Or is fatigue becoming a real issue? When enquiring around the coast among professionals as to why we are experiencing this increase in the number of incidents at sea, some advise that it is cyclic, and in fact the industry is reporting more incidents than in previous years. I do not prescribe to this theory, because since the introduction of safe ship management there has been a huge effort and improvement in the reporting of accidents and incidents. This has come about as part of training in management of safe ship systems. One theory is that many new entrants and masters in command of small ships lack basic seamanship and boat handling skills. There is some justification for this argument when we see many new masters whose previous time on the water in seamanship training is minimal. It is an unfortunate fact that we have operators in charge of small ships who cannot or do not know the basic range of bends and hitches, yet alone how to fashion an eye splice. It gets worse when we look at basic navigating and operating skills in all kinds of weather. All too often there is a greater reliance on modern electronic aids, such as the GPS, chartplotters, sounders and so on, to effect safe navigation. It is also disconcerting to note that many operators know the basics of radar, and yet they fail to use this aid to navigation to its fullest extent. Electronic or radar-assisted accidents are becoming a common occurrence, both internationally and on our own coast.

In justification, one might say that aviation, road and rail are all experiencing an increase in accidents and as such, it is a national trend. If this is the case, then we should become very wary and do something about it. Just because other transport modes are sharing similar problems should not justify the current spate of maritime accidents. It is beholden on every master and operator to ensure that adequate crew training is carried out to identify hazard management and minimise potential incidents before they become accidents. The Maritime Safety Authority is currently reviewing the problems associated with drug and alcohol among seafarers afloat. This has been a growing problem within the charterboat, workboat and tuna fishing sectors for some time.

The Australian state of Victoria has introduced random drug testing on the road, and we understand from the Australian Maritime Safety Authority that they are introducing random drug and alcohol testing of mariners, particularly where an accident, incident or mishap has occurred. No doubt our own MSA will be monitoring the Australian lead. Coupled to this is the issue of fatigue. More and more accident investigations are determining that seafarer fatigue was a contributing factor. So how do we combat this growing trend. It is not an easy task, when even with the best shore-side management and roster planning of crew duties and manning of vessels, the management has no control over what happens when the crew member is off duty. In many cases the problem could be that the crew member 'went on the piss', had little sleep and turned up for work suffering from the effects of too much alcohol or lack of sleep.

Drug abuse is also a contributor, with a growing party trend to take drugs rather than alcohol, because drugs do not show up in random road-side breath tests. Or the culprit could be as simple as the lack of domestic bliss at home when the crew member should be gaining vital rest. All these influences are beyond the control of the shore-side management team, and yet we remain exposed and responsible should there be an unfortunate accident at sea.

I don't believe there is a quick fix to the problem. But I strongly believe that we, as an industry, have a responsibility to develop a solution. If we do nothing and rely on the compliance authorities, they will, because of government pressure, have to respond by introducing potential solutions which may be totally impracticable in their application. We need to start at the new entry level by introducing good quality training programmes that cover both practice and theory. When we need to endorse zero tolerance regimes of the use of drugs and alcohol at sea by crew members. We need to consider a stand down period similar to aviation of no drinking for 12 hours before going on duty, and more importantly, we need to install a culture of crew members getting adequate rest when off duty. While these basic principles may not stop maritime accidents from happening, I believe it will go some way towards reducing the current upward trend of accidents, incidents and mishaps at sea.

Keith Ingram, Editor

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This reserve takes in all the waters within a one mile radius of the famed Bay of Plenty fishing hotspot. While relatively small in comparison to some other reserves, it effectively eliminates all recreational fishing in one of the country's best (some would argue the best) positions for yellowtail kingfish and other pelagic gamefish. While the decision is a blow to local and visiting anglers alike, the process with which it was arrived has had huge, gaping holes. Consultation and the two submission periods were full of what one could only call 'Anomalies' (best case) or underhanded practices.

Consider the following, which are documented and/or admitted:

¥ no representation of national recreational fishing bodies on steering committees

¥ shredding of submissions during round one

¥ an 'Independent' person responsible for both submission rounds had done extensive, highly paid work for the Department of Conservation for over five years

¥ the failure of DoC staff to accept an invitation to a non-hostile meeting to answer questions and disseminate information about the impending reserve

¥ sparse research (several dives) by scientists to justify the reserve

¥ more extensive research done at White Island being extrapolated onto the Volkner Rocks - totally irrelevant and unacceptable

¥ minutes of steering committee meeting were manipulated/altered

¥ the biggest decisions of the entire process were made at a meeting which didn't even have a quorum and no recreational fishing representation

¥ a large DoC budget to promote the reserve with staff at boat shows, information centres, in the media (both radio and newspaper) and the street, and

¥ the submission period was held over the Christmas holidays.

