A train of Sugar Flatcars and loaded caol wagon coming off the road/rail bridge at Namoli, north of Lautoka, The locomotive is Rarawai mill is No.33,an 0-6-0 built by Clyde Engineering.
(Taken in November 1956 by Peter Hodge))
Number one on the Lautoka Mill roster, a 0-6-0T with tender built by John Fowler& Co. in 1903, taking cane truck to Nadi, crosses the main road at Veiseisei.
(Taken in November 1956 by Peter Hodge)
The leisurely 1950s. Nausori No.5 waits patiently for a bullock-powered portable track bogie to clear the points in the Rewa River delta.
(Photographed by Peter Hodge)
A long cane train arrives at Lautoka from nadi Valley behind Hudswell Clarke large 0-6-0 tender locomotive lautoka Mill No.22 in 1956.
(Photographed by Peter Hodge)
A bulk Sugar trian from Rarawai Mill at one of the many level crossing in Lautoka city on its way into Lautoka mill in 1984 behind E.M. Baldwin double-bigie diesel- Mill No.11.
(Photographed:Peter Dyer)
A rake of empty cane wagons outside Holm Hurst Mill in 1884.
Photograph: Burton Bros (Courtesy of Dominion museum, Wellington, New Zealand)
An engraving of "Holm Hurst", later to become "Holm Hurst No.1", taken from the Falcon engine and Car works advertisement which appeared in "The Colliery Guardian" for 16 June 1882.
(Photograph:courtesy R.T.Horne)
One of several railway items remaining at the site of the Holm Hurst Mill. The wheel set is from Holm hurst No.2, the Andrew barclay 0-6-0ST.
(Photographed in 1984 by Peter Dyer)
Makers photograph of a cane wagon supplied to Holm hurst Estate by John Fowler to order No.1847 in 1891. These wagons had a wheel base of 2ft9in.and body lenght of 7ft6in.
(Photograph courtesy of reading University, Museum of English Rural life)
Above:Mago island Company's wharf, showing the cutting through which the tramway gains access.
Opposite:The Mago island tramway was laid out to take advantage of gradients sloping towards the mill, as is in this view of the line dropping through the cane fields.
(Both Photographs taken in 1884 by Burton Bros, Dunedin.) Courtesy National Museum, Wellington.
2595 - Sugar field Mango Fiji.(Burton Bros Dunedin)
John Fowler works photograph of an 0-4-2T identical to No.4788 which was supplied to Sharp, Fletcher & Co.Ltd in 1884.
(Photograph: Reading University,Museum of English Rural Life)
Tramway near the CSR Company's Nausori Mill, 1888. (Photograph:Fiji Museum)
This undated photograph shows barges at a cane Chute served by tramway;possibly a private estate on the Rewa River.
(Potograph:Alexander Turnbull Library,Wellington)
Tramway Yard, Nausori Mill,1957.Loco.Shed (left) and wagon repair shop. Locomotive water tank wagon to right to centre.
(Photograph: Peter Hodge)
Fowler 0-6-0T No.7023 of 1893 (Nausori Mill No.5) working cane in the Rewa Delta,1957. (Photograph: Peter Hodge)
Transshipping cane at Baulevu on the Rewa River,1957. (Photograph:Peter Hodge)
General Gordon (an 0-4-0T built by couillet for Decauville) with construction workers in the Ba River Valley (late 1880s)
(Photograph: Fiji Museum)
The bridge over the Vuda River, When completed in late 1902, was the largest trestle in Fiji. It had four spans of 35 feet each. Tramway track had to be laid.
(Photograph by Kai Viti from the weekly News,Auckland.)
Construction train rounding the northern point of Nadi Bay, hauled by Fowler 0-6-0T Lautoka No.3 (Courtesy George Bond)
An early cane train, probably in 1903,with fowler 0-6-0T.
