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Assessment of the World's Fishing Fleet
Submitted to Greenpeace International by John Fitzpatrick and Chris Newton
May 5, 1998CONTENTS
Synopsis
Introduction
World Levels of Marine Catches
Fleet Capacity {Age of the Fleet, Deletions)
Technology (Reducing overcapacity)
New Institutional Requirements
Summary and Conclusions
AppendicesThe expansion in the size and capacity of the world's fishing fleets, as noted by the FAO 1995 State of World Fisheries and Aquaculture, has continued to increase over the period 1991 - 1996. A slow down in new additions occurred in 1995 and 1996. In 1997, the orders for new vessels show a return to construction of vessels with large tonnage. Throughout the period, additions to the world's fleet continue to exceed deletions.
In this connection, there is evidence that the fishing fleets are not being restructured, that capacity is not being effectively reduced, and that states with open registers are increasing their capacity.At the 21st Session of the Committee on Fisheries, Rome, in 1995, the FAO Ministerial Conference on Fisheries reviewed the state of world fisheries and aquaculture 1and adopted the Rome Consensus on World Fisheries.
The Consensus noted the FAO analysis which indicated that the problem of overfishing in general, and overcapacity of industrial fishing fleets in particular, threatened the sustainability of the world's fisheries resources for present and future generations. In this connection, the Ministerial Conference urged that governments and international organizations take prompt action to review the capacity of fishing fleets in relation to sustainable yields of fishery resources and where necessary reduce these fleets.
Article 5, (General Principles) of the Agreement for the Implementation of the Provisions of the United Nations Convention on the Law of the Sea of 10 December 1982, relating to the Conservation and Management of Straddling Fish Stocks and Highly Migratory Fish Stocks (UN Agreement) adopted by the UN General Assembly in November 1995, calls on coastal states and states fishing on the high seas to "take measures to prevent or eliminate overfishing and excess fishing capacity and to ensure that levels of fishing effort do not exceed those commensurate with the sustainable use of fishery resources".2
The FAO Code of Conduct for Responsible Fisheries (FAO Code) reiterates this principle in Article 7.1.8. thereby widening the application of the principle to areas within national jurisdictions.3
In accordance with these international initiatives it would appear necessary for the international community to be kept informed on the capacity of the world's fishing fleets in response to the need to adjust fishing effort commensurate with the productive capacity of fishery resources.
World Levels of Marine Catches
FAO reported on the state of the world's fish stocks (FAO 1997) 4at the 22nd session of the Committee on Fisheries, Rome, March 1997. In its Report, FAO concluded that the 1990 - 94 level of marine landings, 83 million tonnes, should be considered the predicted maximum production for world marine fisheries under present overall fishing regimes. It noted that production could be increased by 10 million tonnes if effective fishery conservation and management measures were applied to the 60% of stocks considered to be in decline or under high exploitation levels. " These stocks are in urgent need of management action to halt the increase in fishing capacity or rehabilitate damaged resources".5
Marine catches have increased in both 1994 and 1995 to 85.3 and 84.7 million tonnes respectively.
It must be noted that the FAO estimate of 83 million tonnes as the predicted maximum production for world marine fisheries is an estimate of the maximum sustainable yield (MSY). The application of the Precautionary Approach, as specified in Annex II of the UN Agreement, is considered a relevant rebuilding target for stocks that are depleted or over-exploited. It is no longer considered a standard for management targets. In this connection, the FAO 1997 Report refers to: "the risk of using maximum sustainable yield as a target and the need for a broader and more precautionary range of management targets set at levels of fishing effort below the MSY". 6
The application of the precautionary approach should result in lower levels of catches from pelagic and demersal species. Using the FAO 30% 7required reduction of fishing capacity on demersal stocks and a 20% risk factor for pelagic species, decreased marine catches should be expected to be below 70 million tonnes using the 1990 - 94 average level of catches, and not including mariculture.
Future catch figures from 1996 on, should clearly indicate if the precautionary approach is being applied by a sufficient number of states to effect the level of world landings.FAO's 1992 Report "Marine Fisheries and the Law of the Sea: a Decade of Change" (FAO 1992) estimated the replacement cost of the world's fishing fleet at $319,000 million. Of this, the replacement cost of the smaller vessels was estimated at $90,000 million; 28% of the replacement value of the entire fleet.
The analysis that follows is restricted to large vessels 24 m and over and 100 GT or larger; it covers therefore about 70% of the replacement value of the world's fleet. These vessels account for 1.7% of the total number of all decked vessels but almost 60% of all vessel tonnage.
