When one moves around our coastline communities there is a wide variance of views, with the majority wanting a return to the status quo where the public can once again enjoy full and free access to our coastal shores and waters. Unfortunately, the last few decades have seen a steady increase in the amount of coastline removed from public access through private ownership, the Department of Conservation closing access to its estates, and Maori lands. In some cases we, the public, have been the author of this loss of access because of our inconsiderate activities when accessing the foreshore through private roads and farms. Poaching and rustling of stock, leaving gates open, breaking fences, lighting fires and depositing rubbish are all justified complaints from landowners. However, the increase in foreign owners of coastal properties and their penchant for making their section of foreshore exclusive for their own use is one of the greatest concerns, and one that was undoubtedly the catalyst for the local iwi of D'Urville Island and the Marlborough Sounds to make their challenge.

Unfortunately, instead of the government nipping the problem in the bud as it first intended, it has now allowed itself to become embroiled in a debate it cannot hope to win, and to be manipulated by a very small minority of the New Zealand community for political gain. The danger of such a move is that the wider public of New Zealand can see false promises and a further erosion of the public's right to free and open access. For the commercial industry the future is even more uncertain, and it could find itself in the position of losing existing occupation rights and increased fees and associated costs. The allocation of marine space for future aquaculture development is also uncertain as the Crown's rights are challenged. It is therefore important that all commercial operators, whether marine farming, charterboats or coastal shipping, make sure they participate and voice their views in the foreshore and seabed debate.

Hot on the tail is the Transport Accident Investigation Review, where it is proposed to establish a new accident investigation agency. At present we have the Transport Accident Investigation Commission, which investigates key aviation, maritime and rail accidents, incidents and mishaps totally independently of the regulatory authorities. One must ask that if a new, independent agency is established, who will they be an agent to, and will they lose the independence which the TAIC currently enjoys. This is an important aspect, because the industry needs a confidential, independent investigating organisation which will expose and report the facts so that the industry may learn and improve its safety, without ascribing blame.

On the subject of maritime accidents, there is an increasing concern among professional mariners regarding the increased number of incidents or groundings involving coastal and foreign-going ships in our coastal and harbour waters while the control of their safe navigation is under the direction of a local pilot. More than 10 large ships have grounded around the New Zealand coast in the last three years, and it is only by the grace of God that apart from the Jody F Millennium we have escaped having a serious maritime pollution disaster on our coast.

Are skilled pilots in such short supply, or are port companies reducing costs? It is reliant on the shipping industry and our port companies to reduce the number of groundings or close-quarter situations in our navigable waters.

In the previous issue of Professional Skipper we raised the subject of scumbags butchering our endangered dolphins. I am saddened to note the finding of a dolphin head on Onearo Beach in North Taranaki on January 20 which showed evidence of having been severed by a knife. It is the responsibility of all seafarers, and in particular fishermen, to report any suspected activity of butchering dolphins to DoC, the Ministry of Fisheries or the Maritime Safety Authority.

In this issue we feature a dedicated Coastguard rescue vessel which can be launched from a beach in heavy swells. We believe that this craft, Howick Rescue 1, could be the forerunner of many more of its type to be commissioned with the Royal New Zealand Coastguard Federation. Plus there is much more, including news and views from around the coast and over the horizon.

Keith Ingram, Editor

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Throughout New Zealand the various volunteer Coastguard rescue organisations are coming of age. The professionalism displayed by the volunteers, the manner in which they carry out their duties and the fleet of dedicated rescue vessels that they operate was but a dream less than a decade ago - a dream that only a few could foresee becoming a reality.
The introduction of the new Maritime Transport Act in 1994, and the implementation of safe ship management into the commercial industry have been the catalyst to initiate this change. The various Coastguard rescue organisations and the Royal New Zealand Coastguard Federation have much to be proud of.

Howick Volunteer Coastguard, formerly known as Howick Sea Rescue, is one such organisation that has embraced this change. Founded in 1956 after the tragic drowning of three local youths, the local community saw a need to have its own dedicated rescue service. A committee was elected, and after a door-to-door fundraising collection their first boat was built and launched in 1957. The Howick Sea Rescue organisation continued to be operated by the Howick Volunteer Fire Brigade until 1984. And although there have been some management and name changes, the rescue organisation has been in continuous service ever since.

