COMMAND OF F.G. (Gil) GEORGE

From personal recollections of Cdr George and MONOWAI ROP edited by David Price

My first real experience of MONOWAI was that of relieving Commander W.F. (Bill) Jaques as CO for some three weeks in May/June 1980. This was the first relief for him under the Enhanced Manning scheme that he had initiated. At that time I was serving as the Director of Plans on the Naval Staff.

 The ship was on her way south from monitoring the Chinese long-range missile test and was at anchor off Lautoka, Fiji, awaiting a berth. Approaching MONOWAI by ships boat, my main impression was that of the bulk of the ship. I had some months earlier spent five days familiarisation in the ship at sea, but had joined and departed by helicopter and it was from close to water level that the beam of the ship was really evident. Our hand-over was brief as Bill had an aircraft to catch and the trepidation I felt about taking this unfamiliar vessel alongside the wharf for the first time was not helped by the news that the bow thrust was inoperable. In the event, I found that the ship -required a considerable amount of stopping distance from even a modest approach speed due to her small propellers, low horsepower and significant tonnage (3,600 tonnes).

My first impressions of the ship was that the Navy had acquired a vessel that had a great capability for the range of tasks that would be required of her and I was proud to be appointed in command The already extensive range of hydrographic equipment was to be added to for the forthcoming cable route survey.

ANZCAN Cable Route Survey

The aim of the project was to provide a new seabed cable communications link from the South Pacific to North America and Europe. The 8,000 nautical mile cable was to have 20 times the capacity of the existing Commonwealth Pacific (COMPAC) cable laid in 1963 and still in service. Undersea cables have remained competitive in the age of satellites by providing a durable  (average cable life is 25 years) secure and relatively inexpensive telecommunications alternate.  They also provide superior speech transmission and, importantly, diversity since carriers (telecommunications companies) do not want to put all their eggs in one basket.

Modern submarine cables are sophisticated coaxial structures. At their centre is a high tensile steel strand core for strength, The steel core is covered by copper tape to form the copper inner conductor, and then polythene insulation of precise thickness is moulded around it. Around this is wrapped another copper sheath called the outer conductor, all then insulated again on the outside with a heavy layer of polythene plastic. Lightweight unarmoured cable is used in deep water. In shallow water the cable is covered in one or more layers of steel armour wires and polypropylene serving. These help protect the cable from damage by ships anchors or abrasion on rocks where there are strong tides or currents. Differing frequencies separate the simultaneous messages, which flicker over the two copper conductors at close to the speed of light. The ANZCAN cable’s outside diameter is about 4 cm.

 The total ANZCAN project cost was US$400 million. The proposed cable was to be the longest of its kind and would link Australia, New Zealand, Norfolk Island, Fiji and Hawaii to Canada and on to Europe. Once a cable signal arrives at the Canadian terminal on Vancouver Island it would be transmitted across Canada by microwave ground stations and then sent to Europe via a transatlantic cable.

New Zealand was a partner and significant shareholder in the ANZCAN consortium, which comprised Australia, Britain, Canada, Fiji, France, Germany, Ireland, Italy, Japan, New Zealand, Papua New Guinea, the Philippines and Switzerland.

In 1979 an inter-governmental committee was established by the main partners – Australia, New Zealand and Canada – to administer the project. Each partner nation had first option to bid to contribute to the project from its own industrial base. Canada won the contract for the management of the entire project, which was awarded to their overseas telecommunications corporation Teleglobe Canada.

Clearly New Zealand did not have the industry to manufacture the cable or electronic components nor even the ship or expertise to lay it. However we did have MONOWAI one of the best-equipped survey ships in the world, and the personnel to carry out the first stage of the project, the cable route survey. The aim of a cable route survey is to define a route clear of steep gradients, obstructions or other hazards to the cable and to determine physical properties of the sea, sea bed and immediate sub-bottom along and adjacent to the route so that the cable length and type can be determined and the total system designed and engineered.

New Zealand was therefore asked to submit a tender to carry out the cable route survey to a specification prepared by Teleglobe, and under the general direction of a cable engineering consultant to be appointed.

There was considerable international interest, especially in bidding for the survey contract. The NZ Government and Telecom NZ were very keen to involve the new naval survey ship in order that NZ could play a significant part in the project and also as a means of reducing the extent of their cash input.

The first stage of the project was that of undertaking a survey of the entire proposed cable route. The RNZN’s Hydrographic Office had worked hard in preparing the Navy’s bid for the cable route survey. A major part of which was that of collating bathymetric data for the proposed route. Competition for the route survey was stiff, especially that of Cable & Wireless of the UK who, it later transpired, clearly expected that they would win the contract and anticipated that their Suva, Fiji based cable vessel Mercury would be the selected vessel.

The New Zealand Defence forces had never previously been involved in any major commercial contract. The tender was worked up on a commercial costing basis by the Defence Finance branch for a fixed 120 day contract, with a nominal daily rate up to 135 days. Regular meetings were held at Telecom headquarters in Wellington attended both by The Hydrographer, Commander W.F.Jaques and the Ministry of Defence representative, Commander F.G.George who was serving as the Director of Plans on the Naval Staff. We estimated that the task would take 135 days to complete and this timescale was submitted in the tender. The RNZN tender was submitted to Teleglobe in August 1980. The contract was awarded to New Zealand on the basis that the survey was to start in November of that year with completion by 1^st April 1981 and at an approximate cost of some $4 million. At the same time the contract for the cable consultant was awarded to the UK firm of Cable and Wireless.

Preparation

The first phase of the survey was that of planning. All available bathymetric and geological data was collected and also data on existing cables and, importantly, trawling activity. The bulk of the bathymetry already existed on the GEBCO series plotting sheets faithfully maintained by the hydrographic office. However, in reality, this data was very sparse, especially in mid ocean and much of it dated and based in many cases on astronomical sights and dead reckoning for position keeping. Deep ocean passage sounding in the Southwest Pacific had been added to in more recent years by HMNZ Ships LACHLAN, MONOWAI, TUI & ENDEAVOUR and overseas research vessels including those of the US Coastguard with some tracks from the DSIR Oceanographic Institute vessels. Interestingly one of the very few general service contributors has been HMY BRITANNIA. This represented the best available information and was used in order to define a preliminary route.

The survey requirements were to obtain:                               

• accurate soundings from the High Water Line at each cable landing site out to ocean depths in excess of 5,500 metres; Gradient Profiles of the beaches at the cable landing sites.
• sub-bottom profiles, sea bed cores and photographs and also sea bed currents in order to establish the physical characteristics required of the cable;
• salinity and temperature values close to the bottom to establish the effect of the environment on the electrical characteristics of the cable;
• sidescan sonar coverage to either side of the cable in shelf depths down to some 700 metres.

MONOWAI’s existing suite of position fixing, sounding, sonar and sampling equipments was already up to the task. There was however a need to fit a deep oceanographic winch in order to cope with the deep bottom sampling – in depths to about 5,500 metres –and to procure a deep-sea camera and associated control gear. In addition, the consultant specifically requested a second sidescan sonar system with a 3.5Khz profiling capacity. A planned enhancement of the ships deep echo sounding capability by fitting a medium frequency narrow beam sounder was also required.

MONOWAI underwent an extended maintenance period so that the additional equipment could be fitted in order to meet the contract requirements. These included:

• Krupp Atlas Deso 20 new generation dual channel (33 and 2120kHz) echo sounders, narrow beam with high power (4 kW) capable of measuring the thickness of ooze on the sea bottom. As for the existing suite of echo sounders, these were interfaced to the automated data logging system.
• Klein Associates deep-tow sidescan sonar with a capability of operating in water depth up to 1,100 metres, a dual channel sonar with bottom profiling capability. To stream the sonar, a Klein winch with wire length of 3,000m was fitted aft.
• Interocean model 135CM current meters which can operate in up to 1,200m depth of water.
• Hydroproducts type 505A current meters with capabilities almost identical to the Interocean.
• Seabed sampler. Boomerang model 1890 corers with depth capability of 9,000m.
• Deep-sea camera Edgerton model 371. A stainless steel frame-mounted camera capable of taking a series of still photographs to a depth of 11,000 metres
•  Benthos deep-sea pinger model 2216-CE used for determining the exact depth of water, which a deep camera or other electronically lowered instrument has reached.
• STD probe, Interocean model 513D with depth capability of 6,000m.
• Deep oceanographic winch. A Lucas (NZ) limited hydraulic level wind winch with depth capability of 9,000m.

Additionally and unusually for a survey ship, two 20mm Oerlikon guns were fitted on the upper bridge deck abaft the compass platform. Their purpose was to enable MONOWAI to undertake the full requirements of Fishery Protection within our newly established Exclusive Economic Zone (EEZ). Their mountings were of course changed from warrior grey to survey ship white.

The dockyard was really challenged to fit and set to work these new and unfamiliar equipments together with their associated cabling, wiring and interfacing in the limited time available. Particularly so since delivery of several of the items was late. The ANZCAN survey time-scale was very tight and pressure was applied by the Project Manager from Teleglobe Canada for the survey to start. The dockyard advised that November 9 was the earliest completion date and it was agreed that November 11 would be the sailing date. In the event the ship sailed on 1 November for an intended bare week of sea trials which were to include post DED, helicopter landing drills and also pre-ANZCAN deployment equipment trials. Many dockyard staff, equipment agents and Fleet Maintenance Unit personnel were also embarked still fitting and testing some of the new equipment. During these trials it was found that despite impressive results from the Klein deep sidescan sonar, the Klein winch was unable to recover the towfish together with its 500kg weight which had been streamed on 550 metres of wire cable. The ship proceeded to deep water and stopped but, even without drag, the winch would not hoist. The towfish was recovered using the quarterdeck hydraulic capstan and it was subsequently found that the winch manufacturer (a sub contractor for Klein) had confused his orders and supplied the wrong size motor. The deep oceanographic winch with its ubiquitous faults remained inoperable. The ship returned early to base on 4 November in order to remedy these equipment defects and a considerable amount of post trial work was still required. A total of seven representatives from Teleglobe Canada and their Cable & Wireless Ltd consultants from the UK embarked on 11 November in order to monitor the survey.

The Survey

The survey commenced on Monday 10 November whilst the ship was still completing work at the Naval Base. The New Zealand cable terminal was at Takapuna beach and it was here that the survey started by ships boat. Trisponders were deployed to sites by helicopter and survey teams also carried out a beach survey to determine required profiles of the beach gradient to the back of the beach and the accompanying sand samples, this work being completed the following day. The ship finally sailed to commence the ANZCAN survey on Wednesday 12 November with the last of the dockyard staff disembarking minutes before sailing. The next thirty-six hours passed in a general state of bedlam. The ship was sounding and the shallow EG & G side scan sonar was streamed. Seabed cores were taken frequently as were temperatures (this required recovering and streaming the side scan towfish each time). The ship’s wasp helicopter was embarked off ‘A’ buoy and immediately began deploying survey parties to triangulation sites to set up the Decca Trisponder short range (35 n.miles) transponders to enable continuous precise positioning as the ship progressed slowly northwards from Takapuna Beach. The team of Consultants asked almost continual questions about equipment operation and a National Film Unit crew attempted to capture the action.

By Saturday 15 November, a degree of sanity prevailed. The requirements of the Consultant became clearer and routines were established to meet them. For ocean work out of range of the ships HiFix system, and between Satnav fixes, in normal survey operations, a real time DR position is plotted by the Hydroplot system using gyro compass headings and cross track Doppler log for speed. Sounding data is gathered and later plotted after tracks between satellite position updates are automatically calculated by the Hydroplot system. The soundings are then adjusted for the speed of sound in water based on the salinity, temperature and depth. The consultant wanted raw soundings based on corrected DR in real time for the development of contours to enable optimum tracks to be made across seabed features with later plotting in accordance with our normal practice. This placed a very heavy load on the survey team and also on the Kingmatic plotter, which is normally used to record ships track using positive continual position fixing by remote systems at close range to land.

The Lucas winch exceeded its previous poor performance by taking 91 minutes to veer a gravity corer in some 1890 metres depth. Major modifications to the Lucas winch valve control systems by ship’s staff finally enabled satisfactory operation of the system and, at the next coring station in 2100 metres depth, the wire was veered in 14 minutes with no erratic performance from the winch.

As sounding progressed north-westward toward Norfolk Island, the precipitous seabed contours came as a surprise to the embarked civilians who were more familiar with North Atlantic and Malacca Strait areas. Significant Volcanic/Fracture zone areas were unfamiliar to them. Notwithstanding advice to the contrary, the Consultant’s oceanographer, on encountering steep gradients, requested immediate and haphazard alterations of track. The subsequent plot was a confusion of tracks crossing from plotting sheet to plotting sheet. Both the Hydroplot and the surveying officers’ capabilities at unravelling the track convolutions were sorely tested, as was the patience of the command! Thankfully the more senior consultants were persuaded of the advantages of a controlled grid development with north/south, east/west lines in order to reduce systematic errors when the Satnav is computing pass geometry, and to enable subsequent application of set and drift factors to adjust courses between position updates.

Trisponders were used at Norfolk Island for precise position control for work offshore and for the beach landing surveys at Anson Bay for the intended cable landing there. Current metres were also deployed both to the north and south (Philip Channel) of the Island, but a second meter laid for confirmatory readings in Philip Channel failed to surface on its timed release. Despite strenuous search efforts including wire sweeping by ships boats, it remained unrecovered. It is likely that it snagged on one of the many coral heads protruding some six metres above the general seabed depth of fifty metres.

Rapid progress was made toward Sydney, due principally to the uncomplicated nature of the seabed, and the ship berthed at the Royal Australian naval Base at Garden Island on 4 December for a three day working visit. An Official call was paid on the Flag Officer Commanding the Australian Fleet, Rear Admiral P.H.Doyle, AO, OBE.

The cable landing at Sydney is Bondi beach and suitable trisponder sites were identified (one on the flat roof of the Bondi Hotel) and a beach survey carried out. Unusually fierce competition was evident for this task with a major proportion of the ships company volunteering! On departure from Sydney, a survey boat undertook the Bondi survey and the ship commenced sidescan sonar runs from close inshore. The end of these sonar tracks was on the seaward side of the wreck and dumping ground, which extends up to 40 miles off Sydney. Since fishing activity, particularly trawling, is a constant threat to telecommunications cables; the presence of wrecks would dissuade fishermen from trawling near the intended cable route, if a clear route could be found. The deep sidescan sonar was used and wrecks of various vessels, drums of chemicals and boxes of explosives were located. The deeper part of this dumping ground was in depths of 400 to 500 metres.

Confirmatory route soundings were made back to Norfolk Island with regular stops for oceanographic stations. On the Norfolk /Fiji leg a complex seabed was again encountered particularly that of the Cook fracture zone where some 45 hours of grid sounding established an almost direct route across this convoluted area. A further large sounding grid extending over several hundred miles was undertaken to the east of Kandavu Island. A helicopter replacement part was air dropped by a chartered Fiji airlines aircraft at the inshore end of the grid some 30 miles off Kandavu. The helicopter had become unserviceable after departure from Sydney and was needed to deploy trisponders in order to provide precise positioning on the approach survey to Lauthala Bay, Fiji. With the helicopter again serviceable, trisponders were deployed; one of them was to Mau, a triangulation point some miles west of Suva, occupying the top of a formidably steep hill. A survey rating guard is left with each trisponder when situated close to habitation, and in this case an apprehensive young survey rating found himself sharing the hilltop with a herd of what appeared to him to be aggressive looking pigs. Unable to communicate with the rating over the portable radio, the helicopter returned to Mau to find the guard at the top of a coconut tree! The ship survey of the approaches to Lauthala Bay to within five cables of the reef was completed that late afternoon and the ship berthed in Suva early that evening, 21 December. This survey was in fact the first part of the Suva to Hawaii leg of the cable route contract.

Christmas Day was heralded by somewhat less than angelic voices rendering a carol over the broadcast system. This was shortly followed by MONOWAI’s Santa Claus, effectively portrayed by a large (unpadded) jovial ‘Yo-Hoing’ character, making rounds of the ship distributing seasonal gifts in the form of canteen nutty. Despite high temperatures and even higher humidity, his enthusiasm lasted until lunchtime, when the debilitating combination of personal sauna (his costume), roast turkey, plum pudding and not ungenerous hospitality from the messes visited, finally won the day. The youngest member of the ship’s company, Ordinary Steward Burrows assumed the role of Commanding Officer  from 1000 and Commander George became an Ordinary Steward. Despite temperatures of over 46 C, the galley staff produced a quite memorable Christmas meal that was served by the Officers, Senior Ratings and one temporary Ordinary Steward.

With the exception of Christmas Day, the remaining five days of the time in port were spent on the Lauthala Bay survey. Three sounding boats and trisponders were deployed from the ship each day and two possible cable routes were surveyed from the two reef entrances to the landing site several miles distant. Sidescan sonar runs were made over these routes, some fifteen navigational beacons were fixed for position and extensive shoal sounding completed.

The ship was operating under the earlier described enhanced manning system introduced by the previous Commanding Officer in his dual role as the Hydrographer RNZN. Partial changes of the ship’s company had been made at Norfolk Island and again from Suva via RNZAF C130 Hercules. The Wasp helicopter was flown ashore to be transported back to New Zealand together with the flight crew also by RNZAF Hercules. The helicopter had contributed significantly to the conduct of the ANZCAN survey and the absence of an embarked flight was to prove a limitation for the remainder of the task, and its departure was greatly regretted. Helicopter support for survey operations was essentially only available when a flight was released from a frigate undergoing refit, since they were required for exercising anti submarine warfare and surveillance operations. The lack of what is termed Organic Air (a dedicated flight) for the survey ship(s) was a source of frequent and considerable frustration for the Command and also the surveyors in seeking to maximise the very considerable capabilities of the ship. The helicopter was, in naval parlance, a Force Multiplier for survey operations. Regretably the need was, in general, only fully recognised and appreciated by those few senior officers in general service that had served in a survey ship earlier in their careers.

With the Lauthala Bay survey completed and Teleglobe and Cable and Wireless personnel having embarked, the ship sailed in the morning of Sunday 28 December. Good progress was made on the route survey toward Hawaii including grid sounding over the Tokelau Ridge. In order for the Consultant to recommend the optimum cable type for eventual lay across the ridge, it was necessary to obtain seabed cores and temperatures. The cores provide assessment of how far the cable would sink into the seabed sediments. The temperatures to enable construction of the highly sensitive repeaters, which are inserted every five miles along the entire length of modern submarine telephone cables to boost signal transmission. During the course of the survey to date, the corers had reliably returned good samples. During this period on the Tokelau ridge three boomerang corers and two gravity corers were deployed. Despite almost perfect weather conditions, these attempts ended in frustration. Of the three boomerangs, only one set of floats returned and no cores. These corers comprise a long steel tube with an inner plastic tube liner at the “nose” end and a set of heavy iron circular weights around the tail end. Close to the nose is a trip lever projecting from the side of the corer. The corer is suspended vertically over the ship’s side by davit or A frame and then released to free fall to the seabed rather like an elongated bomb. As the nose end penetrates the seabed, the trip mechanism releases two glass flotation spheres inside the tail of the corer. These are attached to the plastic core liner and this is then drawn upwards to the water surface.

