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Navigation Report on New Zealand King Salmon's

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Navigation Report on New Zealand King Salmon's NAVIGATION REPORT ON NEW ZEALAND KING SALMON’S PROPOSAL FOR NEW SALMON FARMS IN THE MARLBOROUGH SOUNDS 29 SEPTEMBER 2011 BY DAVID WALKER CONTENTS PAGE NO. EXECUTIVE SUMMARY 2 INTRODUCTION 3 Current Position 3 History of involvement in Marlborough Sounds 3 Aquaculture 3 Maritime education and training 4 Qualifications 4 Experience on large vessels 5 Key references 5 SCOPE OF REPORT 7 THE MARLBOROUGH SOUNDS FROM A NAVIGATION PERSPECTIVE: 8 Navigation 8 Electronic Navigation 9 Weather 11 Visibility 11 Fog 11 Tides 12 Marine farms 13 NAVIGATION IN QUEEN CHARLOTTE SOUND 13 NAVIGATION IN TORY CHANNEL 14 PELORUS SOUND 16 PORT GORE 17 NAVIGATION AND SALMON FARMS 19 Commercial vessels over 500 gross tonnage within the designated Pilotage Area 19 Commercial small boats 21 Recreational small boats 22 Collisions between vessels and marine farms 23 INTERACTIONS BETWEEN VESSELS AND MARINE FARMS 25 Beneficial effects of the farms on navigational safety 26 NAVIGATIONAL ISSUES RELATING TO THE PROPOSED SITES 26 Waitata Reach 26 Papatua 28 Ngamahau 30 Ruaomoko and Kaitapeha 33 CONDITIONS TO BE IMPOSED 36 Notification to Mariners/Education 36 Buoyage 37 Restricted visibility 37 Lighting 38 Engineering 39 AIS 40 Emergency procedures 41 Executive summary 1. This report was commissioned by The New Zealand NZ King Salmon Company Ltd (NZ King Salmon) and assesses the effects of NZ King Salmon’s proposal for nine new marine farm sites on navigation in the Marlborough Sounds. In summary, my view as an experienced navigator, both within the Marlborough Sounds and elsewhere, is that provided the farms operate under an appropriate set of conditions the farms will have the following effect on navigation: a. Waitata, Tapipi, Richmond, Kaitira and White Horse Rock: they will be objects which will need to be navigated around. Other than that the farms pose no issue; b. Papatua’s effects will be negligible. It is a remote part of the Sounds with very little traffic; c. Ruaomoko and Kaitapeha are sufficiently distant from the ferry track so as to enable a deviation from the inward track to safely take place and to provide for additional safe passage for small vessels between the ferry track, the farm and the shore; d. In the case of Ngamahau, this farm is located sufficiently far off the normal ferry track to not be a danger to navigation. There is sufficient sea room for small vessels to transit between the shore, the farm and the ferry track. 2. In terms of conditions: a. Each farm will need to be appropriately lit at night. Decisions about appropriate lighting are made by the Harbourmaster. The lighting on NZ King Salmon’s existing farms are, to my mind, appropriate. I would add that the lights on each farm should be synchronised to enable easier comprehension of the form of the structure at night; b. I do not recommend additional buoyage; c. The Harbourmaster may wish to consider audible signals during periods of restricted visibility (fog); d. All structures must be engineered to minimise the risk that the structure will become free. This is particularly the case for the Ngamahau farm. A maintenance regime must be designed by an appropriately qualified and experienced engineer. e. I recommend that NZ King Salmon have documented emergency procedures which are approved by the Harbourmaster should any failure of moorings occur; f. I recommend that navigation warnings and notices to mariners be issued prior to and at the time of the structures being installed. An education campaign could target recreational craft which do not know of or pay attention to such notices; NZ King Salmon Navigation Report 29 September 2011 2/41 g. I recommend each farm located in Tory Channel have installed a Class B AIS Transporter, installed in accordance with the directions of the Harbourmaster. Introduction Current Position 3. I am a master with Interislander, recently serving on the Arahura, the Aratere and the Monte Stello Cook Strait ferries. History of life and involvement in Marlborough Sounds 4. In brief, I grew up in the Pelorus Sounds and worked in my grandfather’s long established family business, Eric Johnson and Sons Ltd. The business involved passenger vessels, mail launch contracts and barging operations. As a family we were also involved in logging the last native timber available and in general bulldozer work in the Sounds. 5. Also during this period we had the use of, and later owned, one of the last coastal scows, the Vesper, which we used to carry logs and machinery as well as a support vessel. Also, for a short period during this time I was commercial fishing in my own vessel. 