21 January 2002 - collision "Tanekaha" was moored at the Sanford berth and unloading when the fishing vessel "Sho-Gun" collided, head on, into the starboard side of "Tanekaha", causing severe structural damage to her hull, decks, bulwarks and paint work.	19 October 2002- crane failure Immediately after landing a 20ft tank, the hook and swivel assembly on "Spirit Of Resolution"'s no.1 crane separated from the block. The hook was secured by a round nut with a lock pin to prevent the nut from backing off. The pin was found to be sheared and the nut thread stripped. There were no injuries.
1 August 2003 - vessel touched bottom "Spirit Of Enterprise" began turning in the swing basin one hour before high water. While turning off Reef Beacon, the stern momentarily touched bottom when the heel of the rudder appeared to touch a rock. There was no loss of steering or propeller problems, and the berthage continued. Divers inspected the vessel at Lyttelton.	17 September 2003 - contact with wharf While approaching Onehunga Wharf, the master attempted to reduce speed and "Westport" canted to port. Hard a starboard and ahead pitch was applied, and a tug was instructed to push on full on her starboard quarter, but "Westport" continued to slowly cant to port. With the ro-ro ramp approaching, the engines were put full astern and the starboard anchor dropped to lessen the impact. The vessel then berthed without further incident. A 20-knot westerly gusting to 35 knots was blowing at the time. The wooden piling, fencing and tyres of the ramp and the bow area of "Westport" were damaged.
3 February 2011 - grounding; machinery failure "Spirit Of Resolution" was entering Manukau Harbour at 0945 when the main engine suffered a shutdown. Effort was made to steer the vessel past a nearby island, but this failed and the port anchor was let go. This action stopped the vessel's forward motion and caused the vessel to rapidly drift bow on. The bulbous bow struck an outcrop of rocks. At 1015 the engine was restarted and the vessel proceeded inwards. The engineer reported all appeared in order. At 1035 the main engine shut down again and the port anchor was let go. This failed to halt the forward motion and the vessel settled in the mud adjacent to No. 11 beacon. At 1145 hours, with the assistance of the tug "Tika", the vessel was cleared and proceeded to Big Bay under own power for further investigation.	5 February 2011 - grounding; steering gear failure "Spirit Of Resolution" had sailed from Onehunga Wharf and was proceeding along the Wairopa Channel to cross the Manukau Bar. In the vicinity of Cape Horn, the helmsman reported that the rudder was moving to port on its own, even though he had applied starboard helm. Vessel's engines were immediately stopped at 1113 and put full astern. At the same time the port anchor was dropped and the vessel's way was taken off and it remained within the channel. The Chief Engineer was informed and made checks of the steering system and reported all was okay. The vessel resumed passage and then again, at 1139 hours, the steering failed again (same scenario as earlier) in the vicinity of No. 17 beacon. Engines were stopped, vessel put full astern and the port anchor dropped. The vessel swung to port and, being in a very narrow part of the channel, the bow grounded on the south side of the channel.
16 June 2012 - equipment failure "Spirit Of Resolution" sailed from Onehunga Wharf at 0600 and proceeded along Wairopa Channel to cross the Manukau Bar at 0800. At 0643, while turning around to starboard around the bend in the vicinity between no. 10 and no. 8 beacons, the vessel went aground. Master immediately reduced pitch to zero and assessed the situation. Vessel position was confirmed and bridge navigation team realised that no. 8 beacon was unlit. Master went astern and in the process the vessel's bow came into contact with no. 8 beacon when the vessel slid off the mudbank. At 0648 the vessel resumed normal passage.	2 April 2013 - collision, Karori Bank The airport hovercraft skipper had been informed that if there swans located close to the airport that they were to move them away. On the way to Onehunga three swans were spotted and as the skipper turned to port the swans started to take flight back towards the airport. He tried to turn tighter to cut them off when he noticed the airport limits marker 40m off, directly in the craft's path. The skipper tried to take evasive action and turned to starboard to prevent a collision. When he realised the collision was inevitable he dropped the engine throttle. The marker pole was struck at approx. 15 knots, causing damage to the front of the vessel. They presume that approximately 30 litres of diesel was released.
17 April 2013 - flip/overturn A paddler flipped from a one-man outrigger canoe while trying to turn around somewhere between Reef pile and no. 39 beacon. The outrigger canoe was blown back to shore near the Mangere Bridge boating club ramps. The paddler used a navigation cushion to float and paddle to a navigation beacon. The paddler hung onto the navigation beacon to await a following larger six-man outrigger canoe as it made its way to assist. The paddler was recovered by a local boatie, who launched from the nearby boat club.	15 August 2013 - collision/contact, boat ramp Echo From the report handed in to me and the subsequent conversations, the airport hovercraft and crew were finishing off their marine training and returning to boat ramp Foxtrot when a tail wind caught the back of the craft, throwing it sideways into the slope of the concrete ramp and impacting the hull. The speed of the craft was 16 knots and dropping. The helmsman applied full starboard wheel and increased power in an attempt to counter the swing to drive the craft off the edge but it did not work. The wooden protective skid came off from the starboard side and there was a dent in the starboard buoyancy tank. It was reported to the OIC immediately once the damage was assessed.
18 Jan 2014 - equipment failure "Milburn Carrier II" was singled up at 1105, to a headline forward, and breastline aft. Master, pilot, helmsman and duty engineer were on bridge. Engine was ordered dead slow ahead, with rudders in neutral position. Order to let go was given to forward and aft at approx 1110. Bow thruster was set to full to port, rudders at astern to port and main engine dead slow ahead. Bow was positioned to clear roro ramp then thruster stopped. Slow ahead ordered on main engine. Duty engineer reported slowdown alarm, and asked if dead slow ahead was okay. Upon speaking with Chief Engineer, duty engineer advised Master to return to berth if possible. Master then manoeuvred vessel approx. 40m astern, and berthed without incident. Preliminary investigation appears that the fuel pump on no. 4 unit has seized, but to be determined once apart.	This one isn't from the MNZ files, but is, in fact, a tale of two stowaways aboard "Milburn Carrier II" in July 2000 ... Quick Trip For Young Stowaways