Secretariat of the Pacific Community

FIELD REPORT No. 21

HORIZONTAL TUNA LONGLINE

FISHING WORKSHOPS AND FISHING

TRIALS, INCLUDING CORRECT HANDLING,

PROCESSING AND CHILLING PRACTICES

IN MAJURO, MARSHALL ISLANDS

19 February to 28 May 2003

William SokimiFisheries Development Officer

Lindsay ChapmanFisheries Development Adviser

Secretariat of the Pacific CommunityNoumea, New Caledonia

All rights for commercial / for profit reproduction or translation, in any form, reserved. The SPC authorisesthe partial reproduction or translation of this material for scientific, educational or research purposes,provided the SPC and the source document are properly acknowledged. Permission to reproduce thedocument and/or translate in whole, in any form, whether for commercial / for profit or non-profit purposes,must be requested in writing. Original SPC artwork may not be altered or separately published withoutpermission.

This field report forms part of a series compiled by the Fisheries Development Section of theSecretariat of the Pacific Community’s Coastal Fisheries Programme. These reports have been producedas a record of individual project activities and country assignments, from materials held within theSection, with the aim of making this valuable information readily accessible. Each report in this serieshas been compiled within the Fisheries Development Section to a technical standard acceptable forrelease into the public arena.

Secretariat of the Pacific CommunityBP D598848 Noumea CedexNew Caledonia

Tel: (687) 26 20 00Fax: (687) 26 38 18Email: fishdev@spc.inthttp://www.spc.int/coastfish

Prepared atSecretariat of the Pacific Community headquarters

Noumea, New Caledonia, 2003

ACKNOWLEDGEMENTS

The Secretariat of the Pacific Community acknowledges with gratitude the support and cooperationoffered by the administration and staff of the Marshall Islands Marine Resources Authority (MIMRA)and the Fisheries/Nautical Training Centre (FNTC) and in particular: the Minister for Resources andDevelopment, Mr John Silk; Director for MIMRA, Mr Danny Wase; Deputy Director — Coastal andCommunity Affairs MIMRA, Mr Danny Jack; Deputy Director — Oceanic and Industrial AffairsMIMRA, Mr Glen Joseph; Principal of FNTC, Mr Larry Muller; FNTC Nautical Instructor, Mr ReidShoniba; FNTC Engineering Instructor, Mr Joel Clinton; and Manager of Marshall Islands FishingVenture Incorporated, Mr Gerry Yang.

The Secretariat also appreciates the effort and commitment of the workshop participants whose dedicationmade the workshop and fishing trials a success.

The Australian Government through AusAID, the New Zealand Government through NZAID, and theGovernment of Taiwan/ROC provided funding for the fieldwork carried out during this project, andSPC acknowledges with gratitude this funding support.

SUMMARY

In early 2002 the Marshall Islands Marine Resources Authority (MIMRA) requested technical assistancefrom SPC, which led to the signing of a memorandum of agreement for a tuna fishery developmentproject to commence later in the year. Problems were encountered with the project vessel to be used,which delayed the start of the project until early 2003. SPC’s Fisheries Development Officer, WilliamSokimi, arrived in Majuro on 19 February 2003 to coordinate and implement the project. The objectivesof this project were to work with the skipper and crew of the project vessel to fit it out for tuna longlinefishing operations; conduct a workshop to train 32 participants, enlisted by MIMRA, in all aspects ofthe tuna longline gear and fishing operations; assess the catch potential and fishing operation capabilitiesof the project vessel as a suitable tuna longliner; and provide training in the correct handling, processingand chilling of the catch, especially larger tunas, for export as sashimi grade fish. The project was originallyscheduled to conclude in early May, but was extended by three weeks until 28 May 2003. The extensionwas to make up additional gear and changes to the project vessel for a larger fishing reel, however, thereel itself did not arrive in time for the Fisheries Development Officer to assist with its installation.

MIMRA had 32 participants organised for the workshop on tuna longlining. The Fisheries DevelopmentOfficer divided the participants into three groups to make it easier to implement the training. Each groupwas trained and assigned different tasks to start, with the groups rotating to ensure all received the sameinstruction. Over the course of the workshop, several participants dropped out, leaving 23 people at thecompletion of the work.

Six week-long fishing trips were conducted during the workshop, with each group completing twotrips. In total, 40 sets were made of the 200 hook longline over 26 fishing days. As the longline was soshort, two sets were generally made per day, one in the morning and one in the evening. Fishing wasnot spectacular with 270 fish of all species taken during the workshop. Of these, the main saleablespecies caught during the project were bigeye tuna (18 fish weighing 451 kg), yellowfin tuna (20 fishweighing 259 kg), blue marlin (14 fish weighing 432 kg), mahi mahi (48 fish weighing 305 kg), andwahoo(14 fish weighing 209 kg).

Exporting trials were undertaken through the Marshall Islands Fishing Venture (MIFV) company, witha 39 kg bigeye tuna exported to Japan after the first trip. Bigeye tuna and blue marlin from subsequenttrips were exported to the US. The total weight of exported bigeye tuna was 272 kg, while exportedblue marlin weighed 184 kg. Other byproduct species and tunas that were not exported were either soldto the MIMRA fish market, donated as payment for services rendered, provided as customary acknowl-edgement to dignitaries, or eaten by the crew.

The project vessel, F/V Wa-Bal, was assessed as being marginally suitable as a tuna longline vessel, butseveral improvements were identified in regard to the working conditions. The stability of the vessel inmoderate to rough sea conditions needs to be improved and the electrical system on the vessel needsmodifying, including the installation of a small generator to keep the batteries charged. Another limitingfactor on this vessel was the small size of the fish hold.

To build on the work conducted during this project, MIMRA needs to keep the fishing operation goingwhile the current crews are keen. When the new mainline reel arrives on-island, it should be installedimmediately to increase the fishing efficiency of F/V Wa-Bal. Only persistent fishing effort will allowa full assessment of the project vessel’s suitability, the fishing potential, and the viability of domesticmedium-scale tuna longlining around Majuro to be undertaken.

RÉSUMÉ

Au début 2002, l’Office des ressources marines des Îles Marshall (MIMRA) a présenté une demanded’assistance technique à la CPS, qui a mené à la signature d’un protocole d’accord sur un projet dedéveloppement de la pêche thonière, dont le lancement était prévu plus tard dans l’année. Desdifficultés ont toutefois été rencontrées avec le navire retenu, ce qui a reporté le démarrage du projetjusqu’au début 2003. Le 19 février 2003, William Sokimi, chargé du développement de la pêche à laCPS, est arrivé à Majuro pour assurer la coordination et la mise en oeuvre du projet, dont les objectifsétaient les suivants : travailler avec le capitaine et l’équipage du navire pour équiper celui-ci en vue dela conduite d’opérations de pêche thonière à la palangre; animer un atelier à l’intention de 32participants, inscrits par la MIMRA, sur tous les aspects des opérations de pêche thonière à la palangre,notamment les engins utilisés; évaluer le potentiel de capture et les capacités du navire pour déterminers’il est bien adapté à la pêche thonière à la palangre; offrir une formation sur les techniques demanutention, de traitement et de réfrigération des prises, notamment en ce qui concerne les thons deplus grande taille, en vue de leur exportation sur le marché du sashimi. À l’origine, le projet devait seterminer début mai, mais il a été prolongé de trois semaines, soit jusqu’au 28 mai 2003, pour apporterdes aménagements au navire et y installer de nouveaux équipements, dont un plus gros moulinet depêche. Toutefois, ce moulinet n’est pas arrivé suffisamment à temps pour que le chargé dudéveloppement de la pêche puisse collaborer à son installation.

À l’initiative de la MIMRA, trente-deux participants étaient inscrits à l’atelier sur la pêche thonière àla palangre. Le chargé du développement de la pêche a réparti les participants en trois groupes pourfaciliter le déroulement de l’atelier. Les groupes se sont vus confier des tâches différentes pourcommencer, puis ont fait l’objet d’un roulement pour que tous aient droit à la même formation. En tout,23 participants ont terminé l’atelier, plusieurs personnes ayant décidé de l’abandonner.

Six expéditions de pêche d’une durée d’une semaine ont été menées au cours de l’atelier, soit deux pargroupe. Au total, en 26 jours de pêche, une palangre munie de 200 hameçons a été mouillée 40 fois. Enraison de la faible longueur de la palangre, deux calées ont été effectuées par jour, soit une le matin etune le soir. La pêche n’a pas donné des résultats spectaculaires : en tout, 270 poissons ont été capturéslors de l’atelier, toutes espèces confondues. De ce nombre, les principales espèces commercialisablesétaient les suivantes : thon obèse (18 poissons pesant 451 kg), thon jaune (20 poissons pesant 259 kg),marlin bleu (14 poissons pesant 432 kg), mahi mahi (48 poissons pesant 305 kg) et thazard du large (14poissons pesant 209 kg).

Des essais d’exportation ont été entrepris par l’intermédiaire de l’entreprise Marshall Islands FishingVenture (MIFV). Un thon obèse de 39 kg a été exporté au Japon après la première sortie, et des prisesde thon obèse et de marlin bleu réalisées lors de sorties ultérieures ont été exportées aux États-Unisd’Amérique. Le poids total des exportations était de 272 kg dans le cas du thon obèse et de 184 kg danscelui du marlin bleu. Les autres thons et prises secondaires qui n’ont pas été exportés ont soit été vendusau marché du poisson de la MIMRA, ont servi de paiement pour des services rendus, ont été offerts àdes dignitaires en guise de reconnaissance, ou ont été consommés par les membres de l’équipage.

Le navire de pêche, le “Wa-Bal”, a été jugé marginalement acceptable pour la pêche thonière à lapalangre; toutefois, plusieurs aménagements doivent y être apportés pour améliorer les conditions detravail à bord. Il importe d’augmenter la stabilité du bateau dans une houle modérée à forte, et en modifierle système électrique, en installant notamment une petite génératrice pour assurer le chargement desbatteries. Un autre facteur limitant les possibilités du navire est la petite taille de sa cale à poisson.

Pour donner suite au projet, la MIMRA doit assurer la poursuite des opérations de pêche en profitantde l’enthousiasme des équipages actuels. Dès la livraison du moulinet de la ligne-mère, il devrait êtreinstallé à bord du Wa-Bal pour en augmenter l’efficacité. En effet, un effort de pêche soutenu est essentielà la tenue d’une évaluation complète de l’adéquation du navire, du potentiel de pêche et de la viabilitéde la pêche thonière à la palangre à moyenne échelle dans les environs de Majuro.