(Photograph:Fiji Museum)
Fowler 0-6-0T hauling cane from the Nadi area heads past the Lautoka mill weighbridge towards the full wagon yard.
(Photograph:John Fowler catalogue)
A Sugar train for Lautoka leaving the Rarawai Mill behind Fowler 0-6-2T, Rarawai No.9,in the late 1990s. This is an example of Fijian and Indian passengers having to ride on sugar truck (see Fiji Times report quote on p.37)
(Photographed:Peter Dyer Collection)
Hudswell Clarke 0-6-0T, Rarawai No.12,on a sugar train from Rarawai to Lautoka, with Passenger car attached in 1914.
(Oliver and Varley,from Weekly News,Auckland)
Three new car and a luggage van as supplied in 1914 Rarawai-Kavanagasau Light Railway waiting to leave Lautoka behind Hudswell Clarke 0-6-0,Lautoka No.12.The special passenger locomotive had not been supplied at that time.
(CSR Company, Sydney)
An early photograph of the free train with Hudswell Clarke 4-4-0,Lautoka No.18,crossing the Sigatoka River bridge on its way to Kavanagasau.
(Photograph: The Tramway Museum Society of Victoria Ltd.)
Heavily Laden,the free train heads out through the Nadi countryside.behind the luggage van and ahead of the flag cars is the small insulated meat van.
(Photograph:Peter Dyer Collection)
Hudswell Clarke 4-4-0 Lautoka No.18,and free train. (Photograph:Peter Dyer collection)
Four Hudswell Clarke 0-6-0 locomotives take a break around midday near Nadi,Between Delivery empty cane trucks and collecting full ones<1958>,
(Photograph:Derek Cross)
Hudswell Clarke 0-4-0ST,Lautoka No.19 Kanaka,with Wharf trucks,Lautoka 1956 (Phptograph:Peter Hodge)
A cane train from Tavua heads through the main street of Ba behind Fowler 0-60TT, Rarawai No.5,in 1953.
(Photograph:Jack Moorman)
New Zealand Soldier came down to see the free train during World War Two. (Photograph:Alexander Library,Wellington)
Fowler 0-6-0TT with four wheels tender, Rarawai No.3,coming off the Ba river Breidge in the 1930s.
(Photograph:Peter Dyer Collection)
Lautoka locomotives depot interior in the 1950s.On the left is the section reserved for Hudswell Clarke engines,and on the right the machine shop.
(Photograph:Peter Hodge)
Opposite:The Fowler side of Lautoka loco depot in 1957,with the Hudswell
Clarke side beyond the water tank.(Photograph:Peter Dyer)
Hudswell Clarke 0-6-0,LautokaNo.25,Returning empty hopper wagons to Lautoka Mill from the boiler ash dump about two miles to the west.
(Photograph:Bob Hepburn 1964)
Empty sugar train returning to Rarawai mill crossing the free train and a cane train in 1957.(Photograph:Peter Dyer)
Diesel hauled southbound free train takes a midday break at Na Savusavu in 1970s.The locomotives is Drewry 0-4-0,Lautoka No.8.
(Photograph:Tony Thomas)
Ballast train crossing the swollen Nadi River in the 1979 off season.(Photograph:Barry Pryor)
A loaded cane wagon about to be lowered from trailer to permanent track.This has become a popularmethod for reaching canefield well away from tramlines.
(Photograph:Peter Dyer 1979)
The Hudswell Clarke 0-6-0,Lautoka No.11,with a decorated train carrying the Prime Minister and official party from Lautoka City to the new Bulk sugar store at the mill for
the opening on 5January 1979.No.11 and 0-4-0ST No.19 were specially overhauled for the occassion.
(Photograph:Barry Pryor)
Two Clyde Engineering 263 h.p.0-6-0 diesels,both on the Rarawai roster,cross at Lausa.No.9,on the left with loaded cane train,waits for an empty
train headed by No.10 which is about to start the climb to Magere or Tagitagi Gap in 1984
Also in 1984 two 263 h.p. Clyde diesel head a heavy cane train around the tight curve behind the weighbrige at lautoka Mill.
