Island Time
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Posts posted by Island Time
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NZ resident as owner WILL be charged GST/Duty on arrival.
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This is interesting. Commitment!
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Usually starling crew is from about 48kg. But 43 is not unknown. Have to hike hard and learn to depower the rig in a breeze. If she's keen , go for it!
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Ok, Please don't take this the wrong way. As you have no other answers perhaps I can offer a few thoughts?
The Tasman is not to be taken lightly, and December can be windy. Expect to see 40-60 knots at some stage and you will likely not be disappointed. You may be lucky, but don't count on it. You may be unlucky and see more... Consider before leaving what your heavy weather plan is.
I have done the Tasman more than 10 times, including Solo, and over 50000 blue water miles. You say in your ad that you are on your 1st bluewater passage, that's cool, we all have a 1st. Is the boat NZ registered and therefore Cat 1? If so, the crew experience is part of the Cat 1, and that would encourage a potential crew that you and your mate have sufficient experience.
However you are also saying indirectly that you are not technically up to running a vessel of this type, and are looking for someone who is. Someone who is competent, (Qualified?) AND has the watchkeeping experience would likely expect to be Skipper. I would.
I'd also advise a checksheet for use underway, preferably every watch, including visual inspections of all fluid levels (Oil, Coolant, Steering fluid, hydraulics etc, for all motors incl Gensets etc), and write down/mark the oil pressures normal position, oil temp, engine temps etc so you have a baseline. Deliveries are the most dangerous voyages, as you are learning the vessel.
Good luck, I'm sure it will go fine!
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Tonga
in MarineTalk
Yes. But I've never bought a return ticket. Just a properly executed letter, it needs to look official, proper vessel stamps and letterheads help. Seafarers do this all the time, replacement crew fly in on one way tickets, but often Airline staff are not used to it. And check in with plenty of time. If you have issues, ask for a supervisor.
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Nah, this one I reckon
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Tonga
in MarineTalk
You'll need an official letter from the owner/skipper saying you are signing on as crew. Best on letterhead, and stamped with ships stamp. Otherwise airlines can deny boarding...
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Found on for you. Very tidy. PM'd you.
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1 hour ago, funlovincriminal said:
Not a kiwi boat and $75k north of budget
Fair enough. Good 1220s don’t stay on the market long….
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What about this? Good price I reckon..https://www.trademe.co.nz/a/motors/boats-marine/yachts/keeler/listing/4171822753
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You can give feedback here https://aucklandtransport.au1.qualtrics.com/jfe/form/SV_4O50ulCJnvay6WO?URLTopic=mainlink
This is what I submitted.
I oppose the proposal to terminate the Gulf Harbour ferry service in 2028.
It reduces public transport options in this network, increases congestion on the eastern half of the peninsula and will result in greater private vehicle use and carbon emissions. It fails to recognise the specific constraints of this section of the Whangaparaoa Peninsula and the important role the Gulf Harbour ferry service plays in providing the fastest and most convenient public transport option to commuters travelling south to the city. As such it runs entirely contrary to the notion of an integrated public transport network on the Whangaparaoa Peninsula and has the potential to produce perverse effects on that network as a whole.
(b) This proposal will negatively impact people’s travel choices and their lives.
( a chance to briefly say if you live in the area and how it will affect you? Will you use a bus instead? Will it impact you travel choices and life more generally? How will this impact your travel if traffic congestion gets worse in the 10 kms of Whangaparaoa Road to the Penlink turn off in Stanmore Bay?)
e.g This proposal will adversely affect the travel choices and lives of people east of the Manly shops. Significant numbers of people have bought houses in Gulf Harbour and surrounds because of the presence of the ferry service. Indeed the ferry service has been marketed by developers for the last 20 years as a selling point and at one point assisted financially by the developer at Fairway Bay.
(c) The GH ferry service is a distinct travel option that has successfully served this part of the Whangaparaoa Peninsula for the last 25 years. It will not be duplicated by future improvements to the local bus service.
The GH ferry serves a distinct catchment on the Whangaparaoa Peninsula that will not be duplicated by improvements to the bus service in 2028.