The gravity corer was then deployed. This coring option is considerably more time consuming but more certain in recovery. The gravity corer is suspended at the end of the oceanographic winch wire which is then veered to within some fifteen to twenty metres of the seabed and allowed to free fall in order to achieve sufficient momentum to drive it into the seabed. The first gravity corer showed no sign of penetration except for some evidence of scratching around the nose cutter. The next gravity core brought up a hard volcanic pebble and a small amount of ooze. The reason for the previous failure was now apparent. The essentially rock seabed was too hard to permit penetration of the heavily weighted and free falling boomerang corers. These had undoubtedly been hitting the bottom and toppling, with insufficient seabed penetration to allow the trip mechanism to function and the floats to be released. To encounter such a uniformly hard volcanic seabed in such a depth (4600 metres) without any significant overlay of sediment is, at least, unusual.                                                                

Progressing the survey toward Hawaii, several major ocean features were crossed including the Nova Canton trough and the Central Pacific Basin. The equator was crossed in the late evening of 6 January and almost immediately the weather freshened and temperatures dropped. The anticipated difficulty in determining a satisfactory route across the Line Islands Ridge did not eventuate, and a wide and clear route was established without deviation from the planned grid. Rapid progress was made in improving weather, and in calm seas and clear skies the final leg of the route across the Hawaiian Basin.  This was completed on 14 January and then a large sounding grid was undertaken from some twenty miles west of Oahu, through the Kauai Channel to some fifty miles NNW of Oahu.

The ship berthed at Pearl Harbor on 16 January. Official calls were made on the Commander Third Fleet, Vice Admiral E.C.Waller; the Commander of the Naval Base, Rear Admiral J.Anderson; the Deputy and Chief of Staff to the Commander in Chief, U.S. Pacific Fleet, Vice Admiral E.S. Briggs and the Commander of the Naval Surface Group Mid Pacific, Rear Admiral T.M.Ward Jr. The calls were unusual not only in the evident warmth and genuine interest of these Flag officers but also in the quite lengthy periods of discussion. What was most interesting was the enormous scope of their individual commands in terms of any of the Commonwealth Navies. The ship hosted a cocktail party that evening for some sixty guests.  Prior to the deployment, considerable effort had been made to obtain New Zealand products from exporters in order to promote these. Our function guest lists were tailored in liaison with the NZ Consulate to include local identities in the import sector, wine and food merchants’ etc. additional to diplomatic, government, civil and military guests. The products were very well received, especially the wines, cheeses and pates which were available for guests to sample on tables set around the perimeter of the awning covered flight deck venue.

Arrangements were made at the strong request of the consultants for the charter of a local helicopter for the account of the Teleglobe contract managers. The consultants were initially indifferent about the requirement for a helicopter at the outset of the route survey. This was principally because of their unfamiliarity with hydrographic precise positioning systems. They rapidly came to the realisation that the helicopter was indispensable in terms of the provision of productivity and accuracy for near-shore surveys. The local helicopter charge rate was USD 420 an hour. This rate appeared realistic in comparison with the other commercial alternatives,

although it met with a distinct lack of enthusiasm from Teleglobe who had been accustomed to the Defence imposed charge of NZD 260 for the Wasp.

A team of ships divers travelled to Keawaula at the western end of Oahu (Kaena Point) to swim and check the shallow portion of the proposed cable landing route, unfortunately surf conditions were too high to permit the reconnaissance. A helicopter survey of selected trisponder sites was made in preparation for their deployment on sailing the following day. A meeting was also held with COMNAVBASE and COMSUBPAC staff officers, at their request, in order to discuss the ship’s survey plan and, in particular, the deployment of “over the side’ equipment’s. Several of the required observation sites were not approved and were either cancelled or postponed. On departure on 20 January the ship departed Pearl Harbor, proceeding north about Ford Island to pay marks of respect to USS ARIZONA and ending an enjoyable, busy and all too short visit. The US Navy had been most helpful in meeting our modest requirements and, at all levels, most hospitable. That New Zealand is no longer an active ANZUS member, no longer co-operating with the American forces defies logic.

Surveying was undertaken off the south coast of Oahu from Keawaula in the far west to Sandy Beach on the south east coast, close north of Hanauma Bay, a favourite tourist destination. The chartered helicopter failed to appear  (It was later learned that it was rendered unserviceable due to a radio fault) and with the resulting lack of availability of the trisponders, the inshore sounding was carried out by horizontal sextant angling. Traditional skills still have their place in the electronic era! The large-scale coastal navigational chart was sufficient for the purpose since the route survey scale was considerably smaller. The Hawaii coastal surveys were completed the following day and the ship proceeded on the Hawaii to Vancouver leg of the survey.

On this final leg of the exploratory route survey, the weather was noticeably colder with fresh head winds and generally cloudy or overcast skies. Whilst in port, the ship had established useful contact with The Naval Western Oceanography Centre in Pearl Harbor, and which provided the ship with excellent daily weather reports, based on the daily Position and Intended Movement signal together with a 48 hour future forecast along the sounding route. In return the ship provided both routine and special weather forecasts to the Centre.

Several major oceanic features were traversed including the Murray, Pioneer and Mendocino fracture zones and the Cobb Seamount. The latter being a major feature in the complex area of seamounts to the west of the Juan de Fuca Ridge. In general, rapid progress was made between these features and extensive grid sounding undertaken over the complex areas. Whilst the geographical limits of the major features was reasonably well known, the terrain over them was not so, and each investigation revealed significant changes to existing information. Cobb Seamount was no exception, and over 24 hours was spent grid sounding over this feature, followed by oceanographic stations for cores and temperatures. Rapid sounding progress was made over the La Perouse Bank off Vancouver Island. This Bank is a major fishing ground, and intensive trawling undertaken by vessels of several nations under Canadian foreign fishing and joint venture agreements. A week after leaving Hawaii, the consultant advised the requirement for an additional route to be surveyed across this Bank and extending some 200 miles southwest into the Cobb Seamount area! Previously only the longer non-burial route as contracted had been identified. The stated purpose of this was to provide an option to the ANZCAN management group for both a cable burial route and a surface cable lay across the Bank. The proposed new burial route option represented a direct route cable lay when compared to the longer non-burial route option in terms of lay cost. This lately advised option required additional days on task and a delay to the scheduled Vancouver port visit. Each and every programmed port visit on the survey up to this point had been amended at the request of the consultants. This had caused major reorganisation of enhanced manning crew change-over, RNZAF support flights and accommodation, stores requests and, not least, visit programmes arranged with local authorities both Military and Consular. The late notification of this requirement, especially following previous contractors/consultant programme amendments was particularly annoying. Fortunately the Naval Staff shared this viewpoint and the ship was instructed to adhere to the published programme.

In order to make the ETA at the entrance to the Juan de Fuca Strait, it proved necessary to sound at full speed along the cable route and several side echoes were revealed which would require examination on the return confirmatory route survey. MONOWAI proceeded through the straits towards Victoria, Vancouver Island, to embark the obligatory pilot for the passage to Vancouver. Canadian Authorities insisted on a pilot being embarked for all passages in enclosed waters, a superfluous and costly exercise when, in main shipping channels, there was a traffic control reporting system and traffic separation lanes. On each occasion the ship’s officers undertook the pilotage, including the passage through Active Pass, with the pilot providing a watching brief. Royal Canadian Naval vessels however, are not required to embark a civilian pilot. The six-day visit to Vancouver was the first non-working port visit of the deployment with the exception of Christmas day in Suva. Even so, data processing was carried out in order that there was no backlog on departure. The ship hosted a cocktail party, every bit as successful as the one held in Hawaii. The Export Manager of Corbans Wines travelled from New Zealand to be present and several leading figures in the Vancouver food and wine importing trade were among the guests. Other events included a press conference and tour of the ship organised by Teleglobe Canada, a Teleglobe reception for the Officers and the customary luncheons etc. Additionally there was a host of semi-official and private functions in this most hospitable and attractive city. For the surveyors in particular, whose seatime was focussed entirely on New Zealand and Southwest Pacific areas, the experience was doubly pleasurable, despite the grey skies, rain and sleet.

Departing Vancouver on Sunday 15 February, the ship proceeded toward the survey area off Cape Beale in the southwest of Vancouver Island. A detached survey party had proceeded independently by chartered civilian helicopter to establish and maintain trisponder sites for the coastal and inshore surveys. However after clearing Victoria, the seas and swell were such that surveying was not possible and the ship found shelter by anchoring in Port San Juan, a small inlet on the northern side of the Strait. The weather report was for worsening conditions and by the following morning the wind was blowing directly into the inlet and with a worsening forecast. The ship’s doctor, Surgeon Lieutenant C.T.C.Kenny RNZN, reported that it was necessary for prompt hospital treatment for a member of the ship’s company in order to resolve a recurring and potentially serious problem. The options were to either backtrack to Victoria or proceed to Port Alberni. The latter, although 34 miles inland at the head of a fiord, was closer to the survey area and was also the site and terminus for the ANZCAN cable. Anchor was weighed and the ship proceeded into the Strait, advising traffic control of the medical situation and intentions. A prolonged radio telephone altercation then ensued over the question of pilotage and which culminated in the ship returning to the lee-shore anchorage of Port San Juan to wait an estimated four hours for the pilot from Victoria. The Vancouver authority finally agreed to the provision of a pilot from Port Alberni to meet the ship at Cape Beale, the entrance of the fiord. The ship weighed anchor and proceeded out of the Juan de Fuca Strait in rough seas and strong winds, which caused the bridge wing roofing to tear away from its support framing. MONOWAI entered the Trevor Channel (the entrance to the fiord) at full speed at 1700 hours in the dusk in an attempt to proceed as far up the fiord as possible before embarking the pilot. The pilot boarded some forty minutes later and the ship proceeded in darkness to Port Alberni with the ships Officers conducting the passage on blind pilotage and the pilot content to leave the ship to find its own way. Anchorage was obtained in the harbour at 2000 and the Doctor escorted his patient to the local hospital. In view of the continually deteriorating weather, the ship berthed at the Town Terminal the following morning.  The unscheduled visit provided a good opportunity of seeing a typical small Canadian coastal town. Alberni is an important timber port and large log rafts were being assembled and moved around the harbour by quite minute pusher tugs. The rain was almost incessant and, two days after arrival, hurricane hawsers were rigged when the wind speed increased to 50 knots. The presence of a New Zealand Naval vessel created considerable interest in the town and there were many visitors to the ship ranging from members of the Port Commission to the local Sea Cadet Corps.

The Hydrographer, Commander W.F.Jaques OBE RNZN, joined the ship in order to relieve the Commanding Officer under the Enhanced Manning system and opportunity was taken to survey the cable-landing site, which lay just south of the harbour in an Indian Reservation. The ship sailed the following morning and followed the intended cable route down the fiord. A feature of navigation in these waters is the avoidance of logs. The most dangerous are the old and waterlogged which float upright with only the tip showing. Large shoals of herring were detected on the echo sounder during the passage down the fiord. Sidescan sonar was streamed for the final portion of the channel and, in the early afternoon, the coastguard cutter from the village of Bamfield came alongside to deliver some gifts to the Ships Company from friends in Port Alberni. These had been flown to Bamfield in a floatplane. After discussion with the Cable Management Group, the consultant had decided to forego the additional requested burial route survey over the Perouse Bank. The ship proceeded seawards along the selected cable route with the sidescan streamed and using trisponder for positional control to the outer edge of the Bank. This was completed the following day and oceanographic observations were then undertaken as the ship retraced its track toward Cape Beale in order to recover trisponders and detached survey personnel by the chartered civilian helicopter. This was the completion of the outward exploratory phase of the ANZCAN route survey and it was appropriate that the Commanding Officer, Commander F.G. George RNZN, left the ship for three weeks leave on the last flight of the helicopter, which marked the completion of the original work. Also departing with him was Mr N. Borton, the senior Consultant of Cable and Wireless. Commander Jaques had assumed temporary command just prior to Commander George departing.

The task for the return to New Zealand was a confirmatory sounding survey back along the track surveyed in detail on the outward voyage and deemed, from the desk studies of the survey, to be the optimum cable route. In some areas the study had revealed a need for further detailed soundings or for additional oceanographic stations. The ship proceeded under heavy overcast skies with fresh south-easterly winds and a moderate to heavy south-westerly swell left as a legacy of the recent gales. Work commenced almost immediately with core and underwater camera stations on the continental shelf and subsequently grid soundings, stations and side-scan sonar sweeps over the edge of the shelf. Thirty six hours later the ship commenced the confirmatory sounding survey with the occasional examination or oceanographic station towards Hawaii. The itinerary of the voyage marked by the colourful variety of names of underwater features commemorating explorers and oceanographers or their ships – La Perouse Bank – Juan de Fuca Ridge –Cascadia Basin – Cobb Sea Mount – Mendocino Fracture Zone – Pioneer Fracture Zone – and so on towards Hawaii. The voyage progressed in near gale conditions for the first few days but gradually moderated as the ship progressed towards Hawaii with wind and seas consistently astern and good progress was made toward warmer and calmer weather, a reversal of the voyage north. There were few hold-ups or diversions and very little extra work eventuated, thus allowing arrival at Pearl Harbor to be advanced some four days and the ship berthed at the US Naval Base on the 4^th march in a perfect, warm, calm tropical dawn.

The visit to Pearl Harbor was strictly an operational one, primarily for Rest and Recreation, to fuel and facilitate the landing of some of the consultant’s equipment and the exchange of his personnel. No formalities were observed but the USN were their usual very helpful selves in providing for all the ships modest needs. The ship sailed two days later after two uneventful but enjoyable days alongside.

On the final part of the passage to Pearl Harbor and the days alongside, all exploratory and confirmatory survey data for the Hawaii to Vancouver leg was assembled and, on the 6^th March, handed over to the consultant as the first instalment in fulfilment of the contract. The consultant’s plan for the Hawaii to Fiji leg included very deep camera stations and deep current meter stations in depths exceeding 5000M. Both operations in such depths are in the realms of advanced oceanography, and very dependant upon the correct functioning of the equipment. The camera stations were unsuccessful in the deep water due to the limitations of a pinger- hydrophone combination used to monitor the depth and control the camera and flash. The system did however function correctly in lesser depths of 900 metres and the photographs were processed on board.  Current meters, laid in two deep positions in the Line Islands and on the Tokelau Ridge, each for 12 hours duration, were most successful. They were located, recovered and their records accepted with little difficulty though one felt some awe that they had operated 3 miles below the seas surface and returned to tell the tale. This leg of the confirmatory route had begun in fresh north easterly weather, which gradually moderated as the ship proceeded to calm seas and sunny days south of the equator and which continued to Fiji. Good time was made throughout the voyage and most of the possible diversions for examinations or further investigation did not eventuate. The time gained on the previous leg was thus maintained and the ETA Suva was advanced some 3 days from that planned. The ship arrived in Suva on the 18^th March.

For the confirmatory route survey from Vancouver Island the “Owners” of the ANZCAN contract, Teleglobe Canada, were represented by Mr Peter Hurley, a Marine Systems Engineer. The Consultant, Cable and Wireless Ltd, reduced their team on onboard to one only for the confirmatory survey and were represented by Mr Nick Young, a young graduate Oceanographer, from Vancouver to Hawaii and by Mr Dave Rickards, a senior cable ship Chief Officer of considerable experience from Hawaii to Suva. Mr Hurley’s easy manner and grasp of contractual aspects and Mr Rickard’s practical seaman’s approach proved a most happy and co-operative combination to work with.

Commander George rejoined the vessel from leave on 18 march and re-assumed command on 19 March. Commander Jaques flew back to New Zealand the following day and the ship sailed for the confirmatory route soundings to Norfolk Island. The ship made good progress in the prevailing moderate winds and seas, arriving at Anson Bay on 23 March. Two boats were lowered to undertake sounding and sidescan sonar resulting from the analysis of the previous surveys, and trisponders deployed for positional control. The ship proceeded to the north of the island for sea bed sampling and photography but, after the successful completion of the first site, the weather had deteriorated to the point where further camera work for a planned second site was abandoned, due to excessive ships motion. Monowai returned to the lee of the island where a final photographic station was completed and anchored to await the return of the boats. The freshening easterly wind had increased the surf at Anson Bay, the most sheltered cove on the western side of the island. The recovery of the trisponder party by Zodiac proved to be a lengthy task and was finally achieved at nightfall after lines had been swum through the surf by ship’s divers and the Zodiac towed off the beach. The decision was made to leave the trisponders ashore for return to New Zealand by air sooner than risk losing or immersing them in the surf. The helicopter was sorely missed. The survey of Norfolk Island was now completed, with the additional boat work considered to be a bonus by the consultant.  The ship weighed anchor and proceeded on the final leg of the survey.  A core and camera station was undertaken in a depth of 1950 metres in a narrow undersea valley that had been found as a result of an extensive grid sounding pattern over a large ridge on the route north. This ridge had been the cause of considerable anxiety for the consultant until the gap had been found. The extent of the seemingly unbroken ridge would have required a major and expensive detour for the cable lay. The core revealed volcanic scoria like pebbles and the photography provided a very clear definition of an uneven seabed composed of volcanic boulders and pebbles. With improving weather the final survey work was progressed rapidly. The final sounding of the ANZCAN survey was completed off Takapuna at 1210 on 26 March and the ship berthed at the Naval Base at 1300. For the first time in five months generators were shut down and the unaccustomed silence emphasised the physical completion of the task. Compilation of the survey data continued over the remainder of the month. On 30 March the Commodore, Auckland, Commodore C.J.Steward, RNZN, attended a luncheon in the Wardroom to mark the conclusion of the ANZCAN survey. The embarked representative of Teleglobe (Canada) and Cable and Wireless (U.K.) and senior Officers of the Dockyard, PHILOMEL, SNSD, DSE and the Commodores Staff also attended the lunch. The luncheon was co-hosted by the Hydrographer and the Commanding Officer and Ships Officers. In his address the Commodore noted the unusual and challenging aspects of the survey task emphasising the benefit to the RNZN in terms of the experience gained and the new technology associated with the specialised equipment fitted for the survey. In reply Mr P.Hurley of Teleglobe stressed the importance of the project in international telecommunications with emphasis on the ANZCAN task as the longest undersea cable project ever undertaken and its successful execution.                                         

The Survey had proved a most worthwhile exercise, representing a departure from accustomed survey procedures and requiring a total flexibility of approach by the Command, the survey Officers and Ships Company. The task had involved the adoption of some new techniques and the use of several new equipment’s – some operating at the very fringes of underwater technology. The task was not without its frustrations, especially at the outset, in responding to some of the Consultants requirements. It was not always easy having the cable consultants monitoring the survey. At times relationships became somewhat strained, especially when the demands for information exceeded the capabilities of the ships equipment (which were state of the art). The survey task commenced with the entire team of consultants embarked and it took some time for them to understand the discipline of survey practice especially for coastal survey control and data production and accept recommendations for optimum grid survey patterns.