Manned entirely by volunteers, the rescue service is now part of the Coastguard northern region, which includes Auckland, Kawau Island, North Harbour, Thames, Waiheke Island and the Manukau Harbour Volunteer Coastguard units. The site on Howick Beach, where its headquarters are built on reserve land, poses difficulties for launching and retrieving because of the long, shallow, shelving of the beach, so the unit had to give special thought to the choice of tractor, trailer and propulsion. That is why the last two of the unit's vessels have been jet powered.

The unit has had its share of challenges during its history. On one notable occasion in 1987 a wayward car crashing through the roof destroyed much of the boat shed and severely damaged the rescue vessel inside. Community spirit once more came to the fore, with the Howick Borough Council underwriting the project to build a new boat shed which the members constructed themselves, giving their time voluntarily.
 Today the unit remains in good heart with the recent delivery of their new dedicated rescue vessel, known as Howick Rescue 1. She expands their operating range to cover not only the Tamaki Strait but also the outer islands of the inner Hauraki Gulf, the Firth of Thames and Coromandel. In addition to search and rescue work, the Howick Volunteer Coastguard runs classes for the public in boating safety, including day skipper, Boatmaster and VHF radio.

The unit, like its colleagues, relies entirely on fundraising and donations. A quick look through the incident log makes interesting reading. Twenty-nine percent of the call-outs are for vessels suffering from mechanical failures, 6.25 percent sinking vessels, four percent fuel problems and 2.5 percent flare sightings, along with overdue vessels, groundings, vessels adrift, people in the water, collisions, man overboard, medical evacuations, fire, and a sheep in distress on Browns Island. All have received the attention of this pro-active unit.

Howick Rescue 1 is a 9.5m Naiad purpose-built rescue vessel. The hull and superstructure is of aluminium, with polyurethane PVC-blend flotation tubes. She has a beam over the inflated tubes of 3.3m, a draft of 500mm and an all-up weight, fully crewed and fuelled, of just over five tonnes. Her hull is designed to optimise weight distribution in order to provide the required hydrodynamic support. The fine entry gives a soft ride in rough conditions, reducing crew fatigue and allowing higher speeds to be maintained in reasonable comfort. She is powered by a nine-litre Scania diesel engine producing 483hp at 2300rpm, coupled to a commercially rated Hamilton 322 jet unit. With a fuel capacity of 400 litres, the vessel has an endurance of 10 hours and a range of approximately 350 miles. The Scania is notably quiet in operation but gives an immediate response to throttle movements, exposing the underlying range of power that can lift the vessel to a comfortable cruising speed of 28 to 32 knots in a very short distance. Put the hammer down from idle and she will clip along at her maximum speed of 38 knots within about 32 seconds without cavitating.

The local design team consisted of a committee of eight, who diligently and sometimes I detect with an element of frustration went through the process of designing the internal layout by building plywood panel cut-outs and setting them up in a mock boat in the shed. Some ideas were taken from other rescue vessels but many came from within their own organisation. This very practicable approach led to the recipe for success when the vessel was finally delivered and performed to the expectations of all in the unit.

The decision to have a forward-facing windscreen plus an eyebrow is a huge plus, as it gives added space inside the control room, eliminates glare and provides good weather deflection. It also looks right aesthetically. The control room contains four crew positions, with the helmsman starboard for'ard. The vessel's command and rescue coordinator is port for'ard. Behind him is the communications operator with the port crew position opposite starboard aft. The radio and navigator are port side aft and the command or observer is port side for'ard.

All the crew wear not only their uniform and protective clothing but also automatically inflatable lifejackets. For effective communications they are all wired for voice and sound. The for'ard hatch is large enough for the crew to enter the well deck for working for'ard. The vessel is fitted out with all the aids required to meet any contingency, including a portable fire and suction pump housed in a special box on the aft platform, with all the necessary hoses accommodated beneath a lift-up lid across the top of the transom. Towlines are also stored in the transom in a false compartment on top of the engine box lid. This compartment also houses their new, special-purpose scoop stretcher kindly donated by a local resident, Mr Rhodes.

