.
Wooden boatbuilding as a trade is still practiced by several boatbuilders who have been
working as professional boatbuilders for a livelihood since apprenticeship. These men are
now mostly at retirement age, there are reported to be only six to eight of them still working
on the island. Some younger boatbuilders, probably four or five in number are taking up the
slack as the older tradesmen retire. However, considering the large numbers of wooden boats
in the fleet, there is still a requirement for more skilled boatbuilders to carry out not only new
building but also the ongoing repair and maintenance necessary for this fleet sector. This
shortfall in skilled boatbuilders has had two effects, one, not so positive, is the emergence of
the “carpenter” as a boat repair resource, whilst some are doing reasonable work others are
not. The second and more positive effect has been the start up of boatbuilding courses at the
Samuel Jackman Prescod Polytechnic (SJPP) in Bridgetown. The SJPP offers a two years
programme for post-secondary youths in wood boatbuilding and fibreglass techniques. The
courses offered are both theoretical and practical with work terms or industrial attachments
included in the programme.
From the numerical point of view, the predominant boat construction material in the Barbados
fleet is fibreglass (GRP) with approximately 508 of GRP and the rest of wood, wood/GRP
and steel accounting for approximately 417 vessels. The majority, however, of the GRP boats
are small, although there is an increasing number of GRP vessels in the larger boats in the
Day Boat / Launch, Ice Boat and Long Liner fleets. The increase in the latter may be partly
attributable to the existence of a local fibreglass plant building 27 and 37ft Loa boats to a high
standard. Boats from this builder are also being exported to other islands in the region. Other
builders of large GRP boats have been operational but these appear to have ceased
production. There is one builder in Bridgetown specializing in small open boats of “Moses”
type, these boats are inexpensive and are in continuous demand. Fleet breakdown by size and
construction material is as follows:
There are approximately 445 vessels in the "Moses" class of which 368 are of fibreglass
construction. 49 of wooden construction and 28 are shown as a combination of
wood/fibreglass construction. These latter boats are of wooden construction sheathed in
fibreglass. Lengths of these boats range from 10ft Loa to 33ft Loa, all except some of the
smallest are powered by outboard (O/B) engines.
The "Launch" class is comprised of 286 boats of which 211 are of wooden construction, 68 of
fibreglass and 17 listed as wood/GRP construction. Lengths of the wooden vessels range from
17ft Loa to 45ft Loa, of the GRP boats sizes are 14 to 37ft Loa while those of wood/GRP are
15 to 29ft Loa.
Iceboats fleet is composed of about 160 vessels of which 104 are of wooden construction and
52 of GRP construction, four vessels are listed as GRP/wood construction. Lengths of

28 January 201615:46
14
wooden boats range from 25 to 49ft Loa, the GRP boats are from 25 to 46ft Loa with one
vessel in this group of 54.7ft Loa. The GRP/wood boats are from 23 to 48ft Loa, and
represent a relatively small number (4) of this fleet sector
Long liners comprise a total of 31 boats of which 19 are of GRP, 6 of wooden construction, 5
of steel and 1 of GRP/wood. The 19 GRP boats range from 38 to 70ft Loa however the
majority (15) are below 50ft Loa. Wooden vessels fall in the range of 42 to 49ft Loa. Of the
steel boats, the two largest of 80 and 90ft Loa respectively are foreign vessels with Barbados
registry.
Note: most fleet figures given for all countries are approximate figures rounded out for
convenience.
1.3.2 Dominica
Dominica with a population of approximately 75,900 is situated at 150
10’N. 610
30’W. With
a land area of 290 square miles (751km2
), it is one of the larger islands of the English
speaking Leeward Islands chain.
The fleet database kept by the Department of Fisheries of Dominica is on a community-by-
community basis and as such is difficult to analyse. In general terms, there are approximately
469 registered fishing vessels in Dominica, with boats ranging from 10ft Loa to the largest at
48.5ft Loa. However, the biggest component of the fleet consists of vessels in the 17 to 20ft
Loa range. From current data supplied by the fisheries division approximately 95% + of these
boats are of wooden construction either using logs, timber plank or plywood.8
GRP boats are also being imported in increasing numbers, mostly from Guadeloupe or
Trinidad, however the overall number still remains low due to cost of these boats compared to
canoes or planked boats.
Dominica still has several traditional dugout canoe builders operating in the Carib
communities on the northeast part of the island. These canoes range in size from 10ft up to
32ft Loa. The method of construction used is first to hollow the log after felling on site. The
roughly hollowed log is then transported to a convenient site to “open” the log. The technique
used is to fill the interior with rocks and water then light fires along port and starboard sides
sufficiently clear of the wood to apply heat without excessive scorching of the sides. This
assists in deforming the sides outwards to a suitable fair shape. Once the log has been
"opened" planks are applied to the sides in either Lap strake or Carvel fashion to raise the
sheer to the height required. Transverse sawn frames are fitted to hold the shape and the sheer
planks in place; two or three thwarts are also fitted depending on the length of canoe. During
the workshop held on Dominica two canoe builders attended for the full workshop, their
principal interest was to get information on how to build more seaworthy craft than the
traditional dugout; the workshop was able to provide such information. Another factor is the
increasing difficulty of finding trees of appropriate dimensions and species for these craft in
accessible locations.
Skill levels of the canoe and boat builders observed on Dominica are somewhat variable.
They range from young men just starting out as boat builders or canoe builders to older very
experienced builders with considerable skills that could be used for wooden vessels of various
types of construction. What is lacking according to some of the younger men in the trade, is a
lack of suitable training courses or a formalized system of apprenticeship to help them learn
the basics of proper wooden boatbuilding practices. One individual was interviewed who had
had a form of apprentice training with a French boatbuilder on Guadeloupe for a period of
about 2 years. His workmanship was excellent compared to other builders, which points out
the value of good basic training, even if only for relatively short periods.
8
Information available on disc for individual analysis.

