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OPINION PIECE DELAYS SUNK RENA RESPONSE BY JIM MCMASTER I write in response to some comments made by Rear Admiral David Ledson (Rtd) in the January/February edition of your magazine. I'm sure all practising and retired mariners would applaud the commander's loyalty to his current shipmates, but equally, there are a number of us who might be tempted to question the accuracy of his assertions. This is of course in regards to the Rena incident and the "less than flank" speed of Maritime New Zealand's response to the event. Basically, he suggests there will "almost certainly be an enquiry of some sort into the response". Like his support of Maritime NZ and its recent director, this is without doubt laudable, but more importantly, for their on-going credibility, absolutely necessary. Without delving too deeply into the events immediately following the grounding, there would certainly appear to be a case for an "enquiry of some sort". Basically, the fact that it took more than four days to mobilise a vessel capable of having the stricken vessel's bunkers transferred to safety can only be considered deplorable. It wasn't as if the Awanuia was coming from Singapore, and the fact she had a cargo of bunkers on board destined for Ports of Auckland's customers can hardly be considered a factor contributing to the delay in having her all but alongside the Rena, awaiting orders. This cargo could have been discharged in Tauranga, rather than have her return to the refinery to discharge, as was the case, while the four or five days of excellent weather was slowly ebbing away. On asking this question at a public meeting, I received confusing answers from the director of Maritime New Zealand. Firstly, the Awanaui was not requisitioned earlier than the four or five days it took, "because the salvor didn't want her there earlier". This answer was modified to, "the Awanuia had commercial commitments to consider", then, "she had to return to Marsden Point to discharge the cargo already on board". In reality, this was humbug and flirted with the truth, as was the case when the number of master mariners currently employed by Maritime NZ was being questioned. This was an attempt to establish just how much, or how little, support the director has from professional mariners. It might be easier just to list a few questions: 1. Did the salvor indicate he didn't want or need the Awanuia until four or five days after the grounding? If so, perhaps he would like to state why, given the importance of discharging her heavy fuel oil asap, particularly when the ship was all but upright, still had crew on board, who were familiar with her operation, and still had power and pumps. Importantly, her bunkers were still warm and much more easily pumped. Reports that her crew were already preparing to discharge her fuel need to be confirmed. 2. Did the fact that she had "commercial commitments" indicate a reluctance on the part of Ports of Auckland, as part owner of the vessel, or Shell, as her charterer, to release the vessel? If so, the people of Tauranga should be made aware of this. Equally, claims of an outrageous charter rate being struck for the vessel, plus an Auckland tug, need to be either confirmed or 36 Professional Skipper March/April 2012 put to rest. Surely POAL would not be attempting to capitalise on the Bay of Plenty's potential misfortune? 3. Were there protracted negotiations about the daily rate which would need to be paid before the Awanuia could be released from her normal duties? If so, was this because senior Maritime NZ personnel failed to understand their powers in what was all but a national emergency? Although the crew could not be "requisitioned", the vessels, being New Zealand- flagged, could, and there is little doubt the crew of the tanker and tug, who subsequently performed so admirably in wretched conditions, would have volunteered in a heartbeat. 4. Was there in fact "interference" from the vessel's insurers, as was also suggested? The above will hopefully be addressed if or when any kind of enquiry is held, but in the meantime, despite Ledson's assertions, Maritime NZ is not "in good heart" and is far from being held in the high regard it should enjoy within the industry it represents and regulates. There has been increasing concern of late that the dearth of well-qualified mariners in senior positions has led to predictable debacles as witnessed during the early days of the Rena response. Fortunately, due it would seem in part to the skill of her German builders, she has not broken up, despite a number of heavy weather events. But the late response in getting her bunkers off has created extremely dangerous scenarios for her very capable and dedicated salvors, who may not have had to face those odds had the bulk of her fuel been discharged during the first few days, when fine weather and calm sea conditions prevailed. Equally, residents of the Bay of Plenty may not have suffered the trauma of wondering just how much longer our pristine beaches can retain this status. Marks to the commander for his column in supporting his organisation, but given their many perceived failures of late, a change of not only the head of the organisation, but also yet another review of those who were appointed during her tenure, may well be appropriate. The editor's statement that Cath Taylor "will still be in the wings of Maritime NZ as a consultant to ensure a smooth transition of command" is of concern, and one feels there are already more than sufficient snouts in that particular trough. The rumour about a further appointment to the Department of the Environment regarding the on-going salvage operation must hopefully be incorrect. If not, this can only be considered a bizarre development. Jim McMaster is a master foreign-going based in Tauranga. He is the pilot and loading master for the Taharoa ironsand terminal, working 150,000 tonne bulk carriers.