(Photograph:Peter Dyer)
Clyde Engineering 170 h.p.0-6-0 diesel,Labasa No.9 the first in Fiji,with a mixed train for Wainikoro.
(Photograph:Peter Hodge 1957)
The crew of Fowler 0-6-2TT,Labasa No.3,wait for instruction at the weighbridge in 1957.
(Photograph:Peter Dyer)
Two loaded cane Tracks brought by road from Seqaqa,about to be run off the lorry on to the tramway at the Tabia railhead.
The large cutting on the Tabia extension,showing its gently sloping terraced sides and lush cane in the fields.
(Photograph:Peter Dyer 1981)
A special occassion at labasa. The Drewry locomotives,No.8 with the three passenger cars and many passengers.
(Photograph:Rob Wright,Fiji Public Relations)
Clyde Engineering 0-6-0 diesel,Labasa No.9,and cane train with car attached,paused at Nasealevu,about Halfway from Wainikoro to labasa.
(Photograph:Peter Dyer1957)
A new locomotives,E.M.Baldwin BO-Bo diesel,LabasaNo.3,being lifted from a punt to the rail bridge over the Qawa River in June 1978.
(Photograph:Fiji Times)
In the early morning light in 1984,three Labasa locomotives-No.6 (E.M. Baldwin), No.12 (Comeng) and No.1 (Clyde) - stand near the weighbridge office awaiting instructions.
(Photograph:Peter Dyer)
Penang No.3, a Barclay 0-4-0 built for the Melbourne trust Company and formerly named Wairuku,delivery empty cane truck on the western line 1954.
(Photograph:Derek Cross)
A Simplex with overall roof,built in 1930, Penanag No.5,prepare a sugar train for Hudswell Clarke 0-6-0 No.4 to haul to Ellington.
(Photograph:Peter Dyer 1957)
Hudswell Clarke 0-6-0,Penanag No.4,Backs on to the Ellington sugar train at Penang Mill in 1957.No.6 (the Fowler0-6-2TT) on the left, reserves to the triangle before taking a train of empty cane truck westward.
(Photograph:Peter Dyer)
Penang No.4 taking water at Ellington. In 1957 there was only the one sugar store (on the left) but today there is a section one,
located just in front of the locomotive. The water tank carries the word "Dalgety Brothers.Aberdeen,Scotland",and is believed to have come from the old Ellington Mill.
(Photograph:Peter Dyer)
E.M.Baldwin 0-4-0 diesel,Penang No.3,with a sugar train for Ellington,breasts the summit and is about to cross the King's Road.
(Photograph:Peter Dyer 1981)
Simplex four wheel diesel,Penang No.7,Preparing the Ellington sugar train in the Penanag Mill Yard in 1970.Not the Mollases tanker behind the locomotive.
(Photograph:Tony Thomas)
John Fowler works photograph of No.5020 which was identical to no.5406,the first Fowler locomotive in Fiji.
(Photograph:Reading University,Museum of English Rural Life)
Fowler 0-4-0ST No.5429,Formerly NausoriNo.2,in used on the Cudgen Tramway in New South Wales in 1957.
(Photograph:John Knowles)
Fowler Works photograph of No.7024 which was to start work at Rarawai.
(Photograph:Reading University,Museum of English Rural Life)
0-6-0T,nausoriNo.5 (Fowler No.7023) after being fitted with a new boiler and a four wheel tender in the 920s
(Photograph:CSR Company, Sydney)
Fowler 0-6-0T,No.9462 (lautoka No.3) in the early days.
(Photograph:Fiji Museum)
Makers Photograph of Fowler No.10992,the first 0-6-2T,which became Labasa No.3.
