Editorial - Make a commitment today

April! Traditionally it’s the start of a new financial year, and for most operators it is a time to reflect on last year’s gains and losses as we learn from the lessons of small businesses.

It also gives us time to consider what decisions need to be made now so we can position ourselves to make the most of any available opportunities that may come our way in the future.

“What! Form a plan,” did I hear someone say. Yes, as in all businesses, start planning, especially if you are considering becoming involved in the challenger series leading up to the America’s Cup. If last time is anything to go by, the best yacht racing will be during the Louis Vuitton Cup challenger series, which saw some excellent on-water tussles among the challengers in stiff sailing conditions.

Yet most operators treated this series as a second-rate event, and missed out on some golden opportunities to make money. The America’s Cup was just the icing on the cake, as it was during the Louis Vuitton series that the fruit was ripe for the picking for those who provided a service at affordable prices.

However, after the last challenger series, all many operators could do was express concerns about the high cost of, or lack of, good berthage near the inner city.

Equally, when berths were available in either the village or the Viaduct Basin, many would not commit, and some just didn’t want to pay. It had something to do with traditional rights. Well, whether we like it or not, the waterfront development changed the face of the waterfront, and cost a lot of money.

So it is reasonable for investors to expect a return on their investment. As with any venture, prices will be at a premium during the few short months of the challenger series, and more so during the few days of the America’s Cup challenge itself. If you are intending to operate in Auckland during this series and you haven’t secured a berth yet, you will need to do so shortly.

The New Zealand Marine Transport Association got burnt last time when it went out on a limb to secure a common pick-up and drop-off point for operators, at considerable upfront cost.

Unfortunately, we are not all as honest as we might believe. Many operators failed to pay their dues on landing or accounts before departing, or in some cases refused to pay for the privilege of loading in downtown Auckland altogether.

These berths are now at a premium, with a waiting list for many vessels, in particular superyachts of over 25m, as international clients seek to secure a berth and catch up on important maintenance while they are Down Under. Given the shortage of berths and the importance of the spending power to the local economy from these vessels, one must ask: Shouldn’t Auckland City or Infrastructure Auckland and the Ports of Auckland be making more berths, albeit temporary, available?

While on the subject of the New Zealand Marine Transport Association, I well recognise that a vast number of small operators treat this hardworking organisation with a view of “Who! Oh you mean them! I don’t know, what’s in it for me?” syndrome. We have all met the out-for-a-free-lunch type, a sad but true fact.

It’s sad because much of the work this organisation has done over the years on behalf of the restricted limits shipping industry has gone unrecognised by those who stand to gain the benefits by default.

For example, it has debated issues pertaining to Occupational Safety and Health and the Maritime Safety Authority rules which are all having an impact on the way we go about our businesses. Rule 31B is affecting any operator who might carry any more than 99 passengers in a big way with the need to implement minimum safe crewing documents.

In an effort to find a fix, the MSA is on a tangent that you might like to seconde the coach driver or a regular passenger, put him or her in a crew shirt and give them five minutes training on where the safety equipment is and how to use it. Then it’s all right to record them in the ship’s log as crew.

Whoa’ up! What about the liabilities if things turn to pooh. Just who takes the flack in an accident investigation if the unfortunate happens. Just where do our liabilities lie. Section 6 of the Maritime Transport Act is very clear, as are section 13 and 14.

Sorry, I don’t want a bar of suspect deals. I have seen too many court cases where the law interpretation does not share the well-meaning intent of the rule makers.

EPIRBs are another case in point, especially when some safe ship management companies are interpreting the rules as requiring our gamefishing vessels to have a float-off 406, as opposed to one you might grab that’s stowed next to the helm station.

It all comes back to the Maritime Safety Authority’s commitment to the industry of ensuring “Safety at reasonable cost”. It’s no good if the safety rules are so tough that we cannot afford to put to sea. I joke not, and if anyone thinks it’s a breeze owning a charter boat, then think again.

Coming down the stream are marine reserves and aquaculture reforms, both of which may have a serious impact on the rights you currently enjoy to access our marine fishery and coastal marine environment. Let’s not forget the happy team of tax evasion investigators from the Inland Revenue Department.

