EDITORIAL
Waterfront grumbles As the pre-season maintenance and haul-out period draws to a close for most commercial operators it is an appropriate time to reflect on grumbles from around the yards.

Many skippers are complaining that the new official charts from LINZ have a reduced paperweight and quality, cannot handle frequent folding and unfolding and fall apart with use. And if the navigator is erasing a course or track, half the chart rubs away. The option is to replace the new charts annually, but this can be expensive. Even skippers using electronic charts are growling, as some are already out of date and appear to be scans from existing charts with manual corrections.

The inconsistencies and problems of safe ship management are starting to tell. Yes, costs have increased, as Maritime Management Services explains in this issue. The constant rise in the cost of compliance and vessel management at a time of huge increases in fuel costs is having a significant impact on many fishing, charter and ferry vessels. Many fishing vessels are staying tied alongside, as it is not worth the cost of going to sea when the wharf price for fresh fish is being kept artificially low. In the heydays, the conversion rate for snapper was three to one. Retailers paid $9 a kilo for green iki snapper, and the housewife paid $27 a kilo, skinned and boned. Today, I understand the wharf price for green snapper is $4, yet supermarket fish is still selling for $26 a kilo. At 3:1 we should be paying around $12 a kilo. So who is creaming whom? The retailer! I think not. No wonder fishing boats are tied up alongside if they are only getting $4 a kilo and paying nearly a dollar a litre for diesel. Yes, it would be fair to say the industry is hurting.

On the charter scene, the high cost of fuel is bringing out a new wave of pirates, as many vessels drop out of survey but quietly operate on the side, while more pleasure boaties are plying for reward or backhanders in an effort to balance their boating costs. A recent trip to Lake Taupo unearthed an anomaly, particularly among the licensed small commercial craft. Local operators are complaining that boats are arriving in Taupo sporting MSA numbers from a previous ownership, and are plying for hire when the skipper has no qualifications or vessel documents. Unfortunately the local harbourmaster has no authority from Maritime New Zealand to inspect vessels. All he can do is ask the operator if they have a current boat ramp permit. On the rare occasions the Maritime Safety Inspector from Tauranga calls to do an audit, he only targets known commercial operators. When legitimate local operators raise their concerns about illegal operations, their comments fall upon deaf ears.

Another grumble from larger operators is the pilotage rule some harbour authorities are enforcing on local vessels between 100 and 500 tonnes that are in port for repairs. They complain that pilot charges of between $2000 and $3000 are unreasonable, as these small ships are manned by experienced New Zealand crews who invariably have local knowledge. We were told that the charge is so the local authority can maintain a local pilot on the payroll. So this policy is driven by commerce and not safety. On one occasion a pilot was unavailable, but the vessel departed safely. A while later the company received the pilotage bill in the mail. No doubt many readers can quote similar experiences. Where is the justification for all this increased compliance in an industry that has traditionally given faithful and safe service to the country. We see advances in vessel construction and engineering, and electronic aids to improve safety, yet we continually face increasing compliance safety costs.

Finally, while bureaucracy continues to stifle growth within our industry, the government has made little impact on protecting our shores from marine invaders. Yet it is hell bent on creating marine reserves to protect bio-diversity. Something tells me we have our priorities all wrong. I see little point in creating marine protected areas to shelter these invaders. Our coasts deserve greater protection not by locking them up, but by stopping foreign arrivals from ultimately destroying our marine habitat and vibrant marine and aquaculture industry. While I am happy to raise the many issues of concern within our industry, remember when ever the chance arises, speak out when possible to Ministers, MPs and officialdom, even if only to say you agree. If we are going to drive the messages home to those who make the changes, we need the weight of many behind the oar. As you approach the coming season, remember to support our advertisers where you can, as they are also committed to supporting you the wider maritime industry.
Keith Ingram, Editor
 

