Rescue Magazine QF4 Summer 2015

Summer 2016 | QF4 Caloundra Edition
This issue ...

QF4 News | Operation Sand Fly | Broken by Breaksea Spit
Mal de Mar | Brothers in Arms | Shipwreck Tales
Brown Smell | Preserving Life | History of Ships
1
Coast Guard Rescue Sunshine Coast
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2
www.solas.com.au
The Official Magazine of AVCGA Sunshine Coast Squadron
CONTENTS
05
22
08
12
24
25
14
26
27
28
04 EDITORS CORNER
05 FLOTILLA NEWS
Latest news from QF4
08 SQUADRON NEWS
12 OPERATION SAND FLY
Join QF5 for a multi-agency

emergency exercise
14 BROKEN BY BREAKSEA SPIT

Join Editor Julie Hartwig
on board Windsong Oz for a

delivery trip from hell
22 MAL DE MAR
QF5s Alan Hall gives us the

inside line on seasickness
24 BROTHERS IN ARMS

We take a look inside the US

Coast Guard Auxiliary
SUMMER 2016 | ISSUE 11

QF4 Caloundra Edition
25 SHIPWRECK TALES
QF21s Jon Colless reveals the

history behind another Great

Sandy Strait shipwreck, the TSS
Palmer
26 BROWN SMELL
QF6s Ian Cranney explains the

importance of electrical
maintenance
27 PRESERVING LIFE

Why you should wear a life
jacket
28 HISTORY OF SHIPS

This issue we look at the ship

which conveyed James Cook on

his first Voyage of Discovery,
HM Bark Endeavour
34 SQUADRON CONTACTS
This Issues Cover:

QF4s new secondary
rescue vessel.
PUBLISHING INFORMATION
Coast Guard Rescue Sunshine Coast is
published quarterly by AVCGA Sunshine
Coast Squadron.
Copies are available from QF4 Caloundra,
QF6 Mooloolaba, QF5 Noosa, QF17 Tin
Can Bay and QF21 Sandy Straits. Please
contact the Flotilla.
Coast Guard Rescue Sunshine Coast is
available via email. To join the emailing list,
please contact the flotilla representative for
your area.
is also available via download. Visit the
flotillas page on the Coast Guard website
at www.coastguard.com.au.
For advertising enquiries, please contact
the flotilla representative for your area.
EDITOR: Vice Captain Julie Hartwig

Ph: 07 5486 4014
M: 0498 377 402
E: editor.sc@coastguard.com.au
Flotilla Editors:
QF4 Caloundra: John Gasparotto
E: john.gasparotto@coastguard.com.au
QF5 Noosa: David Garwood
E: dgandtd@bigpond.com
QF6 Mooloolaba: Ian Hunt
E: ian.hunt@coastguard.com.au
QF17 Tin Can Bay: Julie Hartwig
E: julie.hartwig@coastguard.com.au
QF21 Sandy Strait: Jon Colless
E: jon.colless@coastguard.com.au
Disclaimer: Whilst every care is taken

by the Editor to minimise errors, no
responsibility is accepted for the accuracy
or otherwise of contributions made by
AVCGA members, and the information,
images, illustrations and advertisements
contained herein. Opinions expressed in
articles in this publication are those of the
authors. All content in this publication is
published with the consent and approval
of the Sunshine Coast Squadron Board.
Editors Corner
elcome to a new year and the Summer edition of Coast

Guard Rescue Sunshine Coast. I hope you have enjoyed
your Christmas/New Year/Summer holidays and that
you have not had the misfortune of ending a day on the water on
the end of a Coast Guard tow line or worse. If you have, I hope you
have learned some valuable lessons from the experience.
One of the major issues being promoted this summer is
boating safety. It should not be taken lightly and is the difference
between returning home safely and the tragedy of not returning at
all.
While accidents do happen, many calls for assistance
to Coast Guard could be averted by engaging in simple predeparture trip preparation - check your vessel, check your trailer,
check your safety equipment, check the weather and tides, provide
for your passengers and crew, and finally log on with Coast Guard
before you leave. If that list sounds like too much hard work,
please re-read the second paragraph of this editorial.
Assist statistics at Sunshine Coast flotillas reveal that
the most common calls for assistance are due to mechanical
breakdown, running out of fuel and flat batteries. All of these can
- and should - be addressed by checking your vessel before you
leave home. This subject has been covered in depth in numerous
articles in previous issues.
The other safety message Id like to emphasize concerns life
jackets. The marine environment is unforgiving and when things
go wrong at sea, they go wrong very quickly. Minor incidents
can escalate rapidly to become life-threatening emergencies.
It is surprising how many boaties have to be instructed to put
life jackets on when assistance is requested. While boaties may
consider life jackets as items of safety equipment that the boating
laws require you to carry, its important to remember that a life
jacket will not save your life unless you wear it. I cant put that
message in any plainer language.
Enjoy the read, stay safe on the water and remember to log
on before you leave!
Safety by all Means.
Julie Hartwig
Editor
Vice Captain Publications
Sunshine Coast Squadron
Copyright AVCGA Sunshine Coast

Squadron, 2016
Visit Coast Guard on the web:

www.coastguard.com.au
4
www.facebook.com/qf4.th
Commanders Dispatches
2015 has been an eventful year. Highlights include Flotilla Training Officer Graeme McKenzie moving on
to bigger things to be very capably replaced by FTO Phil Noble; the Boat Training Crew under Leading
Coxswain Roger Barnes guidance attracted further support and achieved commendable results; the BSRO
Training Package has been rewritten and the Flotillas fundraising effort steered by Fundraising Officer
Sharon Auhl has achieved very good results.
Coast Guard 2, the vessel purchased from QF1, has been refurbished to meet the needs of this Flotilla
and is performing well in training and operationally. Caloundra Rescue continues to perform well. The sale
of Caloundra Rescue 3 will complete the rationalisation of QF4 vessels. Activity levels have been patchy, with
vessels coming to grief on the bar still presenting a challenge from time to time.
2016 will have its challenges. The replacement of the radio tower is a priority with AA Radio to
present its final report and costing shortly. Preliminary advice says meeting the cost of the project will keep
members busy fundraising for the rest of this year at least. Programmed maintenance to Flotilla vessels will
also draw on the Flotillas resources.
Recruitment and retention is likely to be even more of a challenge with LLN and the need for TAE
units now part of the recruitment/selection process. Recruitment and retention of Base Station Radio
Operators continues to be a challenge, though recent advertising has produced good results. WHS and
security requirements will see the radio room relocated and associated work undertaken early in the year.
QF4 could not operate without the support of its major supporters, and its fundraisers. We sincerely
appreciate the support the Flotilla received from The Caloundra Power Boat Club, where our members raffle
meat trays and seafood vouchers every Saturday. We also sincerely appreciate the support of Bunnings
Caloundra, where our members will sizzle sausages each Thursday this year. And those QF4 members who
meet their rostered commitments throughout the year deserve special mention the Flotilla depends on us
all.
I take this opportunity also to thank the Sunshine Coast Council for its support for QF4 for a number
of years now via its Grants Program. This support is invaluable.
This Flotilla makes January a housekeeping month with Flotilla Meetings commencing in February. I
look forward to a big roll-up of members at that meeting the agenda is interesting.
Tony Barker
Commander, QF4
Quarterdeck News
COAST GUARD CALOUNDRA GIVES
SANTA A HELPING HAND
When Santa decided he wanted to treat the

children enjoying themselves on our pristine
waterways, he needed help so he called Coast
Guard Caloundra to come to his assistance.
We launched Coast Guard 2 on the Saturday
and Sunday before Christmas and soon had him
distributing lollies to locals and holiday makers
alike.
Santas visit attracted media coverage with
Local Seven covering the event.
Left and above: Santa with the crew of Coast Guard 2 provided
much joy to local children and visitors alike, including these little
nippers.
Battery Care and Maintenance

As we all know, maintenance is an important part of owning a boat. However,
we tend to neglect the battery. Without a fully charged, reliable battery, a day on
the water can lead to disaster. Below are some pointers to maintain your battery.
Keep top of battery clean and dry

Battery terminals should be kept clean and tight
Check that the battery is securely fastened as battery plates can be damaged by excessive
vibration
If accessible type of battery, ensure water levels are correct after charging. Do not overfill or add
when battery is discharged
Use only an automotive cut off battery charger and recharge after use even if the motor has a
charging system
If more information is required on battery maintenance, please contact:
The Wise Old Owl at Battery Wise Sunshine Coast

5437 6799 / 5 Main Drive, Warana 4575
Squadron News
EMERGENCY SERVICES EXPO
Marine Rescue Bribie Island recently held an

Emergency Services Expo on Bribie Island. Coast
Guard Caloundra and Coast Guard Mooloolaba
were among the many organisations invited to
participate in the day-long event.
Roger Barnes, Harley Moss and I attended
and were all kept busy answering questions
from the general public. We also stamped
competition forms for the children, giving them
the chance to win a generator for their parents.
The event was well attended and
provided a valuable insight into the work of
our emergency services. Highlights included
helicopter water bombing demonstration,
a simulated car accident rescue and a
duel between an airport fire tender and a
Queensland Fire Service aerial appliance.
All the organisations highlighted their
latest vessels and equipment, and at the end of
the event, all groups posed for a group photo.
John Gasparotto, QF4
Above right: Harley Moss stamps competition forms for the

children.
Right: Coast Guard and VMRQ rescue vessels were open for
public inspection.
Below: Helicopter water bombing demonstration.
Above and right: The dual between an airport fire tender and a QFES aerial appliance enthralled the public.
Below: Brisbane Aviation Rescue demonstrated their rescue vessel.
Below right: QFES demonstrated their emergency rescue skills in a simulated car accident rescue.
A Message to Our Readers ...