In the FAO State of World Fisheries and Aquaculture 1995 (FAO 1995), the gross tonnage of the fleet was given to be 26 million in 1992. Since then, vessels on the register of flag states continued to increase by 720,000 tons in the following 5 years, an increase of approximately 3%. There was a sharp decrease in the numbers of new vessels in 1995 and 1996 as well as a reduction in the tonnage of these vessels compared with earlier years. Orders for new vessels in 1997, however, show an increase in numbers of vessels and significant increases in tonnage.
Additions to the world's fleet from 1991 - 95 are provided in Table 1 below for vessels 24 m and over and 100 GT or larger, by flag state.
Table 1: Fishing Vessel Additions to the World Fleets, 1991 - 1995
Japan European Union Honduras * Russia Peru former USSR Chile Liberia * Morocco China Argentina Iran S, Korea USA Cyprus * Ukraine Iceland Poland Panama * Canada India Norway Kuwait
TOTAL Others * Denotes flags with open registers
Source: Lloyd's Maritime Information Service80% of new additions to the world's fleet between 1991 - 1995 was by 13 states, of which 4 states accounted for 53%. Fifteen per cent of total new additions belonged to four states offering open registers, commonly referred to as flags of convenience (FOCs), whose combined total reported marine catches were less than 200,000 mt in 1994. This should be compared with the new additions to the EU's fleet at 16%, for a marine catch of over 7 million mt. In terms of tonnage, 80% of new additions were by 19 states, with 5 states responsible for 53%.
Of the states responsible for new additions, twelve were in the top 20 fish producing countries as shown in the 1995 FAO Yearbook of Fishery Statistics: catches and landings. Vol. 80.Age of the Fleet
In FAO 1995, it was noted that a large proportion of the industrial fishing fleet was old and inefficient and in need of scrapping. 46.1 per cent was shown to be over twenty years old. This pattern continues with the percentage of vessels older than twenty years increasing to 48%. The decrease in new vessels delivered in 1995 and 1996 reduces the percentage of the 0 - 5 year old category from 7.6% as of 1994 to 6% as of the end of 1996. Figure 2 provides the adjusted age profile.
100GT or over in Weight and 24m or over in Length, 1996Source: Lloyd's Maritime Information Services The increase in numbers of vessels on order for 1997 compared with 1995/96, is most dramatic in terms of the associated increase in the tonnage of these orders. The 1995/96 deliveries were not only lower than previous periods, but the tonnage of these vessels was also much lower. The 1997 change in tonnage is given below by vessel length category:
24-45m 45-60m 60-75m 75m+
Total Source: Lloyd's Maritime Information Services Deletions
It might have been expected that much of the former U.S.S.R. fishing fleet would have been scrapped as the distant water fleet withdrew from long distance fishing and switched to market oriented practices. The distribution of the fleet amongst the independent Republics began in 1993 and was mostly completed by the end of 1994. The fleet size of the former U.S.S.R. in number of ships was as follows:
Source: Lloyd's Maritime Information Services The distribution to the Republics is given by year in Table 2.
Former USSR Russian Fed. Ukraine Estonia Lithuania Latvia Georgia Azerbaijan Kazakastan Turkmenistan
TOTAL Source: Lloyd's Maritime Information Services From this table, some vessels became redundant and others were sold, such as Estonian vessels. The fleet still represents capacity potential since a number of these vessels are operating outside of their jurisdictional waters or have been sold to developing countries. The vessels that were sold, together with the sale of older vessels from Japan and the European Union represent technology dumping, and has led to many of them being referred to as "sub-standard ships". As a consequence, developing countries' fleets are comprised of older vessels.
The change in the size of the Russian Federation's fleet reflects sales/scrapping of some ships with the addition of 125 new vessels. The financing for some of these vessels required conditions for a replacement ratio of 1 new vessel / 5 existing vessels. This could be an important initiative by financial institutions imposing replacement ratios for new construction to keep the overall fishing power in balance. There may, however, be market or other conditions imposed that could offset the primary benefit to the state of fishery resources from the imposition of replacement ratios.
The European Union has invoked a decommissioning program for its fleets. It has also taken a census of it's fleets and the fleet profile is provided in Table 3.