The demands of the task had reflected well on the entire Ships Company, yet morale had been high throughout and there was not one incident of misbehaviour ashore over the entire course of the deployment. There had been favourable comment from several authorities, especially the Base Command at Pearl Harbor, over the conduct of the Ship’s Company ashore.

Some ANZCAN data:                                         

The ship had spent 135 days away from Auckland                                                                 

Days at sea             111                                                                                                               

Days in port 
Visit                            16  although survey work undertaken every day except for Christmas Day  
Survey Operations       5  
Shelter                         3 (Port Alberni)

Distance steamed     26,792.37 n miles.       

Direct cable route some 8,175 n.miles.                      

Hours Underway         2,457.66 

Survey sheets:  Scale1/250,000            101                                                                                       

other scales                                             10                                                                            

Beach and landing site surveys                 6

A total of 150 grabs and cores of seabed samples, 96 Temperature observations, 9 underwater photographic stations and 6 current meter observations.

Sea bed data collected from depths of 5.5kms

Grid surveys in mod/heavy seas with winds of 48/50 kts with ship speed of 2kts into the seas. (30 Jan)

In conclusion MONOWAI had successfully surveyed the route for the longest undersea cable project ever undertaken to that date.  

Auckland and Gisborne

Monowai remained in port for just over a month with an overdue Assisted Maintenance Period occupying the bulk of this time. The ship sailed on 27 April for Gisborne where a survey was undertaken on the 28 and 29 April to assist the University of Waikato in their studies of siltation in the port approaches. Dr C.Nelson of the Earth Science Department had embarked in Auckland for discussions of the task, and Dr T.Healey of Waikato University joined in Gisborne for the duration of the survey. The aim of the study was to assist in the planning of Port development of Gisborne as a timber export port. The Wasp helicopter had rejoined the ship at Auckland and was used to deploy trisponders at Gisborne and, on arrival at the port, a survey motor boat commenced running lines of soundings and sidescan sonar for the next two days. The two University Dons were more than pleased with the results and were impressed by the positioning control of the trisponder system and the sidescan sonar results obtained. They departed the ship shortly before two other ‘passengers’ arrived for the sub Antarctic Islands surveys. They were Captain J.Jenkins of Union Steam Ship Company (a wildlife enthusiast) and Mr C. Robertson of the Wildlife Service who had both joined at the request of the Outlying Islands Committee in order to undertake wildlife work in the islands.

Opportunity was taken for a ship’s company volunteer working party to spend the day at the ship’s adopted charity, the Gisborne Riding Club for the Disabled. The ship has maintained an active interest in this hard working organisation with both personal input and financial contributions since Monowai’s first visit to Gisborne in March 1978.

The ship departed Gisborne for the sub Antarctic Islands on 30 April.

Sub Antarctic Surveys

The ship was tasked to provide precise geographic positioning of the south-western areas of both Campbell and Auckland Islands for the purposes of EEZ baseline determination, since the 200 nm limit intersects that from Macquarie Island, which is Australian territory. The survey task was on behalf of the Ministry of Foreign Affairs in order to assist in discussions with Australia regarding median line determination. The weather at Campbell Island over the period of four days surveying frustrated attempts to obtain an astronomical azimuth. Survey teams deployed to Mount Dumas, and although in mist most of the time, were able to obtain bearings of the offshore rocks and islets during brief clearances in the cloudbase. An old survey site had been selected for the Geoceiver, and when clearing away the stones to build a cairn, a bottle containing a message was found. The message was written by a Second World War coastwatcher. The vessel was at Campbell Island for four days and sailed in the late afternoon of 7 May for the Auckland Islands.

At first light the following morning, 8 May, a fleet of Russian fishing vessels was encountered. There were 17 large vessels, many considerably larger than Monowai and few smaller. They were trawling virtually in line astern. Both the ship and the helicopter carried out identification. The volume of fish being taken from a relatively limited area does not represent good management of the resource.

The ship anchored in North Arm, Carnley harbour at midday in strong northerly winds. That afternoon the barometer fell rapidly to 977millibars and the winds reached 60 knots, however holding was very good. Saturday 9 May dawned a fine day with the wind considerably abated. The Geoceiver was deployed to Adams Island and a sun Azimuth was observed by theodolite and bearings taken of beacons that had been erected on coastal promontories. These observations occupied the next two days. Captain Jenkins, one of our two wildlife enthusiasts was flown to Enderby and Dundas Islands to estimate sea lion populations and Mr Robertson focussed his attention on the albatross on Adams Island. Whilst the positioning surveys were in progress, opportunity was taken to carry out a sketch survey of the anchorage. Sketch surveys were also undertaken in Trinity Bay and Coleridge Bay using Trisponder for control. The only existing chart of the Auckland Islands was a very small scale one on the Admiralty Chart of ‘Islands and anchorages in the Southern Ocean’. Once the wind abated, both of these anchorages were used in order to reduce helicopter transit time to the survey area, shifting anchorage as the wind dictated, in order to provide an optimum lee. The underwater television was deployed at each anchorage and showed a profusion of crabs and scampi-like crustaceans. Holding was uniformly good and the general aspect of the Auckland Islands much more interesting and less depressing than the pervading gloom of Campbell Island. Observations were completed by p.m. on Monday 11 May and, on the following day, trigonometric station marks were established in concrete on the various points observed. Further helicopter photography was undertaken to assist in delineation of the coastline. The survey of the Auckland Islands had involved a particularly intensive flying programme in support of surveying parties. Maximum advantage had to be taken of reasonable observing conditions, which are a rare event in these islands. On Saturday 9 May, eight and a half flying hours were logged and a total of 24 hours flown in the four days. Strong winds and turbulence created by the sheer cliffs (up to 1200 feet high) provided demanding conditions, which were best illustrated by a photograph of a waterfall blowing backwards. Both the pilot and the embarked RNZAF Flight crew met the long hours and very cold conditions in an exemplary manner.

Adams Island is the largest sub Antarctic Island totally in its natural state with no man made structures or predation. Comprising the southern fringe of the Auckland Islands, there is no other land between it and the Antarctic. During our surveys of Auckland Islands Mr Chris Robertson of the Wildlife Service was one of the various experts embarked for the Sub Antarctic surveys. An international expert on Albatross, he was to visit the breeding colonies on Adams Island and band the Albatross chicks. A RNZN dockyard official, Charles Paynter, was also embarked for the purposes of pre-refit planning and, being a keen ornithologist; Charles assisted Chris with his work on the island.

Monowai departed the Auckland Islands at 0600 on Wednesday 13 May in a darkened ship condition in order to close a contact sighted on radar well within the territorial sea. In rough conditions and pitch darkness, the contact was approached and proved to be a Russian trawler who advised that he had permission to shelter. All fishing vessels within radar contact were investigated and the ship proceeded to Dunedin, passing the two Inshore Survey Craft HMNZS TAKAPU and TARAPUNGA. They were, in their own words, “standing on their heads” on passage from Dunedin to Stewart Island in a 30 knot southwesterly wind en-route to their Foveaux Strait survey area. The ship berthed at the cement wharf, Dunedin, in the early evening of Thursday 14 May. Principal among the many visitors to the ship were the Mayor and Mayoress of Dunedin, Mr and Mrs C.G.Skeggs who were entertained to lunch by the Commanding Officer. They were particularly interested in the Ships equipment and operations, especially with their fishing company ownership background. Dunedin was to be the ships local base port for some considerable time in view of the survey programme being concentrated in southern areas. Enhanced manning changeover of crews by RNZAF Andover was completed and the ship sailed for Stewart Island on Monday 18 May.

Jackson Bay

Monowai rendezvoused with HMNZS TAKAPU and TARAPUNGA in Patterson Inlet, Stewart Island. The two vessels berthed on the ship at the anchorage for a 24-hour period for embarkation of stores, technical assistance and survey consultation. On Wednesday 20 May the three ships sailed in company and helicopter photography was undertaken of the vessels for inclusion in a Defence Film Unit film of RNZN survey operations. On completion Monowai proceeded past Fiordland to Jackson Bay and the Inshore Survey craft resumed their Foveaux Strait survey task.  The ship anchored in Jackson Bay at 0800 the following morning, 21 May in superb weather. The survey task was to complete the delineation of shoals survey that had been commenced in early 1980. Trisponders were deployed to two mountain top triangulation stations by helicopter and the three survey motor boats spent the next eight days sounding. The helicopter again undertook an intensive period of flying, deploying observing and trisponder teams. A party of six sea cadets had joined the ship in Dunedin, accompanied by one of their Officers, and opportunity was taken to involve them in a full range of ships activities including sounding boat crews. They departed the ship from Jackson Bay on 26 May. The weather could scarcely have been kinder, with blue skies and calm seas that enabled the boats to make good progress. The helicopter became unserviceable on Friday 22 May and an Immediate signal was sent to the RNZAF requesting supply of a spare part and this was promptly delivered the following day by RNZAF Iroquois from Wigram Air Force Base. With the helicopter again operational, the pilot, Lieutenant Commander D. Washer RN achieved his 1000th deck landing on Sunday 24 May. With the trisponders deployed at high altitudes, problems were experienced with loss of battery power due to the very cold temperatures and ships staff made insulated replacement battery boxes, which served to increase the battery life quite markedly. Problems were also experienced with Kea eating the trisponder cables.

On Friday 29 May a Sunday Routine was declared. One of the Senior Ratings (CPO X) a self professed hunter of some note, had, for some time, pestered the Commanding Officer as to when there was to be an opportunity for deer hunting. Together with requested fishing parties, permission was given for a hunting party of four, with strict guidelines as to the area of activity and the requirement for pairing. That early evening, at the predetermined return time to the jetty at Jackson Bay, only three of the four had returned. Accordingly a search party was organised and, an hour later, in failing light and cool temperatures, CPOX was found sitting on the ground under a very large and heavy steel deer trap cage!

The Commanding Officer was relieved by Commander Jaques on fhe evening of 29 May, with the ship at anchor in Jackson Bay, and departed at first light the following morning. There was very heavy hoarfrost and the scenic drive over the Haast Pass, through Hawea, Wanaka and Cromwell provided for a memorable trip to Dunedin airport for five days leave in Auckland under the enhanced manning scheme. The shoal sounding was completed the following day and on 31 May the ships boats resolved the matter of reported shoals off the entrance to Milford Sound.

Accurate positioning of new lighthouses on Windsor Point and Cape Providence was carried out over the period 1 to 3 June and achieved a reasonable standard despite the frustrations and unpredictability of Puysegur Point weather. During this period the embarked Wasp helicopter was again fully employed in support of all aspects of the survey task. It made expeditious and accurate surveying to best modern standards possible in spite of the inhospitable nature of the coastline and the vagaries of the weather. Without it, these 5 days would have been scarcely productive. The ship departed the survey area in the evening of 3 June arriving at Dunedin at midday on Thursday 4 June for enhanced manning crew change and Commander George returned from leave and resumed command.

The Snares Islands

The ship sailed from Dunedin on Monday 8 June. After clearing Taiaroa Head and setting course southward for the Snares islands, HMNZS TARANAKI was sighted some ten miles astern. Acknowledging that MONOWAI presents a somewhat unusual aspect when viewed from astern, especially with the hangar extended, we were nonplussed to hear TARANAKI enquiring from Taiaroa Head radio station the identity of the ”Container ship”!

Three passengers were embarked for the voyage; Dr C.Nelson of Waikato University, Mr C. Robertson of Internal Affairs Wildlife Department, and Mr C.Pennikett of the Department of Lands and Survey. Dr Nelson had joined to participate in the joint RNZN/Waikato University investigation into sediments on the New Zealand shelf south of Stewart Island. Mr Robertson and Mr Pennikett were to undertake seabird studies in the general area and on the Snares Islands in particular, home of huge numbers of sea birds.

The seabed sediment sampling commenced in the evening of Monday 8 June on the eastern extremity of the shelf, and seabed grabs were progressed through the night and discontinued in the early morning in order to close the Snares Islands. The Geoceiver was deployed by helicopter, and observing parties commenced theodolite and electronic distance measuring observations. As for the major offlying islands in southern waters, the Snares had not previously been accurately positioned or delineated. The Snares consist of two close lying groups of islets, the northernmost comprising the largest island (North-East Island) which is sheer yet containing areas of grass and dense bush. The southern group comprises a chain of lower, sparsely vegetated islets. Mr Robertson and Mr Pennikett were landed by helicopter on North-East Island together with camping equipment and provisions. Observing and helicopter operations continued throughout the day and the ship steamed at slow speed around the islands overnight obtaining bathymetry. Observations were resumed the following day whilst the ship undertook further sediment sampling and seabed photography. The ship returned to the islands the next day, Friday 12 June and recovered the birdwatchers and the Geoceiver. The resultant observations indicated that the islands are approximately 1.7 nautical miles ESE of their previously charted position. Final observations were carried out, permanent marks established on the triangulation points and seabed sampling undertaken close to the islands. In deteriorating weather with winds of 50 knots the ship proceeded to anchorage in the lee of Stewart Island at midnight. Closing the mainland the following morning, Dr Nelson and Mr Pennikett were flown by the Wasp helicopter to Invercargill airport and the ship proceeded to Preservation Inlet in Fiordland.

Fiordland and Jackson Bay

Arriving at Preservation Inlet the helicopter recovered some surveying equipment that had previously been sited on Wednesday Peak in the Cameron Mountains, and deployed the Geoceiver to the recently installed Windsor Point lighthouse in order to establish its position. The Marine Department had decided to discontinue the manned light at Puysegur Point and, in lieu, install unmanned lights at Windsor Point and Cape Providence. These lights provide neither the range nor the visibility to compensate. The area is notoriously poor for radio communication and the manned station at Puysegur Point provided both a valuable safety link and local weather reporting service in this area of sudden and often quite violent weather change. The following two days were spent at anchor in Preservation Inlet departing in the evening of Monday 15 June. During this period sufficient satellite passes had been received by the Geoceiver to enable precise positioning of the lighthouse and an opportunity for the survey data for Campbell, Auckland and Snares to be compiled.

Sounding was undertaken overnight on passage to Jackson Bay and, on arrival, transponders were deployed to enable shoal investigation by the ships boats. During this investigation, a 6 metre shoal was found in a general depth of 70 metres, some 3 miles offshore. The position of Jackson Point light was also determined, some 130 metres distant from its previously advised position. Rapidly deteriorating weather provided for an interesting recovery of the two large sounding boats in darkness and, on completion, the ship proceeded for further offshore sounding overnight en route to Milford Sound. Entry was made the following morning, Wednesday 17 June and the ship anchored in Harrison Cove. Trisponders were deployed to the entrance of the Sound by helicopter and for the next five days, the three survey motor boats and the helicopter were busily employed. During this period, the entrance sounding was completed as was the survey of Deep Water Basin. Opportunity was taken to sketch survey Harrison Cove and also the length of Milford Sound. Existing charting of the latter consists only of spot soundings and an approximate coastline. The sketch survey revealed a uniformly deep (286 metres) glacial valley with a relatively shallow lip at the entrance to the Sound.

During the Milford surveys, the Geoceiver was deployed to a co-ordinated triangulation station in order to obtain transformation data from the satellite geoid to that used for the New Zealand mapping grid. Transformation data for the West Coast of the South Island, had not been previously determined by observation. During the helicopter support of the Geoceiver, an abandoned campsite comprising tent and personal belongings was found close to the coast in an almost inaccessible location, and was reported to the Police. Mr Robertson departed on 18 June having undertaken further seabird observations both in Fiordland and in Jackson Bay offshore islets. Helicopter fuel supplies became very low, the Wasp having consumed almost 25 tons of AVCAT since embarking on 27 April. Fortunately a small quantity of AVTUR was obtained at Milford airfield. All surveying was completed by the evening of Sunday 21 June and the ship sailed for Preservation Inlet, undertaking overnight sounding en route.

MONOWAI anchored in Kisbee Bay during the forenoon of Monday 22 June and a Sunday Routine declared. The National Telethon Fund raising campaign was in full swing and it was decided that the ship would hold its own event. Divers and fishermen gathered crayfish, paua, cod, Terakihi etc and the Ships Company enjoyed a seafood buffet that evening. Among the events were a Miss MONOWAI competition, horseracing  and a Telethon panel. All activities were televised on the ships system and some particularly interesting challenges assisted in raising over $1600.

The ship departed Preservation Inlet early the following morning and resumed the sediment sampling programme on the Stewart/Snares Island shelf. Despite the absence of Dr Nelson, the ships team had become well versed in the requirements of separating the sediment components and differentiating between the samples obtained. This work continued until the evening of Wednesday 24 June, by which time just over a quarter of the total programme had been completed. The ship arrived in Dunedin the following morning. A slow and inelegant berthing due to a last minute failure of the bow thrust. The purpose of the visit was to liaise with HMNZS TUI for the forthcoming Noise Ranging trial. In view of both the almost nil stocks of aviation fuel remaining and the nature of the ships tasking before returning to Auckland, it was decided to disembark the Ship’s Flight and this took place on Friday 26 June. The aircraft had proved essential over the course of a varied and demanding nine-week period in southern waters, and had logged over 95 flying hours in support of the survey. Without the helicopter, the bulk of the tasks could not have been achieved.

The ship departed Dunedin early on Saturday 27 June and proceeded to the Tasman Sea rendezvous with HMNZS TUI in the forenoon of Sunday 28 June. The joint trial continued with both ships heading north up the West Coast, until the evening of Tuesday 30 June when TUI advised completion and proceeded toward Cape Reinga.

Auckland

MONOWAI entered Auckland Harbour at 0630 on Wednesday 1 July in exceptionally thick fog. The first visual sighting was that of a yacht moored off the entrance to Calliope Basin and the ship berthed under her own power at the Boiler wharf at 0735 without benefit of a reasonable sighting during the approach of either the basin or the berth.

The ship reverted to extended notice on Monday 6 July in preparation for her first refit. A comprehensive defect list was approved for undertaking by the dockyard at the Refit Conference that day, but with expressed reservations on the ability to undertake the Alterations and Additions. A busy week of de–storing was carried out by the Fleet Operations Programme team and ships staff. The bulk of this was undertaken at night and resulted in an organised and successful completion, assisted by the excellent pre-refit liaison provided by the Fleet Support team. A Ships Company Dance was held at the Sheraton Lounge on Friday 10 July and provided an enjoyable conclusion to a busy and challenging survey year. The sixteen week refit commenced on Monday 13 July with the refit barge (the former survey ship HMNZS LACHLAN) berthed alongside for the provision of office and accommodation space.

A Ladies Night Mess Dinner was held in HMNZS PHILOMEL wardroom on Thursday 16 July, and opportunity was taken to both welcome the recently joined and farewell the departing Ships Officers. Notable among the latter was the Executive Officer, Lieutenant Commander K.J. Robertson, RNZN who had served continuously in the ship since her conversion in Scotland. He was posted to the Hydrographic Office as the Assistant Hydrographer and being relieved by Lieutenant Commander D.A. Swann, RNZN.

On Monday 3 August the advance party of the Whangarei survey team departed the ship and, two days later, the survey motor launch SEAGULL, and the new 7.3 metre G.R.P. survey boat, were transported to Whangarei by road. The survey was at the request of the Northland Harbour Board in order to provide detailed bathymetry of the Marsden Point area for the intended development of a timber export facility. Information derived from the survey would enable the construction of a hydraulic port model to determine the physical changes to the seabed resulting from major development of wharf and storage facilities. The Earth Sciences Department of Waikato University was also closely involved in the project. It was anticipated that the survey would be of some four months duration.

