Under Way June 1980

HOUSE JOURNAL OFanrcnrtrppmg groupIrmfteclJUNE 1980

BUMPER**:*-\".-.-uauJUNE 1980Produced and editedby thePersonnel DepartmentUnion Shipping Group LimitedWellingtonCOVER PICTURESFront: Roselyne Lidstone recentlyjoined \"Union Rotoiti\" as a Cadet. Storyon page 13.Back: Union Travel has crossed theroad to new premises in MannersPlaza, Manners Street, Wellington.

...T0 BUIUIPERSBumper the camel almost won the day when he decided against going with his circusto Hobart. The lions,tigers, monkeys and elephants all went aboard \"seaway prince\"8t Sydney in February with Sole Brothers Circus heading for Tasmania. But Bumper hadother ideas and, in spite of helpful hints from onlookers and all manner of tri€d and truewayr of moving an immovable object, Bumper stayed put. And then the rope snappedand Bumper's attendants bumped on the linkspan.Finally, seaway Terminal's sid Brassington and his team, helped by the circusattondants, won tho battle and the reluctant sailor was \"encouraged\" on board for the40 hour sea voyage. As tho \"seaway Prince\" disappeared into the sunset and the shipof the desort gained his water wings, Sid Brassington and his boys brushed themselvesdown and prepared for the next Seaway cargo.FROM THEMANAGINGDIBECTORSince the last issue we haveseen the retirement of Brian Coleas Executive Director after severalyoars as General Manager of\"Union Company\" under the oldstructure.Many tributes have been paidto Brian by his business associ-ates, colleagues in management,Directors, trade union leaders andmany others who have dealt withBrian over his 431/z years servicewith the Company. lnvariably, thetributes bear witness to therespect we all hold for Brian andto the trust which everyoneplaced in him.It is appropriate that, in thisfirst issue of Under Way followingBrian's retirement, that I wishboth him and Roie on your behalf along, happy and rewarding retire-ment and the very best of healthto enjoy it.r', i*&L S&( lrf l'f '\",'''iJv-

IIii$Nsffril7NIIri{IAt a farewell dinner at the Wellesley Club, Wellington, John Keegan presents Brian Cote with agift from his colleagues on Head Office staff. Mrs Roie Cole looks on.Wellington Social Club Chairman Ron Lane (right) with Brian and Roie Cole at their Welingtonstaff farewell.BRIAN COIE RFflRESThe South lsland influence on the affairs ofthe Union Company was assured whenChristchurch-born Brian Cole joined the Com-pany in Auckland in November, 1936.Perhaps, like many at that time, he may havefound jobs hard to get but, when the UnionCompany lowered the gang plank for him heembarked upon a career of 43 years whichbegan on the lowly rung of Junior Clerk andended on April 30, 1980, on the high landingof Executive Director.Such progress, simply stated, ignores theyears of determination, dedication andenthusiasm which he applied to everything hedid.His first three years in Auckland Branchgave him a foretaste of the transport indus-try, which he was able to savour in anothercategory during his army artillery war service.ln turn, Brian's military career - he rose tothe rank of Captain - was a preview of hiscommercial progress for, on his return inFebruary, 1945, he was sent to Bluff asFreights Clerk, an appointment which lastedfor eighteen months.He exchanged the vagaries of the Bluffweather for the more salubrious climate ofNapier and there he engaged in his \"head inthe clouds - feet on the ground\" task of Air-ways and Passenger Booking Clerk. His feetbecame more firmly planted on terra firmawhen, in January, 1952, he became ChiefClerk and Accountant at Napier Office.It was back to the South lsland for Brianand family in March, 1955, when he took uphis appointment as Branch Manager, picton.Three years later he shepherded his family 51nautical miles north to become AssistantManager, Head Office, on February 1, 1958.He progressed to the position of AssistantGeneral Manager in April, 1963, and, in Janu-ary, 1972, he was appointed General Man-ager. He held this post for almost eight yearsuntil his appointment to Executive Director inNovember, 1979.Brian's skills were equally in demand withinthe shipping industry generally. He is a Fellowof the Chartered lnstitute of Transport and aformer Chairman of the New Zealand Divi-sion. He has been a member of the Exportsand Shipping Council and the Transport Ad-visory Council and Chairman of the Council ofWaterfront Employers. He was an executivemember and is a Past President of the NewZealand Shipowners' Federation. For someyears he served on the executive of the NewZealand Chambers of Commerce.He has been Chairman of the New ZealandCommittee of Lloyds Register of Shipping. lnrecent years he has taken an active part in theaffairs of the Botary Club of Wellington and iscurrently Chairman of the Programme Com-mittee.ln private life, Brian Cole and his wife Roieshare a warm interst in their family of threesons, three daughters-in-law and two grand-children. They are both also keenly interestedin the garden of their Karori home inWellington, the Royal Forest and Bird Societyand in the New Zealand Academy of FineArts.With such varied interests it is certain thatBrian and Roie will remain as active in retire-ment as they have been during working life.And they can take pride in the knowledgethat they will both be remembered withaffection by all those with whom they havebeen associated over the past 43 years.

FAREWETLOn the eve of my retirement from active service with the Company, I write to \"onr\"y -ywarmest thanks to all the people with whom I have worked over the past 43 years - ashoreand afloat, active and retired - for the help, encouragement and friendship that each of youhas accorded to me during my time with the Company.It has been an intensely interesting life and I can only hope that I have been able to makesome contribution to the well-being of the industry. Shipping is not an easy occupation - forthat matter it never has been and I would see little prospect of any change in the years ahead.At the same time, it is a challenging life, demanding on the individual and his farnily, but onethat provides a sense of satisfaction.At this stage may also I pay tribute and convey my thanks to our wives. They play such anintegral part in the individual's ability to perform properly and give I my warmacknowledgement and thanks to my own wife for the help she has accorded me and to thepart played by all of the ladies in the support and encouragement they give to their menfolk.I am confident that I leave the Company in good heart. We have a keen, active andenthusiastic staff, well trained and experienced to operate the modern and efficient equipmentwith which the Company has been provided. At the same time, there will be a continuing andincreasingly rapid requirement for keeping our systems and operating patterns up with moderntechnology. Developments in the marine equipment field, technological changes and theevolvement of electronic data processing to an extremely sophisticated degree will demandcontinuous and dedicated work from all in the industry.I convey my thanks to Sir Peter Abeles, Sir Reginald Smythe and all the Directors with whomI have been associated over recent years for their help and encouragement during thesedifficult times. ln retiring, am confident I that the future of the Company is left in good hands,that John Keegan will lead you all to greater efficiency and better things and that he issupported by a grand team and a dedicated staff throughout the Company's activities.For the meantime, farewell and my God bless you all and guide you to a rewarding andsatisfying life and career. Thank you again for friendship and help and my very best wishes toyou all.April 1980.hrd ry

Mr T. R. HemaMr M. J. RatcliffeMarch 1980Mr P. R. Guest to Stevedoring Manager, Hawkes Bay, Union Maritime Services, Napier.April 1980Mr P. J. Sims to Stevedoring Superivsor, Union Maritime Services, Auckland; formerly.atMount Maunganui.May 1980Mr K. W. Brennan to Accounting Manager, Head Office, Union Maritime Services; formerlyHead Office Accountant, Union Steam Ship Company.Mrs M. B. Dwyer, to Manager, Union Travel, Sydney.Mr\"T. R. Hema to lnternal Auditor, Head Office, Union Shipping Group.Mr M. J. Ratcliffe to Stevedoring Supervisor, Union Maritime Services, Auckland; formerlySecond Officer, Sea Staff.Miss M. M. Wilson to Consultant in Charge, Union Travel, Oueen Street, Auckland.Mr A. l. Grant to Manager, Union Travel, Browns Bay, Auckland; formerly Manager at Sydney.June 1980Mr S. D. Judson to Group Planning Manager, Union Shipping Group, Head Office.Mr D. C. Shelton to Group Finance Manager, Union Shipping Group, Head Office; formerlyGroup Planning Manager.July 1980Mr P. Elsley to Port Manager, Union Maritime Services, Wellington; formerly Port Manager,Westport...UNION MELBOURNE\"IN THE NEWS\"Union Melbourne\" is probably the biggest ship ever to put into Yarmouth Harbour. The 465ft. roll on-roll off freighter was to have had her water tanks cleaned at Lowestoft but, when itwas found that the wings of her bridge jutted out too far for her to pass under the harbourbridge, alternative arrangements were made for her to sail for Yarmouth.With tug a holding a bow rope as a safety measure, \"Union Melbourne\" made her own waybetween the twin piers and is shown in our photograph negotiating the tricky Brush Bend.It is believed that the previous longest ship to enter the port was a Japanese steamer of425ft. which called in the 1920 autumn fishing season. \"Union Melbourne\", at 64ft., is alsobelieved to be the widest ship to enter Yarmouth.The ship-management of the vessel is currently being carried out on our behalf by P I O,while she is on time charter to Tor Line.

;ftA RETIC FROMTHE NOSTATGICERA OF STEAMAnchor-Dorman GeneralManager Bill Butters reportson a job of restoration.The Waimea Steam Museum at PigeonValley near Nelson has an enthusiastic bandof voluntary workers, headed by Mr RossHiggins, who pursue and recover discardedrelics from the age of steam in all sorts ofremote areas and who, with painstaking andloving care, restore boilers, engines, winches,pumps, and suchlike to their former glory infull working order. The Museum attracts visi-tors from many walks of life and parts of theworld.On Saturday, May 10, representatives ofAnchor-Dorman Limited were invited to takepart in a ceremony to re-commission a steamengine which was originally built in the late1880s by the Anchor Foundry, the forerunnerof Anchor-Dorman's present day engineeringenterprise. For the technically minded, thisengine is a single crank outrigger horizontaltype, with x 6 14 inch bore and stroke.The detailed history of the engine is a littleobscure and relies on local knowledge passeddown through several generations. However,it is believed that it was originally destined foran outback area known as Kaka near theheadwaters of the Motueka River, possiblyfor use in mining operations. Unfortunately,during the delivery .journey by means ofbullock dray, fell it off the cart during a rivercrossing and suffered fracture a of the maincasting which extends between cylinder andoutrigger.It was thereupon abandoned and lay in theriver bed for many years before beingTOP MECHANICMelbourne Seacargo Terminal mechanicsare hard a working but quiet bunch of chapsand little is ever heard of them. However, intheir midst is Paul D'Elia, a third year Appren-tice, who persists each year in gaining thehighest marks in his automobile studies andexams.He gained the 1978 Victorian AutomobileChamber of Commerce Award and this yearhit the top again by gaining the Technician ofthe Year Award at the Batman AutomotiveCollege. The prize was awarded at an AwardEvening in the Coburg Technical School As-sembly Hall in Melbourne on May 7, 1980.Paul is a keen skier, a member of the Ven-turer Scouts and has won the Oueen ScoutAward.Our photograph shows Paul wrestling with'hydraulic spaghetti' on one of our LeesForklifts at the Terminal.Congratulations from all of us on yourachievements, Paul.recovered by a local farmer. The SteamMuseum managed to gather together mostof the original parts during recent monthsand, after the casting fracture had been ex-pertly welded in Anchor-Dorman'sworkshops, the Museum',s volunteers, leadby Syd Aydon, Nelson Harbour BoardMechanical Engineer, set about restoring theold engine to \"as new\" condition.At the function on May '10, Ross Higginspresented to Anchor-Dorman Limited adocument investing the legal ownership ofthe engine back with the Company, on thecondition that it remains in the care of theMuseum. This was received on behalf ofAnchor-Dorman by General Manager Bill But-ters who then turned on the steam to set theold girl alight. She performed beautifully andgracef ully.The occasion was recorded by televisioncameras and featured in the regional newsprogramme the following Monday night.An appropriate and very interestedonlooker at the re-commissioning functionwas Mr S. Bassett of Motueka, in his 90s,who started his engineering apprenticeshipwith the Anchor Company in 1906. MrBassett is able to recall similar type enginesbeing built in his day at the works. Also at-tending was Noel Brown, former Traffic Man-ager for the Company, whose grandfather,Alexander Brown, was the Anchor Foundry'sManager from 1866 to 1901, the period inwhich the engine was built.That era represents the pioneering of theN.Z. engineering industry and a period inwhich the Anchor Company's innovativeengineers such as Alexander Brown under-took all manner of tasks, including the con-struction of boilers and steam engines, build-ing or lengthening and refitting of coastalships and seemingly impossible salvageoperations on the Company's ships whrchplied the river ports of the day with frequentstrandings.