Table 3: Profile of the Fleet of the European Union, 1995
Less than 10m 10m but less than 15m 15m but less than 24m 24m and over
TOTAL Source: Community Register of Fishing Vessels: Half Yearly Statistical Bulletin No. 2. European Community. Directorate General XIV. 1995. New additions to the European Union fleet show that replacement vessels have increased gross tonnage and horsepower. The EU shows the average GT for Spanish vessels in 1993 was 338 GT while Lloyds shows the average GT of new Spanish vessels in 1995 at 405 GT. These are difficult comparisons to make without knowing the configuration of the decommissioned vessels to the new additions, and applying equivalency ratios to measure the real increases in fishing power that may be occurring. The use of averages as comparison can only be used as a rough guide and a possible indicator of increasing fishing effort. New vessels are certainly much more efficient than older vessels and as a result, the expectation of comparisons in average GT should be for new additions to have lower averages in order to accommodate replacement ratios and balance fishing equivalencies between the new vessel and the scrapped vessel(s). Vessels on order, 24 m and over, are given in Appendix 7 by size category and by state.
New construction trends reflect the technological requirements to harvest either large quantities of relatively low-valued species or widely distributed species that are at depths which were previously beyond technological and economic feasibility. The construction is specialized toward large vessels using mid- water trawls, highly specialized auto long-lines of up to 50,000 hooks and deep water fishing with trawls/long-lines on sea mounts and in deep ridges.
Whereas FAO 1995 provided the increase in fleet capacity over the period 1970 - 1992 in terms of GT, the capacity is not linear as shown. The efficiency of fishing vessels changes over time, so that a new vessel built in the 1990's is not comparable in terms of efficiency with a vessel of the same tonnage built in the 1970's8. Technological change has therefore increased the slope of the increase in GT over time. The change had been relatively slow between 1965 - 1980 as the fleets adopted electronic and hydraulic equipment. Between 1980 - 1995 technology increased rapidly, not only from more advanced electronics and hydraulic equipment, but in refrigeration, fuel efficiency, remote sensing equipment and improved vessel design configurations.
An example of the technology coefficient for a class of freezer trawler is provided in the Appendix. With 1980 as the reference point at 1, a vessel built in 1965 would have a coefficient of .5 in relation to a vessel in 1980. Its efficiency would be half of the 1980 vessel. A vessel built in 1995, however, would have the equivalency of 2.
The coefficients given in the Appendix, includes efficiency cross curves which reflect the potential differences in efficiency as vessels age. A vessel built in 1965, is, by 1985, far too inefficient to compete with a vessel built in that year. The vessel has high operational costs for fuel and maintenance and the insulation in its fish holds has poor "k factors" requiring greater use of refrigeration compressors and associated higher fuel costs. To compete with the newer vessels, such a vessel has to minimize its operational costs, often resulting in lost sea-time and reduced catches. In order to be profitable, actions are taken which undermine conservation and management including encroachment in areas used by small fishing vessels, protected areas or the retention of fish below minimum size.
The technology coefficients and efficiency cross curves are useful for bringing attention to the need to find mechanisms for the removal of vessels older than 20 years, unless they have been refitted. It is also necessary to develop these coefficients for application in fleet restructuring programs. The coefficients indicate the replacement ratios required for new fishing vessels. As such, a new freezer trawler in 1995 would be required to remove nearly 2 trawlers built in 1980. This replacement ratio is only for the equivalent technology and efficiency cross coefficients. To effectively address the excess capacity and overfishing issue, the ratio would have to be higher. The coefficients by vessel class types are provided in the Appendix.
Without the application of technology coefficients in vessel replacement programs, attempts to curb excess fishing capacity through length and tonnage requirements will not be effective.
Additions to the world's fleet, therefore, not only increased fleet size by 3% in terms of tonnage but by an efficiency factor depending on the type of vessel. Estimates of the replacement ratios required for new vessels are presented below in terms of vessels built prior to 1980:
These ratios would be less for vessels built after 1980 and would be even lower for vessels built after 1980 but which had been refitted 10 to 15 years later. The estimated ratios for such refitted vessels in terms of the new additions would range from 0.25:1 to 0.65:1. New additions and refits therefore increase potential fishing capacity beyond estimates of capacity based on tonnage.
In order to estimate the extent of increased potential fishing capacity resulting from new additions to the world's fleet, an average of the replacement ratios shown above for new vessels by vessel type would result in an overall ratio of 3:1. Thus for every new vessel three vessels built before 1980 would be required to be scrapped or removed from the fishing fleet in order to prevent an increase in potential fishing capacity. Since such ratios have not been applied to new additions to the world's fleet, the fleet has increased its potential by 14%. That is to say, the world's fleet increased by 3% in terms of tonnage and 14% in terms of potential capacity.