Navstation supplied the electronic and navigation data, which includes twin 10.5in Raymarine colour LCD displays with a 7in Raymarine CRT display at the helm station. All the displays are interlinked and interface with a Raymarine ST60 depthsounder, which also links to the flux gate compass system at the helmstation. This allows GPS, radar, depth and heading data to be displayed at both the navigation and helm stations simultaneously. Communications consist of twin Icom VHF radios and a UHF radio plus a Vodaphone Nokia cellphone. One of the Icom VHF radios is interfaced with a four-station voice-activated intercom system and headset to allow clear communication between crew members and when transmitting on the VHF. In addition, the observer and helmstation are fitted with Icom VHF command microphones, which allow independent VHF communications if the nav station operator is not manned because they are assisting the other crew member or for any other reason.

The UHF radio is fitted with a GPS transponder system which gives the location of Howick Rescue 1 to the Auckland Marine Rescue Centre at all times. In the advent of an emergency aboard Howick Rescue 1, the vessel is fitted with a 407 EPIRB, a hand-held radio and an automatic bilge pumping system. The use of 24 volt power systems on board both for the main engine and house power give additional power reserves, and allows for the use of 24 volt variable angle spotlights and a driving light, which is a real asset when searching at night. The for'ard cabin has walk-through access to the for'ard well deck area which comprises the anchor locker and capstan.

During sea trials we found the Scania performed exceptionally well and did not have to work hard. With the larger jet unit the vessel literally leaps out of the water when power is applied. She holds a good track when underway and yet displays a nimble agility consistent with jet units when the helm is altered. The vessel is very manoeuvrable at both slow and service speeds. Because the vessel is required to be launched in all tides and in all conditions off a beach, a large John Deere four-wheel-drive tractor was converted by stripping and galvanising all the exposed metal parts prior to painting and fit-out. The launch trailer is a special design to enable bow launching into seas of up to 1.5m safely, and bow retrieving when recovering the vessel. The tow bar is a full-length push me/pull me design which enables the trailer to be turned end-for-end in preparation for relaunching bow out.

Howick Rescue 1 is equipped to Maritime Safety Authority standards as a dedicated rescue vessel, which allows her to operate as a flagged fast response rescue vessel for the Royal New Zealand Coastguard Federation.
 

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Men less likely to wear lifejackets
Eighteen people were killed in recreational boating accidents last year, down four on the yearly average and significantly less than the 25 deaths recorded in 2002. All but one of those who died were men, the majority were in dinghies or small power boats, and in most cases lifejackets were not worn, or not worn correctly, said the Director of Maritime Safety, Russell Kilvington. 'Research indicates that 75 percent of those who die in boating accidents could have been saved if they had worn a lifejacket. Men in particular are likely to wear a lifejacket when they are boating with their families, but they are less likely to do so when they are boating with their mates,' he said. 'This summer the challenge for the MSA is to show these men that it is okay to wear a lifejacket, and what's more, a good mate will make sure that his friends wear one, too.' Kilvington urged all boaties to think safety before they head out on the water. 'Wear your lifejacket, check the marine weather forecast before you leave, tell someone where you are going and when you will be back, and make sure you have at least two means of communication in case you get into trouble,' he said.

Yacht sinks on dangerous bar
An Auckland yacht broke up and sank just inside the treacherous Parengarenga Harbour bar in the Far North on January 17. The two men on board the 16.5m Alma Hera, including its owner, both reached shore safely in the motor sailer's rubber dinghy. It is understood the ferro-cement vessel had been sailing around the top of the North Island's east coast on a holiday cruise when it tried to cross the exposed Parengarenga bar, just south of North Cape, in a strong easterly. Far North Coastguard Radio operator Maureen MacMillan said the crew seemed to have thought they were following a channel just inside the bar when the Alma Hera, with a draft of 2.2m, ran aground on an outgoing tide. Constable Stefan Billings, of Kaitaia, said conditions on the bar were rough, with swells up to 2m and an easterly wind blowing against the tide. He said the vessel, which was well equipped, was now stuck fast and lying on its side. The two crewmen were able to recover a quantity of gear and equipment from the vessel yesterday. It is understood the Alma Hera was not insured. NZ Herald 

