SOUTH PACIFIC COMMISSION. SIXTEENTH REGIONAL TECHNICAL MEETING ON FISHERIES (Noumea, New Caledonia, August 1984)

Transcription

1 16 July 1984 ORIGINAL : ENGLISH SOUTH PACIFIC COMMISSION SIXTEENTH REGIONAL TECHNICAL MEETING ON FISHERIES (Noumea, New Caledonia, August 1984) THE VESSEL APPRAISAL PROGRAMME IN PAPUA NEW GUINEA, BACKGROUND AND SITUATION REPORT by David C. Cook Senior Fisheries Scientist Fisheries Research and Survey Branch Fisheries Division Department of Primary Industry Papua New Guinea 678/84 LIBRARY SOUTH PACIFIC COMMISSION

2 CONTENTS SUMMARY 1 BACKGROUND 1 VESSEL APPRAISAL 5 Canoes and dinghies 5 New designs PNG 1, FAO designed, 11m canoe 7 7 The Sandskipper design of catamaran. 9 Alternative engines 11 ACKNOWLEDGEMENTS 12 REFERENCES 12 (i)

3 SPC/Fisherles 16/WP.6 Page 1 SUMMARY The Fisheries Division of Papua New Guinea commenced a vessel appraisal programme late in A brief discussion is presented in this paper of the features of small-scale fisheries in PNG which require consideration when attempting to choose suitable fishing craft. When making such a choice the importance is stressed of assessing each case on its own merits with particular reference to the local conditions. There is little detailed information currently available on the economic viability of operating dugout canoes, powered by outboard motors, in the small-scale, commercial fishing sector of PNG. Certain limitations of dugout craft as found in PNG are discussed. The need is identified to collect more objective information for use as base-line data for comparative purposes when assessing "improvements" and new types of vessels. Two designs of small sail-assisted craft, new to PNG, are currently being assessed. These are an 11m LOA plywood, outboard powered canoe designed by FAO and a 7.3m LOA plywood catamaran fitted with a diesel engine. A brief description of both types of craft is given together with some results of preliminary sea trials. The introduction of new or improved vessels to any expanding fishery often results in increasing the level of capital investment tied up in the fishing unit. This is usually done with a view to increasing the operating efficiency of the fishermen. Such improvements should only be recommended where it can be shown that they are likely to result in greater nett returns to the fishermen. The term "improved vessel" covers both improvements to existing local craft and to more recent designs. Savings in fuel costs of up to 80% can be made by using the relatively new tyes of diesel engines available, instead of the less expensive petrol outboards on certain types of small vessels. In some situations however it may work out that petrol outboard motors are the preferred choice. Both diesel longtails and diesel outboards are to be tested on both dugout and new designs of fishing vessels in an attempt to assess the potential for their use in the small-scale fishing industry of PNG. BACKGROUND In many areas of PNG the weather limits the amount of fishing carried out from dugout canoes by village fishermen. This in turn limits the sizes of their annual catches. Clear examples of this are found on the north coast of West New Britain in the north-west season and much of the Papuan Coast in the south-east season. A sketch map of PNG is given in Fig. 1. In other, more sheltered waters, or where the markets available to fishermen are very limited, dugout canoes, by virtue of their low initial costs may be the best practical option open to village fishermen.