CONTENTS

1. INTRODUCTION AND BACKGROUND 1

1.1 General 1

1.2 Fisheries activities and projects 2

1.3 Initiation of the project and its objectives 3

2. PROJECT ACTIVITIES 4

2.1 General 4

2.2 Workshop training vessel, F/V Wa-Bal 5

2.3 Workshop schedule 6

2.4 Tuna handling workshop 6

2.5 Fishing gear construction and preparation 7

2.6 Shore-side activities before fishing trips 9

2.7 Fishing trips/operations 10

2.7.1 Line setting 102.7.2 Line hauling 122.7.3 Gaffing fish 122.7.4 Preparing fish for the ice hold 13

2.8 Problems encountered at sea 13

2.9 Cost of fishing trips 14

3. RESULTS FROM FISHING TRIPS AND MARKETING THE CATCH 15

4. DISCUSSION AND CONCLUSIONS 17

4.1 Workshop planning 17

4.2 Assessment of F/V Wa-Bal 18

4.3 Fishing operations 18

4.4 Marketing 19

5. RECOMMENDATIONS 20

5.1 Workshop planning 20

5.2 Assessment of F/V Wa-Bal 20

5.3 Fishing operations 21

5.4 Marketing 21

6. REFERENCES 21

APPENDICES

A. Specifications of the project vessel F/V Wa-Bal 23

B. List of work carried out on the project vessel in preparation for the workshop 25

C. Workshop schedule 27

D. List of workshop participants 29

E. Checklist for F/V Wa-Bal — tuna longline gear, other equipment and expendable items 31

F. Operations checklist — daily, weekly and monthly maintenance schedule for F/V Wa-Bal 33

G. Summary of catch by set and trip 35

H. MIFV settlement report format for F/V Wa-Bal (March 2003) 39

1. INTRODUCTION AND BACKGROUND

1.1 General

The Republic of the Marshall Islands (RMI — Figure 1) consists of 34 low-lying islands with a totalland mass of 171 km2 located between latitudes 05˚N and 15˚N, and longitudes 162˚E and 173˚E(Fairbairn et al. 1991). The 34 islands are comprised of 29 low-lying coral atolls with lagoons and fivecoral islands, which in all incorporates 1225 individual islands and 870 reef systems (Anon. 2003). Themain groups of islands are divided into two archipelagos that are inclined in a northwest to southeastdirection and are approximately 200 km apart.

KWAJALEIN

Roi NamurEbadon

Gugeegue

Kwajalein

CarlosCarlson50 km0

0 15 km MAJURO

DarritUligaDalap

Taongi

Utirik

MejitAiluk

TakaRongerik

Likiep

WotjeErikub

Maloelap

Rongelap

WothoKwajalein

Bikini

Enewetak

UjelangUjae

Ailinglaplap

JabwotMajuro Arno

JaluitKiliNamdrik(Namorik)

Ebon0 200 km

Figure 1: The Marshall Islands

The RMI has been governed by a legislature and President since becoming self-governing in free associationwith the United States in 1986. It was formerly part of the United Nations Trust Territory of the PacificIslands. The Marshallese are of Micronesian decent and the two main languages spoken in the Republicare Marshallese and English. The islands have a total population of around 53,200 people (SPC 2002)with about half of the population on Majuro.

Average temperature is 27˚C (81˚F) while rainfall ranges from 300 to 380 mm (12 to 15 inches) permonth.

Continental Airlines operates three weekly flights between Honolulu and Majuro and three weeklyflights between Guam and Majuro. Aloha airlines operates two weekly flights between Honolulu andMajuro while Air Marshall Islands operates one weekly flight to Kiribati and domestic services to 26destinations (Anon. 2003).

1.2 Fisheries activities and projects

Tuna fishing in the Marshall Islands goes back to before the Second World War, when Japanese pole-and-line vessels fished in the adjacent waters (Smith 1992). After World War II, in the 1950s, Japanesepole-and-line vessels and tuna longline vessels fished in the waters around the Marshall Islands, withKorean and Taiwanese vessels following in the late 1960s (Smith 1992). This fishing continued into the1970s and 1980s.

In 1978, the SPC’s Skipjack Survey and Assessment Programme conducted surveys of the skipjack andbaitfish resources in the country. Sightings of skipjack schools were low, as was the catch at 1,555 kg forthe time spent fishing, with 421 fish tagged andreleased. (OFP 1998). Baitfishing sets were con-ducted on five nights at two atolls in theMarshall Islands, with an average catch of 122kg per night. This was low compared to otherlocations in the region and would make the estab-lishment of a local pole-and-line fishing operationmarginal.

The Marshall Islands has declared an ExclusiveEconomic Zone (EEZ) that covers an area of 2.1million km2 and is bordered by the EEZs of theFederated States of Micronesia, Nauru, WakeIsland (USA Territory) and Kiribati (Figure 2).The RMI government has also established a 12nm territorial sea limit around all of its islands(OFP 1998).

In 1983, a tuna longline ‘fish base’ was established in Majuro under a development package providedby the Japan International Cooperation Association (JICA). The first company to fully use the fish basewas the Hawaiian-based company, Mehau Fishing Co. After this company moved out, the Taiwanese-based company, Ting Hong, took over the operation and use of the fish base until it ceased operationin 1998 (Anon. 2002). At the time that Ting Hong pulled out, the machinery and facilities at the fishbase were in poor condition and needed major repairs and refurbishment.

As part of the overall fisheries development in the Marshall Islands, SPC was approached in 1985 bythe government to conduct a preliminary assessment of the deep-water snapper resource and potentialfor exploitation, plus train up local fishermen in the gear and technique used. Over a six-month period,26 fishing trips were conducted around Majuro and Arno Atoll. Around 116 hours were devoted to fishingfor deep-water snapper, with two to four handreels used. The overall catch rate between the two locationswas 2.9 kg/reel-hour for saleable fish, and 8.1 kg/reel-hour for the total catch (Mead unpublished).

The Japanese Overseas Fishery Cooperation Foundation (OFCF) established infrastructure on ArnoAtoll in 1989, which developed a small-scale lagoon, bottom and troll fishery in the area (Smith 1992).Local fishermen increased their efforts with increases in catch as a result of this project, with the fishsold in Majuro.

The Marshall Islands entered into several joint ventures with foreign companies in the early 1990s toenter the tuna fishery. This was both in tuna longlining and purse seining. The Marshall Islands MarineResources Authority (MIMRA) also started focusing more on ways to get domestic participation in differentfisheries development projects. In the 2001/2002 Annual Report, MIMRA states that it is seriously tryingto develop its fisheries in several sectors focussing on sustainable catch/harvest methods and management/licensing policies that are more inclined to share responsibility with the proper stakeholders, whileretaining the decisive management responsibility and authority (Anon. 2002).

Kwajalein Majuro

FederatedStates ofMicronesia

Kiribati(Gilbert Islands)

160˚E 165˚E 170˚E 175˚E

Wake Is.

Figure 2: The Marshall Island’s EEZ and 12 nm territorial sea

In 1999, a tuna loining plant was opened on Majuro. This plant employs some 400 people (80% arefemale working on the processing lines) and has a throughput of around 10,000 mt/year of raw product(Anon. 2002).

In 2000/2001, MIMRA looked at re-establishing the fish base operation, with Marshall Islands FishingVenture (MIFV) taking over. MIFV is a subsidiary of Luen Thai Holdings Ltd, based in Hong Kong.MIFV has commenced the renovation of equipment and had eight of its vessels working to the companyat the end of 2001. The hiring and training of locals was also underway to ensure the smooth operationof the fish base (Anon. 2002).

MIMRA is currently engaged in several projects that are expected to be ecologically sustainable, andeconomically and socially beneficial to the Marshall Islands (Anon. 2002). These projects include:

Coastal Fisheries Development Assistance — This project is generally based on the concept of small-craft fish base operations to support fishermen with the necessities for fishing operations. The projectfocuses on contributing to the development of the coastal fisheries through the process of installing thenecessary infrastructure and providing comprehensive technical training to meet the maintenancedemands of the necessary equipment and machinery such as engine repairs, fibreglass works, refrigeration,and fuel consumption and efficiency. The other major component of the project is to train selectedMIMRA staff and the community to develop adequate industrial working skills in fish harvesting andhandling, production, processing and distribution.

JICA Project — In addition to the above project JICA is also overseeing another project called theProject for Development of Fishing Communities in Jaluit Atoll. The project objectives are to improvethe production and marketing system of coastal fisheries on Jaluit Atoll that would improve the island’slocal economy, promote fishing activities that would return sufficient products to meet the demands ofmarkets in Majuro and Kili Island; and contribute to the development of fish marketing in Majuro.

Regional Technical Assistance — This is a component of the Fisheries Development Assistance forPacific Island Nations project of which the primary objective is to impart technology to selected governmentunderstudies through on-site training and transfer of proficiency skills to restore and maintain existingfisheries facilities and equipment. This project has been in existence since 1993 and is administeredunder the guidance OFCF.

ATOLL project — This is directed at conservation and management of coastal fishery resources andhabitat environment in coral reef areas. This project is also administered by OFCF with the initialobjective of setting up giant clam sanctuaries that would enhance giant clam populations using hatchery-reared juveniles and transplanted wild adults.

Community based fisheries management project — The objectives of this project is to encourage localgovernment councils to partake in establishing community based fisheries management programmesfocussed on educating the local fishing community to utilise sustainable practises to manage their subsistenceand artisanal fisheries.

1.3 Initiation of the project and its objectives

The RMI tuna industry primarily involves bilateral arrangements with foreign partners that allow themto fish the tuna resource within the RMI’s EEZ, with a few other vessels fishing under joint venturearrangements. Local input into the industry is mostly in shore-based operations with the transhipmentof fish caught by foreign vessels. To fill the void of local input into the tuna fishery, MIMRA is nowexploring the option of encouraging local fishermen to participate in an active role in offshore tuna fishingoperations to harvest the tuna resources in the Marshall Island’s EEZ.

MIMRA assessed its options for domestic development of the tuna fishery, with an emphasis on tunalonglining. MIMRA and the Marshall Islands Fisheries and Nautical Training Centre (FNTC) had a

vessel, F/V Wa-Bal, that was to be used for training of locals in tuna longline fishing techniques, withmost of the gear needed to equip the vessel. However, such training had not eventuated, and the vesselhad fallen into disrepair in 2001 and 2002. To overcome this, MIMRA approached the SPC for technicalassistance in early 2002.

On 20 June 2002, MIMRA and the SPC’s Fisheries Development Section signed a Memorandum ofAgreement following an official request for technical assistance from the Marshall IslandsGovernment. MIMRA needed assistance in the development of a nearshore tuna longline fishery project.The project was to focus on training and inspiring local fishermen to learn the finer points of tunalonglining so they may later participate in the development of a domestic commercial tuna longlineindustry.

In response to MIMRA’s request, SPC’s Fisheries Development Officer, William Sokimi, arrived inMajuro on 19 February 2003 to coordinate and implement the project. The objectives of this projectwere to:

• work with the skipper and crew of the project vessel to fit it out for tuna longline fishing operations;• conduct a workshop to train 32 participants enlisted by MIMRA, in all aspects of the tuna longline

gear and fishing operations;• assess the catch potential and fishing operation capabilities of the project vessel as a suitable tuna

longliner; and• provide training in the correct handling, processing and chilling of the catch, especially larger

tunas, for export as sashimi grade fish.

The project was originally scheduled to conclude in early May, but was extended by three weeks until28 May 2003. The extension was to make up additional gear and changes to the project vessel for alarger fishing reel, however, the reel itself did not arrive in time for the Fisheries Development Officerto assist with its installation.

2. PROJECT ACTIVITIES

2.1 General

To achieve the objectives of the project, the Fisheries Development Officer prepared a schedule thatmade training of the 32 participants manageable and ensured that they received better individual attentionto develop their skills. The large numbers of participants were broken down into three groups so thateach participant had the opportunity to have hands-on experience in all the duties that were required ofa proficient tuna longline fisherman. Another factor that influenced grouping the participants was thatthe training vessel F/V Wa-Bal could only accommodate 10 crew. The three groups were rotatedbetween shore-side operations and fishing trips.

The training aspect of the project was achieved with good results, despite the large number of participantsinvolved. Of the 33 participants (32 enlisted at the beginning of the workshop and one that joined soonafter), 23 showed consistency in their attendance and efforts, and remained in the workshop to the end.Out of the 10 that dropped out of the workshop, one had to return to college to complete his studies andfour took up work appointments with local companies. The other five decided that their vocation layelsewhere.