28 January 201615:46
15
Notwithstanding the construction quality of most canoes, Dominica still has the dubious
distinction of having lost eleven (11) fishermen from the beginning to the end of 2001. In
addition, there were thirty-one (31) other reported incidents, fortunately not involving loss of
life, during this same period. Contrary to logic most losses have occurred on the west or
leeward coast of the island. It is reported by fishery officers that the majority of vessels
involved in these incidents were small craft up to 25ft Loa that had ventured too far offshore
and suffered engine failures or other misfortune. About 8 to 10 miles offshore the sheltering
effect of the island no longer protects small boats, current, wind and wave action is as strong
as that experienced on the windward side. This certainly points to the need for better boats
and most likely instruction in better engine maintenance.
1.3.3 Antigua & Barbuda
Antigua and Barbuda are two islands located in the sector delineated by 170
to 170
40’N and
610
40’W. Population is approximately 70,000 with a land area of 172 sq. miles (442sq.km).
The two islands are separated by a relatively shallow shelf / reef area, on which practically all
fishing takes place using fish and lobster traps. There are a small number of larger boats
pursuing other fisheries particularly long lining for pelagic species; these account for a small
percentage of the present fleet.
The Fisheries Division of Antigua and Barbuda recently (April 2001) concluded a survey of
the fleet; they have four (4) classifications:
 i) Open.
 ii) Open with Cabin.
 iii) Launch and
 iv) Sloop.
There are about 587 licensed fishing vessels listed in Antigua & Barbuda with 63 of these
registered in Barbuda. There are also some recreational vessels with fishing licences. The
survey actually found only 371 vessels, of these only 289 are active (February 2001). Quoting
from observations by the survey team; “Of the 371 vessels surveyed, 77.9% (289) were active,
accounting for 49.2% of the total number of registered9
fishing vessels in Antigua and
Barbuda (587). The present figure best illustrates the problem(s) that can occur when
estimates are based on outdated data. Hence, more timely surveys are needed to ensure
estimates of annual landings are more accurate (possibly every two years).” The implications
of these findings will have dramatic effects on fishery management policy. For full details,
refer to the report on the survey.10
Traditional wooden “Sloops” of smaller sizes were at one
time used for fishing, only four of these are still used for fishing, others have been modified
by removal of masts and converted to motor launches. There has also been a rapid change to
fibreglass in the last few years though no figures are available indicating the yearly increases.
The Barbuda commercial fishing fleet is now comprised entirely of GRP boats. The majority
of GRP fishing boats are imported from Trinidad with a few from Martinique, although
Martinique is closer, the Trinidad pirogues cost less.
The fleet composition in Antigua and Barbuda is heavily weighted to small boats involved in
the trap fishery for reef fish and Lobster in the area between the two islands. Some brief
analysis of the fleet composition by type, size and material are given below:
“Open” boats are generally less than 20ft Loa and comprise about 215 vessels or nearly 58%
of the total 371 active boats in Antigua and Barbuda. Of these open boats over 52% are of
GRP construction, with Barbuda having 100% GRP. Engines are all gasoline fuelled O/B’s.
9
Registered and Licensed used interchangeably, the actual term should be Licensed F/V.
10
Report on the Vessel Frame Survey 2001 Antigua & Barbuda. by Horsford, Ian S. Fisheries Officer,
Fisheries Division, Ministry of Agriculture, Lands & Fisheries. Perry Bay, St. John’s Antigua, W.I.

