QF4 Rescue Spring 2017 Edition

Spring 2017 | QF4 Caloundra Edition
QF4 & Squadron News RNLI: Saving Lives at Sea

My Days as a Trawlerman Marine Radio Distress Network
Time to Swallow the Anchor Coast Guard Assist Stories
1 | Coast Guard Rescue Sunshine Coast
Caloundra Marine
Largest range of boating accessories in Caloundra
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8 Baldwin Street, Caloundra 4551
PHONE: 5491 1944

www.caloundramarine.com.au
Email: caloundramarine@bigpond.com

PUBLISHING INFORMATION
Coast Guard Rescue Sunshine Coast is
published quarterly by AVCGA Sunshine
Coast Squadron. elcome to the Spring edition of Coast Guard Rescue
Print copies are available from QF4 Sunshine Coast. This publication has now been in
Caloundra, QF5 Noosa and QF6 existence since Autumn of 2013, so we are well into
Mooloolaba. Please contact the flotilla. our 4th year and with Spring being the time for tidying up, the
Coast Guard Rescue Sunshine Coast magazine is undergoing a bit of a spring clean, too. Youll notice
is also available via download. Visit
a few subtle changes to the design layout, but the content will
the flotillas page on the Coast Guard
website at www.coastguard.com.au. be just as interesting as its always been!
For advertising enquiries, please
Speaking of content, weve got some great articles for
contact the flotilla representative for readers this issue which give an indication of the wide-ranging
your area careers and occupations our volunteers have (or had before
they became professional volunteers after retirement!)
EDITOR: Vice Captain Julie Hartwig
Ph: 07 5486 4014 For instance, QF5s Baz Goodwin regales us with tales
M: 0498 377 402 from his days as a deep sea trawlerman in the North Sea during
E: editor.sc@coastguard.com.au the so called Cod Wars in the 1960s and 70s. Its a fascinating
Sub-Editors: read!
QF4 Caloundra: John Gasparotto Tony Gerlach from QF6 has written a very interesting
E: john.gasparotto@coastguard.com.au
QF5 Noosa: David Garwood
article about swallowing the anchor after an extensive career
E: dgandtd@bigpond.com in the military which then led to a career as a Master on LNG
QF6 Mooloolaba: Ian Hunt tankers in the Merchant Navy. Like Baz Goodwins trawlerman
E: ian.hunt@coastguard.com.au story, Tonys article is a great read, too.
View QF6 Edition: www.qf6.org.au
QF17 Tin Can Bay: Julie Hartwig QF4 have connections to the UKs RNLI and so we
E: julie.hartwig@coastguard.com.au have a profile on that organisation. The scope of the RNLI is
QF21 Sandy Strait: Jon Colless remarkable, especially in light of their training programs and
E: jon.colless@coastguard.com.au
vessel construction programs, all of which are managed in
Disclaimer: Whilst every care is taken house. Even more remarkable is that the RNLI achieve all this
by the Editor to minimise errors, no through donations from the British public. If you want a model
responsibility is accepted for the charity for a marine rescue organisation, look no further than
accuracy or otherwise of contributions
made by AVCGA members, and the the RNLI.
information, images, illustrations and In addition, we have another selection of assist stories,
advertisements contained herein. and regular features including flotilla and Squadron news.
Opinions expressed in articles in this
publication are those of the authors. All
As we move into the warmer months and boats begin to
content in this publication is published emerge from their winter hibernation, make sure you give your
with the consent and approval of the pride and joy a little TLC before you hit the water this summer.
Sunshine Coast Squadron Board. While we are here for your benefit, we dont really want to
Copyright AVCGA Sunshine Coast see you on the end of one of our tow lines! A little care and
Squadron, 2017 preparation before you head out will save you a lot of bother.
Enjoy this issue, stay safe on the water and remember to
Visit Coast Guard on the web:
www.coastguard.com.au
log on before you leave! Safety by all Means.
Julie Hartwig
Editor, Vice Captain Publications
Sunshine Coast Squadron

SPRING 2017 | ISSUE 19 | QF4 Caloundra Edition
06
10 14
22 26
06 FLOTILLA NEWS 26 RNLI: SAVING LIVES AT SEA
Latest news from QF4 QF4s John Gasparotto gives us an insight into
10 SQUADRON NEWS the operations of Britains Royal National Lifeboat
Institute
14 COD PIECE: MY DAYS AS A TRAWLERMAN
QF5s Baz Goodwin takes us deep sea trawling in 30 MATAHARI AGROUND
the inhospitable waters of the North Sea QF6s Bryan Beck tells us about the night
Matahari ran aground on Mooloolaba Beach
22 TIME TO SWALLOW THE ANCHOR
QF6s Tony Gerlach tells us about his career in the 32 UNPLANNED PRACTICEI
military and as a Master of a LNG tanker, and his First Aid courses dont usually provide hands-on
decision to finally swallow the anchor experience of real life emergencies. QF17s David
Lenehan tells us about one that did.
RESCUE
ONLINE
Its easy to stay
connected with your
local Coast Guard
flotilla. If youre
on the go and
you want to read
Rescue magazine
on your portable
device, simply
visit Coast Guards
national website
30
and download
your local flotillas
edition straight to
your smart phone
or tablet. You can
even get back
issues - just click
on the issue youd
like to read. Visit
www.coastguard.
com.au, click on
Queensland on
32 33 the map, choose

your local flotilla
from the list and
download.
While youre there,
check out all the
info about your
local flotilla and
catch up on the
latest news from
Coast Guard flotillas
34
across Queensland,
Victoria, South
36 Australia and the
Northern Territory.
33 TOO LATE!
QF6s Ian Hunt shares the story of a yacht that GET SOCIAL WITH COAST GUARD
just couldnt keep the wet stuff in the right place! QF4 Caloundra: https://www.facebook.com/qf4.th
QF5 Noosa: https://www.facebook.com/
34 THINGS THAT GO BUMP IN THE NIGHT coastguardnoosaQF5/
QF6s Sue Clarke tells us about a Mayday call
QF6 Mooloolaba: https://www.facebook.com/
from a yacht aground on Flinders Reef
coastguardmooloolabaQF6
36 COASTAL DISTRESS MARINE RADIO NETWORK QF17 Tin Can Bay: https://www.facebook.com/
38 SQUADRON CONTACTS coastguard.tincanbay
QF21 Sandy Strait: https://www.facebook.com/
Coast-Guard-Sandy-Straits-268445519978509/

QF4 BOAT/FLOAT LIFT
After three and a half years of generally reliable service to
QF4s primary rescue vessel Caloundra Rescue, the boatlift
was due for some TLC in the form of a thorough clean and
routine repair maintenance.
The Sun Stream Lift was originally selected for its
ease of operation and the fact that it would be positioned
in relatively shallow water with an, at times, strong tidal
flow.
The project was commenced by detaching the lift
from the Flotillas pontoon and towed using Caloundra
Rescue which positioned it at the mouth of the small tidal
creek that runs adjacent to our headquarters. It was then
manhandled into the creek and moored next to the flotilla
yard. This was a team effort combining both the duty crew
for the day and members of the maintenance crew.
The next stage involved the lift being craned into
the yard whereby a team of volunteers lured by the
promise of a complimentary lunch time sausage sizzle
Top right QF4s new commander Joe Allen

led the troops in the clean-up operation.
Right: A number of volunteers took part in
the cleaning of the boat lift.
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.

spend the day removing all the sea life that had
accumulated over the years and that couldnt be
reached during the lifts previous on-water cleaning.
From there, Sun Streams Queensland agents
DOCPROs team took over completing the required
maintenance and upgrades.
With this finished, it was just a matter of
reversing steps to return the lift to the water and
repositioning it to the pontoon where hopefully it
will continue its work for a substantial time into the
future.
Joe Allen
Commander, QF4
Top left Caloundra Rescue tows the lift to the mouth of the
creek. Top right: Preparing to lift the boat lift to dry land for
cleaning. Above: Up she goes!