The appropriate reel ordered for the trials was still in transit at the time the Fisheries DevelopmentOfficer’s term had expired, despite an extension of the project duration by three weeks that was agreedto on the basis that the reel was already on the island and in the process of being cleared through customs.However, a mistake by the shipping agent saw the reel offloaded in Australia, and not arrive in theMarshall Islands on 9 May 2003 as scheduled. This changed the situation, so the FisheriesDevelopment Officer spent the remaining time with the workshop participants, allowing them to takefull control of fishing trips, while he was on board as a safety factor and to observe areas that may need

extra attention for training. The workshop concluded on 23 May 2003. Despite the technical hitch, theproject concluded on a high note with the course participants being appreciative of the skills that theypicked up.

During the project, 6 practical fishing trips were undertaken with one of the trips being aborted due toadverse weather conditions. These fishing trips were not sufficient to adequately provide data to assessthe catch potential of vessels in the 10 to 15 m range. It was acknowledged that the vessel can stay outat sea to successfully complete fishing trips despite adverse weather conditions, but the catch effortcould not be accurately determined as the vessel was only equipped with a longline reel that holds upto seven nautical miles of line. This deployed only 150 to 200 hooks per set. For a vessel the size ofF/V Wa-Bal, at least 800 to 1500 hooks per set need to be deployed to make the fishing trip worthwhile.

After the new reel arrives on-island and is installed on the vessel, MIMRA will continue to conductfishing trips with the participants that were trained during the workshop, to assess the catch potentialof the vessel and to also give the participants confidence in carrying out their own operation. The par-ticipants have already conducted trips on their own during the workshop, but now they will have to doit without having the SPC Fisheries Development Officer around to fall back on when in doubt.

2.2 Workshop training vessel, F/V Wa-Bal

The training vessel F/V Wa-Bal (Figure 3) was initially designed as an inter-atoll small-scale cargo vessel,mainly for transportation of goods to the chain of islands that make up Kwajalein Atoll. In 1997, theNalder and Biddle boatbuilding yard in Nelson, New Zealand, built two vessels for the MarshallIslands, generally based on the same structural design. One vessel was constructed for cargo carryingpurposes as requested by theKwajalein Atoll DevelopmentAuthority (KADA), while the othervessel was built for the MIMRAFisheries and Nautical TrainingCentre (FNTC) specifically for off-shore training in tuna longline fishingoperations and deep-water bottomfishing. Before the vessels weretransported to the Marshall Islands in1998, there was a mix up in the namingof the vessels in Nelson resulting inthe fishing vessel going to KADAand the cargo vessel going to theFNTC.

The FNTC vessel, F/V Wa-Bal, was immediately put to use for basic seamanship training and graduallyupgraded and equipped to carry out deep-water bottom fishing and offshore tuna longline training. Thevessel was badly damaged in 2001 during strong westerly winds and had to go through costly restorationwork before the project was implemented.

Figure 3: Workshop training vessel, F/V Wa-Bal

In July 2002, Robert Reimers Enterprises were contracted by MIMRA to carryout restoration and refur-bishment work on the vessel according to a defects list. Most of the work was to repair the damage doneby the strong winds. This included work on the hull and deck, engine room, electrical, plumbing, andsafety gear. The dry goods cargo hold was previously converted to a fish hold in 1999. It was insulatedwith foam and covered with marine ply that was fibreglassed over. During the refurbishment the holdwas partitioned by wooden boards slotted into aluminium stanchions to form nine compartments.

The fish holds can hold around 5 mt of ice. This should be able to contain a fish load of approximately1.5 to 2 mt of fish, which is small and limiting for this size of vessel. The forward accommodation areahas four separate bunks with 2 storage lockers, storage space below the berths, and an escape hatch

forward of the accommodation that opens onto the forward deck. Space is also available for six ‘stowaway’ beds in the main deck accommodation area but a more comfortable allotment would be for only3 in this area. For training purposes though, the full six slots were utilised. This enabled the maximumcomplement of 10 crew. The chain locker is located forward of the accommodation bulkhead and thelower section of this forms part of the fresh water storage, the remainder being below the accommodationfloor. The work deck area covers approximately 30 m2 and includes the hatch lid area of around 3 m2.All the necessary safety equipment was carried aboard the vessel. Further details and specifications of thevessel can be found in Appendix A, while Appendix B contains a list of the refurbishment work carriedout on the vessel prior to the project commencing.

2.3 Workshop schedule

The participants for the workshop were mostly first timers, with only three having served time at sea.In the weeks leading up to the workshop, each participant had undergone basic sea survival, fire fightingand first aid courses at the FNTC. The participants also attended a two day tuna handling workshopconducted by Mr Michel Blanc, SPC’s Fisheries Education and Training Adviser. With regards to theseamanship standing of the participants, the workshop schedule had to be prepared to consider developingthe participants progressively through the stages, while maintaining a level of intensity. Aside fromdividing the initial 32 participants into three manageable groups, the workshop schedule was arrangedto ensure that the participants were kept engaged throughout.

Three sets of training schedules were arranged and these were centred mainly around shore-based operationssuch as, repairing fishing gear; preparing for the upcoming trip; assisting and observing operations atthe fish base; and basic seamanship classes to develop practical skills such as general ship knowledge,knots and splices, and watch keeping requirements. These activities were focussed on developing theskills of the participants to engage in all duties required of a tuna longline fisherman, and to also identifyand develop potential leaders from amongst the group. Most of the participants were previous studentsof FNTC, so the basic seamanship course served as a refresher for them as most of them did not havethe opportunity to practise these skills after leaving the college. The training schedules were not rigidguidelines that had to be met in a predetermined timeframe, but rather a flexible guideline where eachstage was embarked on in accordance with the progress of the group as a whole.

The workshop schedule was worked around five areas including: fishing gear construction and repairs,preparation of fishing vessel prior to a fishing trip, practical fishing trips with on board handling andpreparation of tuna for the sashimi market, work to be carried out on return from a fishing trip whichincludes discharge of fish and marketing, and fish base operations. The three groups were rotatedbetween preparing the vessel for sea, training trips in Majuro lagoon, seamanship classes with CaptReid Shoniba of FNTC, observing operations at the fish base while assisting with the work there, andthe actual fishing trips. During the course of the workshop the participants were required to develop theseamanship and watchkeeping skills that they picked up during the seamanship classes. The workshopschedule can be found at Appendix C and the list of participants at Appendix D.

2.4 Tuna handling workshop

The preliminary step in getting the project underway was to start off with an onshore tuna handlingworkshop. Since this was the first time for the participants to engage in actual tuna longline fishingtrips, it was imperative that they underwent a tuna handling workshop. It would have been difficult forthe Fisheries Development Officer to train all the new crew out at sea in all the duties at once as thefishing operations required several crucial duties to be conducted simultaneously, and since the wholeoperation was focussed on returning with quality tuna for the export market, it was considered prudentto first run the participants through the workshop before they went to sea. Michel Blanc of SPC’sFisheries Training Section conducted a two-day workshop that focussed on all the fish handling dutiesexpected of the crew during fishing operations. The participants were given theoretical lessons with theassistance of projected images and video clips, and practical demonstrations on the requirements andprocedures that was expected of them in a fishing operation (Figure 4). The effects of the workshop

Figure 4: Demonstration on tuna handling during the workshop

During the tuna handling workshop special attention was given to briefing the crew on how and whereto gaff fish; the method of carrying fish once it was on board; how and where to club a fish in order tostun it; bleeding procedure and the Taniguchi method; removing gills and intestines from the fish;preparation of fish after gilling and gutting for storage on ice; how to brine fish; how to store fish onice; and the handling of fish during packing for the export market. The tuna handling workshop concludedwith the participants observing grading operations at the fish base to associate what they had learnt ina practical setting.

2.5 Fishing gear construction and preparation

Figure 5: The small hydraulically-poweredmainline reel used on the project vessel

The fishing gear construction was standardfor tuna longline operations using monofila-ment lines on reels. The participants weremade aware of the function of each componentof the fishing gear and the importance ofconstructing gear with diligence. The maincomponents were:

Mainline — Consisted of approximately 7nm of 3.0 mm monofilament line woundonto a small hydraulically-powered longlinereel (Figure 5).

during the subsequent fishing trips proved this approach to be a successful strategy that assisted theFisheries Development Officer to accomplish smoother fishing operations. Unfavourable weather duringmost of the trips required the Fisheries Development Officer to concentrate on the hauling and manoeuvringprocedures and contribute only brief interludes to ensure that the correct procedures were maintainedto handle and store fish that were caught.

Branchlines — Initially, 500 branchlines were constructed for the project, with another 700 constructedin anticipation of working a bigger reel that holds more monofilament mainline. Although there werefour bins of already constructed branchlines at FNTC, these were not used and new ones were constructed.The reason for this was that the old branchlines were a mixture of those constructed by previous studentsof the college and gears retrieved from domestic tuna longline vessels that are no longer operating. The reli-ability of these branchlines was doubtful, plus it was also good practice to construct ones own gear.This gave the participants good practice in getting to know the gear that they would be working withand the tools and components used for constructing gear.

Figure 6: Branchline constructionused during the workshop

The branchlines were constructed of monofilament linedivided into two sections. The top section was made of12 m x 2.0 mm monofilament line crimped at one end toa 0.148 snap with a 9/0 swivel and crimped at the otherend to a 60 gram leaded swivel. The bottom section con-sisted of 3 m x 1.8 mm monofilament line with one endcrimped to the other side of the 60 gram leaded swiveland the other end to a 16/0 tuna circle hook (Figure 6)or a No 3.8 Japanese tuna hook with ring. The fulllength of each branchline was 15 m. The first 500branchlines were stored in three 0.6 x 0.6 x 1.0 m (23 x23 x 39 inch) branchline bins. The extra 700 branchlineswere constructed and stored in three 0.75 x 0.75 x 1 m(29 x 29 x 39 inch) branchline bins. The smaller binshold up to 220 branchlines while the bigger bins holdaround 425 branchlines. During the workshop fewerbranchlines were stored in each of the bins to make iteasier for the workshop participants to deploy. This wasa prudent practise for beginners.

Floatlines — These were made from 6.4 mm Kurolontarred line. Each floatline was 20 m in length with a 15cm (6 inch) eye splice at one end and a 0.148 snap with aBL swivel at the other end (Figure 7). Initially the float-lines were coiled and stored but when the smaller binswere made available after transferring the branchlines tothe bigger bins, the floatlines were coiled into three 0.6 x0.6 x 1.0 m (23 x 23 x 39 inch) bins, the same as for thebranchlines. Each bin could comfortably hold 40 floatlines.This method made it easier for the participants to deploythe floatlines during setting operations. One hundred andtwenty floatlines were constructed during the course of theworkshop.

Figure 7: Floatline construction

0.148 snap with 9/0 swivel

Clear plastic chaffing tube

12 x 2.0 mm monofilament line

60 g leaded barrel swivel

Crimp and clear plastic chaffing tube

3 m x 1.8 mm monofilament line

16/0 tuna circle hook

0.148 snap with BL swivel

Splice

20 m of 6.4 mm Kurolon tarred line

15 cm eye splice

Floats and float attachment lines — One hundred andtwenty floats were prepared for the workshop but only50 were loaded on board and the remainder kept ashorewith the expectation that they would be used later.Fifty of the floats were the white coloured 150 mm hardplastic type, while the other 70 were the 300 mmorange hard plastic type. Each float was rigged with a30 cm x 6.4 mm tarred Kurolon line with one endspliced onto the eye of the float and the other endspliced onto a 0.148 snap with a BL swivel (Figure 8).

