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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
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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.
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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
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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
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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 1that: “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.
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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.
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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
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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.
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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.
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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.
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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.
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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
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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;
report in writing on progress to the lead International Expert/Consultant
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,
report in writing on progress to the lead International Expert/Consultant
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
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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
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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
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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
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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
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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
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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
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“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.
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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.
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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.
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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
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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.
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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
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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.
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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,
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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.
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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.
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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.
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Part C Project Outputs
1 Benchmarks
1.1 Introduction
Establishment of general benchmarks regarding construction methods, materials availability,
facilities, infrastructure and skill base in the region, were originally to have been achieved by
development of a comprehensive questionnaire. The questionnaire was developed and
distributed to all islands fisheries divisions, only two written replies were received. The low
response rate meant that the data asked for in the questionnaire was only collected during the
missions of the International Consultants to the islands.
1.2 Wood boatbuilding
The basic state of boatbuilding technology for most wooden fishing vessels was found to be
relatively low even on islands which were previously renowned for production of large
wooden boats and sailing schooners. This is apparently attributable to the advancing age and
retirement of the few skilled boatbuilders actually still working at the trade. Only three
younger boatbuilders with any form of apprenticeship or other training were found during
familiarisation travel in the Windward and Leeward Islands. Barbados reportedly has about
six professional wooden boatbuilders only two of whom are less than forty years of age.
Inspection of many traditionally built wooden vessels indicated that in general, the scantlings
for the hull structures were similar to scantling dimensions used for wooden fishing vessels in
Europe, North America and elsewhere. However, the execution in many cases falls far short
of normally accepted norms. In the area of deck structures in particular, many vessels
inspected had no beam shelf or gunwales, deck beams were not of acceptable dimension,
generally being too small and too widely spaced. Many beams on close inspection were not
continuous under the deck, Carlings for hatches and wheelhouses were likewise deficient as
were most fastenings used. None of the boats inspected had tie rods installed in Carlings.
Sheathing of plywood for deckhouses was also found to be below standard on most vessels.
Plywood decking of inadequate thickness was also a common fault, in some cases noticeable
deflection between deck beams was observed when walking on deck. Other weak points were
usually fastenings in relation to dimensions or types used.
There are pockets of speciality construction in plywood hard chine boats, notably on the
island of Bequia in the Grenadines chain of islands. These boats are very well built using
good quality marine grade plywood over hardwood frames, and fastened with stainless steel
screws, nails and bolts. The whole structure is then coated with epoxy resin or in some cases
sheathed with fibreglass cloth and epoxy resin. Boats of this type are known locally as
“Cigarette boats”. They are not usually more than 24ft Loa fitted with O/B engines in 75 to
85hp range giving them exceptional speed. Boats are used for lobster fishing by diving with
tanks.
Hardware supplies such as fastenings and metal fittings for wooden boatbuilders were
reported to be in good supply, if a little expensive at times. The supply of good quality
hardwoods for backbone structures and frame timbers is not particularly good and costs are
escalating. Whilst there is still a fair supply of timber suitable for boatbuilding on some
islands it is becoming much more difficult to access. Much of the larger timbers necessary for
backbone or keels are imported from South America, Guyana in particular.
In most cases, engine installations on larger wooden vessels fitted with inboard motors had
been poorly executed. Of particular concern were:
inadequate fastenings of engine bed to hull structure,
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engine beds too small for engine,
no guards over moving pump pulleys and belts,
poor shaft alignment,
too small propeller size due to inadequate space in stern frame; and,
poorly installed ancillary equipment such as fuel tanks, fuel lines, and venting.
Other engine room items poorly executed include electrical installations using domestic
fittings, switches, wires and inadequately secured battery banks with no covers
Wooden boat builders, even with relatively short periods of apprentice training, were found to
be producing notably superior products to those with no training. This indicates the value of
any such training programme over the empirical and trial and error methods presently
followed.
1.3 Fibreglass boatbuilding
There are a variable number of fibreglass boatbuilders in Barbados, sometimes up to four.
Presently only one company building larger fibreglass boats is operational, producing 37ft
longliners for multi-day trips and 27ft boats for day fishing. Another builder is still
operational but only on small open boats for near shore fishery or recreational use. One
boatbuilder who previously built longliners of 42ft Loa, had apparently stopped boatbuilding
and is specialising in fabrication of industrial plastics such as tanks, pipes etc. Some “one-off”
fibreglass boats are occasionally built on male moulds.
There are fibreglass boatbuilders on two islands other than Barbados, notably St. Kitts and St.
Vincent and the Grenadines, these are, however, fully involved in construction of large sailing
catamarans for the recreational and tourism industries. Antigua, St. Lucia and Grenada have
quite well developed fibreglass repair facilities and skilled personnel, but mostly fully
occupied with the recreational boat fleets found in large numbers around those islands. The
economic advantage of working with the recreational fleets seems to preclude those skilled
repair personnel from working on fishing vessels for lower rates of pay. The unfortunate
reality is that as soon as a person becomes skilled enough to properly repair fishing vessels
they tend to leave for more lucrative employment opportunities elsewhere.
From observation, it is estimated that possibly 90% of open fibreglass fishing vessels in
common use in the eastern Caribbean are being built in Trinidad & Tobago and Guadeloupe.
The former are based on traditional Trinidad wooden pirogues of narrow beam to length ratio
and appear to be of relatively light construction and show evidence of various structural
failures after relatively short periods of service. The Guadeloupe boats are of heavier
construction. They are based on the traditional Japanese Yamaha design with high bow and
low freeboard. This heavier construction is reflected in the higher cost of these vessels
compared with Trinidad boats and the cost differential is reported to be in some cases 50%.
Some of the cost difference is also attributable to import duties imposed on the French built
product. Both types of boat are of open construction with some of the larger 29ft (8.8m Loa)
having integral iceboxes amidships. All these vessels are powered by outboard motors of
varying horsepower. On most islands, there is an upper horsepower limit for duty free or
reduced duty imports of outboard motors for commercial fishermen and this is usually about
75hp. In some cases, however, this is being ignored or pressure is brought to bear to allow
purchase of higher HP engines.
Larger fibreglass fishing vessels for longlining and other offshore fisheries, other than those
from Barbados, are generally imported used from the United States or Canada. Two new
(year 2000) fibreglass longliners have been imported from eastern Canada to St. Lucia in the
42ft Loa size range. In addition, a few boats of European manufacture were also found in St.
Lucia, and although these had been imported new they are now over 10 years old. Barbados
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imposes a maximum age limit of 5 years for imports of commercial fishing vessels, other
islands have an 8 year limit whilst others have no restrictions.
The importation of used fishing vessels that are in poor condition is a concern for the eastern
Caribbean nations. Some vessels, when presented for inspection prior to licensing are often
"unseaworthy" or otherwise substandard. More than often, they require the expenditure of
large sums of money on major repairs and safety equipment before they can be allowed to go
to sea. This is also of concern to lending institutions if they are involved in advancing loans
for the vessel purchase. These loans are often made on the presumption that repayments will
be forthcoming soon after the vessel is licensed. The extra time and money required making a
vessel seaworthy and then obtaining a licence to fish, may leave the owner in default of the
loan. The Project witnessed the sinking of one such large old fibreglass vessel (70ft Loa.) that
sank at its berth before it had even fished for one day. Other old large imported vessels
observed in some locations were generally in poor condition.
1.4 Building sites
There are two primary types of boatbuilding sites in the islands, the first is a fixed location
normally associated with construction of fibreglass hulls (either catamarans or mono-hulls).
The second more traditional site, is one chosen on a beach or piece of spare land being
convenient to the boatbuilder or the owner. Boatbuilding yards as such for traditional wooden
boat construction do not really exist in the sense of sheds, machinery and other infrastructure
normally associated with a boatyard in other parts of the world.
Some islands, for example Antigua, Barbados, Grenada, St Vincent and St. Lucia have
established marinas specialising in fibreglass repair and maintenance work for recreational
and charter boat fleets and some fishing vessels.
Dedicated boatbuilding yards for fibreglass construction were visited in Barbados, St. Vincent
and St. Kitts. In Barbados the number of yards is variable although presently the most active
is producing 37ft Loa. longliners. St. Vincent has one active yard at present building
catamarans for charter operations in the Caribbean with a second yard due to open during
2002 with plans to eventually build fishing vessels besides repair and maintenance operations.
St. Kitts has a large boatyard facility presently doing repair and maintenance of large
fibreglass catamarans. Plans for production of fishing vessels at this facility are not a priority
for the new owner.
1.5 Skills assessment
1.5.1 Wooden Boatbuilders
Skills assessment of self-employed professional boatbuilders was one of the key points
included in the questionnaire for the development of a benchmark. Among the wooden
boatbuilders there are vast differences in skill levels. For example, older professional
boatbuilders (estimated to be 8-10 in total) by their previous apprentice training and long
experience working in the trade, have superior skill levels and as such are in great demand. In
time, their numbers will decline due to retirement but a few are still willing to travel to other
islands to work. A second small group (no more than 6-8 for all islands) of middle aged
boatbuilders with excellent skills also exist and are in very high demand and like their peers,
they are willing to travel to other islands and work.
A third group of younger boatbuilders (estimated at 6-8 persons) with excellent skills in
construction of the smaller wooden boats (usually of hard chine plank and plywood
construction) are also showing good results. However, only two of the latter group are known
to have had a form of apprentice training, one in the French island, of Guadeloupe and the
other in Rodney Bay, St. Lucia. Both men demonstrate the value of training when comparing
their standard of workmanship with others of similar age but without training.
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The final group comprises mainly carpenters with poor boatbuilding skills and even less
understanding of the technical requirements for proper and safe, boat repair procedures. New
construction by this group also suffers with examples of vessels started and finally abandoned
when the complexity of certain tasks goes beyond the knowledge and skill levels of the
average carpenter are common. Sometimes the abandoned skeletons are taken over by
professional builders and properly completed, in other cases it is necessary to start from the
keel up again. Unfortunately, this latter group comprises a large proportion of the wood
boatbuilding and repair workforce. However, due to the transient nature of this group, it is
difficult to place a figure on their number although at a rough estimate, there may be as many
as 50 persons.