These are but some of the more obvious problems with the public consultation process. There were numerous others. The results of the affirmation of the reserve are a slap in the face to local anglers when you consider the following:

¥ Fully one third of all yellowtail kingfish ever tagged in the 30-year-old national tagging programme have come from the Volkner Rocks - future results will now be scientifically incomplete and tainted.

¥ The reserve negates a 10-year voluntary code of practice put in place by local anglers which gave far greater protection to kingfish than was afforded them by law. In future, why bother instituting a pro-active initiative designed to maintain sustainability?

¥ The designation will alter the economic situation of a small community which relies in part on a healthy, well looked after recreational fishery.

¥ Not only will anglers pursuing kingfish be severely disadvantaged, but this region has been extremely productive for trolling over the years in targeting of pelagic gamefish simply 'Passing through'.

Once again, I could go on ad nauseum, but it's now time to get down to the serious, more far-reaching implications of this decision. In his press release, the Minister of Conservation, Chris Carter made much of his recent visit to the Volkners, the fact there were many other similar areas for recreational anglers to catch kingfish, and that the decision was an overwhelming result for the benefit of public interest.

Let's look at these statements in more depth. Carter spent half a day in Whakatane, most of that time totally surrounded by DoC staff and other strong proponents of the reserve. He was at the rocks themselves for 35 minutes and met with two opponents of the reserve for about 20 minutes. If there is a spot anywhere near as diverse and productive for recreational fishing in the White Island region I would love the minister or his staff to please tell us where it is! I've spent 27 years exploring the area and have not found anywhere that nearly matches the bounty of the Volkners. We all will be hugely disadvantaged and thrust into 'Spatial conflict' with this decision.

Now for the last, and far more scary statement. The submission period delivered a far different result than Carter would have us believe. The official results were 'about' 2600 submissions against the proposal, and 'about' 400 for. This 87 percent negative return could, in most people's thinking, be quite conclusive and obvious. (Why we could not be told the exact figures must be asked of our 'independent' analyst). How the minister can contrive such an overwhelming victory and his resultant decision out of these figures is beyond all comprehension, or is it?

Remember, a few years ago we had national referendums for both harsher sentencing and fewer ministers in the house? Both achieved a 90 percent approval rate in the ballots, yet have we seen even the start of either of these initiatives? So, it would appear that there is in fact a precedence for the minister's decision at the Volkners. If this is democracy at work we must ask ourselves where this country and its government are leading us, anglers and all.

To top this off, an analysis of the Volkner Rock marine reserve process labelled the 87 percent negative response a result of the 'vocal minority'

Now, what can you do about this decision? Two things, one short term and another a lot more futuristic. First, a letter to the Minister of Fisheries, David Benson-Pope, is the last chance for a reversal of DoC's decision. His concurrence of this reserve is mandatory for it to be enacted into law. While this is unlikely to happen, it is the last chance any of us have. Secondly, keep firmly in mind that this is an election year. While marine reserves are but a small part of governance, the trends we are seeing are disturbing. If you are not content with the status quo, voice your opinion at the ballot box.

The scary aspect for recreational anglers is that there is a definite precedent being set. It would appear that once a marine reserve proposal is muted, regardless of the proposer, it will be going through in time. This is irrespective of the unsuitability of the process, area or outcome of the submission period. The huge proposal on the north-eastern side of Great Barrier Island will be a case in point - just watch it unfold. This, in spite of an overwhelming public rejection in the first round of submissions. So, as the saying goes - be afraid, very afraid! This is not just about fishing.

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Ocean vents yield rich rewards
A submersible capable of plumbing the depths of the world's deepest oceans spent a week in New Zealand waters late last year investigating submarine volcanoes and seabed hot springs. The Shinkai 6500 (Japanese for 'deep sea') is recognised as being the world's deepest-diving submersible. She carries three people, two crew and one scientist/observer, and can descend to 6500m and stay submerged for up to eight hours.

The submersible was transported to New Zealand by the JAMSTEC (Japan Agency for Marine-Earth Science and Technology) research ship Yokosuka, under the command of Captain Sadao Ishida. The two vessels were in New Zealand waters to allow a team of scientists from New Zealand and Japan to explore an area about 300km northeast of White Island known as the Kermadec Arc.

