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Fiordland Passage Courses and Distances |
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Fiordland Passage Courses and Distances |
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Cruise Ship Deed of Agreement (PDF) Excerpts from the Coastal Plan Fiordland Coastal Passenger Ship Emergency Plan Fiordland Harbour Areas Defined Notification of collisions or accidents Use of ancillary or incidental vessels |
Weather The weather within the Fiord systems has a well earned reputation for its severity. Wind strength can double as it is funneled from the Tasman Sea between the high sides of the Fiords. If there is any doubt as to whether the conditions are suitable for a passage through the Fiords then you are minded to exercise caution and abandon the passage. The NZ Met Service provides good on-line weather services. The main website (http://www.metservice.com/) provides three hourly updates on weather forecasts and observation at Milford, Puyesagur Point and South West Cape ( Stewart Island) amongst others. For 15 minute updates you can go to the pay per view site of http://www.metra.co.nz/metnet/ .
Compulsory pilotage exists for all ships over 100grt in the internal waters of Fiordland. Coastal Plan Policy 13.3 and the revision of Part 90 of the Maritime Rules. Only Cruise Ships which are signed to the Cruise Ship Deed of Agreement shall be permitted to pass through the internal waters of Fiordland or Stewart Island. Coastal Plan Rule 13.1 No more than two cruise ships shall enter the same stretch of water within the Fiords in any one day. Coastal Plan Rule 13.1
Except for Milford Sound, Paterson Inlet and Halfmoon Bay no passengers shall be off-loaded or on-loaded onto the shore or into other ships. Passengers may however temporarily leave the ship for water-borne sight seeing. Coastal Plan Rule 13.1 Use of ships tenders to run passengers ashore in Milford Sound is not recommended. Safe use of Freshwater Basin requires a degree of coordination of boat movements. This control is exercised by the Harbour Controller. The Harbour Controller must ensure that no entry into the Basin is made while another vessel is departing but has not cleared the basin. The Harbour Controller will restrict the movement of any vessels to ensure separation by a safe distance. Harbour Control operates on VHF 14. To allow us to assess the likelihood of congestion at Freshwater Basin please forward the Harbourmaster details of when (date and time) your cruise ship is to be landing or receiving passengers at Freshwater Basin, how many passengers will be involved and whether you have already made arrangements to use local charter operators or will be using ship’s tenders. Kindly note that a maximum of 100 passengers may be landed at Milford on any visit. Milford Sound is not a ISPS Code compliant port. However Maritime New Zealand has confirmed the following:
All anchoring and mooring activities shall only take place at recognised and/or agreed anchorages and moorings within the “Green” areas (refer to maps in Appendix B in the Cruise Ship Deed). This provision shall not apply to emergency situations or situations where the ship’s Master deems it necessary for the safety of the ship and its passengers and crew. Note: Any anchoring in Poison Bay (see Map 2 in Cruise Ship Deed Appendix B) is intended to be temporary anchorage only to effect shipboard duties. It is not to be used for cruising purposes. Entry is to be by pilot only and with prior arrangement from the fiords harbourmaster. Cruise Ship Deed of Agreement S4.
General Except in an emergency or weather conditions that render such action necessary in the interests of safety, or with the prior permission of the harbourmaster shall anchor within: (a) Any area within 3 cables either side of the leads to Bluff Harbour as shown on chart NZ 6821. (b) Any area within 3 cables either side of the leads to Riverton/ Aparima Harbour as shown on chart NZ 681. (c) The area of Freshwater Basin (Milford Sound). (d) The area of water defined as the fairway of Halfmoon Bay Fairway. Southland Navigation Safety Bylaws. Stewart Island Halfmoon Bay Fairway is defined as the area of the sea and tidal waters of Halfmoon Bay known as Halfmoon Bay Fairway is bounded by: (a) South side – a line drawn from the War Memorial to a point where a line between the War Memorial and Thompsons Rock intersects a line between the Outer Southern Bollard Pile of Halfmoon Bay wharf and the northern extremity of Lonnekers Nugget to the shore of MHWS mark; (b) North side – a line drawn from the MHWS mark to the southern extremity of Braggs Point to the inner northern most pile of Halfmoon Bay wharf, hence by a line of the southern and eastern side of the Halfmoon Bay wharf to the MHWS mark of Halfmoon Bay; (c) Seaward side – a line drawn from the MHWS mark at the point commonly known as Braggs Point delineated by the co-ordinates 46° 53.7'S to 168° 0.8.73'E to the point at the MHWS on the eastern side of Lonnekers Point where the line marking the south side terminate. Southland Navigation Safety Bylaws. Fiordland The anchoring or mooring overnight within 400 metres of the following islands is a discretionary activity (this means such anchoring requires