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A Licence for all States

  Many people crossing state borders may not be aware of the varying requirements between the various states regarding the need to hold a Boating Licence.
  A competent sailor friend of mine recently took his 10m catamaran from Pittwater to Lizard Island and return. While in Queensland he was fined $375 for not having a licence.
  The regulations in NSW only require the operator of a vessel to hold a licence if the vessel is capable of a speed of 10 knots or more under power (which his vessel was not).
  However, in Queensland the regulations require a licence if the vessel has an engine of 6hp or greater, but they allow bareboat-charterers (far less experienced than my friend) to operate even bigger boats (and VHF radios) without any form of licence.
  A study of the various state requirements reveals: No licence for NT, ranging to “any boat with any motor” for Victoria, and variations in between.
  Most sailors in NSW do not bother to obtain (and pay for) yet another piece of paper. I frequently cross state borders and previously was unaware that requirements differ. I now have the required licence.
  Why can’t we have an Australian Boating Licence associated with a standard level of competence?

Ian Hoey,
  Frenchs Forest.

Silly disparity between states’ boating rules

  The question regarding disposal of out-of-date flares highlights the tendency for bureaucracies to make rules without thinking through the full implications of their actions.
  There should be clear procedures for the safe disposal of out-of-date flares. Similarly, the simple prohibition of discharge of sewage has not been met with viable solutions such as the provision of suitable pump-out stations.
  The shortcoming of bureaucracies is no more apparent than in the irrational differences between the various states’ boating rules. Something that is a legal requirement in one state can be a prosecutable offence in the next estuary
  Given the nature of petty parochialism, it is probably wishful thinking to believe that states will ever effectively standardise their rules. Perhaps it is time we seriously considered the implications and benefits of the abolition of states.
  Congratulation to Afloat on the excellent letters section. Each month I look forward to catching up with a range of thoughtful discussion on topical issues.

Bill Watson,

NSW forecasts can be 40 percent wrong and may be twice the height

  Having sailed the east coast of Australia fairly extensively, it is glaringly apparent to me, that the marine weather in NSW is notoriously unreliable. I find the general weather (rain, sun etc) fairly good and reliable. It surely would follow that marine weather would be likewise.
  Unfortunately this is not the case, they generally get the timing of weather changes wrong, the wind direction is often 180 degrees out, and the wind strength is invariably unreliable.
  I would be surprised if they gave a correct forecast any more than 40 percent of the time!
  If anybody else got their job so wrong they would surely be sacked!
  I understand that there are variables in forecasting that can’t necessarily be foreseen, but there is no excuse for the bureau to not update the weather if their forecast is wrong, instead what we get is the same forecast repeated over and over again, regardless of the actual conditions.
  This is very frustrating to all on the water including the poor VMR who has to keep repeating it. Unlike most people on the land, this is not only inconvenient to boaties but can be damn right dangerous.
  So what we get is a disclaimer from the bureau stating that the wind can be 40 percent stronger, and the waves can be twice the height. It really makes you wonder if there is any point in them composing a forecast at all!
  Maybe NSW should learn some lessons from the Queensland bureau, in Queensland you receive forecasts three times a day, broadcasted by the regional weather bureau, who ask for reports of the actual conditions, you can also ask questions regarding longer term forecasts etc.
  This gives them a much better idea of what is really happening in their local area, and I would suggest leads to far more accurate forecasts. Well in fact it does. You can generally rely on forecasts in Queensland. Why can’t NSW do the same? It would make sailing far safer.
  Maybe it’s all about Queensland/NSW rivalry, after all what on earth could Queensland do better than NSW!

Michael Endacott,

Disposal of out-of-date flares

  Following numerous letters to Afloat and your thoughtprovoking Editorial (Afloat, Apr’09) – a little bit of research has turned up an interesting fact.
  New South Wales is the
only state in the whole of Australia that does not have flare disposal locations.
  These easy to find details for other States are:
  Victoria – 36 specified locations.
  Queensland – 36 specified locations.
  Western Australia – four specified plus any regional
  Transport Office.
  South Australia – any local Police Station.
  Tasmania – three Workplace Offices as specified.
  All well documented and advertised for the benefit of their boating public.
  It can only be assumed that the Government and Ministers of the ‘Premier’ state accept that all the other states are catering in a far better way for their boating public or alternatively that their departments are so closeted in their own little domains that they fail to liaise with other departments to solve problems that cross departmental boundaries.
  Maybe the boating public of NSW, after embracing the NSW Maritime campaign:
  need to return the compliment with:

David Lyall,
  Boat Owners Association of NSW.

