Under Way March 81

HOUSE JOURNAL OFADTOI'ii:f,f:?,s sroaPMARCH 1981

uauMARCH 1981Produced and editedby thePersonnel DepartmentUnion Shipping GrouP LimitedWellingtonCOVER PICTURESFront: new premises for UnionMaritime Servrces Ltd, Dunedin - seepage 2.Eack: New Zeatand Offshore Services'supply vessel \"Lady Rachel\" with theSedco 445 drill ship in the background.A story about this operation will appearin a future issue. Photo by courtesy otShell BP Todd Oil Services Ltd.Postscriptto o sogoRemember the article in the June editionrecounting the epic 422-mile tow of \"UnionRotorua\" by her sister ship, \"Union Rotoiti\"?The event will not be forgotten. Captain JohnWarren (left), Master of \"Union Rotorua\", re-cently presented Captain Andrew Keyworthof \"Union Rotoiti\" with a plaque in recogni-tion of the services rendered.Mounted on the plaque is the case of therocket which carried the ship-saving tow lineto \"Union Rotorua\". The inscription reads:To\"Union Rotoiti\"From One S/ste/' to Another\"Thanks for the Tow\"\"Union Rotorua\".

Historic Pencorrowlighthouse restoredPencarrow lighthouse, New Zealand's firstpermanent lighthouse and forerunner of anetwork of lighthouses throughout the coun-try, has recently been restored by the HistoricPlaces Trust.The iron tower lighthouse which servedWellington for three-quarters of a centuryhas had a complete facelift. The main shell,consisting of 25mm thick cast iron panels hasbeen sandblasted and painted, the lanternhas been re-glazed and new wood windowshave been installed. A new walkway and aladder to the roof have also been installedand the interior rooms have been restored.The lighthouse was built in 1859 after yearsof growing pressure from Wellington settlersfor a beacon to help guide ships into port.Strandings and wrecks were common in the1830s and 1840s, but there was no estab*lished system outlinrng who should foot thebill for a lighthouse. Settlers' requests for alighthouse met with little response from theGovernment and they eventually took matters into their own hands and built twowooden pyramids on Pencarrow Head to actas markers. But these were soon destroyedby gale force winds.ln the early 1840s, the Government built atemporary beacon, housed rn a rather primitive shack on the Pencarrow headland whichwas tended by Mr G. W. Bennett, who livedthere with his wife. Then, in 185 1, the barge\"Maria\" was wrecked off Terawhiti and 30people died. A public meeting was called inWellington to discuss the urgent need for alighthouse and the Government agreed tobuild one.ln 1852, Edward Roberts designed thelighthouse and, after seven years of furthernegotiation and planning, the money wasraised and, in 1 858, the pre-fabricatedlighthouse was shipped out from London in480 separate packages, weighing 60 tons. Bythe time it was erected, Mr Bennett had diedand Mrs Bennett became New Zealand's firstlighthouse keeper and also the only womanto hold such a post.The lighthouse first operated on January 1,1859. lt had a drum lens with a 1400mmdiameter and its light could be seen from aradius of 80 kilometres.The liqht was originally a revolving one,with an eclipse every two minutes, burningcolza oil, but in 1881 it was changed to fix-a ed light burning paraffin. lt served the port for76 years until 1935, when it was superseded.The fully restored iron lighthouse, ad-ministered by the Historic PIaces Trust, canbe reached by an easy 8 km walk fromEastbourne. The Trust will be arranging,through its Wellington regional committee,for occasional organised trips to thelighthouse when it will be possible to viewthe interior.

-COVER STORY:Dunedin office mokes secondmove in97 yeorsFrom left, back row: Ross Winefield, Stephen Fitzgerald, Jim Cochrane, Alistair Hannah andRon McMurran. Front row: Sharon Swallow, Geoff Grenfell, Georgina McGillivray, HectorHarvey and Ewen Brass.On March 16, Union Maritime Services Ltd, Dunedin, moved into 2,200 square feet ofmodern, fully carpeted, brand new offices protected from the elements by double glazing.Located on the first floor of the new Automobile Association (Otago) Building at 450 MorayPlace, the premises place the Company right in the heart of today's commercial centre ofDunedin and provide first class amenities for staff and clients,lnevitably, the closing of 38 Water Street brought a touch of nostalgia. Occupied'by UnionCompany since 1929, it is just across the street from the Company's earlier Head Officebuilding which was occuped from 1884 until 1929. So ends g7 years' presence in Water Street- an event which prompted present day staff to gather in the doorway for a farewellsnapshot (above). For old time's sake, Superannuitant and former Branch Accountant HectorHarvey, who retired in 1967, joined in the group.Elsewhere in Dunedin, Union Travel has its retail sales office at 105 Lower High Street, towhere rt moved quite recently.The Shipping lndustry Training Boardcontinues to conduct training pro-grammes at Tatum Park, near Wellington,and at Manukau Techniial lnstitute inAuckland. The Senior ManagementCourse, held at Tatum Park in November,was attended by 18 seafarers (mostlyMasters and Chief Engineers) including anumber from Union Company. A total of109 Masters and Chief Engineers from allNew Zealand-based shipping companieshave now attended the Tatum Parkcourse. The Manakau Technical lnstituteprogramme was established for Deck andEngineer Officers and now also includesChief Stewards. Seven courses havebeen held so far, with total a course mem-bership of 88.Mr John Fisher, Director of Training of theWaterfront Training Organisation, Auckland,will retire on March 31 after 14 years in theposition. Mr Fisher's dedication andenthusiasm for training and accident preven-tion is well known to many Company staffmembers and throughout the industry. Hehas the best wishes of all for the future. MrFisher will be succeeded by Mr Joe Chaning-Pearce.The port of Bluff achieved its secondhighest tonnage on record in 1980 andfurther substantial trade increases are ex-pected this year. Bluff's best year forcargo was in 1977, when 1.2 milliontonnes of exports and imports crossedthe wharves. Trade figures for 1980 revealBluff's total cargo levels to be down byonly 20,000 tonnes on the 1977 record.One of the most significant increases ismeat, tonnages of which were up by 2Oo/o.Group Personnel Manager Graeme Peebleshas been re-elected to the Council of theNew Zealand lnstitute of Management,Wellington Division, and also to the NewZealand lnstitute of Personnel Management.Henry Peters of Union Maritime Ser-vices Limited's sales staff has beenelected to the executive of Sales andMarketing Executives lnternational.Union Maritime Services Limited have beenappointed Sub-agents at all New Zealandports for Salen Reefer Services.Union Steam Ship Company has exer-cised its option to re-purchase\"Marama\", which has been on charterfrom Ascot Shipping Limited for severalyears. \"Marama\" will re-join the Com-pany-owned fleet on April 1, 1981.\"Union Rotoiti\" will gain at least anolher40 seafreighter spaces following the decisionto remove the forward lift. This work will becarried out when the vessel is docked atNewcastle in April.\"Union Rotorua\" and \"Union Rotoiti\"were the most frequent callers at MountMaunganui during 1980, with a total of 31calls.Redevelopment of the Company's proper-ties at Greta Point, Wellington, is continuing.Reconstruction of the old stores building intoa tavern is on schedule and is due for com-pletion in July, 1981.\"Holmdale\" will undergo her 20-yearclassification survey at the end of March.\"Holmdale\" continues to provide sterlingservice to the residents of the Chathamlslands.ln recent months there has been a signifi-cant increase in trans-shipment Qargoes car-ried in the Company's \"Relay\" servicesthrough Australian ports. Recent shipmentshave included consignment of a wool for lran.iIil{IiII

Chonge in UnionSteom Ship Compony'sshore copitolThe Company's authorised share capital is $25,000,000, divided into 23,000,000ordinary shares of $1.00 and 1,000,000 preference shares of $2.00 each. Theissued and fully paid up capital is $19,000,000 comprising 17.000,000 ordinarvshares of $1.00 and the 1,000,000 preference shares of $2.00.The preference shares, which were issued in 1913, carry rights to a fixedcumulative preference dividend ol 5 112% per annum. The effects of inflation,taxation and the high rates of interest now available to investors of fixed interestsecurities have substantially eroded the value of the company's preferenceshares to the extent that the market value has fallen well below half par value.The Directors felt that relief should be given to preference shareholders, many ofwhom have sought some action to improve their situation'ln order to achieve this, Directors recently proposed a scheme to cancel thepreference shares following the payment to shareholders of $1.20for each shareheld. This amount is some 53/\" in excess of the last reported selling price of .78con November 14, 1980.Following the receipt of a favourable report from an independent charteredaccountant and an Order of the High Court of New Zealand, meetings ofshareholders were held at wellington on February 26, 1981. The proposal wascarried by an overwhelming majority.The company will now seek a further court order sanctioning the proposalsand it is expected the final payment to preference shareholders will be made onApril 30, 1981.The end results will be:a the Preference Shares will be cancelled:O the Company's authorised capital will be reduced to $23,000,000 and the paidup capital to $17,000,000 - all in ordinary shares;a former preference shareholders will receive payments substantially in excessof the market value of the shares and, if it is their wish, re-investmentelsewhere will enable them to increase their earnings substantially.l1nion Travel, New Lynn. From left: Kerry Marcinowicz, Margot Parsons, Eeverley-Anne Nobbsand Manager Ken Simpson.Union Trovel growsOn January 1, Union Travel extended itsretail office count in New Zealand by two tomake a total of 27 locations serving the tra-velling public throughout the country.The two new offices are situated at NewLynn and Henderson, both fast growing areasof greater Auckland. They were formerly theoffices of Concorde Travel Limited, whichhas been purchased outright. The Companynow has excellent representation throughoutthe Auckland area, including Oueen Street,and, more recently, Highland Park,(Pakuranga) and Brown's BaY.The western area of Auckland has longbeen regarded as having possibly the bestbusiness potential, especially with the recentgrowth of business houses and the vastdevelopment of newly formed residentialareas.The New Lynn office is staffed by fourtravel people, lead by Ken Srmpson, and Hen-derson office has Don Gill at the helm, ablyassisted by Stan Shieffelbien.