a resource consent – you shall not allow the ship to anchor without sighting a current resource consent stating that it is permitted to do so): Breaksea Island Group , including Wairaki Island and the island approximately 700 metres generally west thereof, and Hawea Island and the island approximately 700 metres east thereof Entry Island Thrum Cap Passage Islands Chalky Island (Te Kakahu-O-Tamatea) Pig Island Little Solander Island (Coastal Plan Rule 11.7.7.2) Anchoring in Harrison Cove , in water less than 60 metres in depth, is a prohibited activity. Coastal Plan Rule 11.7.7.7 Any anchoring between Rosa Island and the wharf in North Arm of Port Pegasus is a prohibited activity. Coastal Plan Rule 11.7.7.12 Except for Milford Sound, Paterson Inlet and Halfmoon Bay no anchoring or mooring is permitted. Coastal Plan Rule 13.1. Note that cruise ships intending to anchor in Piopiotahi (Milford Sound) require a permit from the Department of Conservation. Use of vessel engine around wharves, ramps No person may operate the propulsion system of a vessel while it is lying at any wharf, or while it is loading to or from a boat trailer at any ramp, in such a way that it may damage any property, scour the bed of the waters, or injure any person. However, this subclause does not preclude the use of the propulsion system for the safe berthing or unberthing of any vessel at a wharf. The operator of any commercial vessel must: (a) ensure that crew members are stationed both forward and aft on any vessel while that vessel is lying at any wharf and about to test or is testing a propulsion system; and (b) warn all persons or vessels in the immediate vicinity of that vessel that the engines are being tested. (c) notify the Harbourmaster before testing a propulsion system while that vessel is lying at any wharf No person may anchor a vessel in any navigational channel, so as to obstruct the passage of other vessels or obstruct the approach to any wharf, pier or jetty. No person may obstruct the access by water to any wharf, landing place, boat ramp, slipway, or mooring without the prior approval of the Harbourmaster.
Notification of collisions or accidents The operator of any vessel that: (a) has been involved in a collision with any vessel or property, or has been sunk or grounded or become stranded in any waters; or (b) by reason of accident, fire, defect or otherwise is in such a condition as to affect its safe navigation or to give rise to danger to any person, other vessels or property; or (c) in any manner gives rise to an obstruction; or (d) causes any damage to any navigation aid or structure, or to anything on the structure; must, as well as complying with any accident reporting requirements of the Maritime Transport Act 1994, as soon as is practicable report the occurrence to the Harbourmaster (fax: 03 215 8081) and provide the Harbourmaster with full written details of the occurrence. This report must include: (a) a full description of any injury to persons and their names and their addresses; and (b) a full description of any damage to vessels, navigation aids or structures; and (c) the names and addresses of persons in charge of the vessel; and (d) the time and date of the occurrence; and (e) an outline of events relating to the occurrence.
No person may blow or sound, or cause to be blown or sounded, the whistle, siren or horn of a vessel, within any harbour area, except as a navigation safety signal. However, nothing in these bylaws precludes the testing of such a whistle, siren or horn before the vessel leaves any wharf. All reasonable steps shall be taken to minimise smoke opacity levels while in the Southland Coastal Marine Area (CMA). Vessels operating under the Deed of Agreement are encouraged to obtain and hold all relevant environmental protection certification such as those issued by Lloyd’s Register and adhere to the International Cruise Council of Lines (ICCL) environmental monitoring policies. Cruise Ship Deed S4.2.1
All reasonable steps must be taken to operate a “zero discharge” regime while in the Southland CMA. Vessels operating under the Deed of Agreement are encouraged to obtain and hold all relevant environmental protection certification such as those issued by Lloyd’s Register and adhere to the International Cruise Council of Lines (ICCL) environmental monitoring policies. Cruise Ship Deed S4.2.2
All hull cleaning, painting, and hull scraping activities or any other hull maintenance is prohibited while the vessels are within Internal Waters. That prohibition includes the ship’s other structures where the possible discharge of cleanings, rust, chemicals, detergents and/or paints may be dislodged and enter the Internal Waters Cruise Ship Deed S4.2.3. The ship’s master is to exercise judicious control over cruise ship speed when in the confines of the Fiords and Paterson Inlet. Apart from the obvious safety issue, this will ensure some degree of control over potential damage occurring from vessel wake. A maximum speed of 5 knots within 200 metres of shore and within 50 metres of any other vessel shall be maintained except where ship handling conditions make that inappropriate. Cruise Ship Deed S4.2.5