Figure 8: Float with attachment line

300 mm diameterhard plastic longline float

Splice through eye of float

Splice

30 cm of 6.4 mmKurolon tarred

0.148 snap withBL swivel

Figure 9: Radio beacon and attachment line

Marker buoys — Marker buoys are also knownas pole markers or high flyers. The markerbuoys used during the workshop were made of 3m x 5 cm aluminium tubing with a 1.5 kg sinkersecured by two bolts at the bottom and a 30 cmradar reflector secured to the top (Figure 10).The pole was pushed through a 1.15 m (45 inch)CC-series windy buoy with a hole through thecentre and a short attachment line connected tothe pole. Three marker buoys were constructed.

Figure 10: Marker buoy with radar reflector

Radio beacons — Three radio beacons were rigged for the workshop. All threebeacons were second hand beacons retrieved from vessels that used to fish locally.The beacons were all of the Ryokusei brand and were powered by 36 x 1.5 voltD-cell batteries. The antennas, floatation and canister components of the beaconswere stripped down, cleaned up, and then reconnected. Two 0.148 snaps with BLswivel were threaded onto a 4 m length of 12 mm yellow polypropylene rope,which would be the attachment line. The attachment line was then spliced to thetwo holding lugs on each radio beacon but first the ropes were rove through flexibleplastic tubes centred around the lugs to avoid chaffing of the ropes (Figure 9).The two swivel snaps were then slid to the appropriate position on the attach-ment line, and a figure of eight knot tied in the line to keep the snaps in this position(Figure 9). New batteries were installed in all three beacons and the frequenciesrecorded. The beacons were tested and all three functioned perfectly.

Radio beacon

Rubber hose to protect rope

12 mm polypropylene rope

Figure of eight knot to positionsnaps on attachment line

0.148 snapswith BL swivel

Fish gaffs — Six fish gaffs were made ready for thefishing operations. Three gaffs were ready-made and theparticipants rigged the other three. The three ready-madegaffs were the 366H style, or 75 mm hook throat with150 mm hook shaft and 1.8 m in total length (3 inchhook throat, 6 inch hook shaft and 6 feet in length). Theparticipants constructed two 1.5 m length gaffs with 75mm hook throat and 150 mm hook shaft (3 inch hookthroat and 6 inch hook shaft), and one 2 m length gaffwith same dimensions for the hook. These gaffs wereconstructed by binding the ready made hooks ontoJapanese bamboo poles. The bindings were done with2.5 mm Kurolon rope and these were bound over withstrips of rubber inner tubes for protection.

Several other pieces of gear were made ready in preparationfor the fishing operations. A complete list of the gear

used for tuna longlining can be found as part of Appendix E, the checklist for longline gear, otherequipment and expendable items.

2.6 Shore-side activities before fishing trips

To prepare the participants to become proficient and reliable fishing crew, they must first be able toconduct themselves consistently in their efforts ashore while the vessel is in port. The crew need to beconsistent in their attendance, punctuality and working attitude, and perform their duties as best theycan. These basic principles were conveyed to the participants to contemplate and practise during theworkshop. Most of the shore-side activities concentrated on the standard practices for preparing a vesselfor fishing trips. These were mainly to do with constructing fishing gears; surveying the vessel for

defects and correcting them; testing all machinery and electronic equipment; testing all fishing anddeck machinery; ordering provisions and storing them; bunkering fuel and replenish water supplies;loading bait, ice and spare fishing gear; and to comply with the other items listed on the vessels standarddeparture checklist. The complete checklist for the F/V Wa-Bal is at Appendix F, which covers the suggesteddaily, weekly and monthly maintenance schedule.

2.7 Fishing trips/operations

Six fishing trips were conducted during the workshops. Of the six trips, five were done in workableweather that alternated between rough seas in the afternoon and into the night and slight to moderateseas in the early hours of the morning to around midday when the weather picked up again. The fourthtrip was aborted after two days at sea. This was due to adverse weather where setting the line wouldnot have achieved any benefits, only loss of gear and gear damage. Standard tuna longline operationsand practises using a hydraulic reel and monofilament line (Beverly et al. 2003) were utilised duringthe workshop.

Line setting and hauling were initially carried out during daylight hours, and as the crew became morepractised in the operations, the working times were shifted to partial day and night operations. Two settingand hauling operations were carried out each day except for the first and last day of the trip. On the firstday of the trip, the line was set only in the evening to be hauled the following morning. Normal departuretime was before 1000 hours on the first day of fishing. This gave the vessel around 7 to 8 hours to getto the fishing grounds, 30 to 50 nm from Majuro. On the last day of fishing, instead of two hauling andsetting operations, only one set was deployed. The set from the previous evening was first hauled inbefore the line was reset for the afternoon haul only. The evening set was normally forfeited to allowthe vessel time to return to port and prepare for discharging the fish the next day. Mondays were set asthe departure days for fishing trips while Friday nights were reserved for arrival in port. Saturdays wereset aside as offloading days and general cleanup of the fishing vessel.

2.7.1 Line setting

The participants of the workshop were made aware that the line setting operation was the most importantpart of the tuna longline fishing operation. If the operation was not done properly the chances of catchingfish was reduced. Careful attention should be given to choosing the proper fishing grounds, type of bait,using firm bait, attaching the bait properly, deploying the branchlines correctly, and keeping petroleumproducts away from the fishing gear.

The lines were mainly set at 1700 hours and left to soak overnight before being hauled up in the morningand reset before 1000 hours. The evening setting operation was targeted at getting the lines in the waterbefore sunset while the morning set focused on having the line in the water by midday. During thisoperation the crew were made aware of the dangers that are associated with this operation. The line settingoperation is usually done at a fast pace but the crew were given two sets at a reduced pace to familiarisethemselves with the operation. The crew were advised to be aware of the moving machinery parts andto be extremely cautious when the operation was underway. For training purposes, four crew wereassigned to carry out the line setting operation, this was later reduced to two.

After each float was deployed the crew rotated dutiesand those that moved out of the duties roster went backto observer status, to reflect on their performance andto further observe those setting the line so that theymay improve when their turn next came round. Thefour duties performed by the crew during line settingwere: releasing the branchlines from the bin, hookingand deploying the bait, snapping the branchlines ontothe mainline, and deploying the floats (Figure 11).

Figure 11: Deploying a float during line setting operations

Since F/V Wa-Bal does not have a line setter, line setting was done by trailing the line off the stern ofthe vessel at between 6 and 7 knots. The crew werecautioned not to grab hold of the mainline as it waspaid out as this would offset the reel and vessel speedcoordination causing the mainline to either spill onthe main deck and get tangled or prompt the mainlineto start jerking. This can lead to serious tangles,breakage of the mainline, or stress on the machinery.In any case, there is a great risk of being seriouslyinjured and instituting damage to the gear that maylater result in a delay in operations. Despite beingcoached on the do’s and don’ts of the line setting oper-ation, the crew faltered on every trip, generally resultingin a tangle of the mainline on the reel (Figure 12).Fortunately there were no injuries.

Figure 12: Unravelling the mainline from around thereel after a crew had held onto the out-going mainline

Standard parameters were initially maintained for each set, although several variations were later usedto give the crew some idea on how to adjust sets to suit the target species. The participants were advisedto stick to the parameters laid out before each set. The standard parameter initially laid out was to tryto maintain at least 50 m between hooks. For a vessel travelling at six knots this would take at least 16seconds between snapping on hooks, or 14 seconds for a vessel travelling at seven knots. Initially, thiswas sufficient timing for the crew to familiarise themselves with the setting operation and to build uptheir branchline deployment speed. However, to keep up with commercial standards, the branchlinedeployment rate had to be increased by reducing the timing between hook deployments and the numberof crew setting the line decreased to two.

During the fishing trips the deployment timing of hooks was reduced from 15 seconds to 10 seconds.At six knots, 10 seconds achieved approximately 30 m spacing while at seven knots a distance ofapproximately 36 m was achieved. For a vessel not using a line setter, a trade off has to be madebetween achieving consistent spacing not less than 50 m, and the length of time it will take to set allthe mainline. To achieve 50 m while ‘free-spooling’ the mainline off the reel, a vessel would have totravel at around 9.7 knots using 10 seconds as the timing between hooks.

In all the fishing trips, the maximum number of hooks deployed in a set was 210, but the spacingbetween hooks was approximately 30 to 40 m. If 50 m were maintained between the hooks the mainlinewould not be long enough to hold all 210 hooks. Line setting during the fishing trips took about 45 minutesto 1 hour and 10 minutes.

The initial line setting pattern laid out for the crew was to set 12 branchlines between floats and todeploy branchlines when the previous branchline had disappeared through the water (Figure 13). Thiswas observed to be approximately 15 seconds, but since the vessel was not equipped with a timer, thevisual method had to be adhered to. The number of branchlines between hooks was later stepped up to

20 branchlines between floats, then 30branchlines between floats. Starting off withthe lesser number of branchlines made iteasier for the crew to familiarise them-selves with manoeuvring the vessel duringhauling, as the line is set at a shallowerdepth and leads forward of the vessel. Thedeeper sets though often lead in an almostvertical direction from the hauling blockto the water and are trickier to handle. Forfirst timers this would be difficult forthem to grasp.

Figure 13: Snapping on a branchline

2.7.2 Line hauling

Line hauling is done at a slower pace than line setting, and nor-mally vessels haul at around three to four knots when retrievingthe line. It took two to three hours to haul the 7 nm of mainline onF/V Wa-Bal, with one person driving the vessel and anotherunsnapping the branchlines (Figure 14). During hauling, thegear was checked for defects before being restored and posi-tioned for the setting operation. At the end of each line haulingoperation the crew prepared the work area for resetting the line.

The hauling operation also has several risk areas that the crewwere told to be aware of. In each part of the hauling operation,potential danger exists and the crew risk injury should theybecome complacent or careless. While the hauling operationwas done at a much slower pace than line setting, the movingmachinery parts still posed a danger to the crew and the crewwere told to be vigilant at all times. The crew were trained in allthe steps of hauling back the mainline, beginning with retrievingthe radio beacons and connecting the mainline onto the reel.The crew were rotated through the stages ofthe operation as in the line setting operation.After each float was retrieved they rotated tothe next duty. The hauling duties included:retrieving the radio beacon and connecting themainline back onto the reel making sure thatthe line was roved through the proper haulingblocks; operating the mainline reel; manoeu-vring the vessel to follow down the path of themainline in the water; unsnapping the branch-lines, restoring the branchlines in the storagebins (Figure 15); retrieving the restoring thefloats and floatlines; and gaffing, boarding,handling and processing fish. Figure 15: Restoring the branchlines to the storage bins

2.7.3 Gaffing fish

Gaffing and landing fish is an important task, andwhile it can determine the quality of the fish to besent to the fish markets, it can also be dangerousto the fishermen if not done correctly. The partic-ipants were briefed on the importance of gaffingfish through the head only (Figure 16). Several ofthe fishermen experienced near accidents duringthe fishing trips from gaffs losing their hold on thefish and almost gaffing the next person, or on oneoccasion, when two gaffs were used to land a liveshark and the twisting torso of the shark broughtthe gaffs together almost crushing the fingers ofthe crew doing the gaffing. The crew were alsomade aware that they would have to maintain aproper weight lifting stance when gaffing the fishand landing it. The wrong stance can lead to herniaor muscular problems.

Figure 16: Gaffing fish through the head to bring it on board

Figure 14: Manoeuvring the vessel and unsnapping the branchlines during

line hauling

2.7.4 Preparing fish for the ice hold

Before the hauling operation began a rubber mat was spread at the fish landing port and a sponge mattressmade ready for preparing the fish for storage on ice. When a fish was caught, it was first gaffed thenplaced on the rubber mat, where it was stunned with a hit from a fish club and then carefully carried tothe sponge mattress (Figure 17) where the crew attended to preparing it for the ice hold. The crew tookcare not to bend the fish while carrying it to the mat.

