 
Newer and better anchors
There is now enough information available in the public domain to support the assertion that copy CQRs and copy Danforths are not as good as the originals, though the Fortress is a very worthy successor to the Danforth. However, this is all a bit misleading as there is sufficient information now available to make the preceding statement irrelevant as there are now new anchors available that are factorially better than CQRs and Deltas and considerably more versatile than the Fortress.
The recent lecture at the CYCA, Sydney, and a number of yachting journals both here and overseas underline these developments.
The Rocna and Manson Supreme are much better; and the home grown Super Sarca and Sarca Excel currently appear to be world leaders, in terms of versatility and holding power. Progress and release of information is now more rapid than it has been since the development of the CQR and Danforth, well over 70 years ago, though the yacht dealers here seem wedded to the past – maybe they cannot read, and slowly some journals are using their pages as a forum for genuine education and are ignoring the pressure of advertisers.
The CQR and Danforth were years ahead of their time and are of considerable credit to their inventors – but their time came some years ago. There are much better anchors available today.
Jon Neeves
Josepheline.
Source of CQR anchor
Thank you Captain Vortex for pointing out that ‘CQR’ stands for ‘secure’ (Afloat, Jun’08). However, I query your assertion that these anchors were designed for seaplanes. An article in Yachting Monthly April 1934 by the designer, Prof G.I. Taylor, describes the design and testing procedure in detail. The testing was done at the Seaplane Experimental Station at Felixstowe, on the east coast of England.
Difficulty in handling the 120lb traditional anchor by the designer and his wife on their 19-ton cutter inspired the design – one 60-pounder replaced it.
Geoff Winter,
Lane Cove.
Night lights and day shapes
Keith Kneebone makes a very good point in his letter (Afloat, May’08) – it is not just large powerboats that indulge in inconsiderate, dangerous and possibly illegal behaviour on the harbour.
The heading of a yacht beating to windward is determined by the wind, so in a shifty westerly or variable SW/SE the skipper will still be wondering which side of an anchored vessel he will pass … right up to the last minute.
He will also be wondering if the power driven vessel dead ahead of him is anchored or underway, because it’s probably not displaying the day shape for an anchored vessel, and if it is “not at anchor, or made fast to the shore, or aground” then it is underway, and therefore required to keep clear of a sailing vessel (unless of course the sailing vessel is overtaking).
Now if any of the anchored boats in Sydney Harbour ever bothered to display a round shape then the need for the sailing vessel to keep clear would be obvious. While we are on the subject of day shapes – half the yachts on the harbour might benefit by displaying the shape for a sailing vessel “also being propelled by machinery”, which would clarify the right of way for them and for other vessels.
It would also mean that the harbour ferries displaying an orange diamond no longer have priority over them. This might not be a problem for the ferries, their main gripe being racing yachts trying to sail right under their bows, and of course if you’re motoring in a race then you’re disqualified anyway.
The recent accidents on Sydney Harbour highlight the need for us all to take navigation lights and shapes very seriously.
Hugh Ferrar,
by email.
Short transit to catastrophe
Aboard the 6.30pm ferry Charlotte to Taronga, us passengers sitting outside on the port-side observed a large black-hulled yacht under sail in the dark night between Kirribilli Point and Fort Denison.
There was a combined masthead port/starboard/white light up in the starry sky but that’s all. There was no stern light nor any other lights visible on the hull. Approaching from behind, it was easy to see the white masthead light but not easy to connect it to the solid, dark mass of the yacht below.
The ferry’s deckhand, who had been in the wheelhouse, said that they had seen it … just.
He said it happens all the time. The night before, they had to give way to avoid colliding with an unlit runabout, with three teenagers aboard, that cut them off.
But nothing was said to or about either. There were no consequences and life went on.
Gary Jackson,
Mosman.
Standing Order Directive ill conceived
The safety of life at sea is the charter of every dedicated Marine Radio and Rescue Volunteer serving the boating community, providing safe passage-tracking by the various Volunteer Marine Rescue bases up and down the entire coast of New South Wales.
No one is forced to use these VMR bases, it is not compulsory, but those who choose to do so understand the value and need to make designated contacts with VMR bases along their coastal passage to their final destination in the knowledge that someone out there knows where they are at all times.
The passing of detailed Log-On information from the initiating base through to others along the chain of bases, and the contacts from the vessel to those VMR bases throughout that passage to its final destination, provides this security and in case of any disaster, considerably reduces the vital “search area” giving the very best possible chance and opportunity for rescue.