4 Page 2 NfcW IRELAND 0 NORTH SOLOMONS MILNE BAY 9 S km» i i i i 152 E Figure 1. Sketch Map of Papua New Guinea. 3

5 Page 3 Papua New Guinea has made considerable capital investment in fisheries development projects in a number of areas. These projects have significant recurrent budgets and are currently showing little sign of reaching the breakeven point. The need to ensure that fishermen have access to appropriate fishing craft suited to the task expected of them and to the area and conditions under which they operate is outlined below. The weather itself in PNG is not usually severe. Rather it is the relatively low seaworthiness of most village fishing craft, usually dugout canoes, which make them unsuited to fishing in weather conditions over about wind force four on the Beaufort scale (i.e. over 16 knots). Most small village fishing canoes, whilst there are notable exceptions in certain areas, will take in considerable amounts of water and require continuous bailing in wave heights of greater than about one metre. By the nature of the constraints imposed by the materials used in their construction most village canoes are heavy, bulky structures with relatively blunt bows and outriggers. The fine lines required to streamline their shape to reduce their resistance in the water so improving their overall efficiency are rarely found. Their bare hulls rapidly become waterlogged with use thereby increasing their weight and so reducing their potential carrying capacity. The combination of the relatively crude lines of most dugout canoes and their weight makes them comparatively expensive on fuel when propelled by petrol outboard motors. Small diesels mounted in dugouts are rarely, if ever, found in Papua New Guinea despite their being common on small vessels in neighbouring Indonesia and the Philippines. For a slight reduction in speed, savings of around 80% of the total fuel bill could be made if appropriate diesel engines were fitted in favour of outboards. Other factors mentioned later however must also be taken into consideration when deciding upon the choice of engine. Maintaining continuity of supply of fish in poor weather conditions, high fuel costs when using outboards, and the low carrying capacity of small dugouts seem to be three major constraints on village fishermen attempting to enter the realm of small-scale fishing on a semi-commercial basis. All fishermen can relate tales of making outstanding catches when conditions were just right. Catches can be so large at times that fish is either given away or smoked for further use. However these relatively infrequent occasions do not make an efficient fishery. Expensive shore installations and prized overseas or urban markets require fishermen and vessels which can catch fish of the required species and deliver them to the required standards of quality, consistently throughout the year. In PNG there are presently few options in terms of the choice of vessels open to fishermen other than outboard motor powered dugout canoes and dinghies. Small workboats of about 7m in length over all (LOA), usually of marine plywood and powered by 15 to 30hp inboard diesels, are built by a number of commercial yards in the country. The price quoted for these vessels is currently in the range K12,000 to K16,000 (K1.00 = US$1.14, frl70, 0.81). These prices are usually outside the range of most village fishermen.

6 Page 4 Small-scale and artisanal fishermen in PNG are therefore currently limited to outboard motor powered dinghies and dugouts. Their operations are thus restricted by relatively high fuel costs, low carrying capacity, comparatively low sea worthiness and lack of shelter on board. There is a pressing need for the Fisheries Division to closely investigate the operations of present fishermen to assess just how severe these restrictions are. Port Moresby has a small-scale fishery based on outboard motor powered craft, mostly 19ft fibreglass dinghies. The majority of the catch is landed into Koki Market where fishermen obtain prices ranging from K1.00 to K2.60 per kg depending on species, size and availability. At these prices a number of Port Moresby fishermen appear to make a reasonable livelihood. However in more remote areas prices received by the fishermen may be less than 20% of that received by urban-based fishermen for similar catches. In remote areas fish require some form of processing before transporting to distant markets. Fishermen in these areas must catch more fish than their urban counterparts or else make their operations more effective in order to earn anything approaching the same amount as urban fishermen. There is clearly scope to introduce new and improved small fishing boat designs to certain PNG fisheries with the aim of making fishing operations more cost effective. Vessels which would allow their users to extend their range of operations, stay out at the fishing grounds for longer periods, carry sufficient ice and have sufficient insulated fish storage capacity for longer trips, continue fishing in rough weather, use alternative fishing methods and have lower running costs (per kg of catch) than outboard powered craft would go a long way towards improving the efficiecy of the present fisheries. The only justification for encouraging fishermen to up-grade their fishing craft is when, by operating suitable new or improved craft, their nett income would be significantly greater than if they were to continue to operate their existing craft. The introduction of new and improved types of fishing craft usually involves additional capital investment by the fisherman. This will usually be in the form of bank loans. Clearly fishermen should be encouraged to invest in new craft only in areas where markets are assured and existing craft have been found to be incapable of meeting the demand for fish. If vessel development is to be encouraged, then this should be accompanied by the provision of adequate marketing, processing, fish handling facilities, boat maintenance and repair facilities, and most importantly, adequate supplies of cheap commercial ice.