Please Support our Advertisers
The Australian Volunteer Coast Guard

Association is a volunteer marine
rescue organisation committed to
saving lives at sea. AVCGA flotillas in the
Sunshine Coast region receive minimal
government funding and must engage
in constant fundraising activities to keep
our rescue vessels on the water, train
our volunteer personnel and operate our
rescue bases. The support of local and
regional businesses is an essential part
of our fundraising activities. When you
shop at any of our advertisers, please
tell them you saw their advertisement
in Coast Guard Rescue Sunshine Coast.
Please support our advertisers because
their support ensures the continuation
of AVCGAs rescue services to boating
communities on the Sunshine Coast.
9
Squadron News
QF6 ROTARY II REPLACEMENT
QF6 Mooloolaba has been working to a structured 10-year plan that has seen the replacement of our
primary rescue vessel in December 2012. The new Rhondda Rescue has now been in operation for three
years and has been a great success.
This was followed by extensive additions to our HQ building and the updating and relocating of our
radio room in 2013, which have also been a huge step forward for our operations.
The next step in the plan is the replacement of our secondary rescue vessel, Rotary II.
A Committee was formed eighteen months ago to look into all aspects of this replacement. Our
current vessel is fifteen years old, has served the Flotilla well and has proven to be a very satisfactory vessel
for our requirements. With this in mind it was decided that the replacement vessel would be of a similar
concept with some improvements and refinements that have been identified over the service life of Rotary
II.
A number of builders in the SE Qld area were approached to submit proposals with a detailed list
of specifications provided by the QF6 Committee. These proposals were reduced to a short list of very
good submissions and after further consultation, a decision was made to select Dynamic Marine Services
(DMS) of Hemmant in Brisbane as the builders of the vessel. A benefit of DMS being selected was that the
Project Manager, and many of the staff and subcontractors were involved in the very successful project to
build our primary rescue vessel three years previously. These personnel had transferred to DMS following
the unfortunate demise of Aluminium Boats Australia after a disastrous fire that forced that Company into
administration.
Contracts were signed on the 19th of November and an initial deposit paid so that work could start
immediately on final construction plans, with a
completion date set for June 6th 2016.
The plans call for an aluminium monohull
with full walk around deck and central cabin similar
to Rotary II and our much larger primary vessel.
The overall length is 8.5 metres with a beam of 2.9
metres, to provide a stable working platform for
our rescue crews. Electronics will be based on the
same Simrad system we currently have in use to give
continuity for crew training and operations. It will be
powered by twin Suzuki 175 hp 4 stroke outboard
motors.
The vessel is only slightly larger than Rotary
II, as our 13.8m, 1000 hp primary vessel is designed
to handle the larger jobs and the smaller vessel
has advantages in being able to get into shallow
or confined areas and can operate with smaller
crews, as well as economies in initial and running
costs.
Given the fantastic support that the Rotary
Clubs of Mooloolaba and Alexandra Headlands
have given QF6 over the years, the QF6 Executive
has decided to name the new vessel Rotary III.
The next issue of this magazine will
hopefully have some images of Rotary III well on
the way to completion.
Top: QF6 Deputy Commander Rod Ashlin (Centre) and Commander
Rod Ashlin, Deputy Commander QF6
Ian Hunt (right) with DMS representatives at the contract signing.
Above: Architects profile drawing of the new Rotary III.
10
Squadron News
MT WOLVI VHF UPGRADES
In the Spring 2015 issue, QF17 informed boaties and other local AVCGA flotillas of issues involving the
degrading reception and transmission through the VHF repeater Channel 80, which is located on Mt Wolvi.
The cause of these problems was identified in the condition of the wooden pole that carries the VHF
antennas, which was observed to be wobbling around in the breeze.
Gympie Regional Council scheduled the replacement of the pole for late 2015. However, issues with a
contractor resulted in the postponement of the pole replacement, which is now scheduled to take place at
the end of January. Fingers crossed that this time it will happen.
Transmission and reception on QF17s working frequency, VHF 80, have been fairly hit and miss (with
more of the latter than the former). But thankfully, QF17 have been able to make use of QF21s VHF 82
repeater, which has provided excellent coverage, especially in the Wide Bay Bar area.
After the pole is replaced, QF17s VHF aerial and feeder cabling will receive its long awaited
replacement and it is hoped that the completion of both of these projects will see communications on
channel 80 return to normal.
The upgrade will not fix the issues with the black spot that continues to plague the eastern side of
Double Island Point. Mariners transiting the area continue to be advised that the area from 5 nm south of
Double Island Point to approximately 3 nm north of the point has little or no reception or transmission on
VHF Channel 80. The alternative VHF frequency is 82. For more information, please contact the QF17 radio
room on 5486 4290.
Jon Jones, QF17
SUNSHINE COAST COUNCIL SUPPORTS QF6
As part of a volunteer organisation, Coast Guard Flotillas rely on support from their local Councils,
businesses and members of the public to be able to provide the essential marine rescue services that we
offer.
The Sunshine Coast Council (SCC) has recently granted QF6 a diesel fuel subsidy of $12,000 a year for
the next three years to assist our operations. This equates to almost half of our yearly diesel fuel expense
and is therefore much appreciated by the Flotilla.
Additionally, the SCC has approved our Grant submission for just over $4,500 to replace aging
furniture that has been in use since the original
HQ building opened in March 1984. This
new furniture will certainly complement the
offices of the HQ building extension that was
completed in 2014.
Thank you to the SCC for your ongoing
support to QF6 Mooloolaba.
Ian Hunt, Commander, QF6
11
Operation Sand Fly

by Ian Hutchings
Deputy Commander, QF5
Major Multi-Agency Practical Exercise
peration Sand Fly was a multi-agency training exercise held on the Noosa River on the 8th
December, 2015. It was designed to give the various emergency services the opportunity to work
together in responding to a major incident.
The basic scenario was that a house boat on the Noosa River had caught fire and that a good
Samaritan boat owner had gone to investigate and lend assistance. It was at this point that things started
to go downhill ... fairly rapidly.
The house boat exploded and people went missing, a clandestine drug lab was discovered and toxic
substances and pollutants were released into the river.
Fortunately, the Emergency Services were all assembled in Chaplin Park and were ready for action.
The Coast Guard was represented by QF5s three rescue vessels. The crews had all been briefed prior
to departing Munna Point and were also lined up at Chaplin Park. The radio communication channels
had been agreed upon and tested and for the purposes of this exercise Coast Guard Command was
established in the Incident Control Centre (Chaplin park) and Coast Guard Noosa (Munna Point) was in
charge of all radio traffic between the boats.
The first request received was to transport some of the assembled media throng to the scene of
all the excitement down river. Davos Rescue and Rotary Rescue were dispatched bristling with camera
equipment, microphones and news crews.
The next call was for John Waddams to collect some firemen and their associated equipment from the
boat ramp in Massouds Park and transport them to the scene of the fire. Davos Rescue was next requested
to tow a stricken vessel to the shore and this provided the chance for the news crew to get even closer to
the action.
About this time, the rescue helicopter started up and took off to start transporting the sick and
injured to the Triage Centre in the Park. The Surf Life Savers and Swift Water Rescue teams also started to
arrive with casualties who had to be decontaminated in a sort of giant industrial-strength, outdoor shower
powered by a fire engine. We are definitely talking more car wash than soothing health spa here! However,
most seemed to survive the ordeal without suffering any permanent damage and emerged looking a lot
cleaner.
A Hazardous Materials Boom was then deployed around the incident site to contain any
12
contamination and a head count revealed that three people were missing. Coast Guard was tasked with
searching the Noosa River from the Marina downstream toward the river mouth. All three vessels formed
up in line abreast (minus the news crews by now) and started a sweep down river. After a while, the Surf
Lifesavers located the missing persons near the river mouth and the exercise concluded.
Coast Guard returned to Munna Point and a debriefing session was held. It soon became apparent
that the exercise had been a great success and that Coast Guard had been able to play a major role
throughout the morning.
The other agencies involved had also taken the opportunity to learn about Coast Guard capabilities
and many were surprised to learn that Coast Guard operates a 24/7 service across such a large area,
manned entirely by volunteers and financed through voluntary contributions, some government grants and
help from our sponsors.
There will be a more formal debriefing
session held in the New Year where the key
learning points from the exercise will be
analysed.
From my perspective as Acting
Commander, I was very impressed with the
way Coast Guard performed their allocated
tasks and would like to thank all those
involved for the high level of professionalism,
cooperation and their willingness to
perform whatever tasks were asked of them.
Congratulations to all those involved in the
planning and execution of this exercise ...
Quite looking forward to the next one now!
Participants:
QFES - Queensland Fire and Emergency
Service
QPS - Queensland Police Service
QAS - Queensland Ambulance Service
MSQ - Maritime Safety Queensland
AVCGA - Australian Volunteer Coast Guard
Association / QF5 Noosa
Westpac Helicopter Rescue Service
SLSQ - Surf Life Saving Queensland
SES - State Emergency Service
Top: Mission control centre.

Centre: A confusion of Coast Guard volunteers from QF5
Noosa.
Right: The decontamination shower was more like a car
wash than a soothing health spa!
Main picture, previous page: The Westpac Rescue
helicopter was the eye in the sky.
13
Broken by Breaksea Spit
by Julie Hartwig
Editor, QF17
While this story happened

five years ago, the experiences
encountered could happen to
anyone today and the lessons
learned are no less relevant.
When my partner Jon Jones and
I (both Coast Guard volunteers at
QF17 Tin Can Bay) were asked to
deliver a Roberts 45 ketch called
Windsong Oz from Brisbane to
Cairns, it was an opportunity to
have an expenses paid cruising
holiday was hard to refuse.
However, when Mother Nature
puts her foot in the door and you
are relying on mechanical and
electronic items that operate in a
marine environment, nothing ever
runs to plan. This is the story of a
cruising delivery that was never
destined to be straight forward ...
14
indsong had recently been sold and her new home