Reefs at risk after Disney film
A booming trade in aquarium fish, sparked by the Disney cartoon film Finding Nemo featuring clownfish, is endangering marine life in the Vanuatu archipelago. Over the past year the country has exported about 200,000 fish and other marine creatures, and local tour firms are warning that the reefs will be at risk if the tropical fish trade is not regulated. 'The trade is developing faster than anyone can keep up with,' said Heidi Bartram of Vanuatu's fisheries department. 'There's a lack of understanding of reef systems and how fast they recover. Understanding them is hard enough without having the added pressure of people taking the fish.' The Vanuatu government has set up a committee to examine the issue. The four species of anemone fish in Vanuatu, which are related to but do not include clownfish, are classified within the archipelago's top 10 most exported species. Concern among local dive firms grew following the arrival last April of a United States-owned company, Sustainable Reef Supplies, which now dominates the export market. It employs 20 people to fish the waters around Vanuatu's main island, Efate, and flies out up to 8000 marine animals a month. Rare tropical fish can fetch more than £300 each in the United States and Australia, although clownfish can sell for £10. Dive operators claim that 38,000 fish were taken from Hat Island, a popular diving site, in one month last year. According to the United Nations, the global aquarium trade deals in 11 million tropical fish a year, with Britain alone importing 110,000 clownfish annually.

Crew died after yacht lost her keel
Two crew members on a sail training passage aboard a Farr 38 yacht drowned when the keel separated from the hull, causing her to capsize, the New South Wales coroner said on December 17 in an inquest into the deaths. The primary cause of the failure was inadequate hull shell thickness in way of the keel washer plates. The yacht, called Rising Farrster, was built in 1993 and owned by an organisation based in the United Kingdom. The coroner recommended that owners of light displacement yachts fitted with fin keels built subject to pre-1994 ABS approval make appropriate decisions as to checking and/or modifying their yachts. The Rising Farrster was on a sail training passage from Southport, Queensland, to Sydney after having previously made the passage from Sydney to Southport, when she capsized off Evans Head. The wind was about 20 knots with a 1.5m swell. The cause of the capsize was established to be that the fin keel had unexpectedly separated from the hull, and the yacht had capsized within 15 to 20 seconds. The coroner established that the yacht did not founder on a reef. Two of the six crew members on board died when they were unable to make their way out of the yacht's cabin. The coroner investigated the design and building of Rising Farrster and her requirement to be built to survey. He concluded that Rising Farrster was not required to be built to survey standards as she was originally contracted to be built as a private yacht, and in her subsequent role as a sail-training vessel she was only required to be the subject of a 'visual inspection'. After considering apparent anomalies in the various legislation affecting sail training vessels, the coroner recommended that the relevant statutory authorities revise their respective legislation regarding exemptions of offshore sail training vessels from more rigorous requirements.

Logs endangered wharfies' lives.
New Zealand wharfies at Port Chalmers have found that the Hong-Kong-flagged 1984-vintage bulker Maritime Friendship did not live up to her name. First, two 4m metal deck stanchions used to retain a deck load of logs snapped off while logs were being loaded, and about 40 stanchions had to be replaced. Then the jib of the No. 2 crane broke and dropped its load of logs onto the wharf. Workers on the ship and wharf dodged for their lives. Finally, the International Transport Federation started investigating charges that the crew were only being paid 25 to 50 percent of the wages agreed upon. The wharfies refused to carry out further work on the ship until satisfied it was safe to do so, and said they didn't want to ever see the vessel again. But the Maritime Safety Authority said it didn't have the resources to check the seaworthiness of every ship.