7todeveContri buti nglopmentUnion Shipping Group has a long standing tradition ofsupporting worthy national activities in charitable,sporting and other fields. Help is given in many waysranging from grants, to sponsorship and to practical helpto staff members chosen for nationa! representativeteams.On these pages we record a few recent examples of ourinvolvement in the sporting arena and also in helpingyoungrpeople, both staff and others, in confidencebuilding programmes such as Outward Bound and theSpirit oi Adventure Trust.!Setting the right couftie:---'- ---'6AtNt k vf r'Acxtot,(hY(t,,Conceived by the late Mr Lou Fisher, anAuckland industrialist, the \"Spirit of Adven-ture\" is scheme a to give boys and girls be-tween 15 and 18 years of age an opportunityto develop their self-confidence and, fromliving in close quarters afloat, learn tidinessand consideration for others. lt is also to pro-vide a floating medium for the teaching ofsailing, of the fundamentals of seamanshipand of various marine sciences.I\"Spirit of Adventure\" is a steel schooner of32 metres with accommodation lor 25trainees and a crew of up to eight. She wasbuilt to the order of Mr Lou Fisher, launchedin December, 1973, and handed over free ofcharge to the Trust Board. With the excep-tion of an annual refit period, \"Spirit\" opera-tes throughout the year undertaking ten-dayvoyages for boyd and girls and weekendvoyages for adults.

One young New Zealander, Steven Te Waiti, recently undertook voyage a underUnion Group sponsorship. His letter of appreciation is reproduced here.\"Sruu o/ -41*ot*n\"Promoting physicolexcellenceUnion Shipping GrouP suPPorts the New member./n, P f. lTlo,raetlSecretarcl,t?''fr,*to'ny r'ot,p,4uci/and; '))ea+ Jrr,u ,foloil laotonqhu ),/larA/ard,'6.Zealand Sports Foundation and is a currentW,fu {#f ;##i':;{l#,.'{*Wi,i; L:pn:E!,,\"!o/^ lii\" \"iu \")lo- ,r, atnosphe,e sho,tdiri\" r;l;*t Wl,$'\"d *, W,-:;oaoerrur!.. J/ \"i\"_ rn* ,;ale ;(:etdeen A*rf rnottt';'** rhore o/ a-n )o*,n bedore. tnd \"-a 'ir/,J2\";:r3 rJ'u*1T', nel rhetttT: ,*,^i\"*,Jr.)Yi, f;: * ^y:* the oa*;|i:\",y,,, na) ;{Y #\" rzt^,T\";loaoJt**i,ii' ,':.\" t*: ln !a\",Ut tocri,i ,,\"2iuygabk '- Y'ry a'@ut. Bul ui\"rg- ;/ ;rr#r,J*o Sina.re!Sleuen f\",U*CThey say there is gold at the end of the rainbow, I don't knowabout that: but there are certainly Wotld, Otympic andCommonwealth gold medals to be won by New Zealand athtetesOur job at the Sports Foundation is to help bring the reatity ofthese precious metals closet for those with an acknowledgedchance of winning. Winning medals, as with most things wofthhaving, takes preparation time, great effort, not a little expertiseand, impoftantly, money. The NEW ZEALAND SPOfilISFOUNDATION has helped me succeed and now want I you toknow how you can help other New Zealanders get to the top,.Most nations now have active policies ot developing andsupporting their top performers so that they may realise theirlull potential.ilET[ l,fiAI,AilI} SPONTS

Bocking notionol prideUnion Group has also given financial support to a boat which will be a show case for NewZealand enterprise. New Zealand's first national entry for honours in the Whitbread round theworld race is a reality. The vessel was launched at Auckland on October 22, 1980, by DameNorma Holyoake.Named \"Ceramco New Zealand\" after the company which underwrote much of the cost ofher construction, she will take part in the 26,000 nautical mile test of endurance andseamanship. The 1981/82 race is the third to be run since 1973 and it will be the first in whichNew Zealand has competed. Starting and finishing at Portsmouth, England, the race is dividedinto four legs with stops, this time, at Capetown, Auckland and Mar del Plata - 1,000 milessouth of Rio de Janiero.Peter Hobbs, Port Manager at Napier, recently had the opportunity to sail in \"Ceramco NewZealand\" . His summary of the voyage speaks highly of the vessel, New Zealand craftsmanshipand, perhaps above all, the New Zealanders who will sail her. Peter reports:As a shareholder in a syndicate, recentlyI had the great good fortune to travel fromNapier to Gisborne in \"Ceramco\". What canone say of her but one word - magnificent!For those who may not have heard of\"Ceramco\", she is yacht a of 20.7 metres (68feet) in length. Designed by Bruce Farr, she isconstructed of aluminium and was commis-sioned by the New Zealand 1981 Round theWorld Race Committee with a shareholdingof six hundred $500 shares subscribed by thepeople of New Zealand through public fundraising and underwritten by Ceramco Limited,from whence the name is derived.\"Ceramco\" has been purpose-built to takepart in the 1981 Whitbread Round-the-Worldrace. Having recently won the blue-waterclassic Sydney-to-Hobart race, she travelleddeep into the Southern Ocean (for the crewmembers to gain experience with the condi-tions) en-route to Milford Sound.From Milford Sound she sailed on a flagwaving voyage around New Zealand, callingat Nelson, Wellington, Lyttelton, Napier andGisborne before returning to Auckland. She iscertainly the \"people's boat\".Prior to arrival in Napier, we learned thatPeter Blake, the skipper, could take three pas-sengers from Napier to Gisborne. There werethree shareholding syndicates in Napier andeach drew lots for the trip. I was lucky.After battling strong to gale force north-erlies en route to Napier, \"Ceramco\" sailedalong the Napier foreshore in a light seabreeze with her big blue spinnaker displayingthe \"koro\". Arriving at Napier Port entranceat 1.00 p.m. on Wednesday, January 21, shereceived a tumultuous welcome with smallcraft escorting her and large crowdsgathered on Bluff Hill and at the wharf.At 9.00 p.m. on January 21, we sailed fromNapier for Gisborne. Hundreds of peoplepacked the wharf and the Bluff to cheer\"Ceramco\" out of port. That interest wasresponded to with three cheers to the peopleof Napier by \"Ceramco's\" crew. The mainsailwas hoisted at the harbour entrance, as wasNo 3 genoa, and with hardly any wind