was to be in Weipa, hence the delivery trip to Cairns,
where the new owner would collect her and take her
the rest of the way to Weipa. However, as any experienced
sailor will confirm, a number of key elements require assessing
when considering any long passage:
1. Hull: According to the surveyors report, Windsong
appeared sound enough. No leaks and nothing that would
cause us concern. Interpretation: The boat is not a floating
coffin.
2. Rig: Assessed from deck level by the surveyor as being
serviceable for its age. To us, it looked bulletproof and if
anything over-rigged, with everything appearing larger/bigger
than it needed to be.
Interpretation: The sticks should remain standing.
3. Auxiliary Propulsion: An ancient 53hp Ford Lees diesel that
looked like it had seen service in Noahs Ark. It was in pieces
when we first went aboard but was pronounced good to go
two and a half days later, despite the fact that it was spewing
out voluminous clouds of oily blue smoke.
Interpretation: Cross everything and utter warm fuzzies every
time you pass the engine room.
4. Communications: An unserviceable HF set that Jon
announced he would fix when we got to sea (the antenna
wires were severed at deck level when the mizzen had been
removed when the boat was slipped for survey). An ancient VHF, that, despite concerns, transmitted and
received 5 by 5 according to a radio check with Coast Guard Redcliffe (NB, the base was located 50
metres away across the marina basin). A 27 MHz set about the same vintage as the VHF, but it did work.
Four mobile phones (digital, 2G, 3G, Next G and any other G you can think of short of carrier piGeon).
Interpretation: No worries, mate. Got enough comms to talk us out of a roll of cling wrap.
5. Crew: Four POB. Jon, Steve (known to all and sundry as Stainless) and myself, all active members of
Coast Guard Tin Can Bay, (Jon and Stainless are also very experienced sailors), and Rob who is a fisherman
with 25 years experience in trawlers and a dab hand at fixing anything mechanical.
Interpretation: If you were going to pick a crew, you could do worse than have this lot aboard.
(Eds Note: Sadly, Stainless died in a car accident in 2014 and is no longer with us.)
Now, Brisbane to Cairns is a fair old slog and when Windsongs new owner said he wanted the boat
there by the end of June (2010), we knew the trip to Cairns wasnt going to be a leisurely cruise. We allowed
a month.
We arrived at Scarborough Marina and set about preparing Windsong sea. It was never going to be
a simple job because the boat was a floating tip. We spent the next two and a half days going through
the boat from bow to stern. By the time we departed Scarborough Harbour, Windsong was capable of
accommodating and supporting human life. We had carted away dozens of jumbo-sized bin liners of
rubbish and junk, the decks had been scrubbed, stores stowed, the fuel tank had swallowed 150 litres of
diesel (according to the dip stick - the fuel guage didnt work!) and we were, to quote the phrase of the
moment, good to go.
The following is from my personal log ...
Thursday 03/06/10
1140: Depart Scarborough. Log on with Redcliffe Coast Guard. Transit sheet forwarded to CG Mooloolaba.
Windsong ship-shape; engine running sweetly, though we must look like a ghostly apparition, drifting
along in our cloud of blue smoke. Winds light 5-10 knot SE. New $2,000 chart plotter christened Laurie
Lowrance. Having spent hours programming waypoints and routes for the voyage to Cairns, I am the only
one who knows how it works and where to find things within its confusing array of pages, menus and submenus.
1425: Skirmish Passage off the southeast tip of Bribie Island. First engine drama occurs. Noticed for some
time that the engine suddenly increases revs for a few moments, then returns to normal. Incidences
gradually increase until revs go up and dont come back down. Moments later, engine gives a few coughs
and stops. Silence deafening. Engineer Rob hurries below to find the problem. Stainless and I unfurl the
genoa and, after trials and tribulations with jammed cars and slugs jumping out of the mast track, finally
succeed in getting the main up. Rob finally announces that the fuel tap that allowed the day tank to top up
from the main tank was turned off. Nobody knows how/why/when this happened. Fuel lines bled, engine
fires first time. Continue motor-sailing. Engine named Henry (its a Ford engine).
1655: Pass Caloundra Fairway, heading for Double Island Point, 52 miles north. Conditions perfect. Wind
10 knot SE, seas less than a metre. Watch a magical sunset as we pass the Sunshine Coast. Decide to try
the autopilot. Windsong displays rebellious streak by doing an impromptu and rather alarming 360-degree
revolution that quickly sees a human back at the helm. Autopilot manual turns out to be a technical manual
Above: Windsong Oz in Scarborough Marina before the

adventure began. This was taken before wed cleaned her up.
Main pic, previous page: Hitch-hiker (Brown Booby) on the pulpit
rail.
15
Above: Thats Jon and me in Windsongs cockpit on the first

evening as we sail past Caloundra at sunset. The perfect picture
of what a sailing cruise should be.
that tells how to fix it if it breaks down, but not how to operate it! Night watches reduced from four hours
to three as Windsong has a very heavy helm and hand steering the 16-ton yacht is tiring.
2000: Log current position with Mooloolaba Coast Guard. Instructed to contact Tin Can Bay Coast Guard
after 0600 the next morning to update our position. Separate into night watches. Stainless and Rob stand
first watch 2000 to 2300. Jon and I will take 2300 to 0200. Windsong happily motor-sailing under full main
and genoa. Henry purring at 1700 rpm making 6.5 knots.
Friday 04/06/10
0020: Laurie has a hissy-fit. One by one, data overlays (SOG, POS, COG, BRG, CTS, DTD, depth) drop out
until only the chart, route line and ship are displayed. I try for several minutes to get them back, but final
solution is to switch plotter off and reboot it. Problem solved, but cannot return to the route. Have to run
from waypoint to waypoint, which means digging deep into Lauries innards to find the Go To Waypoint
command.
0500: Back on watch. Struggle up on deck feeling like the Michelin (Wo)Man. Wearing fleece trackies and
jacket, wet weather jacket and trousers, safety harness and life jacket, but need five layers; its freezing on
deck. Position is east of Eurong on Fraser Island. Eastern sky showing first tinge of dawn. The sky is clear. It
looks like were going to have a beautiful day at sea.
0600: Listen for Coast Guard Tin Can Bay to log on with Brisbane Harbour, then weather at 0635. Nothing
heard.
0645: Attempt to contact CG TCB on 16, 67, 80 and 82. Nothing heard. Try VMR Hervey Bay and Bundaberg.
Nothing heard. Can hear broken transmission from CG Mooloolaba, but get no response when we try to
contact them. Do we have a comms problem? VHF worked perfectly off Sunshine Coast, but apparently
dead as a maggot now.
0800: Off watch. Jon tries again to contact CG TCB, VMR Hervey Bay and Bundaberg. Still nothing heard.
We are concerned but not unduly worried as boat is performing well, crew is getting on like a house on
fire and CG TCB has our transit sheet. Even though we have not spoken to them, CG TCB knows we are out
here.
1000: Jon tries VHF again, but still dead as. When we have a visual with phone tower at Orchid Beach, we
contact CG TCB by mobile. Told there are problems with the 16/67 outlet on Fraser Island, but our position
has been logged, transit sheet forwarded to Bundaberg and they give us the latest weather 10-15 knot SE
with seas to 1.5 metres (we have SW 10 knots!). Ironic that mobile phone is our only means of comms, but
only while in the vicinity of Orchid Beach. Once the phone tower is out of sight, our mobile comms are also
gone.
1050: Windsong under full
main, genoa and mizzen. Henry
getting a rest. Large pod of
whales sighted off Indian Head.
For next hour, we watch the
pod of eight adult and juvenile
whales engaging in play. Deviate
slightly from our course as we
cruise past, watching whales
breaching, tail slapping, and
enjoying play time.
1300: Seas begin to build during
Above: Indian Head, Fraser Island.
afternoon. Wind shifts SW to NW
and strengthens to 15-20 knots.
Windsong quite happily romping along on a beam reach at 6.5 to 7 knots. Henry is enjoying his well earned
rest.
1600: Clear Sandy Cape and begin our run north alongside Breaksea Spit. Sails come off one by one as
wind gusts nudge 25 knots and seas become increasingly boisterous. Tide is now ebbing out of Hervey
Bay and breaking seas are visible on the Spit. Eight hours since our mobile phone comms with CG TCB. Still
unable to establish radio comms with any of the coast stations. Somebody will be getting worried about us
but nothing we can do now as we are 100 nautical miles off the mainland and out of both VHF and mobile
range. The other alarming aspect of no comms is no updated weather forecast. The conditions we currently
have are nothing like those in the morning forecast.
1700: Pick up a hitch-hiker when a Brown Booby lands on the pulpit railing. How it manages to remain
perched on the rail with its webbed feet as Windsong pitches through the increasingly bouncy seas is a
mystery.
1900: Reach waypoint north of Breaksea Spit. Turn west for next waypoint off Lady Elliot Island. Windsong
16
Left: Laurie showing Windsongs

track and route up the outside of
Breaksea Spit. The waypoint were
heading for is at the top of the screen.
taking wind and seas on the

nose. All sail down. Henry
tasked with getting us to
Rosslyn Bay. Off watch now,
resting on sea berth in the
saloon.
2000: No lee cloths on any of
the bunks (there are fittings,
but no cloths). Getting tossed
around on the sea berth and
cannot get comfortable so
adjourn to bunk in aft cabin.
Wedge self in with pillows (no
lee cloths here, either) and try
to sleep.
2045: Henry comes to a
grinding, spluttering, coughing
halt. Windsong now lying a-hull in short, steep two-metre seas and 25 knot NW winds. Despite being
incapacitated with seasickness, Rob attempts to get Henry going again, but to no avail. The genoa is
unfurled and with Stainless at the helm, we doggedly try to hold our course.
Seas confused and unpredictable; motion very uncomfortable. Rob is so seasick he cannot continue to work
on the engine and has taken to his bunk for an hour. We continue under heady, even though we are only
making two knots and sailing ten degrees above our desired course, which will, if we continue, take us up
the outside of Lady Elliot and Musgrave Islands, but no other option for the moment.
2200: Jon is on the helm when we are suddenly and violently knocked down by a big roller that hits
Windsong square on her wide beam. In the aft cabin, all the pillows in the world cannot prevent me being
launched off the bunk like a missile. I land on the cabin sole on the other side of the boat. (Windsong has
a 4.5m beam and my bunk is just aft of the widest point.) I make a perfect three-point landing - head, left
shoulder and left hip. Suddenly, in a lot of pain, but know enough from First Aid training not to move. I had
a good yell as I went flying, so someone will come check on me.
Stainless finds me, tells me not to move and fetches Jon. Brisk assessment conducted: no open
17
head wounds, feeling in all fingers, toes, arms and

legs, nothing apparently broken. Jon decides safest
place for me is on the cabin sole cant fall or be
thrown any further from there. Bed made up from
a thick bunk cushion. Pillows and sleeping bags
wedged around me, towel rolled into a makeshift
neck brace, filled up with painkillers, and left with a
bottle of water and a bag of mini Milky Way Bars.
Nothing more can be done for me for the time
being.
2345: Still battling seasickness, Rob finally gets
Henry going. Fuel filter horribly clogged with
slime and grunge stirred up from the bottom of
the fuel tank by boisterous seas. Rob manages
to clean some of slime out of filter, but really
Above: Windsongs spacious aft cabin with double berth. This
needs a new filter. Position about 17 nautical
shot shows the port side of the cabin. The starboard half of the
miles north of Breaksea light, 100 miles offshore,
cabin is out of sight on the right of the photo. I was lying hard
with our destination, Rosslyn Bay, over 150 miles
up against the hull when the knock-down occurred and ended
away. Attempts to call VMR Bundaberg and VMR
up on the cabin sole out of sight on the right.
Gladstone fail. Accept that we have no radio
comms with the mainland or mobile phone coverage and I need medical attention for serious neck and
back pain.
Lying athwartships on the aft cabin sole, the aft cabin bulkhead is the only thing separating me from
Henrys thumping; the prop shaft is directly beneath me and the steering gear is in the locker beside my
right ear. Not a quiet place to be, but I manage to sleep and rest with minimal movement as we make our
way slowly towards the coast.
Jon has decided to head for Gladstone. ETA is anyones guess and will depend on whether Henry breaks
down again The state of the fuel in the tank does not inspire any confidence that he will keep going; its
more a question of how many times he will stop and how long it will take to get him going each time. Best
guess on the ETA is some time on Sunday morning. The prospect of having to spend 36 hours immobilised
on the cabin sole is enough to make a grown woman cry, but nothing can be done to get us to Gladstone
any faster. No one knows where we are and we cant communicate our situation to anyone. Bugger those
bloody radios!
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6 Production Street, Noosaville Qld 4566