It has come to our attention that these nice cooperative folk are becoming increasingly concerned about the amount of benefits the lifestyle operators appear to be claiming in tax rightoffs. This alone is worth a note of caution. And let’s not forget the pressure being brought to bear from the commercial fishing industry for charterboats to file catch and landing records, pay commercial levies and fish to some form of quota system.

We have an industry watchdog for issues like these which many have taken for granted for too long. Consider what we might do if we were to lose the NZMTA. Think about what we might replace it with and at what cost? Who will represent your interests at a senior and political level? Who will take the flack when the industry is in troubled times?

If you operate a vessel within the maritime industry and are not a member of a recognised commercial or marine trade organisation which can represent your interests at both industry and political level, then we must unfortunately tag you as an unwanted “barnacle”, a parasite on this proud industry which we do not need and can ill-afford to harbour!

If my words touch a raw nerve of conscience, then maybe it’s time to think about your commitment to this industry and do something about it. Being a lifestyle operator is all very well, but let’s ensure we have a business environment that will keep us in the lifestyle we all wish to enjoy.

If nothing else, contact the NZMTA, because whether you like them or not, even if somebody from the MTA has pissed you off, they are still the best option available today to represent your views at all levels.

On a brighter note, we understand that wedding bells are in the wind for one of the Chatham Island’s more eligible bachelors. We congratulate Lea Clough on his engagement to a recent new arrival on the island, Lynda Atkinson.

For those of you who do not know her, Lynda is the Team Leader (which used to be called Matron or Head Nurse) at the local hospital, and has fallen in love with both Lea and the Chatham Islands.

They plan to get married in Hastings in mid-January next year.

Finally, congratulations to you, our readers, as it’s through you that our readership figures are showing un­precedented growth.

Many thanks for all your support.

Cook Strait Alternative
by David Birchall

Hauling heavy freight vehicles across Cook Strait is what we do. I’m one of the two masters who drive and manage the MV Suilven. She’s a good ship. In fact she’s a beauty.

She rides well in almost anything the Strait can throw at us. She handles well when berthing and is very comfortable in a seaway. And the food’s good. So I like my job, particularly the berthing and unberthing and the pilotage. I suppose I am a live-on-board pilot.

We do two round trips a day between Wellington and Picton. There’s a two-hour slot between Barretts Reef buoy and the eastern entrance to Tory Channel when the 3rd mate who works with me has the con. We both work 12 hours a day – four on, four off, then eight on, eight off. When we’re off, the mate/relieving master and 2nd mate take our places.

The Suilven was built in Norway in 1974. She’s 86.5m overall, with a 15.5m beam. Two seven-cylinder, two-stroke Wichmans push through two variable pitch propellers to give a service speed of 12.5 knots. Berthing assistance comes from two hydraulically driven bow thrusters with a combined thrust of 7 tonnes, not forgetting that two big rudders assist her to turn easily.

All up we have 14 crew aboard. The bosun and four general-purpose deckhands handle the cargo lashing, mooring and deck maintenance, while the chief and two engineers keep the machinery running. Les, the cook on my swing, is helped by the passenger assistant Rachel. Between them they get the meals out to the passengers, drivers and crew. Rachel also keeps a close eye on our passengers to ensure their trip is comfortable.

We can accommodate up to 36 passengers, who are a mix of commercial vehicle drivers, Mum, Dad and the children going on holiday and some backpackers. When they cross Cook Strait with us they get a unique travel experience. The intimate, homely atmosphere of the ship and their close proximity with those who operating it add up to a long remembered mini-voyage of discovery. Some passengers find it bemusing that although the free meals, tea and coffee are most welcome, lunch is served at 1000 hours and dinner at 1600 hours.

As fine a vessel as the Suilven is, her days are numbered, because when it comes to cargo, she is just too small. Cargo is handled by the drive-through system: drive in one end, over the bow or stern ramp and out the other, bow to the ramp in Wellington, and stern to the ramp in Picton.

The crew manoeuvre vehicles which do not have accompanying drivers, and we all get to drive some of the best and worst vehicles in the country.

The notorious and fickle Cook Strait weather keeps us on our toes. We’ve endured some savage summer gales in recent months. (See the photo story in this issue.)