6. I then went to sea and was away from the area almost continuously for about four years, by which time I was a qualified junior deck officer and working under a contract that meant I worked less than six months a year at sea. By this time, Eric Johnson and Sons Ltd had been split up and parts sold off. The Vesper was converted to a dumb barge (a barge without propulsion) at Ministry of Transport’s insistence and became part of (the now separate) Johnson’s Barge Service. 7. The last years of native timber logging we spent at Port Gore and the last major bulldozing work at Onapua in Tory Channel doing pine plantation preparation work. At about this time we converted the remaining passenger vessel for trawling and marine farm work which we then continued for a number of years. Aquaculture 8. I, through a family trust, am a member of the Marine Farming Association. The trust owns mussel farms at: Yncyca Bay, Old Homewood Bay and Port Gore. Within my immediate family there are also marine farms owned at Maori Bay and Kingfish Bay, Port Underwood. 9. I have previously appeared as a witness on navigational matters involving aquaculture before the Marlborough District Council. Some farms I have supported. Other farms I have opposed. 10. I have no financial interest in salmon farming. NZ King Salmon Navigation Report 29 September 2011 3/41 Maritime Education and Training 11. By 1986 I had left the sea and was working as a tutor and later an examiner, at the New Zealand School of Fisheries based in Nelson. I was involved in teaching and examining all subject areas (except engineering) in all statutory grades up to Skipper of a Deep Sea Fishing Vessel and in the recreational (Coastguard) certificates. There were however, specialist subjects taught at the school outside the statutory certificate system in which I had no involvement. Qualifications 12. I obtained the qualification of master of a Foreign Going Ship in 1980. This entitles me to command any vessel anywhere in the world so long as I hold the appropriate ancillary certificates for specialist vessels. 13. Immediately following that I did the part of the Extra Master syllabus relating to Magnetic Compass, after the requisite amount of practical experience obtained a licence to act as a Compass Adjuster. 14. All commercial vessels are required to be surveyed. As part of the requirements for a vessel to be “in survey” the magnetic compass must be calibrated. As a local compass adjuster I meet many of the skippers operating commercial vessels in the Sounds. 15. I hold the entry level engineering qualification so that I can operate as an Inshore Launch Master. This allows me to have sole charge of vessels operating near shore. The size of vessels is dependent on the class and actual area of operation. 16. Currently I hold qualifications which allow me to be exempt from carrying a pilot (on designated vessels) for the Queen Charlotte Sound, Tory Channel and Wellington Pilotage districts. 17. In the past I have held “Pilot Exemption Certificates” for Auckland, Tauranga, Lyttelton and Timaru. 18. During the time spent on oil tankers I held a Class I Tanker Endorsement to allow me to be in charge of tanker cargo operations. 19. During the time spent at NZ School of Fisheries, apart from the various certificates for attendance at tutor training courses etc, I held a certificate to act as an Examiner for all statutory grades up to and including Skipper, Deep Sea Fishing Vessel. 20. The NZ Maritime School in Auckland wanted an examiner “outside” their system, so I started into the process of becoming qualified to examine Foreign Going qualifications. However I found, once I had begun the process, there were too many demands on my time so I did not pursue it. 21. I am currently only examining Local Launch Operator and Inshore Launch Master candidates. NZ King Salmon Navigation Report 29 September 2011 4/41 Experience on large vessels 22. During my first period at sea, I worked on various ship types including roll on roll off vessels, bulk cargo, general cargo vessels and oil tankers. 23. After a period ashore of about nine years, I returned to sea as one of the masters on the first of the fast ferries. Without going into any detail, this whole operation was seriously flawed, so I left as soon as possible. 24. I then joined Strait Shipping with the arrival of their second vessel, Suiliven. 25. An opportunity arose to be involved as master on a new coastal roll on roll off service on the vessel Bass Reefer. With the halving of freight rates on the coast that business folded. I then joined Silver Fern Shipping working on the coastal tankers until 2000. 26. In 1999 I started working for Interisland Line on a part time basis, leaving Coastal Tankers in 2000 and becoming full time with Interisland Line initially as a junior officer.
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