Illegal use of out-of-date flares

  We have followed with interest the issues of out-of-date flares that have been raised in your magazine, and have also noted your Editor’s comment “some commercial YA accredited centres regularly use out-of-date flares” (Afloat Apr’09).
  Under no circumstance does Yachting Australia condone the use of out-of-date flares on vessels or for training purposes. Yachting Australia Special regulations used for racing, clearly state that “the age of all pyrotechnics shall not exceed the manufacturers’ expiry date”. YA SR 4.22.1.
  The Yachting Australia Sea Safety Survival Course (SSSC) is an excellent course that provides sailors with considerable knowledge of how to survive at sea in the event of an emergency. The course takes two days and includes a practical life raft session and live flare drills. The course can only be run by qualified SSSC instructors at Training Centres recognised to deliver this course.
  No Yachting Australia Training Centre should be using out-of-date flares. We recommend that if somebody attends a Yachting Australia SSSC course where these guidelines are not followed, that we be notified by emailing training@yachting.org.au.

Chris Kameen,
  Participation and Training Manager,
  Yachting Australia.

Wagoners Lad saw everything

  Peter – the man on the bullock cart – never lived at Seaforth.
  Maybe Mr Ford (Afloat, Apr’09) is thinking of the man in the striped jacket and top hat who sat on the tyre-pole outside Sinden’s Garage.
  It was Peter who, in 1942 we believe, observed the two foreign submariners cruising north in the Buick; but failed to notify the army or the police.
  Peter is almost a hundred years old and has been in the same spot since the 1920s. As a young man he used to work for a Mr Rundle who ran a market-garden set well back from Pittwater Road at Mona Vale. Travellers could not see Mr Rundle’s market garden from the road, so Peter was employed to attract customers with his friendly smile.
  Unfortunately, customers stopping to chat with Peter tended to buy their fruit and vegetables from another market garden, owned by E.J. Shaw, set conveniently right on the road just along from Mr Rundle’s business. Mr Rundle gave Peter the sack but, luckily, Peter found work with E.J. Shaw for whom he had been doing such a wonderful job.
  Well before the submariners passed by, Peter rode his cart a hundred yards down the hill and put the brakes on outside Shaw’s. He hasn’t moved since.

Koji Matsuda,

Who is accountable for dredging Swansea Channel?

  Rob Dell ‘Dredging of Swansea Channel’ (Afloat, Apr’09) highlighted a significant factor that visiting vessels to Lake Macquarie add value to the local economy. This fact is generally disregarded by the government in assessing the dredging economics for maintaining safe lake access.
Pelican depths @ 24/2/09.  The problem of shoaling between Pelican and the Dropover occurs over a period of 4-5 years after dredging. This shoaling is a result due to the migration of sand driven by the incoming tidal prism and is deposited in these areas as the tide loses velocity. The cause and the interval to dredge is known, so why is there a delay in correcting the problem?
  Early 2008 the depth had fallen to less than 2.5m and has continued to deteriorate. The 24/2/09 Maritime Hydrographic Survey conducted during a 1.7m high tide, shows depths ranging from 1.7m to 2m, highlighting the deterioration.
  So why the inaction? Minister for Lands, Tony Kelly’s press statement on 17/12/08 answers this question: “without private sector involvement, dredging of the waterway is unlikely to be achievable”.
At present, this is the only way to access the Lake. Photo taken 24/02/09.  To this end, in late February, the Department of Lands (Small Ports and Estuary Division) issued an Expression of Interest document to gauge public sector interest. On the 1/4/09 DoL indicated they had received some public interest. But given the Expression of Interest (EoI) document assessment Time Table it is unlikely that dredging would be completed in 2009, even if a respondent submission is economically viable. At this stage a large number of moderate draft vessels are landlocked, while awaiting the EoI outcome, including two Commercial Cruise vessels requiring out of water survey in Sydney.
Dropover depths @ 24/2/09.  If there is any hope of eliminating the reoccurring reactive response in the maintenance of Swansea Channel, there is a need to establish who has the final accountability for funding and timely maintenance. The question is: if the Department of Lands is responsible for dredging access channels, are they accountable for maintaining safe navigation of maritime channels?
  Whoever is accountable, the NSW Government should show leadership in initiating immediate action to dredge the channel before the summer boating season commences or are they content for the current unsafe access to Lake Macquarie for the remainder of 2009?

