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Daring, Darling Dads
Over the years young sailors from Cronulla Sailing Club have graduated from Flying 11s, Northies and MGs to yachts.
Three times a year the offshore sailors jostle for a clean start in the double-handed series. Having participated in this seasonal challenge for the past five years one truly understands the difficulties that come with the double-handed offshore spinnaker racing. Muscle endurance, tempers and relationships are put to the test.
In the last race we had 13 participants, with five of those, father and son combinations and one a recently married couple.
With a 15Knot NE predicted for the day it made for interesting tactical decisions with a work to the first mark 2nm off Botany Bay. Being so busy you are unable to hear the yelling and screaming from other yachts and are purely focussed on getting the headsail on as quickly as possible, the kite set and the decision regarding the eventual gybe.
Should we drop and reset or tackle the gybe?
As a teacher, parent and a sailor it was very impressive to see so many dads out with their sons.
They have many competent sailors to choose from but they choose to race with their sons.
In today’s world where there is so much conflict, materialism and monetary justification for absenteeism it is a pleasure to race with these great people. They are loyal family men who are not only giving their sons the opportunity of a lifetime but developing high standards of achievement and core family values. If only there were more of them.
Corinne Feldmann,
Bundeena.
Flag etiquette
Rather confused, I recently contacted Vic Roads (Melbourne) questioning their displaying of both the Australian and Victorian state ensigns on the West Gate Bridge, which crosses the River Yarra at its lower reaches, under which there is a regular flow of shipping into the Port.
Ships sailing in the Yarra River to berth at Melbourne’s Docklands, on approaching the bridge view the Australian ensign to starboard and the Victorian state ensign to port.
Carrying further on they would naturally pass along the shoreline various factories and office buildings which would correctly display outside, as defined in the Flag Act when facing a building, the Australian Ensign to the ‘Left’ with their Company flag or another to the ‘Right’.
Vic Roads reply was: “In the absence of protocol outlining how the Flags of Australia should be displayed when flown on a bridge, a decision was reached to nominate Melbourne CBD as the main viewing point. When viewed from the city the Australian flag is positioned to the far left of the observer, as per protocol for displaying the National and State Ensigns together.
“The Department of the Prime Minister and Cabinet, Awards and Culture Branch have confirmed this position as the appropriate etiquette.”
What I am questioning is, why the double standards? Shouldn’t the City of Melbourne be the standard background to such a display?
While on the subjects of ensigns I was intrigued when I recently again read last July’s issue of Afloat, regarding 18-footers with reference to their Union Jack sail insignias. Under the Merchant Shipping Act “On no occasion as it is unlawful, may the Union Flag (the Union Jack), be worn on a yacht and to do so would incur a heavy penalty.”
With the exception of Royal Vessels and the Royal Navy, the Union flag is exclusively for displaying on land.
John Ferris,
Sunbury, Vic.
Private moorings
At a recent public meeting at Hardys Bay, Central Coast, the local CEO of NSW Maritime was asked about the private mooring occupation while the owner’s vessel was absent. He insisted that the letters in Afloat are false and that there was no intention that others could occupy.
The mooring must be vacated immediately the owner comes up to it.
When I was at Towlers Bay, Pittwater years ago as a member of PBYC, I came up to the club mooring, it was occupied by a non-member, I was told to bugger off! I rang BB Water Police and they still argued with the Water Police the right to occupy as they had broken down. This was false and they were towed away and made to drop their pick.
Could NSW Maritime please give their official statement once and for all time.
Darrell Ford,
Wagstaffe.
Use of Moorings
May I attempt to put to bed the ongoing mooring discussions. Everyone has ‘suggestions’, ‘opinions’ and an ‘understanding’ for the use of moorings.
There are three types of moorings; Private, Commercial and Club. A private mooring is just that – private – it may not be used by any other vessel other than the one it was licensed for. These moorings have yellow buoys.
A commercial mooring is licensed to a business, they are usually situated adjacent to marine workshops, slipways, marinas etc. They have orange buoys.
Club moorings come under the same classification as commercial moorings, both have stricter rules in their licence agreements. Commercial and club moorings must be able to handle the largest vessel legally allowed on the mooring in the worst foreseeable conditions. Obviously they are larger, stronger, heavier and by law must be serviced by a professional mooring contractor at least annually. Club moorings have red buoys.
May I quote from NSW Maritime’s Management of waters and waterside lands Regulations – NSW. Part 2, Div3, Clause 34.
It is an offence to secure to the following moorings:
1. A NSW Maritime Emergency Mooring.
2. Any Private Mooring (unless the vessel to be attached to the mooring is described on the Private Mooring Licence as the vessel licensed to use that particular mooring).