Phone: (07) 5449 8888 Fax: (07) 5449 9480
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18
Saturday 05/06/10
0500: Abeam Lady Elliot Island. Henry stops again. Same problem. The situation with the fuel filter is
getting desperate. It cannot be cleaned enough to make the engine run. Rest of crew embark on a major
search mission that sees every locker on the boat emptied out. One spare (new) filter finally located buried
at the bottom of a locker beneath a whole pile of other crap that probably hasnt seen the light of day since
the boat was built. After bleeding fuel lines, Henry fires up again but the problem isnt going to go away.
The entire fuel system is clogged with the sludge being sucked out of the fuel tank.
Since weve been motoring nearly all of the way, the main fuel tank is dipped again. This is a moment
of revelation. Remember, there is no functioning fuel gauge, only a dip stick which is nothing more than a
piece of three-foot dowel with increments marked in red Texta that apparently relate to how many litres of
fuel are in the tank. This time, note is taken of the three inches of black slime that coats the bottom of the
stick when its removed from the tank. Had we recognized the significance of that when we dipped the tank
after refuelling in Scarborough, we would probably not have departed.
0900: Being confined in the aft cabin with no ventilation is decidedly unpleasant. Every time Henry stops
and the fuel lines are bled, the cabin fills up with diesel fumes. Stainless finally opens the aft ports to let in
some fresh air.
1000: Buzzed by a Coast Watch aircraft, asking all the usual questions: what vessel, last and next port of
call. Jon tells them that we have an injured crewmember on board, that we have limited radio comms and
are experiencing fuel problems. The Coast Watch crew suddenly transform from interrogators to rescuers.
They immediately relay details of our position and situation to VTS Gladstone. Jon provides information
on my condition and First Aid advice is relayed from a paramedic in Gladstone that I am to stay as still as
possible and to take whatever pain relief we have on board. VMR Gladstone is put on standby, but we are
still over 70 miles from the mainland and unless our situation becomes life-threatening, we are beyond
their help.
The hours motoring to Gladstone are interminable. In constant back and neck pain, with tingling now
spreading through my feet and lower legs, I begin to think the worst; that I have a serious spinal injury. I
rest and sleep, listen to my MP3 player, swallow Nurofen like Smarties every four hours and eat my way
through my stash of mini Milky Way bars. I can drink only sips of water because I cannot get up to use the
head and consequently become increasingly dehydrated. It is a blessing that it is winter and not summer.
Every time someone comes to check on me I ask Where are we? and am totally demoralised to learn
that we are still a long way from where I imagine we are. During the day, my only view of the outside world
is the square of blue I can see through the cabin
ports. At night, it is stars, wildly gyrating across the
black sky, viewed first in one of the aft ports, then
in the starboard ports and back again.
We are 30 miles out of Gladstone before we
get scratchy mobile coverage with VMR Gladstone
and 10 miles out before we get VHF coverage.
Henry has stopped five more times, but each time
Rob, aided by Jon or Stainless, manages to get
more adept at bleeding the fuel lines, cleaning the
filters and getting Henry going again.
Sunday 06/06/10
0200: Establish comms with VTS Gladstone who
give us permission to enter Gladstone Harbour.
They inform VMR Gladstone of our position.
0300: Enter the main channel into Gladstone
Harbour. VMR Gladstone have organised an
ambulance and paramedics to meet us at the
Gladstone Marina fuel dock and VMR are on
standby to tow us in if we break down in the main
channel. With a bulk carrier ahead of us and one
following behind, breaking down is the last thing
we need, but for once Henry keeps going. The calm
waters have helped settle his upset stomach.
0400: Windsong ties up to the fuel dock and
paramedics come on board. Unable to get a
stretcher down below, the paramedics assess my
Above: Engineer Rob spent many hours up close and personal
with Henry to keep him running.
condition and determine that nothing is broken.
19
Above: The scene of all my pain and suffering presents a pretty picture berthed on the fuel dock in Gladstone Marina. Apart from
Henry and Laurie (and Murphy who we never did find), the rest of the boat was indeed bullet-proof, but it proved to have a voracious
appetite for fuel filters. A box of 24 fuel filters was purchased from the diesel mechanic in Gladstone. By the time Windsong arrived in
Cairns a week later, only six were left!
I am given a green whistle for pain relief, while the ambos discuss with Jon and Stainless how to get me
off the boat. There is no room in the boat to utilise any kind of lifting or carrying equipment with me on it.
In the end, Im told to keep sucking on the green whistle while I am assisted to walk off the boat. In the
ambulance, the paramedics put a collar around my neck, strap me to a stretcher and administer intravenous
morphine. In a very short time, I am in a good place for the first time in over 30 hours.
0430: Admitted to Gladstone Base Hospital. Being early Sunday morning, the place is full of casualties from
street brawls and pub fights, some of whom are still fighting! After several hours, more pain relief, x-rays,
prodding and poking, treatment for dehydration and observation, Im informed there is no spinal damage,
just a lot of deep tissue bruising from what the doctor calls impact trauma injuries such as they see in
car accident victims; I will be very sore for quite some time. A smrgsbord of drugs is prescribed - antiinflammatories, muscle relaxants and strong painkillers - and physiotherapy is recommended. I am advised
to do as little as possible for the next four or five days. When I ask if I can carry on with the trip to Cairns,
the doctor gives me one of those are you nuts? looks and says, I cant make that decision, but if it was
me, I wouldnt. I can understand the rationale behind that advice. Being jolted around is the last thing I
need and if the injuries dont get a chance to settle down, I would end up back in hospital further up the
coast.
1500: Discharged from hospital. Thanks to the VMR boys for picking me up. Back at the boat, I learn that
I am officially a Marine Incident. Gladstone Water Police have visited the boat during the morning. Our
contact with Coast Watch was automatically relayed to Canberra, who relayed the info to Gladstone Water
Police. We did not know at the time, but they were on standby with both a rescue helicopter and a police
vessel, if my situation deteriorated to the point of requiring a medivac. Without comms, I dont exactly
know how we could have forwarded this request had it been necessary. A Marine Incident Report form is
duly completed. (The outcome, after an investigation by MSQ, was NFA. Even they accept that s*#t happens
on boats.)
The Aftermath
At the time, I had a brother living in Gladstone and after a brief phone call, I left the boat on Tuesday
afternoon and spent the next three days camped in front of my brothers big screen telly surfing 300
channels on Austar. Windsong departed Gladstone on Wednesday morning and continued on to Cairns with
20
only three crew. She arrived a week later.

It wasnt the cruise outcome Id expected and the knowledge that my back injuries may be
aggravated by as little as a day at sea forced me to reconsider my sailing/cruising adventures. It took the
best part of two months to get over the initial injuries caused by the crash. The physio and rehab were
ongoing for over twelve months. I do not want to go through an experience like this again. However, as
with all bad experiences, lessons can be learned:
1. Never take a previous owners word its all good; shes good to go at face value.
2. Just because a radio works 50 metres from a Coast Guard base doesnt mean it will work 50 miles
offshore.
3. Never trust the weather forecast, especially around Fraser Island. It has its own ecosystem and will often
dish up conditions you would have a better chance predicting with a crystal ball.
4. The operative word in the name Breaksea Spit is Break people, boats, engines, mechanical and
electrical stuff and anything else you take up there. After Windsongs experiences, two more Tin Can Bay
yachts transited the area and were beaten up by the weather, resulting in them running for shelter to
Bundaberg. Adopting the Boy Scouts motto Be Prepared is advisable.
5. Be meticulous in your passage planning. If you arent, expect that everything that can go wrong will go
wrong. Every boat has an invisible crew member called Murphy who will make his presence felt when
you least expect and want it, usually when the first chink appears in your solid-as-a-rock passage
plan. From then on Murphys presence will escalate even simple issues until your passage plan ends up
looking like a pile of grass clippings.
Finally, a few interesting facts about Breaksea
Spit that are worth knowing if you plan to transit
the area:
Charts show Breaksea Spit sticks out a long
way from the mainland - 47 miles from Burnett
Heads and 110 miles from Gladstone.
It is about 25 miles from Sandy Cape to the
Breaksea Light.
The water depth along the eastern side of
Breaksea Spit is as shallow as 20 metres close
inshore. Around five miles offshore near the
edge of the continental shelf, depths drop away
to around 200 metres. By the time you are 10
miles offshore, the depths drop rapidly to over
1,000 metres straight down like the proverbial
free drink!
The Breaksea Light is less than 5 miles from the
edge of the continental shelf.
This sudden shoaling results in a convergence
of currents setting around the spit. Some
electronic charts (we used Navionics on
Windsong) show a NE current of up to 3 knots
setting down the eastern side of the spit and
Garmins MapSource charts (above) indicate
both flooding and ebbing tides setting strongly
across the spit.
SE swells and an ebbing tide of up to 2 knots setting out of Hervey Bay, deliver a classic recipe for
potentially calamitous sea conditions and thats before you factor in local wind and weather conditions.
Our experience found that any wind with a W to NW component blowing above 20 knots, combined
with the tide and swell conditions described above, create large, steep, confused, breaking seas around
Breaksea Spit.
Dont take the official weather forecasts issued by BoM as a given. Saying that the conditions you
are experiencing are not in the forecast wont make BoM change the forecast. Nor will it change the
forecast to match the conditions you are experiencing.
Interpretation: If you encounter the above, suck it up, folks! Batten down the hatches and head for the
nearest safe harbour.
After an experience like this, I have no desire to visit this particular stretch of water again, but those
who do, forewarned is forearmed. Be well prepared for anything.
21
Mal de Mar
by Alan Hall
Commander, QF5
Mal de Mar. Three small French words that can turn even the toughest sailor
into a blubbering mess who just wants to die! Mal de Mar is French for motion
sickness. Just the sound of it gives some people the wobbles, and seasickness
is the scourge of everyone that goes to sea. The following article will try
to explain what causes seasickness, what we can do to prevent it and some
possible cures once you are suffering from it.
easickness happens when the body, inner ear, and eyes all send different signals to the brain, resulting
in confusion and queasiness. On land, the brain understands the movement of the body, but place it
on a vessel where you can have several movements happening at the same time, and the inner ear is
screaming somethings wrong, whilst the brain is being told by the eyes that everything is stable. Thats
when the trouble starts.
Over 90% of people who have been on any type of vessel will have suffered from seasickness at some
time. The symptoms vary, but usually start with feeling tired, then you feel nauseous and if youre lucky
thats where it stops. But many unfortunate souls
progress to extreme nausea, vomiting, dizziness,
headache, pallor and cold perspiration, and thats
when you want to die! Fortunately for most people
the brain will eventually work out whats going on and
youll get your sea legs.
So, how can we prevent it?
There are numerous products on the market,
from pills, patches, wristbands and oral sprays, all
guaranteed to relieve you of your cash, but not
necessarily stop seasickness.
One thing is for sure: you must take the
medication (or remedy) well before you go aboard the
vessel because once you start to feel unwell, its too
late to pop a pill.
Over-the-counter medication such as
Dramamine or Bonine seem to suit most people,
but make sure to take them before sailing. Patches
22
placed behind the ear can work well, especially if they are combined
with one of the aforementioned commercial products. Your doctor may
prescribe a stronger medication if it is felt you need it. The thing is to
use whatever works for you and if youve been seasick before you will
try anything.
Other things that will help prevent the onset of Mal de Mar:
Get a good nights sleep before embarking.
Watch what you eat and avoid spicy and fatty foods.
Try to keep busy. If youre feeling unwell, have a steer of the boat
(unless youre on a cruise liner of course!)
Focus your eyes on the horizon when changing baits or just
cruising.
Stay in the fresh air as much as possible; avoid the urge to unpack
until your settled.
Avoid engine fumes, smelly fish bait, reading or studying the
compass for too long.
Alcohol and smoking will only contribute to impending nausea.
DRINK PLENTY OF WATER.
So, despite taking all the precautions, you
start to feel sick. What now?
Keep up your fluid intake. Small sips to avoid
dehydration will aid recovery, and maybe nibble
on a Sao biscuit. Keep warm and out of the sun,
remember seasickness is not life threatening,
(although you might wish it was) and it will pass,
and when it does, youll wonder what all the fuss
was about.
There are a few tried and trusted old-age
cures which still have a place in todays modern
world. The best known being Ginger root. Recent
tests have shown that powdered Ginger root
proved more effective than Dramamine. Worth a
Above: Ginger root is
try!
believed to act on the
In the early stages of motion sickness, you
gastro-intestinal tract. Side
produce excess saliva, which dribbles into your
effects are rare. However,
stomach making you nauseous. Olives produce
some people may be
sensitive to the taste or
tannins, which dry up your mouth; lemons do the
experience heartburn.
same thing, so sucking on a couple of olives or
Right: Wrist bands work
a lemon may help diminish the symptoms. Cola
by applying constant
in some form may settle the stomach, and lastly
pressure to an acupressure
a remedy the old sailors swear works: Pick up
point on the underside of
the lower arm.
a newspaper and sniff it, sounds ridiculous, but
apparently theres something in the ink that calms a
dodgy tummy. So if youre going boating dont
forget to take some ginger, some lemon, and
some olives all wrapped up in a newspaper and
wash it down with some Coca Cola. If that doesnt
make you ill, nothing will!
Back on dry land after spending the last
few hours hanging over the rails feeding the fish,
and youre feeling pretty sad for yourself. Spare
a thought then for astronauts, a large proportion
of whom suffer with motion sickness. So what? I
hear you ask. Well, imagine that you know youre
just about to throw up, and realise that removing
your helmet is not an option!
23
U.S. Coast Guard