Jack Garaty,
  BOA NSW, Hunter Region.

Lake Macquarie, where is the money?

  Lake Macquarie is one of the best and safest fishing, sailing and boating areas of NSW, attracting many thousands of boats each year. Nearly all the owners of these boats pay an annual registration fee, the drivers pay an annual licence fee and the boat owners with moorings pay an annual mooring licence fee. This total amount of money is paid to NSW Maritime.
  I am told that money collected by NSW Maritime from recreational boat owners is returned into improving marine infrastructure and safety on our waterways. This I consider value for money.
  In contrast to the above, residents of Lake Macquarie who have jetties and slipways pay a licence fee to the NSW Department of Lands. This Department also collects licence fees from commercial businesses that have marinas and moorings; no wonder the Government is keen to have more marinas. Around Lake Macquarie there are over a thousand jetties not counting other structures.
  Simple mathematics tells me the collection of these licence fees must run into millions of dollars. Is the Department of Lands making any improvements for the boating community of Lake Macquarie?
  I haven’t seen any.

Mike Collins,
  Lake Macquarie.

Someone is listening

  Jonathan Neeves quite correctly writes “do not rely on your DSC emergency call to prompt your rescue” (Coastal Marine Communications – Afloat Apr’09). But this is not because “nobody is listening”, as these days there are many listening both afloat and ashore. The benefits of the DSC distress alert are the attention it attracts from DSC-equipped vessels and stations preparing them for the MAYDAY call, even if they are not monitoring Channel 16, and the initial GPS-derived position provided in digital form to the receiving DSC radios.
  Those receiving the DSC distress alert will be immediately primed to listen for and record details of the MAYDAY message to follow, and to respond as required. There may well be vessels in the vicinity, without VHF DSC, but monitoring Channel 16, also able to respond to the MAYDAY call. Jonathan’s article refers to the successful rescue of six sailors from the sinking yacht Encore last October. The published account of the rescue states that a useable set of position coordinates was not received until over 20 minutes from the initial call for help. A DSC distress alert sent at the outset may have made a critical difference to the duration of the search phase of the operation.
  Jonathan also mentioned AIS as a potential tool for VMRs. In the search for the sinking yacht Encore, VHF AIS information being transmitted by ships at anchor near Broken Bay was received at the AVCG radio base at the South Head Signal Station and passed to Terrey Hills so that they could directly call those ships by name or by DSC. One of the ships called weighed anchor and joined the search, providing an elevated visual and radar search platform. AIS is gradually being introduced into VMR stations and rescue vessels, to improve their situational awareness, not only of the location of rescue and other AIS-equipped small vessels (in all conditions of visibility and weather) but also of any ships that might be able to assist in small vessel distress situations.
  Skippers should enquire with their local VMR units as to what DSC and AIS services are available in their area of operations. Bases equipped to do so will happily assist with testing routine individual VHF DSC calls (but no testing of actual distress alerts can be carried out) and also AIS transceiver performance, as an extension of the traditional marine radio checking service.

Greg Searle, OIC Marine Radio Base,
  South Head Signal Station.

Digital Selective Calling (DSC)

  While the bulk of Jonathon Neeves article “Coastal Marine Communications” is interesting and contains some good information I feel that the writer has misrepresented the usefulness of DSC and the safety benefits available with a DSC-enabled radio.
  It would be irresponsible of any boating enthusiast to rely solely on VHF DSC for emergency but to suggest no-one is listening is completely untrue. Even the author admits that local Marine rescue organizations are in the process of moving to monitor full time the DSC but he has not taken in to account the fact that DSC is heard by all vessels equipped with DSC enabled radios. This includes, pleasure craft, rescue craft and services, police, military, commercial fisherman and commercial shipping.
  DSC can also be used in a number of many different ways dependant on the vessel and the systems fitted but DSC is a very real and extremely useful tool for the marine enthusiast.
  No we do not have an American-style Coast Guard, with 24hr Australia-wide coverage but we have a very good system that needs to be supported. No, not all signals will be heard by rescue authorities but maybe that passing trawler might just hear the DSC signal or the passing tanker might relay on the DSC to AMSA, better than no response at all. If we educate boaters and we all learn to use the system properly would it not lead to a safer boating environment with quicker rescues and less cost?
  The benefits of DSC have only just been touched on and I feel we need to spend more time explaining the benefits. More education please.