The southerly gives us some grand swell conditions and cold winds, while the north and nor’westerlies can buffet the pants off us while we hold nice and steady. Not many days go by when we don’t see dolphins playing touch with the bow wave, and whales are not uncommon.

After letting go from Glasgow Wharf in Wellington we leave Lambton Harbour, head across Evans Bay, round Point Halswell, head down to Steeple Rock, then alter course to put the outer or Barrets Reef buoy fine to starboard. The relative tranquillity of Wellington Harbour is usually shattered on Sundays with yachts and small craft zapping about and trying to avoid mutual embarrassment.

Under normal conditions the transit of Cook Strait is relatively straightforward. Keep one mile off obstructions when southbound, and two miles off when northbound. However, it gets interesting in a good southerly. Then I use the dog’s leg approach and head for either the “deep south” or “mini deep south” way point depending on the severity of Mr Southwind.

Now, regardless of which way I’m going I head further south. The trick is not to turn too early. Because if you do, the sea and swell will not be far enough abaft the beam and the vessel will roll excessively. This is uncomfortable for all aboard and can pop the chain lashings on the rigs.

The entrance to Tory Channel can be very turbulent. Depending on the state of the tide and other weather conditions, it is not unusual for the vessel to take a sheer to port or starboard. The effect can be countered by applying corrective helm quickly and early. It takes approximately one hour for us to travel from the Tory Channel entrance to Picton. Half this time is in Tory Channel, the other half in Queen Charlotte Sound. A tee junction joins the two.

My employer, Strait Shipping Ltd, owns and operates two other vessels on Cook Strait. The MV Kent has almost four times the carrying capacity of the Suilven and runs back-to-back with us, so one of us is leaving Picton and Wellington every six hours.

The other company vessel is the feisty Straitsman. This is where it all started 10 years ago. She now runs solely between Wellington and Nelson doing six return trips per week. I feel proud and lucky to work with the professional, dedicated, can-do team at Strait Shipping. Long may the spirit endure.

Photographs courtesy of John Travers, Wellington

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Engine court makes a powerful stand
by Keith Ingram

The Hutchwilco New Zealand Boat Show held annually over Queens Birthday weekend in Auckland is widely recognised as being the largest show of its type in New Zealand.

While it would be fair to say that over the years the show has gained a reputation for being a trailer boat show, it still focuses on larger vessels and all the associated marine supporting trades. One such example is in the area of marine engines, with show organisers recognising this important section of the marine market.

Are you about to make that important decision of what motor, what gearbox and what horsepower you need? What model is the best for my vessel and what will give me the best performance for the dollars I can afford?

If you own or are considering buying a launch or a larger sailing vessel, or you are looking to either re-power or build a new power vessel, whether for pleasure or commercial use, this show has something for you.

First trialed last year, the Big Engine Court has grown, and all the leading engine suppliers will be present in one place at one time - a plus in itself. Potential customers can view, discuss and compare specifications and prices, and negotiate the best deal in town, all in the one spot, without the problems of toll calls, distance travel and the like.

Not only will the diesel engine suppliers be displaying the latest power lines on view, they will also be available and happy to talk about after sales service, troubleshooting, maintenance and any problems you may be having. Plus you can talk about add ons like gearboxes and the all-important drive train and after-market extras and spare parts backup.

For this reason alone it is worthwhile making the trip to the show. There will also be heaps of stuff for Mum and the children to look at.

Transmissions & Diesels is committed to the marine industry

Transmissions and Diesels Ltd distribute MTU, Detroit Diesel, Perkins and Lombardini engines. They are continuing their commitment to supporting their brands and the New Zealand marine industry by opening a new, marine-focused branch at Orams Marine Village in Beaumont Street, Auckland.

In addition to their new branch they have set up a dedicated Marine Service Division. It will be headed by Scott McAlpine who will assume the role of Marine Services Manager. The Marine Services Division will be responsible for all aspects of marine servicing and support, from engine installation assistance to commissioning and after sales support. The new division recognises the clear distinction between the service requirements of clients in the marine industry and those of other industries in which they are involved, allowing for an enhanced level of service to all service division clients.

A range of engines of the brands they represent will be on display at this year’s Hutchwilco New Zealand Boat Show. Of particular interest will be the Detroit Diesel/MTU Series 60 marine engine.