Auxiliary ...
Brothers in Arms
by John Gasparotto
Editor, QF4
he United States Coast Guard Auxiliary is an organization made up of volunteers who donate their
time and their facilities (boats, aircraft and radios) to assist the U.S. Coast Guard. Their actions are
authorised by the Commandant in performing any Coast Guard function, power, duty, role, mission or
operation authorised by law. The Auxiliarys role does not extend to any Coast Guard military or direct law
enforcement missions.
The United States Coast Guard Auxiliary was established as a non-military organisation composed of
citizens of the United States and its territories and possessions. Members must be seventeen years of age
or older, and are subject to a favorable Personnel Security Investigation. Facility (radio station, vessel, or
aircraft) ownership and special skills are desirable, but not mandatory. All Officer Cadets secure a sail on the
USCG sail training vessel Eagle.
The Auxiliary was created by an Act of Congress in 1939, and has grown to over 32,000 members who
daily support the Coast Guard in all its non-military and non-law-enforcement missions.
The Auxiliary has members and units in all 50 states, plus Puerto Rico, the Virgin Islands, American
Samoa and Guam. In the United States, the Auxiliary is organised into 16 districts nationwide, comprised of
171 divisions with approximately 980 flotillas.
Auxiliary members conduct safety patrols on local waterways, assist in search and rescue, teach
boating safety classes, conduct free vessel safety checks for the public, provide boating safety literature to
dealers, as well as many other activities related to recreational boating safety.
The Coast Guard considers the Auxiliary its primary resource for recreational boating safety outreach
and prevention, and each Coast Guard district around the country has established a senior officer and staff
to provide tight liaison and coordination between the active-duty Coast Guard and the various Auxiliary
units in that district.
In many inland areas of the country, where the majority of U.S. recreational boating occurs on lakes
and rivers, the Auxiliary is the sole Coast Guard presence!
But the Auxiliary is more than recreational boating safety; it regularly serves alongside their activeduty shipmates serving as communications watch standers, uninspected passenger vessel inspectors,
training resources for air and sea operations, numerous duties related to environmental protection and
homeland security, and even as chefs! In fact, there are nearly two dozen qualifications open to these
volunteers willing to put in the time and training.
Collectively, they volunteer over 4.5 million hours
per year and complete nearly 500,000 missions a
true force multiplier for the U.S. Coast Guard!
24
Shipwreck Tales:
TSS Palmer
Story & Photos by Jon Colless