7 Page 5 VESSEL APPRAISAL It is often claimed that the making or breaking of a good fisherman is his choice of boat. Spending a large amount of money on a new boat will not in itself guarantee the fisherman a profitable livelihood. Every aspect of the particular fishery, or fisheries, which the fishermen intends to enter should be studied in detail and be reflected in his choice of vessel. The features of a fishery which will greatly influence the design of a good fishing vessel include the following (in no particular order of priority): (a) the size of the market, (b) the size and nature of the fish stocks, (c) the price offered for the product, (d) market preference in terms of product specification, (e) availability and price of commercial ice, (f) distance to fishing grounds, (g) limitations on range (e.g. by traditional rights), (h) the preferences and prejudices of the fishermen, (i) local sea and weather conditions throughout the year, (j) type of gear used, (k) survey regulations, (1) initial purchase cost and loan terms, (m) running and maintenance costs, (n) maintenance facilities, (o) seasonal variation in abundance or market demand, (p) local skills, (q) interest in fishing as a full-time occupation, (r) any other local factors. Fishing conditions vary widely from the muddy estuaries of the Gulf of Papua to the oceanic conditions prevalent in many of the New Guinea Islands. Different types of gear put different demands and constraints on the vessels using them. There is no one type of craft which will be ideal for all village and smallscale fishing operations in PNG. Each area and fishery should be examined in detail with regard to the points mentioned above before the choice of fishing vessel(s) is made. It is important that use is made of the skills of suitably qualified and experienced people to identifiy, test and promote the types of vessels which are capable of making significant contributions to the successful development of the country's fishery resources. Canoes and dinghies The starting point of any vessel appraisal work linked to coastal fisheries development plans and policies must be the present level at which fishermen are working. There is almost a complete lack of information and records of the overheads and income of small-scale, commercial fishermen operating over a significant period on a sustained basis. Before new and improved vessels can be fully assessed objectively, base line data on existing operations and craft must be made available for comparative purposes.

8 Page 6 A programme is currently being initiated to assess the existing canoes and dinghies in relation to their potential for effectively utilising the fish resources of given areas. Where fish stocks are plentiful in the vicinity of markets which offer good prices for fish, then outboard motor powered craft can often be used to earn a good income for their operators. As distances travelled to the fishing grounds increase and/or the price per kg received for the catch is reduced then the operation of outboard motors may become progressively less economically viable. Where significant distances are travelled by fishermen in outboard powered craft the likelihood of their being caught out in rough or wet weather increases. If, as is often the case, their dugout canoes are not sufficiently seaworthy to withstand such conditions then fishermen will naturally limit the range of their operations. On numerous occasions, as field co-ordinator of the West New Britain Fisheries Project ( ), the author experienced situations where fishermen either refused to put to sea or else cut short their fishing trips because of impending poor weather. Such occasions reduced the average monthly tonnage of fish handled by the project. On these occasions it was clear that the weather which the canoe fishermen considered "rough" was nothing that would have prevented well-designed and well-built small craft from operating. The use of more durable, more modern fastenings, materials, design principles and construction methods would go a long way towards making traditional-type craft more seaworthly and at the same time extend their expected life span. The planking up of the freeboard (sides) of dugouts and their decking over will greatly decrease the amount of water taken in by slopping over the sides. This modification is found already on many Kiwai and Central Province canoes. In these cases usually only poor quality materials are used resulting in the canoes having to be overhauled relatively frequently. The use of epoxy and/or polyester resins, fibre-glass and/or dynel sheathing can be incorporated in canoe construction to help prevent waterlogging and attack by marine borers. At the same time this will improve their sea worthiness, strength and also render the hulls more streamlined and therefore more fuel efficient. One of the few Hiri-Motu racing canoes, "Samarai Dulux", to have a fibre-glass sheathed hull is currently the top A-Grade racing canoe on the Papuan Coast. The owners, probably quite rightly, claim that fibreglassing the hull has made the canoe much faster and will add considerably to its expected life span. Whilst the existing dugout canoes clearly have their use in coastal fisheries development in PNG it must be appreciated that they also have their limitations. The main draw backs of the majority of those to be found in coastal villages are summarised below: (i) comparatively unseaworthy except in relatively calm conditions, (ii) relatively low carrying capacity (iii) expensive on fuel when using petrol outboard motors (iv) (usually) short life span.