(Photograph:Reading university,Museum of English Rural Life)
Close-up of the joy motion fitted to nearly all Fowler locomotive supplied to Fiji.(Photograph:Peter Dyer)
Fowler 0-6-2TT,Rarawai No.10,hauls a loaded cane train over the Tavua River Bridge in 1954.(Photograph:Peter Carpenter)
Hudswell Clarke works Photograph of 0-6-0T No.932,sister locomotive to No.933 which became Rarawai no.12
Hudswell Clarke 0-4-0ST Kanaka (Lautoka No.19) takes a breather on Lautoka Wharf in 1957.(Photograph:Peter Dyer)
Hudswell Clarke works Photograph of No.1118,LautokaNo.18,the free train locomotive
Barclay works Photograph of the Museum of the melbounrne Trust Company's first locomotive Penang.
(Photograph:Andrew Barclay Sons & Co.Ltd)
Barclay 0-4-0T (MakersNo.1456 of 1916) on the CSR Company's VUnivesi tramway in the Rewa Valley.
(Photograph:Peter Hodge 1957)
No.3,one of the latest Hudswell Clarke 0-6-0s,at Lautoka shed in 1957,awaiting the next turn of duty.
(Photograph:Peter Dyer)
25.h.p.Simplex,Lautoka No.4,with canopy over the driver seat (1967). (Photograph:Peter Dyer Collection)
Simplex Lautoka No.9 in 1966.Bought secondhand from contractors for Lautoka harbourworks, it was rebuilt from 2ft.6in.gauge.
(Photograph:Noel Mather)
Petrol locomotive,Fowler No.16541,derelict in the Mill Yard at Labasa where it was No.6. Photograph in 1957 by the Peter Dyer,
No.6 had been withdrawn from service at the end of the previous crushing season.
Labasa No.9,the first Clyde Engineering 170h.p. diesel locomotive supplied to Fiji (in 1955), as operating in 1979.
Drewry 0-4-0 diesel No.2676,Labasa No.11,in 1979.Originally bought to operate the free train at Lautoka, it was transferred to Labasa in 1976.
(Photograph:Peter Dyer)
A brand New E.M.Baldwin Bo-Bo diesel, supplied a few weeks before the photograph was taken in 1981:Lautoka No.17.
(Photograph:Peter Dyer)
E.M.Baldwin Bo-Bo diesel,Rarawai No.12,on an empty sugar train returning to Rarawai in 1979,fitted with Wilson automatic couplings.
(Photograph:Peter Dyer)
95h.p.Simplex Motor Rail 122U156,Lautoka No.15,shunting in the mill empties yard in 1979. The driver operates from the footsteps.
E.M.Baldwin 0-4-0 diesel, Penang No.3 just outside the Mill yard in 1979.
E.M Baldwin 0-4-0 diesel, Labasa No.5,in 1984. This locomotive was purchased in 1980 from Codelfa-Cogefar, the Suva Sewage works contractors,and converted from 2ft.6in.gauge.
(Photograph: Peter Dyer)
Also secondhand from New Zealand Ministry of work and Development, Rarawai No.19 built by commonwealth Engineering,heads a loaded cane train into Rarawai Mill Yard in 1984.
(Photograph: Peter Dyer)
Rarawai No.18 pushing loaded Cane truck over the Mill Weighbridge in 1981.Built by Plymouth locomotive Works No.18 was one of two bought from the New Zealand Ministry of works
and Converted from 3ft.6.gauge.The Cab was handed down from a Hudswell Clarke steam locomotive.
The first Hunslet six- wheel diesel,supplied to Rarawai in 1982, and photographed by Peter Dyer in 1984.
Lautoka No.15,built by Baguley-Drewry,heading a big cane from Nadi to Lautoka in the late 1970s.