Dominion Post - a new edition by Keith Ingram

The Cobar Cat is no ordinary ferry. Unusually, for this day and age, Northland Contract Boatbuilders of Whangarei built her of timber. The company, established in 1996 by Fraser Foote, is involved in building, renovating and reconstructing a wide range of vessels. It has focused on working with other boatbuilders to meet deadlines, often taking on difficult contracts and completing them on time and to budget. But she is not your traditional heavy planking over frames construction, or even your ply on stringers. Rather, she is of contemporary timber composite construction that utilises glass/Kevlar and plywood structural skins over timber and foam cores, with all the fabrics embedded in an epoxy resin matrix. The hulls are strip plank cedar laid up over CNC-cut mould frames. The topsides are of sheet plywood, as are the foredeck and cabin sides, and the wing deck, bulkheads and cabin top are a ply/foam/ply sandwich.

You might say that this is pretty standard timber construction for recreational catamarans, be they power or sail. And you would be right. But the construction of this 16.5m ferry for the East by West ferry company for use on Wellington Harbour differs from most of these pleasure boats in the application of the computer design technology. In a process more usually found in boats constructed in alloy, or foam and glass composite, the computer files were generated for cutting components using the CNC cutting machine to create a 'Kitset'. The cutting machine shaped every sheet of plywood in this boat, including a new 'Sine wave' stepped scarf for joining the sheets. The result was a very large stack of plywood sheets all shaped and numbered ready for construction. It was in effect a giant jigsaw puzzle that the builders then assembled 'by numbers'. Such is the precision of this technique that even when applied to timber construction, just as for alloy or foam and glass composite, it was possible to assemble many components, such as the cabin top and upper coaming complete with all its seats, off the boat and then lift them into place, secure in the knowledge that they would fit. The installation of these components was by secondary bonding using glues, glass tape and resin. This modular approach was made possible by creating a three-dimensional surface model using Rhino software. DXF files were then generated from the model for all vessel components. The sheets were shaped, taking into account the installation angles and differing face thicknesses, scarves were created and all the sheets nested ready for cutting. Specialist Marine Interiors then produced the actual plywood panels.

Cobar Cat is based on the earlier Matauri 14 design from Malcolm Tennant Multihull Design. East by West operates commuter ferry services on Wellington Harbour from downtown to Petone Wharf and Eastbourne. They also provide a service for the Department of Conservation to Somes Island, and are available for social charters outside of scheduled services. The company has operated a vessel of a similar design, City Cat, which was bought from Half Moon Bay Ferries in Auckland when she quickly became too small for the service. Prior to this the company had operated one of the early, ageing Tiger catamarans from Fullers Northland on Wellington Harbour in an effort to develop a passenger service across the harbour. The introduction of City Cat saw an immediate improvement to the service and increased patronage as the businessmen and women of the eastern suburbs saw the advantages of a convenient and convivial 30-minute ferry crossing of the harbour with a cup of coffee compared with battling the busy Hutt motorway into the city. As stated, the hull form is typical of Tennant's CS form that he developed some years ago. It is a high-speed displacement hull with minimal wetted surface. It has no exposed struts or propeller shafts, and this hull design is characterised by its low wash and very good fuel efficiency.

We were surprised to find the vessel was built using the traditional wood-ply construction method, as this is quickly being overtaken by resin infusion as an efficient, lower-cost form of construction. While Cobar Cat contains some composite materials, she is essentially a timber vessel. The lower hulls were constructed over CNC-cut temporary MDF (medium density fibre) frames using 20mm-thick cedar strip planks. Both sides of the hull are sheathed in structural fibreglass skins using an epoxy resin matrix. These skins were doubled over the keel area, and a woven Kevlar cloth was included in the laminate for abrasion and impact resistance. A solid timber skeg allows for beaching and hull protection from inadvertent groundings. The hulls below the waterline have a very fine entry, filling out enough to accommodate tankage and engines centrally and tapering quickly to the stern. There is no question that this proven hull design is easy to move through the water. The topsides were constructed from 12mm hoop pine plywood and a similar construction method was used for the cabin sides. Timber inserts placed were placed during construction to allow for openings. The foam cores were PVC closed-cell foam. The only structural intrusions are the window mullions and the cabin top and wing deck stringers. All the exterior areas not covered previously by glass reinforcing were then sheathed in a woven glass fabric. The vessel was then painted using two-pack paints.