1.5.2 Dugout canoe builders
On at least two islands, principally Dominica and St. Vincent there are skilled dugout canoe
builders producing dugouts up to 30ft Loa, although most are smaller, usually between 10 –
15ft Loa. It is reported by canoe builders that supplies of logs large enough for canoe building
are becoming scarce and require considerable effort to access. This is causing traditional
canoe builders to seriously consider other methods such as hard chine boats built using plank
or plywood.
Two of the better known builders of Carib canoes, attended the national workshop on
Dominica. They came expressly to learn more about alternative methods of boatbuilding
having realised that they would likely have to change construction techniques in the near
future.
1.5.3 Fibreglass boatbuilders
Fibreglass skills exist in varying degrees on all islands in the Caribbean. There are very good,
well-trained, personnel working in the existing boatbuilding yards on high quality yachts and
motor fishing vessels. Conversely, there are many more poorly skilled persons doing
fibreglass repair who have only a rudimentary understanding of the usage of and the
limitations of the materials and processes. It is possible that the latter group exist due to the
high cost of hiring skilled personnel to repair fishermen’s boats. Results of this disparity in
skills are that many repairs also fail again within a short time period. The actual situation is
quite similar to that found and described in the wooden boatbuilding sector. At least two
Fisheries Division Extension Services have recognised this problem and are embarking on a
series of short training courses on Fibreglass repair and maintenance for fishermen, courses
will take place in fishing communities around the islands. Equipment and materials used
during the national workshops will be included in these courses.18
1.5.4 Steel boat builders
There are a number of steel-hulled vessels in service in the Project area. Any new
construction, such as it is, being carried out by metal fabricators who have a good
understanding of welding and plate forming techniques. In addition, they can follow an
engineering drawing but problems can arise when they try to improvise and this is directly
related to the fact that those interviewed, had no clear understanding of boatbuilding, naval
architecture or marine engineering.
Those building wooden and fibreglass boats would benefit from the use of qualified welders,
particularly when engine beds, deckhouses and deck beams are made of steel and
incorporated in wooden fishing vessels. This is one reason why welding should be included in
any training course for boatbuilders and inspectors. In this regard, the Project noted that SJPP
have a capability for training of welders and fabricators.
18 Papers developed specifically for the national workshops on the subject of Fibreglass Construction
Practices, Inspection, Repairs and Sheathing are TCP/RLA/0069 –03 + 03A + 04 and 04A.
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1.5.5 Fishing Vessel Inspectors
Skill levels for inspectors are extremely variable across the region although there are some
specific reasons for such large variations. Similarly, the actual requirement for vessel
inspectors varies throughout the region with the most comprehensive requirement being in
Barbados. In Barbados, the Fisheries Act and Regulations contain provisions for inspections
for all fishing vessels. These provisions include the requirement that before any new fishing
vessel construction is started an approval has to be obtained from the Fisheries Division.
Thereafter, the vessel construction is monitored by inspectors on a regular schedule until
launching. Final inspection includes verification that all necessary safety equipment is on
board and functional. The Chief Fisheries Officer has the power to require defective materials
and poor workmanship to be corrected before proceeding to the next stage. The Fisheries
Division inspectors likewise monitor repair work. However, currently there are no
requirements for sea trials of a new vessel.
The situation is less clear in the other islands and many Fisheries administrations rely on
assistance from the Coast Guard or Port Authority to ensure that lifesaving and safety
equipment complies with their Regulations. In many cases, the inspection of the actual
structure of the vessel is not included in their remit. Nevertheless, common sense should
prevail and the inspector or Coast Guard Officer should refuse to pass the boat, if it is
obviously not fit to put to sea but this is not always the case.
Significantly, there are no boatbuilders, Naval Architects or Marine Engineers among the
inspectors of fishing vessels on the staff of the various fisheries divisions in the region. The
majority working as inspectors presently have diverse backgrounds ranging from fisherman,
fishing technologist, electrician, motor mechanic, extension worker or administrative officer.
Whilst some of the existing inspectors have a good knowledge of how a vessel should be
inspected they lack knowledge of what constitutes good construction or engineering practices.
This puts them at a disadvantage when they tell boatbuilders not only why they are requesting
changes but also how the changes can be made and why such a change is necessary. The
boatbuilder, is generally aware of the background, qualifications and experience of the local
"inspector"
In general, Coast Guard personnel should be able to assess the safety equipment of a small
fishing vessel. Assessing seaworthiness, however, requires qualified personnel at the
appropriate rank. This is not widely the case in the Project area. Some islands are relatively
strong in this regard but the Project noted that due to internal and external training of the
appropriate officers, their availability could not be assured.
In the case of maritime administrations or port authority, fully qualified and experienced ship
surveyors are on the staff. Once more, however, their availability, for annual safety
inspections of the average fleet of fishing vessels cannot be guaranteed.
The Project established, that within the Project region as a whole, most persons who were
required to inspect a fishing vessel were aware of their own lack of knowledge in areas in
which they had no expertise. A number of inspectors also pointed out that simply running a
course on vessel inspection might be of benefit to expose the participants to inspection
techniques and administrative requirements. However, but not all would have the required
technical background to obtain a full understanding of the subject.
1.6 Institutional Training
1.6.1 Barbados
In Barbados the Samuel Jackman Prescod Polytechnic (SJPP) offers basic two (2) year
courses at post secondary level in both wood and fibreglass boatbuilding techniques. These
courses are of two years duration with periods of industrial attachments, usually with some of
the more skilled professional wood boatbuilders as mentors. The program has one instructor
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so student intake numbers are quite low, normally a maximum of 10 persons which through
the usual processes of attrition actually graduates only about half that number.
The institute has run short modular courses on basic naval architecture for fishing vessel
inspectors of the Barbados Fisheries Division. Resource persons able to teach these courses
were drawn from local accredited Ship Surveyors who have naval architects on staff.
Likewise, for short courses in marine engineering SJPP drew on resources from the
engineering department of the Barbados Coast Guard.
An assessment of the SJPP boatbuilding curriculum indicated need for further strengthening
of the program. In particular, the modification should include aspects of modern techniques in
the building of both wood and of fibreglass hulls. In addition, the curriculum should be
focused on a more integrated approach to boatbuilding to ensure that other trades are covered.
In this regard, the Project noted that SJPP should also consider the academic levels that might
be required for future vessel inspectors.
The study also revealed that there would be a need to ensure that the instructor (s) would be
suitably qualified and capable to undertake instruction within a restructured curriculum; in
particular in basic naval architecture related to stability.19
1.6.2 British Virgin Islands
Although not included in the initial benchmark survey, representatives from the British Virgin
Islands (BVI) attending some workshops as OECS observers indicated that the H. Lavity
Stoutt Community College (HLSCC) in BVI offered courses on boatbuilding. The college
specialises in fibreglass construction methods and repair.
1.6.3 Apprentice system, informal
An informal apprenticeship scheme had been in place for many years in the region. Young
people interested in learning the trade would come to an agreement with an established master
boatbuilder who would then include them in his workforce for the agreed period. Wages were
low but increased with experience of the apprentice. Today however, more especially for
construction of larger wooden vessels, boatbuilders are having problems in retaining young
trainees. This was a common theme found at all locations where large wooden boats are built.
One older boatbuilder commented that “youth of today do not like the low pay (initially) long
hours and hard work associated with the trade”. It may be noted here that with the advent of
more modern boatbuilding techniques for wooden boats much of the heavy labour of
traditional construction methods can be minimised. The Barbados system as presently
operated by SJPP is perhaps the closest approximation to an apprentice scheme in the region
and as such should be maintained and developed further.20
19 In a practical sense, this may mean upgrading existing staff at SJPP. Courses of this nature were
previously available through the City & Guilds of London Institute and were normally part of a
comprehensive four or a five years indentured apprenticeship in conjunction with boat or shipyards. It
may not be feasible to pursue this approach in this case. An alternative to both the training needs for
staff and further development of the curriculum would be to place a specialist technical advisor with
SJPP to work directly with the SJPP boatbuilding instructor in a train the trainer situation. In this
manner, the SJPP would not be without the instructor if it were necessary for him to spend time on
overseas courses or programs for extended periods. An added advantage of this would be that the
ongoing program at SJPP would not have to be disrupted. 20 Despite the apparent lack of new entrants to the boatbuilding trade in general, there are still pockets
or centres where wooden boatbuilding survives in a relatively healthy state. These are in Barbados and
the two islands to the north of Grenada, Carriacou and Petite Martinique and to a lesser extent, the
island of Bequia in the Grenadines chain can also be included.
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1.7 Legal Aspects
Lack of safety standards and local fishing vessel registration has been a long-standing concern
of the countries in the OECS region and in Barbados. The study on the implementation of
harmonised fisheries legislation in the OECS region in 1991,21 as a follow up to the common
approach initiated in 1983, provided a broad overview of the status of principal fisheries
legislation and regulations in the OECS region with respect to a broad range of fisheries
management issues including licensing, marking, safety standards, and registration of local
fishing vessels. With respect to registration and safety standards for local fishing vessels, the
study underlined the urgent need for promulgation of safety standards and registration
regulations. The urgent need for these regulations continues to be valid today.
The review of the implementation of the Harmonised Fisheries Legislation in the OECS
region suggested draft provisions for improving the Harmonized Fisheries Laws and
Harmonized Fisheries Regulations which included proposed draft text relating to safety
standards (Draft Harmonized Safety Standards for fishing vessels from OECS Member
States)22 and registration (Draft provisions for the Harmonised Fisheries Laws providing for
Registration of Local Fishing Vessels).23 The former set out safety equipment for vessels
falling into 5 categories while the latter set out the basic requirement for registration.
Regardless of whether or not the suggested text have been incorporated into legislation or
regulations by the OECS member states, technical experts are of the view that the
requirements in the text are inadequate for a combination of reasons. These reasons include
the fact that the proposals do not take into account the recent adoption of international
fisheries instruments, both binding and non binding, and the non comprehensive coverage of
all aspects of standards for registration and safety in particular the standards for small fishing
vessel construction. Despite the movement by the OECS in recognising the importance of
fisher’s safety in 1999 and the IMO regional initiative to set up maritime authorities through
the adoption of shipping regulations based on the Model Shipping Act, the facts that (1) most
international instruments relating to vessel safety including construction standards do not
apply to vessels below 24 meters; (2) the Model Shipping Act proposed under the IMO
regional initiative do not apply to fishing vessels; and, (3) the suggested provisions on fishing
vessel registration and safety are inadequate, point to the need for a new set of regulations that
cover the full range matters relating to small fishing vessels’ safety, from construction stage
(including notification and permission to construct) through to the stage of the vessels at-sea
operations.