The dedicated volunteers who man these VMR bases are fully trained professionals, being an integral part of our overall emergency services and they are respected, relied on and trusted as such by all those members of the boating community who choose to use their services.
However, since 12th May 2008, NSW Marine Area Command (NSW Water Police) and others, have decided to make the boating community of NSW responsible for themselves.
Consequently the Volunteer Marine Rescue Bases are at risk of becoming obsolete, due to the mandating of the new Standing Order Directive, driving their insistence that from now on there is to be little or no contact between VMR bases and vessels as they set their course along the coast to their final destination.
Log-on details of the vessel at the initiating base are now to be forwarded ONLY to the Final Destination Base, which could be a matter of hours or several days away. There is to be NO CONTACT from VMR to VMR concerning this vessel and NO CONTACT from any VMR to that vessel throughout its passage.
It is entirely up to the vessel skipper himself whether he chooses to contact a VMR during his passage. Thus, no one between the initiating Log-On Base and the Final Destination Base ever knows where that vessel is, unless the skipper chooses to make contact.
With the possibility of no one having heard from the vessel since it left the Initiating Base and ultimately, should the vessel be considered “overdue” by the Final Destination Base, which could well be a matter of days, the vital “search area” to instigate a possible rescue could well be on a scale so vast that it would offer little hope of a successful rescue.
I believe the creation of this Standing Order Directive to be ill conceived and seriously flawed. I believe it to be a highly dangerous and risk ridden instruction that puts lives at serious risk by making the possibility of rescue all but impossible.
Christine Williams,
NFP.
Over and out – no more vessel monitoring
As chief instructor of Sydney’s largest offshore training provider I am very concerned about the recent directive from the State Rescue Board regarding the monitoring of vessels transiting the New South Wales coast.
At any time of the year we will have possibly three yachts offshore at the same time. One could be coming back from Hobart, one could be going from Coffs to Brisbane and one could be going from Sydney to Coffs. I must admit that no news used to be good news as my skippers always logged in with Coastal Patrol. However, every now and then I would be woken up in the middle of the night (ain’t it always so?) by a cheerful chap from VMR telling me one of our yachts hadn’t contacted them.
Our yachts regularly do trips up to Bundaberg and back. In the winter months they go up to the Whitsundays. Clearly there are some lengthy voyages with some passages taking two days or more.
Now I will have to instruct our skippers to leave position reports with certain VMRs up and down the coast, our office will then have to phone the VMRs and find out if our yachts have logged in. We have a duty of care to our students and can’t possibly wait days before we know they are safe.
To complicate matters even more if we decide our yacht is missing because they haven’t logged in, we won’t be able to convince a search operation until they arrive late (definition of late could add another 24 hrs before a search is instigated) at their final destination – absurd.
I believe the powers that be should send their partners and children on a trip from Sydney to Bundaberg and realise that they will be out of mobile phone range. They can then worry for four days about whether they have sunk, and are hopefully in a liferaft or worse, swimming toward some remote part of the coast. I am now seriously considering getting satellite phones for my yachts.
What happened to common sense?
Jim Dobie,
Manly.
Offshore Tracking Sheets
With reference to recent correspondence on the new tracking sheets, I wish to suggest the following as a solution to the current problem.
If a vessel wishes to log on for a voyage it should be mandatory for the skipper to give a position report at regular intervals (four hours, say) to the closest 24-hour base. After the initial log on, the tracking sheet for the voyage would be forwarded to that base, and subsequent to that report being received from the vessel, the tracking sheet would again be forwarded to the next base the skipper nominates.
The above situation I believe would resolve the problem of a vessel’s whereabouts as it could only be four hours from its last report. It would also let the skipper or crew have a minimum of four hours sleep that could well fit in to the change of watch on the boat.
S.P. O’Brien,
Frenchs Forest.
You’re the skipper … you’re in charge
I feel that Martin Hovey (Afloat, Jun’08) may not have need for concern.
I recently left Sydney for Hamilton Island, stopping at Port Stephens, Coffs Harbour, Yamba and Gold Coast. An OTS was started at Sydney, and duly passed to each station sequentially.
When logging on at each port as we left each morning, I was asked if I wanted to report en route and to what stations. Generally I elected to report only to the destination station each day.
This procedure is in contrast to the previous requirement, of being asked to report at locations too frequent to be practical to many, as has been complained about in these pages before.