Mr R. G. Black, lnternal Auditor, HeadOffice, on April 30, 1980, after 41 years' ser-vice.Mr E. V. Boden. Painter, Head Office, onApril 30, 1980, after 8 years' service.Mr B. S. Cole, Executive Director, HeadOffice, on April 30, 1980, after 43 years' ser-vice.Mr l. R. Campbell, Audit and BatchingSupervisor, Financial Accounts, Head Office,on May 31, 1980, after 49 years' service.Mr D. S. McLaren, Chief Engineer, Sea Staff,on May 31, 1980, after 29 years' service.Mr A. l. Griffith, Chief Engineer, Sea Staff,on June 5, 1980, after 34 years' service.Union Bulkships Fty LtdMr T. A. S. Atkinson, Chief Clerk, Hobart,on April 11, 1980, after 43 years' service.alan Campbell's service of 49 years and fourmonths with the Company stands out as anachiqvement rarely exceeded and seldommatched by others who have retired. Suchservice characterized lan's determination tostick at a job until he carried it through to itsultimate satisf actory conclusion.But to begin at the beginning: lan was bornin Christchurch and had a very strong associ-ation with both the South lsland and the sea.At one time his grandfather, Captain Ramsay,(hence the \"R\" in lan's name) worked for theCompany but became Harbour Master atOamaru, at which port lan spent many saltya holiday. However, it was to Wellington thatlan immigrated for employment and wasplunged straight into the mechanics of com-merce when he was placed in the Superin-tending Engineer's Department on January23,1931.At that time, the Superintending Engineerwas James (Brugle) Smith, who will still beremembered by many of the retired staff,while lan's immediate boss was GeorgeTaylor who, himself, saw 48 years' service inthe Company. lt was a source of some con-siderable gratification to lan that George wasable to attend his staff farewell function.From the Engineers' Department, lanmoved to Wellington Branch in February,1935, working in both Accounts and TrafficDepartments at different times.ln 1943, lan joined the Fleet Air Arm andsaw service in the European theatre of war.He was wounded and has borne with for-titude and patience the results of that injurythroughout his life. He returned to New Zea-land in the \"Maunganui\" on her last trip as ahospital ship.On his return to the Company in June,1947, lan was posted to the Airways sectionof Wellington Branch and remained on thetravel side there until August, 1966, when hewas moved to the then General PassengerDepartment in Head Office. Five years laterhe transferred to Head Office Accounts andremained with that Department until heretired on May 30, 1980. During part of histime in Wellington Branch, lan enjoyed thecompany of his sister Alyth, who worked inthe then Steamer Express Department.While returning to New Zealand from theUnited Kingdom in the \"Maunganui\", lan methis wife-to-be, Pat. He displayed the sameimpeccable judgement in choosing hisdaughters, Pauline and Clare, and, in hisretirement, lan will be enjoying from time totime the company of his family including histhree grandchildren.Although at one time a keen skin-diver, lanwill be limiting his activities from now on tofamily home and garden. ln these activities,lan, we wish vou many happy hours.oln our last issue, we recorded Mr H. G.Wick's retirement from the Sydney SeacargoTerminal after 50 years' service. Bert, whowas Terminal Timekeeper, is shown holdingthe silver tray which was presented to him bySir Peter Abeles on the eve of his retirement.Alan Notley (left) and Sid Brassington, Ter-minal Manager (right) make up the group.Bert Wicks was 14 years old when hestarted as a message boy in September,1929. \"My job included taking the ships'boxes ashore to the office and also used I tocollect phone call money at two pence a go.ln those days I earned the princely sum of 15shillings a week,\" he recalls.\"lt was pretty grim during the Depression.This part of the waterfront was called thehungry mile. Every morning the blokes wouldline up.for iob a and, once all jobs were filled,they would race along the road to the nextship. think I we all felt that we were prettylucky to have a job.\"ln the early days, the bosses wore bowlerhats and starched collars - they were stillthe horse and cart days when started I here.Even with the ships themselves, there was amixture of the dd and new, with sail stillcompeting with coal burners. There wereships that were both sail and coal burners\".Bert and his wife Esme used to be greatcyclists: \"Well before the current popularitywe used to cycle to Newcastle in the morningand back in the afternoon. lt's now five houra drive there and back. ln those days you didn'thave car problems and the roads were clear.Esme and I also cycled to Lismore and Ballinaon the north coast. However, nowadays wedo everything by coach.\"\"l'll be sorry to leave the waterfront, butyou never know, one day might I iust get thatsea trip yet,\" he contends.

Murray Radford, Group Finance Man-ager, left the Company in April on hisbeing appointed a partner in Renouf dndCompany. Wellington stock and sharebrokers. Murray contributed a great dealduring his stay and he has the goodwishes of many friends within the group.Early in June, we welcomed Stephen Jud-son back to full time duties following his ab-sence over the last two years while studyingat Otago University.' Union Maritime Services General Man-ager David Graham recently announced athree-quarter million dollar programmefor the supply of a number of new LeesD50 fork lift trucks of 22.5 tonne capacity,also the modification and reconditioningof 10 existing D35 machines, These lattermachines will be upgraded to 20 tonnescapacity. Two new prime movers and anadditional trailer have also beenpurchased to improve our cargo handlingequipment at New Zealand Ports.The recent last shipment of coal fromWestport heralded the scaling down of ourshipping operations at the port. UnionMaritime Services, Westport, will, from July1, cease to have its own resident staff, butTravel Manager Charlie Low and his team williontinue to represent the Group and will actas its agents. Lyttelton Branch will providestevedoring services at Westport as necess-ary, maintaining our usual standard of nation-wide coverage, Port Manger Pat Elsley hasbeen appointed to Port Manager, Wellington.We reluctantly bid farewell to Rita McLarenand Jim Russell who hdve decided to retaintheir ties with the West Coast, staying on in, Westport.The decision of the Portland CementWorks to draw coal from Huntly insteadof Buller perhaps had its roots 100 yearsago. The following clipping is taken fromN.Z. Herald files dated 1879:'The limited output of coal at the Bay oflslands coal mines is proving of the ut-most value to the Waikato Company'smines. This company is now commencingto supply the large steamers in the port ofAuckland, as well as those of Manukau.Yesterday, on the railway wharf, therewere to be seen 20 to 30 trucks (contain-ing tons eachlof 5 this company's coalwhich were to be supplemented by asmany more through the night, in order toprovide the Union Company's S.S.\"Ringarooma\" with 250 tons for con-sumption on the voyage to Sydney. ln ad-dition to this, the Company's S.S.\"Waitaki\" (in the Manukau) takes also100tons, so that the demand for this coalis gradually extending. The coal is becom-ing recognised as one of the best steamcoals in the country and, as it gets moreknown, is likely to be largely in demand.\"The Property Division reports that theGreta Point complex is now complete, withthe exception of the proposed tavern. Allother buildings are fully let and over half theboat parks are leased. The entire complex hasbeen sealed in asphalt and a good response isevident from both tenants and boat parkusers as to the commercial and recreationalaspects of the complex. There are frustratingdelays over the tavern pro.iect due to localbody and Licensing Commission decisions.The new plaza in Suva is nearing com-pletion and Union Travel are now operat-ing from their new office within the plaza.The official opening will take place onJuly 19.Anchor-Dorman Engineering haveachieved another'first' in the sale of a side-loader to Fi.ii. This follows the export of asimilar machine to Australia. Designed andbuilt by Anchor's own staff, the units have alifting capacity of 22 tonnes and are purpose-built for fitting to a semi-trailer.WHO'SWHOMr G. R. PEEBLESGroup PersonnelManagerThe hillside suburb of Wadestown overlooking Wellington Harbour was home toGraeme Peebles and gave him grandstand view of the a city's activities. When he joinedthe Company, he was not, therefore, unfamiliar with shipping.Graeme's career in the Company led him from the Management Enquiry office to theSecretarial Department and, later, to Wellington Branch where he occupied positions inthe Correspondence Department, Overseas Air Travel and the Trans-Tasman PassengerDepartment,He foresook passengers for cargo in May, 1958, when he moved to the TrafficDepartment. He became Local Traffic Manager in 1969 and was appointed AssistantManager, Wellington, in May, 1970. He was seconded to Head Office in September,1972, prior to taking up his appointment as Personnel Manager on January 1, 1973.ln addition to his Company responsibilities, Graeme is President of the New Zealandlnstitute of Personnel Management, Wellington Division; a divisional councillor of theNcw Zealand lnstitute of Management; and a member of the Association of Training8nd D6velopm6nt.A family of three sons and one daughter noisily occupies most of his (and his wife's)spare time, but Graeme also maintains an interest in the outdoor and contemporaryNew Zealand art and architecture.