In most instances, going ashore at places other than existing wharf or jetty areas, will mean landing in National Park areas. In addition to Environment Southland requirements, DOC concession requirements may apply in these instances and applications are to be sought from the Department before any landings take place. Cruise Ship Deed S4.2.6. The Master must comply with the requirements and directions of the Department of Conservation in relation to stand-off distances from seal colonies and bird nesting areas including any seasonal restrictions reflecting breeding or similar periods. Fishing from any cruise ship or ancillary or incidental vessel is also prohibited. Cruise Ship Deed S4.2.7. Noise transmitted on outside decks of the ship travels readily over water and can interfere with the wilderness and remoteness values of the Fiords and Paterson Inlet. The provisions of the RCP with regard to noise shall be complied with. Cruise Ship Deed S4.2.8. Radiated noise from cruise ships (as for all propeller driven vessels, particularly higher revolution/higher frequency vessels) can contribute to underwater sound levels in the CMA having the potential for inducing behavioural changes in marine mammals which may ultimately affect reproductive capability or survival. Owners and/or operators will make utmost endeavours to minimise levels of underwater noise. Cruise Ship Deed S4.2.9. Particular effort must be made to ensure that rubbish and other materials are not discarded or blown from vessels. The “green ship” concept applies. Cruise Ship Deed S4.2.11 Use of helicopters is not provided for in the Deed of Agreement. Cruise Ship Deed S4.2.12 Use of ancillary or incidental vessels T he launching, use and movement of vessels ancillary or incidental to the principle activity, such as kayaks, “Zodiacs”, and tender vessels for sightseeing purposes shall be kept to a minimum. Refer to the specific requirement in the Cruise Ship Deed S4.2.13. There shall be no discharge of sewage while within the Internal Waters. Biosecurity is an increasingly important issue. Information on Biosecurity pertinent to Milford is available from many sources including the Environment Southland Coastal Plan, Ministry of Fisheries and Ministry for the Environment. It is important that operators keep up to date on issue.
When arriving from overseas or from outside of Fiordland n o ballast water is to be discharged into the fiords (with due regard to the safety of the crew and the vessel). Cruise Ship Deed of Agreement S4.2.15
Exotic marine organisms may be introduced to, or spread around, New Zealand on fouled vessels or associated structures, such as seachests, anchor wells etc. Domestic vessels that have become fouled in one area of New Zealand before coming to Fiordland may further spread exotic marine organisms. This could possibly be exacerbated if the vessels are cleaned in the Fiordland. The most commonly known exotic marine species in New Zealand is Undaria (Undaria pinnatifida) or Japanese kelp. This seaweed is at Fiordland’s backdoor—Bluff and Stewart Island. Operators should apply the following practices:
If you identify Undaria or other exotic fauna or flora in Milford Sound or elsewhere you must immediately report this to the Ministry of Fisheries. The Ministry of Fisheries has produced pamphlets, posters, fact sheets, identification guides as well as published information on its website (www.fish.govt.nz). Fiordland Harbour Areas Defined Bligh Sound HarbourBeing all that area of the sea and tidal waters inside a straight line from Tommy Point to Chasland Head. Breaksea & Dusky Sound Harbours Being all that area of the sea and tidal waters inside a straight line from McKerr Point in a 030 degree true direction to the opposite shore. Chalky Inlet Harbour Being all that area of the sea and tidal waters inside a straight line from Hawes Head in a 090 degree true direction to the opposite shore. Dagg Sound Harbour Doubtful & Thompson Sounds Harbour George Sound Harbour Milford Sound Harbour Nancy Sound Harbour Poison Bay Harbour
Preservation Inlet Harbour Sutherland Sound Harbour Excerpts from the Coastal Plan Rule 11.7.7.2 - Mooring Facilities near rat free islands The anchoring or mooring overnight within 400 metres of the following islands is a discretionary activity:
Explanation - There are a number of islands within the coastal marine area that are both rat and mustelid free and it is appropriate to take appropriate regulatory action to provide protection to these islands, in addition to the non-regulatory consultation undertaken by the Department of Conservation with those persons likely to moor near such islands. The principal concern is rats, in particular the Norway rat. While mustelids are of concern, they are not known to travel island to island via boats. This rule applies to those rat free and mustelid free islands beyond 400 metres from land or islands that were inhabited by rats, because on the basis of present information 400 metres is considered to be the maximum swimming distance of rats. See also Section 5.4
Rule 11.7.7.3 - Moorings in specific areas of Stewart Island The placement of new moorings, and the replacement of existing moorings (including the occupation of the coastal marine area by the mooring blocks) at Golden Bay, Iona Island (eastern side), Leasks Bay, Braggs Bay, Halfmoon Bay, Horseshoe Bay and Deep Bay (north-west side) is a permitted activity provided:
Explanation - Moorings have been laid in the above areas for many years, without significant problems occurring. The only regulation of this activity has been a Harbour’s Act 1950 bylaw prohibiting mooring within a fairway approaching the Halfmoon Bay wharf. Given that there are identifiable areas within which mooring is an acceptable activity, there is no particular reason why this unregulated situation should not continue while adequate space remains for more moorings. However, once a defined area nears capacity, a more regulated approach may be required, i.e., prohibit new moorings and manage the transfer of existing ones. The mooring area at Golden Bay may be approaching this situation. While none of the existing moorings at Stewart Island have preferential or exclusive rights of use, the reality is that for each mooring there is a “custodian” who habitually uses a particular mooring. See also Section 4.4
Rule 11.7.7.7 - Anchoring in Harrison Cove Anchoring in Harrison Cove, in water less than 60 metres in depth, is a prohibited activity. Explanation - The movement of an anchor chain as a ship swings about the anchor whilst moored can significantly damage and prevent regrowth of benthic fauna. However, where the water exceeds 60 metres in depth in Harrison Cove, there is substantially less benthic fauna present that could be adversely affected by anchoring than is the case in shallower depths. Restricting anchoring to waters of such depth effectively maintains clear access to moorings situated in 40 to 50 metres of water. Allowing anchorage in this area of Harrison Cove provides an anchorage in Milford Sound for large ships that are physically unable to enter Deep Water Basin. See also Section 5.4
Rule 11.7.7.12 - Anchoring or mooring in parts of Port Pegasus Any activity involving anchoring or placement of moorings between Rosa Island and the wharf in North Arm of Port Pegasus as shown on Figure 11.7.7.5 is a prohibited activity. Explanation - The area between Rosa Island and the wharf contains a sensitive benthic marine community including black coral which is vulnerable to damage from anchoring and mooring. As a consequence it is necessary to prohibit anchoring and mooring in that area.
Rule 11.8.1 - Big Glory Bay Fairway The exclusive or preferential occupation of the area of the Big Glory Bay fairway marked on Map 10A in Appendix 3 is a prohibited activity. Explanation - The prime purpose of this rule is to provide a fairway for ships in and out of Big Glory Bay. The occupation of this area is prohibited because of the adverse effects that such occupation would have on navigation safety. Other impacts that this rule is designed to avoid include the effects of structures (such as those used for Marine farming) on water circulation patterns in Big Glory Bay. See also Sections 9, 11, 12 and 15
Policy 13.3 - Fiordland Compulsory Pilotage Area Advocate to Maritime New Zealand for the internal waters of Fiordland to be declared a compulsory pilotage area for all ships over 100 gross registered tons. Explanation - Government is considering legislation that will enable maritime rules to be made that could result in specified areas being declared compulsory pilotage areas. The Southland Regional Council will support such legislation and seek to have Fiordland established as a compulsory pilotage area for ships over 100 gross registered tons. As part of any rules the Council recognises that exemptions would be needed. For example, pilotage exemptions would be appropriate to masters who demonstrate the knowledge and ship handling skills necessary to handle specific ships. The form of such exemptions is for the MNZ to determine. The use of pilots is an important means of mitigating the risk of grounding and the subsequent loss of life or environmental damage. The proposed amendments to the Maritime Transport Act provide for a nationally consistent, albeit locally flexible framework for addressing navigation safety through pilotage. Now that it appears that this framework will become available, it is considered more effective and more efficient to use it rather than the provisions of the Regional Coastal Plan to address the specific matter of pilotage. However, as an interim measure and in the event that the legislation does not proceed an alternative mechanism is also required.
Policy 13.4 - Fiordland Compulsory Pilotage Area Until such time that any compulsory pilotage area is established for Fiordland, strongly encourage the operators of all ships over 100 gross registered tons to engage the services of suitably licensed or experienced persons to pilot their ships within the internal waters of Fiordland. Explanation - The question of safe handling and navigation of the ship is a matter that can be addressed either at the time a resource consent application where such consent is required, or by taking a precautionary approach to the areas in which ships are permitted as of right. The fact that there is currently no specified requirement for pilotage and consequently no criteria for such a qualification is an impediment to the safe and efficient management of navigation safety in the internal waters of Fiordland.