3. Any Club Mooring (unless the vessel to be attached to the mooring is owned by a member of the relevant club and is authorised by that club to use the mooring).
4. Any Commercial Mooring (unless use is authorised by the commercial licensee for that particular mooring, and the use of the mooring is within the conditions allowed by the Commercial Mooring Licence).
All responsible boating people will know the exceptions to these regulations.
May I suggest to anyone who still wants to illegally pick up a ‘casual’ mooring for the night or for lunch or whatever – please; pick up a mooring with a yellow buoy … with apologies in advance to all private mooring owners.
Ted Anderson,
Bobbin Head Cruising Club Commodore.
Lights – ensure you can see and be seen in the conditions which exist at the time
While I fully agree with Graham Forsaith’s sentiments in relation to the importance of your lights being able to be seen by other vessels (Afloat, Nov’08), it is important to observe the use of the best means available for the situation and also be aware that there are circumstances where an ‘anchor light’ can in fact be a ‘steaming light’.
Describing himself as having been a Master of a decent sized charter vessel, Graham would be aware of the Convention on the International Regulations for Preventing Collisions at Sea of 1997 as published by the International Maritime Organisation (IMO), commonly called the COLREGs which apply internationally to all vessels, however, many readers may not be.
Part C – Lights and Shapes does not refer to Anchor lights or Steaming lights but All-round lights and Masthead lights, where the following rules apply to this issue:
Rule 23 Power Driven Vessels underway, where a power driven vessel is defined as being “any vessel propelled by machinery”, states:
(d) (i) a power driven vessel of less than 12m length may in lieu of the lights prescribed in paragraph (a) of this rule exhibit an all-round white light and sidelights
Rule 25 Sailing vessels underway and vessels under oars, where a sailing vessel is defined as being “any vessel under sail provided that propelling machinery, if fitted is not being used.”, states:
(a) A sailing vessel underway shall exhibit:
(i) sidelights;
(ii) a sternlight.
(b) In a sailing vessel of less than 20m in length the lights prescribed in paragraph (a) of this Rule may be combined into a single lantern carried at or near the top of the mast.
Rule 30 Anchored Vessels and Vessels aground, states:
(a) A vessel at anchor shall exhibit where it can best be seen:
(iii) in the forepart, an all-round white light or one ball;
(iv) at or near the stern and at a lower level than the light prescribed in subparagraph (i), an all-round white light
(b) A vessel of less than 50m in length may exhibit an all-round white light where it can best be seen instead of the lights prescribed in paragraph (a) of this rule.
Hence legally what is colloquially known as an ‘anchor light’ can indeed be a ‘steaming light’ for power driven vessels of less than 20m in length; a ‘tricolour’ is also legal for a sailing vessel of less than 20m in length only if the motor is not being used in which case under these rules it is no longer considered as a sailing vessel but becomes a power driven vessel where no such provision exists.
So that’s the rules as written, but what about in practice as the last thing we want is to be involved in a collision with another vessel?
I’m content that my own yacht being a 9.41m trailerable, having only a single all-round white light on the top of the mast and sidelights on the pulpit, along with a sternlight on the pushpit for use when under sail alone, is both legal and quite visible.
I also race on a 12.2m yacht which has sidelights on the pulpit, sternlight on the pushpit, an all-round white light on the top of the mast, a masthead light (ie. ‘steaming light’) exhibiting the required 225° arc which is in fact partway up the mast and also a tricolour on top of the mast where each can be switched on or off individually as required.
Our practice at night, whenever in port or harbour where there may be other small vessels in close proximity, is to use the sidelights on the pulpit and sternlight on the pushpit to improve our visibility to other vessels nearby, then when out at sea in open water to switch to the tricolour to improve range of our visibility to other vessels, particularly to large ships. Of course the ‘steaming light’ is on when motoring.
Don’t just think about whether it may be legal or not, the most important factor is safety … to ensure you are able to see and be seen in the conditions which exist at the time.
Jeff Hunt,
Safety and Regulation Division,
Department for Transport, SA.
Lights
Firstly, thanks for the best boating magazine money can’t buy.
A letter from Graham Forsaith ‘An anchor light is not a steaming light’ (Afloat, Nov’08) prompted me to write. I have had an idea since that bad accident on Sydney Harbour between a cruiser and fishing boat in which a number of people lost their lives.
After dark on any harbour with a myriad of different coloured lights in the background, I’m sure we have all found it difficult to pick out a boat travelling directly towards us, the nav lights just mingle with the background.