This in-line six cylinder engine range is available in 12.7 litre and 14 litre versions and has an enviable reputation in the automotive and C&I sectors of the market for low fuel consumption and longevity.

A series of new horsepower ratings has been released for the Series 60 and now cover the following:

•            continuous: 350, 375, 400, 425, 450 and 475bhp at 1800rpm
•            intermittent: 475 and 535bhp at 2100rpm
•            intermittent maximum: 625 and 740bhp at 2300rpm, and
•            pleasure: 700 and 825bhp at 2300rpm

Heat exchanger and keel-cooled versions are available. Premium features like stainless steel pulse exhaust manifolds, titanium plate heat exchangers, top liner cooling and Detroit Diesel Electronic Control (DDEC) benefit the operator in low fuel consumption, superior performance and engine longevity.

Also on display will be the ever-popular 2000 Series engine from MTU which was a joint development between Detroit Diesel and MTU. This series of engines lead the 500kW plus workboat segment last year in New Zealand. The Series 2000 is the choice of many because of the compact, lightweight nature and modern design of the engine.

Transmissions and Diesels are proud members of the BIA and the Marine Transport Association.

Caterpillar cracks on the pace

Caterpillar sells more marine engines over 250hp than any other manufacture. In order to sustain this performance Caterpillar is expanding its product range of marine engines. Goughs, the New Zealand Caterpillar dealer, has launched several new engines which will be on display at the Goughs stand No 613, Hall 6, at the Hutchwilco New Zealand Boat Show.

The Cat 3000 family is a new, compact diesel marine engine range from 62hp to 205bhp for small commercial and pleasure craft and motorsailing vessels.

Three models, all fitted with direct injection, are available immediately from Goughs. They are:

•           the Cat 3034, a 3 litre producing 63bhp (47kw) at 2600rpm when naturally aspirated, or 80bhp (60kw) at 2600rpm turbocharged
•           the 4 litre Cat 3054 produces 86bhp (64kw) at 2400rpm naturally aspirated, or 108bhp (80kw) at 2400rpm when turbocharged, and
•           the 6 litre Cat 3056, which can be configured into various power output ranging from 125bhp (93kw) at 2600rpm to 205bhp (153kw) at 2500rpm.

All ratings are for a six to 12 hour application at 100 percent power for up to 4000 hours per year.

The Cat 3034 has heat exchanger cooling, whereas the 3054 and 3056 have the option of keel cooling. The 3056 is also said to be the most compact engine in its class. These engines are environmentally friendly, with no visible smoke, so transoms stay clean. They all have easy cold starting without starting aid.

Caterpillar has launched a new commercial version of its 3126B marine propulsion engine. The 3126B is the only fully electronically controlled marine engine in its class, and is designed for commercial applications requiring heavy, medium and intermittent duty engine performance in small freighters, tugboats, fishing boats, ferries, offshore vessels, pilot boats, patrol craft and similar vessels.

Already established as one of the most popular pleasure craft engines in its class, the 7.2 litre, in-line 6 cylinder, 809kg engine offers power ratings of 250hp (186 kW), 275 hp (205kW) and 315bhp (235kW) at 2400 rpm.

The new engine benefits from Caterpillar’s state-of-the-art electronic control and fuel systems technology. The software control logic is designed to match power and torque to the required application, while at the same time meeting IMO Nox regulations for a clean environment.

The Caterpillar-patented HEUI fuel system provides greater flexibility for engine performance and emission control characteristics. The HEUI self-adjusting fuel rack, timing setting, electronic diagnostics makes the 3126B easy to service and maintain.

The new C12 sets new standards in terms of its power-to-weight ratio, and offers the owners and boatbuilders of 50-60ft pleasure craft outstanding performance, low weight, a small footprint and Caterpillar’s reliability and service support.

The new engine, rated 700hp at 2300rpm, is considerably lighter than competitive pleasure craft engines. Improvements and modifications include upgraded electronic controls, a new turbocharger design, and an improved exhaust manifold and aftercooler.

The C12 meets all known and current future IMO regulations on Nox emissions and offers fuel economy figures of 36 gallons per hour at the maximum rated speed of 2300rpm. The 12 litre, inline 6 cylinder engine weighs 1177kg and has a footprint of 1411.7mm length, 968.6mm width and 1004.5mm height.