Robert Hair,
  ICOM, Australia.

Sharks in Sydney Harbour

  There was a shark horror story Joe Morris missed “Shark Scare in Harbour” (Afloat, Apr’09).
  When, in 1969, I discovered that there was a Police Diving Section and decided to give it a go, other drunks at Darlo already had a wealth of reasons not to join.
  The main one being sharks.
  The main shark story may have concerned Peter Frew, who was a diver (and professional sprinter on the side) and stationed at Darlinghurst when not diving.
  During a job in Blackwattle Bay (don’t know what they were looking for) a local timber miller asked if they, the Police Divers, would like to earn some beer money.
  Sawlogs were floated in Blackwattle Bay, for sorting and one or two logs, generally the best saw logs, would sink. Getting a private diver (hardhats back then) to retrieve the logs was expensive; the miller knew roughly where there were some good logs and all the divers had to do was find them and run a wire rope sling around the centre of each log.
  The sling could be pushed through the mud under the logs.
  Visibility in the industrial parts of the harbour was nil and the Police Divers were expert finders (bullets, safes, body parts) in those conditions.
  Finding a 24x3 foot log wasn’t a big ask; just find the log with a short pattern search and measure the length of the log by starting at one end, counting the arm-span lengths to the other end and coming back to the middle.
  About four arm-span lengths covered the length of a log.
  In nil visibility water, at 30 or 40 feet, there is no light whatsoever. It is black.
  Peter (if it was his story) signalled that he had found a log and proceeded to count the arm span lengths.
  After he measured three arm span lengths, the log swam away.

Brendan James Akhurst,

Good subs hathaway of righting errors

  With respect one hopes that your correspondent Joe Morris had a proofreader and a sub-editor when he was a “cub-journalist”. He certainly needs one now!
  The young actress taken by a shark in Middle Harbour in 1963 was MARCIA Hathaway, and not Martha Hathaway as stated by Joe. A small memorial plaque to her memory exists in St Stephen’s Church in Macquarie Street.
  Posterity deserves protecting in an issue such as this!
  One of the theories about Marcia’s death was that her blood loss was dramatically increased when the attending manual transmission ambulance of its day, burnt its clutch out when climbing up from the harbour’s edge.

John Rowley,

Six shark attacks in Middle Harbour

  I feel I had to write this letter to you after reading the article by Joe Morris “Shark Scare in Sydney Harbour”. I grew up in the Seaforth/Clontarf area in the sixties and on most weekends during the summer my parents would take me and my brother to Clontarf Beach for a swim; except for when the tide was low, when we would go to the now gone pool next to Manly Wharf. At Clontarf we were never allowed to swim outside of the pool and there were signs on the pool warning of the danger of sharks. My parents certainly put the fear of sharks into me and I still won’t swim outside the pool at Clontarf to this day.
  Why did my parents put this fear of the shark into myself and my brother? Well in a period of 21 years between 1942 and the date of the attack on Marcia Hathaway in 1963 there were six fatal shark attacks … just in the area of the Harbour from Grotto Point/Balmoral to the Roseville Bridge – an average of one fatality every three and a half years and half of the fatalities were children.
  The attacks were:
  Denise Rosemary Burch, 15, female at Bantry Bay at 10.50am on 26 December 1942. Legs bitten.
  Zita Steadman, 28, female at Castle Rock at 3.00pm 4 January 1942, bitten in two.
  John Willis, 13, male at Wyargine Point, Balmoral at 2.30pm on 18 January 1955, left leg and right calf bitten.
  Bruno Rautenburg, 25, male at Sugarloaf bay at 2.35pm on 5 February 1955, legs bitten.
  William Murray, 13, male at Killarney Reserve below Roseville bridge at 3.30pm on 16 January 1960, right leg severed above the knee.
  Marcia Hathaway, 32, female at Sugarloaf Bay at 1.30pm on 28 January 1963, femoral artery severed, thigh, calf, buttock and hand bitten.
  Marcia Hathaway was not attacked at dusk as stated in the article but in the middle of the day at 1.30pm and only 50 metres from where Bruno Rautenburg eight years earlier had been killed. Also of note is that the Denise Rosemary Burch and the Zita Steadman attacks were only a few days apart; as were the John Willis and Bruno Rautenburg attacks 13 years later. I think something else worth noting is that there were no other attacks fatal or non-fatal in any part of the Harbour after 1929 until a non-fatal attack in 1996.
  Who knows why Middle Harbour was such a shark attack hotspot? Six fatalities in the same stretch of water over 21 years is certainly unusual with four of the attacks happening in an eight year period and with two of them at Sugarloaf Bay being in virtually the same spot. The only other attack in this part of the Harbour happened in 1907. The attacks in 1942 being only a few days apart suggest that maybe the same shark was involved, as do the attacks in 1955.
  There have been no attacks since 1963. Who really knows why? Maybe it’s less fish or pollution, there was a large bull shark caught off Grotto Point ten years ago and I have seen evidence of sharks, such as bream bitten in half, at Sandy Bay over the years.
  To get back to the article by Joe Morris, which I realize is meant to be a little light-hearted, truth is the Marcia Hathaway attack was not an isolated incident; the fact that Bruno Rautenburg had been fatally attacked in the same spot eight years before proves this if nothing else. After the Hathaway attack people did not swim in Middle Harbour they were just too scared to.
  (Thank you to the Australian shark attack collection for their records on shark attacks.)