In addition, vessels built after 1980 and refitted 10 to 15 years later, as has been the practice in the last five years, have also contributed to potential fishing capacity. Inclusion of these refitted vessels would increase capacity by another 8%. The overall increase is therefore estimated at 22%.Reducing over-capacity
The above calculations based on technology coefficients indicates that the world's fleet would need to have been reduced by 22% in order for its potential fishing capacity to have remained constant as a result of new additions to the fleet and refits. In order to reduce capacity, a greater reduction would be required.
No estimates have been provided by FAO on the over-all capacity reduction required for the world's fleet. Garcia and Newton9, however, in their global model refer to a 25% to 53% reduction depending on whether fishing costs are reduced by 43%, or the price at landed value increases by 71% or some combination of cost reduction, price reduction and fleet capacity adjustments. The removal of the subsidies applied to fisheries as identified by FAO in 1992 would have resulted in a sustained slow-down in new construction. Implementation by states of appropriate replacement ratios for new construction could also have been expected to have had an effect on over-all fleet capacity.
The FAO 1992 estimate of the replacement value of the world's fleet at $319,000 million for a global landed value of catch at $70,000 million is also an indicator of the unsustainable level of harvest. With 46% of the landed value committed to a return on capital invested in the fleet, significant reductions are required. An objective should be to reduce this percentage by half in order to bring the capital demand from the resource to a more proportionate level that is sustainable.
On the basis of adjustments required to offset increases in fishing capacity from new vessel construction and refits (22%), together with the minimum estimate provided by the Garcia and Newton global model (25%) for the reduction in the size of the fleet, the international community should be requiring almost a 50% reduction in the present size of the fleet. This would be consistent with the need to cut the capital requirement by half.
In order to achieve such reductions within a meaningful time frame, states will need to introduce scrapping and decommissioning programs as well as impose replacement ratios on new vessel constructions in order to prevent the potential fishing capacity of the world's fleet from requiring even greater reductions in fleet size through scrapping programs. Responsible states may wish to consider switching funds available for subsidies for ship construction toward a scrapping and decommissioning program.
It is noted that most fishery administrations do not have direct control over many aspects of fishing vessels, such as construction and registry. In this connection, the empowerment provided to fishery administrations through the issuance of authorizations to fish, as contained in the 1995 UN Agreement, the FAO Agreement to Promote Compliance with International Conservation and Management Measures by Fishing Vessels on the High Seas10 (Compliance Agreement) and the FAO Code of Conduct for Responsible Fisheries, although the Agreements are not yet in force and the Code is voluntary, form the basic administrative framework for implementing replacement ratios. New constructions, refits and vessel replacements should meet replacement ratio criteria in order to qualify for fishing authorization. In the same way, vessels built under subsidy should be denied authorization to fish.
Whereas a 50% reduction in capacity may appear a too severe objective, if states are to effectively introduce the precautionary approach to their national and international fisheries and limit catches to precautionary levels, fishing fleets will face reductions in fishing effort that will cause economic strain. To offset this strain, a reduction in fleet size will be necessary.
In this connection, some developed states have implemented Individual Transferable Quotas (ITQs) to fishing vessels as a means to reduce the size of their national fleets, and avoid the financial implications associated with fleet reduction programs. In most cases ITQs reduce the size of the fleet, but the practice of leasing quotas by quota holders will, in turn, increase the capital requirement for active fishing vessels. ITQs therefore reduce the number of fishing vessels but do not necessarily reduce the over-all capital demand from the resource. In addition, the benefits of ITQ's to conservation and management have at this time, not been sufficiently demonstrated to allow for unqualified endorsement for implementation.New Institutional Requirements
There is no complete and authoritative record of fishing vessels in the world. Information has to be sought from a number of sources and it is time consuming to put the data into comparable form for estimating the size of the fleet.
There is no standard measure for fishing vessels: Lloyds use GT as its classification for vessels 100 GT and over. The European Union uses length as its measure, 24 m and over. Under the International Maritime Organization, the International Convention for the Safety of Fishing Vessels, Torremolinos, 1977 and it's Protocol of 1993, a signatory would have to declare the numbers of fishing vessels of 24 m in length or over that are authorized to fly it's flag. Although these give a definition for the length of a fishing vessel, neither have entered into force.
Many of the Asian fleets have fishing vessels which, by their configuration, are 24 m or over but are less than 100 GT.