Any suggested legislative provisions on safety of small fishing vessel will have to build on
enacted or recommended provisions.24
The setting of and ensuring compliance with standards for construction of small fishing
vessels will ultimately contribute to making fishing a less riskier occupation as it would
ensure that from the very the stage of introducing vessels into the fisheries sector, only
sturdy/safer vessels are allowed for use in fishing. The basic consideration would be how to
incorporate the agreed standards into the fisheries management legal framework. Generally,
while relevant fisheries legislation of the OECS and Barbados contain or hint at basic
requirements for construction of local fishing vessels and enable the promulgation of
regulations specifically for setting standards for the construction or alteration of local fishing
vessels, such standards will also have to fit into the entry requirements for fishing (input
control) which is through licensing and in particular the mandatory pre-conditions for
21 FAO, Report prepared for the Governments of the Organization of Eastern Caribbean States (OECS)
on the Implementation of Harmonized Fisheries Legislation in the OECS Region., Rome October 1991 22 ibid, Appendix 3 at p. 57 23 ibid, Appendix 4 at p. 65
24 In this regard some OECS States have embarked on drafting new regulations or amendments to
existing Regulations to improve the legislative framework.
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licensing which are vessel inspection and registration. Generally, under current principal
fisheries management legislative frameworks in the OECS and Barbados, no local fishing
vessel licences shall be issued unless the vessel (1) has been inspected and a valid inspection
certificate has been issued in respect of that vessel and (2) the vessel is registered. The
requirement for such vessel to be registered only after it is inspected and a valid inspection
certificate is issued merely fortifies the basic requirements for licensing and therefore entry
into fishing. To put this simply, while registration is a prerequisite for fishing licences, it
does not necessarily mean, legally, that one has an automatic right to be issued a fishing
licence after registration.
Recommending that OECS countries adopt regulations that ensure that fishing licences are
issued only to local fishing vessels which meet harmonised standards for construction will
also limit the market for vessels that do not meet the construction standards (non compliant
vessels) and ensure that safety at seas for small fishing vessels is not compromised by
unscrupulous persons who would otherwise buy, import or charter non compliant vessels.
For most of the OECS and Barbados, matters relating to vessel construction and 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 or used as benchmarks for ensuring that safety qualities of
the vessels or safety of persons using such vessels will be assured to some extent. 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).
Generally, most of the OECS member countries would need to promulgate regulations
relating to standards for small fishing vessels construction and survey and safety at sea. Some
of the OECS countries have promulgated legislation in respect of standards for safety of small
fishing vessels at sea (particularly standards concerning the type and amount of safety
equipment that should be carried on board the fishing vessel). If such current regulations are
considered basic or inadequate, then they ought to be enhanced. Otherwise, most countries
would need new regulations or other subsidiary legislation which set out standards for
construction and survey of small fishing vessels.
The subject of what standards for construction and survey for small fishing vessels should be
adopted or whether current requirements relating to safety of such vessels at sea are adequate
depends on the OECS member countries. With the help of both internal (in-country) and
external experts and taking into account international instruments and practice, needs and
peculiarities (type of fishery, local climatic/sea conditions etc.) of the countries, harmonized
standards should be agreed upon. Once this decision is made, they could easily be
incorporated in principal or subsidiary legislation.
In the light of current general legal frameworks, regulations setting out the standards for
construction of the local fishing vessel will need to be set up so that they are used by the
competent authority
o to decide whether to give permission for the construction of the vessel;
o to ensure monitoring and compliance with specifications during construction
and after construction (and before the vessel’s entry into fishing);
o to enable the competent authority to asses whether the vessel should be issued a
valid inspection (seaworthiness) certificate to enable such vessel to be registered
and therefore be pre-qualified for issuance of a fishing vessel licence.
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The basic steps to be taken to in order to regulate safety construction standards and inspection
requirements are:
1. Agree on set of standards for all aspects of safety (from construction stage, to survey,
registration, and fishing operations) that should be applied in-country taking into account
international instruments and guidelines and national circumstances.
2. Assess who has the mandate or should have the mandate to deal with all or certain aspects
of safety. This will involve reviewing existing legislative, administrative/institutional
framework and capacity and practice.
3. Draft proposed amendments to existing legislation or new text which set out the standards
so that they are binding.
3 Training workshops
3.1 National Workshops
Seven (7) workshops were held commencing with the Regional Workshop in Barbados.
Thereafter, the National Workshops as described under section 2.2 above were held. The
reports of these workshops are attached as Annex III and Annex IV respectively.
4 Regional Seminar
The regional seminar for senior fisheries officers as described in section 2.3 above was held
in St. Lucia 27 - 30 November 200i. The report is attached as Annex V.
5 Private sector needs.
5.1 Introduction
On the basis of the assessment carried out by the Project, the needs of the private sector were
set out before the Regional Seminar held in St. Lucia in Document TCP/RLA/69RS – 05. It
was generally agreed that within the sub-region, fishing vessel building facilities vary greatly
from backyard sites to well appointed workshops. Likewise, the standards of construction
vary. A common issue is that there are few, if any, associations of boat builders that require
or encourage the membership to follow recognized business practices and to meet acceptable
technical standards for the design and construction of small fishing vessels. In addition, few
if any boat builders are members of professional engineering institutions or for that matter,
members of Chambers of Commerce. Therefore, there are many instances where there are no
formal contracts between the builder and the buyer. In addition, there are no drawings or
specifications available for scrutiny by fishing vessel inspection services and when a request
for registration is received on completion of a vessel it is a case of fait acompii. This would
not be the case if a fishing vessel were to be built under the supervision of a ship
classification society with the intention of the vessel "entering into class" on completion.
The Seminar noted that there is also no requirement in national legislation for a boat builder
or boat building company to be accredited by a government body or a government approved
non-governmental institution. Furthermore, there is no common approach in the sub-region to
the approval of a boat builder by fisheries administrations and the instructions to Chief
Fisheries Officers and maritime authorities, as the case may be are often too vague.
It was considered that a more reasoned approach is obviously required if standards of safety
construction of fishing vessels are to be improved. Boat builders must also meet acceptable
standards and that means a structured approach to training, better business practices, more
informed government officers and compliance by the industry as a whole. Consequently, it
was agreed that further assessment of the sector was needed at the national level taking into
consideration the aspects that follow.
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5.1.1 Contractual Arrangements
As was highlighted more than once during the national workshops, there is clearly a need for
a more formal approach to a boat-building contract. A model contract should reflect the
requirements in regulations to the shipping/fisheries act in relation to the procedures to be
followed by both parties to the contract. A key point being that no construction should
commence prior to the approval of the Competent Authority. With regard to construction, the
interests of the buyer should be assured through a commitment by the builder to performance.
The builder should also facilitate control by inspectors of the Competent Authority and any
surveyor who may be appointed by the buyer. The interests of the Competent Authority
should also be assured in relation to any involvement in grant and loan and in relation to the
standards of construction set out in, or attached to, the regulations.
The builder, on the receiving end of demands from the buyer and Competent Authority would
be well advised to seek legal advice prior to making a contractual commitment. This may
seem common sense, but lacking an affiliation with, for example, a Chamber of Commerce,
the boat builder might not have the necessary skill or expertise to make the quantum leap
between a handshake and a formal written contract.
5.1.2 Obligations
Many small companies and individual boat builders have little or no knowledge of their legal
liability towards the customer. Few carry insurance of their property and few actually insure
work in progress. It is argued that such insurance coverage is not available or that the
premiums are excessive yet insurance companies maintain that this is not so. Whatever the
reason, a buyer making scheduled payments as construction proceeds is simply funding the
builder but with little security and even at time of acceptance trials, the subject remains
uninsured. In extreme cases, disputes over the contract end in court.
5.1.3 Insurance
Insurance coverage is available but many companies are not well versed in marine insurance
and unsure of the level of risk arising from the construction of a small fishing vessel. This is
understandable when there are no formal contracts and where construction sites are open and
unprotected. It is, therefore difficult to establish warranties or to elaborate a standard form
and this leads to ad hoc arrangements from time to time.
It is probably different when a bank is involved or where the buyer is receiving financial
assistance from government in the shape of grants and or loans. In such cases the lender or
lenders protect their interest in the subject by insisting on insurance and that they are jointly
assured. Nevertheless, many vessels currently under construction in the sub-region have no
insurance coverage and many builders have no protection against third party claims. Part of
the problem is that the whole idea of insurance is seen as simply throwing money away for no
real reason. Another part of the problem is the lack of an obligation in law to be adequately
insured.
5.1.4 Guarantees
Guarantees are more than likely to be understood when these relate to engines and equipment
since the manufacturer offers and usually underwrites the guarantee. The hull is different,
depending in the main on the integrity of the boat builder if no formal contract exists. This
would not hold good however, if a fishing vessel were to be built under the supervision of a
ship classification society that would have entered into class. The buyer would certainly have
entered into a formal contract and the builder would have had to be quite specific in relation
to guarantees. Furthermore, the buyer would have the backing of the classification society if
the guarantee claims were well founded.
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Either way, the buyer should be protected and the regularizing of contractual arrangements
should be seen as an integral part of the implementation process to apply standards for the
construction of small fishing vessels.
5.2 Training
5.2.1 Assessment
If standards of construction are to be improved and if there is to be an obligation in law for
boat builders to comply, a system of technical education and training has to be in place. To
do this, however, a complete assessment of the long-term needs must be carried out nationally
and the results collated and analyzed with the needs of the region in mind. The approach
should be similar to that proposed for “Inspectors of small fishing vessels” as set out in
Document TCP/RLA/69RS-05. Indeed the assessment as required for inspectors, would
overlap with the assessment for boat builders since the former may be drawn from the ranks
of the latter.
The influence of ship classification societies should also be assessed since they place
demands on ship and boat builders to meet levels of skills that a society requires of the trades
involved. Some classification societies actually test individuals, usually on site, and issue
clearance for these individuals to carry out certain tasks. A society may rule however, even if
a vessel is not built to class or maintained in class a surveyor may rule, that a boat builder or
repairer does not have the expertise to carry out certain types of work.25 He may, in extreme
cases, cause the boat builder to look elsewhere (even abroad) for assistance.
