EDITORIAL: Blake's legacy is ours

The recent tragedy and loss of Sir Peter Blake has our city fathers in a tizz over how best we may remember Peter's life and recognise his achievements. Statues and monuments are all very well, but why bother when we have a living, working marine facility that only evolved through the very efforts and achievements of the man we are trying to recognise.

Although I am from a commercial background, I had come to know Peter as a fellow professional sailor who was skilled in his craft and had a leadership quality that many captains can only dream of. This striking Kiwi Viking just inspired confidence in all who were fortunate to be associated with him. I count myself as being one of those fortunate to have been inspired by him, if only as a professional seafarer.

The idea of Blake's Harbour is not new, and has been tossed around as the people's popular choice. Yet our city fathers remain cool to the idea. Why? Well, it's a big decision, say some local body politicians.

Hell, it wasn't such a big decision when they named it the America's Cup Village and by default included its waterways. And yes, I would personally like to see the America's Cup remain in New Zealand for years to come. And as an eternal optimist, I believe we have enough up and coming young sailors to do it, irrespective of the weight of international challenger's dollars. The challenge for us is to make the America's Cup New Zealand's Cup, and I firmly believe we have the sailors to do it.

Auckland's Viaduct Basin and its attached lighter basin bear little resemblance to the important busy, dirty commercial hub it once was. Important yes, because for over a century the basin was the centre of commercial activity for Auckland and the home of its fishing fleet.

But that's all changed, the viaduct as we knew it has gone, the harbour has grown and it's now a people's place. Syndicate bases aside, we no longer feel as though we are intruding into the preserve of what was once waterfront business. The public of Auckland has at last regained part of their heritage, and the man responsible for initiating this change was Peter Blake.

He has given us this legacy, so let's cut the crap, stop the procrastination and make a decision. I say we call the sheltered waters and immediate shore side of what was once the Viaduct Basin, Blake's Harbour.

In this issue we take a quick peek at what happens to old salvage tugs and North Sea pilot vessels which have been rescued from the knacker's yard. The style and luxury in which many of these old workhorses are now fitted out proves that there is life in the ever-after as many of these fine ships take on the roles of luxurious superyachts and expedition vessels.

The fact that many New Zealand shipyards are now converting these vessels for international owners is indicative of the exposure that the America's Cup has given to this section of the industry and the recognition of our quality tradesmen and women.

Auckland University's marine faculty at the Leigh Laboratory has launched its new research vessel, the Hawere. This will lead to a new dimension in the laboratory's research capability, with an extended operational range from the three Kings Islands to East Cape.

Keith Ingram, Editor

Saved from the knackers yard
By Mark Barratt-Boyes, in association with Captain Alan Jouning of 37 South

Ten years ago, ocean-going workboats of 30m to 55m in length might have ended their lives being sold for scrap. But in the last 10 years they have become sought-after by the wealthy, who will pay millions to follow a vision and convert them into superyachts.

Their classic lines might not make them an instant crowd-pleaser, but they have attracted a strong following for their robust construction, high-quality engineering and seaworthiness.

"From my experience I would say that until recently it was difficult to find existing vessels that could go anywhere and that had a robust nature about them," says Alan Jouning, the skipper of the converted tug Itasca, which has become a familiar sight around the New Zealand coast. Formerly known as the Thames, she was converted in 1980 and became the first private vessel to transit the North West Passage from west to east in a single year in 1994.

"The cosmetics are nothing like modern superyachts, but they really are 'Go anywhere, any time.' They are built for a tough life, and have earned the reputation of being "expedition yachts," says Jouning. Oil rig tenders, Coastguard vessels, research vessels, Naval ships, tugs and pilot vessels have all had their life restored, and the look has become so popular that today's designers have created a type known as the "expedition" motoryacht. But most of these are not as rugged as true conversions, and have wider framing, larger windows and sometimes a shorter range than a converted boat of similar length.

Mike Pigneguy was the pilot on board the former Greek salvage tug Asteria during her owner's recent two-week cruise around Northland.