There are, therefore, two issues that require urgent international attention if the capacity of the world's fishing fleets are to be made transparent and measurable. These are:i) a full and authoritative source of information
ii) a standardized classification and measurement system.
The Compliance Agreement was negotiated for vessels 24 m and over but it has not yet entered into force. The 1995 UN Agreement under Part V requires states to establish a national record for any fishing vessels authorized to fish on the high seas. The UN Agreement is more comprehensive since there are no length or tonnage demarcations imposed. It also has not yet entered into force.
International concern with flags of convenience (FOCs), was addressed in the negotiations for the Compliance Agreement. The data in this analysis shows that the adoption of FOCs by the fishing fleet continues to increase. More countries are also offering their flags. These include the Cayman Islands, Liberia, Cyprus, Barbados, Belize, and the Azores, none of which reported catches of their fleets operating outside of their jurisdictional areas.
For new vessel construction and building, established international maritime practice is for FOCs to flag on delivery. For used vessels registered under a national flag, to change to a FOC requires permission from the national authority to remove the vessel from its register, although not all states or FOCs require such a deletion. States concerned with international conservation and management measures may be able to prevent their vessels from reflagging by providing legislation that registered national fishing vessels cannot leave their jurisdiction so that any requests for deletion from the registry can be denied. Such a measure clearly has significant economic implications but would reduce the sale of used vessels to developing countries and FOCs.
It is clear that incentives continue to be provided for adopting FOCs. At the same time, international conventions can be expected to increase maritime safety requirements and encourage vessel owners to change to FOCs. Even though states with open registers are members of the International Maritime Organization and signatories to maritime conventions, better implementation of the requirements is needed.
As a means to monitor the areas used by fishing vessels operating on the high seas, the FAO Compliance Agreement provides for FAO to maintain an international record of vessels authorized by flag States to operate on the high seas, which, through interaction with the Regional Fishery Bodies, would allow for determination of which vessels operated in the areas of jurisdiction of these bodies.The United Nations General Assembly has adopted a number of resolutions concerning fisheries at its Sessions in the 1990s. These resolutions reflect concern by the international community with certain fisheries issues that undermine conservation and management measures and threaten the sustainability of fishery resources.
The UN Agreement adopted in 1995, contains detailed obligations for 'good management practices', in particular the Precautionary Approach. This approach was also included in the FAO Code of Conduct for Responsible Fisheries adopted in 1995 for application to all fisheries in areas within national jurisdictions.
Application of the Approach can be expected to reduce levels of harvest below levels extracted under the prevailing concept of maximum sustainable yield. Concern for the level of over-exploitation of the world's fishery resources and the implementation of necessary measures to constrain harvesting within safe biological limits should become evident beginning in 1996. The FAO Yearbook on Fishery Statistics; Catches in Landings, to be published in May 1998, will indicate the extent of efforts to reduce catches.
Recognition by the 1995 UN Agreement and the FAO Code of Conduct for the need to also reduce overcapacity in fishing fleets does not appear to have occurred. The world's fleet increased by 3% in terms of tonnage between 1992 and 1997 and 22% in terms of potential fishing capacity through new additions to the fleet and refits
New Fishing Vessels Delivered
by Number and Gross Tonnage
1991 - 1996
Number
Gross Tonnage
1991
408
239,142
1992
281
207,141
1993
347
188,383
1994
363
234,904
1995
150
77,795
1996
105
63,889
TOTAL
1,654
1,011,254
1997*
244
155,376
* fishing vessels on order January 1997.