Rule 13.1 - Cruise Ships within the internal waters of Fiordland and Stewart Island (1) Within: (i) Milford Sound (ii) Thompson Sound (iii) That part of Doubtful Sound extending from open coastal waters to a line between Joseph Point and Espinosa Point, excluding First Arm and areas east of First Arm (iv) Breaksea Sound west of Acheron Passage (v) Acheron Passage (vi) Dusky Sound west of the western end of Cooper Island (vii) Halfmoon Bay (viii) Paterson Inlet (a) It is a permitted activity for Cruise Ships to enter into and pass through such waters, provided that: (i) The operator of the ship is a party to the "Environmental Partnership, Deed of Agreement between the New Zealand Cruise Ship Industry and Environment Southland". (ii) Except for Milford Sound, Paterson Inlet and Halfmoon Bay: (a) no passengers are on-loaded or off-loaded onto shore or into other ships (b) no anchoring or mooring takes places (iii) No more than two cruise ships shall enter any waterway, passage, fiord, bay or inlet in any one day. (b) Except as provided for by paragraph (a) above, it is a discretionary activity for Cruise Ships to enter into and pass through such waters. (2) Except as provided for by (1) above, it is a non-complying activity for Cruise Ships to enter into and pass through the internal waters of Fiordland and Stewart Island.
Explanation - Cruise ship intrusions are not compatible with a remote wilderness environment. Therefore the waters available to these ships are confined to the most commonly used waterways where some encounters with other ships can be expected. This Rule will reduce such intrusions in a significant part of Fiordland and Stewart Island. In areas, other than those referred to in (1), the outstandingly high natural, wilderness, ecological, isolation and heritage values must be protected. As a consequence it will generally not be appropriate for cruise ships to enter such waters even for a limited duration.
Rule 13.2 - Ships over 1,000 gross registered tons, other than cruise ships, within the Internal Waters of Fiordland and Stewart Island (1) Within the internal waters of Fiordland and Stewart Island, it is a permitted activity for any ship over 1,000 gross registered tons, which is not a cruise ship, to enter Halfmoon Bay, Stewart Island provided that the sole purpose of such passage is to off-load and/or uplift cargo; (2) It is a discretionary activity for any ship over 1,000 gross registered tons, which is not a cruise ship, to be within: (a) Milford Sound (b) Thompson Sound (c) That part of Doubtful Sound extending from open coastal waters to a line between Joseph Point and Espinosa Point, excluding First Arm and areas east of First Arm (d) Breaksea Sound west of Acheron Passage (e) The Acheron Passage; and (f) Dusky Sound west of the western end of Cooper Island (g) Deep Cove and Doubtful Sound, provided that the sole purpose of such passage is to use facilities at Deep Cove to: (i) off-load cargo and uplift stores; or (ii) carry out activities associated with the construction or maintenance of the Manapouri power scheme Deep Cove water outlet or tailrace (3) Other than provided for by (1) and (2) above, it is a non-complying activity for any ship over 1,000 gross registered tons, which is not a cruise ship, to enter and be within the internal waters of Fiordland and Stewart Island. Explanation - The resource consent process will provide an opportunity to assess the adverse effects of ships in excess of 1,000 registered tons, which are not cruise ships, entering the waters of Fiordland and Stewart Island.
It is not known how many ships currently enter these waters but some are known to come in, for example, to build the second tail race. Other visits are a potential reality. There is also concern that such ships could have a mishap which leads to an oil spill. While such a spill may be of low probability, the potential effects of several hundred tons of heavy fuel oil spilling into a fiord are very significant. An additional concern is the potential for such ships to import exotic vegetation and fauna which may be released into the marine environment either via ballast water or organisms attached to the hull. Given the mobility of contaminants such as oil and exotic micro-organisms this Rule will reduce the risk of such contamination but could not be expected to remove the risk from all areas. See also Section 17
Rule 16.3.2 - Speed Limits in Hall Arm The operation of any ship in Hall Arm southwest of the Narrows at more than 5 knots, is a prohibited activity.
Rule 16.3.3 - Speed Limits in Hall Arm Unless stated elsewhere, the operation of any ship in Hall Arm, southwest of the Narrows, at a speed less than or equal to 5 knots, is a permitted activity.