It is clear that the scope of the assessment procedure would be quite wide. However, although
the tendency may be to investigate forms of institutional training, it should be borne in mind
that traditional forms of training, such as apprenticeship schemes must not be discounted.
The assessment should also include a review of funding possibilities to ensure that the whole
of the financial burden does fall on the boat builder. In this regard, there may be a need to
review control mechanisms that may have to be put in place to ensure compliance and
transparency.
5.2.2 Curriculum Development
In order to assess whether or not training can be obtained nationally or within the region or
sub-region, a parallel exercise would probably need to be carried in relation to curriculum
development for each of the trades. This exercise should not be limited to the “trades” per se
it should also include an assessment of the needs for business management, a fact endorsed by
many of the financial institutions that attended the national workshops.
5.2.3 Accreditation
Some of the reasons for the lack of a formal approach to the accreditation of boat builders are
mentioned in the background above. In a sense, however, it might be argued that it does
exist. There are reasons for putting forward this argument. If, as mentioned earlier, a vessel
were to be built under the supervision of a ship classification society, a certain seal of
approval may be seen to accrue to the builder. Thus, when a request for approval to build a
vessel or significantly modify an existing vessel is submitted and where the proposed builder
is so mentioned, subsequent approval implies that the builder is competent to carry out the
work. In some cases in the sub-region, if the builders were to be unknown to the inspectors of
the Competent Authority, an inspection of the building site has to be carried out before
approval or rejection of the submission is issued.
25 Ship Classifications Societies also offer consultancy services.
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Perhaps one approach would be for Competent Authorities to maintain a record of boat
builders that have been “approved” by the process mentioned above. Thereafter, the
assessment of an inspection carried out whether for new construction or refit and modification
would be entered in the record. The information contained in the record of “approved” boat
builders should be shared within the sub-region.
With the introduction of standards for the construction and survey of small fishing vessels and
attendant legislation, there should be no need for a “grandfather clause”. Any boat builder
involved in carrying out work on a fishing vessel to which the standards apply would have to
be “approved” through the inspection process or otherwise rejected. The same would apply
as and when a boat builder, not already on the record is cited in a request to the Competent
Authority
However, standards of construction would also apply to vessels imported from outside the
OECS/Barbados sub-region. Therefore, there could be an argument to partition the record to
list the builders of imported vessel and not to assign a seal of “approval” as such to the
builder. It would imply, however, that the vessel met with the prescribed standards.
5.4 Cautionary Note
Although GRP hulls are on the increase, it should be noted that it is more cost effective to
build in series rather than build a one off. This was demonstrated in Barbados where an
entrepreneur admitted that he had to make a substantial investment in plant, machinery and
materials. 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.
In the long term, should there be a major swing to GRP, 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.
Thus the numbers of "one off" designs would certainly decrease and smaller builders would
either go out of business or hope to survive on repair work.
Nevertheless, in the foreseeable future, wooden hulls will remain the backbone to the industry
requiring skills in building, modification and 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 them the need to become more business like. Therefore
training programmes must also address "how to run a business" and this approach could 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.
Funding is likely to be a problem not only in setting up the programmes and selecting
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.26
6 Economic analysis
The study, in relation to the outline specification of a fishing vessel, set out under 10 below,
is an integral part of the economic analysis exercise. This drew upon actual data provided
under an authors contract with a respected fishing vessel owner in Grenada. The benchmark
26 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.
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studies on fleet structures demonstrated the diversity of fishing operations within the sub-
region.
The Project also drew on recent studies by FAO on the Techno-economic performance of
marine capture fisheries (FAO Fisheries Technical Paper 421) that incorporated:
Study of the Economic Performance and Technical Feature of Trap Fishing in
Antigua and Barbuda;27
The Economic Performance and Technological Features of Flying Fish Fisheries
in Barbados; and,28
The trawl Fishery of Trinidad and Tobago.29
The project also considered the effect of the oceanic systems noting the much higher
upwelling to the south in the area of Trinidad and Tobago and relatively high productivity.
Whereas, towards the island States in the sub-region covered by the product the effect of
upwelling rapidly decreased. Another crucial factor encountered was the sea surface area
available to each island because of delineation of boundaries by the equidistance method. In
addition, although the marketing structures for local consumption have much in common, the
export potential to areas outwith the region tended to differ.
The Project also reviewed experience gained in the South Pacific where the United Nations
Development Programme (UNDP) provided financial support for the development of
software in relation to vessel economics.30 The outcome of the economic study is reflected in
Annex VII.
7 Institutional Strengthening
7.1 Inspection services
The Project identified the lack of a common approach to the inspection of fishing vessels and
the fact that the responsibilities were often split between different agencies. In some cases, the
fisheries administration did not have the necessary technical competence within the staffing
structure. On the basis of Document TCP/RLA/69RS – 04, the matter was fully discussed at
the Regional Seminar held in St. Lucia.
It was noted that, whereas Barbados has an inspection service in place and that it is
identifiable, it is not the same in 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 underlined at the Regional Seminar. For this reason no proposals for
institutional strengthening could be put forward for individual countries 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 was also recommended that 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.
27 Prepared by Ian S. Horsford, Fisheries Officer Antigua and Barbuda. 28 Patrick McConney, Chief Fisheries Officer, Barbados. 29 S Kuruvilla, L Ferreira, S. Soumai and A. Jaque Fisheries Department, Trinidad and Tobago. 30 The Secretariat of the Pacific Community authorises the reproduction of the material, whole or in
part, in any form, provided appropriate acknowledge is given.
28 January 201615:46
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However, the institutional arrangements may well differ from country to country, which is
one reason why the Regional Seminar considered that external assistance might be required to
organize and guide the proposed national workshops. Nevertheless, one prerequisite common
to all is that the assessment, as set out in TCP/RLA/RS69-04, must be carried out and an
analysis of the needs presented to each individual workshop.
National workshops 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 by whom.
Staffing of Fisheries/Shipping administrations and Coast Guard. 31
7.2 Assessments of needs
The strategy outlined in Document TCP/RLA69RS- 04 was accepted it being noted that the
country profiles were a starting point for the needs assessment exercise in the majority of
cases.
7.2.1 Assessment of fishing fleets
In planning a new "fishing vessel inspection unit" or in the upgrading of an existing unit, an
analysis of the fleet should be carried out to establish:
o Number of vessels in service, under construction and planned.
o Composition of the fleet by size of vessel, vessel type, material of construction and
fishing method.
o Degree of mechanization.
7.2.2 Infrastructure assessment
7.2.2.1 Service facilities
Service facilities for construction and repair of vessels in the fleet should be analyzed in
relation to their capability/capacity. In this connection, a survey should be made of the labour
force employed in the sector to identify numbers of persons employed and to establish the
levels of skills available.
It should also be established whether or not an accreditation scheme for boat builders is in
place and if so, how it compares to other industries.
7.2.2.2 Education and training facilities
Local professional engineering bodies should be sourced to obtain information in relation to
entry into the various grades of membership (fellow, member, associate member and
associate). In addition, it should be noted whether or not any of the membership are
associated with the service facilities mentioned above and or the survey and design offices
mentioned below.
31 One aspect that was not addressed at any of the workshops or the Seminar was the salary scales. It
could well be the case that the grading of surveyors is different from the grading of fisheries assistants
and or assistant fisheries officers.
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Information should be obtained from education and training institutions in relation to the
types of courses that are available (both diploma and non-diploma courses). In this regard,
the investigation may extend to regional institutions.
7.2.2.3 Survey and design offices
A list should be established of appropriate surveyors; naval architects and marine engineers
who are accredited by ship classification societies, insurance underwriters and or the Salvage
Association. This type of information would normally be available from a Lloyd’s Agent,
Chamber of Commerce or Association of Professional Engineers. Note should be made of the
familiarity or otherwise of these persons with small fishing vessels and the fishing industry.
It may be necessary, however, to extend the investigation to other countries in the sub-region.
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7.2.2.4 Assessment of actual needs
On the assumption that the participating governments would accept to make provisions in law
setting out standards for the design, construction and operation of a small fishing vessel, and
enforcement of the attendant regulations, there would be a parallel need for a process of
monitoring, control and certification. In this regard, the government would set the
requirements for the inspection of small fishing vessels and the qualifications to be held by
inspectors as well as the experience they should have. The government may of course decide
to install an inspection system that would make use of appropriately qualified and
experienced surveyors/inspectors on a non-exclusive basis or even delegate inspections to one
of the major, ship classification societies.
If a government elects to have its own exclusive inspection service, the line of command
should be clear and each “inspector” should be readily identifiable by post description. In this
regard, it may be deemed desirable because of the analysis of the needs, to appoint inspectors
with specialization in specific fields. For example, someone specialized as an inspector of
hulls or an inspector of machinery or more generally a hull and machinery inspector. These
are discussed in detail below, it being understood that short-term inputs in relation to, for
example, naval architecture could be obtained under contract with a technical/educational
institution or specialized individual. The same may be the case for marine engineering,
particularly where a high level of expertise is required in the event of investigations into
mishaps leading to loss of life and or property at sea.
Where an inspection service already exists, a thorough review should be made of possible
needs for in service training. In addition, there may be a need to identify whether or not there
would be a need to introduce a “grandfather” clause in any new regulations to protect the
interest of existing (mature) staff of longstanding.
7.3 Qualifications and Experience
7.3.1 General
Irrespective of the arrangements put in place for the inspection of small fishing vessels by the
flag State, any person or entity authorized to inspect a small fishing vessel should be suitably
qualified. In general, a person qualified as a Master Mariner could be appointed as a hull and
cargo surveyor. Furthermore, a holder of a First Class Certificate of Competency in
Engineering may be appointed as a hull and machinery surveyor. In both cases, they would
also have the appropriate sea going experience in rank. Alternatively, surveyors may have
qualifications from an institution recognized by the maritime/fisheries administration in a
marine related field and have specialized training to ensure adequate competence and skill.
Such persons may also be a qualified officer of the maritime/fisheries administration with an
equivalent level of experience and training for performing inspections of the relevant
operational requirements. It is understood, nevertheless, that in every case the inspector must
have the competence to inspect safety equipment.
