Ali Newell & Peter Nuttallkiwi geographers For the past decade our home

has been a sailing ship in the Pacific.

We learnt to live, travel, work and play on a fossil fuel budget of less than 1 litre a day for a family of 5.

2 litres of fuel to travel from NZ to Fiji.

We use solar, wind & tow–behind generators to provide all electricity - advances in technology - LED lights, Ni-cad rechargeable batteries help.

These are adaptations that are all available to village Oceania

Sail power ruled once ......

.... is it viable for the future?

ShipOwners

SendSOS

Local Shipping companies have called on the government to increase its subsidy. .... The increase in the price of fuel prices. .... The government provides 42 percent subsidy aimed to encourage private shipping operators to service uneconomical routes......

Fiji Sun 9

/7/11

Increase subsidies to pay for increased fuel cost?

Is it possible to decrease fuel costs by changing fuel .....

...... to wind?

If it were possible , Fiji could have the “greenest” shipping fleet in the world....

.....green enough to earn carbon credits to subsidise uneconomic routes?

Looking to the horizon:toward sail-powered sea transport for Fiji

Using traditional knowledge to adapt for a sustainable future

New approaches/solutions needed for Oceania.Ever increasing demand for resources/services in an ocean

dominated by sea transport.Climate change/environmental degradation/acid oceansDecreasing supplies and increasing demand for fossil fuels =

increasing exposure to price and security of supplyThe uniqueness of Island Oceania means challenges and

opportunities are not necessarily the same as for Continental Earth.

Oceania has a successful historical record of continuous adaption and innovation excellence in sea-transport.

Ships are to Oceania as horses, roads, cars, rail and trucks are to continents.

globally, 90% of goods/resources transported by seacosts more to ship a container by road 100km than it does to move

by sea from China to EuropeSea transport produces more CO2 than Germanyproduces more sulphur dioxide than all global cars and lorries.generates 27 per cent of the world’s nitrogen oxide emissions

Oceania is more reliant on imported fossil fuel than any other part of the world – 95% (99% if PNG/Fiji excluded)

Fiji Govt target is reduce imported fuel by $100m

Ships are to Oceania as horses, roads, cars, rail and trucks are to continents .

globally, 90% of goods/resources transported by sea costs more to ship a container by road 100km than it does

to move by sea from China to Europe Sea transport produces more CO2 than Germany produces more sulphur dioxide than all global cars and

lorries. generates 27 per cent of the world’s nitrogen oxide

emissions

Oceania is more reliant on imported fossil fuel than any other part of the world – 95% (99% if PNG/Fiji excluded)

Fiji Govt target is reduce imported fuel by $100ma

2011 Data • 65,000 deaths p.a. globally

directly attributable to shipping• 4.8% of all GHG• I6 ships = more SO2 than world

vehicle fleet

Projected emissions up to 2050 under four different technology scenarios that vary the sulphur content of ship fuels show a strong increasing trend, with the steepest increase between 2010 and 2030. Source: IPCC, 2007

Transport Energy Consumption. Source: IPCC 2007

Global sea transport demand predicted to incr 150% -250% in 40 yr

Sail-powered sea-transport: intellectual property legacy of the

Pacific issue that links all of Oceania

AppropriateAvailableAccessibleAffordableAdaptableSustainableRenewable

It’s a wind generator Jim, just not as we know it!!!

Sailing – An Oceanic Legacy

Over past 3-5,000 yrs, Pacific Sailors explored & populated the Pacific Ocean, 1/3 globe on planned voyages aboard fast, seaworthy double hulled sailing ships.

For most of this time the continental world couldn’t sail out of sight of land.

My ancestors believed the earth was flat.

The ships & sails were the pinnacle of sailing technology – fast, big and manoeuvrable.

If the America’s Cup had been sailed in 1800 it would have been a race between Drua, Kalia and Va’a.

The Pacific was an ocean of sails

The primary technology for voyaging, exploration, warfare, communication and trade.