QF4 MEMORIAL WALL
This is John Steele. John has been a volunteer with Coast
Guard Caloundra for many years and is an active crew
member on our rescue vessels. John also looks after
our Memorial Wall. Many local families whose relatives
have passed on and who loved the sea and the local
area, have had their ashes scattered in a service by our
rescue boats and hand-picked crews. Some have also had
remembrance plaques placed on the wall.
The Memorial Wall is located on Caloundra
Headland near the Centaur Memorial. If anyone has an
interest in this service, John can be reached on
0421 631 080.
BATMAN TO THE RESCUE

Caloundra Rescue, with Leading Coxswain Graeme
Sloan and Delta Crew aboard, was tasked to be
the safety boat for Batmans stand up paddle
board offshore trip from Alexandra Headlands to
Kings Beach.
The 20km journey took just over 4 hours to
complete as we were hampered with some light
headwinds and persistent southerly swell, but the
voyage went off well although at a speed of 1.5
knots it, was a bit slower than our Coast Guard
crews are used to! It did however, give the crew
time at the helm while keeping control of the
vessel against wind and wave movement. This
was a really good experience for everyone on
board.
Batman (Steve) really enjoyed the challenge
and is very proud of the Caloundra Team and
community for their fundraising efforts, which
were overseen by the local Bank of Queensland
branch. We thank them for allowing QF4 to
escort Batman to his destination. Well done to all
involved.

SECURITY AS FAR AS THE EYE CAN SEE
The recently refurbished radio room for QF4 communications now includes a new security camera
system. After the system was proven to be totally effective, the main camera was moved further up the
new radio mast and now provides clear pictures that allow operators to see not only the area around
the Base building and our vessels on the pontoon, but also enables the operator to observe the entire
Caloundra Bar and Pumicestone Passage. Furthermore, by utilising the cameras zoom feature, the
operator can keep an eye on vessels crossing the Caloundra Bar and observe activities a lot further down
the Passage past the Blue Hole to ensure all is well in our local waters.
Above: Moving the main camera higher up the new radio mast. Above: The camera system has its eye on everything..
VMR HERVEY BAY VISIT QF4

QF4 Caloundra recently received a few special
visitors to check out our primary rescue vessel,
Caloundra Rescue. The visitors were from VMR
Hervey Bay and they wanted to know just about
everything about the capabilities of Caloundra
Rescue as they are looking to possibly purchase a
new vessel.
Caloundra Rescue is a 10.2m Naiad with
inboard diesel engines driven by jets rather than
propellers. The on-duty Echo crew gave our guests
a good look around the vessel and a special
demonstration of its abilities. The crew from Hervey
Bay were quite impressed and felt that the journey
down to Caloundra was definitely worthwhile.
Thanks to the skipper and Echo crew for their
assistance on the day.
Top & above: Visitors from VMR Hervey Bay discuss

Caloundra Rescue.
Left: Caloundra Rescue on the water.

VALE: RON TYLER MBE, ESM
For those members who never met or knew Ron Association Life Member (2006)
Tyler, he was one of the Australian Volunteer Australian Defence Medal (2006)
Coast Guards quiet achievers. He joined QF17 Tin Substantive Rank - Squadron Deputy
Can Bay in July 1993 and like many new recruits, Commodore (2009)
participated in the normal training streams of Squadron Board Adviser - Sunshine Coast
Seamanship and Communications. However, he Squadron (2010 - 2015)
found his niche in administration and training. State Registrar - QLD State Council (2010 -
As Ron became more involved in 2016)
operations at squadron, State Council and Emergency Services Medal (ESM) (2011)
national levels of the organisation, he became a 2010-2011 Qld Flood and Cyclone Citation
member-at-large of the QF17 Flotilla and in 2006 (2011)
was granted the honour of Life Membership of Long Service Association - 20 Years (2013)
the association. His CV included: Distinguished Service Award - Association
Defence Force Service Medal (1977) (2014)
National Medal (1977) Ron was a thorough gentleman, always
Member of the British Empire (MBE) (1977) willing to help anyone who needed his assistance.
National Medal with 3 clasps (1991) While he was an unfamiliar figure around QF17 in
Flotilla Training Officer at QF17 Tin Can Bay recent years, his passing remains a huge loss to
(1995 -1996) Coast Guard at all levels of the organisation, and
State Training Coordinator - Qld State Council he will be greatly missed.
(1998 - 2016) Ron had been suffering from ill health for
Deputy Squadron Commodore - Sunshine several years when he passed away on Sunday
Coast Squadron (1999 - 2007) 6 August 2017. His funeral was held at Gympie
United Nations Award - International Year of Crematorium on Wednesday 16 August.
the Volunteer (2001)
Distinguished Service Award - Training (2003) John Macfarlane, Purser, QF17
National Database Administrator (2004 -
2016)

NEW ZEALAND COASTGUARD EXCHANGE CREW WITH QF5 NOOSA
The Coast Guard Noosa / Coastguard Lake Taupo New Zealand crew exchange program is now in its
third year. This year, Carleen and Bevan from Coast Guard Lake Taupo, joined the QF5 Noosa Sea Lions
crew for a full weekend of training which included three (3) calls for assistance. They were also lucky
enough to spot a couple of whales in Laguna Bay.
Next month, Patrick ODore and Lindsay Hall from Coast Guard Noosa will be joining the
Coastguard Lake Taupo crew for their annual SAREX,
which involves NZ Police, several Coastguard NZ
units, land SAR assets, and Civil Defence. I am sure
it will be a lot colder on the lake in NZ for our team
than it was for the Kiwis here in Noosa. A lake?
I hear you say. Lake Taupo is approximately 27km
wide and 54km long. In other words, a big (cold)
puddle!
Above: New Zealand Coastguard volunteers Carleen and

Bevan from Coastguard Lake Taupo. Right: Carleen (top) and
Bevan (right) at the helm of QF5s primary rescue vessel, John
Waddams. Photos: Baz Goodwin
Kelly Green & Co

CRANE HIRE
CALOUNDRA - MAROOCHYDORE
NOOSA - CABOOLTURE - BRIBIE ISLAND
HYDRAULIC CRANES
7.5 TONNE to 120 T
ALL TERRAINS to 100 T
FRANNAS to 25 T
CRANE TRUCKS
TILT PANEL ERECTION
THE
RIGGERS & DOGMEN
LOCAL LADS
GENERAL ENGINEERING
Sunshine Coast
ALL HOURS Owned
5445 4900
DEPOT: 65 Enterprise St Kunda Park
Mobile: 0418 713 493
www.kellygreencranes.com.au
COOLOOLA RESCUE III COMMISSIONED
Saturday 5 August saw a crowd gather at QF17s Norman Point Base for the official commissioning of the
flotillas new primary rescue vessel, Cooloola Rescue III.
After over twelve months of waiting for the vessel to be constructed, the Noosa Cat 4100 Series
Patrol vessel was finally delivered in June and after a familiarization period for skippers and boat crew,
the vessel officially came into operational service.
VIPs attending the commissioning service included National Training Commodore Robin Hood,
Sunshine Coast Squadron Commodore John Milland, Deputy Squadron Commodore Tony Barker, State
Member for Gympie Tony Perrett and Gympie Regional Council Mayor Mick Curran, and Squadron
Training Commodore Graeme McKenzie.
Mayor Mick Curran was invited to christen the new vessel and while the practice of smashing a
bottle of bubbly over the boats bow is no longer permitted, Mayor Mick ceremoniously poured the
bubbly over the vessels bow, ensuring that her head was still officially wetted.
National Training Commodore Robin Hood, representing National Commodore Ray Campbell who
was unable to attend, read the Commissioning Order. Pastor John Van Der Heijde (also immediate past
Flotilla Commander at QF17) then blessed QF17s fleet of rescue vessels and offered up prayers for the
safety and wellbeing for all our volunteers who go to sea in them.
With the official part of the ceremony concluded, the rescue vessels were opened for public
inspection and light refreshments were provided for members and guests at the Tin Can Bay Yacht Club.
Julie Hartwig, Editor, QF17
Top: Cooloola Rescue III.

Top right: Gympie Regional Council Mayor Mick Curran
christens the new rescue vessel with the obligatory bottle of
bubbly.
Above: National Training Commodore Robin Hood reads the
Commissioning Order.
Right: L to R Member for Gympie Tony Perrett, Gympie
Regional Council Mayor Mick Curran, Crew 4 Duty Skipper
Ian Sutton and National Training Commodore Robin Hood on
board Cooloola Rescue III after the Commissioning Ceremony.