(Photograph:Barry Pryor)
An old plain bearing cane truck (Left) with two modern roller-bearing wagons.(Photograph:Peter Dyer)
An old cane truck convertered to a hopper type for ash and mud service. (Photograph:CSR COmpany,Sydney)
An old type oid wagon converetered to a wharf truck for use between the sugar store and ship at Lautoka.
(Photograph:Peter Dyer)
Four wheel mollases tanker. These were also used early locomotive tenders,Capacity 400 gallons.
(Photograph:CSR Company,Sydney)
Bogie Mollases tanker used between Penang and Ellington.Capacity 900 gallons.
(Photograph:Peter Dyer)
Four wheel coal tub,type"D",built in 1911. (Photograph:CSR Company,Sydney)
Large Bogie ballast wagon have been introduced in recent years to all Mill expect Penanag.Those shown are base in Rarawai.
Camping van were used by Bridge repair gang as Workshop, stores and even sleeping quater (Lautoka). (Photograph:Peter Dyer)
Drewry inspection Car at Labasa, 1957. (Photograph:Peter Hodge)
Quadricycles used by CSR field Officers Wainikoro, and outpost of Labasa, were built around standed BSA motocycles fitted with four flanged wheels.
(Photograph:Peter Dyer 1957)
Labour truck at Nausori,1957. (Photograph:Peter Hodge)
Ambulance Car built in 1913.(Photograph:CSR Company,Sydney)
Chain tightening vehicle are a recent addition to Fiji Railway equipment. the torque arm,driven by a small petrol engine,can be seen,supported by a wire from the triangle frame on the roof.
(Photograph:Peter Dyer)
CSR Company standard turnout(1 in 5 angle through the frog and radius on the branch. (Photograph:Peter Hodge)
Standard CSR steel girder bridge with concrete piers. (Photograph:Peter Hodge)
A steel through truss bridge near Nadi in the late 1650s. It carried road and rail traffic. (Photograph;Derek Cross)
A new reinforced concrete bridge over the Vuda River near Lautoka. It is some what different from the original bridge at this point, which is shown.
(Photograph:Peter Dyer)
CSR water tank made from bolted,reinforce steel plates,near Nadi. (Photograph:Peter Hodge)
Each Mill has wagon oiling and checking station. This one at Rarawai. Empty cane trucks are bought by Simplex around the curve from the cane cariers,
Checked and oiled,and hauled away to the empties yard. (Photograph:Peter Dyer)
(Left)-Rarawai locomotive shed,1956. (Photograph:Peter Hodge),
(Right)-Salutary warning on the wall of the cane inspectors office, Rarawai.
Vancouver Fiji Sugar Company Baldwin 0-6-0T No.5 hauling cane across Navua river Bridge about 1911.
(Photograph:British Columbia Sugar Archives)
Locomotive No.2, a Coillet 0-4-0T Supplied by Decauville in 1885 to the Fiji Sugar Company Navua, Stand derelict at Gin Mill in Queensland.
(Photograph:George Bond)
Fiji Sugar Company No.3 (Decauville No.399) also seen in Queensland after Navua Mill closed in 1922.
(Photograph:George Bond)
Builder photograph of Vancouver fiji sugar company No.5, (Baldwin No.35401 of 1910).(Phptograph:Columbia Sugar Company)
The cane carrier or loading shed at Navua Mill, in the right background is the Bagnall 0-6-0T No.4. (Photograph:Columbia Sugar Archives)
A general view of Navua Mill taken fro a top loaded cane trucks waiting to be emptied by the cane carrier in the shed projecting at aright angle from the left hand end of the building in the background.
(Photograph:British Columbia Sugar Archives)
Wooden railed bush tramway operate by the Fiji Kauri Timberand Land Company Ltd near Nadarivatu in Northern Viti Levu. Logs winched from the bush by
the steam hauler under the corrugated iron roof are being loaded on to the log bogies seen on thesiding on the right with the Brookville locomotive.