\"Ceramco\" ghosted out of port.Off the breakwater, a gentle southerlybreeze came away and \"Ceramco\", witheased sheets, started to move. On a com-pass course of 060 degrees, she worked upto about 1 1 knots. The wind speed across thedeck was 25 knots (bear in mind \"Ceram-co's\" forward speed generated 1 1 knots ofwind).After clearing lnner Pania buoy, Peter Blakeasked the four of us (we were by then joinedby \"Daily Telegraph\" a reporter) if we wouldlike to share a watch so that we could havesome sleep. No way were any of us going tosleep that night; we did not wish to lose aminute of this adventure, probably the high-light of our sailing lives.We took it in turns taking the wheel and in-deed sailed the vessel to Gisborne. The crewreckoned that we had \"araldite\" hands as wevirtually had to be prised from the wheel. Asarrival at Gisborne was set down for 8.00a.m. on Thursday, January 22, and as\"Ceramco\" was making good time andwould appear to have arrived early, the main-sail was reefed and the headsail changed to asmaller one in an effort to slow her down.I suggested some windward work to fill inthe time but this received a cool receptionbecause of the beating they had received onthe way from Lyttelton. One crew memberremarked, \"lf you start windward work, foursimultaneous cries and splashes will followyour going over the side.\"An amazing thing about \"Ceramco\" is herlack of fuss through the water. One thinksthat she is making very little speed until, look-ing at the log, one sees that 1 1 knots is beingregistered. There is little bow wave and just aripple astern. Being used to a tiller and not awheel, it was with some trepidation that Itook over, but I need not have worried. She isvery responsive and a delight to handle. Thecrew told us she was docile even when theywere surfing off large waves, with speeds upto 25 knots, in the Southern Ocean.Portland lsland Light was abeam after fivehours from Napier. We were three miles offaccording to the satellite navigation. Wecontinued on the same course for anotherthree miles to clear Bull Rock and thenheaded north on a compass course of 029degrees. With the further easing of thesheets bringing the wind further astern, theapparent wind dropped considerably and ourspeed fell to eight knots. The weather hadbeen overcast with drizzle and Portland lslandlight was soon obscured. As the wind con-tinued to fall the reef was shaken out.At daylight, we were iust south of YoungNick's Head and slightly behind schedule. Thelarge blue spinnaker was set and, at thattime. Peter Blake was on the radio to the localstation where he was being interviewed overtheir early morning session. Paul von Zalinskiwas cooking breakfast at this stage when,suddenly, out of the for'rd hatch and over-board hurtled about a dozen slices of burnttoast. \"Another cooking success\", mur-mered Simon Gundry who was at the wheelat that time. Shortly after, though, a three-course breakfast was served.Because of the decreasing wind, the spin-naker was dropped on the foredeck and wemotored across Poverty Bay until about amile off the harbour entrance, when themotor was stopped and the spinnaker reset.The breeze freshened as funnelled it aroundKaiti Hill and \"Ceramco\" entered GisborneHarbour at ten knots with spinnaker flying.\"What is the speed limit?\" asked a crewmember. \"whatever we are doing\", repliedPeter Blake at the wheel. Up the harbour\"Ceramco\" continued with a crew memberstanding for'rd to release the spinnaker.\"What do you mean you can't release thespinnaker?\" Peter Blake asked jokingly as wecontinued still at ten knots. The spinnakercame down and, under motor, \"Ceramco\"headed f or her berth to the music of aBavarian Band and to the cheers of hundredsof people lining the wharf on that overcastand damp morning.Thus ended a trip that will last long in mymemory - the memory of a beautiful yacht,a super-efficient crew who are great fellowsand the good-natured banter that continuallyflew and was a sign of comradeship. DrTrevor Agnew, crew a member, spoke of thestrain that they would all be under during theseven month round-the-world race, but, hecommented, the responsibility that had beenbrought home to them on this public relationsvoyage would stand them in good stead. Theadded responsibility to the people of NewZealand, whom they represented, made theirdetermination to do well all the greater. Hesaid he now knew how a member of the AllBlacks felt.While the banter that flowed was sign a ofthe crew relaxing, it was amazing how thisdisappeared when there was work to bedone. The gybing of the spinnaker was a casein point, done before one realised it with thequite crisp orders from Peter Blake.It was also obvious that the crew are tre-mendously proud of this fine craft - fromtheir manner and their response to orders'This is a pride that we, the shareholders andthe public of New Zealand, can share. GoodLuck \"Ceramco\"! You have the SydneY-Hobart and we know the Fastnet and Round-the-World will be yours.Early morning, looking aft - photo by Peter Hobbs.

Offering o helping hondRay Manning reports on the World A-class CatamaranChampionships, in which Union Shipping's name wasprominent.The A-class catamaran is an open designdevelopment class with few limitations. lnfact, the only restrictions are maximumlength 5.49 metres, beam 2.3 metres and sailarea inclusive of spars 13.91 square metres.Australia was chosen as the venue for the'1980-81 World Championships. This oppor-tunity was too good for New Zealand to missso we were determined to be representedthere by at least one boat to measure ourdevelopment against the best in the world.On-going discussions soon decided that ourbest plan was to send a team of boats ratherthan only one individual.The major obstacle to sending a team ofboats, even with them all loaded on onetrailer (which in itself seemed impracticable),was cost. Around $5,800 was needed forshipping and trailer expenses, along with an-cillary costs. So the organisers, the New Zea-land Catamaran Association, turned to UnionShipping to see if they could assist.Union Shipping came to the rescue andoffered to rebate the direct shipping cost. lnreturn. the New Zealand Catamaran Associ-ation's selection event became known as the\"Union Shipping Trials\" and the resultantteam was nominated as the \"Union ShippingCatamaran Challenge Team\".The trials were held at the head of EvansBay in Wellington early in October, 1980, andthe event was well covered in the press andon radio daily. The team was chosen by anindependent selection panel and the group ofeight included five Wellingtonians, one skip-per from Christchurch and two competitorsfrom New Plymouth.The boats were packed up in late Novem-ber and shipped on \"Union Hobart\" toSydney. The actual World Series was held onBotany Bay, immediately following theAustralian Championships, between Decem-ber 28 and January 6, 1981.The total fleet numbered 66, withAustralia, New Zealand, Germany, ltaly,Canada and the U.K. being represented. Fromthe outset, Australia proved that their tech-nology was better than anyone else's in theworld and they dominated the first third ofthe fleet. ln almost every race the New Zea-land team could be found filling the maiorityof the places between 20th and 30th and thisis also how they finished overall. Only onenon-Australian boat finished ahead of theNew Zealand team, being the top ltalian craftwhich scored 17th overall.We were pleased to record that we werenot beaten in straight sailing technique. Thevery tall and powerfull Australian rigs weresignificantly faster than our rigs on all down-wind legs of the course. On the other side, itwas generally felt that our New Zealand hullswere equal to anything else in the world.Andy Brown and Ken Hargreaves check theirboats before they were shipped to Sydney in\"Union Hobart.\"The result of our challenge has been veryencouraging. We now have observed firsthand the direction in which we must move toimprove our performance. We have been in-vited to attend the next World Champion-ships in ltaly in May, 1982, and, most impor-tant, we have been asked to host the event inNew Zealand in January, 1984.For the impetus to have taken us this far(and back) we owe our sincere gratitude toUnion Shipping and we thank them for theirgenerosity. Such sponsorships directly assistto strengthen yachting in New Zealand.Union Shipping T-shirts were worn by crew members and were also given to the Australianhosts. Pictured here is the sailing committee.Sponsoring personolchollengeStephen Fitzgerald wins nominationStephen Fitzgerald, who was born andspent his youth in Mosgiel, joined theDunedin staff in November, 1978. He has asolid sporting background having played forhis school's first Xl and first XV. He repre-sented Otago in the under-18 football teamand is continuing his active participation inboth sports. These activities will ensure hisentering the Outward Bound course onAugust 23 in the peak of physical conditionwhich should enable him to derive added en-joyment from all that the course has to offer.Stephen is looking forward to his participa-tion in the course with the keenest anticipa-tion and to surmounting all the challengespresented.to Outward Boundt:,ffi,