Appendix 1
Fishing Vessel Additions to the World's Fleets
By Flag State
Flag Argentina Australia Azerbaijan Azores Belgiurn Brunei Bulgaria Canada Canary Ils Chile China Croatia Cyprus Denmark Ecuador Egypt Estonia Faeroes Finland France French.Guyana French
PolynesiaGerman Greece Greenland Guinea Guinea Bissau Honduras Iceland India Iran Irish Rep Italy Japan Korea S. Kuwait Liberia Libya Madagascar Malaysia Mauritania Mexico Morocco Netherlands New Zealand Nigeria Norway Norway (NIS) Panama Peru Poland Portugal Reunion Romania Russia Saudi Arabia Seychelles South Africa Spain Sweden USSR Ukraine United Kingdom United States Uruguay Vanuatu Venezuela Unknown Totals Source: Lloyd's Maritime Information Services
Appendix 2
Vessel Additions to the World's Fleets
by Country of Build
Country of Build 1991 1992 1993 1994 1995 Total Vessels Total GT Argentina 9 7 11 3 1 31 5277 Australia 2 0 0 1 6 9 2225 Belgium I 0 0 2 1 4 1556 Brazil 0 0 0 0 1 1 275 Canada 4 4 4 1 0 13 2060 Chile 5 7 17 10 6 45 33109 China 1 10 7 9 0 27 9919 China (Taiwan) 0 2 0 163 0 165 94032 China (Hong Kong) 0 0 0 0 1 1 238 Denmark 0 2 3 1 0 6 1215 Faeroes 1 3 0 0 0 4 4191 France 22 8 6 3 2 41 11905 French Polynesia 0 0 1 0 0 1 154 Germany 4 3 3 20 5 35 99309 Greece 2 1 0 0 0 3 712 Greenland 2 0 0 0 0 2 238 Iceland 1 1 0 0 1 3 945 India 6 0 2 2 2 12 1877 Iran 0 0 6 0 2 8 4278 Italy 4 2 1 0 0 7 3554 Japan 110 52 45 63 31 301 95914 Korea 34 8 6 1 2 51 19021 Lithuania 0 0 1 0 0 1 2390 Malaysia 0 1 0 0 0 1 502 Mexico 7 0 0 5 0 12 8591 Morocco 0 1 3 3 0 7 2334 Netherlands 14 9 12 9 3 47 32217 Norway 6 13 4 6 9 38 56573 Peru 11 25 25 24 30 115 43315 Poland 27 20 14 6 6 73 37993 Portugal 8 5 6 2 5 26 8527 Romania 0 0 0 2 3 5 1137 Russia 0 0 50 1 0 51 12663 Singapore 0 1 0 0 0 1 183 South Africa 1 0 0 0 1 2 261 Spain 40 50 17 14 19 140 150384 (U.S.S.R.) 60 23 68 0 0 151 114918 Ukraine 0 0 13 4 7 24 61812 United Kindom 1 5 2 6 6 20 3693 United States of America 20 13 17 2 0 52 15367 Uruguay 0 0 2 0 0 2 278 Yugoslavia 5 5 1 0 0 11 2228 Totals 408 281 347 363 150 1549 947365 Source: Lloyd's Maritime Information Service
Appendix 3
Vessel Additions to the World's Fleets
by Country of Managing Owner
Country of Managing Owner 1991 1992 1993 1994 1995 Total Vessels Total GT Argentina 9 5 7 2 2 25 5740 Australia 1 0 0 1 6 8 1951 Azores 2 0 0 0 2 4 596 Belgium 2 0 1 2 1 6 1806 Brunei 0 0 0 0 1 1 223 Bulgaria 6 0 0 0 0 6 1311 Canada 4 4 4 1 0 13 2080 Canary Islands 2 4 0 1 0 7 2286 Chile 3 7 17 7 6 40 29725 China 1 10 4 3 0 18 6628 China (Taiwan) 0 2 0 32 0 34 20760 Colombia 0 0 0 1 0 1 850 Croatia 0 0 0 2 0 2 214 Cyprus 0 1 0 0 0 1 3900 Denmark 0 0 1 1 0 2 311 Ecuador 0 0 1 0 0 1 200 Egypt 0 0 1 0 0 1 745 Estonia 0 1 0 0 0 1 117 Faeroes 0 2 0 0 0 2 1034 Finland 1 0 0 0 0 1 329 France 21 5 3 0 1 30 11688 French Guyana 6 0 0 0 0 6 640 Germany 5 3 1 0 4 13 2107 Greece 2 3 0 0 0 5 4181 Greenland 2 0 0 0 0 2 238 Guinea 0 0 0 0 1 1 275 Guinea-Bissau 0 0 0 3 0 3 555 Honduras 0 0 0 2 1 3 1937 Iceland 6 6 1 2 0 15 12187 India 4 0 1 2 2 9 1713 Iran 7 6 6 1 2 22 6684 Irish Republic 0 0 0 1 3 4 7206 Italy 1 2 1 0 0 4 1167 Japan 104 51 38 48 30 271 90593 Korea 16 3 4 0 1 24 11854 Kuwait 0 0 12 0 0 12 1512 Libya 20 5 0 0 0 25 484 Madagascar 3 2 2 1 0 8 1049 Malaysia 0 2 0 0 0 2 671 Mauritania 0 1 0 0 0 1 120 Mauritius 0 0 0 0 1 1 140 Mexico 6 0 0 5 0 11 8471 Morocco 17 9 7 5 1 9 13641 Netherlands 9 13 12 8 5 47 34420 New Zealand 0 0 0 1 0 1 317 Nigeria 3 4 0 0 0 7 856 Norway 2 6 3 1 5 17 14944 Peru 9 23 23 18 24 97 34596 Poland 6 3 2 0 0 11 5587 Portugal 9 9 5 2 2 27 7918 Russia 56 31 28 14 7 136 248535 Saudi Arabia 2 0 0 0 0 2 902 Singapore 2 0 0 1 0 3 447 South Africa 1 0 0 0 0 1 121 Spain 15 18 5 7 15 60 25088 Sweden 0 1 2 0 0 3 678 Ukraine 5 4 1 0 0 10 13704 United Kingdom 12 12 3 15 15 57 66504 United States of America 8 10 4 0 0 22 8412 Uruguay 0 0 2 0 0 2 278 Venezuela 0 0 0 5 0 5 4070 Unknown 18 13 145 168 12 356 215704 Totals 408 281 347 363 150 1549 947365 Source Lloyd's Maritime Information Service
Appendix 4
