For most of my career I have been involved in commercial fisheries and only occasionally got involved in small scale ones, and in those few occasions form the practical side… basically going fishing, playing around with different ways of catching fish, how to handle it on board as to maximise the value of that catch (basically hammering that with fish you have to be clean, cold, gentle and fast) or explaining fishers what different gonadal stadia of the fish they catch means not only in terms of the fish post-harvest but also the bigger ecosystems picture.
a great day fishing out for the local market.
Maybe because I also bring my trusty Leica with me on those trips, I have some good pictures of small scale fishers… in fact, FAO used quite a few for a calendar and the publication of the International Year of Artisanal Fisheries and Aquaculture IYAFA 2022 - Electronic Photobook.
And here is something I do struggle with (as a good friend told me) is that some of my pictures represent a sort of vision of artisanal fishers as some of the last noble savage type fishers who with a line in one hand and our pity in the other use their bare hands to catch fish in idyllic places. No surprise that to me this only further marginalises an industry that needs to modernise, provide quality jobs for young people, continue to provide public health goods, and be a key player in the sustainable development of fishery and supporting natural resources. Unfortunately, the notion of the noble savage only plays further into the hearts and minds of conservation groups and to the benefit of external interests running the tourism industry. Many scientists are also caught up in this romantic notion of the noble savage, MPAs, conservation and tourism and see these as the panacea for economic growth in the pacific.
So yeah… not a popular opinion… yet to my surprise, I was asked to come up with a few concept notes for potential forthcoming projects to support them.
Normally when confronted with this, I talk to my elders… people that I know have been around for a while (even if they are not older than me) for their experienced opinions on what problems exist and in most cases, they are long term issues… so I go back in time to see what has been done, what worked and what did not.
Om this last group (what did not) I normally fid two groups 1) was a bad idea… so yeah chances are it still is a bad idea and 2) was a good idea, but was badly implemented or it wasn't the right time… and I like this last group better.
So from the conversations with the elders and an analysis of how things have changed since they were tried and now, I decide if it is worth the try them again in a different way
So yeah… from that process I’ll be proposing projects in very different areas, and without going into deep details here is one:
Safety at sea, old school sailing and new Apps.
In traditional times all Pacific Island fishing craft were propelled by sail, paddle, or pole. In the past few decades, many of the fishing fleets have become engine-powered. This mechanisation associated with the availability of newer boats such as the fibreglass Yamaha type design (also known as panga, punt or banana boats) has sometimes enabled fishermen to land more fish, catch previously underexploited species, reduce the time necessary for a fishing trips, or improve the quality of the catch.
Already in 1991, it was recognised that the introduction of these newer technologies has come at a time when it is recognized that in numerous countries with historical seafaring backgrounds, there has already been a distinct degradation of traditional sailing, navigational and seafaring skills over the year, so is much worst now.
The use of engines, however, has resulted in an increased number of safety at sea incidents. Across the pacific, a great number of powered small boats are getting lost at sea and resulting in loss of life, even if the strengthening of small-boat safety is of critical importance to Pacific Island governments.
The advent of cheaper, better, and more-compact life-saving appliances make it possible nowadays to not accept anymore the relaxed attitude towards safety of many small-scale fishers and small-boat operators that prevailed three decades ago but still exists in the Pacific Islands.
It is a common occurrence for fishermen in small boats to develop engine problems offshore. Without a secondary means of propulsion, disabled boats will often drift away. Their crews far too frequently never return.
It is generally recognized that small motor boats should never venture out of the lagoon into the open ocean relying on only one outboard engine. Carrying a second outboard engine certainly helps prevent accidents, but it is not the perfect solution; if the second outboard is seldom used, it may not be mechanically reliable. Also, if the cause of the primary outboard not functioning is lack of fuel or contaminated fuels, a second outboard will not help.
Besides, the on-board storage of a second engine is always problematic on the newer design type boats used in the region. Furthermore, many fishermen may have difficulty in paying for an additional engine.
To further aggravate the situation, fuel prices are increasing with no end on site, adding to their already climate change impact when most countries are trying to minimize their use.