The standards of construction and survey envisaged in the Project Document, TCP/RLA/0069
are intended for fishing vessels of less than 24m Loa. Nevertheless, it should be clearly
understood that the actual requirements would vary greatly across the wide range of vessels
below that length. Indeed, there may be a need to set intermediate reference points in
assessing the actual requirements for individual flag States. For this reason the fleet analysis
is very important since the inspection needs would differ as would the qualifications and
experience of the inspectors as already mentioned in the introduction (Part A).
For the purpose of this document, the reference to City and Guilds of London Institute (CIG)
certificates given below serves as an example only. Alternatives exist but if these are to be
considered, the levels for adoption should not be less than the standard required for the CIG
Certificates. Such alternatives may include certain correspondence courses that lead to an
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approved diploma in the survey of small boats or the survey of fishing boats. However,
higher-level diplomas in marine surveying, that could be a desired qualification for senior
officers, cannot be obtained through the City and Guilds of London Institute. Other
qualifications so mentioned are specific and are readily compared with the IMO International
Convention on Standards of Training, Certification and Watchkeeping (STWC).
The examples given below are for guidance, nevertheless they are indicative of the type of
structure that would be required for the establishment of a dedicated "fishing vessel
inspection unit".
7.3.1 Hull Inspector
7.3.1.1 Wooden construction and less than 12 m Loa
If the basic fleet consists of vessels of wooden construction and the vessels are less than 12 m
Loa, the main qualifications and experience should be related to wooden boat construction
and repair, with an understanding of other materials. Thus:
Minimum Qualifications
CIG intermediate Certificate in Wooden Boat Building
CIG level 1 in GRP Boat building
CIG level 1in Steel Boat Building
Minimum Experience
4 Years Apprenticeship/Vocational College32
5 Years Certificate of service under a Master Boat-builder 1 year of which to be
related to GRP and steel boat construction or hull repairs.
7.3.1.2 GRP construction and less than 12 m Loa
If the basic fleet consists of vessels of GRP construction and the vessels are less than 12 m
Loa, the main qualifications and experienced should be related to GRP boat construction and
repair with an understanding of other materials.
Minimum Qualifications
CIG Intermediate Certificate with bias towards GRP construction
CIG Level 1 General construction methods (wood/steel)
Minimum Experience
4 Years apprenticeship/vocational college.
3 Years with Certificate of Service under a Master Boat-builder in GRP
construction and repair.
1-year certificate of service under a master boat builder in the construction and
repair of wooden and steel hulls.
32 There could be some flexibility in relation to the length of apprenticeship depending upon the
structure of the apprenticeship scheme.
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7.3.1.3 Steel construction and less than 12 m Loa
If the basic fleet consists of vessels of steel construction and the vessels are less than 12 m
Loa (although unlikely in the sub-region), the main qualifications and experienced should be
related to steel construction and repair. This could include general steel fabrication and repair.
There should also be an understanding of other materials, particularly in relation to how other
materials can be attached to steel.
Minimum Qualifications
CIG Intermediate Certificate in Boat building with emphasis on steel
construction.
CIG Intermediate Certificate in Welding.
CIG Level 1 in General Construction Methods (Wood/GRP).
Minimum Experience
4-years apprenticeship/vocational college in steel construction of which a
minimum of 3 years to be spent in steel boat building.
1 year experience under a Master Boat-builder in wooden and GRP construction
or repair.
7.3.2 Hull Inspector (Over 12m Loa)
7.3.2.1 Wooden construction and the vessels are less than 24 m Loa
If the basic fleet consists of vessels of wooden construction and the vessels are less than 24 m
Loa, such fleets tend to be made of from many different types, often using a combination of
construction materials. Therefore, although the main qualifications and experience should be
related to wooden boat construction and repair. Familiarity, with the requirements of
classification societies would be an asset.
Minimum Qualifications
CIG Final Certificate in Wooden Boat Building
CIG Intermediate Certificate in GRP Boat building
CIG Intermediate Certificate in Steel Boat Building
Minimum Experience
4 Years Apprenticeship/Vocational College
5 Years Certificate of service under a Master Boat-builder 2 years of which to be
related to GRP and steel boat construction or hull repairs.
7.3.2.2 GRP construction and less than 24 m Loa
If the basic fleet consists of vessels of GRP construction and the vessels are less than 24 m
Loa the main qualifications and experienced should be related to GRP construction and
repair. The inspector should also have knowledge of wooden hull construction and be familiar
with the requirements of classification societies would be an asset.
Minimum Qualifications
CIG Final Certificate with bias towards GRP construction
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CIG Intermediate Certificate/General construction methods (wood/steel)
Minimum Experience
4-Years Apprenticeship/vocational college.
3-Years Certificate of Service under a Master Boat-builder in GRP construction
and repair.
2 years certificate of service under a master boat builder in the construction or
repair of wooden and steel hulls.
7.3.2.3 Steel construction and less than 24 m Loa
If the basic fleet consists of vessels of steel construction and the vessels are less than 24 m
Loa, although the emphasis should be placed on knowledge of welding and metallurgy a
fairly wide experience would be required in other materials, particularly wood. Familiarity
with the requirements of classification societies would be an asset
Minimum Qualifications
CIG Final Certificate in Boat building with emphasis on steel construction.
CIG Intermediate Certificate in Welding.
CIG Intermediate Certificate in General Construction Methods (Wood/GRP).
Minimum Experience
4-years apprenticeship/vocational college in steel construction of which a
minimum of 3 years to be spent in steel boat building.
2 years experience under a Master Boat-builder in wooden and GRP construction
or repair.
7.3.3 Machinery Inspector
7.3.3.1 Open boats fitted with out board engines
If the basic fleet is limited to open boats fitted with out board engines, the emphasis should be
in relation to the different types of outboard engines and steering mechanisms. Practical
experience in the “matching” of engine powers to hull forms should be a requirement.
Minimum Qualifications
CIG Final Certificate in Automotive Engineering
CIG Level 1 Certificate in Welding
CIG Intermediate Certificate in Automotive Electrics
Minimum Experience
4 Years apprenticeship/vocational College
5 years certificate of service as a service engineer and or with a service facility of
which at least three years would have been spent on the installation and service of
outboard engines (Diesel/Petrol)
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7.3.3.2 Decked and or undecked vessels of less than 24m Loa
Where the basic fleet consists of decked and or undecked of less than 24m Loa and the
vessels are fitted with inboard diesel engines the inspection requirements could be quite
demanding. Thus, the inspector should have a broad strong background in marine engineering
Minimum Qualifications
Second Class Certificate of Competence (Motor ship)33 or Equivalent Certificate
issued by the Navy/Coast Guard (by examination) that includes elementary Naval
Architecture and Electro-technology.
CIG Intermediate Certificate in Welding
Minimum Experience
4 Years apprenticeship/vocational college of which 2 years must meet the
requirements for entry into the Merchant Marine/Navy/Coast Guard
Sea service as required for application for examination for the Second Class
Certificate (Motor ship) or equivalent
Plus a further 3 years experience in the outfitting, repair and maintenance of
marine machinery, including deck machinery.
7.3.4 Hull and Machinery Inspector
7.3.4.1 Mixed vessel types
Where there is a mix of vessel types, construction materials and complexity of design, the
requirements for the recruitment of a hull and machinery inspector must be well balanced
between boat building and engineering.
Minimum Qualifications
Second Class Certificate of Competency (Combined) or equivalent level of
certificate issued by the Navy/Coast Guard (by examination)34 that includes
Intermediate Naval Architecture and Electro technology.
CIG Intermediate Certificate in welding
Diploma in fishing vessel construction methods with credits in wood and GRP
construction.
Minimum Experience
4 years apprenticeship coupled with off the job training in marine engineering
and ship/boat construction and or design.
5-years service in the Merchant Marine/Navy/Coast Guard with not less than two
years experience in rank as Second Engineer or equivalent.
3-years experience as a hull and or machinery inspector or similar experience
with an approved company of ship surveyors or, as a surveyor of ships or small
vessels for an insurance company.
33 A certificate of competency issued in accordance with the STCW convention would be considered
to be appropriate. As and when the STCW-F convention enters into force, a class 1-engineer certificate
might be acceptable. 34 Having held the substantive rank of Sub-Lt. M.E. for at least 3 years.
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7.3.5 Senior Hull and Machinery Inspector
7.3.5.1 Large fleets of mixed types and materials of construction.
In the case of large fleets, the inspection service may have to include a mixture of dedicated
hull inspectors, machinery inspectors and hull and machinery inspectors. In all probability,
the service would have to be managed by a Senior Hull and Machinery Inspector. The
knowledge and experience required must include maritime law, naval architecture, electro-
technology and applied electronics.
Minimum Qualifications
1st. Class Certificate of Competency (Motor ship) or equivalent issued by the
Navy/Coast Guard (by examination)35 and:
Diploma in Naval Architecture and Electro-technology or:
Professional qualification in Ship Construction, Naval Architecture or
Engineering accepted by a Classification Society or a Lloyd’s Agent for
accreditation as a surveyor of ships (Hull and Machinery)36.
Desired qualifications
A recognized diploma in ship surveying.
Minimum Experience
Minimum experience required for entry into the Merchant Marine/Navy/Coast
Guard as a Junior Engineer Officer with at least 3-years experience in boat
construction and or repair.
5-years seagoing experience 2 of which should be at the rank of not less than
Second Engineer Officer or equivalent or 5 years experience in the design,
construction/repair of ships/fishing vessels or 3 years experience as a Marine or
Assistant Marine Superintendent.
3 years experience in the inspection of fishing vessels (hull and machinery) or 3
years experience in the survey of ships (hull and Machinery).
8 Measurement of Gross Tonnage
8.1 Introduction
The Project presented recommendation for the adoption of a formula for the calculation of the
Scantling Numeral, Equipment Number, Gross and Net Tonnage of a small fishing vessel to
the Regional Seminar (Document TCP/RLA/69RS – 07 refers).
8.1 Agreed definitions
8.1.1 For the implementation of the provisions of the “Compliance Agreement”
8.1.1.1 Length ”L” means:
for any vessel built after 18 July 1982, 96 per cent of the total length on a waterline at
85 per cent of the least moulded depth measured from the top of the keel, or the
35 Having held the rank of Lt. ME for at least 3 years. 36 The United Kingdom award of Chartered Engineer by examination is one example.