Teu beornotTeu beOne thing usually leads to another. Theshipowner offering his ship for trading orcharter wants his potential customers toknow his ship's full capabilities and thishas led to the compilation of Lloyd'sRegister of Ships and similar volumes list-ing ships' vital statistics'How best to define ship depends upona its designed purpose. A passenger cruiseship must have plentY of sPace and acargo ship must handle heavy weights.Gross tonnage. measured in tons of 100cubic feet, will suit the former, whereasdeadweight tons, or tonnes, will suit thelatter and other bulk cargo carriers suchas oil tankers.Another way is to quote the capacity ofthe holds in cubic feet or metres but, tomaintain a smooth outer skin in contact withthe water, the rnside of the ship shows all thevertical and longitudinal stiffening.With conventional shipping, a bulk cargolike grain or gypsum pours into the gaps to fillthe spaces between the frames, whereas acargo of non-standard cargo parcels has tobe fitted against the framing in the mostcompact manner. Sparring is then fittedacross the face of the frames to preventmoisture damage due to contact with therelatively cold steelwork, leading to a furtherloss of cargo space. lt is important to someshippers to know if a ship has sparring andLloyd's Register makes this an optional entry.But once recorded, Lloyd's expect the ownerto maintain the sparring in good order'Along the deckhead, neither grain norcrates can be fitted between the beams, so\"grain capacity\" is arrived at - the volumeto the shell plating and underside of the deckbeams (deducting the volume of the struc-ture),.whereas \"bale capacity\" is measuredto the face of the hold sparring and the un-derside of the beams.The roll on-roll off ship introduced the con-cept of all cargo on wheels and the post-warcar ferry catered for a complete load of ac-companied passengers cars. Speed was es-sential, so that \"lane length\" became the cri-teria. Without reference to large and smallcar widths, the car decks were usuallymeasured in 8ft'wide lanes and the total lanelength determined unit capacity. The sameyardstick has been carried over into trailerships.The other criteria in cargo carrying ro-roships is clear headroom. Thus deck area (anddeck strength), rather than hold volume,determines the vessel's earning capacity.\"Maheno\" and \"Marama\" Pioneered the\"block stow\" unit load carrier, in which allcargo was carried in a standard cargo unit -the \"Seafreighter\" - stacked two high in aship whose dimensions were tailored to suitthe cargo module both in width and height.This involved \"squaring off\" the 'tweendecks so that the transverse shape wastransformed into a vertical load-bearingstructure providing lateral support for thecargo at sea. And again in plan view, theship-shaped deck area had to be squared offparallel to the ship's centreline to furtherreduce the space available for cargo.So now the volume available for cargo isreduced to a deck area multiplied by the clearheadroom although, if it is remembered thatthe top unit must be lifted into place andsome space must be left at the top, then thetrue cargo space is the maximum number ofstandard units that can be stowed in thatspace.The \"seafreighter\" is a Union Companystandard unit and pre-dates the ISO standardcontainer. The lnternational StandardsOrganisation set the standards but cannotand do not try to enforce their standarddimensions on others, but the majority ofcellular container ships have cell guidesdesigned to suit the ISO \"box\". Even so, theMatson Line, which pioneered the container,still has a cargo module which, in terms oflSO, is \"non-standard\". (The fate of allpioneers?).Our ro-ro ships can accept any size andtype of unit load determined primarily by thesize of the stern door, strength of the shoreand ship ramps, deck strength andheadroom.So, starting with a grain of wheat andbuilding up to 20ft a x 8ft 8ft x ISO module,we arrive at the latest unit of capacity, the\"twenty foot equivalent unit\", or TEU. Notethat, like all others, it is a unit of capacity orvolume; is not it a weight.lf every container seen on the decks of alarge container ship was full with the max-imum permissible weight then, without con-siderable quantities of water ballast in thelower part of the ship, that ship would listdangerously. All containers are weighed,graded and loaded to a pre-determined pat-tern to minimise the effect on stability.The Germanishen Lloyd Register, whenrecording TEU capacity, may bear notationa meaning \"according to Owner's statement\".It is an easy matter to assume two or threestacks of empties on deck. The strength ofthe lashings (not the sky) is the limit.Do we do our ro-ro ships justice by talkingabout TEU? Not really. There are better waysto define the speed with which \"Marama\"could load and unload cargo units in Pacificlsland ports, a record which will stand forsome time. And as recent buyers of our olderships have found, the deck strengths give ad-ded versatility and compare with those builtspecifically to handle military equipment.But we must go with the times and quotelane lengths, in metres of course, plus TEUIt is an ISO container; it is also a \"box\" and a21-foot equivalent unit and a TEU.and already one thing has led to another withthe appearance of FEU, the \"forty footequivalent unit\".Bringing airline parlance into the discus-sion, perhaps we should recall that \"Kokiri\"carried more than 2,240 million pounds ofcoal in her working career.And, in an attempt to set the fashion, whynot FFE or \"Ford Falcon equivalents\" for our\"Seaway\" vessels or GMCE for vessels onour TSES? Tommy Handley never knew whathe started! TTFN.W.W.Seafreighters in \"block-stow\" in a ro-rovessel

Fletcher's fish i ng venturesteoms full oheod for exporlsThe Fletcher Sovrybflot fishing venture provides major work for two Union Groupcompanies. At Dunedin, Union Maritime Services Ltd handles the stevedoring of thecartoned fish - a contract involving the transfer of the catch from the trawlersdirect to the carriers. And, at Nelson, Anchor-Dorman Ltd are engaged in themaintenance and survey of the Fletsov fleetritl:ii{:tlirPlaying volleyball at wharfside or out win-dow-shopping in Dunedin's Princes Street,Soviet fishermen don't look like part of thecornerstone of a major new Fletcher businessarea. But when they're far out at sea catchingfish at depths of up to '1,000 metres, FletcherFishing Limited's first joint fishing venture issteaming \"full ahead\".It's a business area potentially capable ofearning many millions of dollars in exports forNew Zealand.The dollars are hard won. lt's a harsh environment near the limits of New Zealand's200 mile Exclusive Economic Zone where the1,000 tonne SRTM Soviet trawlers are nettingfrom the depths species of squid and deep-water fin fish.OurCustomers (10)Fletcher Sovrybflot Fishing Limited (Flet-sov) is 51 per cent owned by Fletchers and 49per cent owned by the Soviet state fisheriesorganisation, Sovrybf lot. Headquartered inDunedin, the joint venture embarked in Janu-ary, 1980, marking the start of the FletcherGroup's involvement in this new businessarea.Most of the operational activities are likelyto be based in the South lsland. They are activities predicted to become very ma jor,because it's Fletcher Fishing's aim to developinto Australia's and New Zealand's largestfishing products organisation. Certainly, ac-cording to Fletcher Frshing managing drrectorMr Eric Henry, it's a business area whichholds potential for many millions of dollars ofnew exports for New Zealand, based on fishspecies located only in distant deepwater upto now unexploited by New Zealanders.Fletcher decrded the best way to begin thisexciting new business project was through aloint venture. A partnership with the Sovietsmeant immediate access to a high level ofexperience in deep and distant fishingsomething New Zealanders hitherto had notpossessed. The ioint venture also eliminatedthe capital costs of fishing vessels, and provided a means of coping with the high riskassociated with what is essentially a huntingoperation.ln the process it offered the opportunity ofexploiting little fished fin fish such as orangeroughy, oreo dory, New Zealand arrow squid,hoki and southern blue whiting. Mr Henrysays there are large growing markets inJapan, East Asia, Europe and the UnitedStates for all these species. Meanwhile, Flet-sov has concentrated mainly on squid,orange roughy and oreo dory.Mr Henry makes the points that it is notgenerally known that the Russian fish market,itirrll:',ry \"#,, \"nS '\".l . -$** *,I!IIlax

to which the joint venture has free access, isthe second largest in the world after Japanand Fletcher itself has found other marketsfor the fin fish in Australia, Singapore andHong Kong. Specral emphasis is placed on in-ternational marketing and this trend will con-tinue, he adds, as Fletcher Fishing developsits operations.The Government requires the total catchesof joint ventures to be exported and. withonly seven months of operations behind it tothe end of July, 1980, Fletsov had producedoverseas sales of $4 million in squid, orangeroughy and oreo dory.By the end of the financial year exportswere expected to total $10 million from thisone ioint venture alone, with a proiected $20million two years later.There's potentially much more where thatcame from. According to Mr Henry, Fletcherintends to generate it through expansion ofthe existing joint venture, entering other jointventures, principally with European EconomicCommunity members, and further processingof squid and fin fish at its own plants. Firststep towards'this last objective will be theestablishment at wharfside in Dunedin of an1,800-tonne Fletsov joint venture coldstorage facility.\"New Zealand-isation\", he saYs, is thename of the game, with Fletchers workingtowards owning many of the facilities in-volved, including its own vessels ultimately,but still operating within .ioint ventures.Fletcher f ishing activities are expected tocreate many new iob opportunities for peopleliving in South lsland areas.Already it's conservatively estimated thatFletsov will be responsible this year for an ad-ditional injection of about $3.7 million intoDunedin. Locally-made packaging, berthagecharges, providoring, stevedoring and someengineering work are contributing to thistotal.Another South lsland community, Nelson,could also be better off by at least $500,000annually now that the 1 1 ships in the Fletsovfleet are to be surveyed and repaired there.Singapore has traditionally been the port inwhich Soviet fishing vessels operating in thispart of the world have had maintenance workdone, Anchor Dorman Limited now has theiob.Three fish processing plants employingdozens of New Zealanders in Nelson, Timaruand Port Chalmers have been involved in pro-cessing some of the Fletsov orange roughycaught in the first season of the joint venture.Mr Henry sees much more being undertakenlocally in the future.As for the 392 Russians who make up thecrews of the vessels, they've become familiarfigures around Dunedin, especially since eachship is back in port every four weeks to off-load its catch.lncluded is the flagship, the 3,000 tonnefish factory trawler \"SVl Syezd Profsoyusov\"(it means \"The 16th Communist Party Con-gress\")which has a crew of 90. Like their 30counterparts on each of the smaller vessels,they amuse themselves sightseeing, windowshopping, playing chess or indulging in im-promptu soccer and volleyball matches onthe wharf.For all fishermen. however, it's a hard lifeat sea and never more so when you're nearly7,000 kilometres from Vladivostock, wheremost of the crews come from. Even theprospect of a lengthy holiday at the end ofeach crew member's five months stint outhere probably doesn't \"sugar the pill\" toomuch.Fletsov's Dunedin-based manager, NewZealander Mr John Searle, has noticed howthe Russians involved in the Fletsov ioint ven-ture take pride in their work and the readinesswith which they will drscuss their fishing ac-tivities. \"They obviously all take a pride intheir work and their level of expertise,\" saysMr Searle. \"The more senior Russian peopleinvolved in the ioint venture also havedemonstrated they are very prof it con-scious\", he adds.DoublespeokWhat do you do when your customers speak only Russian? MillerJ' (Nelson) staffmember Jim McDougall has a book of translations on hand now to make business a lit-tle easier with the dozens of Russian seamen who stop there. With him at the store are(from left) radio navigator Gennadij Shaidulin, chief radio operator Dygasiuk Boris fromthe vessel \"Olenyok\" and Victor Khiger.Six months ago Nelson was chosen as maintenance and repair base for the big Rus-sian fleet fishing New Zealand waters and, since then, crew from these vessels havebecome a familiar sight around the city. lt is a stop-over enjoyed by the crews - achance to go shopping, to take in local scenery and to meet New Zealanders. Most ofthe crew are from Eastern ports of the Soviet Union and spend about 156 days at seabefore returning home on leave.Vessels coming in to Nelson for maintenance or repairs at Anchor Dorman Ltd spendabout 20 days in port and, whrle work takes prrority, it is a chance for the crew to seea part of New Zealand.Photo courtesy Nelson Evening Mail.11