Radio Officer, QF21
In the Spring issue, we told the story of the wreck of the TSS Ceratodus in the Great Sandy Strait. This
issue, we continue that theme with a brief history of another wreck in the same area, the TSS Palmer.
he second shipwreck to be found in the Great Sandy Strait is that of the Palmer, located in Deep
Creek, about a half mile south of Ungowa.
The Palmer was launched in Paisley, Scotland, in May 1884 by J.Fullerton and Company. She
was 140.2 feet long, 26 feet beam and 8.2 feet draft, 298 gross tons, 164 nett tons, built of steel, with twin
screws.
She was built for the Australasian Steam Navigation Company, which was taken over by the Australian
United Steam Navigation company on its formation in 1887. Palmer steamed for some time on the feeder
mail service linking Townsville, where she took on passengers and cargo from the SS Bingera, to outposts
north of Cooktown, until sold to the Victorian Shipping Company in April 1920 to trade out of Melbourne.
In 1924, she was brought back to Queensland by Burkes for the run between Brisbane and the
Richmond River in Northern New South Wales. She plied this route until 1927 when she was sold to
Cleghorn Hopkins and converted to a lighter for the timber trade in the Maryborough region.
Her final owner, Charlie Mathieson, bought and converted her into a dumb barge with a grab to
dredge and carry gravel from Woody Island to Urangan for road base. She also carried various cargos for
Fraser Island.
Some time around 1942, the Navy attempted to requisition her. However, Mathieson chose to
abandon her in Deep Creek rather than surrender
her. The story goes that he knocked holes in her
bottom with an axe. Whatever the truth, she still
lies where she was abandoned.
The main photo shows a stern view of
the wreck. The photo below shows the remains
of the Deep Creek timber loading ramp in the
foreground, with the Palmer lying behind the
mangroves, about 100 metres from the upstream
end of the ramp.
Material sourced from: Wrecks on the
Queenlsand Coast; Wreck Collections by Lance
Peterson, and History of the AUSN Co.
25
Brown Smell!
by Ian Cranney
Vessel Maintenance Officer, QF6
o, not the smell you get from your crew after a particularly exciting bar crossing. The term Brown
Smell usually describes the aroma that drifts up from overheated electrical components. At worst
case, this can result in a fire on board or just some heat from a bad wiring connection.
Apart from failure of some fitted equipment, the smell is usually caused by the insulation on
overheated electrical components. The heat is quite often generated by resistance from a bad connection
created by corrosion caused by our wonderful operating environment.
Probably the best place to start is the beginning. The majority of call outs at QF6 are fuel or battery
related. I have written about fuel in a previous article, so now I will cover some basic maintenance and
preventative action to minimise electrical issues.
Using properly designed marine batteries, securely fitted and kept charged, will usually avoid the
failed battery problem. (I have had an expert tell me, just after we towed him in with a failed battery
problem, that marine batteries were just automotive batteries with a different label. He didnt want to
hear about better mounted and heavier plates, let alone the cost of gel-filled units). Keep the terminals on
your engine and house batteries clean and tight. Some recommend covering the terminals with grease or
Vaseline, but I find spraying with Lanoline better and it makes less mess. Lanolin is a good general purpose,
water repellent lubricant to keep on your vessel as it wont dry out like some other spray on products.
This leads on to the next most common electrical issue. Our wonderful
marine environment and electricity is not a match made in heaven. Damp air, salt
and other contaminants, combined with electricity, will promote corrosion. Some
can be easily spotted, such as earthing or bonding points throughout the hull.
The less obvious problem is usually hiding under the cabling insulation. This is
usually noticed at joins in the harness and can be identified by a discolouration
of the insulation near the connectors. This discolouration is from heat caused by
resistance to electrical current from corrosion of the connector and wiring. Guess
the origin of the brown smell in the heading ... Hot plastic or some other form
of insulation.
Before you get a burnout, your fuse or circuit breaker should save the
system. Always carry a selection of fuses in your well organised tool-kit and
replace with the same rated fuse. These are a safety device to protect the
system, so if they keep popping, take your multimeter out of your toolbox and
start looking.
If the connector and wiring shows signs of being the issue, replace
any discoloured connector/s and wiring. The best way is to replace the cable
altogether. Always use a multi-strand tinned wire of the correct gauge. Too small
a gauge will result in voltage drop which means you wont get the power you
need at the business end. Dull lights probably arent much of a problem, but
if your GPS keeps dropping out, thats not much fun. There is an international
colour code for wiring, but I find it is best to replace same with same. It is a big
help when trying to trace a fault when the wiring in the vessel matches the wiring
diagram.
It never hurts to wash the engine down with fresh water after a trip, but
this should only be done when the engine is cold. A light spray of Lanolin over
the outside of the connectors will help keep the salt water out.
This is just a quick overview of operator level maintenance. If your
alternator belt is still in place and the no charge indicator is showing, not much
can be done outside of a workshop. If the solenoid on your starter is kicking in
but the starter is not turning, the battery is OK and the connections are good another workshop job.
Clockwise from the top
The most important thing is to know your limits. Owner/operators who
left: Bad wiring; Burnt
discover their limits halfway into the repair are good for business. It usually takes
wiring; Corroded battery
terminals; Terminal
longer to diagnose and repair than if we can start at the beginning.
corrosion.
Have fun and enjoy your boat.
26
Preserving Life
by Julie Hartwig
Editor, QF17
life jacket or Personal Flotation Device (PFD) may be defined as a garment or device which, when
correctly worn, will provide the user with a specific amount of buoyancy which will increase the
likelihood of survival.
The terms life jacket and PFD are generally interchangeable. However, the terms may be used
specifically to define a particular class of life jacket (e.g. coastal life jacket or PFD Type 1).
Life jackets and PFDs have developed along with new materials and design ideas. They range from
the bulky SOLAS life jackets you wear at drills on a passenger ship to fashion items worn by water skiers.
Niche markets are catering for 275 Newton flotation inflatables designed to keep a worker and his tool belt
afloat, to 50 Newton jackets with drinking water containers attached for kayakers. There are PFDs for all
occasions. Yet lives are still lost for the want of a readily available and serviceable life jacket.
A life jacket wont save your life if youre not wearing it
Deaths in Queensland waters have been steadily declining from 14 deaths in 2009 to just 6 in 2014. The
Maritime Safety Queensland report Marine Incidents in Queensland - 2014 states that the 5 people who
died (reported incidents) were all in charge of a Queensland regulated ship at the time the incident occurred.
Two of these cases involved motorboats, 2 involved PWC and the fifth involved a paddled boat. In each case,
the vessel was appropriately registered and the master appropriately licensed. Two deaths were the result of
capsizing, 2 were the result of person overboard incidents and the fifth was the result of a collision with an
object. Four of the masters drowned, one while wearing a life jacket. The fifth master, who was also wearing a
life jacket, died from injuries.
Looking at these figures with regards to the effectiveness of life jacket use, 3 out of 5 fatalities were
not wearing life jackets at the time of the incident. These statistics show that individuals can take steps to
ensure their own safety and the safety of this companions when at sea.
Compliance with PFD standards and servicing requirements, and wearing a life jacket at times of
heightened risk increases a persons chance of survival should an incident occur. What these statistics do
not reveal is the loss to families and communities when lives are lost.
A recent drowning incident in Tin Can Bay highlighted this. A father and son set out in their 3.5m
tinnie. The weather forecast included a strong wind warning for local waters that had been in place for
several days. The vessel was operating in smooth waters, yet was still capsized by rough seas. The son
left his father clinging to the upturned hull and swam to shore for assistance. Upon returning to the last
known location of the upturned boat, no sign of either the boat or man were found, though items from the
boat were found in the water. A search was initiated and the mans body was located a short time later. It is
believed neither man was wearing a life jacket.
Youre the Skipper - Youre Responsible
The Transport Operations (Marine Safety) Regulations require:
A life jacket or PFD to be carried for every person on board with very few exceptions
That PFDs are worn by certain persons on certain vessels in certain
heightened risk situations
That life jackets and PFDs comply with certain standards
That the type of jacket to be carried depends on the class of ship and
operating area
That inflatable PFDs are serviced on a regular basis according to the
manufacturers recommendations.
Be prepared for the unexpected - Wear your life jacket
Apart from the mandatory wearing requirements in the regulation, wearing
a life jacket is also strongly recommended:
In any emergency situation
At the first sign of bad weather
Andrew Symonds
(former Australian cricketer):
At night or when visibility is restricted
One minute we hit a wave and the next we
When boating in unfamiliar waters
were in the water. Swimming more than a
When operating in a following sea
kilometre without a life jacket taught me the
By persons who are poor swimmers
hard way - be prepared and wear a life jacket.
When boating alone.
27
History of Ships:
HM Bark Endeavour
Compiled by Julie Hartwig
Editor, QF17
M Bark Endeavour was a Royal Navy research vessel commanded by Lieutenant James Cook on his
first voyage of discovery to Australia and New Zealand from 1769 to 1771.
Construction
Built by Thomas Fishburn and launched at the coal
and whaling port of Whitby in North Yorkshire
in June, 1764, as the merchant collier Earl of
Pembroke. She was ship-rigged and sturdily built
with a broad, flat bow, a square stern, and a long
box-like body with a deep hold.
The flat-bottomed design made her wellsuited to sailing in shallow waters and allowed her
to be beached for loading and unloading of cargo
and for basic repairs without requiring a dry dock.
Her hull, internal floors, and futtocks were built
Above: Earl of Pembroke leaving Whitby Harbour, 1768.
from traditional white oak, her keel and stern post
Painting by Thomas Luny.
from elm, and her masts from pine and fir. Plans of
the ship also show a double keelson to lock the keel, floors and frames in place.
Purchase and Refit by the Admiralty
On 16 February, 1768, the Royal Society petitioned King George III to finance a scientific expedition to the
South Pacific to study and observe the Transit of Venus across the sun in 1769. Royal approval was granted
for the expedition, and the Admiralty elected to combine the scientific voyage with a confidential mission
to search the South Pacific for signs of the continent Terra Australis Incognita (or "unknown southern land").
The Royal Society suggested command be given to Scottish geographer, Alexander Dalrymple, whose
acceptance was conditional on a brevet commission as a captain in the Royal Navy. However, First Lord of
the Admiralty, Edward Hawke, refused, saying he would rather cut off his right hand than give command
of a Royal Navy vessel to someone not educated as a seaman. In refusing Dalrymple's command, Hawke
was influenced by previous incidences of insubordination aboard the sloop HMS Paramour in 1698, when
naval officers had refused to take orders from civilian commander Dr. Edmond Halley. The impasse was
broken when the Admiralty proposed James Cook, a naval officer with a background in mathematics and
cartography. Acceptable to both parties, Cook was promoted to lieutenant and named as commander of
the expedition.
On 27 May, 1768, Cook took command of the Earl of Pembroke, valued in March at 2,307. 5s. 6d.,
but ultimately purchased by the Royal Navy for 2,840. 10s. 11d., and assigned for use in the Society's
expedition. She was refitted at Deptford on the River Thames for the sum of 2,294, almost the purchase
price of the ship itself. The hull was sheathed and caulked to protect against shipworm, and a third internal
deck was installed to provide cabins, a powder magazine and storerooms. The new cabins provided 22
square feet of accommodation each for naturalist Joseph Banks, Banks assistants Daniel Solander and
Herman Spring, astronomer Charles Green, and artists Sydney Parkinson and Alexander Buchan.
A longboat, pinnace and yawl were provided as ship's boats, though the longboat was rotten and had
to be rebuilt. These boats were accompanied by two privately owned skiffs, one belonging to the boatswain
John Gathrey, and the other to Banks. The ship was also equipped with a set of 28ft (8.5 m) sweeps to allow
her to be rowed if becalmed or dismasted. The refitted vessel was commissioned as His Majesty's Bark
Endeavour, to distinguish her from the 4-gun cutter HMS Endeavour.
On 21 July, 1768, Endeavour sailed to Galleon's Reach to take on ten 4-pounder cannons to protect
her against potentially hostile Pacific island natives. Six cannon were mounted on the upper deck and the
28
remainder stowed in the hold. Twelve swivel guns

were also supplied and fixed to posts along the
quarterdeck, sides and bow.
The ship departed Deptford for Plymouth on
30 July, for provisioning and to board her crew which
included twelve Royal Marines and eleven civilians.
Cook also ordered that twelve tons of pig iron be
brought on board as sailing ballast.
VOYAGE OF DISCOVERY
Endeavour departed Plymouth on 26 August, 1768,
carrying 94 people and provisions for 18 months.
Livestock on board included pigs, poultry, two
greyhounds and a milking goat.
Above: Endeavour departing Plymouth, 26 August, 1768.
The first port of call was Funchal in the Madeira
Painting by Geoff Hunt.
Islands, which Endeavour reached on 12 September.
The ship was recaulked and painted, and fresh
vegetables, beef and water were brought aboard for the next leg of the voyage. While in port, an accident
cost the life of Master's Mate Robert Weir, who became entangled in the anchor cable and was dragged
overboard when the anchor was released. To replace him, Cook shanghaied a sailor from an American sloop
anchored nearby.
Endeavour continued south along the coast of Africa then crossed the Atlantic to South America,
arriving in Rio de Janeiro on 13 November, 1768. Fresh food and water were brought aboard and the
ship departed for Cape Horn. Stormy weather greeted their arrival off the Cape on 13 January, 1769, and
attempts to round the Cape over the next two days were unsuccessful and saw Endeavour repeatedly driven
back by wind, rain and contrary tides. Cook noted that the seas off the Cape were large enough to regularly
submerge the bow of the ship as she rode down the crests of waves.
On 16 January, the wind conditions eased and the ship was able to round the Cape and anchor in the
Bay of Good Success on South Americas Pacific coast. The crew went ashore to collect wood and water,
while Banks and his team gathered hundreds of plant specimens from along the icy shore. On 17 January,
two of Banks' servants died from cold while attempting to return to the ship during a heavy snowstorm.
Endeavour resumed her voyage on 21 January, 1769, heading west-northwest into the South
Pacific. She reached Tahiti on 10 April, and remained there for the next three months. The transit of Venus
across the Sun occurred on 3 June, and was observed and recorded by astronomer Charles Green from
Endeavour's deck.
Pacific Exploration
With the Transit observed, Endeavour departed Tahiti on 13 July, 1769 and headed northwest to allow Cook
to survey and name the Society Islands. Landfall was made at the islands of Huahine, Raiatea and Bora Bora,
providing opportunities for Cook to claim each of them as British territories. However, an attempt to land
the pinnace on Rurutu in the Austral Islands was thwarted by rough surf and the rocky shoreline. On 15
August, Endeavour finally turned south to explore the open ocean in her search for Terra Australis Incognita.
In October, 1769, Endeavour reached the coastline of New Zealand, becoming the first European
vessel to do so since Abel Tasman's Heemskerck in 1642. Unfamiliar with such ships, the Mori people at
Cook's first landing point in Poverty Bay thought the ship was a floating island, or a gigantic bird from their
mythical homeland of Hawaiki.
Endeavour spent the next six months sailing close to shore, while Cook mapped the coastline and
Left: Endeavour
track chart by
James Cook
(1728-1779) and
W.J.L. Wharton.
29
concluded that New Zealand comprised two