Our first impression of the vessel in the water at Whangarei was, 'This is a smart-looking little ferry.' She is designed to carry 91 passengers, and is powered by twin 6081 AFM John Deere marine diesel engines each developing 246kW or 330hp. These engines are ideal for this type of vessel installation where hull width is a serious consideration when specifying engine power. The Cobar Cat's engines sit as snug as a bug in a rug in each hull's engine compartment, with access for service checks through a floor hatch at the rear of the compartment. For major servicing the seating is moved and the large, soft-top hatch opened to expose the full engine room. The engineroom is supplied with excellent air ventilation, a problem in earlier vessels of this type. She is also fitted with an automatic Mag fire suppressant unit in each engineroom. For'ard of the engineroom is a tank compartment fuel tank with 650 litres per side and the freshwater tank also positioned in the port hull. For'ard in the starboard hull tucked away in its hush box is the 240 volt Kohler genset providing 240 volt ship's power with a back-up 12 volt lighting system. We step aboard using the upper deck gangway, which has been designed to accommodate the variance of rise and fall of Wellington's tides, where half the berthings are loaded from the top deck.

On the after handrails are standard bicycle clamp brackets that can hold up to four commuter bikes. For'ard is the open-air observation deck and seating. Aft of this area is the main companionway and stairs leading to the primary passenger deck. We note that the steepness of these stairs will require additional modifications to the toe edge to ensure that Wellington commuters travelling in business shoes and high heels remain safe when accessing the stairway. Unlike her predecessor, the lower aft deck is fully enclosed by glass windows. The ladies' and gents' heads are situated in each quarter, with a door on each side of the stairwell giving access to the main saloon. The centrally positioned deckhead handrail is an added safety feature for passengers moving throughout the cabin when underway. These rails are standard on many monohull vessels, and have taken favour in smaller, fast passenger services. Lifejackets are placed under the squabs in the seat bases of the settees. East by West Ferries has maintained the settee seats that commuters are familiar with on their existing vessel. The main saloon is roomy, comfortable and tastefully furnished throughout. For'ard to port is the lower boarding door.

Because of the nature of the operation, all berthing to pick up and drop off passengers is carried out port side to. For this reason, the only conning position is on the port side of the wheelhouse. It is a surprising owner's specification which has raised not only eyebrows but many questions among other professional seafarers who were lucky to have a chance preview. Most comment that they are surprised that in this day and age, with fast ferries on busy waterways, any vessel would be designed to have her conning position port side only when the danger and give-way side is to starboard.

To complicate matters, the café, positioned at the front of the vessel amidships and to starboard, is part of the designated bridge area, with the helm station to port. The café is fully equipped with an espresso coffee machine, a microwave, undersink drink coolers, a freezer and plenty of dry storage for snacks. It is manned by the deckhand, who faces aft when serving through the servery, allowing the crewmember to keep a watchful eye on the passengers in the main saloon and rear accessways. Given that the vessel will be operating at night on Wellington Harbour, and that as part of the service to passengers the bar and café will also be operating, we would suggest that this situation will present significant visibility challenges for the master when underway.