28 January 201615:46
16
“Open with Cabin” type boats total 67 counting both islands. These range in size from under
20 to 30ft Loa. Antigua has 65 of this type while Barbuda has the remaining two vessels.
Figures provided by Fishery Division indicate that over 63% of these boats on Antigua are of
wooden construction, while in Barbuda it is 100% GRP. Engines are exclusively of O/B
gasoline.
“Launch’s” are approximately 79 vessels in total with 78 of this number on Antigua.
Launches are almost exclusively powered by inboard diesel engines. Wooden construction
comprises about one third of the total launches. Wooden launches fall in the size range of 21
to 30ft Loa while those of GRP are in the 31 to 40ft Loa range. Average engine Hp for all
launches is almost 263Hp.
“Sloops” are the wooden boats that Antigua was renowned for, particularly as swift sailing
craft for inter-island cargo transport. There are however only 4 sloops operating in the fishery
ranging in size from 21 to 40ft Loa, the predominant size is 31 to 40ft. All are based in
Antigua. Engines are inboard diesel averaging 160Hp.
“Other” is another classification, totalling 6 vessels, 5 in Antigua and 1 in Barbuda. The 5
boats in Antigua are all of GRP construction with engine horsepower averaging 368Hp on
vessels ranging in size from 20ft to 30ft Loa. All engines are gasoline O/B’s. The single boat
in Barbuda is in size range of 41ft to 50ft Loa with an inboard diesel of unknown Hp.
Antigua also counts 18 “recreational” fishing boats (61.1% active) 50% of which are between
21 and 30ft Loa. All of these vessels are of GRP construction and over two thirds use inboard
gas or diesel engines with the remainder using gas O/B’s. Average engine Hp for this group is
358Hp,
One fisherman using a recreational vessel was interviewed who had a fish attracting device
(FAD) deployed some 20km offshore in deep waters west of the island, location only by GPS
navigator or by accident. This FAD has been highly productive for pelagic species such as
Mahi-Mahi and Tunas.
Traditional wood boatbuilding skills, especially in sawn frame construction are becoming
scarce, considering that only a few years ago, less than 15, Antigua was renowned for it’s
wooden sloops of up to 90ft Loa. Only two practicing boatbuilders below retirement age were
encountered on Antigua. One is a highly skilled wood boatbuilder who is very much in
demand for his standard of workmanship. The other boatbuilder is self-taught and has a keen
interest in design factors of boats besides the physical construction aspects. The former
skilled boatbuilder is in demand for the repair and maintenance of wooden pleasure craft and
yachts, of which there are many not only in marinas around the island, but also around the
region. Consequently, it is difficult for fishermen to afford the rates of pay he commands.
Recognizing this he will on occasion take an interesting fishing vessel job at cut rates to assist
the fisherman; otherwise, he could be employed full time in the recreational boating industry.
His interests also lie in the application of modern wooden boatbuilding techniques. In
particular, the use of Epoxy and Resorcinol resins for laminating all structural parts of a
vessel such as keel, deadwoods, stem and stern assemblies, frames and various types of knees
commonly used in boatbuilding. Given the work available to this builder it would indicate
that there is still a good demand for trained wooden boatbuilders in the region. It is expected
that during their needs assessment study in the region SJPP will be able to properly quantify
this demand for training.
Fibreglass repair skills are quite well developed in Antigua, this is considered to be a direct
result of the large fleets of fibreglass charter boats based at various locations around the
island. However, although the skills exist, the same problem of affordability arises for
fishermen who need repairs to damaged GRP fishing boats but have difficulty in paying the
wages demanded. Furthermore, because of the perceived “simplicity” of GRP repairs there
are also reported to be many repairmen of somewhat dubious skills offering services to the
unwary at bargain prices.

28 January 201615:46
17
1.3.4 St. Vincent & the Grenadines
The island of St. Vincent is situated at 130
15’N. 610
10’W with the Grenadines just to the
south of the main island. Population of St. Vincent & the Grenadines is approximately
112,000 with a land area of 150 sq. miles (388 sq.km). Principal boat building sites are found
in Kingstown and environs as well as on the island of Bequia which is the principal traditional
boat building island situated to the south of St. Vincent.
There are approximately 558 registered (licensed) fishing vessels in St. Vincent with boats
ranging from 10ft Loa to 30ft Loa. An approximate breakdown of types shows 35% are
Pirogues, 26% are wooden double enders (bow & stern), 30% planked beach seiners (also
double enders) and about 1% canoes. From current data supplied by the fisheries division
approximately 90% of these boats are of wood construction using timber and or plywood.
GRP boats are also being imported in increasing numbers, mostly from Trinidad & Tobago.
During the familiarization mission undertaken to St. Vincent & Grenadines June of 2001 an
interview was conducted with one older boatbuilder engaged in repairs and modifications to
Trinidadian Pirogues. These boats had suffered cracking of the gunwale moulding from the
pounding at high speed in choppy waters.11
Repairs consisted of removing the GRP gunwale
moulding and substituting an outer wooden rubbing strip and an inner wooden gunwale with a
cap over both, rubbing strip and gunwale was through bolted and the cap screwed down on
top, the material being Greenheart. It was reported by the boatbuilder that this has cured the
problem with all boats he has modified to date.
In the Grenadines the predominant boat construction material at this time is marine plywood
sheathed with fibreglass cloth and either epoxy or polyester resins. It was reported by
boatbuilders that epoxies are more commonly used for their better adhesive properties. The
boats being built are on average 20 to 24ft Loa, of hard chine construction with relatively
deep “V” sections. The engines fitted, are all outboard gasoline type with HP averaging about
75Hp. These are mostly used to prosecute the Lobster fishery where speed is considered
essential to get the catch back to shore in prime condition. Lobsters are captured by divers
using snorkels and scuba equipment.
1.3.5 Grenada
The island of Grenada is situated at 120
5’N. 610
50’W and is the most southerly of the
nations participating in the Project. Population stands at approximately 100,200, land area is
133 sq. miles (344 sq. km). There are two other islands in the group, Petite Martinique and
Carriacou situated NE of Grenada at approximately 120
25’N. 610
25’W.
There are nearly 1000 registered (listed) fishing vessels in Grenada, with boats ranging from
7ft Loa (2.1m) to the largest at 78ft Loa (23.7m).
From current data supplied by the fisheries division, the majority of these boats are of wooden
construction using timber and or plywood. Another group is of wood or ply construction
sheathed in fibreglass and polyester resin or fibreglass cloth and epoxy resin. In some cases
no cloth or fibreglass is used, epoxy resin is simply painted on all exposed wood surfaces to
seal them against ingress of water then painted with the desired colours or anti-fouling paint
on the bottom.
Fibreglass boats are reported to be the most rapidly growing sector of the fleet, currently
approximately 20% of total numbers at present. The majority of GRP boats are in the size
range of 18’ to 28’ and are of open construction with outboard motors for power. All are
11
This problem is consistent throughout the islands on some models of Pirogue. It is probable that
some boats of this type are built to meet a price rather than a standard. This is borne out by inspection
of boats from the same manufacturers using similar Hp engines over much longer periods of time,
which up to now have no signs of structural failures, one such boat inspected was 15 years old and still
in very good condition.