9 Page 7 To be set against these disadvantages is their one redeeming, often all-important feature, namely their low initial cost. The Fisheries Division is undertaking a programme to investigate and demonstrate how cost-effective improvements may be made to traditional dugout craft to render them more efficient as fishing craft. New designs Currently two designs of vessels new to PNG are being assessed. One is an 11 metre (36ft) LOA outboard-powered sail-assisted plywood canoe, designed in 1983 specifically for PNG conditions as found around Wewak, East Sepik Province. The second is a twin hulled, 7.3 metre (24ft) sail-assisted catamaran using a small diesel engine. The catamaran was developed under the sponsorship of the Fisheries Section of the British Overseas Development Administration, specially for use as a beach landing craft in small-scale tropical fisheries. A situation report on the progress of these programmes is given below. PNG 1 : FAQ designed 11 metre plywood canoe The general arrangement of "PNG 1", a single outrigger, sail assisted canoe is presented in Fig. 2. In 1983 FAO commissioned Naval architect Oyvind Gulbrandsen to visit PNG to design a fishing vessel suited to the conditions found in the East Sepik Province. The concept of a plywood canoe was developed in response to the Province's request for an effective and effecient but inexpensive design of small fishing craft suitable for use by the local fishermen. The recommended size of motor for use on "PNG 1" is within the range 10 to 15hp. Most fishermen in the area currently use dugout canoes, the larger of which are often powered by petrol outboard motors, usually of 25hp capacity. The design prototype was launched in Wewak in November 1983 and initial trials have proved encouraging. The vessel travels faster when powered by 15hp outboard than similar sized local craft powered by 25hp motors giving a potential saving in fuel costs of about 40%. Preliminary trials have been undertaken on the cost of operating "PNG-1" under load using both a 15h and a 25hp outboard in calm conditions. The results of these are given in Table 1 below. TABLE 1: Fuel consumption rates using 15 and 25hp outboards on PNG 1 : preliminary findings. The canoe had a crew of 4 and 340 kg of concrete ballast. Motor Distance Travelled Fuel Used Fuel Consumption Speed (nautical miles) (litres) (1/nm) Ocnots) 25hp hp

10 Page 8 V n t> 7 r n/,0/ty lurry, H*llJ >IM *t S/OAJS Hon #*u<.+o<(r*,et * «7oo*y J*ft 0 I Figure 2. "PNG 1" - A Plywood Canoe Designed by PAO.

11 Page 9 During these trials it is calculated that the canoe averaged 7.8knots with a 15hp motor and 9.9 knots using a 25hp motor. The 15hp motor consumed two-stroke outboard motor fuel at a rate of 0.75 litres per nautical mile which corresponds to a cost of K0.31/nm. The rate of fuel consumption by the 25hp was /nm which gives a running cost of K0.56/nm. (Costs are calculated on the basis of BP's quote of K82-60 for 200 litres of pre-mixed fuel, Port Moresby, May 1984). Hence although the canoe is about 21% slower when powered by a 15hp motor it is about 44% less costly to run than when powered by a 25hp motor. The outrigger is hollow, having a buoyancy of about 200 kg. This enables the vessel to be sailed on either tack unlike many PNG canoes which require to keep the outrigger to windward. Certain handling difficulties have been reported by operators of the craft in rough weather. A discussion of this is given in Cook and Chapau (1984). As ESP has relatively calm weather for much of the year the building of a second vessel has been commissioned. This will be operated in an area where winds of 20 to 30 knots are common in the S.E. season. The performance of the vessel under these conditions will be assessed and the design modified if necessary. The design was developed with a view to decreasing the running costs of the vessel by increasing the use of sail and by being able to maintain the desired speed using a smaller capacity outboard motor. Whether this will sufficiently offset the greater capital cost of the canoe (Kl,500 for materials alone) to make the design worthy of adoption by the fishermen is the subject of an on-going study. Clearly a fisherman investing in the new design would have to fish consistently over an as yet undetermined period before he paid off his investment. Only once this has been done would he benefit from the lower running costs. The Sandskipper design of Catamaran The general arrangement of the Sandskipper Catamaran is shown in Fig. 3. This type of vessel is currently working as a sailassisted, diesel-powered fishing vessel in a number of smallscale tropical fisheries development projects including Honduras, and Sri Lanka. The basic design may therefore be considered as "proven" with regard to sea worthiness although more detailed information on its contribution to those countries fisheries still has to be obtained. The Fisheries Division is assessing its suitability for use by small-scale commercial fishermen in PNG fisheries. The Fisheries Division has commissioned a local private builder to build two Sandskippers. The first, the F.R.V. Matabudi was delivered in March 1984 and has subsequently undergone a series of sea trials using both sail and engine in S.E. winds of up to force 5. The second is due to be completed shortly. The type of diesel engine chosen to power the Sandskipper is the llhp Yamar Longtail, model TS 130.