This new system is ideal – it allows the skipper of a vessel to make the decision about reporting, and if for any reason he or she feels it necessary or advisable to report at intermediate stations, then the various VMRs appear very willing to accommodate them.
In Queensland, however, a less satisfactory system seems to prevail.
VMRs generally do not follow the excellent OTS procedure, and instead, you are asked to log off with each station and log on to the next one as you pass. The result is that no one is necessarily looking out for you. The only exception to this that I have found so far is the Gold Coast Seaway VMR, which happily passed my details to Mooloolaba Coast Guard.
I, for one, am very happy with the system adopted on the NSW coast, and wish it would be adopted in Queensland. It offers the most safety for the least effort on the part of the volunteers.
The reporting decisions should, as with all other aspects of safety, lie with the master of the vessel.
John Harris,
presently in Bundaberg.
Busy boat ramps
Your June Editor’s Column, about access to recreational waterways, omits a third Palm Beach boat ramp, at the southern end of Woorak Road.
The ramp at the western end of Narbilla Road is a Clayton’s ramp, in the middle of the small commemorative Lucinda Park, and almost unusable. The Snapperman Lane ramp has not only been narrowed needlessly, but is very shallow due to the rapid silting-up of Careel Bay. I have been told not to mention the possibility of dredging.
Mr Alex Mc Taggart said some years ago that the Woorak ramp is the only remaining useable ramp north of Newport. It is used for very heavy work now. When Pittwater Council recently cut down the trees on the waterfront at Great Mackerel Beach they were barged to the Woorak ramp, where for two days they were shredded next to houses, with the noisiest machines.
Commercial barges and large people-transports now regularly use the Woorak ramp. The development of Currawong would surely be expected to be made through Woorak, the nearest ramp!
The beach right there is certainly the most popular and accessible bathing and beach-lounging site, particularly for young families, in the whole of Pittwater. The water is cleaner because it is closer to the ocean, and the sand is soft enough to bog many trailers.
The sailors and fishermen are welcome, but we could all do without the noises made, despite the new rules, by the jet-cats. The ramp is right in the middle of all this. What more need I say.
A. Charles Copeman, AM,
Palm Beach.
Basin landing fee has wider implication
Similar to Michelle Rutterman (Afloat, May’08) I have walked the beach and enjoyed a swim at The Basin for many years and now object very strongly to the concept of being asked to pay for this simple pleasure at a natural beach front at any National Park.
I am confident that the Boat Owners’ Association and Michael Chapman do not dispute charges made for use of facilities, sheds, barbecues, and fresh water provided by Parks Management.
Central to my objection is the fact that land between high and low water mark has been transferred to the park to facilitate authority to levy the landing charge. At the same time many other strips of land at other parks were similarly transferred.
Examples include 53 hectares at Munmorah, 138 hectares at Twofold Bay, 118 hectares at Batemans Bay, 96 hectares at Myall Lakes, and nearer to home, 14 hectares at Bouddi National Park which is used by many local boaters.
Nature has been exceedingly generous in providing us with many miles of beautiful beaches and waterfront which offer some of the best forms of recreation we can freely enjoy.
How long will it be before we have park rangers patrolling all these beautiful places with tickets and money satchels?
John Ward,
Mona Vale.
From Rags to immortality
In her article ‘From Mackay to Southport’ (Afloat, Jun’08), Charlotte Wild makes the assertion that the Sparkman and Stephens design, Nautor built, Hull # 1 was Syd Fischer’s first Ragamuffin and was the first of a long line of beautiful Swan designs commencing in Finland in 1972.
This production yacht design may well have first been lofted in 1972 but Fischer’s first Ragamuffin was in fact built in 1968. Her lines were struck in 1967.
The first Ragamuffin was built in Sydney by the renowned wooden boat builder Cec Quilkey at his Taren Point boatyard in the Sutherland Shire.
Ragamuffin has never been recognised as the production mould, Hull #1, for the successful range of Swan 47s. According to Fischer, “Nautor may well have copied the lines but Ragamuffin has never been known as or considered to be a Swan.”
The name Ragamuffin has been associated with a long line of largely successful ocean racing yachts for the man regarded as Australia’s most prolific ocean racing sailor. Fischer, now 82, is still going almost as strong as ever but according to the laconic master, “I am a bit quieter than I used to be.”