(Photograph:Jack Moorman)
Hudswell Clarke 0-6-0Lautoka No.11,repowered with dieselengine in the tender,and newly built passenger cars operated by the Coral Coast Railway Company between Yanuca and Natadola.
(Photograph:Coral Caost Railway Company)
Nausori locomotive shed (left) and wagon shop with fowler 0-6-0T No.5. (Photograph:Peter Hodge 1957)
Fowler 0-6-2TT,Rarawai No.9,in1957. (Photograph:Peter Dyer)
Hudswell Clarke 0-6-0,Lautoka No.22,in 1957. (Photograph:Peter Dyer)
E.M>Baldwin Bo-Bo diesel,No.3, in 1979. (Photograph:Peter Dyer)
Crossly works Photograph of either Penang no.7 or No.8.Crossley built only three locomotives.One of 4ft81/2in.gauge.
The spent most of their working lives on the CSR Company's Penang mill tramway. (Photograph:Peter Dyer Collection)
Bagnall works photograph of Navua No.4. (Photograph:Peter Dyer Collection)
The coaling stage at Lautoka locomotive shed.(Photograph:Peter Hodge)
Hudswell Clarke 0-6-0TT,Rarawai No.12,approaching the coaling bins at Rarawai locomotive shed in 1957.(Photograph:Peter Dyer)
The end of fijian steam:Fowler locomotive,Rarawai Nos8,9and10, lying derelict in 1979. (Photograph:Peter Dyer)
The view from the tender of the free train locomotive,Lautoka No.18, which had pulled in behind a loaded cane train, to cross an empty one heading in the opposite direction.
This picture was taken in 1957 when steam still held away on the railway of Fiji.
(Photograph:Peter Dyer)
Sugar cane is thought to be indigenous to the islands of the South Pacific. It was found growing in Fiji by the early European discoverers and settlers. Fijians grew sugar cane for chewing and they are known to have used the juice for sweetening food.
The first sugar produced in Fiji was made on the island of Wakaya by Mr. David Whippy in 1862. In 1872 Brewer and Jsoske erected a small experimental sugar mill in Suva, followed by a larger mill a year later. About 640 acres of cane were planted on the site now largely occupied by the City of Suva.
Because of sugar's importance today, many people are often surprised to learn it was the second choice to cotton when early Fiji planters decided which crop would bring them the most money.
Cotton production in the United States slumped during the civil war of the early 1860's and world markets opened to new producers. Prospects for cotton growing in Fiji looked bright. Cotton enterprises in Fiji began to fail when the civil war ended and American plantations began to recover.
Fiji turned to sugar about 1870 and 1883 the crop had displaced copra as the country's main export-the position it has held to this day. An early boost to the sugar industry came from Ratu Cakobau, who was worried about a decline in Fiji's economy because of internal strife and cotton's failure. In December 1871, Ratu Cakobau offered 500 pounds sterling for "the first and best" crop of 20 tons of sugar produced from locally grown cane.
In 1879 the British Government brought indentured laborers from India to work on cotton, coffee, sugar and other plantations. Most of them stayed on when sugar became the main crop and more Indians came to Fiji until the indenture system ended in 1916. The Indian migrants had the right of a free journey back to India, but the majority chose to stay in Fiji. Today, most of this country's cane growers are descendants of those early indentured laborers.
Fiji's first sugarcane was grown on the plantation system. Many small mills - 34 at the industry's early peak -were erected on the larger islands in high rainfall areas. These small mills were unprofitable because sugar content of cane was low and manpower for the plantations was scarce. Only the four CSR mills survived and others closed down.
With no further migrants entering Fiji after 1916, plantation workers became very scarce. To solve the labor problem, several schemes were tried before the small-farm system was developed. Indian farmers were settled on farms averaging 4.05 hectares, with the farmer and his family doing most of the work.