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length from the foreside of the stem to the axis of the rudder stock on that waterline,
if that be greater. In ships designed with a rake of keel the waterline on which the
length is measured shall be parallel to the designed waterline.
for any fishing vessel built before 18 July 1982, registered length as entered on the
national register or other record of the vessel.
8.1.2 The Scantling Numeral.
8.1.2.1 Wooden Hulls
“Length”(L) is the length overall measured in feet or metres on a line parallel to the design
waterline taken from the forward part of the stem at top to the aftermost part of the transom,
or outrigger.
“Breadth” (B) is he greatest breadth in feet or metres measured to the outside of the hull
planking.
“Depth” (D) is the depth in feet or metres measured at the middle of the length from the
outside of the keel rabbet to the top of the deck beam at side. In an open and well-decked
vessel, the measurement is made to the top of the gunwale.
8.1.2.2 Steel Hulls
“Length” (L) is the Length Overall in feet or metres measured on a line parallel to the design
waterline from the fore side of the stem at top to the after side of the transom/stern.
“Breadth” (B) is the greatest breadth in feet or metres measured to the inside of the shell
plating.
“Depth” (D) is the depth in feet or metres measured at the middle of the length from the top
of the deck beam at side to the inside of the inside of the shell plating at the keel. In a well-
decked vessel, the depth is measured to the top of the gunwale.
“Height” (h) is measured in feet or metres from the top of the floor to the top of the deck
beam at side.
8.1.2.3 Fibreglass Hulls
“Length” (L) in feet or metres is measured on a line parallel to the design waterline from the
fore part of the stem at top to the aftermost part of the hull.
“Breadth” (B) is the greatest breadth in feet or metres measured to the outside of the shell
moulding.
“Depth” (D) is measured in feet or metres at middle of the length from the underside of the
keel moulding, to the top of the shell moulding or the gunwale.
8.1.3 Agreed definition recommended for the calculation of the Cubic Number (CUNO)
Length (Loa) is the Length overall measured in feet/metres on a line parallel to the design
waterline from the fore part of the stem at the top to the aft side of the stern.
Breadth (B) is the greatest breadth in feet/metres measured to the outside of the hull.
Depth (D) is the depth measured at the middle of the length from the:
outside of the keel rabbet to the top of the deck beam at side plus the minimum
thickness of deck planking in a wooden boat or to the top of the gunwale in an open
or partially decked boat;;
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outside of the shell plating at the keel to the edged of the deck at side plus the
minimum thickness of deck plating in a steel vessel; and
from a point on the hull corresponding to or equivalent to that of the outside edge of
the garboard plank on the keel rabbet on a wooden boat to the top of the shell
moulding plus the minimum thickness of deck in a vessel of fiberglass. Note: This
point may have to be estimated on some vessels.
8.2 Agreed Formulae
8.2.1 Agreed formula for the calculation of the Equipment Number
8.2.1.1 Equipment Number
The formula for the equipment number as used internationally remains unchanged.
Equipment number = L (B + D).
Where length “L”, breadth “B” and depth “D” are measured in the same manner as
recommended for the Cubic Number.
8.2.1.2 Gross Tonnage (GT)
The volume of the enclosed space, length (l), breadth (b) and depth (d) above the upper
deck,37 divided by 100 cubic feet or 2.83 cubic meters, as the case may be, shall be added to
the cubic number multiplied by a coefficient “C” divided by 100 cubic feet or 2.83 cubic
meters. Thus:
GT = Loa x B x D x C + l x b x d when measured in feet
100 100
and
GT = Loa x B x D x C + l x b x d when measured metres
2.83 2.83
2.84
Values for “C”
Hull Form
Displacement
(Decked)
Displacement
(No deck/partial deck)
Semi-displacement
(Decked)
Semi-displacement
(No deck/partial deck)
0.64 0.60 0.48 0.44
8.2.1.3 Estimation of net tonnage
Net Registered Tonnage to be determined by deducting from the known gross tonnage of a
vessel, allowances for the following spaces (volume divided by 100 or 2.83 as the case may
be):
Machinery spaces.
Control station. (navigation space)
Accommodation..
37 A space above the upper deck that is open at the side and or the end should not be considered to be
an enclosed space for the purpose of tonnage measurement.
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Galley.
Washrooms.
Transom space if not used for the storage of fish or fishing gear.
Alternatively, the formula may be reduced to:
NRT = 0.6 GT for decked vessels of 15m Loa and above;38
NRT = GT for decked vessels below 15m Loa and all open vessels.39
9 Procurement Procedures
9.1 Introduction
The Project established that a number of contractual arrangements were in use within the
region. It was noted that a form of verbal contract was common with individual builders who
had little or no permanent facilities. A written note of agreement appeared to be more
acceptable to builders with others in their employ and usually with permanent facilities. In
other cases, written proof of payment was common in relation to imported fishing vessels,
new and second hand. In some case, the lack of a clearly defined contract had led to disputes
in some instances and lending institutions, as well as insurance companies expressed concern
that the situation did not breed confidence in the sector.
It was highlighted more than once during the national workshops, that there is clearly a need
for a more formal approach to a boat-building contract. Many proposed a model contract as
foreseen in the Project document and suggested that it should reflect the requirements in
regulations to the shipping/fisheries act in relation to the procedures to be followed by both
parties to the contract. In this respect, no construction should commence prior to the approval
of the Competent Authority.
The contract should also reflect the interests of the parties in relation to the construction and
final presentation of the complete vessel for registration. The interests of the buyer should be
assured through a commitment by the builder to performance control by inspectors of the
Competent Authority and any surveyor who may be appointed by the buyer and through
properly registered guarantees. It was acknowledged that the contract should also protect the
interests of the builder.
Whereas a “model” agreement is attached as Annex X it should be noted that any contract
should reflect the statutory requirements of the countries in the region. In addition, for very
small vessels, a simplified version of the sample agreement/contract would be more
acceptable to the parties involved.
9.2 Tender documents
9.2.1 Technical specifications
The proposed “Generic” legislation, if adopted, would require certain procedures to be
followed for the procurement or modification of a fishing vessel. In each case, the potential
owner would have to submit an application to the Administration for permission to procure or
modify a fishing vessel and the application would have to be supported by technical
specifications and drawings.
Such a request for approval would describe the type of vessel to be built in relation to the
fishery to be prosecuted. The technical specifications would describe the vessel in relation to
its hull, machinery, electrical installation and safety equipment as well as specifying the
38 Follows IMO recommendations for fishing vessels. 39 Follows common practice in many parts of the world.
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origin of imported materials, machinery and equipment. Technical drawings would also be
attached although the degree of detail would depend on the type of vessel to be procured or
modified. The”Generic” legislation sets out a requirement for the following drawings/plans:
General arrangement, profile and plan views;
Midship section;
Lines plan and displacement curves;
Machinery installation and engine seats;
Construction and or lay up details (for GRP construction).
Openings in the hull and deck and freeing ports (if not sufficiently detailed in the
general arrangement).
9.2.2 Financial offer
This section is likely to contain more than the final contact amount, and may well be itemised.
In particular, there may be a need to list the imported materials such as engines and safety
equipment and to specify whether of not tax is included. This part may also include financial
limits in relation to guarantees, as well as, any shared responsibilities for insurance.
9.2.3 Draft contract
9.2.3.1 Specification of work and services
Normally a short description of the undertaking by the contractor would suffice together with
references to the technical specifications that would be attached as an Annex to the contract.
9.2.3.2 Schedule of performance and delivery
Within the region, delivery schedules often mean very little with some builders taking years
to finish a relatively small boat. If, however, there is no written contract and no delivery
schedule, the buyer has simply to wait (often impatiently). A formal contract, with penalty
clauses for poor performance and late delivery would be beneficial. This section of a contract
should also set timing for the completion of work in line with the schedule of payments
referred to in section 9.2.3.3.
Normally, this part of the contract would specify that the contract would become effective
upon signature by both parties and set the time and date for the commencement of the
performance of the contract. Intermediate stages would be specified and this would or could
differ according to the material of construction, such as the laying of the keel, progress on
hull, machinery installations, tests and trials. The final reference being to the date of delivery.
These usually coincide with the schedule of payments.
9.2.3.3 Schedule of payments
Whereas, in the case of a direct purchase, the full price of the vessel may have to be paid
before delivery, it is usual to make progress payment for a vessel under construction or
modification. For a vessel under construction, the schedule of payments would normally be:
on signature of contract;
laying of keel (wood/steel hulls) or lay up (GRP hulls);
hull planked/plated/machinery installation;
launching;
delivery; and
final payment (normally to coincide with the end of the guarantee period).
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9.2.3.4 Guarantees/Warranties
There is a lack of understanding of what is and what is not covered under a guarantee. It is
common for a builder to simply pass on the guarantees from machinery suppliers to the
owner. Nevertheless, it is not always clear how the owner should proceed with a claim. The
hull is different, depending in the main on the integrity of the boat builder if no formal
contract exists but the system offers little security to the buyer.
There may also be a case to protect the builder or at least ensure that he is properly briefed on
his responsibilities, under the purchase arrangements with the engine supplier.40 In this
respect, the builder more than often has to order through an agent thus increasing the
possibilities for confusion in understanding guarantee law; this also leads to split
responsibilities.
A typical guarantee clause would read as follows:
“The contractor shall replace at his own works and at his own cost any work or
material which can be shown to be defective and which is communicated to him in
writing within twelve months of delivery of the vessel. At his option, the contractor
may pay a sum equal to the cost of such replacement at his own works.”
9.2.3.5 Insurance
As mentioned earlier, the Project noted that although insurance coverage is available many
insurance companies are not well versed in maritime matters and are unsure of the level of
risk arising from the construction of a small fishing vessel. They are also unsure of how
construction is monitored and how to define the responsibilities of the builder, the owner and
the inspectors. Almost without exception, the major companies tended to use Lloyd’s
Agencies to do inspections on their behalf. Similarly, all found it difficult to establish
warranties and virtually impossible to elaborate a standard form. The only exceptions seem to
be when a lending institution is involved. Nevertheless, insurance is an integral part of the
law of contract thus, if a form of contract is to be established, insurance coverage must exist.