CONNECT WITH SUNSHINE COAST FLOTILLAS ON SOCIAL MEDIA
In recent years, all five flotillas
of the Sunshine Coast Squadron
have gradually come on board
with social media pages on
Facebook.
The flotillas pages are an
excellent way for members of
the public to keep in touch with
QF4 Caloundra: https://www.facebook.com/qf4.th
your local flotillas activities and
continue to show your support.
All pages include
information about recent
assists, training, fundraising and
upcoming events, as well as
other boating-related content
of interest and importance to
mariners operating vessels of
all shapes and sizes. Because
QF5 Noosa: https://www.facebook.com/coastguardnoosaQF5/
social media is generally visually
orientated, the pages feature
lots of photos and videos.
To interact with your local
flotillas page (and any of the
other flotillas page), you need
to have a Facebook account.
With this you can like and
comment on posts, provide
information about your own
QF6 Mooloolaba: https://www.facebook.com/coastguardmooloolabaQF6
experiences (though the ability
to do this depends on the
flotillas page settings) and tag
your friends to share posts.
However, please be
aware that unlike personal
social media pages, the flotilla
pages are not monitored 24
hours a day, so such things
as logging on/off for boating
trips and requesting important QF17 Tin Can Bay: https://www.facebook.com/coastguard.tincanbay
information such as tide times
and bar reports and crossing
reference points is not advised.
If you would normally perform
such actions or request such
information by radio or phone,
thats still the preferred method.
So log in to your
Facebook account, use one of
the links to connect with your QF21 Sandy Strait: https://www.facebook.com/Coast-Guard-Sandy-
Straits-268445519978509/
local flotilla, like the page and
follow their activities.
Julie Hartwig, Editor
Words & Photos Baz Goodwin - Sea Hawks Crew, QF5
y story starts way back in 1965 when I left school in July of that year as a naive 15 year old. I was
born and raised in Leicester, an industrial city in central England, known in Britain as the furthest
city from the sea, approximately 70 miles. I had no idea what I wanted to do with my life and
weeks before I left school, my dad stepped in and told me I needed a job pronto; he ran a pub in the
city centre and he spoke to one of his customers who was a personnel manager at a local engineering
factory - that conversation started my short career as an apprentice engineer.
After several months of daily clocking on and clocking off in the factory, boredom set in and
I felt that I needed a little adventure. It was during this period that I watched a documentary on TV
titled Deckie Learner. It was about a young trainee deck-hand, whose name was John Bratley. The film
followed his daily life in his home town of Grimsby and his training before going on his first trip to sea.
Grimsby in Lincolnshire, England is situated on the south bank of the River Humber Estuary close
to where it reaches the North Sea on the east coast of England, and hosted the largest fishing fleet in the
world by the mid-20th century. The fishing industry during the 1960s was the largest single employer of
labour in the town. Over 3,000 men were employed and went to sea as fishermen. Thousands of others
were also employed in associated industries such as ship repairing, engineering, and fish processing.
The film crew set sail for the 21 day trip to the Arctic on the 800-ton trawler Ross Renown
from Grimsby. On board was 15-year-old Bratley; they were to follow his first weeks at sea with the
uncompromising but not uncompassionate eye of the camera. That documentary clearly had an effect on
me, so at the beginning of March 1966, I announced to my parents that I wanted to be a trawlerman.
Now I should mention that my only experience of boats were rowing boats on the boating lakes

once a year on family holidays and all I knew
about fish was that it came with chips and mushy
peas. I applied and was accepted by The Grimsby
Fishing Vessel Owners Association for training
and started a course at the Grimsby Nautical
College. I was still two months short of my
sixteenth birthday and had never been away from
home before. Arriving in Grimsby, I checked into
the local YMCA which was to be my new home.
I soon settled into the daily training routine
learning my new skills. I recall we did our fire
training at the local fire station and lifeboat drills
in the docks. Part of our course was what was
known as a pleasure trip on a trawler to see if
Above: Grimsby Nautical College where I started my initial
we could cope with being a trawlerman, similar to training in April 1966. I believe Andrew Leak, the new
the trip that John Bratley did a year before. Commander at QF5, attended the same college two years before.
I set sail on the 27th May 1966, 18 days after
my sixteenth birthday on board the Lord Hawke
GY89. With some trepidation I climbed aboard.
I remember that my biggest fear was becoming
seasick, as I had heard some real horror stories of
young trainees confined to their bunks for days.
I need not have worried as I never suffered once
from sea sickness and never have to this day. It
was to be a 21-day trip to the fishing grounds off
the North Cape of Iceland; why some bright spark
decided to call it a pleasure trip I will never know.
On my first trip as a deckie-learner, I spent
my time learning all the ropes and routines
associated with getting fish on board, general
labouring, net repairs, gutting fish, cleaning
the quarters, carrying and fetching for the crew
and trying to navigate a deck slippery with salt
water and fish guts without getting maimed. The Above: My Port Record book.
pleasure trips were not paid trips, as we didnt

receive wages by the company - deckie-learners
relied on the generosity of the crew members to slip them a few quid once back in port.
After that first trip, I went back to the Nautical College for a short period and then was employed
by Ross Trawlers Ltd as a paid deckie-learner. I did four trips as a deckie-learner including my pleasure
trip. My first with the company was on board the Ross Cormorant before I was promoted to deckhand on
the Ross Jaguar in September 1966.
The 355-ton Ross Jaguar - the third of an eventual fleet of twelve Cat class trawlers - was
launched on the 31st May 1957. The naming of the Cat class trawlers is an interesting tale. A group
of children from a Grimsby school were approached by the Ross Group and asked to suggest names
in the big cat family for the twelve new trawlers. The names were submitted after great thought and
deliberation by the children. Tiger, Leopard, Jaguar, Panther, Cougar. Cheetah, Lynx, Jackal, Puma, Genet,
Civit and finally Zebra. Who could deny this child from her innocence and sincerity in submitting her
big cat name, and so there was a Zebra amongst the Cats. I also sailed on the Ross Zebra on two
occasions in 1966 and 67, not knowing at that time how its name came about.
The Ross Jaguar was a middle waters trawler; middle waters are those around the Faeroe Islands
and the continental shelf to the west and north of Scotland. The Faeroe Islands are situated 320 km
north-northwest of Scotland, halfway between Norway and Iceland. The majority of my trips were mid-
water on various trawlers.
On middle and near water trawlers, there may be no allocated time below-deck, and except when
Above: Ross Cormorant, the first vessel I sailed on as a Above: Ross Jaguar was the first vessel I served on as a
deckie-learner for the Ross Group. qualified deckhand.
on watch, the men find rest between hauls once the gutting of the fish is finished. Watches during
fishing are timed to correspond with the hauling of the gear, usually every three hours. Operations are
carried out at the utmost speed, and the nets must be trawling for the maximum amount of time.
Trawling, because of its efficiency, is by far the most common method of catching fish, such as cod
and haddock that live on the seabed, and is obtained in this way by
deep sea fishermen.
Atlantic Cod
Cod is the fish in Iceland. It is by far the most important marine
resource in Icelandic waters. Its economic importance has only briefly
been surpassed by herring in the 20th century and possibly the Greenland shark in the 19th. The cod is
also a large, fecund, greedy and rather fast growing fish and therefore has great impact on other marine
species in Icelandic waters. Cod can grow quite large; the largest individual measured in Icelandic waters
was 186cm long and 17 years old. Common size in catches is much smaller, or in the range of 45-85cm
long in most fishing gear. This corresponds to roughly a 4-7 year old
and 1-4kg fish.
Haddock
The haddock is a rather large codfish - usual size in catches is between
50 and 65cm long, but the largest individual caught in Icelandic waters
measured 112cm. It is found in abundance all around Iceland. During cold periods it is rather rare in the
colder waters off the north coast, but in warmer periods it can be more common in the north than in the
south. Mostly it occurs over soft bottoms at depths between 10-200m.
Shooting the trawl
The deckhands turned out and grouped themselves round the fore and aft gallows. Two of them manned
the winch. Using lifting gear connected to the winch, the trawl doors were hoisted, in turn, into position
on the gallows. Each was lifted clear of the ships side and with assistance from the roll of the ship, was
manually pushed outboard before being chained to the gallows. The trawler was turned broadside on to
the wind, with the wind on the working side - usually the starboard - so that, while shooting, the trawler
was blown away from the trawl gear and net in the water. The body of the net was then pushed over
manually and, using the lifting gear, the remainder of the net was raised and dropped over the side. The
bobbins, still inboard, were hoisted overboard.
Above: Plan showing the trawl in tow and a diagram of the trawler showing the course of the warps to the towing block.