28 January 201615:46
18
imported from either Trinidad or Martinique. The Trinidad boats tend to be “Pirogue” style
whilst boats from Martinique appear to be a modified Yamaha style with a slightly deeper
“V” midships than the original design, probably to help operation in choppy waters.
The Fisheries Division of Grenada does not subdivide the fleet into size ranges, as do some
jurisdictions, vessels appear to be classified more on the type of fishery pursued. Following is
a brief description of the fleet profile according to size and construction material, fishing
method linked to vessel size will be dealt with separately:
There are approximately12
993 fishing vessels listed in the Grenada Fishery Division
database, of these 117 are not specified as to either length of vessel or construction material.
Wooden construction is the largest sector of the fleet represented by approximately 650
vessels, of which there are: - in size range less than 16ft Loa 109, from 16ft to 20ft Loa 240,
from 21ft to 25ft Loa 206, from 26ft to 35ft Loa 83, from 36ft to 45ft Loa 17 and from 46ft to
50ft Loa 8 boats. As can be seen the wood boat fleet is predominantly small vessels between
less than 16ft Loa to 25ft Loa.
Fibreglass boats account for approximately 185 vessels, of which most are open “pirogues” of
between 25ft and 29ft Loa. There are 43 larger boats listed of 30ft to 42ft Loa and one (1) of
55ft Loa.
There are 36 wooden boats listed as sheathed with fibreglass and / or fibreglass and epoxy
resin, most, 32 are in 17ft to 35ft Loa range with 4 between 36ft and 48 ft Loa.
By fishing method, the two largest sectors of the fleet are those that fish small and large
offshore pelagic species. The small offshore pelagic fleet has 264 boats with most in the range
of 16 to 25ft Loa with 33 vessels between 26 and 38ft Loa for the balance. The fleet for
fishing the large offshore pelagic species consist of about 254 boats between 16 and 50ft Loa
of which the largest number is between 18 to 28ft Loa and are mostly pirogues. There are
however, 61 boats between 29 and 35ft Loa, 18 between 36 and 40ft Loa, 22 between 41 and
50ft Loa and one (1) at 55ft Loa. These two sectors account for over 50% of the Grenada
fleet.
The next largest sector with 217 boats is classified as fishing on the slope areas, for a mixture
of pelagic and demersal species including large deepwater squid.
Common fishing areas are all relatively close to Grenada, most fish being within sight of land,
only the larger boats go farther offshore. One reported reason for the large numbers of small
boats fishing for large pelagic fish is that there is a relatively steep slope away from the
island, giving deep water sometimes within a few hundred yards of the beach. Many small
open boats were observed with hand operated long line reels fishing within one half mile of
the beach.
Boatbuilding and repair facilities vary from basic beach sites for wooden boats to fully
equipped boatyards capable of handling all types of vessel for service and repairs. At present,
the only fibreglass boatbuilders are building large sailing catamarans and recreational craft for
the tourist and charter operations in the region.
Wooden boatbuilding is concentrated on the islands of Carriacou and Petite Martinique to the
NE of Grenada. Wood boatbuilding sites are quite rustic, most being a plot of land just above
the high water mark on whichever beach is closest to the owners or builders home. Equipment
and tools vary from basic hand tools, electric power tools and gas chainsaws for roughing out
work on large pieces. Shelters are sometimes built over the site, mostly to have shade from
direct sun. Boatbuilders at the workshop in Grenada said that they are sometimes contracted
to build boats at other island locations.
12
Data input is variable in some lines so sorting by category is not always exact, there are according to
the record 993 fishing boats listed, not all are licensed, others have no details only a license number,
vessel number and owners name.