Explanation for Rules 16.3.2 and 16.3.3 - The southernmost 2.5 kilometres of Hall Arm contains the area within which the values of silence, tranquility and sense of enclosure are at their greatest. Restricting the speed of ships in Hall Arm to no more than five knots in this reach will reduce noise, movement and wake effects from ships to an acceptable level. For the purpose of Rules 16.3.2 and 16.3.3, the Narrows is that part of Hall Arm extending from the unnamed headland of approximately map reference NZMS B43 471086 to the unnamed headland of approximately map reference NZMS B43 474086.
Rule 16.3.4 - Noise Limits for Hall Arm It is a permitted activity for any activity within the coastal marine area to generate noise in Hall Arm provided that the following noise limits are not exceeded, at the landward boundary of the coastal marine area: (i) between 7:00 a.m. and 10:00 p.m. the L10 noise level shall not exceed 40 dBA; (ii) between 10:00 p.m. and 7:00 a.m. the following day, the L10 noise level shall not exceed 30 dBA; (iii) between 10:00 p.m. and 7:00 a.m. the following day, the Lmax noise level shall not exceed 60 dBA. Noise shall be measured and assessed in accordance with the provisions of NZS 6801:1991 "Measurement of Sound" and NZS 6802:1991 "Assessment of Environmental Sound". Explanation - Noise levels can adversely affect other users of the coastal marine area. By setting the above noise limits, the rule provides certainty to the extent that noise can occur. More stringent limits have been set for Hall Arm to recognise the very low level of ambient noise that is a special quality of the area. In order to maintain this value, noise from activities within the Arm must be managed.
POLICIES Policy 16.4.2 - Public wharf area Identify and preserve an area for temporarily berthing ships for the purpose of loading or off-loading people and cargo. Explanation - It is neither possible nor an efficient use of space for all ships operating out of Deep Cove, whether they be tourist, fishing or recreational ships to have their own wharf facilities. These ships will therefore need to be moored or anchored. To facilitate safe and practicable transfer of people and cargo to these ships it would be useful to have access to a public wharf for such purposes.
Policy 5.3.2 The use of private wharves for such a purpose is a possibility but such use may either be unlawful or not practicable because they are designed for different types of ships, or unavailable because they are used by other ships. Therefore it would be in the public interests to have a wharf available.See also Section 5.5 [Link to Deed of Agreement - PDF] Fiordland/Coastal Passenger Ship Emergency Plan A comprehensive plan does exist for responding to a incident involving your ship in Fiordland or New Zealand’s Southern coast and is regularly exercised. These waters are some of the most remote and inaccessible in the world. Communications, even by satellite telephone, is often difficult. To ensure that our response to a emergency is effective and timely we require the basic information contained in the attached form to be transmitted as soon as possible (you may wish to consider completing the form prior to arrival). This information can be transmitted by voice or fax. [Link to Notification form Word Format] [Link to Notification form PDF Format]
Reference to Environment Court by Telecom NZ Ltd RMA 1074/00 to all provisions in Section 11 requesting provision be made for existing telecommunication or radiocommunication installations/structures to be exempt from the requirements inherent in these Rules and provided for as a permitted activity Reference to Environment Court by NZAS RMA 1077/00 to each Rule in this section – to resolve inconsistencies within that section and also any inconsistencies with other sections of the Plan Reference to Environment Court by Telecom NZ Ltd RMA 1074/00 to all provisions in Section 11 requesting provision be made for existing telecommunication or radiocommunication installations/structures to be exempt from the requirements inherent in these Rules and provided for as a permitted activity Reference to Environment Court by NZAS RMA 1077/00 to each Rule in this section – to resolve inconsistencies within that section and also any inconsistencies with other sections of the Plan 257Reference to Environment Court by NZAS RMA 1077/00 to each Rule in this section – to resolve inconsistencies within that section and also any inconsistencies with other sections of the Plan Reference to Environment Court by: (i) Cruise NZ 1088/00 (ii) NZ Tourism Board RMA 1089/00 on all provisions of Section 13 Reference to Environment Court by Cruise NZ RMA 1088/00 Reference to Environment Court by: (i) Cruise NZ 1088/00 (ii) NZ Tourism Board RMA 1089/00 on all provisions of Section 13 Reference to Environment Court by Royal Forest & Bird Protection Society (NZ) Inc RMA 1086/00 296 298 Reference to Environment Court by Fiordland Travel RMA 1071/00 |
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