Fishing Vessels on Order at January 1997 by Flag State
Flag State 24 but less than 45m 45 but less than 60m 60 but less than 75m 75m> Nos/GT Totals 4 4 Argentina 496 496 8 8 Australia 1450 1450 2 2 Belgium 275 275 2 2 Brazil 290 290 8 8 Cameroon 1080 1080 2 3 5 10 Chile 656 3664 6841 11161 1 1 Croatia 155 155 1 1 Denmark 1400 1400 3 1 4 France 600 3885 4485 1 1 Greece 120 120 1 1 Honduras 120 120 3 3 Iran 490 490 1 1 2 Irish Republic 250 800 1050 3 1 4 Italy 330 1700 2030 5 6 11 Japan 719 2764 3483 1 1 Mayotte 241 241 1 1 Morocco 400 400 2 1 3 New Zealand 686 1207 1893 4 9 1 14 Norway 1700 11128 1900 14728 30 10 40 Peru 100767 300 17376 8 8 Portugal 1221 1221 3 3 Romania 321 321 10 11 21 Russia 5260 13561 18821 4 4 Saudi Arabia 540 540 4 4 Senegal 720 720 31 1 1 33 Spain 6781 1562 2000 10343 1 1 Sweden 600 600 9 9 Ukraine 39663 39663 3 5 1 9 United Kingdom 840 4042 2000 6882 United States of America 2 2 212 212 Sub-Total Vessels 148 46 9 12 215 Sub-Total GT 36629 44466 13703 47248 142046 Flag Not 28 - - 1 29 Given 6412 - - 6918 13330 Total Vessels 176 46 9 13 244 Total GT 43041 44466 13703 54166 155376 Source: Lloyd's Maritime Informafion Service
Appendix 5
Vessels on Order by Country of Build at January 1997
Country of Build Argentina Australia Belgium Brazil Chile China Croatia Denmark Fiji France Germany Greece Iran Italy Japan Netherlands Norway Peru Poland Portugal Romania Russia Singapore Spain Ukraine United Kingdom United States of America Total Vessels Total GT Source: Lloyd's Maritime Information Service
Appendix 6
Vessels on Order by Country of Managing Owner
at January 1997
Country of Managing Owner Argentina Australia Belgium Brazil Cameroon Chile Croatia Denmark Ecuador France French Polynesia Greece Iran Irish Republic Italy Japan Morocco Netherlands New Zealand Norway Panama Peru Portugal Russia Saudi Arabia Senegal Spain United Kingdom Sub-Total Vessels Sub-Total GT Ownership Unknown Total Vessels Total GT Source: Lloyd's Maritime Information Services
*Fisheries Research Vessel
Appendix 7
Vessels on Order for EU Countries in the 24m and above Classes by Flag and or Nationality of Owner
- 1 vessel in column 1 with Dutch owners
- 1 vessel in column 4 with French Owners
- 2 vessels in column 1 building in Peru for Spanish Flag
- 1 Vessel in column 3 is a fisheries research vesse
Appendix 8
Technology Coefficient bv Vessel Types
Vessel Type Super Trawler Tuna Seiner Tuna Long Liner Freezer Trawler Purse Seiner Stern Trawler Long Liner Multi- Purpose Shrimp Trawler Gillnetter Small Trawler Fast Potter Pirogue
The year 1980 was selected as the bench mark year, at 1:1 ratio. Refinements of this table could be applied to specific fleets by taking into account operational patterns and tactics. It can also be adapted to compare vessel categories, provided that there is an agreed classification of fishing vessels and fishing gear. If a technology coefficient curve is established for a class of vessel, it would also be possible to introduce cross curves of efficiency that would illustrate how the efficiency gap increases between new entrants to the fleet and an ageing vessel of the same class; it being understood that in the development of the cross curve, any technology adopted as a result of legislation and or refitting would be taken into consideration. The use of technology coefficients as one of the components in a formula to determine a vessel replacement ratio in fleet restructuring helps by identifying the difference in potential fishing effort by focusing on technology. This brings attention to developments in technology arising from legislation adopted as a consequence of international conventions that relate to safety at sea and implementation of the Montreal Protocol to the Vienna Convention. In this way, the use of technology becomes a legal requirement and undermines efforts by fishery administrators to restrict the use of technology. In practise, the fishing industry applies these internationally agreed technology requirements to increase efficiency. The technology coefficients reflect changes in technology over time. These include the following:
for vessels built in 1965 to 1975
refrigeration, hydrostatic transmissions, engine weight to power ratios, electronics, fishing gear developments, automation and safety radio commmunications.for vessels built in 1976 to 1985
advanced sonar techniques, auto trawling, advanced single side band radio stations to INMARSAT communication systems, satellite positioning for vessels, on board machinery monitoring for fuel economy, developments in net twines.for vessels built in 1986 to 1995
seabed profiling and echo sounder software, advanced auto-lining, prediction techniques using satellite imagery, on-board handling as a component of HACCP, side scan sonar, integrated wheelhouse designs remotely sensing trawl and purse-seine operations, high technology electronics, improved satellite data communication systems with application to vessel safety, precision vessel positioning systems (including low cost hand-held receivers).In estimating the technology coefficients, the above elements are considered within the context of their application to fishing operations, such as cost reductions from improved fuel efficiencies, reducing the time involved in deployment and retrieval of fishing gear, improving ability of vessels to pin-point location so as to fish formerly difficult areas etc. It is recognized that used fishing vessels carry the technology at time of build or subsequent refit, and that such vessels may be limited to meeting the technology at that time and are not therefore necessarily required to adopt new requirements. In terms of new construction, the application of technology coefficients can be viewed within the context of the increased importance of low-valued high volume species that began in the 1980's, compared with the importance of high valued demersal species in the 1970's11. The shift to low-valued species requires vessels to be cost-efficient particularly in terms of fuel consumption. Older vessels have higher fuel consumption because main and auxiliary machinery have poor specific fuel consumption to horse-power ratios, sub-optimum propeller design, poor insulating materials12 in fish holds requiring increased use of refrigeration compressors. These higher costs, together with reduced sea-time through break-down, have to be offset, which increases the pressure to undermine conservation and management measures that include infringement of coastal state jurisdictions or protected inshore areas, retention of protected under-minimum size species of higher value and other practices. This is particularly relevant to the need to reduce fishing pressure on demersal stocks by 30% as well as on pelagics by 20%.
NOTES:
- as presented in "The State of World Fisheries and Aquaculture" FAO. Rome. 1995.
- United Nations. Agreement for the Implementation of the Provisions of the United Nations Convention on the Law of the Sea of 10 December 1982 relating to the Conservation and Management of Straddling Fish Stocks and Highly Migratory Fish Stocks. New York. September 1995.
- FAO. Code of Conduct for Responsible Fisheries. Rome. 1995.
- FAO "The State of World Fisheries and Aquaculture". Rome. 1997.
- Ibid p. 43.
- Ibid p. 23.
- Loc.cit.
- FAO. Precautionary Approach to Fisheries. Part 2. Scientific Papers: Technology and Fisheries Legislation. FAO Fisheries Technical Paper No. 350. Rome 1996. 210 pp.
- S.M. Garcia and C. Newton. Current Situation, Trends and Prospects in World Capture Fisheries. Global Trends: Fisheries Management. American Fisheries Society. Maryland USA. p 23.
- FAO. Agreement to Promote Compliance with International Conservation and Management Measures by Fishing Vessels on the High Seas. Rome. 1995.
- FAO 1995. p 6-8. As an example, of the ten principle species, Atlantic cod has moved from #2 in 1973 to #5 in 1983 to #9 in 1993.
- insulation qualities are measured by standard "k" factors.
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