To spread the gear, the trawler swung towards it at half speed, and again stopped to lower the
trawl doors. The gear was towed at full speed while the warps were paid out. The trawler then returned
to its intended course, bringing the warps alongside. They were blocked up, i.e., secured in the towing
block to prevent the warps fouling the propeller.
The trawler got under way at the correct towing speed and fishing began: the winch was in
operation continuously during shooting and hauling and it was involved in many injuries to trawlermen.
Fingers, hands, and arms were trapped between the warps and the winch. The warps could catch a
mans clothing or he could fall against them and be drawn into the winch or a bollard. Strands of wire
projecting from the warps could cause injury to hands and fingers or catch the clothing. The warps were
especially dangerous when they were being paid out with the trawler under way at full speed.
The lifting of the trawl door into position on the gallows from the deck, up and over the rail, caused
crush and trapping injuries to hands and arms, as it had to be pushed out over the rail (suspended by
a steel rope) by a deck hand as the ship rolled away from him. The doors were also drawn up to the
gallows with each haul and were released on shooting. In the pitching and rolling of the trawler, three-
quarters of a ton of trawl door could swing wildly, and judgement and experience were required in
manoeuvring it. The deck hand had to fasten the towing block across the warps which had been pulled
in to the ships side, and secure them with a strong pin, at a time when they bore the full weight of the
trawl with the trawler going ahead. The warp could jump free, due to stresses and strains and the motion
of the ship, and cause serious injury.
Hauling
The engine room was warned so that the winch engine was started, and the deck men received 10
minutes notice to allow them to turn out properly dressed for the weather. To make the warps sheer
away from the ships side, the ship was steered to starboard. A length of fore warp was then winched
inboard to level the trawl with the ships side. The warps were then knocked out. Using a seven-pound
hammer, the third hand broke the hinged towing block by knocking out the securing pin, and the warps
sprang away and the trawl with its catch of fish was brought on board. The cod-end was lowered to
about 3 ft. above the deck. The third hand went under it to partially unfasten the securing cod line, then
standing clear, he jerked the cod line free and the fish cascaded onto the deck around him. The trawl
was checked for damage and repaired
if necessary. It was then ready to shoot
once again. Knocking out was a more
dangerous procedure than blocking up.
The towing block, broken by the
blow of a hammer, flew apart and aft and
the warps sprang away. The deck hand who
was knocking out had to stand forward
of the towing block - a deck hand in the
wrong position could be severely injured.
Hauling and shooting continued day
and night and in all kinds of weather, waves
broke over the men hauling in the belly of
the net. In winter, the decks and apparatus
could be covered by ice. The time between
the trawl doors coming and going down
again varied between 20 minutes and one Above: Pulling in the belly of the net. Steel bobbins have been hove on
board and lie against the ships wall. Smaller bobbins float in the sea.
hour, depending on the number of bags of
Bulwark of the trawler is low in this area, rolling of the ship brings seas
fish and the need for repairs. All operations inboard, and in rough weather waves break over the deck crew and may
took place at great speed and team work carry them overboard.
was absolutely essential.
Gutting
Gutting and storing the fish took place as soon as the trawl had been shot. We stood in the fish pounds
up to our knees in fish, and cold weather in the distant waters also caused the fish to freeze on deck
making the job much more difficult.
The gutting knife we used was a finely sharpened clasp-knife - the fish was held in one hand, and
its belly was cut open down the middle in a straight
line as far as the vent by a swift movement of the
knife. Another swift cut removed the liver, which was
directed into a basket, and two more cuts removed
the intestines. These movements were very rapid
and the eye had difficulty in following them when
performed by a skilled deckhand. The fish was then
thrown into the washing machine, which was a basic
trough mounted on a scaffold amidships. The fish
were then swirled about in the wash before going
down a chute into the fish room.
On the outward journey, the ice became
impacted into a solid mass, so the ice had to be
chopped free and broken into small pieces and
Above: Gutting cod. Deckhands smock covered in blood, fish
shovelled to the section of the fish room where fish slime and faeces.
were being stowed. In slippery and cold conditions,
they were sorted into species and stowed between layers of ice. Gutting was usually completed in two to
three hours but sometimes continued until the next haul.
While gutting, we were often covered in spray, and in winter, waves broke over us and knocked us
down into the fish and cold water, or against or on top of the pound boards. Injuries to the hands were
common, from knife cuts or from the pricks of fish bones and spines. Always covered in blood, pieces of
gut, and fish shit, we worked hours on end without hand washing and in dirty gloves, and wounds easily
became infected.
Whatever the conditions, the deckhand continued to gut until the last fish was washed, and cleared
below to the fish rooms before the next haul was due. The conditions in which the job was carried out
were extreme, especially in winter, as the trawlers fished off the coasts of Iceland, Faeroe Islands and
Greenland. The only thing that separated you from the vast inky depths of the freezing Arctic Sea was a
waist-high rail and the sturdy hand of your shipmate - and I might add no lifejackets were worn on deck.
After your watch had finished, you would get six hours of attempted sleep, crammed in like
stinking sardines with men who hadnt changed their clothes for days. The job was extreme in the
number of hours worked. At the fishing grounds, sometimes we were on duty for 180 hours in 10 days of
active fishing; deckie learners, who may have been
no more than 16 years old, nevertheless also do 18
hours work a day for 10 successive days. I remember
working on deck in a Force 8, a huge swell and
waves twice the height of the trawler when she was
in a trough. It was just hurry up, hurry up, hurry up,
I recall, no time to be frightened.
You could be woken up at any time and be
back out on deck. You got used to being warm
in your bunk, and then, two minutes later blasted
by wind and ice. The skippers main priority was
keeping the nets in the sea. No fish meant no Above: Steaming north to the fishing grounds in heavy
weather.
money, and money was the only reason we were
out there. We worked for long hours in conditions that would not be tolerated by the shore worker. The
method of payment was such that crews took unnecessary risks. Earnings depended on teamwork so that
illness and injury were often not reported with consequent deterioration of the condition.
Deep sea fishing was a dangerous and extreme occupation. This has always been recognized within
the industry - death and serious injury have been accepted by deep sea fishermen as part and parcel
of the job of trawling. The fishermens fatal accident rates at sea were about six time the rates for coal
miners and about 20 times the rates for the manufacturing industries, possibly even higher.
This was highlighted by a triple trawler tragedy in January and early February of 1968 when
three trawlers sank with the loss of 58 lives in a period of three weeks. Only one person survived the
disasters. The first vessel to be lost was the St Romanus, which went down in the North Sea, 110 miles off
Spurn Point on the 11th of January; all 20 crew
members died.
On the 26th of January, the Kingston
Peridot sank off Skagagrunn on the Icelandic
coast, again with the loss of all 20 men.
The final toll was the Ross Cleveland on
the 4th of February. The boat had sought refuge
from a storm in the natural inlet of Isafjord in
northern Iceland. Dozens of other trawlers were
also in the fjord, so the Ross Cleveland had to
stay further out. The trawler was swamped by
mountainous waves and sank. The last message
from skipper Phil Gay was I am going over. We
are laying over. Help me. Im going over. Give
my love and the crews love to the wives and
families. Eighteen lives were lost. Three crewmen
made it to a life raft, but only one, Harry Eddom,
survived the bitter cold. After twelve hours in the
raft, he was washed ashore and found help at a
remote farmhouse.
The three sinkings brought widespread
national publicity to the conditions in which
fishermen worked, and triggered an official
inquiry which led to major changes to
employment and working practices within the
British fishing industry.
Above: Repairing the nets in heavy seas.
Most of my trips were uneventful, though
I did witness a couple of nasty accidents. I
escaped any serious injury apart from a nasty gash down to the bone on my right little finger. We rarely
went ashore, unless it was an emergency or a mechanical problem that could not be fixed at sea. In bad
weather we sought shelter close to shore. I do recall, but cant remember why, on one trip we docked at
Torshavn, capital of the Faroe Islands. At that time there was a law prohibiting all sale of alcohol on the
Islands, which remained in force until 1992, so we were very popular with some of the locals with our
bonded beer and spirits which we sold at a mega-inflated price.
Once fishing was complete, work eased up on the homeward journey. The gear was stowed away
and the deck was cleared, scrubbed, and hosed down. The whole crew joined in the cleaning of the ship.
The trawler and crew were then shipshape for the return to port.
Before arriving back at Grimsby the crew would be well scrubbed up - some changed into some
very snappy suits, silk shirts and snakeskin shoes ready to hit the local hostelries. Trawlermen were known
as Three Day Millionaires displaying a lust for partying - a whole trips wages would be blown in three
days. I went on quite a few benders with the younger deckies, and at sixteen not once did the publicans
ask for proof of age at the bar. They probably thought if I was old enough to go to sea, I was old enough
to drink.
In early May 1968 after a long winter and cashed up, I decided to have a two-week holiday. I
signed off and told the crew I would see them next trip and went off to Jersey in the Channel Islands not
knowing that that would be the last time I would set foot on a trawler for 41 years. Two weeks holiday in
Jersey turned into six months and during that time a friend of mine who was a photographer for the local
paper The Jersey Evening Post sparked my interest in photography. To cut a long story short, that was
to become my third and final career move and I eventually became an advertising photographer, which
spanned 48 years before I retired ... but thats another story.
I have returned to Grimsby twice: once in 1970 to collect some salvage pay which was due to me;
and the second time in 2009 on a trip back to the UK with my partner. We drove north for a special
visit to the Grimsby Fishing Heritage Centre, which is dedicated to the Grimsby fishing industry, and on
presentation of my Port Record Book, we were let in for free. The focal point of the museum is the Ross
Tiger, the trawler I sailed in during
February 1967.
It was very nostalgic to go
back on board and the memories
came flooding back. They have
done an amazing job to preserve
the Tiger as it was during that
time, down to the finest detail of
the period. It is a tribute to the
trawlermen of Grimsby.
Above: The Ross Tiger preserved at the Grimsby Fishing Heritage Centre. I sailed on
Finally, Im glad I played her in February 1967.
a small part in the UK fishing
industry before its demise. I worked with a great bunch of guys and I grew up very quickly in a short
period of time at a very young age. I dont remember any bad times - there were the freezing cold
temperatures and foul weather, but that was all part of the job. The majority of the public who ordered
fish and chips back then had no idea what it took to put that meal on their plate.
The Cod Wars
During the 1960s the UK fishing fleet was in the midst of the Cod War. As the name suggests, it all began
with the right of fishing off the coast of Iceland. The first cod war started in 1958 with Iceland declaring
they were expanding their fishing waters from 4 to 12 nautical miles, to which the UK responded by
sending the Royal Navy to protect the British trawlers. Iceland sent their Coast Guard into action, all
7 vessels, and things heated up quickly. This led to confrontations at sea between the Icelandic Coast
Guard and trawlers from Grimsby and Hull, with ships firing across the bows and ramming each other as
trawlers continued to try to fish within the new limits
There are numerous anecdotes about the confrontations that skippers faced during the Cod War.
On September 5th, 1972, Iceland Coast Guard vessel gir encountered an unmarked trawler fishing
northeast of Hornbanki. The skipper had blacked out the trawlers name and number and refused to
divulge his identity, and after being warned to follow the Coast Guards orders, he played Rule Brittania!
over the radio.
The net cutter was deployed into the water and gir sailed along the trawlers port side. The
fishermen tossed a thick nylon rope into the water as the patrol ship closed in, attempting to disable its
propeller. After passing the trawler, gir veered to its starboard side. The net cutter, 290m behind the
patrol vessel, sliced one of the trawling wires. As the gir came about to circle the unidentified trawler,
its angry crew threw coal as well as garbage and a large fire axe at the Coast Guard vessel. A considerable
amount of swearing and shouting came through the radio, which resulted in the trawler being identified
as Peter Scott (H103) from the port of Hull.
Skipper Daniel Platten recalls another story when fishing off Iceland. Once we reached the fishing
grounds we had to watch out for the Icelandic patrol boats. They had come up with the idea of towing a
cutter on a long wire across the warps and cutting your fishing gear away. This happened quite often. It was
not only dangerous for the trawlermen on deck but very expensive for the owners. If their ships lost two or
three sets of gear you would be talking about thousands of pounds. The British government compensated
the owners for loss of gear and time, and the fishermen also got a share. This was to compensate them for
lost time and for the extra work they had to do when replacing the gear.
On this trip, I was fishing off the west coast of Iceland. The patrol boats were about and I had taken
a couple of decent hauls. I had managed to avoid any confrontations for a few days and had just shot my
gear, when out of the blue I saw a patrol boat heading towards me. I immediately tried to haul, but the
patrol boat lowered its cutter and made his way across my stern to chop the gear away. I warned the deck
hands to get out of the way of the wire warps. Then there was a big bang, the warps were cut and I had lost
my fishing gear.
I was really mad, both at the loss and at the danger to the crew. The captain of the patrol boat came
on the VHF and effectively told me that if he saw me there again the same thing would happen. I was livid.
The captain was confident we couldnt get near him, but I decided to go after him. At first, I only intended
to give him a fright. But as I came closer to him I put the bow of the St Leger towards him and within a
minute or so had hit him. The captain came back on the VHF. Crazy Englishman, he called me. I knew Id
done wrong, but this man had been
endangering the lives of fishermen for
some time and this was payback.
The chief and I went forward to
check our own vessel for damage and
found a hole in the bow just above
the water line. Initially, we thought we
could carry on with the trip. But, on
further inspection, we decided it would
be better to return to Hull. Apparently,
the patrol boat had suffered
considerable damage and wouldnt be
cutting any more warps for a while.
The limit was extended on
Above: Confrontation between an Icelandic gunboat and a UK trawler during
three occasions between 1958 and the Cod War.
1976, each time forcing British fishing
vessels further offshore. The final Cod
War concluded in 1976 with a highly favourable agreement for Iceland, as the United Kingdom conceded
to a 200-nautical-mile Icelandic exclusive fishery zone following threats that Iceland would withdraw
from NATO - at stake was a strategically important U.S. base in Keflavk, which was needed to track Soviet
submarine activity. For the U.S., Iceland also was an important chain in the line of defence in case of war
with the Soviet Union. The Americans put pressure on the UK and as a result the British Government gave
in to them. The fishing communities lost access to rich areas and were devastated, with thousands of jobs
lost.
At that time Iceland, a country with no military, beat the British Royal Navy three times in a row
with those 7 small coast guard vessels. The Cod War, as it was called, is a source of national pride to
Icelanders.
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