The Cobar Cat is supplied with a suite of electronics from Raymarine consisting of a VHF radio and a combination GPS/radar/echosounder. The screen can be divided in half with radar at the top and a GPS positioning map at the bottom so the skipper can use both at night. Additionally, the radar sweep can also work over the full screen when showing the GPS positioning map. It is perhaps not as good as a black radar screen, but it does show up objects quite clearly on the sweep. To add another challenge, the designer specified that the propellers be both the same and left-hand rotating when moving ahead. This is most unusual for ferries of this type. However, it is recognised common practice for companies operating vessels where the potential to clip a rock is a recognised occupational hazard. Fullers Northland on the Hole in the Rock cruise is a case in point. When transiting through the hole, there is a known obstacle half way through that skippers must remain mindful of or they will end up clipping it with a propeller. In this situation, having the same rotating propellers means that only one spare needs to be carried. The compromise with this set-up is that the vessel's turning ability without engine adjustment may be compromised. The other issue is the transverse thrust of the propellers when going astern, as the thrust will pull to starboard. This may place another challenge on the master when trying to berth port side to.

Once familiar with the vessel's quirks it should pose no safety problem for the master. But the Cobar Cat is different. In talking with the owner he said it was a request by the crew which he was happy to accommodate. 'With three weeks operating behind us and some pretty rough conditions at times, my skippers report excellent berthing and manoeuvring response, and possibly better than the existing City Cat at getting off our berths in a reasonable swell irrespective of the wind direction.' the owner said. 'I was a little surprised myself (but very welcomed I might add) but consider this beneficial outcome may be assisted due to the wheel being available to skippers when berthing on the port side, as we do. 'On the City Cat, with the wheel on the starboard side, but dual throttles controls to port, they do not have the benefit of the rudders when berthing. 'Having completed well over 100,000 crossings in the City Cat in some less than favourable conditions this isn't a negative issue for the City Cat, but it certainly shows the Cobar Cat is as well equipped if not better for our local conditions. 'Consequently we certainly won't be looking at changing props in the near future to counter rotating! With the skippers now totally familiar with the new vessel, they also find she easily turns in her own circle, and general manoeuvring is just not a problem.'

With this in mind, we must assume that the crew will remain accountable and the potential operational risks clearly documented in the vessel's hazard manual. The advent of these design irregularities is an unfortunate compromise for a new vessel which the crew will have to remain mindful of during her operating life. It is something to get used to, one might say. However, what happens in a few year's time when the service outgrows this size of vessel and she is sold to the Marlborough Sounds or back to the busy waterways of Auckland. In this situation, might we suggest that the Cobar Cat would need some operational modifications prior to entering service in these busy waterways, or the onboard navigational hazard may become a potential accident waiting to happen.

Once out on sea trials, the vessel performs as expected. She quietly slips through the water and is responsive to the helm. Apart from the aforementioned variance in turning circles, her handling is positive when underway. During the trials, the vessel obtained a top speed of 25.5 knots at 2400rpm light ship, and she is expected to easily maintain a service speed of 20 knots at 1900rpm. During her delivery voyage from Whangarei to Wellington, the total fuel consumption on both engines worked out at 3.65 litres per mile at a constant 20 knots. The owner reports that he was on board in a little southerly squall. blowing 45 knots gusting 55. 'It happens from time to time in Wellington! ' He says he was most impressed with the sea-keeping ability of the vessel and indeed the ride in such conditions. 'We could still keep close to 20 knots with no hull slamming, albeit we had to pull back a little for the bigger holes. We took the vessel in three different directions during this blow, and she delivered as good a performance as I have ever seen in comparable vessels.'

Her fuel performance is remarkable, and with a higher cruising speed and a bigger passenger load than the City Cat, she uses 23 litres per engine per hour at 20 knots cruising with a 3/4 payload, or less fuel than the City Cat. 'Not too bloody bad!' he smiled.

All in all, the Cobar Cat is a smart-looking ferry and a welcome addition to the Wellington service. She has a proven design track record and maintains excellent seakeeping ability. We believe as a two-crew ferry she will provide an efficient service within predicted economical budgets. We will also expect to see increased patronage on the services, as any new vessel invariably draws new passengers.
 

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