Friend or foe?Bill Lawson recalls a wartimenear-mishapsIt was wartime and, owing to a submarinescare, \"Rangatira 1\", which was maintainingthe Wellington-Lyttelton service, was timetabled to sail in daylight instead of by night.There was, of course, radio silence and it wasdecided that Union Airways planes flying be-tween Wellington and Christchurch wouldkeep an eye out for \"Rangatira\" and, on ar-rival, would report its progress. I was Assis-tant Purser on the vessel which was armedwith a 4-inch gun aft, 4 oerlikon anti-aircraftguns raised on concrete gun emplacementson the boat deck and a number of machinegun emplacements.One sunny afternoon we were headingnorth, standing well off the coast south ofKaikoura, when a routine anti-aircraft prac-tice was planned. The alarms rang, the gunswere manned and the rocket went up carrying the target. Pat Kilkelly, the Purser, and Iwere manning one of the oerlikon guns. Theparachute opened and slowly the target highabove us began its downward drift.lnstead of the short blast from the ship'swhistle giving the order to fire, the SecondMate was seen waving from the bridge andscreaming, \"Hold your Fire\"; don't fire\": Amoment later, the Christchurch-bound UnionAirways plane swooped low over us and con-tinued on its merry way as it climbed steeplyastern of us.It took us some time to recover from theshock of what could have been. As our heartsstopped pounding and, realising that the warmust go on, another rocket was sent up.Soon we were biasting away in earnest withour anti-aircraft shells bursting high aboveus.Snookeron the seoChqrles Hurley, Union Compony's resident Engineer on boord \"Bol-gqtirq. ll\", iscurrenily of h6ine on Ieove. He hos writlen thiS story especiolly for Under WoySnooker on board shiP, even a mooredvessel, suggests obvious disadvantages.However, when massive cables are attachedto both fore and aft decks and are tensionedup, initially in excess of 50 tonnes, the rigidupright stance adopted by the ship delightseveryone, particularly the snooker and poolfans. Such is the case on \"Hangatira\" whichmust be unique in having poolroom a fully setup on board.All is well except when the ship suddenlyadopts a slightly different stance under theinfluence of tide or currents' Ouick action inpacking up the table legs usually restores thepatrons' satisfaction. The suggestion hasbeen made that slight varrations from levelmay be exploited by the more expert. lt is12

reported that the Staff Captain constantlychallenges his junior officers to play for 'yorki'bars foi which he appears to have an insatia-ble appetite.\"Rangatira\" is well fitted out with recrea-tion anJ entertainment facilities and the oldupper garage is fully carpeted and furnished'as one of the accompanying photographsshows. On board facilities are essential whenone considers the harsh climate High windvelocities are common with gales occurringon 58 days of the year. A record wind gust of278 knots has been recorded - that wasbefore the anemometer blew away' The needfor robust moorings for \"Rangatira\" is ob-vious.\"Rangatira's\" presence in Sullom Voestems fiom the discovery in the early 1970sof a'significant quantity of oil in the prospect-ing area contained in the East Shetland Basin'roughly 100 miles east of Shetland in theNorth Sea. The discovery of the Brent Field'Left: the heavy fore deck mooring cables areclearly shown.Bottom left: \"Rangatira ll\" - the uppergarage deck.Below: aft mooring.'...i '' r ,rrrllitrl,,l'rl'$rwt:i,',.,1riil11r:_,' 11followed by Cormorant and Thistle, then laterby Dunlin, Hutton and Murchison Fields indi-cated the potential of the area' This wasfurther demonstrated when the Heather andNinian Fields were tapped in an area furtherSouth.At this time, it was decided to pipe the oilashore to a terminal in Shetland and the 34 oilcompanies involved joined with the Shetlandlslands Council to form the Sullom Voe Asso-ciation, unique a non-profit organisation con-cerned with the planning and development ofthe Sullom Voe terminal and facilities'Special regard for protecting the ecologyof the area, and the impact on the life-styleof the local inhabitants was a priority in theplanning stages.Five centuries of Norse occupation has leftits mark on the language, place names andculture of the lslands and this, coupled withthe isolation and the austere and rugged en-vironment, has given the Shetlander a dis-tinctive character, allied to a reputation forself-reliance and basic integrity One of theareas for concern is the impact of suddenprosperity which could be for a limitedperiod. A levy on the oil passing through theterminal is paid to the Shetland lslands Coun-cil and this ostensibly is intended f ordevelopment of industry and resources forthe future.Careful monitoring of the environment isthe concern of the Sullom Voe EnvironmentalAdvisory Group, representing the oil industry'the local Council and independent conserva-tion councils from the mainland and everyconceivable measure is taken to avoid con-tamination of anY kind.B.P. were given the responsibility for theoverall organisation of the building andoperating of the terminal' The capacity of .thepiant is Jesigned for a throughput of 1'410'-000 barrels per day (75 million tonnes peryear), with a total on-shore storage capacityof 1,280,000 tonnes of crude oil Gas separa-tion and compression plants are under con-struction with chill-down and storage tanks'Two 36\" diameter pipes are connected tothe Cormorant 'A' and the Ninian Centralplatforms, collecting points for the adiacentiields, and the oil is pumped to the terminal100 miles distant' An indication of the costsinvolved in this operation is the total figure off 1 million per mile of PiPe laid'aEvidence of the climatic conditions in Sullom Voe appeared in the London Times onFebruary,9, 1981:An 80,000 tonne oil tanker, torn from its moorings at the SUllom Voe oil terminals, Shetland,by force 14 winds v\".t\"rAuv,'Jritted out of controllor a quarter of a mile towards a ship where350 oil terminal workers were sleeping'The crew of the tanker, the Monrovian registered \"Marie Jose 1\", prevented the vessel fromdriftingaroundbydroppingtwoanchors.Shecametorestinaboutl5metresofwaterSomedistance away from the port control headquarters. The post control officer said, ,,Anotherquuu\", of a mile and she would have been inside this building\"'The wind increased to hurricane force during the night, and at 3'00 a'm the ship's mooringropes parted. She began to drift towards the \"Rangatira\", former a New Zealand coastal ferryused as an accommodation vessel at sullom Voe. After the incident four tugs took the vesselin tow, and a Pilot was Put on board'A crew member of the ,,Rangatira,, said that, by the time he awoke,.the emergency wasover but everything hrl ;;;; under control. ti tr,e oil tanker had kept drifting, theaccommodationvesselcouldhavebeenclearedintime.,,lsupposetheyletussleepontoprevent a Panic\", he said'\"Moromo\"opens newdirect link\"Marama\" loaded at Nelson for Melbourneon February 12, beginning a new direct link inour roll on-roll off network'ln announcing the new service, ManagingDirector John Keegan said that, on budgetpredictions, Nelson is the area of greatestgrowth within in the Company's roll on-roll6ff services. Nelson joins New Zealand'sother main ports in having a full trans-Tas-man service. Back in 1976, \"Union Sydney\"inaugurated a direct link from Nelson toSydney providing trans-shipment services toother Australian Ports.The build-up in trade which has broughtabout this additional link is expected tofurther increase exports to Australia, sustain-ing the continual growth which has been evi-dent since the Sydney service began' Themaior commodities moving between Nelsonuni M\"lborrne are refrigerated products'timber and canned products' Trans-shipmentfacilities to and from Tasmania, Adelaide andPerth will lead to more frequent opportunitiesfor both inward and outward cargoes'Welcoming the service, M P' for Nelson MrMel Courtney said it was an \"exciting stepforward\". lt would be welcomed by suchgroups as the Nelson Regional Developmentind Public Relations Organisation, the Cham-ber of Commerce, along with businesshouses. A spokesman for a major timbershipper, H. Baigent & Sons, said the new ser-vice would give a much appreciated directlink.Although \"Marama' made the first trip'future sailings will be made at three-weeklyintervals by \"Union Lyttelton\", while \"UnronHobart\" will continue to service Sydney''13