Figure 17: Landing fish onto a sponge mattress

When stunning the fish, the area forward of the ‘white spot’ at the tip of the fish’s snout was hit withreasonable force. In some cases when the fish was boarded still aggressively active, it was stunnedimmediately then bled. When circumstances permitted, the fish was first bled then stunned. In mostcases when the fish was bled before it was stunned, the blood would spurt out with a bit of pressure.When the fish was bled after stunning, the blood only trickled out through the cut. Once the bleedingprocess had been carried out, the Taniguchi method was applied to kill the nerves along the spine sothat the fish muscles would cease to function resulting in the arrest of lactic acid release thus preventing‘flesh burn’ from occurring.

The assigned crew then proceeded with the gilling and gutting procedures. This required a donut cutapproximately 3.5 cm in diameter centred on the anus to free the intestinal base to be made. The gillattachments in the gill cavity (gill connection at the base of the skull and the connection between thegills and the lower jaw) were then cut free. The gill and intestines were then removed in one piece,through the gill cavity (Blanc and Desurmont 1996; Beverly et al. 2003). The blood clots and all loosefragments were cleaned out of the gill cavity and the membrane covering the gill collar was striped off.Once cleaned, the fish were washed down and transferred to the ice hold for storage.

Once fish were passed into the fish hold, they were placed belly down on a bed of ice prepared beforehand.The fish cavities were then stuffed with ice to enhance internal cooling then fully covered with ice withcare taken to keep it from being in contact with the fish hold bulkhead and other fish.

After each daily operation the sponge mattress and rubber mat were scrubbed down and hung ready forthe next operation.

2.8 Problems encountered at sea

The F/V Wa-Bal is sturdily built for ocean passage and fishing operations, however, there is still muchto be desired to make it a comfortable fishing vessel in moderate to rough seas. Part of the difficulty inreturning with quality tuna was trying to keep the fish from rolling around on deck while they werebeing processed. This was due to the jerky and constantly bobbing movements of the vessel in moderateto rough seas. In slight to moderate seas the working conditions on board the vessel were normal and

tolerable but once the weather started to pick up to moderate to rough seas the working conditionsbecame tiresome and a lot of effort had to be put into completing the operation on hand. Even duringthe resting period the constant jerky movements of the vessel did not allow the crew to get fully restedas they were constantly bracing themselves from falling off the bunks or sliding down them. The workingconditions on board the F/V Wa-Bal in moderate to rough weather are much more difficult than that onlarger vessels. Simple tasks would require double the effort to perform. Theoretically, the smaller thevessel, the lighter the workload but for tuna longlining, especially with regards to vessels like the F/VWa-Bal, the bigger vessels have all the advantages.

During the fishing trips, no major mechanical problems were experienced that would endanger the vesselor prevent it from continuing with regular fishing trips. On the first trip after drifting during the nightwhile the line was soaking, efforts to restart the vessel failed and drained the battery banks. The vesselhad to drift while the batteries were charged by the vessels solar charging system. Since one of the fisheriesvessels was on its way to the outer islands, they were requested to drop off a battery charger and aportable generator so that the batteries could be charged up faster. Charging with the solar panels wouldhave taken the whole day to achieve. Other minor problems encountered during the fishing trips weremainly to do with leaking pipes and broken pumps. These were easily attended to.

2.9 Cost of fishing trips

Part of the exercise of the workshops was to train potential skippers to be able to efficiently run fishingvessels the size of F/V Wa-Bal. An important part of this training was to maintain records that have todo with the running of the vessel, especially the expenses and cost of each fishing trip. While settingup the vessel for fishing trips, the trainee skippers were given the task of preparing the vessel for sea.This included replenishing supplies, bunkering, restocking fishing supplies such as bait, replacementfishing gear, ice, etc; and stocking other miscellaneous expendable items such as batteries, insulationtapes, engine room spares, etc.

The system for purchases used by MIMRA required that if any purchases were to be made, the skipperwould have to obtain a quotation for the goods to be procured then provide this list to the accountsclerk. These items were then listed on a requisition form that was submitted to the Director of MIMRAto verify and sign. The returned requisition form was then given to the accountant to make up a chequewith which the skipper could proceed with acquiring the items. The skipper was advised to keep a copyof the invoice so that he could also maintain a ship’s record.

The initial costs of setting up the vessel for the first trip of the project came to almost USD $3000. Thiswas mostly because the vessel was completely devoid of the bare living necessities. Initially the fuelrequisition for the first trip was made out for 5000 litres (1320 gallons), which is the full fuel capacityof the vessel, but since the vessel already had fuel in its tanks only 2700 litres (712 gallons) werebunkered. Other areas that needed attention included galley utensils, sleeping quarters items, engineroom requirements, wheelhouse and navigational necessities, topping up water, food stores for the trip,fishing gear requirements, bait, ice, and miscellaneous items such as for additional engine room itemsand cleaning supplies etc. The costs for the subsequent trips were much less with only food, bait andice making up the major expenses. The cost of the main items for fishing trips and their source are listedbelow.

• Bait: was purchased from Marshall Islands Fishing Venture Inc (MIFV) at a cost of USD $15.00per 10 kg case of muro aji (bigeye scad — Decapterus macarellus) and USD $19.00 per 10 kgcase of squid. On the first trip only bigeye scad bait was used. When the bait was loaded it wasstill in a frozen condition, but during the fishing trip when the baits were thawed out it was foundto be of poor quality and looked to have been thawed out previously then refrozen. On all subsequenttrips only squid bait was purchased.

• Ice: was also purchased from MIFV at a cost of USD $70.00 per mt or USD $0.07 per kg.

• Fuel: was purchased from the Marshalls Energy Company. Only two bunkers were done duringthe project. In the first bunker 2700 litres (712 gallons) were bunkered while the second bunkerloaded 1200 litres (316 gallons). The cost of diesel fuel during the first bunker was USD $0.30per litre ($1.17 per gallon) and for the second bunker USD $0.29 per litre ($1.13 per gallon).

• Food and hygiene necessities: were purchased from various sources. The cost of restocking thevessel on the first trip came to around USD $650 while the average cost for the subsequent tripswas around USD $350 per trip for 10 crew.

• Miscellaneous items: were also purchased from various sources. The miscellaneous costs for thefirst trip came to around USD $350 but this was reduced to USD $200 in the subsequent trips.Included in the miscellaneous items were the SAE 40 engine oil, fuel filters, engine roomrequirements, replacement fishing gear requirements, etc.

For the project, it would have been preferable to have full control on the paper work and easier accessto funds, but since MIMRA is a government establishment, the normal institutional financial systemhad to be addressed when preparing for fishing trips unlike privatised companies where access to fundsare easily attainable for turning a vessel around. Overall, the costs of fishing trips were within reasonablebounds for the type of training trips that were endeavoured. The principles of the expenses accrued duringall the fishing trips can be overlaid onto full commercial fishing trips. A casual perusal of the break-evenin costs suggests that this can easily be met if the vessel returns with around 1.5 to 2 mt of export tuna.However, MIMRA needs to fully encompass the operations of the vessel to know exactly its full potential.

One of the costs that was not accounted for during the project was the monetary payment that shouldnormally be given to the fishermen for accomplishing each fishing trip. Although the crew were paidfor the trips that they had accomplished, the arrangement did not constitute what should readily beaccounted for if an actual commercial fishing trip was undertaken. The costing of the trip and knowledgeof the tuna export potential should determine what level of tuna longline operation would be viable.

3. RESULTS FROM FISHING TRIPS AND MARKETING THE CATCH

A total of 7310 hooks were deployed during the six fishing trips. This was done over 40 sets in 26 fishingdays (Table 1). The total average hooks per set for the project was 183. This resulted in 270 fish beingcaught and included species that were normally discarded upon being caught. Appendix G provides asummary of the catch and efforts data for the project by set and trip. Unfortunately, of all the tunacaught, only six bigeye tuna and four blue marlin were of sufficient weight and quality to be exportedto the fish markets in Japan and the US mainland. All the other bigeye tuna and yellowfin tuna wereundersized for the export market and, along with the other byproduct species, were either sold throughMIMRA’s local fish market, distributed for favours rendered or taken home by the crew for consumption.Only the sales price of fish marketed through MIMRA were recorded while the sales records of the fishthat went to MIMRA’s fish market were unaccounted for as these were supposedly recorded with thenormal daily fish sales and not recorded separately.

Table 1: Summary of fishing activities conducted as part of the workshop training

Trip No. Fishing dates(2003)

Fishingdays

Number ofsets

Total hooksset

Average of hooksset per trip

1 10/03 to 15/03 4 4 620 1552 24/03 to 29/03 5 8 1330 1673 07/04 to 12/04 5 8 1550 1944 21/04 to 24/04 3 5 850 1705 05/05 to 10/05 5 9 1760 1966 19/05 to 23/05 4 6 1200 200

TOTAL 26 40 7310 183

The main saleable species caught during the project were bigeye tuna (18 fish weighing 451 kg), yellowfintuna (20 fish weighing 259 kg), blue marlin (14 fish weighing 432 kg), mahi mahi (48 fish weighing305 kg), and wahoo (14 fish weighing 209 kg). It should be noted that all of the weights are gilled andgutted except for the marlin, which were headed and gutted. Blue shark (19 fish weighing an estimated475 kg) and thresher shark (27 fish weighing an estimated 810 kg) were also predominant in the catch,with some of these retained and sold locally and others released alive. Appendix G provides a summaryof the catch by species.

Although the fish caught during the fishing trips were not exceptional, they were sufficient to providethe participants with adequate practice in fish preparation for the export market. A noticeable aspect ofthe fish catches was the undersized tuna that were caught. This was thought to be due to the shallowsets that were initially made to train the crew and to break-in the vessel’s hydraulic system to adjust toworking heavy loads. The sets were eventually targeted at deeper depths, but the smaller sized tunawere still caught so probably season and fishing area were the main contributing factors.

All fish caught during the workshop were weighed except for the bycatch species such as pelagic ray,lancetfish, snake mackerel and sharks that were returned to the sea immediately after being caught.Export fish were marketed through MIFV, while some of the undersized fish and byproduct specieswere sold to MIMRA’s Majuro fish market. Despite efforts to keep proper records of the fish offloadedfrom the vessel, discrepancies constantly cropped up. A simple system was put in place where the skipperwould follow the fish discharged from the vessel and return with records on the status of the fish afterit had left the vessel. The sales of export fish marketed through the MIFV fish base were recorded butthe other saleable fish marketed through MIMRA’s Majuro fish market were generally unaccounted for.

A 39 kg bigeye tuna was exported to Japan after the first trip, while the rest of the export tuna and bluemarlin from subsequent trips were exported to the US, even though the tuna were graded ‘A’ and ‘B’,and of much better quality than most of the fish exported from the base. The total weight of bigeye tunaexported was 272 kg, while exported blue marlin weighed 184 kg. Some of the byproduct fish weredonated as payment for services rendered, customary acknowledgement to dignitaries and for thecrew’s consumption. A total of 43 kg of headed and gutted shark carcass from the first trip were soldto the Edgewater Shark Fishing Company next to MIMRA. On subsequent trips, only sharks that weredead on the line were taken back to port for the crew’s home consumption, with the fins sold. Thereturns for landing and handling live shark were not worth the effort and risk. Since the fishermen were‘first timers’ it was deemed prudent not to risk injuries through shark bites. Live sharks were set freeby removing the fish hooks from the mouth using an improvised hook removal tool.