Let’s face it, lights can be anything from 1-5m apart and 1/2-3m high, no standard height or width to make it easier to discern.
If, however, every boat ran LED type lights which blinked at a very fast rate – so not to be confused with channel markers etc – like those which are attached to the rear of some pushbikes, I’m sure this would make recognition a lot easier and quicker. Any existing system could have a blinker unit attached or LED added. This would allow the direction and speed of an approaching vessel much more easily detected at a very reasonable cost.
If I was younger and smarter I would be manufacturing them now.
Jeff Mears,
Fassifern.
Nav lights on yachts
Adding to Graham Forsaith’s comments (Afloat, Nov’08), a point overlooked by many yacht owners is the fact that at night a power driven vessel seven metres or more in length (or capable of doing seven knots) MUST display side lights and a masthead light.
These cannot all be at the same place (the top of the mast), therefore any yacht longer than seven metres with a motor, must have separate or combined sidelights near deck level. A tri-colour masthead light can only be used when sailing, not when under motor.
Hugh Ferrar,
by email.
Out-of-date ‘aid to navigation’
Early last year I penned a letter regarding the location of a once necessary port hand channel marker and its relevance in this century (Afloat, Jun’08). It was in the middle of the Parramatta River off Gladesville/Cabarita.
In mid-November the authorities removed it. Well done!
Maybe now the river traffic will be better able to ‘keep to the right’ and the ferry skippers not be tempted to short cut inside an out-of-date ‘aid to navigation’. Can you imagine the enquiry into a collision involving an East bound ferry inside a port hand mark!
On a different tack, why do we not have any articles of interest from the Kayak, Canoe or Rowing fraternity in the Afloat pages? They are out there in bigger and bigger numbers these days, come on guys (and girls) put pen to paper, it’s your mag too.
Keith Lambert,
Gladesville.
Keep to the Right And Keep Others in Sight
Do you like my slogan on safety?
I do.
Thanks for a great magazine.
Christine Williams,
by email.
Jervis Bay
I refer to Mr F.H. Talbot’s letter about the lack of facilities in Jervis Bay Harbour (Afloat, Nov’08). I think you are right on the money there but why stop at a slipway, wharf and pump-out station?
Why not include a marina, fuel facilities and a pub.
Maybe a chandlery, a motel or two would probably assist a weary boater. Build some top-notch roads for those who can’t really deal with the less-pleasant aspects of boating, so they can drive home comfortably too. Why not, heck … put an airport in, but make it a small one because it is a marine park after-all and we wouldn’t want to spoil the place.
Or perhaps, let’s not.
Frank Ingrati,
Cronulla.
 Mystery 18-footer
I believe the sail emblem on the painting held by Newcastle Cruising Yacht Club (Afloat, Nov’08) is the P & O Line colours.
I also think that the painting may be of a skiff which sailed in the 18ft skiff league in the 1950s. That skiff is Sea Witch. I sailed in the Sea Witch as bailer boy and it was kept in a boatshed at Lavender Bay, North Sydney. It was skippered by both Fred and Ted Doran, friends of mine at Hunters Hill.
Above is a photo taken by The Sydney Morning Herald in the 1950s. Although the photo is in black and white, it is clear the top triangle is white. The bottom triangle is slightly darker – yellow. The left triangle is not as dark as the right triangle – left blue, right red.
The photo from my collection appears more likely to be of the same vintage as the painting, as both the photo and painting have the same rig.
Your magazine gives me much pleasure as I now live in Canberra and it is sent to me monthly thanks to my daughter’s Fathers Day subscription each year.
Bill Bondietti,
Chapman, ACT.
It’s the Collaroy
In my opinion this skiff is the Collaroy which sailed with the NSW l8ft Sailing League in or round 1942.
This skiff built by Douglas of Narrabeen, NSW in about 1942 was owned by Stan Sheldon and skippered by Chris Webb.
It represented NSW and sailed in the Australian Championships during that season. It carried a P & O flag, red to the mast, blue to aft, white to sky and yellow.
Some 7ft Skiffs with the same sail colours were:
Lois first year of sailing league built by K. Morrow, owned by Stan Sheldon and skippered by G. Finlay.
Aries, later named Eileen 1. Built by Douglas, owned by Stan Sheldon.
Seawitch (previously Top Dog) sailed by B. Barnett and F. Doran.
Betty IV ex-Queensland sailed in the Sydney Flying Squadron and owned by Norm Stanley and skippered by E. Bell – 1939-1942.
Also in the 1920s large 18ft-type boats sailed at the Squadron. A couple were Moyama about 1925 and the Golding about 1920.