JWayne Harris-DawTDecember, 1980MsD.M.FearontoASsiStantAccountant,AucklandMarineRepairWorks,UnionEngineeringLimited.MissK.L.PatchetttoCreditControlClerk,UnionMaritimeServices,Headoffice;formerlyW;\"t Clerk, Union Steam Ship Company' Head Office'Mr B. J. Paulin to Assistant Audit Manager' Union Shipping Group' Head Office; formerlySection Supervisor, a..\"\"'i\"g Di\"ision' U\"''ion Steam Ship Company' Head office'MissJ.F.J.SheddantoSecretary-Assistant,MarketingDivision,Headoffice,UnionSteamShip Company; formerly St\"t\"tuty-fypist' Union Maritime Services' Wellington'Mrs V. L. Smeaton to-Estimates Officer' Accounting' Head Office' Union Steam ShipCompany; formerly C,.oiilt\"ttoi Clerk' Union Maritime Services' Head Office'MrR.WaltontoForemanStevedore'AnchorShipping'Nelson;formerlyFirstOfficer'SeaStaff.JanuarY, 1981Mr P. H. Cameron to Travel Manager' Union Travel' Suva'Mr L. M. Coleman to Travel Manager' Union Travel' Pago Pago' American Samoa'Mr D. Gill to Travel Manager, Union Travel' Henderson' Auckland'MrA.M.HannahtoAgencyAccountant,UnionMaritimeservicesLimited,Lyttelton;formerly Senior Accounts Clerk' Dunedin'Mr A. H. McDonald to port Manager, Union Maritime services whangarei; formerly PortManager, Bluff.CaptainD.A.MillartoDevelopmentandlndustrialManager,UnionMaritimeServices,Headoffice; formerrv arri.tuiilla-'Itit\"r rvr'\"'ger (Shore)' Union Steam Ship Companv' HeadMr L. T. Murray to Travel Consultant' Union Travel' Napier; formerly at Taurang'Mr K. G. M. Simpson to Travel Manager' Union Travel' New Lynn' Auckland'Mr D. F. J. Whelan to Audit Manager' Union Shipping Group' Head Office'February, 1981Mr R. G' Brown to Port Manager, Union Maritime Services, Mount Maunganui; formerly PortManager, Whangarei'MrL.R.CharmantoPortManager,UnionMaritimeServices,Auckland;formerlyPortManager, Mount Maunganui'MrW.R.Harris-DawtoActingMarketingAdministrationManager,Headoffice,UnionSteam Ship Company; to'\"'iy SJt\"t Vtun'g\"i' Bay of Plenty' Union Maritime Services' MountMaunganui.MrS'M.ParsonstoTravelManager,UnionTravel,PalmerstonNorth;formerlyTravelManager, PoriruaMarch, 1981MrsE.A.BentoSeniorClerk,UnionMaritimeServices,Lautoka;formerlywithUnionTravel,Lautoka.MissC'A.GraytoTravelconsultant,UnionTravel,Wellington;formerlyatWestport.Allan McDonaldDermot WhelanGraeme BrownLes CharmanDavid MillarStephen Parsons

Who'swhoKevin Thompsonheods UnionEngineering LtdBorn in Perth, Western Australia, Kevin Thompson arrived in Auckland in 1956 He engagedin professional accountancy study which he completed in 1963, gaining his ACA.prior to joining Union Engineering, Kevin worked for the New Zealand ElectricityDepartment, pacific Steel, D.R.G. Packaging and Stevens-Bremner Ltd. ln the earlier part of hiscaieer, Kevin was pursuing his accountancy interests, but moved into marketing, changing togeneral management and tecame Deputy Managing Director of Stevens-Bremner. ln August,1980, he joined Union Engineering as General Manager'A family man with wife a and two daughters, Kevin still finds time to enjoy a workout in thegym and a turn around the swimming pool. His keen interest in rugby is maintained as lifea member of the Papakura RugbY Club.Mr M. Balan, Labourer, Auckland Marine RepairWorks, on December 24,1980, after 18 years'service.Mr H. F. Myles, Boilermaker, Auckland Marine Repair works, on February 28, 1981 , atler 61/zyears' service.Mr L. G. Orr, Chief Cargo Tally clerk, Union Maritime services Ltd, wellington, on March '10,1981, after 1 1 years' service.Coptoin HuwWillioms is ofifth generotionseoforerThe newest Master in the Company's fleethas perhaps the oldest seafaring traditionbehind him. Captain H. E. Williams, who wasappointed to command M.V. \"Ngahere\" inDecember, 1980, comes from a long line ofseafarers. His birthplace, Pwllheli, NorthWales, a town about the size of Picton, isnotable for the number of worthy mariners ithas produced. lndeed, the English translationof the town's Welsh name, Salt Water Pool,almost heralds the population's seagoingpreferences.Although Huw Williams' family originallycame from another Welsh town, Nefin, someten miles away from Pwllheli, the seafaringtradition was bred strongly in the family. Onehundred and fifty years ago, in 1830, Huw'sgreat-great-grandfather had been a marinerand thus family a tradition passed from fatherto son and continues in Huw and his brotherJohn to this day.Grandfather Williams owned his ownvessels, as did many sea captains of the day,but was not an enthusiast for his son follow-ing the same career, at least not in his ownvessels. So Huw's father went to sea\"before-the-mast\" and charted his owncourse to command. Captain Williams seniorlost his life while serving in the \"Lowther Cas-tle\", which sank on a Russian convoy duringthe Second World War.ln 1952, as an Apprentice with Shaw SavillI Albion Company, Huw took to the waterand, for the next four years, continued toserve out his apprenticeship with Shaw Savill.15Then followed eight years as a Mate with thatline and, at the time of leaving Shaw Savill in'1964, he was Chief Officer of \"lberic\".Huw Williams joined \"Aramoana\" onNovember 5, 1964, as Third Mate and subse-quently served in a number of the Company'svessels, including several years with theWellington Lyttelton - Steamer Express Ser-vice which he joined, as Second Mate, int.e.v. \"Maori\" on JanuarY 14, 1966mT.e.v. \"Rangatira\" was the scene of one ofHuw Williams' more memorable seagoingexperiences. On January 1, 1976, at 2'4Oa.m., he ably delivered a baby girl to a pas-senger on the ship. with the assistance oftwo Stewardesses, the baby was comforta-bly delivered and declared to be fit and wellby Wellington HosPital staff.Now, as Captain H. E. Williams sets hiscourse as Master, \"Under Way\" wishes him acareer of trouble-free voYages.

AtlontictowWith a gaping hole in her starboard quarterand a large portion of her stern pushed in, theGreek motorship \"Kapetan Antonis\" (4,576gross tonnes) was towed into the Mersey onAugust 22 by the West German salvage tug\"Simson\" after trans-Atlantic a tow from St'John's, New Foundland.\"Kapetan Antonis\" was originallY\"Ngatoro\", built for Union Company in 1962'After a successful trading career mainly intrans-Tasman trades, she was sold in 1976'She was a sister ship to \"Ngakuta\" and simi-Company's fleet.\"Kapetan Antonis's\" damage was sus-tained when she was in collision on July 5with the Greek bulk carrier \"Georgis Prors\"(15,421 gross tonnes) off Placentra, New-foundland. The bulker was bound from Beirutto Montreal, whrle the \"Kapetan Antonis\",loaded with corn pellets, had left Montreal forAvonmouth.With her steering gear out of action and a30 ft vertical gash from below the waterlineup to the superstructure, she put into St'John's and was drydocked in the CanadianNational drydock for inspection and a deci-sion about repairs. ln the event, only suffi-cient repair work was undertaken to enableher to be towed across the Atlantic to Europeand the Bugsier tug \"SimPson\" wasengaged for the tow.After discharge of her cargo, arrange-ments were made for the \"Kapetan Antonis\"to be towed to Poland for permanent repairs,but with the worsening labour situation inthat country, plans had to be changed, andthe vessel was ultimately towed to Cork'He neorly didn'tmoke itLi\"J.=Hl$ru;i-;m\" +' Goi ng I ickety-spl itAn ice cream parlour, some miles from aport, is an unusual place for a group of UnionMaritime Services stevedoring staff to beseen, but the Squires lnn at Pauatahanui nearWellington was the venue for another two-day seminar last November. ForemanStevedores and office staff from the centralregion gathered with Group Training Consul-tant John Akers and National StevedoringManager Jim Douglas for wide a ranging dis-cussion on Company operations and man-agement skills.A short break in the sun provided the op-portunity for this photograph showing, fromleft: Peter Rowe, (Sales Wellington); BarryGraham, (Foreman, New Plymouth); JohannaLyall, (Freights, Wellington); Don Shaw, (Fore-man, New Plymouth); John StePhen,(Mechanic, Wellington); Dave Tanner (lnter-lsland Express, Wellington); Phil McMahon,(Accounts, Wellington); Dan Morrison, (Fore-man, Wellington); John Withington, (Super-visor, Wellington); Dean Lockwood, (Fore-man, Wellington); Rex Tomlinson, (Foreman,Wellington); Derek Sutherland, (Foreman,Wellington); Gerry Roe, (Foreman,Wellington); Pat Kelly (Foreman, Wellington);John Akers; Wally Pauley, (Foreman,Wellington); Bert Edwards, (Foreman, Napier).Jim Douglas is in front. Jill Carey of Nelsonwas behind the camera.Captain L. Sinclair, Retired SeaAdelaide on November 26, 1980.Mr C. A. A. Mitchell, Superannuitant, for-merly Accounts Clerk, Sydney; at Sydney onDecember 3, 1980.Mr R. E. Cadness, Superannuitant, formerlyGeneral Passenger Manager, Head Office; atChristchurch on January 21, 1981.Mr C. W. Simpson, Superannuitant, for-merly Overseas Passenger Manager,Wellington; at Auckland on February 16,1981.Wally Hannam was shipwrecked before hewas born. ln 1909, his two months-pregnantmother was thrown into lifeboat a as the fer-ry \"Penguin\" sank in Cook Strait; she was oneof only 30 of the 104 on board to survive.The lifeboat capsized, but the 27 year-oldwoman struggled ashore dragging a youngboy to safety. Her husband and their fourchildren were lost. Seven months later, WallyHannam was born. At 16 years of age hewent to sea and subsequently spent someyears as a Deck Officer with Union Company.Wally does not believe the \"Penguin\" hitTom's Rock. A month before, the \"Rio Loge\"had sailed from Kaipara for Dunedin andvanished. Mr Hannam believes the \"Penguin\"struck the \"Rio Loge\" and not Tom's Rock atall.Mr Hannam now lives in retirement lnAuckland. One bf his hobbies is birds which isevident from the visitor on his shoulder.at