John Macdonald,

A fin in the Harbour

  While sailing a B14 skiff in Rose Bay in light airs and clear blue water last Sunday, I was alarmed by a huge fin, but then it flopped about a bit …
  I thought perhaps it was some detritus but then we came closer and saw the huge, shark-shaped mottled blue-grey body under the water, both of us freaked out again for a second.
  Fortunately we came to the conclusion it had to be a sunfish.
  I watched some videos online later and that is exactly what it was – a huge one too! In my life on the harbour I’ve seen seals, a whale, penguins galore, but never seen a sunfish, let alone one in Rose Bay. I hope it makes it back out to sea safely.

Sophie Hunt,

Scrapping the ferry Baragoola

  It is with great concern I read in the Manly Daily of the possible scrapping of the historic Manly ferry – the Baragoola.
  It is not impossible to restore this unique ferry with sufficient political will. The Federal Government can rescue this historic vessel in the form of a stimulus funding package designed to employ student tradies.
  Save the Baragoola!

Timothy Bidder,
  Dee Why.

Deployment of sea anchors

  In the April crossword, the answer to 7 down (Any heavy piece of equipment floated behind a vessel to reduce drifting and bring her head to wind (3,6) – ‘sea anchor’) has the potential to endanger lives at sea. It could lead to an amateur sea-goer to think this is the safe and proper way to deploy a sea anchor.
  To keep a vessel ‘head to wind’ when it is drifting, and so present the least (and therefore most seaworthy) aspect of the drifting vessel to the adverse conditions, is to deploy the sea anchor from the bow. To deploy a sea anchor over a vessel’s stern is inviting it to be swamped, cockpit and cabin flooded, and sunk.
  In the conditions requiring a sea anchor the wind speed is usually at or over Force 4 or 5 or much more, and the sea and swell speed at about 6-15 knots, downwind. A vessel with a sea anchor deployed may make 3-4 knots downwind, so seas will pass along the sides of the vessel as if it was under way. Some seas may come aboard forward, but the vessel is designed to shed these waters quickly.
  Commercial sea anchors are readily available, but should a vessel not have one (bloody stupid to go to sea without one, and suitable tackle) they can be readily fashioned.
  Bundle up a large clump of unnecessary lines, oil skins, eskies, old sails, sail bags, or any other things at hand to create a sea anchor. Never use chain or other ‘sinkables’. Pay it out over the bow on a stout line, for as long as it is.
  The vessel will present more windage than the sea anchor, so the sea anchor will always be upwind of the vessel, and keep her head to weather.
  In short, would you put your own vessel on a swing mooring, stern-to, and expect it to survive sea anchor conditions?

Alan Chapman, Capt. (Ret’d),
  Warners Bay.