A.G. Monkhouse,
Batemans Bay.
Definitely Betty
The boat’s name is Betty. She sailed the 1941-1942 18ft SFC summer season under the ownership of N. Stanley and E. Bell. Skipper: Noel Bungate. Crew: Tommy Burnett, Len Heffernan, Percy Parker, George Sheather, George Williams, Harry Killaby.
This information is from Alan Moran photo library.
Andrew Gibson,
Zen 11, Hope Harbour Marina, Qld.
No, it’s Golding
I can confirm that the skiff in question is Golding and dated 1919.
I also have original photos of Mascote and Bratanna. Also Scott sailed by J. Smith and Kismet sailed by W. Dunn, and Ethel. These were all sailed in 1919.
My uncle Sydney Matthew Collyer, aged 18 years in 1919, was a talented photographer as well as a fine artist. He has coloured the ensign on both Ethel and Golding and there would be no doubt that these would be correct. He also owned and sailed a 6ft dinghy and 10ft skiff.
Colin John Collyer,
Lake Cathie.
Bobbing Heads
Stephen Johnston’s appreciation of the skills of the Freshwater’s ferry master and the recent sale of the Barragoola reminds me of the 1980s when, working as the spokesman for Sydney’s Buses and Ferries, the ferry made its last trip across the Harbour to Manly.
Manly ferries operate forward to Manly and reverse to the Quay but they do have a bow and a stern. On its last trip the Barragoola arrived at Manly, but ferry master Ray Hart refused to travel backwards to the Quay.
He spun the ferry around via the mooring rope, then travelled to the Quay bow first to give the ferry a dignified final journey with hundreds of passengers aboard, many on the upper deck around the funnel and even on the roof of the bridge.
And the “heads bobbing in the water” reminds of the guy swimming near Fort Denison on his buck’s party and killed by a hydrofoil, whose master travelling into the glare of the setting sun understandably could not see a bobbing head in the channel near Fort Denison.
Brian Davis,
Vincentia.
South Solitary circle
Regarding Grant Halliday’s letter (Afloat, Nov’08) suggesting the old South Solitary race should recommence as opposed to the Pittwater/Coffs race.
I was fortunate enough to sail as crew on yachts that were winners in both races; Harmony (South Solitary, 1976) and White Pointer (Line honours & handicap winner first Coffs Race 1981).
The reason the South Solitary race was abandoned was the declining number of entries, as skippers and crew were looking for an alternative to the Hobart race and the afterrace festivities that follows most major ocean races.
The Solitary race did not provide this opportunity as most crews were from Sydney and would head home after the race and only some would return a few days later for the presentation.
The original Coffs race was a two-race series and started at Pittwater on 27 December. The presentation for the series was at Coffs Yacht Club on News Year’s Eve which gave crews time to catch up with their opposition and settle their bets (jugs of Rum & Coke) before heading back to Sydney.
Give me the Coffs race any time.
Ron Peterson,
Buderim, Qld.
Trinity Point, Lake Macquarie
In a very close vote, the Trinity Point development has now been decided. Lake Macquarie City Council has accepted the proposal. This in response to the certainty that, had they have blocked it, it would have gone to the State Planning Minister, who was guaranteed to accept it, completely negating Council’s involvement altogether.
Mr Gurman (Afloat, Dec’08), and other supporters of the Johnson Property Group (JPG) may now rejoice in their success. The long term future of this project is now a matter of time and circumstance.
Yet certain of his comments cannot be left unchallenged.
Why is it that anyone who dares to make a critical comment on any controversial project, such as the Trinity Point Proposal, is immediately dismissed as being from a biased minority, generally of the ‘way-out’ kind, without the least bit of solid evidence to make such a claim?
Perhaps one should browse the ABC website and see the number of critical comments the general public has already made.
I would not wish anyone to meet with a shark under any circumstances and I remain at a loss to understand how one could draw such an inference. It is an unworthy, flippant remark, and diminishes Mr Gurman’s otherwise reasoned response.
And please do not make light of the dangers of razor fish.
At our local sailing club, some of the older dinghy sailors routinely patrol the area in front of the clubhouse and remove these dangerous creatures, bearing in mind that there is a daily bag limit. And our juniors are always reminded to never jump in Lake Macquarie without something on their feet.
The seven storey structure is hilariously described by the developer as a ‘Lifestyle Village’. My dictionary describes a village as ‘a small group of houses’.
Trinity Point! Heavenly help may yet be needed!
George H. Mayall,
Balcolyn.
