The only specialised marine publication in Oceania that focuses on the maritime industry, from super yachts to small craft to large commercial ships, including coastal shipping, tugs, tow boats, barges, ferries, tourist, sport-fishing craft
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The REA can get up to service speed very smartly a twin situation, would have coped adequately for the amount of time that these vessels will be expected to operate at 24 knots under maximum loading. In saying this, Terry was not going to have a hotch-potch of motors, built at different times either from Japan or the USA, or engines that had been sitting around in Singapore or Australian workshops. At Terry���s insistence the staff from Whiting Power Systems went out of their way to ensure that the motors were all consecutively numbered and built in Japan. On the down side, the larger motors added more weight and left no room in the engine compartments for normal servicing. To change an impeller or even the Vee belts, requires the motors to be lifted out. While this is not a biggy, it is the first of many compromises involving the operational requirements of these vessels. We are advised that although this can be done in half and hour, it is not something you can do while in active service at sea, leaving the one choice of limping home for repairs. These vessels are well built. Constructed in marine grade alloy plate, workmanship and construction is solid, using good welding techniques. This applies to all machinery and electrical installations throughout. There are large weatherproof air intakes on the inside of the port and starboard coamings that allow for a good airflow to the beasts below. Moving forward into the shelter cabin, there are two small bench seats for crew. The back of these seats, an in-house design, can be unlocked, lifted and rotated to form a practical table for laptops and such when operating at low speeds. Next there are two independently sprung Shark shockmitigating seats. This was the first time we had seen these seats in operation and have to say we were impressed on our first encounter. ���Shock��� is usually caused by random ���hits��� from head sea impacts or overtaking following seas. Shock mitigating seats such as these are designed to reduce the effect of those hits on the human body, thereby reducing injury, improving comfort and extending the hours personnel can safely use fast water craft. After falling off a significant wave where I thought, ���This might hurt���, I was pleasantly surprised that the seat allows one to rest ones buttocks, gives good back support, and the pommel gripped between the legs aids stability. While semi standing and when bottoming out, the seat softens the drop and reduces jarring forces by 75 percent, leaving the legs to take up the rest. Constructed in carbon fibre, titanium and 316 stainless steel fittings, using waterproof fabric coverings, these seats, New Zealand designed and manufactured, have huge potential in the high-speed vessel market. 24 Professional Skipper March/April 2013 The removable canopy is clear with the join just below the windows. The radar arch folds back to rest on a holding prop on the transom, allowing the canopy to be unclipped, the electrical leads to the spotlight, wipers, lights and horn to be unplugged, then the canopy can be lifted and shifted by four persons. Because of the removable cabin top, Terry contracted SeaMac and asked them to produce the framed, fixed and sliding windows, and the opening front window, that all needed to be robust structures, able to withstand twists and forces not expected in a normal fixed installation. The main conning position is to starboard, which with the exception of the crane forward, affords good all-round vision. The crane itself would be liveable, were it not for the added intrusion of the winch drum at eye height when seated at the helm. A bit lower would have been a huge help given that it is not an easy task to lift it out or to stow it away again when rocking about. In saying this, the purpose-built winches are an amazing piece of work. For the navy crew, it will be one of those useful tools that will remain in-situ. Another compromise. Navigation electronics consist of two Lowrance 10in displays with sounder, plotter and broadband radar along with AIS and VHF. This equipment is compatible with the rest of the electronics in the Protector Fleet that is supported nationally by ENL. Below the helm console is a small chemical head for when taken short. In this compartment are the large inverters that provide the 240v power required for much of the portable navy equipment used in hydrographic work. Opposite, in a similar compartment, is a small galley with chiller box, crock-pot and kettle. Behind the steps on both sides of these compartments is the comprehensive bilge valve chest to all compartments and voids. There are three bilge systems: manual, electric with high-level auto start and alarm, and the crash pumps that run off the engines. The main and house battery isolators are also in this area. On stepping through the front stable door, there is the large main working deck with dive bottle racks to port and a side door with drop down ladder to starboard. Divers may also use the large boarding platform aft. The 250kg SWL crane is to starboard in front of the helm. While not ideal, it is placed in the best position for the Cox���n to monitor lifting operations and maintain stability. Meanwhile to port, is a capped tube that we are advised houses the main hydrographic survey sonar transducer. This boat certainly has some kit onboard so it is easy to see where all the added weight was coming from. Up in the bow is a mysterious bow door. Not for beach landings, rather it is to provide aircrew access aft, when the