            
The steel 48.8m MV Asteria was launched in 1970. She has a beam of 9.6m, a draft of 4.2m, and displaces 960 tonnes. She is classified Lloyds/MCA.

For 24 years she operated in the eastern Mediterranean as a salvage tug, helping vessels in distress in all weathers, and performing a world record 500 salvage rescue operations.

Her design and rugged construction made her an ideal candidate for worldwide cruising, and she recently completed an extensive refit and modifications to turn her into a marine research ship. New machinery and systems were installed, as well as a completely new interior to ensure that she carries out her role safely and in maximum comfort.

To complement her go-anywhere ability she carries an extensive range of equipment for her guests to use, as well as worldwide communications equipment.

She has a deep draught, some two metres more than a superyacht of the same size, and is fully stabilised, so she is able to maintain her cruising speed in headseas which would slow many superyachts, says Pigneguy. "The conversion was very good. There was a lot of room on board, and nothing was cramped."

Another conversion about to begin in New Zealand is the Flinders, a former Australian hydrographic survey vessel, which is being converted into a private yacht at a Whangarei yard. Her accommodation will be extensively changed from her existing six single cabins, five twin cabins and two bunk rooms with 30 beds.

There are some important other factors to consider in converting one of these types of vessels. Noise and vibration are a major reason why many of them are fitted with new engines and engine mounts. Soot can also be a problem. Old engines can have a scrubber fitted, or sometimes a major cleanout of the exhaust system is sufficient to clear the problem.

Designers and shipyards are always fighting to get a height of 2.1m, or even 2m in some cases because of large deckhead beams, whereas modern yachts are able to accommodate a height of 2.4m.

A very extensive survey is required, especially to check the ballast tanks, which are always an area of concern, particularly if they have been filled with seawater over the years and not fuel oil, as is preferable.

With any conversion the tendency seems to be to add on rather than take off, so the stability of the vessel can be a major factor. Old engine room equipment is often thrown out, and heavy DC electrical equipment replaced with smaller and lighter AC units. This, coupled with the extra steel work on the deck for lounges and cabins, adds to the stability problem, which can be corrected by adding lead ballast.

Itasca's fuel tanks are never allowed to fall below 50 percent full, but this is still sufficient to give her a range of 8500 miles. Another option is to use aluminium for the superstructure to keep the weight down low.

The financial side of any venture such as this is always a big question mark.

A typical budget for a project is about $10 million, with many vessels costing $1 million, leaving about $9 million for the conversion. Some, though, have ended up costing US$20 million, with a complete new superstructure and bridge.

As with any large refit there are always surprises, and there must be very definite guidelines as to how far to go. This decision can make the difference between the project being a financial success or not. There comes a point where a new vessel could have been built for what is invested in the conversion.

Checking the history and pedigree of the vessel is important in determining how suitable it is for conversion. Dutch-built vessels are usually safe, especially if they have been kept in their class, while those built in Greece, for instance, might require closer inspection.

You can end up with a 50m boat for half the price of a 50m superyacht if the conversion is well managed, and the right boat has been purchased in the first place.

They should have the same working life as a new vessel, particularly as older steel is often of much better quality than modern plate. Maintenance costs can be similar to a modern yacht, but the money goes into different areas. More engineering crew may be required, for instance, as the engine room may need to always have someone on duty, but the engineers can do more work on board, so the vessel does not have to be booked into yards as often.

Paintwork can be applied with a roller and brush, rather than spraying on sophisticated two-pack products, so it is much easier to touch up any rust bleeds.

We will be seeing a lot more of these vessels in future, especially now that New Zealand is an attractive and affordable place to carry out this work. Several yards have the specialist skills needed to complete this type of work on time and within the estimated budgets. This is important, as even wealthy potential superyacht or expedition vessel owners need to be confident that when they commit to a yard for their rebuild or refit that there will be no hidden surprises, and everything is upfront and transparent. This is a rare quality, but one that the New Zealand shipbuilding and repair industry is becoming recognised for internationally. It is vitally important that we continue to live up to and support these principles, as word of mouth among the world's financial elite will bring in more business than any amount of paid advertising.