Words & Photos (Captain) Tony Gerlach, QF6
hen does one actually make the decision

to retire from full-time work? Personally, I
thought I had done so in May 2015, but in
retrospect that decision was somewhat premature,
as I have been persuaded, now, three times since
then, to return to my nautical domain of driving
ships around the world. Completing this last trip in
Northwest Sandpiper (and it will be my last) sees the
culmination of 48 years at sea. My first 20 years as
an Officer serving in the Royal Australian Navy and
the Royal Navy, probably offered more excitement
and entertainment, but the remaining 28 years in the
Merchant Service, provided more family stability and in
many ways, more self-satisfaction and feelings of accomplishment.
My passion for a sea-going career has been kept alive by the wide variety of craft that I have been
privileged to serve in. Within the military, these ranged from patrol boats and destroyers to submarines
and aircraft carriers.
As a warfare specialist, I so enjoyed firing and controlling a range of weapons systems, including
several varieties of missiles, gunnery systems, torpedoes and combat air patrols. These are probably what
I miss most from that former way of life. However, even more so, was the camaraderie that existed within
that sphere of employment that is unlikely to be matched anywhere.
Migrating to the Merchant Navy opened a new panorama of vessels, with some initial time in
Container Ships, Car Carriers, Passenger, Ro-Ro,
Steel Slab Carrier, until I finally found my niche
in 1995, to serve in LNG Tankers, where I have
remained ever since. Methane is the fuel of the 21st
Century, being the cleanest burning fossil fuel on
the planet, so the future looked bright in that arena.
Carrying it internationally is a little more

involved than the more stable cargoes carried by most other shipping. In its liquid form, it is carried
at methanes boiling point of -160oC and thus extremely cold and it only requires a change of state to
gasify, at which time it expands by 600 times. For these reasons, the ships are far more high-tech and
robustly built, costing three times as much as other vessels of similar size. These behemoths of the sea
actually dont have great gross tonnages due to the extremely light cargo, with density way less than half
of water or oil. Thus an LNG Carrier measuring about 3 football fields long, as wide as one and projecting
some 16 stories up from the waterline, will still only have half the gross tonnage of a similar dimension
oil tanker. Its difficult to describe the comparison in size to other shipping, but these photos may give
you some perspective.
Check the size of people in 3 of

these photos for size comparison
along with other vessels

The main drawcard for me to the LNG
ships, was that they attract the best people
of our industry, in terms of dedicated
expertise. It is a volatile product to look
after and the training for LNG ships is over
and above the usual shipping qualifications
as it requires specialist skills not found
elsewhere. The ships are very well
maintained and have docking cycles that
are twice the frequency of other ships, with
their technology and software continually
updated.
We do, however, still run into all the
usual dangers that any ship faces in day
to day operations around the world, with
Above: This is Typhoon Noru encountered on our last visit to Japan with
typhoon avoidance, running the gamut 22 metre seas.
of poorly trained or imbecilic, third world
manned ships that flout the rules putting
themselves and us into unnecessary
jeopardy. This is now seen on a daily basis
in busy ports and hectic transit areas such
as the Singapore and Malacca Straits.
The responsibility of nearly a half-
billion dollars-worth of ship and cargo and
the lives of my crew, weighs heavily, with
these increasing threats of incidents.
Together with an ever-expanding
administrative load, as companies cover
their proverbial backsides, it has led to my
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decision to finally swallow the anchor and call it a
day. (Just hope its not this one!!!)
I will be 70 next birthday and can at
least carry forward some great memories of
adventures on the briney, having been lucky
enough to witness some astounding natural
events and sights during my time at sea. Just
have to remove the salt from my veins, as they
say its not good for your heart!!
It is heartening to know that I can now
give something back to the community in this
medium of my working life, by my participation
with QF6, Mooloolaba, Australian Volunteer Coast
Guard.
Good night all, Cheers, Tony.