Mr C. C. Callis, Superannuitant, formerlyAccounts Clerk, Head Office; at Wellingtonon March 25, 1980.Mr M. H, Learmonth, Superannuitant, for-merly Assistant Manager, Union-BulkshipsPty Ltd, Sydney; at Sydney on March 27,1 980.Mr R. J. Heron, Superannuitant, formerlySenior Clerk, Oamaru; at Oamaru on March28, 1980.Miss K. P. Bennett, Typist-Clerk, StoresDepartment, Auckland; accidentally drownedoff Great Barrier lsland on April 2, 1980.Captain T. P. Monaghan retired StevedoringSupervisor, Auckland; at Auckland on April14,1980.Mr C. Ward, retired Radio Officer, Sea Staff;at Wellington on April 19, 1980.Mr T. E. Barker, retired Local SuperintendingEngineer, Sydney; at Sydney on April 21,1 980.SEA DOGS' 120 YEABSWhen Assistant lndustrial Manager DavidMillar passed through Sydney on holiday re-cently, he renewed friendships with two ofhis former \"bosses\". Captain Arthur Crosbie,left, was Chief Marine Superintendent duringpart of David's service at sea in command.Later, David Millar came ashore at Wellingtonas Assistant under Captain Bill McGarry(centre), then Wharf Superintendent. BothCaptains Crosbie and Mccarry now live inretirement in Sydney, while Captain Millarcontinues \"full steam\" in Head Office.These former \"sea dogs\" have, betweenthem, clocked up 120 years' service.LOSS OF ALANDMARKSeacargo Terminal Supervisor Tony Lesterin Lyttelton sent the photograph on the left torecord with regret the passing of an oldfamiliar friend.For nearly 35 years, the black and whitesignal tower on the end of Gladstone Prer inLyttelton Harbour was a familiar srght tomariners entering and leaving the port. Built in1946, it was continuously manned by Har-bour Board signalmen untrl late last yearwhen'a new station went into operation ontop of the container terminal building.The old tower was given to the FerrymeadHistorical Park, whose members had the jobof removing it. After a week of work strippingthe flare of the lower portion, two mobilecranes were called in to take the weight andtopple the tower gently on to its side. lt wasachieved without breaking a single window.The next morning, a heavy transportermoved in and the structure was hoistedaboard for its trip over Evans Pass andthrough Sumner to the Park at Heathcote.It is understood that the tower is to beconverted into a windmill which will grind thewheat to make flour for the Park bakery.The view from the Company's Terminaloffice now seems emptier, for the old towerused to stand alongside the linkspan. Still, it isnot lost from sight completely because stafftravelling to Christchurch along the TunnelRoad can still catch a glimpse of it on thebank of the Heathcote River.

iln our June, 1979, issue, we carried storya 'He Built A Catamaran 83 Years Ago'- a sto-ry about Mr W. W. Houghton who ioined theCompany in 1907 and finally retired in 1967.dMr Houghton kindly wrote to the Editor re-cently and we are pleased to publish his lenerhere in the knowledge that old and new staffwill be interested in hearing of him.Sir:I am not sure whether I sent a few lines tothank you for the article in Under Way, June,1979. The snap that lan Stephenson tookturned out all right too. Looking back; \"Thosew€re the days\".We have sold our lovely old home atDevonport (above) which very I much regrst,but for no othor r€ason than we are both get-ting on in yeare and the home ie too big andnot handy to tho shopping aroa. We had itbuilt in 1934 and have lived in €ver since.it The back goes down to the Bay, but unfor-tunately we had to work ths tide. That neverworried me, as I had safe anchorage a for the\"Lady Val\". My happy holidays w€re in theboat with my brother and my wife's twobrothers, away for a cruise usually across theGulf, and to Coromandel and round about.We thoroughly enioyed ourselves - no fuss,no bother, meals at all hours, tea and toast atsunrise in our pyjamas. After a while mybrother would say, \"What about a bit ofbreakfast?\" My reply was, \"You have had it!\"I am the only one left; the others havepassed on.Getting back to the sale of our home, ithas given me fair arnount of a work which, atany age, few would enloy, sorting out whatyou wished to keep and the rest for the in-cinerator. You can imagine the amount ofengine room data I had collected during by 40years with the Company, to say nothing ofthe articles in the daily papers, concerningshipping, etc.Besides all this, there is what I called myworkshop and the amount of gear to sort out.Well, it is all at our new home now waiting fora start, which seems very slow, as it meansstarting all over again with the winter settingin.W. W. HoughtonAucklandaSir:\"Recollections - Launchings at EvansBay\", in the March Under Way requires somecorrections and additions. Briefly these are:\"Hinuwai\", oil barge, was launched..fromthe small slipway on July 15, 1936.H.M.N.Z.S. \"Awatere\" was launched fromthe small slipway on September 26, 1942.\"Hinuwaka\", oil barge, was launched fromthe small slipway on September 24, 1943.\"O. 1\", oil barge, was launched sidewaysfrom Greta Point on March 1, 1944.\"Hinupahi\", oil barge, was intended to belaunched sideways from Greta Point onNovember 18, 1946, but stuck on the ways.She was successfully launched on December16,1946.Joe HenryWellingtonaSir:I am grateful to \"Barnacle Bill\" for hisrecollections of time spent on \"Tamahine\".The late Andy Taylor was often credited withher design but, in fact, she was designed byconsultants before he joined the Company.Lying on my back peering upwards behindthe shell lining in one of the cabins during the1958 survey, turned my I head to f ind Britisha sixpenny piece, dropped there during buildingand a constant traveller until found by me.Anybody hazard a guess how many cross-ings that sixpence made?Avoiding the temptation to put forwardpersonal opinion and theories, the fact re-mains that \"Tamahine\" sailed Cook Strait forover 36 years - which proves she had,something in her favour even if modernstability criteria may not show this. A pre-war review of existing ships by Rahola mayprovide the answer.It would not take long to list the championboxers who stood flat-footed and took everypunch thrown at them because they do notexist. Even Muhammed Ali has to \"go withthe punch\". Between the wars, roll and pas-senger comfort were the starting points inany new design, but now \"stability afterdamage\" criteria produce a safer but lesscomfortable \"sea boat\".Later this year it is hoped to organise ameeting in Wellington to bring togetheroceanographers, master mariners with per-sonal experience on that run, harbourengineers and anybody else who can con-tribute something to provide a better under-standing of the sea conditions in Cook Straitand on the Lyttelton run. Statistical analysis isbeing used to a greater extent, but the humanmind will crystallise the significant featuresmuch more quickly.A milestone in this research is a 1979 paperin the N.Z. Journal of Marine and FreshwaterResearch entitled \"Ocean Wave Charac-teristics around New Zealand\" by R. A.Pickrill and J. S. Mitchell. This is onlv a begin-ning.My reason for writing is to try to en-courage all \"Tamahine\" stalwarts and otherseafarers to express their views both of thesea state and their idea of the ideal shiplength and size for Cook Strait, or the particu-lar quality of the best ship they ever sailed in,whether it was the \"Kauri\", \"Kaitoa\" or theold \"Rangatira 1\".Your comments are invited. Presented withletters from Masters familiar with the run inthe past, the model tank boffins have beenquick to confirm: \"This is what we want\".There is no substitute for experience.And to refute rumours that \"Tamahine\"did not have a GM - at the time of the hand-ing over to the new owners, after a thoroughsearch, it was found in an unopened envelopeat the back of a drawer in the Master's safealong with the key to the keelson.'Young Bill\"

WHO'SWHOMr R. E. HARRIS-DAWNorthern Region ManagerDick Harris-Daw joined the company in his native city, wellington, as Junior a in theHead Office Enquiry Bureau on January 14, 1943.ln February, 1946, Dick joined T.E.V. \"Rangatira\" as an Assistant purser and, until hecame ashore again to clerical duties in wellington Branch almost three years later, heserved in a variety of Company vessels. These included, as well as \"Rangatira,,,\"Tamahine\", \"Kairanga\", \"Wahine\", \"Hinemoa\", \"Kaimanawa\", \"Waiana,, and\"Waipori\".His shore career took him through Passenger Bookings, lndustrial and Accountingwork in Wellington Branch and led him to the then lndustrial and Claims Department inHead Off ice in October, 1 954. Some four years later, in June, 1960, he was promoted toSub-Manager, Bluff, returning to Wellington as Cargo Overseer in April, ,lg66.Further promotion came Dick's way April, in 1968, when he moved to oamaru as BranchManager. Two years later he moved to the same position in New plymouth. ln March,'1973, Dick returned to his home town of Wellington as Branch Manager, a position hehbld until he was transfer:red to Auckland, again as Branch Manager, in May, .1976. Hisresponsibilities were further increased from January, 1978, when he became NorthernRegion Manager.Dick is a Member of the Chartered lnstitute of Transport; of the New Zealand lnstituteof Travel; of the Rotary Club, Auckland; and of the Skal Club, Auckland. He representsthe company on the New Zealand waterside Employers lndustrial Union of Employers,on the New Zealand Export lnstitute and the lnstitute of Management.Dick uses recreation time to play golf, bowls and bridge. He is married with familya of a son and a daughter and has two grandchildren.NEW BROCHURE PROMOTES..SEAWAY' SERVIGES'' Many of those who man the two \"Sea-way\" vessels helped in the preparation of anew brochure promoting our Tasmanian ser-vice. Captain W. F. Gormlie, a veteran ofsome years in the \"Seaways\" features in theintroduction which outlines the history of theservice and its importance to the Tasmania-Mainland trade. Chief Engineer Phillips of the\"Princess\" provides some technical details,engine and other specifications. A centrefolddiagram highlights the main features of thevessels and their cargo carrying capacities.The brochures will be used as a marketingand sales aid as well as in general public rela-tions.The Company has traded to Tasmaniasince the latter part of last century. The build-ing of \"Seaway King\" and \"Seaway Queen\"in 1964 heralded the roll on-roll off serviceand, in 1974-75, the new \"Seaway prince\"and \"Seaway Princess\" took over. Todaythese two ships provide the only direct sealink between Melbourne and Sydney toHobart. Their schedule provides two sailingsa week to and from Melbourne and one aweek to and from Sydney.SKAtReference in our last issue to the chain ofoffice of President of Wellington Skal Clubpassing from David Graham to Peter Leightonhas highlighted other staff interest int heorganisation.Northern Region Travel Manager RogerMiller is President of the Hamilton Club thisyear and Wayne Harris-Daw of MountMaunganui is a member. Further north, KenKeech, George Cole and Dick Harris-Daw areall members of the Auckland Branch.ownsEffi

FISHY STEVED ORI NG ONTRACTG Union Maritime Services' Stevedoring Divi-sion has burst into a new field at Dunedin,where the first vessels of the ioint Fletcher-Sovrybflot fishing venture have commencedcartoned f ish transf ers.Eleven vessels will be involved in this ven-ture - one BMRT trawler of approximately3,000 tonnes and ten SRTM trawlers of ap-proximately 1,000 tonnes. All these vesselswill use the port of Dunedin to tranship theircatch and it is estimated that the SRTMs willoperate on a 20-day cycle.The Company is also stevedoring vesselsof the Sanmar .loint venture which will utilisefour SRTM and one BMRT type vessels and itis understood that two other vessels fromanother joint venture are likely to use the portlater, This could mean a total of eighteenvessels will be available to load into the largefish carriers which will be berthed alongsideuntil loading is completed. Later, theFletcher-Sovrybflot venture intends to build acold store which will help ease operationalplanning.The photograph shows the carrier receiv-ing fish from a BMRT trawler.NEWS SLIPThe attack submarine \"Otama\", theRoyal Australian Navy's newest vessel,arrived at Suva on Sunday.The submarine was laid down bY theAustralian Naval representative in theUnited Kindergarten, CaPtain D. W.Leach, in 1973, and was launched by Prin-cess Anne in December, 1978. (Fiji Times9.4.80)IONG TBIPMike Dwyer of Pacific and World Travel, Lon-don, recently issued an Air Canada airlineticket for a business client, Mr Dave Robin-son, who was to travel around the world. Theticket was 12 feet,6 inches long, comprrsing40 airline sectors as follows:London/Gander/St Johns/Stephenville/Montreal/Toronto/New York/Pittsburgh/New York/Toronto/Saskatoon/Calgary/Vancouver/San Francisco/San Diego/SantaAna/Los Angeles/Sydney/Cairns/Towns-ville /Rockhampton /Brisbane /Newcastle/The months of May and June, 1955, at-tracted three people to Union Company whohave since given 25 years of uninterruptedservice. On behalf of Directors and all staff,Under Way extends congratulatulations to:Mr Reginald Shrimpton, who first signedon a Company ship in 1948. He joined thepermanent staff on May 15, 1955, on ap-pointment as Chief Steward of \"Katui\" whichwas engaged in the Auckland-East Coast$outh lsland Service. Since then, he hassailed the South Pacific, spending most of hisrecent years as Chief Steward in the coastaltanker fleet.Sydney /Jakarta /Colombo / Sevbhelles/Johannesburg /Kimberley /Johannesburg/Bloemfontein /Cape Town /Oudshoorn/PortElizabeth /Durban /Johannesburg /CapeTown/Johannesburg/London.This business \"trip\" is scheduled to takeeight months to complete.ln our photograph, holding the Air Canadaticket, are Giovanni Marenghi, Mike Dwyer,and Peter Jeffery of London Office, togetherwith Andy Burgess of Air Canada (right).London challenges all other Union Traveloffices to produce evidence of longer a airlineticket.Mr Derek Goodwin, Agencies Manager atUnion Maritime Services, Mt Maunganui.Derek's career has contributed to the popula-tion drift northwards. He joined in Christ-church on May 16, '1955, was later promotedto Head Office, then to Napier and, in July,1976, to the sunny Bay of PlentY'aMr Joe Hegan, who joined the WellingtonPatent Slip Company Ltd on June 13, 1955,as a welder. During the last 25 years, he hasseen not only a change in his old Company'sname to the Wellington Marine Repair WorksLtd, but also change in location a from EvansBay to Tory Street. Joe has been a familiarfigure on countless ships as his work hastaken him from one end of the port to theother.