28 January 201615:46
19
Grenada has a few (3-4) boatbuilders working on both large and small vessels at various sites
around the island. At one location (NEWLO)13
small fibreglass boats 10ft Loa were being
built in GRP as part of the trades training program, supervision of this program is being
overseen by a local boatbuilder with some experience in working with fibreglass.
1.3.6 St. Kitts & Nevis
The two islands of the Federation of St. Kitts & Nevis are situated at 170
20’N. 620
44’W.
and 170
08’N 620
34’W respectively. Population is approximately 41,000. Land area is 104
sq. miles (269 sq.km). These two islands are at the northwest end of the Leeward Islands. The
Federation has two fishery authorities with the office of Chief Fishery Officer residing at the
Fisheries Division in Basseterre St. Kitts. On Nevis, there is the office of Director of Fisheries
and two fishery officers. They are responsible for administration of all fishery matters on
Nevis, but ultimate responsibility for the Federation lies with the Federal Government in
Basseterre.
For logistic purposes, the island of Nevis was the first to be visited during the familiarization
trip to the Federation of St. Kitts & Nevis.
According to figures reported by the Fisheries Division in St. Kitts there are 369 fishing
vessels on the lists for St. Kitts & Nevis of which 287 are listed for St. Kitts and 82 for Nevis.
This is further broken down on St. Kitts to show that of 287 vessels registered only 109 have
current fishing licenses, or only 38% of the fleet. Nevis has no further breakdown on active or
inactive vessels. One item from the St. Kitts figures shows a big jump in fleet numbers from
141 boats in 1998 to 244 boats in1999. The subsequent years of 2000/2001 show a small
increase to 287 registered vessels for both years.
Most boatbuilders specializing in wooden fishing vessel construction are located on Nevis, a
total of five were visited. On St. Kitts two active builders were visited, one specializing in
wooden laminates for framing and knees, the other being a fibreglass specialist. Basseterre is
also the location of a large fibreglass yacht building operation, “Caribe Yachts” which at the
time of the first visit was closed down. However, later in the year during the period of the
National Workshop this yard had reopened under new ownership. The yard specialises in the
building of large (60ft) sailing catamarans for the tourist industry and exporting boats to other
islands in the region. These facilities are quite modern with a skilled corps of workers.
Technical expertise in the management side is also very high. Computer aided design is being
extensively utilized for all aspects of boat building from initial design, mechanical and
engineering systems on to the finished product. The Samuel Jackman Prescod Polytechnic
(SJPP) of Barbados met with the yard owners to investigate possible linkages between them.
A possible outcome of cooperation between SJPP and “Caribe Yachts” could be the training
of personnel from Barbados in the use of the Computer Design & Analysis Software14
package that is presently with the SJPP and Fisheries Division Barbados. FAO has strongly
recommended that the software package should only be used by persons trained in its
operation, and preferably with a background in Naval Architecture.
1.3.7 St. Lucia
The island of St. Lucia is located at 140
0’N. 610
0’W. (Castries) and is most northerly of the
English speaking Windward Islands group participating in the Project. Population is
approximately 150,000, land area is 238 sq. miles (616 sq km).
There are 1019 registered (listed) fishing vessels in St. Lucia, with boats ranging from 7ft Loa
to the largest at 60ft Loa. (2001). Traditionally most vessels were open wooden canoes,
however, according to a “Fisheries Sector Review for St. Lucia” published in 1999 there has
13
NEWLO is a youth training centre, specializing in job skills training.
14
AUTOSHIP Rel: 8

28 January 201615:46
20
been a rapid change to fibreglass pirogues, mostly imported from Trinidad but also a few
from Martinique. Most vessels, over 70%, fall in the size range of 21-30ft Loa would indicate
a trend toward larger fibreglass vessels away from the traditional small wooden boats and
canoes in the size range 12-20ft Loa. These two classes of boat accounted for approximately
81% of the total fleet in 1999. Along with the move to larger vessels has been a coincidental
move to install higher horsepower outboard engines to handle the larger boats.
The swing from wooden boats to GRP construction is well under way in St. Lucia. This is
causing some problems with availability of qualified personnel to properly repair damaged
GRP fishing boats. Whilst there are some qualified GRP repair persons operating in St. Lucia
they are mostly occupied with yacht and charter boat repairs, which tend to be much more
profitable. From observations of several repairs being conducted, it is apparent that training in
proper GRP repair and maintenance techniques is a necessity for the fishing community.
Again, the value of training was shown during a visit to a small GRP boat repair operation.
This facility was being run by a young man who had spent about two years as an apprentice
working with a European boatbuilder in the marina at Rodney Bay. From inspection of repairs
carried out to boats on site, it was obvious that the standard of his work and his understanding
of the material and how it should be used was relatively high.
Principal boat building sites visited on St. Lucia were in, Castries Harbour, Vieux Fort and
Praslin. Two sites were visited in Castries Harbour, one is a specialist in small boats up to
15ft Loa in either wood or GRP. A second site had two larger wooden boats under
construction; boats were of “V” bottom design using pressure treated wood for frames and
plywood for planking. This is a departure from the traditional round bilge carvel planked
construction normally undertaken here. Explanation for this by the boatbuilder was that it is
becoming harder to obtain suitable materials for traditional style boat construction. In Vieux
Fort the principal material is GRP and as such has a small group of persons involved in repair
of these boats. The St. Lucia national workshop held in Vieux Fort addressed some of the
problems observed. For more detail see St. Lucia National Workshop Report, 19-23
November 2001 and the Travel Report for Grenada & St. Lucia, 14-17 May 2001.
1.4 Legislation
In most of the OECS countries and Barbados, matters relating to registration, vessel
construction, survey and safety standards for small fishing vessels are either governed by
legislation relating to shipping or maritime matters (such as the Shipping or Merchant
Shipping Act) or fisheries matters (the Fisheries Act). These two kinds of legislation lay
down basic requirements, explicitly or implicitly, that some kind of standards for construction
and survey or standards for safety at sea, be promulgated for ensuring that safety qualities of
the vessels or safety of persons using such vessels will be assured. Therefore, and depending
on which legislation governs the issue of standards for small fishing vessel construction and
survey or safety at sea, such legislation would have to be examined to determine what needs
to be done (through amendment to legislation or further elaboration of requirements relating
to standards).
On the basis of the review undertaken by the Project, it would appear that most, if not all the
OECS member countries, have no legally required standards for small fishing vessels
construction, while a few countries require that some inspection and safety procedures be
followed. Barbados requires registration of fishing vessels which, although is referred to as
registration, is largely a process that relates to keeping records of vessels involved in fishing
and ensuring basic operational safety at sea. Others require only inspection for operational
safety on the basis of a prescribed minimum or safety equipment to be carried on board a
fishing vessel. Whatever the intent of current legislative provisions, a cursory review of these
regulations indicates that the requirements are basic or inadequate, and therefore need
immediate enhancement. The main finding therefore is that all OECS countries would need
to amend legislation or promulgate regulations that set out standard specifications for
construction of fishing vessels as well as require registration, inspection and certification.