Words John Gasparotto - Editor, QF4 Photos RNLI & credited photographers
he Royal National Lifeboat Institution (RNLI) is the

largest charity saving lives at sea around the coasts
of the United Kingdom, the Republic of Ireland the
Channel Islands and the Isle of Man, as well as on some
inland waterways.
Founded in 1824 as the National Institution for the
Preservation of Life from Shipwreck, the RNLI was granted
a Royal Charter in 1860 and is now a charity with Queen
Elizabeth II as its Patron.
The organisation has 237 lifeboat
stations and a fleet of 444 lifeboats. It
also provides lifeguards to more than 200
beaches, as well as flood rescue teams,
who are prepared to travel to emergencies
overseas at short notice.
Its lifeboat crews and lifeguards
have saved over 140,000 lives since 1824.
The RNLI makes a distinction between
people aided and lives saved. There were
8,462 lifeboat launches in 2014, rescuing
8,727 people, including saving 460 lives.
Lifeguards helped or rescued 19,353
people. Flood rescuers deployed seven
Above: 1802 lifeboat and crew prepare to launch. Photo: RNLI

times. In 2015, crews rescued on average 22 people
a day. Tower Lifeboat Station on the River Thames
in London is its busiest, rescuing 372 people and
saving 25 lives in 2013 alone.
The biggest rescue in the organisations
history was on 17 March 1907, when the 12,000
tonne liner SS Suevic hit a reef off Cornwall. In a
strong gale and dense fog, lifeboat volunteers
rescued 456 passengers, including 70 babies. Crews
from The Lizard, Cadgwith, Coverack and Porthleven
rowed out repeatedly for 16 hours to rescue all of
the people on board.
More than 600 people have lost their lives
in the RNLIs service. Their names are inscribed on
the RNLI Memorial sculpture at RNLI HQ in Poole,
Dorset.
In 2016, it cost over $350 million to run the
RNLI lifesaving service all funded by generous
supporters and fundraising efforts. Keeping a
modern fleet of lifeboats ready to go to the rescue
is an expensive business. Add to that crew training,
Top: Suevic on the rocks after all its passengers and crew
running a beach lifeguard service and campaigning were saved by RNLI. Photo: RNLI
for water safety, and the costs start to add up. In Above: The Lizard lifeboat and crew, one of the lifeboats that
2016, it cost around $790,000, a day to run the rescued passengers and crew from the Suevic. Photo: RNLI
RNLI, all of which was generously donated by the
public. This might sound like a lot, but the 23 people
rescued on average every day by lifeboat crews are
worth it.
Training
In 2014, 1,243 lifeboat crew and250 lifeguards
from around the UK attended one or more of over
40 different operational training courses currently
available. Operational training takes place alongside
the development of all volunteers and staff using
the first class training facilities at the college,
which include well-equipped training rooms and a
Learning Resource Centre.
Perhaps the most crucial facility at the home Above: The sea survival course at the RNLI College gives its
lifeboat crews realistic training. Photo: RNLI/Nathan Williams
of RNLI training is the integrated Sea Survival
Centre, where real-life conditions and rescue
operations are simulated to give lifeboat volunteers
essential practical experience in sea safety and
survival techniques.
State-of-the-art facilities at the survival centre
include a sea survival pool and wave tank measuring
25m x 12.5m and 4m deep, a jump platform, a
full mission bridge simulator for lifeboats and
commercial vessels, and live engine workshops.
The sea survival pool is where crews practice
capsize training using modified training boats.
Complete darkness, choppy conditions, thunder,
lightning and helicopter recovery can all be
simulated to very real effect. Above: All lifeboat crews learn how to survive a capsize
during the sea survival course. Photo: RNLI/Nathan Williams

Above: RNLI flood rescue teams training. Photo: RNLI/Robin Above: RNLI flood rescue teams undergo extensive training in
Goodlad swift water rescues. Photo: RNLI/Robin Goodlad
Search and rescue operations can be practiced in the fully equipped bridge simulator. The survival
centre also houses the live engineering workshop, which has six working lifeboat engines that students
can dismantle and rebuild, gaining valuable experience in marine engineering.
With only one in ten lifeboat volunteers joining the organisation from a professional maritime
occupation, the Sea Survival Centre is invaluable. Not only for the development of trainees, but for
the continuous development of all its lifesavers. Much effort is also put into training and education,
particularly for young people, with more than 6,000 children spoken to about sea and beach safety by
educational volunteers each week.
The Lifeboat Fleet
RNLI lifeboats are divided into two categories: all-weather lifeboats and inshore lifeboats. The different
lifeboat classes within these categories means it can reach people in all kinds of situations and locations.
The type of lifeboat a station has depends on geographical features, the kind of rescues the station is
involved in and the cover provided by neighbouring lifeboat stations.
All-weather lifeboats (ALBs) are capable of high speed and can be operated safely in all weather
conditions. They are inherently self-righting after capsize and are fitted with high-tech navigation,
location and communication equipment.
The RNLI Inshore lifeboats (ILBs) usually operate closer to shore, in shallower water, near cliffs,
rocks and even in caves.
The organisation also has inshore rescue hovercraft for areas that are inaccessible to conventional
RNLI lifeboats such as mud flats and river estuaries.
Over 100 lifeboats are kept in its relief fleet, ready to temporarily replace station lifeboats whenever
they require regular or emergency maintenance.
The All-weather Lifeboat Centre in Poole brings every stage of the lifeboat building process in-
house and under one roof. It has pledged to provide every all-weather lifeboat crew with a 25-knot
lifeboat by 2019. This means they will require at least 50 new Shannon-class lifeboats and will need
to build six of these all-weather lifeboats every year, as well as maintain its existing fleet. The facility
Above: A Trent-class all-weather lifeboat patrols the coast of

Northern Ireland from its home port of Donaghadee. Above: The RNLI fleet comprises all-weather lifeboats (ALBs)
Photo: RNLI/David Branigan-Oceansport and inshore lifeboats (ILBs). Photo: RNLI

Above: Lifeboats being built at the RNLI All-weather Lifeboat Above: A RNLI Ligeguard keeps her eye on swimmers. Photo:
Centre. Photo: RNLI/Nathan Williams RNLI/Nathan Williams
is fully equipped to build the next generation of all-weather lifeboats. This gives them greater control
of costs and quality, while creating employment, including apprenticeships in marine engineering and
boatbuilding.
The facility also allows the RNLI to govern its own destiny. In future there will be fewer suppliers
who can meet their specialist requirements. So, as well as mitigating the risk within the lifeboat building
supply chain, the new facility will give greater control over quality and costs. By bringing all-weather
lifeboat building in-house and capitalising on the expertise within the organisation, RNLI are able to save
at least $6M each year once the build program is fully up and running.
Lifeboat crews are composed almost entirely of volunteers, numbering 4,600, including over 300
women, and are activated by pager. Over 3,000 volunteer shore crew and station management supports
them.
Above: RNLI St Davids launches its Tamar-class lifeboat to a call Above: Two RNLI lifeboats responding to a call out.
out. Photo: RNLI/Phil Griffiths Photo: RNLI