Harbour Rage

  One thing I’ve always liked about yachties (and many power boaties too) is their disinclination to mix their enjoyment of the water with loud amplified music. To most, part of the joy of sailing is the sound of the water rushing along the hull and maybe the occasional rattle of a winch or the groan of a loaded sheet.
  My three hours on Sydney Harbour on an otherwise perfect Sunday sailing day were accompanied by the endless THUMP-THUMP … THUMP-THUMP-THUMP of a black, box-shaped, three storey, ugly barge with well over three hundred passengers.
  We could hear it at the same volume half a mile away and two miles away. My guess is that the vessel was polluting the harbour constantly over an area of 6-8 square (nautical) miles. For every joyous, dancing passenger, there would have been two or three people on other boats who would have preferred to hear the sounds of sailing.
  Rage and outrage barely describe the feeling of arrogantly stolen peace. “There oughta be a law!”...or maybe there is?

Peter Russell,

The holing of a Heron

  Being a member of CRSC it was interesting to read Bill Olson’s letter (Afloat Apr’09) and his comments about the holing of a Heron by the starter’s gun.
  At some time during the 1960s an old shotgun was used to fire blanks as a sound signal for scratch starts. This led to the event in which the only time a boat has been sunk by gunfire at our Club.
  The Heron Zenith sailed by Charles Grimwood was holed at the start by the paper wad from the starter’s gun; Arthur Hale was the starter at the time.
  The boat leaked so badly he had to withdraw before the first mark and I have spoken to Charles for his recollection of this ‘incident’ and he said that Arthur must have been watching the starting clock and aimed the gun straight down the starting line to fire it.
  Charles was at the buoy end and the shot went through the front section of his boat. He did not realise this had happened although he remembers thinking that it was a rather loud blast.
  Soon after the start he noticed his boat starting to nose down in the water. Thinking this was strange he opened the inspection port of the front buoyancy tank finding it nearly full of water he immediately pulled out of the race and onshore found a hole about one and a half centimetres in diameter from the pellet.
  Charles had a friend as a novice crew giving him a taste of sailing; as it was not a Championship Race he did not take any further action to claim points.
  The story went around the Club that the starter now had his own way of controlling the boats on the starting line if they tried to get a jump start.
  Charles also said that a few weeks later Arthur Hale resigned from his position. Charles still occasionally sails his all timber Heron Zenith at our Club but this is his second boat, the original Zenith, which was renamed Assassin, is still owned by his son, Allen.
  By the way, Charles also has a place in our history as being the only person to win 10 consecutive Club Championships in his Heron.
  History such as this should be preserved.

Ron Burwood,

The rhyme of the ancient mariner

  You’ve all got it wrong, the fourth verse should be:
  Both in safety and in doubt,
  Always keep a good lookout …

  “Failure to keep a proper lookout” is cited as a contributory factor in most maritime “incidents”, it seems most people have forgotten this maxim, so REMEMBER IT!

Hugh Ferrar
  by email.

Getting the message across

  I recently started my own Marine Surveying business. I knew that Afloat had the target audience and would go straight to the right people but was pleasantly surprised when after a few months I took a call early one morning from a Scottish couple.
  They were cruising through Sydney in a Nordic 44 sloop and needed a survey completed for their insurance company.
  The report was completed and in their hands, the insurance company was happy and the couple continued on their journey.
  I would like to thank you for your magazine and the way it promotes local marine businesses and the yachting community generally.

Rob Landis, Robs Marine Surveying,




What boat is this?

  I purchased this timber cruiser about five years ago and I am still not sure what the boat is.
Broadbill  In the 1961 British Australia Register, she is named as Broadbill and belonged to Douglas Frederick Bar wick, Licensed Victualler of 396 Pitt St, Sydney. The boat was built in 1940 in Newcastle – it is hard to decipher who the builder was.
  I have spoken with Mori Flapan from Aust & NZ register of ships and boats; she suggested I contact you. Any more info on the boat would be appreciated.

Kyle Paterson,
  0414 593 473; info@trainingwheels.net.au 
  18 Amsterdam Circuit, North Wyong, NSW, 2259.


  We are seeking any information regarding the above vessel and those pictured.
  I am writing on behalf of Irene Pearson nee Wallace, her brother Malcom John Wallace is pictured at the tiller of Seaward in 1946.
  We are also seeking any information regarding Irene’s father Frances Lesley Wallace and the boats he built at Tennyson Point, Sydney.

Ian Tyler / Irene Pearson,
  Hawkesbury River.