28 January 201615:46
21
2 Workshops and Regional Seminar
2.1 Regional Workshop/National Workshop Barbados
The workshop was held in Barbados from 4 – 13 July 2001. It was attended by participants
from the Fisheries Divisions and or Units of Antigua, Barbados, British Virgin Islands,
Dominica, Grenada, St. Kitts and Nevis, St. Lucia, as well as, St. Vincent and the Grenadines.
In addition, Mr. Peter Murray represented the OECS.
The FAO representative and OECS addressed the workshop which was formally opened by
Mr. Randolph Hinkson, Permanent Secretary, of the Ministry of Agriculture and Rural
Development A report of the workshop is attached as Annex III..
The Regional Workshop had been designed to bring the attention of all participating countries
in the Project to the major issues that had been identified as being common to the region. At
the same time, the Workshop was to consider the National issues in relation to the host
country, Barbados. At the same time, the reaction of the participants to the workshop format
was closely monitored to note and act on pertinent suggestions and recommendations.
Thereafter, the format of the Regional Workshop served as a model for the other National
Workshops that followed.
The Fishery officers from the participating countries (except Barbados) were the subsequent
organizers of their own National Workshops. In like manner to Barbados, they secured
presenters from the insurance companies, banks and Coast Guard etc, along with boatbuilders,
fishermen and other pertinent groups of stakeholders.
Prior to the opening of the Regional Workshop, the Project installed an educational software
programme entitled “AUTOHYDRO “ on one of the machines in the computer studies
division at SJPP, in preparation for the Regional Workshop. The programme was used to
demonstrate the principles of naval architecture prior to preparing the participants for the
inclining experiment and rolling period test that were carried out on the vessel “Pettit”. The
FAO Naval Architect, together with the local Naval Architect provided by SJPP under the
LOA, used the programme to analyse data collected during the experiments.
At the workshop session during which the FAO Naval Architect explained the results of the
experiments, the need for technical expertise in naval architecture was clearly demonstrated.
The participants appreciated the fact, that although they may not have the expertise
themselves, the demonstration had made them aware of how certain stability problems might
be recognized. They realised that an error of judgement could have serious consequences
hence the need to seek the opinion of a qualified person.
The Project recommends that as and when SJPP is ready to use the software for teaching
purposes, the sessions must be monitored by a qualified Naval Architect. It is also
recommended, that SJPP (with the assistance of the Naval Architect) should develop modules
within the scope of the programme with a bias towards boatbuilders as well as for the
instruction of inspectors.
2.1.1 Input to work programme
2.1.1.1 Standards
Scantlings
The workshop took note that scantling tables had yet to be developed for the various vessel
types.15
It also noted, that these would most likely be on the basis of the minimum acceptable
15
Scantling tables offer minimum standards of measurement for the various components in a vessel;
they do not constitute a complete set of rules for the design and construction of a small fishing vessel.