Words & Photos Bryan Beck - Senior Skipper & Duty RLO, QF6
hat Saturday, it was a very mild Sunshine Coast winters night, a very light breeze, relatively warm
temperature and a half waning moon; a beautiful night that many true boaties would just love to
be out on the water.
I had been asleep for an hour when I received a call from the Base Radio Operator at around
10:20pm advising that we had an assist.
As part of our Risk Management procedures at QF6 Mooloolaba, when the Boat Skipper and
crew are activated for an Operational Task at night, the Rescue Liaison Officer (RLO) is also advised for
additional support management of the operation. That night, I was the RLO, so I told the Radio Operator
to call in the Skipper and Crew and Ill call you back for details in 10 minutes. Understand I was still half
asleep.
When I called back, the detail was a trawler has gone aground on the rocks at Mooloolaba Beach.
Whooops! I better get down there pronto and assess the situation from the shore.
In transit, I was provided more detail:
Many calls from the public were coming in
The sergeant of the Water Police had been advised and was sending an officer to the scene
The owner of the vessel was on his way to the beach
Skipper and crew had arrived to open and prepare our primary rescue vessel
Fire & Rescue had been advised and had spoken with the owner
The actual location of the grounding was on the rocks at the northern end of Mooloolaba Beach.
Unfortunately, I just missed the Senior Constable from the Water Police, but met with the owner on
the beach.
It was a crab boat, about 15m long with its flood lights lighting the surrounds, bouncing around
on a relatively flat rock shelf just north of the sand beach. The seas were calm with a small wave breaking
over the rock shelf, rocking the boat sideways with its keel aground and with each larger wave the boat
was being slightly lifted and pushed a little further over the shelf, towards the sand beyond.
The owner said there were three people on the boat, that the vessel was taking on water and the
bilge pumps were operating. It was about 11/2 hours before high tide, with our rescue vessel operational
and on standby awaiting instructions.

I was prepared to attempt to pull the vessel off the self, whilst it was partially floating and being
lifted a little with the larger waves, but it needed to be done in the next couple of hours. The owner had
to agree to the attempt and we discussed some proposed methods. However, we needed to ascertain
the extent of damage to the hull and the amount of water flowing into the hull, as we were not prepared
to proceed with any rescue attempt without a good knowledge of the vessels hull integrity and any
possible environmental issues.
Unfortunately, the crew could not provide the required confidence for any attempt to proceed.
Understandably, it was dark, the crew were being rocked quite severely at times and of course it was an
extremely stressful and emotional situation for them.
Around 11:30pm, the decision was made not to proceed with any rescue attempt that night and
the rescue vessel crew were stood down. The owner would wait the required time for the tide to recede
and the vessel to stabilise for the people aboard to safely disembark.
The next morning I again met the owner on the beach; he had been in contact with the insurance
broker and the matter of recovery was in their hands. The owner thanked me for Coast Guard
Mooloolabas concern and assistance the previous night, which I really appreciated.
The incident was extensively reported by the media, with pictures and interviews over the next
several days.
With the insurance company assessing that the vessel was a right-off with some stress fractures
along the hull, it became a salvage for Claytons Towing, who winched the vessel up to a stable position
against the promenade wall. Eventually the vessel was moved to a more accessible location around to
the end of the spit, where it was dismantled and removed.
How did it happen? From Media Reports:
The Matahari was returning to Mooloolaba from a two-day crabbing expedition, with two crew
members and one passenger aboard.
The Skipper handed the helm to the teenage crew person, who fell asleep with the vessel on auto-pilot.
The boat was cruising at 1015 knots when it hit the rocks.
When police arrived an hour later, the boat was rocking violently from side to side and the tide was
coming in.
It was 5 hours before the Master, crew & female passenger could safely leave the stranded vessel.
Top: Matahari on the beach. Top: The salvage begins.

Above: Duty RLO Bryan Beck is interviewed for the TV at the Above: Matahari ends its days being cut up into pieces to
scene of the grounding. enable removal from Mooloolaba Beach.

Words David Lenehan - Radio Operator, QF17
hen we entered the training room for our First Aid course, few of us could have imagined the
immensely practical exercise in store for us that day. Not that the instructor had planned it.
Well, he couldnt have, could he?
It was a large group with widely varying levels of life experience. Our First Aid experience levels
varied too from none all the way through to two former First Aid instructors and Arthur Deacon who was
a former ambulance paramedic now instructor.
All was going well until we stopped for our morning tea break. Up until that time, wed covered a
multitude of interesting and well-presented topics. Arthur had been efficient, informative, even amusing
and its hard to imagine that any of us were not looking forward to the continuation of the course after
our tea break.
That expectation, however, wasnt quite true. As we broke up one participant - for the sake of
confidentiality, lets call him Dudley - put his head on the desk and was immediately asked if he was
okay. This alerted a few of us whod done this all before in previous existences and we gathered around
the man. A shaken, somewhat pale-looking Dudley protested that he really was okay and that he only
needed some fresh air. Upon standing and taking two steps toward the door, he immediately pitched
forward onto his face, slid over the tiles and under a table coming to a sudden halt where he did not
move again.
Of course, he now had everyones attention, though not that hed expressly sought it.
Immediately, the three experienced people reacted without discussion which was simply a
product of years of previous training. Each seemed to know instinctively what needed to be done. The
one furthest away dived for a phone and rang 000. One checked for breathing, skin colour and other
observable signs while the third checked for a pulse. No vital signs were in evidence and Dudley was
now grey. The two attending him exchanged grim looks. Both knew it was a classic case of cardiac arrest.
Dudley was rolled onto his back and swiftly dragged out from under the table in preparation for CPR.
However, Dudley had other ideas and, much to our relief, his breathing and pulse returned before
life saving measures could be taken. Dudley was then continuously observed (DRABCDs) in situ until the
paramedics arrived and delivered him to Gympie Hospital.
Naturally, this was a subject of intense discussion over our delayed morning tea and during the
following session. There were several very practical lessons to be learned by all. Firstly, the three people
directly involved deferred to the senior first aid person in attendance
(Arthur) who took the lead. Secondly, the importance of speed of response
was observable. Next, learn to be somewhat sceptical when a patient
tells you about their condition. And, lastly, the importance of continuous
monitoring was practically demonstrated.
Oh, yes, (nearly forgot) Dudley survived his ordeal and after a
thorough examination and tests in hospital, was released and allowed
home later that afternoon.

Words & Photos Ian Hunt - Skipper Blue Sunday Crew, QF6
unday the 16th of July was a Blue Sunday crew day, which started off normally with the crew
readying the vessels for the days training and any assists that we might get.
Normal soon changed as the duty radio operator advised that phone calls were coming in
about a yacht sinking in the Duck Pond, just upstream from the Mooloolaba Boat Harbour limits. We
decided to use Rotary III to assist and commenced getting the Honda pump and hoses ready to put
aboard.
Nobody was aboard the yacht, so the Water Police advised that the Duty Harbour Controller would
attend the vessel and use our pump to save the yacht. As soon as the pump and hoses were put aboard
the Harbour Controllers vessel, with one of our crew to assist, his vessel and Rotary III proceeded to
the sinking yacht. They arrived just in time and proceeded to pump out the water and then tried to see
where the water was entering the yacht.
On completion of pumping, the Harbour Controller returned our crew member and pump to the
QF6 pontoon and advised that he would monitor the yachts situation.
On arriving at QF6 at 0700 the next day for the normal admin duties, I was informed by the
Harbour Controller that the yacht was sinking again. However, by the time we got the pump organised
again, he rang back to say that it was too late and that the yacht had sunk. (see photos)
One of the problems was that the owner
could not be contacted because he/she had
not left any contact details with any of the
nearby vessels, the Harbour Controller, the
Water Police or Maritime Safety Queensland.
On checking the registration, it was discovered
that the previous owner had sold the yacht
some years ago, which was a little strange. The
latest information is that the yacht has been
re-floated and taken ashore for disposal if no
owner can be found.
It was a sad end, but the lessons are
to regularly check and maintain your vessel,
especially if anchored for a long period of
time, and to leave your details with someone,
Left: Almost gone the first time.
so that if there are problems you can be
Below: Not so lucky the second time.
contacted.