At the refit progress meeting of 6 August it was advised by the Dockyard that the pressure created by the rectification of defects on the operational ships had led to a significant overload on Dockyard personnel to the possible prejudice of MONOWAI’s completion date. It was also apparent that the refit work package revealed by surveys was greater than anticipated.

On Monday 24 August the Commanding Officer addressed the New Zealand Marine Sciences Annual Conference at Tauranga on the topic of the ANZCAN survey. The Hydrographer, Commander W.F. Jaques OBE, RNZN presented the Topical address on the subject of Co-ordination of Scientific Activity at Sea.

On Tuesday 25 August the 7.5 metre G.R.P. survey boat was despatched from Whangarei to the Bay of Islands to investigate the navigable channel up the Kerikeri inlet for use by the Royal Barge for the forthcoming Royal Visit. An escort vessel was provided by the Northland Harbour Board for passage between Whangarei and Cape Brett, and for the return journey on 29 August. Three days were spent sounding the inlet, and sounding sheets for the channel, and for the sketch survey of the inner river to the Stone Store, were completed and rendered to the Hydrographic Office.

MONOWAI moved to Calliope Dock on Thursday 10 September. This provided the first opportunity for the Commanding Officer to inspect the ship in dock and to observe both the unusually flat-bottomed construction of the ship and also the small size of her propellers.  Refit progress indicated that a sixteen week refit after four years of operation was insufficient to overhaul the ship to full naval standards, particularly in view of the limited spares holdings.

The Operational Diving Team in HMNZS MANAWAUI assisted with the Whangarei harbour survey during the period 20 to 24 September since the task required video and still photography of the seabed in order to determine sediment structures for the harbour development study. On 22 September Commander George and the Officer In Charge of the survey, Lieutenant Commander J.A. Stoakes, RNZN  held discussions in Whangarei with senior representatives of the Harbour Board. Opportunity was taken to inspect the comfortable accommodation provided by the Board for the survey party and also for the Ships Marine Engineer Officer, Lieutenant M.P.Downes, RNZN, to inspect the two MONOWAI survey boats. It was apparent that the recently constructed 7.3 metre GRP survey boat was of insufficiently robust design for general fleet design.

The nature of the surveying role on the Ships Company renders it difficult for regular participation in fleet sporting activities. It was therefore pleasing that in September ships teams reached the finals of the 7 a side rugby and won the inter–ship soccer.

The ship undocked on Thursday 8 October. Due primarily to the difficulty of obtaining spares and the resultant delays, the refit completion date was put back two weeks to November 13 by the Dockyard. The ships survey boat ASTROLABE was sent to Whangarei on 21 October to assist with the Marsden Point survey.

His Excellency, the Governor General Sir David Beattie, GCMG, GCVO, QC and the Commodore, Auckland, Commodore C.J.Steward, RNZN paid an informal visit to the ship on the morning of Friday 23 October 1981. The ships officers were presented to the Governor General and he was shown the accommodation available for his proposed cruise of the Pacific Islands in mid 1982. His Excellency expressed his satisfaction with the facilities and also enquired into the availability of the Navy Band for the cruise.

The refit Terminal Date inspection was undertaken by the Captain Superintendent of the Dockyard, Captain G.F.Hopkins, OBE, RNZN on Thursday 22 October and the ships company moved back onboard over Labour Weekend. The Whangarei Harbour entrance survey was completed on 5 November, and boats and personnel returned to Auckland the following day. The ships refit completion date inspection was undertaken by the Commodore, Auckland, in the morning of Friday 13 November and afterwards attended an informal lunch in the wardroom to mark the completion of the ship’s first refit.

The ship sailed on Monday 16 November to commence Sea Acceptance Trials. Departure was delayed some three hours due to faulty bow thruster doors. Trials continued on 17 and 18 November and the ship returned to Auckland that afternoon in order to rectify a problem in the port controllable pitch propeller control. The ship sailed again the following morning for further trials, returning alongside that night to effect repairs to the bow thruster doors. The replacement of the door seals entailed raising the bow of the ship 1.4 metres and this was accomplished by both discharge and transfer of liquids, thus avoiding having to drydock. These repairs were not completed until 26 November.

On the afternoon of Wednesday 25 November the Chief of Defence Staff, Vice Admiral N.D. Anderson CB, CBE, accompanied by the Deputy Chief of General Staff and retinue, paid an informal visit to MONOWAI. The purpose of the visit was to observe elements of the Operational Diving Team, New Zealand Army Special Air Service and also foreign special forces involved in boarding exercises as part of Exercise GONFALON.

Early on Friday 27 March the ship proceeded to sea for continuing trials, returning alongside that evening when the wardroom was the venue for a Supply Officers annual reunion for both serving and retired officers. Sea trials were resumed again the following Monday 30 November and continued until early on Wednesday 2 December when a defect developed in the starboard main engine, requiring the ship to return to Auckland where repairs were undertaken with the assistance of the Dockyard. The defect proved to be a fault in piston alignment, which had not previously been detected and resulted from main engine installation at the time of the ship’s conversion in Scotland. Repairs were completed on Saturday 5 December.

MONOWAI returned to sea on Monday 7 December to complete her post refit trials, proceeding to the Bay of Plenty for Raytheon deep echo sounder trials. The manufacturer’s representative was embarked for the trials and his expertise and advice on system maintenance and operation proved most rewarding and worthwhile, despite the costs involved for his visit from the United States. Survey equipment and main engine trials were progressed until the ship’s return to Auckland late on 9 December. An Assisted Maintenance period commenced the following day, foreshortened by the requirement to complete post refit sea trials, which were subject to delays incurred by breakdowns.

Christmas Day was celebrated with a buffet lunch for 80 held in the Junior Rates Dining Hall for the retard party and their families.

The ship continued to do well in sport, in November the final of the inter ship volleyball was narrowly lost.  In December, obtained first (ABS Hickey) and third (LPTI Collings) places in the Navy Iron man competition a first (POCK Ellis) in the Combined Services Marathon Championship and a first (ABS Hickey) in the Navy Mini Marathon.

1982

The Ships Company returned from Christmas Leave on Monday 4 January and MONOWAI sailed for a self-work up period on 7 January. A survey task was selected for the self-work up since a large percentage of the Ships Company had joined over the refit period, including junior survey ratings. The proposed submarine safe bottoming area north of Little Barrier Island (Hydrographic Instruction 101(b)) was surveyed over the next four days. During this period a message was received over the Distress Frequency asking for any vessels in the vicinity of Flat Rock off Kawau Island, to search for an upturned dinghy. After waiting some minutes for possible response from other vessels, MONOWAI discontinued side scan sonar sweeping and proceeded to the reported area. It was galling to note that not a single pleasure craft acknowledged the report and there were scores of them in the area. A merchant ship departing Auckland also passed at high speed. The initial report originated from a Union Steam Ship Company Vessel that had not stopped to investigate. MONOWAI searched for an hour until darkness rendered further searching impractical and returned to the survey area some three and a half hours since responding to the call.

On the 14^th January the ship commenced a two-day participation in SQUADEX 82. Jackstay transfers, Towex’s and OOW manoeuvres were undertaken in perfect weather conditions.    Internal ship drills were conducted with the accent on NBCD assisted by the Staff NBCD Officer, Lieutenant Commander A.D.Wall U.S.N. and his staff. The period was most beneficial for MONOWAI, since In Company experience is rare for the ship. Returning to Auckland on Saturday 16 January, the ship sailed again on Monday 18 January for sea trials of the Newbury Load Comparitor. Opportunity was taken to combine the trial with a family’s day, which proved most successful.

Dunedin

MONOWAI departed Auckland the following day for a four month deployment to Foveaux Strait. A foretaste of southern waters was experienced off East Cape with a southerly gale and steep head seas. Greatly reduced speed was necessary to avoid damage to the foredeck ‘cargo’ comprising two Hifix caravans, HMNZS TOROA’s whaler and a wildlife service dinghy. The ship berthed at Dunedin on Friday 22 January for participation in the annual Dunedin festival.  A busy five days of varied activity followed, and despite the generally poor weather, the opportunity to participate in the Community activities of MONOWAI’s local base port proved most worthwhile. The spirit of co-operation and goodwill between the city and the ship was evidenced on the first day when, with the ship rigged for a cocktail party and some one hundred and fifty official guests invited, strong winds and heavy rain portended a social disaster. The Otago Harbour Board offered the facilities of their Boardroom adjoining the ship, and the guests were successfully entertained in luxury. The Mayor of Dunedin, Mr Cliff Skeggs, with his fishing and shipping background, displayed a keen interest in the ship, and he and his wife Marie were most hospitable. A touching finale to MONOWAI’s participation was a Civic Reception for the ship hosted jointly by the City, Navy League and Royal Navalmens’ Association at which the Mayor presented a crest of the city and also an engraved tray for the wardroom.

The ships’ involvement in local activities over the port visit had been considerable, including; hosting two Cocktail parties, a Commanding Officers luncheon for seven guests, Open Ship, participation in an Aquatic Festival, a performance by the ship’s Maori Concert Party in the Dunedin City Octagon, a guard and a float in the  Festival procession, working parties to the IHC Centre, sport ( volleyball and Tug ‘o’ War). 

A detached survey party under the command of Lieutenant Commander R.J. Gillbanks, RNZN departed on Sunday 24 January to undertake final sounding in Deep Water Basin, Milford Sound, in order to complete the work outstanding from surveys of June 1981. The poor weather encountered in Dunedin was mild compared to that of Fiordland and, two days later, a State of Emergency was declared throughout the area due to flooding. On Wednesday 27 January, a further detached party under the command of Lieutenant Y.T.Lim, RNZN departed the ship towing caravans and associated equipment to establish two Hifix stations on the Southland coast.

Foveaux Strait

MONOWAI sailed from Dunedin on 28 January. Unusually, a tug was employed to hold the ship onto the berth whilst lines were let go. The offshore wind was too strong to let go the lines safely in view of the small number – 2 – of the slipping party. A lively passage was made through Foveaux Strait to Stewart Island, the ship anchoring in Paterson Inlet early on Friday morning, 29 January. The exploration vessel LINBLAD EXPLORER passed close by in the Strait and courtesies were exchanged. Her Master made specific mention of the poor chart coverage of New Zealand’s Sub Antarctic islands, which are depicted on the Admiralty Chart of Plans in the Southern Ocean (BA 1022).

A tide gauge was erected in Golden Bay, Patterson Inlet that day and next day the ship berthed at Bluff in order to recover the two detached survey parties, and to erect a Hifix station on Bluff Hill. Both survey parties had been successful despite the adverse weather conditions. The final day of the month, Sunday 31 January, was spent in completing the erection of the Hifix station and calibrating the ships’ range of current meters. MONOWAI sailed on Monday 1 February.  Hifix calibrations were undertaken of Bluff, Slope Point and Waikawa Point stations. Sounding commenced that evening to the east of Stewart Island, and discontinued the following morning, when the ship proceeded to Paterson Inlet to obtain the tide gauge readings. The gauge proved defective and was replaced, whilst MONOWAI undertook propagation error checks on Hifix, resuming sounding on completion. On Wednesday morning, 3 February, the ship anchored in Henrietta Bay, Ruapuke Island, and a tide gauge was established there. Ruapuke was also the selected site for a remote trisponder, and permanent manning therefore necessary in order to maintain the batteries. Commander George and Lieutenant Commander P.Usher, RNZN, the ships Operations Officer, went ashore to meet the sole permanent resident of the Island, Mr Alf Topi, an ex RNZN wartime signalman, who had served in Malta. He proved most helpful and genial, and offered accommodation for the ships’ tidewatcher. Also present was a part time resident of Ruapuke, Mr Mason Whitira. Ruapuke is an important site for a tide gauge as the Island is well offshore, and the chosen site not subject to the ‘impounded water effect‘ of mainland coastal areas. The island of some 1400ha is historically important as the home of ‘Bloody Jack’ or Tuhuwaiki, and a small cannon from that time is still sited close to the homestead.                                                                   

In order to attend a Defence Headquarters meeting with the Chief of Naval Staff, Rear Admiral K.M.Saull CB, the Commanding Officer departed the ship in the evening of 3 February returning early am 5 February to Oban. During this period the ship was Hifix sounding and this continued until the evening of 6 February, when the weather deteriorated with forecast strong gale force winds, and the ship sought anchorage in South West Bay, Paterson Inlet. The intended Sunday Routine was disrupted by a Mayday call received at 0435. Careful questioning of the rather hysterical woman initiating the call, revealed that the vessel in distress was a large ketch that had gone aground in Glory Cove, some two and a half miles distant. The 30 tonne ketch ‘Cinvic Joy’ had dragged her anchor in the prevailing gale force westerly winds. A survey launch and inflatable dinghy were deployed shortly after 0500, and after some difficulty finding the vessel in the pitch dark, were able to recover two women, the two men opting to remain with their vessel. The position of the vessel was assessed and kedge anchors were laid from the vessels stern in order to prevent her riding further up the shingle beach with the rising tide. Later in the morning the vessel was dragged into deep water using two survey launches and also the kedge anchors. Ships’ diver inspection of the aluminium ketch revealed no apparent damage resulting from the grounding. The weather continued to deteriorate and the joint owners of the vessel asked that rather than anchor, that they be secured to MONOWAI’s stern so that they could get some sleep.  That afternoon, the ships anemometer was against the stops at 90 knots and the decision was made to seek an alternative anchorage. Notwithstanding the satisfactory starting and operation of their engine, the owners of the ketch asked to be towed out to sea. MONOWAI’s departure into open water provided some anxious moments in view of her poor steering qualities in the strong beam winds and with speed restricted by the tow. The tow was slipped upwind of Halfmoon Bay and the ketch proceeded alongside Oban jetty. The ship proceeded to Saddle Point to anchor for shelter in the lee of Mount Anglem.

On Monday 8 February the ship proceeded to Bluff in order to land the Assistant Engineering Officer who had been under treatment and isolation in the ships sickbay.  Medical authorities in Invercargill had been consulted at the outset and had indicated that treatment should be undertaken on board. Agreement was given to his being landed when advised early on 8 February that there was no improvement to his health. He was subsequently transferred to Dunedin Hospital.

Boat sounding at Stewart Island was undertaken on 9 February, and the ship proceeded to Ruapuke Island in order to change the tide gauge maintainer. Two current meters were laid off the entrance to Paterson Inlet. The following day was spent continuing the joint RNZN/Waikato University sea-bed study to the East of Stewart Island. This work was aborted that evening due to battery problems in the underwater camera. Boat sounding to the north east of Paterson occupied the next three days with the ship anchored at Port William. Sounding was discontinued on Saturday afternoon 13 February, and the ship proceeded towards Paterson Inlet to hoist the boats. En route it was observed that there as no sign of the current meter floats. A close search revealed that the only marker remaining was the dan buoy marking the weighted end of the array. Since it appeared likely that the current meters were on the sea-bed, the dan buoy was weighed, but the wire to the sinkers parted on deck, resulting in the array returning to the seabed in a depth of 50 metres and with no remaining surface indication. The next day was spent grappling for the current meters and despite a successful snag, recovery operations had to be abandoned due to deteriorating weather. The ship proceeded to Port William for shelter and the following day, Monday 15 February, gusts to 80 knots were experienced. By the next morning the wind had eased to 30 knots and the survey boats successfully grappled the array, and MONOWAI recovered the current meters in the early afternoon. An examination of the float end of the current meters revealed that the surface floats had been cut from the wire.

MONOWAI proceeded to re-supply the Ruapuke gauge maintainer and then resumed Hifix sounding for the next twenty four hours. Reasonable progress was made despite the prevailing north-west winds of 45 knots with gusts to 55 knots. Sounding was discontinued in the late evening of 17 February when the ship proceeded to Dunedin. En route a large brilliantly lit vessel was seen hove- to five miles off Long Point. On closer investigation she proved to be a Dutch freighter with upperdeck lights lit but no navigation lights showing and in response to enquiry reported that she was having ‘a fuse problem’.

Early the following morning the ship deployed two current meters off Taiaroa Head to assist the Portobello Marine Science Laboratory in their studies. MONOWAI berthed at Dunedin that morning for a busy but enjoyable base–port visit. Over the weekend, enhanced manning crews were exchanged, and a party of Lands and Survey, DSIR and Wildlife Service personnel embarked large quantities of stores for their forthcoming Auckland Islands sojourn. The ship departed Dunedin early on Monday morning 22 February for southern waters, and amongst those embarked were the Mayor of Dunedin, Mr C.G.Skeggs, and Lieutenant Commander D.N.Humphrey, RNZNVR,  who were guests of the Commanding Officer, having expressed a keen interest in seeing the ship at work, and also the desire to see the Auckland Islands. The two current meters were recovered on departure from Dunedin, considerable time being spent searching for the northern meter due to the floats and dan buoy having disappeared. Once again the surface floats appeared to have been cut from array,despite the customary advice to shipping via Notice to Mariners.

Auckland Islands

MONOWAI arrived at the Auckland Islands in the afternoon of Tuesday 23 February, maintaining a good passage speed in the unusually fine and comparatively calm weather conditions. The ship anchored in Port Ross on arrival and seven members of the civilian expedition were landed, four at Enderby Island and three at Erebus Cove, for a three week period. Commander George and his guests took the opportunity of visiting Enderby Island and the profusion of natural fauna was a surprise, with blue rabbits and Hookers sea lions 

predominating. The number of rabbits appeared to be in plague proportions, with resultant erosion, and considerable destruction of the flora. The ship proceeded to Carnley harbour that evening, anchoring in Coleridge bay after dark. The following day was typical Auckland Island weather, overcast with fresh winds and rain. The remaining four expedition members were landed at Camp Cove, and two survey launches carried out a sketch survey of Tagua Bay, Carnley Harbour, using trisponder control for positioning. A further survey team searched nearby hilltops for 1942 installed survey marks. The ship shifted anchorage to Tagua Bay that evening and the boats were recovered at nightfall.

Foveaux Strait

The ship departed the Auckland Islands early the following morning Thursday 25 February, undertaking gravity observations along the167 degree parallel to the west of Stewart Island and berthed at Bluff the following morning where the two guests disembarked. A RNZAF Hercules aircraft arrived at Invercargill that morning with Wasp 3904, and flight crew on loan from HMNZS WAIKATO, for survey support flying for a one month period. Helicopter stores were embarked and the ship sailed in the afternoon, returning to Stewart Island, where observing parties deployed. Boat sounding was progressed on Saturday 27 February and the ship proceeded towards Invercargill and embarked the helicopter and flight crew in shuttle trips. Gale force westerly winds developed very rapidly that afternoon, the wind changing from 15 knot easterly to 45 knot westerlies within three minutes. The final day of the month was spent sheltering with the ship at anchor off Ocean Beach, Stewart Island. Commander George proceeded on leave that afternoon, Lieutenant Commander R.J.Gillbanks,RNZN assuming temporary command in accordance with the enhanced manning scheme. The scheme had imposed constraints on the ship organisation and there were doubts as to the wisdom of long term continuance.