SHIPSFEATUREONSTAMPSThe Fiji Department of Posts and Telecom-munications has issued a set of four stampsto mark the opening of the London 1980 Ex-hibition. The stamps feature ships which car-ried passengers, mails and cargoes to andfrom Fiji over a span of almost 100 years.Two Company ships, \"Southern Cross\"and \"Matua\", the Australasian United SteamNavigation Coy. Ltd's \"Levuka\" and the thenOrient Line's \"Oronsay\" are depicted.\"Southern Cross\", 282 tons, waspurchased by the Company in 1881 andpioneered the Fi.iian trade before being laid upin 1900. She holds special place in Fiji's his-a tory.\"Matua\", 4,166 tons, 1936-1968, is prob-ably the best known ship in the Fijian lslands.For 32 years she maintained a passenger andcargo service from Auckland. But her realfame came during the Second World Warwhen, without interruption, she kept a foodsupply line open between the two countries.ffr**n- rx tmo l'' *x$*slTl{.:N \"lg'r$BsEXHIBITIOl{The General Manager,Union Steam Ship Company of New Zealand Limited,lJellington,New Zea land.OTRIML FIRST NAY IOVrRISSUID BY DTPARTMTNT OT POSIS ANI} ]EI\"TIOMII{JNICAIIMSF*,,r{frfi5s; l*f}

Gover Story:ROSETYNE LIDSTONEGOESTO SEAFinding herself a woman in an other-wise male environment is the inevitableresult of being selected as the UnionCompany's first and, to date, only femalesea-going Officer Cadet.Roselyne Lidstone, a 19 year-old fromTimaru, has been an Officer Cadet with theCompany since March. She regards herself -and appears to be regarded by her male col-leagues - as a sailor who happens to be afemale, rather than female a who happens tobe sailor. Obviously a a woman in their midsthas not gone unnoticed by the men but, interms of the iob, the common concensus isthat, as long as she can do her job and pullher weight, her sex is entirely incidental.Like most people who are asked why theychose their career, Roselyne can give nodefinite answer to the question, \"Why didyou want to go to sea?\" As far back as shecan remember, she was telling her parentsshe wanted to be a sailor, but there was noinspirational moment when she made thedecision and listed the reasons behind it.She left Timaru College from the sixth formwith U.E. in maths and the sciences andbegan making applications to overseas linesfor a cadetship. Despite the fact that womensailors are no novelty in the places she ap-plied, each application drew a blank andRoselyne meanwhile worked in quality con-trol for Watties and for a vet while shewaited for a break.Perhaps ironically, it was when she turnedher attention to the home market and appliedto the Union Company that the door openedfor her.Her faith in the rightness of her ambition'now seems justified. As Captain R' H.Stewart puts it, \"She is performing her dutiesadmirably\".13Seasickness is a common suffering amongnewcomers to maritime service and Roselyneadds some dislike of heights to her personalbug-bears. Climbing is not one of her strongpoints but, as with seasickness, she's notabout to let that impede progress. Whatclimbing has to be done has been ac-complished with grim determination, but notenjoyment.Sea sickness is more of a joking matter.Fellow Cadets Paul Hines and Dale Wad-dingham presented her with her own suitablyinscribed bucket to carry around, but this hasbeen less in evidence lately as the severity ofthe discomfort is abating.At three months, the career of OfficerCadet Lidstone is proceeding without snags.ls this an example to other young women?Roselyne herself is reticent on this point. Herchoice of career was a persorial matter andwas not made to put herself deliberately in aunique position but to fulfil an ambition. Sheis too young in the job yet, she says, to beoffering advice to others of her sex, otherthan to point out that her appointment is aninescapable fact which shows such a careeris open to women. She observes that she atleast has been able to slip into the life withoutcausing shock waves.Does that mean she has stamped no im-print of femininity on the job and the ship'scompany? On the company, inevitably shehas, in many little ways; after all how manymen would regard the run to Melbourne as aparadise because of the shopping? And nomale Cadet would be treated with so muchtact, or would be spoiled little, or a be treatedas something of a mascot.On the job itself? No. ln that respectRoselyne Lidstone is iust another Cadetlearning to become a competent officer withall that this implies. That, in itself, must be amark of success for the Company, the shipand for Roselyne herself.

THE ANITTOMY OF THE ANCHORThis story is reproducedby permission of theEditor of 100A1, theJournal of LloydsRegister of Shipping,London. The originalstory has been abridgedfor space reasons.The spare anchor stowed on the foredeck of\"tJnion Auckland\" where it can be readilyhandled by the ship's own gear. This is aByers type stockless anchor.---rf?**'S.t ',.i'iil,S*'l!il ,:f'J

,Anchor types: l. Halls; 2. ACl4; 3. MeonMark 3 (Danforth typd; 4. Stokes,' 5, LWT; 6.Union hhp; 7. Pool; 8. CAR; 9. Stevin; l0. Flip-per Delta; I l. Bruce; and I 2. Table anchor.The anchor as th6 most takenfor granted item of ship's equip-a ment. Yet its safety and the lavesof its crew may depend on it.Anchoring today's big ships is a weightysubject indeed: each of the two bow anchorson a very large container carrier might weighas much as 30 tonnes. Add to that '1,000 ft ofchain thicker than wrestler's a arm - that'sanother 130 tonnes of steel - for eachanchor. With anchors of that size costing ashipowner somewhere between $40,0@ and$60,000 each, not forgetting a spare anchorwhich must be carried, and maybe $600,000for the chain, they also represent a con-siderable investment, but this is still only asmall proportion of the cost of the ship andits cargo. Yet the safety of the whole shipcan and does depend on its anchors.A brand new 278,000-dwt tanker, \"Olym-pic Bravery\", was wrecked off the coast ofFrance on her delivery voyage in January,1976, when she suffered engins touble andher anchors failed to hold.ln 1973, the \"Donna Marika\" draggedanchor more than a mile in Dale RoadsAnchorage at Milford Haven on the southcoast of Britain. She was stranded near avillage which had to be temporarily evacu-ated because of the risk from the highly in-flammable cargo of fuel oil spilling from herruptured hull. She was refloated and towedfor Falmouth and later to Alicante in Spainwhere she was broken up.There have been many other less dramaticcases of anchoring system failure causinggroundings and collisions. And how many'near misses'? From a mariner's point ofview, there is nothing worse than dragginganchor in the middle of the night in acrowded harbour and having to get out andgo to sea, unless it is another ship draggingher anchors and drifting towards you . . .Despite their importance, anchors ,rnd ,obe taken for granted; compared with otheritems of ship's equipment, they are notusually given great a deal of thought. Apartfrom their growing bigger, there have beensurprisingly few improvements and newdevelopments in ship's anchors in the past2,000 or so years. The classical stock orfisherman's anchor, which is still with us, hasbeen practically unchanged since the MiddleAges. And when he stockless anchor arrivedin the 19th century, it was really not muchmore efficient in terms of holding power,rather an easier anchor to handle.The first patent for a stockless anchor wasissued in 1821 to a man named Hawkins. lt,had arms moveable at right angles to theshank so that both flukes enter the groundsimultaneously resembling the later Hallsanchor, but it failed to gain acceptance. Otherstockless anchor types followed, withmoderate success.When a number of commercially availablestockless anchors - Halls, Byers, Westeney-Smith and so on - were tested in a series ofpractical trials carried out by the British Havyat the end of the 19th Century, it was foundthat all these designs had roughly the sameholding pull: about six times their own weightin good conditions. But there were also anumber of failures when the anchors didn'tgrip at all due to their lack of transversestability.15

Iscale trials in which an anchor is shown to beat least twice as efficient as a standard typeof stockless anchor of the same weight'Some hhp anchors have, in fact, proved to benot twice but up to four times as efficient asstockless anchors, yet the 25 per cent reduc-tion in weight is the maximum allowed by thesocieties.Senior surveyor Alan Buckle, an expert onanchoring and author of several technicalp.p\"r. on the subiect explains: \"The actualmass of an anchor can sometimes be criticalif ship a has to drop anchor in very poor hold-ing ground, such as soft mud or slab rock'wi-th nothing to grip. Also, an anchor must bestrong eno;gh to withstand being droppedon \"olid rock or pulled against obstructionssuch as boulders on the sea bed, and thatusually means weight.\"Although the fluke area is the most impor-tant single factor affecting performance'other design features play a significant partlf tfre fluke-angle is increased to around 45/50degrees, holding power in some types of softground is imProved considerablY'Many PoPular anchor Patterns aremanufactured throughout the world' For ins-tance, no less than eleven firms in Spain'Japan, Korea, New Zealand, Yugoslavia'Turkey and UK, making the old favourite HallsStockless, are included in Lloyd's Register'slist of apfroved manufacturers' The US NavyLWT anchor is made in Spain and in Japan aswell as in the USA; the AC14 in Spain, Japan,USA and in the UK; Stevin Anchors in Ho[-land, UK, Norway, and Japan, and so on' Thenew anchor types are, of course, made underlicence, but the patents for many olderanchor patterns have long since run out'Although the trade name protection canstill apply, there is nothing to stop anyonemakini a similar anchor and iust calling by it adifferent name.Although the Society's list of approvedship's anihors includes many dating back tothe last century, most of the new designs arefor hhp anchors, and 16 designs have beenapproved to date. \"lfordinary trade\", saYdI were a shiPowner inAlan Buckle, \"l wouldgo for hhP anchors every til time because theYThe Admiralty Standard Stockless (ASS)anchor, which was largely based on the bestfeatures of the tested anchors, resulted fromthese trials and was in general use in theRoyal Navy and other navies until the 1950s'The AC14, a popular anchor throughoutthe 1950s and 1960s was the result of anchortrials carried out during and after the secondWorld War, again by the Admiralty' lt wasshown to be about 21lz lo 3 times as efficientas the ASS. lt was also established that thefluke area and not the weight, is the most im-portant factor in holding power of an anchorin rno.t types of sea bed and that a suitableminimum scope of chain (ratio of chain lengthto depth of water) is critical if the anchor is tobury itself ProPerlY.But the Navy was not alone in its search formore efficient anchor designs' Others in-cluded the yachting fraternity, in an attemptto minimize weight on racing craft, and theold British Air Ministry, which wanted goodmoorings for its flYing boats.A number of designs proved so successfulthat, since 1966, Lloyd's Register, in commonwith other classification societies, hasallowed a reduction of 25 per cent in weightfor designs approved as high holding power(hhp) anchors. The approval is based on fullare so much more efficient.\"When a new anchor design is submittedfor approval, full scale performance tests arerequired for all hhp anchors and otheranchors of unusual design' They are normallycarried out from tug a and are, inevitably' acostly exercise, involving at least two sizes ofanchor tested in three types of seabed: softmud or silt, sand or gravel and hard clay orsimilar compacted soil. However, the ap-proval covers anchors up to 10 times the sizeof the larger anchor tested.It is also sometimes suggested that, tosave time during the test, it should be possi-ble to lay the anchors in advance rather thandropping and lifting up anchors for eachholding test. This tends to give false readingsand, oi course, a dropping test must also becarried out separately to show that theanchor will bury itself and remain stableregardless of the position in which it falls'(A-nchors which must be 'presented', i'e' laidthe right way up for digging in or which needtheir iluke angle to be specially adiusted forvarying types of soil, cannot be approved asships's anchors, although an increasing num-ber of designs of these types are being ap-proved by tie Society as'mooring anchors\")Designs intended for approval as highholding power.anchors need to be tested inconjunition with a stockless anchor of ap-proved design so that a comparison can bemade, because absolute holding pull valuescan vary considerably, depending on locationand test arrangements'Readings are normally taken from the tug'srpm readings, which are used together withthe verified curve of 'bollard pull againstrevs'. Alternatively, a dynamometer may beused. As the minimum requirements for hold-ing power are not laid down, it is not necess-ary to take the readings with absolute ac-curacy.A drop test, which used to be part of theBehind every good anchor there is a good chain, ln this photograph on .,lJnion Rotorua,, theanchor chain ieads into the hawse pip,e where the anchor is stowed ready to go to sea.h