While Caterpillar has performed strongly in this competitive 50-60ft pleasure craft market, the new C12 gives the company a clearly competitive edge.

Contact: Goughs North Island. Dave Ford, phone 09 979 9333, dave.ford@ggh.co.nz  South Island: Tracy Beswick, phone 03 539 1263, email tracy.beswick@ggh.co.nz

Shaw diesels for the traditional work horse

Shaw Diesels, recognised within the commercial marine engine market for their support and service of Gardner engines, have now been appointed as a dealership for Deutz engines. The Deutz range includes driving engines for air compressors, generators and for the marine industry, and range from 8.61kW (11.7hp) to 383kW (521hp).

Shaw Diesels says the engines are used worldwide, have low operating costs, high availability, long engine life, low installation costs, versatile installation and active environmental protection.

The company services all makes and models of engines, with Gardner diesels still being their major strength, and is also acquiring a Dong I (pronounced Dong E) marine gearbox dealership. The boxes are made in Korea and range between DMT12A (30hp) to the DMT200H (447hp), and are said to be well made and competitively priced. Dong I also manufactures a very robust and comprehensive steering system and has moved into the power take-off arena.

Contact Shaw Diesels Ltd, phone 09 479 3662, fax 09 479 8133

Huge ship a sign of the future
by Mark Barratt-Boyes

Imagine a hull as long as the majestic passenger liner QE2, with containers stacked up to six-high on her deck, and you have the impressive sight of the biggest container ships in the world. They will soon be regular visitors to our coast.

The P&O Nedlloyd Remuera is the first of ten Albatross class ships being built over the next year primarily to service New Zealand and Australian trade with Britain, Northern Europe and the eastern seaboard of the United States. Seven are being introduced by P&O Nedlloyd and three by its partner-operator, Contship Containerlines, a United Kingdom company.

The ships have been built specifically to cater for New Zealand exports, particularly meat, fish, dairy and other perishables, for the next 20 to 25 years.

“They represent a massive financial backing on the future of the New Zealand economy and commitment to the needs of New Zealand exporters, enabling them to continue to sell their products in North America and Europe,” says the managing director of P&O Nedlloyd New Zealand, Gary Quirke. “This investment is another landmark in our continuous development of these trades, and it clearly signals the dedication that we have to our customers who trade from New Zealand and Australia.”

Albatross class ships are 281m in length, displace 44,900 tonnes (registered gross tonnage), and have a maximum beam of just under 32m, so they will be able to pass through the locks of the Panama Canal, very gingerly, with only a few centimetres of clearance on either side. She will probably carry a permanent crew of about 17, although there are several extra crew on board at the moment.

These ships are also fast, and their 23.5 knot service speed will noticeably improve transit times in these important trade lanes. The new ships will bring New Zealand imports south from Europe via the Mediterranean, Suez Canal and Australia, then take our exports via the Panama Canal to the east coast of North America and on to Europe. They will complete a circumnavigation in 70 days, so with 10 vessels that will make a weekly frequency, instead of the current fortnightly service.

The other part of the equation is a complementary “westabout” service, with ships traversing in the other direction. “That is being negotiated now between P&O Nedlloyd and other partner companies,” Quirke said.

The new ships can carry 4100 20ft containers (TEUs), and have power plugs for 1300 refrigerated containers, called “reefers”, more than any other ship. That’s equivalent to all the domestic refrigerators in New Zealand! This reefer capacity reflects the high proportion of New Zealand’s produce that is shipped chilled and frozen, from vast quantities of meat and dairy produce to seafood, ice-cream and even tulip bulbs.

The P&O Nedlloyd Remuera marks a switch from “insulated” containers to “integrals” in New Zealand’s trade. Instead of putting produce into insulated boxes that are kept cool by the ship’s system, each container has its own individual refrigeration plant to provide greater flexibility for customers developing multi-trade and global connections.

“We believe this versatility across varied markets is increasingly important,” Quirke said.

The individual plants can vary the internal temperature between -30 degrees  and +30 degrees Celsius, with an ambient temperature range of -30 degrees to +50 degrees Celsius.