28 January 201615:46
22
standards, commensurate with good boat building practices, taking into consideration the
wide variety of vessel types in the region and their areas of operation. Acceptable alternatives
to current building procedures, particularly in wooden boat construction, would also be
included in the scantling tables. Additionally the Inspectors would be able to exercise
discretion and may give consideration, to alternative arrangements in special circumstances.
Inspection Services
The workshop stressed, that in formulating inspection services, due consideration should be
given to the long-term fisheries plan and fleet development. However, the workshop noted
that the actual proposals for a specific island State could differ from that of another.
Nevertheless, there should be a common approach to ensure that the authority responsible for
the inspection of small fishing vessels can make decisions based on the best available
technical advice from properly qualified and experienced persons. In some cases, there would
be a need for options for implementation in the short term as well as on long-term basis.
Consideration to be given the need for manpower development programmes for inspectors.
2.1.1.2 Selection of new entrants (Inspectors of Fishing Vessels)
It was noted that in planning the number of entrants, the procedure should be linked to the
manpower development strategy for each country. It should take into consideration the
responsibilities of the individual fisheries administration, as well as, how the inspection
service would be managed. The selection process should be based on required levels of
education and or experience commensurate with the job description of the post to be filled.
2.1.1.3 Training
Inspectors
It was agreed that a common approach to training should be adopted` for each grade within
the inspection service. In this regard, the use of an appropriate regional facility should be
considered. The courses offered should be designed for upgrading of existing staff
academically as well as upgrading of inspection techniques.
For new entrants holding the minimum acceptable academic qualifications for entry,
provision should be made for such entrants to obtain credits in the required subjects that
would be necessary for accreditation as an “Inspector of a Small Fishing Vessel”. Thus, an
entrant with the required qualifications in vessel construction may have to obtain credits in
marine engineering and or electrical subjects and or in naval architecture (with a bias towards
stability). Others, with different basic entry qualifications might have to obtain credits in hull
construction and brush up on naval architecture. All would have to obtain credits in vessel
measurement and the allocation of a scantling numeral or equipment number as the case may
be. In addition, all participants would have to obtain credits in, for example, interpretation on
the Fisheries Act, the Maritime Transport Act and related regulations.
Other Disciplines
In parallel with the training of inspectors, there should be training opportunities for naval
architects, marine engineers, boat builders and fishers. In this regard, boat-building courses
could well follow the City and Guilds format.
2.1.1.4 Certification
It was recognized, that while the programme had yet to be developed for those at the highest
level. Nevertheless, the certificate for a Senior Inspector of Fishing Vessels should be
comparable with the qualifications required for an accredited hull and machinery surveyor
(surveyor of ships) in the region. There could also be, however, accomodation for a lower
level certificate holder to attend the higher-level course, following appropriate service as a
junior or assistant inspector of small fishing vessels.

28 January 201615:46
23
Examinations for naval architects would have to be at a level commensurate with
international practice.
As a basis for the certification of boat builders, it was noted that this should be linked to a
recognized international or regional standard. If the City and Guilds of London were to be
selected as a standard, the minimum level for full accreditation of a boat builder would most
likely be the “Final” level for a “master boat builder”. A lower level of certificate may be
considered appropriate for those working under the supervision of a “master boat builder”.
For those boat builders presently operating and with a traceable record, special provisions
would be necessary for their inclusion as recognized professional boat builders.
2.1.1.5 Authority
The participants noted that the authority for the inspection of fishing vessels is currently
vested in the Chief Fisheries Officer. It was agreed that this is not necessarily related to the
capability of the fisheries administration to carry out the actual inspections, but more to the
ability to manage the inspection process. Should the situation change or be threatened, the
responsible ministries should ensure that the requirements are not downgraded in any way and
that systems so enforced do not have an adverse effect on fisheries management measures.
2.1.2 Implications
2.1.2.1 General
The participants recognized that the standards should be formulated in a readily
understandable manner. Furthermore, taking into consideration the level of preparedness in
individual countries of the region, there should be a clear indication of the time frame for the
implementation of any new Regulations. In this regard, there would also be a need for
advanced publicity to alert all stakeholders of the intention to introduce acceptable standards
of construction and inspection of small fishing vessels. At the same time, it should be
explained how these would also apply to imported vessels, both new and second hand.
2.1.1.2 Fishing Industry
With regard to fishing vessel operations, the fishing industry in Barbados considered that the
safety equipment should be reviewed especially for the vessels operating at long distances
from shore. For example:
 Life rafts should be carried.
 Flares ejected from a pistol should be required16
 Navigational aids such as GPS should be included
 EPIRBS should be required
 Spares should be included for alternators and starting motors.
It was also considered that the Coast Guard (in Barbados) should be strengthened and that
communications could be improved with the fishing community.
It was further considered that having acceptable standards of construction and inspection
would be appropriate. However, in order to give time for the fishing industry to adapt, there
should be a phasing in process between adoption and implementation of the new standards.
16
FAO note: The argument centred on a vessel setting a flare at a height that could be seen from a long
way off and that hand held flares could then be used for the rescuer to home in,