Fijian Vesi was at the centre of a trading network that covered much of central Oceania, complex networks of island and village communities connected by reliable vessels of up to 100’ moving seasonally.

After colonisation, as with other Pacific island experience, most local based sea transport ventures failed.

This appears to be from • The availability of larger ships than a single community/island could

operate• a failure to balance vaka vanua and cultural principles with modern

business imperativesNot

• Poor seamanship or asset maintenance, or• Any inability to understand western commerce

In only a few decades, much of this indigenous technology and knowledge was lost. Islanders became reliant on ships owned by “outsiders” and then on fossil fuel powered sea-transport.

Sail is now used largely for recreation, sport and tourism

Surely the case for sail has been exhaustively examined before now?Unfortunately no. With cheap oil, motor

propulsion has held almost total dominance.

Sea transport has a low profile compared with air and land transport issues.

There have been some important experiments following the oil crisis in the 1970s, largely abandoned after oil prices fell the next decade.

Na Mataisau (1984)

6 yr old, 300 ton passenger/cargo ship used for island work in Fiji.Retrofitted with auxiliary sailing rig -ADB /Southampton University project.

Results were impressive:23 % fuel savingIncr stability = incr passenger comfort & safety, reduced engine wear, reduced roll.30% overall engine wear reductionFeathering prop would = additional 30% savingCapable of pure sail

17 Jan 1985 Na Mataisau was caught in a developing cycloneHer engines failed.Under sail alone she made the safety of Maloa Is.Although she grounded and sank, 16 crew and party of passengers including Fiji PM made it ashore2 crew were drowned.

The rig was salvaged and put on “Kapawai” but suffered technical problems.

“Cagidonu” was also fitted with sails and achieved up to 30% fuel savings.

The research from Southampton University collected comprehensive wind and route data for all Fiji which is all still relevant today

The results from these experiments provide compelling arguments for sail use on most common Fiji shipping routes

Shin Aitoku Maru

Also in the 1980s the Japanese fitted small oil tankers with fixed wing sails.

These were high tech, computer controlled rigs.

Again the results were impressive. But low fuel costs meant they were discontinued after 3 yrs.

The ships use an evolution of traditional square rigs

• Overall fuel savings of up to 30%• The sails replaced the need for stabilisers – the roll and

pitch of the boat was greatly reduced. Energy demand decreased by 50%

• Increased stability meant vessel could operate in stronger weather than conventional ships

• Engine wear dramatically reduced• Vessel maximum cruising speed increased from 12-

14kts• Vessel could be sailed without motors in emergencies

Fuel efficiencies are potentially as high as 65% on favourable routes. Fuel savings alone would make the IRR extremely favourable

Such barges would have application across Fiji – timber transport for pine from Kadavu, copra from Koro, etc

Such barges would have application across Fiji – timber transport for pine from Kadavu, copra from Koro, etc

More recently focus has shifted to the potential for kite sails. It is predicted that these sails can reduce fuel consumption by between 30 and 50 per cent, depending on the wind conditions. The system could be applied to 60,000 vessels out of the 100,000 listed in the Lloyd’s register including bulk carriers, tankers .

In the 1980’s FAO investigated and trialled a range of artisanal fishing craft in a number of Pacific Island countries.More than 350 vessels were built.

These included several sail or sail assisted vessels ranging from one person fishing catamarans to 11 m trimarans.

Although the uptake was low, the design work is still relevant today

One of the critical lessons learned was that cultures with a living sailing tradition were much more likely to use sail effectively.

A whole sailing culture has to be learnt and used .

Sail options need to demonstrate economic viability for broad uptake

KIRIBATI – 7.1 Metre Canoe KIB-4

Pacific Voyaging RevivalIn the past 30 yrs there has been a sustained revival and relearning of Oceanic sailing heritage.

There are increasing numbers of traditional (and modern adaptations) of iconic Oceanic sailing craft and increasing interest by Pacific Islanders in their sailing heritage.

The most recent fleet, including Uto ni Yalo has led to an unprecedented resurgence in interest in sailing and Drua culture in Fiji.