large islands and was not the hoped-for Terra
Australis. In March 1770, the longboat from
Endeavour carried Cook ashore to allow him to
formally proclaim British sovereignty over New
Zealand. On his return, Endeavour resumed her
voyage westward, her crew sighting the east coast
of Australia on 19 April, 1770. On 29 April, she
became the first European vessel to make landfall
on the east coast of Australia, when Cook landed
Above: Endeavour approaching New Zealand, 1769.
one of the ship's boats on the southern shore of
what became known as Botany Bay, New South
Wales.
Shipwreck
For the next four months, Endeavour headed
generally northward while Cook charted the
east coast of Australia. Just before 11 pm on 11
June, 1770, the ship struck a reef (today called
Endeavour Reef) within the Great Barrier Reef
system. The sails were immediately taken down, a
kedging anchor set and an unsuccessful attempt
was made to drag the ship back to open water. The
reef Endeavour had struck rose so steeply from the
seabed that although the ship was hard aground,
Cook measured depths up to 70 feet (21 m) less
than one ship's length away.
Above: HM Bark Endeavour off the coast of New Holland, 1770.
Cook then ordered that the ship be lightened
Paining by Samuel Atkins.
to help her float off the reef. Iron and stone
ballast, spoiled stores and all but four of the ship's
guns were thrown overboard, and the ship's drinking water pumped out. The crew attached buoys to the
discarded guns with the intention of retrieving them later, but this proved impractical. Every man on board
took turns on the pumps, including Cook and Banks.
When, by Cook's reckoning, about 40 to 50 tons of equipment had been thrown overboard, a second
unsuccessful attempt was made to pull the ship free on the next high tide. On the afternoon of 12 June,
the longboat carried out two large bower anchors, and block and tackle were rigged to the anchor chains
to allow another attempt on the evening high tide. The ship had started to take on water through a hole in
her hull. Although the leak would certainly increase once off the reef, Cook decided to risk the attempt and
at 10:20 pm, the ship was floated on the tide and successfully drawn off. The anchors were retrieved, except
for one which could not be freed from the seabed and had to be abandoned.
As expected, the ship began to take on more water once off the reef, and all three working pumps
had to be continually manned. The prospects if the ship sank were grim. The vessel was 24 miles (39 km)
from shore and the three ship's boats could not carry the entire crew. Despite this, Joseph Banks noted in
his journal the calm efficiency of the crew in the face of danger, contrary to stories he had heard of seamen
panicking or refusing to obey orders in such circumstances.
Midshipman Jonathon Monkhouse had previously served on a merchant ship and proposed fothering
the hole in the ships hull. He was entrusted with supervising the task of sewing bits of oakum and wool
into an old sail, which was then drawn under the ship to allow water pressure to force it into the hole in
the hull. The effort succeeded and soon, very little water was entering, allowing the crew to stop two of the
three pumps.
Endeavour then resumed her course northward and parallel to the reef, the crew looking for a safe
harbour in which to make repairs. On 13 June, the ship came to a broad watercourse that Cook named the
Endeavour River. Cook attempted to enter the river mouth, but strong winds and rain prevented Endeavour
from crossing the bar until the morning of 17 June. She grounded briefly on a sand spit but was refloated
an hour later and warped into the river proper by early afternoon. The ship was promptly beached on the
southern bank and careened to make repairs to the hull. Torn sails and rigging were also replaced and the
hull scraped free of barnacles.
An examination of the hull showed that a piece of coral the size of a man's fist had sliced clean
through the timbers and then broken off. Surrounded by pieces of oakum from the fother, this coral
fragment had helped plug the hole in the hull and preserved the ship from sinking on the reef.
30
Northward to Batavia
After waiting for the wind, Endeavour
resumed her voyage on the afternoon
of 5 August, 1770, and reached the
northernmost point at Cape York
Peninsula fifteen days later. On 22
August, Cook was rowed ashore to a
small coastal island to proclaim British
sovereignty over the eastern Australian
mainland. Cook christened the landing
place Possession Island.
Endeavour then resumed her
voyage westward along the coast,
picking a path through intermittent
shoals and reefs with the help of the
pinnace, which was rowed ahead to test
the water depth. By 26 August, she was
out of sight of land, and had entered
Above: HM Bark Endeavour careened on the banks of the Endeavour Rive,
Torres Strait between Australia and New
June 1770. Painting by Tim Johnson.
Guinea, first navigated by Luis Vez
de Torres in 1606. To keep Endeavour's
voyages and discoveries secret, Cook confiscated the log books and journals of all on board and ordered
them to remain silent about where they had been.
After a three-day layover off the island of Savu, Endeavour sailed on to Batavia (now Jakarta), the
capital of the Dutch East Indies (Indonesia), arriving there on 10 October. A day later, lightning during a
sudden tropical storm struck the ship, but the rudimentary "electric chain" or lightning rod that Cook had
ordered rigged to Endeavours mast, saved her from serious damage.
The ship remained in very poor condition following her grounding on the Great Barrier Reef. The
ship's carpenter, John Seetterly, observed that she was "very leaky makes from twelve to six inches
an hour, occasioned by her main keel being wounded in many places, false keel gone from beyond the
midships. Wounded on her larbordside where the greatest leak is, but I could not come at it for the water."
An inspection of the hull revealed that some unrepaired planks were cut through to within inch (3 mm).
Cook noted it was a "surprise to everyone who saw her bottom how we had kept her above water" for the
previous three-month voyage across open seas.
After riding at anchor for two weeks, Endeavour was heaved out of the water on 9 November and laid
on her side for repairs. Some damaged timbers were found to be infested with shipworms, which required
careful removal to ensure they did not spread throughout the hull. Broken timbers were replaced and the
hull recaulked, scraped of shellfish and marine growth, and repainted. Finally, the rigging and pumps were
renewed and fresh stores brought aboard for the return journey to England. Repairs and replenishment
were completed by Christmas Day 1770, and the next day, Endeavour weighed anchor and set sail westward
towards the Indian Ocean.
Return voyage
Though Endeavour was now in good condition, her crew were not. During the ship's stay in Batavia, all but
10 of the 93 people aboard had been taken ill with malaria and dysentery. By the time Endeavour set sail
on 26 December, seven crew members had died and another forty were too sick to attend their duties.
Over the following twelve weeks, a further 23 died from disease and were buried at sea, including Spring,
Green, Parkinson, and the ship's surgeon, William Monkhouse.
Cook attributed the sickness to polluted drinking water, and ordered that it be purified with lime
juice, but this had little effect. Jonathan Monkhouse, who had proposed fothering the ship to save her from
sinking on the reef, died on 6 February, followed six days later by the ship's carpenter John Seetterly, whose
skilled repair work in Cooktown and Batavia had allowed Endeavour to continue her voyage. The health
of the surviving crew members then slowly improved as the month progressed, with the last deaths from
disease being three ordinary seamen on 27 February.
On 13 March, 1771, Endeavour rounded the Cape of Good Hope and two days later, made port in
Cape Town. Those still sick were taken ashore for treatment. The ship remained in port for four weeks
awaiting the recovery of the crew and undergoing minor repairs to her masts. On 15 April, the sick were
brought back on board along with ten recruits from Cape Town, and Endeavour resumed her homeward
voyage. The English mainland was sighted on 10 July and Endeavour entered the port of Dover two days
31
later.
Approximately one month after his return,

Cook was promoted to the rank of Commander,
and by November 1771, was in receipt of Admiralty
Orders for a second voyage of discovery to the
South Pacific and Antarctica, this time aboard HMS
Resolution. He also commanded HMS Resolution on a
third voyage of discovery which departed England in
1776, but Cook was killed during an altercation with
Hawaiians at Kealakekua Bay on 14 February, 1779.
Later Service
While Cook was feted for his successful voyage,
Endeavour was largely forgotten. Within a week of
her return to England, she was directed to Woolwich
Above: HM Bark Endeavour. Painting by Frank Allen.
Dockyard for refitting as a naval transport. Under
the command of Lieutenant James Gordon, she then
made two voyages to the Falkland Islands, the first to deliver provisions and the second to bring home the
British garrison. She was paid off in September 1774, and in March 1775, was sold by the Navy to shipping
magnate J. Mather for 645.
Mather renamed the increasingly decrepit ship Lord Sandwich and returned her to sea for a
commercial voyage to Archangel in Russia. Later in 1775, he was asked by the Admiralty to provide a ship
to transport soldiers to North America during the American War of Independence. Mather offered to return
the ageing Lord Sandwich to military service, but her condition was so poor that in December 1775 she was
declared unseaworthy. After extensive repairs, the ship was finally accepted as a troop transport in February
1776 and embarked a contingent of Hessian mercenaries bound for New York and Rhode Island.
After delivering her mercenary cargo, Lord Sandwich sailed to Newport, Rhode Island, where she was
retained at anchor and was intermittently used as a prison ship under the British flag.
Final Resting Place
Endeavours end came in August 1778, when the British settlement at Narragansett Bay was threatened by
a fleet carrying French soldiers. The British commander, Captain John Brisbane, determined to blockade the
bay by sinking surplus vessels at its mouth. Between 3 and 6 August, a fleet of Royal Navy and private craft,
including Lord Sandwich, were scuttled at various locations in the Bay.
The owners of the sunken vessels were compensated by the British government for the loss
their ships. The Admiralty valuation for 10 of the sunken vessels recorded that many had been built in
Yorkshire, and the details of the Lord Sandwich transport matched those of the former Endeavour including
construction in Whitby, a burthen of 368 71/94 tons, and re-entry into Navy service on 10 February 1776.
In 1834, a letter appeared in the Providence Journal of Rhode Island, drawing attention to the
possible presence of the former Endeavour on the seabed of the bay. This was swiftly disputed by the
British Consul in Rhode Island, who claimed that Endeavour had been bought from Mather by the French
in 1790 and renamed La Liberte. The Consul later admitted he had not heard this from the Admiralty, but
as hearsay from the former owners of the French ship. It was later suggested La Liberte, which sank off
Newport in 1793, was in fact another of Cook's ships, the former HMS Resolution, or a naval schooner of
the same name sold out of service in 1782. A further letter to the Providence Journal stated that a retired
English sailor was conducting guided tours of a hulk on the River Thames as late as 1825, claiming that the
ship had once been Cook's Endeavour.
In 1991, the Rhode Island Marine Archaeology Project (RIMAP) began research into the identity of
the thirteen transports sunk as part of the Newport blockade of 1778, including the Lord Sandwich. In 1999,
RIMAP discovered documents in the Public Record Office (now called the National Archives) in London
confirming that Endeavour had been renamed Lord Sandwich, had served as a troop transport to North
America, and had been scuttled at Newport as part of the 1778 fleet of transports.
In 1999, a combined research team from RIMAP and the Australian National Maritime Museum
examined some known wrecks in the harbour and in 2000, RIMAP and the ANMM examined a site that
appeared to be one of the blockade vessels, partly covered by a separate wreck of a 20th-century barge.
The older remains were those of a wooden vessel of approximately the same size, and possibly a similar
design and materials as the Lord Sandwich (ex-Endeavour). Confirmation that Cook's former ship had
indeed been in Newport Harbor sparked considerable media and public interest in confirming her location.
However, further mapping showed eight other 18th-century wrecks in Newport Harbour, some with
features and conditions also consistent with Endeavour. In 2006, RIMAP announced that the wrecks were
32
unlikely to be raised.
Endeavour Relics and Legacy
In addition to the search for the remains of the ship herself, there was considerable Australian interest
in locating relics of the ship's South Pacific voyage. In 1886, the Working Men's Progress Association of
Cooktown sought to recover the six cannons thrown overboard when Endeavour grounded on the Great
Barrier Reef. A large reward was offered for anyone who could locate and recover the guns, but searches
that year and the next were fruitless and the money went unclaimed. Remains of equipment left at
Endeavour River were discovered in around 1900, and in 1913, the crew of a merchant steamer erroneously
claimed to have recovered one of Endeavours cannons from shallow water near the reef.
In 1937, a small part of Endeavour's keel was gifted to the Australian Government by philanthropist
Charles Wakefield in his capacity as president of the Admiral Arthur Phillip Memorial. Australian Prime
Minister Joseph Lyons described the section of keel as "intimately associated with the discovery and
foundation of Australia".
Searches were resumed for the lost Endeavour Reef cannons, but expeditions in 1966, 1967, and
1968 were unsuccessful. The cannons were finally recovered in 1969 by a research team from the American
Academy of Natural Sciences. Using a sophisticated magnetometer to locate the cannons, a quantity of iron
ballast and the abandoned bower anchor were also recovered.
Conservation work on the cannons was undertaken by the Australian National Maritime Museum,
after which two of the cannons were displayed at its headquarters in Sydney's Darling Harbour, and
eventually put on display at Botany Bay and the National Museum of Australia in Canberra (with a replica
remaining at the museum). A third cannon and the bower anchor were displayed at the James Cook
Museum in Cooktown, with the remaining three at maritime museums in London, Philadelphia, and the
Museum of New Zealand Te Papa Tongarewa in
Wellington.
Endeavours Pacific voyage was further
ENDEAVOUR AT A GLANCE ...
commemorated in the use of her image on the
Original Name: Earl of Pembroke
reverse of the New Zealand fifty-cent coin, and
Builder: Thomas Fishburn, Whitby, UK
in the naming of the Space Shuttle Endeavour in
Launched: June 1764
1989.
Career: Merchant collier
Fate: Sold to Royal Navy
Renamed: HM Bark Endeavour
Acquired: 16 February, 1768
Commissioned: 26 May, 1768
Career: Exploration and scientific research and
later naval transport
Decommissioned: September 1774
Fate: Sold, March 1775
Renamed: Lord Sandwich
Career: Commerce, troop transport, prison ship
Fate: Scuttled, August 1778, Newport, Rhode
Island, USA
General Characteristics
Tons burthen: 366 4994 (bm)
Length (LOA): 97 ft 8 in (29.77 m)
Beam: 29 ft 2 in (8.89 m)
Draught:
Depth of hold: 11 ft 4 in (3.45 m)
Propulsion: Sails
Sail plan: Full rigged ship
Sail area: 3,321 sq yards (2,777m2)
Speed: 7 - 8 knots (max)
Boats & landing craft carried: yawl, pinnace,
longboat, 2 skiffs
Complement: 94 (71 ships company, 12 marines,
11 civilians)
Armament: 10 x 4-pound cannon, 12 swivel guns
Above: 4 pound cannon recovered from Endeavour Reef.

