Weather a key factor on Lyttelton ferry run

Press, 15 July 1987, Page 36

Weather a key factor on Lyttelton ferry run

By JOHN LESLIE Once again that hardy chestnut about a revival of the former long-en-trenched Lyttelton-Well-ington ferry service has reappeared in election year.

While older seafarers might be sceptical about the viability or reliability of an ultra-modern cross between a catamaran and hovercraft, on an open coastline run of 175 nautical miles with the whole might of the vast Pacific Ocean to counter, the idea need not be dismissed out of hand, although there are many “buts.” Since the ill-fated, tiny steamer Penguin (749 tons gross) began a regular Wellington-Lyttelton service in 1895 with weekly voyages, soon increased to thrice-weekly, no less than 30 vessels have plied this stormy stretch of water nightly for as long as most can remember. These included the Penguin, Pateena, Rotomahana (seen in photograph), Moana, Tarawera, Mararoa, Maori (1 and 2), Wahine (1 and 2), Rangatira (1 and 2), Hinemoa, Tamahine (briefly), Matua, Monowai (1 and 2), Awatea, Manuka, Mapourika, Te Anau, Marama, Maheno. Arahura (1), Mokoia, Moeraki (possibly), Matai (Marine Department), Takapuna, Rotorua, and even Huddart Parker’s Westralia which must have made a special trip. Even a rail ferry called once because of bad Cook Strait weather.

Many of the vessels were simply brief, temporary “ring ins” to cope with passenger surplus, notably at peak holiday periods. Additionally

there were the earlier Australian vessels of Huddart Parker, which picked up coastwise passengers on their regular intercolonial voyages. Even in the mid-1930s and later, the Union Company also used vessels to make special peak-holi-day trips between Wellington and Lyttelton with passengers’ surplus cars. Notable among these cargo vessels were the small ships Wainui and Waipahi.

How different it is today. There is an immense vacuum since the Rangatira (2) left Lyttelton on September 15, 1976, on her final inter-island voyage, ending almost 81 years of what ultimately became one of the finest ferry services in the world. Even now, many lament the loss.

Union Company instructions to its staff were that the service should be called the “steamer express” service because the term “ferry” was misleading, and was disturbing to apprehensive overseas travellers who were unaware that later vessels were “pocket liners.”

Since then, the Cook Strait rail ferries have annihilated the LytteltonWellington service with their “through concept” but even so, in spite of the success of the present service, there are shortcomings.

The rail ferries have been so successful, apart from industrial delays, that they almost totally destroyed all conventional coastal general cargo trade.

The rail ferries, too, were a subject of heated debate and a "political

football” as now. When the then Labour Government ordered the first rail ferry Aramoana from Denny of Dumbarton, Scotland, Mr Michael Moohan, Minister of Railways, was the subject of bitter charges by the National Opposition of recklessness, extravagence and more. It is all in Hansard but I recall the radio broadcast well when Mr Moohan, his ire roused at such criticism, thundered back at the Opposition: “The cheque for the Aramoana has been signed and the deal with Denny’s must go through!” The deal did go through and with such devastating success that the National Party, when it became the Government, logically and sensibly jumped on the bandwaggon and further developed the revolutionary new service.

Nostalgic thinking will never bring back the Lyt-telton-Wellington service as it was. Our lifestyle has changed. Even now, however, many prefer sea travel to flying and many do not particularly wish to drive to and from Picton, in spite of the scenic grandeur. The idea at present mooted could work. In addition to normal conventional cross-channel ferries in the' North Sea, types of hovercraft are functioning possibly in much more sheltered waters, however, than those off the Canterbury coastline. Cook Strait itself is one of the most unpredictable and stormy stretches of water in the world. A powerful catamaran-cum-hovercraft in such areas may be feasible but would

be governed by weather,

especially in winter. Even small seabirds in the world’s stormiest waters skim along the surface but it is a little different in a hybrid vessel as proposed.

Those with practical seafaring experience in New Zealand’s coastal waters and notably the Lyttelton-Wellington ferry service would agree that such a service has its limitations. Assuming the project is viable and popular with the travelling public, a guarantee of regularity would depend on weather. Excessive stress, vibration, metal fatigue, or mechanical failure could be engendered by unfavourable weather. These factors must be considered.

Having said that, one does not decry the idea. More detailed knowledge of such craft would be useful. Practical experience is essential.

Any comparison between the yacht-like, .popular Union Companys steamer Rotomahana (1727 tons gross), (in photograph) which served on the Lyttelton-Welling-ton service would be highly imaginative. This famous vessel could stand up to all weathers and

was one of the finest Union Company vessels ever built. As for a proposed hybrid craft, one wonders.

Four hours with 300 passeners and 30 cars wold be attractive no doubt, but for myself, reluctantly I would prefer the Rotomahana, overnight, or the Hinemoa, earlier Rangatira, earlier Wahine and earlier Maori — but these are changing times and opinions differ.