MIMRA’s fish market selling prices ranged from USD $0.60/kg for grade ‘D’ fish to USD $1.10/kg forgrade ‘A’ fish. The grades of the fish were determined by the species and freshness of the fish. Theprices offered my MIFV for fish exported to the US were USD $4.65/kg for bigeye tuna >30 kg, USD$1.90/kg for bigeye tuna <30 kg, USD $4.20/kg for yellowfin tuna >30kg, and USD $1.90/kg for yellowfintuna <30 kg. The price for rejected tuna was USD $0.60/kg for >30 kg and USD $0.30/kg for <30 kgfish. Shark from the first trip were sold to Edgewater Shark Fishing Company for USD $0.10/kg forthe headed and gutted carcass, USD $2.00/kg for thresher shark fins, USD $10.00/kg for brown sharkfins and USD $4.00/kg for blue shark fins.

The price for tuna exported to Japan depended on the Japan auction with a deduction of 15 per centcommission for the Japanese agents. The rate for a 39 kg bigeye tuna sent to Japan after the first tripwas ¥761.54/kg or USD $6.26/kg. The rest of the bigeye from subsequent trips were exported to theUS as part of MIFV’s consignment to markets there.

On each occasion when fish was offloaded at MIFV, a ship’s representative witnessed the offloading,grading and packing and made notes of any concerns that may need to be addressed later. Once all thefish had been processed, a scaling record stating the date, species, weight, grade, coffin number anddestination was obtained from the MIFV recorder. The US market report stating price and other detailswas made available by MIFV a day later but for fish exported to Japan, the report would have to be

collected three days later. When exporting fish through MIFV, the system used by the company wasthat all transactions and payments would be made at the end of the month. The amount of bait, ice andservices charged to the vessel were offset against the income from fish sold and exported by MIFV duringthe month. A cheque would then be made out for the balance, which would go to the boat owner. A normalMIFV settlement report is at Appendix H.

4. DISCUSSION AND CONCLUSIONS

4.1 Workshop planning

The tuna longline workshop generated a lot of interest and support from other government departments,the local community and private sector. Regular attendance and enthusiasm portrayed by the 23 courseparticipants should be an indicator of the communities desire to partake in activities that may developskills that can be used to earn money and to support their families. Although the course participantswere paid a basic sum for their efforts on fishing trips, this alone would not have held them togetherthroughout the duration of the workshop had it not been for each individual’s personal interest and hopethat the workshop would lead to greater things.

Unfortunately, proper commercial fishing trips could not be undertaken. This was attributed to twothings — the commercial fishing reel that had earlier been ordered had not been delivered to the islandand only the smaller training reel was used throughout the workshop; and the crew were all inexperiencedand required several training trips before a full commercial trip could be undertaken. However, if fullcommercial trips had been immediately undertaken with the raw recruits, there would have been a goodpossibility that the first two trips at least would have resulted in extravagant losses and poor grade fish.The chance of the crew being injured would also have been high. Being the only experienced longlinefisherman on board, it would have been very difficult for the Fisheries Development Officer to get thecrew to be simultaneously proficient in all the different aspects of the fishing operations so the trainingtrips were necessary. Had the new reel been installed before the workshop, a conclusive result wouldstill have been difficult to achieve as the crew were untrained and would have had to go through theblunders before professional trips could be undertaken.

A noticeable flaw in the participant’s terms and conditions for attending the workshop was the lack ofrules to guarantee their commitment to the project. Upon the arrival of the Fisheries DevelopmentOfficer, a radio bulletin was issued to inform the participants that the workshop would commence thenext day. This message also went out via the local verbal relay. None of the participants had beenselected beforehand or been asked to dedicate themselves to seeing the project through to the end bybeing issued with terms and conditions that listed the expected commitment required of them and fundingfor the period.

The method in which the participants were recruited would be suitable for a short-term workshop butfor a long-term project, as such conditions would be open to truancy. Fortunately, most of the participantsengaged in this project had personal interests in seeing the project through to the end, but this areashould not be taken for granted when planning future workshops. Except for one payment of USD $40to each of the participants and one week of free lunches at the FNTC canteen, the participants welfarefor the rest of the time was unaccounted for.

A lot of time was spent fitting the vessel out for fishing operations when the Fisheries DevelopmentOfficer arrived. This meant that the time that was to be devoted to the training of workshop participantswas lost due to the fit-out time. Also, it was planned to replace the mainline reel, however, this did notoccur due to many setbacks for various reasons. In future it would be best to have all equipment incountry and the vessel fitted out before participants are bought in for a workshop.

Training of the workshop participants, which was a main objective of the project, needed to occur at aslow rate due to the varied backgrounds of the people. Having the training mixed with a project objectiveto do an assessment of tuna fishing from F/V Wa-Bal was almost impossible to achieve, as an assessment

needs to have experienced crew in order to carry it out effectively. This should be considered in theobjective setting for future projects such as this.

4.2 Assessment of F/V Wa-Bal

During the project, the assessment done on the capability of the F/V Wa-Bal to perform tuna longlineoperations confirmed that a full, but limited, commercial operation can be accomplished on a vessel ofthis size and design, but several improvements should be considered to improve the working conditions.As it is, the crew (including the skipper) would have to go through an initiation period to adjust to thevessel’s movements in rough seas. The stability of the vessel in moderate to rough sea conditions cancause the boat to be uncomfortable compared to other designs of vessels of this size, including catamarandesigns that handle the adverse weather conditions admirably. The vessel handled very well in calm tomoderate seas and during these times the operations went like clockwork, but in heavier weather conditionsthe rolling motion of the vessel posed a risk to the crew and hampered fishing operations, especiallythe processing and storage of fish. Several options such as installing wide rolling chocks or a stabiliser onthe portside could be considered to improve the vessels stability.

Several other areas were observed where improvements could be implemented to make the vessel betterfor tuna longline operations. This includes the installation of a generator, possibly something in the 3.5kW range with a constant volt battery charger. This will enable the crew to have proper lighting whencarrying out night operations and also lessen the risk of not being able to restart the main engine aftershutting down during the rest period. A 3.5 kW generator should be sufficient to cover the powerrequirements for the F/V Wa-Bal, although care should be taken in choosing a suitable unit so that itfits in the available space in the engine room.

Although a solar panel is installed to supplement the alternator in recharging batteries, it would bepreferable to have a generator and battery charger installed and to have the systems integrated to functionindependently, yet be available to supplement power when required. A proper switchboard would allowthe flexibility to achieve this. It was discovered that when the battery was completely run down, thesolar recharging took ages and on several occasions was not able to bring the batteries up to the fullcharge that was required to start the engine. This was tested while the vessel was alongside the wharfand after 4 days the drained out battery had to be recharged with a battery charger before it was of anyuse. The solar panels were useful for maintaining the charge once the batteries were fully charged.

Another area that needs improvements is the allocation of sleeping bunks for the crew. The vessel currentlyhas four bunks in the original sleeping quarters. There is sufficient space in the upper wheelhouse andaccommodation area to erect another four folding or storable bunks. To run the vessel efficiently interms of producing quality fish, it would be advisable to use 6 to 8 crew depending on the amount ofhooks planned for the vessels operations (the vessel should be able to handle up to a maximum of 1500hooks per operation). In saying this it is noted that the small size of the fish hold is a limiting factor tothe suitability of F/V Wa-Bal as a tuna longline vessel.

4.3 Fishing operations

At the conclusion of the tuna longline workshop, the 23 participants were all eager to be part of thecrew to continue fishing assessments on the F/V Wa-Bal. This was discussed with MIMRA staff and itwas agreed that the vessel would be refitted with the bigger reel as soon as the reel arrived on the island.The trained crew would do the assessment of the vessel’s catch capabilities. Since all the crew wereinsisting for a place, the initial workshop grouping arrangement was maintained.

Each of the crews need to collect all available data on the fishing operation so that a full assessmentcan be made and any problem areas identified. Data should include all trip expenses as well as the fishingoperation information. Assessment of this data should be carried out after each trip to determinewhether the trip was profitable or not. This exercise will indicate to the crew areas that they canimprove on, and may show differences between crews.

The crew would be taken out on fishing trips under the guidance of the FNTC nautical instructor andthe fishing operations would be done entirely by them. It was planned that each group would run thevessel for one fishing trip and rest for two. The programme should last the whole year and each groupshould try to get in as much sea-time as possible. This would give each group a turn at gaining experienceand confidence. During the fishing trips the FNTC nautical instructor should identify potential skippersand provide additional coaching on commanding a vessel. The instructor could also encourage eachperson to take additional courses in the areas that they are most suited. It is important that MIMRAkeeps the momentum going on this project and encourages the crew to develop their skills, as thesepeople may be prominent in the domestic tuna fishery in the future, and in its development.

In the interest of developing a stable base for the development of a local domestic tuna longline fishingfleet, it was decided that a fair sharing of the funds from the sales of fish should initially be enteredinto. The payment for each fishing trip would be derived from the sales of fish based on an initial splitof 70 per cent for MIMRA and 30 per cent for the crew. While the crew would be paid for their efforts,it was just as important to develop a profitable operation for the vessel. Once a better understanding isobtained over several months/trips, the funds would be reallocated to support a balanced system for thevessel.

It was suggested that the crew’s 30 per cent share be divided with the skipper getting 10 per cent, theengineer and deck boss (boson) getting five per cent each, and the crew share the remaining 10 per cent.If three crew were employed then each would get 3.33 per cent, if five crew were employed then eachwould get two per cent. The allocation of the MIMRA/crew shares and the split of the crew’s shareshould also be readjusted after the assessment trips are made.

4.4 Marketing

Although only a few fish were exported through the MIFV, this was sufficient to identify a flaw in thesystem that is currently being used to export fish from the Marshall Islands. No proper agreement wasarranged between MIMRA and MIFV to assess the marketing potential of the fish caught by F/V Wa-Bal.Had a proper reel been installed and the ideal conditions for carrying out proper fishing trips fulfilled,MIMRA would have been at a disadvantage using the marketing arrangements that existed for the project.Fish that were exported to the US mainland were bought off the vessel for a fixed price regardless ofthe quality. Grade ‘A’ fish was paid the same as grades ‘B’ and ‘C’ and the sales report for fish exported toJapan or the US came in the form of a report prepared by the fish base themselves. This arrangementcan leave the boat operator open to being deprived of the real price that should be due to him. Althoughthe fish base will guarantee verbally that their operations are done above-board, the system itself doesnot guarantee that honesty will prevail.

Normally, the reports for fish exported overseas will come via fax or email from the overseas agentsthemselves. The reports will indicate the name of the company handling the fish, the market at whichthe fish was auctioned, the carton number, the weight of the fish shown on the invoice, the actualweight of the fish when sold, the price per kg that the fish was sold for, the total amount that the fishwas sold for and a report on the status of the fish at the time of auction, for example, damaged fish, badcolour, fully yake (burnt fish), etc. Accompanying the report should be a comparison report of fish thatwas sold in all the Japanese markets on that day. The prices of the fish from different countries are listedand this gives the boat operator an idea on how well the fish from this region has fared in relation tothe international scene and the comparison of the price received for fish in relation to the average pricefor the country.

The present system that is used by MIFV will discourage local businessmen from setting up operationsof their own as MIFV will be able to dictate and monopolise the price of fish offered to fishermen inthe Marshall Islands. This does not suggest that this is currently being done but the system that is inplace leaves the manipulation of fish prices open to falsification should someone decide to do so. Thedestination of the fish should also be agreed on. It was surprising to see that Grade ‘A’ and ‘B’ fish suitablefor the Japanese market were packed for export to the US mainland on the same day when there was

also a flight to Japan. There probably is a legitimate reason for this occurrence but it is something thatMIMRA should consider when setting up a marketing scheme that would benefit a domestic fleet.