33
Squadron Contacts
QF21 SANDY STRAIT
QF21 SANDY STRAIT
Commander: Don Archer - 0429 151 045

Deputy Commander: Dale Green - 0437 015 770
Base: Phone 07 4129 8141 | Fax 07 4129 8907
Email: qf21@coastguard.com.au | Operations - operations.qf21@coastguard.com.au
Post: PO Box 341, Maryborough, QLD 4650
Location: 126 Eckert Rd, Boonooroo
Hours of Operation: 0700 - 1800 daily | 1800 - 0700 Duty Skipper on call
Radio Call Sign: VMR421 or Coast Guard Sandy Strait
Radio Frequencies Monitored: VHF 16, 80, 82 | 27MHz 88, 90
Area of Operation: Great Sandy Strait south to Kauri Creek and north to McKenzies
Jetty; Mary River up to the Barrage
QF17 TIN CAN BAY
QF17 TIN CAN BAY
Commander: John Van Der Heijde - 0447 166 906

Deputy Commander: Phil Feldman - 0414 591 947
Base: Phone - 07 5486 4290 | Fax - 07 5486 4568 | Mob - 0419 798 651
Email: operations.qf17@coastguard.com.au
Post: PO Box 35, Tin Can Bay, QLD 4580
Location: In the boat ramp carpark, Norman Point at 25 54 S / 153 00 E
Hours of Operation: 0600 - 1800 daily
Radio Call Sign: VMR417 or Coast Guard Tin Can Bay
Frequencies Monitored: VHF 16, 67, 80, 82 | 27MHz 88, 90
Area of Operation: Tin Can Inlet & adjacent creeks; Great Sandy Strait north to S38;
Offshore waters north to Indian Head, south to Double Island Point & 50nm to seaward
QF5 NOOSA
QF5 NOOSA
Commander: Alan Hall - 0414 957 427

Deputy Commander: Ian Hutchings
Base: Phone - 07 5474 3695 | Emergencies - 07 5449 7670
Email: fao.qf5@coastguard.com.au
Post: PO Box 274, Tewantin, QLD 4565
Location: Russell St, Munna Point in the Noosa River Caravan Park
Hours of Operation: 24/7 | 365 days
Radio Call Sign: VMR405 or Coast Guard Noosa
Radio Frequencies Monitored: VHF 16, 22, 80 | 27MHz 88, 91
Area of Operation: The entire Noosa River and its lakes; Offshore waters north to
Double Island Point, south to Point Arkwright and 50nm to seaward
QF6 MOOLOOLABA
Commander: Ian Hunt - 0411 351 001

Deputy Commander: Rod Ashlin - 0418 874 780
Base: Phone - 07 5444 3222 | Email: operations.qf6@coastguard.com.au
Post: 65 Parkyn Parade, Mooloolaba, QLD 4557
Location: In the boat ramp carpark, Parkyn Parade at 26 41.1 S / 153 07.6 E
Hours of Operation: 365 days 0600 - 2200 | 2200 - 0600 Night watch (CH 16)
Administration Hours: Monday, Wednesday, Friday 0800 - 1200
Radio Call Sign: VMR406 or Coast Guard Mooloolaba
Frequencies Monitored: VHF 16, 67, 73, 80 | 27MHz 88, 90
Area of Operation: North to Point Arkwright, south to Point Cartwright and 50nm to
seaward
QF6 MOOLOOLABA
QF4 CALOUNDRA
34
QF4 CALOUNDRA
Commander: Tony Barker - 0439 913 533

Deputy Commander: Alan Hingston - 0400 332 421
Base: Phone 07 5491 3533 | Fax 07 5491 7516
Email: operations.qf4@coastguard.com.au
Post: PO Box 150, Caloundra, QLD 4551
Location: Tripcony Lane, Caloundra off Maloja Avenue
Hours of Operation: Weekdays 0530 - 1200 | Weekends/Public Holidays 0530 - 1700
Radio Call Sign: VMR404 or Coast Guard Caloundra
Radio Frequencies Monitored: VHF 16, 73 | 27MHz 88, 91
Area of Operation: Offshore waters north to Point Cartwright, south to approximately
halfway down Bribie Island and 40nm to seaward
ELVA CRAFT
Specialised in Fibreglass
Gelcoat Repairs Floors Transoms Alterations

Ice Boxes Marine Moulders Detailing
Fuel Tanks Mobile Servicing
Contractors to Caloundra Coast Guard

HAROLD TIMMER
14 Spinnaker Boulevard, Wurtulla Qld 4575
Phone: (07) 5493 4437 Mobile: 0412 844 434
Pelican Motors
Service Centre
Paint & Panel Repairs
New Car Servicing
All Mechanical Repairs
All Insurance Work
LPG Installation
Used Car Sales
One Stop Car Shop
Pelican Motors Service Centre

Paint & Panel
17 Bronwyn Street, Caloundra
Phone: 5491 3234

35
Email: service@pelicanmotors.com
A Proud Sponsor of the Caloundra Volunteer Coast Guard
36

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14 BROKEN BY BREAKSEA SPIT

on board Windsong Oz for a

inside line on seasickness

Coast Guard Auxiliary

SUMMER 2016 | ISSUE 11

history behind another Great

which conveyed James Cook on

Coast Guard Rescue Sunshine Coast

This Issues Cover:

EDITOR: Vice Captain Julie Hartwig

Disclaimer: Whilst every care is taken

elcome to a new year and the Summer edition of Coast

Copyright AVCGA Sunshine Coast

Visit Coast Guard on the web:

Coast Guard Rescue Sunshine Coast

Coast Guard Rescue Sunshine Coast

When Santa decided he wanted to treat the

Battery Care and Maintenance

Keep top of battery clean and dry

The Wise Old Owl at Battery Wise Sunshine Coast

Coast Guard Rescue Sunshine Coast

Coast Guard Rescue Sunshine Coast

Marine Rescue Bribie Island recently held an

Above right: Harley Moss stamps competition forms for the

Coast Guard Rescue Sunshine Coast

A Message to Our Readers ...

The Australian Volunteer Coast Guard

Coast Guard Rescue Sunshine Coast

Coast Guard Rescue Sunshine Coast

SUNSHINE COAST COUNCIL SUPPORTS QF6

Coast Guard Rescue Sunshine Coast

Operation Sand Fly

Major Multi-Agency Practical Exercise

Coast Guard Rescue Sunshine Coast

Top: Mission control centre.

Coast Guard Rescue Sunshine Coast

Broken by Breaksea Spit

While this story happened

Coast Guard Rescue Sunshine Coast

indsong had recently been sold and her new home

Above: Windsong Oz in Scarborough Marina before the

Coast Guard Rescue Sunshine Coast

Above: Thats Jon and me in Windsongs cockpit on the first

Coast Guard Rescue Sunshine Coast

Left: Laurie showing Windsongs

taking wind and seas on the

Coast Guard Rescue Sunshine Coast

head wounds, feeling in all fingers, toes, arms and

THE ORIGINAL AND THE BEST

6 Production Street, Noosaville Qld 4566

Coast Guard Rescue Sunshine Coast

Coast Guard Rescue Sunshine Coast

Coast Guard Rescue Sunshine Coast

only three crew. She arrived a week later.

Coast Guard Rescue Sunshine Coast

Coast Guard Rescue Sunshine Coast