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Marine mammals and pollution by Alan Fleming Ranger, Marine Mammals

Marine mammals within Northland are dying because of pollution. Plastic bags, six-pack rings, discarded ropes, nets and strapping bands are the visible pollutant of our oceans and coastal waters.

They end up in the water largely because of disrespect and carelessness, and threaten marine mammals in two main ways - entanglement, which kills, maims and drowns not only seals, but also seabirds and fish - and ingestion.

Examples of marine mammal entanglement within New Zealand waters included a fisherman finding an orca in a distressed state. This animal was entangled in ropes and floats. A 10m juvenile southern right whale stranded and died. It had a long length of polypropylene rope with a small polystyrene buoy wrapped around its tail. The rope had cut 20cm into the leading edges of both flukes.

Ingestion of this debris occurs as many marine animals confuse these items as food. A sperm whale was found dead with 50 plastic bags in its throat. A loggerhead turtle washed up at Whakatane died, and a post-mortem revealed that its oesophagus was packed with polythene bread bags.

Fortunately, you can make a difference by making a positive change in your lifestyle by

¥     minimising the use of plastics in your home and aboard your boat

¥     collecting any debris found floating at sea

¥     collecting rubbish as you stroll along the beach, and

¥     using and disposing of chemicals according to their instructions and any local authority requirements (eg. burning plastics is prohibited in Northland).

Non-visible pollutants

More insidious are non-visible chemical pollutants. Substances such as organochlorines, PCBs (polychlorinated biphenyls), CFCs (chlorofluorocarbons) and dioxins are found within plastics, solvents, lubricants and refrigerants. They are also disposed of as waste products associated with the production of these products.

These chemicals are highly persistent, and bio-accumulate within the animals at the top of the food web, which includes marine mammals and humans. The chemicals can be transferred via breast milk to their young. Some mimic the female hormone oestrogen, and as a result can cause infertility in females, lead to feminisation in males, disrupt the immune system and may cause cancer.

What you can do

¥     avoid pesticides, herbicides, chlorines, aerosols containing CFCs or other toxic substances

¥     read product labels and don't purchase anything containing any toxic substance, and

¥     minimise the use of plastics in your home and aboard your boat.

Most beaked whales are rare, threatened, or endangered, some are only known through a dead specimen washed up on a beach. Very little is known about these deep-water cetaceans.

The killer whale was originally called "whale killer" by Spanish whalers. The Romans called it orca, meaning "demon from hell". The orca is the largest of the dolphins, and they can live for up to 90 years. Orcas sighted in the Bay of Islands have also been seen in Kaikoura and Milford Sound.

Humpback whales pass by New Zealand on their way to their Antarctic feeding grounds from late August through to early December, then again as they head north to their breeding grounds in the South Pacific, in particular Tonga and New Caledonia, during autumn.

Their pectoral fins are one third the length of their body, hence their scientific name Megaptera, meaning "great wings".

Sydney Humbles Defence Force crew

by Lieutenant Commander Ant Carter RNZN, Navigator on the Paea II

The Sydney to Hobart yacht race included a team from the New Zealand Defence Force for the first time in its 57-year history. They used one of the Royal New Zealand Navy's Chico 40 Sail Training Craft.

The idea was conceived some 18 months ago, with the crew being selected from across the three services in early 2001. The team first assembled in Easter for the Auckland to Tauranga yacht race (which was cancelled due to heavy weather) and then joined the other two RNZN Sail Training Craft in the 2001 Coastal Classic from Auckland to Russell.

Ocean medic, sea survival and radio training followed the Coastal Classic, and the race crew sailed from Auckland on board Paea II on December 2 for Opua, then Sydney.