It tokes two to tongo, burt four to moke o hundredJanuary, 1956, was a vintage month, asfour \"twenty fivers\" loined the Company atthat time. Leading the quartet, on January 1,was John Morris, followed on the 24th by JimSexton. Close on Jim's heels was Fred Kelnerwhile, bringing up the rear in true femininestyle, came Margaret Hunter.Both Margaret and John have enjoyed along and rewarding association with thetravel side of the Company's activities.Although Margaret was transferred in 1975,in the all important month of January, to theFleet Department as Secretary to the FleetManager, her previous working years hadbeen spent in the old General PassengerDepartment, first as a typist and, in latteryears, as Secretary to the General PassengerManager. For several months in 1960-61 sheadorned the offices of the Trans-Pacific Pas-senger Agency, London, now known asPacific I World Travel.On joining the Company in Dunedin, JohnMorris was appointed to the Overseas Pas-senger Department and has remained dedi-cated to the business of travel ever since.From being a Passenger Clerk, John was pro-moted through the ranks to become Passen-ger Manager at Dunedin and presently holdsthe position of Regional Manager, SouthernRegion, Union Travel Limited, with his head-quarters still in Dunedin.Like Margaret and John, Jim Sexton has arecord of devotion to a particular branch ofthe Company - accounting. As was the casewith many male Juniors on joining the Com-pany, Jim's first taste of the commercialworld was attending to the mail in the HeadOffice Correspondence Department. Atransfer to the Accounts Department inWellington Branch in July, 1958, set Jim'sfeet along his destined path and he movedfurther along that path when he becameAssistant Cashier in May, 1959.Clerical duties in the Claims Departmentclaimed his attention in October, 1960,following which Jim gained experience in theOutward Freights Department from Decem-ber, 1961, to May, 1963, at which point hereturned to his accounting career, in the Ac-counts Department of Wellington Branch.As Assistant Credit Controller and CreditController at Head Office between April,1973, and July, 1978, Jim maintained awatchful eye on the regular inflow of cash tothe Company's coffers. He spent two years,from July, 1978, as Accountant, WellingtonMarine Repair Works, and on their closure inJuly, 1980, he became Agency Accountant,Union Maritime Services, Wellington.The sole sea-dog of the Group Captain is F.A. Kelner. Fred ioined the Company in theUnited Kingdom and his first appointmentafter arrival in New Zealand was to ThirdMate of S.S. \"Waimarino\" in March, 1956.Promotion to Second Mate came on his ap-pointment to S.S. \"Kaimai\" in September,1957. On joining the same vessel three yearslater (November, 1960) he did so as Mate.His \"appointment to command\" camewhen he ioined M.V. \"Kanna\" as her Masterin March, 1965. During his 25 years with theCompany, Fred Kelner has served in morethan 30 vessels trading over most of theroutes on which the Company operates' Lat-terly his command has been in a unit of thecoastal tanker fleet.To all four of those \"quarter-centenarians\"who are featuring in this edition of UnderWay are extended congratulations on theirrecords of service and good wishes for thefuture.Captain Fred Kelner1l

1Pre-Christmas functions at many portsbrought together past and present staffwho swaPPed stories of \"the good olddays\" and \"new-fangled comPuters\"'Managing Director John Keegan pre-sented long service awards to a numberof \"old hands\" who comPleted theirquarter centuries during the year'Porfies ond PresentotionsRoger Morris, another \"25er\", has some waY to go to equal his father's record of 51 Years withthe company. Roger is pictured with his wife, cheryt, and father, George, who reiired, for thesecond time, in 1975.SuperannuitantslanGray,JackCrawford-SmithandRolphstevenscomparednotesaboutoldAucktand with present Northern Region Manager Dick Harris-Daw'tn Auckland, Captain Richard Swan received his award'picture.The Northern Region's roving camera caught Mr Keegan presenting uySld: at TaurangaRadio officer John Lampitt a\"nd to Derek Goodwin Margaret Goodwin (right) looks on'but his wife, Elizabeth, stayed out of the

old sea dogs Ted Forster and Bren Forbes discussed engineering and electrical problems'Across the Tasman, 34 retired Union Com-pany people gathered in Sydney for their an-nual luncheon on December 10. Over there,the camera was a bit hazy, but many readerswitt stitl recognise some familiar faces' Belowleft: F. Tiernan, A. C' Brand, D. S. Marshalland D. K. Scott. Above: J. D. Collins. F W'McGowan. J. W. Meldrum and l. S. Turner'Right: F. Allanson and S. Smith.

UNION MARITIME SERVICESOur table tennis team won the \"B\" gradecompetition, organised by The Otago TableTennis Association, for the second year insuccession. ln the lnter-House Competitionthey managed to get through to the semi-f inals.aWe have also included some photographstaken at the staff Christmas party whichshows some of the ladies who 'drive' themen of the ComPanY.aAlistair Hannah has since been transferredto Lyttelton office as Agency Accountant andwe all wish him the best in his new posrtlon'__==____:nre:J|IFiIIE-'===== l i=L:iii=====-tlrlFII,::ANCHOR SHIPPINGMike Madigan and wife Trisha and twokids, Kelly and Shaun, before heading off toBluff to his new position as Port Manager'Sorry to see you go, Mike Best of luck; you'llbe missed.Ross Winefield and Ngaire Thompson' 5trLorraine Grenfell, Geoff Grenfelt, and Nola Patrick'We welcome to our staff Ross Winefieldwho is continuing in the tradition of his uncle'Bill Winefield, well known to many of usthrough his position as Chairman of TheOtago Harbour Board some years back'Glenda McMurran, Jean Cochrane and Evelyn BrassJutie O'Brien and Managing Director John Keegan'Stephen Fitzgeratd and Sharon Swallow

ANCHOR-DORMAN LTDChristmas Social HighlightsGeneral Manager Bilt Butters and wife'Evelyn, present Elliot Kissane with the AnchorBett TrophY for the best first year ApprenticeBitl and Mrs Butters with Jim Gray after Jimhad received the T. Dorman Cup for the bestsenior Apprentice. Elliot Kissane and Jim bothalso received vouchers for $100 for text booksand tools of their choice.This wet and weary team from Anchor Dorman paddled the winning raft in the NelsonJaycees annual Maitai river raft race. The race attracted 13 entries - the largest number formany years - and the antics provided a lot of fun for competitors and spectators. secondacross the line was the Nelson Amateur Swimming club's raft and third was the TNL team'The ldeal Garage raft, which came in last, was awarded the prize for the best raft of thecompetition.Left: entertainment aplentY at the Christmassocial. The Apprentices go through a danceroutine which was somehow a little out ofstep. The Nelson Les Girls ballet troupecomprised from left, Murray Biggs, CraigWebby, John Karotyi, Russell Smith, PeterDicks, Lindsay Burke, Shetdon Dyason andPhilip Christieson.Above: PhitiP Vuiik, or \"TinY\". as he isaffectionately known, receiving from BillButters, General Manager of Anchor-Dorman'his gold watch for 25 years' service' ln thebackground, also extending best wishes, areffrom teft) David Graham representing on thisoccasion the lJnion Shipping Group, and KeithGellatlv, General Manager of AnchorShipping.