During the forenoon of 1 March, the ship changed anchorage to Golden Bay in Paterson Inlet to escape a rising easterly wind and sea. However, during the afternoon the wind backed to the north west and increased to 40 knots, which necessitated the ship remaining at very short notice for sea. Unfortunately Paterson Inlet does not provide a sheltered anchorage in strong winds, because its’ topography forms a natural funnel, which serves to accelerate the normally prevailing and unremarkable 20 –25 knot westerly to a steady 35 – 45 knot wind, which can gust to 60 knots or more.

Three boats were sent away for sounding, and helicopter operations in support of the survey continued on Tuesday 2 March, while the ship remained at anchor. By late afternoon a strong south westerly wind brought about marginal flying conditions, and also a rough sea, which prohibited the recovery of the sounding boats in the anchorage. The sounding boats were hoisted north of Bench Island, and the helicopter was launched to the HiFix station at Waikawa in order for the ships transport Officer, Warrant Officer Assistant Hydrographer Surveyor G.L. Wiblin, to attend the scene of an accident involving one of the ship’s Toyota four wheel drive vehicles. The helicopter returned that evening and the ship anchored off Ocean Beach. Boat sounding and helicopter operations continued the following day, and on Thursday 4 March, the ship commenced sounding, using HiFix for positioning in the area south and east of Ruapuke Island, in a moderate to heavy southwest swell, which moderated during the night.

After completing a successful twenty four hour period of ship sounding, MONOWAI was ordered to proceed with all despatch to Wellington for ‘Aid to Tonga’. Following an intensive period of helicopter flying to recover Trisponder stations, portable generators, air stores, mail and the tide gauge maintainer from Ruapuke Island, the ship departed the survey area shortly after midday. The exact nature of the ships likely role in Tonga was obtained from a local news broadcast at midday, which described the extent of damage, caused by a cyclone and announced MONOWAI’s intended participation. Passage to Wellington was made in excellent weather

conditions, and the Ships Company revelled in the unaccustomed warm sunshine and calm seas encountered en route. The ship berthed at the fuelling wharf late on Saturday 6 March where the hastily recalled ‘crew on leave’ rejoined in anticipation of sustained and lengthy civil aid operations in Tonga. The ship changed berth to the Inter Island wharf the next morning, and in the early evening of Monday 8 March, was advised that there was no longer a requirement to deploy to Tonga.  Accordingly MONOWAI sailed from Wellington early the following morning and returned to the survey area in Foveaux Strait, arriving in the afternoon of Wednesday 10 March. Personnel and equipment were landed by helicopter, and the HiFix stations and tide gauge returned to normal operation, following the hurried withdrawal of generators five days earlier. An overnight passage was made toward Cape Wanbrow, and at sunrise the following morning, the helicopter was launched to carry out a reconnaisance of possible trisponder station sites between Oamaru and Moeraki. These sites to be used during a small survey task programmed for later in the year (H.I.109).

MONOWAI berthed at Dunedin on Thursday 11 March. Despite the fact that many of the ‘crew on leave’ had been recalled to the ship in Wellington, there were still other personnel programmed to join the ship in Dunedin, among them a relief Helicopter Flight Commander, Lieutenant J.Grant, RNZN and flight crew. Saturday 13 March was marred by a strong gale force wind gusting up to 75 knots at Taiaroa Head, and a motor accident involving three members of the Ships Company. A car driven by a rating from HMNZS TOROA, in which the MONOWAI ratings were passengers, was forced off the road and rolled down a steep bank. As a consequence, the passengers were admitted to hospital with fairly serious injuries but thankfully recovered without permanent injury. The Enhanced Manning Changeover was completed the following day, and the ship sailed on Monday morning 15 March. Approximately 30 minutes after clearing the harbour entrance, a complete power failure occurred following an inexplicable break in the maintained 24 volt supply to the switchboard. As a result, amongst other equipment failures, the steering motors stopped and the starboard main engine had to be shutdown because of overheating. A potentially disastrous situation if it occurred in confined waters. That afternoon, flying serials were conducted to familiarise the newly embarked Flight Crew. The ship anchored at Port William, Stewart Island late that night.

Trisponder stations were deployed early on Tuesday 16 March, and three boats lowered to continue sounding in the area of the Mutton Bird Islands, east of Paterson Inlet. Defects were discovered in the tide gauges at Golden Bay and Ruapuke Island during the forenoon but, with the aid of the helicopter, repair parties were quickly in the field, and the gauges made operational. That evening, the ship was again diverted from the survey ground when orders were received to proceed with convenient despatch and rendezvous with a Japanese fishing vessel south of Stewart Island, in order to uplift a sick Ministry of Agriculture and Fisheries Officer. After recovering the sounding boats, MONOWAI departed the survey area and proceeded south. Late that night and one hour before the rendezvous position was reached, it was finally established that the fisheries officer was no longer ill, but had been suffering from severe sea sickness for about 10 days, and there was no longer a requirement for assistance. MONOWAI therefore returned to the survey area.

The weather for the next three days was ideal for boat sounding, there being little wind, calm seas and, occasionally, bright sunshine. The ship remained at anchor from early pm Wednesday 17 March, providing technical and helicopter support for the boats sounding operations. Unfortunately all sounding boats were plagued by mechanical or electrical faults at various times, and thus full advantage of the favourable weather could not be taken. All four boats were unserviceable during the forenoon of Thursday 18 March, a situation that was extremely frustrating, however, ships staff were able to rectify those defects not requiring spare parts to be forwarded from Auckland, and two boats became operational later in the day.

A helicopter reconnaisance of Paterson Inlet was undertaken the following day, in preparation for triangulation later in the period. The area is densely bushed, and the main triangulation stations on hilltops commonly swept by strong winds, or shrouded by low cloud. It was therefore essential that maximum use be made of clear skies and light winds, if the survey work was to be expedited. Similarly it became necessary to move Trisponder stations rapidly from site to site to enable their use by the boats, when sounding amongst numerous islands situated fairly closely together. The helicopter was used for these purposes to great effect and, despite boat defects, enabled greater progress to be made than would have otherwise been possible.

HMNZS HAWEA berthed alongside in the early evening on Saturday 20 March when ships staff were able to rectify a defect in her RM 916 radar, the subject of an Important Defect signal. HAWEA sailed five hours later with her radar repaired and a HiFix generator embarked for off-loading in Bluff.

The ship remained at anchor off Port William on Sunday 21 March for recreational purposes. Fishing was always a popular pastime and Stewart Island waters provided a bountiful source of both Blue Cod and Gurnard, with catches sufficient to feed the entire Ships Company. Walking was also very popular with pristine bush, beaches and abundant bird life. A paradise for both fishermen and nature lovers.

Commander George returned from leave that day by ships’ helicopter from Invercargill airport, and resumed command from Lieutenant Commander Gillbanks. The following day the ship proceeded to Ruapuke Island for maintenance of the tide gauge that had proved unreliable since installation in early February. MONOWAI returned to Paterson Inlet in westerly winds gusting to 50 knots to await an improvement in the weather. The following day provided a total contrast, with clear skies and light winds. Survey teams deployed by boat and helicopter for clearing, marking, and observing triangulation in Paterson Inlet, in order to provide co-ordinated positions close to sea level for future boat sounding trisponder stations. The task continued the following day, and all triangulation was completed that evening. MONOWAI proceeded early the following morning, Thursday 25 March, deploying a current meter in the northern approaches to Oban, then resumed HiFix sounding. The HiFix slave stations proved unreliable with both generator and electronic problems and, therefore, trisponders were deployed by helicopter to provide positional control. That night the port main engine charge cooler cover blew apart, and the ship reduced to one operational main engine for sounding while a replacement cover was fitted. Early the following morning, the port fresh water cooler cover blew apart. Sounding was discontinued, and the ship proceeded towards Bluff to determine the cause for the over pressurisation of the cooling water system, and also to undertake alongside repairs. En route the ship stopped in the lee of Ruapuke Island for internal checks of the overside discharges, swinging the boats outboard in order to list the ship. MONOWAI berthed at Bluff that afternoon, and Mr Gough of Gough Brothers Engineering visited the ship, to obtain dimensions in order to manufacture a replacement cover. Whilst alongside, the helicopter was deployed on survey tasks to Stewart Island, and advantage was taken to repair the HiFix station equipment. The ship departed Bluff on Sunday morning 27 March, the replacement cover having been manufactured and installed the previous evening, and satisfactory basin trials completed. The prompt and efficient response from the local engineering firm was impressive, and the cost minimal. It was a relief to depart from the dreariness of Bluff even after barely a one and a half day period alongside.

VIP Task

The ship anchored at Ruapuke Island and carried out further tide gauge maintenance and also HiFix stability checks. That afternoon, advice was received that MONOWAI was required to undertake a VIP trip in Dusky Sound in three days time, on Wednesday 31 March. Lieutenant Commander P.Usher was the tidal officer and, on his frequent visits to the troublesome Ruapuke tide gauge, had come to know Mr Alf Topi quite well. On mentioning to Alf that we were to host a British Admiral in three days time, Alf went to his keep pool and produced a brace or two of crayfish and a variety of fresh vegetables from his wonderful walled garden.

Whilst the ship was at anchor, opportunity was taken to exercise the ships diving team and on this occasion, a seabed search provided scallops and oysters to contribute to the anticipated forthcoming VIP lunch. HiFix sounding was resumed early on Monday 29 march and continued until late on Tuesday 30 March, when the ship proceeded toward Dusky Sound, arriving off Pickersgill Harbour at 0700 on Wednesday 31 March. At 0830 two helicopters brought the official party from Te Anau, landing them at Cascade Cove, where they were uplifted at the beach by ships boats. The party comprised the Chief of Defence Staff (U.K.) Admiral of the Fleet Sir Terence Lewin GCB, MVO, DSC, and Lady Lewin. The Chief of Defence Staff (N.Z.) Vice Admiral N.D.Anderson CB, CBE, and Mrs Anderson. Air Commodore D.Brook RAF, Lieutenant Colonel M.F.Dodson MC, RNZIR, Lieutenant Commander R.Lockwood RN, and Mrs D.Olsen of the Department of Internal Affairs

The official party visited Pickersgill Harbour and Astronomer Point, and then embarked in MONOWAI. Lieutenant Commander Usher was the duty seaman officer for the Admiral’s arrival and had carefully checked the appropriate ceremonial for such an important personage. His plans were somewhat thrown awry when the Admiral arrived wearing a mixture of service and civilian rig, brown brogues, uniform trousers and jersey without rank badges, a check shirt and topped off with a naval beret! Lieutenant Commander Usher cannot recall quite what the ceremonial was but does remember his delight on recognising the Admiral’s ADC, Lieutenant Commander Roger Lockwood, with whom he had struggled through the intricacies of astro navigation in a minesweeper off the coast of Vietnam ten years earlier!

The ship proceeded through Dusky Sound, Acheron Passage and up Breaksea Sound to the junction of Vancouver and Broughton Arms. En route the official party were entertained to a Fiordland seafood buffet lunch in the Commanding Officers quarters. Admiral Lewin expressed a keen interest in the ship and was given a brief tour, as were his personal staff officers. The visitors were most fortunate in that the day was fine with bright sunshine, and Dusky sound was at its scenic best. The VIP Party departed by float planes shortly after 1500 and the ship proceeded southwards towards Foveaux Strait and resumption of the survey. The day had provided a break from the repetitious nature of the survey task and the relaxed attitude of the official party enabled a pleasant and enjoyable day for all concerned.

Admiral Sir Terence Lewin and his staff were to make a hasty return to the United Kingdom since, that same day,  intelligence was received in London that the Falkland Islands were to be invaded by the Argentinians in two days time, on 2 April.

Surveys

The ship returned to her survey duties in Foveaux Strait the following day, Thursday 1 April. The current meter that had been deployed for seven days in the northern approaches to Oban, Stewart Island, was recovered, sounding boats were lowered, and the Wasp helicopter deployed trisponders to offshore islets. Boat sounding in the Stewart Island area had proved demanding, with the strong tides and rugged underwater terrain. All boats were recovered with the ship underway that evening. The helicopter recovering trisponders as the boats returned to the ship. HMNZS HAWEA was escorted from close east of Bluff to Dunedin due to mechanical

problems and, off Taiaroa Head, a current meter was deployed in a depth of 132 metres before dawn the following morning. The ship berthed at Dunedin some four hours later, HMNZS HAWEA having arrived earlier. Shortly after, the helicopter departed to Momona airport for shipment via RNZAF Hercules to Auckland. The helicopter had averaged two hours flying a day in support of surveys during its period of attachment to MONOWAI, with a saving of several ship days of effort as a result. This figure had proved almost a constant for survey support flying, and underlined the need for a permanently embarked flight in view of the 400+ flying hour’s annual requirement. The next week was spent alongside, undergoing self -maintenance. During this period, a group visit to the ship was undertaken by the Portobello Marine Science Laboratory staff, for whom the ship is undertaking current measurement studies. The Dunedin Fire Brigade also carried out fire fighting training onboard. HMNZS TARANAKI arrived in Dunedin on Thursday 8 April, and MONOWAI sailed the following morning, Good Friday, exchanging farewells with TARANAKI, it being the last programmed rendezvous prior to TARANAKI paying off. A good rapport has developed between the two predominantly ‘coastal ships’ of the RNZN.

On departure from Dunedin on Friday 9 April, the Taiaroa Heads current meter was recovered and the ship proceeded to the survey area, resuming Hifix sounding late that night. This continued until Sunday morning, when the ship proceeded to anchor in Henrietta Bay, Ruapuke Island. The resident tidewatcher was changed (each man spending about ten days or so on the island supporting the tide gauge, radioing tide readings to the ship and maintaining the trisponder batteries). The hospitality of Mr Alf Topi previously commented upon, involves a virtual gastronomic marathon for ‘our man on Ruapuke’.

The ship resumed Hifix sounding am Monday 12 April, and continued sounding for the next six days until early Sunday afternoon 18 April, when passage was made to Ruapuke Island to land diesel fuel for the generator, and then to anchorage at Port William, Stewart Island, that evening. HMNZ ships TAKAPU and TARAPUNGA rendezvoused with the ship, berthing alongside. The two Inshore Survey Craft having recently arrived in the area after a survey of Nelson Harbour. MONOWAI remained at anchor on Monday 19 April whilst maintenance support was provided to TAKAPU and, that evening, a ’White Boats Hunt Club’ horse racing meet was held on board, preceded by a ‘Miss White Boats ’beauty’ competition and ships company buffet meal. An often hilarious and most successful evening contributed to a sizeable donation to the ship’s adopted charity in Gisborne.

MONOWAI resumed Hifix sounding the following morning, Tuesday 22 April and continued until Thursday afternoon 22 April, when the final ship sounding for the area was completed. To maintain the pre-arranged programme for Hifix station recovery, which was reliant on assistance from the local Army Area Office, the two Inshore Survey Craft undertook seabed sampling in the ships sounding area on Tuesday and Wednesday 20 and 21 April. A Hifix recovery team was landed by boat to Waikawa Harbour on that Wednesday. The ship berthed at Bluff on Thursday evening, and the following day, all items of naval stores from the Hifix sites were embarked into the ship. The four Hifix caravans being stored at the Invercargill Army Area Office. A buffet lunch was held in the Wardroom to thank a small group of local officials and residents whose efforts had greatly assisted the progress of the survey. Amongst these were Mr and Mrs Mair, a farming couple who had extended considerable assistance and hospitality to the Hifix crew at Waikawa.

The ship sailed from Bluff early on Saturday morning 24 April, proceeding to the south of Stewart Island to undertake further work on the seabed study project. This task continued until Monday night, 26 April when the ship anchored at Ruapuke Island. Fourteen further stations had been completed, with both seabed sampling and underwater photography. Opportunity was taken to delineate the edge of the Stewart Islands shelf to the west of the Snares Islands. The ship occupied one station close to South Trap reef, an extensive area of low rocks and heavy

surf several miles south east of Stewart Island. This reef together with its neighbouring North Trap reef present a formidable appearance. Strong tidal swirls and a precipitous seabed in the vicinity of these reefs dictate that considerable caution will be required when planned routine surveying of the area is undertaken.

MONOWAI proceeded to anchorage in Paterson Inlet early the following morning and the next two days were spent with all boats sounding the entrance and northern part of the Inlet. The ship proceeded overnight to Dunedin arriving on Thursday morning 29 April. The bow thrust   failed just prior to entering the basin, and in view of the prevailing fresh easterly wind, the ship berthed briefly on Victoria wharf until the defect was repaired, and then proceeded into the basin to berth at the Cement Wharf.

The ship remained in Dunedin until Monday 3 May. This was the ships’ last visit to the local base port city over the course of the four month deployment for the Foveaux Strait surveys. Close liaison had been enjoyed with local organisations for sport and recreation, and notable among these have been the Police Force and the Zingari Richmond Rugby Club. Return hospitality was extended to these, as well as the local Army Area Office, HMNZS TOROA and the Officers Club, in addition to local body officials (Harbour Board and City). Enhanced manning support flights had operated satisfactorily, albeit with a degree of inflexibility foreign to naval attitudes.

The ship arrived at Stewart Island late Monday night 3 May. anchoring in Paterson Inlet. When three shackles of cable was let go, the bridge main engine emergency overload switch was mistakenly pressed and emergency full power ahead applied to both main engines. This caused a brief and intensive Adrenaline reaction from the Commanding Officer who was on the bridge wing and, despite the darkness, noticed a boil of white water under the stern!

Survey boats resumed the sounding of Paterson Inlet early the following morning, and the next four days were spent in this activity, completing a large block of sounding in the Inlet, and then on examination of shoal areas in the seaward approaches to Oban. The ship occupied several anchorages close to the boat sounding area, and also re-supplied the Ruapuke Island maintainer during this period. On 5 May news arrived of the sinking of HMS SHEFFIELD in the Falkland War, and there was a sombre air about the ship that day. MONOWAI proceeded for further seabed study work south of Stewart Island early on Saturday 8 May. With winds increasing to gale force and heavy seas, the ship abandoned this task in the early evening and sought shelter in Port Pegasus, anchoring overnight. On Monday 10 May the ship proceeded to Bluff, and a shore party was landed whilst the ship stood off the entrance to the harbour. The shore party departed by HMNZS TOROA transport to uplift two of the ships own vehicles from Dunedin and thence travelled to the Cape Wanbrow area to deploy transponders for an offshore shoal examination. MONOWAI returned to Stewart Island and ship’s boats were employed in sounding and bottoming in marginal weather conditions. The next day, Tuesday 11 May was the final day of the Foveaux Strait survey period, and tide gauges were recovered, the ship proceeding that evening for Cape Wanbrow.                                                                    

Over the sixteen week period of the Foveaux Strait surveys, the ship’s boats have steamed a total of some 7,200 n.miles, the bulk of which was in the comparitively open waters off Stewart Island. On more than one occasion, weather conditions have been less than marginal for the hoisting and recovery of the boats into the ship, but with no option in view of the open nature of the coastline, and lack of alternate shelter that could be safely reached. Inevitably the boats show signs of wear and tear after each survey deployment, however to date the dockyard have undertaken their restoration in good spirit, though doubtless wondering quite how ships boats could be so ‘mistreated’.

