The document discusses the viability of sail-powered sea transport for Fiji. It notes that sail was historically an important technology for Oceania but was replaced by fossil fuel-powered ships. Recent experiments show sail can provide fuel savings of up to 65% on some routes. The document proposes a fleet of smaller sail-powered cargo ships and catamarans that could serve isolated communities in Fiji in a sustainable way while providing economic and social benefits. A case study of a potential sail trading operation based in Solodamu village on Kadavu island is presented as an example.

2. Ali Newell & Peter Nuttall
 kiwi 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

3. Sail power ruled once ......
.... is it viable for the future?

4. Increase subsidies to pay for
Ship increased fuel cost?
Owners
Send Is it possible to decrease fuel
costs by changing fuel .....
SOS
Local Shipping companies
have called on the ...... to wind?
government to increase its
subsidy. .... The increase in
the price of fuel prices. ....
The government provides
If it were possible , Fiji could
42 percent subsidy aimed to
encourage private shipping
have the “greenest” shipping
operators to service fleet in the world....
uneconomical routes......
.....green enough to earn
carbon credits to subsidise
uneconomic routes?

5. Using traditional
knowledge to adapt
for a sustainable
future
Looking to the horizon:
toward sail-powered sea transport for Fiji

6.  New approaches/solutions needed for Oceania.
 Ever increasing demand for resources/services in an ocean
dominated by sea transport.
 Climate change/environmental degradation/acid oceans
 Decreasing supplies and increasing demand for fossil fuels =
increasing exposure to price and security of supply
 The 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.

7. 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 $100m

8. 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

9. 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
Global sea transport
demand predicted to incr
150% -250% in 40 yr
Transport Energy
Consumption.
Source: IPCC 2007

10. Sail-powered sea-transport:
 intellectual property legacy of the Pacific
 issue that links all of Oceania
 Appropriate
 Available
 Accessible
 Affordable
 Adaptable
 Sustainable
 Renewable

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

12. 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.

16. 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.

20. 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
imperatives
Not
• Poor seamanship or asset maintenance, or
• Any inability to understand western commerce

21. 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

22. 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.

23. 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 saving
Incr stability = incr
passenger comfort &
safety, reduced engine
wear, reduced roll.
30% overall engine wear
reduction
Feathering prop would =
additional 30% saving
Capable of pure sail

24. 17 Jan 1985 Na Mataisau was
caught in a developing cyclone
Her 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 ashore
2 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.

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

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

29. 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
Shin Aitoku Maru
impressive. But low fuel costs
meant they were discontinued
after 3 yrs.
The ships use an
evolution of
traditional square
rigs

30. • 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

31. 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

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

33. 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 .

35. 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.

36. 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

37. Pacific Voyaging Revival
In 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.

39. 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.

40. Propulsion Options for Sea-Transport Vessels
0% 100%
FUEL ENERGY Wind
fuel Propul.
50% 50%
WIND ENERGY
Fuel
Propul.
wind
100 % 0%
Wind-Assisted Motor -Assisted
Motorship Motorship Motor – Wind – Ship Windship

41. Sailing for Sustainability
in Solodamu, Kadavu, Fiji
In 2008 we set out to answer this question:
Can one small village sustainably operate a sail
powered trading catamaran ?

42. .

44. 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.

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

46. 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.

48. Project Vaka Fanāua
Designer Dick Newick
Projected cost: $448, 861 NZ2010
costings
Capacity: 2.7 DWT
Type: Trimaran
Length: 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.

49. Wharram Vaka Motu -
Islander 65
Only available as Buy-Only
option from Wharram
accredited yards
Originally 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)

54. 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.

55. OBJECTIVE
A SUSTAINABLE SOLODAMU
SAIL TRADING ENTERPRISE
KORO Crew
- Enterprise - ship crew
owner
- shore crew
Social
- beneficiary - managmt
Vessel Trading
- build? Enterprise
-buy? - Coy? Econo WELL
Cultural
- lease? - Ltd? mic
- NGO?
BEING
Environ
ment
For additional info on this initiative:
www.sailingforsustainability.org

56. A Fleet of Ships
By 2010 our research said:
Yes, one small village sustainably operate a sail
powered trading catamaran.
BUT
It 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

57. 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

59. 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”

61. Other logical targets for deployment of such vessels includes:
Gau/Koro
Rabi
Taveuni
Rotuma (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

62. OWNERSHIP CREW
Social
VESSEL OPERATIONS
Econo WELL
Cultural
mic
BEING
Environ
ment

63. Primary Secondary
↑ sea transport options = incr village • ↑ sustainable village
resilience employ/enterprise
↑ ties between communities/ kin • ↑ access to services
networks •↑ collaboration between key
stakeholders
Primary
•sea transport fuel ↓ Social
Primary
•Village transport cost ↓
•Central cultural icon
Secondary
•Trad knowledge/
•Transport ↑ = ↑econ
•practice
opportunity
Secondary
•Sustainable businesses Econo WELL •Develop culturally
•Sailors Cultural
mic appropriate business
•Boatbuilders BEING • build leadership
•Traders
•↑ pan-Pacific
•Carbon Credits
collaboration
Environ
ment
Primary Secondary
•Greenhouse Gas emissions ↓ • ↑ transport options for
•Carbon fuel dependency ↓ FLMMA, Fisheries, etc
• ↑ Fiji’s “green” image

64. OPTIONS owner? partner? beneficiary client? Master/Eng Class V+ Maintenance
? Deckhands Bookings
Koro Supercargo Supercargo
Tikina Finance, Accounting; HR;
Province Marketing/promotion;
State Planning; Reporting/Audit
OWNERSHIP CREW
- volunteer?
}
Private Coy
-Public? - ship -salary?
Franchise
- shore - commission?
Cooperative
- Private? -management - shareholder?
Independen
?
t operators -auxiliary
survey, training, insu
NGO r, research, reporting
VESSEL
, mentoring,
One-off? - build? OPERATIONS
Production line? - buy? - Central
NZ?FIJI? Kiribati? management?
One size fits all? - lease? - Market targets 1. Inter-Koro/Island
Multiple designs? - loan? cargo/pax
Assume: - bluewater 2. Koro/Island charters-
- surveyed eg church groups,
- licenced weddings, schools
- twin hull 3. NGO/govt charters eg
- sail powered FLMMA, WWF, IUCN
- cargo/pax 4. Eco/Cultural tourists
- 3ton capacity e dua na nomu waqa levu, e dua na nomu vusi levu

65. Region FAO
Organs Southam
pton
-SPC Maritime
Govt Uni
-FIMSA
-MoT
Green
Heart
Ships
NGOs
Research Koro -IUCN
-USP Tikina -WWF
FNU province
Industry
- B9
Shipping Business NGO IPCC
Boatbuilders -FIVS
Shipping
Coys -FLMMA
AusAid

66. Serendipity

68. 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

69. 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.

70. • 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.

71. Serendipity