The ferry service is the fastest, most convenient and comfortable public transport option for commuters travelling to the city. This applies to anyone living east of Little Manly travelling to the city. As such it is extremely unlikely ferry commuters will simply transfer to buses, indeed it is far more likely former ferry commuters will in fact return to their cars thereby exacerbating the already constrained roading network.
The journey times and choice of sample journey advanced by AT are misleading. By AT’s own Hop data the majority of ferry patrons come from the general Gulf Harbour catchment not Manly shops (as used in the sample representative journey put up AT - the average travel time attributed to the ferry exaggerated as a result).
The rationale of ‘duplication’ advanced for terminating the Gulf harbour ferry runs entirely contrary to what is being proposed for nearly all other ferry services in the RPTP where they are being extended despite the simultaneous investment of major new bus infrastructure in the same location. (e.g at West Harbour and Hobsonville the proposal is for additional peak, mid-day and evening ferry trips despite the fact an improved busway and express service from Westgate along the North Western Motorway is currently being constructed. Similarly at Half Moon Bay the proposal is to add additional peak and weekend trips despite the massive investment in the nearby Eastern Busway).
Right up until this RPTP proposal went out last week, Auckland Transport has previously consistently signalled to the community that the Gulf Harbour ferry service would also receive a similar extension in services over time. As such this proposal represents a breach of faith with the community.
(d) This proposal will add to the already constrained 10 kilometres of roading network from Gulf Harbour/Army Bay through to the Penlink intersection affecting both private vehicles and buses.
There is approximately 10 kilometres of roading east of the Penlink connection which remains entirely unaffected by the Penlink project. It is also the part of the peninsula served by the Gulf Harbour ferry service and which will become increasingly congested for private vehicles and buses alike as development continues.
This section of the peninsula already queues back to Little Manly in the mornings - Penlink does not do anything about this fundamental roading constraint east of the Whangaparaoa Plaza – there are no plans to widen or add lanes and previous studies through the legacy council have shown this to be prohibitively expensive. Removal of the ferry service will inevitably put more private vehicles back on the road for this 10 kilometre section exacerbating the congestion that already affects both buses and cars.
(In short if the ferry service is removed $835 million will have been spent improving the travel times getting off the peninsula once at Stanmore Bay but simultaneously increasing the travel time and congestion actually getting to that turn-off – in essence one step forwards two steps back for any bus or private vehicle travelling from east of the Plaza).
As such this proposal shows inadequate awareness of the internal network dynamics of the 15 kilometre long Whangaparaoa Peninsula. It assumes Penlink improves travel times along all the peninsula. It doesn’t. Whangaparaoa will therefore always remain a delicate balancing act in terms of traffic flows given its inherent geographic constraints with the ferry service remaining the best travel option for travel to the city from the eastern half of the peninsula for this coastal community.
(e) The proposal runs contrary to repeated assurances given by Auckland Transport that the ferry service would be increased and improved in the future. It also runs contrary to the emerging integrated transport network on the HBC .
This proposal runs entirely contrary to the repeated assurances given by AT over the last 6 years that the GH ferry service will be incrementally improved with additional sailings and improved vessels – assurances that have been backed up with considerable sunk investment in the GH ferry service – through implementation of additional sailings, the multi-million dollar purchase of the leasehold interest in the Hammerhead for the ferry terminal and associated parking (at the behest of AT) and the multi-million dollar payment for long term leases on the 3 ferry berths at the marina along with additional investment in ferry infrastructure at both Gulf Harbour and in the city.
As such this proposal represents a breach of faith with this community who were not consulted in any shape of form as with their elected representatives (and it would seem the operator as well its CEO publicly stating “We regard the Gulf Harbour ferry service as a valuable and important part of Auckland’s wider ferry network.”
The Gulf Harbour ferry service is a vital part of an emerging integrated transport network on the Hibiscus Coast involving private vehicle, bus and ferry travel. Penlink will enhance the overall network but to remove the ferry component as proposed will negatively impact the others to the detriment of
the network as a whole. The significant investment of Penlink will be compromised on the eastern half of the peninsula as a result.