In a contract for the construction and or modification of a fishing vessel, the contractor should
be required to take out such insurance as may be required to cover his liabilities under the
terms and conditions of the contract. For guidance, this would normally cover:
plant and machinery;
fire and theft;
work in progress;
launching and or transportation by road to launching site;
fitting out, harbour and sea trials.41
9.2.3.6 Liability with respect to claims
There should be a specific clause in a contract holding the buyer harmless. The normal
wording would be along the following lines:
The contractor should indemnify and hold the “buyer” harmless from and against any and all
responsibilities, claims, demands, suits, judgements, damages and losses including the costs,
fees and expenses in connection therewith or incident thereto arising out of, or in any way
40 Many engine suppliers offer a discount on the list price to agents, it being understood that the agent
has a part to play under the guarantee. Some agents pass part to the buyer to attract a sale leaving less
of a margin when it comes to a guarantee claim. 41 If a vessel is being modified, the owner should not discontinue insurance coverage (if it exists) but
should advise the insurers of work in progress.
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connected with the performance of the work and services of the contractor under the contract
for:
any injury to employees of the contractor;
any loss of, damage to, or destruction of any property of third parties.
9.2.3.7 Trials acceptance and delivery
This section should specify that the contractor should inform the “buyer” of the place, date
and time of trials. It should also state that the contractor is responsible to meet the cost of the
trials.
There should also be a reference to the right of the “buyer” to agree or disagree with the
place, date and time and for the “buyer” to offer alternatives. However, it should be noted
that if the “buyer” proposes a later date and time that would jeopardise the completion date, it
could raise problems in relation to provisions for delays and default. It is imperative for the
“buyer” or his representative to be present at acceptance trials. This should be properly
reflected in the contract otherwise the contractor, quite correctly, would reserve the right to
carry out the trials, albeit in the presence of the inspectors of the Competent Authority.
9.2.3.8 Acceptance
A clause would specify the conditions for acceptance and spell out the list of documents to be
provided by the contractor. In this respect, the “buyer” should ensure that the list is at least
compatible with the documents required by the Competent Authority for the register of the
vessel. This would also apply following a substantial modification of the vessel requiring the
owner to register anew. The documents, so listed in the “Generic” legislation (Annex V)
should be included in the text.
9.2.4 General provisions
9.2.4.1 Disputes and arbitration
In many contracts, this type of clause would probably be found in the small print. It should
reflect under which law the contract falls. This becomes more of an issue if the “buyer” is
obtaining the services from a contractor in another country. In such cases, the “buyer” should
be careful and seek legal advice before entering into a contract.
9.2.4.1 Changes and amendments
The more complicated the design of a fishing vessel, the more likely the contractor and or the
“buyer” may seek to amend the technical specification. Since an amendment could lead to a
change in the contract price or the delivery date, any request for such amendments should be
made in writing specifying a time limit within which the agreement should be received.
9.2.4.1 Termination
The contractor would invariably reserve the right to terminate the contract by written notice
without prejudice to any other rights or remedies available if:
the “buyer” becomes insolvent; or
the “buyer” has failed (without good reason) to make one or more stage payments or
any other payment within a certain time of the due date.
The “buyer” may also have the right to terminate the contract when it is considered that the
continued implementation of the contract is impossible or impractical. For example:
for unforeseen circumstances beyond the control of the “buyer”;
in the event of a default or delay on the part of the contractor.
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10 Outline Specification
10.1 Summary
The Project noted that as fisheries have become more diversified and in some cases more
specialized, there is a lack of awareness in the boat building sector of the requirements for a
new generation of fishing vessels. These have become larger, more complex, more expensive
and exposed to greater risks. With the introduction of construction standards and approval
procedures, the matter is likely to become even more obscure. Consequently, the demand for
services of specialists such as naval architects is likely to increase.
The project followed a logical sequence of investigating and defining the vessel
characteristics that are almost wholly dependent on the anticipated locations of the fishing
operations, the fishing method and the value of the target species. It noted the value of
carrying out an economic evaluation of any new design in relation to vessel operations to
ensure (and demonstrate) its economic viability. In addition, it was seen to be necessary to
investigate the sensitivity of the analysis to realistic fluctuations in some of the main variables
such as the market value of the target species, catch rates, and fuel and bait costs.
The Project noted the need to focus on safety equipment, particularly radio communications.
In this regard, the need to fully investigate the requirements of the Global Maritime Distress
and Safety System (GMDSS) related to sea areas A142 and how these would affect the fishing
industry.
The Project found that the opportunities for the development of a new type of vessel for
offshore pelagic species and for fishing on deep slopes to differ within the region and that a
one off design would not suffice. This difference being due in part, to the geographical
position of the individual islands, as well as, the system of boundaries based on the
equidistance formula.
Therefore, the Project concentrated on providing a guide for the development of an outline
specification of a fishing vessel that could be used equally effectively throughout the region.
This guide is attached as Annex VII.
11 Draft Legal Text
The basic agreement demonstrated at the Second Regional workshop in St. Lucia is that
Fisheries Administrations should take on the mandate for registration of local fishing vessels.
The obvious implications for such agreement are:
o the need for immediate extensive consultation and agreement among the
relevant national authorities responsible for shipping matters (transport or
maritime authorities) and fisheries matters (ministries or departments
responsible for fisheries) as to who should be responsible for administering and
regulating registration, inspection and construction of fishing vessels in country
o the need for capacity building in order for effective implementation of
arrangements and regulations for the aforesaid activities; and
o promulgating laws governing the same.
The significance of getting agreement among the concerned authorities within country and
working on enhancing national capacity in the designated government agency to ensure
effective implementation of fishing vessel registration, construction, certification and
inspection regimes (collectively referred to hereinafter as the fishing vessel safety regimes)
cannot be underestimated. These will need to be done in parallel with or in advance of the
42 Sea area A1 means an area within the radiotelephone coverage of at least one VHF coast station in
which continuous DSC alerting is available, as may be defined by a Contracting Government. DSC
means Digital Selective Calling.
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putting into place a legal framework for these regimes, considering that the latter is easier to
undertake in relative terms. Nevertheless, considering that one of the expected legal outputs
of the Project is a set of harmonised draft provisions relating to fishing vessel safety regime
and the level of expression of the desirability of establishing legal requirements for fishing
vessel safety regime, the draft OECS and Barbados harmonised legislative provisions and
regulations for a fishing vessel safety regime are proposed which will, as a minimum, serve as
guidelines for drafting appropriate legislative provisions by individual OECS Countries and
Barbados.
The expression of support for placing the functions relating to a fishing vessel safety regime
with fisheries administrations at the regional workshop in St. Lucia is the basis on which the
draft legislative provisions on registration, construction and certification/inspection of fishing
vessels are produced. The draft provisions assumes that the responsibility for undertaking
these functions will fall under the purview of fisheries administrations and the existing
fisheries laws attracts most of the suggested amendments while subsidiary legislation
(Regulations) are proposed under Fisheries Acts.
Some influential factors for drafting the harmonised legislative provisions
Drafting harmonised provisions for amendment to existing fisheries legislation is a difficult
exercise considering that while the fisheries legislation throughout the OECS and Barbados
were derived from a harmonised model, individual fisheries legislation have been tailored in
the national drafting process to suit the individual jurisdiction. The exercise could in real
terms involve the lengthy process of drafting a harmonised set of provisions for amendment
which should in turn take into account the matters that influenced changes to the original
model fisheries legislation provisions at the national level. A simple illustration of this
difficulty is that section 10 of St Lucia’s Fisheries Act is not the same as section 10 of the
Fisheries Act of Saint Kitts and Nevis. In addition, it is clear from the review of the
harmonised fisheries legislation in 1991 by Moore et al that not all members of OECS were at
the “same state of play” with regard to reviewing and enacting fisheries legislation. This is
particularly true in the case of the adoption of harmonised regulations under the fisheries
legislation as some of the members adopted the older version of the harmonised fisheries
regulations while others follow the more recent version. In order to avoid a lengthy process
and for ease of reference therefore, only the main parts of the Fisheries legislation of all
OECS countries which is based on the original harmonised fisheries legislation is referred to
whilst noting that the numbering of the introduced individual amendment sections will be
adjusted in the national drafting process. This approach in proposing harmonised provisions
for amendments to the fisheries legislation should not be too difficult to follow as most of the
Fisheries Act of the OECS members are identically structured for the obvious reason that they
are based on the Harmonised fisheries legislation. The number references are included in the
draft provisions, are there to help set out the logical thought process involved in setting out
the substantive requirements and are not stringent references. What is important is the need
for harmonised concepts rather than uniform provisions. In this way, the concepts could be
moulded in the national process of drafting to suit the individual countries needs. It should be
reiterated that, in light of the existing status of fisheries legislation and regulations throughout
OECS and Barbados the “draft harmonised legislative provisions” for amendments to the
principal Fisheries legislation and Regulations should serve primarily as a guide to drafting.
The recommendations from this Project and the draft small ships regulations were taken into
account in the drafting of the harmonised legislative provisions for this Project. However, it
should be noted that only the recommendations relating to safety issues were considered.
Recommendations for amendments to the Fisheries Act that directly relate to fisheries
management issues were not considered.
The OECS harmonised draft high seas legislation was designed to give effect to international
fisheries instruments namely, the FAO Compliance Agreement and the UN Fish Stocks
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Agreement were also taken into account in terms of ensuring compatibility between regimes
for registration of vessels and the requirement for records of fishing vessels fishing on the
high seas and flag state control required under these international instrument. In the case of
St. Lucia and Barbados, the way the OECS harmonised draft high seas legislation were
modified in the FAO technical assistance projects to St. Lucia and Barbados to reflect the
circumstances of the respective countries were also considered.
In addition, the Anglophone countries of Caribbean region were considering a new model
shipping Act and a draft Small Craft Codes were taken into account, in particular the
provisions relating to registration.
The draft provisions assume that the responsibility for undertaking these functions will fall
under the purview of fisheries administrations. Thus, existing Fisheries Acts attract the most
of the suggested amendments while subsidiary legislation (Regulations) are proposed under
Fisheries Acts.
The drafts take into account valuable work already done in this area on regulating registration
of vessels, construction and inspection and builds on them. Thus the work on the draft
provisions also draw from Gerald Moore’s report on review and amendment to St. Lucia’s
Fisheries Act and Chris Temple’s Report for the Ministry of Agriculture and Rural
Development of Barbados on vessel safety.