28 January 201615:46
24
2.2 National Workshops17
2.2.1 Dominica
Dominica hosted the first national workshop from 20th
– 24th
August 2001, participation was
excellent with a good mix of stakeholders divided 3 ways between boatbuilders, fishermen
and fishery officers. Sessions were an approximate even split between presentations and
practical fieldwork on fishing vessels.
2.2.2 Antigua and Barbuda
Antigua and Barbuda hosted the second national workshop from 3rd
– 7th
September 2001.
Participation varied by days. Two (2) of the boatbuilders who attended, could only participate
on a part time basis since they had other business to attend to. A large contingent of Coast
Guard personnel (5) attended on most days along with fishery department, extension workers,
fishermen and boatbuilders. Both presentations and fieldwork sessions were also covered in
this workshop.
2.2.3 St. Vincent and the Grenadines
St. Vincent and the Grenadines hosted the third national workshop from 17th
– 21st
September,
participation was again variable due to work and fishing pressures for some participants.
There was however generally good attendance, especially from local boatbuilders on the last
three days. Classroom style presentations and practical fieldwork sessions were also carried
out during the last two days of the workshop.
2.2.4 Grenada
Grenada hosted the fourth national workshop from 1st
– 5th
October 2001; participation was
excellent with a good mix of stakeholders divided 3 ways between boatbuilders, fishermen
and fishery officers, similar in many ways to the Dominica workshop. Sessions were also an
even split between presentations and practical fieldwork on fishing vessels
2.2.5 St. Kitts and Nevis
St. Kitts and Nevis hosted the next, fifth national workshop from 29 October to 2 November
2001 which was actually out of turn with St. Lucia, due to a conflict of dates with a regional
fishery planning and management conference. This workshop was well attended by
boatbuilders, fishermen, fishermen’s organisation representatives plus the Coast Guard and
Fisheries Division personnel. Also attending, as observers were one representative each from
the OECS nations not actively participating in the Project, these being Anguilla, British
Virgin Islands and Montserrat. Feedback after the workshop was very positive from all three
representatives. The same pattern was followed as in previous workshops of presentations,
discussions and practical hands on fieldwork.
2.2.6 St. Lucia
St. Lucia hosted the sixth and final national workshop from 19 – 23 of November 2001 in
Vieux Fort, a fishing centre on the southern tip of the island. Attendance and participation
was good with a mix of boatbuilders, boat repairmen, fishermen and fisheries officers from
the district office and headquarters staff from the capital Castries. The location was at the new
fishery complex, which provided a conference room and workshop facilities for some of the
practical sessions.
17
The National Workshops were all completed by 23 November 2001. A report of each workshop is
attached as an Appendix to Annex IV.

28 January 201615:46
25
2.3 Regional Seminar, St. Lucia
2.3.1 Introduction
The timing of the Regional Seminar had to be rescheduled for a number of reasons and was
not held until 27 – 30 November 2001 in St. Lucia. The delay did however allow the Project
to report in full on the outcomes of the National Workshops. The report of the Seminar is
attached, as Annex V.
The intent of the Seminar was to bring together senior officers from the various fishery
divisions, OECS and FAO to consider progress made on substantive issues and to give further
guidance to the Project.
2.3.2 Summary of agreements
The agreements reached by the Seminar on a number of key issues included, inter-alia:
 As proposed in document TCP/RLA/69RS-03, the format for incorporating standards
of construction of small fishing vessels, by way of amendments to the legislation may
be followed, albeit with any minor refinement that may be required under national
legislation.
 The assessment of needs for small fishing vessels' survey and inspection services, as
set out in the document TCP/RLA/69RS-04, should be followed. Fisheries
administrations, however, should take the initiative at the national level to ensure that
adequate arrangements are in place for the provision of vessel inspection services. It
was recommended that there be follow-up at the national level in identifying the
competent agency or agencies for vessel inspection.
 In relation to the private sector needs for training, it was agreed that there was a need
for more education and training rather than the present empirical method of learning
and that apprenticeship schemes should be considered.
 The participants noted that there was a need for simple contractual arrangements to
clear up any misunderstandings between boat builders and the fishermen to help
reduce the threat of and expense of litigation in the event, of a dispute.
 SJPP stated that it will conduct a needs analysis throughout the Region to determine
the kinds, levels and scope of the training necessary. In addition, the Polytechnic will
liase with other regional institutions to determine to what extent they could participate
in such a programme of training.
 In relation to the recommendations for the measurement of small fishing vessels, the
participants accepted the principle that had been proposed. They agreed that these
should be incorporated in draft legislation and that the Project could proceed to
finalize the construction standards using the scantling numeral and the equipment
number as criteria. It being understood that the definitions of length, breadth and depth
should be so defined.
 It was recommended, that any harmonized legislation to be developed, should be in a
generic format that could then be tailored to the situation and needs of individual
countries. In preparing this generic legislation the meeting suggested the following
matters should be given special attention:
o the need to clearly distinguish between the act of registering and the licensing of
a vessel as well as the issuing of a licence to fish.
o recognition that many vessels below 24 m have the capability to fish on the high
seas adjacent to the region.

28 January 201615:46
26
o that vessels are entitled to fly the flag of the State in which they are registered:
and,
o the need to allow for a phased approach in the implementation of the provisions
of legislation and for the possibility for exemptions where appropriate.
 It was also recommended that there should be more communication and interaction
between the maritime and fisheries administrations at a national level. This would
facilitate the decision making process and cooperation on issues regarding the
administration and operation of fishing vessels below 24 m Loa.
Present at this seminar were senior representatives from all fisheries divisions of participating
nations. One representative each was invited from fisheries divisions of the British Virgin
Islands, Anguilla and Montserrat to participate as OECS observers. The representatives from
Anquilla and Montserrat were unable to attend due to other commitments.

Final Report of Project

Recommended

Recommended

More Related Content

Viewers also liked

Viewers also liked (13)

Similar to Final Report of Project

Similar to Final Report of Project (20)

More from Safety for Fishermen

More from Safety for Fishermen (20)

Recently uploaded

Recently uploaded (20)

Final Report of Project