(f) Auckland Transport’s assertion, as part of their rationale for eliminating the service, that ferry unreliability is mainly attributable to unfavourable weather conditions is incorrect.
Ferry cancellations were simply not a significant issue when the previous operator 360 Discovery ran the Gulf Harbour ferry service up to 2019. Cancellations in the period referred to in this proposal (41.3% figure quoted) were largely the result of the well-publicised region wide crew shortages, vessel breakdowns and other operator-related issues. To suggest otherwise, as this proposal does, is misleading. Auckland Transport’s own travel data below, shows average annual cancellation rates averaged only 6.8% in the four years 2018-2021 yet a phenomenal 43.13% in the last 18 months.
Average cancellation rates 2018 - 5.25%, 2019 – 5.79%, 2020 – 7.42%, 2021 – 8.91%, 2022 – 38.35%, 2023 – 47.91%
As far as cancellations go, the main issue lies with the operator’s performance not the weather (and indeed AT’s ongoing failure to ensure that a satisfactory standard of service is consistently being provided as was the case pre-2021). This has led to the view in the community that AT is allowing the service to be run down through chronic unreliability and a high cancellation rate rather than adequately addressing the operator’s shortcomings on this particular run and indeed across the ferry network as a whole.
(g) Overall carbon emissions will increase with the proposed termination of the ferry service
The Gulf Harbour ferry service makes a significant contribution to the reduction of carbon emissions from the eastern half of the Whangaparaoa Peninsula.
When the Gulf Harbour ferry was not beset with the chronic unreliability of the last 18 months it could average 16,000 to 18,000 boardings a month pre-covid with the previous operator (and that’s for just a 5 day a week timetable). Even with a 37.1% cancellation rate in March 2023 it still had over 10,000 boardings. Addressing operator reliability will see that number quickly climb back up again and increase even further with ongoing development in this area. The Gulf Harbour ferry can therefore make a significant contribution to an overall reduced carbon footprint for this part of the Whangaparaoa Peninsula especially if termination of the service results in the return of significant numbers of patrons to private vehicle use and increased congestion.
Battery electric and hydrogen technology is progressing fast. In 5 years time there could well be improved options for longer runs such as the Gulf Harbour route in addition to the funded efficiency gains from the ongoing upgrades to existing vessels in the fleet that will result in better performance.
The proposal to terminate the Gulf Harbour ferry service should be rejected and instead the focus in this RPTP put on increasing the weekly services at Gulf Harbour (including the trial of a weekend service). This would be consistent with what is happening with other ferry service across the region and with what has previously been planned for the Gulf Harbour service. It would also be far more consistent with the vision and goals articulated in this draft Regional Public Transport Plan.
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For a start, AT were using passenger numbers from the last couple of years - covid and crap unreliable service so no workers want to go on it as they cant gaurantee to get home. If it actually leaves! The numbers were not wrong, but did not state the position accurately. Lies, Damn lies, and statistics! Picking statistics to suit your agenda is not being truthful...
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Yep, those guys bought a 1280. I can put you in touch with them if you'd like to talk? They are in seaview now...
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getting hard to find a good one.
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Sorry, but the AT data is fundamentally flawed. Timing wise it doesn't allow for the times to GET to penlink, or the fact most of the ferry users come from the outer end of the peninsula. Most days at peak traffic times it can take 15 mins to get from Army bay to where the new "kiss and ride" bus station will be (NO parking!). Travel TO GH from these areas is usually a few mins, not stuck in the queues.
Currently there is a new 88 home development at fairway bay, and it's quite likely that the (now closed) GH golf and country club will become housing - 400 + homes. All this on a basic dual carriageway road, just to get to Penlink or the Penlink bus station, PLUS a bunch of extra busses on the road and the extra traffic from the new developments? That 15 mins could easily reach 30 mins in the next few years.
The bigger ferries hold 240 passengers. A 50 min trip to central Auckland. The buses simply wont be able to do that at peak periods. And I think 60 people on a bus. So 4 bus loads on a ferry.