\"UNION MAR]TIME SERVICESDecember 7 was windY again for thisyear's Lyttelton Harbour Raft Derby on theinner harbour. Twenty-five rafts entered, in-cluding three from Union Company The racebegan at 2.00 p.m. and went between DryDock and Gladstone Pier and back again'Of our rafts, one submerged about 1Bmetres from the start because the watertightdrums leaked and a hasiy return provednecessary. Our mechanics entered a mostimpressive display of engineering completewith Union Co. sail. However, they were moreintent on marine sabotage than winning therace. Union Company came fifth overall' Abarbecue was held following the race and agreat day was had bY all.It was interesting to note that governmentdepartments (Customs and Police) failed tocommence the race with both their raf tssinking at the starting linelMany of the Lyttelton lot were on holidayover the Christmas-New Year period and itwas very quiet down here. We would like towelcome two new staff members to the ac-counts fold following the departure of Assis-tant Accountant Roger Thomson to Aucklandseeking warm climates and home comforts'Stephen Butler ioined us several months agoand is attached to Agency Accounts'We also extend welcome a to Alistair Han-nah on transfer from Dunedin. Our delightfulweather will not take long to thaw out theDunedin cold. Do they have summer downthere?Peter Coles is looking worn and weather-beaten, having completed his usual round ofpre-Christmas social engagements and iscomplaining, along with Chris Preddy, that hewill have to go on a diet.A welcome must also go to a new staffmember at lnter-lsland Express Depot - D'G. Marley. Marley is being trained for aresponsible position within the Depot A bitgruff by nature, his bark is worse than hisbite. He is a colleague of mixed breeding andis to be llES Debt Collector.crutches with a broken leg since August'1980. He has been undergoing a plate inser-tion operation. This may have restricted hiswork output but in no way does it appear tohave interfered with his pursuing the nurses'UNION MARITIME SERVICESLindsay Key was recently appointed WharfSuperintendent at Bluff. Lindsay joined UnionMaritime Services as a Foreman Stevedore inOctober, 1976, and succeeded lan Calder asWharf Superintendent late last year'rw..:rrriuaKevin Swadel. Manager. llES,guest of the hosPital, havingis agatn abeen onStephen ButlerAlistair Hannah

t====!8ffi-,!jYIjiiT,Ti:=:=t!i:!rl!ii:-===:S!!!:i:ti:Eri:ilin'Z====iii:ilin:,a-4r,5 a=====-a=::UNION TRAVELOur office hasn't received any bouquets oflate; perhaps some brick bats in the past. Wethought it high time that we sent to you aspecial greeting from downtown Sydney'Sydney really has a pleasant office and abevy of beauty to attract the travelling public'No wonder we are inundated with Kiwis onthe pretence that they only wish to re-con-firm their bookings.Below: Janie Scott, on the teft of the top pic-ture and Arnold Peralta, the only male, arerelativety new to lJnion Travel, whilst TracyBonfield and Marie Scarfone, on the right,have been with us for quite some time.Betow: Heidi McCarthy and Lisa Curnow areseen inspecting the new Bali brochureEarly January saw the retirement of SallyMcKeown from the Head Office cafeteria'Sally, originally from Belfast in Northern lre-land, had been on the staff for a number ofyears and was extremely popular with thestaff. On Sally's last day she \"shouted\" manyof her friends to lrish coffee and cake Sally'slrish accent will be missed around the cor-ridors of Head Office'PROPERTYAbove: lrish coffee and cake'Right: Cafe Manageress Helen(left) with Sally McKeown-MacFarlane

CANADIAN-AUSTRALASIAN ROYAL MAIL LINE'sailing each 2g days between vANCOUVER, NEW ZEALAND, and AUSTRALIA' via HoNOLULU and SUVA'.. SICAMOUS.\"

Noming the*Niogora\"by Govin McleonThe Mills Papers undoubtedly constitutethe finest set of business archives in NewZealand and the estimated 50,000 letters,telegrams, memos and reports give afascinating insight into the running of the na-tion's largest shipping company. Fortunately,there is a fair leavening of more trivialmaterial amongst this vast sea of paper andone of the more interesting episodes con-cerns the long search for a name for the Van-couver steamer of 1913.Ever since Company founder Sir JamesMills had decided to abandon the names\"City of Auckland\" and \"City of Dunedin\" forhis first two steamers, the Company hadnamed its steamers after New Zealand lakes.Sir James usually selected these himself,using one of the questionably reliable Maoridictionaries then available, but this sourcewas becoming exhausted by the turn of thecentury and a new policy was formulated.Most cargo vessels took names beginningwith \"K\" or \"W\" and larger passenger ships,names beginning with the letter \"M\", themain criterion in all cases being that thenames should be short and \"euphonious\".Earlier vessels built for the trans-Pacific run(\"Moana\" and \"Makura\") had followed thispattern and, at first, it seemed likely that the13,000 ton liner recently ordered from JohnBrown and Co. would do likewise. But the1911-12 renegotiations of the mail contracthad been long and bitter, with Australia drop-ping her contribution as a protest againstCanada's tariff arrangements with New Zea-land. The Company felt that it would be a fit-ting gesture to name the new ship after aCanadian city or area.Before much thought had been given tothe matter, SirJames Mills received friendlya letter from J. Wrigley, Union Steam Ship Co.of British Columbia, enclosing a list of \"M\"names. However, one look at the list(Mahtenicht, Metlakatla, Maape, Moutcha,Matlate, Moyehai and Mausquem, to namebut few) was a enough to convince him thatthe matter would not be an easy one. NativeCanadian names were either too long or tooharsh and most of the more suitable ones hadalready been taken by local companies.Throughout the early months of 1912, theDirectors spent their idle moments pouringover globes and C.P.R. travel guides in pursuitof a suitable name. Local knowledge waspatch of scrub\") and the meeting of May 9submitted \"Mattawa\" or \"Kootenay\",followed by \"Kootenay\", \"Sicamous\" and\"Rimouski\". Writing to Mr Holdsworth sevendays later, Sir James commented:'l wonder why the Board cancelled thename \"Calgary\" tor 415? After the firstshock it rather commended itself to meand was slightly disappointed. I ln order toget the matter settled I have given in-structions to name her \"Sicamous\". lt israther suggestive of time a at sea, but it israther a nice name and we will get used toit.'prevailed upon and they cabled their Van-couver agent, J. C. lrons, on several occa-sions. The dismal result of his researches wasthe f orwarding of the suggestions of \"alearned chief tainess\" who rejoiced in theunlikely name of Miss P. Johnson. This ladysuggested Oiistoh, Malamute and Karahkon-tye and a frustrated Mr. lrons mentioned thathe had momentarily even considered\"Canaustral\".Distinctively Canadian names like Ottawaand Toronto were not available and it fell toMr John Roberts, Acting Chairman at thetime, to suggest \"Calgary\". Mr CharlesHoldsworth, General Manager in New Zea-land, was unimpressed, but the rest of theBoard fell in with the Acting Chairman's sug-gestion and \"Calgary\" was submitted to SirJames in London. lt was a half-hearted sug-gestion (Sir James traced its meaning to \"a\"Kootenay\" was already in use and SirJames Mills had almost choked on\"Rimouski\":'l don't care so much for \"Rimouski\" forthe reason already given, that is that theplace is so far East and also because itseems to suggest a Polish Jew rather thanCanada.'So \"Sicamous\" it was. The Directors hadobviously been studying their C.P.R. guides,for Sicamous was an important railroad junc-tion, but it was hardly a name that filledmariners with enthusiasm. Nevertheless, thename was given to the builders and a thou-sand posters were printed of the ship (seeillustration).The weeks passed quickly and Companyofficials were soon indulging in secondthoughts. On June 17, Company Secretary MrT. W. Whitson wrote to Mr Holdsworthpleading to have the name changed. Herevealed that \"Sicamous\" was already asource of derision within the building andonce the name became public the ship wouldbe a sitting target for unsavoury nicknameslike \"sic-a-mess\", \"sic-a-mus\" and \"sic-a-mouse\"; the first syllable was iust too sug-gestive. But it is doubtful if his alternativewould have fared better with the tongues oflater generations:' \"Minnewanka\" is perhaps also ratherlong, but otherwise it is suitable and has afamiliar Maori sound.\"That same day the Board nailed its coloursto the mast and cabled Sir James theirunanimous disapproval of \"Sicamous\", sug-gesting \"Kootenay\" again. This left Sir Jamesin a difficult position. The Board of Tradepointed out that \"Kootenay\" was alreadyregistered and, although he could have madea personal appeal to a Mr Howell there, SirJames realised that that official would prob-ably be pre-occupied by the aftermath of thegruelling hearing on the sinking of the\"Titanic\". On June 27, Dunedin cabled that ithad entirely failed to find satisfactory a nameand suggested reverting to the Maori name\"Maraeweka\".This was an embarrassing admission ofdefeat but, as so often happens, the Com-pany had been overlooking the obvious. Thefollowing day the Board of Trade informed SirJames that it would have no obiection to No.415 taking the name \"Niagara\" as the twovessels already bearing that name were onlycoastal craft. Sir James cabled Dunedin im-mediately and Head Office cabled back itsrelief .\"Niagara\" was a worthy name for theCompany's largest and most prestigious linerand the selection of the names of naturalwonders set precedent a for her consorts. SirJames Mills intended renaming \"Avenger\"(ex \"Aotearoa\") \"Aorangi\" had she survivedthe war, and was not until it 1924 that the\"Thunderer of the Waters\" was joined by the\"Sky Piercer'.