Cape Wanbrow and Nelson

MONOWAI arrived off Oamaru Harbour at first light on Wednesday 12 may. A boat was sent inshore with a relief survey/driving team, and the shore party embarked. Sounding was commenced on the Cape Wanbrow shoal that morning on a scale of 1/18,000. This was a shoal with a depth of 9 metres, reported in 1963 to lie about 21 miles south–eastward of Cape Wanbrow, close to Oamaru, and seaward of the 100 metre contour. A four-mile square box was surveyed over the next 42 hours in southerly gale conditions, but no evidence of a shoal was found. There was, however, an indication of a possible fresh water spring, but the unsuitable weather conditions prevented confirmation of this. Sounding was completed in the early morning of Friday 4 June and the ship proceeded toward Nelson, anchoring briefly inside Lyttelton harbour en route to recover one of the driving team who were taking the ships vehicles to Nelson. During the course of the Cape Wanbrow survey, the Naval Relations Officer, at Oamaru, Lieutenant Commander E.N.Gillies, RNZNVR, provided unstinting assistance to the shore party.

MONOWAI arrived in Nelson in the afternoon of Saturday 15 May, remaining until early Tuesday 18 May. A cocktail party was held in the wardroom on the Saturday evening, and the remainder of the period spent in rest and recreation. The weather was fine and opportunity was taken for sightseeing and intership sport, a particularly lively and amusing ‘pie and pint ‘race was a feature of the latter.  The opportunity for a totally relaxed port visit to Nelson at the conclusion of the southern surveys was noticeable in its beneficial effect on morale. Departing Nelson in the early afternoon of Tuesday 18 May, the ship proceeded to Auckland via North Cape, arriving in Auckland in the afternoon of Thursday 20 May.

Auckland

The ship reverted to Extended Notice for sea on Monday 24 May and commenced a 14 day Assisted Maintenance Period. Preparations were made for the forthcoming Pacific Islands Deployment, including the fitting of ceremonial lighting, the replacement of the crane and refurbishment of the ships boats. A meeting was held in the Commodore, Auckland, Headquarters on the question of the manning of MONOWAI with particular regard to the operation of the enhanced manning system. On 26 May the Commodore, Auckland, Commodore C.J.Steward, RNZN, paid a brief visit to the ship in company with Air Commodore B.J. O’Connor OBE, AFC, Brigadier I.H.Burrows OBE, MC, and Brigadier K.M. Gordon OBE. On Saturday 29 May, the ex MONOWAI Association held their annual reunion dinner aboard. The venue of the ship apparently led to a larger than usual turnout, and members travelled from as far as Dunedin and Christchurch to attend. A most successful evening resulted, and the Association were heartfelt in their thanks for the opportunity for a shipboard function.

Basin trials were undertaken on Saturday 12 June, and MONOWAI reverted to normal notice for sea on completion. Due to delays incurred in setting to work the recently re-installed crane, the sailing date for the South Pacific deployment was deferred from Monday 14 June to Wednesday 16 June. Final load trials on the crane were completed in the evening of Tuesday 15 June, and the ship sailed early the following morning for Raoul Island. 

Raoul Island

A wide variety of stores had been embarked in the ship for the Raoul Island and the Pacific Islands deployment. Included in these was well over a tonne destined for Raoul, together with eight men, nine dogs, two pigs and a young bull. A photograph of the ship in the New Zealand Herald was headed “Noah’s Ark”. An unfortunate result of the two day delay in sailing was that the ship encountered strong gale force weather en-route to Raoul, and MONOWAI rolled her

way north in heavy beam seas.  Seasickness was widespread, with the passengers suffering especially. The bull calf in its crate on the foredeck clearly did not enjoy the experience. The pigs, also in open top crates on the foredeck happily ate their way through the driving rain and spray, and the dogs, which were secured in the helicopter hangar, were probably the greatest of all the sufferers. We now know where the expression ‘as sick as a dog’ probably initiated. During the Wardroom movie, a particularly heavy roll caused two dining tables to sheer from their retaining bolts, a cupboard to pull away from the bulkhead and an ensuing pile of Officers, broken furniture, movie projector and metres of celluloid to heap up in a corner of the Wardroom. The title of the movie was ‘Breaking Point’.

In moderating weather, the ship anchored in the lee of Raoul Island in the late afternoon of Friday 18 June. Ships divers re-established the buoy off Fishing Rock, and one stores trip was achieved that evening, landing two men, three dogs and the two pigs. The dogs were so anxious to reach shore that they jumped over the side of the ships boat and swam for the beach before they could be placed in the basket lowered from the shore crane at Fishing Rock. The following day was particularly busy, with 29 boat trips by the large survey boats, and several by the Zodiac inflatables. Weather conditions were unsuitable for lowering the Rotork sea-truck with winds gusting at times to 45 knots. This craft is entirely suited for such a task, and it was of concern that the recently refurbished ships boats had to undertake this role in lieu. The primary concern was that they had been repainted and polished to a state fit for the forthcoming Vice Regal Cruise, not for the carriage of bulky crates of pigs and bulls. Rubbing strakes were partly torn away from contact between boats and ships side, fenders being of little use in the swells. Safe loading these into the boats as they surged alongside in the considerable swell without incurring damage to personnel, the animals, or the boats, was a delicate task. By early afternoon all men, animals and stores had been safely landed and the ships boats recovered. The large number of dogs were an essential part of a planned wild goat eradication project for the island, in an attempt to restore its former pristine state. In common with many other offshore islands, both goats and pigs had been released there in the 19^th Century to provide sustenance for shipwrecked mariners.

That afternoon the ship weighed anchor and headed toward Rorotonga, thankfully with a following wind and sea. The three days since departure from New Zealand had proved a major setback in the Ships Company’s efforts in preparation of the ship for the Vice Regal cruise. That night the ship crossed the Kermadec Trench, and it was pleasing to note that the Raytheon Deep Echo Sounder followed the contour of the Trench to a maximum depth of 9395 metres. The remainder of the passage passed uneventfully with the ship undertaking searches for reported shoals, commencing with Harans Reef and two further shoals eastward. No sign was found of any of these reported features.

Vice Regal Tour

MONOWAI anchored off Avarua, Rorotonga in the early forenoon of Wednesday 23 June. On Thursday afternoon 24 June, Their Excellencies the Governor General, Sir David Beattie GCMG, GCVO, QC and Lady Beattie arrived at Rarotonga in a RNZAF 727 aircraft. Following the official reception at the airport, their Excellencies and the Vice Regal party embarked in MONOWAI by ships boats. Sir David was challenged by the ships Maori concert party prior to inspecting the Guard of Honour. Their Excellencies were accompanied by a large entourage comprised of Lieutenant W.T.Stevens, RNZN – Aide–de Camp, Mrs R.Nicholas – Lady in Waiting, Margaret Beattie – daughter aged 22, Simon Beattie – son aged 9, Mr J.Brown – Official Secretary, Colonel F.B.Bath MVO, MBE – Comptroller of the Household, Mr D. Morris – Ministry of Foreign Affairs Liaison Officer, Mrs Brown, Mrs Bath, Mr R. Sisson-Stretch – Valet, and Mrs H.D’Emden – Ladies Maid. Additional to the above were Surgeon Lieutenant Commander W.S.J.Tongue RNZNVR, Lieutenant D.Carpenter MBE, RNZN and fourteen members of the Navy Band who had also arrived via the Vice Regal aircraft.

That evening, the official party was entertained to a State Dinner at the Rarotongan Hotel. The official cars departed the wharf at approximately five minute intervals and Commander George was impressed by having two police motor cycle escorts travelling ahead of his car with red lights flashing and sirens wailing! The convoy travelled at speed along the middle of the road, all other traffic driving off the road into the bushes!

The following day, Friday 25 June, the moderate south easterly wind gradually backed to become a fresh north easterly. By that evening, conditions for embarking and disembarking from the ships boats had become marginal. Despite this, their Excellencies opted to proceed ashore again to attend a dinner party. Sir David was almost thrown from the accommodation ladder when the pitching ships boat snagged under it, raising both it and Sir David sharply upwards, providing an anxious moment for all concerned. Despite the employment of the bow thrust to provide a lee for the boats, the sea state was such that the boats incurred additional minor damage over the duration of the Rarotonga visit. That evening the ship provided a fireworks display from the large quantity of flares and rockets that were embarked for the cruise from Kauri Point Armament Depot overage stocks that were due for dumping. Following the fireworks, MONOWAI illuminated ship, as was the practice for each night spent at anchor or alongside during the course of the cruise. On Saturday morning 26 June, the capital township of Avarua was ’closed’ for the swearing in of The Queens Representative to the Cook Islands, Sir Gaven Donne KBE. The open air ceremony took place close to Avarua landing, off which the ship was at anchor. A large number of people were present and provided a colourful assembly. There were initial delays caused by late arrivals of certain distinguished guests, during which the Navy Band played incidental music and stray dogs wandered about the concourse pursued by police to the mirth of the crowd. The ceremonies finally got under way and progressed smoothly until the administration of The Oath of Allegiance when proceedings stopped for several minutes in order to locate a bible. MONOWAI’s first ever gun salute was perfectly timed for the Royal Salute by the ships Guard of Honour and this was followed by the bands rendition of the Cook Islands national anthem which drew both tears and unstinted acclaim from those present.

In view of the rough sea conditions, the venue for the evening reception planned to be held in MONOWAI was changed to ‘Ngatipa’, the residence of the New Zealand Representative, Mr P.Tipping. The ships staff undertaking the management of the function held in one of the loveliest settings in the South Pacific. On completion of the reception and the return of the Vice Regal party, the ship weighed anchor and proceeded to Manu’ae Island, arriving in the forenoon of Sunday 27 June. Due to reported discrepancies in the position of the island, the satellite Geoceiver was established there, and shortly after, the Vice Regal party were landed by inflatable dinghies across the shallow reef. The purpose of the visit to Manu’ae was to provide a day of rest and recreation for their Excellencies, with swimming and picnicking on the virtually uninhabited island, which is used as a coconut plantation by the people of Aitutaki. During the day the ship circumnavigated the island, undertaking soundings before commencing recovery operations for the many inflatable dinghy trips that afternoon. During this operation the bow thrust unit developed a knock and was shut down. Subsequent investigation revealed extensive damage. The loss of the unit, particularly in the early stages of the Vice Regal cruise, was a blow to the Command. The bow thrust is an essential component of the ships manoeuvring system. With less horsepower than a Patrol Craft and greater tonnage than a Frigate and with much greater windage, MONOWAI is almost unmanoeuverable at slow speed without the bow thruster. The prospect of achieving ceremonial alongside berthings with the Governor General embarked was now a daunting proposition.

The ship arrived off Atiu in the Southern Cook Group in the forenoon of Monday 28 June. Island craft conveyed the Vice Regal party ashore, and also the band that went ashore at each Island visited throughout the cruise. MONOWAI proceeded westward of the island and undertook soundings, recovering the Vice Regal party that evening, and then proceeded to Aitutaki, arriving the following morning. Unfortunately the weather had deteriorated to cool wet and blustery conditions, with a moderate sea running, even in the lee of the island. Whilst the Vice Regal party were ashore, an island dance team visited the ship to entertain the ships company with dances on the flight deck. Regretably the ships motion proved too much for some of the group who became seasick. This unpleasant experience was to be shared by several of the Vice Regal party after their return from the island. This was the final visit of the Cook Islands section of the tour and, once again, the friendliness and enthusiasm of the people throughout the islands visited was to prove a memorable feature. The Honourable T.Simiona, Minister of Internal Affairs, Cook Islands Government and the New Zealand Representative Mr P.J.A.Tipping departed the ship at Aitutaki, having joined at Rarotonga for the outer Cook islands section of the tour. The ship proceeded toward Niue Island that late afternoon and the following day, 30 June, reduced to one engine for the bulk of the day, due to a fracture of the port main engine lubricating oil pipe, and which was temporarily repaired.

Niue

MONOWAI arrived at Niue in the afternoon of Thursday 1 July, anchoring off Alofi, the capital of the Island. Their Excellencies proceeded ashore in local craft to commence the very busy schedule arranged for their 24 hour visit. As for the Cook Islands, they were very warmly welcomed, and the programme of challenges and speeches culminated in an open air feast and informal gathering at the Niue Sports Club in the evening, to which a number of the Ships Officers were also invited. With the backdrop of a magnificent sunset, the singing and dancing and feasting were most memorable. The Vice Regal Party remained ashore overnight in the Niue Hotel. The following morning the ship shifted anchorage slightly further offshore to gain more secure holding. Their Excellencies returned aboard at 1100 in time to host an Official Reception from 1145 to 1330. The reception was enlivened by the all too obvious presence of a large number of loud hailers (clearly a Niue status symbol) which the guests employed to harrowing advantage in urging on participants in a canoe race around the ship. The victor proceeded aboard to be presented with the ‘Governor General’s Cup’. The reception continued in an enthusiastic manner, with a ships Maori Concert Party performance much to the delight of the guests. (and the detriment of their pockets) as Niuean after Niuean placed ever increasing sums of money in front of the Concert Party – a local custom expressing appreciation. The guests then responded with several impromptu songs and dances culminating in a deck -shaking united performance of ‘Pokarekare Ana’ and ‘God Defend New Zealand’ led by His Excellency. The guests disembarked into Island boats over a lengthy period and circled the ship calling farewell via loudhailers as MONOWAI weighed and proceeded out of Alofi Bay.

Whilst weighing, the ship received a distress call from the Danish yacht ‘Alpha Centauri’ whose position lay some 10 miles westward. On coming up with the wallowing and obviously sinking yacht, a team consisting of CPOSHPT F.J.Willcocks and CPOMEM D.J.Fields proceeded by Zodiac to investigate. The yacht was flooded to a depth of 1.3metres due a fractured stern gland rubber coupling. Temporary repairs were made, and the ship’s portable Spate pumps were employed to clear the flooding. The yacht was taken in tow towards Alofi and, close to the island, the tow was passed to a local boat, MONOWAI resuming passage for Tonga.                                                                      

Tonga

Opportunity was taken enroute to Tonga for a ships company volleyball competition which the Wardroom, assisted by the Vice Regal Party, won. As daylight waned the ship made passage through the outer reefs of Tongatapu and came to anchor north west of Nuku’alofa.

At 0510 the following morning, 5 July, the ship weighed anchor and proceeded closer inshore to anchor off the Royal Palace. A 21 gun salute from MONOWAI heralded the dawn in Nuku’alofa, and left none of the city’s residents in doubt as to our arrival!  Their Excellencies departed the ship by boat on completion of the salute, landing to a ceremonial welcome at Touliki Naval Base. The planned ceremonial alongside at Queen Salote wharf had been abandoned in advance owing to the bow thrust failure and the forecast of unfavourable weather. As it transpired, conditions were perfect and MONOWAI berthed at 0800.The effects of the comparitively recent Cyclone Isaac were apparent with all manner of craft cast up on the reefs around Nuku’alofa, and the city itself still very scarred.

The Tongan penchant for ceremonial was very much in evidence on the first day of the visit with a parade taking place in honour of the King’s birthday. The Tongan drill was outstanding and the large number of ship’s company who observed the parade expressed relief at not being included in the parade. Their Excellencies attended an afternoon tea at the New Zealand High Commissioner’s residence where they met expatriates, and a cocktail party at the Dateline Hotel took place that evening. The final event of the day being a dinner hosted by His Royal Highness Crown Prince Tupouto’a. The dinner to which both Commander George and the Executive Officer were also invited, was most enjoyable but somewhat lengthy in duration with guests departing at 0430!

The remainder of the Tonga visit passed most successfully. Their Excellencies, together with the Vice Regal Party, and ships officers, attended the State Feast at Mala’e Pangai on 6 July. The Feast, as always of gargantuan proportion, was followed by a very memorable display of traditional singing and dancing by 2,000 Tonga High School students. Their items had not been performed in Tonga for some 35 years and were of ancient origin. His Excellency’s official reception onboard followed in the evening, together with a dinner hosted by Their Excellencies at the High Commissioner’s residence for Their Majesty’s the King and Queen of Tonga. The dinner for 30 plus and attended by Commander George, was catered and served entirely by MONOWAI personnel in superb fashion. The King’s obvious appreciation and enjoyment of the evening was noted and confirmed when he let it be known that he had not enjoyed himself so much for three decades! The Dinner was followed by singing and dancing, and the function concluded at 0300.

The ship sailed early in the morning of Wednesday 7 July, anchoring north of Queen Salote wharf to embark the Vice Regal Party, who had been accommodated ashore during the visit. The ship weighed and proceeded through the reef passages en route toward Samoa. Opportunity was taken to pass between the Tongan islands of Tofua and Kao in the Ha’apai group. Tofua, an active volcano, was smoking and provided a dramatic backdrop. This was the site of the BOUNTY mutiny and the start of Captain Bligh’s famous voyage to Timor. Good passage was made, marred only by yet another lubricating oil pipe fracture, which necessitated a reduction in speed.

Samoa

MONOWAI arrived off Apia early on Thursday 8 July, having enjoyed two Wednesdays at sea crossing the Dateline and the opportunity to recharge batteries for all involved in the Tonga visit. Notwithstanding, the Commanding Officer had hosted a most enjoyable dinner for Their Excellencies en route.

The ship fired a gun salute off Mulinu’u Point and then the ship secured alongside in Apia harbour. Their Excellencies proceeded ashore to the Official Welcoming Ceremony. The visit to Samoa was rather more restrained than those previously experienced during the tour, perhaps symptomatic of the lingering resentment against the period of New Zealand rule in Western Samoa, which is still in evidence. Certainly the Ships Company noticed a certain tension in the streets of Apia, not encountered elsewhere in the Pacific. This feeling was never noticeable enough to detract from the warmth and very respectful reception accorded to Their Excellencies throughout the visit. The reception held aboard in Apia was noteworthy as the final ‘Son et Lumiere’ performance for MONOWAI, with a ceremonial sunset and fireworks display followed by ship illumination completing the last onboard official reception of the Tour.

The Administrator of Tokelau, Mr Frank Corner, and the Official Secretary of Tokelau, Mr John Larkindale, joined MONOWAI on Saturday 10 July. Shortly thereafter Their Excellencies rejoined and MONOWAI slipped and proceeded to Fagaloa Bay, where the ship anchored briefly to enable the Vice Regal party and Ships Company to enjoy a swim, providing relief from the pervading humidity. The ship then proceeded northwards towards Tokelau. The passage allowed time for a day of relaxation, and horse racing and a Miss South Pacific Contest were held on the flight deck, events fully supported by the Vice Regal party who displayed stylish punting form. In the forenoon Wardroom and Vice Regal party pistol shoot, His Excellency achieved second place. There was a brief halt to proceedings engendered by the arrival off Nukunono where the Geoceiver and ‘watcher’ were landed to establish the accuracy of the charted position of the Atoll. The day’s events then continued with hands to bathe and a cabaret evening staged by the Navy Band on the flight deck.