normal test procedure f or all anchors in-tended for LR-classed ships, is now carriedout only for type approval of new designs.Working drawings, material details and theresults of any development tests must alsobe submitted to headquarters for appraisal.ln August, 1976, the Society issued arevised list of approved anchor designs whichnow includes a sketch of each anchortogether with its main dimensions. Thispublication took more than two years to pro-duce. First of all, anchor manufacturers werecontacted in order to find out which designswerd still being mafiufactured and currentworking drawings which were obtained at thesame time were checked against those onfile.One of the main problems was that thepoints from which measurements had beentaken previously varied considerably and hadto be standardized. Eventually, however, allthe anchor designs were 'tied d6wn' with sixmain dimensions taken from the same pointsin each case and expressed as a proportion ofthe fluke length.This means that it is now vory muchsimpler for outport survoyor8 to chock thedimensions of anchors intended for classedships and to vorify thst thoy comply with theapproved dcaign, thua climinoting a greatdcal of tlmc-con!uming corrrtpondonce withheadquartcrr. At thc rrmc timc, tho publica-tion gives owners and lhip builders an 6asyreference to manufacturoro of approvedanchors in each country.The size of anchors (or nominal size for hhpanchors) required for classification is deter-mined by the ship's Equipment Number (EN).Based on the fact that a ship will tend toswing head into wind and tide when riding atanchor, the EN is calculated from two-thirdsroot of the load displacement and a nominalcross sectional area of the superstructure.This gives rough indication a of the resistanceto wind and current.The requirements for anchor weights andchain sizes, together with the method of cal-culating the EN, are among the things whichhave been unified by the lnternational Associ-ation of Classification Societies (IACS), whichcomprises all major societies. Before theagreement of the IACS working party, thesocieties had used different methods to cal-culate the EN, but the resulting values variedvery little from one society to another. lt wasalso felt that the unified requirements foranchor weights should not be markedlydifferent from those specified under thesocieties' old rules. ln fact, anchor weightswere unified without much trouble as soon asit was realized that the then existing require-ments of all the classification societies coin-cided very closely with the formula EN xthree : anchor weight (in kg). Simplicity it-self .ln ships' anchors, the philosophy is that theanchor should drag before the chain breaks.And an anchor that holds and holds - andstill holds - can be a mixed blessing becausethe anchor chain, not to mention winches,windlasses and the rest, must be more than amatch for it.Anchoring philosophy in the offshore in-dustry is different from that in ships' anchors:there, in general, the cable should breakbefore the anchor drags. On a drilling rig, forinstance, you want to stay in position if youpossibly can, otherwise the drill string mustbe pulled and the work is interrupted.Therefore anchors with holding power suita-ble for the worst soils are used with chains orcables, designed to withstand the biggestloads likely to be imposed by waves, windsand currents.When deciding on an anchoring systemfor, say, a semi-submersible drilling rig, fac-tors must be taken into account such as theshape and size of the rig, the weather and thetype of seabed in its intended location orlocations, the payload capacity, whetheranchor handling tugs are used and so on.When the safety of expensive ships oroffshore platforms and the lives of the men'aboard them are at stake, it surely makessense to give some very careful thought tochoosing the right anchor and ensuring thatno part of the system - shackles, chain orcable, windlass or brakes - will endangerthem.But the ultimate anchor, one that holds ev-ery time in all conditions, is yet to be in-vented. We perhaps know more about whathappens when the Concorde hits the soundbarrier than of what happens when an anchorhits the seabed. Perhaps it is time that anchormanufacturers, shipbuilders, shipowners andgovernments got together and set up a fullscale research programme into all aspects ofanchor design and anchoring.SEA HORSE?During the recent World 18-Foot Yachting contest held in Auckland, the Company wasasked if, along with its sponsorship in the yachting contest, we would like to sponsor horse a inthe Oueensland Handicap held during the championship. The result was more thansatisfactory, for our horse won its respective race. Regional Manager Dick Harris-Dawunfortunately had little apparent faith in the horse because he was later heard bemoaning thefact that he could have won an easy $40.17

At 7.30 p.m. on May 9, \"Union Rotorua\"' en route from 'Mount Maunganui to Sydney, suffered a major breakdownwhen about i2O ,i1\". west of cape Reinga. The subsequentchain of events is graphically described by ourcorrespondent, \"Nlvae Non Taurus\"' onetime well knowneditor of \"Matua News\"'THE GOXAND BOXTRANSFORMERANDTHE GREATTASMANTOWAFFAIRCaptain John C. Warren saYs he can'tremember a trip like it for sustained vari-ety. To begin with, we had two ladiesalong, remarkable in themselves - Bron-wen Nicholls (Mrs Bosunland Ailsa Lam-pitt (Mrs Sparks) - and they' assuredifrua ia'\" not like this every time' think itwas all Put on for their benef it 'It all started when \"Union Rotoiti\"' en,ortu fro- Tauranga to Hobart, had sometransformer trouble off Tutukaka' was pro-nounced unfit for duty by Rusty Crabbe' herChief Engineer, and shuffled back into Auck-land. \"Union Rotorua\", ambling back fromSyaney week early, received hurry-up a a andsprinted home at 22 knots to revive her sistership with a high-voltage transf ormertransPlant.\"Rotoiti\" was soon on her way again and aweek later the offending transformer'rewound, was implanted in \"Rotorua\"' Thistransformer appears to have several namesaccording to Chief Engineer RockyLansdown, but none of them is printable'After a final day-and-night workathon by theship's Engineers and their shoreside ac-complices- we took off on schedule forTauranga.Took-off was the operative expression for'leaving the berth, the starboard screwdecidJa to put itself into full pitch' We nearlyjoined the Navy at Devonport and the Masteralmost experienced parturition' Havinggingerly manoeuvred out beyond \"A\" Buoyiri,[ ,f,u port prop, subdued the starboardone and made sure it would behave' weceased swanning around and set course forthe Mount.After a couple of days in Tauranga' wherethe Engineers again disappeared down belowfor tfre duration and performed much post-operative work, we sailed with a full cargo forSydney. The weather was fine, all appearedwell down below, Engineers were once morebecoming a common sight outside theengine-room and we left Cape Maria Van\"lJnion Rotoiti\" ahead as the tow line is passed'Diemen astern on a sparkling Friday morning'Off Three Kings lslands short funeral ser-a vice was held for the late James Harveyfrf \"pf'uil, former seafarer and father of one ofour Able Seamen, and his ashes were com-mitted to the deep with due ceremony'At 7.30 P'm., cabin lights suddenlYbrightened and then died All was darknessand eery silence - no engines, no steerlng'no power. Light was soon restored' but mostof the noise now came from the Engineersbecause the \"Rotoiti's\" recalesQenttransformer had caught fire, scorching andbesootifying adjacent items, until SecondEngineer Peter Mackay whipped out someCO-, and smartly put an end to its depreda-tions.The Badio Officer was now reactivated;Head Office was phoned and regaled with thetidings that we were without benefit of gasturbiie, drifting in 20 knot easterlies andwould use the diesel \"take-home\" engine toreturn to Auckland in due course'The \"Union Rotoiti\", uP to now our betenoir, was known to be nearby, returning toAuckland from Melbourne, and was soon ap-praised of our predicament and invited tocome and join us.The \"get You home\" gear was started uPat 3.00 a.m. and it soon became apparentthat it was going to take about a week toreach Auckland at all of a knot and a half'ih.refore, after our Captain had done a bit ofcooking with the weather chart, muttered