Six dives were planned between October 26 and November 5 on two equally active volcanic cones named Brothers and Healy. Both are about three times the size of White Island and sit in about 1850m of water. The Brothers volcano has a 700m-thick plume containing scalding, mineral-laden liquids emanating from the crater. Such vents are often called 'black smokers', as they spew dark clouds of liquid that is rich in manganese, iron, gold, copper and other minerals. These vents are often characterised by the chimney or stalagmite-like structures formed when the dissolved minerals reform solid particles on hitting the seawater and then collect around the vent margins, rather like the yellow sulphur deposits encrusting geyser vents in New Zealand's geothermal areas.

Geological, hydrothermal fluid and vent-related organism samples were collected during the dives for later analysis. A marine biologist with the National Institute for Water and Atmospheric Research will study the deep-sea organisms, many of which will likely be new to science. Three scientists from the government-owned Global and Nuclear Sciences Ltd will analyse the physical and chemical environments in which the organisms live.

The project, to investigate the tectonic boundaries of the southwest Pacific involves scientists from Japan, New Zealand, the United States and France, was headed by Dr Ken Takai of JAMSTEC. Surface ships conducted research of the area in 1999, 2001 and early last year, but the project leader for the New Zealand leg of the investigation, Cornel de Ronde of GNS, said that the Shinkai 6500 'will allow us very precise sampling of the rocks, minerals, hydrothermal vent fluids and vent-related organisms, while the powerful onboard lights and broadcast quality cameras will record footage of the spectacular geological features and marine life.' The Shinkai 6500 was commissioned in 1991. She has a 2m diameter living sphere within a casing of 73.5mm titanium alloy, and has completed more than 850 deep-sea dives investigating marine ecosystems, earth dynamics and the generation of offshore earthquakes. Seapixonline.com

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Built for owners Bruce Pitcher and skipper Len Rameka, the new catamaran has been designed and built to cater for Auckland's day fishing market. Built by Willy Torbet, of Extreme Coatings Ltd in Mt Maunganui, Albatross is a well-designed and well-built vessel that is starting to turn heads in Auckland's charter scene. Len wanted a vessel that would handle up to 14 anglers and be a stable platform, while giving a good turn of speed so anglers could get out to the wider fishing grounds of the Hauraki Gulf from downtown Auckland in a reasonable time. 'Today's clients do not have the time to spend half a day steaming to the fishing grounds,' says Rameka. 'we wanted a vessel that afforded good shelter to the passengers with plenty of walk-round rail space for the anglers to spread when fishing for Auckland's popular species, snapper.

'Our business caters not only for in-bound tourists, but also the domestic market, many of whom are new New Zealanders who have quickly embraced the joys of going out and fishing for a fresh feed of fish,' he said. When considering a new vessel, they sought the advice of an Auckland designer, Roger Hill. Hill, whose drawing room overlooks the Tamaki River, is widely regarded as being one of New Zealand's leading professional catamaran specialists, with around 100 designs already on the water. About 70 percent of these vessels are power launches, with the remainder being sail.

Like many New Zealand boat designers, Hill messed around in boats for most of his youth. It was only after arriving in New Zealand from Bermuda in 1970 at the age of 15 with his parents that the idea of boatbuilding and design was formulated. He had developed quite a bit of boatbuilding experience working in the school holidays for John Lidgard, and at the same time, as school began to lose its appeal, a career in design began to take hold. Hill believes that being a good listener is a pivotal part of his design success. 'After working with many designers, I have often been amazed by how few of them listen to their clients' ideas and requests.

In fact it would be fair to say that many designers have big egos, and I think it sometimes gets in the way, as they usually end up telling their clients what they want, rather than listening to the client about what they want.' This is probably one of the key factors that has enabled Hill to accomplish the design work he has in less than 10 years. When talking with Hill, his portfolio reveals plenty of diversity, and reflects his extensive international research and experience. But Hill is not a total modern-day designer. His design process is now widely recognised as being unusual in that he hasn't totally embraced the technological advances offered by computers and CAD-CAM design software. 'I prefer to do most of the work the old way on my drawing board,' he says. 'I'm not sure why this is, but I find the creative processes flow more easily, something along the lines of thinking with my fingers.' However, to ensure that his drawings are up to date and in keeping with the electronic medium, his colleague in the drawing office, Chris Tucker, is a designer from the modern school.

Tucker transfers Hill's drawings into a digital format, and tackles the supplementary three-dimensional design work that builders require by using MaxSurf software. 'I know it's a slower and less efficient way of working,' says Hill, 'but it works for us and ensures that we end up with a finished design as I envisage, rather than an amalgam of existing ideas.' The design of Albatross was challenging, as her owners had very clear ideas of what they wished to incorporate in the vessel. 'I believe that we have managed to successfully include these features in what must now be one of the more efficient small fishing charter vessels of her type on the harbour today.' Albatross is constructed of 5083 marine grade aluminium alloy. Her hull plate is 5mm thick, the cabin sides are 3mm, the deck tread checker plate is 3mm and the foredeck is 4mm thick. She has an overall length of 9.3m and carries a beam of 3.85m, while her draft is 400mm. Her hull sides rise above the deck level to the regulation minimum height of the coamings for passenger handrails.