The second Ragamuffin was a big disappointment. “It was a Lexcen design and I couldn’t wait to get rid of it.” The third was a beautiful German Frers design and the fourth, from the drawing boards of Doug Petersen, was extremely successful winning the Admiral’s Cup for Australia in 1979 along with team mates Impetuous and Police Car and the 1980 Clipper Cup Regatta in Hawaii.
Fischer’s fifth boat was another Petersen design. His next, the maxi Ragamuffin, a Frers design which as Bumblebee IV won the1979 Sydney to Hobart Race for her original owner John Kahlbetzer. Fischer won Hobart line honours twice with this yacht in 1988 and 1990.
In 1992 Fischer’s seventh Ragamuffin, was a Bruce Farr design and won Hobart handicap honours. Fischer has stayed with Farr designs to this day and his latest yacht a Farr TP52 recently scored Syd Fischer his ninth Blue Water Point Score Championship … a great accolade to wrap up his 45th season of ocean racing.
Patrick Bollen,
Wollstonecraft.
Super cool cuban-heeled deckies
Being an old Stockton boy, I enjoyed Graeme Andrews’ feature, ‘Crossing the Hunter’ (Afloat, April’08). While I don’t have any photos to share, I do have a couple of memories/ observations.
Stockton Ferry skippers and fare collectors in the Newcastle wharf booth were mostly of the Walters family and were always dour and somewhat crabby. Perhaps this was a consequence of the antics that their passengers sometimes got up to as most Stocktonites resented the fares. So their attitude towards the Walters didn’t help much.
The ferry deckhands were always early school leavers who appeared to spend their first pay packet on the purchase of a pair of elastic-sided, Cuban-heeled riding boots. I really can’t think any more unsuitable footwear for the job, but such were essential to maintain their status as the “coolest on the planet”. Despite the boots, I can’t remember any of them coming a cropper and destroying their image.
Tying up was accomplished with a leap onto the wharf steps, a nonchalant flick of the wrists put the lines about the bollards and the gangway was thrown across before a suitable position was taken up to check out the chicks. The studied nonchalance and cool was further enhanced by the occasional mysterious foray down the hatch into the engine room to do … who knows what? Very cool indeed.
Men always sat at the forward end, women aft and the young making for the open areas aft and in the bow. It was not unusual for ‘courting couples’ to make for the aft end and guard the doors from unwelcome intrusions. For kids, the aim was often to get to the very bows, up against the stem and perched on the crucifix bollard always located there.
Them were the days!
Neil Brough,
Seaforth.
When the wind wouldn’t blow and the ship wouldn’t go …
After the finish of the Sydney to Hobart yacht race in 1973 we berthed my Cole 43 Ruffian in Constitution Dock not far from Helsal – the Floating Footpath.
After lots of parties, one of which was on Helsal, where we consumed cocktails mixed on deck in a concrete mixer, I noticed a large banner on display in Helsal’s rigging. This banner had been on display below the bridge on board a large Royal Navy cruiser which was anchored not far away.
The next morning, hangover and all, the crew of Helsal were to take locals for a trip around Hobart of Helsal. For some reason she refused to go astern out of her berth. Some minutes later some heads wearing masks and goggles emerged from the depths at the stern of Helsal.
These heads belonged to frogmen from the warship and they agreed to return Helsal’s propeller in exchange for their banner!
I have forgotten the name of Her Majesty’s ship and what was written on the banner!
I hope that some reader, perhaps Helsal’s crew could remind me.
John Kinsella,
Lindfield.
Afloat website
Congratulations on your excellent and informative website.
An old schoolmate recently sent me some back copies of Afloat as you had articles on Homebush Bay, Parramatta River etc. As I grew up in Rhodes those were my backyard in the 1940s and ’50s. We did not feel it was an industrial suburb. There was so much vacant land and all that water.
Brought back many memories.
Peter Edman,
by email.
Union Flag on an 18-footer
Joe Dwyer (Afloat, May’08) seeks an explanation as to why the 18ft skiff Australia IV carries the Union Flag as her sail insignia. A valid question when observing the contrast between boat name and emblem in lieu of the current National flag.
The short answer is that this boat being a replica of the Australia IV from 1943, carries the same sail insignia as per the original boat. The insignia was carried on a series of 18ft skiffs (I to IV) of the same name from 1921 which were built, owned and campaigned by Bill Fisher, respected administrator of the sport and master boat builder of La Perouse.