We have had a bus accident blocking off Gulf Harbour completely (Blocked both lanes of Whangaparaoa Rd, for many hours) - this is the ONLY road, no other access but by air or boat (no emergency services). The ferry at least gives one other option.
Currently AT are saying that "most" of the GH ferry cancellations are due to weather. That is simply not correct. When 360 ran it, there were approx 5% cancellations. Now it's 43%. People are not using the ferry because its too unreliable. Current patronage is about 5000/month. It was over 15000/month at peak, when it was reliable. The ferry car park (remember the new bus station does/will not have one) at GH hammerhead was often pretty full...
Weather - remember that the same size ferries (<24m) in Faveaux Strait, run in up to 50knots and 6m seas. We never get that here.
ALL other ferry routes are being increased, just not GH. AT have said, IF they retain the ferry, they will put on more (I don't understand their logic) ferries, incl weekends and evenings. To make a route work, it must be convenient for users...
I'll see if I can find the data about trip times and errors in the AT stuff. It was pretty well presented at the meeting.
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Nearly 400 at the meeting last week, pretty good turnout from a pop at the end of the peninsular of 7000... and over 3000 signatures on the petition a week ago.
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9 hours ago, Black Panther said:
Ive never been asked for insurance clearing in, where was that?
If you need to go to a marina get (3rd party) locally. I've never been questioned at a fuel dock and tend to avoid marinas.
Malaysia asked when clearing in - once, but not the other times 🙄 , oh and Thailand as well IIRC
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On 18/07/2023 at 11:59 PM, Black Panther said:
I never bothered with offshore insurance. Clear customs and you are on your own.
Times have changed. In many places, no access to a marina without insurance - can make fueling etc difficult, and I've even been asked for insurance details when clearing in... But anything will do there, they just want the piece of paper...
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rates are sure increasing!
Makes our place in the GH marine village more attractive - we are paying ~$2400/yr for a 15m berth (license to occupy comes with the house), and plan to rent both in 5 yrs when we go offshore again....
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35 minutes ago, K4309 said:
I understand you are correct in the technicalities of the rules IT. I guess what I am saying is a combination of your two points above. A prudent skipper will just stay out of the way of heavy shipping. The long extension of this is to meet his colregs requirements of avoiding a collision.
This is complying. Make your alterations clear and early.
Your other examples are a vessel NUC - not able to make way in a controlled manner. Most yachts don't carry the correct lights for that (red over red - skippers dead!) or day shapes (two balls - a balls up!) and a VHF Securite call on 16 to alert any approaching vessel of your position is sensible. DSC works well for an approaching ship.
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The colregs also say that both vessels must avoid collision.
The stand on vessel only maintains course and speed until it's obvious that the burdened vessel is not going to alter course/speed.
Then at that point the stand on vessel must slow down, back up, or change course as required to avoid a collision.
There is NO might is right rule.
Saying a yacht can get run over in a channel by a vessel over 500 ton means the yacht was in the wrong. It's unlikely the ship's crew will die.....
A prudent skipper (of the yacht) might elect to stay out of the channel altogether, or cross it at 90 deg when clear. A yacht needs a lot less water than a ship.... and there is no collision risk out of the shipping channel!
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Come on guys, the rules are there so that other skippers know what your are (likely/supposed) to do.
There is no "tonnage" rule, except in areas of restricted navigation, as above- the 500 ton rule inside pilotage limits.
If you can keep clear of any larger vessel so there is no collision risk and you'll pass outside the prohibited zone, well and good. If not, then the rules say once there is any perceived collision risk, the stand on vessel is REQUIRED to stand on, so the burdened vessel can make the required changes to create the separation needed. Before that, make any changes early and large, so they are obvious to the other skipper. The colregs are there for good reason, and from a long history of incidents.
Please follow the rules, don't make up your own - it wont go well for you in court!
If you don't understand this, please go and get some training.
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Try this compass! Can't adjust for this!
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Photoshopped or not.
in MarineTalk
Posted
Does not look right to me. I'd say yes, photoshopped...