A radio and flares can be effective in some circumstances, but maintenance problems, range and lack of specific coastal monitoring reduce the effectiveness. While many interventions have provided EPIRB or the more affordable personal locator beacons (PLB), the reality is that these devices should be the very last resort to be used in dire emergencies as to the tremendous costs of activating search and rescue operations, and they do not help to get the boat back to port, which imply a substantial loss of capital.
A further complementary problem is the lack of awareness of present-day weather forecast availability. Many operators don't heed the weather forecasts and operate their crafts in weather beyond their capacity. Without propulsion, many of the crafts are fundamentally unstable and sink.
Two suggested potential solutions to this reality are:
Promote and encourage the use of an Emergency sail rig as a backup way of returning home. There is a need to incorporate this concept on the boats that are currently used and as part of the plans for new boats
Dealing with the weather and logging departures: Fishers would benefit from the opportunity to receive updated weather reports and log their departures and returns for safety matters using a simple Information and communication technologies (ICTs)based tool that does not require physical interaction with authorities.
Emergency sail rig
The idea of a simple emergency sail rig is the best and most accessible means of secondary propulsion for outboard-powered fishing craft and is not new to the region.
During 1990 and 1991 the FAO/UNDP Regional Fishery Support Programme worked on the development of an emergency sail appropriate for small fishing boats, on plywood skiffs in Kiribati, Aluminium in the Cook Islands, and fiberglass in Fiji.
This work was based on designs by O. Gulbrandsen, FAO consultant naval architect, that produced drawings for a 7 metre planning skiff, the KIR-10, for offshore tuna fishing in Kiribati in 1988, his work was then adapted to the other locations by Mike Savins, Robert Gillet for FA, and Hugh Walton for USP.
Their suggested emergency sail rig as designed by Gulbrandsen, consists of six components: mast, yard, rudder, leeboard, sail, and rigging. The total weight of these was approximately 16 kg.
Tests on the suggested emergency sail rig indicate that it is capable of sailing 75 degrees away from the eye of the wind. This is made possible by the use of a leeboard which reduces the amount of leeway (drift sideways).
Under most circumstances, this should allow progress to be made to windward in the event of engine failure. Sailing across the wind is considerably easier and faster.
A major consideration in designing the rig was that it should not interfere with fishing operations. Hence very little space should be required to stow all the components.
The picture on the right above shows the resulting rig on a typical Yamaha type fibreglass boat.
A 2003 review by FAO noticed that while the initiative was initially well-received, the programme did not result in many fishers maintaining the habit of carrying emergency rigs. Feedback was sought (April 2022) on why the rigs weren’t maintained and further promoted by the coastal fisheries authorities, beyond the FAO intervention in the early 90s.
Their main findings were:
The intervention was very short and did not have continuity, the main successes in safety at sea initiatives are with long-running regional support initiatives run by practical hands-on practitioners as in the case of SPC’s Coastal Fisheries Programme.
There are limitations on sail materials and masts were mostly wooden which increased their weight.
If an emergency sail rig can serve as a combined sun/rain cover and if the rig's rudder and leeboard are an actual floor section or a cutting board, they were usually carried.
The project coincided with a time of substantial progress in terms of reliability of engines, a progressive lowering of costs (sometimes with state subsidies) and low fuel prices which did not align with the objectives of having sail support.
The focus of many programmes made grab packs and VHF radios made for a more interesting alternative for many fishers and donors.
After 3 decades the present situation has changed in various aspects
The price of fuel
The nominal avg. price of fuel has more than duplicated since 1990. Therefore, the cost of fuel is now a more important issue than in the past (and the incentives for hoarding, diluting and tempering the fuel quality has increased)
New and cheaper rig materials
The availability of new technologies and light materials associated with fibreglass/carbon mast sails cloth and designs could provide for lighter and less obstructive designs.