With eight of the nine racing-crew aboard for the delivery voyage to Sydney, the passage across was an ideal "work up" for the team.  After a couple of days of pleasant sailing, we encountered the first of several cold fronts to hit us on our passage across the ditch. The subsequent 40 knot winds and driving rain provided just the conditions we needed to test our routines and teamwork leading up to the infamous race.

We were soon to learn just how changeable the weather can be sailing west across the Tasman Sea. We experienced anything and everything - from 5 to 50 knot winds, and from calm seas to 6m swells - on almost a daily basis. 

Our friends in 5 Squadron RNZAF kept an eye on us during their Orion patrols of the Tasman, and seven days into our passage we had the opportunity to rendezvous with HMNZS Te Kaha, which was returning from Australia for Christmas. We hosted the Commanding Officer on board with fresh pikelets and coffee in return for some fresh rations - of which of course we had run out of days earlier.  After a passage of nine days we arrived in Sydney Harbour to begin our final preparations for the race.

Sailing up Sydney Harbour was a somewhat humbling experience, as the Volvo Ocean Race and the Sydney to Hobart fleets tuned their boats and crews for the Canon Big Boat Challenge and of course the race.  The passage had been a tremendous training period for us, requiring crew from the three services to work together under trying circumstances, testing our courage, commitment and comradeship.

We berthed at the Garden Island Naval Base, our home for the next two weeks, as we carried out repairs and maintenance before race day.

We were immediately next to Lady Penrhyn, the Australian Defence Force Swarbrick 36 which was our competition for the 'Oggin Cup, presented by the Cruising Yacht Club of Australia to the highest placed Armed Services boat on handicap (IMS). We also had the pleasure at the yacht club of catching up with the crews of Mertsi Louise and Starlight Express, the two other Kiwi boats in the race.      

The 57th Sydney to Hobart was one of the most internationally representative fleets in the history of the bluewater classic, with the Volvo Ocean Race contenders joining in the race for the first time.

Seventy-five boats from Sweden, New Zealand, the United States, Poland, Norway, Bermuda and of course Australia lined up on Boxing Day for the annual 630 nautical mile race. In a tribute to Sir Peter Blake, we wore our "lucky red socks" for what we expected to be a hotly contested start.

Our mate "Huey" unfortunately had the last laugh, however, as the wind completely died one minute before the start. After all of the preparation and hype, we sat on the start line with 74 other boats, not going anywhere and facing a screen of zeros - zero wind and obviously zero boat speed. This start turned out to be a bad omen for us, as although we were in a handy position after the first 24 hours, the race quickly changed when we sailed into a hole on the second night.

The light airs we experienced over the next 36 hours effectively ended any hope of competing for any trophies. The weather patterns we experienced from that point on were quite different to those experienced by our main rivals, and although we managed to claw back some of the time, we never threatened the Australian Defence Force team. In a cruel twist of fate, we found ourselves languishing in light airs again outside Storm Bay for most of the day on New Years Eve. The breeze finally filled in during the late afternoon, and we had a steady sail across Storm Bay and up the Derwent River to cross the finish line a few minutes into the year 2002. 

Although obviously disappointed with our finish at the back of the fleet, any Sydney to Hobart that you complete is a good Sydney to Hobart.  The statistics speak for themselves. Nineteen of the 75-strong fleet retired from the race. Two yachts lost their masts. Even the Volvo Ocean 60s weren't immune from damage in this race, with Amer Sports Too suffering rigging damage, and Team SEB suffering rudder damage. 

Our primary objective was to finish our first ever Sydney to Hobart race. This we achieved, but unfortunately we were not able to take out the Oggin Cup. However, as an organisation and crew, we gained a great deal from the experience.

The team endured the challenges that only ocean racing can provide, and we are all better sailors for it. To sail in a race with the Volvo 60s, in addition to the well-known and respected yachts such as Nicorette, Bumblebee 5, Grundig and Brindabella, was a fantastic opportunity and learning experience.

One thing is certain - rookies don't get to take the podium in the Sydney to Hobart. The prizewinners are all seasoned veterans of the race, so to finish was a good debut.