Tokelau

Their Excellencies commenced their visit to Tokelau on 12 July, proceeding ashore to Atafu. After their departure the ship proceeded to a point off the north western side of the atoll, where the ship laid a fisheries aggregation device in a depth of 606 metres. The ship anchored on completion, disembarking one and a half tonnes of explosives to island boats and awaiting the return of the Vice Regal party. The visits to Atafu, Nukunono and Fakaofo over a three day period were very successful. The Tokelauans are immensely patriotic New Zealanders, and the number and size of the New Zealand flags displayed was quite amazing. The Band and the Maori Concert Party were landed at each island and proved particularly popular. Despite the warmth of the welcome, the gruelling pace of the Tour and the enervating heat of the Tokelau were clearly taking their toll on the Vice Regal Party. The days ashore for Their Excellencies had included welcoming ceremonies, village tours, an Investiture with Commander George acting as ADC, fire making, coconut tree climbing and canoe making. There were also lunches, singing, dancing and presentation of gifts. The ship had also ferried passengers on the overnight voyages between the islands, including 16 schoolteachers from Tokelau to Nukunono, and offloaded drums of Kerosene and also explosives to all islands. The visit to Fakaofo concluded the Tokelau sojourn, and after a short passage back to Nukunono to uplift the Geoceiver, the ship proceeded south eastwards toward Pago Pago.

A farewell concert by the Navy Band took place on the flight deck on the evening of 15 July and included numerous skits and was very well executed and received. His Excellency obtained a pair of galley pot lids and the final rendition included HE on the ‘cymbals’ and young Simon Beattie conducting! The band were a great asset throughout the Tour and fully entered into shipboard life, including having their own part of ship for cleaning. They had particular impact in the South Pacific where the majority of the people had never had the opportunity of seeing a band.

On the morning of the final day of the Vice Regal Tour, 16 July, the ship berthed in Pago Pago, American Samoa. Their Excellencies proceeded ashore to call on the Governor of American Samoa, Mr Coleman. The call was returned, and was followed by an official luncheon; the final function aboard hosted by their Excellencies, and which was held in the Wardroom. At 1445 the Vice Regal party appeared on the Upper Deck to be met the entire Ships Company lining the foredeck. Their Excellencies said goodbye to every man individually (incredibly by this time, Their Excellencies knew every Officer’s name, virtually all the Senior Ratings and a fair proportion of the Junior Ratings). As Their Excellencies descended the gangway, the Maori Concert Party broke into a specially written farewell song, which induced tears in the Vice Regal Party and more than a few lumps in the throat onboard. The Commanding Officer and the First Lieutenant travelled to the airport and took final leave of Their Excellencies as they boarded a RNZAF 727 aircraft for the flight home. Also departing on the aircraft were the enhanced manning leave crew. The returning crew including the Executive Officer designate, Lieutenant Commander M.D.Lloyd, RNZN having arrived on the aircraft. MONOWAI sailed from Pago Pago that evening, commencing a slow passage to Apia for three days of rest and recreation. The mood was decidedly sombre after the hectic pace and demands of the preceding three weeks, and the emotional farewell earlier in the day. Quite apart from its ramifications for New Zealand as a whole, the 1982 Vice Regal Tour had been a resounding success as far as the Ships Company of MONOWAI were concerned.

Apia and Suva

The ship berthed in Apia the following morning, having some two hours earlier lowered two Bosun dinghies for the recently joined Junior Officers (ex HMNZS TARANAKI) to sail into Apia. The three days alongside were very relaxed; our only ‘official’ function being a buffet lunch for the Commanding Officer and Officers of FNS LA DIEPPOISE, berthed on the other side of the wharf. The detached survey party, which had remained in Apia since the ships visit of a week earlier, rejoined, having completed an extensive survey of Apia harbour. Opportunity was taken for involvement in a community project and extensive refurbishment of a Roman Catholic run geriatric hospital by a team of volunteers from the ship.

MONOWAI departed Apia in the late forenoon of 20 July, having been somewhat delayed by the late arrival onboard of the redoubtable Aggie Grey, who had come to say farewell with gifts of fruit. Passage was made to Suva in order tocarry out much needed maintenance on machinery, after constant problems encountered during the Vice Regal Tour, and also for liaison with the RFMF Hydrographic Unit, and the New Zealand High Commission. Enroute the ship sounded around the actively volcanic island of Niua Fo’ou before proceeding through the Lakeba passage and the Lau Group, eventually berthing at Kings Wharf, Suva, late in the afternoon of 23 July. Our arrival signalled the departure on posting of the Executive officer, Lieutenant Commander D.A.Swann, RNZN after 12 months onboard.

The three days in Suva included a call on the recently appointed New Zealand High Commissioner, Mr L.J.Watt, who indicated a wish to take advantage of MONOWAI’s presence to undertake joint formal visits to Lautoka and Labasa later in the deployment. Productive liaison was established with the RFMF, and preparations for surveys were advanced. The presence of HMNZS TUI in Suva also proved opportune as quantities of Vice Regal presents were transferred to TUI for transport back to New Zealand. A frustrating feature of the visit was the uncertainty of berthage  at Kings Wharf. After two false alarms, the Ports of Fiji Authority finally moved the ship from Kings Wharf to Walu Bay. The constant movement from berth to berth, to anchor, alongside and back again was a feature of Suva visits, which seems both inevitable and unfortunate.

Vanua Levu Survey

MONOWAI sailed from Suva on Monday 26 July, proceeding north eastward to Vanua Levu through Bligh Water, transiting Yadua Passage the following morning and through the inner reef passage to anchor at Yaqaga Island at midday. This picturesque island is close to the western limit of the survey area, which extends just over thirty miles north eastward to include an (as yet) unsurveyed passage through the Great Sea Reef. The existing large scale Admiralty Chart dating from the 19^th Century, was totally inadequate for safe navigation through the maze of small reefs and shallows, and was designed for coastal passage outside the Great Sea Reef, not inside. The purpose of our survey was to enable ships to use a more direct and economic route between Suva and Lautoka and, inside the reef to the Vanua Levu port of Malau, which served a developing sugar and timber industry. The remainder of the first day was occupied in deploying trisponders to pre-selected points and establishing a tide gauge at Galoa Island.

Traditional etiquette was observed and yagona (kava) was offered to the Ratu of Galoa before operations commenced. HMFS RUVE (Commanding Officer, Lieutenant M.Hudson RAN) joined the following day, berthing on MONOWAI. The survey is a joint task under MONOWAI’s direction, and an ambitious project within the prescribed time scale. The survey required the employment of the full range of the ship’s boats in addition to RUVE, with MONOWAI’s role being that of support. The remainder of the month was spent in boat sounding in the western portion of the survey area. Progress was satisfactory and Ships Company were rapidly readjusting to life on the survey ground, after the heady days of Vice Regal cruising.

On Sunday 1 August the ship was at anchor off Yaqaga Island, and a most successful Ships Company Banyan was held on a hitherto deserted beach on the island. In addition to its scenic attraction, the area also proved to be a haunt of coral snakes, some up to 80 cm in length but, like the beer, few survived the afternoon.

On Monday 2 August the ship shifted anchorage to Galoa Island, the site of two MONOWAI tide gauges which had been installed in order to provide continuity of readings in the event of equipment failure. As stated, the survey is entirely a ships boat task in view of both the small scale of the survey (1:20,000), and the complexity of the many reefs. All ships boats were in use each day, the three larger boats sounding and the Sea Truck (MANAIA), GRP craft (ACHERON) and two Zodiac inflatables, in support of tide gauges, trisponder station battery changing, coastlining, marking, observing and gash runs. In addition to these, the ship had the use of a dilapidated 4 metre aluminium work boat of HMFS RUVE as additional support. RUVE’s contribution to the task was a 5 metre open sounding boat propelled by an outboard motor and fitted with portable sounding equipment. In the generally prevailing fresh south easterly winds, this craft was only able to progress sounding in the close inshore areas under the lee of the land.

Good progress was made over this initial period of the Vanua Levu survey. The six junior officers who had joined for training in Pago Pago were fully involved in the survey as boat crews. A New Zealand Army Land Rover (one of three kept in Fiji for exercise purposes) had been loaned to the ship for the duration of the survey, and this was landed over the beach of the mainland by MANAIA. The vehicle was used for the support of the accessible trisponders deployed there. MONOWAI recovered all boats whilst underway in the afternoon of Thursday 5 August and proceeded out of Yadua Passage and across Bligh Water, anchoring off Yavena Passage that night. It was intended to transit the passage but it proved impossible to relate the chart to the radar picture. Passage was made to Lautoka the following morning and the reason for the navigational difficulty was revealed. The reef detail shown on the chart and that apparent on the radar was in opposition with regard to above water features. Either the comparatively recent survey for the Admiralty Chart was at fault, or, alternatively physical changes had taken place. This incident led to greater attention to our own survey with regard to the importance of even the most minor physical attributes of the otherwise featureless reefs.

Berthing at Lautoka proved to be a long drawn out affair, the ship making two dummy runs for the wharf before securing. On the first approach, a barge was towed into the ships allotted berth when MONOWAI was on the final approach to the jetty, and after circling the harbour, approach was made to the amended berth. Unfortunately this berth lay at right angles to the narrow channel, and the tidal current set was too great to permit the slow speed approach that was necessary in view of the projecting sterns of other vessels secured on the inboard side of the berth. MONOWAI finally berthed on the outer face and warped herself around the face of the jetty.

The Enhanced Manning flight changeovers via RNZAF 727 flight took place that afternoon and on the following evening, Saturday 7 August, the ship co-hosted a Reception with the New Zealand High Commissioner, Mr L.J.Watt and Mrs Watt. Lautoka proved a most pleasant port of call for MONOWAI, being considerably smaller and less commercialised than SUVA and conveniently close to Nadi for enhanced manning changeovers. One drawback was the lack of tugs which, with the bow thrust out of action, requires fair weather for safe berthing and unberthing.

The ship sailed in the morning of Tuesday 10 August via Navula Passage and outside the Great Sea Reef. Mr Watt had embarked for the passage and the following morning the ship berthed at the wharf at Malau. The ‘port’ for Labasa, the capital of Vanua Levu. Berthing again proved difficult, this time due to an offshore wind. The fine weather enjoyed at Lautoka had deteriorated to overcast conditions and steady rain which put paid to the planned flight deck venue for the reception. This was instead held on the bridge, bridge wings and Chartroom. Fortunately the rain eased in sufficient time for the guests to watch the Maori Concert Party perform on the flight deck. As with other ports visited, the response was enthusiastic. The High Commissioner departed the ship the following day and MONOWAI and RUVE returned to the survey area on Friday 13 August, enjoying a scenic but cautious passage inside the reefs from Malau, through the area yet to be surveyed. The date may have been influential in that two of the sounding boats grounded on reefs that afternoon, fortunately only with superficial damage.

An important feature of the survey was the need to establish the correct names for the many reefs, islets, islands and prominent navigational features. Whilst many of these are named on the only existing ordnance survey maps, these were of UK compilation and evidently incorrect in many instances, particularly in the widespread use of Anglicised versions of Fijian names. Formal enquiry to a variety of Fijian Government Departments led to the advice that MONOWAI should consult the villages in the survey area since the required information was unobtainable elsewhere. Accordingly a team comprising Lieutenant Commanders (SP) E.N.Gillies, and R.A.Kitt, RNZNVR, Lieutenant Commander R.J.Johnson RNZNVR, Lieutenant G.D.Honnor, RNZN and Midshipman M.Gucake, RFMF (borne for training) visited coastal villages armed with maps and bags of Yagona. Invariably formal ceremony initiated proceedings and the team became rapidly familiar with Fijian custom, Yagona and aching legs (ceremonial requires sitting cross-legged on the floor). These visits provided not only the required information but provided an interesting vignette of Fijian custom, notwithstanding the mildly repellent narcotic and laxative effects of copious amounts of Yaqona.

On Monday 16 August a current meter was laid south east of Yaqaga Island in the passage between the reefs. A Chartered Aerospatiale Squirrel helicopter of Crown Aviation joined the ship late that afternoon. The pilot, Mr Ian Simpson, was an ex Fleet Air Arm pilot. The primary task was to establish and support a trisponder station on Delanathau, a 745m high mountain, some 10 miles inland and surrounded by jungle. The task was to commence at first light the following day, but dense low cloud obscured the peak. An alternate high level site was selected that was just below the cloud base and observing teams were flown to coastal trig stations in order to co-ordinate the new high altitude site of Beneac. Two solar panels loaned by RUVE were installed at this site to charge the portable batteries, and proved most useful in enabling greater battery endurance, with a consequent saving in support trips. This was to prove especially beneficial in view of the limited flying hours available, and dictated by the finance approved for the helicopter charter. The other primary flying task was that of reef heighting and description. As previously commented, it is essential that reef detail be accurate, particularly in an area where prominent navigational marks are distant and difficult to identify. The helicopter charter was timed to coincide with a Spring Tide period, with low water falling to chart datum, and the bulk of the flying was spent in overflying the many reefs at low water, in order to determine their drying heights and salient features.

Of the technical support given to RUVE, possibly the most intensive took place on Friday 20 August when a welding task to seal a corrosion hole in the hull plating took five hours and one packet of welding rods. RUVE had spent several months underwater prior to being taken over by the Fiji Defence Forces and the ship is slowly corroding away.

Good progress was maintained on the survey by the small craft and detached parties. Despite the abnormal amount of rain, the trisponder system enabled the boats to sound continuously, which, in the comparatively sheltered sea conditions enabled a high degree of productivity. This was in distinct contrast to the Foveaux Strait conditions experienced over the first four months of the year.

A highlight of the period was the formal welcome accorded the two ships by the Chief of Galoa. On the evening of Saturday 21 August, approximately 50 of MONOWAI’s Ships Company and 15 of RUVE’s attended the ceremony in the island village. Representatives of the villages of Yaqaga and Naivaqiri also attended. The ceremony took place with the Chief and village Council and elders on one side of the meeting place and the naval contingent on the other with the Commanding Officers of MONOWAI and RUVE sitting cross-legged in front of their Ships Companies. The Chief, through his interpreter, gave a speech of welcome in which he stressed the friendship between Fiji and New Zealand, remarking particularly on the way in which New Zealand had responded so promptly in times of natural disaster. Comment was also made on the importance of the survey to that part of Vanua Levu. In reply, Commander George thanked the Chief for the hospitality extended to the detached shore parties, and acknowledged the help of the village chiefs in determining the correct place names of the seaward features. This was indeed an important task in the absence of any other known nomenclature on existing charts and maps, and of direct interest and importance to the villages in view of the delimitation between areas of ancestral village fishing rights. Proceedings continued with a formal Yagona ceremony followed by items by MONOWAI’s Concert Party. This was responded to by the women of the village who danced and sang. During the closing stages of the entertainment the villages piled a great mound of coconuts, paw paw, sugar cane, yams, breadfruit and bananas as a gift to the ships. This touching gesture was particularly instrumental in determining the Ships Companies response the following month to the villages fund raising for the local school.

In the afternoon of Wednesday 25 August, the ship departed the survey area for Lautoka. The current meter was recovered, and a sounding boat proceeded ahead of the ship to examine a shoal detected by MONOWAI on the recommended track of the recently published Admiralty chart of the adjoining area. A least depth of 15.9 metres was found in lieu of the charted depth of approximately 23 metres. The helicopter departed the ship the following morning prior to MONOWAI arriving at Lautoka. Berthing was not possible due to other shipping alongside and the ship anchored off the Port. The following day the ship moved from the anchorage to the main wharf at Lautoka and then warped to the North Face.

An enhanced manning crew change took place via RNZAF 727 aircraft operating out of Nadi. In accordance with the enhanced manning scheme, the Commanding Officer proceeded on leave, in this instance locally, with his family, being relieved temporarily by Lieutenant Commander R.J.Gillbanks, RNZN. Additional to the incoming crew members were Lieutenant Commander K.S.Caldwell, RNZNVR, borne for sea training and two civilian draughtsman from the Hydrographic Office, Takapuna, (Mr K.Smith and Mr A.Baker) who were to receive practical surveying experience, and assist with survey data compilation in the ships chartroom. MONOWAI was able to remain alongside for the entire weekend thus enabling maximum leave to be granted. Continuing fine weather over this period encouraged many of the ships company to visit nearby Beachcomber island for a day of relaxation in idyllic tropical surroundings, a feature of the day being the passage to and from the island under sail in the three masted ‘TUI TAI’.

MONOWAI sailed from Lautoka in the afternoon of Monday 30 August, clearing the Yavena Reef passage prior to sunset and anchoring eastward of the Yadua passage, Vanua Levu shortly before midnight. The following morning the ship completed passage of the inner reefs to the survey area, and boats were deployed to trisponder stations, and a relief party to the tidal station at Galoa Island.                                                                    

Despite the use of only one engine, MANAIA, the Seatruck, was able to land drums of Avgas embarked at Lautoka, on the small and uninhabited island of Nakuci, in order to establish a fuel dump for the expected arrival of a RNZAF Sioux helicopter the following week. Boat sounding recommenced that afternoon and was only slightly hampered by a south easterly wind gusting to 30 knots causing a short choppy sea.

Heavy overcast skies, a light south westerly wind and misty rain persisted for the next two days. Boat sounding and sidescan sonar sweeping continued, and a working party comprising the Shipwright and two other technical Senior Ratings were landed at Galoa to assist the villagers with repairs to houses, boats and outboard motors. HMFS RUVE arrived in the survey area after a delayed sailing from Suva due to bad weather. From 1 to 6 September, good progress was made with the survey in generally fair weather. A current meter was laid from the ship in the northern part of the survey area on Friday 3 September and, during the afternoon, schoolchildren from the nearby village of Navidamu paid a visit. The following day, the New Zealand yacht HAURERE lay alongside briefly to receive assistance in effecting a sail repair. A merchant vessel, the OSCO STRIPE of 23,000 tons, passed through the survey area en route from Malau to Suva on Sunday 5 September and the opportunity was taken to discuss navigational matters with her pilot by VHF Radiotelephone. The ‘local knowledge’ imparted by him served to confirm some of the data obtained during the course of the survey.

Sunday routine was declared on Tuesday 7 September and a very successful Banyan held on Nakuci Island. The evening was devoted to the conduct of games of skill and chance aimed at raising funds for the people of Galoa to devote to the construction of a dormitory at the school on the mainland attended by their children.

A Sioux helicopter, escorted by an Iroquois, rendezvoused with MONOWAI off Nakuci Island on 8 September. Direct liaison with the RNZAF Exercise Tropic 82 Detachment Commander at Nadi had earlier established that a transit from Nadi to the survey area was quite practicable for a Sioux. This meant that it was no longer necessary for the ship to leave the area for some 26 hours in order to embark the Sioux near Lautoka; a requirement originally mooted by RNZAF Operational Headquarters. A full training and operational flying programme had been devised for the Sioux, but the aircraft unfortunately became unserviceable for 24 hours after landing-on. Following receipt of a spare magneto delivered via Andover to Labasa Airport, and thence by Landrover and boat to the ship, flying operations commenced in the early afternoon of 9 September.