Albatross has a large foredeck protected by full-height handrails, so when passengers are fishing they can chase or follow the fish right around the vessel if need be. Access to the foredeck is via large, wide side decks so that anglers can fish at the main deck level and they are partly protected by the foredeck and the wheelhouse structure. Further aft is a large fishing deck area, with a central, walk-round bait station complete with a small sink and running fresh water. Positioned for'ard of the bait station is a large Icey Tec 270-litre ice box in which Rameka maintains an ice slurry to keep the day's catch fresh for the anglers.

Given the nature of the Auckland scene, and the Hauraki Gulf being a predominant snapper fishery only, Rameka has devised a tagging method in which he can ensure that his customers get back their own fish from the icebox at the end of the day. Plus, they can't exceed the bag limits. His system uses nine tags, each bearing the customer's number and attached to a sturdy rubber band. As the anglers catch fish, and decide whether to release it alive or keep it, they place a tag around the fish's tail and drop it into the icebox slurry. Once they run out of their nine tags, they must stop fishing. Many other skippers could adopt this method, as it is a positive way to prevent 'high grading' among anglers. 'Another plus is that it stops 90 percent of the 'swapsies' or fish stealing when it's time to divide the catch up,' says Len.

The head is accessed from a door on the starboard side of the aft bulkhead of the wheelhouse. This compartment may be hosed out for a quick clean, while the head is coupled to its own sewage tank in the starboard hull. To port, a large bi-fold door gives passengers access to the sheltered cabin. The door sills are 250mm high, while the wheelhouse floor is 50mm above the cockpit sole. The interior of the cabin has been painted but the furnishings are sparse. Along either side are wooden bench seats of kwila battens for about 10 passengers. The cabin deck remains aluminium deck tread. Centrally located behind the helmstation seat is a console for storing all the safety equipment, first aid kit, lifejackets and the like. To port is an access door out on to the side deck. In the aft corner of the wheelhouse are two large scuppers protected by spring-loaded flaps that lead out onto the side decks. When asked about such a spartan interior wheelhouse design, Rameka says, 'a large percentage of my client base don't have good sea legs and the deck is easy to clean.'

Custom-made SeaMac marine windows were chosen to ensure no seawater seeps into the cabin. The helmstation affords good all-round vision, with all the controls and electronic aids falling close to hand. Even when looking for'ard, the for'ard guard rail 'fence' does not adversely obstruct vision. A notable feature around the wheelhouse is the large eyebrow that extends forward and down over the front windscreens, and along the side windows, joining up with the shelter canopy at the rear of the cabin. Albatross is fitted with a combination electronic package from Raymarine that includes radar, GPS and a colour fish finder. To starboard of the helmstation, a small door gives access to the large forepeak area under the foredeck where fishing gear, dry stores and other bits and pieces may be securely stowed. Moving aft, on either side of the cockpit are two large storage areas for wet gear, chilly bins, tackle boxes and even diving gear.

On either side of the cockpit, two access doors allow loading on either side from pontoons. Two 250hp four-stroke Suzuki outboards provide the power. The owners chose these motors because they have two gearboxes, giving a 2.26:1 final drive ratio, compared with the standard 1.88:1. The benefits of the lower propeller revs enable the use of a larger propeller diameter to give more lower-end torque. The motors are counter-rotating, and although Albatross weighs in at about 5.1 tonnes, plus passengers and gear, the Suzuki power plants give the vessel a top speed of 43 knots and an economical service speed of 25 knots at about 4000rpm. Fuel consumption at her service speed is 2.5 litres over both engines per nautical mile. To enable the engines to be tilted clear of the water when berthed, thus preventing fouling and additional corrosion, two transom doors are positioned in front of each motor. They open to give access to servicing the powerhead, or to enable the motors to be raised beyond their normal operating tilt trim.

Albatross carries two large dry powder and one 9kg foam extinguishers. The hull compartments are fitted with explosive fume detectors. Painted areas are coated with Altex marine coatings. Albatross is surveyed for Auckland and Barrier inshore limits for up to 14 passengers plus two crew with SGS M&I safe ship management company. In summary, we have to agree that the many additional owner's features are practical. There is an abundance of rod holders around the vessel, and additional storage for spare rods at the bait station. When underway, we found her to be quiet in operation, soft riding and comfortable at sea. Her skipper, Len Rameka, is an experienced, no-nonsense specialist fishing charter operator.

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