what might have been incantations (butprobably weren't) and arranged for the pre-sence of a \"Warren High\" stationary offFoulwind until further notice, was it decidedthat this near-perfect weather would allow atow by \"Rotoiti\" to be attempted - notusing conventional towing rig with anchorcables and insurance-wire - which wouldtake all day to set up - but withpolypropylene mooring ropes.So, after breakfast, Captain AndrewKeyworth, handling \"Rotoiti\" like a tugboat,closed in and only one Schermuly rocket wasneeded to carry a lirp over to \"Rotorua\",where it nearly got in the hair of Ailsa Lam-pitt, observing for her spouse who was sit-ting in the Radio Room as usual. The towlinewas soon hitched up, a heavy'l 12mm,200Aucktand bound - the tow under way.metre affair, unpopular with the seamen whohad named it \"Sommerville's Revenge\". Wellnow was it \"Rotorua's\" Revenge!While all this was going on, offers of assis-tance had been received from \"Ngahere\" and\"Marama\" and the Navy's \"Tui\" had passedin the night, giving information on deteriorat-ing weather to the west.\"Rotoiti\" took up the slack - what littlethere was of it - and began the tow, gra-dually increasing speed until, with\"Rotorua's\" take-home gear assisting, wewere doing 7% knots. The towline was bartaut and slightly shorter than each ship'slength - a somewhat alarming spectacleand only feasible in the best of weather. Thisproximity engendered rude remarks and asuggestions that Chief Officer Huw Williams,back from his long golfing holiday inWellington, should stand by on the forepeakwith a bucket of cold water.The tow proceeded smoothly, the ThreeKings were passed at breakfast time on theSunday and then there was short a hiatus offNorth Cape in the afternoon when SecondOfficer Sam Bearda, on the bridge, an experton things elastic, saw strand part where thea towline passed through the bow lead. Theline was promptly replaced with a pair oflighter mooring lines and the tow was soonunder way again, not greatly assisted bysomething small and Tongan that cut veryclose across \"Rotoiti's\" bows. We never didfind out what Captain Keyworth had to sayabout him.While performing the rope-trick on\"Rotoiti's\" greasy stern, Chief Officer KenBattarbee sacrificed an ankle, spraining itbadly enough to merit attention. He preferredcold compresses to Captain Keyworth's win-tergreen and Tiger Balm.The tow went on uneventfully; we werecast off near \"A\" Buoy; \"Rotoiti\" went in andtugs soon had us berthed at Wynyard Wharf,with Captain Keyworth's brother, BobKeyworth, piloting, on a calm Monday even-ing. The Fairweather Warren High, a specialsort of anticyclone, with its exceedingly cle-ment weather, had provided the only possibleconditions for an operation deserving men-tion in Guinness. lt has definitely appeared onseveral pages of \"Rotorua's\" Leopard Bookanyway.A great feat of seamanship, especially onthe part of Captain Andy Keyworth, hadachieved something that would elicit loudcries of, \"Horsefeathers\", or worse, in anyseafarers' bar. A tow by two 23,788 tonne,666ft ships; 422 miles in 56 hours at 7%kts,using a 600ft mooring line? Certainly sounds. like something found in one of our livestockboxes after Ferdinand had left.Once tied up, the Company showed ap-19preciation by splicing the mainbrace and arum evening was had by one and all. A largegroup of solicitous \"Rotoitians\" soon arrivedto join in the discussion in \"Rotorua's\" barand greater and greater tales were told, theships' names coming over progressivelymore like \"Rorotiti\" and \"Rotoruta\". The\"Rotoitians\" also presented an itemised billfor towage, but this is being disputed as suchan entry as \"One roast dinner for Sparks -$10,000\" doesn't seem quite right. After all,everyone knows Steve Rowe always eatsChinese.Our mutual transformer was extractedfrom \"Rotoiti\" and replaced in \"Rotorua\",some tidying up was done and we set offagain for Sydney on the Tuesday night. Thefair weather prevailed and we found a ratherfoggy Sydney Harbour on Friday morning.While we spent six days there and theladies considerably augmented the load pro-vided by the Shippers, the saga of the travell-ing transformer continued. lt was taken outof \"Rotorua\" yet again, flown back to Auck-land and re-installed in \"Rotoiti\" in time forher to sail on schedule. Meanwhile, two newtransformers, sent off from Rugby, England,went astray somewhere along the airwaysand \"Rotorua's\" ETD from Sydney became abit nebulous.One eventually turned up in Auckland andwas flown across to Sydney and extractedfrom the clutches of Customs just in time forour scheduled departure. The Engineers wereby then just about capable of putting it inwith their eyes shut - but still with theirmouths open.The \"Transformer Travels\" illustrate wellthe Union Company motto \"Per Mare PerCaelum\", -\"By Seaways, by Skyways\" -although seagoing staff prefer an alternative:\"Per Ardua Ad Australia.\"The weather continued fine for the journeyhome and, although we cheated a bit by ex-punging Wellington from the schedule, wewere back in Auckland on a Saturday morningwell within the alloted tour of 21 days.

ThevastWaipaSawmittandtimberyardsurroundedbyWhakarewarewastateForestPark,seen from the air. waipa, which exports timbet to many part of the world, is spending$l.5OO,OOO a year in capital development'Our Customers (7)N,Z. FOREST SERVIGECOMMERCIAL DIVISIONUnion Shipping handles exports of \"statecraft\"products iiom tte Waipa and Conical Hillssawmills.The New Zealand sawmilling industryhas developed from small a scale industryin the early 1900s producing timber fromindigenous forest resources for thedomestic market to one that is today ex-tensive by world standards, providinglarge scale employment as well as makinga lialor contribution to the economy andforeign exchange earnings of the country'Now based almost entirely on exoticforest resources, highly processed pro-ducts are manufactured for wide a rangeof end uses within New Zealand and arealso being exported to all four corners olthe globe.The Commercial Division of the New Zea-land Forest Service has been the pioneer ofthe exotic sawmilling industry, playing lead-a ing role in the development of worldwidemarkets. Government-owned and operated'it was established in 1938 to develop exoticsawmilling from the large and rapidly matur-ing exotic forest estate.The necessity to prove not only the worthof radiata pine and other plantation growntimbers, but also to prove that profits couldbe made in sawmilling and processing was ofparamount importance' With this combina-iion of the developmental and commercialbusiness roles, the Commercial Division's ac-complishments in sawmilling, wood preser-vation, seasoning and kiln drying, logging'timber grading, glue lamination, utilisation ofsawmill residues and, above all, in the marketacceptance both within New Zealand andoverseas of plantation timbers, have been thecatalyst for the development and progress ofthe exotic sawmilling industry as it exists to-day.As exotic timbers in New Zealand becamefirmly established, the developmental role ofthe Commercial Division declined but, by thisstage, its mills were part of the commercialbus]ness scene, supplying sawn timber andother products to New Zealand and overseasmarkets. The shortage of timber during andfollowing the war years and later periodicshortages in timber availability for thedomesiic and export markets, combined withindividual customer obligations, greatly in-fluenced growth of the Commercial Division'Major investment was made from the late19d0s onwards in modernising and updatingfacilities and in providing additional facilitiesto meet changing demands in timber pro-ducts.Today, the Forest Service CommercialDivision ranks as one of the largest producersof sawn timber in New Zealand, cutting ap-proximately ten per cent of the total exotictimber milled. lt operates two sawmills;Waipa in Rotorua and Conical Hill in WesternOtago.Approximately 1,000 staff and workmenare employed in the two mills, with a largenumber of contractors and employees of ser-vicing industries also dependent on the entireoperations.Total value of assets employed are $24'7million and, against this, the sales turnoverfor the year ended December, 1979, was$26.5 million. Combined production capacityof the two mills is currently 233,000 cubicmetres.Although entirely Government owned andoperated, the Commercial Division observesthe same commercial rules as private indus-try. lt pays interest on borrowed.capital, paysincome tax on profits and also piys dividendson share capital' The Division is a profitableorganisation and its results compare favoura-bly with private companies engaged in largescale sawmilling.WAIPA SAWMILLWaipa Sawmill commenced operating in1939. Covering an area of 162 hectares' itspresent production capacity is almost2OO,OOO cubic metres per annum' There aretwo sawmilling units in the Waipa complex' a

i*qmarket as an energy producing fuel as well asf or horticultural purposes.Waipa produces its own electricity andsteam for its entire operation from millresidues.EXPORTSThe Commercial Division, under the brandname \"Statecraft\". is one of New Zealand'smaior exporters of sawn timber andmanufactured timber products. lt has beenresponsible over the years for the develop-ment of many world markets, to which thesawmilling industry is now exporting.Almost fifty per cent of sawn timber pro-duction from each mill is exported to abouttwenty countries of the world. Japan is a ma-jor market for industrial timber, with Australiathe second largest, taking a wide range ofproducts from construction, finishing, fur-niture and industrial timbers to manufacturedfurniture componentry and glue laminatedand finger jointed products.Other world markets for a wide range ofspecifications and products are the SouthPacific lslands, United Kingdom and Europe,China, Singapore, the Middle East oil produc-ing countries and North America.Considerable emphasis is being placed,through modern and sophisticated manufac-turing facilities, on added value exports.The first exports on a very small scale fromthe Commercial Division's sawmills were in1949 and thse have been expanded to a leveltoday of fifty per cent of production and atotal value in overseas exchange of $11.1million.FOREST SERVICE COMMERCIALDIVISION AND UNlON SHIPPINGWith shipments from the ports of MtMaunganui and Dunedin to Australia, theNew Zealand Forest Service CommercialDivision is one of the largest single timber ex-porters with the Union Steam Ship Companyof New Zealand Ltd.Union Shipping recognises the importanceof timber exports from New Zealand andmaintains a close liaison with the Forest Ser-vice in order to cater for the various demandsmade upon it by this product. Since the in-ception of the trans-Tasman roll on-roll offservice, Forest Service exports with UnionShipping have increased dramatically. Thisshows an acceptance by both exporters andimporters of the unit load system for the car-riage of this product.bandmill unit wath modern edglng 6qutpmentand a circular mill with similar edging equip-ment designed for the milling of smallerdiameter logs.Waipa has the largest bank of kilns tn theSouthern Hemisphere for drying of timberand is equipped with modern factory facilitiesfor various types of timber processing. Someof these include glue lamination and finger-jointing f acilities, preservative troatmentplants and modern planing mills. ln addition,mechanical stress grading machines havebeen installed to stress grade timbermechanically for structural purposes.Facilities exist to produce a wide range ofremanufactured products such as compo-nentry for pine furniture and other end uses.As well as timber products, Waipa has aroundwood unit producing preservative tre-ated posts, other roundwood for agriculturaland horticultural farming and poles forelectricity and telegraphic reticulation.Sawmill residues play an important part inWaipa's operation, with large volumes ofwood chips being produced for the pulp andpaper manufacturing industry in New Zealandand for export markets. Hogged bark fromlog preparation is sold on the domestic1.:.,I\"$\",**:;*.Circular saws cut the de-barked lo.qs into lengths for sawing at Waipa Sawmill near RotoruaCONICAL HILL SAWMILLConical Hill Sawmill was established in1949 to utilise the exotic forest resources ofthe Southland-Otago region. lt is a muchsmaller unit than Waipa but, nevertheless, thelargest sawmill in the South lsland with pro-a duction capacity of approximately 33,000cubic metres per annum.The milling units are based on frame saw-ing methods for small logs and bandline a forlarger logs. The mill has kiln drying, planing,remanufacturing, preservative treatmerit andfingerjointing facilities, along with a round-wood production unit for posts and poles. Awood chip export trade has been developedin recent years from the Southland-Otagoregion based upon Conical Hills wood chips,without which the trade could not have beendeveloped.Sawn timber for the Australian market being loaded from the timber yard at Waipa Sawmill.Waipa also exports to Japan, Britain, America, the Pacific lslands, Middle East and Europe'21