Words Sue Clarke - Radio Operator, QF6 Photos QF3 Coast Guard Redcliffe
oast Guard Mooloolaba is a 24-hour station and on some nights the radio watch is switched
through to trained Coast Guarders who run the operation from their homes, to relieve the radio
crews from sitting up all night through the week, when many work day jobs as well.
One such operation is run from my home and we use our spare bedroom for this setup, which
consists of a roll top desk, a VHF radio and a computer all linked back to Headquarters. This allows me
to rest on the bed until a call comes through, and on some nights with strong wind warnings or very bad
weather, I have been able to have a few hours of sleep. This was not to happen a few weeks ago, as deep
into the night I heard a May Day call so of course my ears are alert and Im sitting in front of the radio
with my heart pumping. This is what we are trained for the worst possible scenario.
With not a seconds hesitation VTS Brisbane, who also monitor 24 hours a day, responded. They are
there for all shipping in and out of all ports in Brisbane, which is a big job.
What I heard was that a yacht with four men on board had run aground on Flinders Reef (off Cape
Moreton) and their boat was taking water and sinking. Water Police were scrambled, plus a helicopter
and also Coast Guard Redcliffe and VMR Bribie Island what a great response from my end, but I know
the guys on the boat probably thought it all took too long and nothing much was happening.
VTS kept talking with them, monitoring that they were all OK and letting them know what was
happening.
From my end, I was just so pleased we have these excellent men and women who are highly

trained continually to respond to such emergencies. We live in a great country and I am so grateful
knowing that my family or myself will always be helped in times of need.
As the night continued, I heard the helicopter crew talking with the Water Police boat, finding
out their position and estimated time they would be at the reef. The helicopter I imagine with their big
light shining down would have given these desperate men some comfort and fortunately the tide was
dropping so their water ingress problem was not as urgent.
The Coast Guard Redcliffe boat crew, who were on their way within 20 minutes of their call, were on
the scene shortly after the police and once the situation was observed, and all seemed safe to leave the
yachts crew on board until daylight, those good men and women went back to their cold beds, knowing
they had responded as usual to a crisis and that it had been averted.
The helicopter assessing the situation told the police boat crew they would stand by until they
arrived and advised them the best option for rescue of the stricken men was off a rock at the end of
the reef. Once the police boat crew arrived the helicopter flew back to base, to standby for their next
assignment.
After that the radio went quiet, the rescue mission was nearly over and another wonderful mission
was complete without loss of life.
From an update I read, the men stayed on board and were rescued at first light, back to
Scarborough, but the salvage crew could not get their boat there before the next high tide, so requested
Coast Guard Redcliffe to do the job. As always, they responded with a yes and took the boat back to the
slip yard to be assessed. All was well.
Although I could go back to bed, I went and made a cup of coffee reflecting on the amazing
men and women who spend their lives in service to others. I take my hat off to them, as from my safe
bedroom, sitting at a roll top desk speaking on the radio, I am not cold or wet, I do not risk my life for
others and yet I know without the back up of a team, these brave folks job would not be possible.
So, I applaud all those who sacrifice their time and sometimes their lives to keep us safe. Well done!
Left: Aground on Flinders Reef.

Above: Coast Guard Redcliffe tow the standed yacht off
Flinders Reef the next morning.

Words Jon Jones - Radio Officer, QF17
n 2002, Telstra transferred responsibility for the VHF/HF marine radio network to state jurisdictions.
At that time, Telstra operated two coast stations which provided VHF radio communications from the
New South Wales border to Fraser Island and an area adjacent to
Townsville.
Since 2002, Maritime Safety Queensland has expanded the service to cover all adjacent coastal
waters between Cooktown and the New South Wales border, providing a
24 hour listening watch on VHF channels 16 and 67 for distress and urgency calls.
The establishment of vessel traffic service (VTS) operations in Cairns, Mackay and Gladstone
provided the opportunity to enhance marine safety to small commercial and recreational boating
communities by making available 24-hour monitoring of VHF and HF radio for urgency and distress calls.
Some areas between Cooktown and the New South Wales border do have limited coverage. These
areas are around Hinchinbrook Island, south of Bowen and Broadsound between Yeppoon and Mackay.
The radio set up on a vessel will influence coverage.
Volunteer Marine Rescue Organisations (Australian Volunteer Coast Guard and Volunteer Marine
Rescue) play an important role in delivering the coastal distress marine radio network service along the
Queensland coast. AVCG flotillas and VMRQ units along the coast maintain a listening watch during their
operating hours which is then handed over to Vessel Traffic Service Centres after hours. Volunteer groups
involved in the coastal distress marine radio network are: Seaway Tower (AVCG); Mooloolaba (AVCG); Tin
Can Bay (AVCG); Hervey Bay (VMR); Bundaberg (VMR); Yeppoon (AVCG); Mackay (VMR); Airlie Beach/
Whitsundays (VMR); Townsville (AVCG) and Cairns (AVCG).
Information about the hours of operation, channels monitored and contact telephone numbers for
AVCG and VMR along the coast can be found in the Queensland Recreational Boating and Fishing Guide,
Marine Radio brochure, Beacon to Beacon and Queensland Tide Tables publications.
The ability of a vessel in distress to communicate with shore-based rescue organisations and other
vessels in the area considerably improves the likelihood of a positive safety outcome. So while it is not
a requirement that recreational ships carry a VHF marine radio, it is strongly recommended especially if
operating in partially smooth, and open/offshore waters along the coast. While mobile phones can be
used as a back-up, these devices only allow for communication between two parties and other vessels

in the area that may be able to offer assistance in an emergency cannot be alerted. Mobile phones can
also be unreliable. Batteries can go flat, they can be out of range and can sustain damage in a marine
environment.
For further information, visit the Marine Safety Queensland website: www.msq.qld.gov.au.

QF21 SANDY
STRAIT
QF21 SANDY STRAIT
Commander: Dale Green - 0437 015 770
Deputy Commander: John Scragg - 0458 101 566
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
Operational Area: Great Sandy Strait south to Kauri Creek and north to McKenzies
QF17 TIN CAN BAY Jetty; Mary River up to the Barrage
QF17 TIN CAN BAY
Commander: Phil Feldman - 0414 591 947
Deputy Commander: Terry Murphy - 0447 581 947
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 car park, 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
Operational Area: 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
Commander: Andrew Leak - 0408 083 252
Deputy Commander: Ian Hutchings - 0432 234 246
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
QF5 NOOSA Operational Area: 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: Bill Asher - 0477 699 746
Deputy Commander: Steve Bellamy - 0412 385 730
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
Radio Frequencies Monitored: VHF 16, 67, 73, 80 | 27MHz 88, 90
Operational Area: North to Point Arkwright, south to Point Cartwright & 50nm to seaward
QF4 CALOUNDRA
QF6 MOOLOOLABA Commander: Joe Allen - 0439 913 533
Deputy Commander: Kevin Wager - 0439 913 522
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
QF4 CALOUNDRA 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
Operational Area: Offshore waters north to Point Cartwright, south to approximately
halfway down Bribie Island & 40nm to seaward

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Telephone: (07) 5437 9400
Facsimile: (07) 5437 9537
Email: sales@solas.com.au
Freecall 1800 333 342

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39 | A Proud Sponsor of the Caloundra Volunteer Coast Guard
Coast Guard Rescue Sunshine Coast

QF4 Rescue Spring 2017 Edition

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Spring 2017 | QF4 Caloundra Edition

QF4 & Squadron News RNLI: Saving Lives at Sea

8 Baldwin Street, Caloundra 4551

PHONE: 5491 1944

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Top right QF4s new commander Joe Allen

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VMR HERVEY BAY VISIT QF4

Top & above: Visitors from VMR Hervey Bay discuss

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Above: New Zealand Coastguard volunteers Carleen and

Kelly Green & Co

Julie Hartwig, Editor, QF17

Top: Cooloola Rescue III.

12 | Coast Guard Rescue Sunshine Coast

14 | Coast Guard Rescue Sunshine Coast

pleasure trips were not paid trips, as we didnt

16 | Coast Guard Rescue Sunshine Coast

Battery Care and Maintenance

21 | Coast Guard Rescue Sunshine Coast

hen does one actually make the decision

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Check the size of people in 3 of

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Gelcoat Repairs Floors Transoms Alterations

Contractors to Caloundra Coast Guard

24 | Coast Guard Rescue Sunshine Coast

25 | Coast Guard Rescue Sunshine Coast

he Royal National Lifeboat Institution (RNLI) is the

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27 | Coast Guard Rescue Sunshine Coast

Above: A Trent-class all-weather lifeboat patrols the coast of

28 | Coast Guard Rescue Sunshine Coast

29 | Coast Guard Rescue Sunshine Coast

30 | Coast Guard Rescue Sunshine Coast

Top: Matahari on the beach. Top: The salvage begins.

31 | Coast Guard Rescue Sunshine Coast

32 | Coast Guard Rescue Sunshine Coast

33 | Coast Guard Rescue Sunshine Coast

34 | Coast Guard Rescue Sunshine Coast

Left: Aground on Flinders Reef.

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38 | Coast Guard Rescue Sunshine Coast

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