During the next three days, helicopter and sounding boatwork continued without hindrance. Trisponder stations were recovered and re-deployed in short order and aerial photography of triangulation stations and coastline progressed. Sounding was extended north to the hitherto completely unsurveyed passage in the Great Sea Reef; side scan sonar sweeping and bottom sampling completed, and the current meter recovered. Fortunately, weather conditions for this latter evolution were good and the non-availability of the bow thrust was of minor significance. However, even in light winds and calm seas, use of the bow thrust provides insurance against possible damage, which could occur to the delicate current meter during the crucial moments of laying, and recovery as the ships bow swings gently, but uncontrollably, off the wind.

The Chief of Staff of the Royal Fiji Military Forces, Lieutenant Colonel S.Rabuka, RFMF visited the ship during the afternoon of Friday 10 September and was entertained to a rather belated luncheon. Various delays in the ETA of his RNZAF Andover at Labasa were a contributing factor. On behalf of the Commander, RFMF, Lieutenant Colonel Rabuka thanked MONOWAI for valued assistance towards extending modern survey coverage of Fiji’s coastal waters and also presented a commemorative plaque to the ship. The Commanding Officer of HMFS RUVE, Lieutenant M.Hudson, RAN and Mr Nicholls of the United Kingdom Civil Service, were also guests at the luncheon. Mr Nicholls, who had accompanied Colonel Rabuka to the ship, spent the next 24 hours in RUVE assessing the role and living conditions of her personnel for inclusion in a report to the Fiji Government concerning revision of Fiji Public Service pay scales and allowances. At present, RFMF naval personnel receive no allowances for technical expertise, separation or sea going, and a very low victualling allowance.

Captain P.Speedy, RNZA delivered by Iroquois to Nakuci, joined MONOWAI during the forenoon of Saturday 11 September in order to relieve Flying Officer B. Coulter, RNZAF as Sioux pilot. The ship remained underway for most of the day, undertaking bottom sampling near the sea reef passage and acting in support of helicopter operations to reduce nugatory transit flying time, as more distant Trisponder stations were recovered. A small but representative cross section of the Ships Company accompanied by RUVE personnel visited Galoa Island that evening in order to make a presentation of the money raised onboard, and to say farewell to the people. Following a traditional Yagona ceremony, the Chief was presented with $ F1, 246 on behalf of both ships, and received in turn a hand woven mat bearing the legend GALOA, BUA (the province) 1982. The Commanding Officer of RUVE received a similar presentation and then both ships were accorded the extremely high honour of being ceremoniously presented jointly with a Tabua (a whales tooth), as a token of the villagers esteem. The ceremony was then followed by a Meke, which was performed by the men of the village. A delightfully spontaneous and natural performance for which they had made their own costumes and rehearsed during the previous few days. The ‘commercial’ versions offered to tourists at Nadi Hotels paled considerably in comparison. The Fijian Government requires special permission to be obtained prior to the export of a Tabua from that country, therefore the Tabua, now mounted on a mahogany plaque with a suitable inscription, is carried in RUVE until MONOWAI next visits Fiji. For the duration of that visit, the Tabua will be transferred to MONOWAI.

There is little doubt that the names of RUVE and MONOWAI will become part of the modern history of that part of Vanua Levu, through the friendly association of the naval personnel and the villagers, as have the earlier survey ships in the area, HM Ships DAMPIER, COOK and HYDRA.

Three aircrew officers and two ground crew NCO’s joined MONOWAI via RNZAF Iroquois at Galoa Island on Sunday 12 September. Captain W.Whiting RNZAC, Flying Officer M.Connell, RNZAF and their training Officer Squadron Leader B. Carruthers, RNZAF, embarked in the hope that pure flying training from the ship would be possible once survey operations were completed. I view of the fact that the only other Sioux in Fiji had been unserviceable for the duration of the RNZAF Exercise deployment, the ship provided an ideal opportunity for such training. Survey operations continued throughout the day.

RUVE celebrated her third anniversary as a commissioned vessel in the RFMF Naval Squadron and a suitably decorated cake to mark the occasion was produced in MONOWAI’s galley. During the afternoon, approximately 50 Galoa villagers visited MONOWAI, were given conducted tours of the ship and shown a videotape of the first rugby test between New Zealand and Australia. A memorable weekend for people who have a simple and subsistence lifestyle.

RUVE sailed for Suva early the following morning, 13 September, and after further survey operations and recovery of the tidal station equipment, MOMOWAI sailed for Lautoka that afternoon. The ships departure was marked by many flashing mirrors, or polished tin lids, along the shore of Galoa Island, heliographing indecipherable but apparent messages of farewell.

Flying training commenced that afternoon and continued for two hours as the ship transited the inner reef passage towards Yadua Passage. The ambient temperature of the ship rose uncomfortably during the afternoon due to defects with two of the three air conditioning chilled water plants. MONOWAI anchored outside the Yavena Passage, Viti Levu, during the evening. The Sioux disembarked to Nadi as the ship got underway early on Tuesday 14 September. The helicopter flew an average of 7 hours per day while embarked and of the total of 30 hours flown from the ship, 25 were devoted to survey operations.

Once again, berthing at Lautoka proved difficult. The initial approach to the North Face of the Main Wharf was aborted in its final stage when a pronounced set at supposed slack water carried the bow away from the jetty. A successful berthing was made two hours later, some 3 hours after low water at 1215. Even so, it was noted that within a distance of one cable of the berth, the tidal stream initially encountered on the approach at Vio Island reverses its direction twice before the berth is reached.

MONOWAI remained alongside that day while maximum leave was granted. Commander F.G.George, RNZN rejoined the ship from leave that evening, and re assumed command. It was back to reality however, with the requirement for the ship to vacate the alongside berth at 0600 the following morning, for an anchorage off the port. The final enhanced manning flight of the South Pacific deployment took place on Friday 17 September. Apart from the personnel changeovers, the provision of victuals, stores mail and spares by the RNZAF support aircraft has been a critical factor in maintaining the operational effectiveness of the ship in areas remote from support facilities. Additionally it has provided an ideal opportunity for Junior and Reserve Officer training. Among the personnel arriving on this flight were four members of a medical aid team, all optometrists/opthalmologists who were to undertake an Aid project in Tonga. MONOWAI sailed from Lautoka early Saturday 18 September, proceeding out of Navalu passage and south of Kandavu Island toward Tonga. This completed eight weeks in Fiji, during which time the extensive Vanua Levu survey had been completed, with the exception of some final shoal examination work in the northern extremity of the area. It is relevant that MONOWAI, with the assistance of RUVE, completed a considerably larger area in half the time of the adjoining and recent Admiralty surveys. This was due in large part to the capabilities of the ship survey boats which, since departure from Auckland on June 16, had ‘steamed’ a total distance in excess of eleven thousand miles. Including the first four months of the year in Foveaux Strait, the boats had steamed almost twenty thousand miles.

Tonga Survey

MONOWAI berthed at Queen Salote Wharf, Nuku’alofa at 0800 on Monday 20 September and, at 0900, HMCS YUKON, the Squadron Leader of a four ship Canadian Squadron visiting the South Pacific, anchored close north of the wharf. Previous radiotelephone discussions with the Commanding Officer of YUKON had resolved the berthing situation, since both ships were scheduled to host official receptions over their simultaneous two day visit period. There is space for only one ship to berth at the wharf and MONOWAI had offered to exchange the berth for the anchorage after 24 hours alongside, which YUKON gratefully accepted. Official calls were paid on the Minister of Defence, His Royal Highness The Crown Prince Tupouto’a, and also the Commander of the Tonga Defence Forces, Major Tupou.

The visit to Tonga was for the purpose of undertaking a survey of an extensive area to the south of Tongatapu Island to locate, define and examine seamounts with a view to assessing their suitability for Tongan fisheries operations. Whilst alongside, 4 Wheel drive vehicles and equipment were landed, a reconnaisance made for a a Hifix site on the north west coast of Tongatapu Island and arrangements made for the location and support of an additional Hifix station on Eua Island. The spirit of co-operation by the Tongan authorities was excellent and rapid progress was achieved.

A Reception was held on the flight deck on the Monday evening at the request of, and hosted by, the New Zealand High Commissioner, Mr J.R.Brady with 190 guests attending. Early the following morning, MONOWAI vacated her berth for the anchorage and YUKON berthed. A Tongan patrol craft uplifted the Eua Island Hifix site personnel and equipment and departed for Ohonua, the main village and landing place on the Island. The Hifix personnel at the Tongatapu station site at Kolovai erected their station, which was locked in that evening. A ships team of technical ratings had commenced a survey of the two Tongan patrol craft following a request from Defence headquarters, Wellington, under the MAP aid programme. It was apparent that these craft require extensive maintenance to restore them to safe operational condition. The four man optometrist aid team departed the ship for their project in the Vava’u and Ha’apai Groups. In view of the large number of planned surgical operations resulting from a previous visit of the team, approval was obtained for LMA J.Brokenshaw to accompany the team to assist the eye surgeon, Dr L.Poole. The New Zealand High Commissioner hosted a luncheon at which the Commanding Officer and the Executive Officer, Lieutenant Commander M.D. Lloyd, RNZN attended, together with senior representatives of the Tongan fisheries and survey departments, for informal discussions relating to the impending survey.  Returning to the ship mid afternoon the two Officers attended the arrival of the Crown Prince who was visiting the ship in order to inspect the Rotork Sea Truck, since Tonga had ordered a 15 metre model from the United kingdom. The Prince arrived late, having been called from his Palace bed to be reminded of the appointment. HMCS YUKON returned hospitality by inviting the Commanding Officer and Officers of MONOWAI to their official reception that evening.

MONOWAI sailed early the following morning, Wednesday 22 September, arriving off Ohonua, Eua Island in the late forenoon. Survey personnel were recovered by boat from the Hifix station sited adjacent to the wharf, and the ship then undertook a Hifix calibration of both Eua and Kolovai stations, and commenced sounding that evening and continuing until Tuesday 28 September. During this period a dan buoy was laid on a seamount to serve as a Hifix reference station, and a brief visit made to Eua Island on 23 September, to effect repairs to the Hifix station portable generator. The ship returned to Eua Island on 28 September to effect personnel changeovers at the Hifix site. Opportunity was taken for a final Banyan on a beach at the northern end of the island. Whilst the ship was at anchor, two humpback whales staged a prolonged spectacle of leaping and crashing down with enormous power, some half a mile astern of the ship.

The ship resumed the survey early the following morning, commencing investigation of the seamounts detected from the earlier sounding. That evening a current meter was laid on a seamount and the previously laid dan buoy recovered. A temporary dan buoy was also laid at the request of the two embarked Tongan fisheries officers who had joined the ship at Nuku’alofa and whose presence, until this phase of the survey, had proved predictably superfluous. Their intention was to replace the buoy with a Fisheries Aggregation Device (FAD). MONOWAI then   anchored on the edge of the seamount drop-off in a depth of 100 metres, to undertake photography of the Mount. Both still and video photography was taken at depths of some 135 metres and revealed a serrated lava slope of apparently recent origin (a notation on the existing Admiralty Chart states that volcanic activity was reported in the area in 1910). Over the course of the four and a half hour period spent at anchor, sample fishing was undertaken, principally by the two Tongans, which resulted in the catch of several large edible species of commercial interest. MONOWAI weighed later that night and resumed sounding over the limits of the three seamounts detected in the northern part of the survey area, and this work continued the following day, Thursday 30 September.

At midday a signal was received advising of a possible diversion to the Kermadec Islands area following the sighting of two foreign fishing vessels undertaking illegal fishing activity within the Exclusive Economic Zone. MONOWAI was at this stage recovering a Tongan FAD, which had been found adrift some 30 miles south west of Tongatapu. It transpired that the device had been torn from its moorings close north of Tongatapu during Hurricane Isaac in March. This sighting and recovery by MONOWAI was of particular interest to the embarked Tongans, since the large number and variety of fish circling the FAD provided clear proof of the effectiveness of the device. On completion of this recovery, the ship also recovered the current meter and proceeded toward Nuku’alofa to uplift personnel and equipment. A survey boat was despatched to proceed directly to Kolovai to expedite the dismantling of the Hifix site and recall of personnel. These personnel included not only the three crew of the Hifix site, but also Sub Lieutenant P.L.T.Mau, TDF who was under training in MONOWAI and was on local leave in Tonga, the two members of the medical aid team who were to return to New Zealand in the ship, and also LMA Brokenshaw. Additionally there were the three personnel manning the Hifix station on Eua Island, and the two ships vehicles on Tongatapu. At 1600 a further signal was received instructing MONOWAI to proceed with all despatch for the Kermadecs. The survey boat was recalled and hoisted and the ship proceeded south at full speed, with the two somewhat bemused Tongans watching their homeland recede over the horizon. Through the established radio link to Nuku’alofa, the ship was able to advise the New Zealand High Commission of the change of plan (though not the reason) and requested support for the marooned personnel. Both Hifix sites were also advised to recover their stations and equipment to Nuku’alofa.

Kermadec Fishery Incident

MONOWAI proceeded south at full speed and at dawn on Saturday  2 October, the Taiwanese Long Line vessel FENG YUAN 51 was sighted, and at 0730 was stopped, boarded and arrested. The vessel had just completed laying a long line, and the appearance of MONOWAI coupled with a requested low overhead pass by the patrolling RNZAF Orion, clearly caught the vessel unawares. The Orion advised that the second vessel, DON JIN, had moved out of the zone, and that hot pursuit was no longer possible. MONOWAI had passed just outside radar range of her in the early hours of that morning.

A prize crew of four under the command of Sub Lieutenant D.G.Hoskins, RNZN accompanied the boarding officer, Lieutenant L.Robbins, RNZN and the ships photographer, LHA R.G.Cadzow. On completion of arrest procedures and recovery of the boarding officer and photographer, the FENG YUAN was instructed to recover her fishing gear. In deteriorating weather conditions, the seventeen miles of long line was recovered with a catch of twenty-five tuna, three sharks and a sailfish. Course was set for Auckland on completion. Overnight passage speed averaged only 4.5 knots into head winds and seas, and Sunday 3 October was

                                                               – 45 –

a tedious day with winds gusting to 55 knots and passage speed reduced to 3.5 knots. The prize crew advised that the FENG YUAN was unable to safely increase speed due to the state of her main engine. The slow progress continued throughout the following day, with generally decreasing wind strength, but increasing seas. The lot of the prize crew was unenviable since conditions aboard the fishing vessel were both extremely cramped and malodorous. Improving weather conditions enabled the prize crew to be exchanged at 1000 on Tuesday 5 October. In view of both the lack of faith in the fishing vessels main engine, and the possibility of future deteriorating weather, the FENG YUAN was taken in tow at 1100. The absence of either anchors or cable in the FFV required an improvised arrangement resulting in a shortened tow using MONOWAI’s towing hawser and both hurricane springs connected to a wire bridle on the fishing vessel. The tow proceeded until early afternoon of Wednesday 6 October when HMNZS ROTOITI joined off Great Barrier Island. During this period the tow parted three times, due mainly to chafe on the wire bridle aggravated by the atrocious helmsmanship of the Taiwanese crew. The towing speed averaged 9 knots and, despite the frustrations, enabled reasonable progress to be made.

At 0530 on Thursday 7 October, ROTOITI escorted the arrested vessel to her berth in Auckland. MONOWAI anchored at Orakei for customs clearance and de-ammunitioning prior to berthing at the Naval Base at 0930, thus concluding a varied and interesting four month South Pacific deployment. With the variety of tasks undertaken, the period had proved most beneficial both in terms of operational and training experience and also in assisting to project New Zealand’s national interest in the welfare of the region. In this latter context it was shown that MONOWAI could contribute effectively, not only in terms of surveying activity, but also in the variety of community projects that can be undertaken in concert. The support of the medical aid team being a prime example.

Auckland

Pre-refit preparations commenced shortly after arrival, and the first of the annual short (6 week) refits commenced on Monday 18 October. The remainder of the month was spent in refit with MONOWAI berthed in the dockyard basin. During this period the ship undertook host duties for two visiting ships, HMAS SUPPLY (Captain B. Nobes, RAN) and HMCS YUKON (Commander C.Crow, RCN and Captain Draple RCN  -Flotilla Commander).

MONOWAI entered the drydock on 1 November and the docking was extended to 23 November due primarily to the problems associated with the repair of the rudder gland. The Refit Terminal Date inspection was carried out by the Captain Superintendent, Captain G.F.Hopkins, OBE, RNZN on 24 November and reservations were expressed regarding the short duration of the refit, and the problems of obtaining stores peculiar to the ship within the abbreviated time span. Harbour trials occupied the remainder of that month. The Chief of Naval Staff, Rear Admiral K.M.Saull C.B. accompanied by the Commodore, Auckland, Commodore C.J.Steward, RNZN, paid an informal visit to the ship on Friday 26 November, when opportunity was taken to display surveys undertaken on the recent South Pacific deployment. The Hydrographer of the Royal Australian Navy, Captain J.A. Myers, RN paid a visit to the ship on Tuesday 9 November and was impressed at the range of hydrographic equipment although surprised at the lack of a dedicated Ships flight.

On Wednesday 1 December, Commodore C.J.Steward, RNZN, undertook the refit completion date inspection. MONOWAI reverted to 47 hours notice and sailed to commence post refit sea trials early the following day, returning alongside that evening. Trials continued on Friday 3 December and the ship remained at sea until completion of the trials programme in the afternoon of Tuesday 7 December. A most enjoyable families’ day was incorporated in the programme on Saturday, 4 December, with families embarking and disembarking by boat off the training jetty.

Dockyard work commenced shortly after arrival alongside to open up the ship for the re-installation of the bow thrust engine, which had been defective for some five months including the bulk of the Pacific Islands deployment. A busy pre-Christmas period included the assisted maintenance period, preparation toward the Commodore’s Inspection, and meetings on equipment and stores support future policy. Ships Company Divisions were held on Friday 17 December and Christmas Leave commenced that day. A feature of both MONOWAI and her predecessor, LACHLAN’s Christmas cheer was a cake baked by the Ship’s adopted school, Masterton Intermediate. This year was no exception and a large and ornately decorated cake was a feature of the Christmas Day celebrations for the Retard Party.

The Ship’s Company returned from leave on Monday 10 January 1983. Successful basin trials of the bow thrust were undertaken, and the ship sailed on January 14 for Orakei anchorage to ammunition ship prior to deploying for SQUADEX. Commander George handed over command to Commander K.J.Robertson, RNZN at the anchorage and was ceremonially ferried ashore in SEAGULL, the oldest of the Ship’s sounding boats.

Commander George stated in his final monthly report of Proceedings; ”I have enjoyed an interesting and varied period of command of a very capable unit of the RNZN”.

In his recollections for this chapter he notes “MONOWAI’s period of service in the RNZN clearly demonstrated the versatility of the ship in meeting a wide-ranging variety of tasking. Whilst generally well suited and very well equipped for her hydrographic role, she was also able to undertake a general purpose support role, and did so on several occasions. Had this lesson been properly absorbed, then her replacement by a larger vessel with enhanced speed and carrying capacity would have provided a multi-role capability, and saved the Navy the embarrassment of their eventual choice of support vessel” (HMNZS CHARLES UPHAM – Ed).

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