Union Maritime Services are now in theirnew office situated down at the port andUnion Travel opened their new office, still intown on the corner of Devon and LiardetStreets, on March 3. Both divisions are verypleased with the new buildings, although theStaff Social Club is still eagerly waiting to in-stall a pool table and get bar facilities inwdrking order.Days are now highlighted by the arrival ofoverseas ships to the port and the move-ments of coastal hostesses, watchedthrough the port office's large panoramicwindows.aWe missed the last \"Under Way\" article sohave to catch up from the beginning of theyear:The Christmas function was held onDecember 8, 1979, at Branch Manager MervHunt's place. A sensational time was had byall, with many staff members playing up intothe early hours. Special guests fromWellington were Mr and Mrs Herbert, whoadded just that bit of extra sparkle to theevening. Foreman lvan Hobbs was asked onMonday morning what time he left the sceneand back came the reply, \"l don't really know.All I can remember was that it was daylightand the birds were singing\".aTim Saville, better known to older UnderWay readers, returned to Union Company,New Plymouth, after 18 months'touringoverseas. Unfortunately his stay at Union Cowas a short one. Having started on Decem-ber 17, he left on February 8 to ioin the staffof Hooker Bros in New Plymouth as ShippingManager. We all wish him well in his newposition and hope we will continue to gettogether every Friday night for drinks at theRoyal Hotel.aOnce again Cashier-Typist Robyn Andrewsfeatures in print. She was advised that shehad been accepted to enter the Miss Universecontest in Auckland and, for all interestedmales, was shown live on TV2 between 7.30and 8.30 p.m., FebruarY 13.Better still, she recently bought her veryfirst car, a 1974 Subaru GSR. This car comescomplete with black racing stripes, radialtyres, rev counter and reclining seats.aHoliday fever struck the staff this summer.Merv Hunt returned from holidaying downthe South lsland over January. GrahamRickets went off fishing at Lake Taupo fortwo weeks. The day he returned, Murray Dix-on departed for two weeks. On his return,Gavin Mortlock began his two weeks and,somewhere in between, Robyn Andrews tooktwo weeks for the Miss Universe Contest.Then Merv Hunt left for six weeks in Australiaon the TNT Award course near the end ofFebruary.aTravel Consultant Michelle Wilson left NewPlymouth and headed for greener pastureswith Union Travel Head Office in Auckland.We wish her all our best wishes for thefuture.aDeborah Blyde joined Union Travel on April21 straight from Waitara High School. Wewish Deborah a promising career as Travela Consultant with the Branch.aDue to Union Travel New Plymouth beingso busy lately, ever cheerful Sherrin Bint hasbeen back working part-time, Hope we seemore of her in the future,aDon McPhail, probably b€tter known toUnion Company Head Office staff, has beenabsorbed by New Plymouth Branch for an in-definite period. After returning from an ex-tensive overseas trip, he worked in Nelson fora couple of months before being sont toTaranaki to relieve the pressure of work whileeverybody took holidays. Now that we haveconvinced Don that New Plymouth is a goodplace to live, we'll keep him as long as wecan.aBranch Accountant Graham Ricketts wentoff to the sunshine of Lautoka at the end ofJune to relieve as Branch Manager for'twomonths. He had a request to call for outportForemen from New Plymouth during the firstweek he was there.Across at the container facility, Laurie Ray,Supervisor, had approximately four weeks'holiday while the branch got to know reliev-ing supervisors from Tauranga. The numberof container vessels coming into PortTaranaki is becoming increasingly regular andForemen from all around the country arebecoming identities.aJohn Lykles, also from the containerfacility, had a holiday at Great Barrier lsland.Although the waves died for him to surf, hefound communal lifestyle living an ex-perience.aApologies for not having a personality ofthe quarter this issue. Nominated candidateForeman Alex Te Ruki has been difficult tocapture on film. He will feature next time withluck.aAnbther member of New Plymouth Branchstaff has fallen for the attractions of marriedlife. Murray Dixon from Offshore ServicesDivision formally announced his engagementto Brenda Morris on April 28, 1980. Bestwishes to them both.CREDIT CONTROLIts a long time since we made a contribu-tion to the house mag and since then wehave had several changes, the largest beingthe shrinking of our room. Funny! One goeshome on Friday night and comes back onMonday with 100 sq feet less space. Still, we

got around that. We cut our staff down and,if you've met Craig Pierson, our newestchum, you'll know what we mean.oThey took Grant Leishman away for a wellearned rest in Management Accounts, DeniseStaples to the grindstone in Financial Ac-counts Payable section and Nick (Groucho)Hoffman to the strenuous job of hospital or-derly at Palmerston North Hospital, thus los-ing both our heavyweights and our longestserving member (Denise) all at once.Still, with our new stdff we've managed tokeep up the high standard of abuse thateveryone has come to expect from us.aKieran Chapman (Chaspers) joined us justbefore Christmas and took over Grant's jobprocessing payments and answering allqueries. His interests include cricket, soccerand laughing at Derek's Morris 1300.Craig Pierson ioined us fresh from school(and selling encyclopaedias) and is ouryoungest member processing the million orso freight credit and debit notes that arriveDerek Fentonhere daily. His cheerful disposition is wellknown (some say too well) around HeadOffice and his hobbies are tennis and readingshort stories.Derek Fenton moaned for months until wetook a photo of him as he missed out lasttime. lnteresting to see different cuts andbruises appearing on him now there's been achange from the softball to the rugby season.aln March, Vicki Wiffin took off for a three-month well-earned break to Hong Kong,China, Macau, Malaysia and Singapore andreturned to the fold looking tanned, slim andengaged - to a New Zealander of all peopleafter a trip like that. Congratulations Vicki andRodger.aDawn Clark is ioining the spare tyre club'No, she's not pregnant. She just likes herlaunts out to the Toko-Baru lndonesianrestaurant. She's been feeling depressedlately with her son now going to college. ltmakes her feel old, she saYs.After last issue's photo of Dave andShelley Feehan's wedding day, there isn'tmuch to add, except that Shelley now gets allDave's telexes and vice versa.\"aWhile Vicki Wiffin was on her world widejaunt, we had the pleasure of the company ofAva Smits, a temp working with us. Her helpwas really appreciated.aOnce again, with three of our staff on theSocial Club committee we, along with Traffic.will be doing the lion's share of organisingSocial Club activities this year, so if anyone inHead Office has to wait iust bit a longer thannorrrial for our usual speedy service, justremember the Social Club gatherings you en-joyed and didn't have to do any work for.aln March, Dave Feehan travelled to Sydney,Melbourne and Hobart to discuss mutualproblems with the U-B offices there and wasreally impressed with the hospitality shownto him by the Aussies, especially at pictures-que Hobart. (He even won $30 at the Casinothere). The U-B off ice there is set in abeautiful old brownstone building (below).The photos show J. Turner, Assistant Ac-countant, Peter Hughes, Accounts Payableand Freight (top) and Accountant PaulStevenson (above) hard at work in the mainoffice.PROPERTY DIVISIONDue to internal changes, our Divisron hasnow grown and we welcome to our team: thetelephonists - Marie Graeff, Pam Schermersand Dulcie Denham; communications -George Rennie, Vassos Philip, Sue Hurunuiand Aileen Middleton; and the cafeteria staff- Helen MacFarlane, June Bromley and SallyMcKeown.Craig Pierson and Kieran Chapman23

We congratulate the following Wellingtonmembers who have obtained their certifi-cates for Civrl Defence courses: GlendaGreenough, Property; Wayne Craddock,Fleet; Nio John, Financial Accounts; DavidSouthwood, Traffic; and Tony Stanley, UnionTravel. The response from staff to attendCivil Defence courses has been very pleasing'The company regards it as essential thatamong the staff, there are people who areable to act positively in the event of anemergency.UNION MARITTME SERVICESAs is generally known, the Shipping Sectionof this Branch has succumbed to thepressures of commerce and been closed - asorry thing to happen after over 100 years ofbusiness in the Buller area'The Travel Section is the only tie left fromthe old era and there is no doubt Charlie andhis staff will keep the flag flying.The Shipping Section wishes him all thesuccess in the world and expresses gratitudeto all who have assisted in its operations overthe years.Once again, agony and ecstasy time camein March in the form of the Round the BayRun. Roger Morris, in his capacity as officialAbove: Roger Morris, Ted Tierney, FredSmall, John Eigelow, Bernard O'Carroll, BrettPerry, Tom Dyer, Katherine Kernot, DianeCtark and Cherie Carter. ln front are LindaPhillips and Trish DaleY'Left: Rick Menzies - a fine looking athlete'organiser, did his utmost persuading thirteen\"runners\" to make the Union Company team'By diverse methods, singlets and sun hatssporting \"The Big U\" were procured for all'The day dawned fine with only light a winddrifting across the course - perfect condi-tions for the event and everyone assembledin Victoria Park for the ten o'clock start'Among the many thousands, we all managedto find each other, the idea being to run tn agroup. Diane Clark brought her barley sugars;irish Daley brought her black fingernailpolish; and Linda Phillips wore her rollerskates.The gun was fired at 10.00 a.m. but, beforethis, quite a few thousand had cribbed at thestart and were way down the road. A solidphalanx of bodies surged past the start,nevertheless.Some time later, we all finished the run invarious stages of exhaustion and adjournedto the Union Travel caravan. This was parkedin the St. Heliers reserve along with thou-sands of tents and other caravans' A barbe-que was set up for those who were hungry,but the main item on the menu was ice-coldliquid refreshments.It was pleasing to note that all those whotook part did finish the run and none neededto be off work the following Monday.UNIO]S MARITIME SERVICESOn Sunday, March 9, nine keen, energeticand'budding sportspersons assembled atOueen Elizabeth ll Park at 7.30 a m. SportingUnion Company T-shirts, they prepared toparticipate in the senior section of this year'sTop Team competition. Approximately 150teams from sports clubs, firms and serviceclubs entered, with 70 competing in themorning and the rest in the afternoon Eachteam had eight participants and dne Joker infancy dress.With supreme confidence, the Union Com-pany team began the first of the five games'These were \"paddle a foot\", crossing a polespanning a pool, climbing greasy slopes toshoot a ball through a goal, a water bucketrace and an obstacle course as a finale Theteam held its own well - until the pole overthe water, when Barbara Barrett, S.C.T., BrianStevens, Stevedoring Manager, and SteveMitchell of Gear Store all took a plunge'Remembered are their starting words: \"Thislooks easy\".

Top, left to right: Bob O'Brien, Brian Stevens,Laurie Laing, Sid Chapnrarl Dotrna Wood,Barbara Barrett, Steve Mitchell. Absent: ChrisPreddy, Alf Watkins.Above: Brian Stevens posing his muscles.Right: Chris Preddy posing hers.Nevertheless, team spirit was excellent andthe nrne can hold their heads high, havinggained 35th place out of 150.ACCOUNTSNeale Rosanoski, Accountant and chief incharge of biscuits, received an unfavourablereaction over their rationing and now doesnot frequent upstairs around tea-time. lf hewants to diet that's his business. His onlycomment was \"l refuse to be pressured\".aScots lassie Laurie Laing, now workingalongside Graham Mander, has been heard,after some heated discussions, to break intoa rapid foreign language. This effectively putsa stop to all conversation until she reverts toEnglish.oBob Rogers was overhead to have con-sidered crew allotments more important thanagency accounts and has been cunninglyplacing these on the top of the typing basket.ADMINISTRATIONAllan Smith, Port Manager, has swappedheaters with Carolyn Rowe, Receptionist, ashe is suffering from cold tootsies.aThe copy machine caught fire recently, afrequent habit it had acquired. lt was noted,amid the confusion and \"huffing and puff-ing\", that Bob O'Brien was calm, cool andpanicked.INTER-ISLAND EXPRESSSERVICEA welcome is extended to Conall Laingwho has taken up the position of DepotSupervisor at the Byron Street Depot. Webelieve Conall, married to Laurie in Accounts,is already notorious in Wellington. lnformantsadvise he is already a member of the \"BackBar Squash Club\" having been on a recenttrip to Wellington.UNION TRAVELCecilia Vincent has her leg out of plaster,and has shifted into her new home in Kelson.Seems she gets all the breaks.aFiona Baker has been out and about, thistime cruising in the Pacific Ocean on Board PI O's luxury liner \"Sea Princess\". ln spite ofbeing tossed around by Hurricane Wally, shemanaged to return to us in one piece.aThere are four new additions to the officefamily in the form of goldfish named Boggles,Jaws, Tiger, and The Lone Banger. There isno noticeable relationship between thesenames and any of the staff. lt has been infer-red that Piranhas would be preferred, towhich difficult clients could be fed, but this isnot true.aEveryone awaits the refurbishment of theoffice which will commence when MannersStreet staff are settled in their new surround-ings.aAt the end of May, Rosemary Cotter setoff for Singapore for two weeks. ln thecourse of her travels, she purchased a pre-sent especially for Jendy Powell who wasa!iii!:i,r-i iaa=25