The Colonial Sugar Refining Company, a well established Australian company, started in Fiji in 1880, and it brought more resources and experience than previous entrepreneur. CSR's first mill commenced operating at Nausori in: 1882 and closed in 1959.
In the following years two more mills were established: SR- Rarawai Mill on the bank of Ba River in 1886, Labasa Mill on Vanua Levu l894. CSR's largest mill commenced crushing at Lautoka in 1903. Penang Mill, founded by the two Wilmer brothers in 1881 at Rakiraki was acquired by CSR from the Melbourne state Company in 1926. Today the four sugar mills represent the manufacturing ~ of the Fiji Sugar Industry. They are on the drier side of the two larger islands where conditions are more suited to sugar production.
CSR established the cane-breeding Agricultural Experimental Station at Rarawai in 1904. The station was moved to Lautoka in 1958, leaving a sub-station at Rarawai. In addition there are experimental sub-stations at Penang and Labasa. Agricultural experimental organization is now a part of the FSC and is known as the Sugarcane Research Centre.
In 1961 the CSR Company Ltd formed a Fiji subsidiary, South Pacific Sugar Mills Ltd. SPSM Ltd shares were offered to the people of Fiji and only a small number (2%) of shares were purchased by the public. Following an award by Lord Ming on the sharing of proceeds with growers, which was deemed to be unacceptable, CSR Ltd withdrew from the Fiji sugar industry on 31 March 1973. Government bought CSR's interest in the company for $10 million.
The Fiji Sugar Corporation was incorporated in Fiji by an Act of Parliament in 1972 to take the milling activities with effect from 1 April 1973. At present, of the 399,998 fully paid shares, the Government owns 30,239,160 shares, and the rest are owned by statutory bodies, local public companies and individuals. The government therefore owns a majority share (68.1%) in the Corporation.
The Corporation is the largest public company in Fiji. It has a Board of Directors appointed by the government and is the policy-making and governing body. The Corporation is predominantly managed and staffed by Fiji citizens. Following the forever, CSR continued to act as Fiji's sugar marketing agent overseas unti1 1976, when the government formed the Fiji Sugar Marketing Company Ltd to handle marketing activities. The company has its Head Office in Lautoka.
With the farmers wanting more say in the industry decision-making,
Government decided on reforms within the industry. The Sugar Industry Act of 1984 restructured the industry. It established three new organizations, namely the Sugar Commission of Fiji, the Sugar Industry Tribunal and the Sugar Cane Growers Council.
It also established Mill Area Committees as an advisory body on local sugar matters. The Sugar Commission is the overall coordinating body. The Tribunal deals with the contractual relations between farmers and FSC, and any disputes and differences within the industry. The Sugar Cane Growers Council specifically deals with the farmer's interests. The workers in FSC have their trade unions to represent their interests.
One of the major functions of the Sugar Industry Tribunal is to establish and regulate a master award to control the contractual relationship between FSC and the cane farmer. The master award came into effect on 23rd November 1989 and has now replaced the sugar cane contract. Independent arbitrators who have set the contract terms in the past are Britain's Sir Malcolm Eve (later Lord Silso) and a British judge, Lord Denning.
Soon after the takeover, FSC embarked upon the expansion of Fiji's milling capacity. The four factories are capable of manufacturing more than 500,000 tonnes sugar per season. Some consideration has been given to a further increase in mill capacity towards a target of 600,000 tonnes sugar a year. Such expansion would require substantial capital investment at Fiji's four sugar mills.
One of the biggest sugar expansion projects undertaken in the Fiji sugar industry is Seaqaqa cane development scheme, where over 5000 hectares were brought under cane by 1980. This project cost $22 million and has accommodated 800 Fijian and Indian farmers. Funds were borrowed from the World Bank to help finance the project.
The government recognizes the problems of economic dependence on one crop. It has among other measures, encouraged tourism in order to diversify the economy. However, tourism is sensitive to a number of factors, and its contribution to the economy is somewhat less than sugar.