Today, we are joining with other voyaging societies across the Pacific to re-learn and re-claim our sailing history.

We hope we can use these skills and knowledge to highlight the pressing environmental concerns facing our islands and our ocean.

We want to learn to use sailing for everyday use and reduce our dependence on fossil fuels.

0%

50%

FuelPropul.

100 %

100%

WindPropul.

50%

0 % Wind-Assisted Motor -Assisted

Motorship Motorship Motor – Wind – Ship Windship

wind

fuel

FU

EL E

NER

GY

WIN

D E

NER

GY

Propulsion Options for Sea-Transport Vessels

Sailing for Sustainability

in Solodamu, Kadavu, FijiIn 2008 we set out to answer this question:

Can one small village sustainably operate a sail powered trading catamaran ?

.

A number of core issues are facing the village associated with the need to generate a sustainable cash income for the village.

• Kadavu is not on the main tourist routes of

Fiji. Although good conservationists (community bush reserve/MPA), opportunities for eco-tourism are poor.

• The village is located some distance from good gardening areas

• The costs of transport for people and goods both outgoing from the village (primarily kava and honey) and incoming (basic food, building and fuel supplies) is high & increasing.

Solodamu, like most villages in Fiji is reliant on fibers and ferries for transport of people and goods and for fishing.

The village had operated a small launch for many years but the vessel is now beached and in very poor repair.

1n 2008 the village started asking if a sailing vessel replacement was possible.

Vaka Fanāua

Project Vaka FanāuaDesigner Dick Newick Projected cost: $448, 861 NZ2010 costings Capacity: 2.7 DWTType: TrimaranLength: 48’

• Average 10 knots in usual trade wind conditions. A small diesel engine will give 6 to 8 knots

• lug schooner rig • Specifically designed for the

northern Tongan islands of Niuatoputapu, Niuafouou and Tafahi. These islands, 480km (300 miles) north of Tongatapu, closer to Samoa than to Nukuʻalofa

• Wood construction, sheathed with epoxy and fiberglass,

• Preferred boat builder Aaron Beatty of Lifestyle Yachts, Pipiroa.

Wharram Vaka Motu - Islander 65 Only available as Buy-Only option from Wharram accredited yardsOriginally designed without deckpod and with Klaar type rig for island/village use but ended up as expedition/charter vessel.Capacity of 7-10 DWT.Price EUR 385k (2007 estimate from JWD)

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Research 2008-2010 has shown such an operation is viably commercially & will produce multi-benefits to the village and other Kadavu communities.It could be sustainable - economically, environmentally, socially and culturally.

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KORO- Enterprise

owner- beneficiary

Crew- ship crew

- shore crew -

managmt

Vessel- build?-buy?

- lease?

OBJECTIVEA SUSTAINABLE SOLODAMU SAIL TRADING ENTERPRISE

WELLBEING

For additional info on this initiative: www.sailingforsustainability.org

A Fleet of ShipsBy 2010 our research said:Yes, one small village sustainably operate a sail powered trading catamaran.BUTIt a single vessel/single village operation would be a high risk venture (for a whole host of reasons).The only way to reduce this risk is to have a centrally managed fleet

Uto Ni Yalo has proved the viability of a 70+’ blue water, double hulled sailing vessel.

It is a “”Rolls Royce” machine, built using modern material and techniques in NZ’s premiere boatyard.

When fitted with electric/solar power motors, it will be a totally ‘green ship”

Asset cost is approx $FJ1m.

If this is the Rolls Royce, what would a “carrier truck” version look like?

The Solodamu research indicates that 50-55’ catamarans capable of carrying 4 tonne or either cargo/passengers are viable economically.

It also indicates there is room for a least 2-3 vessels to operate sustainably for Kadavu

The M.V. Lau Trader is the latest ferry to service the Lau group. However, the vessel size means that numerous small stops to the isolated islands are not an economical use of the asset.