12 Page 10 5mm*STCELWinE F0RES1AY MAST CENTRE BOARD O I Q I, I 1 X. i i oi? o ^ Figure 3. The Sandskipper / a small-scale tropical fishing vessel.

13 Page 11 As the local builder did not have staff experienced in sailing when the Matabudi was built the making of the sail and its rigging was supervised by the author. Only one major fault has been discovered in the Matabudi's construction, namely the centre board was built less than half the recommend thickness and broke the first time it was used under sail in a strong breeze. The vessel was fitted in May with a new centreboard and centreboard box, echo-sounder, anchor-rope drum and safety rail. The design features of the Sandskipper catamaran which are considered suited to certain types of fishing in PNG include the following: (i) (ii) (iii) (iv) (v) (vi) a very stable, seaworthy and relatively large fishing platform capable of operating in comparatively rough conditons e.g. S.E. winds 25 knots, capability of carrying a payload of 2 tonnes, beach landing capability, the installation of a small fuel-efficient diesel engine, the provision of sail to be used as a source of auxiliary power and in the event of breakdowns, the double hulls and sprit-sail rig are especially suited to Central Province where double-hulled canoes and sprit sails are in widespread use. Over 95.5 nautical miles, which were covered in 16hrs 18mins, the Matabudi, whilst motor-sailing, averaged 5.86 knots and used 19 litres of fuel. The average fuel consumption rate recorded over this distance was therefore 0.2 litres of diesel per nautical mile. This works out in cost terms as K0.06 per nautical mile which is 19% of the fuel cost of the plywood canoe, PNG 1, when powered by 15hp petrol outboard motor and 11% of the fuel cost when a 25hp outboard is used. The cost of having the first two Sandskippers built and fitted with TS130 Yanmar Longtails was K5,330 each. The builder has quoted a price of K6900 for subsequent vessels ordered during 1984 (this includes the price of the engine which is currently Kl,940). Alternative Engines One school of thought maintains that since two stroke-petrol outboard motors are so firmly entrenched in PNG coastal fisheries the status quo should be accepted and no attempt be made to introduce diesel engines inspite of their greater fuel efficiency. The higher initial cost, the greater complexity of the installation process and the shortage of diesel mechanics are often sited as the main disadvantages of diesels Recent advances in diesel technology have resulted in the manufacture of much lighter and relatively less expensive diesel engines. Diesel engines are becoming common place in road vehicles even in remote areas of PNG. The longtail assembly does not require as much skill to install as do the traditional diesel inboards. Their price however is about twice that of 25hp petrol outboard motors.

14 Page 12 Diesel outboard motors have been on sale in PNG for a number of years but the writer is not aware of any being used by fishermen. Their weight factor alone is sufficient to deter most fishermen for purchasing them for use on small canoes, eg a 13hp model on sale is about 50% heavier than a 35hp petrol outboard motor. The makers claim however that diesel outboards are built for robustness, fuel economy and power at low speeds. Very little had been done to advertise them and the majority of fishermen are unlikely to be aware of their existance. It is quite possible that the diesel outboards may be well-suited to the heavy double canoes of Central Province where these are in regular use over long distances. In view of the very high running costs of petrol outboards on traditional dugout craft, the advantages that small diesel engines offer to fishermen must be considered. Hence a series of closely monitored tests involving various types of both diesel engines and petrol outboards on dugout and more modern designs of small fishing craft have been initiated by the Fisheries Division and are currently continuing. The results of these trials will be used to assess the potential of such alternatives to the small-scale fishing industry and subsistence fishermen of PNG. ACKNOWLEDGEMENTS This report includes an attempt to collate the views and experiences of a number of people from a variety of walks of life met during six years of working in PNG's fisheries. My thanks are due to all those who willingly discussed small fishing craft and their place in the development of the country's coastal resources. I am indebted to David Waites for helping with the preparation of this report and to Dr. John Lock and David Coates for editorial assistance. REFERENCE Cook, D.C. and M.R. Chapau, A Plywood Canoe Designed by FAO for Papua New Guinea Waters. DPI, Fisheries Research & Surveys Branch, Report No pp.