Capsized ship search called off
Rescuers have called off a search for survivors from a capsized cargo ship in icy waters off the Norwegian coast, leaving most of the 18 seamen presumed dead trapped inside the hull. The confirmed death toll rose to three after one more body was found late Tuesday (NZT). Another 15 of the mainly Filipino crew are believed dead a day after the unexplained North Sea accident in a shallow fjord a short distance from shore. Twelve survived - three miraculously after being trapped for almost seven hours inside the hull of the upturned vessel 'Rocknes' near the western port of Bergen. Of the dead, 16 were Filipinos, one was German and one Norwegian, all between 26 and 56 years old, police said. 'We consider that there is no longer a possibility of finding more survivors,' said Erik Walle, spokesman for rescue services 'We are now starting to look for the bodies.' The trapped men had been heard knocking and shouting from inside, prompting rescuers to cut a hole in the hull. Crew members passed scribbled notes through a small opening, one reading: 'Hurry up, my friend is dying.' 'There is not enough oxygen left inside the wreck for anyone to breathe,' said Guttorm Brattebo, head of emergency services at the Haukeland hospital which treated survivors for hypothermia and minor injuries. He said the three last survivors had been on duty in the engine room and had desperately watched the water rising inside the wreck as they waited to be rescued. There had been no signs of life from within the 166-metre ship on Tuesday. 'Most of the missing bodies are probably inside the hull,' said Bergen police spokesman Trygve Hillestad. Strong currents forced rescuers to expand the search area and caused worries for coastal authorities trying to limit spills of the ship's 445 tonnes of fuel oil to protect marine life and picturesque recreational areas. Air was pumped in to stabilise the ship and to help workers drag it towards the shore for a search by divers. The ship was carrying rock for the construction of submarine pipelines and cables off Germany. Built in Germany in 2001, the Antigua and Barbuda-registered ship had sailed the route many times before. Rocknes' Norwegian owners Jebsen Management AS said the cause of the accident was not known. Witnesses said there were large gashes on the hull, indicating the ship might have run aground, shifting the cargo and causing the 28,000 deadweight tonne vessel to list.

Cheap labour sank ship
Seafarers are accusing international transit ships paying third world wages of causing the withdrawal of a coastal trader. The accusation follows Pacifica Transport's decommissioning of the Spirit of Enterprise at the end of last year with the loss of 22 seafarers' jobs and possibly some waterfront labour. The general secretary of the Maritime Union, Trevor Hanson, says the company cannot compete with international traders who are able to move domestic cargo en route for next to nothing, and many of the transit ships are sailing under flags of convenience There should be some sort of tariff imposed on them, and New Zealand ships should have priority, he says. Pacifica had been a good employer over the years, and the union understood its position. The Green Party says the government should take urgent action to save what's left of New Zealand's coastal shipping services. It supported the Shipping Federation's modified cabotage proposal, which gives overseas shipping companies the right to pick up international cargo, but ensures that domestic cargo is carried by local ships. 'While the government has yet to act on the Shipping Review, New Zealand's coastal shipping industry is sinking fast,' said the party's employment spokesperson, Sue Bradford. Cabotage reserves domestic shipping routes for domestic shipping operators, and is practised by the United States, Japan, Australia and the European Union. The National government's removal of cabotage in 1994 had acted 'like a slow-acting euthanasia for our coastal shipping industry,' she says. She says Pacifica Shipping complained that some competitors paid foreign workers as little as $2 per hour. Foreign operators did not need to adhere to New Zealand labour laws and standards. 'Coastal shipping is an energy and cost-efficient means of transporting goods, and steps need to be taken to ensure that it remains an option in the future,' says Ms Bradford.

Manager back from Bermuda
Ian Eatherley has been appointed service manager with Gulf Harbour Electronics Limited. He has a wide knowledge of electrical systems, electronic equipment and single side-band radio installations. Eatherly recently returned from overseas, where his experience included 10 years running his own marine business in Bermuda and working on American vessels up to 45m and the local fishing fleet. He and his wife have also cruised around the Atlantic and Mediterranean on their 12.8m yacht. Gulf Harbour Electronics was established in early 2003 and is the only dedicated electrical and electronics business at the Gulf Harbour Marina. Its major agencies include Furuno, Koden, Raymarine, and Trojan marine batteries.

Industry launches boating campaign
Advertisements in well-known newspapers during the summer holidays have promoted boating as the best way to reach the choicest beach and fishing spots. Peter Busfield, the Executive Director of the Marine Industry Association, said the campaign had been designed to touch people who had previously enjoyed boating. 'We want to remind them of how much fun they had then, and give them good reasons to seriously consider getting their own boat now.' Busfield says the campaign would also benefit those companies who had prominently displayed their 'Member of the MIA' signs.

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