 While the design for the Australian National Flag was chosen in 1901, the final design was not formally adopted until 1953. Up until this time the Union Flag was widely used and was deemed to reflect Australia as a collection of colonies within the British Empire. New Zealand maritime historian, Robin Elliott, who has done extensive research on the history of Australian 18ft skiffs, has kindly provided the following details of 18ft skiffs which used the Union Flag (based on the date the flag was used, not the date of the boat).
Aeolus 1905. Owner F.J. Thomas (Perth) Australian I 1905. Watty Ford (in 1908 she was the Botany rep in the Interstate series, and flew the Federal flag)
Australian II 1906. Watty Ford
Australian III 1912. Watty Ford
Australia I 1921. Billy Fisher
Australia II 1936. Billy Fisher
Queenslander III 1937. J. Wallis (Queensland) – this was probably an old mainsail off Australian which was up there for a while.
Arline II 1937 in Queensland, probably using the same mainsail
Australia III 1938. Billy Fisher
Australia IV 1943. Billy Fisher (although by 1954, she was using the Australian National flag)
Australia IV (Replica) 2007. Owner John Winning It would appear that during those times the adoption of a standard flag as a readily applied and identifiable graphic for a sail insignia was common practice. Other boats which adopted this practice were:
Federal – flew a Federal flag
Advance 1909 and N.S.W. 1922, carried the Australian Coat of Arms
Kismet (1919) flew the Blue Commonwealth flag;
Return (1929) also carried a Commonwealth flag
Rosetta (1915) carried a Red Commonwealth flag
Mascotte (1918) and Mascotte II flew the AUSN flag
Britannia 1919, and Cornstalk 1936 (at the League) had the Red Ensign
Enid (1905) and Wonga (1907) had a Blue Ensign
Ada A (1940) flew the St Andrews flag
Around a dozen boats have carried the P & O flag.
Two have had the Burns Philp flag and one has carried the Manx flag.
Bob Chapman,
Putney.
 Loss of the ferry Bluebell
Referring to Graeme Andrews’ article ‘Crossing the Hunter’ (Afloat, Apr’08).
He mentions the loss the ferry Bluebell (2) in 1924 after a collision.
For the sake of historical correctness may I note that the collision occurred ten years later with the coaster Waraneen on the night of 9th August 1934.
Clem Kirkby,
West Pennant Hills.
Wrong ship, wrong War
I’m sure that I’m not the first reader to draw your attention to the photo of Emden in your June issue, supposedly in connection with an article about HMAS Sydney of Kormoran fame.
Someone has obviously got their Sydneys mixed up, as Emden (of course) was famously “beached and done for” in an earlier war at the hands of an earlier Sydney, the upper mast of which now adorns Bradley’s Head in Sydney Harbour. A lovely and poignant story nonetheless.
While writing, I must also thank Graeme Andrews for telling us about the wonderful Davidson Collection of ‘working harbour’ photographs. I just hope we get to see these one day in their full glory, for instance in a public exhibition, and/or a book.
It is clear from the selection of photographs reproduced in Afloat that Davidson was not just a valuable recorder of maritime history, but a photographic artist of some note as well.
Peter Austin,
Mt Victoria.
[You’re right Peter … you’re not the first, however, alphabetically you are!]
Katwinchar
Further to Bill Barry-Cotter’s enquiry (Afloat Mar’08). The 32ft English ketch Katwinchar arrived in the River Derwent too late to be recorded as a finisher in the 1951 Sydney to Hobart race, she is listed as having retired. It was reported that the worst weather they had on the voyage from England was in Storm Bay.
She was a distinctive vessel with her black hull, canoe stern, ketch rig with tan sails.
Eddy Mossop, her owner, went into partnership as a sailmaker in Hobart, the loft being in Montpelier Terrace. He and his wife, Dot, lived in Sandy Bay but later moved to Triabunna on Tasmania’s East coast.
Eventually they returned to England and set up residence in the same house as they had left prior to setting sail for Hobart.
John Burton,
Bli Bli, Qld.
Upbeat TAFE
Having been active in the marine industry for the past 35 years, I have attended many courses at Sydney TAFE’s Ultimo Campus since 1975 and have recently completed some ongoing AMSA-approved studies at Ultimo TAFE. I really enjoyed the enthusiasm and upbeat approach with which the head of Maritime and Aviation Studies, Matthew Bolton, has been able to resurrect in the Marine Department. I have completed a number of non-Government funded courses as part of my Commercial Masters ongoing learning and believe that the delivery of these AMSA required courses are First Class and great value for money.