Any new local operator with only one or two boats will have difficulty in trying to avoid the MIFV systemand set up his own export operations. MIFV has a large number of foreign vessels fishing the domesticwaters and are able to book out the flights ahead of time. To avoid any ill feelings from developingbetween MIFV and future potential local fishing boat owners, MIMRA and MIFV should get togetherto discuss in detail the formulation of a system that would be fair and transparent and focussed on thedevelopment of a locally owned domestic fleet.

5. RECOMMENDATIONS

Based on the tuna longline workshop efforts and in trying to keep with the objectives for this project,the following recommendations are made.

5.1 Workshop planning

It is recommended that:

(a) MIMRA identify similar programmes or workshops where the local community can developworking skills to partake in the commercial tuna fisheries;

(b) When MIMRA plans future workshops such as that conducted during this project, crew trainingbe kept separate to any industrial assessment work;

(c) MIMRA consider the participant’s daily welfare as part of the planning strategy for any futuretuna longline workshops, including formal terms and conditions to guarantee the participantscommitment to the project;

(d) MIMRA have all the gear in place and the vessel tested ready for fishing trips for future tunalongline assessment projects; and

(e) MIMRA consider having a separate period allotted to set up a vessel for a tuna longline project,so that when a fishing project is executed, more time can be dedicated to fulfilling the objectivesof the fishing project.

5.2 Assessment of F/V Wa-Bal

(a) MIMRA consult a professional shipwright or the builders of the fishing vessel F/V Wa-Bal torecommend the most effective additional stabilising system to install on the vessel so that itcan perform better during fishing operations in moderate to rough sea conditions;

(b) MIMRA install a generator with a minimum output of 3.5 kW and a constant battery chargerof a size suitable to fit in the space available in the engine room on the F/V Wa-Bal;

(c) The electrical system on F/V Wa-Bal be directed to all parts of the vessel via a properlyinstalled switchboard that is properly labelled and easily accessed;

(d) The electrical system be arranged so that the AC and DC systems function both individuallyand be able to supplement each other;

(e) Four more storable bunks be installed in the upper wheelhouse/galley area to bring the total numberof sleeping berths to eight; and

(f) F/V Wa-Bal be operated with six to eight crew during fishing trips even when the crew becomeproficient so the workload is less, the quality of the fish will be maintained, and the extra crewcan be trained to work in the industry.

5.3 Fishing operations

(a) MIMRA continue fishing trips after the new reel has been installed as a high priority to ensurea full assessment of the fishing potential is realised;

(b) MIMRA ensure that each of the crews collect and compile all data after each trip as part of theeconomic assessments to be carried out on the viability of fishing operations;

(c) MIMRA have the FNTC nautical instructor identify potential skippers and good deck hands,and encourage these people to take up further studies; and

(d) MIMRA implement the 70/30 allocation of funds between MIMRA and the crew, and closelymonitor this allocation with a review and re-allocation later in the year based on the success ofthe fishing operations.

5.4 Marketing

(a) MIMRA liase with MIFV to identify a proper transparent arrangement for the offloading andmarketing of fish before any future tuna longline project is undertaken; and

(b) MIMRA ensure that a policy exists that would prevent the fish base operators from monopo-lising the tuna export industry, as this may discourage private sector development in the future.

6. REFERENCES

Anon. 2003. Republic of the Marshall Islands (RMI) In Magnificent Micronesia. Information leafletproduced by the Marshall Islands Visitors Authority.

Anon. 2002. Marshall Islands Marine Resources Authority, Annual Report 2000/2001.

Beverly, S., L. Chapman and W. Sokimi. 2003. Horizontal longline fishing methods and techniques —a manual for fishermen. Secretariat of the Pacific Community, Noumea, New Caledonia. 130 p.

Blanc, M. and A. Desurmont. 1996. On board handling of sashimi grade tuna. A practical guide forcrew members. Secretariat of the Pacific Community, Noumea, New Caledonia. 27 p.

Fairbairn, T., C. Morrison, R. Baker and S. Groves. 1991. The Pacific Islands. Politics, Economics, andInternational Relations. 127 p.

Mead, P. Unpublished. Draft incomplete report on the Deep Sea Fisheries Development Project inMajuro, Marshall Islands (4 March to 4 October 1985). South Pacific Commission, Noumea,New Caledonia.

OFP. 1998. Marshall Islands 1998 National Fisheries Assessment. Oceanic Fisheries ProgrammeCountry Report No. 11, Secretariat of the Pacific Community, Noumea, New Caledonia. 101 p.

Smith, A. 1992. Republic of the Marshall Islands, marine resource profile. FFA Report No. 92/78,Forum Fisheries Agency, Honiara, Solomon Islands. 90 p.

SPC. 2002. Pocket statistical summary. Brochure produced by the Secretariat of the PacificCommunity, Noumea, New Caledonia.

Appendix A.

Specifications of the project vessel F/V Wa-Bal

Length overall 14.4 mBeam 4.57 mDraft 1.65 mFish hold space 22.5 m3

Fuel capacity 5050 litresFresh water capacity 950 litresTheoretical range at 8 knots 900 nmMaximum speed 10 knotsCruising speed 8 knotsHull construction solid GRP hand laidClassification society Marine and Industrial

Electronics and navigation

VHF: Standard horizon GX2340S omni complete with digital selective callingSSB: FurunoRDF: Simrad Taiyo model ADDF TD-L1100Radar: JRC 24 nm model JMA 2412Sounder: JRC colour model JFV8010GPS plotter: JRC model JLU121Autopilot: Comnav 2200 complete with remoteCompass: Standard card compass

Safety equipment

EPIRB: Kannard 406 float freeLiferaft: 2 x 8 man SOLASFlares: Kit that fully complies with safety at sea regulationsFire fighting: Extinguishers and fire axe as per regulation requirements

Hydraulics

Steering system: Nalder and Biddle design and built system incorporating dual ramsGypsy hoist: Kolstrand (USA) hydraulic fore mounted drum with flow control valvePump: Main engine driven Vickers PVH98 hydraulic pumpOil cooling: Heat exchanger installedOil storage: 40 litres capacity tank fitted at the aft bulkhead in the engine room complete with

filler gauge, filters and valves

Main engine: Detroit 8v71 rebuilt. The rebuild was carried out by the New Zealand Detroitagents (Transmission & Diesels) under warranty. The main engine was also dynotested with witnesses from the builders and Detroit agents. The engine underwenttrials before approved for delivery.

Gearbox: Tonanco 729s ratio 3:19

Controls: Hynautic system dual station controls fitted in wheelhouse and aft control stations.

Exhaust: Dry exhaust connected to a single Donaldson muffler and exits outside the aft wheel-house bulkhead. The exhaust stack is also a venturi design, which draws latent heatfrom the engine room very efficiently. All the exhaust pipes were suitably lagged.

Propeller: 4 blade, right hand, 38 x 30 cast bronze, Nalder and Biddle designed and manu-factured.

Fuel system: The vessel has four aluminium tanks that hold a total capacity of 5050 litres.There are two tanks situated in the steering flat and two others in the engine room.All have been certified and are fitted with fire shut off valves and level sightglasses. Both suctions and returns are fully coupled by manifolds. Fuel transfer isvia the return lines. The system is equipped with the Dual Racor filter system.

Fresh water: There are dual linked tanks situated in the forward accommodation area, oneforming the escape hatch step and the other is below the floor plate. Both tankshave access and a combined capacity of 950 litres. The plumbing consists mainlyof stainless steel piping.

Pumps: Engine driven electromagnet clutch that is combined to serve as deck/bilge/ andfire pump. The pump has a 50 mm (2 inch) Jabsco impeller.– two automatic bilge float pumps– hand operated emergency deck mounted bilge pump– hand operated lube oil pump from lube tank for main engine– Par Flowmate pressure pump for domestic fresh water

Main deck accommodation and Wheelhouse:The vessel’s Head has a marine hand pumped toilet. The accommodation area hasstarboard side seating for 3 to 4 persons and port side seating for three. The Seatsare upholstered in fabric over foam and doubled as sleeping berths during theproject. The Port seating also has a ‘lift off’ section for access to the engine room.The accommodation deck has two removable sections for major engine roomaccess. The deck surface is covered in non-skid vinyl.

The helm area is conventional with a basic instrument panel, chart table, compass,light, and electronics. The superstructure has Lloyds approved aluminium windowsmanufactured in Australia.

Work deck: The aft superstructure bulkhead has a second steering station that was installedwith gear retrieved from a sister ship damaged in Kwajalein. This included enginecontrols, hydraulic jog lever, rev counter and access panel. The portside has theexhaust stack, emergency bilge pump and fire/deck wash hose. Four fillers forbunkering fuel, one for filling water and one for the emergency steering holderhave screw-down lids that are flush with the deck when secured. The aft deck hasthe aluminium hatch coaming for the fish hold situated amidships and two flushhatches — one for access to the steering flat and the other in the fore deck foraccess to the rope locker. There are two aft bollards that double as fuel tank vents.

Appendix B.

List of work carried out on the project vessel in preparation for the workshop

Hull and deck:

1. Replace 18 m (60 feet) of cap rail and 9 m (30 feet) of rub rail with mahogany;2. Repair and refinish handrail;3. Repair and replace fuel tank filter;4. Haul out, water blast and paint hull bottom with 35 litres (10 gal) copper hull bottom paint;5. Re-fibreglass damaged deck areas;6. Replace rudder and shaft zinc anodes;7. Troubleshoot and repair steering gear;8. Check cutlass bearing and replace if necessary;9. Fabricate and replace bin boards in the fish hold; and10. Construct hauling arm at the starboard working area.

Engine room:

1. Top overhaul and reassemble main engine;2. Change oil and oil filters then retune main engine;3. Supply spare filters (6 of each);4. Replace all pump impellers;5. Check rudder gland;6. Replace all suspect hydraulic hoses and corroded hydraulic hose ends where necessary; and7. Check and clean out all fuel tanks.

Electrical:

1. Check all electrical systems;2. Replace house batteries and main engine start batteries;3. Supply ICOM SSB with tuner and 7 m (23 foot) aerial;4. Supply VHF radio and aerial with correct aerial mounts;5. Replace light bulbs and fuses where necessary; and6. Install two deck working lights — one facing forward and the other aft.

Plumbing:

1. Replace stolen manual bilge pump;2. Replace electric 37 mm (11/2 inch) bilge pump with float switch;3. Repair toilet and box off hydraulic hoses and connections leading to the engine room; and4. Check and replace hoses and clamps where necessary.

Safety:

1. Supply one six-man liferaft and construct an extra storage bed for the liferaft supplied by MIMRA;

2. Supply ring buoy with lifeline and man overboard strobe light;3. Supply 10 lifejackets;4. Install and EPIRB 406;5. Supply coastal cruising first aid kit;6. Supply two fire extinguishers for engine room and wheelhouse; and7. Supply flare kit as recommended by the international maritime laws for vessels of 15 m in

length.

Appendix C.

Workshop schedule

Week Date Group Activity

1 24.02.03 to 01.03.03 All Familiarisation and construction of gear

2 03.03.03 to 08.03.03 All Continue with gear construction, longline demonstrationin harbour and load up fishing vessel for fishing trip.

3 10.03.03 to 15.03.03 1 Practical fishing trip #1

2 Observe at fish base.

3 Observe at fish base.

4 17.03.03 to 21.03.03 1 Clean out vessel, repair fishing gear and follow up onmarketing of fish.