Experienced operator in the region
The success of past SPC safety at sea awareness work together with the ongoing requirements suggests that SPC efforts in this subject should continue
Is believed that these conditions are right for FAO in collaboration with SPC to review the early work done in 1990 under the new set of circumstances and conduct trials in at least two countries to be decided
Develop an ICT based tool for fishers
In fisheries, new ICTs are being used across the sector, from resource assessment, capture or culture to processing and commercialization. Some are specialist applications such as sonar for locating fish. Others are general purpose applications such as Global Positioning Systems (GPS) used for navigation and location finding, mobile phone-based Apps for trading catch, information exchange and emergencies, radio programming with fishing communities and Web-based information and networking resources.
However, many of these especially dedicated tools are in a cost range that exceeds the financial capabilities of the fishers, or, have to be installed and removed from the vessels.
There have been advances in East Timor and Indonesia plus an existing tool being used in the Caribbean, as well as SPC’s own experience on Apps developments for fisheries and navigation purposes, which warrant the development of a Fisher’s App containing a “suite” of tools that could be used from a mobile phone.
Today’s entry price mobile phones are incredible tools that bring together in one various different “technologies”, they are at once a personal locator beacon, a GPS navigation device, and GPS equipped camera, besides being a 2-way communication device. Those “tools” can be easily and cheaply interfaced with Google maps platforms and with the willingness of the social responsibility and sustainability sections of mobile companies, provide for positive advances in small scale fisheries that can be achieved via a win-win scenario.
A specifically developed App will open a “suite of services” that are at the disposition of the fishers.
Some of the potential uses of such an App are:
Registration:
The app key traceable element is the ID of the fisher in charge of the vessel.
Once the user registers his details become part of the database and the app, recognizes the phone number of the unit being used (hence it becomes independent -if needed- in case fisher changes number)
The registration includes next of keen
Implications in terms of safety at sea
Departure and return logging
Communicate date, time- and location-of departure are logged automatically from the App.
Estimated time at sea (i.e. 24, 48, t2 hrs) can be pre-set as well as expected fishing zones to be visited.
Return to shore also logged may it be the same or different from departure.
If a vessel has not logged an entry in the expected time frame, authorities and pre-defined personal contacts are alerted
Knowing the ID of vessels and the expected zone of fishing can alert the nearby vessels which could facilitate as well the action of the rescue centre
Navigation / Weather Information
Based on the GPS coordinates of the registration data, it provides information concerning current weather conditions at the location and 3-day forecasts, as well as moon phases.
Weather is basic to deciding the fishing area and fundamental in terms of safety at sea.
Knowing the size of the vessels (from registration), departure and expected fishing area (from logging in) can provide advice on safe time of return or non-advisable areas.
Moon phases facilitate fishing in some species but as well fishing at night
Navigation software that allows the fisherman to see the coordinates of fishing grounds, save and view locations at sea, view compass bearings and navigate to the desired location. View Alerts (see “alerts”) on a map and navigate directly to them.
Fuel is consistently one of the major costs in small scale fisheries, any help or facilitation in terms of minimizing fuel consumption is the be supported.
Furthermore, the faster the fish moves along the value chain the higher its quality
Alerts
Based on the phone number and connectivity alerts can be sent directly by the database.
This is a two way direct communication to the vessels either by individual or by area
Safety alerts
In the case of a tsunami or heavy weather alerts, this can be communicated to all participating fleet in selected areas or all areas
Rescues / Assistance
If a vessel in the same network is in trouble the central database can identify the nearest vessel/s and alert them of the ID and position of vessels in distress and this could advise on further actions or needs
A similar initiative in Chile in 2015 I was involved with, noted that most fishermen interviewed had an “intelligent” phone of some sort, and all of them reported having at least a 3G signal up to 10 miles from shore (hence the technology and tools are well incorporated by the ultimate beneficiaries). Initial conversations with the local telecommunication companies were extremely positive in terms of facilitating the technical development of the platform and facilitating low-cost plans and subsidized phones and waterproof covers. A further option explored was solar chargers.
Is important to note here that, that the management of such as system may not need to be with an official organisation, it could potentially be co-managed in between a fisher’s organization and an adequate line agency (ether fisheries, maritime police, etc)
so yeah… let see how it goes, and if they like the ideas…