The proposed legal considerations are attached as Annex VI.
12 Standards for Safety Construction
12.1 Introduction
The Project produced standard specifications for the safety construction, safety equipment
and equipment for fishing vessels of less than 24 m Loa in the form of "Schedules" to draft
legislation. In this regard, the schedules are in sufficient detail to serve the legislator, the
inspector of a fishing vessel, as well as, the boatbuilder. In the case of the Schedule 7,
"construction of a wooden vessel " and Schedule 8, "fibreglass fishing vessel" the
requirements for accommodation have been included. Similarly, where aspects for safety of
the crew are structural, they have been built in to these standard specifications.
The term “Minister or delegated authority’ has been used throughout the Schedules although
in practice, the appropriate reference may be substituted to align the language of the
Schedules with the Act and Regulations as amended by the country concerned.
The Project considered the need to develop scantling tables and formulae for the construction
of a steel vessel although at this stage few steel-hulled local fishing vessels are built in the
region covered by the Project. Schedule 9 provides standards of construction of a local steel
fishing vessel. However, the Project concluded, that for local fishing vessels or vessels below
20metres in overall length the scantling tables as published by the Sea Fish Industry
Authority of the UK would also be appropriate. Whereas for local fishing vessels over 20
metres in length overall, the scantling tables and formulae given in the regulations of a
member of the "International Association of Ship Classification Societies" for small fishing
vessels could be applied.43
Overall, the standard specifications cover:
Safety Equipment for a Local Fishing Vessel
Fire Protection, fire detection, fire extinguishing and fire fighting equipment.
43 Membership of the International Association of Ship Classification Societies in alphabetical order:
American Bureau of Shipping; Bureau Veritas; China Classification Society; Det Norske Veritas;
Germanischer Lloyd; Korean Register of Shipping; Lloyd’s Register of Shipping, Nippon Kaiji
Kyokai; Registro Italiano Navale; Russian Maritime Register of Shipping. Associates are Croatia
Register of Shipping and the Indian Register of Shipping.
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Equipment - Anchors and chains
Stability and related seaworthiness
Construction of a wooden/fibreglass/steel fishing vessel.
Machinery and electrical installations.
Marking of a local fishing vessel
These standard specifications were prepared in a format compatible with the legal approach to
amendments to legislation. These are attached, in the form of "Schedules" to the draft
harmonized regulations on fishing vessels, Fisheries (Safety of Fishing Vessels) Regulations
that are contained in Annex VI.
The technical specifications, however, may be readily assembled for publication in booklet
form at which time, additional technical information, not normally included in a Schedule
may be added. In this regard, the working papers developed by the project would be the
source of the additional technical information and guidance to boat builders and inspectors
alike.
In developing the standards for the construction of small fishing vessels, the Project took into
consideration the work already carried out by Fisheries Division of Barbados during 2000
with the assistance of a Naval Architect44 from the Commonwealth Secretariat. In addition,
the Project drew on data produced by the Sea Fish Industry Authority.45.
The Project also took into consideration the ongoing revision of the FAO/ILO/IMO Voluntary
Guidelines for the Design, Construction and Equipment of Small Fishing Vessels. In
particular, the Project consulted the results of the work of the FAO Regular Programme on
fishing vessel safety in relation to Small Island States.
-------------------------
44 Mr. Christopher Temple N/A. working under the auspices of the Commonwealth Secretariat
developed a set of safety standards for wooden fishing vessel construction for Barbados during the last
half of 2000. The project TCP/RLA/0069 for Development of Standards for the Construction and
Survey of Small Fishing Craft are using Mr. Temple’s report as the basis for similar work being done
in the whole eastern Caribbean region. 45 The Sea Fish Industry Authority, United Kingdom, have kindly consented to the use of data extracted
from various publications issued by the authority regarding boatbuilding standards in both wood and
fibreglass materials.
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Part D
List of Appendices and Annexes
Appendix 1 Questionnaire
Annex I Project Document
Annex II Letter of Agreement
Annex III Summary Report of Regional Workshop
Appendix 1 List of Participants
Appendix 2 Workshop Schedule
Appendix 3 List of Documents and Power Point Presentations
Annex IV Summary Report of National Workshops
Appendix 1 Antigua and Barbuda Workshop Report
Appendix 2 Dominica Workshop Report
Appendix 3 Grenada Workshop Report
Appendix 4 St. Kitts and Nevis Workshop Report
Appendix 5 St. Lucia Workshop Report
Appendix 6 St. Vincent and the Grenadines Workshop Report
Annex V Report of Regional Seminar
Appendix 1 List of Participants
Appendix 2 Agenda
Appendix 3 List of Documents
Annex VI Harmonized Provisions for Fishing Vessel Registration and Safety
Part 1 Fisheries (Amendment) Act, No. ** of 2002
Part 2 Draft Harmonised Regulations on Safety of Fishing Vessels
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Schedule 1 Prescribed Forms
Schedule 2 Prescribed Fees
Schedule 3 Safety Equipment for a Local Fishing Vessel
Schedule 4 Fire Protection, fire detection, fire extinguishing and fire fighting equipment.
Schedule 5 Equipment - Anchors and chains
Schedule 6 Stability and related seaworthiness
Schedule 7 Construction of a fibreglass fishing vessel.
Schedule 8 Construction of a wooden fishing vessel.
Schedule 9 Construction of a steel fishing vessel
Schedule 10 Machinery and electrical installations.
Schedule 11 Marking of a local fishing vessel
Annex VII Economic Analysis and Guidelines for the Development of an Outline Specification of a Fishing Vessel
Annex VIII Code for the Conduct of an Inspector of Small Fishing Vessels.
Annex IX Assessment and Training of Inspectors and Boatbuilders.
Annex X Model Agreement for the Construction of a new Boat
Annex XI Administration, Inspection and Construction of Local Fishing Vessels
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Appendix 1
Boat building Questionnaire (outline)
Introduction
The Project TCP/RLA/0069 is concerned with the development of safety, construction and
inspection standards of small fishing vessels in the OECS region of the Caribbean.
Purpose
The purpose of the questionnaire is to establish a comprehensive profile of not only existing boat
building capacity and boat building skill levels, but also survey / inspection practices of vessel
inspectors and the technical training capacity available in the region. The Project area comprises
the nations listed as follows, from N to S:
St. Kitts and Nevis; Antigua and Barbuda; Dominica; St. Lucia; St. Vincent; Grenada and
Barbados
There are several distinct components to the questionnaire since it is not simply an exercise to
establish the numbers of boatyards and boat builders in the region. It will, therefore, provide date
on which the Project will attempt to quantify some of the following aspects of this industry, for
example, and in no particular order:
Vessels
Numbers and types of vessels actually operational.
Methods of fishing
Numbers and types of vessel being built.
Materials being used.
o wood, types and source(s)
o fibreglass, type and source(s)
o metals, type and source(s)
o other
Boat builders / boatyards
o Assess skill levels of the boat builders,
o Levels of formal technical training undertaken by boat builders, if any,
o Total number of known boat builders and average age community
o What equipment is being used, i.e.; hand tools, electric hand tools, stationary
machinery?
o Are there established boatyard locations, or do boat builders contract and travel to
building site(s)?
o What boat haul out facilities are available?
Beach rollers,
Slipways,
Travel lift
Cranes.
o Are any employees in training with established boat builders, (as apprentices or other
learners)?
o What trends are becoming apparent to existing boat builders, (future directions of the
industry)?
o What difficulties are most prevalent for existing boat builders?
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Engines, Equipment and Electrical
o Fittings, fastenings and hardware items, imports or locally fabricated?
o Engines and stern gear/propellers,
Preferred manufacturers?
New or used?
If new, are engines imported direct or purchased from local dealers?
Do dealers provide technical assistance before and after supply of engine?
Is engine & gearbox oil analysis available in the region?
Installed HP for given boat size and type, who determines?
Who gives advice on propeller selection for given HP and boat size?
Who installs engines and systems, boat builder or engine supplier?
Steering gear and systems, what preferences
o Tiller
o Wheel & Cable to quadrant or “push pull cable”
o Hydraulic
o Other
Bilge pumping arrangements
o Manual pumps
o Electrical or hydraulic power
o Engine driven
o Automatic switch sensors
Electrical, who carries out installations of electrical systems?
o What wiring materials are used, marine or industrial?
o What type electrical panels and switches are used, marine or industrial?
o What standards are followed for electrical installation?
o Who inspects electrical installations?
Hydraulic systems, who calculates requirements and/or carries out installations?
o Where is equipment purchased, locally or imported?
o What is most common hydraulic equipment installed on F/V’s.
Designs
o Are boat builders using any specific designs for F/V’s? for example:
Half models
Drawings
Templates
o Does the Fishery Division have designs available for F/V’s of different sizes and
fishing methods?
o Would boat builders be able to properly use plans if supplied?
Regulatory Considerations
o Are there any construction standards in place for F/V’s at present?
o Are there any legal or regulatory requirements in legislation for F/V construction?
o What certification requirements are there for F/V builders and Inspectors?
o Are small (under 12m ) F/V’s required to carry full lifesaving equipment?
o Are regulations in force governing the alteration of existing fishing vessels?
o What requirements are there regarding the importation of new or used fishing
vessels?
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o Is there a clearly defined system for registration and licensing of commercial fishing
vessels in place?
o Are fishing vessels required to file clearance papers with port authorities on leaving
port and on return?
Training
Boat builders
o Have any boat builders had formal technical training in boat building or repair
methods and techniques? Wood, Fibreglass, Metal or other materials.
o Are any Technical Training courses available at local Technical Institutes?
o Do local boat builders offer training to apprentices or assistants?
Inspectors
o Have inspectors received any formal training in F/V inspection and survey
techniques?
o Is there an upgrading / training program in place for F/V inspectors?
o Are any inspectors from a boat building background?
o Are inspectors willing to undertake short training courses in F/V inspections, for
example:
Hull inspection methods for various materials;
Stability checks by rolling and inclining tests;
Electrical systems; propulsion systems; hydraulics; bilge pumping systems;
steering systems;
Destructive and non-destructive testing etc.
NB
The above items will be refined as a standard questionnaire that can be used throughout the
Project area, taking into account local methods and practices. Any observations and additions to
the above draft list are welcomed.