2 Intensive training week inside Majuro lagoon and preparestores for trip.

3 Assist at fish base and observe loading and offloadingoperations

5 24.03.03 to 29.03.03 1 Assist at fish base and observe operations

2 Load up vessel and Practical fishing trip #2.

3 Seamanship classes with Capt. Reid Shoniba.

6 31.03.03 to 04.03.03 1 Seamanship classes with Capt. Reid Shoniba

2 Clean out vessel, repair fishing gear and follow up onmarketing of fish.

3 Lagoon training week and prepare stores for trip.

7 07.04.03 to 12.04.03 1 Assist at fish base and observe operations

2 Seamanship classes with Capt. Reid Shoniba.

3 Practical fishing trip #3

8 14.04.03 to 19.04.03 1 Lagoon Training week and prepare stores.

2 Assist at fish base and observe operations

3 Clean out vessel, repair fishing gear and follow up onmarketing of fish.

9 21.04.03 to 24.04.03 1 Practical fishing trip #4 (aborted due to adverse weather)

2 Assist at fish base

3 Seamanship classes with Capt. Reid Shoniba

10 28.04.03 to 02.05.03 All Work on mechanical problems and repair damaged fishinggear/service vessel.

11 05.05.03 to 10.05.03 Select group Load up fishing vessel and fishing trip # 5

Remainingcrew

Repair damaged gear and organise storage of fishing gearin container

12 12.05.03 to 16.05.03 All Make up extra fishing gear for new reel. Reconditionvessel for longer fishing trips.

13 19.05.03 to 23.05.03 Select group Select group took full control of fishing trip #6. FisheriesDevelopment Officer observe only

14 Remainingcrew

Tie up all loose ends on shore. Restore gear and stowaway. Clean out training area.

Appendix D.

List of workshop participants

Completed the workshop:

Aniba JabkojArnold LamilleBalik LukeBill AugustChristopher KejuDarren AugustDavid LalimoDwight BatlokFrandon DavidHeine Joseph Jacob KejuJibon JibonJimmy BrunoJoel ClintonLeban JeltonLomodro JibasOrlando LanginbalikReid ShonibaRody RonaldRosby PhillipTarkeim ThompsonWiton MarshallHernet Bungitak

Dropped out of the workshop:

Albintha BinejalAronean WhiteDelly SilkEdgar LebanHenny AlvinJack HeranJerry Tuisue LewaravuLiji LuckyLinus MotellangWilfred Joklur

Appendix E.

Checklist for F/V Wa-Bal — tuna longline gear, other equipment and expendable items

Item No. required No. checked

Crimping tool 2

Size ‘D’ crimps 4 pkts x 500

Branchlines 4 bins x 150/bin

Gilling and gutting knives 4

Bleeding knives 2

Oil stone or sharpening tool 1

Long handled fish brushes 4

Sponge mattress 2

Gaffs 2 long handle, 2 short

Fish clubs 2

Fish spike 2

Meat saw 1

Meat saw blades 3

Rolls mutton cloth 2

Ice shovels 2

Ice picks 2

Radio beacons 3

Radio beacon batteries 3 dozen per beacon

Floats 60

Floatlines 100

Strobe lights 6

D-cell batteries for strobe lights 1 dozen

Insulation tape 6

WD 40 4 cans

Ice 4 mt

Diesel fuel 5000 litres

Water 950 litres

Gearbox oil 20 litres

Engine oil 20 litres

Glycol glycerine for steering system 5 litres

Fuel and oil filters 4 each

Distilled water for batteries 5 litres

Toolbox 1 fully equipped

Used tire tubes 2

Hose clamps 10 mm to 37 mm 3 of each

Torches (Flashlights) 2

Hauling blocks 4

Shackles 2 each for sizes used on board

Fishing gear and engine room requirements

Person checking:

Charts for Marshall Islands 1 each from Marshalls Catalogue

Compass and dividers 1 set

2B pencils 1 box x 2 dozen

Pencil eraser 1

Pencil sharpener 1

Parallel rule 1

Plastic cups 12

Spoons, knives and forks 12

Plastic plates or bowls 12

Rice cooking pot 1

Large cooking pot 1

Kettle 1

Frying pan 1

Ladle spoon 1

Cooking spoon 1

Cooking fork 1

Serving bowls 3

Dish washing detergent 4 litres

Dish washing sponges 5

Wiping tissues 4

Toilet tissues 12

Bathing soap 4

Toothpaste 2

Deck washing detergent 10 litres

Cooking stove 1

Cooking gas 2 x 10 kg cylinders

Pillows 10

Sheets 10

Blankets 10

Food stores as per stores list

Wheelhouse requirements

Galley requirements

Appendix F.

Operations checklist — daily, weekly and monthly maintenance schedules for F/V Wa-Bal

Item CommentsDaily maintenance checklist

Test electronics, navigation lights, ships horn, windshield wipers andalarms.

Check fluid level for fuel oil, engine coolant, lube oil, power steering,battery electrolyte, and marine gear (transmission) lube oil.

Inspect engines externally including alternator belts and controls.

Start up engine and check for proper operation and leaks and check driprate at propeller shaft packing gland.

Check operation of watertight doors and hatches.

Dry out bilge and test bilge pumps.

Check out operation of winches.

Exercise steering systems from hard over port to hard over starboard.

Perform visual and operational checks of electronic systems includingSSB/VHF/FM transceiver communications systems, echo sounder,radar, GPS, and main engine electronics.

Check alternator, starting system and battery charging system. Ensure allbatteries are serviced and fully charged.

Inspect galley, toilets and accommodation conditions.

Inspect fishing gear, mainline reel and hydraulic system.

Clean seawater strainers, inspect and lubricate valves.

Inspect fuel oil filters and change if necessary.

Verify proper operation of propulsion, alternators and steering systemswhile underway.

Drain and refill portable water supply and ships water tank.

Check operation of winch clutch and controls and hoisting system.Grease winches and lead blocks.

Inspect steering system rudder bearings and stern tube.Monthly maintenance checklist

Test shipboard lights.

Inspect emergency equipment such as flares, portable water, food, lifepreservers, anchor, anchor rope, sea anchor and accessories, liferafts, fireequipment and extinguishers.

Lubricate windshield wipers.

Check condition of non-skid deck coatings.

Check alternator belt tension and pulley alignment.

Change engine and gear box filters.

Check for corrosion of machinery, equipment and compartments.

Inspect compartments for leaks.

Inspect shackles and wire rope stays.

Lubricate all moving and sliding parts on the vessel, especially thesteering and hoisting systems.

Inspect electrical distribution system.

Clean air filter units, replace primary fuel filters and adjust alternator belttension, connectors and components.

Visually check engine for leaks and change fuel oil filters and crankcasebreather fitting.

Weekly maintenance checklist

Date………….. Signature of person doing check:………………………

Appendix H.

MIFV settlement report format for F/V Wa-Bal (March 2003)

No. Item Date: 17/03/03 Date: 28/03/03 Sub-total Note

1 Export sales

JPN sales weight 39 39

USA sales weight 38 38

JPN sales in JPY 29 700.00

JPN sales in US$ 244.14 244.14

USA sales in US$ 176.7 176.7

Sub-total of export sales 244.14 176.7 420.84

Minus:

JPN export commissions – 15% 36.62 36.62

Gross weight of Japan sales 45 45

Airfreight ($3.71/kg) 139.5 139.5

Net Export Sales 68.02 176.7 244.72

2 Local sales

Rejected tuna sold to MIFV 34 kg at $0.60/kg= $20.40

SWD sold to MIFV

BM sold to MIFV

Tuna sold to processing

SWD sold to processing

BM sold to processing

Sub-total of local sales 20.4 20.4

3 Period of results (1 -+ 2) 88.42 176.7 265.12

Secretariat of the Pacific Community -...

Documents

Projet Educatif Local...5 II – la méthode 1ère phase Le premier Projet Educatif Local étant récent (2012 – 2015), les commissions chargées de ce projet n’ont pas jugé opportun

St Helena (South Atlantic) Napoléon 1815 Crossing - Arrival...4 Napoléon jugé par un Anglais. Lettres de Sainte-Hélène, correspondance de W. Warden, chirurgien de S. M. à bord

DESIGN IMPROVEMENTS TO FISH AGGREGATION DEVICE (FAD ...coastfish.spc.int/Sections/Development/FDSPublications/OtherRepor… · tuna resources on a more regular basis, thereby relieving

coastfish.spc.intcoastfish.spc.int/doc/coastfish_docs/Meetings/PPT24...Value depends on: Size of the animal Condition of the animal (damage to body wall) Quality of processing Value

Fisheries Education and RAINING - coastfish.spc.intcoastfish.spc.int/Sections/training/sig/sig24/sig_24_en.pdf · TRAINING Fisheries Education ... (15 are required for its entry into

CAPTURE SECTION REPORT ASSISTANCE TO THE NATIONAL ...coastfish.spc.int/Sections/Development/FDSPublications/OtherRepor… · 8. REFERENCES 34 APPENDICES A Specifications of FTV Leilani

coastfish.spc.intcoastfish.spc.int/doc/coastfish_docs/technical_rep/... · 2019. 5. 8. · Novice fishers would ... (see appendix for advice on fishing tackle). These giant trevallies

South Pacific Commission - coastfish.spc.intcoastfish.spc.int/Fishing/BDM_HdBook18/Handbook18_BDM.pdf · South Pacific Commission Cataloguing-in-publication data Sea Cucumbers and

DIESEL ENGINEERING - coastfish.spc.intcoastfish.spc.int/Sections/training/fts_pdf/statutory/diesel... · 3.2 deck/engineroom routine maintenance.....40 3.3 spare parts and tools

Report Number R03/1398 New deep setting longline technique ...coastfish.spc.int/Sections/Development/FDSPublications/FDSReports… · 2. Elton Robinson, Extension Officer Eastern

LES MODES DE MONTAGE DE DCP À MOINDRE …coastfish.spc.int/Sections/Development/FDSPublications/F...1. Fish aggregating device –– Handbooks, manuals, etc. 2. Fisheries ––

L’IMPACT DE NOS TELEPHONES PORTABLES SUR …laclassedefrancaisdemadamebalin.weebly.com/.../1/3/8/... · Web viewLe sexe, l’identité de genre (garçon jugé trop efféminé,

MANUAL ON FISH AGGREGATING DEVICES (FADs)coastfish.spc.int/Sections/Development/FDSPublications/FDSManuals/... · used in this manual, ... improving buoy technology, ... F AD programme

Bulletin - Cour de cassation · Doctrine Le même jour, la troisième chambre civile a jugé (infra, n o 765) que « le contrat préliminaire de réservation en vue d’une vente

Secretariat of the Pacific Community Final Reportcoastfish.spc.int/Sections/Development/FDSPublications/FDSpresent… · This is the final report to New Zealand under the Pacific

KIRIBATI - coastfish.spc.intcoastfish.spc.int/Countries/Kiribati/kiribati.leg.ffa.pdf · KIRIBATI Kiribati consists of 32 coral atolls in three main groups and one isolated phosphate

REPORT ON THE DEEP SEA FISHERIES DEVELOPMENT PROJECT …coastfish.spc.int/Sections/Development/FDSPublications/FDS_DSFDR… · Kosrae to train two local builders in the construction

HANDLING AND PRESERVING THE CATCHcoastfish.spc.int/Sections/Development/FDSPublications/F... · 2019-05-08 · CHAPTER 4: Handling and preserving the catch 83 The fish should be held

DEEP SEA FISHERIES DEVELOPMENT PROJECT - Pacific …coastfish.spc.int/Sections/Development/FDSPublications/FDS_DSFDR… · 1 1. INTRODUCTION The South Pacific Commission’s Deep

BASIC SEA SAFETY - coastfish.spc.intcoastfish.spc.int/Sections/training/fts_pdf/statutory/basic_seasafety_lg_en.pdf · basic sea safety for pacific island mariners learner’s guide