getting married on June 13 to a lucky guycalled Hugh. We wish them all the happinessin the world and hope they have a wonderfullife together.aAccounts lady Jean Hibbard went toSydney on holiday armed with Bankcard andTravellers cheques to see how much moneycould be spent in one week.UNION MARITIME SERVICESLeap year saw Kim Hawker on her kneesfor that debonair Radio Officer, Bob Stanton.Yes, folks, he breezed into the office on thateventful day with his socks down anddressed for a call at an lsland Branch, to bemet with a proposal. We were not able to geta Justice of the Peace to the scene before hescampered.Andy Bailey was caught on film leaving thetradesman's entrance at 4.45 p.m. - theonly bloke in the office able to make use ofglide time, 'job and finish' and overtime in theone day.mMichael Stewart and Wendy Marshall werecaught taking advantage of the goodweather. The container was on the MountMaunganui Beach for the National Surf LifeSaving Championships. A possible use sur-mised was accomodation for Don Shaw fromHead Office, a participant in the iron manevent, but, in fact, the Company made itavailable for storing valuable equipment overthe weekend.UNION MARITIME SERVICESOne who did not wish to be exposed askedto put in this bit of prose:When the other fellow takes long a time, he'sslow.When I take a long time, l'm thorough.When the other fellow doesn't do it, he'slazy.,ti;,t11, When I don't do it, l'm busy.':,::a.ii When the other fellow does something extra,he's over-stepping his mark.But when do I it, that's initiative.When the other fellow takes a stand, he'sbull-headed.When take a stand, I l'm being firm.When the other fellow pleases the Boss, he'sa crawler.When I do it, it's co-operation.When the other fellow gets ahead, he getsthe breaks.When I get ahead that's my reward for hardwork.Recognise anyone?aWellington Branch exists in WakefieldStreet. The voice on the phone - Recep-tionist Emily Kitione has her favourite saying....ManuSika.FromTauranga, Janet Shed-dan arrived asshorthand-typist andsoon after her arrivalwas reunited with herhockey stick.aFreight Clerk JoannaLyall is often heard tell-ing her off-sider thatshe thinks Extension 69is more her line. But,actually, jokingaside . . .wLtt,N;

l{,1, , , our rral live Ext 69.Dcnim Maher, handlesrll cnquiries very profi-clcntly, and looks asgood as she sounds.aOur number onecricketer knows thescore. Philip McMahon ,is his name if you wishto know more.WELLINGTON SOCIAL CLUBTriple \"S\" Challenge GolfThe Triple \"S\" Challenge golf match, theannual event between sea and shore staffs,was played at the Manor Park course onThursday, March 13,1980. The weatherforecast predicted southerly winds andShowers. However, in true Wellingtonfaehion, this managed to stay away andaunshine prevailed.Thc eea staff, ably lead by their captain,Prtrr Clarke, retained the Triple \"S\" Cup fortha [oond tim€, matches being 7 to 4.R.lulit ol othcr comp€titions were:Brtt 0rom: P, J. C. Clarke, Sea Staff - 86Bcrt Nrtt: G, L. Crookg, Head Office Fleet -70Longcrt Drlvr: M, C, Radford, Head OfficeManagemcntNear€st Pin: G, L. Crooka, Head Office FleetConcealed Hole: D, Benfell, WellingtonBranch, and D. Gardner, SuperannuitantStableford: G. L, Crooks, Head Office Fleet, K.Chapman, Head Office Credit Control, and P.J. N. Rowe, Head Office Marketing.aconcise guide to basic traitsof d.p. personnelPOSITIONHE WEARSHE EATSHE BELIEVESHE HOPESHE KNOWSHE WANTSHE'LLSETTLE FORD.P.managers200suitsOn thesuppliersexpenseHe makesallthedecisionsOtherpeoplebelieve itEverybodyTo be partof topmanagementHis pi6turein ComputerWeeklyOperationsmanagerA worriedlookNot now-laterThat he isindispensableProgrammersdon't wantany timetodayHe makesallthedecisionsAn extra64K tapeand anotherdisk driveA Vincentsand a cupof coffeeSystemsanalysts150suitsCore dumpsand allwhodisagreewith himHeunderstandsthe problemEveryoneheinterviewedtold himthei truthTheprogrammerwillbuildin a bugProfessionalrecognitionMaking aspeech atRotaryProgrammerJeans andpulloversRaw steakandflowchartsThecomputerhates himThe D.P.managerdoesn'tTheoperationsmanagerdoesTo code inanotherlanguageA new pencilsharpenerTraineeprogrammerDust coatwhen heshiftscards andstationeryA pie inthecanteenComputersarewonderful100 fatalsper compileis notexcessiveE, = MC'A date withthe newpunch cardoperatorA kind wordfromsomeoneComputeroperatorA confidentsmileCoke andchewinggumlnmiraclesThey won'tnotice acopymissingThey willTo get outof theafternoonshiftAnother 10%loadingControlclerkGlassesComputeroperatorsforbreakfastThecomputeris out toget himHe can fixit with ajournalentryThat thesalesreport has4 copiesA weeksholidayat the endof eachmonth4 weeksholiday at theend of thefinancialyear27REPRODUCED FROM THE AISA NEWSLETTER

Vesse/s at Westport in 1907 awaiting coal cargoes are from left to right: \"Komata\", Union;\"Rakanoa\", union; \"Ngunguru\", Anchor; \"Waverly\", Anchor; \"Alexander\", Anchor; \"Haweatl\", tJnion; \"Waipori 1\", Union; \"Arahura\", Union; \"Canopus\", W.C. Co.; \"Manapouri':, Union;\"Charles Edward\", Anchor; \"Pukaki\", lJnion; \"Jap\" (?); \"Regulus\", W.C.Co; dredge \"RubiSeddon\". (Photo taken from the deck of the tug \"Mana\"). Alexander Turnbull Library photo.This article is reprinted by permission of the WestportNews. appeared lt in this newspaper to mark the decline ofthe collier trade from Westport.THE COLLIERS ARESTEEPINGThe year 1980 has seen the end of an era of coal exports over the wharves atWestport Harbour, of 98 years filled with a myriad of stories, of days which have nowbecome part of our history.The Buller coalfields, of which Westport harbour was the centre, extends from MokihinuiRiver in the north, to some distance in the south. The coal deposits lie from an altitude of 150feet at the northern end of the district, to 3,400 feet in the centre. Seams outcrop in gorgesand cliffsides but, for the greater part, the coal lies under a cover of sandstone and shalestrata.ln 1872, it was reported that Ngakawau was the only locality in which mining was pursued,except for trial workings at Mokihinui and Coalbrooke Dale. lt is on record, however, that asmall quantity of coal was shipped from Mokihinui to Nelson several years earlier in 1863, whilethe first coal to be brought to Westport was from what is now known as the Denniston Mineand was brought in by a Mr Julius Kelper on the back of his horse on June 22, 1873.The first shipment of coal from Westport is stated to be \"ten waggons shipped toWellington\" in the sailing vessel \"Alma\", and the first overseas shipment was 566 tons toMelbourne in \"Wareatea\". A fairly brisk overseas trade was later established in 1896 andshipments are logged as the schooner \"W.H. Talbot\" and barque \"Hesper\" taking coal toHonolulu, and the sailing vessels \"Gainsborough\" \"Omega\" and \"Mary Winkleman\" takingloads to San Francisco.The Westport Colliery Company was formed in 1878, with a capital of {100,000 andoperations commenced, but the company's capital became exhausted before the coal couldbe placed on the market.ln 1882, the Westport Coal Company was formed with a oapital of f,400,000. Threesteamers, \"Kawatiri\", \"Orowaiti\" and \"Wareatea\", each of 288 tons nett, were built for thetrade and work carried on vigorously.The Westport Coal Company started with a modest output which increased substantially asmines were developed. Coke ovens were later added and a good export trade in thiscommodity was established. Analysis had shown it to be the best metallurgical coke in theworld.The Union Steam Ship Company had been incorporated on July 2' 1875, and hadpurchased the Black Diamond Line and the Koranui Coal Mine. ln 1887, the Company sold theKoranui Mine to the Westport Coal Company and took over their three steamers. They alsopurchased four vessels from the Grey Valley Coal Company and so became well established inthe West Coast coal trade.The year 1913 was one of the busiest years for shipping. Although a large number of vesselsused the port at this time, they were small. Over the period of 12 months, when 1,097 vessels

ontorod the port. only four of them were over 2,000 tons,95 per cent were under 1,500 tonsand 80 per cent were under 1,000 tons nett.Coal shipments rose steadily and substantially to peaks of 800,000 tons or more in the years1910, 1912, and 1914. Between 1914 and 1920, the export figure fell by almost half and,except for odd periods of recovery, the decline continued to the low of 49,862 tons in 1979.The harbour has often been blamed for this decline in coal exports, it being stated thatrestrictions on loading vessels owing to bar conditions had made the availability of coal soundertain that alternative fuels were sought. But complaints about short-loadings had beenmade as far back as 1900.ln an endeavour to overcome the shoals at the entrance, the Board, in addition to the greatexpense of breakwater extension, hired or bought over the years dredgers like the \"Kaiwai\",\"Hapuka\", \"Erskine\", \"Maui\" and \"Mawhera\". They tried \"harrowing the bar'using theGovernment vessel \"Kangaroo\". On June 2, 1902, they laid 25 cases of explosives on the shoalpatch attached to a slow fuse - a very slow fuse indeed. lt hasn't gone off yet. Shipmasterscrossed the bar in fear and trepidation for some months after.ln the early days, coal was loaded into ships at the 'Staiths', a composite wooden and ironstructure which formed wharf with a 36 large bins mounted on it, giving storage capacity a of2,000 tons. Vessels could be loaded from it at the rate of 250 tons an hour. lt was located inthe area from the cement silos to the present crane wharf and rose variously to a height from26 feet above high water at the south end to 36 feet at the north.Loading of coal by this method had several disadvantages. Fine coal retained in the binsbecame caked and difficult to discharge. Also, as the coal fell from the bins or waggons andslid down iron chutes into the ships' holds a distance of 40 feet, good lumpy coal wouldbecome fine coal or dust.The locality, too, was disadvantageous as the main current of the river was thrown directlyon to the staiths by the curve in the training wall. lt is recorded that five loaded vessels in fivedays were unable to swing and depart owing to strong currents.Left: Westport Office 1949Right: \"Konui\" loading coal At Westport -October 1 951.The Board then decided that, although a lot of money had been spent on the staiths, theywould provide another wharf with facilities for loading by cranes. After the demolition of thestaiths, which were 1,'150 feet long, the timbers were used to deck the Buller Bridge and linethe Tauranga Bay Tunnel. A small portion was left to be used as local dealers' bins and wasfinally demolished in 1966.What could be called a sidelight of the operation should also be mentioned. ln the days ofBoard control, all harbour lights were kerosene burners and one employee was designated asLight-keeper. He was paid a 'match allowance' of ten pence a month. All wharves were lit withgas soon after the local gas works was established but, with economy-plus in mind, thefollowing notice was exhibited prominently: \"By direction of the Railways Department thewharf lamps are not to be lighted on moonlight nights.\"