On the Baralga up the Hooghly
I picked up my November Afloat from the Illawarra yacht shop. During a quick scan I noticed the photo of the SS Baralga at Eden.
I was an AB in her in 1959 when we dry docked in Newcastle. While there we changed articles from Coastal to Foreign Going on 17/4/59 for a voyage from Australia to India with a full cargo of timber railway sleepers. A gift from Australia under the Colombo Plan.
We spent a week in Eden loading in hatches 2, 3 and 4.
Thence to Coffs Harbour for further loading in all hatches. I believe we had a foot of water between the keel and the harbour bottom when we sailed, thence to Brisbane to finish loading. Departed Brisbane, bunkered at Townsville then off to Calcutta.
Arriving there we travelled up the Hooghly river and berthed at Kiddapoor Docks. A five-day discharge then light ship to Yampi Sound for iron ore to Port Kembla. Due to bad weather we anchored in Sydney Harbour where I paid off on 1 July 1959. An interesting trip spoilt only by the relationship between officers and crew.
Graham Bevis.
Wollongong.
Alternate view
David Colfelt bemoaned the fact that Gavin Sorrell’s alternator article in November had seemingly left him perplexed (Afloat, Dec’08).
Let’s hope that he and any other readers derived some useful information from the article and were not totally confused. A lot of thought goes into writing these articles each month. The author takes great care to promote understanding of the topic without bogging down in technicalities and to make readers aware of the most important factors that need to be taken into account.
However, what can be explained in a single magazine page is obviously limited and we would expect readers to further research the subject before committing to buying and installing equipment.
Kurt Küpper,
Aquavolt Electric Boat Parts.
 Wreck of the Goolgwai
I always enjoy Graeme Andrew’s articles in your great magazine but I was particularly interested in his feature on Sydney’s Steam Trawlers (Afloat Nov’08).
I enclose a rather faded photo I took on my little Ensign Fulvue (rather like a Kodak Box Brownie ) in 1955 of the wreck of the Red Funnel Trawler’s Goolgwai on Malabar Headland.
It was a coincidence that this photo fell out of an old album of mine on the same day I read the article.
Philip Kinsella,
Killara.
R.S.V.P.
H28 Jenny Wren
The response to my request for information about Jenny Wren (Afloat, Sep’08) has been amazing!
The day after receipt of my copy of Afloat I had a phone call and an email giving me valuable information regarding
Jenny Wren, and in the weeks following more people contacted me with more owners’ names and history of the yacht. So much, that I now have a full list of owners and dates, clubs and happenings.
I must commend you on the excellence of your publication and the results that have been achieved.
There have been eight or perhape nine owners since she was built in 1949 by W.L. Holmes & Co., Sydney.
However, there is still a question of ownership at the time of building!
The first mention of Jenny Wren in Lloyds Register of Yachts is an entry showing the owner as C.L. Love in 1953. Was Jenny Wren built to the order of Mr Love, or was there another owner from 1949 to 1953?
If I can confirm this question, I will have the full ownership history covering 60 years.
Which is a credit to to your publication and your readers.
My sincere thanks.
Doug Jenkin,
0427 004 241; e-mail dougjenkin@bigpond.com
47 Prospect Hill Road, Camberwell, Victoria, 3124.
Dangar Island history
Ann Howard, well-published writer, has lived on Dangar Island for 34 years and is now writing the history of the island.
She has owned several boats and has some info and old photographs, but would love to hear from anyone with stories, photographs, or memorabilia affecting the Island’s history.
Ann Howard,
annhoward@ozemail.com.au
PO Dangar Island,
NSW 2083.
Scamp and Mahwhiti
Do any of your readers know what happened to Scamp, an ex-pearling lugger, 42ft staysail(?) schooner, owned in the early 1960s by Alan Frazer of the AWA Frazer Company (manufacturers of Frazer ironing boards and step ladders)?
Alan and his wife used to bring Scamp alongside at our weekender at McCarr’s Creek on the high tide. I often took the helm while Alan and my Dad corrected my heading watching from over my shoulder.
Also whatever happened to the yacht Mahwhiti (spelling?) owned in the 1950s by a Kiwi, Fred Porter, who developed the Porter Villa Arcade in Dee Why? I recall a fabulous day out (as a kid) with the lee rail under as we headed back up Pittwater. My uncle was a mate and business associate of the owner.
Ian Crook,
iscrook@bigpond.com
33 Ocean Drive,
MacMasters Beach.
18-footer Onda
I have a very well-constructed scale model of the 18-foot skiff Onda and I wondered whether anyone may have any information about its history or if pictures of the original exist.
Patrick Robinson,
priscillalc@bigpond.com
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