Anyone who wants to update their Marine Certificates, start to get Marine certificates or continue part of their ongoing learning should look no further than Matthew Bolton’s Maritime Studies campus at Ultimo TAFE. Seriously don’t be fooled about other TAFE and private learning Colleges, Sydney TAFE has it all.
Michael Jarvin,
Sydney Harbour.
Northbridge Sailing Club
I have noted with interest reference to the Northbridge Sailing club (Afloat, May’08) and I am a little concerned that the Club’s early history has been lost in time.
Northbridge Sailing Club was founded in 1948 by a group of young sailing enthusiasts eager to take part in VS and VJ competition, as Middle Harbour Skiff Club and Balmoral 12ft Club did not promote these classes. Club formation was nurtured by Mr Jack Carnegie as first President and local residents offered enormous support.
Sir Edward Halstrom, of refrigerator and zoological fame, was an active financial sponsor, while a local businessman donated the club a starter’s boat.
As material became available – and times back then were tough – the Club grew quickly to about eight VS competitors. First club champion was a boat with sail number VS3 and was probably the oldest VS actively sailing at the time.
Success at regattas was mixed, some were won and we finally received a State Title in the 1950s. Meanwhile I wish club and members good luck in their Diamond Jubilee year!
Albert Jackson,
West Haven.
Repressed chalk and enlightened cheese
Well said Dave Dillon! (Afloat, May’08). If Neil Hamilton (Afloat, Apr’08) looked at the bigger picture, he would see that he is indeed comparing apples and pears. It is easy to build cheap boats if you are unfettered by key concerns like work conditions and environmental impact.
The Chinese industrial miracle that produced his bargain boat is based on (a) a repressive regime (did someone mention Tibet?) – and (b) massive use of fossil fuels, starting up one new power station every two weeks when most of us are trying (albeit ineffectually) to change our thoughtless ways and back off a bit on the mad dash to unsustainable futures.
So ask yourself: do you really want your boat built that way? I’m sure those exploited Chinese workers would rather work for Dave Dillon! And as for the boat, don’t kid yourself about economics: like a supermarket bag, its real cost is much higher. May fair winds (as the Chinese might say) escort you!
Tom Rabone,
Bondi Junction.
No fault insurance
In response to Baffled Mariner’s letter ‘Act of God? (Afloat, May’08) regarding damage to a boat while moored in a marina.
The storm which pushed the Pasha Bulker onto the beach at Newcastle also did considerable damage elsewhere. My boat was included in the toll. While all my mooring lines held, the marina finger on the port side of my boat broke its connections at both ends and sank, leaving my boat essentially unsecured along that side. As a result, my boat was extensively damaged.
My course of action was to claim on my own boat insurance (including payment of the excess included in the policy). The repairs have finally been completed, although the boat will never be the same again.
I understand that the insurance company will claim against the marina owner/operator for not keeping it in a fit state of repair.
‘Sore & Sorry Mariner’,
N & A supplied.
R.S.V.P.
Peter Bracken Cruiser
I am currently trying to trace the history of a 32ft Peter Bracken cruiser. The vessel, built in 1966, is a displacement hull planked with celery top pine and powered by a 4-cylinder 80hp Perkins diesel.
She is currently named Biggbunga and previous to that (about 13 years ago) was known as Kilaben Lass presumably because she was moored in Kilaben Bay, Lake Macquarie.
If these names set any bells ringing please call me on 0431 384 950 or email dayo2283@yahoo.com.au.
Paul Day,
Lake Macquarie.
Stella Myra
In 1968-69 my father Edgar (Sim) Simpkins sailed the Stella Myra (Stella class No. 78) from Bristol, England to Fiji.
The yacht was sold to an Australian in Fiji in 1969, and I am trying to trace its subsequent history, and current whereabouts.
My father is now 92 years young. The story of his journey is on my sister’s blog http://14000milesacrosstheocean.blogspot.com/
Tony Simpkins,
tel: (08) 9228 0085; email: simmo@iinet.net.au
Mt Lawley, WA.
Kurri Kurri
In the early 1960s before we acquired Sao we owned a little converted 16ft skiff with a very deep keel which we called Kurri Kurri. She was built by Douglas of Narrabeen about 1950 and made of red cedar planks. We sold her to a reporter and her partner in 1964 when we began to restore Sao. Tragically the reporter was killed in a helicopter that crashed onto Goldfields House and her devastated partner went home to England. We lost touch with Kurri and wonder if any of your readers know what happened to her?
Ann and John Dark,
anndark@tpg.com.au
Greenwich.
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