Special software controls the reefer machinery and protects temperature-sensitive cargoes. The new containers also include improved dehumidification control, and use CFC-free insulation foam and refrigerant.

To help equip the ship and her sisters, P&O Nedlloyd last year placed the largest-ever order of 14,500 integral reefer 20ft and 40ft containers with “high-cube” capacity (above-normal internal volume so exporters can load more cargo). The order was worth over US$200 million.

“By more effectively using the integrals in our worldwide networks, we can achieve greater utilisation than has been possible with insulated containers, which were confined to specific trade routes,” he said.

The P&O Nedlloyd Remuera arrived in Auckland on February 9 on her maiden voyage from the Samsung shipyard in Korea, via Shanghai. Following the naming ceremony the following day on Auckland’s Princes Wharf, she sailed for Napier and Port Chalmers in Otago, loading cargo for a round-voyage to Asia, calling at Singapore, Yantian and Qingdao. In New Zealand she also delivered 750 of the new containers from China.

The P&O Nedlloyd Remuera is 30m longer than her predecessor vessels, of which the largest is the Pegasus Bay, but she can carry only 2800 TEVs.

“The ships presently maintaining New Zealand’s trade with Northern Europe and the eastern coast of North America are near the end of their economic life and needed to be replaced,” said Gary Quirke.

“When P&O Nedlloyd acquired the Blue Star service to the eastern coast of North America in 1998, it gave us the opportunity to review the shipbuilding needs in both trades. By looking at these two major eastward-routed trade lanes together, we had the critical mass to provide a superior weekly service to both with efficient, 4100 TEU class vessels.

“The choice of this class of containership reflects the combined volumes needed by customers in these trade lanes in future.”

The Remuera part of her name reflects P&O Nedlloyd’s long involvement in New Zealand’s trade. The Remuera Bay was a mainstay of trade between New Zealand and northern Europe in the 1970s and 1980s, and two earlier vessels operated by one of P&O Nedlloyd’s “grandparents,” The New Zealand Shipping Company, were also named the Remuera.

The new vessel will return to New Zealand in mid-March, when Wellington and Lyttelton will have their opportunity to see the ship for the first time.

The service will be reconfigured in the fourth quarter of this year, when patterns for a new service linking New Zealand with the east coast of North America and north Europe are worked out.

“In the meantime, the major New Zealand ports are all keen to press their case, and P&O Nedlloyd is interested that contender ports get a chance to host the vessel, see her size at first-hand and work out their ability to handle the size of cargo exchanges, logistics requirements and other details that go with dealing with a ship of this size.”

Ports of Auckland Limited is among those hoping to be awarded a contract to handle the new vessels.

“We have tried to establish a wide range of criteria, and so we hope we’ll have the best scorecard,” said the General Manager of Axis Intermodal, Sandy Gibson. “A lot of other ports will probably only have one berth capable of handling these vessels and only one crane, where we hope to have four berths. We handle about 1100 containers in 17 hours at the Axis Fergusson terminal, or about 70 containers per hour, which is a very good rate.”

Three new tugs are in service to help berth the ships, and two new container cranes have left their construction yard in Shanghai, China. They were due to arrive in Auckland at the end of March. The $18.5 million cranes will be placed on the Axis Ferguson terminal specifically to handle the new vessels.

The cranes have been built to an international design, with some input from POAL to meet specific local conditions, says Gibson. They have a lift height of 37m to handle the high deck stack, a 43m outreach and a lifting capacity of 60 tonnes, compared with the present 40 tonnes. Hoisting and trolley speeds will also be higher. The cranes can lift two 20ft containers at the same time, with up to 25 tonnes weight differential between them.

Work is also underway to deepen the shipping lane through Rangitoto Channel to 12.5m below chart datum after POAL received resource consent approval in December last year, and four appellants withdrew their appeals following successful negotiations. The deeper channel will mean the Albatross class ships will not be subject to delays during low tide. Dredgings from the channel will be turned into mudcrete and used to extend the container terminal by an extra 9 hectares.

Winning the successful contract will result in imports and exports coming through the port, which will have a substantial economic impact on the Auckland region, said Gibson. “We have received several economic impact reports from the Auckland Regional Council, but we are not able to release the details at the moment.”

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