But a fleet of island based catamaran servicing 3 - 4 transport nodes looks like a sound proposition, especially if we used a sustainable vessel, such as the Green Heart Ship as the “Mother Ship”

Other logical targets for deployment of such vessels includes:

Gau/KoroRabiTaveuniRotuma (70’ version)

Fiji has a proven track record of small ship manufacture, support and maintenance infrastructure.

The success of Uto ni Yalo means there is a surplus of crew asking to be trained

A centrally owned fleet, with vessels leased to village/island trading networks would provide numerous benefits to both villages and a budding boatbuilding/training industry

If successful in Fiji, it can be replicated in numerous other parts of Oceania

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OWNERSHIP CREW

OPERATIONSVESSEL

WELLBEING

WELLBEING

Primary• sea transport fuel ↓• Village transport cost ↓Secondary• Transport ↑ = ↑econ

opportunity • Sustainable businesses

• Sailors• Boatbuilders• Traders

• Carbon Credits

Primary• Greenhouse Gas emissions ↓• Carbon fuel dependency ↓

Secondary

• ↑ transport options for FLMMA, Fisheries, etc

• ↑ Fiji’s “green” image

Primary ↑ sea transport options = incr village resilience↑ ties between communities/ kin networks Secondary

• ↑ sustainable village employ/enterprise

• ↑ access to services• ↑ collaboration between key

stakeholders

Primary• Central cultural

icon• Trad knowledge/• practiceSecondary• Develop

culturally appropriate business

• build leadership• ↑ pan-Pacific

collaboration

Private Coy

Franchise

Cooperative

Independent operators

NGO

OPTIONS owner? partner? beneficiary?

client?

Koro

Tikina

Province

State

OWNERSHIP-Public?

- Private?

CREW- ship

- shore-management

-auxiliary

OPERATIONS- Central

management?- Market targets

VESSEL- build?- buy?

- lease? - loan?

?

e dua na nomu waqa levu, e dua na nomu vusi levu

Assume: - bluewater- surveyed

- licenced- twin hull- sail

powered- cargo/pax- 3ton

capacity

One-off?Production line?NZ?FIJI? Kiribati?One size fits all?Multiple designs?

- volunteer?- salary?

- commission?- shareholder?

}survey, training, insur, research,

reporting, mentoring,

1. Inter-Koro/Island cargo/pax

2. Koro/Island charters- eg church groups, weddings, schools

3. NGO/govt charters eg FLMMA, WWF, IUCN

4. Eco/Cultural tourists

Master/Eng Class V+DeckhandsSupercargo

MaintenanceBookingsSupercargo

Finance, Accounting; HR; Marketing/promotion; Planning; Reporting/Audit

Region

Organs -

SPC

Southampton

Maritime Uni

Green Heart Ships

AusAid

NGOs-IUCN-WWF

Industry

- B9 Shippin

g

IPCC

FAO

Serendipity

Greenheart Ship – Prototype

• Naval Architects - Mr. Haruhiko Kaku; Professor Takeshi Kinoshita, Mr. Peter Schenzle

• 32m, 220 tonne multipurpose ship,

• single A-frame mast/crane.• Primary propulsion comes

from 300 m2 of sail, fore and aft rigged

shallow draft design for beach landing

Roll-on/roll-off port ramp, hinged just above the waterline in the stern. It can be lowered into the water for launching and shipping boats, or for handling fishing gear

Hull speed = 10-11 knots, unlimited range.

Auxiliary propulsion and onboard power,• 125 m2 photovoltaic array to

lead/acid battery capacity• 55 mile range under power

alone. • 2x 200kW DC drive motors +

bow thruster The mast/crane reaches over bow and stern for cargo handling.

can be lowered to the deck in cases where low clearance or low wind resistance is necessary (e.g. going upwind and under bridges), or to allow dockside cranes to operate freely.

• Cradle to cradle design criteria = limiting toxic materials in construction.

• Cost for the first vessel (projected approx) US$500,000

• Due for launch later 2012/early 2013.

Serendipity