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
Issue link: https://viewer.e-digitaleditions.com/i/56633
Naiad performance at its best acknowledged expertise and international reputation in RHIB design, and that the pontoons are a functional part of the hull's stability and performance – unlike many competitors, which are really conventional hulls with pontoons attached as fenders. Size was a limiting factor. The existing shed would take a 10m boat together with the launching tractor with a little bit to spare. Naiad conveniently offered two hull options, a 10m with outboard power and a 10.2m with waterjet power. Both options featured a forward-raked screen and a well deck for'ard, but both were design issues and were flagged as not being very bar-friendly. The unit took the opportunity to trial both options with other units and outboard power stood out as being the most suitable for their needs, particularly because of its acceleration from standstill, which was seen as a must for the river bar. From there the basic design was refined with help from Naiad. Out went the raked screen (a couple of timely incidents in the United States proved to the project team that it would not be a good idea) and in went a conventional aft-raked screen. For added assurance they increased the specification of the glass to 10mm. The well deck was done away with, as was the rear cabin bulkhead, so they were left with an open cabin arrangement. As the vessel was being stored in a shed there was no need for a lock-up cabin, and the absence of a rear bulkhead improved communication with people on the rear deck and enhanced their safety accordingly. The initial engine choice for the Whakatane Rescue II was twin V8 Yamaha outboards, but during the design phase they learnt that 300hp V6 Yamaha outboards would be available. The weight difference was significant and the V6s were chosen. The existing vessel was powered by twin four-stroke 200hp Yamahas which never missed a beat, so the team members were comfortable specifying Yamahas without any deep consideration of other manufacturers. Getting the workspace right was the greatest challenge. Typically one person had to deal with navigation, collision 20 Professional Skipper March/April 2012 avoidance and communications, simply because all the gear was in front of them, which was too much for one person. The new concept was to separate the important functions and with 10m to play with they had room to do that. The result is four distinct functions. The helmsman is supported by a 12in Raymarine multi-function display and has autopilot available. The for'ard port side station is set up for navigation with a 14in Raymarine MFD. Behind that station is the comms station, which has three ICOM VHF radios (one for the Coastguard working channel, one for channel 16 and the other for boat-to-boat comms when they have a vessel in tow). The Raymarine MFDs are linked to a data screen at the comms station so all the information that might be needed is available. The starboard-side rear station has a 14in Raymarine MFD available for radar support/collision avoidance and is a backup in the event of the for'ard station failing. The dual-range capability of the 4kW Raymarine HD digital radar allows two stations to run the radar on different ranges. The station will support a FLIR thermal imaging camera in the future if the unit is satisfied with its operational benefits. We were told the jury was still out on this and at $26,000 they needed to be satisfied it would be money well spent. The helm, navigation and support stations all have ICOM command mikes so if the vessel is operating shorthanded everyone has comms available. Each station has a volume- adjustable speaker on the primary frequency so individual needs can be catered for. The electronics also include Raymarine AIS, a reverse image rear deck camera (the helmsman can bring the image up on his screen and monitor the rear deck without having to look back) and the Raymarine Lifetag automated man overboard system. The MFDs are all Raymarine E Series wide with touch screens. The team's initial inclination was that touch screens wouldn't work all that well in a moving boat. Some pre-purchase sea